2023 Ford Mustang GT Coupe

A new, redesigned Ford Mustang for 2024 car has already been revealed, with the GT's 5.0-liter V8 engine now cranked up to 480 horsepower. However, this year, you can still buy the outgoing sixth-generation 2023 Ford Mustang GT Coupe and Convertible at a base price of just over $38k for the coupe and $48k for the drop-top, so should you even bother? It might still run the old 450-hp version of the 5.0-liter V8, but it offers stirring performance and an awesome soundtrack - and it's a couple of grand cheaper than the new version.

As always, it does battle with other domestic pony cars such as the Chevrolet Camaro and Dodge Challenger, both also now old designs. It stays true to its roots and still pleases with its blend of approachable handling, good ride quality, and that glorious V8, easily making it our choice in the range over the cheaper four-cylinder EcoBoost Mustangs, which we review separately. But it feels a bit basic now, with its somewhat plasticky cabin and simple base infotainment system, whereas the new Mustang has gone all digital. What it really comes down to is the question of old vs. new, and whether you should wait for the 2024 model or not. What does the last of the last sixth-gen Mustang GT still have to offer to get your vote?

For its swansong, the 2023 Mustang GT Coupe and Convertible continue unchanged, with no changes to report except for the removal of Brittany Blue Metallic and Cyber Orange Metallic Tri-Coat from the paint palette.

This is the last year you'll be able to buy a sixth-generation Ford Mustang new, and its price starts at $38,345 for the GT Coupe. The GT Premium Coupe has an MSRP of $43,365, with the GT Premium Convertible being the most expensive in the lineup at $48,865. These prices are for the models in their most basic configurations, which is to say, with the six-speed manual gearbox in the case of the two Coupe trims. Speccing them with the ten-speed automatic will cost you an additional $1,595. The GT Premium Convertible comes in automatic only, and these prices don't include Ford's $1,395 destination fee.

Our favorite is the GT Premium Coupe with the manual transmission. The stiff coupe structure ensures precise handling, the six-speed stick shift is a joy to use, and it represents excellent value in the range. With features such as leather upholstery, nicer finishes, and a proper infotainment system over the base car, it brings together all that's great about a manual-shift V8 Mustang. If you're going to be stuck in traffic, the ten-speed auto will likely make more sense, but the enthusiasts will want to row their own gears. The Convertible gives you the ultimate aural assault of the free-revving V8, and although it doesn't handle as precisely as the lighter coupe, it's still a hoot.

The interior of the Mustang pays homage to Mustangs of old, inheriting features such as the symmetrical twin-pod dashboard design in an updated form. The round air vents lend a sporty air, as do the various styling features and trim pieces picked out in satin silver. A three-spoke sports steering wheel bears the Mustang logo. The materials are serviceable and hardy, but the car is hardly plush inside, reflecting its high-value pricing. The Premium does a lot to bring in a more upscale feel, with more expensive-looking trim and leather upholstery replacing the base car's cloth. The front seats are electrically adjustable, but only the Premiums get heating and ventilation. Leather-trimmed Recaro front seats cost extra. Visibility is surprisingly good, with slim pillars and quite a large rear window, easing parking. Rear parking sensors and the backup camera blot out any remaining blind spots.

In the front row, there is no shortage of interior space, with occupants being well catered for in terms of leg- and headroom. For the rear-seat passengers, there is no good news. There's space for two people only back there, and the Mustang offers even less legroom in the rear than the Camaro, possibly a consequence of its shorter wheelbase. Even children will be severely hemmed in, with both leg- and headroom being at such a premium that the rear seat will likely be used only for stowing extra luggage. You have to stoop down a bit to get into the low-slung Mustang, and the acrobatics required to writhe yourself into and out of the second row will preclude their use for most people. The Convertible allows far easier access to the rear when the roof is dropped, but it loses cabin width to accommodate the roof mechanism, severely restricting rear-seat shoulder room.

Trunk space is surprisingly good for a sporty coupe, with a sedan-like 13.5 cu-ft available behind the second row, a lot more than the Camaro's 9.1 cu-ft, but well short of the class-leading Challenger's 16.2 cu-ft. The rear seat splits and folds in a 50:50 ratio to expand trunk volume, but Ford doesn't say what the total available is. The Convertible's trunk isn't half bad either, and its 11.4-cu-ft volume is very good for a drop-top.

