Ford Mustang review

The acceptance of the Ford Mustang in the UK is another example of how US culture has crossed the Atlantic – along with Hollywood movies and Black Friday shopping. 

You see, the Mustang coupé follows a typically American engineering formula: a huge V8 petrol engine, rear-wheel drive and styling that shouts: “Don’t mess with me!”. 

Even the entry-level model serves up 440bhp, so there’s plenty of muscle for your buck as well as a suitably glorious rumble. Indeed, it's a very different car to the modern SUV-shaped, all-electric Ford Mustang Mach-E.

There's also a soft-top version – see our Ford Mustang Convertible review to read about that.

Nothing channels good old-fashioned muscle car menace like a Mustang so it does have a limited number of rivals. The closest rival, at least in terms of price, is the BMW M240i, otherwise you’ll be looking at pricier coupes, such as a BMW M4 and a Mercedes-AMG CLE 53. So, how does the Ford Mustang compare? Let's find out.

Even the ‘entry-level’ GT version of the Mustang's 5.0-litre V8 engine feels mighty. Producing 440bhp, there’s a huge amount of muscle for bumbling around effortlessly at low revs, but, unlike its turbocharged rivals, it needs to be worked hard to get the best out of it.

How hard? Let’s just say it does its best work beyond 3500rpm but you are rewarded with strong acceleration: the GT version officially manages 0-62mph in 5.3 seconds with a manual gearbox and 4.9 seconds with the 10-speed automatic. We’re yet to try the Dark Horse, but with 448bhp it’s only 0.1 seconds quicker with the manual gearbox. There is a bigger difference with the automatic, though (0-62mph takes 4.4 seconds).

When exercised, both the engine and exhaust make a thunderous noise. They reward a keen driver with the kind of rabid performance that feels appropriate for a car with this kind of presence on the road.

If you enjoy a delicate driving experience, then the Mustang is not the coupé for you. The Mustang’s pedals are relatively heavy to operate, so crawling along in stop-start traffic isn’t exactly relaxing. It’s also easy to break traction in wet conditions, so you have to manage your inputs to help put the power down effectively. The four-wheel drive BMW M240i doesn’t have this problem.

The optional 10-speed automatic gearbox makes driving a bit more effortless but it's not as slick as rivals’. It often flicks through multiple gears in one go, and has a habit of switching ratios indecisively, before lurching into gear when it finally makes up its mind. 

There are steering wheel-mounted paddles so you can take full control, but we suspect you’ll have far more fun taking this beast by the scruff of the neck on winding roads if you opt for the six-speed manual. We’re yet to try it, but the Mustang is one of the last coupes around with this available and it should bring an added layer of engagement missing from automatic-only alternatives, including the M240i and the much pricier BMW M4 and Mercedes-AMG CLE 53.

The Mustang’s steering is slower than that of its rivals, so it doesn’t feel as direct on initial turn-in. As a result, the Mustang isn’t the most engaging coupé to drive down a country road and suits a more laidback approach. That said, you're well aware of grip levels and what the front tyres are doing, so it does instil the driver with some confidence.

The GT version has non-adjustable suspension as standard, and it strikes a reasonable balance between ride comfort and body control. The firm ride occasionally jostles occupants around in their seat at low speed, but it’s never harsh. Body control in everyday driving is tidy enough, but it starts to become a little wayward once you start driving spiritedly and you soon realise this is a heavy car. An M240i is far more composed, precise and agile.

The range-topping Dark Horse is a little more sophisticated, thanks to MagneRide adjustable suspension, which varies its firmness according to your choice of driving mode.

Every version has selectable driving modes so you can set the responses of the car's steering, accelerator, traction control and, if you have one, automatic gearbox. There's Normal, Sport, Track and Drag Strip. You can also choose your own combination of settings, including how much sound you want from the Active Valve Exhaust.

On the motorway, the V8’s grumble fades into the background, especially when you set the exhaust to quiet mode. There’s a bit more wind and road noise than in most rivals, but not so much that it’ll make a long journey noisy and exhausting.

“I know it’s not the sharpest coupé to drive, but what you lose in agility you get in theatre – and that still draws a smile on your face.” – Lawrence Cheung, New Cars Editor

The driving position in the Ford Mustang is comfortable for the most part, even for tall drivers. The driver’s seat has lots of electrically-powered adjustment, including for lumbar support, while the steering wheel has a wide range of movement. 

