🥅 Mustang 4.6 V8 0 100

By Chandler Published on September 19, 2023. Long beloved as one of Ford’s best motors, the Modular 4.6 V8 lasted for more than two decades powering various Ford, Lincoln, and Mercury cars and trucks. Most prominently, Ford used the 4.6 V8 to equip the Ford Mustang from 1996–2010. This included the GT, Bullitt, Mach 1, SVT Cobra, and SVT The Ford Windsor plant is located in Windsor, Ontario and produced the 4.6L motors for Mustangs from 1999-2001.The Windsor engine can be distinguished from Romeo blocks by looking for a "W" stamp on the block. Most Windsor engines feature an 8 bolt crankshaft and require 8 bolt flywheels. Windsor heads can be distinguished by a 13/14 bolt valve It started in with the introduction of the all-new modular SOHC 4.6 liter two-valve V8 engine in the 1991 Lincoln Town Car, and within a few years the SOHC 4.6 would replace the old 5.0 liter pushrod V8 across Ford's lineup—including in the F-150 and the Mustang GT. But along with the high volume 4.6 SOHC, Ford was also hard at work on The aftermarket 4.6 cams are a little pricey compared to 5.0's but they take advantage of the higher-rpm potential of the 4.6. Overall I also enjoy the smoothness of the 4.6 and they seem to be very durable. The dealer told me they can easily reach 200,000 miles with regular oil changes. YMMV. For the drivetrain, the Ford Mustang offered three engine choices: a 4-cylinder turbocharged, a 3.7-liter V6 and a 5.0-liter V8. The four-pot and the V8 were available in Europe while the V6 not. Behind the grille of V6 Mustangs is a 4.0-liter V6 making 210 horsepower and 240 pound-feet of torque. The rip-snorting GT sports a 4.6-liter V8 with 300 hp and 320 lb-ft of torque. Ford Mustang Convertible V 4.6 i V8 24V (304 Hp) Cabriolet 2005 2006 2007 2008 2009 | Technical Specs, Fuel consumption, Dimensions, 304 Hp, 230 km/h, 142.92 mph, 0 OE 5W-20 Synthetic Motor Oil. Product Code: OEMQT-EA. 5.0 (80 Reviews) Fights sludge and deposits with 100% synthetic formulation. 47% more wear protection1 than required by the GM dexos1 Gen 2 specification. 100% protection against LSPI2 in the engine test required by the GM dexos1 Gen 2 specification. 1Based on independent testing of OE 0W-20 This is what we'll lose: the 300-horsepower 3.7-liter Duratec V6 that has made the base Mustang an affordable-performance superstar for the last six years. The writing's been on the wall for the xw4GCv. Greg Pajo and FordCar and Driver Over the years, we've tested a plethora of American muscle cars and have been there for each drastic refinement since the 1960s. Straight-line speed is one obvious improvement. And it's unfair to describe muscle cars as one-trick ponies, as they've started carving up corners at speeds unthought of even 10 years ago. Especially because some of today's Mustangs are fully-electric. But, if you're looking at a benchmark that accurately reflects how much a single model, such as the Ford Mustang, has improved over the past few years, you can't go wrong with the old-fashioned zero-to-60-mph time*. It's easily relatable and comparable, unlike a skid pad number or a Nürburgring lap time. Thanks to our extensive history of gathering our own performance data, we have decades of revealing numbers captured by our editorial staff that not only offer a unique look into a vehicle's evolution but also serve as a performance barometer of sorts for any given era. Jump in and flip through more than five decades of Mustang acceleration numbers pulled from some of the hottest (and not so hot) performance ponies ever strapped with C/D test equipment.