2025 Ford Mustang Convertible

The 2025 convertible offers the same two engines as the coupe minus Dark Horse: GT 5.0L Ti-VCT V8 rated 480 hp (486 hp with active valve performance exhaust) is the volume trim, and the EcoBoost 2.3L turbo four makes 315 hp. Dark Horse (500 hp) is fastback-only, so the drop-top loses the top of the lineup.

GT V8 delivers 415 lb-ft (418 lb-ft with active valve exhaust); EcoBoost 2.3T makes 350 lb-ft on a broad plateau. Same engines as the coupe, unchanged year-over-year in the S650 generation.

Coupe GT with 10-speed automatic and Performance Pack was independently timed at 4.3 s 0–60 in 2024/2025. The convertible carries roughly 150 lb of chassis reinforcement, which reviewers estimate at a ~0.2 s penalty across the board — placing the volume GT auto in the mid-4-second range and the EcoBoost convertible near 5.8 s.

Same 5.0 Coyote V8 and 2.3T EcoBoost as the coupe — nothing changes mechanically top-down. The V8 remains smooth, torque-rich, and free-revving with instant throttle response; the EcoBoost pulls cleanly but shows occasional coarseness under load. The open cabin amplifies the V8's aural refinement while making EcoBoost turbo hiss more evident.

Ford's 10-speed automatic (10R80) is widely praised — quick, decisive shifts that keep the V8 in its powerband and no hunting in daily driving. The 6-speed manual (Getrag MT-82) remains available on both EcoBoost and GT convertibles with rev-matching, making the drop-top GT one of the last affordable V8 manual convertibles on sale. Minor 10AT calibration friction with the EcoBoost trims the top end.

Every 2025 Mustang Convertible trim is rear-wheel drive only — Ford does not offer AWD anywhere in the Mustang lineup, unlike AWD drop-top rivals such as the BMW M4 Competition xDrive Convertible or Audi RS 5 Cabriolet. Scores at the low end of the guidance for RWD-only.

Only two powertrains offered on the 2025 convertible — 2.3T EcoBoost I4 and 5.0 V8 GT. Dark Horse (500 hp) is coupe-exclusive, so the drop-top loses the top of the range. Zero electrification (no hybrid, PHEV, or EV variant), which caps this in the middle of the 50–79 band per the 'includes electrified options' criterion.

The 2025 Mustang Convertible EcoBoost 2.3T with the 10-speed automatic is EPA-rated 26 MPG combined — the representative volume trim. GT V8 convertibles drop to 17–18 MPG combined. Powertrains and EPA ratings are unchanged from the S650's 2024 debut.

EcoBoost 10AT returns 22 MPG city — weak against a convertible-segment band whose top end is populated by hybrid-driven compact drop-tops. GT V8 trims sit at 14–15 city.

EcoBoost highway MPG (33) is the convertible's efficiency ceiling — respectable for a topless performance car but well behind hybrid-driven rivals that clear 50 MPG. GT V8 trims deliver 22–24 highway.

16.0-gallon fuel tank × EPA 26 MPG combined puts the EcoBoost convertible near 416 miles per fill — middling for the convertible band. GT V8 trims fall to roughly 272–288 miles.

At 15,000 mi/yr and EPA-referenced premium fuel of ~$3.75/gal, the volume EcoBoost burns ~577 gal for roughly $2,150/yr per fueleconomy.gov. GT auto runs closer to $3,100/yr. The convertible model average lands in the upper half of the segment cost band.

Both 2025 Mustang Convertible engines — EcoBoost 2.3T and GT 5.0 V8 — are rated on premium 91 octane for advertised power; Ford lists 87 octane as the minimum but published horsepower/torque figures assume premium. No E85, no diesel, and no electrified option to sidestep the premium cost. Every convertible trim carries the same premium expectation, so the score sits in the lower half of the 'recommended but not required' band.

