The year is 2024 and naturally aspirated V8s are nearing extinction. But then there’s Ford who – with their new Mustang ‘Dark Horse’ – prove there’s still room for raw, unfiltered power in a world increasingly obsessed with EVs and hybrids. So, beneath the hood lies a ferocious naturally aspirated 5.0-liter Coyote V8 motor galloping at 500 horsepower and 418 lb-ft of torque.
On the outside, the new Stang is all muscle and menace as elements like dark-tinted headlamps and blacked-out grille give it a sinister, no-nonsense vibe. Inside, it offers a refined retreat from the raw power outside as gaping screens and premium suede keep the driver connected and comfortable. All this for a starting price of just over $65,000 (and some change)? Well, that’s a horsepower-to-dollar ratio that is hard to beat.
Warning: May cause spontaneous tire smoke and fuming neighbors
The new Mustang sources its power from a 5.0-liter Coyote V8 that puts out around 500 horsepower and 418 lb-ft of torque to the rear wheels. Meanwhile, routing that power is a 10-speed auto with sport paddle shifters that make you feel like you’re more in command. But why pay for an auto when you can have a 6-speed TREMEC stick shift option that costs less and makes the driving experience just that much better.
Excluding the sheer joy of rowing your own gears, the manual makes room for several performance goodies like a unique transmission oil cooler, rev-matching, and no-lift shift that makes quick-shifting a walk in the park. Dump the clutch and it’ll race to 60 mph in a ‘dramatic’ 4.1 seconds before it maxes out at around 166 mph.
Behind the wheel of the Ford Mustang Darkhorse
Getting behind the wheel of the Dark Horse is a treat for any enthusiast. As I slide in, the first thing I notice is the updated flat-bottom steering wheel — it’s slick, with improved button quality and controls that feel solid and responsive in my hands. The low driver’s seating position pulls me down close to the pavement, making me feel like I’m not just driving the car, but a part of it.
My eyes land on the blue metal-finished cueball 6-speed shifter, a Dark Horse exclusive, and I’m already itching to row through the gears. Then I hit the start button, and the V8 awakens with a deep, throaty rumble that fills the cabin.
The driving feel builds on the previous generation, but it’s subtly sharper. The steering is a touch tighter, and the car slices through corners with more precision. Like its predecessor, the Dark Horse shines both on the track and around town, delivering a sporty, stiff ride that’s all about performance over comfort. That’s fine by me, I’m here for the thrill. With a slew of adjustable driving settings, I can dial in the steering feel, exhaust tone, and throttle response to suit whatever mood I’m in, whether it’s a lazy cruise or an all-out assault on a twisty road.
The new screens, though? They’re a letdown. Sure, they look slick and promise a ton of driving info, stuff that could be gold on the track — but the system is painfully slow. Every tap or swipe lags, bogged down by all the fancy graphics it’s trying to churn through. Since nearly everything runs through the screen, that sluggishness gets old fast. It’s a bummer because of the potential there, but it just doesn’t deliver.
The interior quality hasn’t changed much, still nothing special — but the optional Recaro seats do their job, holding me snug during hard drives.
Once I hit the road, though, none of that matters. The Dark Horse rips hard, the V8 unleashing instant power that shoves me back into the seat. The sound is pure magic, especially in track mode, where the exhaust lets loose with crackles that make you smile. The grip is phenomenal, and the body control is top-notch. When it comes to the driving experience, the Mustang Dark Horse is tough to fault. It’s raw, loud, and an absolute blast.
Inside the Mustang Dark Horse
The interior still doesn’t cut it. The optional Recaro seats offer solid support for aggressive driving, and the drift brake adds some fun, but cost-cutting is impossible to ignore. While there are some soft-touch materials and contrast stitching, they don’t do enough to mask the abundance of uninspired, cheap plastics and fake carbon fiber. It’s a cabin that feels built to a price rather than an experience. It’s fine for getting the job done, but nowhere near matching the performance.
Beast on the streets, gentle on your wallet
Externally, the new Mustang Dark Horse walks a tightrope between classic Mustang DNA and modern aggression, donning dark accents that give it a stealthy, ready-to-pounce stance. In addition, angular, chiseled creases flow seamlessly along the sides for the muscular stance it so deserves.
Up front, it equips a styled face, now reimagined with sleeker, more predatory DRLs and a beefy, blacked-out grille that helps announce the pony’s arrival from afar. Meanwhile, an obtrusive front splitter hugs the road, practically gluing the car to the asphalt. Still, hard to miss is the bulging hood up front with added vents to help keep the fiery V8 cool and easy.
As standard, the Dark Horse rides on 19-inch wheels clad in sticky P Zeroes (or the optional Trofeo RS tires, if you’re feeling extra frisky). Look closely and you’ll see six-piston Brembos gripping the massive 15.3-in rotors, ensuring your confidence matches your speed.
Also new is the back-end that now equips sleek, quite slim tri-bar taillights and a massive wing (as part of the optional ‘Handling Package’) that looks good while keeping things grounded. Meanwhile, an aggressive rear splitter and quad exhaust tips (showered in sinister matte black, of course) only add to the pony’s sinister appeal and street-scorching nature.
Final Thoughts
The roar of an engine that resonates deep in your chest? Check. The smell of burnt rubber after a perfectly executed corner? Check. A dark and brooding aesthetic that might scare parked cars? You bet!
The new Mustang Dark Horse offers all under one roof, all the while paying homage to Mustang’s storied past and what it has always stood for: freedom, adrenaline, and unapologetic fun. Our best piece of advice? Spring for the handling package and Recaro seats.
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About the author
Kyle Edward
Editor-in-Chief, Autoblog