2017 Ford Mustang Convertible

Pre-facelift S550 GT 5.0L Ti-VCT V8 rated 435 hp @ 6,500 rpm — the volume performance trim carried over from 2015-2016. EcoBoost 2.3L turbo four makes 310 hp; base 3.7L Ti-VCT V6 makes 300 hp. All three powertrains available in the convertible. (The 460 hp Gen-3 Coyote arrived with the 2018 refresh.)

GT 5.0L Coyote delivers 400 lb-ft @ 4,250 rpm. EcoBoost 2.3T offers a flatter 320 lb-ft plateau from ~2,500-4,500 rpm; 3.7L V6 makes 280 lb-ft.

S550 convertible carries ~100-150 lb of chassis reinforcement over the fastback, slowing 0-60 by ~0.2 s. Car and Driver measured the 2015-17 GT coupe with 6-speed manual at 4.3-4.5 s; the convertible auto lands closer to 4.7 s. EcoBoost convertible auto runs mid-5-second range; V6 convertible auto ~6.5 s.

Pre-facelift 5.0L Coyote (port injection only — dual-fuel PFI+DI came in 2018) revs cleanly with strong midrange and the classic Mustang V8 soundtrack, particularly rewarding with the top down. EcoBoost 2.3T pulls hard but shows some off-idle lag and occasional four-cylinder coarseness under load that reviewers noted. Base V6 is smooth but uninspired and thrashy near redline.

MT-82 6-speed manual has a notchy but well-defined action and is widely regarded as one of the better affordable performance manuals (rev-matching wasn't added to the GT until 2018). The 6-speed SelectShift automatic is the weak link — it's an older gearbox that reviewers routinely called slow to downshift and behind class benchmarks like ZF's 8HP; it lacks the crispness of the 2018+ 10-speed 10R80.

2017 Mustang Convertible is rear-wheel drive only across every trim — Ford has never offered AWD in the S550 Mustang. Same drivetrain-availability story as the current 2026 car; class rivals like the BMW M4 Convertible offered optional xDrive later in the decade.

Three distinct powertrains offered on the 2017 convertible — 3.7L V6 (base), 2.3T EcoBoost I4, and 5.0L V8 GT — broader than the current 2026 car's two-engine lineup (V6 was dropped for 2018). No Shelby GT350/GT500 or Bullitt tier in the convertible body, and zero electrified options (hybrid/PHEV/EV), which caps this mid-band per the guidance's "includes electrified options" criterion.

Convertible shares powertrains and EPA labels with the S550 coupe. Volume 2.3L EcoBoost 6-speed automatic returns 25 MPG combined; 3.7 V6 auto 22 combined; 5.0 GT auto 19 combined. No Shelby GT350 in the convertible body (coupe-only).

EcoBoost convertible automatic posts 21 city MPG per EPA — well below the convertible band's hybrid-driven ceiling near 60. V8 GT trims fall to 15–16 city.

EcoBoost 32 hwy is the 2017 convertible's efficiency high-water mark — decent for a rear-drive sports convertible but well behind hybrid-based rivals. V8 GT sits at 25 hwy across both transmissions.

15.5-gallon tank × EPA 25 MPG combined gives roughly 388 miles on EcoBoost — mid-band for the convertible segment (280–650 mi). V8 GT falls into the high-200s.

Per 2017 EPA labeling at 15,000 mi/yr on period-appropriate fuel prices (~$2.15/gal regular, ~$2.65/gal premium), EcoBoost auto burns ~600 gal for roughly $1,650/yr. V8 GT runs ~$2,250. Landing near the middle of the convertible cost band thanks to depressed 2017 fuel prices.

The 3.7L V6 runs on regular 87 octane, keeping fuel bills low for the base convertible. The volume 2.3L EcoBoost and the 5.0L GT list 87 as the minimum but Ford recommends 91 premium for advertised horsepower/torque. Without the coupe-only Shelby GT350's mandatory 93-octane requirement, the convertible lineup scores marginally better than the coupe on fuel flexibility. No E85, no diesel, no hybrid or home-charging alternative.

NHTSA rated the 2017 Ford Mustang 2-door coupe 5 stars overall (frontal 4, side 5, rollover 4). The convertible was not comprehensively tested; the open-top structure is not directly comparable, so the estimate is stepped down one star to 4.

