Like the Shelby Mustangs from 1968-1970, this new one is an odd contradiction: Both brutally powerful (in 435-hp GT form) and luxurious at the same time, it recalls those late '60s boulevard cruisers more than it reminds me of the more simple, honest 5.0 liter GTs of the 80's or the straightforward 2005 retro reboot. That is ok, as my 2015 GT Convertible finds me in my mid-40s, ready for a little more refinement in my car. This is my 19th Mustang; my tastes have changed and the car has grown up along with me. This car is built like an anvil and full of modern conveniences. It seems low and heavy at first, but soon it shrinks around you and feels like an old pair of Levis.
Have had the car for 3 weeks already been in the shop 5 day. It has a pulsating vibration between 60 and 75...horrible and feels unsafe to drive. Replaced driveshaft and rear differential on a car with barely 1000 miles and still not fixed. Lemon law is next if it's not resolved ASAP.
I just got my 2015 Ford Mustang Convertible v6 with red exterior and black interior. The driving dynamics of this car are absolutely amazing. It feels like a true sports car. The drive is firm but smooth and when you put your foot on the gas the car just flies. I remember when I was taking the car out of the dealer, numerous people passing by were commenting how beautiful the car looks in bright red. My only complaint is that the interior looks plasticy, outdated and kind of cheap. The materials are really mehhh...wish they had done something to make it look more upscale, but all I care about is how it drives and for that this car gets an A+.
The 2015 Mustang GT is finally a sports car. The removal of the solid rear axle was the best thing they could have done. The rear end hop has been eliminated which has taken a drag racer and made it into a touring car. The stock ride is surprisingly comfortable for the driver and passinger. Both have heated and air conditioned seats the driver has lumbar support and I don't know why they didn't put one in the passinger seat. As always the back seat is more of an ornament than anything else. Child seats or a few grocery bags is really all that you'll be able to use them for. The power and sound is great for a stock car but I'd like the exhaust to be just a bit louder. The headlights and signals are top notch I have the adaptive cruise control system and it's been problematic. The automatic windshield wipers will suddenly come on for no reason and the adaptive cruise control shuts down in heavy rain and ocasionally for no reason at all. It claims the sensor is blocked. The remedy is to pull over and restart the car. The adaptive cruise control is operated by a radar head mounted below the grill and it also serves as a colision warning system. It beeps and puts a red bar on the windshield. Having that shut down during a rain storm is not something you want to happen. The interior far exceeds previous standards and it isn't a plastic rattle trap that we've come to know and love. It has plush parts now and real metal. The navagation screen is sharp and large enough to read. The home screen can be reconfigured with personal wallpapers of anything you want. Unfortunately the leather on the passinger side dash started to bubble on the inside front corner. Ford had to replace the entire dashboard and the replacement dash has done the same thing. Two dashboards before the first scheduled oil change is a bit much. The car handles well even in normal touring mode. There are 3 steering modes and as far as I can tell they just decide how much power steering you have. By putting the pedal to the floor the tachometer gage will turn red at night when you touch the red line. I haven't used the line lock feature and probably won't. New tires are expensive. The car comes standard with W rated tires and I personally feel that they should change that to the Y performance rating. The car is very responsive and I have broken traction once on a tight curve. When these tires wear out I will be replacing them with a Y rated tire if for nothing else better traction. The convertible top has an insulation layer that reduces road noise and makes for a quiet ride. I can recommend this car over the Camaro and Challenger. The Camaro has 1.2 more letters but you only gain 20HP. The Camaro isn't as comfortable to ride in and has less features. ** UPDATE: I have had a total of 3 dashboards and have been informed by Ford Motor Company that it is normal for the windshield wipers to come on without warning while in automatic mode. When I pointed out to the dealership that my wife's Lincoln Navigator L has the same system and has never had any problem and I never had any such problem with my Mercedes that I traded in for the Mustang. They told me that this is a Ford not a Mercedes. I pointed out that the sticker on this Ford was over $5,000.00 higher than the 2013 Mercedes SLK that I traded in on the car. If Ford wants to charge premium prices they need to deliver premium goods. I will be getting new tires for the car soon.
