Ford Mustang-2023 :review

2023 Ford Mustang: Despite going through six generations of reinvention since its 1964 debut (it debuted as a 1964-and-a-half model), the Mustang has maintained its charm. The 1970s and early 1980s saw risky times, but the pony persevered. The current 2023 model will now have to defend the blue oval against its enduring competitors, the Chevrolet Camaro and the Dodge Challenger, for one more year while the new, seventh-generation 2024 Mustang waits in the wings.

The current Mustang debuted in 2015, the Camaro’s final wholly redesigned model was released in 2016, and the Challenger, even with an upgrade in 2015, is the oldest of the three. The similarly elderly Nissan 370Z is likewise considered an anomalous opponent by these American pony-turned-muscle vehicles, and the introduction of the new 2023 Nissan Z modifies the competition. The Nissan is more than a foot shorter, and the Dodge is over ten inches longer than the Ford and Chevy, separated by just three inches.

There is nothing new for 2023, considering the 2024 Mustang; a few items (two paint colours and the Shelby GT500) that are now unavailable will be available in 2022. The selection of a six-speed manual or automatic gearbox, a turbocharged four-cylinder or V8 engine, and a coupe or convertible body type are still available. The entry-level 2.3-liter EcoBoost coupe, which costs $29,145 plus a $1,395 destination charge, is the first model in the portfolio. The base price of the convertible model is $34,645. The Mach 1 is priced at $57,965 while the least cost GT is $37,940.

There are two strengths available for the 2.3-litre four-cylinder turbocharged engine. The High-Performance Package increases the horsepower to 350 and raises the maximum rev limit by 500 rpm for a 6000 rpm redline. The standard model is rated at 310 horsepower and a robust 350 pound-feet of torque. Because of its superior performance, the EcoBoost should be seen as an “alternative” engine instead of a cheap basic model. The Camaro’s standard turbo four engines produce a meagre 275 horsepower, while the Challenger’s venerable but dependable Pentastar V6 only produces 305 horsepower.

But V8 power defines Mustangs, for better or worse, like an auto show departure. The 5.0-liter V8 engine in the basic GT produces 450 horsepower and 410 pound-feet of torque, which are sent to the rear wheels via an automated or six-speed manual gearbox. The Mach 1 increases horsepower to 470, and the redline of both V8 engines can be reached at an impressive 7500 rpm. While the Challenger only provides a manual on the R/T, R/T Scat Pak, and, after a two-year break, the 2023 Hellcat, the Mustang, like the Camaro, gives an option of manual or automatic transmissions throughout the range.

During a week-long test drive, we discovered that the Mustang EcoBoost’s Premium trim level was more than enough in speed. With a completely independent rear suspension and a double-pivot MacPherson strut front suspension, the 2014 redesign replaced the old solid back axle. It gave drivers a far more dynamic and polished experience than any prior Mustang generation. The throaty rumble of the V8 engine, which many customers consider an essential component of the Mustang experience, was absent from our time.

Performance: Ford Mustang

Ford replaced the outdated primary V6 option with a better 2.3-litre four-cylinder turbocharged engine that produces 350 pound-feet of torque and 310 horsepower. Should that seem underpowered, remember that the standard V6 of the previous Mustang generation could only have 210 horsepower on a good day. Ford claims a quarter mile time of about 13 seconds and a zero to sixty pace of 5.1 seconds. The standard Camaro turbo four is rated for 275 horsepower, the base Challenger V6 305 horsepower, and the V6 Camaro 335 horsepower.

The 2.3-litre High-Performance Package, which has an extensive array of track-focused mechanical improvements like larger brakes and anti-roll bars, offers a 330-hp EcoBoost variant. Still, it comes at a steep $6,150 premium.

Ford’s legendary 5.0-litre “Coyote” V8 engine powers Mustang GT models with 450 horsepower and 420 lb-ft of torque, reaching a thrilling redline of 7500 rpm. It has a top value in the highly regarded price vs ponies statistic, is vital in muscle cars and can reach 60 mph in the low to the mid-4-second range.

The Mustang Mach 1, which receives a 470 horsepower and 410 lb-ft version of the 5.0 but numerous technical modifications lifted from the Shelby GT500, is the true big-hitter for 2023. Ford has not said the 2023 Shelby Mustang GT500 would be available; meanwhile, lovers may want to consider the 2024 Mustang Dark Horse.

All Mustang models have a six-speed manual gearbox, although a 10-speed automatic is also available. They are all exclusively rear-wheel drive.

