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FORD MUSTANG GT

Refreshed Ford Mustang Ups its Game

July 2, 2018 by admin 3 Comments

2018 Ford Mustang GT
The 2018 Ford Mustang GT offers more power and improved handling.

When you have the top-selling pony car you simply cannot rest on your laurels. Especially when the competition is fierce and is always looking at ways to conquest customers.

In the Mustang, Ford isn’t taking anything for granted. Indeed, the 2018 Mustang offers an important refresh, one that affects this model’s design, interior, chassis and overall performance. And once again for 2018, Ford offers the Mustang in coupe and convertible body styles. You also can choose a Shelby GT350, the top-performing steed in the Mustang family.

But for this review, we’re going to look almost entirely at the Mustang GT. The reason, of course, is because a 2018 Ford Mustang GT in bright Orange Fury metallic was my weekly driver. Here’s how Ford improved the 2018 Mustang:

1. Exterior Embellishments.

Ford left most of the sheet metal alone with the latest Mustang, but not completely. The most noteworthy change is with the hood as it now dips lower and features a pair of hood vents.

Ford also redesigned the grille, made the LED headlamps standard across the model line and added a splitter. Other exterior tweaks were made to the front turn signals, the tri-bar LED tail lamps and to the rear quad exhaust tips.

The 2018 Mustang now offers an even dozen wheel design choices. Last, but certainly not least, the Orange Fury paint is one of three new colors for this year. The other two are Kona Blue and Royal Crimson.

2018 Ford Mustang GT

2. Interior Enhancements.

The in-cabin changes begin with the pulsing start button. It’s a small change, one that basically lures you into starting the stallion. The dashboard now features hand stitching along with contrast stitching on the center console. The knee bolsters (located on either side of the console) are padded.

Other changes include restyled seating surfaces with new patterns and color choices. I found it more comfortable this time around, with improved lower back support evident.

Ford didn’t say anything about changes to the transmission shifter (I had the manual model), but I found it shifted more smoothly with excellent clutch uptake too. An available heated steering wheel now comes wrapped in upgraded leather.

3. Performance Upgrades.

Ford tweaked the performance numbers for both engines with the base turbo four now making 310 horsepower and 350 pound-feet of torque thanks to a “transient overboost function.” That function has no impact on horsepower, but it raises torque by 30 pound-feet.

As for the 5.0-liter naturally aspirated V8, it now delivers the best performance numbers ever: 460 horsepower and 420 pound-feet of torque. That’s up from 435 horsepower and 400 pound-feet of torque last year.

2018 Ford Mustang GT

As before, both engines come with a six-speed manual gearbox. We’re thrilled that Ford isn’t backing away from allowing customers to row their own. That said, Ford swapped out the previous six-speed automatic with a 10-speed automatic, a leap that benefits both fuel economy and performance. Indeed, when equipped with the automatic, the GT can go from 0-60 mph in under 4 seconds. As for the turbo, it can now make that run up in about 5 seconds. Amazing, isn’t it?

Two tech changes affect performance too. The first are the drive modes — there are now five, including a new drag mode. Put the Mustang in the new mode, gun the engine and you’ll enjoy constant horsepower and torque as you pick up speed.

As for the instrument panel, you can opt for the available 12-inch all-digital instrument cluster, which is a tech marvel unto itself. Indeed, the display is an amazing novelty, one that’s controlled by steering wheel inputs. The cluster includes more than 10 different animations for various features, eight possible gauges for displaying an assortment of vehicle functions (including temperature, inlet air, cylinder head and coolant) and a Mustang Line Lock feature. This feature reveals a digital display animation of a spinning wheel and smoke, synchronized with the actual wheels spinning on the Mustang.

4. Chassis Changes.

With all the changes to the exterior, cabin and powertrain, there is one more area where the 2018 Ford Mustang benefits: the chassis. Certainly, if the engine is upgraded and a 10-speed automatic is now available, changes to the way the Mustang rides, steers, handles, brakes and feels are also in order.

Happily, Ford followed through by supplying the Mustang with new shock absorbers, a new cross-axis joint in the rear suspension as well as modified stabilizer bars for improved ride and handling. These changes cover all 2018 Mustang models, not just the GT.

2018 Ford Mustang GT

What’s exclusive to the GT and found in my test model is the GT Performance Pack Level 2. This pack includes the performance front splitter and a new rear spoiler. Add in a lower stance and the result is improved aerodynamics and enhanced downforce for superior curve control. You will also find Michelin Pilot Sport Cup 2 tires, retuned steering and Ford’s MagneRide suspension.