Finally, the new GT lives up to its reputation and becomes an ''adult" within the global community of entry level super cars. The lines, and styling are on par with any high end European vehicle, yet, retains the Detroit muscle look at second glance. The interior is no different, the word luxurious for an automobile that usually cries out, 20 year old kid with a wrench, can be used legitimately. Controls are ergonomic, easy to reach, and have a high quality flar. The front seats fit like an Italian glove, and make high speed cornering slip past with little notice. Shaker system needs no further explaining, nice. The suspension is surprisingly nimble for a heavier car, planted, but, not jarring. The IRS is a welcomed addition, and long overdue. An engine that not only makes short work of highway miles, is rev happy, willing to grunt out any twisties that you'd be more than interested in finding, and finding often. The 6 speed manual is light, crisp, and not a chore. Reverse issues have been resolved, and the added backup camera easily makes one feel in charge in tight situations. I cannot fault this new generation of Mustangs, other than a few more gallon capacity tank could provide more time carving up pavement...but, then again...pulling up to a crowded gas station? The smiles and nods of adoration warms the owners decision for their purchase.
GT Performance Package ($2,495 -- includes strut tower brace, larger radiator, unique chassis tuning, upsized rear sway bar, heavy-duty front springs, K-brake, Brembo six-piston front brake calipers with larger rotors, 19-inch wheels, 3.73 Torsen rear axle, gauge pack, spoiler delete, unique stability control, power steering and ABS tuning); 401A Package ($1,795 -- includes premium audio, driver seat memory, blind-spot monitor, rear cross-traffic alert); Recaro Leather Seats ($1,595); Adaptive Cruise Control ($1,195); Voice-Activated Navigation System ($795); Enhanced Security Package ($395 -- includes electric locking center console, anti-theft system, wheel locking kit); Premier Trim With Color Accent Group ($395); Reverse Park Assist ($295).
Naturally aspirated, port-injected V8, gasoline
DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
435 @ 6,500
Torque (lb-ft @ rpm)
400 @ 4,250
Six-speed manual with console shifter
Transmission and axle ratios (x:1)
With all systems in default mode (Normal, traction and stability control on), the car likes/needs a little bit of clutch slip to keep from bogging down at the start because the Pirelli tires are so grippy and traction control is pretty aggressive. The V8 revs freely and produces power in a linear fashion until about 4,000 rpm where the engine seems to really hit its stride. Luckily, the redline is at 6,750 with the true rev limit slightly above, just shy of 7,000 rpm. The clutch pedal is easy and intuitive, but the shifter itself is terrific. Unlike previous Mustangs, this shift linkage has short, precise throws within tightly spaced gates and I never missed a shift once -- even at full tilt. Gear ratios suit the engine's power delivery and each upshift drops the revs right back to the sweet spot. Unfortunately, 60 mph occurs precisely at the rev limit at the top of 2nd gear, and getting a competitive 0-60 time means timing the shift to 3rd gear just right without hitting the limiter. Strong, consistent trap speeds across six quarter-mile passes (varying by less than 1 mph) mean the car is getting plenty of cooling and maintains its power even when driven hard. I tried several times to use the built-in Launch Control (using default 4,200, then 4,300, 4,400 and ultimately 4,500 rpm), but each time, the system would allow the rear tires a momentary and ineffective amount of slip before the traction control system abruptly put an end to it. We achieved our best result with traction control disabled and with a modicum of wheelspin from the start, then modulated with the throttle to the top of 1st gear.
Extremely firm pedal and immediate response from the brakes. This is great for the track, but I had to get used to this grabbiness in traffic. The pedal feel remained the same, and stopping distances from 60 mph were tightly packed so the brakes are also receiving enough cooling. Very little nose dive and not a bit of wiggle across five stops. First stop was shortest and last was longer by just 5 feet.
I tried both Track and Normal modes here to bookend the handling performances, but discovered little empirical difference because the quick way through our slalom test is with the least amount of sliding the car past cones, or just what the electronic stability control (ESC) system rewards. The Track setting allows quite a lot of throttle-induced sliding, but only to a point where it trails off the throttle to gently bring the car back in line. The variable-weight steering settings are a nice touch, but come into play more with comfort rather than performance. Of the three (Sport, Comfort, Normal), I preferred Normal -- especially for the quick left-right-left transitions of our slalom test. On the skid pad, the Track mode allows the driver to inch up to a very mild understeer, where the front tires begin to push wide of the circle. In Normal mode, the ESC would almost allow that same level of waning front grip, but instead gently pulled the throttle back to maintain the speed just under that true limit. Steering feel in both tests was a little distant, but the way the weight of the resistance rises and falls with the car's speed is appropriate. Steering precision and quickness are just right and little unexpected from a pony car. Overall, this 2015 Mustang feels far more integrated, confident, and connected to the driver than any preceding it. Even if these test numbers are similar to GTs of the recent past, its limits are more easily approached and probed with relative confidence and a buffer for "just in case" moments.