2010 Mustang Reviews

[Laconian]

Since this is about a NEW Mustang, and not one of the million variants of the current generation, I feel this deserves its own thread. Perhaps reviews from other sources can also be shared in this thread as well.

2010 Mustang GT Review
http://www.thetruthaboutcars.com/2010-ford-mustang-gt-review/

It?s easy to have mixed feelings about the 2005-2009 Mustang GT. It?s handsome, for the money you paid you got pretty good V8 power and it was fast enough. Where the (suddenly) last-gen Mustang falls down is the lowest bidder interior, questionable handling and non-track day brakes. ?Listen baby I had a great time, but don?t lose any sleep sitting by the phone.? But hey, Ford?s prepped a (kinda) all new steed for 2010 and you can bet Mullally?s golden ?chute that Mustang engineers have been hard at work addressing the above issues. Well, except for the brakes.

If you have an internet connection and a passing interest in cars, you?ve already sick of seeing the redesigned ?Stang. But in person, it?s much better looking than in 2D. The detail that struck me hardest were the three creases on the hood. It?s an intriguing, complex surface. The side mirrors are painted body color (yay!) and the antennae has been moved to the rear. And you know, I like the more geometric rear end with the three-bar taillights. I also like the resculpted face. Sure it has some Camaro cues (hooded lights, downhill curve) but they?re good cues and segment appropriate. The only body panel they didn?t change is the roof, but sitting on the fatter (er, more muscular) haunches it reminds me even more of the ?68 Fastback. Which is good. And you really got to see this baddie in Grabber Blue.

Ford got halfway to the promised land with the interior. Gone are many of the more egregious examples of IQ insulting penny pinching. For instance the bulk of the dash is now covered in actual aluminum. The gauges are not only crisper but Mustang exclusive. The leather seats sport oversized, contrast stitching and a stylish accent stripe. But there?s hardly any bolstering and after more than an hour, they hurt your back. Another example of almost but not quite: Ford placed soft  leather inserts into the doors. Nice. But above ?em is the same lousy plastic as last year. Pity.

Put your foot into the throttle and you?ll bang your head (against the headrest). Power is up for 2010. Up to Bullitt levels. That?s 315 hp and 325 lb-ft of torque. And check this: should you choose to fill up with premium gas, the ECU makes the torque earlier between 1,000-3,000 rpm. Also like the Bullitt, engine noise is piped into the cabin. Literally. While the sound isn?t quite as sweet as the car McQueen inspired (blame thicker sound proofing), the grunt is better than before. 0-60 times are probably in the 5 second flat range, just like the Bullitt. In certain interior packages, you can even shift gears with the Bullitt?s knob. If you?ve guessed that Ford benchmarked the Bullitt when designing the new car, pat yourself. Why? The Bullitt was the best Mustang Ford ever built.

The Bullitt made great strides in addressing the standard car?s handling issues. The 2010 Mustang GT crosses the finish line. More bracing, tighter spring rates, more damping, thicker sway bars and greatly improved aerodynamics work together to create the first Mustang in memory that thrives in the twisty stuff. Stick your head between the mufflers and you?re still greeted by a thick live axle. Ready for the truth: so what? After seven hours of constant, aggressive driving I encountered exactly one patch of asphalt that upset the rear end. But it was so cruddy that an IRS car would?ve spazzed, too.

I took the GT up and over some of the most challenging, technical canyon roads Southern California has to offer. The new ?Stang excelled. I could go hard into essentially every corner and confidently blast my way out (some of the uber tight, near-180 degree guys require a soft entry). Like wow, man ? a Mustang that?s actually confidence inspiring on windy roads. The steering is a bit over-boosted and the 19? wheels could use souped up tires, but I?m splitting hairs. Finally we have a Mustang that handles the way every 14-year-old assumes it does. Except for those brakes?