*Acceleration times using 3-mph rollout, not our current rollout standard of 1 foot with the exception 2020 Ford Mustang Shelby GT500 and newer. Ford Mustang Convertible: seconds It’s easily the best thing to come out of Dearborn since the 1932 V-8 Model B roadster. But for all Ford’s talk of Total Performance, it’s still clear that the Mustang has been designed and built to a price. The necessity of meeting cost goals meant that it had to share a maximum number of components with other models in the Ford line. Out of this situation sprang the advantage of an extremely wide availability of options for the Mustang, selected from the Falcon, Fairlane, and Galaxie MUSTANG CONVERTIBLE TEST 1967 Ford Mustang GT : seconds You’d think that dropping an anchor like the 390 engine into the Mustang would overload the front end and make it handle like a real dog, wouldn’t you? The puristi will glance at the specs and hoot derisively at the percent weight distribution and tell you the rig will never fly, right? In truth, even we expected the Mustang 390 GT to plow like an Ohio farmer. It doesn’t. The car we tested had over 400 pounds more weight on the front wheels than the last Mustang we tested—a 271-hp 289. There have been no basic changes in the Falcon-inherited suspension, yet the Mustang 390 GT has balance and handling. FULL MUSTANG GT TEST 1968 Ford Mustang Coupe: seconds The Mustang engine was all business. No chrome air cleaner or valve covers. Just plain old blue paint. Even the headers were kind of pale blue. Right on top was a super-tall aluminum, two 4-barrel inline intake manifold with a pair of 540-cfm Holleys and a paper-element air cleaner. There it was, tunnel-port fans, right in front of our very eyes. The real thing. “Well, yes, this is your regular to 1 compression ratio, dry-deck, tunnel-port 302,” allowed Ford Man, still a bit defensive from the tire discussion. “How many do ya want?” FULL MUSTANG TEST 1969 Ford Mustang Mach I: seconds It may just be that this time the stylists have done too good a job. Look at the Mustang Mach I, and you expect miracles—drive it, and they are not forthcoming. The pieces are there—most of them anyway—but the sum is far short of its parts. FULL MUSTANG MACH I TEST 1971 Ford Mustang Boss 351: seconds To race or not to race? Ford has finally decided. Not to. With all the pressure from ecologists and auto-safety advocates, Ford was finding it impossible to justify dropping four or five million at the tracks every year where people could see it. So no more racing. That sort of leaves the Boss 351 dangling from the end of the limb that has been cut off. The main purpose of its existence has been to fulfill the SCCA production requirement so that the factory racers would have something from which to build a juggernaut for the Trans-Am. But if the factory isn’t going to race them, who will? FULL MUSTANG BOSS 351 TEST 1974 Ford Mustang II Mach I: seconds While the Mustang II shares some standard compo­nents with the Pinto, it is not just another version of that econ­omy sedan—no more than the original Mustang was simply a Falcon. It has been built with the specific intention of coming into the market as a Super Coupe and, in terms of “feel,” it’s a success. As opposed to the sterile practicality and cost-trimming measures so dispassionately evident in American-made economy cars up to this time, the Mustang II in no way seems to be a cheap car. FULL MUSTANG II MACH I TEST 1976 Ford Mustang II Cobra II: seconds You can’t deny its initial appeal—a glorious sobriquet from the past, Carroll Shelby paint job, scoops, spoilers, white-letter tires, V-8 motor, and four on the floor. Sounds neat, but what you get is a mini Mark IV all dressed up in performance gear with nothing to make it go. Your mother-in-law deserves more than mph. To strangle a 302-cubic-inch motor down to a sickly 134 horsepower is an amazing—but embarrassing—feat of modern technology. FULL MUSTANG COBRA II TEST 1980 Ford Mustang Cobra: seconds First the bad news: The big motor’s gone. We say “big” with tongue firmly planted in cheek, because 1979’s 302-cubic-inch V-8 sucking life through a two-barrel straw was hardly what you’d call muscle bound. Nevertheless, this year’s plan is a smaller cylinder bore and less displacement to wring one more mile out of every precious gallon of gas. The new, 255-cubic-inch (4810 cc) V-8 also trims 25 pounds off front-end weight. What this costs