Ford Mustang GT 2025 Review

The 2025 Ford Mustang line-up is more expensive now, comprises the EcoBoost Fastback four-cylinder petrol automatic, from $66,990, the GT Fastback V8 petrol manual from $78,990 and $81,990 for the automatic. The GT Convertible V8 petrol automatic will set you back $87,667 – and all prices exclude on road costs.

Like all Fords sold in Australia, the Mustang has a five-year/unlimited-kilometre warranty and is backed by seven years roadside assistance – if its serviced by an official Ford dealership.

Capped price service costs are reasonably sharp for a sports car at $379 for the first four visits, with service intervals set annually or every 15,000km, whichever comes first.

The track-focused party trick nobody asked (for but everyone wants) is Mustang’s drift brake, engaging rear-wheel braking capability (with ABS and ESC turned off), which is endless fun in the right conditions.

Other track-honed apps include an acceleration timer, brake performance, lap timer, line locker, performance shift indicator, launch control and rev match, depending on the variant.

Equipment levels are extensive irrespective of trim level, starting with 19-inch alloy wheels and Brembo brakes, with big 390mm vented discs chomped by six-piston fixed aluminium callipers on the front and 355mm vented discs with Brembo four-piston fixed aluminium callipers on the rear.

Seemingly more mundane design cues include LED headlights with auto high beam and auto level, daytime running lights, sequential indicators, rear fog lights, Pony puddle lamps, power-folding mirrors, rain sensing wipers, active exhaust valves with four selectable modes and a rear diffuser.

A tad more exciting is a customisable 12.4-inch digital instrumentation cluster, heated leather steering wheel, dual-zone climate control, keyless entry with push button start and customisable ambient cabin lighting.

Standard fit leather accented driver and passenger seats are heated and ventilated with six-way power-adjustability and lumbar support.

The 2025 Ford Mustang gets dual front side and passenger knee airbags as standard, with all but the GT Convertible gaining curtain airbags.

The seventh-generation Mustang is currently unrated by ANCAP but it has loads of safety equipment, including dynamic stability control, autonomous emergency braking with reverse brake assist, blind spot monitoring with rear cross traffic alert and braking, lane keep assist and lane departure warning.

Seat belt reminders, rear parking sensors and a rear-view camera and adaptive cruise control (with stop and go and lane centering) are fitted to all models except the GT manual variant.

The Mustang’s updated technology interface, and SYNC4 operating system, which is now housed in a curved dual touchscreen scenario, is a game changer.

It delivers all the latest tech and connectivity while paying homage to Mustang’s analogue heritage with customisable instrumentation panels inspired by pony cars of yesteryear. Traditionalists, this one’s for you.

The Mustang ticks the modern must-haves list, including wireless Apple CarPlay and Android auto, GPS-based satellite navigation and voice control. Wireless phone charging and a premium B&O 12-speaker sound system and subwoofer are in there as is AM/FM and digital radio.

The 13.2-inch colour touchscreen is easy to navigate, despite a multitude of menus and personalisation options and it’ll be time well spent digging deep on this one.

We thought you’d never ask! The 2025 Ford Mustang line-up comprises two engines nat-atmo V8 or turbocharged inline four driving the rear wheels through a ten-speed automatic or six-speed manual – the latter only offered on the V8-powered GT Fastback.

The Mustang EcoBoost is propelled by a 2.3-litre four-cylinder petrol engine that delivers 232kW at 5500rpm

475Nm at 3000rpm, driving through a 10-speed automatic transmission.

The GT Fastback and Convertible punch higher, with the much-lauded Gen-IV Coyote 5.0-litre V8 petrol engine bangsing out 345kW at 7250rpm and 550Nm at 4850rpm, available in a six-speed manual transmission with rev matching (GT Fastback only) or 10-speed automatic – again, all power points to the rear wheels.

It's possible the V8 engine will go extinct one day but given that Ford has previously said a hybrid Mustang is on the cards, that's certainly one way to extend the V8's lifespan.

Chassis and suspension fundamentals comprise MacPherson-strut with double lower ball joints and stabiliser bar up front and independent integral-link with coil springs, shock absorbers and stabiliser bar connected to the rear axle.

I can confirm that the launch conditions under which we tested the new Ford Mustang were certainly not ideal for fuel efficiency testing. We're talking hard driving on the road, even harder driving on the race track.