MagneRide represents custom-tuned dampers and quicker steering calibration for improved responsiveness. Other gains over the Level 1 pack include a 67-percent stiffer rear stabilizer bar, a 12-percent stiffer front stabilizer bar, along with 20-percent stiffer front and 13-percent stiffer rear springs. Ford says that this means a more stable ride around corners with less body roll.

Special Help for Baby Boomers

Before I offer a breakdown of my behind-the-wheel time with the GT, allow me to offer a special note to my fellow Baby Boomers. I regularly speak with my peers, individuals whose memory of the initial muscle car movement was part of their growing up years.

Like me, you may be relishing the current Mustang–Camaro–Challenger battle, even if you’re a bit sad that Oldsmobile, AMC, Plymouth, Pontiac and some others are no longer around. Happily, there are (or were) Corvette, Viper, F-Type, Godzilla and a handful of other attainable sports cars to entertain you as well.

2018 Ford Mustang GT

The problem, though, for us mature folks who can afford the new rides is two-fold:

1), seat comfort and,

2) manual shifting.

I mentioned something earlier about the seats — they’ve been redesigned and are much more comfortable. Indeed, where I had previously experienced lower back pain in the 2017 Mustang GT following a week of galloping around in it, I managed just fine with the new model. As for shifting, if you’re battling arthritis, any kind of resistance with the clutch or transmission shifter makes switching to an automatic sensible.

But there is good news here too — shifting is smooth and clutch uptake is effortless. Although Ford didn’t delve deep into the changes, I found Autoblog did. This online publication described the changes as “…beefier synchros, a dual-mass flywheel and a twin-disc clutch.” That’s why the updated manual shifts smoother than ever. Now if Ford would make the transmission shift tree clearer on the shift knob….

2018 Ford Mustang GT

Behind the Wheel of a 2018 Ford Mustang GT

During my week with the 2018 Mustang, I heard from other Mustang owners about their experiences with their steed. One young man also had a 2018 model, although his came with the 10-speed automatic transmission. What I learned from him is that the automatic is simply stunning and enables this galloping stallion to achieve its best speed records.

The manual gearbox, though, is no slouch. I’ve already covered the intricacies of shifting, so it is time to look at some of the special features offered, including line-lock.

Track fans will enjoy line-lock, which makes it easier to do burnouts than before. Start by finding the wheel-mounted thumb switches, then press a few buttons to activate the Track App, then select the feature. Once activated, the system automatically builds pressure in the front brakes. Next, press an additional button to hold pressure for up to 15 seconds while you slam the throttle and spin the rear tires.


See Also — Book Review: Mustang by Design


Get this right and the engine will roar and the tires will join in by squealing and smoking.

Beyond the tech-derived fun stuff, the 2018 Mustang offers ample fun without special input. Slip behind the wheel, buckle in and the flashing start button entices you to begin. Press down on the clutch, push the start button and enjoy the roar. Then, shift into gear and make your way out.

As fast as this coupe can move, some of the noteworthy attributes include how well weighted the steering is as well as handling that’s predictable, yet sharp. A big help here is Magnetic Ride Control, which is optional. With this, you’ll control the dampers with the drive mode switch and get to experience settings ranging from soft to firm.

2018 Ford Mustang GT

Parting Thoughts: 2018 Mustang GT

Ford isn’t allowing grass to grow on the pavement with the Mustang. Ever since its competitors returned to the market, we’ve seen regular updates if not an entire overhaul of the model line. This year’s GT should please enthusiasts, but keep an eye on the price because a fully loaded model now costs more than $50,000.

Looking ahead (and we can’t help doing that because you can already order a 2019) there are more changes in the offing. Ford says the 2019 GT350 model will receive improved aerodynamics and upgrades to the suspension, brakes and tires. Overall, it’ll offer enhanced handling.

The new model at the top of the Mustang line is the GT 500. We don’t know much about this model other than it’ll clear at least 700 horsepower. An official rollout doesn’t happen until Jan. at Detroit’s auto show.

With more than a half-century of heritage upholding this venerable stallion, Mustang shoppers are getting what they want and then some. Special edition models such as the Bullitt fill the Mustang stable with more of what fans crave.


