Ford Mustang VS Audi A5
- V8 noise
- Better interior
- Adaptive dampers
- Four-cylinder noise
- Still a poor safety score
- Prices are up
- Stunning looks
- Masterful interior
- Plenty of great technology
- Firm-ish suspension could grate in city
- Lacks the practicality of a four-door
- Steering not as sharp as S5 model
The Ford Mustang 2018 model is more than just a facelift, this is a comprehensive rework of the brand’s iconic muscle car.
There are big changes outside and in, but the most important ones are to the way the 2018 Ford Mustang drives.
More than just brawn - although there’s plenty of that - this updated Pony Car has a bit more brain about it, too.
We drove the new models in Nice, France, ahead of the Australian launch of the updated Mustang this month.
|Fuel Type||Premium Unleaded Petrol|
Beauty is one of those things that’s near impossible to get across-the-board agreement on. What I think is cutting-edge and cool, you might think is the definition of trying too hard, and vice versa.
Or, to put it another way, we’ve been assured Ssangyong has sold more than zero cars, so their design has got to be working for someone, somewhere.
Of the 2017 Audi A5 Coupe, however, there can be no debate. It is beautiful. It’s indisputable. A perfectly placed collection of sleek lines, bulging guards and powerful stance.
But with a new platform, new suspension and an overhauled suite of engines, the question is whether this sleek coupe is more than just a pretty face.
The second-generation version of the A5 Sportback is set to appear in May, while the new A5 Cabriolet will follow later this year. For now, the two-door Coupe will lead the charge.
|Engine Type||2.0L turbo|
The Ford Mustang 2018 update is a substantial one - it’s a marked improvement on a car that needed some attention here and there. It’s more fun, more adept and more muscular a muscle car as a result of the changes. If you’re already a Mustang owner and you’re wondering if the update is worth considering, the answer is ‘yes’.
If it were my money, I’d choose the V8 auto coupe because, when it comes to this sort of car, it’s the bodybuilder of the bunch.
Would you choose a V8 over a turbocharged four-cylinder? Let us know in the comments section below.
Stunning to behold, quiet to sit in and swimming in technology, the A5 Coupe ticks a lot of boxes. We’ll wait ’til we’ve driven it in the city before we make a final verdict, but at glance, there’s a lot to love about this sexy, slinky two-door.
Would the Audi A5 be your pick of the premium mid-size coupes? Tell us what you think in the comments below.
If I had to make a remark about the updated Mustang’s design, it would be that it doesn’t quite look as American any more. That could be good or bad, depending on where your loyalties lie.
The slimmer, broader-looking headlights and the revised front bumper, grille and bonnet all work together to give it a more substantial presence on the road if you’re looking at in your rearview mirror.
Obviously the roofline has remained the same, and the rear end has seen revised LED tail-lights, plus the V8 now has quad exhausts, the EcoBoost now has twin exhausts, and both now get a black diffuser rather than a colour-coded one. The GT model’s wheels remain the same as before - standard issue mesh multi spokes are fitted in 19-inch diameter across the line-up.
There is no doubting that this still looks muscly enough to be considered a muscle car, but the subtle styling changes outside are enough to push it more towards what we’ve come to expect of a modern-day sports car, too. It looks more European, and that’ll either float your boat, or it won’t.
Inside there are some design changes, too. The most important one being the 12.0-inch digital dashboard cluster in front of the driver, which is lovely to look at, offers excellent functionality, and really lifts the ambience of the cabin.
Some of the materials have been tweaked inside, and it feels more plush than it did before - anyone who drove the pre-update Mustang will know that the cabin was a bit low rent, and while this update sees a good stride towards it being better, it’s still not a penthouse apartment inside.
The original A5 was penned by a gentleman by the name of Walter de Silva (he of Lamborghini Egoista and Audi R8 fame), who described his car as “the most beautiful I've ever created."
If it ain’t broke, and all that. Audi’s design team has tinkered around the edges of its A5 Coupe, reworking the grille and headlights, and adding bulges to the bonnet and creases to the bodywork, but the family resemblance is clear.
And it works: all wide and low front end, windswept roofline and muscular guards. Inside, too, is a perfectly executed space, at once premium and polished, and with an obvious attention to detail.
Even so, there is reasonably good usability on offer… at least for those in the front seats. The front features decent door-pocket storage, a pair of cupholders, a covered centre console bin, and a reasonable glovebox - but there’s not much loose-item storage for easy access to phones, wallets and the like.
There are elements to the cabin that just don’t make sense, like the monodirectional toggles for the drive mode and steering mode controls - why can’t you flick them up and down? It’s a silly and frustrating, oversight.
