The test Mustang was outfitted with the Brembo disc-brake package, a $1,700 option that gives it the controlled stopping power akin to a Porsche 911. Another performance option was the 3:73 ration limited-slip rear, at $400, which added to the brilliant acceleration but impacted fuel mileage. Still worth it, I’d say.

Nineteen-inch alloy wheels and performance tires come standard on the Mustang GT. (Photo: Bob Golfen)

There are several other performance options available for the Mustang GT, including a Track Package that puts together all the upgrades to produce a track-day fun machine.

The latest makeover of Mustang adds a revised front fascia with a more-aggressive grille that has been thrust forward, plus heat extractors in the hood that are both functional and cool looking. A matte-black panel has been added to the rear with smoked taillights, still in classic Mustang form.

The turn signals remain sequential, which Ford says is per tradition but which reminds me more of early versions of Mustang’s erstwhile stable mate, Mercury Cougar.

Those of us who grew up with Mustang embrace the retro appeal and the newest styling, but the younger generation, such as my 20-something sons, not so much. They think it looks kind of goofy. Still, there are plenty of young drivers tooling around in the affordable pony cars, digging them just as much as we did back in the day.

The interior is much improved over past generations, and the GT Premium test car was outfitted with the excellent leather Recaro-seat option, the famous brand providing more comfort and support than stock seats. The option is pricey, at about $1,600, but worth the cash for the firm hold in corners.

Mustang's interior gets a new look for 2013, with a full array of available features. The test Mustang was without the pictured video screen. (Photo: Ford)

Otherwise, the new interior is a mixed bag of upgraded style and materials, with enough cheap stuff to remind us that Mustang is designed to keep its price tag down. The hard-plastic door panels really feel like junk. And this is in the more up-market Premium edition; the base GT undoubtedly shows more weaknesses.

The Mustang GT Premium coupe is not an inexpensive number, starting at $34,300, which is $4,000 more than the base GT. Add to that the previously noted options, plus a rich-sounding Shaker Pro audio system at $1,300, plus the $785 shipping, and the Mustang roared to $40,770.

That’s a lot and just $2,000 less than the well-equipped, 444-horsepower Boss 302. And it does not include a video screen or navigation.

If you can live without the V8 power, the base V6 coupe starts at $22,200, with numerous upgrades available. For convertible models, add $5,000 across the board.

But all that aside, the Mustang GT upholds its basic mission, which is to be fun to drive. The V8 rumbles mightily as raw acceleration pushes you back in the seat, and the firm suspension imparts the kind of rough-and-tumble ride that sport-car guys know and love.

Yes, I’m one of those people who like it just the way it is.

Details

Vehicle type: Four-passenger, two-door coupe, rear-wheel drive.
Engine: 5-liter V8, 420 horsepower at 6,500 rpm, 390 pound-feet of torque at 4,250 rpm.
Transmission: Six-speed manual.
Wheelbase: 107.1 inches.
Overall length: 188.1 inches.
Curb weight: 3,483 pounds.
EPA mileage rating: 15 city, 26 highway, 19 combined.

Bob Golfen, Automotive Editor for SPEED.com, is a veteran auto writer based in Phoenix, Arizona, with a passion for collector cars, car culture and the automotive lifestyle. SPEED.com fans can email Bob Golfen at