2015 Ford Mustang GT Convertible Review
- In Reviews, Sport
- July 2, 2015
- Mark Pereira
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50 years of history and heritage | That larger engine really is something special – it’s a traditional American 5.0L V8.
It has now been nearly a year since the first 2015 Ford Mustangs arrived to Canadian dealers. Between myself and the rest of our editorial staff, we have now sampled all three engines in coupé format, as well as both automatic and manual transmissions. With summer now here in full force, it was only appropriate to try out the body style that is easily the most popular rental car on the southern half of our continent. I grabbed the keys to a 2015 Ford Mustang GT Convertible decked out with the 50 Years appearance package.
The anniversary edition of any car should stand for something special. Ford debuted their original Mustang in the second half of 1964, as a 1964.5 model. In spite of a brief stint in the 1970s where the pony car failed to meet all expectations, it has remained an icon in the North American automobile industry. 2015 marks the 50 year mark of the muscle car, and it just so happened that this coincides with the redesign. The 50 Years package includes a unique grille and light surround, unique 19” wheels painted in Lustre Nickel, unique badging throughout the car, and some stunning embossing on the seats.
In the looks department, the Mustang Convertible is a winner. It looks far fresher than the Chevrolet Camaro, which is getting a full redesign for 2016. Even with the convertible top in the closed position, the car looks unmistakably Mustang, and when the roof is lowered, it has that sexy Mustang Sally stance to it that North Americans will never forget. I’m a huge fan of the 19” wheels on this special edition, though it wouldn’t hurt if they were one size larger. There’s a “5.0” badge on the front fenders to signify that you splurged for the larger engine.
That larger engine really is something special – it’s a traditional American 5.0L V8. No forced induction here, though Ford will happily sell you the twin-turbocharged EcoBoost model for a little bit less money. For purists like us as well as a huge chunk of Mustang buyers, a naturally aspirated V8 is what being a car guy is all about. The motor pushes 435 horsepower and 400 lb-ft of torque, with a 6-speed manual as standard equipment. However, our test car was equipped with the transmission that most buyers will opt for, a 6-speed automatic
I’ve been frequenting car shows and local cruise nights for well over a decade, so I’m all too familiar with enthusiasts scoffing at the thought of a sports car with an automatic transmission. The manual gearbox in the Mustang is an excellent unit, with perfect throws and a shifter light enough for almost anybody. That said, the clutch is a bit on the heavy side and therefore, drivers who want to daily drive their piece of American muscle may want to opt for the two-pedal unit. There is a sport function on the shifter that adjusts shift points accordingly as well as rev-matches downshifts.
The V8 though, sounds amazing. Just pushing the engine start/stop button on the center stack starts the car with a predictably menacing growl, typical to a muscle car. The exhaust sounds incredible both at idle as well as at wide-open throttle. Kicking down on that gas pedal will hustle this horsey to 100 km/h in 5.3 seconds, and there is a “Track” setting on the drive mode selector that sharpens everything up for maximum control and performance. Response from the go-pedal is sharp enough and the transmission downshifts quickly enough. After hearing this engine with the convertible top down, I realized there really is no competitor that comes anywhere close to delivering this sort of noise for the dollar
Seeing as this is the convertible version of a two-door coupé though, there has to be some sort of compromise in the stability department. The Mustang Convertible feels a little bit sloppier than its hardtop counterpart, and this is indeed noticeable. The stability and ride quality on the 2015 redesign has definitely been vastly improved over the previous-generation car, so kudos to Ford for effort. Thanks to the new independent rear suspension, the 2015 Mustang feels sharper in every way. This is a car that’s surprisingly easy to drive quickly, and does not feel threatening in any way (except maybe to those driving in front of you!).
I rather liked the steering mode selector, which uses the toggle switches on the centre stack to switch wheel feedback between “Comfort”, “Normal”, and “Sport”. The car feels planted and comfortable, and handles quite well. The steering has enough feedback through the wheel but doesn’t require much overcorrection on the highway; the Mustang is a great interstate cruiser. Each time I was driving on the highway with the top down and the sun beating down on me, I thought back to my last drive down the Pacific Coast Highway in California, where it seemed as though every other car that I came across was a Mustang Convertible with a rental bumper sticker. This isn’t knocking the car at all; it makes a great choice for that sunny weekend getaway. It’s also just as good at taking you to work and back on a daily basis.
Our specific tester came in at just under $60,000, before factoring in any of Ford’s area-specific incentives. If this seems steep, Ford will sell you a 2015 Mustang Convertible for as little as $30,349, the base price for the entry-level V6 model. Those who are picky enough to require the V8 (such as myself) would need to step up to the GT Premium, which starts at $48,399, and the automatic transmission costs an extra $1600. I would also opt for Equipment Group 401A, which, for $2000, includes a Shaker Pro sound system with 12 speakers, a blind spot information system, as well as memory for the driver’s seat and mirrors.
Many convertibles nowadays have fancy power retracting hardtops that add a significant amount of weight to the car, as well as taking a lot longer to operate. The last thing you need is to be stuck at the side of the highway in a torrential downpour waiting for your slow convertible top to close. The Mustang uses a rugged cloth top that’s reasonably light and doesn’t intrude on trunk space either. It’s operated by coming to a complete stop, pulling down a handle located near the map lights and twisting it to the unlock position, then pushing and holding the button clearly marked. This drops all four windows and retracts the convertible top in mere seconds, considerably faster than that of the 2015 Camaro we recently sampled.
The most common argument used against the Mustang GT, and in favour of the (admittedly good) EcoBoost model is the fuel consumption of the eight-cylinder motor. During our test, we were able to get the big GT down to 9.9L/100km on the highway, and return overall economy of 11.9L/100km in a combined cycle on premium grade fuel. Muscle cars aren’t for everybody, and as my colleague remarked after his recent test of a Camaro, these are cars people buy based on passion for the specific model rather than the spec sheet. For those who do care though, the spec sheet and sheer amount of style points make the original pony car my personal pick of the current litter.
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Mustang GT is Loud, Proud and Performs Better Than Ever Before.
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In the car world of weaponry, something like a McLaren can be compared to a scalpel: It’s delicate, precise, and requires a steady, educated hand to wield. On the complete other side of the spectrum, you have the Ford Mustang GT, which is more like a chainsaw: It’s loud, brash, kind of violent and can be operated by any ham-fisted dude bro worth his weight in energy drinks.
FAST FACTS
Engine: 5.0L V8, 435 HP, 400 lb-ft
Transmission: Six-speed manual or six-speed automatic
EPA Fuel Economy: 16 mpg city, 25 mpg highway, 14.3 mpg observed
CDN Fuel Economy: 15.4 L/100 km city, 10 L/100 km highway, 16.5 L/100 km observed
US Pricing: 2015 Mustang GT Convertible starts at $41,800
CDN Pricing: 2015 Mustang GT Convertible starts at $48,399, $56,599 as tested (includes destination charge)
And this is what makes the Ford Mustang so likeable. You can just charge into any hardware store and buy a chainsaw. I don’t really know where you would get a scalpel. The Mustang has been so wildly successful over its 50-year lifetime because it’s so accessible: You don’t need to be on a doctor’s salary to own one, you don’t need to have any advanced driving lessons to really enjoy it, and, because it is so down to earth, you can drive it without having people think you’re a snob.