NHTSA has not comprehensively rated the 2024–2025 Mustang Convertible; the coupe on the same S650 platform earned 4 stars overall (frontal 4, side 5, rollover 4). Estimated at 4 stars for the convertible, with the caveat that the open-top structure is not directly comparable.

IIHS does not run its full crashworthiness battery on convertibles (no roof-strength test), so the Mustang Convertible cannot earn Top Safety Pick. Structural side and small-overlap performance is expected to broadly track the coupe's mixed Good/Acceptable/Marginal S650/S550-generation results, but not independently verified. Middle-lower guidance band.

Ford Co-Pilot360 is standard on every 2025 Mustang Convertible trim: Pre-Collision Assist with AEB and pedestrian detection, BLIS with Cross-Traffic Alert, Lane-Keeping System, auto high-beams, and rear-view camera. Adaptive Cruise Control with Stop-and-Go remains optional (Co-Pilot360 Assist+ package) — enough to keep the score out of the top band.

Ford's Pre-Collision Assist with pedestrian detection on the Mustang has not been individually IIHS-rated for front crash prevention, but the same generation of the system in Ford platform mates earns Superior daytime and Advanced/Basic night pedestrian ratings. Absent a Mustang-specific result, score conservatively as adequate daytime, weaker night.

BLIS with Cross-Traffic Alert is standard across every 2025 Mustang Convertible trim. Alert-only intervention (no active steering) and no trailer coverage, but the system is especially valuable here because the folded fabric roof creates a large rear-quarter blind zone with the top up. Slightly higher than the coupe score to reflect that added utility.

The Mustang's Lane-Keeping System is limited to lane-departure warning plus a corrective steering nudge — Ford does not offer true lane centering on any Mustang. Reviewers describe it as usable but reactive, well behind competitors with full lane-centering assist.

Adaptive Cruise Control with Stop-and-Go is available only via the Co-Pilot360 Assist+ package — not standard, and unavailable on some base configurations. When equipped it is competent but does not combine into a mature highway-assist mode.

Ford's BlueCruise hands-free highway system is not offered on the 2025 Mustang at any trim or body style — it is reserved for the F-150, Mustang Mach-E, Explorer, Expedition, and select others. Bottom of the guidance band.

Full LED Signature Beam headlamps with auto high-beams are standard on all 2025 Mustang Convertibles; the prior S550 earned Marginal to Acceptable IIHS headlight ratings depending on trim, and IIHS has not retested the S650 specifically. Score sits at the boundary between the middle and lower guidance bands.

Top-down visibility is excellent, but with the fabric roof raised the over-the-shoulder and rear three-quarter views are severely blocked — worse than the coupe because of the folded-top stack behind the rear seats and a small heated-glass rear window. A standard rear-view camera and available 360-degree camera help when parking but not in daily traffic. Below-average even against other convertibles.

The Mustang Convertible is a 4-seater on paper but the rear seat is largely a token space. LATCH access requires tumbling a front seat forward and ducking through a narrow single doorway; the folded top mechanism intrudes on rear headroom and vertical clearance for rear-facing seats. Slightly worse than the coupe due to the top mechanism eating into rear-seat volume. Firmly in the difficult-anchors, tight-quarters band.

Standard 2+2 layout carried over from the S650 fastback; front buckets plus a token rear bench on EcoBoost Premium and GT Premium convertible trims.

Soft-top convertible carries the same 37.6 in front headroom as the S650 fastback — no meaningful gain over the coupe and mid-band for the convertible segment.

Class-leading front legroom shared with the coupe — a generous driver's cell that easily accommodates tall occupants.

With the top up the convertible clears the fastback's crushed 34.8 in by nearly an inch, but still sits at the very bottom of the segment band — a kids-only rear row.

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

The soft-top mechanism trims trunk volume 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.

Same modest sports-coupe storage as the fastback — small console bin, shallow door pockets, tight glovebox — but the convertible loses the coupe's fold-flat rear seatbacks/trunk pass-through to the top-mechanism bulkhead. Functional, not innovative.

