by Octane staff and contributors
OVERDRIVEOther interesting cars we’ve been driving
THEY DON’T MAKE ’em like this any more… unless, that is, ‘they’ are Ford. Celebrating its 60th anniversary, Ford’s Mustang is now entering its seventh generation, stands alone following the death of Challenger and Camaro rivals, and remains more faithful to the original template than even a 911.
Viewed in a layby on the Route Napoleon near Cannes, its silhouette and details could be of nothing else, while the V8 – today unusual in retaining natural aspiration, and at 5.0 litres only a tad larger than the original ‘small-blocks’ – idles with a rich and urgent bob-a-bob-bob. Drive continues to go the rear wheels alone, both manual and automatic transmissions are available, cramped rear quarters mean it’s still more 2+2 than four-seater… same as it always was.
What’s new is the Dark Horse nameplate we’re testing (we won’t mention whizzy infotainment screens that are more Mercedes than Mustang). Performance of 446bhp with 398lb ft is a mere blip over the entry-level GT, which also gets the same-size Coyote V8, Brembo brakes and 19in P Zero rubber. Rather, differentiation comes from visual trinkets (most obviously a Zorro-style black mask between the headlights), plus standard MagneRide adaptive suspension and a focus on track-ready durability thanks to additional oil and diff ’ cooling and a tougher Tremec gearbox.
It’s the next-best-thing to Mustang GT3s in the World Endurance Championship, Ford says, and at a serious £67,995 it’s more than £12k beyond the also-very-good GT (the only option if you want a convertible). Fully 47bhp and some V8 thunder vanish during the Mustang’s journey to the UK – the lack of both proving palpable behind the wheel – but this is still a fabulous powertrain, with fizzy response, and a thrilling, progressive run through to 7250rpm quite unlike anything else at this price point.
Spec the ten-speed auto if you like – decent enough if lacking true mechanical grit – but if you’re going to hole up in a shack while this electrification thing passes, you might as well do it properly with the Tremec manual. Shorter of ratio and more physical of shift than the Getrag in the GT, all things considered it’d be my pick,
