Ten million sold is McDonald’s hamburger numbers, and the Ford Mustang does tend to cast your mind back to the days of sock-hops, cruise-ins, and rock ‘n’ roll.
Or, if you’re like me, that was all a little bit before your time, but you still just like hamburgers.
The recipe is timeless: one all-beef V-8, a streaky-bacon stripe down the hood, two-plus-two seating that’s just big enough for your buns. Add in a blend of retro styling that’s balanced against the modern requirements of the wind tunnel, and the Mustang is a modern coupe with just enough cheesy nostalgia to be delicious.
This latest version benefits from both a facelift and a heart transplant (that’s a bit worrying. Maybe I should rethink this whole all-hamburger diet). Power is up, acceleration is quicker, and the Mustang’s been declared ready to become a
global phenomenon.
The question becomes, is this love of all that’s old holding the Mustang back from becoming something more fitting to our modern world? Or does this front-engine, rear-wheel drive throwback still have what it takes to stir up emotions, but still work as an everyday drive.
Design
As is common with facelifts of the human variety, sometimes things go well, and sometimes we should have just left nature well enough alone. The Mustang’s front nose had to be changed to keep looking fresh and new, but the old version was a bit more convincing.
However, this GT model is overall very convincing looking, fitted as it is with optional extras like a rear spoiler, offset stripe, large lower splitter, and quad rear exhausts. It looks much like the previous Shelby GT350, a car that was utterly lovable for curb presence, and cost a considerable premium over the standard GT.
Pick the colour that best suits your personality – I’d aim for a classic dark blue – and the GT is sharp-looking without being either as cartoonishly aggressive as the Camaro, or elephant-large as the Dodge Challenger. It’s still a bit larger than it absolutely needs to be, but remains on the Pony car side of the fence, rather than ballooning to full-fledged muscle car.
Environment
On the inside, the Mustang GT has a lot of pieces that it shares with its more mundane four-cylinder turbocharged entry-level stablemates. Some of the plastics used are downright cheap, but they are at least honest and uncluttered. Dodge and Chevrolet do a little better here, though the latter has some wonky ergonomics.
What is likable about the Mustang is that it boasts genuinely usable space. Your author was able to install two child seats without too much difficulty, and still have a reasonable driving position for my 5-11 frame. Space is far too tight in the back for adult passengers, but if you’re looking to take your foals out to the local cars ‘n’ coffee, there’s room here aplenty. Large, high-backed car seats suitable for grade-school kids fit better in here than in the back of a Porsche 911 (not that you’re cross-shopping, just as a comparison with one of the great 2+2 sport-coupes out there).
The trunk is also usefully large, though lacks tie-downs. Cabin storage space is also useful, and the car is overall comfortable. Rear seat access is a bit of a pain, and the combination of large seat bolstering and long doors makes getting into and out of the Mustang a bit of
a production.
Overall, however, this is a very livable coupe from an everyday standpoint. And then there’s the giddyup factor.
Performance
We live in a world where a Mustang V-8 revs to 7,400 r.p.m., while a Honda Civic Sport only manages 6,700 r.p.m. What a time to be alive.
Raising the r.p.m. of the Mustang’s 5.0-litre V-8 involved adding direct injection. Other updates to the V-8 raised compression slightly and boosted displacement by the use of spray-in cylinder coating. Total power is up to 460 horsepower at 7,000 r.p.m., and 420 foot-pounds of torque at 4,600 r.p.m.
That’s a lot, and the Mustang really gallops. A six-speed manual is available for the stick-shift purists, but the 10-speed automatic is even quicker. This is a pony car that runs mid-12-second quarter miles, right out of the box.
However, there’s no shortage of straight-line heroes these days, and the Mustang has always aimed to be a decent performer in the corners, ever since Carroll Shelby got hold of some of the first ones. This week’s tester had the optional performance package with 19-inch alloys and Michelin summer tires, as well as the upgraded magnetic suspension.
If you’re really into track-day performance, consider the new second-level performance package, as it comes with even better tires for not much more of a cost. As a blend of power and streetability, the base $47,288 GT probably has everything you need, while this tester’s blend of luxury options and performance upgrades give it the kind of grand touring appeal denoted by its badge.
Turn in is sharp, and the tail isn’t as squirrelly as you might expect. The V-8 is hugely flexible, with no need to rev it out on winding roads. Power comes on in a rush if you do, pulling strongly to redline as the V-8 bellows triumphantly from its quad exhausts.
The Mustang does, however, drive bigger than the Camaro. It’s not the tank the Challenger is, but it’s not that small. As you get used to the dimensions, the car shrinks around you, but it’s never quite nimble enough to feel like you could throw it into a corner and manhandle it out.
Instead, you treat the GT with a bit more respect, and it rewards with a pleasingly comfortable ride and long legs on the highway. This car has the optional automatic cruise control, which made it the ideal companion for a road trip out into farm country.
Once there, the GT was happy to gallop along deserted backroads, with a great soundtrack following. With space enough for luggage and the chance to haul along two growing gear heads, the Mustang managed to hit the Goldilocks sweet spot between the comfort of the Challenger, and the sharpness of the Camaro.
Would it have been just as fun with a little less horsepower and a little less curb weight? Probably, but this is a car bred for U.S. interstates as much as it is narrow back roads. The V-8 Mustang remains the best all-rounder on the market.
Features
At $60,000 with options, this car is one gourmet-priced fast food meal. Still, the GT will be a dream-car buy for most, and you can option it the way you’re likely to use it. The adaptive cruise control really takes the work out of highway driving.
Ford’s SYNC is uncluttered and friendly to use at this point, a simple solution to the infotainment question. Connecting a Bluetooth phone took only a few minutes, and there were no issues noted.
Fuel economy rates at 15 (litres/100 kilometres) in the city, and 9.1 on the highway. Check out that highway mileage: not bad at all for a big-power V-8 that loafs along contentedly until it spots some switchbacks.
Green light
Huge, charismatic power; great looks; useful enough for everyday.
Stop sign
Still a bit large; interior has some cheapness; price tag gets high with options.
The checkered flag
Ubiquitous, flexible, and fun, this is still the Mustang recipe we fell in love with.
Competitor
Chevrolet Camaro V8 ($41,645): GM’s counterpunch to the Mustang, the Camaro has always been evenly matched. These days it’s the quicker of the two, at a cost of some practicality.
Yes, it’s hard to see out of, but you can get around that. More annoying for everyday use are the useless rear seats. Still a great buy, and more track-capable than the Mustang, with sharper handling.
