Ford Mustang Review & Prices

You don’t show up to an all-you-can-eat buffet expecting Michelin-star food, do you? Well, the Ford Mustang is the bottomless brunch of the coupe world.

There’s no doubt the Ford offers you a lot of car for your money versus alternative coupes such as the Audi A5 or BMW 4 Series, but how Ford manages to offer such value is less of a mystery when you get in and spot the hard black plastics used all over its interior. In short, if you’re used to Audi or BMW levels of quality, you’ll be disappointed.

On the other hand, just as spiced chicken wings can sometimes be more satisfying than gourmet cuisine, there are positives to be found. The hooded dashboard and three circular air vents are throwbacks to iconic Mustangs of old, for example, and a 12.0-inch multi-function digital instrument binnacle helps make the cabin feel more modern, although it isn’t as visually impressive as the one you’ll find in the Audi A5.

Unfortunately, the directions on the Mustang’s standard 8.0-inch sat-nav screen are hard to follow at times, so it’s better just to use the more intuitive maps on your smartphone via the standard-fit Apple CarPlay and Android Auto. The system’s onscreen buttons are relatively small, too, making them hard to hit on the move.

Despite these modern luxuries, the view you get over the sprawling bonnet is very much old-school Ford Mustang; and, from the spacious front seats, you get a commanding view of the road ahead.

Drag Race: Chevrolet Camaro v Dodge Challenger v Ford Mustang

However, if you’re expecting any sort of rear-seat space, you’ll be disappointed: adults will find it tight on long journeys, and even small children will feel cramped. On the upside, while the boot’s high lip makes it tricky to load and unload, the Fastback has a healthy 408-litre luggage capacity, so you’ll get a pushchair or large suitcase plus extras in there no problem.

No Mustang would be complete without a rumbling V8, so you’ll be pleased to hear Ford offers a huge 5.0-litre one with 450hp or 460hp, depending on whether you choose the GT model or the more potent Mach 1.

Together with its standard active sports exhaust, there are few finer sounds in the world of motoring, and it’ll sprint from standstill to 62mph in a little over four seconds if you’re in a hurry. Expect it to use lots of fuel, though, as although 30mpg is possible at a motorway cruise, that’ll quickly turn to less than 20mpg on a winding B-road.

Not so long ago, you didn’t have to choose the V8. This generation of Mustang was also sold with a 2.3-litre four-cylinder Ecoboost petrol engine that’s just a second slower to 62mph and returns better combined fuel economy than the V8. The trouble is, the 5.0-litre V8 is so central to the Mustang’s appeal that you’d be mad to let your head do the talking. Ultimately, the Ecoboost just feels and sounds inferior, and it seems that most buyers felt the same. These days if you want a new Mustang it’s the V8 or nothing.

Both V8 engine options come with either a six-speed manual or a 10-speed automatic gearbox. The former is good enough to make it worth considering if you’re after a more engaging driving experience, but the slick and responsive automatic is a great companion if you’re likely to spend a lot of time in traffic and want to give your left leg a rest.

That said, if you really enjoy your driving, there are sharper alternative coupes in terms of handling – the Toyota Supra and BMW 4 Series, for example – with the Mustang’s big, weighty V8 up front hurting its ability to dart into corners, while the Ecoboost model doesn’t feel much more agile.

Ford’s optional (but expensive) adaptive MagneRide suspension does a good job of stopping the Mustang’s body leaning too much in bends and improves the Mustang’s comfort on battered roads in its softest setting. But ultimately it never reaches the level of comfort you’ll experience in, say, an Audi A5.

At least going for a Ford Mustang ensures you’re treated to lots of standard equipment. Even the entry-level GT model gets things like 19-inch wheels, adaptive cruise control and a heated steering wheel. Stepping up to the Mach 1 adds a sports exhaust system, black alloy wheels and beefier brakes.

So, there’s plenty to love about the Ford Mustang. Its iconic styling for starters, plus the fact it offers ridiculously addictive V8 performance and noise for comparatively little money. You’ll just have to put up with the Mustang’s average comfort, handling and quality.