Front buckets carry over from the coupe — comfortable for long stints but with flatter cushions and modest lateral support unless the Recaro option is fitted (GT Premium only on convertibles). The rear bench is unusable for anyone over 5'6".

The convertible keeps the fastback's grand-tourer lean — softer initial compliance than most pony cars — but chopping the roof introduces noticeable cowl shake over broken pavement and the extra mass blunts body control. MagneRide (GT Premium) still helps.

Soft-top construction admits substantial wind and road noise at highway speed even with the roof up, and the 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 across the 2025 convertible range; heated + ventilated front seats and heated steering wheel arrive on EcoBoost Premium and GT Premium. No neck-warmer or top-down-specific comfort features, and no rear climate given the vestigial back seat.

The 2025 Mustang EcoBoost Convertible opens near $40,120 with destination — roughly a $7k premium over the equivalent EcoBoost Fastback due to the drop-top hardware. Sits in the upper half of the convertible normalization band.

EcoBoost Premium Convertible is the volume convertible configuration, opening in the low $40s and reaching ~$45–46k with common options (active exhaust, tech pack, wheel/appearance upgrades). GT Premium Convertible tops the ladder at $55,480–$56,580, but EcoBoost Premium remains the higher-volume convertible trim.

Convertible-body Mustangs run modestly higher 5-year maintenance projections than the fastback due to soft-top mechanism upkeep on top of standard sports-car brake and tire wear. RepairPal averages ~$709/yr in repairs and CarEdge maintenance estimates push the drop-top a few hundred dollars above the coupe's ~$5,800 figure.

Mustang holds value better than most sports cars — iSeeCars ranks it among the lowest-depreciation sports cars — but the convertible body depreciates a couple points faster than the fastback. KBB projects the 2025 EcoBoost coupe holds ~46% of MSRP after 5 years; convertible tracks similarly at ~50% given stronger drop-top demand at the used market.

Ford's standard new-vehicle limited warranty is 3 years / 36,000 miles — industry baseline and the floor of the convertible normalization band.

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

No complimentary scheduled maintenance program (unlike BMW/Jaguar included plans). Ford does include 5-year/60,000-mile Roadside Assistance — above the industry norm — plus a FordPass Connect connected-services trial and 42,000 FordPass Rewards points at purchase (~3 oil changes' worth). Absent free scheduled service caps the score.

$45,500 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $22,750) leaves about $22,750 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,950 in total.

Consumer Reports flagged the 2024–2025 Mustang with above-average predicted reliability and J.D. Power gives the 2025 Mustang lineup 'Great' (mid-80s) Quality & Reliability scores; the convertible variant carries added risk from the folding-top mechanism, but 2025 sits slightly ahead of the newer 2026 by virtue of an extra year of shakedown.

Ford ranks mid-to-lower pack in Consumer Reports brand reliability and J.D. Power VDS in recent years — competent but not a dependability leader like Toyota/Lexus or Porsche.

The S650 generation has accumulated ~10+ NHTSA recalls covering 2024–2025 Mustangs (instrument cluster software, rearview camera image, BlueCruise, and the 2024–2026 windshield-wiper trim-value campaign). 2025 avoids the 2026-only Coyote V8 piston-circlip and cylinder-head oil-leak recalls, so the picture is meaningfully cleaner than the newest model year — still elevated for a mature nameplate.

The 5.0L Coyote V8 has a 14-year track record of high-mileage durability with a large enthusiast community documenting long-term reliability, and the 2.3L EcoBoost I4 has proven itself across the Ford lineup with no systemic issues on the S650. 2025 production is not subject to the 2026 piston-circlip or cylinder-head recalls flagged on newer V8 builds, keeping the reputation solidly above segment.

S650 redesign upgraded the dashboard with a 12.4-inch digital cluster and 13.2-inch SYNC 4 touchscreen and better switchgear, but reviewers still call out hard plastics and budget-feeling trim in lower-touch areas relative to a premium price class; GT Premium's leather-trimmed heated/cooled seats help but don't fully close the gap.