you is roughly 10 horsepower compared with the 302 V-8’s 140 net horsepower output. Ford claims the change brings a fuel-economy improvement of mpg. FULL MUSTANG COBRA TEST HERE 1982 Ford Mustang GT: seconds Press on the Mustang’s gas pedal, and great things happen. An authoritative growl from under the hood is accompanied by screeches of rubber at the back of the car. This Mustang is at the moment the quickest machine made in America, and our internal sources at the Ford Motor Company suggest that efforts are afoot to keep Mustangs and Capris that way. FULL MUSTANG GT TEST HERE 1983 Ford Mustang GT: seconds The third-gen Mustang GT marked the start of a long climb out of the Dark Ages for American carmakers. Two oil shortages in the previous 10 years and the ratcheting up of emissions standards had diverted engineering resources into building smaller, more efficient cars. By 1983, though, the Camaro/Mustang performance race was on again. That rivalry was, like now, about more than just straight-line speed, so Ford also retuned the ’83 GT’s suspension for better handling and widened its Michelin TRX rubber for more grip. FULL MUSTANG GT TEST HERE 1996 Ford Mustang GT: seconds Now that the year-old redesign of the Ford Mustang has some miles on it, both Ford and the Mustang’s obsessed clientele are ready for a few important changes. A Mustang Cobra making more than 300 horsepower is certainly welcome. And finally banished from the ’96 Mustang GT is the ancient overhead-valve V-8, which—in various guises—has powered Mustangs since their inception. Certain purists may wail and gnash their teeth over this one, but it’s a transition we like. FULL MUSTANG GT TEST HERE 1999 Ford Mustang SVT Cobra: seconds Who ever thought a factory Mustang would command a price of $28,000? More surprising, who could have imagined that a Mustang would have an independent rear suspension? Well, the 1999 SVT Mustang Cobra lays claim to both those surprises and makes a strong case that the latter (abetted by a new 320-horsepower version of the four-cam, aluminum-block V-8) justifies the former. FULL MUSTANG SVT COBRA TEST HERE 2003 Ford Mustang Mach 1: seconds The Mach 1 earns its silver medal because it is brute fun. Drop the hammer, and with no especially refined technique, 60 mph is yours in a scalding seconds, just second behind a $34,750 SVT Cobra and the fastest time in this test by a full half-second. The first two shifts of the notchy box leave skid marks, and the fourth shift puts paid to 151 mph. FULL MUSTANG MACH 1 TEST HERE 2005 Ford Mustang GT: seconds It doesn’t happen often, but the hens in the henhouse sometimes kill the fox. That’s apparently what happened over at Henry’s glass henhouse in Dearborn. The GT’s SOHC modular V-8 now features 24 valves rather than 16. The three-valve heads permit an increase of 40 horses and 18 pound-feet of torque, although both improvements are realized at loftier revolutions. FULL MUSTANG GT TEST HERE 2010 Ford Mustang Shelby GT500: seconds Remember when 540 horses were enough to win Indy or set a Bonneville record? The Shelby lunges forward with a fearsome roar when you mash it, the acceleration making you startlingly heavy in the seat. Even so, Ford thought our quarter-mile was slow by a half-second, but after two test sessions in imperfect conditions—and after letting Ford’s own hot shoe take the wheel—we were unable to better the times. Ford figures the car should run quarters, maybe quicker. Maybe so—we await the proof. Meanwhile, it’s no quicker than a Chevy Camaro SS, which is about $17,000 cheaper. FULL MUSTANG GT500 TEST HERE 2011 Ford Mustang GT: seconds The 412 horsepower and 390 lb-ft of torque, the latter on a gloriously flat curve that peaks at 4250 rpm, are achievements. It’s enough to knock out a 60-mph sprint in seconds, and the quarter-mile in seconds at 109 mph, which are more or less Camaro SS times. Finally, a Mustang engine that doesn’t have to eat dust from a small-block. FULL MUSTANG GT TEST HERE 2013 Ford Mustang Boss 