Ford Mustang SVT Cobra models offer front bucket seats with Nudo leather trim and suede inserts. The driver's seat features six-way power with power-adjustable thigh and side bolsters, and power lumbar support. Clearly, these seats are made for serious, fast driving. Switches are on the right-front corner of the seat. The SVT instrument cluster has been redesigned to include a boost gauge. The gauges feature titanium-colored faces and electroluminescent lighting. The Ford Mustang SVT Cobra's gearshift knob is leather-wrapped, with a brushed-aluminum insert on the top, inscribed with the six-speed pattern. Metal-trimmed pedals and dead pedal are standard.

The back seat is small, with only enough room for small objects or kids. Convertibles have even less hip and shoulder room than coupes, but about the same headroom and legroom. The trunk is small with an even smaller opening. Coupes hold just under 11 cubic feet worth of cargo, while convertibles hold just 7.7 cubic feet. A split fold-down rear seat is standard on the coupe and handy for hauling cargo.

Driving the Ford Mustang confirms it is a throwback to another era. A Ford Mustang GT has more than enough power to break the rear wheels loose. The firm suspension transmitted freeway undulations, and there is some side-to-side jouncing on rough surfaces, but this car makes us feel happy.
The engine sounds so good, so deep and thunderous, it might be the most enjoyable thing about the car. With the Camaro / Firebird gone, they just don't make them like this any more. With a lot of high-performance cars, you have to be going fast to feel the joy, but with the Mustang, even 2000 rpm is fun. Such a broad range of enjoyment adds to the already high value of the car.

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The GT's V8 feels and sounds very satisfying as you accelerate through first and second gear, upshifting at a modest 4000 rpm. In fifth gear, 2000 rpm is 75 mph, and the engine doesn't loaf at that speed, it rumbles. No engine we can think of sounds and feels like it's doing more at such low rpm. Not working hard, just doing more. This is particularly noticeable in the convertible, with the top down.
The torque provides steady, smooth acceleration, and the throttle response to blips is wonderful, with an easy heel-and-toe pedal position. The only small problem was throttle control at 5 mph in parking lots with the manual transmission, as it tended to snatch.

The manual gearbox gets very high marks. Because the top speed in second gear is 70 mph, most corners are second or third gear, so you find yourself downshifting a lot. You can drop hard into second, with a beautiful racy blip, and it's great stuff, smooth and solid, inspiring confidence. The GT's leather gearshift knob has the perfect shape for a firm grip.

In corners, the Mustang likes to be muscled, but it doesn't have to be. It's brutish, but still goes where you point it without a struggle. The brakes don't fade when driving on winding roads at an aggressive pace and using them frequently. The optional Bosch traction control system works at all speeds: Whenever wheelspin is detected, the system retards ignition timing, cuts fuel flow, and activates the brakes at one or both drive wheels, in that order. The driver can turn the system off with a console switch. The Mustang suspension was retuned for 2003 for improved ride quality.

The current Ford Mustang is a hammer of a car, a throwback to another time. Its interior is dated. Stand on the gas and the GT's powerful V8 can spin the rear wheels. The firm suspension and handling make for a fast, racy ride. But it's not sophisticated. This is part of the charm and we love it. Driving a Ford Mustang can put a smile on your face. We particularly enjoy the convertibles.
An all-new 2005 Ford Mustang is expected in mid-2004. Until then, the 2004 Ford Mustang remains a value in performance and style.