YOU don’t whisper in a Mustang. You bellow, you burble, and occasionally, you wake up the neighbours. That’s part of the charm. The latest Ford Mustang GT Fastback, with its 5.0-litre V8 and 10-speed automatic gearbox, is as loud and proud as ever — and yet, for all its swagger, it now feels like a bit of a dinosaur.
Don’t get me wrong, it’s still a riot to drive and unapologetically dramatic to look at. But in 2025, with Europe full of silent EVs and hybrid crossovers, the Mustang feels like a time capsule from an age when horsepower and noise were all that mattered. A living, roaring fossil — and I mean that affectionately.
Overview
The latest Mustang GT is the newest evolution of a global icon. Sixty years on from the original, Ford hasn’t messed with the formula too much. It’s still a big, front-engined, rear-wheel-drive coupe, designed as much for theatre as for lap times.
Under the long, sculpted bonnet sits a naturally aspirated 5.0-litre V8, now breathing through a dual-air-intake system. Power hovers around 450PS, delivered through that 10-speed auto to the rear wheels (Auto model costs from £60,470 OTR). The numbers barely matter — what matters is the sound, the response, and the way it makes you grin every time you thumb the starter.
A Performance Pack is standard, bringing Brembo brakes, 19-inch alloys, and a limited-slip differential. The result is a car that still feels like a muscle machine, but one that’s finally learnt to take corners seriously.
Design
Ford calls it “an American icon reborn,” and for once, that’s not marketing fluff. The latest Mustang looks superb. The lines are sharper and more chiselled than before, but it hasn’t lost the long-bonnet, short-deck proportions that make it instantly recognisable. The front end is more aggressive, with a squared-off nose that gives it real presence, while the rear haunches are pure sculpture — bulging and muscular.
There’s a subtle aerodynamic refresh too: a deeper front spoiler and side skirts to reduce lift, and those signature three-bar LED tail lamps that flash with nostalgia every time you brake. In Fastback form, it’s still the better-looking Mustang — the convertible version might offer open-air drama, but the coupe just looks right, especially on its 19-inch wheels.
If I’m honest, though, I prefer the styling of the earlier, slightly more powerful Mach 1 — leaner, meaner, and a little less over-styled. The latest GT’s extra creases and sharper lights make it look more modern, but also a bit more… calculated. The Mach 1 had a more mechanical appeal that this car seems to have sanded down in pursuit of global polish.
Interior
Step inside, and the Mustang finally feels like it’s caught up with the 2020s — but only just. The twin screens dominate the cabin: a 12.4-inch driver’s display flows seamlessly into a 13.2-inch central touchscreen, both angled towards the driver to create what Ford calls a “fighter-jet cockpit.”
The graphics are powered by the Unreal Engine — yes, the same software behind Fortnite — which means the animations and transitions are as slick as any gaming PC. The menus respond instantly, and the graphics quality is genuinely impressive. The driver display can morph from classic twin dials to minimalist digital readouts, or even a drag-strip-style tachometer if you’re in the mood for showing off.
The infotainment runs Ford’s latest SYNC 4 system, now twice as fast as before. It’s fully customisable, with wireless Apple CarPlay and Android Auto, and the 5G connectivity makes streaming and navigation seamless. A B&O sound system takes care of the soundtrack when you’re not using the exhaust for entertainment, although I found it lacked a bit of depth and ultimately sounded a little disappointing.
The materials have improved — soft-touch panels, solid switchgear, and just enough chrome to remind you that this is still a bit of Americana. But there’s a sense of practicality creeping in: the driving position is low and comfortable, the visibility decent for such a wide car, and there’s even space for a weekend’s luggage if you pack sensibly.
Still, it’s not what you’d call sophisticated. The cabin feels more “muscle car with gadgets” than grand tourer. And that’s fine — it suits the Mustang’s personality perfectly.
Out on the Road
If the digital screens are a nod to the future, the way the Mustang drives is a love letter to the past. Fire up the V8 and the world briefly stops spinning. There’s a deep, theatrical rumble that resonates through your chest more than your ears. It’s the kind of sound that could make small children cheer and noise-sensitive neighbours frown.
On the move, the 10-speed automatic is surprisingly good. It shuffles ratios smoothly in normal driving, though occasionally feels one gear too many when you’re pressing on. Switch to Sport or Track mode, and it sharpens its act — holding gears, blipping on downshifts, and generally making you feel like a kid with a big, noisy toy.
Even so, I couldn’t help thinking that I’d probably prefer the six-speed manual (from £58,470 OTR). There’s something about the Mustang’s raw, mechanical nature that cries out for a clutch pedal and a gear lever. The auto does the job well, but it sometimes puts a thin layer of digital calm between you and that thundering V8. A manual, even if a bit slower, would give back that sense of old-school control that defines the best Mustangs. You could also spend the saved £2k on the MagneRide Damping System with Pothole Mitigation – and who doesn’t need potholes mitigated, these days?