302 Laguna Seca: seconds Two. That’s how many times this author looked underneath the 2013 Boss 302 Laguna Seca to make sure some crafty Ford employee hadn’t replaced the solid axle with a fancy-pants independent-rear-suspension setup. It’s not as if the Boss were suddenly devoid of axle hop or radically more skilled at navigating off-camber curves and uneven pavement than are other current Mustangs, but Ford has finessed the stick axle to the point where it no longer spoils an otherwise good time. Still, we wanted to be 100 percent sure the company hadn’t slipped us a ringer. FULL MUSTANG BOSS 302 TEST HERE 2013 Ford Mustang Shelby GT500: seconds With a car like this, you inevitably focus on the numbers. The $54,995 GT500 coupe turns in a zero-to-60-mph sprint of seconds. Ferociously tall gearing means third gear is good for 140 mph and first gear is long enough to reach highway speeds. Even so, the quarter-mile passes in seconds. Slam a redline shift from second to third, and you’ll hear the rear tires chirp. We also saw an even g on the skidpad. FULL MUSTANG GT500 TEST HERE 2015 Ford Mustang GT: seconds With a six-speed manual sprouting up between the seats, the V-8 makes very short work of the first three gears. The accelerative rush is such that the somewhat cheesy Ground Speed label on the speedometer makes some sense, and the needle swings into triple digits very quickly. Zero to 60 mph is accomplished in seconds, and the quarter-mile lights tripped in 13 flat; our Mustang also hit 150 mph in well under 30 seconds. Also, there’s no Muzak version of the Daytona 500 played through the speakers in the Mustang. The GT’s V-8 soundtrack, although more subdued than we expected, is generated solely by combustion events and not electrons. We came away from this hushed GT thinking about refinement, not tinnitus. FULL MUSTANG GT TEST HERE 2016 Ford Mustang Shelby GT350 / GT350R: / seconds Not that the new Shelby isn’t quick, but it’s not a dedicated quarter-mile eater, either. The base GT350 reaches 60 mph in seconds after a somewhat difficult launch and does the quarter-mile in seconds at 117 mph. Perhaps not stunning numbers these days, but the test car did weigh 3796 pounds. With its 18-pound carbon-fiber wheels and stickier Michelin Pilot Sport Cup 2 tires, the R (at 3710 pounds) makes it to 60 in seconds and through the quarter-mile in seconds at 119 mph. Guess what? Porsche 911 GT3 drivers don’t jump up and down about drag-strip times. Stats that matter to them more are skidpad grip and braking distances. There, the 350 and 350R pull g and a startling g, while stopping from 70 mph in 152 feet and 146 feet. Ford’s priorities become clear when you check the track-sheet data. FULL MUSTANG GT350 TEST HERE 2018 Ford Mustang EcoBoost: seconds The Ford Mustang's punchy turbocharged inline-four EcoBoost engine was available with its own Performance Pack for the 2018 model year, and like today, comes with a 10-speed automatic. If you recall, the last EcoBoost we tested was a 2015 example that had four fewer gears to mess around with. The extra speeds help in a straight line, as the 2018 EcoBoost goes from zero to 60 mph in seconds flat. That's an improvement of seconds over the 2015 model. FULL MUSTANG ECOBOOST TEST HERE 2019 Ford Mustang Bullitt: seconds We've been in love with the Ford Mustang Bullitt since we first saw it on screen with Steve McQueen. Instead of making us pine for our own, Ford sent one for a 40,000-mile long term test, and we recently got our car out to the test track. It makes good use of its 480 horsepower on the way to 60 mph in seconds. It's slower than the less powerful GT to 60 mph because the Bullitt comes with a sweet manual transmission with a cue-ball shifter, a concession that's worth the half-second loss. FULL MUSTANG BULLITT TEST HERE 2020 Ford Mustang Shelby GT500: seconds 2021 Ford Mustang Mach 1: seconds A 480-hp all-motor throwback, the Ford Mustang Mach 1 is what's leftover now that the Bullitt and Shelby GT350 have been