Ford Mustang vs Audi TT

What's the difference?

Obviously we can't speak to the whole of this new, seventh-generation Mustang range having only experienced the Dark Horse. But that's enough to make you appreciate just what a special car the Mustang is, even after all these years.

The company has managed to find new ways to improve arguably its most iconic model, keeping it fresh for a new generation. The Dark Horse is a worthy addition to the line-up, for however long it lasts, bringing a higher level of dynamic capability that will appeal to both long-time muscle car lovers and anyone who appreciates a good sports car.

The truth is, this is no mid-life crisis for the Mustang, it's actually ageing very gracefully, taking on new dimensions as it does. The bigger question is how much longer it has left in it, at least with an internal combustion engine. But that's a question for another day, for now we should just eagerly anticipate its arrival in Australia in 2024.

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

Audi is finally saying hooroo to this model which has made the world stop and stare like I did on that Parisian street all those years ago.

The Final Edition is a fitting tribute to this iconic sports car and I’m glad Audi didn’t go ‘OTT’ and deck it out with gimmicky features. 

At the same time the Final Edition’s big rear wing, blacked out badges, wheels and interior colour coding hint that this is not just any ordinary TT and those that know will know.

Farewell Audi TT, we hope something just like you but probably electric appears to stop us in our tracks again. 

Ford figured out with the fifth-generation model that what customers want is a Mustang that retains the silhouette of the original 1960s Fastback, so ever since the design has been evolutionary rather than radically different.

That's no different with this seventh-generation model, which features a more modern look, with crisper lines, but still is unmistakably a Mustang from every angle.

There have been some more significant design changes though, the most obvious one being the decision to have a clear visual difference between the V8-powered GT and four-cylinder EcoBoost at the front-end of the car.

So, the GT gets a larger, more aggressive front grille and a vented bonnet, whereas the EcoBoost has a more subtle appearance, but both have a clear family resemblance.

The Dark Horse elevates this edgier look even further, with a more aggressive appearance that includes a racier bodykit, with a sizeable rear wing, that speaks to its more serious intentions.

The Dark Horse also includes a first for the Mustang in seven generations - a forward facing horse badge. While the now iconic striding 'Stang profile badge remains for the GT and EcoBoost, the Dark Horse gets its own unique badge that shows Ford isn't afraid to try new things even after all these years to keep the car fresh.

The forward facing view is meant to signify a dark horse in a race, sneaking up from the rear to take victory, with its flared nostrils meant to connect to the dual throttle bodies of the Mustang Dark Horse.

The Audi TT’s shape has morphed over the past 25 years from the cute, rounded bubble car that first appeared in the late 1990s to the more aggressively and sleek looking sports car with the sharp creases we see today.

Still, there are the familiar pumped-out wheel arches and, while not as prominent as it used to be, that arching roof and the way it flows down to those tail-lights and stumpy tail remains so true to the original TT.

The TT Final Edition has a more menacing and athletic look than the regular 45 TFSI its based on thanks to the S Line Competition Plus exterior package.

So you’re getting the big fixed wing, an aggressive front bumper, and the 19-inch alloy wheels in gloss black.

There’s a black package, too, which add the decals down the side, the blacked-out badges, the black exhaust tips and black wing mirrors.

My test car’s paint colour was Turbo Blue and you can see in the images of the cabin how Audi matches interior elements in the same colour. The contrast stitching on the seats also lifts the sporty feel into high-end territory.

It’s a simple cabin, though, free from busy buttons and giant screens and the incorporation of climate controls into the air vents is genius. 

If you’re wondering what the TT Final Edition’s dimensions are its 4191mm long, 1832mm wide and 1376mm tall. 

The interior of this latest Mustang sums up where Ford was at with this new-generation model, as it introduces some attention-grabbing technology but also carries over large amounts of the previous model's design.

For example, the interior doors look nearly identical to the old model, with the same handles, window buttons and even trim elements.

The layout of the centre console is largely the same, too, with a pair of cupholders and a lidded centre console box making up the bulk of the small item store space.

The materials used have improved in some areas and stayed the same in others, with the softer touch plastics introduced on the mid-life facelift of the sixth-gen used again here.

However, the Dark Horse also gets a new carbon-fibre effect trim that features prominently around the dashboard for a fresh and sportier look.