It’s simpler if you don’t think of the Mustang as a four-seater. Technically that’s what it is, but even toddlers or young children would be cramped back there, with limited head, knee and toe room, and no storage to speak of whatsoever. There are ISOFIX child-seat anchor points and top-tether points as well, if you want to try driving your kids around in one (perhaps you don't like them).
At the very least, those back seats fold down if you want to make it a two-seater with a massive boot space. Even without them folded, the boot capacity is good: it has 408 litres of luggage volume.
It’s a Coupe in the traditional sense of the word, so expect two doors, four seats and some slightly awkward acrobatics if anyone older than a teenager tries to get into the rear seats.
Front and back passengers get a cupholder each, while the rear-seat passengers also score their own air-con controls and a power outlet. Expect two ISOFIX attachment points, one in each window seat in the back.
Boot space is listed at 465 litres (up 10 litres on the previous generation car) and the rear seat is split 40/20/40.
Price and features
The 2018 Ford Mustang range sees a bump in pricing across all models in the range. Here’s a rundown on the price list for the model line-up.
The EcoBoost four-cylinder coupe with the six-speed manual still starts below $50k - just. The list price is $49,990 plus on-road costs. The 10-speed automatic version of the coupe lists at $52,990. That price is up $4000 on its predecessor.
The four-cylinder convertible models bring a fairly sizeable premium, with the 10-speed automatic version listed at $59,490. There’s no manual soft-top available. That price represents at $4500 jump on the pre-facelift model.
The V8-powered GT coupe with a six-speed manual transmission lists at $62,990, while the 10-speed automatic version comes in at $66,259. Those prices represent $5500 and $6639 jumps, respectively.
The Mustang GT convertible 10-speed auto is listed at $74,709 - a huge $8793 lift over the existing model.
Across the board, Ford is justifying the increases with big additions to the standard equipment list.
The biggest update is the addition of a fully digital instrument cluster - a 12.0-inch screen with configurable layouts and displays, which is a standard-fit item across the board. Still offered is Ford’s 8.0-inch Sync 3 media screen with sat nav, Bluetooth phone and audio streaming, Apple CarPlay and Android Auto smartphone mirroring technology, and there’s now a 12-speaker Shaker audio system, too - the pre-facelift model had a nine-speaker stereo.
All models sold in Australia will also be offered as standard with a new adjustable sports exhaust system, which includes a quiet-start function so you don’t annoy the neighbours (and who doesn't think of Mustang buyers as kind, considerate types?). The loudness is adjustable depending on which drive mode you select - Normal, Sport+, Track, Drag Race, Snow/Wet and My Mode, the latter of which is a customisable setting, also new to Mustang. The steering can still be configured in Comfort, Normal and Sport settings.
Visually separating the two models are different wheel designs, but all Mustang models come with auto headlights, auto wipers, keyless entry and push-button start, new LED headlights, heated seats and a heated steering wheel (which is new to the Mustang - the heated seats aren’t). Recaro seats are optional on the GT only ($3000).
There’s an array of active safety kit added across the range, too - read about that in the safety section below.
There are some key optional extras that buyers can choose from. A set of OTT (yes, it stands for ‘Over The Top’) stripes can be had in black on any model ($650), or white on the Fastback only ($650) There’s also a rear spoiler for the Fastback ($750), and Recaro leather seats ($3000).
The EcoBoost model can be had with 19-inch Lustre Nickel alloy wheels ($500), while GT buyers have the option of 19-inch forged alloys ($2500).
All models can be equipped with the MagneRide adaptive suspension system at a cost of $2750.
As for colours, there are a few to choose from, including the new hero colour, Orange Fury, plus Kona Blue, Lightning Blue, Magnetic grey, Race Red, Royal Crimson (dark red), Triple Yellow and plainer options like white and black.
The A5 Coupe range arrives in a single, well-equipped trim level, with how much that will cost you is dependent on what engine you want, and whether you want the power sent to the front wheels, or all four.
The story begins with the 2.0 TFSI S tronic ($69,900), while opting for the diesel-powered 2.0 TDI quattro S tronic will lift the asking price to $73,900. Top of the A5 tree is the 2.0 TFSI quattro S tronic ($81,500), which also adds some extra kit.
Engine options aside, the S5 arrives with 18-inch alloys, LED headlights and tail-lights, a nav-equipped 8.3-inch centre screen and Audi’s 12.3-inch virtual cockpit, which replaces the old-school dials you used to find in your driver’s binnacle.
