Overview
THE Ford Mustang is arguably the most revered name in American muscle – and one that has been a part of the motoring scene since 1964, when Aussie buyers were still content to drive six-cylinder EH-series Holdens and XM-series Falcons…
It was a car that led a revolution in affordable performance; inspiring other OEMs and creating a cult-like following that is as alive and well today as it was 60 years ago.
From this month, the Mustang will enter Australian showrooms priced from $66,990 plus on-road costs, maintaining its ‘affordable performance’ tag and offering more of everything than ever before.
Four- and eight-cylinder models remain available, so too coupe (Fastback) and convertible body styles. The powerful Dark Horse flagship was also on offer but is now sold out… more’s the pity.
With chiselled looks inspired by heritage models, the Mustang’s low, horizontal brow emphasises the model’s width and is characterised by an upper grille that is reminiscent of the 1960s original and LED headlights that continue a classic lighting signature.
The coupe’s roofline and “broad sprinting stance” are again reflective of the proportions of the first-generation model, while the widened rear haunches “point to power over the rear wheels”.
Australian Mustang models feature many performance options as standard, the highly specified range including Brembo brakes, a larger radiator and cooling fans, Ebony Black alloy wheels (19 x 9.0-inch front / 19 x 9.5-inch rear), and Pirelli P-Zero rubber.
Additionally, Dark Horse variants add shadow graphic surrounds and darkened LED headlights up front, a gloss black grille with trapezoidal nostrils, a unique lower bumper with high gloss “fangs”, lower side skirts, a fixed rear spoiler, rear diffuser, darkened quad exhaust outlets, and bespoke badging.
Each Dark Horse vehicle is further identified by its own individual chassis number.
The Aussie Mustang range is available in two solid paint colours – Oxford White and Race Red – and 10 prestige paint ($700) colours, including Shadow Black, Vapour Blue, Atlas Blue, Grabber Blue, Dark Matter Grey, Carbonised Grey, Iconic Silver, Rapid Red, Yellow Splash, and Blue Ember (Dark Horse only).
Ford’s latest ‘Stang measures 4811mm in length (4823mm for Dark Horse), 2097mm in width, 1407mm in height (1413mm for Dark Horse), and rides on a 2719mm wheelbase. EcoBoost models tip the scale at 1746kg while the automatic-equipped Dark Horse is the heaviest at 1842kg.
But it is inside that the Mustang takes its biggest step forward. The fighter jet-inspired cockpit is the most technologically advanced yet, with a driver-centric layout, curved 12.4-inch and 13.2-inch displays for instrumentation and infotainment respectively, and premium 12-speaker B&O sound system on all variants.
Several Track Apps are also included, providing the driver with an acceleration timer, accelerometer, brake performance read-out, lap timer, launch control (manual only), line-lock function, and the ability to review or clear results.
Additionally, the Mustang Dark Horse adds a leather-wrapped, flat-bottom steering wheel with microsuede inserts and contrasting Bright Indigo Blue stitch work. Anodised silver paddle shifters feature on automatic variants, while a dedicated drive mode button is at thumb’s reach, allowing drivers to “quickly choose the desired driving setup”.
Dark Horse variants further include a 3D printed titanium shift ball, Bright Indigo Blue stitching across the door cards and upholstery, and on the gear shift boot and centre console. Blue seatbelts and optional Recaro seats ($2950) in Deep Indigo Blue are available, the variant also featuring Black Alley dark metallic gloss interior garnishing.
Ford says it has made several track-focused enhancements to the Dark Horse variant, including the addition of brake cooling ducts, a transmission cooler, a rear axle cooler, unique chassis tuning, stiffer front springs and bespoke MagneRide shocks, and wider, staggered alloy wheels (19 x 9.5-inch front / 19 x 10.0-inch rear).
The variant also features Brembo six piston front brakes grabbing 390mm rotors and a Torsen limited slip differential.
Under the bonnet, the Mustang range again offers Ford’s 2.3-litre four-cylinder turbo-petrol EcoBoost unit in base trim. Paired exclusively with a 10-speed automatic transmission, the unit outputs 232kW at 5500rpm and 475Nm at 3000Nm and driving the rear wheels.
The updated powerplant scores a revised, twin-scroll turbocharger with electronic wastegate, revised exhaust manifold, revised camshaft timing and an integrated air induction system. Port and direct fuel injection continues to provide optimal fuel delivery at respective low and high engine speeds.
The cracking Coyote V8 will again be offered throughout the range, the 5.0-litre unit available with six-speed manual or 10-speed automatic transmission options and driving the rear wheels. The unit delivers 347kW at 7250rpm and 550Nm at 4850rpm in GT variants and 349kW at 7250rpm and 548Nm at 4850rpm in Dark Horse tune.
