2022 Ford Mustang

The 2022 volume GT trim uses the Gen 3 5.0L Ti-VCT Coyote V8 rated at 460 hp; EcoBoost 2.3T makes 310 hp, the Mach 1 uprated V8 makes 470 hp, and the range-topping Shelby GT500 (its final year) makes 760 hp from a 5.2L supercharged Predator V8.

GT Coyote delivers 420 lb-ft @ 4600 rpm; the 2.3L EcoBoost makes 350 lb-ft on a broad flat torque plateau; Mach 1 is tuned for higher-rpm delivery at 410 lb-ft; GT500 pins the range at 625 lb-ft.

Instrumented tests place the 2022 GT with 10-speed automatic and Performance Package at 4.2 seconds to 60 mph; the manual GT is around 4.5 seconds; the EcoBoost runs ~5.1 seconds; the GT500 hits 60 in the low-3s (3.3 s per MotorTrend testing).

The 5.0 Coyote V8 is smooth, free-revving and immediately responsive — one of the class benchmarks for character and delivery. The EcoBoost 2.3T is punchy but reviewers routinely note it sounds coarse and generic under load, and the aging port-and-direct-injection Coyote can drone at cruise. Composite lands in the upper-70s, a touch below the S650 refresh (which added intake improvements).

Ford's 10R80 10-speed automatic is widely praised — quick, decisive shifts, keeps the V8 on the boil, and rarely hunts in Sport. The Getrag MT-82 6-speed manual is one of very few affordable V8 manuals left and is well-geared with rev-matching on Performance Package cars, though the shifter has been criticized for occasional notchiness. Some reviewers noted 10AT calibration friction paired with the EcoBoost four.

Every 2022 Mustang trim — EcoBoost, GT, Mach 1, Shelby GT500 — is rear-wheel drive only. Ford does not offer AWD anywhere in the lineup, a genuine drawback in the northern half of the US market versus AWD rivals like the Dodge Challenger GT/R/T AWD or Porsche 911 Carrera 4.

Four distinct powertrains available in 2022 — 2.3L EcoBoost turbo four, 5.0L Coyote V8 (GT), 5.0L uprated V8 (Mach 1), and the 5.2L supercharged Predator V8 (final-year Shelby GT500) — an unusually wide spread that spans daily-driver to 760-hp track weapon. Zero electrification (no hybrid, PHEV, or EV variant), which caps the score below the top band per the 'includes electrified options' criterion.

EPA combined for the volume 2022 EcoBoost 2.3T 10-speed automatic fastback is 25 MPG. The 2022 model is S550 (pre-S650 refresh); the EcoBoost had already dropped its manual gearbox for MY2020+, so this auto is the only I4 configuration. V8 trims fall to 17–18 MPG, and the Shelby GT500 DCT bottoms out at 14 MPG.

The volume EcoBoost auto returns 21 city MPG per EPA — poor relative to a coupe city band that reaches 60 MPG for hybrid competitors. V8 trims sink to 14–15 city and the supercharged GT500 to 12.

EcoBoost highway MPG (32) is the 2022 Mustang's efficiency high point — respectable for a performance coupe but well behind sedans/hybrids that clear 50 hwy. V8 trims sit at 21–24 hwy, and the GT500 falls to 18.

The 2022 S550 fastback carries a 15.5-gallon tank; at EPA 25 MPG combined the EcoBoost auto covers roughly 388 miles — middling for the coupe segment. V8 GT drops to ~279 mi, Mach 1 ~264 mi, and the Shelby GT500 lands near ~217 mi.

At 15,000 mi/yr and EPA-referenced 2022 premium fuel of ~$4.05/gal, the volume EcoBoost burns ~600 gal for roughly $2,450/yr per fueleconomy.gov's original 2022 sticker. V8 trims run ~$3,350 (GT) to ~$3,550 (Mach 1), and the Shelby GT500 climbs to ~$4,350 — the model average lands near the top of the coupe cost band.

Every 2022 Mustang engine — EcoBoost 2.3T, GT 5.0, Mach 1 5.0, Shelby GT500 supercharged 5.2 — is rated on premium 91 octane; Ford lists 87 as the minimum, but published horsepower/torque figures assume premium. No E85, no diesel, no home-charging option, and no hybrid to sidestep the premium cost. Every trim carries the same premium expectation, so the score sits in the lower half of the 'recommended but not required' band.