Ford Flat Rock output produced scattered rattle and panel-gap complaints on early S650 units, though 2025 build quality benefits from a year of production learning versus the 2024 launch. Convertible body inherently adds cowl shake, top-mechanism wear points, and more rattle/wind-noise complaints than a fixed-roof coupe.

Ford operates one of the densest US dealer networks (~2,900 dealers) with nationwide Ford Blue Advantage service coverage — easy access, though service-satisfaction scores in J.D. Power CSI are middle-of-pack.

The Mustang has arguably the largest aftermarket support of any modern American car — parts are abundant, competitively priced, and available from countless suppliers (Ford Performance, Steeda, Roush, LMR, AmericanMuscle); OEM parts are cheap for the segment. Convertible-specific top components remain dealer-sourced but rarely fail early.

S650-generation Mustang Convertible carries a 13.2-inch center infotainment touchscreen standard on every 2025 trim (EcoBoost, EcoBoost Premium, GT Premium), running SYNC 4 with Unreal Engine-rendered graphics — a dramatic step up from the outgoing S550's 8-inch unit.

SYNC 4 on the 13.2-inch screen is fast, sharp, and logically laid out — reviewers praise the tile-based home screen and quick boot — but HVAC controls are pushed into the touchscreen rather than physical knobs, a mild ergonomic step back that keeps it out of the top tier.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2025 Mustang Convertible trim via SYNC 4 — no upgrade required, and connection reliability in reviews is strong.

SYNC 4 voice recognition handles basic commands well and cloud-connected navigation (standard on Premium trims) receives real-time traffic and OTA map updates. Falls short of Mercedes MBUX or BMW iDrive natural-language capability, and many owners still default to CarPlay/Android Auto for routing.

Base 4-speaker system is thin; a 9-speaker Ford Audio system is standard on Premium trims and an optional B&O Sound System by Bang & Olufsen (12 speakers) delivers respectable sound. The open-top acoustic environment inevitably compromises premium audio quality vs the coupe, capping the score below segment leaders.

12.4-inch fully digital, fully configurable instrument cluster is standard on every 2025 Mustang Convertible, rendered by Epic Games' Unreal Engine with animated drive-mode themes (Fox Body throwback in retro mode, track telemetry in Track mode). A segment standout that comes standard rather than as an upgrade.

Ford Power-Up OTA updates deliver whole-vehicle software improvements — infotainment, ADAS, cluster graphics — pushed to the 2025 Mustang throughout ownership. Cadence and scope are meaningfully behind Tesla/Rivian but well ahead of most legacy competitors and comfortably in 'regular whole-vehicle OTA' territory.

FordPass app is a mature offering with remote start, remote lock/unlock, vehicle locator, and vehicle-health monitoring, free during the Connected Services trial. No Phone-As-A-Key on Mustang (offered on other Ford models), and app polish trails Tesla/Kia; some remote features require paid renewal after trial.

Dual front USB ports (USB-A + USB-C fast charge) plus a 12V outlet are standard; wireless phone charging pad is optional on Premium trims. Rear-seat ports are minimal — acceptable for a 2+2 convertible but nothing generous. No household AC outlet.

Intelligent Access with push-button start is standard on EcoBoost Premium and GT Premium — two of the three convertible trims and the volume sellers — with remote start via FordPass. The base EcoBoost Convertible has push-button start but not proximity entry. No phone-as-key on Mustang.

Rear-view camera is standard and front/rear parking sensors are available on Premium trims, but no 360-degree surround-view camera is offered on any convertible trim (the coupe's Dark Horse-adjacent packages don't reach the convertible lineup) — a notable gap for a wide-hipped convertible whose top-up rearward visibility is compromised by the fabric roof and thick C-pillars.

Ford does not offer a head-up display on the 2025 Mustang Convertible on any trim — a real capability gap versus European convertible rivals like the BMW Z4, BMW 4 Series Convertible, and Mercedes-Benz CLE Convertible, all of which offer HUD. The 12.4-inch digital cluster partially compensates but doesn't project onto the windshield.