Fuel Efficiency: Ford Mustang

Base four-cylinder Mustangs are the most fuel-efficient; they get 25 mpg combined, 22 mpg in the city, and 32 mpg on the interstate. Choosing the convertible or adding performance options results in an estimated 1 to 2 mpg gain for each metric. However, those figures pertain to ordinary gasoline, not the far more costly premium. The Challenger V6 achieves 23, 19, and 30 mpg on the interstate, while the four-cylinder Camaro maintains the same fuel economy of 30 mpg. However, none can surpass the 310 horsepower of the Mustang.

Given that the fuel-guzzling GT500 will not be available in 2023, the Mach 1 will be the thirstiest Mustang. It is rated at 18 combined, 15 cities, and 23 highway mpg (one fewer in each measure with the manual six-speed). The Mustang GT with the automatic is rated for 19, 15, and 24 mpg, respectively. It lags slightly in each category. This puts the V8 Mustangs marginally ahead of their Chevrolet and Dodge V8 counterparts. Though they can’t match the V8 Mustang’s pure power, Toyota’s Supra and BMW’s 2 and 4 Series sixes outperform the V8 Mustang, and Nissan’s six-cylinder Z narrowly exceeds the 5.0 V8.

Driver assistance and safety:

The Insurance Institute for Highway Safety (IIHS) grades the Mustang as “Good” overall for crash testing, although it only scores as “Acceptable” for small-front overlap tests. It receives five stars from the National Highway Traffic Safety Administration (NHTSA) and five stars in almost every test.

The absence of adaptive cruise control from Ford’s standard Co-Pilot360 active safety suite, which includes blind spot monitoring, adaptive headlamps, lane departure warning with lane keep assist, forward automatic emergency braking with pedestrian detection, and forward collision warning, costs Mustang safety points. That can only be had as part of an optional package that costs extra or as part of the Premium trim.

Coziness & Space:

Though labelling the Mustang’s interior as outdated would be easy, we’ll settle for traditional and comfortable. With 44.5 inches of best-in-class legroom and 37.6 inches of headroom, the front seats have the second-highest headroom of any vehicle, slightly less than the Challenger. Furthermore, even tall drivers may find comfortable settings since the chairs are supportive without being too complicated. Regarding the comfort and features of the front seat, the $5,295 Premium trim option (which includes premium floor mats, shifter boot, bolsters, leather-trimmed chairs with colour accents, a brushed aluminium instrument panel, a stitched centre console, and a few other items) significantly improves matters.

The majority of sports coupes, like testing, have wishful-thinking rear seats. They have 34.8 inches of headroom and a maximum legroom of 29.2 inches (the Camaro has 29.9 inches and the Challenger a sedan-like 33.1). The back seat works well for throwing away a jacket or camera bag, but it’s not the best option for regular passenger sitting.

Infotainment: Ford Mustang

The trip computer, located between the large, bright, and legible speedometer and tachometer on the Mustang, shows various data, including navigational directions and fuel efficiency. Sadly, the infotainment of the EcoBoost and basic GT models consists of a little 4.2-inch LCD screen and a scattering of haphazard buttons. The $2,600 “101A” (EcoBoost) or “301A” (GT) equipment packages, which include an 8-inch screen running Ford’s Sync 3 system with optional navigation, are the only ways to get a contemporary design. The larger screen is standard on the GT and EcoBoost Premium models, as well as the higher trim levels.

Today’s Sync 3 technology is older and can also be found in the Ranger pickup. The UI is straightforward to use despite the outdated graphics. It does the job; if you prefer those interfaces, Apple CarPlay and Android Auto (both connected) are standard.

Physical buttons and a row of toggle switches underneath the screen control the climate and other auxiliary functions.

Storage & Cargo Space:

Although the Mustang’s 13.5 cubic foot trunk is second only to the Challenger’s 16.2 cubic foot trunk, very few buyers in this class choose a vehicle for its trunk size. Barely 9.3 cubes make up the Camaro, while slightly 6.3 make up the little Nissan Z. The Mustang convertible’s trunk needs room for a folded top; it can only hold 11 cubic feet of cargo.

The elderly pony car genre is known for its small storage spaces; the glove box, centre console compartment, and door pockets hold enough stuff to accommodate the usual needs of one or two people, but little more.

Design: Ford Mustang

The new Ford Mustang can evoke memories of 1960s Mustang motifs while being remarkably contemporary. Most importantly, it can still be easily identified as a Mustang. It now has a more chiselled and hefty appearance, a tribute to the mission creep that has caused most purchasers to rethink Mustang as a “muscle car” instead of a “pony car.” However, the contemporary rendition is not slavishly retro; it is low, broad, and mean like its forefathers.