Also, everyone knows what a Mustang is, even your dear Aunt Esther who knows nothing about cars. There are certain perks to driving an icon. Instant recognition is one of them.
Affordable power, ridiculous fun
If you want a fun car with massive power and showy looks, the Ford Mustang GT is one of the most affordable and least pretentious ways to do it. Starting at $32,300 (for the fastback), the Ford Mustang GT is one of the cheapest ways to get into a V8-powered car. My GT Convertible Premium tester rings in at over $41,800, but it has a lot of add-ons that don’t enhance how much I enjoyed the car. If budget was an issue, you can get a base model GT that skimps on the features but doesn’t skimp of the fun.
Pushing the start button and hearing the V8 roar to life makes me want to yell some sort of primal war call into the air and throw a spear at something. Even at idle, the V8’s low, menacing thrumming is a warning to people that there’s something angry lurking nearby.
The 5.0L V8-powered Mustang GT is really fun in the same way that using a chainsaw to demolish something is fun. Wielding 435 horsepower and 400 pound-feet of torque worth of power is equal parts therapeutic and utterly corrupting. You know that feeling where you’re trimming a hedge in your yard, and then you get carried away and then suddenly look up to notice that you’ve mauled down everything else in close proximity? It just felt so good you couldn’t stop, right? Well, the Mustang is a bit like that.
One stab at the throttle, you hear the war cry of that naturally aspirated V8 (a dying breed of great engines), your body gets pushed into the seat back, you feel the freight-train acceleration charging you forward and you just want more. You shift into second gear, stab the throttle again, watch the revs rise, and then suddenly you’re at 120 km/h in third gear and getting arrested. Like with a chainsaw gardening job, “Well, that escalated quickly” is a phrase you’ll find yourself thinking a lot in a GT Mustang.
Feels lighter and more agile
Of course, all that power would be useless without handling, and in this arena, the new Mustang is leagues better than the one it replaces, thanks to its new independent rear suspension. Although it is still a nose-heavy beast of a car, it’s not as agile or lithe as some of its European or Japanese competition, but it is still much easier to maneuver at both low and high speeds than it ever was. The new suspension means the Mustang is more compliant and easier to handle, but also that it feels smoother over rough pavement.
On sweeping on-ramps, the Mustang never felt like it was going to give out, so I kept pushing it and it only continued to inspire confidence. The Mustang grips and doesn’t let go (unless you’re up to hijinks and you really want it to), and the steering is surprisingly communicative and quick to react, regardless of what mode it’s in. Operated by retro metal toggle switches on the lower dash, there are three steering modes: Standard, Comfort and Sport. I drove it in Standard most of the time and it never left me wanting, Comfort is downright numb, and Sport sharpens everything up.
There are also four driving modes, each ramping up how sporty the Mustang feels depending on your mood, road conditions and how much trouble you want to get in: Normal, Wet/Snow, Sport and Track. In all modes though, the Mustang can feel ponderous and you can still feel the beast’s weight in tight corners and quick turns, but it’s still much more agile than the previous generation.
The clutch has a heavy but intuitive feel to it and the easy-to-use, slick-shifting six-speed manual transmission makes an already engaging car even more so. Making the manual even more user friendly, the Mustang has a hillholder so you don’t roll back, and while you take your foot off the clutch, the engine brings the revs up a little so your first shift is smooth and it helps you not to stall and make a fool out of yourself.
The brakes are not overly grabby or hypersensitive, and do a fantastic job in bringing the freight train to a halt. There are more lithe cars out there, but the Mustang gets the job done. The new Mustang GT feels more refined and communicative than the previous generation model. It doesn’t feel cheap any more, which is a welcome change. The whole experience just feels a lot smoother.
A more refined interior with terrible infotainment
Inside, the Mustang continues this newfound refinement by keeping the retro looks but making everything more luxurious and more streamlined. The materials used inside feel substantial and there isn’t a lot of hard plastic used. There’s a lot brushed aluminum, which looks slick, feels rich and is easy to keep clean. It’s a classy look. Where the old Mustang’s interior was clunky and cheap, this new one is really well done: The layout is functional, logical and user friendly and there are a lot of little cubbies and places to store things like cellphones and the speeding tickets you will inevitably start collecting.
SYNC, living up to all stereotypes of the maligned infotainment system, is frustrating. Although it is relatively easy to use and set up, the reaction times are painfully slow, the voice instructions are overly nanny-ish, it never understands your voice commands, and once during my week-long test, the whole system just froze up and crashed. Unfortunately, Ford isn’t one of the automakers that is jumping on board with Apple or Google to offer infotainment systems that sync with your cellphone. The touchscreen also gets dirty very quickly with fingerprints.
One other downside to the Mustang is a lack of rear seat room. With the convertible top up, headroom is slim, and if there’s anyone over 5’9 sitting in the front seat, good luck trying to fit behind them. The only other iffy point is the sightlines from the driver seat: with the top up, blind spots are significant, and that long, bulging hood means it can be difficult to gauge where the front corners are. Solution: Always drive with the top down and back into all the parking spots — the backup camera and parking sensors work wonders.
The Verdict: 2015 Ford Mustang GT Convertible Review
I really like when cars make a statement. The Mustang GT makes a very loud statement, and especially when it’s painted in a bright eff-you yellow, that statement is a big m >unwieldy beasts, the upgrades mean that they can be comfortable cruisers or corner carvers depending on your mood. The Mustang’s chainsaw personality is what sets it apart from other cars and if I needed a weapon, I’d pick a chainsaw over a scalpel in a heartbeat.
Discuss this story at our Mustang Forum
2015 Ford Mustang GT Convertible Review
The 2015 model year marks the sixth generation of the iconic Ford Mustang.
THE PROS & CONS
What’s Best: The sixth-generation of the venerable Mustang is thoroughly modern, but retains some of the retro styling that has made it a popular model for all these years.
What’s Worst: The interior is much improved over previous versions, but still has a way to go to match European sports coupes.
What’s Interesting: After 50 years, Ford has moved to an independent rear suspension in the Mustang.
You know you’re getting old when….. you remember clear as day how excited you were when you first laid eyes on the new Mustang that the Ford Motor Company had just introduced to the world.
It’s hard to believe but that was more than half a century ago. When the Mustang reached the market as an early 1965 model it spawned the pony car movement.
One marvels after all these years how Ford has managed to keep the Mustang modern and up-to-date with each succeeding generation, while at the same time retaining some of the retro-styling that made it an instant success back in the day.
But that’s exactly what Ford has been able to achieve, bringing us now to the sixth-generation Mustang with the 2015 model that is the first to feature an independent rear suspension for improved ride and handling.
We had a brief opportunity to experience the 2015 Mustang GT Coupe back in the fall during the Automobile Journalists Association of Canada (AJAC) Car of the Year testing in Niagara Falls. It was entered in the Sports/Performance Car over $50k category and finished as runner-up to the upstart Volvo V60 Polestar and ahead of the fire-breathing 707 hp Dodge Challenge Hellcat.
Now in early April, perhaps as a sign that spring has finally arrived here in Southern Ontario, we were fortunate to have a 2015 Mustang GT Convertible for an extended road test.
And while it was still less-than-perfect weather for top-down cruising, we jumped at the chance to spend a week with an eye-catching Competition Orange convertible with black leather interior.
This bright orange isn’t a paint colour that blends in with the landscape. If that’s what you want, opt for one of the silver or white finishes.
