Go to // test Briefs: Ford Mustang GT
So, a few months ago we began our testing of this "not quite real" Mustang. It all started with doubts, prejudices, and ended with enthusiasm. As a roofless cruiser, we found that the Mustang is great. And rest assured.
Well, here's the "real" Mustang. GT. A real car with an eight-cylinder engine. The one in which the American proverb “there is no substitute for displacement” has the correct meaning.
Is he such a Mustang athlete? "A machine for real men", a machine that knows how to bite the negligent and gives a lot of pleasure to those in the know? Yes, but not with the little ones. One thing is immediately clear: the Mustang GT is not and does not want to be a real sports car. If you want the latter, you'll have to opt for the GT350 Shelby, with an improved chassis and even more power. So what exactly is a Mustang? Not just a beginner and the best representative of the pony car classas the Americans call it, but the first brawny, designed more for airplanes and acceleration, rumbling more from the engine and exhaust than a series of fast, precise turns.
Not that I didn't know this: wide tires and a well-designed chassis certainly work well in corners, but such a Mustang, especially since it has an automatic transmission, quickly realizes that this is not its main purpose. Steering is too inaccurate, gives too little feedbackThe picture it paints for the driver's hands is not as crystal clear as that of any purebred Porsche 911 sports car or, if you prefer, the Focus RS. If you choose a Mustang with MagnaRide electronically controlled shocks, the picture will be slightly better (and comfort may be a little more), but even with the usual (we tried both) everything will be quite fine.
Because when the V-XNUMX rusts, when the rear wheels start to come off the chain, when the whole car strains in anticipation of the rear tires fighting against the asphalt, a cloud of smoke, or the pleasant sliding of the rear, hair stands on end. ... Not just the driver, just about anyone close enough to hear it and who has even a drop of gas in their blood.
Okay, there is a downside: a rather shaky and sometimes unpolished automatic transmission and ESP system that can only seriously tame the Mustang on wet roads if the driver also chooses a driving program for slippery roads. Otherwise, the combination of huge torque, an unsteady gearbox, and a slippery road under the wheels sometimes doesn't seem to have a solution at first glance, which means you need to know how to turn the steering wheel quickly and decisively. A car for real drivers, in short, those who not only know what the Mustang is capable of, but also knows its “character”.who needs to be able to tame. Unfortunately, there are not many such cars left. And this is basically why this is not a minus at all, but one good, big plus. Brakes? Very good.
In addition to the program for slippery roads, the Mustang also has a set of classics: normal sport for the track (disabling ESP) and a program for accelerated races. This ESP does not work, but if you manually adjust it further, you can use another function: linear locking, that is, a system that holds the car in place with only the front brakes and allows the rear wheel to idle. It's simple: you turn off the ESP acceleration program, shift into manual first gear, the left foot presses the brake, the right accelerates. When the wheels are in neutral, a few more gears are up and the Mustang is instantly caught in a huge cloud of smoke. Just find extension 86 on the AM page ...
And what about the rest? The cabin is slightly plastic (so what), the meters are digital (and perfectly adaptable, transparent and predictive), it sits perfectly (even at a meter ninety or more) the flow rate does not matter, and the color should be blue or orange. Yellow isn't bad either, but this one is reserved for Philip Flisard, isn't it?
Ford Mustang GT 5.0 V8 (2019)
Basic data
| Sales: | Summit motors ljubljana |
|---|---|
| Test model cost: | 78.100 € |
| Base model price with discounts: | 69.700 € |
| Test model price discount: | 78.100 € |
| Power: | 331kW (450 KM) |
| Acceleration (0-100 km / h): | 4,3 with |
| Mixed flow ECE: | 12,1l / 100km |
Costs (per year)
Technical information
| engine: | V8 - 4-stroke - turbocharged petrol - displacement 4.949 cm3 - maximum power 331 kW (450 hp) at 7.000 rpm - maximum torque 529 Nm at 4.600 rpm. |
|---|---|
| Energy transfer: | the engine is driven by the rear wheels - 10-speed automatic transmission - tires 255/40 R 19 Y (Pirelli P Zero). |
| Capacity: | top speed 249 km/h - 0-100 km/h acceleration 4,3 s - average combined fuel consumption (ECE) 12,1 l/100 km, CO2 emissions 270 g/km. |
| Mass: | empty vehicle 1.756 kg - permissible gross weight 2.150 kg. |
| External dimensions: | length 4.794 mm - width 1.916 mm - height 1.381 mm - wheelbase 2.720 mm - fuel tank 59 l. |
| Box: | 323 |
Our measurements
| T = 21 ° C / p = 1.028 mbar / rel. vl. = 55% / odometer status: 6.835 km | |
| Acceleration 0-100km: | 4,5s |
|---|---|
| 402m from the city: | 14,2 years ( 162 km / h) |
| Fuel consumption according to the standard scheme: | 9,7 l / 100km |
| Braking distance at 100 km / h: | 37,0m |
| AM table: | 40,0m |
| Noise at 90 km / h | 61dB |
evaluation
There is nothing to write about here: the Mustang GT is one of those cars that every fan of real cars should be able to try out. Dot.
