G E A R E D - I N

When Ford whipped the covers off its most recent concept sports cars, they generated a flash of instant recognition.  There was no mistaking the low-slung coupe and convertible for anything other than the reincarnations of the Mustang sports car.

Not that the Mustang ever came close to demise.  On the contrary, it remains a strong seller, nearly forty years and seven design iterations after its introduction.  Now that its archrival pony car, the Camaro, has bit the Bullitt and disappeared from Chevrolet’s lineup, the Mustang is now after bigger game: Chevy’s flagship sports car, the Corvette.

One reason for the Mustang’s longevity is its reasonable price tag, relative to its performance capabilities.  The first version of the car was built off the humble Ford Falcon platform.  A long, sweeping hood, sculpted flanks and short rear deck gave the 1964 Mustang a sleek, muscular appearance.  The 2003 concept cars follow that tradition, being based on heavily modified Thunderbird rear-wheel-drive platforms, themselves directly related to the Jaguar S-type and Lincoln LS chassis.  When the car goes into production next year, expect to find that same multi-purpose platform underneath the swoopy bodywork.

The Mustang concepts mark a return to the classic Mustang style, from its proportions to the three-element tail lamps and the galloping pony in the center of the grille.  The face in particular is reminiscent of the 1964 model, with its wide grille and angular headlamps.  The trapezoidal housings look droopy from some angles but suitably aggressive from dead-ahead.  Within each headlamp cluster are two concentric rings, which rotate to zoom in and out like a professional camera lens. The three-segment taillights contain sequentially-firing, forward-facing LEDs, with no visible “hotspots” as seen on current incandescent-bulb and LED taillights. 

Ford unveiled two concepts, a Redline red convertible and a Tungsten silver coupe.   Both were designed as pure two-seaters.  At 4622 mm, the cars are midsize-sedan size, about 46 mm shorter than a Volvo S60. These are no sedans, though.  The silhouettes are unmistakably Mustang.  A sharp accent line runs above the rocker panels throughout the length of the body, ending in a “C-scoop” behind the door shutlines.  The C-scoops are visually similar to the scoops on the hood, with their hard-creased edges.

The convertible features a “showbar”: it’s a rim of billet aluminum acting as rollbar and rear strut bar.  The coupe has an angular C-pillar that echoes the design of the lower scoop.  Clearly visible under the sharply-sloping backlight is a billet-aluminum strut support linking the two rear shock towers.  This strut brace also holds down the spare tire, a functional design borrowed from early Mustang Shelby racers.  Pushed near the corners are the huge 20-inch wheels.  Within are 13.8-inch vented Brembo disc brakes.  Tires are 245/40ZR 20 front and massive 275/35ZR 20 rear.

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