But far and away the biggest difference between the old model and this new one is the instrument panel. Gone is the iconic 'double brow' design and in its place is a huge digital display that combines two screens into one long, plank-like element.

It's a 12.4-inch digital instrument panel and a 13.2-inch media touchscreen integrated together to try and help the Mustang appeal to a younger, more tech-savvy audience that wants its car to integrate with a digital lifestyle.

Unquestionably it makes a statement, whether you like the statement it's making will depend on your point-of-view.

If you love technology and the personalisation it offers you'll love it, but if you pine for the days of analogue dials you'll likely think it looks too much like a giant smartphone.

What you can't deny is the capability it brings, with a variety of virtual instrument displays to suit each of the driving modes the car has, including 'Normal', 'Sport' and 'Track', as well as the fun 'Fox Body' layout that harkens back to the '80s Mustang.

The central media screen has also been utilised for the Dark Horse with extra auxiliary gauges - for g-force, oil temperature, oil pressure, etc - able to be displayed, as well as the 'Track Apps' feature that allows you to record lap times, start times and controls the launch control and drift brake settings.

Unfortunately, the screens also control virtually everything, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button.

As for the seating, the Dark Horse is available with two seating choices up front in the US (and likely in Australia), with a standard six-way power adjustable leather sports seat or an optional Recaro racing-style seat trimmed in suede and mircofibre.

As for the rear seats, they remain incredibly tight for space and are better for storing bags rather than carrying people without severely compromising front seat leg room.

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.

The Dark Horse we drove in the US was fitted with a tyre repair kit under the boot floor.

The Audi TT isn’t going to cut it as a family car, but it’s more practical than a lot of people might think.

First this is a '2+2' sports car meaning those two rear seats are there for the odd occasion when you might need them, because the space back there is limited.

But for most of the time having a place to throw a jacket or extra luggage and not have to ask your co-plot to rest it on their lap will feel like absolute luxury.

Up front head and legroom is good, even for me at 189cm tall. Being a coupe the doors are long and although the car is low I found getting in and out easy.

There’s a pretty clever use of space when it comes down to cabin storage. You’ll find door pockets, a glove box, a covered centre console box and a hidey hole/wireless phone charger in the dash.

Back seat passengers have built-in shelves near their armrests. Surprisingly there are four cupholders - two of which fold out of the dash.   

The boot isn’t huge at 305 litres but you can fold the rear seats down to open up the cargo capacity to 712 litres.

So, compared to its two-seater sports car rivals, the TT is relatively and pleasantly practical.

Audi has taken the $84,000 TT Coupe 45 TFSI quattro and created this TT Final Edition with extra features for a list price of $88,749. 

Here’s what you’re getting. First there’s the 'S Line Competition Plus' exterior package which beefs up the TT’s looks with the big, fixed rear wing and 19-inch Audi Sport wheels in gloss 'Anthracite Black' with red brake calipers.

There’s also the black exterior package which brings the black Audi rings badging, black chunky exhaust tips, black side trims and Audi logo decals.  

Inside there’s Nappa leather S sport seats; an Alcantara and leather flat-bottomed steering wheel with paddle shifters; while the armrests, door handles and the centre console are covered by the 'Leather Package' which includes contrasting stitching.  

Metallic paint is also included as part of the Final Edition’s features. Ours was 'Turbo Blue'.

Much of the rest of the Final Edition’s features are shared with the TT Coupe 45 TFSI quattro and includes a 12.4-inch 'Virtual Cockpit' digital instrument display, sat nav, CD and DVD player, eight-speaker stereo, digital radio, Apple CarPlay and Android Auto, wireless phone charging and proximity unlocking.

Our car had a couple of options fitted - the privacy glass which is $950 and the 20-inch gloss black alloy wheels for $1600. 

Rivals to the TT include BMW’s Z4 which lists for $99,200, and its Toyota GR Supra twin for $87,380, while the Nissan Z Coupe is also part of that sporty coupe club at $75,800.

You might already know this but the TT doesn’t have a central media screen and that can appear odd in a new car world where big screens dominate the dashboard. 

Despite plenty of rumours that Ford was preparing to electrify the Mustang, either as a hybrid or full battery EV, in the end the company has stuck to the tried and tested formula.

