Acceleration performance is improved for 1999. Power from the Mustang GT's V8 engine is up 35 horsepower (and 10 foot-pounds of torque) over last year. The GT's revised 4.6-liter sohc modular V8 engine produces 260 horsepower at 5000 rpm, with 302 foot-pounds of torque at 4000 rpm. The engine features new camshafts, new intake manifold runners, and larger valves, for improved air flow above 3000 rpm. A new coil-on-plug ignition system replaces the previous distributorless system for higher energy spark.

Power from the standard 3.8-liter split-port V6 engine is up substantially as well, rising from 150 horsepower to 190 horsepower at 5250 rpm with 225 foot-pounds of torque at 3000 rpm.

The drivetrain has been improved with a recalibrated 4-speed automatic transmission for smoother upshifts. The 5-speed manual transmissions are carried over from 1998, with the V6 using the T-5 and the V8 using the T-45, both now sourced from Tremec. All models, regardless of engine or transmission, get a 3.27 :1 rear axle ratio. Both gearboxes shift smoothly and mate well to an engine that features a flexible powerband and sufficient strength to take high-rpm shifts for the life of the car.

Traction control is a new option for 1999. The Bosch system works at all speeds to reduce wheelspin. Whenever wheelspin is detected, the system retards ignition timing, cuts fuel flow, and activates the brakes at one or both drive wheels, in that order. The driver can turn the system off with a console switch.

Most of the raw edges and choppiness of the Mustang's old suspension behavior have been smoothed out. Engineers retuned the rear suspension for improved compliance by increasing suspension travel. This reduces ride harshness. The GT now has linear-rate springs, up in front to 450 pounds per inch. At the rear, the old springs were swapped out in favor of 210 pound per inch linear-rate springs. These decrease the Mustang's well known ride stiffness and improve steering feel and response.

The steering is more direct and more positive than previous Mustangs. A revised boost curve gives the steering more linear response and better on-center feel. The turning circle has been reduced by three feet through changes to the steering rack, the lower control arms and front stabilizer bars.

The braking system got a thorough going-over, which it needed badly, with new aluminum twin-piston front calipers that not only whack 10 pounds off the front of the car, but also result in much improved pedal feel. A new master cylinder design offers an improved brake pedal ratio of travel to brake force and improved pedal modulation. ABS is still optional for 1999 and must be ordered to get the traction control system.

The Camaro and Firebird are slightly more powerful than the Mustang GT (by 45-70 horsepower). But the new Mustang GT is quieter, rides better, and offers better interior ergonomics and quality than the Camaro and Firebird. The Mustang GT is also less expensive than either of the GM pony cars by several thousand dollars. Those advantages make the Mustang GT the best all-around car in its class.