Cabin storage isn't all that impressive. Besides the glovebox, you get two front cupholders, a lidded center-console storage bin, and door pockets of no more than average size. The second row doesn't even get cupholders.

The base car has cloth upholstery, and it comes in just two available interior colors - Ebony (black)/Black or Ceramic (gray)/Black. The Premium gets leather upholstery and way more color choices; besides the base car's available colors, it also gets access to Tan/Black, Midnight Blue/Black with Grabber Blue stitching, and White/Black. Some options require or exclude certain exterior colors, so check the configurator for your desired combination. Showstopper Red/Black can only be had as part of the $2,700 GT Premium High package, which also includes a wrapped center console with accent stitching. The $1,995 California Special package equips leather/faux-suede upholstery, and buyers can get leather-trimmed Recaro front seats for $1,650 extra. The steering wheel is trimmed in leather in both trims, while the Premium trims get aluminum foot pedals.

The Mustang GT is fairly basic in terms of equipment, with cloth upholstery, simple single-zone climate control, and no heating for the front seats. Said seats are electrically adjustable (six-way for the driver, four-way for the passenger), but there's no memory feature. You get power accessories, keyless access and push-button start, remote start, and a leather-trimmed steering wheel - and that's about it. The GT Premium steps things up significantly by adding leather upholstery, heated and ventilated front seats with driver's memory, aluminum pedals, ambient interior lighting, a garage-door opener, and the GT High Equipment Group (optional on the base car), which includes a 4.2-inch driver-information display, dual-zone climate control, selectable drive modes, and a substantially upgraded infotainment system.

This infotainment system brings the Mustang right up to date, seeing that the base car's Sync system gets a tiny 4.2-inch LCD display with MP3 playback, two USB ports, and a six-speaker audio system but no smartphone integration or touchscreen. The Premium's Sync 3 eight-inch touchscreen takes care of that and includes Apple CarPlay, Android Auto, navigation, SiriusXM, and a nine-speaker audio system. A 12-inch digital gauge cluster is available on the Premium, but only as part of the GT Premium High package.

The same engine is used in the GT trims of both the Ford Mustang Coupe and Convertible, namely the 5.0-liter naturally aspirated Coyote V8, delivering 450 hp and 410 lb-ft of torque. Two gearboxes are on offer - a six-speed manual or ten-speed automatic transmission, both available to the Coupe, but the Convertible ships only with the automatic. A single RWD drivetrain configuration is available, just like the Camaro, with only the Dodge Challenger offering AWD in this segment. The Ford Mustang GT Coupe's 0-60 sprint should take around 4.3 seconds with the manual gearbox, with independent testing showing the automatic can achieve the benchmark in less than four seconds. The Convertible will be a few tenths slower because of its extra weight. Top speed is pegged at 155 mph.

Unlike the Camaro's pushrod 6.2L, the Ford's V8 has double overhead cams and 32 valves, revving joyfully to a 7,500-rpm redline and pulling hard all the way. The Mustang doesn't quite have the agile feel of the Camaro, and that is partly down to the Chevy's smaller physical size and its weight advantage of several hundred pounds. But the Mustang is still superbly balanced and a pleasure to drive, with its compliant ride not spoiling its ability to tackle corners. Fling it into a curve, and it will communicate with you, gripping with conviction and resisting body roll. The firm and responsive brakes boost driver confidence, and the six-speed stick slips cleanly through the gate. It can be sportified to the nth degree with the addition of extras such as the expensive GT Performance package with its track-ready hardware and magnetic dampers, but it's expensive and is recommended for track use, as it makes the 'Stang a bit too hardcore to daily. The ten-speed auto always finds the right gear when pressing on but can be a bit eager to shift up in normal driving. It suits the character of the Convertible, which loses a bit of handling precision to the Coupe, and elicits some shudders and cowl shake on poor surfaces.

The high-revving V8 is tuned for performance, not economy, and combined with a fairly high curb weight, neither the Ford Mustang GT Coupe nor the Convertible returns impressive mpg figures. EPA-estimated city/highway/combined gas mileage amounts to 15/24/19 mpg for the thriftiest configuration - the Coupe with the auto 'box. For comparison's sake, the automatic 6.2L V8 Camaro Coupe manages 16/26/20 mpg. With the six-speed manual, the GT Coupe's combined figure drops to 18 mpg, while the automatic Convertible returns 15/23/18 mpg.