IIHS did not run its full crashworthiness battery on the Mustang Convertible (no roof-strength test), so it cannot earn a Top Safety Pick. The 2015–2017 S550 coupe earned Good in moderate overlap and roof strength but only Marginal in driver-side small-overlap front and Acceptable in side impact — well below TSP standards. Convertible expected to broadly track those results with additional uncertainty from the open-top structure.

For 2017 (pre-Co-Pilot360, pre-2018 refresh), the Mustang Convertible had almost no standard active safety. Only a rear-view camera and AdvanceTrac stability control were standard; AEB, adaptive cruise, lane departure warning, and lane keeping were not offered at all. BLIS with Cross-Traffic Alert was optional (Equipment Group 200A/400A on Premium trims). Well into the bottom band.

Automatic emergency braking was not offered on any 2017 Mustang trim. Pre-Collision Assist with Pedestrian Detection did not appear on the Mustang until the 2018 mid-cycle refresh. There is no AEB performance to rate.

BLIS (Blind Spot Info System) with Cross-Traffic Alert was optional on 2017 Mustang Convertible, bundled in Equipment Group 200A (EcoBoost Premium) or 400A (GT Premium); it was not available on base trims. Alert-only intervention, no active steering, no trailer coverage. Especially useful with the top up given the folded fabric roof blind zone — but the availability limitation drags the score below mid-band.

Lane Departure Warning and Lane Keeping System were not offered on the 2017 Mustang at any trim or option package. Both features arrived with the 2018 refresh. No lane centering has ever been offered.

Adaptive cruise control was not available on any 2017 Mustang. Only a standard fixed-speed cruise control. Adaptive cruise arrived with the 2018 refresh. No highway-assist mode exists.

No hands-free highway system was offered on the 2017 Mustang. Ford BlueCruise did not exist until 2021 and has never been offered on the Mustang. Bottom of the guidance band.

The 2017 Mustang Convertible came with HID xenon projector headlamps with LED signature lighting standard on GT and Premium trims (halogen with LED signature on base V6). Auto high-beam control was not offered until 2018. IIHS did not systematically rate 2017 Mustang headlights, but the S550 range later drew Marginal-to-Acceptable IIHS headlight ratings — below the mid-band.

Top-down visibility is excellent. With the fabric roof raised, over-the-shoulder and rear three-quarter views are severely obstructed — the folded-top stack behind the rear seats and a small heated-glass rear window create large blind zones. Rear-view camera is standard, but a 360-degree camera was not offered for 2017. Below-average even against contemporary convertibles.

The Mustang Convertible is a nominal 4-seater but the rear seat is a token space. LATCH access requires tumbling a front seat forward and squeezing through a narrow single doorway; the folded top mechanism intrudes on rear headroom and vertical clearance for rear-facing seats. Firmly in the difficult-anchors, tight-quarters band.

Standard S550 2+2 pony-car layout — front buckets and a token rear bench across V6, EcoBoost, EcoBoost Premium, GT, and GT Premium convertible trims.

S550 convertible carries the same 37.6 in front headroom as the fastback — mid-band for the segment, unchanged since the 2015 redesign.

Class-leading 44.5 in of front legroom — the S550's long footwell easily accommodates tall drivers and matches the coupe.

With the top up the convertible's rear headroom is slightly better than the fastback's crushed 34.8 in but still sits at the bottom of the segment band — a kids-only rear row.

Rear legroom sits below the convertible band's 32 in floor — the back seats are emergency/child-only, essentially unchanged from the fastback.

The soft-top mechanism eats trunk space versus the fastback's 13.5 cu ft, landing near the convertible band's floor — enough for a couple of soft weekender bags but not much more.

Modest sports-coupe storage — small console bin, shallow door pockets, tight glovebox — and the convertible loses the fastback's rear pass-through to the top-mechanism bulkhead. Functional but uninspired; the S550's console is smaller and less USB-equipped than the 2018+ refresh made it.

Front buckets are comfortable for long stints but with flat cushions and modest lateral support; Recaros were a Performance Package option (coupe-focused) in 2017 and less commonly ordered on convertibles. The rear bench is unusable for anyone over 5'6".

