2016 mustang wrap

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15 Pics Of Mustangs In Sick Car Wraps

If we had to boil down the main Ford achievements to only 3 cars, one of them would be the Mustang. The original Pony Car has survived for over 50 years and created generations of fans. It is a symbol of freedom, and one of the America's iconic exports known around the globe. Since day 1, the Mustang has been a sensation. Production started in 1964 with a reveal at the New York World’s Fair.

Rumor has it, the company projected annual sales of 100,000 Mustangs. On the first day, Ford took 22,000 orders. The company had to quickly convert two additional plants (New Jersey and San Jose) to keep up with demand. The Mustang has changed over the years, but it still holds American's imagination. This car is important for its unique design and role as a cultural landmark. Here are 15 pics of Mustangs in sick car wraps.

15 Nebula Wrap

We've seen many galaxy-themed wraps, but this one is really sick. It covers the whole body of the 1000+ WHP twin-turbo Ford Mustang GT. Designers blended two themes: graffiti art and nebulae. They started with a navy blue sky and placed all kinds of nebulae around different areas of the Mustang.

RELATED: 15 Stunning Photos Of Ford Mustangs That Were Modified

14 The Holographic Wrap

This Mustang can be seen from afar and it looks good. The quality of the holographic wrap exceeds all expectations. The "wow" factor is definitely here.

13 The Orange Wrap

This is something special and very sick. What's so unique about this Mustang is the orange-chrome wrap. Of course, some people can call it an eye-sore, but the quality of work is amazing. Just look at these sleek lines and shiny details. This soft-top Mustang is ready to be driven fast.

12 The Bloody Wrap

This is how the owner describes this wrap: "Now, whether the folks at Media Monster had the pony car’s crowd-busting proclivities in mind when they designed the awesome, bloody, zombie-themed vinyl wrap worn by the 50th anniversary Ford Mustang is anyone’s guess, but that irony escalates the custom wrap from merely amusing to outright hilarious."

11 The Angry Mustang

Someone spotted this angry Mustang in a very sick wrap. We say it's "angry" because it looks like it has been to Hell and back. The design includes a full-vehicle wrap with intricate accents. The wheels, grille and headlights match the overall theme. We're sure lots of work went into this project.

10 Bespoke Stripe & De Chrome

This Mustang looks sick in the yellow-black wrap. It is a very likable model thanks to its brashness and attention to details. We can see that the wrap was done by professionals who didn't miss any spots. The grille, the headlights and the wheels with black spokes look really sick.

9 The Doodle Mustang

The design team went for personal touches to make this wrap unique. They were inspired by world-renowned artist Mr. Doodle. Cade Leatherman, the owner of the Mustang, wanted to go beyond a color change. The result was funny characters made from Supreme Wrapping Film. The design team had to cut out every character by hand.

RELATED: 15 Pics Of Camaros In Sick Car Wraps

8 The Rusty Rat

According to a GT Spirit report, "The wild rust inspired livery was designed and installed by the crew at 13 Three Motorsports. The customized Mustang even includes some rather cool detail elements, like the special detail accents for the Ford badge at the rear of the car, as well as the iconic 5.0 badging."

7 Custom Color Change Wrap

This Mustang got a color change wrap, and it makes the car look really sick. We would never guess it was actually a 2005 model year car. With a quality wrap, it becomes timeless. Even if you are not a Mustang fan, you can't deny that this wrap is impressive.

6 Chrome Black Wrap

Chrome is one of the hardest wraps to work with, but the tuning shop did a great job. The design team had to use a special solution to prevent scratching. The project took 45 hours. It was totally worth the effort, as this chrome black wrap makes the car stand out from the crowd.

5 Custom-Printed Wrap

This Mustang is one of a kind with its custom-printed wrap. The white color highlights the intricate black pattern. The owner could reinvent the way the Mustang looks yet it is still a recognizable iconic vehicle. The front end received an overhaul. We're sure this wrap is an attention grabber.

RELATED: 24 Supercar Wraps Someone Should Have Put A Stop To

4 D.A.R.E Wrap

According to the design team, "In its former life, it was an all-black Mustang but you’d never know to look at it now! We here at Car Wrap City are proud to work with the Choctaw Police Department on a number of projects and this fully wrapped vehicle is just one of them."

