2015 Ford Mustang GT Long-Term Road Test: Introduction

December 15, 2014

What Did We Get?

It's been 50 years since Ford unleashed the most iconic vehicle in its history, the Mustang. Over the past five decades, the coupe that launched the so-called "pony car" segment has taken many forms, from the basic no-frills coupe to the modern sports car that is the 2015 Ford Mustang GT. While the overall shape and proportions still echo the 2005 redesign to some extent, the newest version of the 'Stang looks forward as much as it pays homage to the past.

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For the first time since the mid-'80s there's an optional turbocharged four-cylinder offered under the hood. It's an impressive engine, but we opted for the classic 5.0-liter V8 that now delivers 435 horsepower and 400 pound-feet of torque. The motor only increases horsepower and torque output by 15 and 10, respectively, but combined with the new independent rear suspension, the overall package is what Ford hopes is a world-class sports car.

Up until now, Mustangs have relied on a solid rear axle that is great for drag racing, but poor for anything else. An independent rear suspension is a more expensive setup but typically delivers more refined handling and comfort. With a throaty V8 in the front and modern bones underneath, has Ford finally created a class-destroying muscle car? We decided to add one to our long-term fleet to find out.

The 2015 Ford Mustang with the base V6 starts at $24,425. The turbocharged Mustang EcoBoost rings in at $25,995, while our V8-powered GT begins at $32,925.

What Options Does It Have?

We started by ordering our Mustang in Premium trim, which increases the base price of a Mustang GT by $4,000. It adds selectable drive modes, additional wheel choices, leather seats all around with heated and cooled fronts, dual-zone climate control, a touchscreen audio system with nine speakers, satellite radio and ambient lighting.

With its Competition Orange paint job and black 19-inch wheels, it looks like Halloween came late to Edmunds. The wheels are part of the $2,495 GT Performance package that also includes a rear spoiler delete, 3.73 Torsen rear axle, strut tower brace, upgraded brakes and more. We tested a Mustang GT last month and liked its Recaro seats, so we ordered them for an extra $1,595.

We added a few more options to bring the Mustang's equipment list in line with the rest of our long-term fleet. That meant including adaptive cruise control with collision warning ($1,195), rear parking sensors ($295) and a navigation system ($795). The vaguely named Equipment Group 401A adds a 12-speaker Shaker audio system, HD radio, memory settings for the driver seat and mirrors, and a blind-spot monitoring system for an extra $1,795. Finally, $395 seemed like a small price to pay for a wheel locking kit, active anti-theft system and locking center console, so we opted for the Enhanced Security package.

The 2015 Ford Mustang GT starts at $32,925. Our Premium GT began at $36,925 before we added options. All in all, our new long-termer carried an MSRP of $45,490, and that's what we paid Galpin Ford for the privilege of getting one of the first on the block. Brand-new Mustangs have a tendency to fly out of dealer lots as soon as they arrive, so we were lucky to get it without a markup.

Why We Bought It

Ford has been shoving a live rear axle into the back of the Mustang since the car was introduced 50 years ago (the low-volume 1999-2004 SVT Cobra notwithstanding), and lately the car has suffered for it. Its competitors moved on and we liked them for it. Now it's time to see if the most modern Mustang ever is the new king of the pony cars.

Some might argue that we should have gone with the new turbocharged four-cylinder engine, but we weren't feeling it. The V8 gives the Mustang a chance to put its best foot forward in the pony car race, so we figured it was only fair. Plus, we got the six-speed manual, too, so this is a serious Mustang in the truest sense.

We enjoyed both of our previous long-term Mustang GTs, and the "A" rating we gave to the 2015 version suggests we will like this one as well. Will the independent rear suspension make a difference in everyday livability? Will our staff find the aggressive Recaro seats to be comfortable for an entire year? Will we be able to justify the $8,565 worth of options we added to our car?

We have 12 months and 20,000 miles to commute, drag race and, above all, destroy a few sets of expensive tires to find the answers to these questions and more. Check our Long-Term Road Test Page for frequent updates on our new muscle car.

Best MPG: N/A

Worst MPG: N/A

Average MPG: N/A

Edmunds purchased this vehicle for the purpose of evaluation.