There is a certain hooliganism that comes baked into an American muscle car. Whereas other manufacturers pursue balance, muscle cars prioritise noise and straight-line speed. It’s a formula that works for Americans, and the running joke is that turns are feared behind the wheels of American V8s. Recently we put the Ford Mustang Dark Horse to the test and in turn proved that precision is achievable in a muscle car. And yet, the GT tells a different story.
The Mustang has made quite a name for itself, at least in its most recent incarnation. So long as the wheels are gripping the road, it’s a blast between traffic lights, but once that rear steps out, well, that's where your skill comes into play. But the Mustang's quirk is only one piece of a rather fascinating puzzle, and the wet roads of Johannesburg served as my playground for getting to know what is now South Africa's only muscle car offering.
Another one of my biggest beefs with the outgoing GT was its interior. It's absolutely American, but it wasn’t ageing well. To my relief, the interior is a step in the right direction, specifically with its infotainment system, which was a welcome surprise and offers a selection of driver displays from past Mustangs to play with. It's also quick to respond to inputs, and its sound system didn’t disappoint. Unlike the Dark Horse, the GT sticks with the old seats, which are ideal for the open road but don't offer the best in lateral support when going through the twisties.
As for its looks, well, it's clearly a Mustang, but its new identity is hot. The back end is sleek and fresh while retaining the tri-bar Mustang signature, with a similar side profile and an aggressive nose, and I really like the way it looks.
To no surprise, the updated Mustang GT sticks to the 5.0-litre Coyote engine, but before we assume that this is where the slating begins, I thoroughly enjoy this engine. There's a certain pleasure in stretching the legs on a naturally aspirated V8, and it's a sensation that the Mustang has captivated for near countless generations, but there's a reason why this formula has endured. It's unfiltered. From the deep rumble of the exhaust to the linear power delivery, it’s a form of power that you can really enjoy, and it's becoming a unicorn in the modern motoring world. Unfortunately, an engine of this kind is practically extinct in SA, as Lexus is the only other manufacturer to offer a naturally aspirated V8 in its LC 500.
Of course, the lack of boost is often a deterrent for the more German-focused enthusiast, but no M4 aficionado will likely ever find themselves behind the wheel of their very own American V8. And it's in the way it doles out its power that the character of the Mustang reveals itself. There is no ‘wait for the boost and feel the power’ sensation, as it’s a progression that builds with the noise and results in a seriously exhilarating high-speed adventure. You have to wring its neck to feel the full 328kW and 540Nm and despite the screens and safety features, it remains old-school, and that’s important.
Realistically, if the Mustang felt more refined, it would move its clients closer to a German experience, but at the heart of a Mustang driver is showmanship, and the Mustang can certainly deliver theatre. Line-Lock and a 0-100km/h time of 4.9 seconds nod to its drag strip roots, and the addition of a drift brake – well, I'm not too sure why it's there, considering that a Mustang is a tricky beast when looking through your side windows.
I do want to mention that my biggest gripe with the Mustang is its 10-speed gearbox. A naturally aspirated engine is meant to scream through the gears, and once you get up to redline, you change and let the show begin again, but ten gears are simply too many. Yes, it does improve your consumption at 12.9l/100km, but it delivers aggressive shifts at low speeds and a lazy gear change response at the upper ends of the speedo. In turn, it leaves you wanting to change two gears ahead so you can experience the full, linear power with no boost. In the States, the 'Stang comes with a 6-speed manual, and if we had received this configuration in South Africa, it would only be met with higher praise.
Now the handling is another discussion, as the new GT does not depart too far from its tank-slapping roots. There is a decent amount of grip through the turns, but an early throttle input can often throw it off. It's also noticeably heavy once your tyres are loaded and is missing the precision which rekindled my love for the Mustang in the Dark Horse, which wasn't too much of a surprise. At the end of the day, very few Mustang drivers will sail through the twisties, and the robot-to-robot launch will provide more than enough excitement.
Coming in at R1,307,500, the 5.0 GT Mustang does compete with the likes of the BMW M2 on price. But realistically a Mustang owner is looking for a throaty V8 and muscular looks, and in our passionate German and Japanese market, it's a lone ranger of sorts.
At the end of the day, the new GT 5.0 Fastback retains that pure, uncut Mustang DNA; from the unmatched sound of a naturally aspirated American V8 to its brutal launch ability, it is still a drag strip weapon that needs a touch of caution in the mountains, but that’s precisely the point. An American muscle car is an occasion, and for many, the imperfections make it perfect. It has character and flair; yes, it will frighten you here and there, but a proper car keeps you awake. It also won’t speak to the precision-minded enthusiasts out there, but it's fun, it's noisy, and it will make a few people proud when matric dance season comes around.
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