Independent rear suspension gives the S550 a big edge over its live-axle predecessors, but the 2017 convertible has no MagneRide (added with the 2018 refresh's Performance Package Level 2) and shows detectable cowl shake and structural flex over broken pavement. Passive dampers feel firmer than the mid-refresh S650.

Pre-refresh soft-top construction admits substantial wind and road noise at highway speed even with the roof up, and the V8's active exhaust reads louder here than in most convertible rivals. Well down on the 4 Series Convertible's better-insulated top; top-down cruising is obviously loud.

Dual-zone automatic climate, push-button start, and keyless entry standard on Premium trims; heated + ventilated front seats available on EcoBoost Premium and GT Premium. No heated steering wheel in 2017 (added in the 2018 refresh), no rear climate given the vestigial back seat, and no top-down-specific neck warmer.

2017 was the last year of the base 3.7L V6 Mustang. V6 Convertible opened at $29,145 base + $900 destination = $30,045 MSRP — roughly a $4,900 premium over the equivalent fastback for the drop-top hardware, still well below the convertible normalization midpoint. EcoBoost Convertible came in at $31,295 including destination, GT Convertible at $38,295.

EcoBoost Premium Convertible — the popular mid-ladder open-top spec adding SYNC 3, leather-trimmed seats, aluminum trim, and Shaker Pro audio — landed at $34,795 + $900 destination = $35,695. Convertible buyers skew upmarket versus fastback shoppers, so the Premium trim (not the base EcoBoost) is the volume convertible configuration. GT Convertible steps up to $38,295, GT Premium Convertible tops the ladder at $42,195.

Convertible-body Mustangs run modestly higher 5-year maintenance projections than the fastback due to soft-top mechanism upkeep on top of the standard sports-car brake and tire wear. RepairPal/CarEdge Mustang class data puts the drop-top around $200–$400 above the ~$6,900 fastback figure; GT V8 trims skew higher than EcoBoost due to tire and brake replacement costs.

S550 Mustang holds value better than most sports cars, but the convertible body depreciates a couple points faster than the fastback — 2017→2022 residual data lands the Mustang Convertible around 42–47% of original MSRP (versus ~47% for the fastback). Pandemic-inflated used prices helped muscle cars broadly; GT Convertible with Performance Package holds better than V6/EcoBoost automatics.

Ford's standard new-vehicle limited warranty for 2017 was 3 years / 36,000 miles — industry baseline and the floor of the convertible normalization band. Unchanged across the S550 generation.

Ford powertrain coverage in 2017 was 5 years / 60,000 miles — the industry floor, well behind Hyundai/Kia's 10-year plans and at the bottom of the convertible normalization band.

No complimentary scheduled maintenance program (unlike BMW/Toyota/Jaguar included plans in 2017). Ford did include 5-year/60,000-mile roadside assistance — above the industry norm — but no free oil changes, brake service, or connected-services trial (FordPass Connect embedded modem/telematics did not arrive on Mustang until the 2018 refresh).

$35,695 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $15,706) leaves about $19,989 in depreciation. Add the projected $7,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,189 in total.

With 9 years of realized ownership data, Consumer Reports rates the 2017 Mustang around 3/5 (average) and J.D. Power scored it near segment mean. The convertible carries the same MT82 manual (notchy shifts, some third-gear failures) and early 2.3L EcoBoost oil-dilution/coolant-intrusion concerns as the coupe, with the added long-term risk of the hydraulic soft-top mechanism, weatherstripping degradation, and rear-quarter window regulators — landing slightly below the fastback.

Ford ranked mid-to-lower pack in both Consumer Reports brand reliability and J.D. Power Vehicle Dependability Study through the mid-2010s — typically 15th–18th out of ~24 brands. Competent but not a dependability leader like Toyota/Lexus or Porsche.

The 2017 Mustang has accumulated a substantial recall list including Takata airbag inflators, clutch pressure plate rupture (manual GT), brake fluid pump leaks, door latch, and multiple software/instrument-cluster campaigns. Applies equally to fastback and convertible; no convertible-specific recall on the S550, but above segment-average recall activity drags the score down.