3 Patriotic Wrap

The American Eagle and the flag sit on the sides of this Mustang and serve as the main attention grabbers. A sick white texture is added, extending over the front and rear, and then transitioning up the sides of the rear spoiler. Red accents and green stripes accent the front fender lines.

2 TRON Mustang

Seen here is the ultimate green machine. This car looks nothing like the original Mustang. It received the best-looking grille and the sickest-looking TRON wrap. Even the Pony logo and key fobs are green. Other upgrades include 20-inch black-and-copper wheels with Nitto skins and brake calipers that received the black power-coat treatment.

1 Multi-Color Design

The owner wanted a multi-color design, and the tuning company delivered. The hood and the grille received a makeover. The owner says he needed the car urgently, and the company had to bring everything together in a short amount of time. The effort that must have been required is inspiring.

NEXT: These Ford GTs We Found On Instagram Are Just Sick


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About The Author
Chris Flynn (912 Articles Published)

Chris is a proficient reader and writer. He has written for many publications including TheRichest, TheClever, TheQuiz, and ListVerse. Cars are his passion.

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Sours: https://www.hotcars.com/15-pics-of-mustangs-in-sick-car-wraps/
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Window Tint Can Provide 99% UV Protection

When this 2016 Mustang GT rolled into our Orlando window tint shop, we all agreed it was one fine looking automobile. The classic yellow body with the dual black racing stripes and the sleek but muscular lines are at once modern and classic. A Mustang GT is a car that looks fast even when it’s parked in the lot. But to be honest, this Mustang driver wasn’t concerned with the exterior of his car; he was all about what window tint can do for the interior of a car. And the first thing to discuss there is the prevention of sun damage. By blocking 99% of the sun’s harmful ultraviolet light, the window film we applied to this 2016 Mustang GT will have its cabin’s looks preserved for years and years.

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Window Tint Film Can Reduce Heat In Your Vehicle Dramatically

Along with that 99% UV light reduction, window tint for a car like this 2016 Mustang GT will also block a large percent of the sun’s invisible but hot infrared light. Rejecting IR light keeps the cabin much cooler and means less use of AC required to maintain comfort, and that saves fuel for what this car really wants to do: drive around looking great.

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Car Window Tint Installation Only Takes a Few Hours

We can have your car window tint installed in our Florida shop in less than a day. In just a matter of hours, your vehicle will look better than ever, will be more private, and will enjoy all the UV and IR blocking benefits window tint has to offer. And at a price that won’t send you packing off down the road, either. In fact, window tint for this Mustang GT and for other cars will pay for itself in reduced fuel costs and preserved value.

Ultimate Window Tinting

Sours: https://orlandotint.com/window-tinting-2016-ford-mustang-in-orlando-fl/
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From the June 2017 issue of Car and Driver.

40,000-Mile Wrap-Up

We live in strange times. A former reality-TV star has keys to the White House, the Chicago Cubs are World Series champs, and Ford Mustangs come with independent rear suspensions. But the Blue Oval’s seminal pony car has not lost all sense of ­tradition as it finally enters the modern age and, with it, markets outside the U.S. It’s still a workaday barnstormer, and the Mustang’s evolution is still shadowed, as it was in the ’60s and ’70s, by a hard-charging Chevrolet Camaro. That it shared our long-term garage with a 2016 Camaro SS lent us perspective on what is the most forward-thinking Mustang in half a century.

Our 17-month, 40,000-mile rodeo began about a year after the then-new 2015 Mustang celebrated the golden anniversary of the original pony’s debut. This latest GT coupe also secured an immediate spot on our 10Best list (since displaced by the Shelby GT350), which ultimately led to this one taking up temporary residence at 1585 Eisenhower Place.

It’s an altogether more sophisticated steed. The addition of the multilink rear end and a revised front strut suspension has polished the Mustang’s road manners to an unexpected shine, with the newfound refinement bolstered by sleeker proportions and a classier cabin with better ergonomics. It immediately trounced the Dodge Challenger and the previous-gen Camaro SS 1LE in a comparison test.

