This time on Fifth Gear...
..Vicki heads to the South of France to get behind the wheel
of the latest generation of a motoring icon.
It definitely feels like a muscle car.
And I go back to where it all began.
I dare you to jump into a Mk1 Ford Mustang
and try and drive it without a smile on your face.
Jason wrestles the elements...
Why can't it be bloody dry?
..and a colossal amount of power
as McLaren's new 750S goes head-to-head
with Ferrari's groundbreaking hybrid-powered 296 GTB.
She's a bit snappy.
And we put Volvo's high-performance EV through its paces.
What is the point of having a family car that's as quick as a 911 Turbo?
But it seems to be hiding some unwelcome surprises.
Oh, my God! What was that?What's that?
Now, then, I feel a birthday celebration coming on.
I mean, there aren't that many motoring icons
that have lasted to the grand old age of 60.
We've got Mini, Toyota Land Cruiser...
Jason Plato.
Mate, order. I've got a long way to go yet.
But the most important car on that list surely has got to be the Porsche 911.
Well, is it, though? Absolutely! Yes!
No, cos 60 years ago, the Americans were busy launching
something that is still, to this day, going strong.
I think you might be a bit biassed, because you had one.
Ah. The Mustang.
And this is the latest offering from the Mustang stable,
the Dark Horse.
Yes, it is a five-litre naturally aspirated V8
with 453 horsepower. God bless America.
Whoa, whoa, whoa, whoa, you can't just jump in with the new one.
To fully appreciate the impact that the Ford Mustang has had
over the last 60 years,
we need to go right back to where it all began.
Sorry, Rory.
Much better.
The Ford Mustang. With ten million sold worldwide,
it's Ford's longest-running and most iconic name badge.
To understand why, we need to go back to this, the Mk1.
Born into a time of profound change, youthful energy,
and cheap gas prices, this was more than just a car.
This was an American dream.
In the early 1960s, Ford saw a gap in the market for a sports car
that was practical, exciting and affordable to young people.
The Mustang, as it became known,
was launched at the New York Wells Fair in April 1964
for a starting price of just $2,368.
The American public had never seen anything like it.
From its long bonnet to its tribar taillights,
it oozed cool, and sent a new generation
of young thrill-seeking Americans Mustang-mad.
Ford sold over 400,000 in the first 12 months,
making it one of the fastest-selling cars of all time.
And it wasn't long before the silver screen came calling too.
The 1968 classic, Bullitt, saw Steve McQueen's '68 Mustang GT
pursued by one of its biggest rivals, the Dodge Charger.
The 'Stang obviously looked like a film star.
But as any self-respecting petrolhead knows,
it's what's under the hood that really matters.
And that is a 4.7-litre V8 that brought muscle to the masses,
with 200 brake horsepower and a 105-mile-an-hour top speed.
Along with the full-fat V8,
Ford also offered a frugal 2.8-litre straight six.
In fact, choice was one of the factors
that made the Mustang such a hit.
Along with engines, buyers were faced
with an unprecedented choice
of body styles, colours, and interior options.
Inside, the Mustang provided a unique blend
of sportiness and luxury with a low driving position,
a floor-mounted gear selector, matching front-to-back carpets,
and, of course, an AM radio.
Not that you'd be able to hear it very much.
Listen to that. Oh, it sounds filthy.
I dare you to jump into a Mk1 Ford Mustang
and look out beyond this huge chrome steering wheel and that long bonnet,
and try and drive it without a smile on your face.
OK, performance isn't this car's strong point.
It's nowhere near quick enough to be considered
sporty by modern standards.
The steering is slightly baggy, slightly loose,
the handling is a bit roly-poly.
But it's not about going quickly in the Mustang,
it's about making progress and feeling good while you do it.
The reward doesn't come from the acceleration,
it comes from the sound and the experience.
This is joyous.
But the Mk1 is very much a product of its time,
and in 2024, on the country roads of Essex,
the experience of driving it comes at a cost.
This car does 12 miles per gallon.
Back in '60s America, when fuel was basically free, that wasn't a problem.
But let's face it, this is not the car for a cost-of-living crisis.
Something else that's interesting are the brakes.
They basically don't exist. Be very careful in a Gen 1 Mustang.
The Mustang has, of course, been updated.
