2024 Ford Mustang Dark Horse Review: Zero Chill

The whole Mustang family sees a generational change for 2024. Truth be told, this seventh-gen horse is a heavily revised sixth-gen; it’s the same platform, the same dimensions and—if you squint—largely the same looks.

The Dark Horse, a whole new trim for the year, essentially builds on the legacy of the Mach 1. It sticks to the 5.0-liter Coyote V8 but pinches the lighter con-rods from the old GT500, adding 14 ponies over the active-exhaust GT for an even 500 horsepower. Torque remains unchanged at 418 pound-feet. Like the GT, the Dark Horse can be specced with either a 10-speed automatic or a six-speed manual. Unlike the GT, the Dark Horse uses the Tremec TR-3160 ‘box—and as I’ll explain in a bit, that’s an important distinction. There are also some under-the-skin tweaks, including a larger rear sway bar, standard MagneRide adaptive damping (optional on the GT), a 3.73 rear axle, and larger front Brembo brakes.

The very cool Blue Ember Metallic paint is the Right Choice for the Dark Horse. Most of that has to do with the almost hypnotic hue changes, from an inky black through a deep blurple with flashes of gold throughout. It also hides the Dark Horse’s bad Robert Smith impression, a streak of black mascara running across the front fascia. Same goes for the bigger nostrils in that grille, though at least they serve a purpose.

This tester comes equipped with the Handling Package. Checking this $5,495 ($5,995 CAD) box brings in even wider, staggered 19-inch alloy wheels, shod in ultra-sticky Pirelli Trofeo Rs measuring a faintly absurd 305/30 up front and 315/30 out back. Oh yeah, don’t forget the enlarged front lip and rear spoiler, the latter complete with Gurney flap.

No wonder Ford remains committed to the Coyote. This is a magnificent engine, tractable and torquey yet all too happy to wind out towards its 7,500-rpm redline. The standard-fit active exhaust unlocks its best singing voice too, only further encouraging gratuitous blips.

I’ve sung the praises of the revised six-speed in the standard GT, but the Tremec is even better. Joyously physical in operation, its short, mechanical throws and right-weight clutch make it one of the best three-pedal setups on the market. Just uh, be mindful of how hot that anodized titanium topper gets if you regularly park outside. Ouch. Automatic rev matching is available and works flawlessly, though the setup is so friendly I leave it off most of the time.

Escape the city, ever mindful of the threat posed to that lip spoiler by every speed bump and angled driveway, and the Dark Horse can be very fun indeed. Those beefy Brembos haul its considerable mass down effectively without fade, and there’s so much front grip that you’ll never get close to its limits on public roads. The adaptive dampers give it exemplary body control when in attack mode.

If only there was more feel through the steering. It’s quick and accurate, but disconcertingly light. Toss the Mustang into a tighter corner and wind on some lock, and you’ll be met with a gloopy, overboosted feel that never truly gels with what that aggressive wheel/tire package is capable of.

I was lucky enough to drive a different Dark Horse at Road America the week after I had this tester in. Sure enough, it’s an absolute riot, the quick steering feeling more natural here, and those monstrous Pirellis refusing to relinquish grip. There’s still not much feedback through the rim, which means trusting the messages through the seat cushion on what the current balance is.

The Dark Horse might come with MagneRide, but around the broken streets of Toronto you’d be hard-pressed to tell. The selectable drive modes do bring changes, but it basically boils down to how quickly you’re going to call your chiropractor. The softest setting is stiff, the most extreme will emphasize every pebble that rolls under any of those enormous contact patches. Speaking of, the front end tramlines constantly, requiring a firm grip on the wheel. Around town, the Dark Horse will remind you, constantly, that it’d rather be doing something else.

The optional, leather-trimmed Recaros are a mixed blessing. They look wildly cool in their dark blue, and support is substantial. They’re also a pain for ingress and egress. I’m nearing the upper limit of the size and shape of a person who can fit comfortably in them, too.

It’s a Mustang. The seventh generation brings in some style upgrades, but there’s still a lot of scratch-prone plastic in here. You’re paying for the bits under the skin, after all. The Dark Horse does get some unique flourishes, including gratuitous carbon fiber-like trim, blue contrast stitching, and the expected DH badging.

Don’t sit people you actually like in the back of the Dark Horse. A Mustang’s rear seats are never great for adults, but the added noise and suspension harshness here make it even worse.

Those big screens provide plenty of whiz-bang adjustability, and the power of the Unreal Engine gives it all a sleek graphical sheen. That being said: why is the car on screen just a standard GT?

The new setup is easy to learn, with helpful shortcuts keeping menu-jumping to a minimum. There are all manner of gauge setups too, including a few geared towards track driving. Climate controls are now digital (boo!), but at least they’re always present on the screen. Of course, I leave the instrument cluster in Fox Body format for basically the whole week, as is customary on 2024 models.

Were it my money, would I spend nearly M3 levels of cash on a Coyote-powered Mustang? Probably not; a well-specced GT would provide about 85-percent of the experience for vastly less cash.

For those whose hearts are set on a Mustang, and want the most track-capable one the local Ford dealership will sell them? The Dark Horse effectively builds on the Mach 1 recipe of riotous fun and interactivity, numb steering aside. It isn’t for everyone—but that’s the point.

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