That means an updated version of the 5.0-litre V8 and a 2.3-litre turbocharged four-cylinder 'EcoBoost' engine, similar to the one offered in the previous generation.

The range-topping Dark Horse features the most powerful naturally aspirated engine Ford has ever installed in a Mustang, making 372kW (which is 500-horsepower) and 566Nm.

However, Australian models may not quite hit that figure due to our older emissions regulations, but a final number hasn't been released by Ford Australia.

The 5.0-litre V8 is paired to either a six-speed manual or 10-speed automatic transmission and a Torsen limited-slip differential.

The manual gearbox is specific to the Dark Horse, the Tremec unit is the same one used in the Mach 1 and features the same ability to 'flat shift' - change up gears without lifting off the accelerator if you have full throttle applied.

The GT features a slightly different version of that same 5.0-litre V8, and as mentioned earlier, it's available with or without an active-valve performance exhaust.

Australian GTs will get the improved exhaust system, meaning it will make 362kW/566Nm; instead of 358kW/562Nm with standard exhaust. It too is available with a 10-speed auto or a six-speed manual Getrag gearbox.

Finally, the EcoBoost engine is an all-new version of the same engine featured in the last model, featuring the same capacity and format but upgraded performance. The 2.3-litre four-cylinder unit makes 235kW/474Nm, up from 224kW/441Nm the previous engine produced.

The TT Final Edition has the same 2.0-litre, four-cylinder, turbo-petrol engine as the regular 45 TFSI TT Coupe with the same 180kW and 370Nm outputs.

The TT is light, though, at only 1460kg and that grunt is enough to slingshot it from 0-100km/h in 5.1 seconds.

The transmission is an eight-speed dual-clutch automatic which sends drive to all four wheels.

Sure, the TTS has more grunt and the TTRS is nothing short of wonderful with its five cylinder powerplant, but the 2.0-litre engine in the Final Edition feels perfectly suited to what is a fun and engaging sports car.

As final specifications haven't been locked in for the Australian market we're basing these numbers off the US Environmental Protection Agency's claims.

They have the trio of Mustangs rated at 13.8L/100km for the Dark Horse and GT with their manual gearboxes, the GT auto at 13.0L/100km and the EcoBoost at 9.0L/100km to make it the most efficient of the bunch - unsurprisingly.

Audi says that after a combination of open and urban roads the TT Final Edition should use 7.0L/100km.

My own testing took in a combination of the best country roads and worst city traffic and at the fuel pump I measured 10.9L/100km.

But most of my time was spent in 'Dynamic' drive mode with the fuel-saving idle stop system switched off. 

The TT's 55-litre fuel tank means you should have a range of about 785km.

While the final Australian specifications may not be locked in just yet, Ford did provide us with a comprehensive drive experience in the Mustang Dark Horse.

We spent three days with this new model, driving it across a variety of conditions including urban roads, highway stretches, winding country roads and even at the Charlotte Motor Speedway.

Across all conditions the Dark Horse demonstrated a more refined driving experience than the model it replaces. The sixth-generation was the first Mustang designed for the global market, rather than focusing on the USA, and that meant it couldn't quite match its more worldly rivals.

But Ford has clearly worked to make strides on that front, including adding the Dark Horse to the Mustang range to launch with a definitive flagship model.

The engine may be carried over rather than all-new but you won't care when you put your foot down. The roar from the V8 is truly a thing of beauty to anyone who appreciates an evocative exhaust note.

It's a deep, guttural growl at low revs and builds to a more high-pitched scream as it approaches its 7300rpm redline.

It packs a punch, too, with enough grunt to shove you back in your seat and had no trouble hitting 205km/h just halfway down the back straight at the Charlotte Motor Speedway circuit.

It's a joy to drive with the six-speed Tremec 'box, especially on the track as it has both the rev matching for downshifts and the flat shifting for upshifts, which make you feel like a racing pro.

The flat shifting does take some getting used to and requires a lot of faith the first time you try it, as you need to have more than 90 per cent throttle and more than 5000rpm to make the system work correctly and not crunch the cogs. But when you get it right it just feels so good.

Even without that, on the road it's a nice gearbox to use, with a short, mechanical throw. It may feel a bit heavy for some, but it's in keeping with the muscular attitude of the Mustang.

