The world is never short of icons. Basketball’s got Michael Jordan. Pop music’s got Michael Jackson. Swimming’s got Michael Phelps. When it comes to cars, well, Ford’s got the Mustang. Though this muscle car misses the Michael trend, it's still as iconic as the other names, and definitely one that transcends all generations. It doesn’t matter whether the curious eyes are from car nuts or just simple bystanders; everyone knows this car. And it’s almost always that it gets a glaring “Wow!”.
So much so, that five-year-old kids knew what this car was. They even said its name correctly. “Wow, Mustang [must-tang],” instead of moose-tang, which is the common slip. No doubt here, driving a Mustang GT is always a pleasure – and doing so with its top off heightens the excitement further.
4.3 / 5
Review: 2018 Ford Mustang 5.0 V8 GT Premium AT Convertible
I’ve reviewed the Mustang before, albeit, in its2.3L EcoBoost guise. The MY 2017 version got the same reaction from people, even with its mundane white color and yellow daytime running lights. But the 2018 Mustang GT is different in so many ways, while keeping its livery as a muscle sports car.
For one, though the 2018 Mustang GT retains its hood-heavy coupe styling, it gets a revamped front bumper that houses its LED fog lamps and turn signal lights. The air vents on the lower grille are bigger and wider, taking off the frown from the face of the previous ‘Stang. The honeycomb grille with the legendary pony in the middle has finer slots than before. Hood vents are also present for both functional and aesthetic reasons.
My personal favorite, though, are the three-slat daytime running lights (DRLs) that are adjacent to the automatic LED headlamps. They really look cool, whether daytime or nighttime, and add a sinister appeal to the overall look. The rear-end keeps the tri-bar LED taillights and quad-exhausts from the predecessor, while a third brake light is added above the proud GT emblem. Of course, the black rag top of the Mustang GT Convertible looks quite fitting, and complements the shiny 19-inch ebony aluminum rims and Kona Blue color of the media test unit.
As good-looking as it is, the Mustang GT isn’t without quirks. The Navi receiver on the trunk lid looks like a pimple waiting for Dr. Brenda Lee (go ahead, look her up), which Ford could have placed somewhere hidden for a more suave look.
The similarities with the pre-facelift version continues in the interior, aesthetic-wise. The mix of modern features (colored displays) with classic cues (circular air vents and switches) are endearing, and I personally dig the dashboard’s brushed aluminum finish. The materials used in the cabin are soft plastics, chromes, and leather that feel really nice to the touch. The proud Mustang plate is still there staring at the front passenger.
What’s new, however, would be more on the features of the car. The SYNC 3 infotainment system now integrates your smartphone’s Waze onto the display, which is cool by the way, and smartphone pairing is now faster and more seamless than before. The Shaker Pro Audio system still rocks even at full blast, and its subwoofer produces the best bass I’ve ever heard. In fact, Meghan Trainor called while we’re on the road and wanted to know All About That Bass.
Other changes in the 2018 Mustang GT are found on the steering wheel. It now has Adaptive Cruise Control, which is kinda weird to see in a car that you really want to drive. It also gets a new pony button that lets you personalize the whole Mustang experience by changing the way your digital gauge clusters look, the color theme of the displays and ambient lights, the info they give you, and our favorite, the sound of the active valve performance exhaust. I would agree with Caco on this one: Quiet, Normal, and Sport are all pointless; Track exhaust is king. Well, in case you’re at church or inside a school, you might want to go for Quiet mode.
If we’re to nitpick, though, the steering wheel buttons could be improved, as they’re a bit cluttered. There are also rough edges found on some plastic parts, especially at the edge where the rag top and windshield connects.
Comfort is something you shouldn’t expect inside the Mustang GT. Space is just enough for the driver and a passenger, with bonus two seats at the back, but make sure that the rear occupants aren’t claustrophobic as it can really get cramped in there. The MagneRide Damping System are sports-tuned, so they’re stiff, but enough to absorb minimal road imperfections. And as a soft top, noise isolation is less compared to non-convertible variants.