The steering is quicker and more precise than old Mustangs, and the chassis balance is genuinely impressive. This isn’t just a straight-line bruiser anymore. Point it at a sweeping B-road and it digs in, the nose turning with intent, the rear end feeling planted but playful. The limited-slip differential lets you lean on the rear tyres with confidence, and there’s a lovely sense of connection as you feed in the power.
The MagneRide suspension was fitted to my press car and proved transformative, reading the road a thousand times a second and adjusting damping instantly. In Normal mode, it soaks up motorway miles comfortably; switch to Sport, and it tightens its muscles for proper cornering control.
But there’s still no hiding the Mustang’s heft. It’s big, wide, and occasionally unwieldy on narrow UK roads. You feel its American DNA in the way it prefers sweeping curves to tight corners, and open straights to city streets.
And while it’s still thrilling, you can’t help noticing the edges of its relevance starting to blur. A naturally aspirated V8 feels almost rebellious now — glorious, yes, but also a bit anachronistic. The world has moved on to torque curves drawn by electrons, and the Mustang still measures life in decibels and revs per minute.
That said, the sheer feel of it remains intoxicating. No EV, however quick, can replicate the mechanical drama — the crescendo of the exhaust, the vibrations through the seat, the faint smell of warm oil after a long run. The Mustang may be a dinosaur, but it’s one of the coolest creatures left stomping around.
Technology & Safety
Ford has loaded the latest Mustang with tech, but thankfully it hasn’t forgotten what kind of car this is. The digital cockpit is the showpiece, but the supporting cast is strong too.
The Drive Modes system tailors the car’s personality with six presets: Normal, Sport, Slippery, Drag, and Track, plus a customisable MyMode. Each setting adjusts throttle response, steering weight, gearbox behaviour, and even the exhaust volume. There’s also an “Active Exhaust” toggle that lets you switch from neighbour-friendly to wake-the-dead at the touch of a button.
In practice, the differences are stark. Sport gives the gearbox and steering more bite, while Track stiffens everything up and opens the exhaust to full thunder.
Safety tech has caught up with the times too. Adaptive cruise control, lane-keeping assist, blind-spot monitoring, and automatic emergency braking are all standard in most markets. Ford’s Co-Pilot360 system keeps you between the lines and at a safe distance on motorways, but never feels overbearing.
The car’s 5G connectivity also brings over-the-air updates and real-time navigation tweaks, keeping it current — even if the hardware under the bonnet couldn’t be less digital.
Ownership & Everyday Use
As ever, living with a Mustang is as much about emotion as it is about practicality. You don’t buy one because it makes sense; you buy it because it makes noise.
Still, Ford has made some concessions to reality. Fuel economy sits somewhere between “optimistic” and “don’t ask,” hovering around 23–25mpg if you’re lucky. Insurance won’t be cheap either. But maintenance is straightforward, the mechanicals proven, and the reliability solid.
The boot is decently sized, and the rear seats are there mainly for decoration or very small adults. Long trips are surprisingly comfortable, thanks to good seats and that smooth auto gearbox, but the width and thirst make it less suited to daily commuting.
In truth, it’s best thought of as a weekend car — something to take out when the weather’s kind and the roads are open. It’s the kind of car that makes you drive the long way home just to hear the engine one more time.
Rivals
The Mustang’s most obvious rivals aren’t really direct competitors anymore. The BMW M440i and Toyota Supra both feel more modern and refined, but neither can match the Mustang’s old-school theatre. The Chevrolet Camaro isn’t officially sold here anymore, and the Nissan Z hasn’t made it to Europe. That leaves the Mustang in a class of one — and perhaps that’s fitting. It’s the last proper muscle car standing.
Verdict
The Ford Mustang GT Fastback 10-Speed Auto is loud, proud, and gloriously out of step with the world around it. In an era of silence and sustainability, it’s defiantly mechanical — all pistons, petrol, and personality.
The best thing about it is how alive it feels. Every throttle blip, every downshift, every echo off a tunnel wall reminds you why the internal combustion engine became such a cultural icon. The weakest point? Its sheer size and thirst make it increasingly hard to justify, and its digital polish can’t quite disguise that it’s fundamentally a car from another era.
And while the 10-speed auto does its job admirably, part of me knows the six-speed manual would make the experience even more authentic — a better match for the Mustang’s raw, analogue soul.
The Mustang GT might be a dinosaur, but it’s one of those dinosaurs with flames down the side, a booming soundtrack, and a grin you just can’t wipe away.
- AT A GLANCE:
- Ford Mustang GT 5.0 V8 Auto
- OTR Price: £60,470
- Engine: 5.0 V8 Petrol
- Power: 446 PS
- Transmission: 10-speed Automatic
- 0-62mph: 4.9 secs
- Top Speed: 155 mph
- Combined Economy: 23.3 mpg
- C02: 277 g/km
