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By Jonathan Crouch

Thanks to this update, Ford's Mustang will be with us a little longer. Jonathan Crouch drives it.

Ten Second Reviewword count: 72

This seventh generation Mustang isn't really designed for the future. Instead, it mainly references the past, carrying over its engine and platform from the previous model. Ford wants to give its best-selling sports car a final stay of execution before this model goes the way of all combustion things - hence the sharper exterior and more modern cabin. So it's still authentic and if you loved it before, you'll love it now.

Backgroundword count: 161

So here we are at the end of an era. This seventh generation Ford Mustang will almost certainly be the last in this iconic model line of hairy-chested muscle-bound US sports coupes and convertibles, which dates back to 1964. Not to be confused with the all-electric Mustang Mach-E electric hatch, which stands for everything most 'Stang owners would abjectly hate. "Investing in another generation of Mustang is a big statement at a time when many of our competitors are exiting the business of internal combustion vehicles" said Ford CEO Jim Farley at this MK7 model's Autumn 2022 launch. Except that this isn't really another generation of Mustang; more a far-reaching facelift of the previous coupe and convertible. The engines and suspension are basically the same as those of the previous Fastback and cabrio models, which were launched back in 2015, as is the 'S-550' platform. So just how different is this MK7 Mustang from what went before? Let's take a look.

Driving Experienceword count: 376

Ford says that this MK7 S650-era design is the 'most authentic and confidence-inspiring Mustang to drive yet'. That seems a contradiction in terms because an 'authentic' slightly unwieldy heavy-set Mustang experience hasn't been in the past been one to deliver much confidence - at least not on damp tarmac. But the big sticky Pirelli P Zero tyres seem reassuringly wide, the rears being meaty 20mm wider 275-section items. And there's a whole heap of stopping power, with big Brembo six-piston front calipers paired with four-piston rear calipers. There aren't any significant changes to that classic 5.0-litre 'Coyote' V8 up-front (just a new dual cold air intake), so it puts out a similar level of power to before - 446PS in standard GT form and 453PS in the alternative more track-ready 'Dark Horse' guise. Both variants offer a gutsy 540Nm of torque and will be ordered by most customers with a lightly updated version of the previous 10-speed torque converter automatic gearbox, via which the car gets to 62mph in 4.9s in standard form (or 4.4s in 'Dark Horse' guise). We tried this car in 6-speed manual form, a transmission made by Getrag for this GT or by US specialist Tremec for the 'Dark Horse' version. Using a stick shift pushes up the 0-62mph times a little - to 5.3s (for the GT) or 5.2s (for the 'Dark Horse'). But it doesn't affect top speed, which across the range remains restricted to 155mph. What's perhaps more surprising is just how much you might enjoy twistier roads in this Mustang. If you haven't tried a Mustang for a few years, you'll be hugely impressed by the precision with which this one can be flicked from lock to lock. That's not only due to the now-faster steering rack - though that certainly play its part. Credit also goes to the thick anti-roll bars, the carefully calibrated shock absorbers and a rear suspension set-up stiffened with a cross-axle joint to reduce the unwanted movement at each corner that would normally lead to body-flex. Thanks to all this, in the dry at least, the back tyres are kept firmly in contact with the road virtually all of the time, hence excellent grip and traction as you power hard out of corners.

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