The 5.0L Coyote V8 (Gen 2, 2015-2017) is a proven high-mileage engine with countless 200k+ mile examples, and the 3.7L Cyclone V6 (2017 was its last Mustang year) is exceptionally reliable. The 2.3L EcoBoost had early oil dilution/coolant-intrusion reports, and the Getrag MT82 6-speed manual carries a mixed reputation for shift feel and third-gear wear; the 6R80 automatic is a solid unit. Same powertrains as the fastback — no convertible-specific durability penalty on the drivetrain.

The S550 interior was a major step up from the S197 and got the SYNC 3 rollout for 2017, but reviewers still noted hard plastics in low-touch areas and switchgear that trailed German competition. Premium trims with leather and aluminum inserts feel appropriately priced; the volume EcoBoost Premium Convertible with leather-trimmed heated seats hits a competent spec, but base V6/EcoBoost cabins show cost. Convertible body doesn't change the dash/trim quality.

Assembly at Ford's Flat Rock plant is generally solid on the pre-refresh S550 with panel gaps competitive for the segment, but the convertible body inherently adds cowl shake, more chassis flex over broken pavement, and higher rattle and wind-noise complaint density than the fastback. Owner forum reports on S550 convertibles cite top-mechanism creaks and weatherstripping wear as the primary long-term fit-and-finish complaints.

Ford operates one of the densest US dealer networks (~3,000 dealers in 2017), providing easy nationwide service access for Mustang owners. J.D. Power Customer Service Index for Ford tracks near mass-market average — dealer service quality is adequate but not a differentiator.

The S550 Mustang benefits from arguably the largest aftermarket of any modern American car — OEM and aftermarket parts are abundant, inexpensive, and available from countless suppliers (Ford Performance, Steeda, Roush, LMR, AmericanMuscle, Summit Racing). Convertible-specific components (soft-top motor, hydraulic pump, weatherstripping, rear-quarter windows) are largely dealer-sourced and priced higher than fastback trim parts, holding this a couple points below the fastback but still well above segment norm.

For 2017 the volume convertible trims (EcoBoost Premium, GT Premium) came standard with SYNC 3 and an 8-inch color capacitive touchscreen; base trims retained the older SYNC with a 4.2-inch center info display and could add the 8-inch SYNC 3 via option packages.

SYNC 3 arrived on Mustang for the 2016 model year and by 2017 was widely praised as one of the better mainstream systems — fast tile-based menus, pinch-zoom maps, retained physical volume/tuning knobs and hard climate controls, and a major improvement over the outgoing MyFord Touch. The convertible uses the identical head unit and control layout as the coupe.

Ford added Apple CarPlay and Android Auto support to SYNC 3 for the 2017 model year via a free software update, delivering wired projection standard on trims equipped with SYNC 3 — leading for its time in the sports car segment, but no wireless projection was available on any 2017 Mustang and cars without SYNC 3 got no CarPlay/AA at all.

SYNC 3 voice control handled phone, audio and destination commands with reasonable success and was a big improvement over MyFord Touch, but remained command-based rather than natural-language; voice-activated navigation was optional (part of the Enhanced Package on Premium trims) and competent but most owners defaulted to CarPlay/Waze once CarPlay landed mid-year.

Base convertibles shipped with a 6-speaker system, Premium stepped up to a 9-speaker Shaker system, and the flagship optional Shaker Pro 12-speaker/1000-watt system delivered strong bass but never received the audiophile praise the later 2018 B&O PLAY upgrade would; the convertible sits a few points below the coupe because top-down driving significantly compromises the effectiveness of any audio system regardless of speaker count.

The 2017 Mustang Convertible retained twin analog gauges flanking a 4.2-inch color productivity screen — a functional but conventional setup. The class-changing 12-inch all-LCD reconfigurable cluster did not arrive until the 2018 refresh, so 2017 buyers had no digital cluster option on any trim.

The 2017 Mustang Convertible had no embedded modem — SYNC Connect / FordPass Connect were not fitted on the 2017 Mustang. SYNC 3 map and software updates were delivered manually via USB thumb drive or an owner's home WiFi connection through the SYNC 3 interface; no whole-vehicle OTA was available.

The 2017 Mustang Convertible lacked FordPass Connect (embedded 4G LTE modem), which did not arrive on Mustang until 2018 — so the FordPass app on a 2017 Mustang could only pair with SYNC via Bluetooth for local functions (owner's manual, service scheduling, roadside), with no true remote start, no remote lock/unlock, no vehicle status, and no vehicle-locate features.