Instead of being an also-ran, value proposition in need of lots-o-mods, the ?evolution not revolution? 2010 Mustang is a good performance car right out of the box. For those requiring a bit more brawn, there?s the $1,400 Track Pack  that gives you Pirelli P Zeros, stiffer shocks and sways ? plus upgraded brakes. The real question though, is whether you should buy a Bullitt right now for several grand off sticker, or wait a month and grab the 2010 Mustang. Probably at full price ($27,000 or so). Tough choice. If forced, I?d say that the Bullitt sounds better whereas the new GT drives better. Meaning this is the best Mustang ever. For now at least.

[Rich]

Edmunds (with video):

http://www.edmunds.com/insideline/do/Drives/FirstDrives/articleId=137506?tid=edmunds.il.home.photopanel..1.*

An Aging Star Gets a Face-Lift

You barely even notice the styling changes to the 2010 Ford Mustang GT until you see it side by side with last year's car. It's only then that the revised Mustang's shorter grille, smoother fenders and tucked in rear end become obvious.

Look inside and the cabin is the same story. The overall design is familiar, but the details have changed. The materials are richer, the panel fits are tighter and the switchgear feels sturdier.

See it all firsthand and you might be convinced that this is an all-new Mustang, not a mere midcycle face-lift. Well, that is, until you actually drive it.

Bullitt ? The Sequel
Don't worry. There's nothing wrong with the 2010 Mustang GT. Ford didn't refine it into a Taurus coupe, or try to make it the first ever PZEV V8 to satisfy Bill Ford's green dreams.

No, Ford pretty much stuck to the script on this one; same 4.6-liter V8 up front, same five-speed transmissions behind it and the same live-axle suspension out back. In fact, virtually all of the dimensions and most of the hardware on the 2010 Ford Mustang GT are identical to the previous car.

The only upgrades aren't really new at all; they've simply been carried over from the Bullitt package for the '09 Mustang with a few refinements along the way. That means a cold air intake under the hood along with a reprogrammed ECU that bumps the redline to 6,250 rpm. That same computer also has two different fuel programs, for regular and premium gas.

Both settings generate the same horsepower, but running premium fattens up the torque curve a bit. Peak numbers are 315 horsepower at 6,000 rpm and 325 pound-feet of torque at 4,250 rpm, just like the Bullitt.

The carryover parts continue with the suspension, which retains MacPherson struts up front and a three-link solid axle with coil springs out back. The GT's setup uses the same front springs as the Bullitt, but the rear spring rates are up 17 percent. Damping rates are also increased compared to the Bullitt. The standard GT wheels now measure 18 inches like the Bullitt, but they get Pirelli P Zero Nero all-season tires sized 235/50ZR18 at each corner instead of BFGs.

A Good Start
So Ford isn't going to score any points for originality this time around, but the Bullitt's setup isn't a bad place to start for this new GT. It's an improvement over the inherent sloppiness in the Mustang's basic setup and gets the GT to a point where you feel comfortable throwing it into a turn with some speed.

Well, some speed, but not much. On winding canyon roads the 2010 Ford Mustang is still too big, too soft and too vague to really toss around with any measure of precision. The steering is overboosted and the car itself doesn't shift its 3,533 pounds from one turn to the next particularly well either. The brakes withstand hard use better than we remember, but the pedal is still a little soft.

Power is certainly not a problem. The throttle is responsive and the engine revs willingly while delivering solid chunks of torque good for getting the nose pointed in the right direction. It sounds good doing it, too. We seem to remember a better shifter in the Bullitt, though, as this one seems vague when you try to force it from gear to gear.

Get Track-Ready
Ford isn't oblivious to the limitations of the Mustang's handling, hence the newly optional Track Pack. Available on GT coupes starting next summer, the $1,495 option package borrows several pieces from the current Shelby GT500, including its front and rear antiroll bars, rear lower control arms and front upper strut mounts.

A unique set of dampers is also fitted as well as a front strut-tower brace, high-performance brake pads and a limited-slip differential with 3.73:1 gears. A set of 19-inch aluminum wheels with Pirelli P Zero summer performance tires sized 255/40ZR19 is also part of the package.

