Review: 2015 Ford Mustang GT has still got it

2015 Ford Mustang GT (photo: Dan Heyman/Autofocus)

The four-cylinder turbo variant of the 2015 Ford Mustang may have grabbed the bulk of the headlines, but we’d be loathe to forget this: the V8-powered GT.

The Mustang has always been about affordable, sporty motoring for the masses, and much of the fun to be was thanks to that big V8 under the hood. Whether it was called Windsor, Boss, Cobra Jet or Coyote—as it’s currently known—the V8 has always provided tarmac-shredding rear-wheel-drive power, a guttural noise and a smile for the face of anyone riding in it.

Which is why we’re thankful that, while the EcoBoost inline-four is actually a pretty good alternative, there’s still room in the line-up for some V8 grunt.

Walkaround: 8.3/10

I’ve heard some detractors say that they find the lines of the new Mustang to be a little too Honda Accord Coupe-ish—especially when viewed from the back. I don’t agree.

Sure, the edges are a little rounder than previous, but the important bits are still there; the long hood, for example. Or the classic three-bulb taillamps that feature sequential repeaters, or the squinting headlamps, now with slanted LED DRLs.

The Performance Package on our tester also adds a set of fantastic 19-inch multi-spoke wheels. They look even more menacing when set against the Triple Yellow Tricoat paintjob.

As much as the brash colouring kind of fits with the GT’s loud persona, I personally would opt for the Guard Green paint, for the full-on Bullitt effect.

Interior: 7.3/10

Other classic Mustang touches include a deeply-recessed gauge cluster, three-spoke steering wheel (that, for the first time in a Mustang, tilts and telescopes) and a stubby shifter, but that’s where the similarities to the Mustangs of yore end.

The font on the gauge faces, for example, is much more modern than retro. Ford’s decision to actually write “revolutions per minute” on the tachometer as opposed to “R.P.M.”, though, actually looks really cool (it also says “ground speed” on the speedometer).

Otherwise, this is a pretty modern cabin, right down to that aforementioned steering wheel, which gets more buttons than ever seen before in a Mustang. There are buttons to control your Bluetooth, your distance cruise control, your audio and to navigate the menus displayed on the small TFT display nestled between the gauges.

Recaro seats, however, are not part of the Performance Package; they are a standalone option that will run you $1,800. That’s a price I would gladly pay, as they are that good. Even for a larger gent like myself, they don’t squeeze the sides too strongly, but just enough to make you feel supported.

Now, this is a long-hooded hatchback pony car, and if you’ve never owned or driven a car like this before, then peering out over that long hood will take some getting used to.

Once you do, however, the feeling is one that every enthusiast knows and loves.

Oh yeah, and there are some rear seats. You’ll probably use them only for storage, though, but maybe not as much as before. That’s because the optional high-po Shaker audio system, whose subwoofer used to take up a quarter of the already small trunk, has been upgraded to a lower-profile unit.

Technology: 7.7/10

The Shaker is one of three audio systems available—base systems get six speakers, you can upgrade to a nine-speaker system and then there’s the Shaker Pro, which features 12 speakers—and it’s a strong one, made even better by the way air flows smoothly around the car. A friend and I had no problem carrying on a conversation at highway speeds with the windows down.

Other interesting tech comes courtesy of the Performance Package, which provides the track apps feature that can track acceleration times, braking distances and G’s incurred.

Less cool is the MyFord Touch infotainment system, which remains as clunky here as it does elsewhere in the line-up. The buttons and fonts are small, making the touch screen less responsive than I’d like.

Driving: 9.3/10

For 2015, power in the GT has been raised to 435 horsepower and 400 lb.-ft. of torque, channelled to the rear wheels through either a six-speed manual or automatic transmission.

Our test car was fitted with the manual, to which I say “hallelujah” because that’s really what a pony car like this is all about. You want to row those gears and feel that surge of acceleration (0-60 mph happens in 4.5 seconds) again and again, accompanied by that great bellow from the twin exhaust.

The toggle switches mounted below the infotainment screen contain controls for your hazards, traction control, steering setting and drive mode setting. There are four: Sport, Sport+, Track and Snow. Sport+ and track are similar, with track disabling traction control—with that kind of power, I’d leave this setting to just that; track use.

The brake hold function is also best left for the track; basically, it’s there to help you perform smoky burnouts. These look very cool, just maybe not to bus stop occupants. Same goes for the launch control system; all this is part of the track apps.

Even without all those performance “aids”, there’s plenty of fun to be had.

As is the wont of any naturally-aspirated performance vehicle, power comes on smoothly and, if you want it to, relentlessly. There really is some neck-snapping acceleration on hand here, and peering out over that long, Triple Yellow Tricolour hood as the scenery blurs is an addictive feeling.

Since the switch to the multilink set-up for the rear axle, a little weight has been added but the ride is much smoother, bereft of the pogo-sticking that old live axle Mustangs suffered from. More than adding comfort, it adds a sense of luxury, too, as the car feels much more bound together than before (it’s also got a stiffer chassis). We can probably thank the European market for the switch.

The Performance Pack does provide sportier suspension tuning, however, so Mustangs equipped as such will ride a little firmer.

Value: 8.1/10

As always, this is one of the Mustang’s strengths. Even with options like the Recaro seats and Performance package (even if the seats should maybe come as part of said package), the GT stays below the $55,000 mark before freight and PDI. Skip the seats, or the Performance Pack, and you’re looking at a sub-$40 grand, 400-plus hp car with good looks and addictive driving manners that would cost $60,000-plus if you were to look at something German or Japanese with a similar mix of power and dynamics.

I do take issue with having to start with the $42,849 GT Premium model in order to get heated and ventilated seats. Yes, I understand that this will be a summer car for most, but couldn’t that have been made a standalone option?

Conclusion

The main thing, though, is that the new Mustang, even with the rounder looks and softer suspension remains what it’s always been: a brutally honest car that makes no bones about its intentions.

It’s a rear-wheel drive, V8-powered performance coupe (or convertible, of course) that runs on regular fuel, can still be had with a proper six-speed manual transmission and a spartan interior (albeit with a few more niceties than before) that goes like gangbusters.

Overall rating: 8.1/10