Ford Mustang vs Subaru BRZ

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.

The Subaru BRZ S has so much going for it. Smile-inducing dynamics combined with a noticeable power boost relative to the first-gen version, as well as impressive economy for a car of this type, good value and sleek design. But even in the typically confined world of sports cars, practicality is a negative. The 2+2 layout doesn’t offer a whole lot of flexibility, and in-cabin storage is less than ideal. However, the biggest mark-down goes against the baffling omission of the EyeSight safety suite on this manual version.  

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 original Subaru BRZ/Toyota 86 design wasn’t broken, so, how do you freshen up a winning formula without spoiling it in the process?

That was the challenge facing Project Chief Designer, Koichi Matsumoto and his team at Toyota. As was the case with the first-gen car, Subaru is responsible for engineering and manufacturing, while Toyota took care of the car’s design.

And the result is a smooth evolution of the original BRZ’s look and feel, using confident, simplified lines to create a more substantial, mature presence.

Large, angular LED headlights, defined by LED DRLs around their perimeter, deep gills feeding air to the front brakes, and a protruding chin spoiler contribute to an intense, focused expression at the front.

One of the most common owner upgrades to the original BRZ/86 was a ‘plus-one’ step up in wheel diameter from the standard 17-inch rims to 18s. And Subaru is now ahead of that game fitting handsome 10-spoke, 18-inch alloys as standard on the base and S model of the current car. They fill the arches nicely, and again, make the BRZ look more serious and grown up.

Large vents behind the front wheel arches are functional, allowing cooling air to escape cleanly once it’s passed through the brakes, and thick integrated side skirts enhance the car’s aggressive stance.

Things have been kept simple at the back, with the steeply sloped rear window running seamlessly into the boot, which kicks up abruptly with a large lip spoiler on its trailing edge. Elongated LED tail-lights wrap around the rear corners to neatly finish off the clean rear-end treatment. 

The interior will be familiar territory for owners of the original BRZ because nothing fundamental has been changed.

Grippy sports front seats are trimmed in synthetic suede (perforated on the central panels) with leather accents, while red highlights and contrast stitching rev up the racy feel.

The dash set-up also has echoes of the previous car, although the media screen is bigger and better, the instruments are digital and LCD displays have been added to the climate adjustment knobs. A mechanical handbrake, located on the ‘correct’ (right-hand) side of the transmission tunnel and alloy pedal covers help build the cool, sports car vibe.  

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.

Practicality was never going to sit near the top of the design and engineering priority list for this car, But that said, it’s a ‘2+2’, meaning there’s enough room for adults to sit comfortably up front, and nowhere near enough room for that to happen in the rear.

Skilled contortionists or pre-teenage kids are the only realistic +2 candidates. Headroom is laughable, legroom is non-existent, and if, for whatever reason, you do need to squash a couple of grown-ups back there, be prepared to slide the front seats forward to an uncomfortable, borderline unsafe degree. And stand-by for the chiropractor bills! 

Aside from that, storage is more often than not an ‘either-or’ proposition. There are two cupholders in the centre console, but they’re inside the lidded bin between the front seats. So, space for keys, a wallet and phone… or a couple of cups.

Same with what Subaru cheekily calls “door pockets with integrated bottle storage”. Yeah, nah, there’s a recess large enough for a bottle, and a small slot beside the armrest. 

The glove box is okay, but it’s chock-full of a small phone book-sized (remember those) owner’s manual set. Maybe best to set that aside somewhere. But the good news is there’s a 12V socket in there.

Speaking of power and connectivity, there are also two USB-A sockets and an ‘aux-in’ jack in the centre console box.

When it comes to the boot, there’s good news and bad news. Good news is there’s a full-size alloy spare in there. Bad news is it sits flat in the floor and takes up a lot of the already tight 201-litre space. Practical when you have a flat. Not so much when you’re trying to fit the groceries in.

