BMW Alpina B4 vs Ford Mustang

What's the difference?

You could almost call the B4 S the anti-M4. It's still fast and practical but from a completely different perspective. It's much more a grand tourer than the M4 and even with the Akrapovic exhaust (usually a byword for joyous, anti-social racket), subtle.

For some, the price won't matter because the Alpina delivers what they want - M4-like straight line performance without the histrionics or the uncompromising chassis. And there's also a bit of that perverse exclusivity of the styling that you won't get anywhere else.

Having driven the latest example of the Mustang GT, I hope Bill Ford is true to his word and keeps the V8-powered Mustang for as long as possible. It isn’t the most razor-sharp sports car or the most powerful muscle car, but it offers the kind of driving thrills and enjoyment that have made the car an icon.

The price increase is steep but the new technology inside drags the Mustang into the modern era and will add more youth appeal to a car that is largely unchanged in concept for the past 60 years.

But now that I’ve driven it in the USA and France, I can’t wait for it to finally reach Australia.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Alpina has always had a particular aesthetic that could uncharitably be termed as mid-'80s West German - all set square angles and body graphics. Think David Hasselhoff's Berlin Wall look. The company has never really deviated from adding squared-off body bits to the various BMWs it has rebadged under its long-running agreement.

For the B4S, Alpina adds the signature billion-spoke alloy wheels (only a slight exaggeration), a new front splitter complete with Alpina lettering, a weirdly proportioned boot lid lip spoiler and - not even joking - pinstripes. Like I said, mid-'80s West German. You can still recognise the sleek 4 Series Coupe but perhaps the worst of it is the super-sized, wonky-looking ALPINA B4S on the boot.

Inside is rather more restrained apart from the ill-fitting Alpina plaque under the climate control. Again, it's all 4 Series in here, with the lovely Merino leather liberally applied across the cabin. Less lovely is the wood on the door pulls and console but the door cards have an oddly appealing woven leather which looks and feels good.

Sadly the standard 4 Series steering wheel is along for the ride. There's nothing wrong with it - although the Alpina logo does look out of place - but if I were a product planner, I'd beg for the lovelier M wheel.

While this is considered a ‘new generation’ Mustang, the reality is this is more of a major overhaul than a complete, blank sheet redesign. As such, there’s a lot of carry over to the design, but that’s not to say there aren’t some significant changes.

For example, it’s still clearly a Mustang in its silhouette, sharing that with the sixth-generation model it replaces, as well as the now-iconic 1960s Fastback models, but the details are noticeably different.

To try and create more differentiation between the GT and EcoBoost models, Ford has designed unique front ends for each. Both are characterised by a strong horizontal line across the front of the more angular grille that meets the new ‘tri-bar’ daytime running lights.

The EcoBoost has an upper grille similar in size to the out-going model, the GT is a much larger upper section which incorporates a pair of ‘nostrils’ as well as a bonnet vent - both of which are functional for cooling and aerodynamics.

Down the sides Ford has lowered the beltline and created a more defined rear fender ‘shoulder’ that helps create the impression of a wider car. 

At the rear the famous ‘tri-bar’ lights remain and there are unique diffusers for each model, with the EcoBoost running two exhaust tips and the GT getting quad pipes.

But it’s inside where the biggest design changes have happened. The retro-inspired cabin of the sixth-generation - which features shiny silver plastic toggle-like switches and round air-con vents - has been overhauled.

The iconic ‘double brow’ design to the dashboard, which dates back to the original 1964 Mustang, has been dropped and replaced with a pair of digital screens. There’s a 12.3-inch display for the digital instrument cluster and a 13.2-inch multimedia touchscreen.

This change is designed to appeal to a younger audience but also allows for greater customisation and variety of displays, with Ford developing six different instrument panel options depending on the setting the driver chooses.

The primary three are the 'Normal', 'Sport' and 'Track' modes, which have been inspired by the GT supercar and the Mustang Mach-E electric SUV, while there’s also a 'Calm' setting, providing only the necessary data, such as speed, in a simplified format.

The final two have been created to tailor to fans of the brand’s 1980s ‘Fox Body’ Mustang, with digital versions of its round analogue dials in both a ‘Day’ and ‘Night’ mode, with the former using white graphics and the latter getting retro green dials.

If you're in the front, you're in luck - it's a comfortable place to be, with plenty of leg and headroom. Down back isn't terrible despite the coupe roofline. The two seats are nicely shaped for maximum comfort and separated by an odd plastic tray. The fold-down armrest has two cupholders.

Front seat passengers score a pair of cupholders (bring the total to four for the car) and the long doors will hold a bottle each.

The boot swallows a reasonable 445 litres, which isn't at all bad.

The sixth-generation Mustang copped a lot of criticism for its interior look and feel, and while it certainly wasn’t at European levels of quality it was more affordable than any European V8-powered coupe.

