PONY CLUB

Ford’s iconic muscle car has been updated for 2018 but its fundamental blue-collar appeal remains, writes Matt Allan

It’s only a couple of years since Ford finally brought its Mustang muscle car to the UK but, thanks to the vagaries of global car production, it’s already time for an upgrade.

With more than 33,000 cars sold in Europe since its launch the Mustang has clearly found a strong following so the changes, while significant in some areas, haven’t done anything to dilute the Mustang’s iconic status.

At the heart of the Mustang experience lies the engine and for 2018 the line-up remains the same although both units have been revised. The 2.3-litre Ecoboost has actually dropped a few horses due to the addition of a particulate filter which affects exhaust flow but it still puts out a respectable 286bhp. The iconic 5.0-litre V8, however, has been reworked to offer 444bhp and 390lb/ft.

Anyone with their sensible head on will look at the stillimpressive performance figures of the Ecoboost and decide that’s the one to go for. It still hits 62mph in 5.8 seconds but manages 31mpg to the V8’s 23 and sits two tax brackets below it. That resolve will last until the moment you hear the V8 fire up. It’s a deep, bassy bellow that suits the big brash looks of the car perfectly. There’s nothing offensive about the noise from the 2.3 but even at full chat it can’t compete with the throaty rumble that bursts from the V8 at every tap of the throttle.

Out on the road, the Ecoboost is no slouch and, if anything, is more responsive thanks to quick-spooling turbos that deliver torque while the naturally aspirated V8 is still drawing breath. But, as good as the four-pot is, the V8 simply suits the character of the car better and once it gets going it really gets going, with spectacular performance – the Mustang is a full-fat muscle car and deserves the full-fat powertrain.

One of the key upgrades for 2018 is the addition of Magneride suspension to the options list. The biggest criticism that could be levelled at the first Mustang was that despite being tuned for European roads it was still a big wallowy thing. In an effort to address that, Magneride uses magnetorheological fluid packed with iron particles and electromagnets within the shock absorber to offer near-instant adjustment that reacts to the road and driver input. The difference between it and the previous car’s passive suspension is marked. On the sinuous, twisting Route Napoleon the improvement in body control is obvious. The car is flatter and more composed through wide sweeping curves and tight hairpins alike and far less bouncy over undulating sections. The active suspension is a £1,600 option but it’s one that every owner should tick.

Also upgraded for this year is the automatic transmission. The old, laggy six-speed has been replaced with a new 10-speed unit. Ford says the new ’box offers better efficiency, quicker acceleration and “adaptive shift-scheduling” allowing it to adapt to the driving conditions and always be in the right ratio. It’s a clear improvement on the old unit, smoother and quicker shifting but it still has moments of indecision and jerkiness. You can override the auto shift with steering-wheel mounted paddles but the car quickly defaults back to auto. Unless you’ve a genuine reason for needing an automatic you’re far better off sticking with the six-speed manual, which has just the right weight and resistance. Plus you can use the money you save on the gearbox to have the fancy adaptive shocks.

Compared with the mechanical updates the styling changes are relatively minor but give the car an even more aggressive look than before while maintaining its unmistakable Mustang-ness. At the front there’s a deep splitter, lower bonnet line and revised grille and headlights while the rear gets a new diffuser, bumper and all-led lights as well as the option of a boot-mounted spoiler. Three new colours – Kona Blue, Royal Crimson and Orange Fury – plus new 19-inch alloy designs and optional racing stripes add to the personalisation opportunities.

The interior remains largely unchanged. Door linings and the centre console get new soft-touch materials and there are four finishes to choose from for the dash and instrument surround. Most significantly, the traditional dials have been replaced with a configurable 12-inch display which prioritises information differently depending on the drive mode selected. As before the cabin isn’t up to the standards of key European brands but that’s reflected in the sub£40,000 starting price. And while material quality isn’t exemplary, comfort is thanks to big supportive seats and acres of space in the front – just don’t expect to get much use from the “+2” rear seats.

The Mustang starts at £35,995 for the 2.3-litre fastback with the manual gearbox, with both engines available with either transmission and in fastback and convertible bodystyles. A standard V8 fastback will set you back £41,095.

On top of the other upgrades, the 2018 Mustang gets a wider selection of driver aids, including pedestrian detection and automatic emergency braking, lane keep assist and adaptive cruise control. At the less practical/more fun end there

“The car is flatter and more composed than before through wide sweeping curves and tight hairpins alike”

are new driving modes – the customisable My Mode and Drag Strip – to sit along with the ice/wet, normal, sport+ and race track modes. Each mode adopts a different combination of engine, transmission, steering and suspension settings to suit the situation. And for pure hooliganism the line lock mode remains, allowing burnouts and drag strip getaways, if you can find somewhere appropriate.

The presence of such settings shows that the Mustang is still not a car for everyone but for those who get it, this latest version takes what was good about the first generation and makes it better. Just make sure when you order yours you specify the manual ’box and Magneride shocks.