Minor changes for 2016: Ford’s much-improved Sync 3 infotainment interface replaced the MyFord Touch system, and, in a nod to ’60s nostalgia, designers added barely visible LED turn signals to the hoods of GT models (then subsequently removed them for the 2017 model year).

“I park a lot of cars in my driveway, but nothing brings out the neighbors like the Mustang.” —Carolyn Pavia-Rauchman, copy chief

Ford likes to hype the Mustang’s newly available 2.3-liter EcoBoost four-cylinder, but our manual-saving hooligan ways meant that a stick-shift GT with the 5.0-liter Coyote V-8 was the only way to go. For 2015, Ford massaged the smooth, rev-happy 5.0 to produce an additional 15 horsepower and 10 pound-feet of torque, bringing it up to 435 and 400, respectively, which helps compensate for the extra 130 or so pounds the new generation gained. The standard Getrag six-speed manual also entered ’15 with minor revisions, including reduced clutch and shifter efforts, even if the shifter’s tight gates mean you sometimes grab fifth gear when reaching for third.

In the name of parsimony, we started with the V-8 coupe’s Premium trim level for $37,200 (base GTs start about $4000 less) and went light on the extras. Along with standard automatic HID headlights, eight airbags, and the GT’s line-lock burnout software, the Premium setup includes an 8.0-inch touchscreen in the console, dual-zone automatic climate control, heated and cooled leather front seats, selectable driving modes (normal, sport-plus, track, and snow/wet), ambient lighting, and heated exterior mirrors with galloping-pony puddle lamps. Premium trim also adds nicer interior materials, such as a seemingly machine-turned aluminum panel across the dash, but some hard plastics are reminders of the Stang’s blue-collar roots.

We took a pass on navigation, adaptive cruise control, and other amenities, save for black leather manual Recaro sport seats ($1595) and the GT Performance package ($2495), which nets six-piston Brembo front brakes with 15.0-inch rotors (up from the base 13.9-inchers) and a shorter 3.73:1 rear axle with a Torsen limited-slip differential.

The Performance package also features chassis and strut-tower braces, a firmer suspension tune, a larger radiator, and revised programming for the electrically assisted power steering and stability-control system. The bundle’s painted 19-inch wheels wrapped in staggered Pirelli P Zero summer rubber (255/40s in front, 275/40s out back) completed our car’s midnight-rider visage.

Upon its arrival in late fall, there was just enough time to break in and track-test our GT before it needed a set of OE-size Bridgestone Blizzak LM-32 winter tires to stay out of snowy embankments. When new, it dashed to 60 mph in 4.3 seconds and covered the quarter-mile in 12.9 at 112 mph, making it the quickest GT we’ve tested and almost as fleet as the 526-hp GT350. A solid 156-foot stop from 70 mph and 0.94 g of lateral stick evidenced the ­latest Mustang’s impressive road adhesion, despite both figures trailing the 150-foot and 0.98-g returns posted by our manual Camaro SS. (The 455-hp Chevy hit 60 mph in four seconds flat, and it blitzed the quarter in 12.3 at 118 mph.)


Although the Recaros lacked the power adjustability and ­heating and ventilation offered by the Premium’s standard thrones, the GT quickly gained supporters for its sinister presence and a design penned with just the right amount of retro. It wasn’t our first choice on chilly mornings or for long trips—rear-seat comfort being largely dependent on the ease with which passengers could remove their heads—but the Mustang drew high marks for day-to-day entertainment and livability as a two-seater. The visibility up front is good, with more glass and a notably taller ­saddle than in the Camaro, and the improved ride quality and ­composure from the 21st-century suspension don’t constrict the car’s playfulness or chuckability. It may be the most advanced ­Mustang to date, but there’s old-school charm in the GT’s lively connection to the road that you don’t get from the Camaro’s ­industrial-adhesive grip.

