Last week, I had the chance to travel to Scottsdale, Arizona for a conference and, as is becoming my habit, the weather on the way out of town was terrible – I got up early to snowblow our driveway at 5:30 before heading to the airport and, four hours later, I found myself in 70° weather with the windows down, behind the wheel of a 2015 Ford Mustang EcoBoost® Premium Fastback.
In case you’ve never read my blog before, I’m the current owner of a 2011 Mustang GT, which I’ve owned for 3.5 years now. I’ve loved Mustangs since I was 14 so, while I’ll do my best to be objective, there’s no doubt I’m biased in favor of this car.
The 2015 (internal code S550) is the Mustang’s first all-new model since 2005 ( the S197). There’s been plenty of coverage about what’s new with it, so I won’t spend a ton of time on it, except to say the most significant things about it, to me, are:
- It’s a world car, being sold throughout Europe, in China, and in other markets. The styling is more modern than it might have been otherwise, though that was needed regardless, in my opinion. For 10 model years (2005-2014), the best of the classic Mustang styling was evoked and there wasn’t much history left to exploit with another retro model, unless you wanted the bloated ’71-73 car or the boring Mustang II to be the inspiration. Mustang needed to be more modern, as there aren’t nearly enough people my age buying the current car and Boomers aren’t going to be around forever.
- The solid rear axle is finally, finally, finally gone. Drag racers and Mustang apologists have tried to pretend like Ford was the only car company on Earth that realized how good a solid rear axle still is, but there’s a reason nobody else had used one for 10+ years, other than a few trucks/SUV’s and the Ford Panther cars (Crown Vic, Lincoln Continental, etc.).
While I didn’t get to take the car on a long drive into the Arizona mountains like I might have wanted, I got the chance to drive it on the highway, in traffic and over a couple days and about 150 miles, and here’s my initial thoughts on it:
- Styling: I’m still not crazy about the front of it, as the area between the headlights is still too wide & barren (I think the same about the S197 but the GT’s foglights fix that problem for me, which isn’t an option on the S550), but the rest of the car is beautiful. The side profile and the muscular rear flanks are gorgeous, as is the back of the car. It’s classic Mustang, but yet very modern. Considering all the factors that led to the styling, the team did well.
- The Motor: when news of the EcoBoost 4-cylinder replacing the only-4-years old 3.7 liter V6 came out, I was disappointed, as that V6 was a fantastic engine, making over 300 horsepower and getting 30+ mpg on the highway. It was (and still is) odd that Ford built that motor only to mothball it in less than five years. However, this 2.3 liter turbo four is fan-freaking-tastic. At idle, the sound isn’t much but, once underway, the turbo whistle and the motor’s smooth, quick-revving nature is addictive. Anybody that’s driven a high-powered 4-cylinder car previously should immediately embrace the motor, though the sound will take some getting used to for die-hard V8 guys. No, it’s not nearly as good in the aural dept. but the low-end torque, wide powerband and overall 300+ horsepower should make believers out of them too. Even in 6th gear, at 70 MPH, barely putting my foot down accelerates the car quickly, thanks to that torque. Even better, Ford is offering warranty-backed reflashes of this motor to up the power ante! This motor was needed to make the car a legit competitor in Europe and elsewhere, but it’s damn good everywhere. Just as with the old V6, buyers of the entry-level Mustang no longer have to feel slighted. The old rental car low power, lousy gas mileage V6 motors are a distant memory now!
- The Transmission: paired with that fantastic motor is an equally good 6-speed automatic transmission, finally with true paddle shifters to control it, rather than the silly rocker switch on the last generation cars. It shifts smoothly, quickly and is well-paired with the motor. Even in manual mode, it still downshifts for you, which can be nice at a stoplight but is a bit annoying to me since you never have full control of the shifting. If it were me, I’d still buy the real manual transmission, but this automatic is far, far better than the last gen automatic.
- Interior Features: I like the interior of my Mustang fine but, again, this car feels more than 4 years newer than mine. It starts with the smaller steering wheel that finally tilts + telescopes, making getting comfortable to drive it easier for me. Then, there’s the MyFordTouch interface, which I’ve used in a Flex, Explorer and Escape without any problems. No, it doesn’t work as well as an Apple CarPlay or Android Auto one would and it’d be nice if it integrated with my device more…but it works fine and the Mustang has enough redundant controls built in for the radio/HVAC that it shouldn’t be an issue for nobody. I love the addition of the customizable screen between the tach and speedometer – you can have probably 20+ different things on that screen, including the traditional stuff and a lot of engine monitoring parameters that will be over the head of 90% of owners. The heated and cooled seats, with three levels for each, are a huge upgrade from the single level heated seats in my ’11.
