Given the choice, I’d rather the weather be dry before taking to a country road for a spirited drive. That’s true no matter what car I’m piloting. And it’s really true if the car is a 2025 Ford Mustang Dark Horse.
Big power and rear drive can be a handful, even with today’s electronic ninnies and the right rubber. Mustangs and Cars and Coffee have become a running joke for a reason. And those two things can be even more of a handful in the rain.
That said, seemingly endless rain wouldn’t keep me from taking the Dark Horse for a short drive on the roads around the famed Road America racetrack last month. Even if I had to baby it a bit, I am glad I did.
I never could fully uncork the 500 horsepower and 418 lb-ft of torque from the 5.0-liter V8, but it’s hard to even access that power in the dry, unless you’re on a closed course such as a racetrack. Otherwise, you’re jeopardizing your wallet, and in certain states, your freedom. This pony doesn’t mess around.
Even when driven gently, that prodigious V8 power is appreciated, and the six-speed manual is a slick shift. The clutch is delightfully heavy yet easy to use, it’s nicely progressive in terms of takeup.
Ford wrings the extra power out of the V8 in part by tuning the engine differently, borrowing forged connecting rods from the GT500, using a new dual throttle body intake, and strengthening the camshafts.
The Dark Horse feels better screwed together, in terms of chassis flex, than a Mustang GT, and it’s a sharper handler than the GT, which is no slouch. Even at rain-reduced speeds, you can feel the sharp turn-in, and the car tracks accurately. The steering is a touch lighter than I’d like, though.
Lest you think I am kidding about rear-drive, big power, and the rain, I did have one brief “clench” moment. Those who’ve been to Road America will know that if you turn right (west) out of Gate Four, the semi-rural two-lane almost immediately dips sharply downhill towards an ungated railroad crossing. I never tempt fate at said crossing — I always brake hard and cross slowly to avoid becoming paint on a train.
I wasn’t flying as I approached — I was within spitting distance of the speed limit. With right foot planted firm on the brake, I dropped from fourth to third, released the clutch, and felt the rear end wiggling like a child that badly needs to pee.
Thankfully, the electronics kicked in and I gave the steering the cliched “dab of oppo” and all was right in the world. But yeah, the Dark Horse has a level of tail happiness that is rare these days. Memories of my Fox body in the snow came to mind.
Speaking of Fox bodies, I’ve remarked before that it’s cool that Ford lets you use digital magic to recreate that era’s gauges, and now you can also imitate the original first-gen car or the SVT Cobra from the ’90s. The Cobra themed looked especially sharp.
Those who like a V8 soundtrack will have fun playing with the active exhaust — I know I did. Drop it to Quiet when passing houses, sure, as not to disturb any naps, but when the road opens up you can get wild with Track and Sport. Normal is still plenty loud — you’ll notice when someone fires a Dark Horse up in a parking lot — but it’s not overwhelming, and it sounds great. Though I suspect it might be susceptible to drone when cruising on the interstate in sixth gear.
Beyond the power and handling upgrades such as bigger anti-roll bars, a sped-up steering ratio, and unique chassis tuning, the Dark Horse is closer to the GT in driving experience than, say, the recent GT500. That probably makes it a bit easier to live with — I’ll let you know when I get a full-week loan — than the GT500 was. The GT500 was a wonderful performance car, but it asked a bit more in compromise than the Dark Horse does. The Dark Horse is more like a Mustang GT, but massaged to maximize the fun.
The problem is the price. Mustangs are expensive now, and a Dark Horse starts at nearly $65K. The way I’d want it optioned, with all the performance goodies and the nicest creature comforts, well, that would be close to 80 grand. You can get into a low-trim Corvette for similar dough.
Still, the car feels worth it. It’s not the best special-edition and/or hi-po (above GT) trim in recent years — the GT350 takes that honor, in my opinion — but it’s close. It’s not as wild as the GT500, nor does it play on looks/nostalgia the way the Bullitt/Boss/Mach 1s did. Those were all fun cars, and I’d own any of them, but the Dark Horse’s ability to maximize the GT’s abilities is something to behold. This may be because the Dark Horse is fairly similar to the Mach 1, without the throwback name.
Whatever the case may be, it just works. Pony-car performance is no longer cheap, but it’s still fantastic.
[Images: Ford]
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