The 2017 Mustang Convertible provided two front USB-A ports (no USB-C anywhere in the car), a 12V outlet, no rear-passenger USB ports and no wireless phone charging on any trim — a spartan port loadout even by 2017 sports-car standards.

Intelligent Access with push-button start was standard on Premium trims (EcoBoost Premium and GT Premium) and optional on base EcoBoost/V6/GT via equipment packages; without the FordPass Connect modem there was no phone-as-key and no remote start from a phone app — remote start was only via key-fob range on cars so equipped.

Rear-view camera was standard (per federal mandate lead-in), rear parking sensors were standard on Premium and optional on base, and no front sensors, no 360-degree camera and no automated parking were offered on any 2017 Mustang — a real gap for a convertible whose top-up rearward visibility is compromised by the fabric roof and thick rear buttresses.

No head-up display was offered on the 2017 Mustang Convertible on any trim, base or GT Premium — a notable omission versus rivals like the BMW 4 Series Convertible and Audi A5 Cabriolet, both of which offered HUD.

Two-door soft-top with ~30.6 in of rear legroom and vestigial rear seats sized for small children at best. Long, heavy doors demand wide bays for buckling a car seat, and a rear-facing seat requires sliding the front seat far forward. The folded fabric-top stack intrudes on rear vertical clearance with the top up. LATCH is provided at the outboard rear positions but access via the single-door 2-door body is awkward.

For 2017 (pre-2018 refresh, pre-Co-Pilot360), the Mustang Convertible has almost no standard active safety. Only a rear-view camera and stability control are standard; AEB, adaptive cruise, lane departure warning, and lane keeping are not offered at all. BLIS with Cross-Traffic Alert is optional in Equipment Group 200A/400A on Premium trims only. NHTSA did not publish a comprehensive rating for the convertible; the coupe earned 5 stars but IIHS gave it only Marginal in driver-side small-overlap. Well below the trims families actually buy.

Front sport seats are supportive on long stints, but the ~30.6 in rear legroom and the folded-top stack make the back seat unusable for adults or older children beyond short hops. No rear climate vents, no rear USB, and top-up wind/road noise raises fatigue further than the coupe. The 11.4 cu ft trunk (down from 13.5 on the coupe) will not swallow four people's long-weekend luggage.

Volume EcoBoost pairs a 310-hp 2.3L turbo with a 6-speed SelectShift automatic that is easy in traffic; V6 and GT are similarly civil around town. Ride quality on 18-in wheels is reasonable. However, with the top up the small rear window and thick fabric quarters create significant blind spots on top of the wide (75.4 in) body, and adaptive cruise is not available at any trim level for 2017. Top down helps visibility but is weather-dependent for daily use.

The volume EcoBoost automatic returns 21/32/25 mpg on the EPA cycle — reasonable for a rear-drive sports car but nothing exceptional. Ford recommends premium for advertised power on EcoBoost and GT (V6 runs regular). GT drops to 16/25/19 mpg, pushing annual fuel cost near $2,250 even at depressed 2017 fuel prices. Performance tires, brakes, and specialty-convertible service run above mainstream commuter cars.

At 188.3 in long, 75.4 in wide, and with a ~40 ft turning circle, the S550 convertible has the same footprint as the coupe — a mid-size two-door that feels large in urban lots. Top-up rear visibility is worse than the coupe because the small back window and fabric quarter panels close in the over-shoulder view. Rear-view camera is standard, but a 360-degree camera was not offered in 2017 — pushing this into the low-mid band.

Not rated for towing in the US — Ford does not publish a factory tow capacity for any 2017 Mustang, and dealer-installed hitches are for bike racks only. No bed, no meaningful payload, and only 11.4 cu ft of trunk with a shallow aperture (worse than the coupe's 13.5). There is essentially no work capability of any kind.

The Coyote 5.0L V8, 3.7L Cyclone V6, and 2.3L EcoBoost drivetrains are proven and Ford's dealer network is broad, but the convertible adds a power fabric roof and its motors/latches to the maintenance ledger and offers no wash-out cargo area. Interior is trimmed in leather with low-profile performance tires. No fleet reputation and not marketed for hard-use duty.

