Nor is there a powertrain concern when slogging around town. The '03 has workable off-boost torque that responds nicely to short shifting. We habitually shifted the car at 3,800 to 4,200 rpm-that's at least 2,300 rpm short of redline-as much more gets you to felony fast in two gears. We also like to skip gears as traffic and terrain dictate, and that's no problem either because the '03 has the torque to do it. Furthermore, the intermediate Fifth gear is perfect on secondary roads where speeds hover around 55 mph. And there's still the ghost rider's Sixth gear for the open road.
Where the Cobra falls short as a street car is in the seating position. Given heavily bolstered buckets-and our equally well-padded posteriors-we either had our hair in the headliner or our knees wrapped around the steering wheel. All that bolstering pinches in the seat bottom, and while cheek shifting around that, you'll also notice the shifter is-to quote George Lucas-"far, far away." Then, as always in every Mustang built since 1973, we tried to adjust the seat farther back five times before convincing ourselves that there simply wasn't any more legroom. Laying the seat back down one notch more than normal helped fit the legs and torso but moved the shifter even deeper out of reach. What's more, we found the heavily upholstered street Cobra left little room between the seat and door-the electric seat controls are thus on the front of the seat cushion. On the whole, the ergonomics are awkward, forcing the driver to conform to the car and not the other way around. [It's not so bad for those of us in the audience clocking in under six feet.-Ed.]
Much nicer are the Cobra's well-weighted control efforts. Only the clutch is heavy-the brakes are normal and the steering is pleasantly direct. The general sense of responsiveness from the helm is satisfying at street speeds. Taking more acclimatization was the shifter. It's precise enough fore-and-aft, but it's slightly vague, moving left or right through the closely spaced gates. Reverse seems especially nebulous.
Toss in the hood bulge and a shorter driver and the Cobra becomes a bit ponderous around town. Seeing to the right over the hood can be a minor challenge, and the car's 3,665-pound weight means there is some inertia to account for during each launch off a traffic light. As with all Mustang fastbacks, the '03 is a bit blind in the rear quarters. Bottom line: the '03 is civilized; it's capable around corners; it has an especially plush ride; it's inoffensive to innocent bystanders; and it goes like a bomb when asked to.
And then there is the Cobra R, snorting between stoplights like a bass between a rowboat's ribs. Actually, the R is rather streetable, but with the heat boiling, the exhaust talking, and you reaching for the stereo power switch and A/C knob for the third time in five minutes, it's not most at home between stoplights.
Toss temperature and tunes aside, and most everything else is actually better in the R. The Recaro seats make a big difference. Offering more rump room, and with thinner, firmer bolstering, there's suddenly more space everywhere in the cockpit. Only the shifter remains too far away-a family trait of T56-equipped Mustangs.
The clutch is lighter, being straight out of the naturally aspirated '99 Cobra. Steering precision is a major step ahead of the '03's-and any other Mustang for that matter. That means steering and shifting are remarkably easier and more pleasurable in the R than in the '03. And the engine is no bad guy. It positively rages when unleashed, but it's a smooth idler if you'll accept a lazy, 200-rpm rise and fall. It's an easy starter with no driveability issues.
Cockpit noise is an issue in the R, however. The thin insulation lets in plenty of tire noise, especially from the rear. And while the exhaust is exciting, it's right there with you all the time because it exits just behind the doors, and the windows are almost always open for ventilation. We also sensed a fair amount of general noise from uninsulated body panels. All told, it's loud enough inside that conversation is best done at stoplights. And don't forget there's no back seat in the R, so it's just you and a good friend.