"The new 2005 Mustang convertible is as technically advanced as it is good looking – and it's powerful and fun to drive. We used the most advanced tools and technologies to make this the best Mustang ever."
– Paul Randle, Mustang Chief Engineer
"The new 2005 Mustang convertible is as technically advanced as it is good looking – and it's powerful and fun to drive. We used the most advanced tools and technologies to make this the best Mustang ever." – Paul Randle, Mustang Chief Engineer |
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The all-new 2005 Ford Mustang convertible's classic, muscular
design and engaging driving performance spring from the latest
digital tools, many advanced technologies and the car's first
all-new platform ever. Team Mustang also will break new ground by
building the rear-drive legend alongside front-drive Mazdas in one
of the most advanced and flexible plants in the industry.
As
a foundation, engineers used advanced computer-aided engineering
(CAE) tools to develop Mustang's first "clean-sheet" platform ever.
Engineers designed a robust platform and a solid unibody with the
convertible in mind, not as an afterthought. In particular,
engineers built additional strength into the rocker panels and body
joints to help the convertible attain torsional stiffness without a
multitude of structural braces.
In fact, the Mustang
convertible only has three major structural additions compared to
the coupe: larger A-pillars, additional B-pillar/door-jamb area
bracing and a larger, more rigid cross member under the rear seat.
Engineers employed advanced digital analytical tools to map out and
test the structure in the virtual world before a single piece of
steel was stamped.
As a result, the 2005 Mustang coupe is 31
percent stiffer than the previous generation, while the convertible
benefits from more than twice the rigidity of its predecessor.
Engineers also saved nearly half the weight of typical coupe-based
convertibles.
By nearly halving the weight penalty, engineers
only made one significant suspension change – a smaller rear
anti-roll bar on the V-6 models (from 22 to 18 millimeters). That
means the driving experience of the 2005 Mustang convertible is
closer to that of the coupe than ever before.
ENGINEERS DIGITALLY REINCARNATE MUSTANG
BULLITT'S THROATY V-8
The Mustang convertible's
all-American V-8 awakes passersby with its classic muscle-car sound.
Underneath, however, are leading powertrain advancements and a rich,
digitally tuned exhaust note that revives the 2001 Mustang Bullitt
GT's acclaimed throaty V-8 sound.
This high-tech
300-horsepower, 4.6-liter V-8 with three valves per cylinder, and
variable cam timing (VCT), comes standard in the GT. The new
single-overhead-cam, three-valve cylinder design with VCT was key to
producing significant power from a relatively small displacement
engine. The new head gives the engine a higher compression ratio
than previously possible on 87 octane gasoline. The center-mounted
sparkplug is longer and narrower than previous designs, leaving as
much room as possible for the valves.
VCT allows up to 50
degrees of cam variation in relation to the crankshaft angle. Ford's
"dual-equal" VCT design shifts the timing of both the intake and
exhaust valves together, with a single camshaft-per-cylinder head.
This provides all the benefits of – but creates far less complexity
and adds less weight than – VCT systems that actuate the intake
valves separately.
The cams operate both sets of valves using
low-profile roller-finger followers, helping reduce friction, and
keep the overall engine height – and thus, the hoodline – low. Cam
position is controlled by an electronic solenoid that modulates oil
pressure to advance or retard the cam timing based on input from the
engine's electronic control computer.
Using this technical
mindset before a single powertrain was built, engineers digitally
mastered Mustang's signature raw V-8 sound on computers. They then
computer matched the sounds to prototype engines. Ford first sampled
the sound on the 2001 Bullitt Mustang GT through conventional tuning
techniques.
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 With technologies like electronic throttle control, traction control and an available five-speed automatic transmission, Mustang convertible's advanced 4.0-liter SOHC V-6 is powerful and refined. |
DIGITAL DESIGN DRIVES
DECISIONS
The Mustang convertible's bold, modern
muscle-car looks are rooted in the legend's 40-year history but were
shaped by some of the most modern technological tools. For example,
designers used advanced new computer-aided design (CAD) tools to
quickly review multiple design iterations in a full digital
environment before commissioning clay models.
The interior
upgrade package, featuring a striking full-length aluminum dash and
accents, resulted from this new digital design approach as product
planners were able to quickly review, update and approve interior
designs. Until now, designers waded through laborious clay model
builds and reviews during the course of weeks, or even
months.
"These advanced new tools allowed us to review
numerous design options with many people in a spacious digital
environment, not a cramped design buck," says Larry Erickson,
Mustang convertible chief designer. "The Mustang convertible's
interior is a perfect example of an aggressive design treatment that
previously wouldn't have been approved, or even
reviewed.
"The clay modeling process is expensive, time
consuming and leads to more conservative designs because you're less
likely to go wild for fear of wasting time and money."
Thanks
to this liberating creative process and efficiency, the new optional
interior comes in at a great value – less than $500 – despite its
more upscale look and feel.
ADVANCED ELECTRONICS SPARK
INNOVATION
Mustang engineers also delivered great
electronics performance with a more efficient and capable electrical
system. That architecture allowed ample power for advancements in
Mustang's audio, anti-theft and
traction control systems.
The all-speed traction control
system takes advantage of Mustang's high-speed communication network
by using sensor information supplied by the engine controller and
the anti-lock braking system (ABS). The electronic throttle and
brake systems thus work in concert to reduce wheel spin.
On
dry pavement, the system allows more wheel slip under acceleration,
so you can still "hang it out" a bit when driving gets spirited.
When the system detects slippery conditions, it acts more
aggressively to help maintain greater stability.
On those
occasions when traction control isn't desired – such as a smoky
burnout at the drag strip – drivers can deactivate the system with a
push of a button conveniently located on the instrument panel's
center stack, just to the right of the gauges.
What's more,
advanced electronics were teamed with clever thinking to hatch the
Mustang's optional color-configurable instrument cluster – an
industry first. Drivers can create more than 125 different color
backgrounds to suit their needs or mood.
The system uses
three light emitting diodes – green, blue and red – projected
through "light pipe" fittings on the sides of the speedometer,
tachometer and vehicle operation indicator panel. An
automotive-first "mixing" technology allows customers to further
"blend" the primary colors to create more personalized
backgrounds.
Mustang's sophisticated electrical architecture
and significant reductions in LED prices led to this affordable
first. Ford engineers came up with the innovative idea when
reviewing concept instrument panels, including a supplier cluster
that cycled through single-color background options.
"Many of
our customers already were customizing their interiors with
different instrument panel features," says Dean Nowicki, Ford
Mustang electrical team leader. "The display showed us different
colors for single-color gauges – as we watched the colors change, we
began to think customers might like that option too."
MODERN MANUFACTURING
Production of
the Mustang convertible and coupe, previously the lone product out
of what had been Ford's oldest assembly facility at the Dearborn
Assembly Plant, is now done at the modern Auto Alliance
International (AAI) plant in Flat Rock, Mich.
AAI
is one of the most advanced operations of its kind, employing Ford's
new flexible manufacturing process that can build a rear-drive
Mustang and a front-drive Mazda6 on the same line.
AIR CARE
Some convertibles
add deflectors and interior screens to cut down on wind buffeting,
but the 2005 Mustang convertible has a smarter solution: Its
windshield header is flatter than on the coupe, providing an
aerodynamic lift to onrushing air.
The steeper rake angle
effectively re-channels air to better bypass occupants, making
normal conversation possible even with the top down at highway
speeds. By redesigning the rear seatback, air flow was better
directed up and out of the interior rather than into the folded
stack.