Let’s address the elephant in the room first – this isn’t the V8 model. I have had the opportunity to pilot a 1968 Ford Mustang with a 302 cubic inch (4,9-litre) V8 and the mammoth powerplant was the defining characteristic of that car. Burbling, vibrating and sometimes just plainly raucous. It managed to stir the senses and personified the word “muscle car”, despite the fact that it was not even close to fast by modern standards. If this is what you lust after in a Mustang, then stop reading here and place an order for the 5,0 V8 GT…
What do you get?
Jaw-dropping, neck-stretching style. If you want to be noticed then the Mustang is the one to get. I have not driven a vehicle in recent times that’s managed to garner so many envious stares. Perhaps it’s down to the fact that the famous Pony car was absent from our roads for almost half a century? The more likely reason is that it’s a stunning design with many elements from the original 1964 version evident. This includes the long bonnet, sloping roof line, vertical taillamps and that famous galloping horse badge.
Build quality
The original Mustang was never built to be the pinnacle of quality or luxury. It was a sporty coupé for the masses and was built to a price. This ethos is still evident in the modern version, as its overall finish is quite rough around the edges. Panel gaps are large, and climbing aboard doesn’t see matters improve owing to the inferior plastics and poor fit and finish that doesn’t compare favourably with German competitors in the R700 000 price range. This, unfortunately, is the price that the Mustang commands on our market. Exchange rates or the product’s niche appeal may play some part in its steep pricing, but the Mustang is still somewhat expensive for what it is.
Interior
Bar the quality shortcomings, the interior actually portrays the Mustang’s muscle car philosophy successfully. The driving position is excellent and the front occupants have plenty of space. The same cannot be said of the rear seats, which should only be reserved for children or short hops. Flipping the front seats forward to gain entry does, however, involve pulling on a rather flimsy feeling plastic handle on the seatbacks of the front pews, though.
Under the hood
In the name of downsizing and fuel efficiency, Ford has introduced a turbo engine option. It’s the same 2,3-litre EcoBoost unit also found in the hardcore Focus RS hatch, and in Mustang spec it delivers 233 kW and 430 N.m. Connected to a wonderful, slick-shifting manual gearbox, the drive is sportier than one would expect. It’s certainly much better than the automatic version we previously encountered. Ford claims a sub-6,0-second zero to 100 km/h sprint time; enough to see off most Golf GTI variants at the lights. The soundtrack is not bad considering the four-cylinder layout, but it still pales in comparison to the throbbing V8.
Handling?
Historically, handling has never been one of the Mustang’s strong points but the addition of independent rear suspension has helped in this department. There is some feel from the tiller and once you get used to viewing the road over that long bonnet, you begin to gain the knack of accurately placing the car on your desired line. Relax the electronic stability control a little, and you will be rewarded with proper rear-wheel drive dynamics. The car is by no means the sharpest tool in the shed but there is more fun to be had than expected.
Should you buy one?
If you have read this far then the lack of a V8 engine is probably of little consequence to you. In a motoring environment where downsizing and turbocharging have become the norm, it seems that the younger generation cares less about the original character of the V8 Mustang and will happily live with a four-potter that promises better fuel consumption. Because of the steep asking price, the Mustang remains an emotional, rather than an objective, purchase. Personally, I would save up for the V8, but maybe I’m just old beyond my years…