I happen to love the orange colour; others like my wife would prefer something rather more sedate. It’s all a matter of choice. But then again, I don’t think orange would work at all on a Fusion, but it seems just perfect on a sporty droptop like this Mustang.
As it enters its 50 th year of continuous production with more than nine-million-plus units sold, the Mustang is no longer a North American-only car. It is going global with Ford taking it to customers in key parts of Europe and Asia.
And as has been the case for all these many years, the 2015 Mustang is available in both coupe (or fastback as Ford calls it) and convertible variants.
The fastback starts at $25,349 and the convertible is a $5k jump at $30,349. There are three engine choices: the base 3.7-litre V6, a 2.3-litre turbocharged EcoBoost four-cylinder or the 435 hp 5.0-litre V8 featured in our GT Convertible.
Ford says this is the first car to offer four-, six- and eight-cylinder engines that each produce at least 300 hp. Six-speed manual and six-speed automatic transmissions are offered.
Earlier we said the Mustang started the pony car revolution and the new exterior styling of the 2015 model redefines the pony-car look with a long, sculpted hood and short rear deck.
This year marks a return of the fastback style with a sleeker profile, due in part to a more steeply raked windshield and rear glass. The car also has a lower, wider stance with a reduced roof height and wider rear fenders and track.
A key change for 2015 is the new independent rear suspension along with a new McPherson strut setup in front. It’s interesting to note that last year’s Mustang was the only rear-wheel drive car on the market that still had a solid rear axle.
Mustang aficionados will be impressed with the restyled interior. Materials have been upgraded considerably and the look is much more modern and up-to-date. Our tester had both heated and cooled leather seats.
The top is simple to operate. Turn a centre-mounted latch, press a button and the top disappears behind the rear seats in under 10 seconds.
With the top up I noticed the interior was considerably quieter than in previous versions thanks in part to better insulation in the fabric top.
Another improvement is in trunk volume, which is up 19 per cent over the outgoing model to 322 litres.
Despite all these advancements as well as improvements in the technology content, the Mustang is for all intents and purposes an impractical car.
With only two doors and a cramped back seat, it’s far from an ideal family car. Imagine having to strap in a baby seat in the back…
But, nevertheless, for millions of us, the Mustang has been a special car for all these 50 years… particularly the V8-powered GT model.
For me, it’s the styling and the music that comes from the dual exhausts when you push the start button.
There is a growl and a rumbling that stirs the senses and yet this is a docile creature until one tromps the throttle and the 435 hp and 400 lb/ft of torque kick in.
Electric steering is standard with Comfort, Normal and Sport settings. Simply make your choice and toggle through them via a button at the base of the centre stack. There is also a toggle switch next to it to select drive modes— Normal, Sport, Track and Snow/Wet.
Our tester had the $1,700 50 th anniversary edition package that features special trim, floor mats and 19-inch premium painted aluminum wheels with P255/40R 19 tires. Other options included navigation system ($800), reverse park assist ($350), adaptive speed control ($1,600), block heater ($150), six-speed automatic ($1,500) and upgraded 12-speaker audio system ($2,000).
With $8,200 in optional equipment, the as-tested price came in at $58,249 when you include the $1,650 destination and delivery charge.
At more than $58k, the Mustang GT Convertible is hardly an inexpensive ride. But it is an icon among American cars that is better than ever for 2015 and now set to take on the world as Ford continues its global outreach.
2015 Ford Mustang GT Convertible at a glance
BODY STYLE: Two-door convertible.
DRIVE METHOD: Front-engine, rear-wheel drive.
ENGINE: 5.0-litre DOHC V8 (435 hp, 400 lb/ft of torque) with a six-speed manual or six-speed automatic transmission.
CARGO VOLUME: 322 litres.
FUEL ECONOMY: 15.4/10/13 L/100 km city/hwy/combined with a six-speed automatic transmission.
PRICE: $48,399, as tested $58,249 including $1,650 destination and delivery charge.
2015 Ford Mustang V6 and GT Convertible
The 2015 Ford Mustang V6 and GT Convertible is a sexier, slicker and more fun car to drive than previous models that are currently on the road. Get behind the wheel of the new Mustang and you’ll feel it; the car begs to be driven and can’t wait for you to take press down on the pedal, releasing its intense energy and flood of power. The car will take you from 0 -60 mph in about 6 seconds, but it gets so much better after that.
The Ford Mustang V6 is intriguing from the first look. The body sits down lower and has a bit more width, giving it a more aerodynamic shape. The roof is also a bit lower and sexier, sidling down to the front bumper. The LED headlights and tail lights have a new twist; they’re three slashes that light up one by one in the direction the car is about to turn. A small detail, but one that leaves a lasting impression. The overall styling is classic and playful but clearly meant for a serious driver. Also, the wheels are completely modifiable, so don’t be put off if the wheels on the showroom floor aren’t what you had in mind. This car comes with tons of options and lots of great features.
2015 Ford Mustang Convertible Interior
The real adventure starts with the interior, a space inspired by the cockpit of a Mustang fighter jet, and the references to flight are a great tough. Your MPH has been renamed Ground Speed and RPM now stands for Revolutions per Minute. The divers seat is lower and more comfortable with more room for knees below the smaller, easy-to-control steering wheel. A full-color control screen above the steering wheel is controlled with toggle switches on the wheel itself. There’s also a push-button start in the center of the car and manual shift with an extra heel-toe downshift to make gear changes smoother.
And of course, the top comes down. The convertible top is locked in place with a handle in the interior roof of the car. It turns to unlock the top, then a button right next to it takes the top back and away in about 10 seconds. The whole operation is buttery soft and whisper smooth, helping your aerodynamic drive take you up into the sky.
There are a lot more great features nestled in to the front of the car, but first I want to mention the keychain. The keys come with a push-button start on the key chain which allows the driver to unlock the car and get it started from across the parking lot. Once inside, the driver has access to the Blind Spot Information System, (BLIS) that helps the car back up and keeps an eye out for cross traffic. There are also voice commands to help you make a call and you can sync your phone to your car’s system so that it can play your favorite music and read you your text messages. And that’s just a small taste of all the tech toys you get to play with every time you drive this car.
Engine Specs and Performance
So how about the engine, the heart and soul of this galloping beast? Here the buyer has a chance to do some serious shopping with a lot of options. The V6 engine has a broad range of torque, giving it some serious performance for your money. You can also opt for the 2.3L EcoBoost which has 310 hp and 320 lb – ft of torque and has been applauded by the EPA for its fuel economy of 21 city and 32 highway miles per gallon. There is also a 3.7-liter Ti-VCT V6 engine in Mustang V6, with 300 horsepower and 280 lb-ft of torque, fuel consumption on the highway for this option is about 31 mpg.
If that’s not your style you can go for the class 5.0L V8 GT and feel the guttural thrum that made Mustang a legend. This engine has 435 horsepower and 400 lb-ft. of torque, fuel consumption is 16 city / 25 hwy / 19 combined mpg. Opt for the Shelby GT350 and get 500 horsepower in your hands. The top speed has been increased to 155 miles per hour thanks to the attention to detail – right down to the bend in the coils – in these amazing engines. All engines are mated to a six-speed manual transmission.
Price and Release date
This insane piece of automotive history became available in November of 2014 and breezes in to your garage for anywhere between (Starting MSRP) $29,300 for 2015 Ford Mustang V6 Convertible and $41,800 for 2015 Mustang GT Premiumium Convertible . The high range is due to the amount of customizable options each buyer has to choose from. Don’t miss your opportunity to feel the amazing power of this incredible car – you will never forget it.
