You do not need to be a driving enthusiast to appreciate a Mustang GT’s 5.0-liter V8 engine. From the sonorous rumble of its dual exhaust to the shattering crescendo of thrust it supplies when you mash your right foot to the floor, this 435-hp motor is a visceral thrill. Want to ruin a neighborhood’s peaceful evening? Get off your Harley, rev the hell out of the Mustang GT’s V8, drop the clutch, and lay smoking stripes of rubber on the pavement.
How fast is a Mustang GT? Glad you asked. Independent publications that have measured acceleration indicate that it takes just 4.5 seconds to get to this version of the car to 60 mph, making it quick enough to induce grins from even the most grizzled of curmudgeons.
My test vehicle had six row-‘em-yourself gears, and this new manual transmission is far more refined than in previous Mustangs. With short throws, precise engagement, and easy clutch take-up, the latest Mustang is a genuine joy to drive. A 6-speed automatic is optional and includes paddle shifters.
Get the Mustang on a tangled piece of pavement, and the difference between the rear beam axle suspension of yore and the new, relatively sophisticated independent rear suspension is readily apparent. The 2015 Mustang is a far superior handler, demonstrating more talent than ever through corners combined with a more composed ride quality.
My test vehicle had the GT’s standard wheel, tire, and suspension package, which made the car almost glide down a freeway, but also produced plenty of squish and push while exercising the car on mountain roads. If you intend to take corners with gusto, upgrade from the standard 18-inch wheels and 235/50 tires to the available 19- or 20-inch rolling stock.
Testing weather was cool and comfortable, and the Mustang’s brakes didn’t fade during a long downhill set of twisties. In fact, during an entire week of driving the Mustang, the brake pedal drew no undue attention from its driver, a sign of excellent calibration.
Ford’s approach to the Mustang’s electric steering, however, cannot be described as one-size-fits-all. Normal, Sport, and Comfort modes are desirable for specific types of driving. Comfort is best for driving in cities and parking lots. Sport is best when taking the long way home. Normal is preferable on highways and freeways. Good thing Ford makes it easy to toggle between these different settings by placing a button for them right on the dashboard.
Mustang buyers on a budget should rejoice over the addition of a turbocharged 4-cylinder engine to the lineup. New for 2015, this 2.3-liter EcoBoost engine makes 310 hp, and if you’ve got a $30,000 budget, you can get it, a manual gearbox, a Performance Package, and Recaro performance seats for less than $30,000.
My husband has tested a Mustang similar to this, and told me that with less weight over the front end, suspension modifications, and more aggressive rubber, this version of the car resolves the mushy handling displayed by my GT test car. Plus, he got 23.2 mpg out of the Mustang EcoBoost.
Granted, that is better than the 18.6 mpg my Mustang GT produced. (The EPA says my test car should have returned 15 mpg in the city and 25 mpg on the open road.) But that buzzy little EcoBoost engine simply could not match the GT’s magnificent V8 engine when it came to inspiring a deep emotional connection to this car.