2018 Ford Mustang GT


2018 Ford Mustang GT Premium Fastback

  • Sticker price from $39,095
  • Price as tested: $53,260
  • Seats four
  • Engine: 5.0-liter V8 gas
  • 460 hp @ 7,000 RPM
  • 420 lb.-ft. of torque @ 4,600 RPM
  • 6-speed manual or 10-speed automatic transmission
  • Wheelbase: 107.1 inches
  • Length: 188.5 inches
  • Width: 75.4 inches
  • Height: 54.3 inches
  • Passenger volume: 82.8 cubic feet
  • Storage volume: 13.5 cubic feet
  • Towing capacity: NR
  • EPA: 15/25 mpg city/highway
  • Premium gasoline
  • Fuel tank: 16 gallons
  • Curb weight: From 3,705 pounds
  • IIHS safety rating: Good (most scores); Acceptable (Driver-side small overlap)
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Vehicle assembly: Flat Rock, Michigan

2018 Ford Mustang GT


See Also — Charmed, Then Snakebitten by a Shelby GT350

Photos copyright Auto Trends  Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: 10-speed automatic transmission, 2018 cars, 6-SPEED MANUAL TRANSMISSION, CHEVROLET CAMARO, DODGE CHALLENGER, FORD MUSTANG GT, GT Performance Pack, line-lock, V8 engine

Corvette Counterpart: 2016 Chevrolet Camaro SS

March 3, 2016 by admin 6 Comments

Is the Chevrolet Camaro SS a 2+2 version of the Corvette? It sure seems that way.

Both models share a 6.2-liter, V-8 engine making 455 horsepower. The Camaro has an output of 455 foot-pounds of torque; the Corvette shoots out 460 foot-pounds. In the Camaro you get a 6-speed manual transmission, while the Corvette has an additional shift point.

From there, the differences become more apparent as the Camaro is at least 300 pounds heavier, a foot longer and sits five inches higher than Chevrolet’s sports car. The styling separation is apparent as well, but if you were to drive both models back to back, you’d quickly note the performance levels are nearly the same.

2016 Chevrolet Camaro SS
2016 Chevrolet Camaro SS.

2016 Chevrolet Camaro

Six years after resurrecting the Camaro following an eight-year hiatus, an all-new model has taken center stage. The latest iteration shares nothing with the previous generation, except for the badging. The 2016 Camaro is based on the same platform underpinning the Cadillac ATS and comes in approximately 200 pounds lighter and four inches shorter overall than the 2015 Camaro.

These changes add up to one thing: a truly fast sports coupe or muscle car delivering a blistering 0-to-60 mph time of just four seconds. Take that, Ford Mustang GT!

Redoing the Camaro has come as fuel prices have fallen below $2 per gallon nearly everywhere, except in the usual overpriced areas, such as California. That being said, the Camaro was designed with higher fuel prices in mind and that’s why a 2.0-liter, turbocharged four-cylinder engine is now available, delivering 31 mpg on the highway. A 3.6-liter, V-6 is standard and now makes 335 horsepower.

The test model served up was a 2016 Chevrolet Camaro SS coupe (a convertible comes later) in 2SS trim, outfitted with HID headlights with LED signature lights, LED tail lamps, and 20-inch aluminum wheels. This model also has a dual-mode exhaust system, heated leather seats, an upgraded lighting package, and a Bose premium audio system. All SS models come with a unique grille with integrated brake cooling ducts, a distinct hood with functional air vents, and a unique rear stanchion spoiler.

Top-of-the-Line Camaro SS

The standard 1SS package retails for $36,300; the 2SS package starts at $41,300. Chevrolet supplied the latter, adding $3,800 worth of options.

A ceramic white interior accent package ($500) was offered, providing a beautiful contrast to the Hyper Blue Metallic patina gracing the coupe’s brawny frame. Further, other interior color patterns are available, depending on the exterior color chosen.

Magnetic ride control ($1,695) and a dual-mode performance exhaust system ($895) were also present. Inside, an upgraded Chevrolet MyLink telematics system with navigation ($495) and low gloss black 5-spoke 20-inch aluminum wheels ($200) rounded out the main upgrades. Chevrolet even added $15 for the front license plate bracket, bolted to the grille and unfortunately evident in some of the photos you’ll see herein.

All told, the final price on the test model was $46,095 or approximately $20,000 more than the cost of the base model.

