Ford Mustang EcoBoost 2025 Review 

Since the S650 finally lobbed Down Under, the Mustang has returned to the top spot in the sports car sales race. That’s despite the four-model range being more expensive than the outgoing sixth generation.

Prices are also up for the new model year, which results in the 2025 Ford Mustang EcoBoost Fastback costing $66,990 before on-road costs (ORCs). The four-cylinder turbo is mated exclusively to a 10-speed automatic transmission that drives the rear wheels.

Of course, the mighty 5.0-litre V8 is still available. It starts at $78,990 for the six-speed manual GT Fastback (also available with the automatic for $81,990) and rounds out at $87,667 for the Coyote-powered Convertible (all prices exclude ORCs).

All 1000 Dark Horse variants have been sold and it is no longer available.

If the boosted four-pot Mustang is your flavour but not the exact fit, then checking out the Mazda MX-5, Nissan Z and Subaru BRZ tS is a worthwhile exercise.

The Mustang EcoBoost is covered by Ford’s five-year/unlimited-kilometre warranty, which is on par with industry standards. There’s also seven years of roadside assist if you visit an official Ford dealership.

Service intervals are every 12 months or 15,000km (whichever comes first), with the first four visits to a dealership capped at $379 apiece.

Somewhat justifying the monetary bump is the fact the 2025 Ford Mustang EcoBoost gains roughly the same spec level as the GT. Yes, that includes the new drift brake, line-lock and track-based apps (brake, acceleration and lap timer).

Moreover, the EcoBoost is endowed with Brembo brakes, a limited-slip differential (LSD) and a valved active exhaust with four modes. It also runs 19-inch alloy wheels that are wrapped in Pirelli P Zero tyres (255/40 R19 all-round).

Unlike the GT, Recaro seats and MagneRide adaptive dampers aren’t available to option, but you can select a $1500 EcoBoost Appearance pack to customise the exterior.

Speaking of styling, apart from not having a 5.0 badge on the front guard, it’s hard to tell it’s a ‘lesser’ Mustang. We would imagine that’s done on purpose.

The only optional item on the Mustang EcoBoost tested is the $700 Carbonised Grey exterior paint.

Other standard equipment includes LED headlights with daytime running lights, progressive indicators, pony-themed puddle lights, ambient lighting, keyless entry and push-button start, dual-zone climate control and a heated steering wheel.

Without the bucket-style Recaro seats, the standard pews are leather-clad and six-way power adjustable with both heating and ventilation. They make more sense in the EcoBoost Mustang.

Aside from the active safety tech, the 2025 Mustang EcoBoost has seven airbags. There’s also dual ISOFIX points and rear top-tether anchorages – although they’re all a little hard to access in the small cabin.

The Mustang range is currently unrated by ANCAP (the sixth generation scored three stars in 2017).

Other highlights mirror the GT and include autonomous emergency braking (AEB) with cyclist, pedestrian and junction detection, blind-spot monitoring, lane departure warning with steering intervention, rear cross-traffic alert, adaptive cruise control with stop/go functionality (auto only), parking sensors and a rear-view camera.

The safety systems work well – to a point. The bugbear being the active lane keeping, which can prompt you to hold the steering wheel even when you already are. It can be switched off with two pushes of a button on the multi-function steering wheel.

Other than that, the speed-sign recognition isn’t overly intrusive.

The S650 is all about the new interior and tech upgrades, so it’s no surprise to see a barrage of screens inside the 2025 Ford Mustang EcoBoost.

At first it appears to be on a large, curved screen. However, the dash comprises a 12.4-inch instrument cluster and a 13.2-inch infotainment touch-screen.

The digital instrument cluster houses interchangeable driving modes that are paired with specific themes as well as coloured graphics and detailed trip-computer instrumentation.

In terms of infotainment, there’s the obligatory wireless Apple CarPlay and Android Auto. However, you might prefer the native operating system given the EcoBoost packs Ford’s SYNC 4 suite.

Interestingly, the wireless charge pad has been dropped for all MY25 Mustangs, but USB-A and USB-C ports remain, as does Bluetooth, voice recognition, DAB+ digital radio and the 12-speaker Bang & Olufsen sound system with subwoofer.

Of course, this is the most contentious element of the 2025 Ford Mustang EcoBoost. Given this variant’s popularity in its American homeland, the powerplant hasn’t been left alone, either.

So yes, it’s missing four cylinders, but the four it has remaining are fed extra air via a revised twin-scroll turbocharger for a total of 232kW and 475Nm. Keen-eyed fans will notice that the kilowatt count has reduced from 236, but the Newton-metre count has jumped by 27.

Thankfully there’s an LSD to properly harness that grunt, but it’s a shame you can no longer opt to change gears manually with the slick six-speed manual.

