CHARLOTTE, N.C. — Ford is quick to point out that the Dark Horse is a brand-new model for the Mustang lineup, and not a direct successor to cars like the Boss 302, Bullitt, Mach 1 or Shelby GT350. It’s “the horse you didn’t see coming,” according to one executive. But after spending time with the 2024 Ford Mustang Dark Horse on road and track in North Carolina, boy, this one sure feels familiar.
The Dark Horse builds off the new Mustang GT we’ve already reviewed, and it uses the same naturally aspirated 5.0-liter V8 engine, albeit with some meaningful changes. Stronger camshafts, a balanced crankshaft and forged connecting rods make the Coyote V8 engine better able to withstand track abuse, and a dual throttle-body intake and larger nostrils in the grille improve airflow. Combined with a small ECU tweak, the Dark Horse puts out 500 horsepower at 7,250 rpm and 418 pound-feet of torque at 4,900 rpm.
Compared to a Mustang GT with the optional active-valve exhaust, the Dark Horse is up 14 hp, but has an identical amount of torque. Yet under hard acceleration, the Dark Horse does feel quicker. The big V8 is better able to suck in cool air, making the 5.0-liter engine more eager to rev to its 7,500-rpm redline. Ford doesn’t have any official 0-to-60-mph acceleration times, but from behind the wheel, I promise, the Dark Horse is a bit more alive.
Of course, a lot of that visceral sense of speed could come down to the more pronounced exhaust note, bellowing out from dark-finished quad tips. This car sounds great; 10 out of 10, no notes. I could listen to it rev to its redline ceiling all day long and never get bored.
Ford offers the Mustang Dark Horse with a quick-shifting 10-speed automatic transmission, but please, get the six-speed manual instead. This isn’t a carryover gearbox from the Mustang GT; it’s the Tremec TR-3160 transmission you might remember from the Shelby GT350, and my goodness, it’s a peach. Not only is the clutch the right amount of heavy with a clearly communicated take-up point, the action of the shifter itself is tactile satisfaction to the max. Special props go to the 3D-printed titanium shift knob, which is perfectly sized and cool to the touch. It’s an experience you won’t come close to matching with the 10-speed auto’s crap-tastic plastic paddles.
The manual transmission has the same driver aids you’ll find in the Mustang GT, meaning there’s no-lift upshifting, which is great for hard launches, and automatic rev-matching downshifts. Yes, you can turn the latter off if you want, but I love leaving it on. This makes the Mustang a lot smoother to drive in the city when you’re stuck in crummy traffic, and the downshifting logic is super smart, so you’ll be in the heart of a lower gear sooner than if you were to heel-and-toe on your own.
