Behind the wheel of the 2025 Ford Mustang

Launched 60 years ago, the Ford Mustang brought style and performance to the masses thanks to its good looks and V8 soundtrack. Fast forward to today, and here we are in the latter half of 2024, attending the launch of the seventh generation of the much loved performance car.

Known as the S650, the 2025 Ford Mustang maintains the formula it began all those years ago, in a challenging automotive manufacturing landscape. Our journey began when we arrived in Adelaide for a tightly packed two days of driving on the road and track.

Given the chance to get behind both the Fastback and Convertible, in both V8 and EcoBoost it was sure to be fun. Throw in the chance to hit the track in the totally accounted-for Dark Horse at The Bend Motorsport Park, and it's easy to understand why we were grinning from ear to ear.

Our event began with a fleet of cars that were ready for a drive through the picturesque Adelaide Hills. These first glimpses revealed the design evolution across the range, including some striking colours like Yellow Splash, a hark to the heritage “Bright Yellow” from the Boss 351 of the 70’s.

Sliding into the Iconic Silver convertible GT revealed a combination of old and new. There were dashboard details reminiscent of yesteryear, combined with an unmissable new feature in the form of screens for instruments and cabin functions.

Measuring in at 12.4 and 13.2-inches respectively, these are certainly the biggest interior departure in the S650. Thankfully they were responsive, and easy to interpret and use. But it was the instrument binnacle where we found our first so-called “Easter Egg”.

There are selectable instrument graphics from models of old, including the 90’s SVT Cobra, and a Classic 60’s and Fox Body option. That aside, the convertible was a pleasure to drive through downtown Adelaide.

A fabric roof remains as it has for 60 years and is deployable at the touch of a button. With the roof down, sun shining, flat-bottomed chunky steering wheel in-hand and that V8 soundtrack, it was almost the perfect Wednesday activity.

Although every Mustang comes with a 12-speaker B&O sound system, along with wireless Apple CarPlay and Android Auto, we opted to open the exhaust valves, a feature now also available in every variant.

The lunch stop got us up to speed on the changes to what is a new model to Australia, despite it being available stateside for some time. It’s worth noting that orders from the time of writing will be a 2025 model with new options.

In a video call with US team in charge of the Mustang, it was obvious importance was given to celebrating the name’s heritage. Equally evident was the need to take the Mustang name forward into the future. It’s a pleasing thing to hear and see from people who were clearly enthusiasts themselves.

The evidence can be found across all variants. Recaro seating for example, remains an option for those wanting a little more support. As they’ve done in the past, they continue to eat into rear seat space. One can argue it wasn’t ever great for anyone older than single digits anyway.

That’s not to say the leather accented seats that come standard are a bad thing, they’re roomy and comfortable. Importantly, they’re easy to get in and out of too. The S650 carries the same roof and chassis as the preceding model, everything else changes though.

Bodywork is the most obvious, carrying aggressive angular lines, and larger dimensions all round. The width was the most noticeable to us, with official figures revealing an 18-centimetre increase. Variants gain further visual differentiation based on owner feedback.

EcoBoost models for example get a different grille, badging and wheel designs, with the infamous pony badge remaining reserved for V8 models. These also get different grille and wheel designs, and a bonnet scoop.

If you could still have a Dark Horse, it would come with its own differentiators inside and out. In terms of drivetrain, the Ecoboost gets a new twin-scroll turbocharger with changes to the hot and cold side, revised camshaft timing and a switchable port.

The result is refreshed numbers, at 232kW and 475Nm. The gen-4 Coyote scores a bigger intake and dual throttle bodies for improved low-down power, along with the same active direct and port injection as the EcoBoost for outputs of 345kW and 550Nm.

The Getrag 6-speed manual and the excellent 10-Speed auto remain. The Dark Horse gets a Torsen LSD and a fantastic Tremec 6-Speed. Its short and satisfying snick when shifting reminded this writer of  the infamous Top Loaders of old.

It also gets a specific 3.73:1 (all others are 3.55:1) final drive, along with wider wheels and tyres, and larger front brakes. Interestingly, the Dark Horse sees an increase in power to 350kW, with a slight reduction in torque to 548Nm.

Our second road leg saw us in a manual V8 fastback with the Magneride setup, an appreciated improvement on pock marked B-roads, the red Brembo brake callipers were a treat too. From there, we slept, awakening on Day Two to explore capability on a track.

After mandatory briefings and signing away of lives, it was time for low-speed laps to get a feel for the track. Even when limited to 100km/h, the S650 felt more bolted down and solid, but the rigidity challenges of losing a roof became more evident for the convertible.

The big surprise was the EcoBoost. While only available in automatic, power delivery proved strong, and the lighter front end meant a crisp turn in. Initially we thought the new drift brake was a fancy way to package an electric handbrake – it isn’t.

We were proven wrong at the end of a wet skidpan, where a firm yank and a turn of the wheel locks the rear brake calipers, conjuring the perfect slide, after which some judicious throttle application made for the perfect stunt-show u-turn.

With the front straight converted into a 1/8th mile drag strip, we got to test Drag Mode in both the EcoBoost and GT, both backed by the 10-speed auto. Throttle response was heightened, but gearshifts were also faster and more violent.

We even managed the requisite chirping into second gear. The onboard telemetry showed a low 6-second for the V8 and low 7-second for the Ecoboost. It leads us to think that with the right tyre pressure and surface the V8 is an 11 second car all day.

But the real treat was time in a manual GT and Dark Horse around the track. With Track Mode on and all safety aids switched off, we departed the pits for six laps in each. As an added bonus, it was this writer’s first time at The Bend.

It’s a deceptively technical track with a mixture of high-speed multi-apex corners and elevation change. As expected, the Dark Horse was the weapon of choice here. With its shorter final drive and short shift gearbox, it just felt far more alive everywhere.

The Tremec gearbox also allows for flat shifts, meaning there’s no need to release the throttle when shifting, something that took some getting used to, as did the auto throttle blip on downshift. It was poised under hard braking and (thankfully) very forgiving.

The only thing we would change ever so slightly was the gearshift position, which felt a little too far down the tunnel. This is not to say the GT was bad, far from it, it’s just not as track-focussed. That’s particularly evident with the ultra tall gearing in the manual.

Power out in either was a divine blend of true-to-form raw horsepower and noise. We left the venue looking back at The Bend like a child leaving a playground all too early. The seventh generation Mustang continues a tremendous legacy.

It’s stylish and comfortable to potter around in and can provide more than adequate thrills across all facets of motorsport. If anyone at Ford is reading this – don’t EVER change this formula! Price wise, next year’s Mustang kicks off in 2.3-litre 4-cylinder Ecoboost form at $66,990 (auto).

The 5.0-litre V8 GT starting at $78,990 for the manual. The auto variant is priced at $81,990, with the Convertible at $87,667 (auto). All prices are plus on-roads. Customers can opt to add appearance packs to any of the variants, as well as adding MagneRide suspension with red Brembo brake callipers.

You can build your own on the Ford Australia website, or find out more from your local dealership.

Our test vehicles were provided as part of the Australian launch of the 2025 Ford Mustang, for independent review purposes.

This article first published on Exhaust Notes Australia.

For a great deal on financing your new purchase, contact Australia's best reviewed finance broker on 1300 Credit (1300 273 348) today or visit CreditOne.com.au