Mustang dark horse: Blending classic muscle with modern mastery
In times when the only news you can count on concerns battery capacity and charging time, the Mustang marks a return to a glorious past. The engine turns fuel into a limitless pool of torque while producing a tremendous rumble. Moreover, this horse can turn. And most importantly, it's comfortable enough for everyday driving.
Ford understood that, like Porsche, it had become the owner of a golden goose. The Mustang has become a brand unto itself, the first and last muscle car, outpacing the likes of the Camaro, which had to cope with poor sales and was withdrawn from the market. Let the strength of this legend be evidenced by the fact that Ford launched an electric SUV named Mustang, and somehow, the world didn’t collapse (though it shares nothing more than a badge with the "real" Mustang).
The previous Mustang already had me smitten. It was brilliant: comfortable enough to use daily, willing enough to turn and dispel stereotypes about American cars, and loud enough to make you grin from ear to ear with every sprint. The Mustang is one of those cars on my "someday gotta buy it" list.
However, there is another version in the Mustang's lineup: Dark Horse. You know, the enhanced, better, faster one. The "standard" Mustang has 450bhp and 541 Nm. I drove it, I was delighted, I didn't want anything more. The Dark Horse has 460bhp and 541 Nm. However, the most important aspects are not visible.
The Dark Horse has sharper camshafts (of course, variable phases are here), an additional cooler for the 10-speed automatic transmission and differential, a lighter engine cooler, a thicker rear stabilizer, different front shock absorbers, six-piston Brembo callipers on 38cm discs, a strut tower and subframe brace, MagneRide adaptive suspension paired with Pirelli P Zero PZ4 tyres. Later on, carbon wheels will be available, and scratching them against a curb will cost a fortune.
The question arises: is it worth it? If you don’t plan on registering for regular track days, no, because the basic Mustang is already a mature design that requires an excellent driver to squeeze all the juice out of it. But there’s more: living with the Dark Horse is surprisingly comfortable.
Yes, the steering might be slightly more demanding, and the Mustang doesn’t particularly like manoeuvring in tight car parks. But it has many other advantages: the driver's seat position is outstanding. Visibility from the driver's seat far surpasses that of the BMW M4. The boot can hold a lot of "carry-ons" for your partner. And those seats! The concrete side bolsters and soft middle made it possible to drive 650 kilometres at once and get out rested.
Although I wasn't initially a fan of installing two screens inside (which also forced the abandonment of the characteristic double cockpit of the Mustang), I have to admit that it's a convenient solution. The amount of data on things like intake air pressure or component temperatures is overwhelming. However, the electronics are not perfect: on the motorway, the car frequently reminds you to keep your hands on the steering wheel and to show that you’re in control of the vehicle, you must yank hard and "dance" on the lane. A Mustang's material quality is consistent: switch the suspension to sport mode, and the plastics will creak like crazy. I didn’t expect anything different.
Honestly, even with the 2.3-litre engine of the predecessor, the Mustang would make sense. But here, under the bonnet, we have the five-litre beast called Coyote. The Coyote is the king, which is why you buy this car. It can be paired with a six-speed manual gearbox (yes, but probably not for everyday use) or a ten-speed automatic. The latter handles finding the right gear better than the previous one, but it wasn’t bad before.
In addition to its large capacity, the Coyote has other positives: it uses fuel reasonably, as shown in the table below. Moreover, it produces a phenomenal soundtrack. With every start, it's slightly more aggressive than it should be. Rolling through the city, it's slightly louder than it should be. And then there's the track mode, opening all the exhaust valves. The neighbours won’t be thrilled. But you will be, right?
Now, for the bitter pill: £58,000 for a Mustang with a manual gearbox. Let me emphasize that this is your desired version if you don’t plan on burning up the track. If you do have bigger plans, prepare to shell out £68,000.
That amount is already the entry-level for a BMW M4, although, with the German car, that's just the beginning of the costs. Talking about a well-equipped, albeit smaller, M2 is already possible. What to choose? Any decision is good, although the Mustang has a more distinct personality. And we know that such a personality goes a long way.
