Ford Mustang GT Premium: V8 Soup for the Soul | Reviews

From the same country that introduced the electric car brand that spurred adoption into the mainstream, it also has a rich automotive history currently condensed into one nameplate: the Ford Mustang.

Tracing its roots back to the sixties, this was THE definitive pony car. It had so much influence across the entire automotive industry at the time that you could call it the automotive equivalent of Genghis Khan.

In today’s world of big batteries and silent electric motors, the Mustang GT is essentially America’s V8-powered middle finger to a society that chooses to conform to modern trends, so much so that even its owners have a stereotype of being rebellious attention-seekers.

I digress, however, as the S650 Mustang GT Premium is a multi-faceted vehicle, meant for more things than just being the face of American Muscle or the stereotypical “crowd killer.”

Now, if the vehicle’s aptly named “Yellow Splash” paint job isn’t enough to draw attention to you, then maybe the Mustang’s blend of traditional, edgy, and futuristic design elements will. Ford’s designers have done well to sculpt the LED lighting and integrate iconic tri-bar elements front and back.

There’s no denying how iconic the ‘Stang’s silhouette is, even garnering excited responses from passers-by and onlookers who don’t even know a thing or two about the car. It’s just “Oh wow, a Mustang!”

Now, I have had the privilege of being able to push the Mustang hard on the racetrack during a Ford track day (read my colleague’s take on it here). It performed admirably in terms of power delivery, handling all of that 493 horsepower and 567Nm of torque being sent to the rear wheels, and braking performance, but using it as a daily driver reveals an entirely different pony to deal with.

The Recaro seats that come with the car are manually adjustable and WILL hug you in the corners, but as a daily driver, they’re perfectly fine and comfortable, even if they lack amenities such as ventilation or additional lumbar supports.

You don’t sit too low to the ground, meaning visibility is reasonably good all around, especially for something that measures 4,811mm long, 1,915mm wide, and 1,397mm tall.

While it does have Ford’s CoPilot 360 advanced driver assistance system that works extremely well (accurate adaptive cruise control tracking, lane centering, and blind spot monitoring) it lacks visual aids such as a 360-degree camera or front and side parking sensors, meaning you have to get used to the long hood in front of you and also memorize how much ground clearance you have to prevent it from scraping.

Ford’s attempt at modernizing the Mustang’s cabin is commendable, as the general design and overall UI are slick and sharp with clever callbacks to Mustangs of old despite having only a 12-inch digital instrument cluster and 13-inch infotainment as a canvas.

Using the interface, however, can get frustrating as a lot of essential items are crammed behind multiple menus, including those of the likes of the climate control and drive modes (even after pressing the physical buttons).

Thankfully, wireless Apple CarPlay and Android Auto are there for a “set and forget” experience, but to really get the most out of the Mustang, you need to dive into the settings and create your own “Modes” that configure the likes of the exhaust, steering weight, suspension settings, and more. Which, can prove to be frustrating even for someone familiar with tech.

Yes, it may be a four-seater, but those two rear seats are there mainly to keep insurance prices down (in other countries). You CAN stuff the occasional teenager or child back there, but anyone over five feet will start to complain as the rear glass will cook the rear occupants. It does have a spacious cargo bay though, so embarking on multi-day trips with lots of carry-on luggage is possible.

This Mustang has the optional Performance Package as well, meaning the 19-inch multi-spoke alloys are wrapped in Pirelli P Zero rubber, Brembo brakes, Magneride suspension, and active exhaust are added.

Apart from the performance benefits of the magnetorheological dampers provided on the track, these also help even out the ride of the Mustang on everyday roads.

To explain, magnetorheological dampers are filled with a fluid with magnetic particles suspended in the damper with an electromagnet.

A computer controls an electromagnet, allowing the fluid to change viscosity depending on the scenario, allowing the dampers to either firm or loosen up much faster than your typical variable dampers.

While the pockmarked roads of inner Makati CBD or C-5 will upset the passengers inside with a bit of a jittery ride, it’s surprisingly well-behaved and comfortable, akin to a grand tourer or a cruiser, and less of a sports car.

Even the 10-speed automatic transmission fades into the background when driving normally unless you start having a spirited drive, which then, starts getting a little confused and hunts for the proper gear. Even shifts using the paddles have a noticeable delay, not making it feel as responsive as it is.

And the cream on the top is the drift brake, an electronic handbrake that’s shaped like a traditional handbrake that you pull up to engage, and press down to disengage. It’s a bit of a disconnect when you expect the ratcheting, only to be greeted by no feedback. Apparently, you can even yank it up while driving to force the car into a slide, but that’s something I didn’t want to try out on public roads.

The rubber, while sticky, can get a little noisy at highway speeds, but you’re either drowning that out with the sound of the 5.0-liter V8 with the active exhaust in Sport or Race mode that gets the blood pumping every time you give the accelerator pedal a little squeeze. Or, just set it to quiet and enjoy the good 12-speaker Bang & Olufsen sound system, but why would you in the first place?

All these little checks and balances add up to the Mustang being a very usable car for daily driving, despite the extremely thirsty 5.0-liter, naturally aspirated V8 that will drain your wallet empty even if it can take 91-octane gasoline without any issue.

If gas prices concern you, or are worried by the fact that I haven’t even mentioned the Mustang GT Premium’s price of Php 3,999,000, you probably won’t be able to enjoy the vehicle to its fullest. Don’t forget the the additional Php 20,000 for the Grabber Blue or Yellow Splash colors

But those who can afford the Mustang GT’s admission price, know that this Mustang can no longer do one thing, it can now drive fast in straight lines; make lots of noise; or just look good for the sake of looking good, it can do all of that while being a practical vehicle that can be used on the daily.

As for its future in this era’s electrified world, the Mustang should stay as is. Leave the electric stuff to the other nameplates, and maybe have a clear distinction between a proper Mustang and the “other one” should have no business bearing the legendary nameplate.

^{Photos by Sam Surla}