At speed on the road course at the Streets of Willow, the improvement from this package proved noticeable almost instantly. The retuned dampers do a better job of keeping the front end under control, so the initial turn toward the apex of the corner is more immediate. There's far less body roll and the additional cornering grip allows you to push it a little harder at the limit.

If you're not up for the full Track Pack, there will also be an axle package that gets you the 3.73 gears and high-performance brake pads up front. The standard rear-end gears are 3.31:1, and 3.55:1 gears are also an option with the manual transmission.

The Softer Side of the Mustang
Ford is well aware that not every Mustang is destined for the track, so in addition to the upgraded suspension and drivetrain components this Mustang has also been designed to deliver a more refined overall driving experience. This involved reducing unwanted cabin noise through improved exterior aerodynamics while adding some of the more desirable noise back in with an induction tube from the engine on all V8 models.

It is indeed effective, as every crack of the throttle makes the V8 sound like it's riding shotgun. Go easy on the gas pedal, though, and this Mustang gets noticeably quiet for a pony car. There's minimal wind and road noise, and even at 75 mph the drone of the V8 is relatively mild.

The reduced mechanical clatter goes along with the refreshed look of this Mustang's interior. Much of the cheap plastic is gone in favor of a soft-touch dash and good quality metallic trim. You will not feel cheated paying $30K for a 2010 Ford Mustang.

Premium models get six-way power seats with leather upholstery that features contrasting stitching. This actually looks less gimmicky than it sounds, but we can't say the same for the multicolor instrument panel lighting. At least the stamped aluminum badge for the steering wheel is a nice touch for this relatively inexpensive performance coupe.

Undercutting Camaro
Keeping the Mustang affordable has always been one of Ford's goals for the 2010 model, and this base-model Mustang GT undercuts its obvious competition with a price of $28,845. A base Dodge Challenger R/T will run you another thousand bucks while the Chevrolet Camaro with a V8 is almost $31K.

And although the Challenger might offer more horsepower, we figure the Mustang's lighter weight will keep it way ahead at the track. Just compare the last Bullitt we tested, which got to 60 mph in 5.4 seconds and then did the quarter-mile in 13.7 seconds, to the 5.9-second and 14.1-second performance of the Challenger R/T ? it's not even close.

We can't say the same just yet about the Camaro, but it does weigh around 500 pounds more than the Mustang. Then there's the Nissan 370Z. Maybe not a natural competitor, but it does cost around $30K and runs a 13.4-second quarter-mile.

So where does that leave the 2010 Ford Mustang? Well, it probably won't be the most performance you can get for $30K, but it will be close. And this time around it's not saddled with a low-dollar interior. Throw in the Track Pack and it will actually handle respectably, too. Just don't expect many people to ask you about your new Mustang, because they're not even going to notice.

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

[SVT666]

Review: 2010 Ford Mustang GT Premium

With the reborn Camaro just around the corner and Dodge?s retro-styled Challenger available in a variety of flavors, Ford decided it was time to keep up with the Joneses by releasing a throroughly revised Mustang ? the car that introduced the world to the pony car concept almost 46 years ago.

What is it?
Much like the ?67 and ?69 Mustangs that upgraded the same basic Mustang theme presented to the world way back in April of 1964, the 2010 serves as a substantial mid-cycle upgrade over its predecessor, which was first released as a 2005. Outside, only the roof panel is shared with the 2009, and inside, the door panels and a few minor trim bits serve as the only carry-overs.
Under the new power dome Thood, Ford says that the V6 Mustang performs close to the outgoing V8 GT, while the GT now takes over where the old Bullitt trim package left off. Our evaluation focuses on the six-speed GT, the model most likely to resonate with the enthusiasts Ford hopes will continue to flock to the sporty coupe.

What?s it up against?
It?s 1969 all over again. Obvious rivals include the Camaro SS ? expected to go on sale in March ? and the Challenger R/T. Given the unrest in Detroit, we?d also put the Mustang up against some new rivals from Japan, most notably the fresh Nissan 370Z and the Mazda RX-8. In 1969, as Americans watched man walk on the moon, the thought that Nissan and Mazda would someday be selling Mustang rivals was beyond unthinkable.

