Ford Mustang Dark Horse 2025 track review: snapshot

It may be the first of the more focused Mustang variants but the Dark Horse won’t be the last. Sitting somewhere between the old Mach-1 and GT350, it's the perfect place to start.

The Dark Horse differs from the GT with re-tuned 'MagneRide' adaptive dampers, tweaked steering response, shorter 3.73:1 final drive ratio, Torsen LSD and changes to the 5.0-litre ‘Coyote’ petrol V8 including a retuned ECU, forged connecting rods and a different exhaust cam duration for 5kW more grunt. 

That may not sound like much more punch for all that work and there’s a reason. The conversion to right-hand drive means a more complex exhaust manifold routing, robbing 23kW from US-spec Dark Horses. There’s plenty more to the transformation than power alone. 

The changes are obvious from the first braking zone, hitting the anchors at the end of The Bend Motorsport Park’s West circuit’s main straight. For whatever reason, the Dark Horse encourages a later hit of the brake pedal, perhaps owing to the greater stability as you hit the anchors. 

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Diving into the first sequence of corners, the Dark Horse’s front end is eager to get to the apex, where it’s more settled and lets you get on the power sooner. I was able to stay in third through the third corner, right in the meat of the torque where there was an awkward 2-3 shift in the GT, thanks to the shorter gear ratios. 

Speaking of, the Tremec’s heavier throw suits track use well and you can even ‘flat shift’ with the ECU cutting the engine as you slam the next ratio into the gate. It feels pretty awesome. All the more reason to skip the over-ratioed 10-speed auto that 50 per cent of buyers chose.

Confidence builds quickly and encourages more pace on turn-in and throttle on corner exit. If you get greedy, the Track mode (one of six total drive modes) has a deft stability control calibration that helps you gather up little slides without punishing or flattering the driver too much. 

After six laps on a warm, sunny day the Dark Horse’s six-piston front and four-piston rear Brembos displayed minimal fade and the 255/45 front, 275/40 R19 Pirelli P Zero road tyres stood up to the abuse well. Stateside buyers get access to ultra sticky Pirelli Trofeos, but if you want them in Oz you’ll have to look at aftermarket options. 

Even on the standard tyres and breaks the extra confidence and crispness baked into the Dark Horse makes it an easy two seconds — minimum — faster than a regular GT. Plus, as a driver, it gives a better, more reliable platform to work on your lines and driver craft. 

It’s a shame the Dark Horse taste was racetrack only. It is where the difference will be most pronounced between the GT, but a good twisty road should also be in its wheelhouse. A few excursions onto the curbing suggests the compliance remains pretty strong, at least. 

Even just boulevard cruising in the Dark Horse, there are plenty of details to distinguish the $100,000 coupe, such as the first-ever front-on horse badge on a Mustang, Bright Indigo Blue contrast stitching, Dark Horse only Indigo Blue paint, different 19-inch alloys, blue brake calipers, bespoke front bumper and unique ‘Appearance Pack’ with a Dark Horse specific spoiler. 

And inside, there’s same high-end tech with intricate 3D models popping up on the 13.2-inch touchscreen and 12.3-inch digital driver’s display, heated and ventilated seats (with optional Recaro buckets), 12-speaker Bang & Olufsen sound systems and wireless Apple CarPlay and Android Auto. As in the GT, cabin storage is limited, though.

The 1000 customers with their name against a Dark Horse allocation have made a great choice. Either as a collector’s item or multi-purpose sports car you’ll take to the racetrack, twisty roads and drag strips, the Dark Horse excels. This won’t be the end of the seventh-gen Mustang’s special editions, though. Fingers crossed for even more focused GT350-style models in the future.