Apple CarPlay and Android Auto also make the standard features list, along with a 10-speaker stereo and a customisable ambient interior lighting set-up. Leather seats, tri-zone climate control and a boot that opens when you wave your foot under it round out the feature highlights.
Spring for the 2.0 TFSI quattro S tronic (catchy name, no?) and your rims grow to 19 inches, your wheel is swapped for the very good flat-bottomed number from the S5, and your wing mirrors earn an auto-dimming function.
Audi has rolled most of its options into easy to understand packages for the A5 Coupe, too. The safety-focussed 'Assistance Package' adds things like AEB, active lane assist and active cruise control, and will add $2470 to the asking price. A 'Technik Package' adds a head-up display, Audi’s Matrix headlights and upgrades the stereo to a Bang and Olufsen unit, and will cost you an extra $5600.
Finally, the S Line Sport or 'Style Pack' will give you a sportier interior and a better-looking exterior, but will cost you $2500 or $3900 for the Style version, and $5900 or $7400 for the Sport version, depending on which model you bought in the first place.
Engine & trans
There have been power and torque increases across both the four-cylinder turbo and V8 naturally aspirated engines.
The 2.3-litre four-cylinder turbo EcoBoost engine now produces 224kW of power (down from 233kW - apparently due to a new way of calculating the peak power output!) at 5400rpm, but torque is bumped to 441Nm at 3000rpm (it was 432Nm). It is rear-wheel drive, as you’d expect, and it has the option of a six-speed manual transmission or a 10-speed automatic gearbox.
The 5.0-litre V8 engine has seen power and torque bumps, too. It now produces 336kW of power at 7000rpm (up from 306kW), and torque is rated at 556Nm at 4600rpm (previously 530Nm).
The extra power is good, no doubt about it. But the extra noise of the V8 is what was most enticing about it. More on that below.
There are three engines on offer in the A5 Coupe, which begins with the entry level 2.0 TFSI S tronic, delivering 140kW/320Nm to the front wheels via the only gearbox in the A5 Coupe family, a seven-speed 'DSG' dual-clutch automatic. That’s enough to see the A5 flash from 0-100km/h in 7.3 seconds on its way to a top speed of 240km/h.
The sole diesel in the line-up arrives with the 2.0 TDI S tronic, which also produces 140kW but sees torque increase to 400Nm and sends its power to all four wheels via the same seven-speed gearbox. The 100km/h sprint is an identical 7.2 seconds, while your top speed drops slightly to 235km.
The baddest of the non S-stamped models is the 2.0 TFSI quattro S tronic, which lifts outputs to a healthy 185kW/370Nm, lopping more than a second off the sprint to 100km/h (now 5.8secs), and increasing the top speed to (an electronically limited 250km/h).
Mustang models sold with the 2.3-litre EcoBoost four-cylinder turbo model are more efficient, as you’d expect. The six-speed manual coupe is claimed to use 8.5 litres per 100 kilometres, while the 10-speed auto coupe model has a claimed consumption of 9.5L/100km.
The convertible version with the EcoBoost uses 9.5L/100km with the standard 10-speed auto.
As for the V8 coupe, the six-speed manual uses a claimed 13.0L/100km, while the 10-speed auto helps drop consumption to 12.7L/100km. The V8 auto convertible claims an identical figure as the fastback: 12.7L/100km.
The entry level petrol engine sips a claimed 5.5L/100km for the combined (urban/extra urban) cycle, with C02 emissions pegged at 125g/km. Audi claims the 2.0 TDI engine uses just 4.7L/100km on the same cycle, while emitting 121g/km.
The biggest petrol engine trades its performance for increased fuel use, needing a claimed/combined 6.5L/100km, and emitting 149g/km.
I spent the most time in the V8 model, and it wasn't so much the extra power and torque that was noticeable, as the extra noise. If you were blindfolded and sat in the new Mustang, you might think you’re sitting in a ‘70s yank tank - there’s a delightful burble at idle (a little more pronounced in the auto) and it gets even better the faster you go.
In fact, the 10-speed auto V8 was the standout vehicle I drove. The logic of the transmission is brilliant - if you suddenly stab the throttle the auto will downshift three or four gears in the blink of an eye - and I mean that literally, because you can barely perceive it via the display on the driver information screen; it happens that fast.
The shifts aren’t always smooth - there can be a perceptible thunk through the cabin at times - and while that may not be the most refined experience, it’s actually pretty rewarding as a driver to get that sort of feel-able feedback.
The manual version of the V8 feels more relaxed - I’d even go as far as to suggest it’s a bit lazy. The auto just does a better job of making use of the grunt on offer.
