Mustang 2013 model

Mustang 2013 model DEFAULT

Ford Mustang

Retail Price

$22, - $42,MSRP / Window Sticker Price

EngineL V-6
MPG19 City / 29 Hwy
Seating4 Passengers
Transmission6-spd man w/OD
Power @ rpm
Drivetrainrear-wheel
Smart Buy Program is powered by powered by TrueCar®
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From the March Issue of Car and Driver

We’d petitioned Ford for a long-term Mustang ever since the model made its debut. This fifth-generation Mustang felt like a reborn car, even if its solid axle is to automotive componentry what the polyester leisure suit is to modern menswear. The Mustang fully exploited its mix of new and old tech to win multiple comparison tests, knocking off higher-powered offerings from Dodge and Chevy in the process. Not insignificantly, it also collected three consecutive 10Best trophies (–13).

KERIAN

The model floored us with its athleticism, especially when endowed with the optional Track package. We asked very nicely for a Boss long-term tester, the best-handling model that is now discontinued. Protracted negotiations instead produced this “Deep Impact Blue” GT with the $ Track package, which includes P­irelli P Zero summer tires, upgraded brakes, and a differential of the limited-slip variety. By the time we’d spec’d our long-term pony, the GT’s liter V-8 had gained eight horsepower, making for a total of , a number sure to amuse recreational weed enthusiasts.

Optional Recaro seats ($) complement the aggressive Track package and have significantly more hindquarter-holding capability than the stock buckets. Showing uncharacteristic restraint, we passed on other pricey add-ons, such as navigation, automatic climate control, and the glass roof, but we did select the $ Premium package for its leather seats, satellite radio, and uprated stereo with Sync. Scandalously, the Premium pack and optional Recaro buckets can’t be paired to produce seat heaters, and the power-seat upgrade normally included in the Premium package isn’t included with the Recaros.

MARC URBANO, MICHAEL SIMARI

Two zero-cost options, stripe-delete and spoiler-delete, kept our blue coupe as incognito as possible, placating deputy editor Daniel Pund because he hates decklid aero accouterment. Except on Hyundais.

At $39,, our GT was, on paper, as perfect for enthusiasts as the order guide would allow, and early logbook comments confirmed that the GT is a great everyday muscle car. Its power to pin passengers in the seats distracts from any refinement or comfort shortcomings, such as the teeter-totter body motion amplified by some sections of interstate. Speaking of which, the optional Recaros proved more comfortable than the soft-sided stock buckets we’ve experienced in other testers, though many drivers found themselves struggling for the perfect seating position because of a burly clutch pedal and the lack of a telescoping steering wheel.

Yet the Mustang moved even copy chief Carolyn Pavia-Rauchman, no idle waster of exclamation points, to exclaim: “This is wild! And fun!” Our initial testing validated her punctuation. The Stang hit 60 mph in seconds and made a second quarter-mile pass at mph—the best acceleration we’ve ever recorded in a GT. Shortly after the visit to the track, however, the Mustang developed a rough idle, so off it went to the dealer for what would prove to be the first of four unscheduled service stops. The dealer confirmed that cylinder No. 1 had misfired several times. Unable to re-create the problem, though, the dealer sent us on our way. The misfire never recurred.

The Mustang doesn’t have a strict service schedule. Rather, the engine computer determines when a service is necessary. The owner’s manual says that under normal operation, a message reading “oil change required” should pop up in the instrument cluster between and 10, miles. We didn’t see it until about 10, miles.

The differential developed a whine just before the car’s first regular service, which calls for an oil change and a tire rotation and cost us $ The dealer confirmed what we were hearing and ordered new ring and pinion gears. Later, we learned that Ford issued a technical service bulletin on the diff, implying we were not the first to ex­peri­ence the horror-movie soundtrack of ­misaligned gears. Within a week, the dealer had the fresh parts, and we figured another half-day at the shop was all that was needed to handle the fix. Unfortunately, the dealership botched the installation, resulting in a severe driveline ­vibration. The dealer ­ultimately returned the car to us in good working order, but the whole ordeal accounted for two of the Mustang’s four unscheduled stops.