Any breakthroughs?
Ford let its Ford Racing division loose ? and, as you?ll soon find out, it shows. Ford Racing is a mixed group of Ford GT, Mustang and SVT engineers ? with a healthy dose of on-track competitors thrown in for good measure. For 2010, Mustang GT features a factory cold air induction system, an optional front strut bar (with 19 inch wheels), a choice of rear axle ratios (3.73 or 3.55) and a performance-oriented Track package that, among other things, includes retuned shocks and springs, stabilizer bars from the GT500 and upgraded brake pads.

Mustang firsts include optional high intensity discharge headlamps, navigation, automatic temperature control and a spoiler-mounted backup camera.

How does it look?
Even if you don?t yearn for the ?60s, there?s plenty to like about the revised Mustang. Though visually similar to the outgoing 2009 model, the ?10 provides some enough visual boost to keep it fresh.

Up front, GTs get a unique fascia designed to work with the cold air induction system. The grille opening is visually smaller and the prancing pony is now a black chrome finish. We like the changes for the most part, but we can?t help thinking that the headlamps are awfully similar to those on the upcoming Camaro.

Mustang?s tail is a bit more bulbous for the new year and it features trick tail lamps used on the Shelby GT 500 of the late ?60s. Rather than simply flashing one lamp, three lights flash in sequence, one after another. The trunk opening is still too small to be useful, but most buyers will be more interested in the enlarged dual exhaust pipes. They?re now three inches in diameter, if you?re looking for barroom bragging rights.

Wheel sizes are up a step: V6s get standard 17s and GTs gain 18s with big 19s as an option.

And on the inside?
You might be forgiven for thinking that Ford only changed the center stack switchgear, but that couldn?t be farther from the truth. In what has become a comically predictable trend, Ford replaced the outgoing car?s hard plastic trim with more upscale, soft surface bits. If it was so simple to replace, why wasn?t it there in the first place?

The new dashboard is composed of one big, soft-touch piece rather than a collection of coarse bits only Gumby could love. The new center stack boasts the best application of Ford?s new parts bin switchgear yet; we had no trouble sorting out the well-spaced buttons that operate the audio system and the climate control.

Our test car featured attractive bright red leather seats, a red leather steering wheel and red vinyl trim on the doors. Overall, the effect was sufficiently retro ? and way more convincing than its predecessor.

Count the absence of curtain side airbags and the lack of a power backrest adjuster for the driver as the only content deficiencies in our otherwise well-equipped tester. That said, it should have been well-equipped; if you haven?t skipped to the end of this article, we?ll surprise you with the bottom line: $37,295 as-tested for our option chart darling GT Premium.

But does it go?
To improve the visceral excitement the Mustang badge promises, Ford actually pipes the induction noise into the cabin. This unorthodox procedure endows the Mustang GT with absolutely the most intoxicated soundtrack you?ll find in a current production car.

That snorting growl is met with the kind of acceleration you?d expect from 315 horsepower. With 0-60 figures around five seconds flat, the Mustang GT moves quickly. Low-end torque isn?t as present at low RPMs, but the Mustang GT generally responds quickly to throttle inputs. The 325 lb-ft. of torque makes itself apparent much closer to its 4,250 RPM peak ? a surprise in a V8 muscle car.

Perhaps our tester wasn?t fueled with premium grade juice, which Ford says will broaden the V8?s torque curve. Regular unleaded can be run in the Mustang GT with only a mild performance penalty.

The 4.6-liter modular V8 is pretty much a carry-over aside from gaining an cold air induction system and an engine-bay strut tower brace on 19-inch wheel-equipped models. We?re still lamenting the fact that Ford hasn?t upped displacement to an even five liters ? primarily so we can finally tell people that we?re ?rollin? in our five point oh.?