discontinued. The Mach 1 has 20-hp more than the standard Mustang GT, uses the six-speed manual transmission from the GT350, but will also offer a 10-speed automatic. Our test car used the proper six-speed, and sticky Michelin Pilot Sport Cup 2 tires for a acceleration run to 60 mph. Although not as quick as the GT Performance Package 2 or GT350, the Mach 1 trailed behind by only a couple tenths of a second. FULL MACH 1 TEST RESULTS 2021 Ford Mustang Mach-E: seconds Fords use of the Mustang name for its all-electric crossover was controversial. The dual-motor Mach-E we tested has 346-hp, but unlike previous Mustangs, you can't hear any of it. It tipped the scales at 4856 pounds; the heaviest Mustang ever. It's to 60 mph beats the 300-hp fifth-gen Mustang GT and went from 50–70 mph in just seconds. We managed 350 miles of highway range in this all-wheel-drive Mustang, and whether you agree with the name or not, saddle up because the Mach-E won our EV of the Year award for 2021. FULL MACH-E TEST RESULTS A Brief History in Zero-to-60-MPH for the Chevrolet Corvette This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at Adding power may make a better sport coupe, but it doesn’t always make a better ragtop, and Ford’s ’96 Mustang Cobra Convertible is yet another case in point. I don’t mean to suggest that the 305-horsepower, all- aluminum version of Ford’s V8 engine makes the going less stimulating. Au contraire. Its performance is distinctly different from the big liter V8s available in the Chevrolet Camaro and Pontiac Firebird. But when all those valves (32 of ’em) and overhead camshafts (four) start turning at higher speeds — 4,000 and above — this engine is pure delight. As addictive as it is, however, the engine’s additional power also magnifies the basic weakness of this chassis. Even though the current Mustang was specifically engineered with the convertible in mind, and Ford’s Special Vehicle Team has done extensive strengthening for the Cobra version, there’s still too much flex in the chassis. And that adds up to a car that isn’t quite sure what it wants to be. For all the engineering updates that went into the latest Mustang make over, Ford stopped well short of a redesigning the car from the ground up. Even though this is America’s favorite sporty car, its annual sales didn’t justify the investment that go with an all- new car. As a result, this is the oldest chassis in Ford’s entire inventory, rear-wheel drive or otherwise. New suspension components and other engineering tweaks can give an old chassis a new lease on life in terms of ride and handling. The Mustang Cobra coupe provides striking proof. But they can’t really compensate for the absence of a roof. As a consequence, the convertible version has shakes and shudders in bumpy going that don’t show up in the coupe. I emerged from a week of driving the Cobra convertible with a sense of the engine being considerably faster than the rest of the car. In sporty driving on twisting back roads, the rear end hops around nervously on small chatter bumps, and overall ride is compromised by little things like freeway expansion joints, which become just a bit too perceivable to both the driver and passengers. Structural compromises also show up in the noise department. Convertibles are notorious for accumulating rattles and squeaks as time goes by, and our Cobra tester had already developed one rattle somewhere in the left rear quarter, even though there were fewer than 2,500 miles on the odometer. With a suspension tuned to deliver sports-car handling, plus aggressive low-profile tires, it seems likely to me that other irritating body and chassis noises will join in as mileage accumulates. There was another noise source in our test car that had nothing to do with the structure. The Mustang Cobra only comes with a five-speed manual transmission. An automatic is not even an option. That transmission and rear end produce a little mo re gear whine than is really acceptable by contemporary standards. This is audible at