The multi-mode sports exhaust - with Quiet, Normal, Sport and Race Track settings - was a set-and-forget feature on my test. It was in Sport, because - while there might be a perceptible difference on a track - it was identical in ‘regular’ driving.
Another new addition helped transform the drive experience - the MagneRide adaptive dampers. They may be optional on all models, but it seems that if you want a muscle car that handles corners and bumps adeptly, it’d be money well spent.
The magnetic ride control system can adjust each corner up to 1000 times per second, and while you’d have to be some kind of superhero to perceive that, there is no denying that the system does a terrific job of isolating cabin occupants from rough surfaces below, while also helping the Mustang corner with more sporting intent than I remember the previous one possessing.
The steering is trustworthy, with good feel and a nice linear and progressive sensation to it when you’re changing direction. The Mustang does have a big turning circle, though, so making tight moves in parking spots can be a bit of a task.
I also had a drive of the EcoBoost engine and its new 10-speed auto, and found it felt more tense and eager to please than the V8, particularly the V8 manual. It’s noticeably lighter at the front end, meaning it feels more keen for hard driving in corners.
Try as it might, though, the four-cylinder simply can’t match the V8 for fitting the image of the Mustang. It is good to drive, but it just doesn’t sound as good, or as Mustang, and therefore doesn’t make you feel as good as the V8 model does.
The news is broadly positive right across the range, but we focussed our attention on the top-spec petrol (TFSI S tronic Quattro) which is not just expected to be the biggest seller in the revised A5 Coupe range, but is also by far the closest thing to a happy compromise between the harder S5 and the more sedate and softer entry level models.
With no adaptive suspension anywhere in the A5 family, the standard tune can sail perilously close to uncomfortable on dodgy road surfaces, and it does allow the occasional imperfection to enter the cabin. But it pays off in spades when you find yourself on a twisty road, with the all-wheel drive A5 TFSI S tronic sitting reassuringly flat as you tackle all but the tightest of corners (where it can rock a little as you enter a particularly tight turn). Whether the firm-ish ride becomes a pain on the pockmarked surfaces of the CBD, however, remains to be seen.
The steering in the Quattro isn’t as sharp or direct as it is in the S5 (but it is better than in the front-wheel drive model) and there’s more play on-centre and less precision turning into corners, but away from the back roads and back in the city (where this car will surely spend almost all of its time) that should be a positive, and result in a smooth and composed commuter.
Audi deserves credit for the cabin noise (or lack of it), which is very good, and the razor-thin A-pillar makes forward vision terrific, though the view is predictably less good out the back. It might not be as sharp as the S5, which gets its own unique steering tune and an adaptive damper setup, but the combination of supermodel looks and on-board technology will make it a tempting proposition in the luxe-Coupe market.
This is a difficult section to score, because the updated Mustang has a lot of safety equipment, but it falls short on the ANCAP crash test score. It was tested by Euro NCAP in 2017, and managed a lowly three stars, due to poor crash protection for occupants.
At the very least, that’s a step up on the pre-facelift model, which scored just two stars in ANCAP testing in 2017. ANCAP has announced the updated Mustang achieves the same three-star score as Europe (from December 2017 production).
Despite that, the 2018 Mustang comes fitted with a lengthy list of safety gear, including dual front, front side, curtain and driver’s knee airbags (no curtains on the convertible model). Plus there’s a reversing camera, rear parking sensors, auto emergency braking (AEB) with pedestrian detection, lane-keeping assist and lane-departure warning, adaptive cruise control, auto high-beam headlights and auto wipers.
So, with all the gear, 6/10 seems harsh. But if you have a crash, the Mustang has been deemed to be less safe for occupants than other cars out there, so it’s a justifiable score.
Expect six airbags (dual front, side and curtain), a reversing camera and parking sensors as standard fare, but Audi then ups the ante with a suite of high-tech standard safety gear, including forward collision warning with AEB cross-path assist and a driver fatigue detection system.
The entire A5 range was awarded the maximum five-star ANCAP safety rating.
Ford has recently introduced a five-year unlimited kilometre warranty, applicable to all vehicles purchased from May 1, 2018. That’s a nice touch from the brand, which needs to appeal to customers now more than ever.
As with most Ford products, the Mustang has service intervals every 12 months/15,000km, and the company has a capped-price service plan applicable for the life of its cars. Prices can be found on the company’s website, but to give you an idea, the average cost per year for the first five years if you stick within the 15,000km interval bracket works out to $372 for the four-cylinder and $477 for the V8.
If you’re worried about Mustang problems - be it questions over reliability, engine problems, transmission problems or general issues - be sure to check our Ford Mustang problems page.