Ford Mustang GT Manual 2025 Review

The 2025 Ford Mustang GT isn’t quite the bargain it used to be when it became a global car under Alan Mulally’s ‘One Ford’ strategy. In fact, the range has gained about $20k across the board Down Under.

It’s also worth noting that we’re driving the Mustang GT manual that was available at launch. Ford has since released details and pricing of the ever-so-slightly altered MY25 Mustang. It’s an important distinction because the value of the GT rises $1988 to come in at $78,990 before on-road costs (ORCs).

The rest of the model line-up is automatic only. Hence the 10-speed torque-converter GT Coupe comes in at $81,990. Carrying over as the entry-level variant is the $66,990 EcoBoost 2.3-litre four-cylinder turbo-petrol Coupe, while the range-topping V8 Convertible commands $87,667 (all prices exclude on-road costs).

The allocation of 1000 Dark Horse units has been exhausted, meaning the track-focused variant is no longer available. However, given past releases within the sixth-generation S550, we don’t expect it to be the last special-edition Mustang to reach Aussie shores.

Rivals cover a varied mix of drivetrains and values, but the Nissan Z Nismo, Subaru BRZ tS and Toyota GR Supra GTS are certainly worth considering.

The Mustang is covered by Ford’s five-year/unlimited-kilometre warranty with seven years of roadside assistance when using an official Blue Oval 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.

The 2025 Ford Mustang GT comes with some brag-worthy features like a drift brake – yes, it is what you’re thinking.

Essentially you pull it up while in motion, add some steering lock to generate sufficient angle, then get back on the loud pedal. Your level of mechanical sympathy will determine how much you use it, and it’s clearly designed for track-use only.

So is the dedicated Track mode that also incorporates circuit-based apps and features like launch control and an acceleration timer (with cool Christmas tree, like on a drag strip), lap timer, line lock, rev matching as well as performance displays for brake pressure and shift indicator.

Still think the Mustang is solely reserved as a relaxed muscle car?

The GT gains staggered 19-inch alloy wheels wrapped in Pirelli P Zero rubber (255/40 R19 front, 275/40 R19 rear). They conceal the hefty Brembo brake package with 390mm ventilated discs with six-piston callipers up front and 355mm ventilated discs with four-piston callipers at the rear.

The Coyote engine sends power to the rear wheels via a Getrag six-speed manual gearbox and a limited-slip differential to round out the high-end mechanical hardware.

LED headlights are now part of the Mustang kit, as well as daytime running lights, progressive indicators and ‘pony-style’ puddle lamps. Along with the overhauled interior design there’s a heated steering wheel, dual-zone climate control, keyless entry and start, ambient lighting and leather-clad, six-way electronically operated seats (with heating, ventilation and lumbar support).

Our MY24.5 test car is heavily optioned with the Black Pack ($1950), Atlas Blue paint ($910), MagneRide adaptive suspension ($3835) and Recaro bucket seats ($3835). Opting for the heavily bolstered Recaros means you lose seat heating and ventilation.

Additionally, the Atlas Blue is one of a few colours no longer available and the Black Pack has been replaced with a Bronze hue.

The 2025 Mustang GT is currently unrated by ANCAP.

However, it gains seven airbags as well as dual ISOFIX and top-tether points in the rear.

Some of the active safety highlights 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. Although, the active lane keeping assistance steadfastly claimed the driver didn’t have their hands on the wheel numerous times – which wasn’t the case at all. Luckily, it’s easy to switch off via two pushes of a button on the steering wheel.

You might do a double take at the badge when getting into the 2025 Ford Mustang GT.

You’re immediately faced with what appears to be one large, curved screen that wouldn’t look out of place in a high-end Euro coupe. However, it’s two displays.

The one straight ahead of you is a 12.4-inch digital instrument cluster that offers cool graphics, interchangeable themes based on your driving mode and concise data for spirited driving.

Sitting pride of place in the centre of the dash is the 13.2-inch infotainment touch-screen. It packs Ford’s SYNC 4 operating system with intuitive native sat-nav, but most will likely take advantage of the wireless Apple CarPlay and Android Auto.

Other handy features include a wireless charging pad (which is oddly dropped for MY25), USB-A and USB-C ports, Bluetooth, voice recognition, DAB+ digital radio and a high-end 12-speaker Bang & Olufsen sound system with boot-mounted subwoofer.

The Mustang is now well and truly up to date for tech but it’s nice to see Ford respecting its past with touches harking back to the history of the famed badge.

The beating heart of the 2025 Ford Mustang GT is the centrepiece of the experience. Coyote is king.

Yes, the Gen-IV Coyote 5.0-litre V8 is largely a carryover unit from the S550, but if it ain’t broke, why fix it?

For the S650 its numbers come in at 345kW and 550Nm, being produced at a lofty 7250rpm and 4850rpm respectively.

The Coyote remains a bit of a lazy engine down low. Well, maybe that’s being a bit too harsh. Docile is more appropriate. Wake up the 5.0-litre bent eight by extending towards the redline and the engine gathers heady pace with ease.

The Mustang is far from a sedate cruiser when you don’t want it to be. However, it has a wide bandwidth and can also just as happily warble around gently if need be.

If there’s to be a criticism, it must centre around the tall gearing of the manual. You can theoretically break most major highway speed limits (110km/h) in second gear.

