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by Christopher A. Sawyer > Contributing Editor The sixth-generation Mustang is so fundamentally different from the fifth that other than the carryover power- trains, just a handful of fasteners and other small items are common between the two cars. A notable change is the switch to an independent rear suspension from the traditional live axle, though a large number of less-conspicuous parts received significant updates and revisions. The result is a Mustang that is more focused and capable, and that has a higher technology content than any of its predecessors. An increase in the amount of high- and ultra-high strength steel, hydroforming and laser welding makes the coupe's body-in-white lighter, 28% stiffer in torsion (the convertible model is 15% stiffer), and improves crash performance. According to Mustang chief engineer Dave Pericak, "The base EcoBoost fast- back is pretty light at 3,524 lb., and the weight increases for the V6 and V8 models are just 6 and 87 lb., respec- tively, despite the addition of a more complex rear suspension, a doubling of the number of airbags, increased crash protection, and more standard equipment." Aluminum content also has increased, and includes the inde- pendent rear suspension's knuckles and control arms, the rear axle housing on automatic transmission-equipped cars, front brake calipers, and the front fenders and hood. In addition, replacing the individual front cross members of the previous car with a single, non- isolated front subframe not only reduces weight, it provides a more stable base for the new dual lower ball joint MacPherson strut front suspension while reducing mass. Says Mustang vehicle engineering manager Tom Barnes, "The stiffer structure means it's much less likely that the suspension mounting points are going to move in relation to one another under load, which has allowed us to tweak a number of things." Anti- squat, anti-lift and anti-dive resistance has been doubled on each axle, and the suspension bushings and spring and damper rates have been revised to take advantage of the stiffer mountings. New steering rack mounts work in unison with the double lower ball joint front suspension to increase steering precision, and allowed engineers to make more nuanced boost level changes in the electric power steering system's driver-selectable settings. "The front suspension design," says Barnes, "reduced the offset that would have been necessary to clear the larger front brakes with the old suspension design." Plus, the increased number of ball joints improves the suspension's freedom of movement in multiple planes of travel without increasing ride harshness. 2015 MUSTANG: TRADITION MEETS TECHNOLOGY Global sales and tough competition push the Mustang to adopt technology that formerly was unaffordable, but now is indispensable. u The 2015 Mustang's stiffer, lighter structure, double lower ball joint front and independent rear suspensions, and driver-selectable steering and drive modes finally allow it to live up to the promise of its styling. AD&P; > November 2014 > FEATURE > 2015 Mustang: Tradition Meets Technology > Christopher A. Sawyer 30