almost all speeds, but it becomes particularly annoying in fifth gear at fast freeway velocities. Drivetrain noise such as this might be OK in a racing machine, but it’s out of place in a street car. On the plus side of the noise ledger, the V8 engine produces very sophisticated music when it’s making power. It’s not the lazy basso rumble we’ve been conditioned to by decades of Detroit overhead valve V8s, but I find the blend of whiskey tenor exhaust and precision-orchestrated overhead cam machinery is every bit as seductive. While the big difference between the Cobra and the other Mustang convertibles lies in things that don’t show at a glance, there are a few visible reminders. The Cobra coupe and convertible come with their own unique set of handsome 17-inch aluminum alloy wheels, and sporty bucket seats with better than average lateral support and ery good long-haul comfort. The seats in our test car were clad in creamy black leather that made a spiffy contrast with the arctic white exterior and the white top, a combination that got plenty of longing looks during a weekend of cruising the Hamptons on New York’s Long Island. Another interesting Cobra touch is the instrument package. By day, the gauges are white with black markings. But at night, the lighting reverses the effect, and the numbers glow bluish white on black. Gimmicky, perhaps, but definitely cool. Our tester was also equipped with a very good AM/FM/CD sound system, although its controls could use the upsizing we’ve seen in some other newer Ford products. Operation of basic systems was precise and free of glitches. The top is simple. Undo the two latches atop the windshield, touch a button and down it goes. There’s a glass rear window — no concerns with plastic window fogging or cracking — equipped with an electric defogger, and the top seals well. No wind whistles and no leaks in our car-wash check. Shift engagements for the five-speed transmission were exemplary, and the steering provided good road feel, albeit with a little more low-speed power assist than I like in a car conceived to satisfy sporty appetites. Braking performance, with big discs and standard antilock, is first rate. Like most sporty coupes and convertibles, the Mustang is very short on rear-seat legroom and trunk space. If four-passenger seating is a priority, Chrysler’s Sebring JXi is worth a look, although you’ll give up the option of V8 punch that’s available in the Mustang, Camaro and Firebird. If you want four-passenger seating with performance, the Saab 900 V6 and 900 Turbo convertibles are possibilities, although the price goes up to around $40,000. Our Cobra convertible test car was some 10 grand south of that, but still in the realm that’s likely to make most of us think more than twice. The basic Cobra ragtop starts at $28,105, a figure that includes the comfort and convenience features you’d expect of a car in this price class. Our test car was enhanced by a $1,335 preferred equipment package that provided leather seats, compact disc player and antitheft system, pushing the total perilously close to the $30,000 frontier. Naturally, this includes the extensive suspension tweaking by the Special Vehicle Team plus that superb 305-hp V8. But it seems to me that the Cobra convertible makes promises it can’t quite keep. True, the power is intoxicating, but its handling and ride don’t quite keep up. Beyond that, this engine likes revs. It doesn’t have the kind of relaxed muscle you get in the 285-hp versions of GM’s V8s, which are offered with an automatic transmission option. Classic American pony-car ragtops are all about cruisin’ and lookin’ good. The Cobra convertible certai nly does this, but the GT version — with its 215-hp V8 — does it just as well, for about $4,000 less. If you’re interested in all-around performance — handling, as well as straight ahead — the Cobra coupe is an excellent choice. But unless you happen to be a collector, the Cobra convertible is harder to justify. Without a roof, the Mustang Cobra is