It also feels really well matched to the engine, on the track but also the road. The engine has enough torque to take-off in second (and probably third) gear, feels nicely spaced through the middle gears and will cruise along in sixth gear in a relaxed manner.

The automatic is a nice alternative if you really don't want a manual, but the 10 speeds feel like overkill at times.

It has a preference for looking for the tallest gear possible at any stage in order to save fuel. This included on the racetrack, where it felt like it still wanted to go to the highest gear it could if you left it to its own devices.

Using the steering wheel-mounted paddle shifters is the better choice when you want to go for a spirited drive, but it just doesn't feel as engaging or shift as crisply as the manual.

As for the handling, on the road the Dark Horse is a pleasure to drive, with a new level of poise and directness than even the Mach 1 possessed. The steering is excellent, with a directness to it that makes the Mustang feel responsive to your inputs.

It helps that the Dark Horse rides on Pirelli tyres developed specifically for it, which provide excellent grip on the road and add to that feeling of responsiveness and composure.

However, if you want to take that to the next level, then you'll need to speak to Herrod Performance about adding the Handling Package options.

However, it's not clear at this stage if that will include the amazing Pirelli P Zero Trofeo RS tyres that are used in the USA. At this stage they're not approved for use in Australia, which is a shame because they provide immense grip and, once again, elevate the Dark Horse above any Mustang we've had so far.

The changes to the aerodynamics and suspension, along with the tyres, combine to make the Mustang Dark Horse with the Handling Package a genuine rival to the likes of the BMW M4 and Audi RS5 Coupe, in this reviewer's opinion. We'll stop short of saying it's clearly better, but it's definitely a rival on performance terms.

The other notable new addition to this generation Mustang in a nod to the younger audience is the addition of the 'drift brake' that allows you to slide the back of the car around.

Working like a rally car handbrake, the drift brake only needs you to dip the clutch and pull up on the lever/bar and the back wheels lock up and allow you to slide. It's a fun new addition that does add a new dimension to a car that was previously focused on straight line performance at the drag strip.

There are plenty of sports cars out there which are dynamically superb yet uncomfortable to sit in.

But the TT’s cabin is as ergonomic as it is stylish with a great, low sitting position and good pedal feel, a steering wheel that can be adjusted to be just right and still with plenty of space underneath for long legs like mine.

The shifter feels the right distance away, good visibility even out the rear window and plenty of ventilation.  And we haven’t even started driving yet.

The TT Final Edition felt to me how a TT should. Fun. Not overpowered nor brutally firm and not ridiculously loud.

Instead, my drive in the Final Edition, which took me along some of my favourite country roads, was one of the most enjoyable runs I’ve had in any car. 

This is a car which ‘listens’ to you and replies with exactly what you’ve asked for in the way it turns into corners and accelerates out of them, and pulls up when you need it too. 

There’s so much connection to the road, you can hear the sticks and stones flying up into the guards, you can feel the coarse chip bitumen through the steering wheel.

But it’s all so easy, too. The suspension is firm but soft enough that you can drive this daily. The steering is light but still with great feedback. 

Some sports cars leave you feeling exhausted, like you’ve just wrestled a bear but the TT Final Edition just leaves you feeling like you've been on a ride and all you want to do is run back around to line up and get back on it again.

This could be a deal breaker for you. The Final Edition, like all Audi TTs, falls short in terms of safety equipment compared to its rivals.

This third generation TT only managed four ANCAP stars out of a maximum of five when it was assessed in 2015.

This was due to the model not having AEB or lane keeping assistance or rear cross-traffic alert.

The only assistance features it has are blind spot warning and self parking (which is handy). It doesn’t even have adaptive cruise control.

There are two top tether points for child seats in the second row but please be aware that the TT was also scored low by ANCAP for child occupant crash protection.

If you do have children and are looking for something safer but still small and sporty, the BMW 2 Series Gran Coupe or Mercedes-Benz A-Class are excellent choices. 

Something to think about.  

Again, this is one of those topics with limited confirmed details 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.

The TT Final Edition is covered by Audi’s five-year, unlimited kilometre warranty.

Serving is recommended every 12 months or 15,000km and although Audi doesn't have capped price servicing there is a five-year/75,000km plan which will cost about $3000 in total for regular maintenance. Yep, that's $600 per workshop visit.