Mustang ready to rock
The Ford Mustang has been given the RTR treatment. Is it the best value for sheer fun? Nile Bijoux finds out.
The RTR is the brainchild of Vaughn Gitten Jr, an American drifter who saw a niche for aftermarket style and power upgrade kits for the Mustang. The Stage 1 is the first step into the Mustang RTR world.
What’s different about this one?
The Mustang RTR Series 1 comprises a bunch of visual tweaks applied to a standard Mustang GT, as well as a couple of handling upgrades. There’s no more power here, the naturally aspirated V8 is still pushing 339kW/556Nm through a 10-speed automatic to the rear wheels.
There’s Ford Performance suspension and the Track Handling Pack, which features adjustable sway bars, 25mm lower springs, performance struts and a more aggressive stance.
RTR adds a staggered wheel and tyre package to the mix, with 19x9.5-inch fronts and 19x10-inch rears. The rear spoiler gets a Gurney flap, there’s a custom rear diffuser, larger front splitter, RTR’s special DRLs and plenty of RTR badging dotted around the car.
Overall, the Series 1 pack adds a decent amount of attitude to a car that’s already quite mean. Is it for you? I can’t answer that but I can
Ford Mustang RTR Series 1 Base price: $89,990 Powertrain and economy: 5.0-litre V8, 339kW/556Nm, 10-speed automatic, RWD, combined economy 12.7L/100km, CO2 292g/km (source: RightCar).
4784mm long, 1916mm wide, 1356mm high, 2720mm wheelbase, luggage capacity 408 litres, 19-inch alloy wheels.
Vital statistics:
We like:
That engine, RTR’s angrier looks, trick active exhaust.
We don’t like:
Indecisive automatic, dated interior, toggle switches annoying.
say it looks better in person, especially at night.
OK, so it looks cool, but does it drive well?
Oh, yes. Gone are the days of the live rear axle; this thing rips. The handling pack allows more confidence pushing the nose into corners and the larger rear wheels let you put more power down sooner. As anyone who has driven a V8 Mustang can attest to, the engine is a thing of beauty.
All new Mustangs have an active exhaust system and setting it to full noise really lets the benteight sing. There aren’t any crackles and pops, those are a thing of the past unfortunately, but the V8 howl is fine on its own. Excluding any potential power gains, you don’t really need to go off and buy an aftermarket exhaust kit any more.
The steering has a slight dead spot in the middle when cruising but it weights up nicely when you need it to. There’s no wallow or uncertainty with where the wheels are pointing, it all works nicely. Threading corners together is nicely satisfying and the roar from the exhaust is hugely rewarding.
It’s harder to find more fun for your dollar than a Mustang and the RTR Series 1 adds visual appeal to driving pleasure.
Power is delivered smoothly right up to the 7500rpm limiter, with torque peaking at around 4600rpm. Below that point, the Mustang is still easy to drive and thanks to 10 cogs in the gearbox, fuel consumption is kept relatively in check. It will still spiral past 15L/100km after half an hour of brisk backroads but you can drop it down to around 12L/100km on the motorway home.
Speaking of the transmission, it’s probably the only weak point in the RTR Series 1. I’m not sure if it’s a simple calibration issue or something with the gearbox in this specific car but unless you’re a 100 per cent positive with your throttle inputs (all or nothing, basically), the transmission will second guess itself.
For example, if you want to pass a slow-moving truck and push the gas halfway, the gearbox might drop from tenth to eighth then down to sixth before settling down back up in the higher ratios. It makes for a somewhat lurchy experience and some people might not like the indecisiveness.
Additionally, 10 speeds is two or three gears too many for realistic paddle use. You can set the car to Sport mode and flap the paddles as much as you want but you only really use between third and sixth when driving hard. The rest of the cogs are basically modifiers for reducing fuel consumption.
Can I justify buying a brandnew V8 in this day and age?
That’s the million-dollar question, isn’t it? I mean, there’s a reason the Germans have gone turbo. The answer ultimately changes from person to person but it’s certainly getting more difficult to convince yourself of the affirmative.
Ford hasn’t yet given the V8 cylinder shut-off so both banks are constantly firing, even when you’re cruising.
Nor has it imbued the engine with any form of mild-hybrid tech. That pushes consumption up as I’ve already mentioned but equally as important are the CO2 emissions.
RightCar reckons the Mustang GT emits 292g of carbon per kilometre, which is not good.
Especially when the High Performance EcoBoost Mustang is a thing, which drinks less fuel, farts less carbon, handles better and still offers plenty of grunt.
Though, as much as it tries, it won’t ever sound as good as an atmospheric 5.0-litre V8.
Aside from environmental concerns and the gearbox, is there anything else wrong with the RTR?
Nothing that doesn’t carry over from the standard GT. The interior is nice but feels a bit dated and plasticky now, the switchgear toggle switches are unidirectional and go the wrong way (pushing them up feels weird) and the menus take some time to flick through.
But then again, consider the fact that this is a $90k car.
There are a lot of pros and not many cons for the price of a BMW 330i sedan.
Any other cars to consider?
Not really, aside from the base Mustang GT. There simply aren’t many naturally aspirated V8s left on the market.
The only one that comes to mind is the Lexus RC F and that costs $171,100, or roughly twice the price of the RTR Series 1.
Excluding the engine, you’re looking right at the Toyota GR Supra, which offers similar performance for a similar price in a more modern/German package. The Supra exclusively uses an eight-speed automatic as well, while purists can take the Mustang with a six-speed manual.