like a star sprinter trying to run the 100-yard dash in street shoes. He’ll look good trying to do it, but it doesn’t quite make sense. SPECS: Rating: 2 wheels Vehicle type: Front-engine, rear-drive, four-seat convertible Key competitors: Chevrolet Camaro Z28, Pontiac Firebird Trans Am Base price: $28,105 Price as tested: $29,440 Standard equipment: ABS; dual air bags; air conditioning; AM/ FM/cassette sound system; power top, seats, windows and m rrors; keyless remote entry; cruise control Engine: 305-hp, V8 EPA fuel econ.: 18 city/26 hwy. Curb weight: 3,540 pounds Wheelbase: inches Length: inches Width: inches Height: inches Where assembled: Dearborn The 2022 Ford Mustang comes equipped with a Gas I4 that makes 310 hp @ 5500 rpm horsepower and 350 @ 3000 rpm of torque. The car takes seconds to reach 60 MPH from a standstill while it is able to run a quarter-mile in seconds. All the trims are powered by the same engine, hence, there is no change in the performance figures as you go up the Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileEcoBoost Premium 2dr Coupe ( 4cyl Turbo 6M) secUsed Ford Mustang for SaleNew Ford Mustang for SaleLoading...Home Delivery23Excellent dealRMV: $66,145Watkins Glen, NYMSRP $35,82013Price Drop, $2000Previous Price: $38995, 19 Jul 2022Excellent dealRMV: $66,145Saint Charles, ILMSRP $40,1757Excellent dealRMV: $66,145Hawthorne, CAMSRP $38,74516Excellent dealRMV: $66,145Hawthorne, CAMSRP $38,74521Excellent dealRMV: $66,145Andalusia, ALMSRP $39,86025Excellent dealRMV: $46,960Hawthorne, CAMSRP $28,86523Excellent dealRMV: $46,96010Excellent dealRMV: $46,96017Excellent dealRMV: $46,960When compared with the rivals, the 2022 Ford Mustang comes out as the quickest car to run from zero to 60MPH taking a mere second to do so. Moreover, the 2022 Ford Mustang takes just seconds for the quarter-mile run making it the best accelerating car in the segment. The car never seems to run out of juice, provides an exhilarating driving experience and will surely fulfill your performance Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mile2022 Ford sec2022 Tesla Model 3 sec-2022 Dodge sec2021 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (70 - 0 MPH)EcoBoost 2dr Coupe ( 4cyl Turbo 6M) sec165 Premium 2dr Coupe ( 4cyl Turbo 6M) sec-EcoBoost 2dr Coupe ( 4cyl Turbo 10A) sec-EcoBoost High Performance 2dr Coupe ( 4cyl Turbo 10A) sec-EcoBoost High Performance 2dr Coupe ( 4cyl Turbo 6M) sec-EcoBoost Premium 2dr Coupe ( 4cyl Turbo 10A) sec-EcoBoost Premium High Performance 2dr Coupe ( 4cyl Turbo 10A) sec-EcoBoost Premium High Performance 2dr Coupe ( 4cyl Turbo 6M) sec-Used 2021 Ford Mustang for SaleNew Ford Mustang for Sale2021 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (70 - 0 MPH)Braking (60 - 0 MPH)2021 Ford sec165 Dodge sec151 BMW 2 - sec-113 Chevrolet Camaro4 - sec--2021 Audi - sec-106 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileEcoBoost 2dr Coupe ( 4cyl Turbo 6M) secEcoBoost Premium 2dr Coupe ( 4cyl Turbo 6M) secEcoBoost 2dr Coupe ( 4cyl Turbo 10A) secEcoBoost High Performance 2dr Coupe ( 4cyl Turbo 10A) secEcoBoost High Performance 2dr Coupe ( 4cyl Turbo 6M) secEcoBoost Premium 2dr Coupe ( 4cyl Turbo 10A) secEcoBoost Premium High Performance 2dr Coupe ( 4cyl Turbo 10A) secEcoBoost Premium High Performance 2dr Coupe ( 4cyl Turbo 6M)5 secUsed 2020 Ford Mustang for SaleNew Ford Mustang for Sale2020 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2020 Chevrolet sec-2020 Audi - sec106 Nissan 370Z5 sec113 Ford Mustang5 - - sec-2020 Dodge sec104 BMW 2 - sec-2019 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)EcoBoost Premium 2dr Coupe ( 4cyl Turbo 6M) sec97 2dr Coupe ( 4cyl Turbo 6M) sec97 2019 Ford Mustang for SaleNew Ford Mustang for Sale2019 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (70 - 0 MPH)Braking (60 - 0 MPH)2019 Subaru sec164 BMW 4 - 6 - sec-110 Ford sec-97 Dodge sec173 Toyota sec-109 Cadillac ATS sec-129 Ford sec-112 Dodge sec-110 Kia - sec174 BMW 2 sec-80 Chevrolet - - sec-93 Honda Civic Si