Extreme test: the Ford Mustang Mach 1 at the Nürburgring

At Ford, a little character can change everything. At the top of the range, we find the Mustang Mach “E”, a 100% electric 2-ton SUV, and the Mustang Mach “1”, a V8 petrol coupe in its most radical finish. Connoisseurs will not be mistaken, and will immediately recognize the nods to the first Mustang Mach 1 of 1969: wide black band devouring the hood, long stickers on the sides and curious circles, at the ends of the grille, reminiscent of the old additional lights. But the new Mustang Mach 1 doesn’t just look good and even becomes, according to its sales brochure, one of the best track-oriented cars the brand has ever built.

Here however, point of V8 526 ch with flat crankshaft of the Mustang Shelby GT350, still less V8 760 ch compressor of its majesty GT500 (two versions not officially imported in Europe). The V8 5.0 of the current Mustang GT just sees its power evolve from 450 to 460 hp while the changes in aerodynamic, technical and thermal matters (detailed below) evoke more minor optimizations than deep evolutions. It remains to be seen whether they will be enough to fly over the Nürburgring and the unlimited German highways… On the way!

Engine: 18/20

The engine in brief. Since the disappearance of the 2.3 EcoBoost 4-cylinder, the 5.0 V8 is the only proposition on the planet Mustang. Launched with 421 hp in 2015, this all-aluminum unit evolved to 450 hp in the 2018 restyling and peaks at 460 hp on the special series, Bullit first, Mach 1 now. This 10 hp bonus would come from a specific air intake (and its impressive “horn” under the hood!), And is accompanied by optimized oil cooling for safe use on the track. This is timely …

Our opinion. In a Mustang V8, a flick of the Start button is enough to make even the most grumpy of drivers smile. The cavernous gurgling that emanates from the four tailpipes (enlarged and pierced) recalls escaped pleasures, at a time when most turbocharged sports cars doubled their timid voices with an artificial soundtrack via the speakers … 2021, attending the concert of this American diva is therefore a privilege! If the recent Silent mode makes it possible to avoid exchanges by lawyers interposed with the neighborhood, the following positions are certainly the coolest: Normal, Sport, even Circuit which frees the exhaust valves as much as possible.

This endearing tone of voice is not the only quality of a V8 which pushes very correctly from low revs and then experiences, after 5,000 rpm, a kind of electric shock. The thrust then redoubles, and even intensifies as the tachometer needle approaches the rev limiter located at 7,500 rpm all the same. Guaranteed atmosphere!

In our acceleration test above, the standing start aid didn’t seem to work and made the take off a bit lazy (0-100 km / h is announced in 4.8 s). The Mustang then caught up well to reach its top speed in just over 35 seconds, at 278 km / h on the odometer or 267 km / h real, as announced. She could do even better with another box tier …

Box: 15/20

The box in brief. The Mustang Mach 1 leaves the choice between an automatic converter box (gone from six to ten gears during restyling) and a six-speed mechanical provided by Tremec. Shared with the American Mustang GT350, this last transmission is announced lighter, has a shortened control and enjoys, like the limited slip differential and the rear axle, an optimized cooling. The electronic systems for stationary start assistance (Launch control) and automatic heel-toe downshifting (Rev matching) are renewed.

Our opinion. The arrival of the GT350 box can be seen from the first manipulation. Firmer (even catchy when cold), the control has shorter travel but is not particularly fast and requires to break down the movements in sporty driving. An old-fashioned orientation which finally joins the character of the engine and may have its followers … They will be less conquered by the automatic heel-toe system, a little slow during strong downshifts but can however be deactivated in the many menus of the instrumentation digital.

As is often the case with American sports cars, the reports are quite long: we reach more than 80 km / h in first, nearly 125 km / h in second and already 175 km / h in third! The drops in speed between gears remain reasonable, however, and make it possible to use the engine’s operating range well … at least until fifth when the maximum speed is reached at the switch. Shifting into sixth then gives the impression of having jumped two speeds, as it remains overdrive to lower the speed on the highway. Too bad for the reminders (then really timid on this final report), so much the better for the consumption: barely more than 10 l per 100 km recorded at 130 km / h on the motorway.

Chassis: 16/20

The chassis at a glance. Springs and anti-roll bars strengthened at the front, controlled damping and steering assistance calibration, stiffened running gear silentblocs, the Mustang Mach 1 subtly evolves to improve its driving precision. It also modifies its body parts (redesigned front bumper and crankcase, spoiler on the trunk, rear diffuser inspired by the Shelby GT500) to increase downforce by up to 22% and optimize brake cooling. If the 19 ” Michelin Pilot Sport 4 tires with road profile remain, they are finally mounted on rims that are half an inch wider.

Our opinion. In an authentic American “muscle car”, the Mustang V8 was expected to scramble on a north loop as fast as it was studded with bumps. Ultimately ? No. The MagneRide controlled damping first offers an excellent compromise, limiting body roll in bends while perfectly absorbing deformation in strong downforce, even in Circuit mode (the most radical).

The traction is no less neat, and allows you to compress the right pedal to the floor without the slightest ulterior motive, even out of tight bends in second gear (thanks to the mechanical locking differential). As for the general balance of the chassis, it shows great stability thanks to a front axle which ends up gradually widening the trajectory once the grip limits have been reached.

Reassuring in the fast portions, this attitude is less attractive in the tight parts where one would like a more cooperative rear end to help the car to turn. High weight and fairly geared steering also serve the feeling of agility but do not alter the overall efficiency, convincing in relation to the weight of the car (1,850 kg all the same…) and the road-type tire fitment. It remains to watch the wear of the gums, quickly pronounced in track use.

Braking: 16/20

Braking in brief. Apart from optimized cooling via new air ducts and a brake booster announced more responsive, the Mach 1 braking system remains identical to that of the classic Mustang GT. Up front, six-piston fixed Brembo calipers pinch 380mm-diameter discs, while their rear counterparts are content with one piston and 330mm.

Our opinion. The high performance / weight combination is rarely a guarantee of success in terms of braking. If the pedal race ended up lengthening in two specific places (Breidscheid and the little carrousel, for connoisseurs), the system has nonetheless reassured by combining power, endurance and ease of dosage. Thanks to the efficient damping, the wheels also stay in contact with the ground and limit the parasitic reactions of ABS (the Alpine A110 S could not have said the same at the Nürburgring). The absence of pad noise or loss of bite at the end of the session was the ultimate good surprise, provided you respect real cooling sessions between each round of the north loop.

Find the test report, the technical sheet and all the equipment prices on the next page …