Due to the supersoft Pirellis and our sliding around, we burned through two—two!—sets of rear P Zeros before the Mustang could return to the strip at 40,000 miles, at which point it returned nearly identical acceleration figures as when new, only upping its quarter-mile trap speed by a tick to 113 mph. The new rear tires also helped increase the car’s lateral grip to 0.96 g, another best for a GT, yet stretched the 70-to-zero braking distance by 10 feet to 166. Further confirming our Ford’s appetite for rubber was the need for yet another set of rear Blizzaks for its second winter in Ann Arbor.

We didn’t expect much from the 5.0 in terms of fuel efficiency, and the short ­gearing that’s part of the Performance package made quick work of the fuel supply when commuting. But several treks to ­Illinois, Indiana, Kentucky, and Virginia bumped our average figure to 20 mpg, or 1 mpg better than the car’s EPA combined rating. We also saw fuel economy as high as 27 mpg on some highway runs. But the Mustang’s 16-gallon tank meant that we usually could squeeze only about 300 miles from a stint, at which point most drivers were ready to take a break from the constricting Recaro.

Indeed, the seats were our greatest source of frustration. Their exaggerated bolsters impeded smooth shifting, and our drivers found it hard to comfortably settle into the chairs. While some occupants on the larger side did find the front buckets ache-free over long stretches, many never fully adjusted.

A brake pedal that grew increasingly grabby on initial application added to our annoyance, as did a host of clunks from the transmission and driveline whenever we worked through the lower gears. We had the dealer look into both issues, but the service desk deemed everything to be operating within normal parameters.

Servicing our pony was much easier on our wallets than the $2877 we spent on ­rubber. Four scheduled oil changes and inspections averaged $57 each. Our only non-tire-related problem was the result of Michigan’s roads: A nasty pothole caused $732 worth of damage to the Mustang’s right-rear suspension, with the dealer taking less than a week to replace the fuel-filler tube and a busted damper and its mount.

But as technical director Eric Tingwall puts it, “The Mustang became significantly less cool the day a Camaro SS joined our long-term fleet.” The new-for-2016 Camaro is a formidable foe, with the SS toppling the GT in its first comparo, and both the V-6 and V-8 Camaros earning 10Best awards the past two years. Presented with the Chevy’s greater power, better handling, and nicer suite of extras in 2SS trim, our Ford’s shine immediately began to dim. The GT’s heavily muffled exhaust seemed to grow even more so, lacking the raucous startup bark and wide-open roar of the Camaro’s actively controlled trumpets. The linear, high-revving 5.0 felt malnourished after pedaling the SS’s torque-rich small-block, which was just as happy lugging at 1200 rpm as it was blasting to redline. And the Ford’s squirminess under power and at the limit appeared more pronounced and uncouth. If the latest Mustang aces the traditional pony-car formula, the new-age Camaro has true sports-car ambitions.

As the Mustang’s odometer rolled past 40,000 miles, though, our preferences had yet to coalesce, the choice between the two still very much dependent on “which brand you’ve sold your soul to,” according to senior editor Jared Gall. Which is why both of these models are still around after so many years, stronger than ever. While the Ford lacks the latest Chevy’s masterful ride and handling, it packs greater style and is easier to live with as a daily driver. And despite the Mustang’s fussier engine and drivetrain, the greater effort needed to wring the most out of it can be highly rewarding and fun.

Ford says it is committed to developing the Mustang even further for the 2018 model, with a raft of changes that both align it better with the Camaro and address many of our complaints. Those alterations include more-powerful engines, an active exhaust system, an updated manual gearbox, revised suspensions with available magnetorheological dampers, and an optional 10-speed automatic transmission.

So the changes keep coming. We just hope Ford doesn’t refine the fun out of it. But that could never happen, could it?

