The 2025 Ford Mustang offers character, performance and looks for those who want to avoid SUVs like the plague, or want a weekend toy. However, its target audience is getting smaller with each passing year. How long will it be able to hang on?
Sports car shoppers in the market for a new ride no longer have a wide selection of models to choose from, especially those looking for something that’s still relatively affordable. The 2025 Ford Mustang no longer has its Chevrolet Camaro nemesis to deal with, at least for now, while the recently rebooted Dodge Charger Daytona was introduced with a fully electric powertrain, and received a very cold reception. With those two largely out of the way, Mustang sales should be soaring, right?
Nope.
Actually, sales climbed by 9.4% during the 2024 calendar year in Canada, sparked by the arrival of the current-generation model, with 3,818 units sold. However, that’s still a 54% drop compared to the 2017 calendar year when Ford delivered 8,348 Mustang coupes and convertibles. Worse, at least from an ego standpoint, the Ford Mustang Mach-E—the fully electric crossover—is mopping the floor with the good ol’ Mustang as it’s currently selling more than twice as much. Boy, times have changed, much to the chagrin of muscle car fanatics.
The 2025 Ford Mustang is still available in two-door coupe and convertible body styles. It’s offered in EcoBoost, EcoBoost Premium, GT, GT Premium, Dark Horse and Dark Horse Premium trim levels, though the convertible can’t be ordered in plain GT and neither Dark Horse spec. There’s also the Ford Mustang GTD, a limited-run, incredibly expensive variant of the sports car that’s hand-built with carbon fibre body panels, which houses a supercharged 5.2L V8 belting out 815 horsepower. We won’t talk much about it here because it’s a very different steed, but here’s more information on it.
For the 2025 model year, dual-zone climate control is now being fitted as standard on all trim levels, while the B&O sound system is now a standalone option instead of being stuffed in an option package. There’s also blue-painted brake callipers for the GT’s Performance Package and red callipers available on the Dark Horse. The EcoBoost High Performance Package is gone, and so is wireless phone charging. In addition, the automatic transmission no longer costs more than the manual, or to put it another way, the manual transmission is now costlier than before.
The EcoBoost variants are equipped with a turbocharged 2.3L four-cylinder engine that develops 315 horsepower and 350 pound-feet of torque, matched to a 10-speed automatic transmission. No more manual gearbox for the four-banger. Meanwhile, the GT variants obviously rely on the 5.0L V8 that belches out 480 horsepower and 415 pound-feet, connected to a six-speed manual or the 10-speed auto. Adding the Active Exhaust System raises the numbers to 486 hp and 418 pound-feet. The Dark Horse also gets the V8, but with output bumped to 500 horses and 418 pound-feet.
The EcoBoost Mustang accelerates from 0 to 100 km/h in less than 5 seconds, while the GT can achieve the same feat in the low-4-second range and the Dark Horse is about a tenth of a second quicker to 100 km/h.
Fuel consumption ratings are as follows:
| Trim Level | City/Highway/Combined L/100 km |
| EcoBoost | 10.8 / 7.1 / 9.2 |
| GT with 6-speed manual | 16.1 / 10.8 / 13.7 |
| GT with 10-speed automatic | 15.7 / 10.4 / 13.3 |
| Dark Horse with 6-speed manual | 17.2 / 11.0 / 14.4 |
| Dark Horse with 10-speed automatic | 16.5 / 11.0 / 14.0 |
| GTD | 23.5 / 13.9 / 19.2 |
Happily, all variants except the GTD can run on regular unleaded gasoline, though the power ratings are calculated using 93-octane fuel. If we’re seeking to buy a V8-powered sports car, we might not be all that concerned about fuel costs in the first place. On the other hand, the EcoBoost is fairly frugal, and during our test of the Mustang EcoBoost Premium coupe, we managed an excellent average of 7.6 L/100 km—not bad for 315 horsepower.
EcoBoost, GT and Dark Horse variants get a similar suspension setup, with MagneRide adaptive dampers included with the optional Performance Package on the EcoBoost and GT, standard on the Dark Horse. The GT’s Performance Package also adds bigger brake discs, while the Dark Horse gets bigger discs as standard. The EcoBoost and GT ride on 18-inch alloy wheels, but can be upgraded to several 19- and 20-inch wheel options, while the Dark Horse gets 19-inchers with the option of very costly carbon fibre wheels.