Six generations in as many decades
have borne witness to various shapes,
specifications, and even,
much to the horror of diehard fans, electric power.
A lot has changed since the Mustang's launch in 1964.
Does the Mustang actually still work as a concept in this day and age?
Let's not forget, this was a sports car aimed at the masses.
But nowadays, what the masses really want are crossovers and SUVs.
Last year, production of two of the Mustang's lifelong competitors,
the Chevrolet Camaro and the Dodge Charger, was axed.
Many worried that Ford would also bow to current trends
and call time on its big, naturally aspirated V8 pony cars.
Happily, they needn't have worried.
Because it's back. Bigger, better, faster.
And it has seen one of its greatest facelifts for years.
Later in the show, a dark horse is looming.
It just sucks in this massive lungful of air and then...
Plus, Jason's in his own happy place.
Oh, it's delicious, isn't it?
Thrashing a pair of insanely powerful supercars
around a rain-soaked racetrack.
Come on, lad! Come on!
And stop the watch!
I feel a bit sorry for supercar fans at the minute.Yeah. Why is that?
Well, because you used to know where you stood with a supercar.
Fast, fierce, noisy.
But now the market's a bit - All a bit "ecofriendly".
Yeah, I dunno, hybrid supercars are pretty decent.
Yes, but you've got those heavy batteries and the electric motors,
and surely, that will put them at a disadvantage against pure petrol.
Well, there's a way to find out.
Two mid-engine supercars with Formula 1 pedigree.
A McLaren with an old-school turbocharged V8
and a Ferrari with the addition of a cutting-edge electric motor.
So, petrol versus hybrid, which one is quickest?
Time for a Fifth Gear shootout.
This is the new McLaren 750S.
It uses the same four-litre V8 as the outgoing 720S it replaces,
but everything has been dialled up to 11.
It's lighter, it's faster, and refreshingly, it's cheaper.
Ah, I mean, it's sensational.
Taking on the McLaren is Ferrari's 296 GTB.
This is far from a traditional Ferrari.
It uses a clever three-litre hybrid V6 turbo
to deliver its ferocious power.
Oh, yeah, you fighter.
Despite their vastly different powertrains, Ferrari and McLaren
have produced supercars with near identical performance.
But when you've got monsters like this at your disposal,
the last thing you want, really, is a wet track.
Oh, man, why can't it be bloody dry?
The Ferrari's having its batteries topped up.
So, let's start with the McLaren.
Now, the key thing about this McLaren is its weight.
It's 200kg lighter than the Ferrari.
I mean, that's two and a half of me.
McLaren have also fettled the way the car drives.
A wider track at the front, plus revised steering and brakes
help to make the car feel totally focused.
The grip is absolutely phenomenal.
I mean, it feels like a race car.
So, now what I've just done is I've turned everything off.
There's no traction, no nothing.
Full 750 horsepower with no intervention.
Hello, saucy devil.
Do you know what? I prefer it.
I've got full control with my right foot.
Oh, you fighter!
It's a great piece of kit, but it should be.
The car I'm driving today comes in at a whopping 350 grand.
Let's have it. Time for a fast lap.
Right, come on, JP, get a good exit out there.
Start the watch!
Come on, JP.
Jesus Christ.
Oh, it's so bloody quick.
On a twisty track like this, the McLaren's active rear spoiler
is constantly changing its angle, reducing drag on the straights,
but adding downforce on the brakes and into the corners.
I've gotta be careful here, there's a bit of damp there,
it just caught me out nearly.
Come on, JP.
Right, get a good, clean exit, here we go.
Come on, lad! Come on!
And stop the watch!
The McLaren sets a blisteringly quick time of one minute, 13.8
on a soaking wet track.
8. I mean, that's mind-blowing.
It's fantastic to drive.
Now, for the Ferrari.
It may have been launched four years ago,
but the 296 hybrid drive train
feels more cutting-edge than McLaren's blunt-edge V8.
But in these conditions,
the prancing horse has got a bit of a bite.
She's a bit snappy. But I can do this.
Quite happily drive along in electric-only mode
for something like 15 miles.
It's quite surreal, isn't it? Tell you what, though,
who wants a Ferrari with no engine? Here we go.
That's better.
Thanks to its regen braking,
every time you barrel into a corner, you're also topping up the battery.
