May, 2008

Used Car Review: 1999 Ford Mustang

Shopping for a new daily driver or maybe a mean-on-Sunday hotrod? Even those just looking for cost effective transportation could consider the '99 Mustang.

Superficially 1999 looked like a very good year.

Sure, the so-called Y2K computer bug threatened to bring the world economy to a screeching halt.

But the stock market was roaring in the throes of the easy-money dot-com boom, and the world's most profitable carmaker, Ford Motor Company, recorded profits of $7.2 billion.

Ford sold 5 of America's top-10 vehicles for ninety-nine, relying heavily on full-size F-Series pickups.

In a survey at Kelley Blue Book (www.kbb.com) Americans selected Ford Mustang as their all-time favorite car.

The U.S. Postal Service issued a Mustang stamp, featuring the 1965 car.

With champagne corks popping in celebration of pickup/SUV sales, few noticed Ford's neglected critical product development in the bread and butter of the automobile industry: cars.

Chairman William C. Ford Jr. and the newest in a succession of revolving door Ford CEOs, Jacques Nasser, were riding high.

The Nasser strategy, also employed by Carlos Ghosn at Nissan, involved aggressive cost-cutting in the supply chain. Modern cars are built from sub-assemblies completed by contractors who which historically existed to absorb downside risks. Nasser decided to call in markers and squeeze parts suppliers, using the cash for an ambitious buying binge, moving Ford away from its base in affordable cars toward a larger role in luxury vehicles and consumer goods.

Ford's Premiere Auto Group plan, calling for consolidation of the auto industry around a nucleus centered on Ford, found few critics. Management should have recognized that Jags, Volvos, and Land Rovers could not just be Fordized.

Like the Y2K marketing scam and dot-com financial bubble, flaws in this strategy should have been obvious.

Mr. Nasser neglected leadership skills needed to float his plan, which needed significant concessions from labor, suppliers, and dealers to have any hope of success.

Unions hated Jac, so contract negotiations, historically easy at Ford, stalled.

When there is labor trouble in Detroit, worker sabotage of production line quality increases, increasing pressure on plant management to push compromised cars out to dealers.

Safety and reliability and safety ratings of 1999 Fords tanked, taking the Mustang with them.

Dealers also failed to feel the love, complaining about declining product quality, and resisting the new Blue Oval certification program.

Supply chain executives also fought back, cutting quality along with price.

Benign Neglect: "Restyled" '99 Mustang

Mustang sales volume had been fluctuating around 125,000, plus or minus 25K, for several years. The SN95 generation (1994-2004) was 5 years old, and a major redesign was needed, but not forthcoming from Ford management focused on the "premium group" acquisitions.

Ford avoided significant retooling costs by giving the '99 Mustangs a superficial restyling, just enough investment to put pressure on GM's fading pony cars.

So the sheet metal makeover and horsepower upgrades were the principal changes from 1998.

The 1999 Mustangs' mechanicals were enthusiastically received by the media. Press-car drivers enjoyed the extra horsepower from both V6 and V8 mills.

Reviewers noticed a more solid feel in the Mustangs for 1999, noting reduced road noise, improved ride, and better steering feel.

But numerous mainstream automotive writers, generally favorable to the industry, found fault with the sporty Fords' new sheet metal.

For '99 Ford attempted to impose a cohesive "New Edge" design theme across the product line.

Sharp fender creases and more aggressive facial expressions were in, the SUV roadrage epidemic was in bloom. Mustangs' round lines, especially the coupe's unrevised Volkswagen-like curved roofline, stood in contrast, giving the car a schizoid appearance.

The interior and chassis was unchanged. A fake hood scoop and large plastic-lined C-scoop on each side behind the doors made the car look more aggressive.

High wheel arches encouraged buyers to favor the optional 17-inch wheels. The bling-wheel marketing fad was also coming on, distracting Americans and their automakers from focusing on the future.

Ford Mustangs sold in 1999, except Cobras, wore 35th anniversary badges on their fenders.

In what had come to be a Mustang tradition, Ford also put out a 35th Anniversary Series limited production special, with only 4,628 cars built.

In addition to the badges, a raised hood scoop, extra plastic rear deck wing, black honeycomb deck lid, aluminum shift handle, embroidered leather seats, and other cosmetics signified a 35th year special edition Mustang.