Standard features in the 2025 Ford Mustang include dual-zone climate control, auto high beams, blind-spot monitoring, lane keep assist, automatic emergency braking, rain-sensing windshield wipers, rear park sonar, cloth seat upholstery, a SYNC 4 infotainment system with 13.2-inch touchscreen, a fully digital 12.4-inch driver instrument cluster and wireless Apple CarPlay/Android Auto.
Optional features include adaptive cruise control, a power driver’s seat, heated front seats, a nine-speaker sound system or a B&O 12-speaker stereo, SiriusXM radio compatibility with a trial period, navigation, cloth/vinyl, ActiveX or leather seating, a heated steering wheel, illuminated door sills, driver seat position memory and the Ford Co-Pilot360 assisted drive system. And let’s not forget a slew of paint colors, wheel designs as well as appearance packages with stripes, blacked-out trim and spoilers.
Pricing for the 2025 Ford Mustang starts at $41,225 in Canada, which includes freight and delivery charges. The GT with the V8 engine is available from $55,225 while the Dark Horse is listed from $81,945. A loaded Dark Horse Premium with carbon fibre wheels, RECARO seats, the Handling Package and more, rings in at about $115k, at which point buyers will need to pay the Canadian luxury tax that applies to any new vehicle costing more than $100,000. That’s still a bargain compared to the Mustang GTD’s base price of $327,960 in the United States, which converts to about $460,000 as these lines are being written (there’s no Canadian MSRP). In the United States, the 2025 Mustang is listed from $34,610 to $72,065 before options.
Competition includes the new-for-2026 Dodge Charger and its SIXPACK twin-turbo six-cylinder gasoline engine to be sold alongside the Charger Daytona EV, serving up 420 horsepower in R/T trim and 550 horses in Scat Pack trim. There are other indirect rivals as well, such as the BMW 2 Series Coupe and BMW M2, the BMW Z4, the gone-after-2025 Lexus RC, the Mazda MX-5, the Nissan Z, the Subaru BRZ, the Toyota GR86 and the gone-after-2025 Toyota GR Supra.
Why You Should Buy a 2025 Ford Mustang
- The Mustang is appealing because it’s the mainstream sports car segment is shrinking and it may be the only choice left for those who want to reward themselves with a V8-powered car before they’re gone for good.
- Not only is the Mustang is competing in a restricted segment, but the fact that it’s still available as a convertible is a strong selling point as well. The only droptops that are more affordable than the Mustang right now are the Mazda MX-5, the MINI Cooper Convertible and, well, the Jeep Wrangler 2-Door.
- The user experience aboard the Mustang is quite pleasing. The SYNC 4 interface is easy to use, presented on a big touchscreen, and even some on-screen climate controls aren’t too difficult to fiddle with because they’re big and within reach—though adjusting fan speed is a multi-step process. Outward visibility isn’t bad either, at least in the coupe.
- Even if we can’t afford the V8 engine, or if it doesn’t interest us, the EcoBoost four-cylinder mill serves up plenty of power and low-RPM torque, and performance is nonetheless quite thrilling. It can also be pretty fuel-efficient, as we’ve observed during our summer test. The car handles well, though it does lack a little character without the V8’s burble and shake.
Why You Shouldn’t Buy a 2025 Ford Mustang
- It gets better with every passing generation, but there’s still a lot of plastic surfaces that look and feel like they’ve been squeezed through the corporate cost-cutting meat grinder. Definitely not a dealbreaker in a $50k Mustang, but it might be in a $90k Dark Horse when we can get behind the wheel of a BMW sports car for the same price.
- A truly obvious issue here, but rear-seat occupants likely won’t enjoy the ride. There’s little room back there, especially headroom in the coupe. It’s just not a comfortable place to spend time in. The two-door Dodge Charger’s back seat is much roomier, and its trunk is bigger than the Mustang coupe’s as well at 645 litres (22.8 cubic feet) versus 377 (13.3). While we’re on the subject of occupant comfort, the ride is rather stiff around town, but that’s not much of a surprise given it’s a sports car rolling on 255/40R19 rubber in the case of our EcoBoost Premium tester.