The second service, after another 10, miles, came and went without a snag and cost us exactly $5 less. The third service was, however, an eye-opener. While we slept, Ford changed the oil specification for Track-pack GTs from a 5W synthetic blend to a pricier 5W full-synthetic. With an air filter, the service cost nearly tripled, to $

A chassis squeak developed before the third service. If we didn’t have to drive over four large “sleeping policemen” to get to C/D’s Galactic Headquarters every morning, the squeaks might have gone unnoticed; perhaps they never would have appeared. The dealer confirmed the noise and ordered new control arms for the front struts, complete with noise-free bushings. It took two months for the parts to arrive.

At the final, 40,mile service, the dealer opted to not change the cabin filter because it wasn’t dirty. Four services totaling $ isn’t too painful, but if we owned the car, we would probably stop paying top dollar for oil changes after the 60,mile powertrain warranty expired.

MARC URBANO, MICHAEL SIMARI

Living with a car for more than a year, we discover things we might not in a one- or two-day drive. For example, the Premium package includes ambient lights, console lights, and cup-holder lights, which can be customized to any one of different colors. This fairly gimmicky feature normally wouldn’t warrant a mention, but even in their dimmest setting, the lights are too bright, reflect off the windshield at night, and, in general, adversely affect night vision.

The cup-holder location, lights or not, couldn’t be less appealing. The two-hole, molded-in holder is located just aft of the shifter beside the parking brake. That’s premium real estate, and with a drink nestled in, there is nowhere for the driver to rest a right arm during long hauls.

After we installed a set of Bridgestone Blizzak LM winter tires for the snowy months ($ plus installation), executive editor Aaron Robinson noted that “the old biases about rear-drive being death in the snow are just that: biases.” The Blizzaks inspired confidence, even if last winter was mild by Michigan standards.

After winter, we reinstalled the Pirellis that came on the car. They wore out, however, at 25, miles, so we fit a new set before exposing the GT to its final batch of tests. Each of these P Zeros costs $, which might entice Mustang owners to replace them with cheaper rubber. Their price is perhaps influenced by the fact that the same P Zero is a Mercedes-Benz–spec tire that appeared on the S

Fresh rubber raised the Stang’s skidpad grip from g to and reduced the to-zero braking distance by a yard, to feet. Acceleration was nearly identical to the initial testing. The quarter-mile time grew second and the trap speed fell 2 mph, to , indicating that the engine might have lost a pony or two over 40, miles.

We averaged 19 miles per gallon, which happens to be the EPA’s combined fuel-economy estimate. We accumulated the majority of those miles on daily commutes. Editors stayed away from long trips because of the limited highway range of about miles from 16 gallons of fuel, though the car did travel to Florida, New York, and Minnesota, and to North Carolina where Morse Measurements did its reverse engineering [see sidebar]. While the fuel-filler flap is mute on the subject, the Mustang’s owner’s manual calls for premium fuel to achieve maximum power and performance. Pumping premium throughout this test added more than $ to the Mustang’s operating cost.

A few warranty claims notwithstanding, the GT felt as strong and looked as good when it left us as it did when it arrived. Let’s hope the solid axle wasn’t the thing keeping the Mustang franchise alive for 50 years, because the sixth-gen car ditches it for an independent rear suspension. Say, Ford—can we try one of those for 40, miles, too?

RANTS AND RAVES

MIKE SUTTON: The center console and cup holders are a mess of hard plastic and sharp angles.

TONY SWAN: The baritone rumble of the V-8 is intoxicating. I can't imagine ever growing weary of the omnipresent reminder of all that thrust on tap.

KEVIN A. WILSON: If I am to have any hope of driving this car smoothly at anything short of go-like-hell, I need more time in the gym doing leg presses.

JENNIFER HARRINGTON: Surprisingly comfortable ride for a six-hour trip, even with the GT suspension.

RON SESSIONS: The is one of the best Mustangs I've ever driven. Modern shock tuning has done wonders with the ox-cart rear axle.

