The Ford Mustang Mach 1 takes the muscle-car concept to another level. With a performance-focused suspension, more powerful engine and badass looks, the Mach 1 represents something very near to petrolhead nirvana, writes David Taylor.
The back story here is a simple one. The invitation to drive the Ford Mustang Mach 1 arrived in my email inbox. It’s one of those opportunities that doesn’t come along every day, so instinctively, you drop everything and RSVP. I was quite keen to get behind the wheel of the Mach 1 – the marketing material suggested it was optimised for handling and would, therefore, be a sharper driving tool compared with the standard GT. It sounded promising and the best part was the event was to take place in the Western Cape – which is renowned for offering largely (if not entirely) unpotholed scenic driving roads.
It was not to be, however, because someone very close to me tested positive for Covid-19 a mere 3 days before the event and, because I’m a responsible citizen, I asked a colleague to substitute me while I stayed at home. I was gutted. Perhaps it was a sign, as the event was marred by rainy weather and, those in attendance couldn’t put the newcomer to the test at anything near an appropriate pace.
So, when the opportunity arose a few months later to have another go and take the Mustang Mach 1 for a weekend, I jumped at the chance. “Lightning does not strike twice,” or at least so the saying goes. The Mustang badge is something that Ford takes very seriously. So much so, in fact, that you’ll struggle to find a Ford Oval anywhere on – or in – the brand’s iconic pony car.
I’ve had considerable experience with the Ford Mustang since it was launched in the Republic back in 2016. The subsequent facelifted model introduced the new 10-speed automatic transmission, as well as the special Bullitt version. Now there’s the Mach 1, which takes the standard Mustang V8 recipe and adds more power, better aerodynamics, uprated suspension and some retro-styled good looks.
In 2021, the Mustang was the world’s best-selling sportscar (for the 2nd consecutive year) and the best-selling sports coupe for the 6th year in a row. The Mustang is greater than the sum of its parts. There are faster cars, there are better-built cars, but nothing’s quite as cool as a Mustang. My wife is not a car person, but she’ll tell you straight away the Mustang is one of her favourites. You get the picture.
The Mustang Mach 1 has quite a few rivals. At this price point, you could get yourself into a BMW M440i xDrive, a Toyota Supra or an Audi TT RS – all of which offer commendable performance, but would any onlooker look twice at those cars? See, here’s the thing about the Mustang – and it’s something which we’ve noted before: these muscle cars get loads of attention, which is something to bear in mind.
While the Mach 1 retains all the traditional Mustang styling cues, such as an excessive number of pony logos, a long, sloping bonnet, a gaping grille and large-bore exhaust ends, it features a number of unique details that set it apart. For starters, there’s that colour. While some markets gave customers a choice, the SA-spec Mustang Mach 1 is only available in metallic Fighter Jet grey, with black and orange detailing. There’s a fantastic bonnet stripe, stripes down the flanks, a unique grille and orange brake callipers. There are plenty of Mach 1 badges too; they remind you this is no ordinary ‘Stang.
The notion that the Mustang is nothing more than a loud and unsophisticated brute that can’t corner confidently has well and truly been dispelled. Even in standard trim, the Mustang GT offers some driving thrills, but this car ups the ante. The Mach 1 stirs the senses liberally, which means that even if you’re not a self-styled performance-driving fundi, you can still appreciate the Mach 1 for what it is.
Stab the start button and the 5.0-litre V8 fires to life. It’s magically old-school (no fancy turbocharging here) and the noise it emits is, well, epic. Granted, Ford does offer a trick exhaust that opens and closes flaps based on the drive mode you’ve selected – there’s even a Good Neighbour Mode that’ll ensure your local Karen won’t clutch her pearls and phone the chairman of the body corporate every morning.
With the weatherman forecasting 2 days of sunshine followed by rain, we hit the road. While the car’s power delivery is old-school, the cabin is quite the opposite. The digital dashboard is a masterpiece –it’s capable of displaying every piece of info you’d ever need in a multitude of ways and colours. Info overload? Coming right up. Want a minimalist setup instead? It’s just a few button-pushes away.
There are multiple drive modes on offer that change the nature of the engine response, suspension setup, steering wheel feel and exhaust note. You can also choose between drag-strip-, wet weather- and burnout modes, the latter of which lets you generate expensive plumes of smoke as you incinerate perfectly good Michelins. You’ll do one burnout just to try it, then cry when you need to replace the boots.
Ford never skimps on features in the Mustang and, given that this is the flagship version, plenty of gadgets and gizmos are fitted. The driver and passenger leather seats are both heated and cooled, there’s a great Bang & Olufsen sound system (in case you ever get tired of listening to THAT V8), as well as a fancy infotainment system that allows for hands-free connectivity, to name but a few goodies.
While these toys are nice-to-have features, the manner in which they’re executed and applied is another story. Yes, I loved the old-school style switches, but they feel extremely fragile. Closer inspection showed some poorly finished trim on the inside of the boot, while some of the interior panels felt a bit, um, rudimentary. They’d be perfectly fine in a Fiesta or a Ranger, but a flagship Mustang? No.