With a fuel capacity of just 16 gallons, you're looking at a range of 288-304 miles on the combined cycle - nearly 100 miles short of the Camaro.

The NHTSA's safety review of the Ford Mustang Coupe includes GT variants, giving the pony car a full five stars overall and for all individual tests. The NHTSA only performed the rollover test on the Convertible, giving it five stars for that. The IIHS's assessment of the Mustang Coupe resulted in all-around Good scores for all tests except the small front overlap on the driver's side, which was awarded an Acceptable score. The IIHS only performed limited tests on the Convertible, mirroring the Coupe's results.

Unlike its Camaro rival, the Mustang offers a better suite of standard driver assists on the base car, with the regular GT getting standard forward-collision alert, automatic emergency braking, pedestrian detection, rear parking sensors, an auto-dimming rearview mirror, lane-departure warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, automatic LED headlights with auto high beams, and rain-sensing wipers. Of course, the regulation airbags, ABS, stability control, tire-pressure monitoring, and backup camera are present and accounted for, as required by law, but it has to be noted that the Convertible lacks curtain airbags. The Premium doesn't add any additional safety features or driver assists, and you have to pay extra for them on both trim levels. The Ford Safe and Smart package costs $725 on the GT Coupe and includes adaptive cruise control and navigation, but also requires the GT High package, resulting in a total outlay of $3,225. It only costs $725 on the Premium trims, which already have the GT High package.

There's no 2023 JD Power reliability rating for either the Ford Mustang GT Coupe or Convertible, and the last time it was evaluated was in 2020, when it scored an excellent 88 out of 100 for Quality & Reliability. Considering it's been on the market for eight years, most issues should have been addressed by now. This sentiment is supported by a favorable recall history. So far, the 2023 Mustang has been recalled only once for a loose transmission bolt that may cause the vehicle to roll away when the shifter is in Park. This recall also applies to the 2022 Mustang, in addition to two more, for a misaligned forward-facing camera and an improperly deploying passenger knee airbag.

The standard bumper-to-bumper warranty of the 2023 Ford Mustang GT is valid for three years/36,000 miles, the powertrain warranty for five years/60,000 miles, and the corrosion warranty for five years/unlimited mileage.

The 2023 Mustang looks like the real deal, incorporating many traditional Mustang styling cues such as the headlights, grille, profile, and taillights in an updated format, making it instantly recognizable as a Mustang. This is perhaps the most important consideration if you're considering the new 2024 model, which, to our eyes, loses a bit of that distinctive Mustang-ness in favor of something altogether more modern but not necessarily better. The sixth-gen car plucks all the right heartstrings and still looks just right. Exterior features include automatic LED headlights, LED fog- and taillights, a rear decklid spoiler, hood vents, and five-spoke, 18-inch, two-tone alloy wheels. Various 19-inch alloy designs are available.

The Coupe's roof can be rendered in a contrasting black, vinyl racing stripes can be added, and various packages can change the car's looks, such as the Nite Pony package, which blacks out the exterior trim and roof, and adds black 19-inch alloys. The GT Performance package adds a ton of track-ready performance hardware, as well as black 19-inch alloys, a big rear wing, a pronounced front splitter, and more. The Premium gets access to more exterior appearance packages and wheel choices. The Convertible's main distinguishing feature is its black canvas soft top.

The sixth-generation Mustang GT is still a great V8-engined pony car and probably the sweetest buy in the Mustang range, treading the middle ground between the four-cylinder cars and the expensive, hardcore versions. You could buy one today and be happy with it for years. But many will be tempted by the new car, which offers a fresh design, a tech-heavy interior, and 30 hp more in GT guise. All of that for a premium of $3k seems worth it, so it's up to you. We're not completely bowled over by the new Mustang's appearance - but that's admittedly subjective - and the number of digital screens in the cabin is not the most important consideration in a pony car. The current GT Premium does it well enough with its Sync 3 infotainment system and is plenty quick, even with "just" 450 hp. The new car might be better on paper in every regard, but the old one is by no means rendered obsolete.