One may argue that this style has a limited lifetime given that the “revival” of the iconic Mustang stylistic motif has been around for 18 years, which is twice as long as the original. However, Ford has little incentive to mess with success in a class that includes the Camaro and Challenger, which are also more than ten years into vaguely retro reimaginings of their 60s and 70s selves. Some critics claim the new-for-2024 Mustang is just a mild reimagining of the current model.

Though some cheaper plastics are visible, and the interior is a tad plain (especially for that base model), the cabin is still better than the old Challenger or gloomy, plasticky Camaro. It is simple to ignore this automobile, considering how much value it brings to other categories.

Is the Ford Mustang 2023 a Good Buy?

There isn’t a terrible option in the Mustang range because of Ford’s skilful lineup hone. Even the Ford Mustang EcoBoost Fastback, which has 310 horsepower and costs $29,145 (destination included), has thrills and flair befitting the Mustang moniker. A 12-inch digital instrument cluster with programmable colours, a heated steering wheel, leather-trimmed seats with accent stitching, aluminium accents, colour-accented door trim, adaptive cruise control, navigation, memory seats, ambient interior lighting, and a universal garage door opener are all included when choosing the Premium trim ($34,170).

The 450-horsepower V8, a limited-slip rear axle, an engine oil cooler, more oversized brake rotors, dual exhaust, and fog light are all included in the $39,720 Mustang GT Fastback; the $44,560 Premium grade version has the same features as the previously mentioned Ecoboost. Additionally, the starting price of the 470-horsepower Mach 1 is $57,945. It has an active valve performance exhaust system, Brembo six-piston front brakes, oil, gearbox, and differential coolers, heavy-duty front springs, an open-air induction system, a bigger radiator, and a Torsen differential with a 3.73 axle ratio. The premium for Mach 1 is $59,860.

EcoBoost convertibles cost $34,645, while EcoBoost Premium convertibles cost $39,670. GT Premium costs $50,240; the standard GT and Mach 1 convertible are unavailable.

Making a decision is difficult. Even if the Ecoboost four-cylinder basic model is excellent, V8-powered Mustangs radiate a particular karmic harmony and sonic delight that will make you smile day or night. Given that, if we suddenly found ourselves with an additional $20k, we would choose the GT Premium fastback or a Mach 1.

How Much Does Ford Mustang Insurance Cost?

Insurance prices aren’t too awful considering the Ford Mustang’s performance goal. A 30-year-old female driver with a clean driving record may anticipate paying an average of $2,744 more per year for a Mustang EcoBoost model, with GT variants only costing an additional $100 on average. The Hellcat variants cost more, ranging from $4,250 to $5,000 than the Challenger SXT V6, which is about $2,750. The price range of a Camaro for an LT1 coupe is $2,408 to $3,560 for a ZL1. The price of a comparable 2024 Nissan Z is around $2,400.

Ford Mustang Generations

Sixth Generation
2015 to Present

For the 2015 model year, the sixth-generation Mustang debuted with independent front and rear suspension.

Fifth Generation
2005 to 2014

The 2005 model year saw the introduction of the fifth-generation Mustang, which was 6 inches longer than the previous iteration. It also has a contemporary interpretation of the retro body type. Ford switched over the 3.6-litre V6 engine with a 4.0-litre one. Ford introduced the GT and Shelby GT500 grades in 2007. The 4.6-liter V8 engine was kept in the GT version.

Fourth Generation
1994 to 2004

At launch, two body variants were available for the fourth-generation Mustang: a two-door convertible and a two-door coupe. In 1996, Ford discontinued the 5.0-litre V8 engine and switched to a 4.6-litre V8. In 2000, the SVT Mustang Cobra R went into limited production.

Third Generation
1979 to 1993

The third-generation Mustang was available as a two-door hatchback, two-door coupe, or two-door convertible. It became longer and higher.

Second Generation
1974 to 1978

The 1974 Mustang was 500 pounds lighter and 19 inches shorter than its predecessor. Initially, there was no V8 option available.

First Generation
1965 to 1973

1962 saw the introduction of the Mustang concept, which appeared in the 1965 model year. It came with a choice of V8 engines with up to 271 horsepower or inline-six-cylinder engines.

Verdict

Even in this contemporary sixth-generation model, the Ford Mustang has a little touch of all previous Mustangs. It demands little in exchange for its remarkable performance and timeless but modern look, except for a tiny back seat. The standard four-cylinder, purchased for less than $30k, has 310 horsepower and can reach 60 mph in less than five seconds. It is available as a coupe or convertible. Whether you’re in the mood for speed or not, the Mustang offers a uniquely American experience that, even after over 60 years of manufacturing, exudes the same positive energy as the original.