Mustang looks fast standing still

The planets aligned, the thunderheads wafted away, and for two precious days, we galloped around topless in the 2010 Ford Mustang GT convertible.

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The 2010 Mustang's lower, more-aggressive stance makes it seem ready to charge. The dropping fender line running into the belt-line kick-up and rear haunch give the impression of an aggressive animal.

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The 2010 Mustang's lower, more-aggressive stance makes it seem ready to charge. The dropping fender line running into the belt-line kick-up and rear haunch give the impression of an aggressive animal.

Reborn for the 10th time since 19641/2, our ragtop was the newest of the longest-living (45 years) pony car, a 1970s-inspired style atop a revised platform introduced in 2005.

Our GT was called a "dream car" by a friend; all liked its edgier exterior, better-built interior and 315-horsepower engine.

The 2010 'Stang has a more aggressive face with a higher, edgier bumper, pointed nose (very '70s) and lower intake flanked by winglets. Hooded main beams and turn signals are inspired by the 1970 Mustang, fog lamps flanking the first new Mustang emblem since 1964.

All convertible sheet metal is new, the squared-off power dome hood working well with edgier fenders while hiding windshield washers. Flat-edge flares frame 10-spoke alloys wearing grippy 19-inch Pirelli rubber, an inch bigger.

There's a hint of classic Mustang rear fender vent on the doors, and some 1970s Mustang on the rear fender line. The angular new tail hosts three-lens taillights with sequential LED turn signals.

Steel exhaust tips are neatly incorporated into a lower bumper, while a small spoiler looks tacked on. The doors' lower edges weren't flush with rear fenders, although fit and paint were well done.

The result -- more aggressive, sportier, prompting observers to say, "It's gorgeous," and a neighbor to call it, "Sweet!"

The familiar dual-cowl dash design dates to 1964, but a new seamless one-piece padded design cradling alloy-finish panels with chrome-ringed (140-mph speedometer and 8,000-rpm tach flanking gas, temperature, battery and oil pressure) classic Ford-font gauges.

My Color features 125 color options for gauges, and color changes for gauge trim rings, cup holder, foot wells, door handle accents and the Mustang name on the door sills.

Saddle leather seating had contrasting stitching, the driver's with six-way power bottom adjustments and wimpy lumbar, but manual seat rake. It was comfortable, but more side support was needed.

The steering wheel only tilt-adjusts, but its thick leather-padded rim was a great way to guide this stallion, stereo, cruise and SYNC Bluetooth cellphone buttons at hand. SYNC's voice command was easy to use for phone, MP3/iPod (inputs under armrest) and Bluetooth audio use. The 500-watt AM-FM- six disc CD-Sirius Satellite Shaker audio system truly rocked, heard even top down at highway speed.

The power top seals in the rain, well finished and fairly quiet inside at speed. Unlatch two windshield header catches, then it drops in 20 seconds, its leading hard edge becoming a pseudo- tonneau cover. But the soft tonneau cover is a pain to use with clumsy clips and elastic bands, and sits high.

Overall interior look was great, main dash fit and finish good, but there was a gap on the steering column, and the brake pedal trim fell off. Back-seat room was tight, but I fit two 14-year-old boys there for a paint ball trip. The trunk was roomy, the opening narrow.

The 2010 Mustang 4.6-liter V-8 gets an added 15 ponies thanks to a Bullitt-designed cold-air induction system, an alloy strut reinforcement making the engine bay look the business.

With a five-speed automatic, 60 mph came in 5.8 seconds for our 2,100-mile-old tester, minimal wheelspin at launch as grippy Pirellis put power to pavement with clean shifts -- love the exhaust snarl! Mileage on regular (tuned for it) was a dismal 13 mpg.

With springs, stabilizer bars and shocks modified thanks to the Bullitt, the ride was comfortable, with chassis wiggle over bumps felt in the steering wheel and seen in the mirrors from chopping off a roof, reinforcement notwithstanding. Add Pirelli rubber and we had substantial grip and great handling in turns -- understeer in, then throttle eases the tail out for a neutral exit with minimal lean.

Despite a beam axle and some chassis flex, nothing upset the rear end unless there was a bump midturn, when we had some bounce. Turn stability control off and let power oversteer play since it's very pointable by throttle. The disc brakes worked fine, pedal feel a bit soft, with early fade after a few hard uses. Top down, wind control was good.

With a 210-horsepower base model, 315-horse GT and 540-horse Shelby GT500, there really is a "steed for every need."

Reach Morris News Service auto writer Dan Scanlan at (904) 359-4549 or dan.scanlan@jacksonville.com.