The Ford Mustang Endures Because It's the Democratic Pony Car

Power to the people.

And then there was one. Again.

Over 22,000 days ago, Ford introduced the Mustang, the de facto beginning of the pony car. Many competitors have come and gone; the Camaro is the most recognizable, but it only exists in NASCAR form nowadays. Dodge brought back the Challenger with much success, even out-selling the Blue Oval's flagship on a few occasions. Now the Charger has effectively replaced it, with two- and four-door versions featuring turbo-six (and fully electric) powertrains. But it's not quite the same.

So why does the Mustang continue on? Managing editor Mike Schlee and I spent a week with two different variations of the current car—an EcoBoost coupe and GT convertible with the California Package—to figure out exactly that.

MS: Not all Mustangs need to set lap records or burn down the drag strip. For some, it’s about the ownership experience and feel. It’s why Ford’s Pony Car has always had non-V8 variants. Versions like my tester, a moderately optioned 2025 Ford Mustang Ecoboost Premium.

The car looks the part of a performance coupe, with the usual Mustang styling cues, like the triple vertical bar taillights and more LED signature lighting up front. My tester is painted Intense Lime Yellow, which is a highly appropriate name. In some lighting the car looks distinctly yellow, in other situations, it’s more of a lime green. Regardless of shade, it is an intensely bright color.

Also included on the car I drove is the Nite Pony Package. It includes black 19-inch black multi-spoke wheels, a black lip spoiler, and a black painted roof. It adds some nice contrast and style to the sleek coupe.

KP: Whereas Mike's tester relies on the paintwork for all its drama, the GT/CS uses its detailing. The classic Oxford White sees two-tone stripes added along the sides, with the matching blurple hue splashed along the grille nostrils and wheel spokes. Don't forget the badging, either.

There's just a bit more aggression opting for the V8, too. You see it in the unsubtle hood scoop and the larger corner air intakes in the bumper.

The CS treatment sure isn't for everyone. But it's these yearly special editions that give the Mustang character, not to mention act as distinct markers for each model year. Next year's '80s-tastic FX edition? Hell yeah, turquoise. People like exclusivity, and if they're already buying a coupe—an inherently extrovert choice these days—what's a little more?

MS: As the Premium in the name suggests, the higher trim of the Mustang EcoBoost family includes a lot of standard and optional equipment. On my tester is dual-zone climate control, heat and ventilated front seats, a 12.4-inch LCD driver information center, ambient lighting, a 13.2-inch infotainment screen, rain sensing wipers, parking sensors, and the B&O 12-speaker sound system. On a safety front, Co-Pilot 360 is standard, while my tester has been upgraded to Co-Pilot 360+.

But not everything is premium. The front seats are leather trimmed with color accent, but the rear seats are merely vinyl. That probably isn’t too much of a concern since those rear seats can only accommodate the smallest of humans. Circling back up front, the driver’s seat is 6-way power adjustable and the passenger’s 4-way power adjustable. But neither includes a power recline feature. That part of the seat is still fully manual.

KP: Like Mike's car, my tester comes in Premium form; in fact, that's the only way to pair the V8 with the droptop. Most of the kit he listed is included on my car too, including the B&O sound system and ventilated seats, two key features on a convertible in my not-so-humble opinion. You need to be able to blast tunes and not unfairly roast yourself.

This generation of Mustang has been tasked with once again drawing in the youths. To do that, Ford has upped the tech suite and yes, cut down on physical buttons. At least in the GT, it's hardly an issue; beyond adjusting the climate and audio, there aren't many things I need to do that can't be accomplished with a poke or two of the central touchscreen. Phone pairing happens in a snap, and CarPlay looks good with all that real estate to work with. The digital gauge cluster offers up plenty of information too, and the ability to select classic dials like those of the original or the iconic green glow of a Fox Body is a fun Easter Egg.

This is where the Mustang pulls out another advantage: it celebrates the model's heritage without being a slave to it. Also: blue leather. Hell yeah.

MS: With this latest generation of Mustang, Ford has made some interesting choices. For starters, the manual transmission was killed off for the EcoBoost version of the car. This isn’t a big shocker as the V8-powered GT model had a far bigger take rate for the row-your-own gears option.

What’s the real head scratcher is the 10-speed automatic transmission set-up for these turbocharged four-cylinder EcoBoost Mustangs. Inside, there are no paddle shifters, shift buttons, or a flappable gear lever. There’s just drive and low. Any manual control over the 10-speed auto isn’t happening. It’s like Ford admitting those who buy an EcoBoost want the Mustang name or styling more than the performance, which is crazy as there’s still so much performance on tap.

KP: Mike has zero control over his transmission, but I have complete control over the six gears in the GT/CS. It's a shame EcoBoost buyers don't get to enjoy this transmission because Ford has made massive improvements to its day-to-day usability. The old setup always felt a little truck-like, with a stiff clutch and long, vague throws. This new setup is slick and smooth, with a well-judged left pedal and a tight, well-oiled motion between the gears. It's honestly a joy to conduct, which is not something I would have said of previous 'Stangs.

