 2005 Ford Mustang GT; photo by Russell Purcell. Click image to enlarge |
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It’s hard to believe that in the 41 years from its 1964 debut, Ford’s vaunted Mustang was redesigned just four times. That makes the 2005 model, the one whose styling most closely recalls that of the original, the fifth generation of this iconic sports car.
Subjectively, the fifth-gen Mustang is also the best-looking version since the original too. The 2005 ‘Stang – known internally at Ford and to enthusiasts as the S-197 – was the first to be built on a completely new platform since 1979, when the Fox-body car first went on sale (the 1994 model used an updated version of the Fox platform).
As it was from the beginning, the fifth-gen Mustang was available with either V6 or V8 power in GT models. The six-cylinder was a 4.0-litre engine making 210 horsepower, while the V8 displaced 4.6 litres and produced 300 horsepower.
In 2007, the Shelby GT500 variant debuted. It was the rock star of the Mustang line, with a 5.4-litre supercharged V8 boasting 500 horsepower. The GT500 KR (King of the Road) arrived in limited numbers (just 100 were available in North America) for 2009 with a 540-hp version of the 5.4-litre engine.
Transmission choices were five-speed manual or automatic in V6 and V8 models, and a six-speed manual was the only one offered in GT500 models.
 2006 Ford Mustang V6 convertible; photo by Chris Chase. Click image to enlarge |
Little changed with regard to the Mustang’s mechanicals between 2005 and 2009, save for the car’s fuel consumption ratings. In 2005, V6 models were rated at 12.3/7.6 L/100 km (city/highway), and V8 models at 13.3/9.2. In 2009, the numbers were 12.5/7.8 for V6 cars and 13.8/8.7 for V8 models. With the more potent 5.4-litre engine, official consumption ratings were 15.5/10.1 (city/highway).
Perhaps not surprisingly, Consumer Reports lists “drive system” (which in the Mustang’s case, means differential) problems as common in V8-powered cars. This thread details one failure, but on a car with aftermarket parts.
My feeling is that the majority of these failures will happen in cars that have been driven hard and have seen frequent drag strip use.
Watch for rust, particularly along the leading edge of the hood ; here’s another thread on the same topic.
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at 7:40 am
I have a 2007 Premium Edition V6 Mustang Convertible. It is my commuter car – 100 miles per day. The Mustang has prooven to be very reliable car. I am amazed how quite and rattle free the car is – even with 40K on it. I have rented Chrysler products that rattle with <1000 miles on them.
The only issue I have faced (hear it’s common with Mustang’s) is the gas tank can becomes vapor locked and it becomes hard to fill up your tank. I brought the car in to my Ford Dealership and they replaced the entire tank under warranty. The car gets consistantly 25MPG commuting. I wish Ford would have paid more attention to the stereo system.
at 10:21 am
Ford issued a TSB for the limited slip differentials on the Mustang & on the Expedition. I have an Expedition & the LSD clutches failed due the incorrect lubricant being installed at the factory. It was not due to the driver. Despite Ford accepting blame, no warranty help was available. and I was on the hook for the $900. Not the best way to build customer loyalty.
at 2:05 pm
Even if you group the 1967 to 1970 models together, I count at least seven restylings for the Mustang, not five.
The 64-66 models were unique, and the 69/70 were much different from the 68 or 67. In 71 there was a totally new body. Then the Mustang II in 75. The Fox chassis ran from 79 until the mid-nineties with the rounded restyle (perhaps still on the Fox chassis), now the new ones.
64-65-66
67-68
69-70
71-74
75-78
79-93
93-04
05-09