Robust, Powerful Sports Coupe Design

From stem to stern, the 2016 Camaro exudes boldness. The front fascia has a look that is almost sinister, sporting a coming-at-you smirk designed to evoke dread in all who dare stand in its way. From the front corners across the lower profile and pushing back to the rear corners, distinctive body sculpting emphasizes the coupe’s sinuous silhouette. Rolling character lines, powerful shoulders, a distinctive rear haunch, and four quad exhaust pipes are among the other exceptional features of note.

Inside, the Camaro SS offers room for four, but in reality only two will fit comfortably inside. The rear seat is mostly useless unless you and the front passenger are short and giving up legroom to accommodate the rear passengers doesn’t present a problem. Otherwise, the rear seat is best served as a supplemental storage compartment. In any event, the entire rear seat back folds down to provide access to the trunk. And you’ll savor that extra room because the trunk measures a mere 9.1 cubic feet.

The front seats are comfortable and supportive as expected. Average bolstering means you won’t feel so honed in that you can’t maneuver. Likewise, you’ll have sufficient support as you navigate the twisties or take on your other on-road theatrics.

Kudos to Chevrolet’s designers for keeping the rest of the interior uncomplicated. Both doors have the smallest of pockets with no room for holding drinks. The two cup holders between the seats are all you need.

Dashboard and Displays

The dashboard offers a straightforward layout with a double-notched instrument panel shield present. Two big analog displays — tachometer and speedometer — dominate the panel, but the center digital driver information display is large too. That panel is controlled by the usual steering wheel face controls.

Speaking of the steering wheel, it comes leather wrapped, stitched and perforated. Fairly tame wheel grips are present. In addition, a flat-bottomed design and SS badging are two of its other features of note.

If you hate clutter, then you’ll love the Camaro’s handsome center stack. That stack is dominated by a large, color display acting as the nerve center for the audio, climate control and navigation systems. Plug in your iPhone and Apple CarPlay appears on the screen — it works as promised too: I received and sent emails with it — the software allows you to correct same before sending. As with any voice-activated system, speaking clearly helps, so don’t chew and talk — it just ain’t polite or understood!

Beneath the substantial display are switches and a knob to control same. Further below that is a row of 14 switches ranging from seat heating and cooling management to climate control.

Two large circular dials are at the base of the stack and go beyond what they’re intended to do: deliver air to the cabin. Indeed, they’re an engineering feat and an artistic marvel rolled into one — scroll either dial to the left and your section of the cabin is cooled. Scroll to the right and more heat is supplied. In the center of each dial is another knob to open or close the vents. Its a nifty design, meant to conserve space.

Stick Shift and Drive Mode

Probably the most important feature in the cabin is the stick shifter itself. Or perhaps the shifter along with the three-pedal action taking place as you drive. The stick is joined by three nearby switches — traction control on/off, driving mode and the electronic parking brake. You’ll become intimately familiar with all three, if for nothing other than for different reasons.

Working our way back with the switches, the parking brake is a must to engage. You might forget to leave the transmission in first gear (if you’re parked facing uphill) or in reverse (if you’re parked on a downward slope). Yes, it happened to me — the Camaro rolled when I thought the stick was engaged. Fortunately, I was still behind the wheel and took corrective action.

The mode switch is where the fun begins — it is automatically set for touring, but you can also choose sport, track and a snow/ice mode. I used all four, including the last one for driving on a thinly graveled road. But the fun is everywhere else, especially in track mode as you feel the steering play tightening, sense the suspension system pulling in and enjoy quicker flicks of the transmission through the gears. The exhaust note resets to a deeper baritone too. In any mode, turn off stability control as you see fit.

Just one more note about the interior: leather is nearly everywhere — on the seats, across the dashboard, surrounding the steering wheel and covering the door inlays. When natural light eases, the interior bedazzles as outline lights surrounding the color display as well as the door inlays switch on. You can control the color choices by way of the touchscreen to employ a riot of reds, oranges, blues and whites to correspond with your drive mode.

Performance: The Be All and the End All

Everything about the Camaro SS boils down to one thing: performance. This is where Chevrolet’s sports coupe nearly matches the brand’s sports car in performance. The only separation is five extra foot-pounds of torque in the Corvette Stingray and a few hundred additional pounds of body weight in the Camaro. Other than that, Chevrolet designed the Camaro to go from 0-to-60 mph in an even four seconds with the automatic transmission or just a fraction off the pace of the Corvette Stingray. Such a closeness in numbers might rile Corvette faithful, but it also allows the Camaro SS to vanquish its chief nemesis, the Ford Mustang GT.

