Performance Package Worth The Money? - 2015 Ford Mustang GT Long-Term Road Test

2015 Ford Mustang GT Long-Term Road Test

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2015 Ford Mustang GT: Performance Package Worth The Money?

May 4, 2015

2015 Ford Mustang GT

We ordered our long-term 2015 Ford Mustang GT with the $2,495 GT Performance Package to fully exploit the car's new independent rear suspension. The package includes 19-inch wheels, staggered-size summer tires, six-piston front brake calipers, 380 mm rotors, a strut bar, a front splitter,  a Torsen differential and a 3.73 final drive ratio.

The additions helped during our long-term Mustang's recent track session. We wondered how it compared to a GT without the package, so we borrowed one with the 6-speed automatic and brought it to our test track.

The Performance Package is not available on automatic-equipped Mustang GTs. In standard GT form, our loaner had asymmetrical all-season tires, four-piston front calipers, 352 mm rotors and a 3.15 final drive ratio.  


2015 Mustang GT Manual
w/Performance Package

2015 Mustang GT Automatic

Curb weight as-tested (lbs.):



Tire Brand and Model:

Pirelli PZero (Summer)

Pirelli PZero Nero (All-Season)

Tire Size (Front):

255/40ZR19 96Y

P235/50ZR18 97W M+S

Tire Size (Rear):

275/40ZR19 101Y

P235/50ZR18 97W M+S

Brake Type (Front):

One-piece ventilated disc with six-piston fixed calipers

One-piece ventilated disc with four-piston fixed calipers

Brake Type (Rear):

One-piece ventilated disc with single-piston sliding calipers

One-piece ventilated disc with single-piston sliding calipers

0-30 (sec.):



0-45 (sec.):



0-60 (sec.):



0-60 with 1-ft Rollout (sec.):



0-75 (sec.):



¼-mile (sec @ mph):

13.0 @ 111.4

12.9 @ 111.5

Skid Pad Lateral Accel (g):

0.94 (0.96 w/ TC on)

0.85 (0.85 w/ TC on)


69.3 (69.5 w/ TC on)

65.0 (64.6 w/ TC on)

Braking 60-0 mph:



Braking 30-0 mph:



Cars equipped with a manual transmission typically outperform those with automatics on the dragstrip. The driver has complete control over shift points and can modulate wheelspin to achieve the best launch. We were impressed when the Mustang GT with auto transmission, less grippy rubber and lower gear ratios beat our long-termer.

Josh had this to say after testing the automatic-equipped Mustang GT:

"Slalom: The Mustang doesn't feel tied down in fast transitions. There is ample body roll and little body control. It also doesn't like mid-corner bumps, despite having an independent rear suspension. Very susceptible to power oversteer when mid-corner bumps are present. This car lacks the Performance Package's better rubber and suspension, which make a big difference. Oddly the deficiency in damping and roll control manifest themselves the same way in the new IRS Mustang that they did in the old live-axle car. Tuning, it seems, is everything.

Skidpad: Very modest grip. Easy to discern what's going on at the front and rear. Balance is okay, but everything happens at a low-grip level. Electronic stability control manages things very well. This is a hoon machine with ESC off. I like the adjustable steering effort and prefer the sport setting."

The difference in braking and handling between the two cars is huge. But the numbers don't tell the full story about the Performance Package. As James noted earlier, the package morphs the Mustang from a grand tourer to an unflappable track day car. The package also shortens the gearing and makes the ride less compliant in traffic or when cruising along the highway.

Buyers who want a car that handles well without compromising ride quality could simply upgrade the non-Performance Package GT with sticky summer tires, which make a world of difference in all performance areas. The PZero rubber is available at Tire Rack for $970 a set.

Then they can take the remaining $1,500 and enroll in a Skip Barber racing school to live out their track fantasies.

Cameron Rogers, Vehicle Testing Assistant @ 5,375 miles

2015 Ford Mustang

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