An unlikely side benefit is the dish of the alloy spare helps keep small items under control once you’re underway. Which is extra handy because there aren’t any tie-down anchors included.

At $41,590, before on-road costs, the six-speed manual version of the BRZ S lines up against a couple of similarly priced front-engine, rear-drive manual sports cars.

For starters, there’s Toyota’s 86 at $43,240 for the six-speed, and the difference boils down to a few specification tweaks, because these near identical twins roll down the same assembly line at Subaru's Gunma plant, north west of Tokyo. 

Another traditional rival is Mazda’s evergreen MX-5, the most comparable model being the RF, with its folding hardtop, starting at $42,650.

From there it gets trickier. Nissan’s new Z has the same powertrain configuration, with a six-speed manual available. But it’s a more serious proposition with a twin-turbo V6 under the bonnet and a $73,300 price tag to match.   

Or what about the mid-engine, RWD Porsche 718 Cayman at $122,800 for the six-speed manual. At three times the price it makes the BRZ look like a cracking bargain.

So, aside from the safety and performance tech covered a little later, what does your circa $40K bring in terms of features?

Well, the standard equipment list includes, dual-zone climate control, cruise control, and an 8.0-inch multimedia touchscreen managing navigation, vehicle settings, and the six-speaker audio system, the latter featuring Bluetooth, Android Auto and Apple CarPlay connectivity, as well as digital radio and voice recognition.  

There’s also keyless entry and start, a customisable 7.0-inch digital instrument cluster, a reversing camera, a leather steering wheel and gear shift (with red contrast stitching), synthetic ‘Ultrasuede’ seat trim (with leather accents), heated front seats, 18-inch alloy wheels, and the auto LED headlights are self-levelling and steering-responsive (the DRLs and tail-lights are LED, too).

You’ll have to adjust the front seats manually, although that can be understood in terms of cost and weight-saving. And all-in-all it’s a pretty solid equipment package relative to the price-point and direct competitors. 

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 BRZ is powered by a naturally aspirated, 2.4-litre, horizontally-opposed four-cylinder petrol engine.

This all-alloy (FA24) unit features a combination of port- and direct-injection, as well as ‘Dual AVCS’ variable (inlet and exhaust) valve timing to produce 174kW at 7000rpm and 250Nm at 3700rpm.

It’s a derivative of the previous car’s ‘FA20’ engine, with the cylinder bores increased from 86mm to 90mm, to bring capacity up from 2.0 litres to 2.4 litres.

Drive goes to the rear wheels through either a six-speed automatic transmission, or as tested here, a six-speed manual gearbox.

Worth noting this package addresses one of the most common criticisms of the superceded, first-generation BRZ. That is, it needed more power.

While some owners were happy with the power-to-weight balance of the original 2.0-litre car, others turned to various tweaks, including forced-induction, to up the ante.

But the second-gen car adds an extra 389 ccs, 22kW and 38Nm in an attempt to satisfy those with a need for extra speed.

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.

Subaru’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle for the six-speed manual BRZ is 9.5L/100km (six-speed auto - 8.8L/100km), the 2.4-litre four emitting 217g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we saw a dash-indicated average of, you guessed it, 9.5L/100km. And doing the arithmetic after filling up at the bowser we arrived at an average of 9.1L/100 for the same period. Not bad for a sporty coupe like this. 

Pricey 98 RON premium unleaded is required, though, and you’ll need 50 litres of it to fill the tank.

Using the official number that translates to a range of 526km, which rises to just under 550km using our real-world (at the pump) number.

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.

The sports experience begins the moment your backside hits the driver’s seat. And to get to that point in the BRZ you have to be fairly athletic and flexible.

At just 1.3m tall this car is something of a low-rider, and you find yourself grabbing the A-pillar with your right hand, and adopting a ‘swing-down-and-in’ entry technique, bookended by a ‘grab-and-lift’ approach on the way out.