AARON ROBINSON: Mustang as a daily driver, who would'a thought? A great advertisement for why you don't need MyFord Touch.

DANIEL PUND: As the former owner of the all-time worst Mustang in the history of the breed, a Ghia-edition Mustang II, I can tell you this is better. It needs a landau top, though.

AUSTIN LINDBERG: I feel this package lacks. Maybe that's where the Boss comes in, but I had more fun in the V

ERIC TINGWALL: You can't argue with irrational amounts of power for reasonable money, but the awkward driving position is a deal-breaker for me.

ANGELA KUJAVA: This car turns my husband [K.C.] into a jackass.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $39, (base price: $31,)

ENGINE TYPE: DOHC valve V-8, aluminum block and heads, port fuel injection

Displacement: cu in, cc
Power: hp @ rpm
Torque: lb-ft @ rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: in
Length: in
Width: in Height: in
Curb weight: lb

PERFORMANCE: NEW
Zero to 60 mph: sec
Zero to mph: sec
Zero to mph: sec
Rolling start, mph: sec
Top gear, mph: sec
Top gear, mph: sec
Standing ¼-mile: sec @ mph
Top speed (governor limited): mph
Braking, mph: ft
Roadholding, ft-dia skidpad: g

PERFORMANCE: 40, MILES
Zero to 60 mph: sec
Zero to mph: sec
Zero to mph: sec
Rolling start, mph: sec
Top gear, mph: sec
Top gear, mph: sec
Standing ¼-mile: sec @ mph
Top speed (governor limited): mph
Braking, mph: ft
Roadholding, ft-dia skidpad: g

FUEL ECONOMY:
EPA city/highway driving: 15/26 mpg
C/D observed: 19 mpg
Unscheduled oil additions: 0 qt

WARRANTY:
3 years/36, miles bumper to bumper;
5 years/60, miles powertrain;
5 years/unlimited miles corrosion protection;
5 years/60, miles roadside assistance


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Months in Fleet: 8 months
Current Mileage: 13, miles
Average Fuel Economy: 18 mpg
Range: miles
Service: $58
Normal Wear: $0
Repair: $0

Looking at the data above, one might think we’re regretting the decision to put a Ford Mustang GT through a 40,mile test. We’ve had the car for eight months, and in that time, we’ve racked up a paltry 13, miles. For the sake of comparison, our long-term Honda Fit needed a similar amount of time to reach the same mileage. And that Fit didn’t have a hp, liter V-8 to play with.

Having amassed a few 10Best trophies, the Mustang has turned into a perennial favorite, and we were keen to test one over 40, miles, knowing full well the GT wouldn’t be a road tripper. Sure, two adventurous types comfortable with little personal space could take it on a trip, but forget going three up, much less four. This back seat is reserved for gym bags and booster seats.

Going for Deep Impact

We ordered a Deep Impact Blue GT with the $ Premium package (an upgraded stereo with satellite radio, leather seats, and some other small trinkets). Brembo brake hardware, inch Pirelli P Zero summer tires, and a limited-slip rear differential, part of the $ GT Track package, were necessary add-ons. Nor could we deprive ourselves of the Recaro seats, the same as those fitted to the Boss , for $ All told, our long-termer wore a sticker price of $39,

The slow mileage accumulation shouldn’t be an indicator that we hate driving the Mustang. The truth is quite the opposite. Nearly every commenter has praised the V-8’s power and given the Recaro buckets kudos for their high level of lateral support. Some have even said the Recaros help compensate for the cumbersome seating position caused by the lack of a telescoping steering wheel—a flaw in all Mustangs. There are a few complaints of lower back pain, something an adjustable lumbar support might remedy if the buckets came with one, but they don’t. And since we’re in Michigan, we’re slightly bummed that the Recaro option eliminates the choice of heated seats that usually come as part of the Premium package.

