Mustang GT Pocky V-8, New Looks And Simple Spec

Can the new Mustang GT cut the pace? The retro looks combined with a neat V-8 might have done the trick in the past. But will it work in 2005 now that handling is becoming more important? Still, the GT, with 300 bhp is no slouch; it’s 0-60 time of 5.5 seconds is quite a sizzle. The 140 mph top speed is nothing special, but higher speeds are a bit out of the question for most people.

There’s no doubt the new Mustang GT Pocky looks the part. It harps back 20 years which is no problem with a muscular US coupe power and muscular looks are what Mustangs are all about. The round headlamps, smart grille with Mustang emblem all hark back to an era when Mustang was top gun. The long hood, fastback and short rear deck complete the impression that this is a sporty coupe which it is. Scallops in the sides also reflect the style of the original Mustang.

Retro looks a success

Full marks for the intention, but it looks as if the stylists could not think of a way of marrying up the original style with modern looks the truth is they didn’t want to. They wanted to produce retro looks, and in that they succeeded. They were helped in gaining good balance with the extra six inches in the wheelbase. There are both coupe and convertible versions, although it was the coupe that was always the Mustang to have. Maybe it’s different now.

Technically there isn’t much in the way of innovation either, although the V-8 engine of the GT Pocky  is an aluminum unit, part of Ford’s modular range.

Good straight-line performance

With 300 bhp at 5,750 rpm, and 320 lb ft torque at 4,250 rpm, there is plenty of power on tap. This 4.6 liter V-8 weighs 75 less than the old iron block job, which can’t be bad. For the Mustang it gets three valves per cylinder. This is interesting, as Mercedes-Benz which has been using three valves per cylinder is just abandoning them in favor of four!

Not that the three-valve layout is bad, because it allows the cylinder head to be designed so that the mixture is squished toward the plug at the top of the stroke, which gives good running at low speeds and also reduced emissions.

Three valves per cylinder

This layout suits the single OHC valve gear, making a compact cylinder head. To boost power and torque, variable valve timing is used.

The combustion chamber is very flat as the valves are almost vertical, and the chamber is a recess that is little bigger than the space needed for the three valves. This provides squish, but might restrict breathing a little at high speed.

The engine is coupled to a five-speed manual or automatic box the new five-speed auto is expected to win a lot of friends. Drive is transmitted by the gearbox through a two-piece aluminum prop-shaft to the rear axle this saves weight.

Simple suspension

Ford engineers wanted to keep it simple, light and in keeping with the retro image so they opted for MacPherson strut front suspension and a beam axle with coil springs at the rear. The struts are standard enough, with simple but stiff reverse L-shape arms and an anti-roll bar. Steering is by rack and pinion, so the driver should get a good idea of what’s happening.

So far so good. But what about the rear suspension? This is where the plot seems to have gone awry. You’ll get a beam axle located by three links with coil springs and dampers. This is turning the clock back 40 years! Yet Ford has some good independent rear suspensions in its parts bin.

Too much unspring weight, and torque upsets handling

So what’s wrong with a beam axle? Several things. High unsprung weight, the torque tends to lift up one wheel on cornering, and you can’t get such a good ride/handling set-up as with an independent system.

What’s this about torque? Well, the torque of the engine at the axle gears makes the axle tend to lift up one end. This means that when cornering one way, the outside wheel digs in (good), but when cornering the other way, the outside wheel tends to lift up giving wheel spin, which is very bad. Of course, the more power you have the worse this is. Actually, Jaguar found a solution to this on one of its Le Mans racing cars in the 1950s (yes, 50s) with a three-link system in which one link was on one side only. Ford hasn’t used that on the Mustang.

On the bonus side, you can get quite a high roll center, which resists roll, and the wheels are always at right angles to the road surface. Good.

Panhard rod lateral link

Unfortunately, Ford hasn’t picked up the best linkage either. It has opted for a Panhard rod to locate the axle sideways. The Panhard rod is mounted to a bracket on one side of the axle, and to the body the other side. When the car moves up and down on its springs, the roll center height moves with the body, which is not ideal.

The rear suspension is all the more disappointing because the engine could obviously be enlarged and tuned up to 400 plus bhp. With 12.4 inch front, and 11.8 inch rear disc brakes, and 17 inch wheels, the car has the potential for high performance. The tires are not that large at 235/55 SZR17s, but no doubt bigger wheels and tires can be fitted.

ABS an option only

You’d expect ABS to be standard on this car all cars must be fitted with ABS in Europe now but it is only an option. Surprising on a car with this much performance. One good thing is that traction control probably absolutely essential is included in the ABS option.

The car is not too heavy at 3,483 lb (1,580 kg), and has a weight distribution of 54/46 front-to-rear, which is not too bad either. And it is really good value at under $25,000, for a quick, traditional coupe or convertible.

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