• Pros

• Most enjoyable Mustang we’ve driven in a while. Our Mustang Coupe came with the four cylinder engine and a six-speed manual transmission. That made it more engaging to drive than the bulked-up Mustang GTs we’ve driven in recent years. This one actually asks you to drive it. You can certainly spec a Mustang with a V8 and get yourself a muscle car. But if you’re looking for a sporty car, that’s engaging to drive, this might be the better spec. We’re not sure how long Ford will offer this combination, but it’s a good one.
• Sporty. You only have two engine options now; the 2.3 liter, turbo four-cylinder, and the 5-liter V8. Surprisingly, the four is only about a second and a half slower 0-60. It obviously weighs much less, improving the car’s handling, and fuel economy is about 25% better. Add the stick shift, while it lasts, and you have an engaging, sporty car. Handling is very good. And with less engine weight up front, it feels more balanced.
• Handling. The Mustang holds the road well. Like every rear wheel drive Mustang since forever, it can get a little tail-happy. But for folks who like traditional rear wheel drive in a sports car, it handles well and proves pretty agile. Brakes are great, and the steering feel is nicely weighted.
• Ride. The basic Mustang Coupe, which starts at around $32,000 and was tested at right around $40,000, provides a reasonably comfortable ride. Yes, it’s on the firm side. No, it won’t be indistinguishable from your Lexus ES350. But we found it quite reasonable for a car that handles and corners as well as the Mustang. The recently introduced independent rear suspension is a huge step up for Mustang buyers with dental work. The front seats are comfortable, in a sort of “bear hug” kind of way. The rear seats? Don’t ask.
• Value. The Mustang comes fairly well equipped. And if you opt for the smaller engine, and skip the $2,000 white-on-white special appearance package and $1,200 exhaust noise enhancer that our tester came equipped with, you can have this car for well under $40,000, including delivery. If you want an affordable, sporty car, but aren’t willing to drive around in a little Miata or Toyota GR86, this is a decent option.
• Looks. The Mustang is a classic. It’s a shape that’s instantly recognizable, and loved by many. And thanks to technology, the worst aspect of the Mustang’s styling — not being able to see behind you while driving — has been largely solved by a backup camera and blind spot warning system.
• Interior. Inside the Mustang things are both retro and up to date. Generally, the switches and materials appear to be of good quality and not cheap. The infotainment system produced no complaints, which is, in other words, a rave review. We found it largely intuitive, and used Apple Car Play to enhance the experience. The 8-inch screen is a bit on the small side, compared to lots of new cars we drive. We assume Ford will remedy that with some future refresh, and continue the screen size escalation wars. Ergonomically, it’s set up well for driving, with things in the right places and in easy reach. There are plenty of actual switches for stuff you need to use regularly, including nice big volume and tuning knobs.
• Sounds like V8! Our tester came with the optional, $1,200 Active Valve Performance Exhaust. What is that? There’s a valve towards the back of the exhaust pipe that opens or closes to provide louder or, um, less loud exhaust sounds. So if you’re OK getting a four cylinder Mustang, but really wish it sounded more like the V8, you can set your car to “sport exhaust” mode and spit and sputter down the road. Or you can set it to quiet mode to sneak back in the house at 2am.

• Cons

• Stick shift is not for everyone. It’s a commitment, and it can be fatiguing in traffic. Not to mention, it makes it that much harder to text your bookie and eat a lobster while you’re driving.
• Get down. The Mustang is low to the ground. So it has retro appeal, but it’s not that friendly to get in and out of for those old enough to be retro-appealed to.
• Hard to reach belt. The door is long, so the seatbelt is mounted pretty far behind the driver’s seat back. That means you have to wrench yourself around to get a hold of it. We don’t expect a robotic butler to reach back for you and hand you the belt, like on a Mercedes E-53 Coupe, but it did become a regular annoyance.
• Long pull. The handbrake has a particularly long pull, and comes up quite high between the seats. Make sure you do your shoulder exercises before parking.

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