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Ford Mustang Review

Time:2017-12-28 12:40Turbochargers information Click:

ford review Mustang

There’s an assumption that V8-powered American sports cars are fast in a straight line and hopeless in the corners, but the new Ford Mustang knocks that theory for six. An archaic live rear axle set-up hamstrung the last Mustang, but Ford has engineered the new model with independent suspension at all four corners, and the end result is a car that’s satisfying to drive.

UK manual cars feature four selectable driving modes - Normal, Sport+, Track and Snow/Wet - and these adjust the car’s throttle, steering and stability control settings accordingly. In addition, the steering has three levels of resistance, although feedback is a little vague in all modes.

On the road, the car’s suspension soaks up bumps, although the stiff chassis does tend to follow the contours of the road, but overall it’s a comfortable place to be. In town, the small windows limit visibility, but the controls are light enough that the car is easy to manoeuvre, while a reversing camera is fitted as standard to boost rear visibility.

On fast, twisty roads the Mustang performs admirably. It’s well balanced and changes direction quickly, while body roll is kept in check. Get on the power in corners, and the back end will squirm to get the power down, but switch the traction control off completely and you can provoke the car into slides relatively easily, while a smooth power delivery means it’s easy to control, made easier by the standard limited-slip diff.

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On the motorway, long gearing in sixth means the V8 is only turning at 1,800rpm at 70mph, so there’s not much engine noise, although tyre roar is noticeable at speed.

Of course, the rumbling 5.0-litre V8 under the bonnet is a big draw for buyers, and its performance doesn’t disappoint. Peak power of 412bhp is made at the 6,500rpm red line, and you have to wind the engine up through the gears to make progress - if you’re pressing on, you don’t need more than third or fourth for the best response, as fifth and sixth are better suited to cruising.

We tested the V8 in slippery conditions, which meant we could only record a best 0-60mph time of 5.6 seconds. The rear wheels broke traction easily in first and second gear, but Ford’s claimed 0-62mph time of 4.8 seconds seems achievable if it’s dry. The manual shift is short and precise, while a launch control system optimises the car for perfect standing starts.

Ford also includes an electronic Line Lock, which is a piece of electronic trickery sourced from drag racing. The system fully applies the front brakes while allowing the rear tyres to spin up under power, letting you achieve smoky burnouts. The system shuts off after 15 seconds, although that’s still long enough for you to wear out a pair of rear tyres faster than you would in normal use.

Elsewhere, the GT gets six-piston Brembo brakes, and while pedal response is rather sharp, there’s strong power to get the car to a halt quickly. That said, the EcoBoost's standard discs and calipers do a decent job of slowing the hefty Mustang to a halt.


The 5.0-litre V8 is the flagship of the range, and it makes 412bhp at 6,500rpm, so you need to rev it to make the most of its performance. There’s also 524Nm of torque on offer, and the broad spread of power means it’s possible to trundle along at 30mph in sixth gear with the engine turning at 750rpm without any trouble.

The 2.3-litre turbo EcoBoost engine is punchy, although with 313bhp it’s not as fast as the V8, although some buyers might appreciate the extra economy you get without sacrificing too much performance. It feels a little lethargic off the line as it struggle to overcome the Mustang's near 1,700kg kerbweight, but once the turbo is pumping at around 2,000rpm the EcoBoost feels nearly as quick as the V8 car. It's just a shame it doesn't sound as good as its bigger brother.

Like the latest generation of BMW M cars, the Mustang gets a sound symposer that uses the stereo to deliver a more sporty soundtrack. The resulting growl certainly sounds racier than the four-cyinder units natural drone, but it there's no escaping the fact that it's a synthesized engine note.

As it is, around 70 per cent of UK buyers are going for the V8 model, attracted not only by its performance, but also its V8 rumble. It sounds good, although it’s not as loud as a Jaguar F-Type, for example.

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