The new Mustang is based on a modified version of the platform that underpins the Lincoln LS, the Jaguar S-Type, and the Ford Thunderbird, but with a new three-link live-axle rear suspension installed in place of the IRS under the luxury cars in order to keep the price down (the original idea was to offer the IRS as standard equipment, but it will likely be on the Cobra version when it comes). Ford reasons that more Mustang fans will favor the solid-axle rear suspension for their recreational track days and drag racing.
Everything under the car has been upgraded substantially from previous Mustang levels: bigger brakes by nearly 20 percent, completely new front and rear suspension designs that yield much quieter, smoother ride as well as much more precise steering and harder cornering, two new engines, two new transmissions, and a large-diameter (2.5 inches from end to end) performance exhaust system. There's nothing left of the old Mustang but the logos. Optional anti-lock brakes bundled with traction control give any driver much more of a fighting chance in bad situations.
Both new engines are mounted to their bodies with hydraulic engine mounts, which absorb and counteract vibration and pulsing, and the combination of the engine and transmission bolted together, is stiffer than previous designs, which should also add to quietness. The car absolutely bristles with other new technologies.
The Mustang heritage of low-cost performance and flashy styling has not been compromised one iota by putting the new car on the platform that Ford used to call the CDW. By adapting lots of ideas and components from luxury cars like the Jaguar S-Type, Lincoln LS, and Thunderbird that were previously built on the CDW model, they have given the Mustang a whole new level of sophistication that no Mustang before it ever had. We know, because we've driven every generation since the original debuted n the spring of 1964.
