2024 Ford Mustang Dark Horse review: First international drive

The Ford Mustang will soon be the last pony car standing. At least, one with an internal combustion motor under the bonnet.

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.

JUMP AHEAD

• What is the Dark Horse and where are the EcoBoost and GT models?
• Interior comfort, space and storage
• What is the new Mustang like to drive?
• It’s fun on a racetrack, then?
• How safe is the 2024 Ford Mustang?
• How much will it cost?
• FIRST VERDICT
• Specifications

What is the Dark Horse and where are the EcoBoost and GT models?

Firstly, the four-cylinder turbo EcoBoost entry-level Mustang continues, as does the V8 GT. Ford staged separate launches for those models, and Ford Australia chose to skip those for the Dark Horse drive.

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.

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Ford is hoping it will become a future collectible in the way the 1971 Mach-1 is revered to this day, though it won’t confirm exactly how limited the ‘limited availability’ will be.

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).

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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’.

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In the US, options include carbon fibre wheels that are nearly 40 per cent lighter than the standard alloys.

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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Interior comfort, space and storage

Ford describes its latest muscle car as the “most digital Mustang ever” – based on its connected dual screens that serve up all essential information and most functions.

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.

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It means goodbye to the previous model’s physical toggle switches and climate control buttons, which weren’t great quality but were less distracting than using a touchscreen.

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.

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A flat-bottom leather steering wheel includes a suede insert and a heating function.

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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What is the new Mustang like to drive?

We’ll start with the V8, as it’s such a pivotal part of the Mustang experience.

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.

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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.

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Although there’s little need to use the gearbox excessively, it is satisfying to use in conjunction with the tractable 5.0-litre V8.

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.

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Ford’s engineers also worked on making improvements to the Mustang’s steering, and successfully it turns out. The steering is more linear, it’s more direct, and less vague than before.

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.

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The Normal, Sport and Track modes also influence steering, drivetrain and stability control characteristics.

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.

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The optional Recaro seats fitted to our test car were surprisingly comfortable considering their lateral support isn’t insignificant.

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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It’s fun on a race track, then?

Ford describes the Dark Horse as its most track-capable 5.0L V8 Mustang yet, and it was hard to disagree when we took the top-spec muscle car for some thrilling laps around the Charlotte Motor Speedway Roval in North Carolina.

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.

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Disappointingly, we didn’t get to try one of the Mustang’s other new party tricks – an electronic drift brake lever (though this feature is looking doubtful for Australia)

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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How safe is the 2024 Ford Mustang?

The latest Mustang has yet to be crash-tested but there was a firm “no comment” from a senior Ford executive when Wheels asked if the company was confident there would be an improvement on the previous model’s three-star score.

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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How much will it cost?

The new Ford Mustang is due to reach Australia in early 2024 – perfectly timed for what will be the 60th anniversary of the Blue Oval’s pony car.

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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FIRST VERDICT

Ford says that, as long as regulations allow it, the company will continue building a petrol-powered Mustang.

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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