Many great Mustangs have been produced in the past forty plus years, so it might seem presumptuous to call the new Mustang GT the best ever. Some might dispute best ever laurels, but I challenge anyone to spend a week driving one and then decide. The proof is in the driving.

I spent two weeks in new Mustang GTs, a week each in the convertible and coupe. I covered almost a thousand miles of every type road and traffic condition western Washington has to offer.

I've owned many exciting Mustangs including a '66 Shelby GT 350 and a '70 Boss 302. I've driven virtually every new Mustang since 1975. From that vantage point I have to say the new Mustang GT easily tops them all.

The new Mustang succeeds on so many levels, but it's all-around competence that stands out. Compromises are minimal. Any shortcomings are as much a function of car type (sporty 2+2 fastback or convertible) as production flaws or cost-cutting measures. Factor in the Mustang's very attractive pricing and it's hard to find fault.

The Mustang design team did a superb job blending traditional Mustang styling cues with a contemporary sporty car look. All this slick design work would be wasted if the mechanicals didn't meet similarly high standards. The second you fire up the 4.6-liter SOHC 3-valve engine you know this isn't some styling-only poser.

In a heritage sense the 4.6-liter V-8 is similar in displacement to the early 289 V-8. 4.6-liters translates to 281 cubic inches. In technological terms the new engine is far superior.

Thanks to its aluminum block the new 4.6-liter V-8 weighs 75 pounds less than the previous generation V-8. The 3.55:1 gears in the 8.8-inch limited slip rear end provide good off-the-line acceleration without being annoying at highway speeds. Stopping prowess is good thanks to 12.4-inch front rotors and 11.8-inch rear rotors.

There are two five-speed transmissions - manual and automatic. The Tremec 3650 manual gets our vote for fun and ease of use. The shifter has smooth, short throws. Clutch engagement was very smooth, also.

Ford retained the old live rear axle, but a new 3-link/Panhard bar rear suspension does a great job of keeping the rear tires planted. It may be a solid axle, but it handles almost as well as an independent rear suspension. Cowl shake is virtually nonexistent even in the convertible. Body/chassis rigidity is excellent.

Interior comfort and amenities were great. A longer wheelbase results in extra interior space. For the first time in many years the driver's seat goes back far enough for tall people. The seats look retro, but are supportive and comfortable. The interior is quiet and the sound system is excellent. Even the convertible was surprisingly quiet regardless of whether the top was up or down.

Whines: Interior storage bins are smallish. Cupholders are mediocre. The deep gauge tunnels can hamper readability in certain lighting conditions. Our biggest complaint is the central location of the plus-sized emergency brake handle. It interfered with ignition access.

Bottom Line: I get to drive a lot of great cars, but the Mustang GT is one I would actually buy. I prefer the coupe to the convertible because it's more affordable and more practical with its fold down seats and trunk pass-thru. Both GT Mustangs are incredibly fun to drive whether on weekend trips or daily commuting. The styling is great; quality is first rate and prices are quite reasonable. In my opinion, those qualities make the new the Mustang GT the best ever.