Rants & Raves

“The engine makes a great sound, but it’s just not loud enough. I want more auditory drama from a V-8 called Coyote.” –Joseph Capparella

“I just feel so bad-ass behind the wheel of this thing, and I don’t get that feeling in the Camaro.” –Drew Dorian

“The thunking sounds that come from the drivetrain on upshifts kinda ruin this otherwise excellent car.” –Rusty Blackwell

“It’s 74 degrees and sunny out. This car is hotter than the surface of the sun, and the A/C is having a really hard time doing anything about it.” –Jeff Sabatini

“Although the latest Camaro steers better, rides better, and generally drives better, I think Ford did a vastly superior job stylistically.” –Dave VanderWerp

“The Recaro’s bolsters are so big that I have to somehow reach around them to shift, and they render the armrest on the center console useless.” –Jennifer Harrington

“I feel much more comfortable in the Stang than I do in the Camaro, not just because of visibility concerns but also because of the seating position.” –Joseph Capparella

“The interior overall seems cheap for a $40,000 car, with lots of hard plastic.” –Dave VanderWerp

30,000-Mile Update

WHAT WE LIKE: Life for our long-term Ford Mustang GT has slowed down a bit lately, what with the dawn of another Michigan winter and the car staying relatively close to home since our last checkup. But even covered in a haze of road salt, its bad-ass looks continue to draw more approving nods than just about any other vehicle we drive regularly. We’re certainly not bored yet with the 435 horsepower from the Coyote 5.0-liter V-8, evidenced by a heavily worn pair of rear Pirelli P Zero summer tires (275/40ZR-19s) that cost us $480 to replace. Despite the flogging, we’re still averaging 20 mpg overall. While hammering on the GT on our commutes and favorite back roads is always a good time in the warmer months, the Mustang has proved able to generate fun of a different sort as we drift on slippery roads with winter rubber.

WHAT WE DON’T LIKE: The return of the cold also has us pining for electric heaters in our car’s optional Recaro sport seats, which several drivers still have yet to warm up to, period. We continue to experience more drivetrain clunks than we’d prefer when shifting through the six-speed manual’s lower gears, although the most significant of recent complaints center on the grabby brakes and how their initial hypersensitivity to pedal pressure impedes smooth driving. We can also see the light at the end of our 40,000-mile testing tunnel, meaning we’ll soon have to give back our sinister-looking pony car, another situation we bemoan.

WHAT WENT WRONG: Along with replacing the stock rear Pirellis, we also spent $615 to replace the similarly worn rear Bridgestone Blizzak LM-32 winter tires—and in the process broke a tire-pressure sensor in one of the 19-inch wheels. That set us back $36. A scheduled dealer visit for the car’s 30,000-mile maintenance included an oil-and-filter change, tire rotation, and inspection for $62. Our total bill for general service has yet to reach $200, though, which helps compensate for the car’s appetite for rubber.

WHERE WE WENT: Thanks to its minimal frills, tiny back seat, the front seats that some find uncomfortable, not to mention the presence of more accommodating long-termers for road trips, our Mustang coupe hasn’t been a long-distance favorite. Since our last update, a voyage to Kentucky has been its longest journey, with a couple of weekend jaunts to Indiana also thrown in.

Months in Fleet: 14 months Current Mileage: 32,586 miles
Average Fuel Economy: 20 mpg Fuel Tank Size: 16.0 gal Fuel Range: 320 miles
Service: $187 Normal Wear: $480 Repair: $0
Damage and Destruction: $768

20,000-Mile Update

WHAT WE LIKE: Approaching the midway point of our long-term Ford Mustang’s 40,000-mile review, the 2016 GT continues to largely please drivers with its rev-happy, 435-hp 5.0-liter V-8 and sinister, blacked-out mien. Its Bridgestone Blizzak winter tires are long gone, and the return of 0.94 g of lateral grip from the Pirelli P Zero summer rubber means we’re back to tearing up country roads and highway interchanges. Despite its more civilized, global design, the latest Mustang still feels all-American at heart, including one of our favorite characteristics, the sloping fastback roofline that evokes that of the first-generation Mustang from the mid-1960s. It is an excellent way to get an instant pick-me-up. Additional long-distance travel also has boosted our average fuel economy to 20 mpg, which is 1 mpg better than the EPA’s combined rating and sufficient for 320 miles of range on the open road.

