2007 Ford Mustang

A retro-style concept Camaro and retro-style concept Challenger were among the biggest hits at large 2006 auto shows.

The Mustang, which debuted in mid-1964, has been walking away with all the American small sporty car marbles because the Camaro was dropped after 2002 and the old Chrysler Corp. discontinued the Challenger after 1974.

The Camaro was introduced as a prime Mustang rival in 1967, and the Challenger debuted as a late Mustang competitor in 1970.

Retro Touches
The 2006 Mustang is nearly the same as the 2005 model, which was the first all-new Mustang since 1979. It borrowed both exterior and interior styling touches from the popular 1967-70 Mustang.

The Mustang has something Japanese cars lack: heritage and an All-American image. The Mustang convertible is an especially iconic car because the first Mustang sold was a convertible with a rumbling V8.

The $19,115-$31,145 Mustang comes as a rear-wheel-drive two-door coupe and convertible in base V6 and higher-performance GT V8 versions, with Deluxe and Premium trim levels. Base models also come in lower-priced Standard versions.

Well Equipped
Even the least costly Mustang is fairly well-equipped with such items as air conditioning, power windows and locks with remote keyless entry and an AM/FM/CD sound system.

Due later this year is a Shelby Cobra version with a mighty supercharged V8. (Legendary car builder Carroll Shelby made a race car version of the 1965-66 Mustangs.)

All Mustangs have a 4-wheel disc brake setup. Anti-lock brakes with traction control are standard on GTs, optional on base versions. There's no anti-skid system, but front-seat side airbags are offered.

The Mustang coupe has 50/50 split-folding rear seatbacks, but it's not available in the convertible.

Convertible Weather
I tested one of the first latest-generation Mustang coupes when the 2005 model came out and most recently drove a Mustang convertible; spring has arrived, and this soft-top is a nice warm-weather car.

The GT is neck-snapping fast with its 4.6-liter 300-horsepower V8, but the Mustang is no slouch with its 4.0-liter 210-horsepower V6 either.

Despite prices of $29,965 and $31,145, the GT is the best Mustang convertible bargain because no other soft-top comes close to providing 300 horsepower for the money.

Mustangs and V8s just naturally go together, but you can get a Mustang V6 convertible for as low as $23,940.

New Option Package
New for the 2006 Mustang V6 is a Pony option package. (The Mustang and its rivals originally were called "pony cars.") The $1,195 package gives the base Mustang Premium V6 a GT-style sport suspension with bigger wheels and tires, anti-lock brakes, traction control, spoiler and custom grille with fog lights.

Both V6 and V8 shoot power through a 5-speed manual or a 5-speed automatic transmission.

Automatic-V8 Combo
Opt for the automatic with the GT unless you really like shifting gears because the Mustang V8 has so much power and torque that the automatic renders the manual superfluous. The automatic has no manual shift gate, but who needs it?

Estimated economy for the V6 is 19 mpg city and 25-28 on the highway, while the V8 provides 17 city and 23-25 on highways. The higher estimated economy is obtained with the manual, although the automatic-transmission figures probably are higher in real-world driving.

Anyway, with stiff gasoline prices, it's welcome news that only 87-octane fuel is recommended for either engine.

Neck-Snapping Acceleration
The smooth, throaty V8 rockets the GT convertible from a standing start to 60 mph in 5 seconds and to 100 mph in 12.5 seconds. The convertible is heavier than the Mustang GT coupe, but I hardly felt its extra weight during quick maneuvers and it barely affects performance.

Rigidly Built Convertible
The Mustang GT convertible was fun to drive, even when some rather cold, rainy spring weather didn't encourage lowering the top. The convertible is much more rigidly built than any pre-2005 Mustang convertible; it's drum-tight, with virtually no convertible cowl shake. It follows that the coupe also is tightly built.

Steering feels just right, and the firm-but-supple suspension and an engine set far back for the best weight distribution help provide sharp handling. The convertible's ride is comfortable on most roads because the Mustang chassis team gave the soft-top slightly softer springs. The GT coupe rides a little harder, with the best coupe ride provided by the Mustang V6 because its taller sidewalls help cushion bumps.

Affordability Appeal
An independent rear suspension would provide better ride and handling, but it would have raised prices. One of the Mustang's long-standing appeals has been its affordability.

The anti-lock brakes provide especially good stopping power. The pedal is a bit soft, but has a linear action.

Good Power Top
The power top lowers quickly and provides good sealing in car washes and a fairly quiet interior when erected, although the Mustang coupe is quieter.

A Mustang convertible looks good with the top up or down, and there isn't much wind noise or buffeting when it's lowered at normal highway speeds.

Long doors are awkward when getting in and out in tight spots, but seats are fairly high to prevent occupants from having to "fall in" or "climb out."

Outside door handles are large, but inside handles are small and feel flimsy.

Tight Rear Seat
Tall adults will find good room up front in supportive bucket seats. However, as with any Mustang ever built, the rear seat is hard to enter or leave and only has comfortable space for small children or pets. An adult can sit partly sideways back there, but not for long without wanting out.

There's a large retro-style speedometer and tachometer with markings that make them look like those in my long-gone 1967 Mustang. But auxiliary gauges for such things as fuel level and engine temperature are small. And seat belts are difficult to fasten in the convertible.

There isn't much interior storage space. Climate controls have a low-grade feel, and audio system controls should be larger. But the ignition switch is easily reached, although it's on the steering column and not on the dashboard. Nicely placed dual console cupholders help prevent spills.

Reasonably Sized Trunk
The trunk is decently sized for a small, sporty coupe, and is at least reasonably large for a small convertible, although it's best suited to soft luggage. The trunk lid raises smoothly on struts, but the inside of the lid looks unfinished.

The heavy hood must be held open with a prop rod, although it's easy to reach fluid filler areas. The V8 isn't hidden by a big plastic cover, as is the case with many cars, because Ford apparently wanted the engine's nifty composite intake manifold and tuned exhaust runners to be seen.

This car lacks the refinement and overall quality of some sporty imported autos, but there is nothing quite like a Mustang.