Ford Mustang

Small changes, big di†erence

PLASTIC SURGEONS SAY the best facelifts are the ones that are hard to spot. In the Mustang’s case the telltale stitches behind the ears include lower-set headlights, LED rear lamps and, on the V8 GT, M3-style quad tailpipes. Inside there’s more metal (or metal-look) jewellery, plus some hand stitching on the console and an optional 12-inch digital instrument cluster that’s got plenty going on to distract you from the road ahead. Just as well Ford’s updated the safety kit with stu˜ like pre-collision assistance and pedestrian detection to boost the last version’s retro two-star Euro NCAP score by one star.

The soulless EcoBoost 2.3 is now rated at 286bhp instead of 313bhp, but the 5.0 V8 gets a boost from 410 to 444bhp, a wicked new exhaust soundtrack and, in the case of the optional auto, an extra four ratios thanks to a new ’box co-developed with GM. Giving a burly Yank V8 10 gears sounds about as crucial an upgrade as itting an extra pair of legs to a caterpillar. The real reason is this north-south transmission was engineered for Ford’s F-series trucks, which need more cogs for towing. But since the Mustang’s 389lb ft actually peaks at a high 4600rpm, the new transmission makes it easier to keep in the sweet zone. The ability to skip multiple ratios on the way down the ’box is useful; a Dragstrip mode, which sacriices reinement in search of tenths, isn’t, but is fun anyway. The real shock here, though, is how much better this Mustang is over a tough road on its retuned suspension and new optional Magneride dampers. It doesn’t turn like a hot hatch but it feels tight and together. Pity about the

22mpg economy and now

£43k+ price.

Lights are new, and set lower, but the bigger changes are under the skin, and very successful