Acoustically, the Mustang is intoxicating. It’s a heady mix that begins at a burbling base before flowing through a deep midrange to a roaring high-range crescendo.

In an age of ever-tightening regulations, it’s crazy to fathom how the Mustang’s vocals clear ADR testing. The valved exhaust system offers four modes ranging from passively quiet to V8 Supercar-spec. Neighbours fond of naps or a sleep-in will thank Ford for the former.

Turn the volume up to 11 and the FO-generation sports coupe makes you want to gleefully swear in a manner that’s just as antisocial as the sound bellowing from the quad tailpipes. It’s that good.

If you think the 2025 Ford Mustang GT is a fossil-fuel fiend, well, you’d be right. But also, somewhat wrong.

Officially the manual ’Stang is rated at a combined fuel consumption of 13.6L/100km. Yet, after a 450km highway stint upon pickup, the Atlas Blue Mustang was reading an average of 9.0L/100km.

Okay, that figure rose to somewhere north of 14L/100km after city, country and spirited driving were accounted for. How thirsty the 5038cc V8 is has a direct correlation to the actions of your right foot. Still, if you’re more into relaxed journeys, the Mustang isn’t always as inefficient as you might think.

Naturally, it exists on a diet of premium 98 RON only. However, hybrid assistance is likely in the future. But Ford says it will be guided by its customer base in this regard.

While the wild Coyote dominates with boundless aural charm, how the 2025 Ford Mustang GT drives shouldn’t be left as an afterthought. There is genuine dynamic talent to be tapped into.

Saying the Mustang is more of a cruiser is doing it a disservice because it not only can, but it also now wants to go through bends. The keen front axle tenaciously turns into corners, while the transition to powering out the other side can be judiciously managed with the throttle.

The rear end does entertain a bit of frivolity and yaw, but the electronic aids in Sport mode are well calibrated and don’t present as too much of a hindrance to progress or enjoyment. Certainly on-road, at least. You’ll need a racetrack to fully utilise the Mustang’s, err, Track modes – and if you do, you’ll find it more robust given the addition of an oil cooler.

The steering is significantly improved over the S550. Not only is it quicker, but the weighting is also more consistent and the overall feel has tangibly increased. More than ever, you can sense the road underneath with your fingertips. Gaining increased sensation is also aided by the new steering wheel, which is vastly more pleasing to hold.

The optional MagneRide adaptive dampers do come with the ability to select between Normal, Sport and Track modes. Body control is kept in check at the stiffer end of the spectrum to help facilitate the overall handling, but even in the softest settings, the Mustang has a firm edge to how it breathes with the road. It isn’t crashy or uncontrolled, but the ride quality is more sports coupe than plush grand tourer.

Choosing the manual is the driver’s choice – and not because the 10-speed automatic isn’t good, it’s just that the slick-shifting six-speed manual really fits the Mustang’s personality. Roo-hopping hill starts are a thing of the past with the handy hill hold and the rev-matching system on downshifts is so intuitive and useful that it renders heal-toe action redundant (unless you bow to peer pressure).

This is where the most improvement is seen with the 2025 Ford Mustang GT. The new pricing isn’t writing cheques the interior can’t cash.

Perceived build quality is enhanced, the switchgear is far more resolved and the design paves its own path instead of being retro kitsch. The game has also been upped on how it’s all screwed together and general NVH isn’t too bad despite noticeable tyre roar at speed.

Ergonomics are about on par with the S550, but it’s a slight bugbear that the handbrake and starter button remain on the left-hand side of the centre console. In a positive move, some dedicated buttons remain while the HVAC controls gain their own easy-access menu within the infotainment.

Don’t think of the Mustang as a dedicated four-seat coupe. It’s a 2+2 deal, something that becomes evident when trying to get into the back seat. For adults, the opening isn’t quite as accommodating as you’d hope. Neither is the legroom or headroom – and general amenities are lacking with no air vents or charge ports to be found.

However, the boot is a different story at 408 litres. The rear seats fold and the load bay is genuinely useable for more than just a short journey – just be mindful there’s no spare tyre.

If you were a fan of Aussie-built performance cars, it’s hard not to be suckered in by this American offering. For many it is a heavy slice of nostalgia, just via a different avenue.

The 2025 Ford Mustang GT is a no-brainer for enthusiasts of the type. Opting for the six-speed manual only strengthens the appeal.

Getting behind the wheel of a current ’Stang significantly ups the financial ante. Yet, as a quasi-grand tourer with genuine dynamic prowess and an all-consuming soundtrack, there’s scarcely anything left to compare it to.

Coming to the realisation that this is the last manual, rear-drive V8 hot rod on sale in Australia is tough. It’s a sobering reality that the performance-orientated landscape is being forced to move on.

However, relying on the Mustang’s icon-status alone is a dangerous game.

Thankfully, there’s no rose-tinted glasses required for this Blue Oval hero. Ford is continuing to champion the muscle-car genre with a bona-fide classic, one that’s still galloping hard without a finish line in sight.

2025 Ford Mustang GT manual at a glance:
Price: $78,990 plus on-roads costs (MY25)
Available: Now
Engine: 5.0-litre V8 petrol
Output: 345kW/550Nm
Transmission: Six-speed manual
Fuel: 13.6L/100km (ADR Combined)
CO2: 310g/km (ADR Combined)
Safety rating: Not rated

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