NHTSA rated the S550-generation Ford Mustang 2-door coupe 5 stars overall — 5-star side barrier and 4-star rollover, with 5-star driver / 4-star passenger frontal results. The 2022 model carries the same platform and structural design, so the ratings carry forward.

The 2022 Mustang was not designated a Top Safety Pick. Under the S550's IIHS crashworthiness slate: Good moderate-overlap front, Good original side, Good roof and head restraints — but Acceptable small-overlap driver and Marginal small-overlap passenger, keeping it out of the award tier. Solidly middle-of-band, not top.

Ford Co-Pilot360 is standard on every 2022 Mustang 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 remains optional (Co-Pilot360 Assist+ package) rather than standard — keeping it out of the top band.

Ford's Pre-Collision Assist with pedestrian detection on the 2022 Mustang has not been individually IIHS-rated for front crash prevention. The same generation of the system in tested Ford platform mates earns Superior daytime and Advanced/Basic night pedestrian results — adequate daytime, weaker night detection.

BLIS (Blind Spot Information System) with Cross-Traffic Alert is standard on every 2022 Mustang trim as part of the standard Co-Pilot360 suite. Alert-only, no active steering intervention, and no trailer coverage (not applicable to a coupe).

The 2022 Mustang's Lane-Keeping System offers lane-departure warning plus a corrective steering nudge — Ford does not offer true lane centering on the coupe. Reviewers describe it as usable but reactive, well behind competitors with full centering assist.

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

Ford's BlueCruise hands-free highway system is not offered on the 2022 Mustang at any trim — it debuted on the F-150 and Mustang Mach-E and has never been extended to the Mustang coupe. Bottom of the guidance band.

LED headlamps with auto high-beams are standard on all 2022 Mustangs; IIHS rated the S550 Mustang's headlights Marginal on most trims with Acceptable results on some upper packages. Sits at the boundary between mid and lower guidance bands.

Reviewers consistently flag the Mustang coupe's compromised sightlines — thick B/C pillars, high beltline, and a small rear window with fastback slope create significant blind zones. A standard rear-view camera helps when reversing but not in daily traffic; 360-degree camera is not offered. Below average even against other coupes.

The Mustang coupe is a nominal 4-seater, but LATCH access requires folding a front seat, ducking under the low roofline, and reaching into a cramped rear bench. Rear headroom is limited enough that many child seats — especially rear-facing — will contact the sloping backlight. Firmly in the difficult-anchors, tight-quarters band.

Standard 2+2 fastback coupe configuration across EcoBoost, GT, and Mach 1 trims for 2022; rear seats are token/child-size.

Manufacturer-published front headroom for the 2022 Mustang fastback; unchanged across the S550 sixth-generation run (2015-2023).

Class-leading front legroom for a coupe — the driver's cell is generous even for tall occupants; unchanged since S550 launch.

The fastback's sharply raked roofline crushes rear-seat headroom below the segment band; children and short teens only.

Rear legroom is well below the coupe band's floor of 32 in — the back seat is emergency/child-only, not adult-usable.

Above-average trunk for a 2+2 sports coupe — takes a set of golf clubs or two carry-ons — but well short of a sedan.

Sports-coupe basics: modest center console bin, shallow door pockets, small glovebox, and folding rear seatbacks that extend the trunk pass-through. No clever innovations, and the retro-styled dashboard offers less small-item stowage than mainstream rivals.

Standard front seats are comfortable enough for daily driving but lack strong lateral support (Recaros are optional on GT/Mach 1). The rear bench is punishing for anyone over 5'6" — knees-to-seatback contact and headliner intrusion.

Independent rear suspension keeps the S550 more compliant than the Camaro/Challenger over broken pavement, but base setups feel busy and Mach 1 with MagneRide (Handling Package) firms things up considerably. Grand-touring feel on GT Premium; harsher on Performance Package cars.

Loud for a modern coupe — active exhaust (standard on GT/Mach 1) broadcasts intake and exhaust at cruise, road noise on coarse pavement is prominent, and wind noise around the A-pillars is noticeable at highway speed. Trails the S650's improved sound package.

Dual-zone automatic climate control, push-button start, and keyless entry are standard across the range; heated + ventilated front seats and heated steering wheel arrive on Premium trims. No rear climate vents (2+2 cabin). Slightly less standard equipment than the refreshed S650.

