The base Mustang's V6 furnishes brisk takeoffs--a test automatic-transmission coupe did 6.9 sec 0-60 mph--but suffers sluggish throttle response that dulls midrange pickup. And Mustang's automatic lacks a manual shift gate. GTs are fast--Ford claimed around 5.2 sec 0-60 with either transmission--but V8 needs at least 3000 rpm for true muscle feel and responds most satisfyingly with manual transmission. Convertibles weigh some 175 lb more than comparable coupes, so are a bit slower. Test automatic-transmission base coupes averaged 19.3-20.4 mpg, a base convertible 19.1 mpg. Test manual-transmission GT coupes averaged 14.6-16.3 mpg, GT convertibles 16.2-17.4 mpg. A test automatic GT coupe averaged 14.9 mpg. With either the V6 or V8, Ford recommends regular-grade fuel. All Mustangs absorb small bumps with little shock, but can transmit sharp pavement breaks. Base models prone to slight float over large moguls. GTs ride a bit firmer than base models. The convertibles' impressively solid structure exhibits little quake or cowl shake. Base Mustangs have good cornering moves, but some testers fault slower steering, more body lean than a sporty car should have. Sure-footed GTs have nicely weighted steering, impressive dry-road grip, and modest lean. All have fine stopping power. Inside, the main gauges are set in tunnellike housings surrounded by shiny trim, making them hard to read by day. Manual shifting can be awkward with the console cupholders in use. Mustang's cabin has eye appeal, but too much hard plastic even for this price level; the console lid and door inserts are among the few padded surfaces. Mustang's switchgear feels cut-rate, and intermittent dashboard squeaks plagued two test coupes. Convertible-top roof latches are balky to operate and require a fair amount of muscle to lock in place. Wind rush is reasonably muffled, even in convertibles, but there's marked coarse-surface tire thrum and fairly loud engines. The V6 growls and booms unpleasantly as revs rise. The V8 has a throaty muscle car tone. There is good head and leg room up front, but the low seats, tall dashtop, and high windowsills create a cozy feel. Driver comfort is enhanced by the standard tilt steering wheel, height-adjustable seat, and nicely contoured backrest. But some testers' knees made unwanted contact with the hard door panel and center console. Shoulder belts don't adjust for height, and run at neck level on some occupants. Overall visibility is good in coupes, but the convertible's top has a wide over-the-shoulder blind spot. The long doors complicate tight-quarters entry/exit. Rear seat space is inhospitable for adults; there's little room, and entry/exit requires back-straining moves. Both Mustang body styles have good trunk space for the class, but not much by absolute standards. Trunklids open wide on nonintruding hinges, but the aperture's size and shape preclude bulky items. An available subwoofer consumes an unacceptable amount of trunk space. Cabin storage is sparse; the door map pockets are almost useless.

Value for the Money
We prefer the GT versions, but any Mustang has all-American bang-for-the-buck appeal. The main letdowns are low-rent cabin appointments and occasional workmanship lapses. V6 versions are close to many sporty imports on price, but not in agility, refinement, or overall quality. GTs deliver usable high performance at relative bargain prices. And no other brand matches Mustang's convertibles for their blend of price, performance, and nominal 4-passenger capacity.