Why the 2005 Mustang Used the D2C Platform Instead of DEW98
When the 2005 Ford Mustang rolled onto the scene, it wasn’t just another model year update. It was a thunderous return to muscle car glory, a total redesign that merged retro looks with modern engineering. But beneath the bold bodywork and roaring engines was a new platform that helped define the Mustang’s performance and price point for years to come. It was called D2C, and its selection over the more premium DEW98 platform sparked plenty of curiosity among enthusiasts.
So, why did Ford choose D2C instead of DEW98, the architecture that had already proven itself in models like the Lincoln LS and Jaguar S-Type? The answer lies in cost, complexity, and staying true to the Mustang’s spirit.
The DEW98: Great Tech, But a Pricey Fit
Let’s start with what the DEW98 actually was. Developed in the late 1990s in partnership with Jaguar, the DEW98 platform was a rear-wheel-drive architecture engineered for comfort and control. It featured sophisticated independent rear suspension (IRS), a low ride height, and a refined chassis design. You could find it underneath the Lincoln LS, the Jaguar S-Type, and even the eleventh-generation Thunderbird.
From a driving dynamics perspective, DEW98 was a winner. Cars based on it were smooth, confident, and more in line with European sports sedans than anything Ford had previously built in-house.
So why not use it for the Mustang? It almost happened. Early in the planning stages of the fifth-generation Mustang, Ford’s engineers considered using a shortened version of DEW98 for the pony car. According to Motor Trend, there were prototype Mustangs riding on DEW98 underpinnings as late as 2001.
But there were problems.
First, the cost. DEW98 was expensive to build. The independent rear suspension, multi-link geometry, and high material content were not cheap. The Mustang has always been a car built with value in mind. Performance needed to be accessible, not just aspirational. Loading up the bill of materials with high-end components would have pushed the price tag well above the Mustang’s traditional sweet spot.
Enter D2C: Purpose-Built and Mustang-Ready
Instead of adapting DEW98, Ford created the D2C platform, short for “D-class 2-door coupe.” D2C wasn’t entirely from scratch. It borrowed some front-end architecture from DEW98, including the front strut towers and basic engine bay geometry, but it ditched the expensive bits like the IRS and instead utilized a solid rear axle.
That solid axle decision was key. While not as smooth or refined as an IRS setup, it had advantages that Mustang purists loved. It offered better straight-line strength, easier drag-strip tuning, and lower overall cost. It also stayed faithful to the Mustang’s heritage. Every Mustang since 1964, with the exception of a few Cobras, had used a solid rear axle. For many fans, this was part of the formula.
The D2C platform gave Ford what it needed: flexibility, affordability, and a layout tailored for a rear-drive coupe. It allowed the 2005 Mustang to come in at a base price just over $19,000, which was a steal compared to the prices of European coupes at the time. Even the V8-powered GT stayed under $25,000, which helped fuel its massive sales success.
Engineering for the Real World
Critics at the time debated whether ditching DEW98 in favor of D2C was a step backward. After all, wasn’t Ford trying to make the Mustang more modern? But Ford’s engineers had a different goal in mind. The Mustang wasn’t chasing BMW. It was chasing burnout glory, raw torque, and Saturday night street pulls.
And the proof was in the performance. The 2005 Mustang GT, with its 300-horsepower 4.6-liter V8 and well-balanced chassis, was faster, stiffer, and better handling than the SN95 generation that came before it. The D2C platform gave it a long wheelbase and wide stance that improved ride quality and reduced body flex.
Even though it lacked the IRS sophistication, the new Mustang had a confidence and presence that made it feel like a muscle car reborn.
Legacy of the D2C Decision
Choosing D2C over DEW98 shaped the Mustang’s trajectory for the next decade. It kept the car affordable, tunable, and true to its roots. It also allowed Ford to build a platform dedicated specifically to one car. That kind of purpose-built approach is rare in a world where modular architectures often stretch across multiple models.
Interestingly, Ford would eventually bring IRS to the Mustang in 2015 with the new S550 generation. By that time, customer expectations and performance benchmarks had shifted, and Ford was ready to push the pony car into a more global arena.
Still, for 2005, D2C was the right call. It let the Mustang shine without losing what made it iconic in the first place.
In the end, Ford’s engineers didn’t just choose a cheaper platform. They chose a smarter one that was built around the car’s identity, not just industry trends. Thanks to D2C, the 2005 Mustang didn’t just look like a classic. It drove like one too, with a modern twist.