WHAT WE DON’T LIKE: The arrival of our long-term 2016 Chevrolet Camaro SS, however, has brought with it an alternative pony-car lens through which to view the Mustang. The Chevy’s wicked dual-mode exhaust makes us wish even more that we could hear the full voice of the Ford’s heavily muffled Coyote V-8. Both cars have comically small back seats, but our Mustang’s front chairs continue to elicit gripes about their confining side bolsters, which can impede smooth shifting of the six-speed manual transmission. Logbook comments have called out the GT’s brakes for being too grabby on initial application, particularly when they’re cold. And while Ford’s new Sync 3 infotainment system is vastly simpler to use than was the previous MyFord Touch, it’s a little too basic for some after exposure to the Chevy MyLink system in our better-equipped 2LT Camaro. The Mustang’s greatest demerit has centered on its manual shifter, which can often feel notchy in lower gears. It’s not helped by the short 3.73:1 gearing of our GT’s optional Performance package; several drivers have found it difficult to smoothly and quickly work through the lower ratios around town, where clunks from the drivetrain can be heard as each gear is selected. Our local Ford dealer inspected the shifter and the gearbox for problems but deemed it to be working normally.

WHAT WENT WRONG: Aside from lingering suspicions regarding the shifter’s well-being and a scheduled dealer visit for its 20,000-mile service ($82.85 for an oil and filter change, inspection, tire rotation, and a new cabin air filter), our Mustang’s largest issue since our last update has been Michigan’s apocalyptic roads. Specifically, a large pothole attempted to swallow the left-rear tire on our commute. The damage was severe, with the impact driving the shock-absorber shaft up through the shock and its upper mount and even denting the fuel-filler tube above that. We limped the GT to the dealer to have all those damaged components replaced and the suspension realigned. (Surprisingly, all four wheels and tires survived.) Repairs took less than a week, after which the dealer relieved us of $732.32.

WHERE WE WENT: While our long-termer is still primarily a commuter within southeastern Michigan, in the past 10,000 miles it has made treks to Ohio, Indiana, and Kentucky. Its latest voyage was to Virginia International Raceway to support our annual Lightning Lap track fest, at the conclusion of which road-test editor Chris Benn contemplated trading with another editor to drive the long-term Camaro SS back to Ann Arbor instead of the Mustang. Despite the shifter and the funky Recaros, he ultimately decided the GT was the more comfortable travel companion for the long trip home, proving that many of us still have lots of love for Ford’s latest pony car.

Months in Fleet: 8 months Current Mileage: 19,092 miles
Average Fuel Economy: 20 mpg Fuel Tank Size: 16.0 gal Fuel Range: 320 miles
Service: $125.25 Normal Wear: $0 Repair: $0
Damage and Destruction: $732.32

10,000-Mile Update

WHAT WE LIKE: We’ve gone nearly 8000 miles since our first report on this long-term test of the 2016 Ford Mustang GT and have grown much more comfortable with the latest pony car’s redesign and greater level of refinement. Our coupe has acquitted itself well as a reliable commuter vehicle in all types of weather. And even with the optional Recaro sport seats and the short, 3.73:1 final-gear ratio included in our test car’s Performance package, long-distance comfort has been impressive for front-seat occupants. Several longer highway journeys have helped our GT’s average fuel economy rise to 19 mpg, the same as the EPA’s combined rating. We’re still delighted with the 5.0-liter Coyote V-8’s 435 horsepower and burbly exhaust, as well as the continued compliments we receive for the car’s menacing, blacked-out appearance. The new Sync 3 system in the Mustang is a huge improvement over the previous MyFord Touch interface that we had so many issues with over the years. Its large, bright graphics, simpler menus, and greater connectivity make it much easier to use.

WHAT WE DON’T LIKE: Few drivers have complained about the new Mustang’s qualities, aside from not being able to enjoy the car more due to winter weather and the necessary fitment of Bridgestone Blizzak LM-32 winter tires. Although ultra-supportive, the Recaro seats have drawn the loudest gripes, perhaps also because of the climate near our HQ: The seats lack heating elements and their thick side bolsters can limit movement, particularly when shifting the six-speed manual while wearing a bulky coat. That said, the thrones have excellent lumbar support and even our largest front passengers have praised their comfort over long hauls. Despite our GT’s average range creeping up to more than 300 miles on a tank, it’s still incredibly easy to drain the Mustang’s 16-gallon supply in city driving. Other minor quibbles center around cabin ergonomics, such as the engine ignition button on the console being too easy to hit by accident (yes, that happened). The map pockets extend deep into the door panels, which is great until you lose track of an item and can’t see it hiding down there.