But that’s the beauty of the Mustang. You won’t buy this car because you want to be driven around in it, or you want to be pampered while driving; it’s a track car, a weekender, and a vehicle to make your friends drool. The minimal space and well-bolstered seats are meant to keep you in place at high-speed turns, while the stiff suspensions are to counter body roll and make you feel more connected to the ground. Less noise isolation? That’s fine as you would want to hear the 5.0L naturally-aspirated V8 engine roaring inside that long bonnet.
Speaking of engine, the Mustang GT’s V8 produces enough power to send you back in time – thrice. It sends 460 horses to the rear wheels, while 570 Nm of torque await the driver’s command. I had fun with the 2.3 EcoBoost I reviewed before, but this, my friends, is the nirvana of driving. The power from the naturally-aspirated engine is easily accessible even with light presses on the accelerator, and you’ll likely find your head pressed against the well-cushioned headrests. No lags, no delays. Just pure unadulterated power.
What’s also new to the Mustang GT is the 10-speed automatic gearbox, which I think is there to somehow reduce fuel consumption. While that can be moot for a 5.0L engine, the wide array of gear ratios allow the car to have options for power delivery at different types of situations. This accounts to a dynamic and more engaging drive, especially when the car is in its driving modes other than Normal.
In S and S+ modes, the engine is more aggressive, revs higher, and downshifts quicker without having to manually toggle it through the paddle shifters. It’s as if it knows what your intentions are, and more often than not, you intend to drive fast. It isn't shy to engine brake by itself as well, so more often than not you'll hear some rev-matching sounds while you're slowing down. Although, it sucks to have not tried Track and Drag Strip modes, but that’s fine. I’ll reserve that for a track day with this car. Someday.
With this tremendous amount of power from the engine, you might think that the Mustang GT is hard to drive, but no. It can be gentle, too, when needed such as in heavy traffic or through tight alleys. It also has parking cameras because hello, we’re not savages. Its steering is a bit tight, though, even when in Comfort mode. That’s pretty much expected as a car this powerful needs a pretty precise steering input, which is achieved with flying colors.
Although, I must say, you need to be careful when coming out of corners. The Mustang GT is rear-wheel drive, so its rear end has the tendency to throw itself when given too much power coming from a turn. It’s not bothersome, but a little surprising since I expected more traction from the half-inch-wider rear tires. Also, there’s a bit of a delay when switching from Neutral to Drive or from Neutral to Reverse, so backing up on inclines would need patience. Nevertheless, Brembo brakes are present so you’re covered, and they bite like hungry Rottweilers.
Now, fuel efficiency is something you won’t expect from a performance car. It’s a Mustang, and a 5.0L GT, for that matter. If you want something that saves up on gasoline, this is not the car that you’re looking for. But if you’re dying to know how much it consumed, my several days with the ‘Stang reached 287 km and clocked in 4.03 km/L. Take note, though, that 70% of this were driven in Metro Manila.
If you’ve noticed, I rarely mentioned anything about driving while the roof is down, because frankly, it’s quite the same, only more awesome. Sans maybe the dubious looks from bystanders. At P3,678,000 for the GT Premium Convertible, you get an icon, a road-eating machine, a charmer, and a vehicle that will always make you smile every time you step on the accelerator. No, this shouldn’t be your first car; not your second, even. There is a reason that the Mustang is a favorite among networkers – it’s the dream car, so to speak. And I’m telling you, it’s a ride worth saving up for.
460 hp @ 7,000 rpm
Ford Mustang 5.0 V8 GT Premium AT Convertible
Number of Cylinders
Number of Valves
10-Speed SelectShift Automatic
Max Output (HP)
460 hp @ 7,000 rpm
Max Torque (nm)
570 Nm @ 4,600 rpm
Economy & Environment
Number of Doors
Number of Seats
Safety & Security
Front Passenger's Airbag
Electronic Brake Distribution
With Electronic Brake Force Distribution, Brake Assist, and AdvanceTrac stability control
Electronic Door Locks
Speed Sensing Door Locks
Lane Departure Warning System
Blind-Spot Detection System
Front Parking Sensors
Rear Parking Sensors
Push Start Button
Wheels Metal Type
Dark Stainless Premium Painted Aluminum
Dual-Zone Electronic Automatic Temperature Control
8-inch touchscreen head unit with SYNC3, 12-speaker Shaker Pro Audio System, and subwoofer