And when you're not in EV-only mode,
the electric motor adds an extra 164 brake horsepower
to the 654 already on tap from the V6.
Plus, it also adds instant torque for lightning-quick acceleration.
Ah, it's extraordinary. I mean, you know, 60mph now, foot down.
Hundred and ten miles an hour, this'll still spin the rear wheels.
It's bonkers.
In the wet, if I'm truly honest...
..it's a bit of a handful. It's not relaxing at all.
But there is one thing which is just glorious.
It's the engine.
Incidentally, this is the first V6 to go into a Ferrari road car.
Oh, it's delicious, isn't it?
But all this innovation comes at a price,
and once you've factored in 14 grand for the blue racing stripe,
this particular 296 will set you back £359,000.
Let's find out if it would be money well spent.
Time for a quick lap.
I've got everything turned off. No traction control, no stability.
I'm in full race spec.
At the first checkpoint, the McLaren and Ferrari are neck and neck.
Right, power, power, power.
Oh, that's lovely, JP! Now she's hooked up!
Come on, you little fighter!
Bloody stroll on.
Hundred and fifty mile an hour there.
Well, at least I've got it in.
Oh. Come on.
By the second checkpoint, it couldn't be closer,
but the Ferrari looks a little bit better out of the corner.
I'll tell you what, the brake is so good,
it's taking me bloody glasses off.
The Ferrari crosses the line in one minute, 14.1.
Boy, that was close,
but the McLaren takes it by three-tenths of a second.
Jesus Christ.
Ferrari's high-tech hybrid 296
and McLaren's old-tech 750S
are both incredible machines.
Another day, and the Ferrari's instant torque
may have swung the result, but on this track
and in these grizzly conditions,
it was a narrow win for McLaren's old-school V8.
If you'd rather a high-end used car than a low-end new car...
..then welcome to second-hand heroes.
Today, we've handed over the reins to Fifth Gear's
very own boy racer, Sid North.
So, you want four seats, maybe five,
and you want a big boot to swallow everyone's luggage.
But you're not ready to give up on driving thrills.
So, what's the solution?
How about a performance estate?
A bit like this Subaru Impreza WRX sport wagon
and the VW Golf R Estate.
They look extremely tempting.
Let's have some keys.
If you're a car nerd like me,
you won't need pictures to recognise what I'm driving.
Have a listen.
Yes, the Subaru.
There's nothing out there that sounds quite like an Impreza.
It's almost like the engine is misfiring,
but it's just a characteristic of the car.
Because it's a flat four,
which means that the cylinders aren't in a straight line
or in a V-shape, but they stick out sideways,
you've got two pistons on the left and two pistons on the right.
Launched in 1992, the WRX was based on the car
that Subaru were using in the World Rally Championship.
In 1994, when it was launched in the UK,
it cost £18,000.
Today, you can pick up a WRX Estate for less than five grand.
With a turbo bolted to its two-litre engine,
the power output was 220 horsepower,
which can propel this car to 62 in just six seconds.
However, while the 220 horsepower is good, it's not that good.
So, why is the WRX so quick?
Traction is the Impreza's secret weapon,
because it's got a permanent four-wheel drive system
with a clever differential, which means that it can
distribute power to wherever it needs it best.
So, what's it like to drive?
Well, it's actually a good laugh.
This five-speed manual gearbox, nice and snickety,
the steering has a nice degree of weight, there's bags of grit.
This might be an old girl, but I'm telling you,
this could keep up with the very best of hot hatches,
and you've got that soundtrack.
If you want a rally-bred Subaru in your life,
what should you look out for?
These Imprezas are now 30 years old, so look out for signs for rust.
The areas to check include the wheel arches,
sills, suspension struts, and around the rear screen.
Buy a good one, because the cost to fix
could hit two and a half grand.
The four-cylinder doesn't get as much cooling as the other three
and can overheat, initially on start-up,
and then eventually, over time, it will start knocking.
And staying in the engine bay...
High oil consumption could mean that the piston rings have failed.
Any sort of engine overhaul could set you back nearly three grand.
Time for some Golf.
Everyone knows that the VW Golf has been around for ages,
and the Mk1 GTI which came out in 1976
is to be considered as the godfather of all hot hatches.