Two-door soft-top with 29.0 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. Access is only marginally easier with the top down; with the top up, adults must duck under the low header. LATCH is provided at the outboard rear positions.

Ford Co-Pilot360 is standard: automatic emergency braking with pedestrian detection, blind-spot monitoring with cross-traffic alert, lane-keeping system, and a rear-view camera. Adaptive cruise, evasive steer assist, and rear-occupant alert require Co-Pilot360 Assist+, optional on the base EcoBoost. Neither IIHS Top Safety Pick nor a full 5-star NHTSA rating is published for the S650 convertible, and open-top structural crashworthiness data is limited.

Front seats are supportive on long stints, but the 29.0 in rear legroom and thick soft-top structure make the back seat unusable for adults or older children beyond short hops. No rear climate vents, no rear USB on the volume EcoBoost trim, and top-up wind/road noise raises fatigue further. The 11.4 cu ft trunk (down from 13.3 on the coupe) will not swallow four people's long-weekend luggage.

Volume EcoBoost pairs a 315-hp 2.3L turbo with a smooth 10-speed automatic that is easy in traffic. Ride quality on 18-in wheels is comfortable, but 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. Adaptive cruise is not standard on base EcoBoost. Top down helps visibility but is weather-dependent for daily use.

The volume EcoBoost automatic returns 22/33/26 mpg on the EPA cycle — reasonable for a rear-drive sports car but nothing exceptional. Runs on regular fuel; the GT drops to 16/24/19 mpg and requires premium, pushing annual fuel cost well above $2,900. Performance tires, brakes, and Ford dealer service on a specialty convertible run above mainstream commuter cars.

At 189.4 in long, 75.4 in wide, and with a ~40 ft turning circle, the 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. Standard rear-view camera and available 360-degree camera on Premium trims help, but do not offset the wide body and heavy doors.

Not rated for towing in the US — Ford does not publish a factory tow capacity for any 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 13.3). There is essentially no work capability of any kind.

The Coyote 5.0L V8 and EcoBoost drivetrain 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 ActiveX/leather with low-profile 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 10-speed auto settles the cabin at highway cruise. However, the EcoBoost's 16-gal tank at 33 hwy mpg gives ~530 mi of highway range; GT drops to ~370 mi on premium at 24 hwy. Top-up wind and tire noise are markedly higher than the coupe, and adaptive cruise is optional rather than standard on the volume trim, limiting fatigue reduction on multi-hour drives.

Rear-wheel drive only — no AWD offered — ~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 13.3 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.

S650 Convertible shares the coupe's double-ball-joint MacPherson front / integral-link rear suspension with available MagneRide (GT Performance Package), but pays a real drop-top penalty — reviewers report chassis shake and mild wallow over rough surfaces as the roofless structure flexes, and roughly 150 lb of extra bracing dulls transitions. GT with PP still holds the road well, but it isn't as inherently balanced as mid-engine Cayman (80.1) or the lighter BMW Z4 (77.9); places above Mini Cooper Convertible (62.5) and Mercedes-Benz CLE Convertible (69).

Same Selectable-Effort Electric Power Assisted Steering as the coupe with three modes (Normal, Sport, Track); weight is linear and turn-in accurate, but feedback is filtered vs Porsche/BMW benchmarks and slightly muddied by the flexier convertible structure, which telegraphs cowl shake through the rim on broken pavement.

Brake hardware carries over from the coupe — GT Performance Package adds 6-piston Brembo front calipers on 15.4-in rotors and reviewers report 60-0 mph stops around 99 ft. Pedal is firm and fade-resistant; a hair below the coupe (78) because the convertible carries more mass over the same rotors on repeated stops.

Same 5.0L Coyote V8 (480 hp / 486 hp with Active Valve exhaust) paired to the 10-speed automatic or MT-82 6-speed manual with rev-match. Throttle response is immediate, the V8 pulls cleanly from idle to 7,250 rpm, and the 10AT shifts crisply and does not hunt in the V8. EcoBoost variant occasionally shows 10AT hunting under load.

