2021 Ford Mustang GT Convertible Review
August 25, 2021
Today you’ll find amongst the standard equipment list in the Ford Mustang: 19-inch alloys, Bimodal exhaust, automatic LED headlights and tail lamps, rain sensing wipers, 390-watt 12-speaker B&O stereo, eight-inch infotainment screen, 12-inch digital instrument cluster, Apple CarPlay/Android Auto connectivity, SatNav, reverse camera, keyless entry, heated and cooled six-way power seats, leather upholstery, dual-zone climate control and ambient lighting.
There’s also a suite of active safety features including adaptive cruise control, autonomous emergency braking, lane-departure warning and lane-keep assist.
Our Carbonized Grey Metallic test car came further optioned with MagneRide adaptive dampers, Recaro sport seats and optional forged 19-inch wheels.
The design translation from coupe to convertible can vary in execution and effect but, while styling is subjective, the S550-generation Mustang must surely be one of the best exemplars in recent times. Something about the coupe’s native design works so well once you lop the roof off.
An almost arrow-straight belt line dominates the silhouette, running the length of the car, sitting atop the distinctive Mustang swage lines which blend into pumped haunches at each corner. It’s seen a brutish muscle car today, but there’s a softness in the details, true to the original 1964 World’s Fair showstopper.
The cloth roof, when up, cuts a similar silhouette to the coupe and can extend or retract in as little as seven seconds at up to 10km/h.
Rearward visibility is reduced and wind noise is noticeably increased in comparison to the coupe when on the move. All the more reason then to drop the roof, as if that bellowing 5.0-litre V8 wasn’t enough already.
It’s always been that V8 that’s been central to the GT’s appeal and, as ubiquitous as they may be, the massively gratuitous flair up of revs on start-up never fails to make you smile. The open-air experience adds another layer of sensory interaction with the characterful powerplant.
The bimodal exhaust is properly loud, and sounds good throughout the rev-range, never devolving into a booming drone at a constant cruising speed. There’s even a feint driveline whine that seems to have been tuned in to the ‘Stang, vaguely sounding like a supercharger.
Together with the now-standard Bullitt-style vented bonnet and subtle lip kit, there’s plenty of modified muscle car vibes distilled into the V8 ‘Stang from factory.
Despite the convertible’s most-premium position within the Mustang range, it still remains one of the most entertaining road cars available when speaking dollar-for-dollar.
It’s a tremendously effortless engine, with a well of power and torque to draw from virtually anywhere in the range. A maximum of 556Nm is delivered at 4600rpm, while power rushes hard and fast to a heady 7000rpm peak, before falling away as the 7400rpm redline follows shortly after.
The automatic eight-cylinder Mustang claims 12.7L/100km, however this figure can blow out as high as 18L/100km in more spirited circumstances.
It’s the engine that dominates the experience, making ease of overtaking opportunities and quick exits from the traffic lights in an urban setting.
Steering is hefty in the default steering mode, with a slightly doughy on-centre feeling, that can grow tiring in slow situations like navigating car parks or small suburban streets. Thankfully, the comfort steering mode markedly lightens up the rack and quickly became my default setting for commuting and errands.