The introduction of the new digital displays certainly adds a more premium impression to the cabin when you get inside, but you can still see a lot of the previous generation in this model, in particular the doors and centre console.

It’s pretty practical, for a sports car, with a pair of cupholders and a lidded centre console box for small item storage. 

One noticeable issue with the screens is the control virtually everything to do with the multimedia, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button. 

Not surprisingly space feels very similar to the outgoing Mustang with supportive and comfortable seating up front that made long stretches behind the wheel feel easy, which is nice for a sports car.

As for the rear seats, they remain incredibly tight for space and are better for soft item storage rather than squeezing people into.

Despite the largely carried over body and interior, the boot is slightly smaller than the previous model, with the coupe measuring 376 litres compared to the 408 litres offered previously. 

Ford Australia hasn’t confirmed the complete list of specifications for the seventh-generation Mustang range, but pricing has been locked in and we do know all three initial models - Dark Horse, GT and EcoBoost - will be offered here.

Having previously driven the Dark Horse in the USA in 2023, this time we sampled the GT and that’s the model we’ll focus on in this review.

We already know it will be priced from $77,002 for the six-speed manual and $80,902 for the 10-speed automatic coupe (both prices exclude on-road costs). The GT will be the only convertible option for Australians (and will only be available with the auto), priced from $86,102.

That’s a significant price rise from the out-going model, jumping up nearly $12,000 ($11,712 to be precise), which means it will be more expensive than the Nissan Z ($75,800) and closer to the BMW-based Toyota Supra (starting at $87,380).

On the plus side, this price increase is expected to come with a ramp up in standard equipment, including a new digital dashboard which features a pair of large screens, as well as the introduction of the line lock feature we missed on the previous model and the all-new 'Drift Brake'.

A lot of your extra money turns up under the bonnet. These days the 440i packs BMW's slick B58 turbo straight six and the B4S does likewise. The boys from Buchloe in Bavaria (there are certain to be women there, too, I just liked the alliteration) added a pair of Alpina-spec turbos to generate a whopping 324kW and, more importantly, 660Nm. Alpina says 600Nm (the max torque figure of the brilliant M4 CS) is available from 2000-5000rpm, while the full 660Nm is available from 3000 to 4500rpm.

The M4 Pure has 317kW and 550Nm from the S55 straight-six. Just so you know.

Like the 440i but unlike the M4, the B4S employs the dependably brilliant eight-speed ZF automatic found throughout the BMW range.

During the top secret development of this seventh-generation model there were plenty of rumours that Ford was considering a hybrid system for this Mustang. Fortunately for lovers of old-school V8 engines that proved not to be the case.

Instead it’s powered by a 5.0-litre V8 that's an evolution of the ‘Coyote’ unit from the previous ‘Stang but now featuring some technical changes, including dual throttle-bodies and separate airboxes to help improve performance. In the GT it’s tuned to make 345kW and 550Nm.

It can be paired with either a six-speed manual gearbox or 10-speed automatic transmission, both sending all the power to the road via the rear wheels.

Alpina quotes 7.9L/100km on the combined cycle and we went through the premium unleaded at the rate of 11.7L/100km. I enjoyed myself, so that's not a terrible result.

While it hasn’t been confirmed by Ford, the Federal Government's Green Vehicle Guide has the Mustang GT rated at 12.8L/100km. And while that’s quite a thirst for unleaded petrol, it shouldn’t come as a surprise given it’s a 345kW 5.0-litre V8 engine.

If you value efficiency in your American muscle car, the four-cylinder turbocharged EcoBoost is rated at 9.4L/100km. But based on previous evidence, Mustang buyers are likely to opt for power over saving petrol.

The claimed consumption figure translates to a driving range between fills of around 650km.

One of the key differences between the B4 and M4 is the ride. While the M4 can crash over bumps and generally be a little hard to live with, the crew in Buchloe have gone after a much more plush ride. And in that they have succeeded because the B4 S is a mighty fine cruiser. Bumps are dismissed with a haughty disdain, even Sport + silliness doesn't completely write-off ride quality.

Very impressive too, is the steering. While still not at Lotus Elise levels of feel (few cars are), the Alpina tweaks connect the your palms to the road with more clarity than what you'll find in the 440i or M4. Where the M4 particularly adds too much weight, the 440i is a bit more circumspect in that regard.

And then we come to the engine. The B58 six is a belter, better even than the N55 that preceded it. It's still a 3.0-litre straight six but is part of BMW's modular engine family that starts with a 1.5-litre triple in the Mini and 1 Series. The Alpina-spec turbos are noisier, the Akrapovic exhaust lighter and also noisier. It doesn't have the all-out crackle and pop of an Audi or Merc (perish the thought), but when you're on it, the B4 means business. The 660Nm of torque, available over a wide rev range, delivers a steel fist wrapped in a velvet glove and bubble wrap - the speed builds rapidly but smoothly. 

