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Apr 06, 2024

2024 Ford Mustang Dark Horse review

Chevrolet is about to axe the Camaro (again) and Dodge’s Challenger/Charger duo are set to be replaced by an electric interpretation of the affordable American sports car. Will the biggest seller of

Chevrolet is about to axe the Camaro (again) and Dodge’s Challenger/Charger duo are set to be replaced by an electric interpretation of the affordable American sports car.

Will the biggest seller of the breed see another generation after this seventh iteration in nearly 60 years? Ford, for now, says it sees no end date for its iconic Mustang coupe and convertible.

Ford, however, hasn’t seemingly gone overboard with the development budget for the new S650 Mustang. It’s based on the same platform as the previous S550 model, it carries over parts including the roof, windscreen pillars and rear glass, and the turbo four-cylinder and V8 engines are upgraded rather than replaced.

We’re glad; this is the most intriguing variant of the new 'Stang, available as a Fastback coupe only whereas the EcoBoost and GT can be had in convertible form as well.

Dark Horse is the first all-new appendage nameplate for the Mustang in 22 years; the last time it happened was when Ford opted for a nostalgic riff on the famous Bullitt movie.

The latest, fourth-generation Coyote V8 gains dual airboxes and twin throttle bodies, revised cam timing, and redesigned, freer-breathing exhaust manifolds.

Power outputs have yet to be confirmed for Australia, but in the US the V8 produces 358kW (480hp) in the GT – or 362kW (468hp) with an optional active-valve exhaust system.

The Dark Horse doesn’t produce much more power – a neat 500 horsepower, or 373kW (up 28kW on the most recent, 345kW Mach-1).

However, the Dark’s V8 is further beefed up for more aggressive driving with forged connecting rods and reinforced camshafts.

When you see the rest of its specs, it becomes clear Ford wanted to create more than just a V8-powered straight-line hero. This is a Mustang created to go fast around corners. Or a track.

For starters, the GT's optional Performance Pack items are all standard on the Dark Horse: 19-inch wheels with 255/40R19 front and 275/40R19 rear tyres; Brembo brakes including 390mm rotors and 6-piston calipers up front; Torsen limited-slip differential; strut-tower brace and K brace; and MagneRide adjustable dampers.

That multi-mode active-valve exhaust is also standard on the Dark Horse, while the flagship Stang has thicker anti-roll bars and it feeds its dual air filters with grille-flanking intake ‘nostrils’.

Again produced by Australian company Carbon Revolution in collaboration with Ford – as with the carbon rims on the previous Mustang Shelby GT500R and GT supercar – the irony is also likely to be repeated with no availability Down Under.

Blue Ember, a metallic paint that shifts colour in different light or from different angles, is an exclusive option for the Dark Horse. Painted bonnet stripes are also offered.

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The 13.2-inch infotainment display features Ford’s Sync 4 multimedia software and a B&O audio system, though more notable are swipeable/changeable drive mode settings that are created with the same Unreal Engine 3D tool used to make video games such as Forza and Gran Turismo.

A 12.4-inch instrument display also offers multiple configurations, offering drivers a choice of Calm, Classic, Sport or Track cluster layouts. Or nostalgia tragics can opt for a digital replica of the late-1970s-to-early-1990s 'Fox Body' Mustang generation.

Dark Horse Mustangs come with a singular interior colour called Indigo Blue, whereas the GT adds orange and red cost-option colours to the standard black or grey cabins.

That’s matched with Indigo Blue stitching and an anodised blue titanium gear shifter ball for manual versions or anodised metallic paddles for the automatic.

Recaro seats with Indigo Blue bolsters and a Dinamica suede centre are optional.

Plus-two seating continues in the rear - and remains a place exclusively for kids or bags rather than adults.

The Mustang’s interior looks more modern with its digital screens, though materials and switchgear quality around the cabin don’t feel like a major step forward; on closer inspection, there’s still a perception of budget limitations.

Storage is improved, not least with the introduction of somewhere proper to put your smartphone – and the tray includes wireless charging.

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Bark-starting into a rumbling idle, the V8 is a sonically delightful thing – purring on light throttle yet fiercely rasping under heavier load.