2015 Ford Mustang GT Convertible Review & Test Drive
In the 50 years that the Ford Mustang has been in existence, it has stood the test of time to accompany a wide array of transportation and motorsports attributes to the automotive world. With the latest iteration of the Mustang, Ford has put forth their best efforts to provide many different trim levels, engine choices, and an ideal soft-top convertible that can be had with the powerful 5.0-liter V8 engine.
My latest test drive endeavors brings me to the 2015 Mustang GT Convertible sporting the famous Coyote 5.0-liter V8 engine now with 435 horsepower and 400 lb-ft of torque directed to the rear wheels. In a new fashion for the Mustang, the rear incorporates an independent suspension setup permitting a better road and track-going attitude.
Mated to a 6-speed automatic transmission with steering wheel-mounted shift paddles in my test vehicle, the Mustang GT Convertible is quite the plug-and-play drop-top cruiser that just about anyone can have a bit of generous forward-thrusting fun in.
The performance of the Mustang GT Convertible plays down the coupe’s chassis with some reinforcements that add a bit of weight but is somewhat kept in check by the retuned suspension. The smaller 18-inch 235-patched tires on my test vehicle were easy to peel away in concert with the 5.0-liter V8’s deep rumble while the body seemed to loft a bit with a tad of cowl shake on transitioning directions on spirited drives down twisty back roads.
The steering, left to its 3-mode weighted settings (Comfort, Normal, Sport), felt mostly artificial with minimal feedback. However, the fun starts and ends with the quick-to-spin V8 engine and consistent runs to 60 mph in 5.3 seconds without fail. Fuel efficiency is at a consistent but underwhelming 15 mpg city and 24 mpg highway – possibly the price that must be paid by enthusiasts for the thirsty V8 pumping out 435 horsepower.
The 2015 Mustang GT Convertible is that rental car that everyone wishes was still on the available list after a long haul from a short-on-legroom middle coach class seat sandwiched between two overweight guys. Slipping into the ventilated leather seats up front and manually unlatching the power-folding top while the rumble of the V8 awaits your right-foot inputs never felt and sounded so great.
The Ford Mustang has always been on my list of vehicles that continually spark my curiosity. That curiosity mostly draws from the newest Mustang’s performance figures and stats listed on paper. While they justifiably compete with performance vehicles nearly twice its price, the Mustang continues that tradition of being America’s prided pony car for the masses that can be had in many different configurable flavors to suite your unique character.
Everything about the 2015 Mustang works and all comes together to limit disappointment. In that, Ford has kept the Mustang formula rather simple – a method that only works for a mass-produced vehicle.
There is no doubt to the 2015 Ford Mustang being the best yet for a late-model pony car. In its GT convertible form, the Mustang still retains those traits to keep consumers coming back for an affordable means of transportation but with some added flare in the area of style, reliability and above all for enthusiasts, meaty performance found in the GT’s 5.0 V8 engine.
My test vehicle, nearly fully loaded, came to a price of $48,690 including an $825 destination and delivery charge. With a starting price of $30,200 for the new Mustang V6 convertible, $35,700 for the EcoBoost turbocharged convertible, and $41,800 for the 5.0 V8-powered GT Convertible, consumers will do a justice to themselves to never omit the Mustang on their shopping list for an affordable drop-top that permits the most bang for your buck in terms of performance in such a segment.
Обзор: 2015 Ford Mustang GT
Форд празднует 50 летие Мустанга
Время летит стремительно. Кажется, что первые поколения Ford Mustang не так давно в массовом порядке сходили с конвейеров в США. Однако, если оглянуться назад и посмотреть на точные цифры окажется, что Мустанги- основатели класса «pony car» впервые были выпущены аж полвека назад.
50 лет очень символичная дата для автомобилей, а для тех моделей машин, которые на протяжении всего этого времени пользовались неизменной популярностью (если не сказать больше, обожанием), полтинник вообще приобретает сакральный смысл.
В этом лежит причина того, что Blue Oval решил помпезно отпраздновать 50- летие американских мускул-каров с выпуском нового 2015 Ford Mustang 5.0. Ожидаете, что Ford сделав спецверсию Мустанг, серьезно доработанную для истинных ценителей и коллекционеров? Частично вы правы, но частично заблуждаетесь.
Новый 2015 Mustang сделал микс из новейшего поколения и старой школы Pony car, о том, что получилось читайте дальше.
Что такое 2015 Ford Mustang GT, технические характеристики?
Двигатели 2015 Ford Mustang GT
Двухдверный фастбэк спорт купе Mustang GT, форсированная версия с измененным 5.0 литровым V8 и возможностью перевозить в общей сложности четыре человека. Переделанный V8 5.0 теперь обладает несколько иными показателями, в него установлены увеличенные впускные и выпускные клапаны, изменены распредвалы, установлена новая головка цилиндров, модернизированы поршни, кованные шатуны и более точно отбалансированный кованный коленчатый вал. Все вышесделанное без труда делает возможным снимать 435 л.с. при 6.500 об/мин и 541 Нм крутящего момента при 4.250 об/мин. Питается двигатель при помощи последовательной системы впрыска топлива. Этот Мустанг имеет классический задний привод с блокирующемся дифференциалом в стандартной комплектации, максимальная скорость ограничена электроникой на 250 км/ч. Приведенные данные относятся к топовому мотору 2015 Ford Mustang GT, есть и менее заряженные варианты…
В дополнение к V8, на Mustang можно также встретить базовый 3.7 литровый V6 и новый мотор со смешным, крайне неамериканским объемом, 2.3 литровый четырехцилиндровый турбированный рядник EcoBoost. О нем можно с уверенностью сказать- мал, да удал, 310 л.с. с чуть боле чем 2 литров. Все движки соединяются со стандартной шестиступенчатой ручной КПП, в качестве дополнения можно приобрести и автоматическую трансмиссию, Mustang с теми же шестью скоростями, но с большим комфортом.
Подвеска Mustang GT
Подвеска на Mustang также обновленная. Состоит из нового подрамника который соединяет воедино все части подвески. Впереди стоит измененный комплект подвески типа MacPherson, благодаря сделанным изменениям стало возможным установить вместо прежних тормозных дисков роторы увеличенного диаметра. Задняя подвеска- полнейший эксклюзив для Mustang’а, впервые за 50 лет на Pony car была установлена независимая подвеска Multilink, которая по своим характеристикам и новаторству одним махом отмела и выкинула на свалку истории все что ставилось на Mustang до этого времени.
По признанию зарубежных журналистов, Ford наконец-то сделала верное решение, аминь!
Технические дополнения Mustang GT
Селектор Drive Mode переехал на новое место, в основание центральной консоли. Теперь с помощью него возможно подвергнуть тонкой настройке все главные системы автомобиля, в том числе, двигатель, подвеску, рулевое управление и некоторые другие функции могут быть перенастроены для максимальной отдачи. Кроме того, автомобиль оснащен такими приложениями как, система таймеров для засечки разгона от 0 до 60 миль/ч, 1/8 и ¼ мили, акселерометром и измерителем тормозного пути.
Далее по консоли. В ней установлена самая новая система Ford Sync Voice Activation и элементы управления MyFord Touch, которыми можно управлять посредством восьмидюймового тачскрина. На нем вы найдете настройки радио, управление навигацией, телефоном и климат-контролем.
