First Drive: Mustang Dark Horse

First Drive: Mustang Dark Horse 

Lesotho is a landscape frozen in time, with rolling hills and views unlike any other region on the continent. Since Lesotho is a country that depends heavily on its horses, it's the ideal backdrop to blend in on a stallion of our own. I got into the brand-new Mustang Dark Horse and took to the endlessly gorgeous Lesotho roads.

The Mustang story is one that resonates with many enthusiasts. Its thunderous 5.0-litre V8 pedigree deserves to be celebrated, and while the outgoing Mustang is a drag strip tool, it is also known to be a bit sloppy around the racetrack. So, I was intrigued as to why Ford planned our first experience with the Dark Horse to be in a place catering to the most nimble of German cars. However, the most recent Mustang model had a surprise in store for me.

Under the bonnet, thankfully not much has changed, as the naturally aspirated 5.0-litre engine retains its glorious presence. However, the Coyote block has made use of the piston connecting rods from the Shelby GT500 and has had a slight power bump to 334kW and 540Nm, which adds 6kW over the standard 5.0 GT. It also has two ram air intake nostrils in the front bumper to help with engine breathing, resulting in a slightly faster 0-100 time of 4.4 seconds compared to 4.9.

As you can imagine, with a more breathable exhaust and intake set-up, it makes one heck of a noise. At altitude, this engine allows for an almost immediate throttle response and a torque output that thrives in the higher revs. It was potent in the mountains, so the coast will likely offer an even more dynamic driving experience.

This Coyote V8 is paired to the 10-speed automatic gearbox we have seen before, which is just too many gears for any switched-on enthusiast, as gearing down five or six times before a tight corner draws your attention away from what’s going on outside the vehicle. On the other hand, the upshifts added to the raw acceleration with sharp changes and an aggressive and immediate feel. However, the downshifts are a little lazy, and you’ll often find yourself needing to downshift mid-corner. As for the manual variations, we won't be receiving them at this time, but I don’t think it's completely off the table for the future.

By now this sounds like a normal, slightly more powerful Mustang, and not much has changed, but this couldn’t be further from the truth. Ford has finally decided to address its old-school crowd-crashing handling, and the results are mind-blowing thanks to the efforts of its international racing engineers who are currently working on the GTD. I would even go so far as to say it takes the fight to the Germans.

Yes, this is a bold statement, but Ford has put a noticeably large effort into improving its handling, and the results are impressive. The most noticeable addition to the new Mustang is its MagneRide shocks, which monitor your wheel movement at 1,000 times a second, allowing for the shocks to rapidly adapt to the corner and surface and, in the process, ensuring maximum grip. Wider wheels also play to the improved grip with 255/40 R19 up front and 275/40 R19 in the rear.

Traditionally, the Mustang was known for its heavy and unpredictable rear end, but the addition of a Torsen rear limited-slip differential allows you to bury the throttle out of the corners with no drama and impressive speed and control. To further mask its heavier character, Brembo has gone to work and created 6-piston callipers for the front and 4-piston callipers for the rear wheels, and the result is dime-like stopping power. The pedal provides a decent amount of feedback and works with you when entering corners. This allows you to sit on the brakes for longer, and even when trail braking, its rear rotates predictably into corners without feeling like you're going to lose it when you return to the throttle.

The Dark Horse tightens up the GT chassis and offers an improved aero package. Added downforce is a product of a rear wing, bonnet ducts, and sophisticated wind tunnel testing, which is noticeable through high-speed corners. As we saw in the past, the Mustang likes to get hot, especially under braking, but the Dark Horse remains cool. NACA brake cooling ducts are now added to ensure you don’t run out of brake strokes after numerous laps on the track by forcing cool air onto the rotors. It also has an improved oil cooler, a rear axle cooler, and a lightweight radiator to squash any concerns about heading into the mountains.

So how does it feel? Well, it's a point-and-shoot weapon that loves to be pushed. Under braking, it stops hard yet predictably, and the tight corners offer little to no understeer while complying under early and aggressive acceleration. Surprisingly, it is hard to get the rear end out, which is a massive improvement for the Mustang, but the new generation has possibly the coolest electric handbrake yet. It’s a drift handle that functions like a normal 'handbrake,' but once you activate drift mode, it links to the second set of callipers in the rear and works like a hydraulic drift brake, which is a brilliant extra feature.

As for interesting features, there is almost no end to fun touches on the Dark Horse. It has a key start function, allowing you to scare onlookers from a distance with its explosive exhaust noise while outside the vehicle. While completely unnecessary, you can rev the car externally using the key. Line lock is not exactly new to the Mustang, but it allows you to effortlessly spin up the rears before a launch. Plus, with its new digital environment, you can opt for a selection of driver displays and even opt for iconic designs from legends of old.

The interior was one of the biggest letdowns in the outgoing model, as the seats were too soft, the seating position was too high, and the infotainment setup was outdated. This new offering further shows the R&D that went into the new generation, as the seats are comfortable and supportive and offer an efficient seating position. The steering wheel is easily adjustable and feels comfortable in the hands. As for the user experience, the new 13.2-inch screen is responsive and easy to use, offering both Apple CarPlay and Android Auto functions along with an easily accessible plethora of driving modes.

Even the pricing is tolerable for the modern pricing market, as the standard GT comes in at R1,300,000, with the Darkhorse adding plenty of performance and aesthetic additions at a R200,000 premium, bringing the price of the Dark Horse to R1,500,000. Considering this modern interpretation of the Mustang is now much more of a functional track toy than a straight-line noisy boy, it brings the fight to the likes of the M4 for a smaller price. It's an impressive buy.

Also, the optional appearance package, which costs a whopping R0, provides the dark look to complement its menacing character. It uses the Blue Ember metallic paint, which has a pearlescent colour-changing characteristic, with the pack also adding blue accents to the seats, a black roof, unique stickers on the bonnet, Mustang logos, blue callipers, and blue Brembo brake lettering. Yes, the Dark Horse does not have a high level of customisation, but I assure you that custom designs would only ruin this stunning new Mustang identity.

The Ford Mustang Dark Horse redefines American muscle. Gone are the days of poor handling and slow track times as Ford has raised the bar on generic muscle cars. Before getting behind the wheel, I would never have thought a Mustang could compete with the BMW M and AMG cars in terms of driving feel, and while it will most likely be slower on the track, you will not be disappointed in terms of the experience that it delivers. I hate to say it, but my respect for the Mustang has increased as a result of the sheer improvement on this mighty impressive muscle car.

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