While these numerous special edition Mustangs may seem like marketing mistakes, they weren't. At the time they were used to distract media attention, and potential buyers, from GM's struggling ho-hum Camaro/Firebird, which were discontinued in 2001.

Buyers were not fooled: the restyled 35th anniversary pony was a sales disappointment: model-year-over-year sales volume was flat. Only 133,637 1999 Mustangs were sold in the USA.

Today you will find sellers wanting a premium for the special edition anniversary cars, which sold for a $2695 markup when new.

I recommend focusing on the mechanical integrity of the specific Mustang and ignoring the specialty trims. I'd pay for maintenance history and preservation, not the factory's cosmetic marketing gags.

Trims: Coupe/Convertible, V6/GT

Mustang '99 - Production by trim;

1. Base Coupe: 73,180
2. Base Convertible: 19,299
3. GT Coupe: 19,634
4. GT Convertible: 13,699
5. Cobra Coupe: 4,040
6. Cobra Convertible: 4,055

1. Black UA 24,923
2. Crystal White ZR 18,907
3. Laser Red E9 18,249
4. Silver YN 15,969
5. Rio Red E8 13,956
6. Atlantic Blue K6 9,639
7. Dark Green Satin FU 8,761
8. Chrome Yellow BZ 6,811
9. Electric Green SW 6,372
10. Bright Atlantic Blue K7 1,048

What is important here is that base (V6) coupes in black and white make up a substantial majority of the used market inventory. If you prefer a bright Atlantic blue 1999 Mustang ragtop pickings will be scarce.

In the late 1990s, the more expensive convertible was again fading, coupes represented about three quarters of sales.

But, in my humble and entirely subjective opinion, the 1999 restyling made the convertible the better looking Mustang. With the top down, the car's styling contradictions seem to fade.

Convertible trim added $4,600 to the Mustang's price back in '99.

On the used car market, the price premium for ragtops has faded, making them a good prospect for those not focused on performance. The lack of chassis rigidity makes drop-tops poor candidates for hotrod projects.

GT models can be distinguished from V6 equipped cars by fender badges, fog lamps, wheel size, and larger exhaust pipes. Sheet metal is identical on all 1999s.

The horsepower upgrade (details below) makes the 1999 V6 pony a viable alternative, though the vast majority of used Mustang shoppers seek V8s. Unless actual street racing is part of your lifestyle, the cheaper to insure and fuel base cars should be considered.

Ford offered a $310 V-6 Sport Appearance Group, including a plastic rear spoiler and alloy wheels, on the '99s. Many V6 Mustangs on the market in 2008 have been upgraded with larger wheels and exhaust systems to resemble GTs.

Mustangs' traditional weak area - handling - was addressed by changing front and rear spring rates, which accounted in part for the improved driving perceptions.

1999 Powertrains

Rear track width was increased by 1.4 inches, and Mustang's transmission tunnel raised 1.5-inch, to reduce chronic suspension bottoming on hard driving in prior models.

Power steering boost was reduced to tighten feel, and a tighter turning circle was implemented for '99. The turning circle was cut from 40'- 1" to 37' for V6 ponies, and the GT went from 40'-8" to 37'- 11 ", improving maneuverability.

The solid rear axle, long Mustang GT's Achilles heel, was retained in the 1999's despite pressure from sports version enthusiasts for an upgrade. Drag racers liked the durable differential and fixed axles just fine. '99 Cobras rode on a supplier-built independent rear suspension, but the experiment was short-lived.

The live rear axle, already notably skittish on rough pavement and loose on wet or icy surfaces, was retained on non-Cobra trims, with higher 3.27:1 axle ratios standard for both engines. This pleased performance oriented first owners, but the higher ratio means more fuel consumption and more piston travel per mile - lowering engine life on the '99 Mustang.

'99 V6 Engine

The 1999 Ford Mustang "base" V6 powered coupe and convertible alike.

Mustang's standard motor for '99 was a 3.8 liter (3,797 cc) split port V6.

A significant 40 horsepower increase over the 1998 six (150 hp to 190), changed the character of the plainer ponies.

But this is not the dream six that should have been in '99 Fords.

BMW and Nissan had shown that modern 6-cylinder mills could efficiently power sporty cars.

Ford's six was a pushrod actuated, cam-in-block, overhead valve design with just two valves per cylinder.

To tweak the old design for the additional push, "split-port induction," a freer-breathing intake manifold with two runners for each cylinder was designed. New heads and pistons were also used.