Mustang доступен в нескольких вариантах, в зависимости от объема двигателя или типа кузова, GT, GT Premium и GT 50 Years Limited Edition.
В отличие от предыдущей версии, модель 2015 года использует абсолютно новую платформу и рассматривается Ford как автомобиль полностью готовый к экспортной экспансии в другие страны.
Конкуренты 2015 Mustang GT
На этом фронте ничего не меняется, все те же действующие лица, многие десятилетия, пытающиеся отобрать один у другого лавровый венок победителя за покупателя. В качестве главных конкурентов выступают Chevrolet Camaro и Dodge Challenger.
У каждой из причисленных моделей есть свои достоинства, в основном связанные внешним и внутренним стилем, и недостатки, здесь, наоборот все упирается в технические аспекты, но чего не может предложить ни один из конкурентов среди американских мускулкаров, четырехцилиндровый, 2.3 литровый мотор. Ford предоставляет такую опцию, а его ближайшие соперники могут похвастать лишь большими движками и невероятными объемами и соответствующим расходом топлива.
Внешний и внутренний мир Ford Mustang 2015 модельного года
Новая модель выглядит такой же культовой, как оригинал. Вобрав в себя ключевые дизайнерские решения 65,67 и 69 годов от Mustang в кузове фастбэк, таким образом отплатил своим далеким предкам современным способом.
В передней части автомобиля осталась узнаваемая трапециевидная решетка радиатора «shark bite», прищуренные фары каким-то неведомым образом напоминают головной свет первых мустангов (вот вроде, и форма поменялась и технологии, но дизайнерам удалось сохранить их оригинальный вид).
Сбоку двухдверка благодаря спортивной подвеске выглядит ниже обычного Мустанга, это также придает плюсов в восприятии его как продолжателя спортивной тематики, плюс к этому купе реально лучше проходит повороты и чувствует себя стабильнее на скоростях.
Для версии с 5.0 литровым двигателем сделаны множественные дополнительные вентиляционные отверстия, автомобиль с такими дополнениями выглядит солиднее и спортивнее, а двигатель будет дышать и охлаждаться на несколько десятков процентов интенсивнее.
Что касается тыла, то здесь все сделано по классической схеме Mustang, остающейся неизменной с 1965 года.
Интерьер 2015 Mustang
Как едет Ford Mustang GT
Одно крупное американское автоиздание, как только появилась такая возможность испытало Mustang GT. Вердикт из всей длинной, изоюилующей техническими данными статьи напрашивается следующий:
1. Звук работающего 5.0 литрового мотора нового GT просто поражает. V8 в сочетании с настроенной спортивной выхлопной системой явно придётся по вкусу гурманам, требующим от автомобиля не только выдающихся рекордов на треке, но и высоких эстетических данных.
2. Не звуком единым. Мощности 5.0 литрового агрегата с лихвой хватает для того, чтобы забыть обо всех проблемах, в прямом смысле слова они останутся позади, пройдет не более 5 секунд, (4.7 для точности) и 2015 Ford Mustang GT уже будет лететь 100 км/ч. Расслабится такой гоночный автомобиль не даст никому.
3. В городском движении мотор конечно не порадует небольшим расходом, 15 литров в городе будет минимальным показателем. По трассе, если не гнать, пятилитровый двигатель будет тратить 9.5 литра.
4. Новая независимая подвеска, обновленная передняя, улучшенная рулевая система дали свои грандиозные плоды.
Автомобиль легко и практически безошибочно проходит сложные извилистые трассы, предсказуемо откликаясь на руль и не пугая водителя невероятными кренами. Электроника также по мере надобности старается вносить свои корректировки, но главным в автомобиле все же остается человек.
5. Пластик и качество отделки…, скажем так, чисто американские.
Форд сделал отличный подарок своим фанатам. За такой автомобиль не жалко отдать кругленькую сумму (Базовая цена в США $36.100, описываемый экземпляр- $43.490). Ведь за эти деньги вы получите не просто качественный и продуманный автомобиль, а особую версию, а это ценнее вдвойне!
Ford Mustang Convertible Review
Few cars are as iconic as the Ford Mustang – its V8 burbling away with the wind in your hair is a real treat. Just don’t expect great handling, comfort or rear space
This score is awarded by our team of expert reviewers after extensive testing of the car
What’s good
- Iconic styling
- Powerful engines
- Lots of standard equipment
What’s not so good
- High running costs
- Rear space
- Interior quality
Ford Mustang Convertible: what would you like to read next?
Overall verdict
There’s no doubt the Ford Mustang Convertible offers you a lot of car for your money versus alternative coupes such as the Audi A5 Cabriolet or BMW 4 Series Convertible, 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.
There are positives to be found, though. 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.
However, squeezing a couple of adults into the rear seats will prove more problematic as access after the front seats are moved forward isn’t great and neither is the leg or head room inside with the roof up. Of course, roof-down (which takes around 11 seconds) the head room issue is solved, but even teenagers will complain about the poor knee room on a long journey.
The Convertible’s boot, too, is modest, and has a high loading lip – you’ll fit more in the back of an Audi A5 Cabriolet or BMW 4 Series Convertible.
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. 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 you 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.
The Mustang Convertible Convertible is a superb cruiser, even if cruising down a dreary A1 in the driving rain isn’t quite Route 66 in the warm evening sun
You don’t have to choose the V8, though – there’s also 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.
With both engines, you can have 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 drop-tops in terms of handling: the Mustang’s big, weighty V8 up front hurts its ability to dart into corners and 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 roll too much in bends, and improves the Mustangs comfort on battered roads in its softest setting, but ultimately it never reaches the level of comfort you’ll experience in alternative open-tops.
At least going for a Ford Mustang ensures you’re treated to lots of standard equipment. Even the Ecoboost model gets things like 19-inch wheels, LED headlights, adaptive cruise control, electric front seats, climate control and a heated steering wheel. Stepping up to the V8 adds a sports exhaust system, black alloy wheels and beefier brakes.
So, there’s plenty to love about the Ford Mustang. It’s 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.
2015 Ford Mustang GT review
Smoky burnouts come standard on Ford’s refined but still untamed 2015 Mustang
2015 Ford Mustang GT
“Fifty years in the making, the all-new 2015 Mustang GT adds a welcome dose of style and refinement to complement its addictively raw V8 power.”
- Seductive fastback styling
- Burnout-ready V8 power
- Choice performance options
- Cramped rear seats
- Cheap interior finishes
- Weak fuel economy
The engine start button – accented by a row of matte metallic toggle switches – is at the base of the center stack of the all-new 2015 Ford Mustang GT. Push up on the second toggle switch from the left and a message appears in the instrument panel’s display, notifying the driver that traction control is switched off.
Slide the manual gearbox lever into first, apply generous throttle, and release the clutch and you’ll enjoy a good-old American burnout — pony-car style. The experience is as exhilarating as it is obnoxious. It’s addictive as hell, too, like crack for car-lovers.
Depositing significant amounts of the Mustang’s rear tires on pavement is nothing new, though. The last 5.0-liter ‘Stang I drove – a fifth-generation, 2014 model – shredded rubber just as readily, eliciting similar aural delights of roaring engine, shrieking tires, and roller coaster g-forces.