If the new and lighter frame underpinning the Camaro SS doesn’t convince you of its virtue, then the hulking V-8 should sew up the deal. Enthusiasts will want the 6-speed gearbox, what comes with a limited slip differential and active rev matching for downshifts. No doubt the 8-speed automatic will be preferred by some if only for the slight speed edge. Then again, if you’re an older driver and have tired of shifting or most of your driving is in the city, then eschewing the manual becomes more appealing. In any case, you’ll have paddle shifters to fall back on whenever a more engaged driving experience is desired.

Stomp the gas pedal and your Camaro SS is gone. If you’re especially quick at shifting you’ll see 60 mph before you know it. Let’s just say I was still in third gear when I hit that all-important performance threshold with fourth gear readied for engagement. No worries about redlining — just keep shifting as fast as you can. You might also reset the instrument panel’s display before you get started to show you the g forces at work. Clutch play is clean, although I would give a slight edge to the Mustang GT in that category.

As important as the powertrain is, the SS shines in the handling department. Muscle cars of yore provided excellent off-the-mark acceleration and confident braking, but came up far short in handling. The Camaro eliminates those deficiencies as it borrows some parts from Cadillac, including the CTS’ steering as well as GM’s famed magnetic ride control adaptive dampers, the first time we’ve seen the latter on the SS. Throw on the included Brembo brakes with 20-inch Goodyear Eagle tires and you’re ready for the track.

Regardless of drive mode, steering is brawny, but especially so in track mode. At the same time, a quick flick of the wheel to either side moves the front wheels, imbuing driver confidence as you slice through the turns. Steering and handling is on par with anything coming out of Europe —- I put the 2016 Camaro just ahead of the Mustang GT. In fact, this model is faster than the GT, although the Shelby GT350 and Dodge Challenger SRT Hellcat are faster yet. And much more expensive too.

I would be remiss if I left out one important factoid regarding the interior that has a substantial impact on the driving experience: the sight lines up front are excellent, but are awful on the sides. The smallest rear coupe windows are present, so you’ll need to lean heavily on the side mirrors to be aware of your surroundings. For some motorists driver assist features, including side blind zone alert, are a must. You’ll find it included with the top-end 2SS trim package.

Meeting and Exceeding Expectations

In summation, the current iteration of the Camaro does everything to uphold what enthusiasts want in a modern sports coupe. It also goes well beyond that by delivering a stylish, competent and thrilling model that takes no prisoners. Moreover, GM has invested heavily in advancing the Chevrolet brand in recent years and the all-new Camaro is one of its shining achievements.

2016 Chevrolet Camaro SS Specifications

  • Sticker price from $36,300
  • Price as tested: $47,500
  • Seats 4
  • 6.2-liter V-8 gasoline engine
  • 455 horsepower @ 6,000 RPM
  • 455 foot-pounds of torque @ 4,400 RPM
  • 4.06 inches bore by 3.62 inches stroke
  • Engine compression ratio: 11.5-to-1
  • Six-speed manual transmission
  • Wheelbase: 110.7 inches
  • Length: 188.3 inches
  • Width: 74.7 inches
  • Height: 53.1 inches
  • Passenger volume: 52 cubic feet
  • Storage volume: 9.1 cubic feet
  • Towing capacity: NR
  • EPA: 16 mpg city, 25 mpg highway
  • Premium grade gasoline recommended
  • Fuel tank: NR
  • Curb weight: From 3,685 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 6 years/100,000 miles
  • Vehicle assembly: Lansing, Michigan

Chevrolet Camaro SS photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: Apple CarPlay, BREMBO BRAKES, CHEVROLET CAMARO SS, CORVETTE STINGRAY, FORD MUSTANG GT, MUSCLE CAR, navigation, SPORTS COUPE, V-8 ENGINE

Contemporary American Graffiti: 2015 Ford Mustang GT

May 5, 2015 by admin 6 Comments

These are heady days for the auto industry as an assortment of muscle cars influence the market. The Ford Mustang is one such model and an international contestant at that.

2015 Ford Mustang GT

Few vehicles have ever achieved the historical significance and the signature cachet of the Ford Mustang. Since its introduction on April 17, 1964, at the New York World’s Fair in Queens, New York, the Mustang has achieved iconic stature in the eyes of enthusiasts as well as with most critics.

