FORD MUSTANG GT 2015
With the new Ford Mustang finally sitting before us, a walkaround is the first order of business. Circling the newest pony, there’s no mistaking it for anything but a Mustang. The all-new 2015 model retains the right proportions, with a long hood, a compact and low greenhouse, and an extremely fast, well, fastback roofline. Strong cheekbones and taut sheetmetal enhance its beauty, while jawlines on top of jawlines will convey an appropriate sense of terror to anyone who encounters one in their rearview mirror.
Sliding behind the wheel, we begin to experience some nervousness—on behalf of the car. You see, this isn’t the four-cylinder turbocharged EcoBoost model, or even the rental-counter base V-6. No, what we have here is what some might refer to as the real Mustang: the V-8 GT. More than any other 2015 Mustang, it carries the weight of expectations. Heavy expectations. Yes, the direct-injected EcoBoost is a technologically advanced engine and its turbocharger forces enough air through it to embarrass many eight-cylinders from a decade ago, but it still isn’t a proper V-8, no matter how much power it makes or how efficient it is.
It’s not just the chassis that feels right. The precise steering is electrically assisted, but the sensations are richly analog and not digital. (This is true in any of its three adjustable modes, which largely alter weight.) The Getrag-sourced six-speed manual shifts easily and slots into gear quickly, and it feels more polished than before. It’s no trouble to find a good seating position, the forward view is quite good, and the optional $1595 Recaro seats seem tailor-made just for you. The interior design gets a little inspiration from the previous generation, but the materials are vastly improved and the switchgear wears aluminum-look brightwork. The back seats remain strictly for kids, which is a bit disappointing given the Mustang’s 188.3-inch total length—within an inch of a Toyota Camry.
Unlike the Camry, though, the new Mustang GT is a whole mess of fun. Large doses of maturity and refinement have entered the equation, sure, but they make for an improved and more well-rounded whole. The 2015 Mustang handles better, it’s easier to live with, and it acts like a more expensive car. At its $45,885 as-tested price, the GT should behave like it knows its way around a monocle and top hat, and it does. The V-8 version does start at $32,925, but options drive it past $35,000 with ease. Enthusiasts who crave a louder and prouder Mustang can look to the forthcoming GT350, which likely will pack a high-revving V-8 and even more horsepower. For those who want to drive their Mustang every day for the next five years, however, the new GT delivers performance without brutality.
By car and driver
Sliding behind the wheel, we begin to experience some nervousness—on behalf of the car. You see, this isn’t the four-cylinder turbocharged EcoBoost model, or even the rental-counter base V-6. No, what we have here is what some might refer to as the real Mustang: the V-8 GT. More than any other 2015 Mustang, it carries the weight of expectations. Heavy expectations. Yes, the direct-injected EcoBoost is a technologically advanced engine and its turbocharger forces enough air through it to embarrass many eight-cylinders from a decade ago, but it still isn’t a proper V-8, no matter how much power it makes or how efficient it is.
It’s not just the chassis that feels right. The precise steering is electrically assisted, but the sensations are richly analog and not digital. (This is true in any of its three adjustable modes, which largely alter weight.) The Getrag-sourced six-speed manual shifts easily and slots into gear quickly, and it feels more polished than before. It’s no trouble to find a good seating position, the forward view is quite good, and the optional $1595 Recaro seats seem tailor-made just for you. The interior design gets a little inspiration from the previous generation, but the materials are vastly improved and the switchgear wears aluminum-look brightwork. The back seats remain strictly for kids, which is a bit disappointing given the Mustang’s 188.3-inch total length—within an inch of a Toyota Camry.
Unlike the Camry, though, the new Mustang GT is a whole mess of fun. Large doses of maturity and refinement have entered the equation, sure, but they make for an improved and more well-rounded whole. The 2015 Mustang handles better, it’s easier to live with, and it acts like a more expensive car. At its $45,885 as-tested price, the GT should behave like it knows its way around a monocle and top hat, and it does. The V-8 version does start at $32,925, but options drive it past $35,000 with ease. Enthusiasts who crave a louder and prouder Mustang can look to the forthcoming GT350, which likely will pack a high-revving V-8 and even more horsepower. For those who want to drive their Mustang every day for the next five years, however, the new GT delivers performance without brutality.
By car and driver