And in 2015, VW applied their go-fast knowledge
to an estate version. In fact, they went one better.
Because this isn't a Golf GTI Estate,
it's a Golf R Estate.
And that R stands for 'racing', which makes a huge difference.
The Mk7 Golf GTI had a two-litre
turbocharged four-cylinder, producing 220 horsepower.
Which is nothing to sniff at. However...
the Golf R has 300 horsepower.
The GTI's engine was reworked to increase the power,
but the revisions didn't stop there.
Gone was the usual front-wheel drive system,
and in favour came four-wheel drive,
just like the Impreza I've just driven.
And like the Impreza, the combination of power
and traction it produces is mighty impressive.
For example, nought to 62 comes up in just over five seconds.
Not bad for an Estate that can hold 1,620 litres with the seats down.
And it's ULEZ-compliant.
On the outside, the only nods to its outrageous performance
are the special-edition alloys,
quad exhausts, and subtle body extensions.
But fast is one thing. Is it fun?
Well, the answer is a massive yes.
The engine is an effective power plant.
It revs hard and strong, and the brakes are good, too.
When it was new, the R Estate cost £35,000,
which was a lot for a Golf, even one as good as this.
Fortunately, depreciation has had an effect,
and these Golf R Estates can be found for around £15,000.
If you'd like a Golf R Estate on your drive,
here's what to look out for.
If the engine starts to run hot and the coolant goes missing,
then the water pump could be on the blink,
then you'll blink at a 750-quid bill.
If the DSG gearbox struggles to find a gear,
or if there's any worrying vibrations coming from it,
then one of the fancy clutches could be failing.
And you could be shelling out two grand,
perhaps almost double that.
And the rocker cover seal could fail.
The smell of burning oil or drips on the ground
could signal a 600-quid repair.
So, after a day with these high-performance estates,
which would I choose?
Well, as much as I love the Subaru, it's gotta be the Golf R Estate.
It is literally all the car you ever need.
Up next...Where have all the small, affordable cars gone?
..small cars are disappearing from Britain's roads,
and Grace Webb wants to know why.
We go full beans in the all-new electric Volvo.
I'll tell you what, it's quick, innit?It's really quick.
It's their fastest accelerating car ever,
but can the EX30 perform in a Fifth Gear team test?
I've actually got a massive shot of adrenaline
that's gone through my body because this car has just taken over.
And Vicki's ripping up the Cote d'Azur
in Ford's all-new Mustang Dark Horse.
What a total joy to experience
a naturally aspirated engine with no stuff on it.
Come to think of it, there aren't that many
small new cars around at the moment, are there?
I know, have you seen the new Mini Countryman?
It's massive. I reckon you could get an original Mini in the boot.
It is a real issue, particularly if you're young and you need something affordable.
Or if you live in the city and want something
nippy and easy to park. Especially with your parking, pal.
Oi.Yeah. So, what do you think is going on?
We need an investigation.
Yeah. This sounds like a mission for our Fifth Gear consumer queen.
Paging Grace Webb.
My first car was a Peugeot 206.
Its modern-day equivalent, the 208, is a full 20cm longer.
And if small cars aren't being supersized,
they're being discontinued.
Last year, we said farewell to the UK's
best-selling car of all time, the Ford Fiesta.
And we've also recently said goodbye to the VW Up, the Toyota Aygo,
the Citroen C1, and the Peugeot 108.
This is one of the survivors, the Kia Picanto.
But if you're looking for a cheap runaround, then think again,
because the new Picanto starts at 15,595 quid.
That's 57% more than what it cost back in 2020.
To help shed some light on the declining numbers of small cars,
I'm taking a drive with car market guru, Steve Fowler,
former editor of Auto Express, Autocar, and What Car.
So, Steve, where have all the small, affordable cars gone?
It's madness, isn't it? Because people want to buy them
and the car makers just can't make small cars
cheap enough any more for people to buy.
There's a lot of legislation, a lot of regulations that have to be met,
and with small cars, the profit margins are much smaller.
To hit the latest emissions targets,
lots of gadgets and gizmos and technology
has to go into the engine and the exhaust system,
and that all costs money.
And the same is true for the safety features
that manufacturers are now duty-bound to add to their cars.
It's difficult to criticise safety, but maybe the legislators
need to lay off a little bit.
