2021 Ford Mustang Reviews, Pricing & Specs

The Ford Mustang has unmistakable curb appeal. The flowing lines and scowling front-end herald a car that is built to be driven. The look is an evolution of the retro-styled cars of the 2000s, but with a modern twist. The cabin also features this blend of old and new, combining classic-style switches with modern digital screens. The cabin features solid fit-and-finish and has a nice blend of soft-touch surfaces and brightwork. It’s a noticeable step-up in quality from the Camaro’s interior, which has an attractive, modern design but is full of dull plastics.

Trims for the Mustang are EcoBoost, EcoBoost Premium, GT, GT Premium, and the new Mach 1 that we drove. There’s also the range-topping Mustang Shelby GT500, which is classified as a separate model.

Standard features on the base EcoBoost include 17-inch alloy wheels, manual seats, pushbutton start, power door locks, power windows, a leather-wrapped shift knob, 4G LTE WiFi, a six-speaker stereo, and the basic version of Ford’s Sync infotainment system. That means a 4.2-inch touchscreen and voice control. The Mustang also now comes standard with the full suite of Ford Co-Pilot360 driver-assistance features.

Moving up to the EcoBoost Premium adds 18-inch alloy wheels, a black decklid spoiler, and LED fog lights. Inside, the EcoBoost Premium adds ambient cabin lighting, dual-zone climate control, power-adjustable front seats, heated and cooled front seats, two USB ports, and the Sync 3 infotainment system with Apple CarPlay and Android Auto.

The GT trim builds on the equipment of the EcoBoost, rather than the Premium. It adds mostly mechanical components, including a 5.0-liter V8 engine. It also adds dual exhaust tips, unique badging, and a unique grille. The GT Premium adds many of the features shared by the EcoBoost Premium and also adds leather-trimmed front seats, vinyl back seats, and two smart-charging USB ports.

We drove the new-for-2021 Mustang Mach 1. The Mach 1 is essentially a further distillation of the GT. It has a number of mechanical enhancements, including performance gear from the now-discontinued Shelby GT350 and GT350R. It announces its arrival via the incredible active-valve exhaust system, followed by several visual cues that help differentiate it from the GT. The Mach 1 is highlighted by a number of performance upgrades (covered in the next section), but it also gains a fully-digital instrument panel, power-adjustable front seats, a split-fold rear bench, and illuminated door scuff plates.

Our Mach 1 test model came with a handful of options, including magnetic ride control, the Mach 1 Elite Package, Mach 1 Appearance Package, and voice-activated navigation. The Elite Package adds a B&O sound system with 12 speakers, a subwoofer, and HD radio. The Mach 1 Appearance Package brings in the “Fighter Jet Gray” paint scheme, with orange accents surrounding black stripes. It was a refreshingly subtle take on what often turns into toy-store color schemes (See: the Dodge Charger and Challenger). And with the sound of the exhaust, the Mach 1 doesn’t really need any help getting attention.

As the name suggests, the EcoBoost trim comes standard with Ford’s 2.3-liter EcoBoost turbocharged four-cylinder engine. It makes 310 horsepower and 350 pound-feet of torque. Opting for the EcoBoost High-Performance Package brings output to 330 hp and 350 lb-ft of torque. This engine is powerful enough that in 2018, Ford dropped the previous V6 engine option. The turbo-four gives the Mustang a different character. It has less weight up front and becomes more similar to European or Japanese performance coupes.

But for so many enthusiasts, the Mustang is all about the V8 engine. The GT’s 5.0-liter V8 makes 460 hp and 420 lb-ft of torque. It’s that swell of power that makes these cars so much fun in a straight line and enough power to accelerate out of sharp corners with gusto. Both the V8 and the EcoBoost four-cylinder route power through a six-speed manual transmission or available 10-speed automatic transmission, and are rear-wheel drive (RWD).

The new Mustang Mach 1 features the GT’s 5.0-liter V8 with an additional 20 hp, for a total of 480 horses (torque is unchanged at 420 lb-ft). The aforementioned exhaust system makes an incredible roar under hard acceleration and even a menacing burble at idle.

The upgraded V8 makes solid power and likes to be up in the rev-range. Our test model came with the 10-speed automatic transmission, which does a great job of keeping it up at those desired revs. It also wants to step down quickly into a lower gear when you lay into the throttle. The steering-wheel-operated paddle shifters manage the automatic well and allow for precise up-and-downshifts, but we would have really preferred to drive this car with the manual transmission.

The Mach 1 features a drive-mode selector with Normal, My Mode, Sport Plus, Track, Drag Strip, and Snow/Wet modes. We encountered some serious rain, and the propensity for the summer tires to get loose in the wet had us switching to Snow/Wet. In this mode, throttle-response is softened so that the tires don’t step out.

Even in the dry, the V8 Mustang feels like a car that wants to get loose. The taut steering feel and active power make for a car that feels like a twig that’s about to snap. Perhaps we’ve been wary after watching too many YouTube videos of Mustangs careening out of car meets and colliding with medians and telephone poles. But that also speaks to the fact that the Mustang is affordable performance. With great horsepower comes great responsibility.

