What makes a car a legend? It’s the emotions it creates. And those emotions are not always tied to outright performance or speed, just think of icons like the Citroën 2CV or Mini. More often, it comes down to design, identity and how well a car fits into its era.
At the end of summer, I had the pleasure of spending some time with one of the most iconic names in automotive history – the Ford Mustang. What’s interesting is that despite not being officially sold in Europe for nearly 50 years, the Mustang name is widely recognised here, even among people who have little interest in cars. Across the ocean, it became a legend almost instantly after its debut in 1964. With bold design, powerful engines, a sense of freedom and an accessible price, Ford planned to sell 100,000 units in its first year and ended up selling nearly five times that. The rest is history.
Two years prior to this test, the Mustang finally arrived officially in Europe with its sixth generation. The timing was right, earlier models were simply too archaic for European tastes. Now, with modern independent suspension and even a more economical four-cylinder option, it fits much better into the realities of this market. Thankfully, the “dinosaur” is still alive, the iconic 5.0-litre V8, and that’s exactly the version I got to enjoy.
Design
The Mustang is a textbook muscle car, wide, bold, unapologetic, with a distinctly aggressive presence. The sixth generation leans heavily on retro cues inspired by the original model, and that’s a very smart move. It makes the car instantly recognisable and, quite simply, very good-looking.
One interesting detail is the absence of Ford badges. The Mustang is an institution in itself, and the front grille proudly carries only the famous pony emblem. At the rear, the GT badge makes it clear that this is not the EcoBoost version borrowed from the Ford Focus RS, but the proper V8. And just in case there’s still any doubt, the “5.0” badges on the front fenders make sure everyone knows exactly what they’re dealing with.
A curious fact about the design, the lead designer of this generation actually grew up in Bosnia and Herzegovina and later moved to Germany, where he completed his automotive design education. An interesting journey behind a very American icon.
Interior
Inside, the Mustang continues the retro theme. There’s plenty of chrome-effect trim, toggle-style switches, a dashboard layout inspired by the original model and even a plaque that reads “Mustang Since 1964”, just in case anyone missed the point. It’s all very American, very theatrical, and very much part of the car’s character.
And it’s also where you begin to understand how a car with this image and performance manages to remain relatively affordable. Materials. Plastic, more plastic and then some extra plastic. Almost everything that can be plastic is plastic. That said, despite the cheap materials, the overall build quality feels solid enough and actually exceeded my expectations. I went in prepared, and as a result, I wasn’t disappointed. Besides, value for money has always been part of the Mustang DNA.
The driving position is notably low. Even with the seat raised, you still feel deeply sunk into the car. It’s great for long journeys, but in tight city streets visibility becomes a bit of an issue. Thankfully, the standard rear-view camera helps a lot.
The front seats deserve praise, they are comfortable, supportive and offer a good range of adjustments. The overall ergonomics are also very good. As expected, the rear seats are more symbolic than practical.
On the Road
The engine. There’s really nowhere else to begin. The car I drove was equipped with the naturally aspirated V8, 4950 cc, 418 hp and 530 Nm of torque. The gearbox is a somewhat dated six-speed automatic, originally developed by ZF Friedrichshafen and later adapted by Ford. In this configuration, the Mustang accelerates from 0 to 100 km/h in 4.8 seconds and is electronically limited to 250 km/h. Sounds good, doesn’t it?
On a Saturday morning, I found myself in this powerful convertible, fired it up and set off towards Kyustendil to buy tomatoes. Naturally.
The first impression is dominated by the V8. The sound alone is worth the experience. Deep, bass-heavy and completely addictive. Even at low speeds, it transforms the entire driving experience. In fact, the frequencies are so low that my camera struggled to capture them properly.
Once I reached the Lyulin motorway, I finally put my foot down. The result was a loud, dramatic launch, followed by strong acceleration. As expected, traction control initially limits the power delivery, until the tyres find grip and then suddenly you’re pinned to the seat. And then… 140 km/h. Because the test car was limited to that speed. A bit disappointing.
With no other option, I set the cruise control and continued. One pleasant surprise was the refinement with the roof up. Wind noise around the soft top was minimal, and overall noise levels were better than expected. The Mustang is perfectly capable of long-distance travel, although frequent fuel stops are inevitable, a full tank offers roughly 400 km of range.
Eventually, I left the motorway and opened the roof. It’s mostly electric, requiring only a manual latch release. This is where the real magic begins. The V8 becomes even more present, and driving through nature with the roof down is simply special. Without a wind deflector, however, cabin turbulence becomes significant, making around 80 km/h the comfortable cruising speed.
Of course, I didn’t stick to 80 for long. Heading into the Osogovo mountains, I pushed the car harder. And this is where the Mustang demands respect. It’s predictable, but with this level of power, you need full concentration. The rear end is always ready to step out if you’re careless with the throttle mid-corner. It’s engaging, entertaining and slightly intimidating. Probably a good thing the car wasn’t mine, otherwise I’d be changing tyres every 5,000 km.
The engine is responsive, revs quickly and delivers strong performance at all times. The gearbox, however, feels a bit too slow for enthusiastic driving. Personally, I’d go for the manual. The automatic suits the relaxed character, but it’s not the sharpest tool if you want to push.
Steering is quick and accurate, doing exactly what you expect from a sports car, although I wouldn’t mind a bit more feedback. Still, overall, it’s satisfying.
In the end, I thoroughly enjoyed my time with the American icon. It left a strong emotional impression, even though I wouldn’t normally consider myself a fan of this type of car. Interestingly, I’m quite curious about the smaller EcoBoost version. Being around 150 kg lighter, it might actually feel closer to what European drivers are used to. And let’s be honest, 314 hp is hardly “small”.
Conclusion
The Ford Mustang is a car with a strong character. After spending time with the Mustang GT, it’s easy to understand why it remains so popular and loved. It offers a lot, style, presence, power, equipment and all of that at a very competitive price.
Yes, it has its drawbacks, interior quality is not great, and the driving dynamics are not the sharpest if outright speed is your goal. But if you’re after emotion, theatre and being the centre of attention, nothing comes close at this price point.
Speaking of price, the base Mustang coupe with the 2.3-litre turbo engine and 314 hp starts at around €40,500. And that already includes a long list of equipment, leather interior, rear camera, xenon headlights, keyless entry and start, an 8-inch infotainment system and more. The V8 coupe starts at approximately €44,800. For a five-litre V8 sports car, that’s genuinely impressive.
And that, more than anything, is what makes the Mustang so compelling, it delivers an experience that few others can match for the money.
Eng. Tsvetan Iliev