Wars and Misfires

We’ve averaged 18 mpg so far. With a gallon fuel tank, that means stopping for a fill-up every to miles, yet another strike against the Mustang’s road-trip worthiness. In fact, the Mustang hasn’t really left Michigan. We say “really” because it has been to Toledo a few times, but that’s less than 50 miles south, and some Michiganders still lay claim to the Toledo Strip that Michigan lost in the Toledo War.

With about miles on the clock, our GT had a rough idle. Holding revs at rpm made it clear there was a misfire. The misfire self-corrected by the time we got to the dealer, although our suspicions were confirmed by error codes stored on the engine computer. With nothing to fix, we were on our way. Could it have been a bad tank of gas? Maybe. No damage was done, and the situation hasn’t happened since.

The first service, at 10, miles, called for some fresh 5W oil, a new oil filter, some cursory inspections, and a tire rotation. Dealer pricing for the aforementioned was almost quick-lube cheap, at $ That’s one of the smallest service bills we can remember.

We also had the dealer investigate a whiny rear differential when the car was in the shop for oil. Indeed, the diff was exceptionally noisy, and a new ring-and-pinion set was ordered. It took about two weeks for the parts to arrive, and the Mustang was in and out with a rebuilt diff in a day—all covered under warranty.

MARC URBANO, MICHAEL SIMARI

Picking Up the Pace

Initial testing returned excellent performance stats. The 0-tomph dash clicked off in seconds, and the quarter-mile in at mph. That’s at the quick end of recent GTs we’ve tested. And the is one of the few cars on the road today that can use most of its speedometer, bumping into a governor at mph, 13 mph shy of the highest number on the gauge. The Pirelli P Zero tires, size /40Z, helped the GT in the skidpad and braking departments by holding on for g of grip and facilitating stops from 70 mph in feet.

Stock-size Bridgestone Blizzak LM60 winter tires kept the Mustang rolling in the winter, albeit at a snail’s pace. The shoes offered decent winter grip, but staffers shied away from the GT when the roads were saturated with ice. After all, the combination of a front-heavy, rear-wheel-drive coupe with horsepower can be intimidating in slippery conditions. The summer-only P Zeros are now back on the car, so maybe we’ll be able to get on the proverbial horse and click off miles more quickly.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $39, (base price: $31,)

ENGINE TYPE: DOHC valve V-8, aluminum block and heads, port fuel injection

Displacement: cu in, cc
Power: hp @ rpm
Torque: lb-ft @ rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: in
Length: in
Width: in Height: in
Curb weight: lb

PERFORMANCE: NEW
Zero to 60 mph: sec
Zero to mph: sec
Zero to mph: sec
Rolling start, mph: sec
Top gear, mph: sec
Top gear, mph: sec
Standing ¼-mile: sec @ mph
Top speed (governor limited): mph
Braking, mph: ft
Roadholding, ft-dia skidpad: g

PERFORMANCE: 40, MILES
Zero to 60 mph: sec
Zero to mph: sec
Zero to mph: sec
Rolling start, mph: sec
Top gear, mph: sec
Top gear, mph: sec
Standing ¼-mile: sec @ mph
Top speed (governor limited): mph
Braking, mph: ft
Roadholding, ft-dia skidpad: g

FUEL ECONOMY:
EPA city/highway driving: 15/26 mpg
C/D observed: 19 mpg
Unscheduled oil additions: 0 qt

WARRANTY:
3 years/36, miles bumper to bumper;
5 years/60, miles powertrain;
5 years/unlimited miles corrosion protection;
5 years/60, miles roadside assistance


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The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

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Ford Mustang Expert Review

Staff Writer

The two-door, four-passenger Mustang mixes iconic history with modern design. The Ford Mustang is still the go-to-vehicle for that mix of modern driving experience meets classic pony car power. Unmistakable styling mixed with a wide choice of powerful engines and reasonable prices keep the Ford Mustang parked in many American garages. Ford offers six trims for , available in coupe or convertible: The base V6, V6 Premium, GT, GT Premium, Boss , and Shelby GT With 11 potential trims and a dizzying number of customizable options, Ford has democratized and individualized the modern pony car segment.