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Whichever version of the Mustang you choose, you’re getting serious bang for your buck. The Mustang costs a lot less than an Audi RS 5 Coupe or a BMW M4, but will keep them honest in terms of straight-line performance. And however much you pay, you’ll struggle to find a German super-coupe that sounds as good as the V8 Mustang.

The Mustang is quick and sounds fantastic, but don’t expect finesse or sophistication

In town

Muscle cars aren’t at their best driven in town – even a 21st century example like the current Mustang. You sit low to the floor, the view over your shoulder isn’t great, and the controls are heavy by modern standards. The steering is pretty hefty and the clutch will give your left leg a work out while you’re stuck in traffic – at least the view over the imposingly long bonnet is a good one.

If you’re going to spend a lot of time nose to tail with other cars, then the 10-speed auto will make your life a lot easier. You might miss the mechanical interaction you enjoy with the six-speed manual once the road clears, but the commute will be a lot more pleasant and performance is almost identical.

While the all-round independent suspension is a world away from the beefy but basic set-up of earlier Mustangs, it still lacks finesse when dealing with rough roads. You feel every imperfection, although with the optional MagneRide adaptive set-up (standard on the Mach 1) you can soften the suspension to make it more forgiving.

The best bit about driving the Mustang around town is seeing the car’s silhouette reflected in shop windows. But really, the Mustang doesn’t deserve to be stuck in city traffic.

On the motorway

That wonderful V8 can clear its throat on motorways, and you can quickly make the most of any gap in traffic.

Ride comfort is better at speed, and although there’s more wind and road noise than you’d hear in an Audi A5, the grumbling V8 settles down to a background burble at a steady 70mph.

Even at a steady pace, though, the V8 drinks a lot of fuel. Most rapid coupes of similar performance will be more efficient on a long run than the Mustang. If you are shopping for a used Mustang and keeping a close eye on running costs, the 2.3-litre will be a lot more efficient.

On a twisty road

For a sports car, the Mustang is big and heavy. It doesn’t handle with the nimble precision of a BMW M4, and on really narrow roads the Ford’s size can make it intimidating to drive.

On the right road – one that’s wide and flowing rather than tight and winding – the Mustang will have you whooping and hollering like a redneck whose team has just won the Super Bowl.

The engine is the star, here, not just for its performance, but for the wonderful V8 rumble. It’s like the National Anthem of the US auto industry. This kind of car won’t be around much longer, so enjoy it while you can.

Front seat passengers have plenty of space, but it’s very cramped in the back

You sit low in the Mustang, with the bonnet stretching out ahead of you, gently reverberating to the pulse of that wonderful V8 engine. It’s hard not to think of Steve McQueen and Bullitt when you slide into the driver’s seat and see the Mustang badge on the steering wheel boss.

Did Steve McQueen fret over whether his green Mustang GT had large enough door bins and cupholders with space for a Venti latte? He did not. But should such things be key to your coupe-buying decisions, the Mustang comes with bucket-sized cupholders and reasonable door bins. There’s also some storage under the driver’s armrest, although it’s not huge.

Whatever your feeling about the importance of cupholders in sports cars, the driving position certainly matters. The seat moves electrically, and there’s a wide range of adjustment to the wheel as well. Drivers of most shapes and sizes should be able to get comfortable. In the range-topping Mach 1, the seats are climate controlled to stop your back sweating too much as you chase the bad guy’s Dodge Charger along the highway.

You don’t get great visibility over your shoulder, so you’ll need to take care when reversing, although the standard rear-view camera helps if you need to squeeze this long car into a tight parking space.

Space in the back seats

There are two seats in the back of the Mustang, but you’ll need to be agile to clamber into the back and quite short to be even vaguely comfortable. The back of the car isn’t even that great for child seats, as the ISOFIX mounting points are awkward to access and it’s difficult to lean through from the front to fit the seat.

If you want second-row seats that will fit adults, an Audi A5 or BMW 4 Series are both more accommodating. The Mustang back seats are more useful for extra luggage space than they are for carrying people.

Boot space

The Mustang has a reasonably big boot, with a capacity of 408 litres for the coupe and 332 litres for the convertible. However, the opening is an awkward, narrow shape, which makes loading anything bulky quite tricky.

