FORD MUSTANG GT
WILD HORSES
Words: Alessandro Marrone
Photography: Jay Tomei
The Ford Mustang has always been a symbol, an icon, a soundtrack – we could almost consider it a lifestyle on its own, heroic sheet of metal that has lived through generations, also by playing important roles in more than some successful Hollywood movies and, above all, in the dreams of car guys. Yes, even those who, when they hear about muscle cars (though in the case of the Mustang it’s considered a pony car), shrug their nose. With the arrival of the sixth generation, the most important step is taken from its landing in Europe, where it is no longer considered as an import car but finally as a real alternative to the GT sports cars that we are accustomed to consider in the moment we feel the need for a new car.
The Col de l’Agnel is one of the many alpine climbs that link Italy and France on which we leave several centimeters of tires every year. The road that rises up to 2,744 meters is winding, narrow, and at least on paper seems to take on all the features that would scare to death any Mustang out there – but this is not the case of the latest generation, Europeanized as it never happened before and with the goal of keeping to please those who expect a pony car crude and cumbersome, but also those who have breakfast with coffee and technical figures of rivals equipped with any technological gizmos. Nothing else has its charm, there is no doubt about it. The size is always the XL in a typical stars and stripes style, but with a very harmonious line starting from the long bonnet and going to the rear pillars that descend softly defining the tail, characterized by a black mask that hugs the lights and the GT logo, two simple letters that open the door to a world of fun. The tank is filled to the limit, and the 5-liter V8 mumble is silent, despite having decided to set the car in Sport mode, the ideal compromise that allows me to have a more decisive response from steering, throttle and gearbox , without however turning off traction controls. White with blue stripes, I could not have wished for better – as soon as I open the door I am welcomed by the wonderful Recaro leather seats and I close the door, leaving the outside world out, observing my first time on a Mustang. The ignition is keyless, but the button for giving life to the 5,000cc is red and located in the central tunnel – right beside other controls shaped like levers similar to that of a jet fighter. The breath of the engine is not intrusive, but as soon as I put it in Drive, the slightest movement seems to be mechanically enclose to a series of inputs that communicate with one another in a methodical order – the engine revs rise, the double exhaust increases the volume and that huge bonnet seems to point to the sky. Depending on the decision on the gas pedal, this routine becomes more sudden and nervous or relaxed and therefore less pronounced.
The Mustang is a magnet for the eyes of people, other motorists, and even motorcyclists, it’s one of those cars that find everyone’s consent, even those who do not have the slightest idea ‘bout what car it is. But if the city’s coexistence has been pleasant, thanks to the new and updated infotainment system, from which you can control audio system, satellite navigator and some parameters of the car itself, what you really want – with utmost disappointment for your savings – will be to scrape those 8 cylinders to such an extent as to give the right tribute to almighty Steve McQueen, author of one of the most legendary drive at the wheel of a Mustang (“Bullitt”). The engine size does not betray, horsepower delivered from the naturally aspirated V8 are 421 and if the tachometer needle run is constant, once you reach 4.000/4.500 revs, the speed perception changes and the gloomy sound of the engine tends to become more acute and raucous. The maximum torque is 524Nm and allows the tons and 651kgs to move with discreet agility, with a considerably improved ride thanks to the use of a multilink suspension system at the back. There is also a self-locking differential that makes its dirty work when, in the heart of the Col de l’Agnel, I decide to put my life in the hands of fate and find out how good the new Mustang is – Track mode activated and traction control disabled, full throttle and a sudden cloud of smoke wrap the rear wheels. The ‘Stang splashes away with determination and although I’m aware that it’s just an impression, the car body looks lighter, moving from one bend to the other with a slightly pronounced tail snap just because I start cautiously. I have to get the right confidence or I might not be forgiven. The type of driving you have to take is completely different than usual, you’re not playing much with the weights, since you’re aware that you are moving almost 5 meters of car, you also notice that the driving position seems to be more backward than it actually is and I find myself focusing on taking the right measures, cutting those curves that give me the right visibility and bouncing my eyes between the beautiful landscape and the tachometer, going to recall the following gear with the paddles behind the wheel. The Steve McQueen who lives in me is growing in disarray and decides to sink the right foot with more determination, with the rear end running out of a bend and the nose pointing exactly what would actually be an ideal apex. I keep down and the pony rattles in the exact opposite direction – here comes a hard time, straightening a pendulum effect. I lighten for a moment and go back to stretch the right leg, the engine is at 5,000revs (I could not forget such a dramatic moment) and shaking the steering wheel first to the right, then to the left and then back to the right, I can decrease more and more the series of oversteer, finding the front hood again pointing towards the summit. I thank my guardian angel and keep climbing, where the road finally opens and I can relax a bit (sort of) – for the joy of rear tires – by turning the heartbeat back to levels slightly further away from a heart attack.
At the end of the day the best driving mode is the Individual one, since I found that everything works best in Sport +, except for the steering that becomes unnecessarily heavy and therefore less reactive on winding roads like these. I would have wanted more sound to frame a car that knows how to be friendly and so easy to drive wild, still able to be assassin-driven when you turn off controls and face an old school American muscle (well, pony). The 6-speed automatic gearbox is accurate, but not as fast as double clutches we’re used to; anyway I must say that I like the Mustang as it is, because if it had become too European, it would no longer be a true Mustang. The photographer is in the midst of his work and I take advantage of it to start pulling the sums and to figure out where I could push harder and where I can already feel quite satisfied. Time to return to the cockpit and with the tank already half empty, there is just time to exchange two chats with the driver of a close relative, a Focus RS that chose the same strip of asphalt to burn a bit of tires and petrol. It will be more efficient, faster – especially on such a road – but the sensuality of the Mustang is something transcendental and gradually gains me, starting to realize the hypothesis that goes seriously analyzed as an alternative to European competitors, also because the price list starts at just € 45,000 and I say just ‘cause it comes with really interesting figures.
Too many numbers and arguments are making me want at all costs to buy one, but in the meantime I do not mean to waste other time on the roadside and so I sign the asphalt with the Lane Lock wizardry, an electronic device that keeps the front wheels locked and also allows beginners to make easy burnouts – beautiful, fun, but I prefer to do them the old way and decide how much gas to give before making the tires behind grip enough to leave that cloud of smoke behind and disappear towards the horizon. The 0-100 kph takes about 4.8 seconds and the top speed stops the needle at 250 per hour, but the most rewarding aspect is the driving involvement you get, the fun I also experience in the simplest drives from A to B, always creating a sense of occasion that creates addiction. Finally, the ability to wake up that big engine, which responds to the minimum throttle pressure as if waiting for nothing else. It lives up to you and transmits everything from your feet to the brain, where you might imagine driving through the absurd streets of San Francisco, even if you are actually crossing the main streets in Milan. The new Mustang is here and intends to stay for a long time, but let’s be honest, it was already here and it will never leave.
FORD MUSTANG GT (2017-)
Layout – front-engined, rear wheel drive
Engine – V8 cylinder 4.951cc
Transmission – 6-speed automatic gearbox
Power – 421 hp @ 6.500 rpm
524 Nm @ 4.250 rpm
Weight – 1.651 kg
Acceleration – 4,8 sec.
Top Speed – 250 kph
Price – from € 45.000