Long-Term Road Test Intro
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Racking up more smiles than miles.
Months in Fleet: 8 months
Current Mileage: 13,909 miles
Average Fuel Economy: 18 mpg
Range: 288 miles
Service: $58
Normal Wear: $0
Repair: $0
Looking at the data above, one might think that we’re regretting the decision to put a 2013 Ford Mustang GT through a 40,000-mile test. We’ve had the car for eight months and in that time we’ve racked up a paltry 13,909 miles. For the sake of comparison, our long-term 2007 Honda Fit needed a similar amount of time to reach the same mileage. And that Fit didn’t have a 420-hp, 5.0-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 40,000 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 backseat is reserved for gym bags and booster seats.
Going for Deep Impact
We ordered a Deep Impact Blue GT with the $4000 Premium package (upgraded stereo with satellite radio, leather seats, and some other small trinkets). Brembo brake hardware, 19-inch Pirelli P Zero summer tires, and a 3:73:1 limited-slip rear differential, part of the $2495 GT Track package, were necessary add-ons. Nor could we deprive ourselves of the Recaro seats, the same as those fitted to the Boss 302, for $1595. All told, our long-termer wore a sticker price of $39,185.
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 optional 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 a lack of a telescopic 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 16.0-gallon fuel tank, that means stopping for fill-ups every 250 to 300 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’s 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 1835 Toledo War.
With about 4500 miles on the clock, our GT had a rough idle. Holding revs at 3000 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 it hasn’t happened since.
The first service, at 10,000 miles, called for some fresh 5W-20 oil, a new oil filter, some cursory inspections, and a tire rotation. Dealer pricing for the aforementioned was almost quick-lube cheap, at $58. 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.
Picking Up the Pace
Initial testing returned excellent performance stats. The 0-to-60-mph dash clicked off in 4.5 seconds, and the quarter-mile in 13.0 at 111 mph. That’s at the quick end of recent GTs we’ve tested. And the 5.0 is one of the few cars on the road today that can use most of its speedometer, bumping into a governor at 147 mph, just 13 mph shy of the highest number on the gauge. The Pirelli P Zero tires, size 255/40Z-19, helped the GT in the skidpad and braking departments by holding on for 0.89 g of grip and facilitating stops from 70 mph in 169 feet.
Stock-sized Bridgestone Blizzak LM60 winter tires kept the car rolling in the winter, though still at a snail’s pace. The winter shoes offered decent winter grip, but staffers still 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 420 horsepower can be intimidating in slippery conditions. The summer-only P Zeros are now back on the car, so maybe now we’ll 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: $39,185 (base price: $31,095)
ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 302 cu in, 4951 cc
Power: 420 hp @ 6500 rpm
Torque: 390 lb-ft @ 4250 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 107.1 in
Length: 188.5 in
Width: 73.9 in Height: 55.8 in
Curb weight: 3650 lb
PERFORMANCE: NEW
Zero to 60 mph: 4.5 sec
Zero to 100 mph: 10.6 sec
Zero to 130 mph: 18.8 sec
Rolling start, 5–60 mph: 4.8 sec
Top gear, 30–50 mph: 10.1 sec
Top gear, 50–70 mph: 8.8 sec
Standing ¼-mile: 13.0 sec @ 111 mph
Top speed (governor limited): 147 mph
Braking, 70–0 mph: 169 ft
Roadholding, 300-ft-dia skidpad: 0.89 g
FUEL ECONOMY:
EPA city/highway driving: 15/26 mpg
C/D observed: 18 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
5 years/unlimited miles corrosion protection;
5 years/60,000 miles roadside assistance
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