The approach to the chassis tune seems to be based on the driving talents of mere mortals on normal roads, which is kind of like the 440i. It's terrific fun to drive hard but it's very forgiving and patient. The great thing about it is that you wouldn't think twice about jumping in it for the long haul, so comfortable and quiet is the cabin. The M4 will leave it for dead on a winding road, but that's perfectly fine.

One irritant is the replacement of the admittedly cheap BMW gearshift paddles with weirdly non-tactile buttons. They're not particularly easy to use and, probably worse for a sporty car, unsatisfying. It's an odd detail with which to go off the reservation. Cheeringly, the eight-speed ZF is its usual perfect self, so you don't have to worry too much about manual mode or go old school and use the shifter.

As promised earlier, here’s how the Mustang GT felt powering through the French countryside…

But first, it’s worth acknowledging that, in truth, it wasn't hard work getting through the traffic even in the manual Mustang. While the clutch is on the heavier side, it’s got a smooth action and the engine's torque and flexibility make darting in and out of gaps in the traffic a breeze.

However,  once out on the open roads the Mustang really could run free. The V8 engine sounded fantastic bellowing out across the fields and through the quaint little villages we passed through.

As you'd expect, the V8 provides plenty of grunt, it's an incredibly flexible engine pulling hard right across the rev range and makes us appreciate even more that this now remains the last of its kind since the demise of the V8-powered Chevrolet Camaro and Dodge Challenger.

Driving the Mustang in conditions like this makes you understand why it has been such a popular sports car not only in Australia but around the world for decades.

While the manual transmission has fallen out of favour with Aussie buyers, the truth is it's the pick for this GT. The fact it has less ratios to choose from than the 10-speed automatic means it feels more urgent and (again) the flexibility of the engine allows it to shine.

Not that the auto is bad, it does a fine job, it just lacks the buzz and engagement the manual ‘box provides.

What arguably impresses even more than the engine is the handling. Having driven the Dark Horse last year and being so impressed by its handling, particularly with the 'Performance Package', there was some concern prior to driving the GT that it would feel less impressive and, dare I say, duller.

But that's far from the case. Instead, the GT feels responsive and well sorted across a variety of road conditions. While it may lack the precise handling characteristics of a European sports car, it’s clear Ford has made this latest Mustang better suited for the rest of the world, not just America.

Not that Ford has made the Mustang too serious, as the introduction of the Drift Brake demonstrates. This rally-style electronic handbrake allows you to, as the name suggests, snap the car into a slide - when the circumstances allow.

Ford finally gave us our first (official) use of the Drift Brake when it paid us up with stunt driving expert, Paul Swift, who taught us how to slide the Mustang into a parallel park.

Obviously this is not designed for road use but for those who want to take their Mustang to the track it will no doubt lead to a lot of fun and some shredded tyres.

Full safety specifications haven’t been announced, but in the US, where it’s already on sale, all models are equipped with at least a reversing camera, rear parking sensors, auto high-beam headlights as well as front, side and driver’s knee airbags.

There’s also a decent level of active safety gear with pre-collision assist with autonomous emergency braking and lane departure warning all standard. But adaptive cruise control, lane centring assist and intelligent speed assist are all optional.

Frankly, after my French experience I’d be hoping the lane centring assist is an optional locally because the overly sensitive system drove us crazy on our French test drive.

Repeated warnings to ‘put our hands on the wheel’ when our hands were firmly affixed to the tiller moved from just frustrating to borderline dangerous as the only way to trigger the system to stop making its request was to quite violently tug on the wheel and jerk the car in the lane. 

It’s another case of poorly calibrated safety systems that make you question the value of the technology in the first place, especially when you find yourself turning it off because it’s safer to just pay attention as a responsible driver.

It will be interesting to see if ANCAP crash tests this new generation Mustang, especially considering how closely related it is to the previous model.

ANCAP famously (or infamously, depending on your point-of-view) crash-tested the previous Mustang and awarded it two from a possible five-star rating.

Despite the public criticism it didn’t seem to impact Ford’s sales of the pony car, which remained a best-seller. 

Since the Mustang, ANCAP has not tested any of its rivals, with sports cars including the Toyota Supra, Nissan Z and Subaru BRZ all unrated by the safety authority.

Alpina offers a two-year/unlimited-kilometre warranty which is a bit behind the times and not in keeping with the price point. Servicing is another matter altogether and you're subject to your dealer's standard charges for servicing.

There are no details confirmed at this stage but there’s no reason to believe the Mustang won’t be covered by Ford Australia’s usual five-year/unlimited kilometre warranty.

Similarly, service intervals are likely to be 12 months/15,000km.

For reference, capped price servicing on the out-going Mustang GT came in at $299 for each of the first four services, up to four years/60,000km. Not bad.