Roof-down amplifies the Coyote V8's Active Valve Performance Exhaust — one of the great sounds in the segment and a defining reason to buy the drop-top. Vibration through wheel and pedals is low at cruise; the trade-off is that top-up highway drone is more prominent than the coupe. Enthusiasts score the exhaust note as a plus, so it grades slightly above the coupe (74).

Ford's published turning diameter for the 2025 Mustang Convertible is 37.8 ft curb-to-curb — mid-band for the convertible class and notably tighter than the coupe's 40.0 ft figure.

S650 interior with paired 12.4-in digital cluster and 13.2-in center touchscreen carries over — clean control placement, low buckets-forward driving position, wide range of adjustment. Roof-down visibility is excellent (better than the coupe); roof-up rear visibility is worse than the coupe due to thick fabric quarters and a small heated glass rear window. Ingress/egress into low seats is a compromise typical of the class.

The last mainstream affordable American V8 convertible — rear-wheel drive, available 6-speed manual with rev-match and no-lift-shift, Electronic Drift Brake on GT PP, and that Coyote soundtrack at full volume with the roof down. Character, sound, and responsiveness combine into a definitive 'long-way-home' car that even beats the coupe on visceral appeal. Only mid-engine Cayman (80.1) and top-tier BMW/Porsche roadsters edge it on outright driver engagement.

Even the base EcoBoost Convertible near $40k bundles a 12.4-inch digital cluster, 13.2-inch SYNC 4 touchscreen, LED projector headlamps, and Ford Co-Pilot360 driver assist; GT Premium adds heated/cooled leather, 9-speaker audio, dual-zone climate, and power soft top — genuinely loaded for a rear-drive V8 drop-top at the price.

Standout bang-for-buck: GT Premium Convertible delivers a 480 hp naturally aspirated 5.0L V8 for about $56.6k, where a Porsche 718 Boxster starts near $75k with a 300 hp four and a BMW M440i xDrive Convertible opens above $65k. The Mustang is the only mainstream V8 convertible on sale in 2025.

2025 Convertible lineup covers EcoBoost / EcoBoost Premium / GT Premium with 315 hp turbo-four or 480 hp V8, plus MT-82 6-speed manual or 10R80 automatic on the GT — a reasonable ladder, but the base GT Convertible was dropped for 2025 and Dark Horse/GTD halo trims are coupe-only, limiting the top-end drop-top options.

Ford sold 45,333 Mustangs in 2025 (+21% YoY) and it held 50–61% of the non-luxury US sports car segment through the year, remaining America's best-selling sports car and topping global sports car sales — with the Camaro and Challenger discontinued, its dominance is essentially unchallenged.

The Mustang nameplate is one of the strongest halo brands in the American market — 60+ years of continuous production, deep enthusiast following, and a V8 convertible is a bucket-list configuration for many buyers; residual values and aftermarket support reflect that halo.

Meaningful buyer-side incentives without desperation pricing: $3,500 Retail Customer Cash on GT (up to $5,500 with conquest), $1,500 on EcoBoost, plus 3.9% APR for 36 months / 4.9% for 48 months through Ford Credit and $2,000 conquest cash for former Camaro/Challenger owners in select markets.

The S650 generation launched for 2024, making 2025 the second year of the platform — current tech (SYNC 4, 12.4/13.2-inch screens, Co-Pilot360) and no imminent replacement threat. Content changes for 2025 are minor (new color choices, packaging tweaks); a mid-cycle refresh isn't expected until 2027–2028.

The 2025 Mustang won the J.D. Power APEAL Sporty Car segment award and finished #1 in the 2025 U.S. Initial Quality Study for its category — a strong two-headed win reflecting both buyer satisfaction and build quality. Reviews are broadly positive, though the convertible rarely wins direct comparison tests against premium European drop-tops.