WHAT WENT WRONG: Aside from the V-8 needing a top-up with a quart of synthetic oil at 4100 miles, zilch. The Mustang has shrugged off Michigan’s cratered roads with ease, and its first service—a scheduled 10,000-mile job—included an oil-and-filter change and inspection for a mere $42.

WHERE WE WENT: Due to its short range and mostly useless back seat, the majority of our long termer’s travel has been confined to schlepping around metro Detroit as a commuter. Its longer treks have taken it to Indiana, Chicago, and Frankenmuth in central Michigan, with the latter two trips testing the Mustang’s winter mettle as it capably handled whiteout snow squalls and icy roads with little issue. As the weather gets warmer, the Mustang is likely to travel farther afield.

Months in Fleet: 5 months Current Mileage: 10,243 miles
Average Fuel Economy: 19 mpg Fuel Tank Size: 16.0 gal Fuel Range: 305 miles
Service: $42 Normal Wear: $0 Repair: $0
Damage and Destruction: $0


Detroit’s muscle cars have experienced a renaissance of sorts lately—Hellcats, Shelbys, and Camaros, oh my!—yet it took some European-inspired refinement to bring the most out of Dearborn’s Ford Mustang. Heavily updated for 2015, which included the mainstream models’ first-ever independent rear suspension, the latest Mustang GT snagged a 10Best Cars award upon its debut and then bested the Dodge Challenger R/T Scat Pack and previous-gen Chevrolet Camaro SS 1LE in its first comparison test. Now we welcome this sinister-looking 2016 GT coupe into our paddock for a 40,000-mile shakedown.

The latest Mustang is an altogether more sophisticated thing than its predecessors, which is key for its new global mission. The ride is more comfortable and composed with the multilink rear suspension, which itself dictated a new tuning approach for the front strut setup. And the interior is more insulated and better turned-out, even if the fast rear glass means back-seat occupants will need to remove their heads before entering. Additional electronic aids, including adaptive cruise control and blind-spot warning, are now available, as is a 2.3-liter EcoBoost turbocharged four-cylinder. The car’s proportions are softer and more flowing than before, and the styling adopts much of Ford’s corporate look while still recalling Mustangs past. Updates for 2016 are limited to the addition of Ford’s much-improved Sync 3 infotainment tech on Premium models, along with secondary—and nearly invisible—turn signals integrated into the GT’s hood vents.

You can read our official breakdown of the 2016 Mustang here, as well as an in-depth interview with Ford’s development team here. But the most important thing about our test car is what makes it a GT: the 5.0-liter Coyote V-8, which develops a throaty 435 horsepower and 400 lb-ft of torque, up from the previous-generation GT’s 420 and 390. It’s not as wicked as the new Shelby GT350’s 5.2-liter flat-crank V-8, but the Coyote loves to rev and is an absolute hoot when paired with the standard six-speed manual gearbox, which is light in effort and snicks tightly through the gates. Performance figures from our test car’s initial visit to the track (after its break-in period) were strong and slightly quicker than our long-term 2013 Mustang GT’s, with a zero-to-60-mph time of 4.3 seconds and a quarter-mile pass of 12.9 at 112 mph.

Pricing a Pony

While base GT fastbacks start at $33,295, our Premium coupe in Shadow Black stickered at $37,295 before options and features a host of trim and equipment upgrades: brighter interior accents, dual-zone automatic climate control, heated and cooled leather front seats, a nine-speaker stereo, selectable driving modes, ambient lighting, aluminum pedals, illuminated sill plates, heated exterior mirrors with integrated turn signals and “Pony” puddle lights, a painted rear diffuser, and unique 19- and 20-inch wheel options. That’s on top of the Mustang’s standard automatic HID headlights, sequential LED taillights, eight airbags, and the GT’s Track Apps and line-lock burnout software.