No factory 120V outlet, no factory tow hitch, no roof-rack system (the roof is a folding fabric top), no bed or bed-substitute. Cargo tie-downs are limited to a few small hooks in the trunk. Even less upfit-friendly than the coupe — the folding roof precludes rack accessories.

Front sport seats are comfortable over long hauls and the 6-speed auto settles the cabin at highway cruise. However, the EcoBoost's 15.5-gal tank at 32 hwy mpg gives ~496 mi of highway range; GT drops to ~388 mi on premium at 25 hwy. Top-up wind and tire noise are markedly higher than the coupe. Adaptive cruise is not available at all for 2017, so there is no ADAS fatigue reduction on multi-hour drives — dragging the score below mid-band.

Rear-wheel drive only — no AWD offered — ~4.5–5.0 in of ground clearance, low-profile summer or all-season performance tires, no roof rails (folding roof), and no factory hitch. Open-air appeal for scenic-drive adventures is genuine, but any gravel road with real texture will scrape the front splitter, and the convertible is more exposed to weather than the coupe. Pavement-bound with very little outdoor utility.

11.4 cu ft trunk (down from 13.5 on the coupe) with a shallow lid opening, and no fold-down rear seat pass-through — the convertible's soft-top mechanism precludes it. No roof rails, no factory hitch, and no hatchback flexibility. Two soft-side weekend bags fit; skis, bikes, or bulky gear require an aftermarket trunk-mounted rack.

Pre-facelift S550 introduced the Mustang's first independent rear suspension and reviewers noted the platform's handling was a generational leap — GT with Performance Package (larger sway bars, unique springs/dampers, 19-in Pirelli P Zero, 6-piston Brembos) grips hard and stays composed on smooth pavement. But the 2017 convertible pays a real structural penalty: reviewers describe visible cowl shake and chassis flex over rough surfaces, and MagneRide was not yet offered (it arrived with the 2018 facelift). Lands below the 2026 refresh (70) and well behind mid-engine Cayman (80.1) and the lighter, stiffer BMW Z4 (77.9).

Selectable-Effort Electric Power Assisted Steering with Normal/Sport/Comfort modes carries over from earlier S550 model years — weight is linear and turn-in is accurate, but reviewers consistently describe feedback as filtered and numb versus the Porsche/BMW benchmarks. The convertible's flexier structure telegraphs cowl shake through the rim on broken pavement, further dulling perceived precision. A hair below the 2026 (71), which benefits from calibration refinements over the S650's stiffer platform.

GT Performance Package adds 6-piston Brembo front calipers on 15.0-in rotors — Edmunds instrumented 60-0 mph in 108 ft with PP tires; without PP the GT still stopped in 118 ft on all-seasons. Pedal feel is firm and fade-resistant on GT PP; base V6/EcoBoost run smaller brakes and softer pedal calibration. Slightly below the 2026 convertible (77) whose Performance Package uses larger 15.4-in rotors and revised pad compound.

Pre-facelift 5.0L Coyote V8 (435 hp, port-injection only — dual-fuel PFI+DI arrived with the Gen-3 in 2018) revs cleanly and delivers immediate throttle response, mated to a 6-speed manual or the SelectShift 6-speed automatic. The MT-82 manual lacks rev-matching (added 2018) so heel-and-toe is manual work; the 6AT is the weak link — reviewers routinely called it lazy on downshifts versus the ZF 8HP benchmark, and it was replaced by the 10R80 10-speed in 2018. EcoBoost 2.3T shows more turbo lag than the smoother Coyote. Trails the 2026 (82) primarily because of the older gearbox and non-rev-matching manual.

The Coyote V8 has always been one of the great muscle-car soundtracks and it lives at full volume with the top down — the primary reason enthusiasts buy the GT Convertible. Ford did not yet offer the factory Active Valve Performance Exhaust in 2017 (added with the 2018 refresh), so the exhaust note is fixed at its baseline tune, and drivers who wanted quieter cruising or louder track mode had to fit aftermarket. EcoBoost sounds coarser under load per Edmunds; base 3.7L V6 is thrashy at redline. Slightly below the 2026 (79) which adds selectable exhaust modes.

Ford's published turning diameter for the 2017 Mustang Convertible is 37.7 ft curb-to-curb, unchanged across V6, EcoBoost, and GT trims. Mid-band for the convertible class and near-identical to the 2026 refresh (37.8 ft).