All Mustangs benefit from a new Shelby-inspired snout, HIDs with LED running lamps, painted side sills, and scalloped LED tail lamps. Mustang GTs get an 8-hp bump to hp, while the Shelby GT gets a hp bump to hp, thanks to a new liter supercharged V There are no mechanical changes to V-6 or Boss Mustangs. Automatic-equipped Mustangs get Select-Shift capability.

The Ford Mustang adds modern styling details which update its classic look. Overall, this pony car has been cross-training more and power-lifting less. The vehicle looks a bit more svelte and clean but still retains an aggressive, muscular stance. The grille has a new, more forward look. The lower, front air-dam is thinner and not as chunky. GT models have hood mounted, functional heat extractors and large, round foglamps. Ford decreased the size of the headlights. The entire line-up has a High-intensity Discharge (HID) headlight design with light-emitting diodes (LEDs) flanking the headlights in an eye-catching two-strip pattern. The same lighting theme carries to the rear as tail-lamps are darkly tinted and also surrounded by LEDs. Side rocker-panels are body colored, blending seamlessly into the design.

V6 Premium, GT Premium, and Shelby GT™ coupes are available with a glass roof. All but one trim (Boss ) are available as a convertible, looking clean and tidy in topless guise. The Mustang convertible remains a top pick when buyers are looking for rear seats which can hold more than a few grocery bags. The retracted roof tucks cleanly into the vehicle and doesn't really impair visibility. Base V6 models come equipped with inch alloy wheels, xenon headlights, and integrated blind-spot mirrors. The V6 Premium adds upgraded inch wheels. The GT comes with inch alloys, a rear spoiler, and foglamps. The GT Premium includes all GT features and different inch wheels. The Boss adds inch wheels, additional side-exit exhaust tips, a special exterior trim, and aerodynamic body-part additions.

Options on Mustang V6 models include an exterior appearance package which adds bodywork graphics and a rear spoiler. An optional V6 Performance coupe package includes inch wheels with summer tires. A Pony package and the Mustang Club of America Special Edition package are also available for the V6 Premium. These two packages include inch wheels, and distinct exterior styling features. A California Special package (even more exterior styling distinctions) can be had for the GT Premium. With eleven trim variations, numerous customizable options, and dozens of available accessories, Ford literally offers too many exterior options to list. A determined buyer should spend some time online or at a Ford dealership exploring the Mustang's plethora of options.

The Mustang's interior is surprisingly modern while still following the nod-to-the-past design theme. An upright dash, large gauges with metallic-trim, and color-shifting lighting make for a good blend of past-meets-present. Ford provides a good quantity of soft-touch materials but the interior can look a bit too Spartan. The interior has more than its share of cheap plastic-trim. The Mustang lacks a telescoping steering-wheel. This may be an unfortunate absence. Excepting the base V6 trim, all Mustangs come with Ford's excellent SYNC system.

The base V6 trim comes standard with Keyless entry, full-power accessories, a leather-wrapped steering wheel, and a four-speaker sound-system. The V6 Premium trim adds leather upholstery and a powered driver's seat, color-adjustable gauges, color-adjustable ambient lighting, a color information display, upgraded interior trim, and a premium eight-speaker Shaker sound-system. The GT trim is essentially a V6 Premium plus a more powerful Shaker Pro sound system. The Boss 's unique aesthetic touches include a re-worked interior with a suede-wrapped steering wheel and cloth seats. The Boss also comes equipped with Sync. The same Recaro front seats as the GT are optional on the Boss

An optional Tech package includes fog lamps, Ford's Sync system, a powered driver's seat, and an auto-dimming mirror. If looking for comfort, the optional Comfort Group package includes a powered passenger's seat and heated front seats. The optional Electronics package includes dual-zone automatic climate-control, HD radio, and a voice-activated navigation system with real-time traffic. If those weren't enough options, the Mustang offers an optional rearview camera and universal garage-door opener.