Like your lane departure warning, speed limit warning,
all the beeps and bongs that add up to a good Euro NCAP rating,
when you put it onto a small car,
just makes these things less affordable,
makes the profit margins even smaller.
The government recently put more pressure on manufacturers,
with the Zero Emission Vehicle Mandate.
Its aim is to phase out petrol and diesel cars by 2035.
So, could this move to EVs herald a new era of small, affordable cars?
So, are batteries the answer? Yeah, that's a good question.
I mean, batteries, really, really expensive.
So, they're not really the answer to affordable small cars.
I think the future for the small car is really, really difficult,
until the cost of batteries come down.
So, has our appetite for small cars simply diminished?
Hi, David. To find out, I'm heading
to the frontline of the war on small cars
to meet David Hancock,
who's run a used car dealership for many years.
So, you're a small car specialist?
Absolutely.Is there still a demand for these kinds of cars?
Well, yeah, there is. Yeah. The demand for these cars is huge.
The issue we have is not in selling them, it's in buying them.
And 20% of the cars we have here are small cars,
whereas traditionally, we were 100% small cars, that was our entire focus.
So, would you say it's affected you and your business,
the shortage of small cars? Absolutely. Yeah.
Because supply of second-hand cars is driven by the sale of new cars.
People who've bought a Volkswagen Up or a Fiesta two or three years ago,
now they wanna go back and buy a new one from the manufacturer, they can't.
They don't sell it any more. And they tend to keep the car they've got
for longer or indefinitely.
Which customers are going to miss these
as they become more and more unavailable?
Traditionally, I guess people who've passed their test
and older people downsizing from bigger cars
into something more economical.
So, what would you say to manufacturers who are starting
to phase out these small cars and stop the production of them?
I think it's a shortsighted view. Not everybody wants to buy
a medium-size hybrid or a medium-size electric car.
Some struggle to park a bigger car, to drive a bigger car.
Small cars are better for your pocket.
Yeah.And these people are gonna find themselves
not in a great position shortly.
So, what's the solution?
What do we want to see from manufacturers?
I think manufacturers have to accept that people want to buy small cars.
OK, the profit margins might not be in there, but cars like this,
this Kia Picanto, Kia are making small cars in the hope
that if somebody buys a Picanto, their next car may well be
a Sportage or an EV9 eventually,
you know, the cars with the bigger margins,
and it's a bit of an investment in the future of your customer.
With 40% of British drivers preferring to stay brand-loyal,
carmakers should take note.
It seems unlikely that the prices of small cars
will drop any time soon.
So, if you're lucky enough to own one,
for now, I suggest you hang onto it.
Now it's time to hit the test track...
..as we get a quick first look and drive of a brand-new car.
Yes, it's the Fifth Gear team test.
Today, the team tested the Volvo EX30.
Volvo has come a long way since its days of making
practical, boxy estates.
In the UK, 90% of their sales are SUVs,
and the new all-electric EX30 is the smallest
that the Swedish firm makes.
But it's also the quickest.
This performance version has a nought to 62 time
of less than four seconds.
That's as swift as a Porsche 911 Carrera
in a car designed to rival small electric SUVs
and hatchbacks like the Hyundai Kona
and the VW ID3.
Boys, the EX30 in the flesh,
Volvo's fastest, most powerful production Volvo ever.
It doesn't look like the fastest production Volvo ever, does it?No.
Do you not like it? I think it's a really great-looking, chunky little number.
It's all right, but the kind of vibes I'm getting are,
I dunno, like white goods.What? Like a fridge.
I mean, Rory wasn't that keen on it, didn't like it very much,
which I don't understand because I think it's cute.
The specs are amazing, aren't they?
Yeah, just over three-and-a half seconds to 62 miles an hour.
That's mental.Yeah, it is. What is the point
of having a family car that's as quick as a 911 Turbo?
Because once you've dropped the kids off, whoo, Mama's,
boom, Mama has some fun.Yeah.
Rory has yet to be wowed by the EX30.
Maybe its back end will tickle his fancy.
See, now I love the rear end of Volvos.
I love their lights, the way the lights are.
Yeah.It's really clean and simple.
I think that might be my favourite angle, actually, the rear.
Do you wanna see my favourite angle? Yeah.