Clearly, this sport coupe represents America’s youth culture at its best with its unbridled passion; sleek, good looks; and attainability. That you can still get behind the wheel of a new one for under $25,000 reflects the Ford Motor Company’s commitment to keeping this model affordable in a bid to win a new generation of buyers.

2015 Ford Mustang

And today’s new Ford Mustang buyers are no longer limited chiefly to American and Canadian shoppers. The current generation model (some say sixth generation, others say up to tenth) is now a global product with Ford selling its pony car in more than 100 markets. Ford is able to do this by offering a 2.3-liter turbocharged four-cylinder as the base engine together with its naturally-aspirated 5.0-liter V-8. North American shoppers also get a third engine choice, a V-6.

The 2015 Ford Mustang has become a global product despite its overall dimensions and weight remaining nearly the same. The big change is in the body style with the coupe roofline replaced with a sleek fastback layout, reminiscent of an earlier design.

For the record, not all Mustang fans are happy about the change in roof style. Early on in the Mustang’s history, Ford offered both traditional coupe and fastback body styles, along with a convertible. But those were the days when it sold more than 400,000 Mustangs per year and could spread out its costs. These days Ford may sell 100,000 units in the US alone.

2015 Ford Mustang GT

Familiar Visage, Clean Interior

Mostly everything else about the latest iteration pays tribute to the earlier models with its familiar face and sequential tail lights. But there are significant changes too, including a slightly wider and lower sitting body, signature HID headlamps, air extractor hood vents on the GT, a sportier hood, rocker panel embellishments, new wheels, the list goes on.

Inside, the cabin reflects some changes that the stallion’s fans have been clamoring for, including a sunglasses holder, memory seats that adjust to the previous recline position, available heated and cooled seats with 6-way power adjustment, and power lumbar support for the driver.

One challenge for tall drivers has not changed — if you are particularly tall, there is no amount of seat adjustment possible that will accommodate you. I’m just under 6-feet tall and had a few inches between the top of my head and the headliner. A friend, who measures 6-feet-4-inches tall, noted with some disappointment that the Mustang is not a fit for him. Eliminating the rear seat or enabling the driver seat to sit lower would help. As for me, the Recaro seat in the Mustang GT was just right.

Allow me to pull back a moment to discuss your 2015 Ford Mustang options. Ford offers eight models or editions ranging from the V6 Fastback ($23,800) to the GT Premium Convertible ($41,800). There are specialty Shelby models available too, but those are marketed separately.

The standard model is powered by a normally-aspirated, 3.7-liter V-6 engine making 300 horsepower and 280 foot-pounds of torque. Across the three-engine lineup, a 6-speed manual transmission is standard and a 6-speed automatic transmission with paddle shifters is available. The V-6 is available only in the base coupe and convertible models.

A Potent EcoBoost Option

New for 2015, is an EcoBoost 2.3-liter four-cylinder engine, making 310 horsepower and 320 foot-pounds of torque. EcoBoost marries direct fuel injection, turbocharging and twin independent variable camshaft timing to “boost” power from a small footprint. This engine appears in three models.

And back and better than ever before is the 5.0-liter V-8 engine that some insist is “the” engine for the Ford Mustang, making a robust 435 horsepower and 400 foot-pounds of torque, as it benefits from larger intake and exhaust valves, new cylinder heads, revised high-flow ports and new intake and exhaust camshafts with increased lift.

2015 Ford Mustang GT

Puissant Ford Mustang GT

A 2015 Ford Mustang GT was my prize for one week this April, but it nearly did not make it. Six months of personally trying to wrest any Mustang from the press fleet, including an EcoBoost Premium Fastback, failed. Quite suddenly, a GT Coupe Premium Fastback edition adorned in deep impact blue metallic with ebony Recaro leather seats appeared, ending the stalemate.

The GT’s arrival also completed a circle encompassing rival models, including a Chevrolet Camaro convertible driven in Fall 2013 and a Dodge Challenger Core last summer. Sorry to disappoint some of you who want me to take sides — I won’t. Instead, you will hear me calling this the “second golden age” for the muscle car market. This exhilarating epoch may not last, so enjoy these three models while they do.

Slipping behind the GT’s steering wheel, I immediately took in everything this coupe had to offer. Manual transmission? Check. Pointless rear seat? Check. Engine start/stop button? Yes, and circled in red. Oil and vacuum pressure displays at the top of the center stack? Absolutely. Aluminum pedals, launch control, selectable drive modes and electronic line lock — check X four. Is that carbon fiber covering the lower dashboard? You bet!

