I have had my mustang for 2 months now. This is a home run. I get 25 MG in city driving on premium fuel. I had a V6 2012 and there is no comparison. I drive it in sport mode and there is plenty of pep. Love the premium interior. Can,t believe I got so much car for 31K.
I was looking for a fun, sporty car earlier this year to supplement my DD (Audi A6). Looked at Suburu BRZ/Scion FRS (ride a bit stiff & only OK power) Hyundai Genesis Coupe (ride too stiff & only OK looks) and Camaro (lousy visability). Reading the car show reviews of the new Mustang and seeing pics I was intrigued. I've had my Mustang for about a month. WOW! It's beautiful inside and out. Great lines, fit & finish top notch. Premium level interior. Very sporty - clearly a Mustang but updated for the 21st century and much more refined. Ecoboost power is great / very responsive, the handling is outstanding with great visibility. Front seat comfort = to my A6. Comfortable ride.
My wife purchased a 2015 Mustang GT manual with the performance package bone stock, and let me tell you, there is nothing "base" about this car. I have a 2014 Mustang GT Premium and her base model 2015 is way nicer inside. The performance package has the beefier suspension, 3.73 gearing, 6 piston Brembos, and the ride is phenomenal. It feels more planted to the ground than my 2014. The bumps in the road are less jarring and the tail doesn't dance like mine. I didn't like the look of the 2015 at first but the minute she pulled up to the house, I fell out of love with my 2014. It truly is a car you have to see in person. You can tell Ford has put a ton of thought into this car.
I researched for months trying to find the right car for me. I ran across the 2015 Mustang and thought I'd give the old pony a try. I had the car built this past fall. When it arrived, I wasn't prepared for the end result. It was AMAZING! Pictures, videos, do no justice! My only complaint is that the back seat is pretty pointless. Even kids have trouble getting back there. It is a major headturner. Everywhere I go, people are complimenting me on this car. If you are a looking for a nice sports car, look no further. I am a 110% happy with my car!
So I loved it from the beginning, but then I?m from Europe and would prefer a slim, elegant vehicle over a box on wheels, especially one that looks this great and has a powerful engine with manual transmission at a price that only gets me a third of an equally powered Mercedes-Benz AMG of BMW M series. Some people may decry the morphing of the new Mustang look from retro Americana to sleek James Bond, but I think it remains the icon, only with a style and driving dynamics that finally caught up to discerning global tastes at a value proposition that?s simply unbeatable. How the folks at Ford can give us this much power at $40k, I don?t know. While its appeal should be global, the car still attracts traditional muscle car enthusiasts. Random guys on motorbikes and other sporty vehicles have shadowed me lately and some drove alongside the Mustang to check it out, to then accelerate and pass with a thumbs-up. By far the most impressive part is the handling, my Recaro seats hold me tightly when cornering, and the Pirellis push the dangers beyond my own driver limits. Acceleration is smooth and seems to redline way too early, a beautiful transmission is a pleasure to shift, the responsive steering has three settings from comfort to normal to sports mode, and the sound of the 8cyl is aggressive enough to make me smile every time I push the start button. Only thing I regret is getting the performance package. It requires a much smoother surface than Michigan roads can provide.
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.