Ford has enhanced the V8 engine with revised, dual 80mm throttle bodies and air intakes to “maximise power”, the engine again utilising a combination of port and direct fuel injection to increase low-end torque and high-rpm power.
Mustang models will be available locally with an electric park brake and ‘Drift’ brake, the latter giving the appearance of a traditional mechanical park brake while allowing the ability to initiate a drift via “unique software calibrations”.
Further, all Mustang series feature an Active Valve Performance Exhaust which may be controlled via the steering wheel or central display through four modes – Normal, Sport, Track and Quiet.
Optionally, and in addition to Prestige Paint, the Mustang range is available with a Black Pack ($1500), EcoBoost Appearance Pack ($1500), GT Appearance Pack ($1500), Dark Horse Appearance Pack ($2750), Recaro Sports Seats ($2950), and MagneRide Suspension ($2950).
Driving Impressions
Don’t let the technological advancements of the latest Mustang fool you. This is an honest American muscle car that is as ‘Mustang’ as it’s even been – and one we had an absolute ball piloting through the Adelaide Hills and around SA’s The Bend Motorsport Park.
Dawdling out of Adelaide the Mustang impresses with its ease of use. It is entirely liveable and calm in city traffic, being no harder to live with than a family-sized sedan. The only real difference here is how quickly it turns heads.
Let the horses run in the hills, however, and Mustang turns heads for a very different reason – that howling Coyote V8 is supercar loud with the dial turned up and reminds us just why the Mustang’s relationship with the bent-eight mill is so well loved. There’s simply nothing like it left!
Power delivery is suitably flexible and impressively strong. The engine continues to pull well north of 5000rpm, quickly proving that there’s more performance than road if you want it. Yes, folks, the Mustang is quick – properly quick – and far more than a one-trick (umm) pony when it comes to hunting corners.
The Mustang’s V8 mill is beautifully responsive to throttle and the chassis eager to point at bends. It handles more like a barrel racer than a Melbourne Cup winner, a truly surprising feat given the vehicle’s size.
We think that says a lot about the attention Ford engineers have placed in getting the Mustang to disavow its ‘tail happy’ reputation. Though, that’s not to say you can’t break traction…
Heading to the track and it’s quickly evident the Mustang is willing and able to turn rubber into smoke.
Corner exits are playful, and highly entertaining, but only if you want them to be. When driven with a lap time in mind the Mustang is remarkably accurate, with more communication through the tiller and seat than we recall of the outgoing model.
Want to ratchet it up a click? Let the Dark Horse out of its corral. The additional power and shorter gearing totally changes the on-track attitude of the Mustang. It is not only quicker, but also flatter in corners and under braking, resisting dive to aid sharper turn-in – and mid-corner pace.
Again, a progressive right foot is the order of the day when establishing a clean corner exit. The progressive throttle allows you to pile on plenty of grunt for a hasty dash towards the horizon, shaving seconds – not tenths – from your lap time.
The Tremec six-speed manual transmission is our pick of the pair, offering precise shifts and a decent ratio spread for performance use. By contrast, the 10-speed Ford transmission is busy and indecisive when left to its own devices, the paddles a better option if you’re hoping to muster the most from your ‘Stang.
We enjoyed the EcoBoost four-cylinder but found throttle delivery far sharper than the V8. In straight-line situations this might be a good thing, but when balancing the throttle on the limit – or on the skidpan sampled on launch – it’s more difficult to manage than you just might think.
That aside, the half-sized engine certainly offers plenty of poke. It pairs better with the 10-speed auto (the only option for EcoBoost) than the V8 and feels buttery smooth when soaking up the miles on country B roads. Overtaking is swift and hill climbing a non-event.
The lighter engine also makes the Mustang feel a little nimbler; though in sampling the unit in convertible format we found the level of scuttle shake distracting, perhaps indicative that the four-pot soft-top is better suited to the open road than it is the twists and turns of Adelaide’s picturesque hills.
So, where does that leave the Mustang range in the view of the average Aussie punter?
Well, as we see it, somewhere between a loud and lairy muscle car and a well dialled-in (if rather large) sports car.
That doesn’t mean the Mustang is trying to be something it’s not. Far from it. To us, it feels like the Mustang is better at offering the something-for-everyone kind of feel it was originally intended to deliver – and we think Aussie buyers will like that a lot.
Let’s face it, if you ‘get’ what Mustang ownership means, you’ll get what this car represents – and just why it’s such a goddamn hoot to drive. If not, well, there are plenty of other options that will offer up the kind of thrills you’re looking for.
For my money (and I say this as a welded-on Holden man), I reckon the Mustang can’t be beaten – and if one were available, I’d drop a deposit on a Dark Horse tomorrow. Let’s see how many V8-loving Aussie buyers agree with me after their test drive.
