RTR upper grille with lights; lower grille; brake cooling guides; bonnet heat extractors; side skirts; rear rockers; rear diffuser; rear spoiler lip; exterior graphics pack; 20in Tech 7 lightweight alloy wheels in Charcoal Grey; Michelin Pilot Sport tyres (255/35R20 front, 285/30R20 rear); RTR gearknob; Serialised build plaque signed by Vaughn Gittin Jr; Tactical Performance adjustable dampers; Tactical Performance sport springs; Tactical Performance adjustable front and rear anti-roll bars. COSTS Full drive-in, drive- out conversion at mountune HQ - £10,000
point; it’s all OEM-quality stuff that has been designed to look like a limited edition from the factory, and not something built by a random bloke in his shed.
The RTR Spec 2 model comes with a full list of cosmetic upgrades, including; upper grille with lights, lower grille, brake cooling guides, bonnet heat extractors, side skirts, rear rockers, rear diffuser, rear spoiler lip, exterior graphics pack, and 20in Tech 7 lightweight alloy wheels. Most of these parts are available from mountune as individual upgrades, but some are unique to the RTR Spec 2 package, so for the full impact you really need to add the whole lot.
As I slide inside the cabin everything is as you’d expect; namely large, American, and really quite comfy. The only cues from the inside are the RTR gearknob and the a neat little plaque with the main man's signature.
When you fire up that thumping great V8 the car gives off a deep, soothing rumble that soon blips into a terrifying bark with a quick stab of the throttle. But to fully experience the upgrades fitted to this particular car I needed to head off into the countryside to find some twisty B-roads.
A Mustang, on country lanes? I must be crazy, right? Aren’t Mustangs only good for straight lines a quarter-mile at a time? Not any more! While the old US-only models may have fallen over at the mere thought of a hairpin, the new UK version takes them in its stride – the RTR Spec 2 with its Tactical Performance adjustable dampers, sport springs, and adjustable front and rear anti-roll bars, however, just loves to make mincemeat of them!
With these chassis upgrades in place, the big, heavy, and super-wide Mustang actually feels well-planted and really quite nimble – which, for a car this size is an amazing feat. Fair enough, on these roads it’s not quite in the same league as a M400 Mk3 Focus, but you’d expect the shorter, lighter, turbocharged, AWD RS to have the upper hand out here. However, you’d be surprised, the RTR Spec 2’s performance is closer than you might think.
The front end feels much tighter than the standard Mustang, especially on turnin, and because of the reduced body roll offered by the sports springs, the front tyres just grip and the nose changes direction remarkably quickly. You might think this may upset the balance and make the rear end feel looser, but it all works together in perfect harmony. I even felt brave enough to turn the traction control fully off and get the back-end squirming about on the exit of corners. Of course, with 444bhp on tap it’s easy to get the rear tyres breaking traction if you provoke it, but these country lanes aren’t as wide as a Mustang is long, meaning there really isn't a lot of margin for error!
I was amazed at how much fun this thing out on the country lanes. I mean, it’s still most comfortable on fast sweeping A-roads and relentlessly munching motorway miles, which is where most Mustangs will spend the majority of their lives, but this little trip into the Essex countryside proved that if you wanted to (and providing there’s nothing coming the other way!) the Mustang RTR Spec 2 really can hold its own even on back lanes and B-roads you’d never realistically expect it to perform on. And if it’s this good out here, I’d love the opportunity to try it on a race track, as I can only imagine it would be mega on track. I love it.
Many of the cosmetic upgrades are available separately, but some are unique to the RTR Spec 2 package