Of course, the trade off is a prodigious thirst. If you live anywhere near a major population center, you'll be lucky to have an operating range beyond 250 miles (402 kilometers).

Under the hood remains a 2.3-liter turbocharged four-cylinder that can’t match the output of the V8 in the GT but still pumps out a healthy 315 hp and 350 lb-ft of torque. Even with the 3.15 ratio limited slip rear differential, it’s so easy to light up the rear tires. Straight line, mid-corner, doesn’t matter. The Mustang loves to get sideways, especially with the tires equipped on my car; 255/40R19 all-seasons all around.

Regardless of what we've written up to this point, muscle cars, no matter how grown-up and sophisticated they’ve become, still relish straight line performance. The 2025 Ford Mustang EcoBoost Premium comes standard with the track apps, launch control, drag race mode, line lock, drive modes, etc. I could never find a drive mode though that suited my driving style. Even with the custom mode, the lack of control over the transmission had the EcoBoost down-shifting at odd times when hustling it through twisty roads.

On this tester is the optional 3.5-inch exhaust with quad tips and active valve. This is the exhaust that makes the Mustang GT absolutely roar. When paired to the four-cylinder, results are mixed. The exhaust does not sound great on cold start up or around town when sitting in the lower rpms. Get hard on the throttle, or cruise at higher rpms, and a pleasing growl does pump out of the four rear pipes.

It's a small wonder that the Coyota is now pumping out very nearly 100 horsepower per liter. When the GT500 first returned almost 20 years ago it did so with 500 horsepower. Now a GT basically does that! Ah, progress.

The 5.0L is that friend who always manages to convince you to stay out a little later. To take that adventure. To be just a little more risky. There is power everywhere, but it crescendoes in a way that the EcoBoost simply can't. Wind the V8 up past 7,000 rpm and there's a proper battle cry, a richly layered rumble that is worth the regular stops at the pumps.

Like the four-pot, the V8 comes with all manner of drive modes, line lock, and other features for maximum shenanigans. Sport mode is the best for this particular tester, providing a bit of an edge but stopping shy of nervous, over-eager responses. Since this is a manual there's no remote revving from the key fob. Sorry.

MS: Other than the shouty exhaust, no performance bits have been added to this tester. Everything is entry level, more or less. The stock suspension is not as punishing as either of us expected. It’s firm, but liveable. The trade-off is a lack of razor-sharp handling. The Mustang responds well enough, but it’s a completely different animal to the Mustang GT Performance-pack-equipped car Mike drove last year.

With the stock springs and dampers, the car feels bigger and wider than it is. The sensation behind the wheel is more of a classic muscle car feel than the GT. It carries over to the brakes as well that are the standard dual-piston calipers up front and single piston in the rear. Again, they’re more than adequate for the job, but not ready for repeated abuse around a track.

This is the California Special. Simply saying the words conjures images of a pony car gently winding its way down Highway 1, the salty sea air letting the V8 song carry down the coast.

You pictured a convertible, didn't you? Of course you did.

So while this is the big, angry V8, remember that the rest of the package is still, like the EcoBoost, ultimately about cruising. Yes, even with performance package. This combo does provide wider rear hi-po tires (275s against the 255s up front), and the Brembo brakes do a good job of hauling down the substantial weight of this pony, but the steering is what keeps the GT/CS from feeling like a true corner carver. There's simply not enough feel to consistently know where the limits lie, so the best thing to do is dial effort back to about seven-tenths and enjoy the soundtrack and open air.

One other feature this GT has is the Magneride adaptive damping system. It is a fantastic pairing for the Mustang, enabling a softer suspension for pure cruising but tightening up nicely when the driver does want to hustle. I'd argue it's the single most important option box to check.

MS: Cars, especially coupes, can’t be one trick ponies anymore. There needs to be enough appeal across multiple customer bases to ensure longevity. That’s why, once again, the Ford Mustang is the sole survivor amongst the American rear-wheel drive coupes.

In fact, there’re so few coupes left on sale, the positioning of the EcoBoost Premium might even appeal to those missing the Accord Coupe and/or Infiniti Q60. Although this particular trim may not be for me, it’s helping keep the Mustang alive.

KP: Mike nails it: coupes need to offer broad(er) appeal these days. There's a lot of doom and gloom about the two-door market, and even the Mustang's sales figures have dipped recently, but there will always be those who prioritize style above the default small crossover shape. Both of these 'Stangs offer plenty of accessible performance for their respective price points without sacrificing modern convenience features or comfort (at least for those in front).

Like the Porsche 911, the Mustang can come in myriad variations, slightly altering the performance:comfort:style:value ratios based on the buyer's needs. And like that German icon, the Mustang isn't going anywhere.

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