Standard stability control prevented us from looking as stupid as Vanilla Ice (he was really driving a 4.9), even though it includes a less-aggressive mode and can be fully defeated.
Left in standard mode, the stability control proved fairly unobtrusive. No doubt much of this is thanks to a revised and recalibrated suspension, which features new springs, shocks and stabilizer bars. Compared to the ?09, the new Mustang?s ride was notably more controlled and compliant over our Southern California test route. Winding in and out of the canyons that make the area just north of Los Angeles a playground for enthusiasts, the Mustang proved a capable companion. Steering effort has been reduced, though Ford says that?s more a result of tire and suspension changes than actual revisions to the steering assembly. We actually grew to appreciate the lighter effort, which made the Mustang more livable around town without encroaching on its handling tenacity.

If powered aggressively into a corner, Mustang?s tail will slide out in a predictable manner until the stability control intervenes.

Compared to the outgoing model, great strides were made. There?s still some of the telltale axle hop inherent to a solid rear axle, but Ford has done an admirable job of working with a tried and true platform. You?ll find more handling precision elsewhere, but the gap between the muscular Mustang and more dedicated handlers like the RX-8 and 370Z has shrunk considerably.

Why you would buy it:
You want to live your muscle car fantasies ? including a stylish, look-at-me car, a recording studio soundtrack and plenty of giddy up ?n go.

Why you wouldn?t:
The ?60s were rough on you ? or you?re looking for a more precise track day tool.

Leftlane?s bottom line
Ford has successfully addressed all of our complaints with the outgoing Mustang by revising the interior and smoothing out the ride. The styling is more aggressive than its predecessor and should be enough to woo a few buyers away from the Camaro. Though we haven?t driven the upcoming effort from GM?s bowtie division, on paper and in person, it gives the Mustang a serious run for its money. Still, Ford?s efforts have managed to keep the original pony car fresh and fun ? and they?ve added a dose of much-needed refinement.

2009 Ford Mustang GT Premium base price, $31,845. As tested, $37,295.
Premier trim package, $395; glass roof, $1,995; HID headlamps, $525; 19-inch wheels, $695; Security package, $395; Comfort group, $595; Destination, $850.

[SVT666]

By the time I get around to buying another Mustang, these should be fairly affordable on the used market.  I can't wait.

[MX793]

With the Bullitt upgrades, I'm thinking I may have to add the '10 Mustang to my list.  I just wish they'd offer some seats with more bolstering in the GT.

[68_427]

Holy shit 37K?!

[Cookie Monster]

Holy shit 37K?!

Canadia.

Anyway, the car is starting to grow on me, but I'd rather have the Genesis Coupe.

[MX793]

Holy shit 37K?!

Well, it was an optioned up "Premium".  Probably had the Track Pack, plus the auto box.

But prices have gone up.  I think the base GT now starts at $28K.

[MX793]

Canadia.

Anyway, the car is starting to grow on me, but I'd rather have the Genesis Coupe.

I believe Leftlane news is American, not Canadian. 

[GoCougs]

With the Bullitt upgrades, I'm thinking I may have to add the '10 Mustang to my list.  I just wish they'd offer some seats with more bolstering in the GT.

I have trouble seeing you buying a car with live rear axle...

[the Teuton]

Well, it was an optioned up "Premium".  Probably had the Track Pack, plus the auto box.

But prices have gone up.  I think the base GT now starts at $28K.

They have to afford those labor wages somehow.

[Nethead]

The Nethead here did not--repeat: did not--initiate this thread.  Neither did HEMI666.

[Nethead]

From www.autofiends.com:

We Drive
2010 Ford Mustang GT

Grabber Blue. Say it with me now, Grabber Blue. It?s the Hot Wheels color all the cool kids want stuffed in their stockings. The color that those same kids? dads are imagining parked in their driveways. At dinner, Ford beat into our bar-b-q soaked brains that over nine million Mustangs have so far been sold. In fact, one out of every two sports cars purchased in America is ? you guessed it ? a Mustang. But how does one stand out from the (massive) pony car crowd? Grabber Blue, dude. Grabber Blue. Actually, the truly righteous among the Mustang faithful will be selecting Disco Inferno Gold. Rumor has it they got the idea from Sharon Stone?s pants in Casino. But you don?t want to talk about colors. You?re hankering to hear how the new for 2010 Mustang GT drives. The truth? It grabbed me.