Manufacturer claims show the four-cylinder EcoBoost capable of 9.4L/100km on a combined cycle, the GT automatic 12.8L/100km and the GT manual 13.6L/100km.

We’ll explore those claims in real-world driving conditions in future but given

Like most sports car, the 2025 Ford Mustang has a high-protein diet and will only accept 98 octane premium unleaded petrol, which is almost always the most expensive fuel type.

On a launch program that started with a civilised saunter through Adelaide’s spectacular hills, capped off by an adrenaline-fuelled session at The Bend Motorsport Park, we did in fact put the Mustang through its paces in a way that many owners are likely to emulate.

According to Ford Australia executives, a good portion of Mustang owners track their cars; this writer was happy to oblige.

Back to the start, however.

Whether it was navigating the not-so-busy pot-holed inner-city streets of Adelaide or rolling through the winery-sprinkled hills, the Mustang’s ride and handling was excellent. It offers a very accessible type of power that is as easy to handle at low, start-stop speeds as it is barrelling along, eyes triangulating the next apex.

The feel and feedback through the steering wheel are markedly better than the previous generation Mustang… and that’s just the tip of the iceberg.

Our first leg in the GT convertible proves two things: the GT’s soundtrack is a delight, a bassy, rumbling concerto, and your hairdo will survive. Equally, when the chill does set in, heated seats provide ample comfort from the elements.

Move into the GT Fastback and the cabin insulation impresses with its whisper quiet ambience at cruising speeds, leaving room for the only rumble you want to hear.

For the most part, muscle cars like the Mustang have held a reputation for being quite a handful and tailored for the enthusiast. But this drive experience tells a different truth. With drive modes of normal, sport, slippery, track, drag strip and custom there is something for everyone.

Moving to the track component of the launch event, it quickly becomes clear this Ford Mustang is a shape-shifter. From smooth operator to lethal weapon, it’s the kind of Jekyl and Hyde transformation that makes a car like the Ford Mustang so appealing – the best of both worlds.

Unless you're thinking about second row passengers…. That world's is far from 'best' given the seats are fairly cramped.

Overall, however, the Mustang delivers an engaging and connected drive that is fun and rewarding and yet oh-so-simple to handle.

The front-end oozes confidence allowing you tip in early and power out early – replete with histrionics if you're tyre budget stretches that far. But if you're aiming for lap times the Mustang is also a much sharper, precise vehicle than before and more satisfying to push to its grip limits on the race track as well.

On balance, the ride and handling balance is spot on and the power delivery is addictive, not only from that almighty V8, but also from the more efficient (and affordable) four-cylinder engine.

The Mustang’s interior is a step up in design, comfort and ergonomics. And probably more comfortable than the silhouette would suggest.

The leather seats are wide, welcoming and supportive – and very form fitting if you choose the optional (but less adjustable) moulded Recaro sports seats.

Despite a smallish cabin, there’s convenient storage spots, dual cupholders, in-door storage and a lidded armrest. That drift brake occupies a little more space than I’d usually condone but we’ll let it slide (pun intended) on this occasion.

Leather, plastics, chrome and textured surfaces combine for busy interior decor but it all hangs together well, despite some plastics that feel cheap to the touch.

The second row seats are handy for the occasional hangers-on but entry and exit are awkward and head and legroom are compromised, to say the least.

Boot space is respectable for a sweeping silhouette and split fold seats tick the practicality box.

In a word, yes.

Compelling entry-level pricing and solid performance credentials are a great combination. I mean, do your research, drive the thing and see how you feel but after a short time behind the wheel, it’s fair to say this is the most engaging Mustang to date. No question.

To revisit Ford’s mandate that each new generation must be better, more beautiful, more fun… it’s all of this and more. Full credit to this muscle car’s unwavering performance and track-ready hardware that blend seamlessly with everyday driving… but more so to Ford for a considered update to a true icon.

2025 Ford Mustang GT Fastback at a glance:
Price: $81,990 (plus on-road costs)
Available: Now
Engine: 5.0-litre V8 petrol
Output: 345kW/550
Transmission: 10-speed automatic
Fuel: 12.8L/100km (ADR Combined)
CO2: 293g/km (ADR Combined)
Safety rating: Not tested

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