Revised aluminum main and thrust bearings and a contra-rotating "balancer" shaft to correct the shaking of the predecessor six, completed the engine upgrade package.

V6 models represent nearly 70% of the Mustangs available on the market today.

Ford Mustang's V6 was EPA rated 17 city/25 hwy with automatic and 17 city/27 hwy with manual transmission.

Modular V8 GT Engine

Mustang '99 GT motors also got a going-through.

Ford's modular Single Overhead Cam (SOHC) V8, in Mustangs since 1996, is a relatively modern engine. Many minor changes each year, poorly documented by the factory, and two different plants (Romeo and Windsor) building similar but not identical motors, mean that generalizations are difficult.

This engine was specifically designed to pass emission tests without a power robbing "smog pump."

For 1999, the Mustang's 4.6-liter cast-iron block two-valve/cylinder version got new cams, bigger valves, "performance improved" (PI) heads, and a revised intake manifold, adding 25 hp for a total of 260.

A new ignition coil over plug system produced higher spark intensity. This change proved troublesome, incurring additional damage, along with fuel rails, when Ford's modular motor began spitting out spark plugs after about 60K miles.

While less than 1% of 1999 V8 Mustangs have had plug spitting problems, some cars have a higher risk.

In 4.6 V8's that have ever run a supercharger, or have been otherwise rodded, head damage from loose spark plugs could be present.

I would shy away from all racer-type prior owners.

Mustang '99 (97-2004) buyers with high-performance plans should read up, ideally including the factory's elusive TSB, on the modular spark plug blow-out problem.

Ford recommends spark plug replacement at 100,000 miles, but many GT owners have taken to re-torquing plugs, to exactly 13 ft-lbs, with every oil change.

On some modulars in ninety-nines, nylon-composite intake manifolds developed cracks in the coolant crossover passage that leaked antifreeze into the engine. Enough Mustang GT owners experienced this issue that a class action suit against Ford was filed, and eventually settled in 2005.

Ford agreed to extend warranties for this defect for 7 years, but only "Settlement Class Members" who applied by a deadline in 2006 are eligible.

Ford engineers, focused primarily on emissions and fuel issues, spent some time on handling and performance for the '99 pony.

But power to weight ratios fell as the new body weighed 600 lbs more. A base V6 coupe weighs 3124 lbs. A convertible adds another 140 lbs.

V8 Mustangs were EPA rated at 15 city/22 hwy with either transmission.

GT models for '99 typically tested 0 to 60 mph in 5.5 seconds and 1/4-mile in 14.1 seconds and 100.2 mph in magazine testing. Quick but not awesome.

Mustang performance people lamented the demise of the old 5.0 liter overhead valve engine. Buyers seeking an inexpensive hotrod might want to look at newer Mustangs and Cobras with aluminum 3 and 4-valve modular engines, or go back to an easily and cheaply modified 5.0.

Bolt-on superchargers are very popular today, despite the durability issues they impose, often on subsequent owners. I wouldn't touch a car that has ever been after-market supercharged or has been anywhere near a nitrous bottle.

Stock engine internals just won't hold up under the increased pressure from these mods.

The '99 two-valve modular used composite pistons which proved fragile under detonation and blower pressure. A majority of the spark plug blow-outs were on supercharged mills.

Thirty-five percent of '99s delivered with five-speed Borg Warner manual transmissions, with production outsourced to Tremac for 1999.

Sixty-five percent of '99 Mustangs run the optional "4r70w" four-speed electronically controlled automatic.

Different manual gearboxes were supplied for sixes and eights - the V6 got the Tremac T-5 while the V8 employed the T-45.

The manual five-speed (5th gear overdrive) transmission is notchy and stiff, with long throws and heavy clutch feel.

For 1999 traction control, which most rodders disdain, was an option. Subsequent Mustangs had it standard.

Quality in '99

Even the snazziest, fastest Mustangs are assembled by a union workforce using parts sourced from plain-jane Fords.

Ford's ancient Dearborn Assembly Plant, in the Rouge complex, built the 99 pony.

First operated in 1918, the plant built 6.7 million Mustangs, and something like 160,000,000 total vehicles, before being closed in 2004.

Mustang production then moved to the more modern AutoAlliance International in Flat Rock, Michigan, where Mazdas are also put together.