The package here, though, is fresh and exciting. This latest Mustang is sexier than the last, with sleek, fastback styling, a modern interior. Most significantly for a car with such sporty intentions, though, the 2015 boasts a more refined suspension, which helps it tackle a twisty road course as neatly as it does a drag strip.
Fastback styling
Not even a casual observer would mistake the new, sixth-gen car for its predecessor. The steeply raked rear glass and tapered tail give it away immediately. Squinty headlights flank a trapezoidal grille that, along with numerous other styling details, hark back to the original Mustang that first wooed enthusiasts five decades ago.
2015 boasts a more refined suspension, which helps it tackle a twisty road course as neatly as it does a drag strip.
A lower, wider profile contributes to the Mustang’s sporty look, and options on our test car like big, 19-inch black-painted wheels, Pirelli P-Zero tires and Brembo front brake calipers reveal its performance capabilities.
Another must-have option for the speed-obsessed driver is found in the cabin: a pair of $1,595 Recaro front seats with plenty of lateral support. Despite hampering entry and egress for this height-challenged driver, the manually adjustable Recaros are an excellent addition to the Mustang — well worth the extra coin.
Finding a comfortable driving position with good sightlines is simple, and controls are easy to reach. Interior finishes, though, look better than they feel. Real stitching on the dash and door panels is better than rental-fleet fare, but drivers expecting class-above finishes may be disappointed.
Athletic moves
Any shortcomings in interior trappings fade quickly, though, when the 5.0-liter V8 growls. With 435 horsepower on tap – 15 more than the outgoing car – and a stout 400 pound-feet torque, the Mustang jumps forward with haste, almost regardless of engine speed or gear. The effect is deeply satisfying, reminding the driver of the advantages of a naturally breathing engine.
The six-speed is not as precise as a Porsche’s for example, and it lacks the rev-matching feature of some newer sports cars like the Nissan 370Z NISMO. But this pony loves to be flogged, and doing so is loads of fun. With so much power and a transmission that can handle it, speedy upshifts allow the driver to rip through the revs with ease.
Most big-motor Mustangs can sprint. It’s the new, independent rear suspension that endows this latest model with handling to match its quickness. Those optional Pirellis likely help, too. Despite a curb weight around 3,700 pounds, handling is nicely balanced, carving up even rough pavement without unsettling hops or bouncing. Power oversteer remains available, thanks to the big motor and instant-on torque.
On highway jaunts and everyday drives, the ride is firm but comfortable. I would not hesitate to drive the Mustang GT on an interstate trip, provided my crew consisted of no more than one passenger. The rear seat is tight, especially with a taller driver or passenger up front.
The test vehicle’s optional six-piston Brembo front brakes contribute to its handling prowess, too, arresting the Mustang’s speed quickly and controllably.
Ford’s track apps
Standard on the Mustang GT is a pair of features that allows the driver to ready the vehicle for a drag race and execute one like a pro. The electronic line-lock holds the front brakes during a smoky burnout. Launch control then modulates power off the line to limit wheel spin and optimize acceleration time.
While I didn’t get a chance to find a safe, flat stretch to test the launch control, I did try out the line-lock in my narrow driveway. It works as claimed, either to gently heat up the rear tires or to perform a full-blown, NHRA-style burnout.
Driver assistance features
The day has arrived when adaptive cruise control (ACC) and forward collision warning is available on a Mustang … what a time to be alive!
Despite some bargain-basement interior trim, the 2015 Mustang GT feels like a good value.
While some drivers may choose the Mustang as a special car reserved for weekend outings, most will depend on it for everyday needs. These features, therefore, add some convenience. No driver wants to crash his or her Mustang into the back of a truck after a long day at work.
Admittedly, this was the first time I’ve used ACC in a manual-transmission car. With loads of torque from the 5.0, in high gear the Mustang requires no downshift to accelerate back up to set speed, even from 45 mph. When I approached stop-and-go traffic, though, I just switched it off and monitored traffic with my own eyes.
Muscle-car choices
Some drivers will need no time to choose between the Mustang and its competition. The Chevy-faithful have the Camaro, and dedicated Mopar fans have the Challenger. Still, some with no loyalty to a particular brand will cross-shop these models and choose the one that suits them best.
The Mustang has the advantage of newness while the Camaro and Challenger each boast high-performance models – the Camaro Z28 and ZL1 and Challenger Hellcat – with obscenely powerful motors and a host of go-fast upgrades. To combat these, Ford will soon offer the Shelby GT350 with more than 500 horsepower and an adaptive suspension.
On the other end of the spectrum, Ford allows potential Mustang buyers seeking a combination of power and efficiency to choose its 2.3-liter EcoBoost engine, a four-cylinder turbocharged powerplant. With an automatic transmission, Mustangs equipped with the EcoBoost motor will achieve 32 mpg on the highway or 25 mpg combined. For comparison, the GT clocked around 15 mpg in combined driving under my admittedly heavy foot.
Celebrating its 50th anniversary in 2014, the Mustang is in rare company. Cars like the Porsche 911, Chevrolet Corvette, and Mercedes-Benz SL are among the few that can claim such a long, uninterrupted history. All those years of building and refining the Mustang have paid off for Ford. The 2015 Mustang is better than ever.
My father, who turned 17 in 1964, once told me he’d have given his left eye for a new Mustang then. Today, he’s probably glad he didn’t. But plenty of 17-year-olds would probably take that same deal without batting a wrinkle-free eyelid.
Conclusion
Despite some bargain-basement interior trim, the 2015 Mustang GT feels like a good value. It certainly fulfills its pony-car mission, delivering big horsepower in a practical package.
If it were my money, I’d choose one over a two-seat sports car just for the rear seats, which are too small for adults on long drives. However, they’re big enough to tote the kids around town. If your tastes are similar, chances are you will be similarly smitten with the latest ‘Stang.
2015 Ford Mustang GT Convertible Test Drive: Forever Icon
We met the new Ford Mustang GT with a summery open-top flavor dramatized by V8 inflections
After weighing in out the goods and bads of the Ford Mustang EcoBoost, the time has come to get acquainted with the Mustang GT derivative, wrapped in an open top package that underscores the summer’s arrival. Also, as I write this, the ink is just starting to dry on the certificate saying that Ford Mustang is the best-selling sports car in Germany and the best-selling sports coupé globally.
Powertrain
Coming back to our tester, the GT badge at the back and the 5.0 insignia on the sides tell only half the story. The naturally-aspirated V8 under the bulky hood serves 421 hp and 386 lb-ft (523 Nm) of torque equally spread on the rpm range like peanut butter on a slice of bread.
It takes a while to get the engine going because under 3,000-3,500 rpm you’ll barely stretch its legs. However, once you successfully aim at doubling that value – you’ll know what I mean starting with 4,000 rpm – the five-oh V8 hits the ground running. We got to play with the six-speed automatic gearbox, and while I would have preferred the manual, I was pleased with the SelectShift’s gear-changing game and fairly linear character.
0 to 60 (96 km/h) time stands at 4.5 seconds while top speed goes as far as 155 mph (250 km/h). Bizarre effects also get to your eyes and ears. The V8 roars as it should, leaving your eardrums asking for more, triggering a response in your right foot that’ll make you press the accelerator hard and often. Pounding the gas pedal changes your view. Forget about the contouring panorama on your windscreen: stimulating the Mustang GT’s sprint ego swaps the skyline ahead with the Stang’s ripped hood.
