2026 Ford Mustang

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We tested three versions of the Mustang: an EcoBoost, a GT with a six-speed manual transmission, and a GT with the 10-speed automatic, all equipped with the Performance package. The EcoBoost hit 60 mph in 5.6 seconds; the six-speed GT in 4.8 seconds; and the automatic-equipped GT in 4.3 seconds. Each Mustang also delivered impressive braking performance, stopping from 60 mph in about 100 feet — short distances for an affordable sport coupe. Handling is another strong suit, aided by summer tires, and we found it easy to extract maximum performance with the Mustang's good body control and accurate steering.

A nonadjustable suspension is standard on both EcoBoost and GT models and soaks up most road irregularities just fine. An adaptive MagneRide suspension is part of the optional Performance package, and while it's stiffer than the standard suspension, enthusiast drivers won't find it much of a compromise.

Visibility over the largely flat hood is good, but the thick windshield pillars can block the view on tighter roads. Driver aids are limited, but most of them worked well. The lane keeping system struggled to keep the Mustang centered, often ping-ponging between lane lines.

We drove two Mustangs on our 115-mile evaluation route — the automatic-only EcoBoost and a GT with the six-speed manual transmission. Both times, we achieved fuel economy results that closely matched the EPA estimates.

The turbocharged four-cylinder EcoBoost carries an EPA estimate of 26 mpg combined (22 city/33 highway), and we averaged exactly 26 mpg on our route, which includes a mix of city and highway driving.

In the V8-powered GT with the row-your-own gearbox, we recorded 18 mpg; this also matches the EPA's combined rating of 18 mpg (15 city/23 highway).

These numbers are close to what you can achieve with the competition, though the EcoBoost is slightly thirstier than the turbocharged four-cylinder of the BMW 230i. The same is true for the GT compared to the turbo-sixes of the Toyota GR Supra and M240i. However, neither of those competitors offers a convertible option, and only the Supra offers a manual.

The Mustang's standard seats are comfortable enough and make it easy to find driving positions that work for both road and track driving. Enthusiasts might opt for the sporty Recaro seats, which offer thick bolsters for performance driving but make entry and exit tricky without sliding back the seat. The long doors can make it equally difficult to get in and out in tight parking spaces. Stick with the standard seats if you're a bigger driver or simply want heated and ventilated options. Forget about using the cramped rear seats for all but short trips. And while there are provisions for child car seats back there — something you won't find in rivals like the Nissan Z or Toyota GR Supra — they will be a struggle to install.

Like the stiffer ride, enthusiasts won't mind the elevated noise from the wide tires, but the rest of the cabin is fairly well insulated. The standard exhaust sounds just fine, but the optional active exhaust system gives the Mustang a bit more attitude.

Fans of buttons and dials will be disappointed by the fully digital controls. Most of the climate controls sit at the bottom of the touchscreen, while some like fan speed require a deeper menu dive.

The Mustang is totally capable of being a daily driver and errand runner. Though the trunk opening is a little oddly shaped, the fastback's 13.5-cubic-foot space is decently sized for a performance coupe. And it makes the most of its capacity, holding golf bags or suitcases with ease. It might not have the outright space of the Toyota GR Supra and Nissan Z, both hatchbacks, but the Mustang's traditional trunk keeps your belongings better isolated and more secure.

Interior storage space has enough room for sunglasses, a phone and drinks. Everything stays secure during spirited driving.

Facing the driver is a digital instrument panel paired with a 13.2-inch touchscreen powered by Ford's Sync 4 system. The instrument panel offers multiple configurations, while the touchscreen is easy to read and responsive, with a relatively intuitive menu structure. Wireless Apple CarPlay and Android Auto are included, and the navigation system is quick and efficient.

The optional 12-speaker B&O audio system isn't particularly impressive. It delivers decent volume but lacks nuance at higher levels. While the previously available wireless charging pad has been removed, there's an assortment of USB charging ports within easy reach.

Buying a Mustang EcoBoost is an inexpensive way to get behind the wheel of an American icon. But the performance-oriented GT model goes up against more compelling rivals like the Toyota GR Supra, BMW M240i and Nissan Z Nismo. Compared to them, the Mustang offers more personalization options but a less refined interior. That said, it's not particularly different from the previous-generation model, even if the new screens give it a slightly more upscale look and feel.

Warranties aren't that strong, but there's three years/36,000 miles of bumper-to-bumper coverage and five years/60,000 miles for powertrain peace of mind. Free maintenance is not included, but the Mustang does come with five years/60,000 miles of roadside assistance.