- Performance Features: There’s also TrackApps, which lets you record 0-30 and 0-60 acceleration times, braking and handling measures. I can’t believe Ford has those in this litigious world we live in, not to mention warranty claims, but it does! Since this is a rental car with 150 miles, I didn’t use any of them, much as I wanted to! In addition, the three options for steering feel and the four options for driving mode (Comfort, Normal, Sport+ and Snow/Ice) are pretty cool. Having them feels like a definite Premium feature and I could definitely feel the difference when going into Sport+ mode. I imagine the Snow/Ice mode would be really helpful in bad weather too.
- Interior Comfort: combined with the tilt+telescoping wheel, the seats in the ’15 are fabulous. They’re more comfortable than the old car AND far more supportive, making the $1,600 upgrade to Recaro race seats a waste, especially when you consider you lose power adjustability, memory functionality (important when you’re 6’1″ and your wife is 5’4″!), plus the heat/cool option. At highway speed with the windows up, the car is quiet and rides well – a fantastic road trip car.
- Mileage: in a pretty even mix of highway and city driving, I averaged almost 27 MPG with the ’15. When I was strictly on the highway, I was hitting 30 with ease going 70 MPH. Considering I was having some fun getting to know the car and it wasn’t even broken in yet, that’s pretty fantastic. I know there are constant complaints across Ford’s lineup right now that EcoBoost motors don’t deliver anywhere near their EPA mileage in the real world, but that’s not my experience. The Escape and the Mustang both got the stated mileage, or better, for me, and I wasn’t driving them like a grandparent.
- Trunk Space: the trunk seems to be about the same width and length as the old car, but without the solid rear axle taking up space, the load floor is flat instead of having a big hump in the back. Much more usable and easy to fit vacation stuff or a decent shopping excursion too, as long as you weren’t shopping at IKEA for furniture!
- Interior Room: the overall seating room feels similar, but the roof height seems smaller than the old car. I’m 6’1 and, with the seat all the way down, it felt not quite as roomy inside from a headroom perspective. Not a big deal but something I noticed.
- Interior Storage: one of the more annoying things about the old car really hasn’t been fixed that well. The cupholders are moved back so they get in the way of manual shifting less, but the center console is still just one big hole. The glovebox seems about the same, as do the too-small door storage pockets. If you want people to buy a 2-door car as a daily driver, not just a weekend toy, in today’s marketplace, it’s got to be as practical as possible and this feels like a missed opportunity to do that.
- Visibility: though still overall pretty good for a coupe, the blind spot on the ’15 is bigger than my ’11. It’s still difficult to judge distances when parking in the front and out back, though the back is negated by the rearview camera that comes up immediately after shifting into reverse and works flawlessly.
In late December, I happened to be at Baron BMW, Kansas City’s only BMW dealer, and they had a just-traded-in 2015 50th Anniversary Mustang GT. The previous owner traded it in with 160 miles on it (1/2 a tank of gas!!) because his girlfriend apparently didn’t like it, so he took a likely $6-8,000 bath on it and got a new BMW M4 instead. The $42,000 pricetag on that almost-new Mustang had me tempted to try and talk my wife into trading in my current Mustang.
After driving this ’15 EcoBoost, I’m kind of glad that 50th anniversary GT is no longer available because I’m even more impressed with the ’15 than I expected to be. It’s a fantastic redesign of an already-great car. It’s more refined, more comfortable, more modern and yet hasn’t lost any of it’s Mustang essence or appeal, to me. Again, I don’t love the front-end styling but I don’t dislike it enough that it offsets the fantastic total package of car. I can’t wait to see the GT-350 in person, and I can’t wait to hear how well it sells all over the globe. It needs no excuses based on price, heritage or being American – it’s worthy of its pricetag and the tough competition it’ll be up against all over the world. Can’t wait until I can buy another!
Note: my company bought me a cheap rental car and I paid the upgrade cost personally – thanks for having it available, Budget Rent-a-Car! I received nothing from Ford in exchange for this review, though I wish they’d give me something!