Mario Andretti once expressed his amazement towards the popular belief that brakes are made for slowing the car down. Yet, you do need big brakes to contain the Mustang GT, and Ford summoned Brembo to get their magic stopping-power trick on stage via six-piston brake calipers taking sabretooth bites at those pizza-plate-sized rotors.
And yes, it corners better than the previous generation and the feeling of apex insecurity is dead and gone, but you must decide how much body roll you’re willing to let it. Also, remember that the convertible is heavier than the coupé and the auto ‘box only adds burden on the scales.
Even if Ford did fit the new Mustang with independent rear suspension but they still couldn’t or wouldn’t purge the American pony car spirit out of the car. Then, there’s the option of ticking the box next to the GT Performance Pack Chassis Tuning, but unless you plan on spending weekends on the race track, I reckon that such add-ons are not a priority.
At the end of the day, the Mustang, even in GT clothing, remains a cruise-loving car rather than a track demon. That’s mostly due to the faint steering and easygoing suspension, and I’m not saying that’s necessarily a drawback. But the wobbly response on rugged portions of asphalt is. Also, the light steering at low speeds will save you from fatigue-inducing arms workout sessions when you’re carving a path through urban obstacles.
Even if Ford decided to bring the Mustang to Europe for the first time in the pony’s half-a-century history, it’s refreshing to see that the car’s ethos is alive and kicking even on the other side of the pond.
A five-star performance during the NHTSA New Car Assessment Program crash tests counts as a solid performance for the Blue Oval’s pony car. The Mustang got five stars for everything, including overall, but given Ford’s growing affinity for safety in recent years that comes as no surprise, especially if we look at how the 2015 Mustang doubled the number of airbags and brought its A game in the assistance features arena.
This rare commodity called comfort is something the Mustang only allows in the front seats, mainly because the rear seats aren’t exactly seats. With enough ambition, two can travel in the cockpit’s rear section, but I’m willing to bet their muscles and joints won’t enjoy the ride at all.
While the driving position gives a good perspective of what’s happening around the car, the convertible leaves you almost blinded thanks to a bunker-visor narrow rear window, something that doesn’t apply to the Mustang Fastback.
Then there’s the A-pillar blocking your view on tighter bends, and personally, I would have preferred the touchscreen a bit higher up on the central console because taking your eyes off the road just to look down is not a safe move. And what’s up with the overly-complicated roof opening/closing system? I get the manliness oozing from the Mustang but grabbing a handle, twisting it, then pushing and holding a button just to enjoy the fresh air and sunlight is just too Gordian.
Moreover, top-down freedom only lasts up until around 40-50 mph (roughly 70-80 km/h), so you got two options here: get a better styling foam or get a short haircut.
FoMoCo played with a two-edged sword here, and I shall explain myself in an instant. Designers focused on the driver, granting nearby areas with quality materials, but as you leave that bubble, plastics get rougher. Moreover, the steering wheel satisfies both the eyes and the skin on your hands with a smooth appearance and grippy materials.
Practicality
Cargo space stands at 11.4 cu ft (323 liters) for the convertible – whereas the fastback awaits with 13.5 cu ft (382 liters) – but that’s the least pressing issue. Ford says two golf bags fit inside the trunk but when it comes to holiday plans, you’d either have to possess solid packing skills or limit to just a couple of days off.
Getting in and out of the Mustang doesn’t raise too many obstacles unless you’re the unlucky winner of a seat in the back. Also, the cabin is not for those living with OCD since storage spaces are scarce: two inside door pockets and two cupholders is all you get for various whatchamacallits.
Infotainment
Ford’s revamped SYNC infotainment system is in charge of pretty much that’s tech-related inside the new Mustang. Interaction takes place on an 8-inch tactile display with simplified, easy-to-read menus and sharp, glitch-free graphics. Below you’ll find the set of fighter jet switches in charged with shuffling through driving modes, ESC presence, steering setting and hazard lights.
2015 Ford Mustang Review
OUR TEST CAR: 2015 Ford Mustang (S550) V8 manual, EcoBoost manual
In historical terms, the 1960s were a pigmented patch of time in America’s history. 1961 saw John F. Kennedy being elected as president of the United States and two years later, in 1963, Martin Luther King gave the famous ‘I Have a Dream’ speech in Washington D.C.
In automotive terms, the ’60s in America were a time when carmakers would try to reinvent themselves. No, they would not build SUVs like we have seen in recent years. The emphasis was heavily placed on appearance, but the new class of cars had to be affordable at the same time. Pony cars were born, a new class of American automobiles with long hoods and short rear decks led by the Ford Mustang. The path to the American icon status was hasty and upright, which allowed the Mustang to sell more than one million cars in just one year and a half.
50 years later, Ford considered the sixth-generation Mustang is ready to make a leap from the American car scene and become a global car. Yes, the Mustang set foot in Europe, a strategy that adds even more intricacy to an already conspicuous car.
Although you never know what subject to tackle first when it comes to the Mustang, let’s set off with the pony car’s exterior, shall we? The 2015 Ford Mustang is wrapped around in a metal shell radiating more American testosterone than a sweaty professional wrestler, but here comes the first cliché: it was imagined by a Scottish designer, namely Ford’s design chief Moray Callum. So in those moments when you can’t help yourself but admire the new Mustang’s silhouette, bear in mind that the added dose of athleticism is one of Ford’s design artifices aimed at improving the car’s desirability outside US territory.
You can have the new Mustang in both fastback (coupé) or convertible egos. While driving, quick glances in the side mirrors help you get a taste of what the ‘Stang has to show to those you leave behind on the road.
Design-wise, the coupé is the most piquant version, and you’ve got the sloping roofline ending with an angled rear adorned with the signature tri-bar taillights to testify that.
I’m talking about a pair of broad, bulky hips, but there’s also a striking resemblance to what the Chevy Camaro has to offer in this department. Those in front get a taste of the Mustang’s shark mouth-like grille, but instead of a serious bite with three rows of teeth, they will have to withstand visual haunting until you decide to overpass.
All in all, visual appeal is where it should be with the new Mustang. It takes a unique type of car to make children stop and wave while you’re waiting to make a left turn, even if you’re test-driving the Mustang in Bavaria, home of BMW and methodized design. Also, ladies smiling at you while they sit in family-serving Audis are a clear pointer that the 2015 Mustang is a spring break party while all the other cars are just museums on a Monday morning.
We got our hands on both the convertible and the coupé, each one carrying a different engine. The cabriolet was the home of Ford’s new 2.3-liter EcoBoost plant while the fastback brought the heavy artillery. I mean, the 5.0 badge on the front wheel arches and the GT emblem on the trunk lid made sure we knew from a distance there’s a V8 waiting under the hood. Also, the V6 will stay here in the US which means Europeans will only get the EcoBoost and the V8. But I’ll address engines later on.
So, what’s it like on the inside? The Mustang’s cabin can be briefly described as a combo of good and evil. In some places, Ford used quality materials, but in other areas the overall class is rather weak. Naturally, the driver’s area and some zones adjacent to his driving position are the most polished ones. The steering wheel looks and more important feels good once you grab it. Also, Ford applied an injection of modernism with the generous touchscreen placed above a row of retro-styled knobs and switches.
However, I would have liked it more if the tactile display were set a bit higher up on the dashboard. The reason? Whenever you want to use it, you’re forced to take eyes off the road for too long, and that’s not an ideal situation. Otherwise, the sat-nav and the rest of the functions provided by the infotainment system manage to run smoothly, graphics are decent, and I couldn’t spot any glitches during driving sessions.
