The Ford Mustang: A Legendary Performance Icon
Ever since its April 17, 1964, debut at the New York World’s Fair, the Ford Mustang has symbolized power, performance, and personality. Thirty years later, a smartly restyled and significantly upgraded new Mustang continues to fan the flames of automotive passion.
Over the past 10 or more years, the versions of this pony-car benchmark were defined by the people who bought them: The GT was for hardcore enthusiasts, and the base car was for those interested in sporty looks at a more affordable price. These roles were softened for the fresh-faced platform, however. The Mustang is available in coupe and convertible configurations, and in GT or “base” models. The GT’s rough-hewn aggression has become civil without diminishing its authority, and the six-cylinder is an order of magnitude better than the four-cylinder version it replaces. In total, the new Mustang line makes a powerful statement.
Model for model, the ’94 Ford Mustang is once again a car to be coveted. It gallops across the landscape with the vigor of a quarter horse. This sprinter is, in its own way, as important as the first pony-car was. Thus, the new Mustang has earned the ’94 Motor Trend Car of the Year title.
The selection process was straightforward; our judging staff considered all the ’94 EPA domestic cars and minivans on sale by Jan. 1, looking for the most significant player in the market. Viewed from both an industry and buyer’s perspective, we weighed technological advancement, value, and performance to determine the one standout car for ’94. The Ford Mustang is that car.
Drawing the Lines
The first Mustang was an instant classic. Long, lean, and unlike any car that came before, it sent shockwaves through the automotive industry, principally General Motors. It took GM three years to respond with the Chevrolet Camaro and Pontiac Firebird. The pony-car war had officially begun, and it continues to rage today.
Over the years, these three cars have battled on the streets, on racetracks, and in the sales derby. Models changed, power teams rose and declined, and styling certainly waxed and waned with the fashions of the decades. By ’92, the trio of combatants was pretty well spent. The Camaro and Firebird lines received their long overdue updates last year—to broad acclaim. But the question hung in the air: How would Ford respond?
When Dearborn’s designers sought to rekindle the flame with the new Mustang, images of modern performance ran the gamut from mild to wild. Importantly, it was validated by numerous studies conducted with typical owners that a return to the Mustang’s past would be a highly successful theme. While no one thought duplicating the first Mustang’s exact form was a good idea, duplicating its excitement was deemed a great idea. To accomplish this, the core Mustang skunk-works team took over an old warehouse in Allen Park, a Detroit suburb adjacent to Dearborn, transforming it into the SN95 technical center.
Long ago, Henry Ford said, “The question, ‘Who should be boss?’ is like asking, ‘Who ought to be the tenor in the quartet?’ Obviously, the man who can sing tenor.” When it came to key decisions regarding the SN95’s direction, Mustang enthusiasts were definitely “the boss.”
When we talked with Mustang owners, they kept telling us we should capture the heritage of the original Mustang, said Bud Magaldi, Mustang design manager. Importantly, if there was one element that was brought up again and again, it was that the design should be American. That sent the compass needle spinning. There are as many definitions of “American” as there are cars on the road, ranging from hard-edged aggression to smooth-talking sophistication. Which direction was the right one? Which direction was the only one? Was there only one?
Every voice was heard and considered since any idea rejected out of hand might be the Holy Grail. With a design-to-production schedule of only about 36 months, the shot clock was ticking. The Mustang’s progress was marked by three distinct waypoints: Bruce Jenner, Rambo, and Arnold Schwarzenegger.
One early idea for the ’94 Mustang had a very nice, modern look, but its overall shapes were too smooth, too clean, too nice, Magaldi recalls. This design was sent to an early shower.
At the opposite end of the Jenner design evolution was the overtly warrior-like Rambo concept. It was a very aggressive car that was gutsy and dramatic. Preview groups agreed and vetoed Rambo as not ready for prime time.
The third and ultimately successful design idea was the Schwarzenegger, embodying the right combination of proportion and contemporary power styling. It incorporated all the principal design elements Mustang fans wanted, including the freestanding chrome horse in the grille and the three-bar taillights.
After finalizing the theme, Mustang enthusiasts were corralled one final time. When we asked them collectively, “What do you think?” they stood up and applauded. We were really happy with that.
Looking Inside
On the inside, the Mustang has been updated with considerable style. The double-cowl dash panel incorporates standard driver and passenger airbags along with three-point seatbelts for all occupants. A tilt steering wheel, pullout cupholder, and power-operated driver’s seat are standard, ensuring a comfortable experience. The new front buckets are supportive, making long drives more comfortable than in previous Mustangs. Moreover, the rear seat in coupes features a standard split fold-down seat back for interior trunk access or extra room for longer cargo.
The sound systems were given serious attention, with Ford being the first car maker to offer a MiniDisc player as original equipment. This premium system includes three amplifiers, four mid-range tweeters, and four woofers, producing an impressive 460 watts of power.
The Power of Ideas
With the sheet metal squared away, attention turned to the chassis and power teams. Two important parameters shaped early thinking: Mustang fans know what they like and are vocal about it, plus the whole program had a budget of about $700 million. This amount is substantial but pales in comparison to Ford’s spending of around $6 billion on upcoming models.
Ford engineers worked diligently to devise methods of reducing shock, noise, and vibration by tying the structure together more firmly. This enhancement in the unibody design ensures a better driving experience, as it resists bending and torsional influences, allowing for softer suspension settings that enhance ride quality without sacrificing handling performance.
This chassis strength is the core of the new Mustang’s vigor. Additionally, the convertible model benefits from extra bracing to offset the deletion of the rigid top.
The Mustang powers up in entry-level form with a fresh helping of horsepower, featuring a 3.8-liter V-6 generating 145 horsepower, significantly increasing performance over the previous four-cylinder model. GT models continue to utilize the reliable 5.0-liter V-8, now producing 215 horsepower. Ford plans to introduce a Cobra model to the line, expected to generate up to 245 horsepower.
All Mustangs come equipped with four-wheel disc brakes, with ABS offered as a crucial option for base models and standard on GTs.
At the Wheel
Both Mustang models offer distinctive driving experiences. The GT navigates high-energy corners with delight while maintaining a controlled level of understeer for safety. This model exhibits superior braking and handling capabilities compared to previous versions.
The V-6 coupe showcases impressive low-rpm torque, delivering good part-throttle acceleration. Structural rigidity in the convertible offers an impressive driving experience, promoting a comfortable ride ideal for enthusiasts.
The Mustang stands out as the most significant American car this year, with its excellent styling and performance setting a new standard. The SN95 has redefined what it means to be a Mustang, making it appealing to a wide audience.