A Quiet mode is available among four choices for the active exhaust, for when you don’t want to upset your neighbours when going for an early morning drive or you want less drone on the freeway.

The Dark Horse’s V8 is mated to a Tremec six-speed manual that has a better reputation for durability than the Getrag unit in the GT (still subject of a class action in the US). A 10-speed auto is again offered as an alternative.

Like before, the gearing is tall, even with the tighter ratios that the Tremec brings over the GT’s Getrag manual. Sixth is an overdrive ratio, of use only on freeways.

Third gear is often the weapon of choice for back roads, an elastic ratio that plays to the best of the engine’s torque in the middle rev range for strong, surging response.

Maximum torque of 567Nm doesn't arrive until 4900rpm.

The Tremec has a shorter throw than the Getrag, there’s a perfect heft to the action, and a rev-match function – which can be switched off – imitates heel’n’toeing by auto-blipping the throttle on downshifts. The clutch pedal’s weighting feels equally spot-on.

Of the four different digital cluster layouts available with the new Mustang, our preference was the Track display that features a large, horizontal tachometer, along with prominent gear selection.

And in Dark Horse spec, at least, the Mustang feels like a better-balanced sports car. Not only does it turn in more responsively, but leaning on the car mid-corner also doesn’t leave you second-guessing the rear end’s intended behaviour. It feels much more planted.

MagneRide dampers can be stiffened or softened via drive modes selected using a steering wheel button.

In either Normal or Sport, the Mustang’s damping works well on the road, soaking up bumps and bringing extra compliance compared with the last Mustang we drove, the California GT.

Even after several hours in the saddle, the Ford never felt tiresome. Only towards the end of one three-hour stint, and hitting some stop-start traffic, did thoughts drift to the optional 10-speed auto.

An optional Handling Package brings wider, lower-profile semi-slick tyres and beefed-up suspension, but the on-road result is a firmer ride with almost constant tramlining.

Ford isn’t bringing this option to Australia, which might be disappointing for those keen to take their Mustang Dark Horse to a circuit.

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The Dark Horse’s Brembo brakes – now electronically rather than vacuum boosted – proved to be superb with their strong, progressive stopping power from high speed, while the incredible banked oval section of the lap was the perfect opportunity to sample the new no-lift shift function.

With at least 90 per cent throttle and more than 5000rpm on the tacho, the function allows the driver to shift up while keeping the accelerator pedal pinned.

It saves a fraction of time in the gear change process, though it’s most effective for making smooth shifts that won’t upset the car’s composure mid-corner.

While a regular Dark Horse is enjoyable to drive fast on a track, an optional Handling Pack we sampled brings even stiffer springs, beefed-up MagneRide damping, one-inch-wider (10.5in) wheel rims, and a larger rear anti-roll bar. The biggest contributor to faster lapping was a set of wider, semi-slick Pirelli P Zero Trofeo RS tyres that increased grip levels significantly.

Although Ford Australia isn’t going to offer this package, we hear local Mustang specialist Herrod Motorsport is set to import it as an aftermarket kit. Whether the kit would include the Trofeo RS tyres is another question.

Disappointingly, we didn’t get to try one of the Mustang’s other new party tricks – an electronic drift brake lever that will lock the rear wheels for old-school sideways fun.

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Ford has increased the number of driver aids, though, with the additions of blind-spot monitoring, rear cross-traffic alert, and auto high-beam assist. A 360-degree camera is optional in the US.

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Ford Australia isn’t announcing pricing yet, but expect things to go north in line with the current industry trend. The entry EcoBoost model is likely to start closer to $60,000 than $50,000; US pricing suggests the Dark Horse could break the $100,000 barrier – costing more than the $99K, R-Spec local supercharged special.

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And that’s hugely welcome news because, for this latest generation, Ford has managed to teach its old pony some new tricks and make it an even better driver’s car.

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Jez brings decades of experience and insight as a journalist and road tester to the WhichCar team. He has written for Wheels and Motor in years past, along with a tour as a writer and then editor for Drive under the Fairfax umbrella.