The Mach 1’s Brembo performance brakes help with peace of mind. They are strong and have a terrific pedal feel. The Mach 1 also has chassis components out of the GT350 and the MagneRide control strikes a balance of planted cornering and comfort over bumps in the road. It also features a beefed-up sway bar and a Torsen limited-slip differential. Some of these upgrades could be done by owners with aftermarket parts, but the more in-depth GT350 chassis upgrades and a factory warranty make a strong case for the Mach 1.

Cargo space is decent, considering the Mustang's peers. The fastback coupe provides 13.5 cubic feet of trunk space, while the convertible has 11.4 cubic feet. It’s not the beamy Dodge Challenger’s 16.2 cubic feet, but is far better than the Camaro coupe's 9.1 cubic feet. The Camaro convertible is even worse, with just 7.3 cubic feet of cargo space.

Like the Camaro’s trunk is to luggage, the Mustang’s rear seats are hardly useful for full-size adults. When a typical adult finds their preferred front-seat setting, the rear legroom pretty much disappears. The front occupant will have to slide way up to accommodate even the bare minimum of usable rear legroom. Those rear seats are best used for small children, or for extra cargo space.

A six-way power-adjustable driver’s seat and four-way power front passenger’s seat are options. These seats came in our test car and it provided power adjustment for all but the actual seat-back adjustment. This is an odd combination as you use the power adjustment to slide the seat for and aft, but then reach further to find no power adjustment for the seat-back. It’s a disappointing discovery and feels cheap. Once you’ve dealt with the quirky adjustments, the seats themselves are well-bolstered and provide solid support for long drives or hard cornering.

The base Mustang comes equipped with a 4.2-inch color display and voice controls. You’ll have to move up to the Premium trim or option up for the intuitive Sync 3 infotainment system. It includes an 8-inch touchscreen and supports Apple CarPlay and Android Auto. Sync has a great layout and most features as easy to find. The graphics are also crisp and the buttons and icons are large enough that you’re seldom missing a keystroke.

When CarPlay or Android Auto are in use, they completely take over the screen. There is no home button below the actual screen, so you have to get to CarPlay’s home screen and find the Sync app to get back to the radio or some climate controls. This seems to be a pretty large omission. Chevrolet vehicles typically have a hard home button above the touchscreen. A touchscreen (with CarPlay and Android Auto) comes as standard equipment on the base Camaro, so that’s a point for Chevy.

We’ve experienced Sync 4 in newer Ford vehicles, and the larger touchscreen allows for other items to share the same space as the Apple and Android apps. Hopefully, we see this out of the next-generation Mustang, which we could see in 2023.

For 2021, Ford has added a number of driver assistance features as part of the standard CoPilot360 suite. These include standard automatic emergency braking, forward-collision warning, pedestrian detection, lane-departure warning, and blind-spot monitoring. It also comes standard with rain-sensing wipers and automatic high beams. You’ll still have to pay extra for features such as adaptive cruise control and parking sensors, however.

The Mustang has good visibility for an American sports car. Seeing out the back Dodge Challenger can be challenging. The Camaro has often been described as a World War II pillbox fortification. By comparison, the Mustang has solid sight lines.

The most efficient version of the Mustang is the 2.3-liter EcoBoost with the 10-speed automatic transmission. It returns 21 mpg city 32 mpg highway, and 25 mpg combined, according to the EPA. With the automatic, the V8-powered Mustang GT returns 19 mpg city, 24 mpg highway, and 19 mpg combined. Our Mustang Mach 1, with the bump in power over the GT, returns an estimated 15 mpg city, 23 mpg highway 18 mpg combined. In our week of combined city and highway driving, we observed average fuel economy of 21.3 mpg.

Base MSRP for the 2021 Ford Mustang is $27,155 for an EcoBoost coupe, while convertible pricing starts at $32,655. The EcoBoost Premium costs $32,175 for the coupe and $37,675 for the convertible. A GT fastback coupe starts at $36,120, the GT Premium fastback costs $40,120, and a GT Premium convertible starts at $45,620.

The Mach 1 we drove is only offered as a coupe and starts at $52,720. With options such as the automatic transmission ($1,595), MagneRide ($1,595), Mach 1 Elite Package ($395), Mach 1 Appearance Package ($1,295), and voice-activated navigation ($595), our test model came in at $59,930.

The Mustang costs a bit more than the Camaro, but you're paying for cabin quality and a usable trunk. Like the Dodge Challenger, the Ford Mustang has some retro styling. But unlike the Challenger, which feels very much like a classic, the Mustang is almost cosplaying as a muscle car. From the infotainment to the safety features, the Mustang should be looking to the future. But like a Harley-Davidson, there is still money to be made in pretending things never change. The Camaro has shown the downside of going too modern, so maybe, for now, it’s just fine to bridge old and new.

It is significant that Ford has leveraged the Mustang name and styling for its all-electric SUV, the Mustang Mach-E. That’s not just a gimmick to nab headlines, it’s a signal flare to Mustang owners. The very nature of the Mustang will change in the decade to come, and we may soon see a hybrid and even electric Mustang sports car. For now, we can play “remember when,” with a fun-to-drive sports car that includes plenty of modern creature comforts but fully blankets itself in nostalgia.