The Rouge was a 19th century style vertically integrated industrial facility, starting with raw materials coming off ships and trains, stamping body parts, and casting engine blocks from molten steel.

This dark and dirty atmosphere, with poor ergonomics, horrid heat, and long shifts, combines with production quotas - workers cannot halt the line to fix mistakes - to create a quality-challenged work environment.

It's hard to see how Jac Nasser and William Clay Ford focused on pursuit of Jaguar and Land Rover - built in Britain in similar obsolescent production environments - rather than attempting to catch up to Toyota's slick-as-glass U.S. production processes.

As a result, Mustangs assembled in 1999 are prone to chronic rattles, leaks, vibrations, and general quality concerns.

Inspection

This is a low priced mass produced automobile with numerous chronic issues. A very careful inspection can eliminate cars likely to be issue-prone. There are millions of Mustangs on the used car market, scratch any with high mileage or evidence of problems.

First do a CARFAX VIN check, many sellers will provide this.

To me this history is critical.

Low mileage Mustangs that have never been modified are the best used cars.

Many owners of pony cars will customize or hop-up their cars. Buyers of pre-owned Mustangs should look carefully for modifications.

I would walk away from any '99 V8 that has ever been supercharged. As mentioned above, 2-valve modulars weren't designed to be boosted. Original equipment clutches and rear ends will fail under increased power.

Ninety-nine Mustangs are approaching a decade old, and typically average around 100,000 miles, Try to verify odometer mileage against Carfax and owner's documents, more is better. Many Ford odometers will stick around 120K miles.

Walk away from any Mustang with a mileage claim discrepancy

Exterior

At this age garage queens will look very different from outdoor cars. Oxidation on plastic bumpers and rubber weather stripping around window glass tells the tale.

Loose plastic edges around headlights suggest hasty body work, as do repaint marks and irregular panel gaps.

Many cars, notably Chrysler products, had paint issues in the 1990's as EPA paint content rulings tightened.

Look for pin holes and clear coat delamination. Mustangs not kept waxed will have dull oxidized finishes.

Feel along the edge where the hardtop joins the ascending rear beltline for paint bubbles, blisters, and other irregularities.

Is this a rust belt or ocean proximity vehicle?

Inspect plastic bumpers for cracks and road hazard damage - replaced or repainted plastic suggests hidden body work.

Interior

This is really NOT a family car.

First try the car for fit, getting in and out several times.

Is it too small for you and any passengers?

Seat track travel was increased over the 1998 due to many owner complaints, but when the front seats are slid back, forget sitting in back.

The back seat is designed perfectly for 3-foot tall skinny green guys from Mars.

Large adults should notice the difficulty on entrance and exit, as well as tightness and headroom in the cockpit.

Do you eat/drink on the go? The ninety-nines generated a huge number of user complaints about shallow and misplaced cup holders. In manual shift cars, the shifter knocks cups over. Check 'em out with your favorite cup size.

Interior wear, especially on the drivers seat left side bolster, weatherstrip, carpet near the gas pedal, and door sill kick plate should be consistent with mileage.

More clues as to true mileage come from driver's door and ignition area key scratches, door panel wear, cracked leather, and stretched cloth seats.

Are there signs of water damage, especially in a ragtop?

Sniff with A/C and heater on for musty odor from condensation in ducts. A faint odor of antifreeze is usually a leaky heater core.

Mustangs built in 1999 were plagued with driver's window tracking problems. Work all doors, windows, latches, and hatches repeatedly.

Look at the drivers door, these Fords have weak door hinges. The lower hinge has metal bushings which are shimmed with a plastic or nylon inner. There should be no vertical play in the door when lifted.

Seatbelt retractors commonly fail to rewind belts, inspect both front belts for general integrity and this very annoying issue.

In the trunk lift carpet to examine sheet metal for rust or body work.

Once you are satisfied that the pony is cosmetically acceptable, open the hood.

Check the oil, looking for milky streaking on the dipstick, indicative of antifreeze leaking into the block.

Look to see if the nylon coolant crossover, where the upper radiator hose connects near the alternator, has been replaced with an aluminum variant.

Antifreeze leaks were more common in the '96-98 Mustangs, but used 1999's should still be inspected with cooling system integrity in mind.

When You Test Drive the '99

Owners/salespersons who object to a thorough test drive and inspection when you are a serious qualified buyer are a reason to walk away.

