For 500k less, there’s the Mercedes-AMG C43 Coupe to have fun with. Or should it still be the Ford Mustang?
What’s new?
After letting independent importers enjoy selling the Mustang for three years in its current generation, the Thai Ford office has started official sales of the iconic American muscle car this month.
Now that the Mustang has reached mid-life in its seventh generation, it comes to Thai shores with some updates include tweaked styling on the exterior and new digital screen inside that can be configured to the driver’s likings.
Some mechanical changes have also been deployed to the 2.3-litre four-cylinder turbo engine and 5.0-litre V8 naturally aspirated motor, both seeing a new 10-speed automatic (as used in the Ranger pickup and Everest SUV) superseding the previous six-speeder.
The so-badged 5.0 V8 GT, as tested here, now develops around 50hp more, at 460hp. And with an asking price of 4.799 million baht, this particular Mustang is in a unique position in the Thai sports car market offering lots of bang for the money.
A BMW M4 CS, for one, is practically as powerful as the Mustang V8 but costs twice as much. Perhaps the thing that comes closest to the Mustang in terms of body style and performance is the Mercedes-AMG C43 Coupe, which will soon hit Thai showrooms with an updated 390hp 3.0-litre twin-turbo V6.
The pre-facelift C43 Coupe went for 4.14 million baht and should cost similarly in revised form. Much has already been said about the Mustang (they say the V8 is a must, for reasons of nostalgia). But can it be any better to drive than that AMG?
What’s cool?
While the C43’s design can be associated with so many other Mercs currently on sale, the Mustang is in a class of its own by merely sticking to its heritage and ditching whatever look you can find in other Fords. For many punters, the Mustang’s looks should already seal the deal in showrooms.
The decision to upgrade the driving environment is timely because digital interfaces are the new norm these days; even the updated C43 is getting it. The Mustang’s version works well in both visual and functional terms.
Then there’s that V8 powerhouse which feels lively at all times in terms of urgency and noise, the latter enhanced by a special exhaust system. The C43 also has sound engineering, but the Mustang simply has that classic non-turbo V8 baritone.
Despite being a naturally aspirated unit, the V8 punches its fist all time when you ask for more power and easily hits the top speed with no sweat on open roads.
The Mustang has been engineered as a 500hp sports car, yet it is still easy to drive on a daily basis with a sufficiently civil ride. As a refresh, the seventh-gen Mustang now has a multi-link rear suspension.
There are several driving modes to alter the exhaust noise, steering weight and drivetrain response. And they all have different purposes with some loosening (or foregoing) the safety net of the chassis electronics so that the driver can enjoy some wheel spin during hard acceleration from standstill and when powering out of corners. In short, the Mustang is fun to drive.
What’s not?
Sports cars with big hearts are driven to be enjoyed. But just as a gentle reminder: the Mustang V8 has a drinking problem with an official rating of just over 8kpl despite that 10-speed auto.
And yes, after some hard driving in it, the fuel gauge really takes a dip. Speaking of that gearbox, it also becomes occasionally indecisive to which gear it should engage during kickdown.
The Mustang is a traditional rear-driver with a limited-slip differential to make things more manageable when driving aggressively. Even so, the Mustang still lacks the more clinical driving dynamics seen in BMWs, or the C43 to be more relevant here. As well, the Mustang doesn’t feel that agile in the twisties.
Other inherent flaws that can’t or aren’t usually rectified during mid-life updates include small rear seats, front chairs without full electric adjustments (that also make access to the rear a two-step ordeal), some hard plastics in the cabin, lack of hydraulic bonnet struts and side mirrors offering limited vision.
Buy or bye?
Glance at the accompanying graphic below and you’ll note that the Merc is slightly inferior in performance. That’s true for the C43 in the real world, but it’s more polished to drive than the Mustang thanks to all-wheel-drive and well-tailored steering and suspension setup.
But, on the contrary, there’s so much to like about the Mustang’s honesty with its slightly crude driving manners and awesome V8. You simply have to accept for what it is and enjoy the old-school driving experience it has to offer. Couple that with an eye-catching price (by standards of Thai imports).
The Mustang is what it has always been: iconic in style and at its best with V8 power and drama.
THE REAL NEMESIS
Despite a number of coupes being offered by both premium and mass-market nameplates, the most immediate rival for the Ford Mustang is the Chevrolet Camaro.
Like the Mustang, the Camaro is now in its sixth generation and comes with an array of engine variances to choose from. But, unlike the Ford, the Chevy is only made in left-hand drive.
The closest match for the Mustang V8 GT is the Camaro SS, which employs 455hp 6.2-litre V8. The optional 10-speed automatic is actually a joint development between Ford and General Motors.
Chevrolet Sales Thailand has brought the Camaro to Thai motor shows several times to gauge demand from potential buyers of America’s famous muscle cars.
Sources say production of right-hand drive Camaros would only be possible in next-gen form if there’s a business case for it.