Having said that, my irritation with the cheap-feeling plastics was quickly forgotten the moment I stabbed the start button and the V8 fired up (click here to have a listen). I’d carefully engaged Sport+ mode before the engine cranked over (so as to ensure that the Mach 1 would be starting cold with its quartet of exhaust ends well and truly open).
The sound of a Mustang Mach 1’s V8 idling is the audio equivalent of sinking into a hot bath. It’s not as outrageous as those cacophonies generated by the forced-induction V8s in the BMW M5 Competition or the Jaguar F-Pace SVR, for example, but it offers plenty of warmth and soul. Ford claims the Mustang Mach 1 serves up 338 kW and 529 Nm, which is a touch more than the standard GT musters.
Customers had the option of either a 10-speed automatic or a 6-speed manual gearbox, the former being the more logical and sensible choice. If you are a purist and want the “real deal muscle-car experience”, then seek out Mach 1 with a manual gearbox, but don’t complain when you’re left with a left calf muscle that’s double the size of your right.
Now, while the automatic transmission is the sensible choice, it’s not necessarily the best ‘box. Perhaps I’ve been spoilt by the quick-shifting decisive autos found in German products, but this 10-speed unit feels lethargic, which blunts the overall driving experience. Things improve if you take over and make extensive use of the steering wheel gearshift paddles, but I feel there are just too many gears in there.
When you cruise up to a slower vehicle on a national road, for example, and want to execute a quick overtaking manoeuvre, you have to be mindful when you’re driving in manual-shift mode and (probably) in 10th (top) gear. When you depress the accelerator pedal… nothing much happens. Pull the left shift paddle (to shift down to 9th) and, again, the powertrain doesn’t react with much urgency. If you change down once more, more vigorous acceleration will ensue, but if you try to force snap downshifts, the ‘box will hesitate – it’s just something you have to be aware of. Upshifts, thankfully, are much snappier.
When I really wanted to put the Mach 1 through its paces, I enjoyed changing gears early and getting the Mustang into its 3rd and 4th ratios, after which I could relish fully “opening that throttle” to utilise all of the wonderfully rev-happy V8’s flexibility. There’s no lag here, just pure clean power delivery all the way to just over 7 000 rpm. Suffice to say the Ford feels as eager as its claimed 0-100 kph of 4.4 sec suggests. The noise is a delicious blend of engine induction snarl and exhaust thunder – it’s a beautiful aural tribute to the burning of fossil fuel. Enjoy it while it lasts, folks, cars like this are on death row.
The Mach 1 is quick enough on the straights, but what about those purported handling upgrades? This limited-edition derivative gets a bespoke power-steering setup and a MagneRide adjustable suspension tune, as well as stiffer front springs, plus there are extensive parts lifted straight from the Shelby GT350. Finally, excellent Michelin Pilot Sport 4s are on duty at each corner of the car.
Do the performance-spec tyres make a difference? Yes, and how. What’s more, the Mach 1 feels more planted and stable on the road; it rolls less in corners and there’s a bit more in the way of driver engagement (a measure of feedback of what the front wheels are up to) through the steering wheel. There’s still that lumbering big-car feel, however, which can be a bit disconcerting as you charge from corner to corner. A glance at the specs suggests the Mustang “likes the burgers”; it weighs 1 832 kg, which is 337 kg heavier than a Toyota Supra. Thankfully, the massive Brembo brakes are excellent.
While the car’s skillset has been honed and refined, it’s still capable of getting up to all kinds of shenanigans – in other words, the rear end will step out if you provoke – or overcook – it. I’d also say that the reworked MagneRide suspension worked wonders – not only did the Mustang handle more sharply, but its legendary ride comfort did not suffer as a consequence.
With everything dialled back into Comfort mode, the Mustang Mach 1 can soak up most bumps and ruts, and it makes for an eminently competent cruiser. Mind you, the standard GT Fastback can offer you 80% of the abilities of the Mach 1, but it’s neither as loud – nor as exclusive – as this car.
Summary
If you’re shopping for a sportscar that costs just over R1 million, there are myriad excellent coupes to choose from. If you include low-mileage used cars in your search, you could even get into an exotic, such as a Porsche. A Cayman sounds tempting – doesn’t it? – but no one will look at you twice as you cruise into Camps Bay on a Sunday. The Mustang Mach 1, by contrast, will draw plenty of attention.
The Mach 1 completely dispels the notion that American muscle cars are nothing more than bloated straight-line performance machines. It incorporates commendable handling enhancements and, in my humble opinion, is the most engaging and focused “pony car” available in the Republic.
So, should you buy one? Well, here’s the kicker. Even if you wanted to acquire a new Mach 1, you can’t – Ford Motor Company of Southern Africa says that its entire allocation (90 new units) is already spoken for. However, a quick glance at Cars.co.za listings at the time of writing shows a handful of Mustang Mach 1s, Bullitts and an assortment of hardcore Shelby and Roush variants are for sale.
If you’re prepared to do your research and spend time to find a clean example of a Mustang that would suit your needs and personality, we feel that you could get your hands on a very special performance offering that will turn heads quite unlike anything else. Of the current prices are anything to go by, the Mach 1 is destined to become a future classic. Start your search for a Mustang here. You’re welcome.