On the inside, the boot is small, just 318 litres,
which is considerably less than the similarly-sized Hyundai Kona,
which has a 466.
But what it lacks in size, it makes up for
with sensible Swedish design.
You can actually drop this down...
..and make the space even deeper.
The Volvo's attention to detail extends into the cabin.
Firstly, can I just ask you to put your hands on the door handle?
Ooh.They are nice, aren't they? That is a beautiful bit of design.
They might be up there with the best door handles.
It's really gorgeous, isn't it? Yeah.
It's one of my favourite things I've ever seen in a car.
I like the materials, and I love this blue.
It's got a nice, smooth kind of cool feel.Yeah.
It comes from recycled denim, as much recycled as is possible.
I really like the way that Volvo has used
as many recycled materials as possible.
That's a really big plus in my book.
And this, well...
Ooh.Ding dong.Lovely.
Double cup holder with a lovely smooth action.Wow, that is -
What a nice bit of design.Yeah.
Do you know what? It feels fresh in here. Feels like they've made an effort.
Yeah.It's really good design.
It's a bit small, but we know that anyway.Yep.
I think they've done a great job.
Strap in.Come on. Don't go too fast.
I promise I won't. To the test track.
Volvo's gone down the Tesla route of using the touchscreen
to manage nearly all the car's controls.
So, we decide to check out how easy it is
to access a simple function.
What about the headlights?
You mean the headlights is on here? Is that what you're saying, Rory?
I mean, I think so, by the looks of it.No, it can't be, can it?
Oh.Oh, my gosh, it is.
Like many other manufacturers,
the Volvo comes with a plethora of driving aids.
The EX30 has pilot assist to help
you maintain a safe distance in traffic,
a driver alert system to give you a prompt
if the car suspects you're becoming drowsy,
and a collision avoidance system
that will apply the brakes and steer the car
if it detects imminent danger.
Oh, my God.What's that?What was that? Did it just brake by itself?
Yes.It just locked up.I've never, ever, ever experienced this.
What's going on, please? Why did it do that?
That's unbelievably dangerous. That is scary.
That is so scary.
I've actually got a massive shot of adrenaline
that's gone through my body because this car has just taken over.
So, I really felt uneasy from that point onwards,
and it makes me so cross that the computer can override me.
I don't trust this car now.
And then we tried to recreate it, and guess what? It did it again.
Wandering a little bit around here.
There it is. Done it again.Yeah. What was that?
What the is it doing? What was that?
Was it pulling you right? It's pulling me slightly,
but it's the braking. It's braking more than anything.
I suspect it might be because we were going over
some slight bumps in the road on the left-hand side,
and the traction control decided to save us,
even though we didn't need saving. It was quite alarming.
Turn off.
Jason dives back into the menus
and turns off the electronic stability control,
but that poses another potential problem.
Having the ESC off means I have to be more aware as a driver.
Which is fair enough for me, but not for maybe my mum, for example.
Well, yeah, you want your ESC on, don't you?
Yeah.You just don't want it overreacting.Yeah.
Despite everything, we still need to test out the nought to 62 time.
So, we head to a nice, long, straight, closed road
to see just how quick the Volvo is.
Whoa.Right. I'll tell you what, it's quick, isn't it?
It's really quick.
Where are we? Eighty miles an hour already.
Hundred.
Oh, I feel like I'm clattering out.
The speedo says 116.
I'm at max chat.
What's the numbers, Rory?4.4 to 62,
and a quarter mile in 12.5.
It's quick, isn't it?Yeah.
It's good, but not quite as quick as advertised.
But that might be due to the amount of charge we have left.
What's the battery level? 65? 65.It's probably too low.
And being three up doesn't help either.
Have to doff my hat to Mr Rory Reid
and say I was wrong, Rory, you were right,
I really don't think that this car needs to be that quick.
Overall thoughts on the EX30.
Er... Why? Five.
That's a picture of a fridge, by the way.
Ah, I like it, so I'm gonna give it,
I'm gonna give it a nice, shiny...
..eight.
I really wanted to like this car, but it spooked me rigid.
I'm gonna give it a four.
Volvo says...
So, despite being the quickest
accelerating car Volvo has ever made,
it only received a team test score of 17 out of 30.
The overzealous driver aids made it tricky to like.