Also available on Premium versions is an upgraded Shaker audio system, voice-activated navigation, and the aforementioned driver aids. We passed on all of that but did opt for the $1595 black leather Recaro sport seats, which are snug-fitting and lack the heating and cooling of the standard chairs. They also provide the driver with the necessary support to exploit our car’s other option: the $2495 GT Performance package. That bundles larger, six-piston Brembo front brakes, a 3.73:1 rear axle ratio with a Torsen limited-slip differential, a stiffer suspension setup, a larger radiator, chassis and strut-tower braces, unique tuning for the electrically assisted steering and stability control, and black-painted 19-inch wheels with Pirelli P Zero summer tires, sized 255/40 in front and 275/40 at the rear. The bottom line: $41,290.

Initial Impressions

At the limit, our GT does have a moderate sense of understeer in corners, what with 54 percent of its 3782 pounds residing over the front axle. But that can be easily corrected with a stab of the throttle. Our test car still managed a healthy 0.94 g of lateral grip on the skidpad, and the additional traction from the sticky Pirellis kept panic stops from 70 mph to just 156 feet. The Mustang’s steering isn’t superquick at 2.6 turns lock-to-lock, yet it is precise and natural enough in feel to make you think it’s hydraulically assisted. Steering effort can be adjusted from light to heavy by a toggle on the center stack or via the adjacent switch that cycles through the selectable Normal, Sport+, Track, and Snow/Wet drive modes, which also affect the engine response and stability control.

With less than 2500 miles on the odometer, we’re still getting used to our long-termer and have yet to take it any distance from home. And the mileage accumulation definitely will take a hit soon as the Michigan winter begins in earnest. To prepare, we’ve put the Mustang on a set of Bridgestone Blizzak LM-32 winter tires.

We have yet to encounter any technical or service issues with the car, but there have been a few complaints about the limited range (260 miles) from the smallish 16-gallon fuel tank and our test car’s observed 16 mpg in the real world—well below the EPA’s combined rating of 19 mpg. The other gripe concerns the latest GT’s muffled exhaust note, which lends it a more civilized attitude at the expense of some of its rowdy character. It still has a pleasant growl, but this is a muscle car with a great V-8 engine, and it deserves to be heard. You likely can plan on us asking for a Ford Performance exhaust (or a set of exhaust cutouts like those on the old Boss 302) for the holidays.

Months in Fleet: 1 month Current Mileage: 2349 miles
Average Fuel Economy: 16 mpg Fuel Tank Size: 16.0 gal Fuel Range: 260 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0



2016 Ford Mustang GT

front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

$41,290 (base price: $37,200)

DOHC 32-valve V-8, aluminum block and heads, port fuel injection
302 in3, 4951 cm3
435 hp @ 6500 rpm
400 lb-ft @ 4250 rpm

6-speed manual

Wheelbase: 107.1 in
Length: 188.3 in
Width: 75.4 in
Height: 54.4 in
Passenger volume: 87 ft3
Cargo volume: 14 ft3
Curb weight: 3782 lb

60 mph: 4.3 sec
100 mph: 10.3 sec
130 mph: 18.0 sec
150 mph: 25.4 sec
Rolling start, 5–60 mph: 4.9 sec
Top gear, 30–50 mph: 9.3 sec
Top gear, 50–70 mph: 8.8 sec
¼-mile: 12.9 sec @ 112 mph
Braking, 70–0 mph: 156 ft
Roadholding, 300-ft-dia skidpad: 0.94 g

60 mph: 4.3 sec
100 mph: 10.2 sec
130 mph: 17.8 sec
150 mph: 28.6 sec
Rolling start, 5–60 mph: 4.7 sec
Top gear, 30–50 mph: 8.7 sec
Top gear, 50–70 mph: 8.4 sec
¼-mile: 12.9 sec @ 113 mph
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft-dia skidpad: 0.96 g

Observed: 20 mpg
Unscheduled oil additions: 0 qt

Combined/city/highway: 19/15/25 mpg

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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Sours: https://www.caranddriver.com/reviews/a15092127/2016-ford-mustang-gt-long-term-test-wrap-up-review/
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