2023 Ford Mustang vs 2018 Lexus RC300

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.

Still a rock-solid option in the (admittedly not massive) premium-coupe space, the Lexus RC looks and feels like a quality product. The 2018 update has addressed any safety shortcomings, even if the interior technology still feels a touch behind the times.

But an out-and-out performance car this ain't. Even in cars fitted with the big V8 engine, the RC behaves more like an effortless grand tourer than it does a performance coupe. But if we're being really honest with each other, that only serves to make it much easier to live with.

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.

Yes, yes - eye of the beholder and all that business. But for mine, the RC looks terrific. We cycled through two models, the RC350 and the performance-focused F Sport, and both cut a fine and athletic figure on the road.

Front on, the pincered grille dominates the view, sweeping back into bonnet, and stretching to the lowest corners of the front end, while a flared-lip body kit runs the length of the body. Special mention also goes to the cat-claw swipes that live behind the rear wheels.

The regular RC models make do with twin exhaust tips, while the F Sport range scores quad pipes, separated by a slinky rear diffuser, and the rear spoiler is an integrated lip that forms part of the boot. Cooler still, the Carbon Edition adds lightweight elements, like a carbon-fibre roof panel and an active rear wing - with about 6.6kg shaved off the kerb weight.

Climb inside, and you'll find a quality - if slightly dated interior - with soft leather seats, carbon-effect trim elements and a new, 10.3-inch screen in the centre of the dash.

As you can see from our interior photos, though, some elements do now feel a little behind the times. The door panels feel harder than I'd like, almost as if a thin-piece of leather has been stretched over hard plastic, and the control unit in the middle of the cabin is awash with hard black plastic, and the knobs mounted on it feel a touch cheap and non-premium, too.

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.

Now look, if you see a future filled with trips to Bunnings or ferrying the troops to soccer training, the RC is not for you. It's a two-door, four-seat coupe - and those two rear seats couldn't be less helpful for adult-sized humans if they'd been painted on.

Its dimensions measure 4695mm in length, 1840mm in width and 1395mm in height, but most of that space is focused on the front-seat riders, where your surrounds feel sporty-snug, but not claustrophobic.

Up front, that cursed mousepad control system is still in full flight, but the screen it controls is now bigger. There are two cupholders to be shared between front-seat folks, as well as the usual compliment of USB and 'aux' connections. And even a CD player, for that matter.

Climb into the back, which is no easy task in and of itself, and you'll find the space cramped for anyone but kids. But while it's tiny, it's clever. Deep cut-outs in the rear of the front seats mean more room for your legs. Headroom, however, is a problem, and my (I'm 176cm) head was touching the roof.

There are two cupholders, at least, but - surprisingly - little in the way of entertainment connections. You will find an ISOFIX attachment point in both of the rear seats.

The boot opens to reveal a fixed 423 litres of space, which is handy enough for weekends away. Predictably, though, extra practical accessories are fairly limited - you can forget optional roof racks.

As it is with most of the Lexus range, the RC model comparison is pretty straightforward. You need to pick your engine (300 or 350) and then choose your trim level (how much you want to pay), be it Luxury, F Sport or Sports Luxury. Only the RC F model line differs, because here you can choose from the base RC F trim, or the more expensive RC F Carbon.

Engine and kit aside, the RC family is the same basic set-up; four seats, two doors and coupe styling. The rest, then, depends on your intended price range.

Entry-level Luxury cars - $65,400 for the 300, $68,400 for the 350 - arrive with 18-inch alloy wheels, LED headlights and fog lights, leather trim, standard  navigation, heated and ventilated front seats, dual-zone climate and keyless entry with push-button start.

Step up to the F Sport Trim - $74,700 for the 300, $77,700 for the 350 - and you'll get bigger 19-inch alloys, a better Mark Levinson stereo and rain-sensing wipers.

Finally, the Sports Luxury models - $84,900 for the 300, $87,900 for the 350 - get better seats, some fancier cabin furniture and a moonroof. All the RC models get a new 10.3-inch screen (but no Apple Car Play/Android Auto).

Step up to the the V8-powered RC F models - $138,100 for the base model, $152,300 for the RC F Carbon - and you'll add adaptive variable suspension and an improved safety package that we'll come back to under the Safety sub-heading. The Carbon variant - predictably - gets a carbon-fibre roof panel, active rear wing and some carbon-fibre interior trim elements.

On the colour palette, the regular RC range is available in 'Sonic Quartz' (white), 'Mercury Grey', 'Premium Silver', 'Sonic Titanium' (another silver), 'Onyx' (black), 'Graphite Black' and 'Infrared' (red). The performance-flavoured RC F cars nab some extra choices, including 'Cobalt Mica' (blue), 'Lava Mica' (orange) and the brand's new hero colour, 'Zinnia Yellow'.