Overall, you can see an improvement in quality over the previous Mustang generation, but it’s still a mixed affair when it comes to plastics in the cabin. In the convertible, the canvas roof does an excellent job of covering the space left after the metal roof went AWOL. You’ll need to twist a handle to unlatch the retractable roof as if Ford wants you to build strong forearms even if you skip a day or two at the gym. After that, a press of a button retracts the roof and folds it behind the rear seats. The movement is done in a swift fashion as it takes less than five seconds to complete, but the trick will only work when the car is at a standstill.
However, Ford doesn’t offer a wind deflector but with all the windows up your hairstyle has a chance of coming out with minor changes, provided you won’t go faster than 70-80 km/h (43-49 mph). The front seats are well-designed, a tad too soft I might add, but they do a helluva job when you want your back kept in a proper posture. For the EcoBoost version, the driver is spoiled with a 6-way power adjustable seat with power lumbar support while the front passenger benefits from the same treatment, minus the lumbar support feature.
In the V8-powered Mustang GT, Ford brought Recaro know-how for the front seats. In other words, once you are seated, the overall treatment is similar to being hugged by a mother who hasn’t seen her boy in a while. At the back, passengers will have to measure less than 1,60 m (5 ft 2 in) to enjoy a decent trip.
In that department, the Mustang isn’t the most welcoming car, but that stands for all the coupé and convertibles out there, so I wouldn’t tag this aspect as a drawback; even though legroom is nowhere to be found and taller passengers will have to keep their chins in the chest if they want to avoid hitting the roof with their heads.
Ford says you can fit two golf bags in the trunk (cargo volume is 13.5 cu ft / 382 liters for the fastback and 11.4 cu ft / 323 liters for the convertible) and there’s a high level of enthusiasm displayed every time they advertise that. As I see it, that number is just another confirmation that the Mustang should be considered a 2+2 and not a complete four-seater.
On the road behavior is quite different for the convertible and the fastback, so we’ll be discussing such issues separately. The lack of metal from the cabriolet produces what any petrolhead would expect: a lot of wobbly movement, especially when the Mustang has to travel over a bumpy surface. With so much torsional rigidity becoming extinct, you’ll want to approach the open-top Mustang with low-speed rides. Do the opposite and you’ll fell like you’ve just bought one of those weird-looking massage devices housewifes order from teleshopping channels.
The steering has been revised, and you can feel an increase in precision although feedback is not precisely coming in generous amounts. It’s also easy to steer the Mustang around the city, but at some points you’ll feel the broad and long body kit working against you. Blame that on poor visibility, which is not what you want on busy or narrow streets.
As promised before, let’s talk engines. I’ll start with the 317 HP 2.3-litre EcoBoost mill, which animated the Mustang convertible for our test drive. I’ll say this from the start: this engine has one big fault – it’s not a V8 engine, but for Europe Ford decided to drop the V6 and use this four-cylinder pot instead.
There’s nothing wrong with the engine itself. I mean, yes, Ford also knows it’s not a V8 and augmented its sound through the audio speakers using specialized software. But other than that, you get a decent sound, and respectable performance, as long as you keep your expectations under control.
Mated to the same six-speed manual gearbox as found in the V8-animated Mustang GT, the EcoBoost is the choice for those customers whose driving style favors a cruising experience, instead of an energetic ride. Otherwise, acceleration is linear, and the engine is well-behaved most of the time.
Negociate turns with an enthusiastic attitude, and you’ll have to swallow fat chunks of body roll as well as pitching whenever you decide to press the pedal with a weighty foot.
However, now and then, the convertible seems a bit too ponderous for the EcoBoost plant, and you feel the need to overwork the engine like a personal fitness instructor would do with his wannabe-in-shape students. According to Ford, maximum torque (230 lb-ft / 312 Nm) is available from 2.500 rpm. But that’s hardly what real life conditions teach you, as you’ll have to stay within the 3,500-4,500 rpm interval to unleash the full buzz.
Moreover, drivers can switch between four driving modes (Normal/Sport+/Track/Snow & Wet), but we all know which one will be used by the typical Mustang buyer, right?
The manual transmission is precise, gear shifts are made in a swift fashion, and the overall feeling here is that you’re handling a well-calibrated device. During our test drive, the EcoBoost drank on an average 10 l/100 km (23.5 mpg US / 28.2 mpg UK).
The V8 is for the Ford Mustang what the water is for the fish. It is the engine to have in a Mustang, and the sixth generation of the pony car makes no exception. It packs 421 HP of mechanical sugar and spice – to be read as ‘waves of power’ – equally spread from low to high rpm. As a result, it propels the Mustang GT from 0 to 60 mph (96 km/h) in 4.5 seconds.
Put the rpm gauge needle on the 3,500 mark and the engine will barely start to yawn. You’ll feel and hear that, but to entirely wake up the machine go over 4,000 rpm. Once you do that, get ready for the power pinata to burst in your face with 386 lb-ft (523 Nm) of torque as you accelerate your way up to 7,000 rpm.
The 5.0-liter V8 will inevitably make you grab the car by the throat and start hitting the gas on those corner exits. Which is entirely achievable now, thanks to the independent rear suspension that puts some distance between the car and terms like craggy and insecure. You could argue it has a compact flavor about it at times, and that’s because of the GT Performance Pack Chassis Tuning which comprises stabiliser bars, springs, and dampers. But it still feels more like an American pony car and not a European sports car. And I reckon that’s a good thing.
The V8 does strange things to your eyes. Instinctively, you see a flat-out opportunity in every straight patch of road, and the V8’s music is the devil on your shoulder telling you ‘go for it’.
The angel, however, lies in the Brembo six-piston front calipers biting 380 mm vented rotors, courtesy of the standard GT Brake Package. They can slow down and stop the car whenever you need it the most; plus, they bring an extra needed dose of confidence.
Speaking of which, the S550 Mustang did an excellent job in every test performed under the New Car Assessment Program (NCAP) evaluations orchestrated by the NHTSA and received five stars for every aspect, including overall safety.
In the United States, the cheapest 2015 Mustang money can buy is the V6 Fastback for a starting sticker of $23,800. In case you’re the convertible type, be prepared for a starting price tag of $29,300.
For the EcoBoost Fastback, Ford will need $25,300 from your bank account. The EcoBoost Convertible can be had for $34,800 while the V8-pumped GT starts at $32,300 in fastback guise and $41,900 in convertible form.
Cross the ocean to Europe, and you get different and heftier pricing. The V6 will not be carried out with the Mustang in Europe, which means the roads on the Old Continent will be shared by the 2.3-liter EcoBoost and the 5.0-liter V8. The EcoBoost Fastback version starts at €35,000 while the EcoBoost Convertible can be bought for €39,000. In the GT department, the fastback is evaluated at €40,000 while the convertible adds an extra €4,000 to the mix, for a total of €44,000.
All in all, the Mustang Convertible EcoBoost is an attractive car, but it will appeal more customers in Europe. The legacy is there; the Mustang DNA is there, and that’s an advantage in Europe. However, the V8 is the engine that works like a charm on the Mustang, and the extra money you have to pay for doubling the number of cylinders makes sense. In the end, it’s a V8 GT you want, and Mustang aficionados know that.