The rear seats split and fold to give some extra space, especially useful if you need room for long items.

If you want a super-rapid coupe with space for lots of luggage, the Audi RS5 has a 450-litre boot capacity. The latest BMW M4 is only just behind with 440 litres.

Still, so long as you can put up with the awkward opening, the Mustang’s boot isn’t far behind these two German coupes’.

There’s a sporty look to the Mustang’s cabin. That chunky steering wheel with the galloping horse in the middle sets the tone, and the three circular air vents and the toggle switches add to the sense of retro cool. Go for the manual and the short-throw gear lever looks the part too.

The trouble is, the cabin doesn’t stand up to closer inspection, especially when the Mustang now costs £50,000-plus. The plastics are hard and shiny, and the switchgear would be pretty basic in a car costing half as much. If you are thinking that a premium price means premium quality, you’re going to be disappointed.

It’s not all bad, though. The 12.0-inch digital instrument cluster looks good and comes with a choice of layouts. These include simulated analogue dials, although that does make you wonder if actual analogue dials would do the job just as well and fit better with the retro-muscle car vibe. On the other hand, having a choice of layouts does allow for the simplified Sport+ and Track Mode displays, which flash when it’s time to grab the next gear.

While we can see the appeal of the digital instruments, we’re not so keen on the Sync 3 infotainment system. It’s an improvement over Sync 2, which this generation of Mustang was fitted with originally, but that’s not really saying much. The screen looks basic and unsophisticated compared with the infotainment in an Audi, BMW or Mercedes, and only the Mach 1 has navigation as standard. Apple CarPlay and Android Auto are included in all models, so it’s simple enough to mirror your phone instead.

True muscle car fans will expect the soundtrack to be provided by the engine, but should you ever tire of the V8’s sweet music the uprated B&O stereo is worth having. It comes with 12 speakers and is available as an optional extra on GT Fastback and GT Convertible models. It’s standard on the Mach 1 Fastback.

The days of the V8 engine are numbered, and while that’s sad for car enthusiasts, it’s easy to understand why when you consider the Mustang’s economy and emissions. This is a very thirsty car.

Go for the Fastback 10-speed auto for the best economy and emissions figures, although the margin of difference between the various Mustang models is slight. The ‘green’ choice returns 25.2mpg and emits 256g/km of carbon dioxide. Nobody buys a muscle car and drives like their driving instructor is watching, so in the real world most owners can expect worse fuel economy.

The thirstiest of a thirsty bunch is the Mach 1 manual. This returns 22.8mpg and emits 284g/km of carbon dioxide. Again, if the pedal on the right gets anywhere near the floor expect to burn each gallon even more quickly.

Such high emissions make for a monster tax bill, but as the first year’s Vehicle Excise Duty (VED) is included in the purchase price you may not notice.

Since every Mustang costs over £40,000, the surcharge for more expensive cars applies, adding to the annual bill in years two to six.

Are you a company car driver? If you have some dirt on the fleet manager and somehow persuade them that a Mustang is an appropriate company car, you’ll pay the top tax rate of 37%.

The retro looks come with retro safety standards, at least according to Euro NCAP’s testing. The safety experts reassessed the Mustang in 2017, but it only improved from two to three stars out of five.

The adult occupant protection score was 72%, while child occupant protection scored just 32%. The rating for pedestrian protection was 78%, with a 61% score for the Mustang’s safety assistance systems.

Several years on, the Mustang comes with adaptive cruise control which will adjust the car’s speed to hold a set distance from the vehicle in front. It also has autonomous emergency braking and a lane-keeping alert.

An alarm and immobiliser are fitted as standard, along with locking wheel nuts.

The Mustang isn’t one of Ford’s top sellers in the UK, so it doesn’t tend to appear in many reliability and owner satisfaction studies. However, Ford in general doesn’t do as well as the best Japanese and Korean brands in reliability surveys.

That said, the Mustang largely uses tried and tested tech that’s been around for long enough for Ford to have ironed out any major problems.

If you are planning to buy a new Mustang, it comes with Ford’s standard three-year, 60,000-mile warranty.