2022 Ford Mustang EcoBoost fastback (base coupe) MSRP was $27,205 plus the $1,195 destination charge in effect for the 2022 model year.

The 5.0L V8 GT fastback is the volume/iconic Mustang trim; EcoBoost Premium is a close second at ~$32,470 and GT Premium at ~$41,315.

Sports coupe maintenance is above sedan norms owing to sport tires, brakes, and V8 service (oil/coolant, spark plugs); Ford dealer service network keeps parts affordable relative to European rivals.

The Mustang GT is a resale standout for a mainstream American coupe thanks to enduring V8 demand and the S550 sunset in 2023; EcoBoost variants trail the V8 by several points.

Ford's standard new-vehicle bumper-to-bumper coverage for 2022 was 3 years / 36,000 miles across the Mustang lineup — the industry floor.

Ford's standard powertrain coverage for the 2022 Mustang matches the segment floor; no extended coverage above the base terms.

Ford does not include any complimentary scheduled maintenance on the 2022 Mustang. Owners get 5 yr / 60,000 mi Roadside Assistance and a FordPass Connect trial with remote start/lock via the app — modest perks but no free service visits.

$37,315 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $18,658) leaves about $18,658 in depreciation. Add the projected $6,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,058 in total.

By 2022 the S550 Mustang was a mature, penultimate-year platform with a settled bug list — Consumer Reports predicted-reliability scores landed in the mid-range for the segment and J.D. Power gave the 2022 Mustang an 82/100 'Great' Quality & Reliability score, with the main soft spot being the 10R80 automatic's documented shudder pattern.

Ford has consistently sat mid-to-lower pack in Consumer Reports brand reliability rankings and J.D. Power VDS in the years surrounding 2022, competent but not a dependability leader like Toyota or Porsche.

The 2022 Mustang carries a moderate NHTSA recall load (roughly 4-6 recalls covering rearview camera image, PCM software, and instrument cluster items) with no systemic engine or fire recalls; TSBs cluster on the 10R80 automatic's shudder/harsh-shift pattern but the S550 is not a recall outlier for its segment.

The 5.0L Coyote V8 (Gen 3 in 2022) has an 11-year production track record with strong 200k+ mile owner reports and enormous enthusiast documentation; the 2.3L EcoBoost is proven across the Ford lineup, though the shared 10R80 10-speed automatic has a well-known torque-converter shudder issue that clips the score.

The S550 Mustang's cabin drew consistent criticism from reviewers for hard plastics, budget-feeling switchgear, and dated architecture relative to its premium price class — Mach 1 and Premium trims add soft-touch upgrades but the baseline material story trails German and Japanese rivals at similar money.

By its penultimate year, S550 assembly at Flat Rock had settled — panel gaps and initial-quality reports are generally solid with scattered rattle complaints on convertibles; J.D. Power 2022 IQS placed Ford near industry average.

Ford operates one of the densest US dealer networks (~2,900 dealers) with easy access from virtually any market — service-satisfaction scores in J.D. Power CSI sit middle-of-pack for mass-market brands, so the coverage advantage isn't matched by class-leading service experience.

The Mustang has arguably the largest aftermarket support of any modern American car — parts from Ford Performance, Steeda, Roush, LMR, AmericanMuscle, and Summit are abundant and competitively priced; RepairPal ranks the Mustang's ownership costs below the sports-car segment average.

The 2022 S550 Mustang carried an 8-inch center touchscreen across every trim from EcoBoost through Mach 1 and GT500. Ford never offered a larger display on this generation.

SYNC 3 remained one of the more usable legacy systems in 2022 thanks to logical tile menus and generous physical controls (volume/tune knobs, redundant HVAC buttons). By 2022 it looked and felt dated versus SYNC 4 rivals with sharper graphics and larger displays, but response speed and layout logic were still well regarded by reviewers.

Apple CarPlay and Android Auto were standard on all 2022 Mustang trims, but SYNC 3 in the S550 required a wired USB connection — wireless phone projection did not arrive on Mustang until the S650/SYNC 4 in 2024. Standard-on-every-trim wired projection lands in the middle of the rubric's wired band.