Before we talk drive, we gotta talk new. As in what?s new for twenty-ten. Plenty. Ford was quick to point out that the 2010 Mustang is an ?evolution? not a ?revolution.? Odd choice of words, but sexier than ?mid-cycle refresh.? Most muscle car fans know that the SN97 Bullitt is the greatest Mustang ever built. No really ? it is. Knowing this the Mustang engineers used the Bullitt as the blue print for the new GT. That means you get 315 hp and 325 torques as opposed to the ?09 car?s 300/320. And check this ? the GT makes all that power on 87 octane. Should you choose to fill ?er up with premium, the engine produces more torque between 1,000-3,000 rpm. You also (with certain interior packages) get the Bullitt?s sear-the-flesh-off-your hand aluminum shifter.

The real exciting news however, is ride and handling. Due to the use of underbody aero bits and rejiggering some every day stuff (radio antennae, flat wipers, relocated windshield spritzers) drag coefficient is down 7%. This makes the Mustang more slippery, fuel efficient and stable at high speeds. In fact, front lift is down 23%. Anyone that has ever hooned a ?Stang knows how important that last bit is. And it?s not just the skin that?s been bettered. The chassis has extra bracing . The spring rate is up 25% . The damping is firmer . Body roll is down 20% . So is understeer . You can also for the first time get factory nineteen inch wheels.

The result is a Mustang that drives better than the Bullitt. I know this because Ford chose Malibu Canyon ? Autofiends? home turf ? for the drive. And while I?m sure Ford picked out an absolutely stunning route, I tossed the map, copied Sam from Ronin and said, ?Go to what you know.? Meaning I ran down Decker Canyon Road and then back up. The 2010 GT was great. No, it was actually better than great. Because when I ran the Bullitt up and down the same tarmac it was great. And the new car drives better. Fantastic? Is that the word? Let?s just call the 2010 Mustang a (handling) revelation. Second gear and 4,000 rpm while pounding up a challenging (but rewarding) road is the stuff pistonhead dreams are made of.

Those of you still shouting for a Mustang with IRS can officially join the ?Pushrods Suck!? and ?Obama?s Birth Certificate?s a Fake!? crowds. The new car was composed and planted at all times, even on the tight, hairy stuff. Even with the traction control off, the GT got squirrelly on me exactly once ? after I overcooked it into a 60 degree, changing elevation corner and tried to power my way out. Before you start your ?yeah, but? know that the same thing happened to me in a Boxster. Same corner, too. Put it like this: after the drive I walked up and shook Tom Barnes? hand. He?s the vehicle engineering manager for the Mustang. He did good.

And apparently, I didn?t even drive Tom?s best work. There?s a new for ?10 Track Pack that features retuned shocks and 19? Pirelli P Zero summer tires. The sway bars and rear lower control arms are out of the GT500. The gears are 3.73 (optional on the standard GT; our Grabber Blue tester had the 3.73 axle ratio) and the differential features carbon fiber plates. All the nannies are recalibrated for more slippage. But the big news is performance brake pads and lines, as stopping is (still) the Mustang?s sore spot. Sadly I didn?t get to test the Track Pack, but everyone I spoke to that had assured me it?s even better than the standard GT. Which means Ford?s going to have to just loan us one, so I can judge for myself. Preferably in that hottie gold. Sometimes I love my dirty job.

[MX793]

So I've been looking at some pics of the '10 model and I noticed something.  Why is the shifter so darn close to the center stack?  I've noticed this with the current car as well (I read one member of the press complain that he hit his knuckles when shifting into 3rd), but I found one photo of the upcoming one (with the slushbox) where this really jumps out.  The shifter is so close to the center stack when in park that it practically blocks the HVAC controls.

[sportyaccordy]

So I've been looking at some pics of the '10 model and I noticed something.  Why is the shifter so darn close to the center stack?  I've noticed this with the current car as well (I read one member of the press complain that he hit his knuckles when shifting into 3rd), but I found one photo of the upcoming one (with the slushbox) where this really jumps out.  The shifter is so close to the center stack when in park that it practically blocks the HVAC controls.