- The Mustang EcoBoost is very powerful and provides great straight-line performance. However, it doesn’t sound very good. Adding the $1,545 Active Valve Performance Exhaust just makes things worse, as revving the four-cylinder engine with this option just accentuates its unmelodious moan. Maybe the younger clientele won’t mind, but nostalgic muscle fans likely won’t approve. Also, Ford’s automatic stop/start system is annoyingly slow to restart the engine.
- The 2023 Mustang started at $35,255. The 2025 Mustang starts at $41,225, or 17% more over just two model years. The GT’s price climbed from $47,430 to $55,225. The 470-horsepower 2023 Mach 1 was available from $72,945, while the 2025 Dark Horse starts at $81,945. The lack of direct competition is allowing Ford to raise its prices significantly, and though the Mustang is still within reach, getting that cherished V8-powered sports car we always wanted is no longer an affordable purchase.
Should You Buy a 2025 Ford Mustang?
It’s a complex question to answer. The younger crowd that wants the look and the performance without spending all their money at the gas pump will enjoy what the EcoBoost engine has to offer, but die-hard muscle car fans will need to get the V8 engine, which is less attainable than before. Our other assumption is that those muscle car fans are getting older and a more comfortable ride such as a crossover for the daily drive is interesting, as long as there’s room in the garage for a Mustang as a weekend toy.
On the other hand, single people can appreciate the Ford as a daily driver as well, despite the slightly harsh ride around town, and we’d skip the active exhaust option to reduce noise levels. It’s more spacious than an MX-5, a BRZ or a GR86, it’s available with a laundry list of customisation options to obtain a unique vehicle that suits our tastes, and as we’ve mentioned above, the fact that the Mustang is still offered as a convertible is a purchase factor in itself. The pony car has a corner of the market all to itself, but is that enough to ensure its long-term longevity?
| Specifications | |  |  |  |  |
|---|---|---|---|---|---|
| 2025 Ford Mustang | 2026 Dodge Charger | 2025 Mazda MX-5 | 2025 Nissan Z | 2025 Subaru BRZ | |
| Price Range Before Options ($CAD) | $41,225 to $86,960 | $62,290 to $72,290 | $37,195 to $50,895 | $53,093 to $78,093 | $34,790 to $41,590 |
| Engines | - Turbo 2.3L I4 - 5.0L V8 | - Twin-Turbo 3.0L I6 | - 2.0L I4 | - Twin-Turbo 3.0L V6 | - 2.4L F4 |
| Output (hp) | 315 to 500 | 420 to 550 | 181 | 400 to 420 | 228 |
| Torque (lb-ft) | 350 to 418 | 468 to 531 | 151 | 350 to 384 | 184 |
| 0-100 km/h (sec., est.) | 4.2 to 4.9 | 4.0 to 5.0 | 6.0 to 6.5 | 4.0 to 4.6 | 5.6 to 6.5 |
| Combined Fuel Economy (L/100 km) | 9.2 to 14.0 | TBD | 8.0 to 8.1 | 10.6 to 12.2 | 9.6 to 10.5 |
| Wheelbase (mm) | 2,718 | 3,074 | 2,309 | 2,550 | 2,576 |
| Length (mm) | 4,811 to 4,818 | 5,248 | 3,914 | 4,379 to 4,399 | 4,265 |
| Width (mm) | 1,915 | 2,028 | 1,735 | 1,844 to 1,869 | 1,775 |
| Height (mm) | 1,392 to 1,397 | 1,504 | 1,240 | 1,316 | 1,311 |
| Headroom Front/Rear (mm) | 955 / 884 to 907 | 992 / 938 | 935 to 950 / - | 970 / - | 940 / 851 |
| Legroom Front/Rear (mm) | 1,130 / 737 to 742 | 1,081 / 945 | 1,095 / - | 1,090 / - | 1,054 / 759 |
| Trunk Volume (L) | 292 to 377 | 644 | 127 to 130 | 195 | 178 |