My comfort was never an issue for my week tenure. Indeed, one thing I have found about Recaro seats is that the bolstering, back, hip and thigh support is excellent. The seating position and the sight lines were ideal — two issues that not every two-door coupe gets right.


2015 Ford Mustang

View manufacturer details and pricing


Launch Control and a Manual Gearbox

Kudos to Ford for not making the instrument panel a calamity. What you have here are two circular ports fixed like sentries on either side of the panel. To the left is the tachometer. To the right is the speedometer. At the center is the digital driver’s information center with the usual data supplied, including launch control.

Additional props should be given to Ford for not just keeping the manual transmission alive, but making it available across the model line. This shifter is of the short-throw variety, lending near effortless moves up and down through the gear range. The GT’s off-the-mark acceleration is terrific and the V-8 delivers power in spades.

Handling changes are evident too, as you have a smaller diameter steering wheel to work with and a three steering wheel modes — comfort, sport and standard. The cornerstone of the new model is the Mustang’s new independent rear suspension, what manages body roll and better pitch control, especially noticeable on your favorite twisty roads or on the track.

The front suspension is all-new too with double-ball-joints for optimum driving dynamics. The benefit of the new design is larger brakes with no impact on steering feel. I’ve been told my Mustang enthusiasts — the very people who KNOW, live and breath the model — that the 2015 model is the best handling one yet, no question.

2015 Ford Mustang GT

Ford also delivers selectable drive modes — normal, snow/wet, sport+ and track. For example, with the sport+ mode, you get more responsive steering and throttle response and if with automatic transmission-equipped models, the shift points are adjusted for the times you’re navigating serpentine roads and with vigor.

This Mustang also feels light on its feet (or wheels) although its overall weight has not changed. The GT comes in around 3,700 pounds, but that’s a few hundred pounds below what comparable Camaro and Challenger models offer.

Where older models shined on the straight away — this one goes beyond and handles curvilinear stretches with ease. No fighting with the steering wheel. No praying that the back wheels will not slip out from underneath you. The new Mustang has arrived and it is certainly ready for the international spotlight.

From Dearborn to the World

No car is perfect and the Mustang does have a few faults. The back seat is likely in place solely for insurance purposes, but is mostly unusable unless you are short and your unfortunate rear seat passengers are small. Ford’s infotainment system continues to disappoint — we’re still a model year away from the release of SYNC 3, what promises to be a much more intuitive color display panel.

But the improvements are many and more than offset the few shortcomings. Indeed, you will find much less plastic, more metal, chrome toggle switches, new door pulls, a wider application of stitching and a larger Mustang emblem on the steering wheel. In all, you have a model that should please long-term owners and reach out and find acceptance by the global enthusiast community.


2015 Ford Mustang GT Premium Fastback

  • Sticker price from $36,300
  • Price as tested: from $45,885
  • Seats 4 occupants
  • 5.0-liter 32-valve V-8 gasoline engine
  • 435 horsepower @ 6,500 RPM
  • 400 foot-pounds of torque @ 4,250 RPM
  • 3.63 inches bore by 3.65 inches stroke
  • Engine compression ratio: 11.0-to-1
  • 6-speed manual transmission
  • Wheelbase: 107.1 inches
  • Length: 188.3 inches
  • Width: 75.4 inches
  • Height: 54.4 inches
  • Passenger volume: 84.5 cubic feet
  • Storage volume: 13.5 cubic feet
  • Towing capacity: NR
  • EPA: 15 mpg city, 25 mpg highway
  • Regular grade gasoline
  • Fuel tank: 16 gallons
  • Curb weight: From 3,705 pounds
  • IIHS safety rating: Good — moderate overlap front
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/Unlimited miles
  • Vehicle assembly: Flat Rock, Michigan

See Also — Top Down Steed: Ford Mustang GT Premium Convertible

2015 Ford Mustang GT photos copyright Auto Trends Magazine.

Filed Under: New Car Reviews Tagged With: 2015 CARS, CHEVROLET CAMARO, DODGE CHALLENGER, DRIVING MODES, ECOBOOST ENGINE, Ford Motor Company, FORD MUSTANG GT, MANUAL TRANSMISSION, PONY CAR, SPORT COUPE, TREMEC

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