The standard seats are wide and come with leather upholstery, but they could do with more lateral support to hold you in place when cornering. The optional Recaro seats should be better at hugging you tightly, but they also have less padding, so they might leave some people a little stiff after a longer journey.

Your view out of the car, especially over the shoulder, is hampered by the sloping roofline and big rear pillars, and the Mustang’s bulky proportions make it hard to judge where the end of the bonnet is. Helpfully, a rear-view camera and rear parking sensors are standard.

Inside, the Mustang’s retro character gives it a very different ambience from its plush but predictable premium coupé rivals. While the look is charming, the plastic surfaces, buttons and switches feel cheaper than you'll find in the German competition. The physical buttons for changing driving modes or operating the hazard warning lights, for example, could be better damped. 

The standard 12.4in digital instrument cluster is more impressive, with sharp graphics and a choice of layouts. They range from simulated analogue dials to simplified Sport and Track Mode displays, which show the rev counter as a horizontal bar with lights that flash when it’s time to change up. Thanks to chunky buttons on the steering wheel it’s also easy to scroll through the trip computer or select your drive mode.

Beside the instrument panel is a 13.2in touchscreen infotainment system that looks equally impressive. However, it’s a bit fiddly to use due to the small icons (including those for the climate control settings) while the menu layout takes some time to get used to. The rotary dial in the BMW M240i is less distracting to use when driving.

“I like the Mustang’s blend of modern, high tech screens with a relatively simple dashboard with old-fashioned chunky controls.” – Oliver Young, Reviewer

There's masses of space up front in the Ford Mustang, but despite its size, the two rear seats offer limited space. Children and smaller adults will fit, but anyone approaching 6ft tall will require front seat occupants to slide their seat forward to free up some leg room.

There's certainly a bit more head room than in the back of the BMW M4, but it's worth noting the Mustang’s long doors provide easy access into the back.

Officially, the Mustang has a bigger boot than you get in its immediate coupé rivals, and you can fold down the rear seats when you need to carry longer items. However, the narrow opening and high load lip make it difficult to load bulky items.

Ford gives you Isofix mounts in the back, so you can securely fit two child seats.

“Admittedly, I’m not quite 6ft tall, but with the front passenger seat slid forward a little, I managed to fit comfortably in the back seat of the Mustang over a long road trip” – Lawrence Cheung, New Cars Editor 

The Mustang isn't what you'd call cheap, but no other new car gives you the same straight-line performance or soundtrack for the price. The slightly cheaper BMW M240i is its closest rival at this level for outright performance and even that doesn’t give you a V8.

The Mustang doesn’t scrimp on standard equipment, either. Every version has keyless entry and start, 19in alloy wheels, electrically adjustable seats, heated and ventilated front seats, adaptive cruise control, a heated steering wheel and dual-zone climate control. You can personalise the GT with the Night Pony Appearance Package, which brings a black painted finish on the wheels, badging and roof.

The Dark Horse version is more distinctive on the outside, with its smattering of special badges and external body features that aim to improve aerodynamics (including a big rear spoiler).

As you might expect from a V8 muscle car, the Mustang's running costs are high, and you'll spend a lot on tyres and fuel. Officially, the most you’ll get is 28mpg, but it's likely to be a lot less in the real world.

Along with that, insurance costs will be a shock to the system too. And because official CO2 emissions are at least 274g/km, it’s no surprise that the Mustang is in the top bracket for benefit-in-kind (BIK) tax, so it's expensive to run as a company car.

The Mustang didn’t feature in our 2024 What Car? Reliability Survey but Ford as a brand finished in 14th place out of the 31 manufacturers featured. That's below BMW and Toyota, but higher than Audi and Mercedes.

A three-year, 60,000-mile warranty is standard, plus UK and European roadside assistance with unlimited mileage is included for the first year. The warranty can be extended to five years at a reasonable cost.

The latest Mustang is yet to be crash tested by the experts at Euro NCAP. However, the earlier model, which shares its basic underpinnings with this version, scored a lowly three stars in safety tests in 2017. It performed very poorly for child-occupant protection in front and side impacts, with a score of just 32% in that category. On the plus side, the Mustang does come with a good amount of standard safety kit, including automatic emergency braking (AEB) and lane-keeping assistance. 

“I quite like the GT’s optional Bronze Appearance Package that gives the wheels and exterior badging a bronze finish for around £750.” – Lawrence Cheung, New Cars Editor

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