A moonroof (or sunroof) is standard fit on the RC F models, as well as the Sports Luxury trim, while it's a cost option on the cheaper cars. Speaking of which, you'll find all sorts of goodies in the accessories catalogue, including unique floor mats.

Each price listed is the RRP, of course, so you'll be paying more in on-road expenses. But you knew that already, right?

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 more you spend, the more you get. Spring for the 300, and you'll find a 2.0-litre turbo engine nestled under the bonnet, good for 180kW at 5800rpm and 350Nm at 1650rpm. It pairs with an eight-speed automatic, and shuffles power to the rear wheels.

Step up to the 350-badged cars and your engine specs improve accordingly. You'll now find a 3.5-litre V6 motor providing the horsepower, good for 232kW at 6400rpm and 380Nm at 4800rpm. The gearbox (eight-speed auto) remains the same, and the power is still sent to the rear axle.

The pick of the power bunch, though, is the 5.0-litre V8 engine nestled in the RC F cars. It'll fire 351kW at 7100rpm and 530Nm at 4800rpm toward the rear wheels - more than enough to shift the 1820kg (tare) weight. It's paired with an eight-speed automatic, or what the Lexus spec sheet refers to as a "Sports Automatic".

There is no AWD or manual transmission option anywhere in the range, and for specific oil type etc, consult your owner's manual.

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.

Let's start from the top, shall we? There is a price to pay for power, and the V8-powered Lexus arrives with its claimed 10.9L/100km on the combined cycle. That's quite a lot, and it's a number that will surely only worsen if you drive the RC F the way that you really should drive it.

Things improve with the 3.5-litre capacity engine, recording 9.1L/100km on the same cycle, while the 2.0-litre engine will return 7.3L/100km.

There is no diesel engine anywhere in the range, and the fuel-tank capacity across the board is 66 litres, with 95RON fuel required.

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.

Having now spent a fair chunk of time behind the wheel of the V6 and V8-powered cars, we're ready to make a pretty bold claim: the six-cylinder engine is - and there's no other way to put it - simply more fun.

Shocking, I know, but there it is. There's effortless power on offer in the RC F models, of course, but it's the way that power is delivered that makes it feel like more of a loping grand tourer than a fire-breathing performance coupe.

For one, both the power and exhaust notes arrive in stages. So if you're gentle with the throttle - like you almost always are in the CBD or suburbs - it wafts around in near silence, the engine feeling anaesthetised, and like it's only using a tiny proportion of its available oomph.

The V6 engine just feels sportier. It's still not super emotional, but I think it reacts to inputs quicker.

Leave your foot buried, however, and the character transforms, the exhaust booming into life and that big V8 finally unlocking its prodigious power. With the adaptive dampers (no air suspension) set to the sportiest setting, it sits flat in corners, with nary a roll through the body. And while there isn't an intimate connection with the road below, nor masses of feedback through the steering, it does acquit itself well on the bends.

But... the V6 engine just feels sportier. It's still not super emotional, but I think it reacts to inputs quicker, and comes alive a little lower in the rev range than the big V8. It doesn't really matter if you're in Normal, Sport or Sport+, it just feels more vibrant. Hell, you can even get the traction light flashing if you're particularly silly with the accelerator.

And as such, it's our pick of the bunch. Sure, it can't match the outright performance of the V8, nor the speed of its 0-100km/h acceleration time, but it puts a bigger smile on your face in normal, day-to-day driving. And let's face it, that'll be 90 per cent of the time you spend behind the wheel.

Standard safety across the RC includes dual front and front-side airbags, as well as front airbags for the second row. You'll also find a knee airbag for both driver and front-seat passenger. Forward-collision warning with AEB (and pedestrian protection) is standard fit, too, and so are front and rear parking sensors and a parking camera.

F Sport and Sports Luxury-badged cars add blind-spot monitoring and rear cross-traffic alert, along with lane-departure warning and lane-keep assist. The RC F and RC F Carbon both get radar cruise control and an active lane-departure system included in the standard offering.

The Lexus RC range is yet to be crash-tested by ANCAP, and so is yet to receive an Australian safety rating.

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 RC range is covered by a four-year/100,000km warranty, with service intervals pegged at 12 months/15000km. There is no capped-price servicing program on offer, but Lexus will guarantee you a loan car every time your vehicle is in the shop, and will even come to your house or workplace to collect - and drop-off - your car.

For any owner-reported reliability problems, keep and eye on our Lexus ownership page.