SYNC 3 voice control handled destinations and phone/media commands adequately but is command-based rather than natural language. Optional embedded navigation with SiriusXM Traffic was available in higher packages; most owners default to CarPlay/Google Maps.

Base six-speaker system is unremarkable, but the available B&O Play 12-speaker premium audio (standard on Premium trims, optional on EcoBoost/GT base) is genuinely good, and Mach 1 / Shelby models upgrade to a 1,000-watt B&O setup. Availability across Premium trims lifts this above segment average.

A fully digital 12-inch LCD instrument cluster with configurable Normal, Sport, and Track views is standard on GT Premium and Mach 1 and optional on EcoBoost Premium — one of the better full-digital clusters in a mainstream coupe. Base EcoBoost still uses analog gauges with a 4.2-inch info display, which caps the score below the top tier.

The S550 Mustang predates Ford's Power-Up whole-vehicle OTA program (which launched with SYNC 4/4A on Mach-E and 2021+ F-150). SYNC 3 supports Wi-Fi map updates but does not receive meaningful vehicle-wide software updates that add features.

FordPass Connect embedded modem is standard, and the FordPass app offers remote start (via automatic-transmission cars), lock/unlock, vehicle locate, fuel level, and scheduled start with a five-year included connectivity subscription. No digital key, and the app has had reliability grumbles, but the feature set is competitive.

Two front USB ports (one USB-A media, one USB-C) and a wireless charging pad available on Premium trims. Rear-row power is effectively absent — a byproduct of the 2+2 packaging. Adequate but not abundant.

Intelligent Access proximity entry and push-button start are standard on Premium trims and standard on the volume GT Premium / Mach 1 configurations. Remote start is available through the FordPass app on automatic cars. No phone-as-key on the S550 Mustang.

Rear-view camera is standard (federal mandate). Front and rear parking sensors are available on higher trims and packaged with the Safe & Smart bundle. No 360-degree surround-view camera and no automated parking offered — modest by 2022 standards but appropriate for the segment.

The S550 Mustang was never offered with a head-up display on any trim, including Mach 1 and Shelby GT500 — a clear gap versus the Camaro (available HUD) and premium coupe rivals.

Two-door S550 coupe with 30.6 in of rear legroom and long, heavy doors that swing wide in tight parking. LATCH anchors are provided at the outboard rear seats, but installing a rear-facing seat requires sliding a front seat far forward, and the fastback roofline forces adults to duck under to buckle a child. Slightly better rear room than the S650 successor but still regularly frustrating for daily family logistics.

Ford Co-Pilot360 is standard on 2022 Mustang: Pre-Collision Assist with AEB and pedestrian detection, Blind Spot Info System with cross-traffic alert, lane-keeping system, and auto high-beams. Adaptive cruise control, evasive steer assist, and rear-occupant alert require the optional Co-Pilot360 Assist+ package, and no rear-occupant alert is offered on base trims. NHTSA gives the coupe 5 stars overall but IIHS does not name it a Top Safety Pick, so the safety proposition is respectable rather than best-in-class.

Front seats are supportive over long distances, but 30.6 in of rear legroom and a low fastback roof make the back seat borderline unusable for adults or older kids beyond short hops. No rear climate vents, no rear USB on volume EcoBoost trim. The 13.5 cu ft fastback trunk swallows a couple of soft-side bags but not the amount of gear a family of four packs for a long weekend.

The volume EcoBoost pairs a 310-hp 2.3L turbo with a well-sorted 10-speed automatic that is smooth in traffic and delivers a comfortable ride on standard 18-in wheels. Forward visibility over the long hood is good, but the fastback C-pillars create real over-shoulder blind spots and the wide (75.4 in) body feels large in narrow lanes. Adaptive cruise control is optional (Co-Pilot360 Assist+) rather than standard on the volume EcoBoost, capping the daily-driver score.

The volume EcoBoost automatic returns 21/32/25 mpg on the EPA cycle — reasonable for a rear-drive sports coupe but nothing exceptional. It runs on regular fuel; upgrading to the GT drops combined MPG to 18 on premium-recommended fuel and pushes annual fuel cost above $3,000. Performance tires, brakes, and Ford dealer service on a specialty coupe run above mainstream commuter cars.