Highly recommended is Ford's eight speaker "Mach 460" (460 watt) sound system, a $395 option when new. Before starting the engine, test the stereo and CD, turning the bass all the way up and the fader to the rear, then turn it off. Salesmen will try to get buyers to test drive the stereo.

This system has a tendency to blow rear amps and fuses, the boom boxes in back should work.

Before moving, start the cold engine with doors and hood open, listening for noise.

The check engine light should be on when the ignition is turned on, but off once the motor starts.

In the GT, listen for the 4.6 V8 to make a steady ticking sound, possibly a loose spark plug vibrating in the head. A rhythmic hissing noise is likely air leaking around loose plug, another hint of a plug issue.

Smart hot rodders will apply temporary fixes, helicoils and ect, and promptly sell a V8 Mustang that begins throwing plugs - buyer beware.

Belt tensioner bearing squeal is common on cold starts, and some alternators will squawk when cold too.

Look at exhaust on start up, white color indicates leaking coolant, common on both V6 and V8 engines as Ford experimented with plastic parts in the cooling system.

Starting the car with the radiator cap off should not result in a back-surge or bubbling, signs of a blown head gasket. There should be no oil in the coolant or on the bottom of the radiator cap.

Be alert for electrical problems - the amp gauge should stabilize near the center of its range, regardless of load - radio buzzing, things turning on/off, or clusters of gadgets not working, like everything on one door.

Once underway manual transmissions should shift smooth and quiet with no synchronizer crunching. These tend to pop out of gear after 60K miles or so.

Brakes should not pull laterally and the pedal should not pulse - a sign of warped rotors.

Convertibles are inherently weak structurally, check for shaking over rough surfaces and creaking when pulling into steep drives at an angle. The top should not admit extra wind or light when the car is on an angle.

Convertibles have a tendency to develop shaking at speeds above 60 mph, don't settle for an around the block test drive.

At freeway speeds the manual transmission 5th gear sometimes makes a rhythmic groan as bearings wear, symptom of a tried gearbox.

While at speed test the cruise control, there was a recall for speed control servos and cables on some early '99s.

Make sure the test drive is long enough to heat the engine and oil fully. Watch that the motor does not run hot. Problems with the thermostatically controlled fan, often bad relays in the fan circuit, are common.

Back at the seller's location, put the warm transmission through the gears, automatics should not "clunk," V8 manual transmissions often have a sticky reverse gate.

Make a slow u-turn in the parking lot, listening for noises from the rear end.

Underneath the Mustang

I always bring my plastic ramps and creeper on any car inspection trip.

This is not for everybody, but it should raise the issue of thinking about the bottom side of a used car as much as the cosmetics topside.

Ford raised the car for '99 due to chronic underbody clearance and driveline bottoming issues in prior years. Custom Mustangs with reduced ride height will bottom on speed bumps and potholes. My '93 Mustang bottoms constantly, smashing exhaust tubes, and banging the hatchback, despite new heavy duty shocks,

Look for flattening of the exhaust just above the rear axle, worn rubber snubbers, and bent or broken muffler hangers and brackets. These indicate a careless prior owner.

Bring a bright flashlight to examine brake pads, feel rotors for smoothness and wear - there will be a "lip" on the outer edge and grooves on worn rotors.

Park the Mustang in a clean space and look under the warm car for leaking fluids, water from running A/C or defroster is normal, but no petrochemicals should be spotting.

Automatic transmissions should have no drops of redish fluid on the underside, pan bolts, or output shaft.

Also look where the tubes carrying transmission fluid connect to the radiator radiator - many 1997-99 Mustangs developed tranny-killer leaks there.

Irregular tire wear should put up a red flag immediately, what I'd prefer to see is a set of four decent quality tires with very even wear, fronts and rears roughly the same.

Conclusions

Back in '99 MSRP varied from $16,470.00 for a base coupe to $24,870.00 for a GT Convertible. Today there is a broad spread in Mustang prices, based on mileage and condition. Most of the depreciation has largely been squeezed out of what is now a nine year old car.

The Ford Mustang for 1999 is a better car than preceding years, especially the V6 powered versions. Those wanting to hop-up the car might be better off with a 5.0 liter (1995 and older), or a three valve modular V8 in a newer 'stang.

Buyers, especially young males, should get insurance quotes before buying a V8 Mustang. Likewise guys looking for a chick magnet should realize that a loud Mustang GT will draw 3 cops for every chick that even glances.