sec-106 Toyota - 11 - sec174 Cadillac sec-121 Genesis - sec13 - sec158 Audi sec154 Ford sec184 Nissan sec-103 Jaguar F-TYPE sec-112 Maserati sec-135 Mercedes-Benz AMG SLC sec13 sec-102 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)EcoBoost 2dr Coupe ( 4cyl Turbo 6M) sec97 Premium 2dr Coupe ( 4cyl Turbo 6M) sec97 2018 Ford Mustang for SaleNew Ford Mustang for Sale2018 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (70 - 0 MPH)Braking (60 - 0 MPH)2018 Ford - - sec-97 Honda Civic sec-117 Chevrolet Corvette sec-100 Chevrolet Camaro sec-107 Audi sec154 Nissan sec-103 Lexus RC sec-102 Subaru - - sec164 Ford Mustang Shelby GT350 Coupe4 sec-106 Dodge sec173 Toyota sec-109 BMW sec-104 Chevrolet Corvette Grand sec-100 BMW 2 - - 14 sec-80 Chevrolet sec-93 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)EcoBoost 2dr Coupe ( 4cyl Turbo 6M) sec97 Premium 2dr Coupe ( 4cyl Turbo 6M) sec97 Coupe ( 6cyl 6M) sec97 2017 Ford Mustang for SaleNew Ford Mustang for Sale2017 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (70 - 0 MPH)Braking (60 - 0 MPH)2017 Dodge - - sec173 Toyota - - 16 sec-109 Audi sec13 sec158 BMW 2 - - sec-80 Chevrolet sec-93 Ford sec-97 Honda Civic sec-117 BMW sec-135 Audi sec154 Nissan - - sec-103 Honda Accord sec-135 Subaru - sec164 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)EcoBoost Premium 2dr Coupe ( 4cyl Turbo 6M) sec17 sec108 2dr Coupe ( 4cyl Turbo 6M) sec17 sec108 Coupe ( 6cyl 6M) sec17 sec118 2016 Ford Mustang for SaleNew Ford Mustang for Sale2016 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2016 Audi sec103 Nissan - - sec106 Subaru - - sec114 Dodge sec111 Chevrolet Corvette - sec12 - sec93 Scion - - sec117 BMW 2 - sec111 Chevrolet - - 15 sec110 Ford sec17 sec108 - 118 Honda Civic - - sec115 - 118 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)EcoBoost Premium 2dr Coupe ( 4cyl Turbo 6M) sec108 2dr Coupe ( 4cyl Turbo 6M) sec108 Coupe ( 6cyl 6M) sec118 2015 Ford Mustang for SaleNew Ford Mustang for Sale2015 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2015 Chevrolet Corvette - sec12 - sec93 BMW sec106 Scion sec117 BMW 2 Series5 - sec111 Chevrolet Camaro4 - - sec103 - 110 Ford - sec108 - 118 Honda Civic - - sec115 - 118 Audi sec103 Nissan - - sec106 Lexus RC sec106 Subaru - - sec114 Dodge - - sec111 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)Premium 2dr Coupe ( 6cyl 6M) sec112 Coupe ( 6cyl 6M) sec112 2014 Ford Mustang for SaleNew Ford Mustang for Sale2014 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2014 Nissan - - sec101 Subaru sec114 Dodge Challenger R/T Coupe5 sec106 Scion sec117 Chevrolet - - sec111 Ford sec112 Dodge Challenger6 sec106 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)Boss 302 2dr Coupe ( 8cyl 6M) sec113 2dr Coupe ( 6cyl 6M) sec112 Coupe ( 6cyl 6M) sec112 2013 Ford Mustang for SaleNew Ford Mustang for Sale2013 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2013 Scion - - sec117 Chevrolet - - sec111 Ford - - sec112 - 113 Dodge Challenger R/T sec114 Nissan - - sec101 Subaru - - sec114 Dodge sec114 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)Boss 302 2dr Coupe ( 8cyl 6M) sec109 2dr Coupe ( 6cyl 6M) sec-2dr Coupe ( 6cyl 6M) sec-Used 2012 Ford Mustang for SaleNew Ford Mustang for Sale2012 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2012 Nissan - - sec101 Hyundai Genesis - - sec112 - 133 Dodge Challenger R/T sec114 Chevrolet - - sec117 Dodge sec114 Ford - - sec109 Ford Mustang 0-60 and Quarter Mile all TrimsTrim Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)Premium 2dr Coupe ( 6cyl 6M) sec14 sec103 Coupe ( 6cyl 6M) sec114 2011 Ford Mustang for SaleNew Ford Mustang for Sale2011 Ford Mustang vs. Competitor's 0-60 and Quarter MileCar Name0-60 MPHStanding 1/4-mileBraking (60 - 0 MPH)2011 Chevrolet - - sec117 Dodge Challenger R/T Coupe5 sec114 Ford - sec14 - sec103 Mazda sec122 Nissan - 5 - sec101 Dodge sec114 2022 Ford Mustang Links:0-60 and Quarter Mile TimesMPGDimensionsUser Reviews

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