At 188.5 in long and 75.4 in wide with a ~40 ft turning circle, the Mustang is a mid-size two-door that feels large in urban lots and city intersections. A standard rear-view camera helps, but no 360-degree camera is offered even on Premium trims (that arrived with the S650). Long, heavy doors, a low nose, and thick C-pillars make tight parking and lane changes a chore compared with a compact coupe like the Audi TT.

Not rated for towing in the US — Ford does not publish a factory tow capacity for the 2022 Mustang, and dealer-installed hitches are for bike racks only. No bed, no meaningful payload, 13.5 cu ft trunk with a shallow aperture. There is essentially no work capability of any kind.

The Coyote 5.0L V8 and 2.3L EcoBoost drivetrains are proven and Ford's dealer network is broad, but the Mustang was engineered as a performance coupe with leather/ActiveX surfaces, low-profile tires, and no wash-out cargo area. It has no fleet-work reputation and is not marketed for hard-use duty.

No factory 120V outlet, no factory tow hitch, no roof-rack system, no meaningful bed or bed-substitute. Cargo tie-downs are limited to a few small hooks in the trunk. The Mustang has a large aftermarket for performance, not for work.

Front sport seats are comfortable over long hauls (Recaros optional on GT/Mach 1), and the 10-speed auto with long-legged 6th-10th gears settles the cabin at highway cruise. However, the EcoBoost's 15.5-gal tank at 32 hwy mpg gives ~495 mi of highway range while the GT drops to ~370 mi on premium at 24 hwy mpg. Adaptive cruise is optional rather than standard on the volume trim, and Sync 3 lacks the driver-assist integration of newer Ford systems — both trim fatigue-reduction on multi-hour drives.

Rear-wheel drive only — no AWD offered at any price — ~5.0 in of ground clearance, low-profile summer or all-season performance tires depending on trim, no roof rails, and no factory hitch. Snow performance depends entirely on aftermarket winter tires, and any gravel road with real texture will scrape the front splitter. Pavement-bound with almost no outdoor utility.

13.5 cu ft fastback trunk is above average for a sports coupe (roughly 2x a Porsche 718's front trunk), and a fold-down rear seatback opens a small pass-through for long items like skis or a golf bag. But there is no hatchback flexibility, no roof rails, no factory hitch, and the shallow trunk lid opening limits bulky-item loading.

S550 GT with Performance Package (PP1) — Torsen LSD, optional MagneRide, 19x9/9.5-in wheels on Michelin Pilot Sport 4S — is composed and confidence-inspiring, with Car and Driver measuring ~0.96 g on the skidpad. Mach 1 with Handling Package pushes past 0.98 g and is one of the best-handling factory Mustangs ever built. The independent rear suspension (standard since 2015) settles quickly, though the S550's narrower front track and lighter aero package show up vs. the S650 successor. Rates a step above Camaro (70.6) and near Nissan Z (74.6); Mach 1 punches into the low 80s.

S550 electric power steering offers three driver-selectable modes (Normal, Sport, Comfort); reviewers consistently praise on-center precision and linear weight buildup in Sport, but call feedback filtered compared to Porsche or BMW benchmarks. Normal mode is criticized as too light. On par with S650 successor and better than most muscle-car peers.

GT Performance Package adds Brembo 6-piston front calipers on 15-in rotors; instrumented 70–0 stops land around 152–158 ft in period testing — competitive with Cayman and Z. Pedal is firm and progressive with strong fade resistance across repeat runs. Base GT (4-piston front) is a step down but still capable. 2022 Shelby GT500 (final year) with optional Carbon Fiber Track Package brings 16.5-in front rotors and is best-in-class for the segment.

Gen 3 Coyote 5.0 V8 (port + direct injection, 460 hp) is free-revving to 7,500 rpm with immediate throttle response — no lag, minimal driveline shudder. The 10R80 10-speed automatic shifts crisply and intelligently after multiple software revisions since 2018. MT82 6-speed manual with rev-matching (standard on GT with Active Valve Exhaust) is engaging if not premium. EcoBoost 2.3T pulls cleanly but reviewers note occasional 10AT hunting under partial throttle; GT500's Tremec 7-DCT is class-leading. Composite lands just below the S650 mark because S550 drivability polish is a half-generation behind.