Ford included all of the usual safety features. Anti-lock brakes and AdvanceTrac® Electronic Stability Control are included. Not surprisingly, traction control, tire-pressure monitors, and airbags come standard. The Ford Mustang also includes an SOS Post-Crash Alert System which activates the horn and emergency-flashers after the airbags are deployed or a safety-belt pre-tensioner is activated. In theory, this helps first responders locate the vehicle after an accident.

Blind-spot monitors, a rearview camera, and rear parking-sensors are all available. Xenon HID headlights, along with front and rear LED accent lights keep the Mustang safer at night. Novel ""pony projection lights"" illuminate the ground alongside some trim levels. These lights project the Mustang pony logo onto the street much like some puddle-lamps.

All Mustang trims receive the Ford MyKey system which allows parents to better protect hearing and bodies while driving without mom or dad along for the ride. MyKey allows owners to program functions like speed limits, audio-system volume limits, and other warnings directly into the computer.

Handling is now a big part of the Mustang experience. The Ford Mustang still lacks much of the electronic wizardry, all-wheel-drive, and technology features other sport coupes include. That may be a good thing. Technology sometimes takes the skill out of driving and softens the driving experience. Love the live-axle or not, Ford places as much weight on driver ability as it does on electronic modality. The Infinity or Hyundai will deliver just as great a ride, but they'll do it with much more mechanical assistance. That's not to say the Mustang doesn't have technology, it just leaves more up to the driver when pushing the vehicle's limits. Ford still includes a quick-throwing, well-balanced, manual-transmission option, something not found on many paddle shifting, automatic-transmission-only sport sedans. In fact, the Boss and the GT are only available in manual. Ford introduced a new electric power-steering system for This system allows the driver to regulate and boost steering response with three-separate settings. New steering, along with a much improved suspension makes the Mustang far more fun to drive on curvy roads than it was in the past. The available automatic transmission now includes full manual control. Drivers can easily wind through gear changes with a thumb and a +/- button located on the shifter. Manual-gearboxes include a two-second hill-hold function.

Ford Mustang V6 trims pack a liter, V-6 engine which produces an impressive horsepower and lb-ft of torque. Mated to the six-speed automatic, the V-6 returns EPA rated mileage of 19/31 mpg city/highway. Not at all bad for an engine placing horsepower under the hood. Manual V-6s are EPA rated at 19/29 mpg city/highway. The GT receives the return of Ford's liter, V-8 engine. Producing horsepower and lb-ft of torque, this pony can throw body-mass against seats, and smiles onto faces. The liter V-8 returns an EPA rated 18/25 mpg city/highway with the six-speed automatic, and 15/26 mpg city/highway with the six-speed manual transmission. The Boss dishes out track-ready muscle with a liter, V-8 power-factory. This engine provides horsepower and lb-ft of torque. The Boss 's engine is EPA rated at 15/24 mpg city/highway. The king-of-the-hill Shelby GT packs a rear-tire stripping liter, V-8 monster that produces horsepower with lb-ft torque. Match the Shelby GT to an available SVT package and receive a higher axle-ratio, stiffer springs, special tires, and lighter wheels.

To maximize the power of both the V-6 and V-8 engines, opt for the manual six-speed transmission. Both engines shell-out peak horsepower at about rpm, and peak torque at around rpm. V-8 engines emit throaty exhaust-notes, and sharper throttle-response but transfer weight less fluidly than the V V-8 weight transfer is a good example of Ford leaving some of the driving (and restraint) to the driver rather than to electronics. The Ford Mustang can be had with an available Brembo brake package, adding larger front-discs, inch alloy wheels, performance tires, recalibrated stability-control, and a sport-tuned suspension. For the Boss , an optional GT Laguna Seca edition adds to the Brembo package with a Torsen helical (limited-slip) differential with a rear-axle ratio, an upgraded radiator, performance brake pads, and replacement of the rear seats with a cross-car X-brace. The Mustang moniker befits a pony car with this much power, ability, and character. It's not easily broken in, but once it is, and in the hands of a capable rider it becomes a focused, all-consuming, and spirited ride. Perhaps this is why Ford chose to name it the Mustang rather than the Quarter-Horse or Pinto.

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