Standard telescoping steering wheel and comfortable, well-bolstered front buckets accommodate drivers of nearly all sizes; optional Recaros sharpen lateral support at the cost of adjustability. Long-hood-forward view is iconic and forward visibility is fine. Rear visibility with the top up is poor due to thick fabric quarters and a small heated glass rear window; top down, sightlines open up dramatically. Uses the pre-facelift dash with SYNC 3 8-in touchscreen rather than the 2026's paired 12.4-in cluster and 13.2-in center screen — controls are logical but the layout is more dated. Roughly on par with the 2026 (73).

An affordable American V8 convertible in a market that had already begun losing them — rear-wheel drive, an available MT-82 6-speed manual, the Coyote's rev-happy 435 hp, and the exhaust note at full volume with the roof down. Character, sound, and low-effort responsiveness deliver the definitive 'long-way-home' quality that Mustangs are bought for; loses points versus the 2026 (87) because it lacks Active Valve exhaust modes, a rev-match manual, and MagneRide, and because top-tier competitors like Cayman/Boxster still edge it on outright driver engagement.

Competitive-but-not-loaded 2017 baseline: SYNC 3 with 8-in touchscreen debuts as standard on Premium trims (available on non-Premium), rear-view camera, MyKey, Track Apps, and dual-zone climate on Premium. Active safety (BLIS, adaptive cruise, forward collision warning) remained on the options sheet in 2017 — it wasn't until the 2018 refresh that Pre-Collision Assist with AEB became standard. GT Premium Convertible adds heated/cooled leather, Shaker audio, and pony projection puddle lamps but at a real price jump.

Standout bang-for-buck in 2017: GT Convertible with the 435 hp Coyote 5.0L V8 opened around $38,700 and GT Premium Convertible around $42,200 — no other 435 hp rear-drive convertible on sale came close. A Porsche 718 Boxster started near $57,000 with a 300 hp turbo-four; BMW M235i/440i Convertibles started in the mid-$50k range. The V6 Convertible under $31k added an entry point rivals didn't have.

Wide, well-spaced 2017 ladder: V6, EcoBoost, EcoBoost Premium, GT, and GT Premium in convertible form, three distinct engines (3.7L V6, 2.3L EcoBoost, 5.0L V8), 6-speed manual or 6-speed automatic across the line, and the GT Performance Package on top for track buyers. Convertibles span roughly $30k–$50k+ — a genuine range from cruiser to serious performance. 2017 was the final year for the V6, giving the lineup an extra rung not offered by the 2018+ refresh.

Ford sold 81,866 Mustangs in the US in 2017 — still #1 in segment (Camaro 67,940, Challenger 64,537) but down about 22% from 2016's 105,932 as the S550 aged and buyers waited on the 2018 refresh. The Mustang held sales leadership through the year but the trajectory was clearly downward.

Even in 2017 the Mustang was one of the most desirable American nameplates — 50+ years of continuous production, global export success (S550 was the first factory-RHD Mustang, sold in the UK and Australia), and a broad enthusiast following at every price tier. The V8 convertible remained a bucket-list car; brand image slightly lower than the 2026's aura but still very strong.

Ford's incentives on the Mustang ran high through 2017 as the S550 aged and inventory piled up ahead of the 2018 refresh — 0% APR for 60–72 months and $1,000–$3,000 in bonus cash appeared repeatedly on GT and EcoBoost Convertibles, especially in Q3/Q4. Meaningful buyer-side savings without desperation-level markdowns.

S550 launched for 2015 model year, making 2017 year 3 of the pre-facelift generation. The 2018 refresh was publicly announced in January 2017 — new front and rear styling, digital gauge cluster option, 10-speed automatic, Active Valve exhaust, MagneRide dampers, dropped V6, and standardized Pre-Collision Assist. 2017 buyers were knowingly buying the outgoing car with an imminent replacement announced.

Well-reviewed but not the class comparison winner: Car and Driver's 2016 and 2017 pony car comparisons put the Camaro SS ahead of the Mustang GT on handling and body control, and the Camaro made C/D 10Best in 2016 and 2017. Mustang won J.D. Power APEAL in Midsize Sporty Car and Kelley Blue Book named it Best Buy in its segment, but comparison-test results and enthusiast press generally favored the Camaro through this window.