Active Valve Performance Exhaust delivers the signature Coyote V8 growl on demand, with Quiet/Normal/Sport/Track modes and Quiet Start scheduling — deliberate, celebrated character rather than intrusion. Mach 1 and GT500 add unique tuning that reviewers routinely call one of the great sounds in the muscle-car world. Cabin drone at freeway cruise in Sport mode is a known trade; EcoBoost note is less musical than the V8. Slightly below the S650 mark because the S550 cabin has less acoustic isolation.

Ford's published turning diameter for the S550 Mustang is 38.5 ft curb-to-curb — mid-pack for the coupe band, notably tighter than the S650 successor (40.0 ft) thanks to a shorter overall length and narrower front track.

S550 offers a low, planted driving position with good adjustment range and optional Recaro buckets that hold in hard cornering. But the 2022 interior is a full generation behind the S650: standard 8-inch SYNC 3 center touchscreen and analog gauges (12-inch digital cluster optional on GT/Mach 1/GT500) look dated in a coupe segment where BMW, Lexus, and Porsche have moved on to larger screens and refined materials. Coupe sightlines suffer typical fastback compromises — narrow rear glass, thick C-pillars — and ingress into a low seat is not effortless.

2022 delivers the full enthusiast S550 lineup: rear-wheel-drive V8, 6-speed manual with rev-match, Mach 1 with Handling Package, the final-year 760-hp supercharged Shelby GT500 (Ford confirmed GT500 would not return for 2023), and appearance/character options like Ice White Edition. The GT PP1 alone is a definitional 'long-way-home' machine, and reviewers consistently rank the S550 as one of the great accessible V8 platforms of the modern era. Only track-focused rivals (Cayman, 911) rate higher on pure engagement, but few match Mustang GT for everyday joy at this price.

Base 2022 EcoBoost came with SYNC 3 on an 8-inch touchscreen (SYNC 4 didn't arrive until the 2024 S650), cloth seats, LED headlamps, and Track Apps, but Ford Co-Pilot360 driver aids, the 12.4-inch digital cluster, dual-zone climate, and heated seats were reserved for Premium trim or option packs. Competitive for the money but no longer generous by 2022 sports-coupe standards.

Standout bang-for-buck across the range — GT delivered a 460-hp naturally aspirated 5.0L Coyote V8 with a Tremec MT-82 6-speed for a starting MSRP near $37K, Mach 1 offered 470 hp with a Tremec 3160 gearbox and track-focused chassis near $55K, and Shelby GT500 packed 760 supercharged hp for under $80K — no rival matched the horsepower-per-dollar ladder.

One of the widest lineups in any sports car for 2022: EcoBoost, EcoBoost Premium, GT, GT Premium, Mach 1, and Shelby GT500 — plus coupe or convertible bodies on EcoBoost/GT, manual or 10-speed auto on GT/Mach 1/GT500, and multiple appearance packs (Ice White, Stealth, California Special, Black Accent, Handling Package). Prices spanned ~$27K to ~$82K.

Still a top-selling sports coupe but not the segment leader in 2022 — the Dodge Challenger outsold the Mustang for the second straight year, and Mustang volume slid roughly 10% year-over-year amid chip-shortage constraints. Comfortable mid-pack finisher rather than a fast riser.

Mustang carries nearly six decades of pop-culture heritage and one of the strongest enthusiast followings in the industry — the pony badge is a halo unto itself. However, Ford as a whole lacks the aspirational prestige of Porsche/BMW/Mercedes in the premium sports coupe tier, capping brand pull for luxury shoppers.

2022 was a peak chip-shortage year — inventory ran thin, dealer markups on Mach 1 and Shelby GT500 were widespread, and Ford Credit's subvented APR programs were far less generous than in normal years. EcoBoost and GT were negotiable modestly below MSRP by year-end, but no meaningful buyer's-market incentives existed.

The sixth-generation S550 launched for 2015 and received its facelift for 2018, so 2022 was year 8 of the platform and year 4 past refresh. Ford unveiled the seventh-generation S650 Mustang in September 2022 for the 2024 model year, so 2022 buyers knew a redesign was one year away — aging generation with imminent replacement.

Consistently well-reviewed for the naturally aspirated V8 soundtrack, Mach 1's track credentials, and GT500's supercar-baiting straight-line pace, but rarely the outright pick against Porsche 718 Cayman or Corvette in premium sports coupe comparisons. Mach 1 and GT500 collected editorial praise; base EcoBoost dinged for aging interior tech.