Up next, good things come to those who wait,
and Ford have been waiting for 60 years
to unleash this special edition Dark Horse Mustang.
Vicki's in the South of France
to try and tame this iconic wild stallion.
One of the best things about this car is the noise.
Earlier, Rory gave us a history lesson on the first six decades
of a genuine American legend, the Ford Mustang.
Listen to that.
And it appears that the iconic muscle car
is refusing to grow old gracefully.
Introducing the Ford Mustang Dark Horse.
This is a tuned-up, track-focussed special-edition version
of the brand-new seventh-generation Mustang.
And while Rory drove his '64 original through the damp,
narrow backroads of Essex, I've had to slum it
across the France's Cote d'Azur
to take a ride in the latest version.
Ford knows what the petrolhead faithful
expect with a Mustang, so there's no clever hybrid system,
no vegan-friendly interior,
and not much fuel economy to speak of either.
Yes, it is a five-litre, naturally aspirated V8
with 453 horsepower. God bless America.
Not only does it make a great noise,
but the engine will power the Mustang
to 62 in 4.4 seconds, and on to 155.
And for those who can't remember what one looks like,
this is a six-speed manual gearbox,
and on my left leg is a clutch.
Of course, there are some concessions to modernity,
with two large screens now housing
all the dials and most of the controls.
And the body has been given a tweak.
There's a larger front grille, new style LED headlamps,
a sleeker roofline, and a shorter rear overhang,
a nod to the proportions of the original Mustang.
And there's one other thing that you will only find
on this state-of-the-art pony car.
Yes, it is the badge.
It is the only 'Stang in the entire history of the world
to have a horse's head on the back,
as opposed to a galloping horse.
Right, enough looking. It's time to take this pony for a ride.
The Dark Horse will definitely turn heads,
thanks to a striking front end,
race-inspired diffuser, and a fixed rear wing.
One of the best things about this car, though, is the noise.
As well as a few extra horses over the standard GT version,
the Dark Horse also boasts uprated suspension
and a race-inspired differential
to help tame those rear wheels in the corners.
And all of these things make me very happy.
It mixes old-school character
with a modern feel in the way that it drives.
The gearbox is a solid six-speeder.
You need a bit of muscle
to move it through the gate, but not too much,
and it's a really lovely short throw.
However, you can tell the width of this car
because my clutch leg is way, way apart
from the gearbox itself.
It's not like a little European sports car,
where everything's up nice and close.
You do have to move across the cabin a bit to operate it fully.
Obviously, that faraway clutch won't be an issue
for UK spec right-hand-drive Mustangs.
Oh, it is an incredibly leggy V8.
It just... ..sucks in this massive lungful of air
and then... ..fires it out.
Ah. What a total joy to experience
a naturally aspirated engine with no stuff on it. Oh!
When it comes to everyday usability, this is perfect.
Even though this is more geared towards the occasional track day,
the seats are very comfortable. Big and snug.
But if you want super-snug ones, you can get optional Recaros,
and they would be preferable if you did a lot of track work.
The track day cred of the Dark Horse is bolstered
by its performance package,
which includes a lightweight radiator,
auxiliary engine oil cooler, and rear axle cooler
to stop it overheating when you take your 'Stang
out for some hot laps.
Despite a lot of controls being tucked
in the dash, there are some buttons.
I've got loads on the steering wheel to play with,
I can go straight into different modes.
Track, sport, normal, custom,
slippery roads, and then drag strip.
'Ello, 'ello, 'ello.
And who can resist drag strip mode?
Certainly not me when an opportunity arises.
So, drag strip mode, it stiffens the front and raises the rear,
and then I have got line lock.
Put you in first gear.
Lovely.
It definitely feels like a muscle car.
It really, really does. Oh, it's quick.
At the very least, every Mustang should put a smile on your face,
and heck, yeah, the Dark Horse delivers.
It feels properly naughty
that Ford even makes a car like this.
Naturally, there is a price to pay,
£65,585, to be precise,
which may seem a lot of money for a car
that doesn't make a whole lot of sense
on Britain's crowded speed camera-infested roads.
So, at this point, I could advise you to save money
and buy something sensible instead, like a Nissan Leaf.
But I shan't. The Dark Horse is a guilty pleasure,
and it's worth every penny.