► Ford’s new Mustang arrives in Europe
► We drive it in Dark Horse spec
► Feels unique here, but it’s getting pricey
After a drive last year in the US, this is CAR’s first taste of the new seventh-generation Ford Mustang Dark Horse on European roads – namely the epic Route Napoleon in the south of France.
Again offered in right-hand drive and featuring a multi-link rear axle like its predecessor, the new Mustang is billed as being even more capable on European roads – not to mention the racetrack, something that’s crucial given Ford has pitched the racecar into the GT3 and GTD classes of the WEC and IMSA championships.
At a glance
Pros: More nimble and fun to drive than before, unique naturally aspirated V8, bursting with character
Cons: Less power and noise than US spec, a Ford for German sports car cash, big car, small rear seats
What’s new?
While the long-bonnet/short-tail proportions could be nothing but Mustang, all the sheet metal bar the roof and some of the door structure is new versus the sixth-generation model – though the strut front suspension, multi-link rear, and the Coyote 5.0-litre V8 are all familiar under that mostly fresh sheet metal, if with detail changes.
The interior represents a bigger break with tradition, with twin screens and flashy graphics replacing the old classic look – more on that below.
Perhaps crucially, the Dark Horse name is the first new performance nameplate in 21 years, and billed as the road-legal, track-ready cousin of those new GT4 and GT3 racecars.
What are the specs?
So far there are two UK specs: the GT and Dark Horse. Both get a 5.0-litre Coyote V8, choice of six-speed manual or 10-speed auto, and are, of course, rear-wheel-drive only.
The Dark Horse offers some trim differentiation, including a rear spoiler, new design of same-size 19-inch alloys and slightly different interior trim including unique blue accents. It also gets MagneRide suspension with pothole mitigation as standard (a £1750 option for the GT).
There is surprisingly little between the two when it comes to performance, however. Both are down substantially on US figures thanks to our emissions regulations and a gasoline particulate filter, leaving the GT 39bhp shy of its US cousin at 440bhp, and the Dark Horse losing 47bhp for 446bhp all in. Both produce 398lb ft.
Rather, the Dark Horse’s engineering focuses on track-ready durability – things like enhanced oil and diff cooling and a lightweight radiator. A Tremec six-speed also replaces the Getrag unit in the GT, again in the name of robustness, but its shorter ratios and final drive help make up for some of the lack of power difference between the two.
What’s the interior like?
The big difference inside lies with twin 12.4- and 13.2 inch screens stretching across to the centre console and using graphics by Unreal Engine gaming software. No doubt it’s a step forwards in terms of connectivity, but it does mean losing the Mustang’s classic symmetrical dashboard with central triple air vents between twin hooded cowls.
Mostly we got on pretty well with it, though dipping into the bespoke drive mode and dash mode configuration can be a bit of a faff.
In terms of behind-the-wheel stuff, the driving position is suitably sporty, with a seat that drops nice and low, plus the pedals are dead ahead and laid out to make heel-and-toe a cinch – the standard seats are comfortable, but the optional £2k Recaros we tried in the US are some of the finest chairs we’ve ever sat in.
While the materials are clearly built to a price, it looks smart enough and never feels flimsy. Shame the rear seats are so small given the Mustang measures some 4.8 metres from tip-to-toe.
What’s it like to drive?
The Dark Horse represents a solid step forwards over its predecessor, keeping all the Mustang’s distinctive US flavour while adding more nimble handling to the mix. Faster steering is key, with its eager response off-centre, consistent weighting and a self-centring effect for a lovely planted feel on the straights (even if it is somewhat numb).
But the Mustang also comes alive on European roads thanks to the greater finesse of the Dark Horse chassis with its standard MagneRide suspension – lock it into Sport damping and there’s body control to keep up with the pacey steering, the confidence to work all four tyres hard with big confident inputs, but still the compliance and travel to flow with the road (only on the worst surfaces at low speeds did it feel lumpy).
It all makes the Mustang feel more compact and lighter, even if it’s fractionally larger and heavier than before.
A quick back-to-back in the GT on optional MagneRide suspension revealed it to understandably feel pretty similar, though retuned shocks for the Dark Horse do make a palpable if subtle difference, sharpening the chassis with what feel better defined limits to work against (both were on the same Pirelli P Zero tyres)
The V8 doesn’t quite fizz and rip like the model we drove in the US thanks to the power loss and gasoline particulate filter, but it’s still a special thing to fire up thanks to its V8 rumble, there’s instant throttle response to make turbo rivals feel narcoleptic and real excitement as power builds progressively from low-down flexibility to its full-blooded run to 7250rpm.
Gear shifts for the Tremec ’box are pretty physical (the GT’s Getrag is slicker) but the initial reluctance across the gate melts away if you slot gears more positively, and there’s a certain engagement in that.
No question this chassis can deal with way more than this 446bhp, but equally there’s involvement to be had from carving this chassis hard and climbing all over the throttle the second you’re past the apex. It’s a proper roll your sleeves up sort of car, and yet it’s flexible and relaxing around town and oozes feelgood factor whatever speed you’re driving.
Before you buy
Ford has streamlined available specs for UK buyers. There is no four-cylinder variant unlike in the US, and the GT model features an enhanced standard specification, including the Performance Package with uprated suspension and Brembo brakes.
In terms of materially affecting the driving experience, the only GT options are the manual or auto transmission, coupe or convertible body, Recaro seats, forged 19-inch alloys and MagneRide suspension with pothole mitigation.
Dark Horse models , meanwhile, are not offered with the upgraded Handling Package nor carbonfibre wheels available on US models. Only available as a coupe, key Dark Horse options include the Recaro seats and a choice of six-speed manual or ten-speed auto.
Hitting fleet-average emissions targets mean there isn’t an endless supply of Mustangs, and the Dark Horse was described as almost sold out in the UK at the time of the press launch in mid-May.
Verdict: Ford Mustang Dark Horse
Now its Camaro and Challenger domestic rivals have thrown in the towel, the Mustang Dark Horse finds itself squaring up against Europe’s best, not just in the World Endurance Championship but on the road too – it’s £68k sticker is just beyond BMW M2 money.
But this is a very satisfying US import. It channels the spirit of the 1964 V8 original even more faithfully than a Porsche 911 echoes its flat-six ancestor, but now the chassis has a fluency and coherence so far beyond the 2015 model that first came to the UK that it’s barely recognisable.
We’d like more feel from the steering and more attitude and performance from the (detuned for Britain) V8, but all in the Mustang now stands as a uniquely compelling sports car that does the go-faster stuff very much on its own terms.