I'm resisting with all my might to say it's cause of the Panther platform that I know this Stang isn't based on...

[SVT666]

So I've been looking at some pics of the '10 model and I noticed something.  Why is the shifter so darn close to the center stack?  I've noticed this with the current car as well (I read one member of the press complain that he hit his knuckles when shifting into 3rd), but I found one photo of the upcoming one (with the slushbox) where this really jumps out.  The shifter is so close to the center stack when in park that it practically blocks the HVAC controls.

Since I've driven the current car several times, I can say that the tester who said that either:

a) has the largest hands in the world
b) slides his hand off the shifter straight forward when he shifts into third
or c) is full of shit.

There is no way anyone should ever hit the center stack with their hand when shifting in the Mustang.  You would have to purposely slide your hand off the shifter when shifting into third in order to do that.

[ChrisV]

I agree. It's just not that close. I've shifted closer to the center stack in numerous older, smaller sports cars.

[MX793]

Since I've driven the current car several times, I can say that the tester who said that either:

a) has the largest hands in the world
b) slides his hand off the shifter straight forward when he shifts into third
or c) is full of shit.

There is no way anyone should ever hit the center stack with their hand when shifting in the Mustang.  You would have to purposely slide your hand off the shifter when shifting into third in order to do that.

I don't know how he did it.  I'm doubtful myself.  While closer to the center stack than other cars, it didn't seem to me that the manual shifter was close enough to cause knuckle crunching unless either his hand slid or he's one of those people who shift into the odd gears with an open or semi-open hand.

Point is, it's still pretty darn close and the new auto gearshift appears to partially block the HVAC controls when in park.

[Soup DeVille]

I seem to remember a lot fo cars that the shifter would partially block some of the secondary controls on. I can't name specifics offhand.

[SVT666]

I don't know how he did it.  I'm doubtful myself.  While closer to the center stack than other cars, it didn't seem to me that the manual shifter was close enough to cause knuckle crunching unless either his hand slid or he's one of those people who shift into the odd gears with an open or semi-open hand.

Point is, it's still pretty darn close and the new auto gearshift appears to partially block the HVAC controls when in park.

It's not that close to be a problem.

[the Teuton]

The red interior reminds me of my friend's old 1986 Mustang.  American cars should not have color-matched interiors.  They're ugly, and the American companies never seem to do it right.

[omicron]

The red interior reminds me of my friend's old 1986 Mustang.  American cars should not have color-matched interiors.  They're ugly, and the American companies never seem to do it right.

A pity, because the very first Mustangs with the Interior Decor Group 'Pony' colour-matched interiors and centre console were so handsome.

[SVT666]

The red interior reminds me of my friend's old 1986 Mustang.  American cars should not have color-matched interiors.  They're ugly, and the American companies never seem to do it right.

The only thing not done right with that interior is the steering wheel, which I would swap out immediately with a standard black one.

[the Teuton]

Done wrong:  1982 Mustang



Done right:  Z3 M interior

[Byteme]

Done wrong:  1982 Mustang

Done right:  Z3 M interior

[

Tell me you are kidding.  If all that random blue stuff was yellow the car would look riced.

[Laconian]

Tell me you are kidding.  If all that random blue stuff was yellow the car would look riced.

No kidding, it's like something FREEZE would drive:

[Cookie Monster]

Yeah the BMW's interior looks unappealing as well.

[the Teuton]

I don't know, I really like the BMW's, but I can't stand the Ford's in either generation.

[MX793]

The Bimmer is a bit over the top.  The seats are fine, as are the matching door inserts.  The dash is a bit much, pushing into gaudy/tacky territory.

I don't mind the Mustang too much other than the red steering wheel.

[Catman]

The red interiors in the new BMW 3 series looks good but it's a darker brick red.  That blue looks like a ricer painted it with blue spray paint.  I like the Mustang red but the steering wheel (as someone else said) should be black.