What Are We Doing Here? The 2025 Ford Mustang EcoBoost Premium

Indisputable truth: The Ford Mustang is an American icon and a success story for the ages. It invented the so-called pony car and faced an army of imitators (Plymouth Barracuda, Chevrolet Camaro, Pontiac Firebird, AMC Javelin, Dodge Challenger) over the past 60 years, outselling and outlasting them all---the Camaro and Challenger more than once.

Since its 2005 redesign, the Mustang has leaned heavily on evoking the vibe of Mustangs past---and in its current generation, it seems inspired by the 1969-70 'Stang:

Styles change in 50 years, but the basic shape is clear---and the dimensions are remarkably close---the '25 rides on a wheelbase just one inch shorter than the '69 and is exactly two inches longer.

The stunner---and I had to double-check this---the 2025 Mustang is ten inches wider than the 1969. And in EcoBoost fastback trim, it weighs 700 pounds more.

That weight is more than offset by muscle. The 2025 Ford Mustang EcoBoost 2.3-liter turbocharged four-cylinder puts out 315 horsepower. Back in 1969, the Mustang had nine engine choices. Only three of them topped that number, and given that the figures then were gross horsepower rather than net (the standard since 1971), it's likely only one engine was actually hotter than this---the 375 horsepower 429 V8.

But remember---the EcoBoost is the least powerful 2025 Mustang, and it does 0-60 in less than five seconds. The current Mustang GT has 480 horsepower, and the Mustang Dark Horse makes 500.

The Mustang EcoBoost has one available transmission---a 10-speed automatic, and as I said when I reviewed a similarly-equipped Mustang EcoBoost last year, it's not a particularly happy pairing. The 2.3-liter turbo needs to be revved to keep peak power and the 10-speed's job is to keep those revs to a minimum and enhance fuel economy (an EPA-estimated 21 city/29 highway).

The 3.0-liter EcoBoost V6 that was in the 2025 Explorer I reviewed back in February would be a better fit, in my opinion. That engine makes 400 horsepower, delivers power smoothly and, given that it manages 18 city/25 highway in an SUV that weighs close to 1,000 pounds more than the Mustang, should be able to match the 2.3-liter's fuel economy.

The trunk is roomier than you might expect, at 13.5 cubic feet.

Ford says the Mustang fastback's rear seat legroom is 29 inches. Maybe if the driver is 5'7".

The interior looks great---but I will note, this is the Mustang EcoBoost Premium, a $5,625 jump above the base Mustang EcoBoost.

Base price for the 2025 Ford Mustang EcoBoost Premium is $37,545 ($39,140 including destination). It is assembled in Flat Rock, Michigan, so tariffs (an open question as of this writing) would likely be limited to certain components that may have crossed borders.

That price buys a well-equipped car, with a comprehensive suite of active safety features, LED headlamps with signature lighting, pony projection puddle lamps, LED taillamps with sequential turn signals, rain-sensing wipers, ambient lighting, dual-zone automatic climate control, a leather-wrapped heated steering wheel, two USB ports, a split-folding rear seat, SiriusXM satellite radio, wireless device charging and track apps all standard.

The configurable instrument display has multiple settings to match the drive modes as well as to imitate the displays of the 1969-70 Mustang, the 1979-93 "Fox body" Mustang and the Mustang SVO.

And the center screen has loads of settings, including track-focused apps, drive modes and ambient lighting, in addition to the usual infotainment display:

The extra-cost options is where things start to get tricky---$3,000 for Equipment Group 201A (Ford Co-Pilot360 Assist+, a voice-activated touchscreen navigation system, premier trim with a color accent, a security package and a 12-speaker Bang & Olufsen audio system), $3,475 for the 2.3L High Performance Package (a 3.55 Torsen rear axle, 19-inch wheels, Brembo brakes with performance linings and black calipers with a white logo, 255/40ZR19 performance tires, and a wedge spoiler), $1,225 for an active valve performance exhaust and $200 for floormats.

Oh---and one more thing. While Carbonized Gray Metallic is a no-extra-cost paint color, our tester had the matte clear film---which added $5,995 to the tab.

Bottom line on the window sticker---$53,035, which is $2,540 more than the 2024 Mustang GT I reviewed last year.

Sure, you can ditch the matte clear film and end up back at $47,040---but you're still a stone's throw from the GT, which starts at $46,560 before destination. Why wouldn't you just buy the GT?

You could also drop the 2.3L High Performance Package and get the tab down to $43,565, but you still have 315 horsepower and now you'd have less ability to put it to good use.

Which brings me back to the question---does the Mustang really need two high-performance models?

1969 Ford Mustang brochure.

I know there's no business case, as there was in '69, for five Mustang models (hardtop, fastback, convertible, Grande and Mach 1). But right now, Mustang could use a volume model, and I'm sure they'd like to continue and even increase what appears to be a solid rental fleet business for the non-GT fastback and convertible.

Put a turbo six in it, maybe 275-ish horsepower. Something that works well with the automatic. Offer some lighter, brighter colors and maybe add a little brightwork to it. Save the murdered-out vibe for the GT and Dark Horse. Those are both great performance cars. The EcoBoost could stand to be more pony and less beast.