With ancestry such as the Focus RS, it should be of no surprise that the 2261cc engine is a firecracker. It’s smooth and linear, too, with meaty low- and mid-range torque. It’s enough for the 1746kg pony to reach 100km/h in about 5.5 seconds. That’s not hanging about in anyone’s book.

The driving modes found in the GT transfer to the EcoBoost, meaning the racier set-up found in Sport and Track (which should be reserved for a circuit) carry over. A gripe is that the throttle calibration is a bit too pert in Sport mode.

Yet, it doesn’t sound how a Mustang ‘should’. Like the bent eight there’s exhaust modes to flick through, ranging from quiet to racetrack loud. The deeper burble on idle is appealing, but the prolonged rev hang after a swift release of the accelerator isn’t.

Ultimately, it’s easy to wax lyrical about the V8. And no matter how competent the 2.3-litre engine is, for many the four-cylinder turbo just doesn’t have the same visceral and emotional pull.

Fewer cylinders mean fewer stops at the servo – in theory.

The official combined fuel consumption for the 2025 Ford Mustang EcoBoost is 9.4L/100km. That represents a significant drop from the V8 version’s 12.8L/100km (auto).

After a week behind the wheel and through various driving conditions in the city, suburbs and highway, we achieved 10.1L/100km – not bad considering spirited driving was involved.

Like its bigger sibling, the force-fed four-cylinder requires premium fuel. However, this might not always be the case in the future with varying types of propulsion being explored.

While there’s an unavoidable downgrade in the soundtrack by opting for the 2025 Ford Mustang EcoBoost, the same can’t truly be said for the dynamics.

The EcoBoost is within 100kg of the 1813kg manual GT. However, with more compact engine dimensions and its position being almost behind the front suspension, overall weight distribution is improved.

The four-cylinder turns in keenly and the Pirelli tyres offer up ample grip. The rear-drive layout adds in a load of fun to the handling characteristics, especially given the turbocharged powertrain provides enough mumbo to excite the rear-end.

You can cover ground at an unassumingly swift rate. Just like the V8, the way it goes around corners generates smiles for miles. Although, you do need a smooth surface. Without MagneRide suspension with adaptive dampers, the ride quality is firm. It absorbs poor surfaces better at speed, but you’ll notice low-speed bumps.

Despite the sharp front axle, the lack of steering feel does chip away at the confidence-inspiring nature. Switching between the driving modes only provides extra artificial weight without increasing feedback. There are steering-wheel-mounted paddles to play with, too.

We do wish the six-speed manual was still offered, but low sales ultimately killed it off Down Under. That’s a shame because it was a better fit than the 10-speed auto, which can sometimes feel as though it has too many ratios to choose from and won’t always shift down gears when asked.

Overall, it is enjoyable to drive and almost as good behind the wheel as the GT – if you don’t include engine sound. And, of course, it carries all the Mustang’s visual road presence.

The EcoBoost Mustang is a car you must experience before judging it too harshly. If the V8 didn’t exist, it would stack up on its own.

It’s safe to say that the S650 generation ushered in a much-needed upgrade to the cabin, and the 2025 Ford Mustang EcoBoost reaps the rewards inside.

Both design and build quality have been turned up a notch to match the leap in technology. Gone is the fiddly switchgear, but the starter button and electronic handbrake remain in an awkward location for right-hand-drive markets.

General storage and the level of amenities is decent for the two-door Fastback design. Ergonomics are pretty well sorted, and despite the fact there aren’t any physical climate controls, there is a dedicated menu row at the base of the central touch-screen.

If you’re expecting a spacious four-seat coupe, you might be slightly disappointed. Those seated up front won’t have any issues with head or legroom, but both are very compromised in the back. It’s only a domain for kids. Getting in and out of the rear seats isn’t the easiest task either and there are no air vents or USB ports.

However, the boot is spacious at 408 litres. The rear seats fold and the load bay is genuinely useable for more than just a short journey – just be mindful you get a can of goo instead of a spare tyre.

The 2025 Ford Mustang EcoBoost isn’t threatening the V8 to be the star stallion. So, if your heart is set on the full ’Stang experience, stump up the extra cash because you won’t regret it.

However, that’s not to say EcoBoost is a pointless proposition – far from it. Particularly if you’re drawn to the Mustang vibe and aesthetic, but don’t require eight cylinders. It’s also less expensive to buy and, depending on how you drive it, cheaper to run.

Ultimately, there’s no surprise underdog win here – Coyote will always be the headliner for good reason. Yet, as side acts go, the EcoBoost is an underrated performer in the Mustang show.

2025 Ford Mustang EcoBoost at a glance:
Price: $64,990 before on-road costs
Available: Now
Engine: 2.3-litre four-cylinder turbo-petrol
Output: 232kW/475Nm
Transmission: 10-speed automatic
Fuel: 9.4L/100km (ADR Combined)
CO2: 215g/km (ADR Combined)
Safety rating: Not rated

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