And that’s if you can open the door all the way. Sporty coupes look sleek, but those lengthy doors mean when you're parked next to another car in the shopping centre you have to fold yourself up like an origami crane for exit or entry. Literally, a pain.

But once settled behind the wheel, the BRZ is all business, with a simple, logical layout for all major controls and the heavily bolstered sports seat enhancing the cockpit feel. 

The signature churn of the Subaru starter motor fires up the 2.4-litre ‘flat’ four and the first push into first gear highlights how smooth, yet precise the six-speed ‘box is.

Once on the move the second-gen BRZ’s extra torque is immediately noticeable, especially low down, and the way it’s delivered is more linear. 

For context, as soon as tuners started putting the first generation 2.0-litre BRZ on the dyno, reports of a “mad” torque profile began to emerge. A distinct dip in pulling power at around 4000rpm was a bit of a head-scratcher, but the new 2.4-litre not only delivers more torque, its smoother arrival makes a notable difference.

You can expect 0-100km/h acceleration in the high six-second bracket (auto around 7.5sec) but it’s when the road starts to twist this car comes into its own. 

Suspension is strut front, double-wishbone rear, and the BRZ uses aluminium front hubs to reduce unsprung weight, while Toyota's GR86 sticks with steel.

The Subaru also features a hollow sway bar, as well higher spring rates (all around), specific dampers, a firmer rear trailing link bushing, and a stiffer rear sub-frame.

The ‘flat’ engine helps lower the car’s centre-of-gravity, while the rear track has been widened by 10mm for extra stability. And if you really want to get the bit between your teeth a Torsen-type limited slip differential ensures drive is going to the rear wheel that can make best use of it.

At 1289kg the BRZ is quite trim, with things like an alloy roof, bonnet, and front fenders making a significant contribution to weight loss. Even the fuel lid is resin!

Tyres are 215/40 Michelin Pilot Sport 4 compared with the intentionally less-sticky Michelin Primacy rubber fitted to the previous BRZ. While I get that the intention was to make the car a little looser and prone to breaking traction, I prefer the extra grip of these Pilot Sports.

Precise and balanced, with great steering feel, the BRZ is a joy to punt along a quiet B-road. Thanks to the upgraded tyres and LSD, power down out of tighter corners is exceptional.

The flip side is you’ll need to be prepared for a firm ride over typically pock-marked Aussie roads. It’s just part of the deal when you sign on for a sports car at this price point.

The horizontally-opposed engine’s characteristically choppy sound adds to the fun, but bear in mind part of that is Subaru’s ‘Active Sound Control’ system using a speaker behind the dash to enhance it. You might not care, but I always feel short-changed when synthetic sound is brought into play.

Braking is by vented rotors front and rear (294 fr / 290mm rr), with two piston calipers at the front and singles at the rear. They’re great, and the pedal set is ideal for a bit of old-school heal-and-toe shifting on the down changes.

Manual gearbox models are a surprising weak point in Subaru’s traditionally robust active safety offering.

All BRZs are fitted with a reversing camera, blind-spot monitoring, lane change assist, and rear cross-traffic alert under the umbrella of ‘Vision Assist’, but only the auto features high-beam assist and reverse AEB, as well.

Then there’s the yawning chasm otherwise known as ‘EyeSight’; standard on the auto BRZ but unavailable on the manual. 

This means a host of crash-avoidance features are left out of this car, including AEB, adaptive cruise, lane departure warning, ‘Lane Sway Warning’, and more. 

Why, is a mystery because other brands are able to make these systems work on manual models. And all Subaru Australia will say is it’s working with the factory to rectify the situation as soon as possible. But it’s been this way for years.

Yes, tyre pressure monitoring and (non-adaptive) cruise control are on the standard equipment list, but the loss of the EyeSight package is a significant one, and something you’ll want to consider carefully before opting for this three-pedal model.   

If a crash is unavoidable, the airbag count runs to seven - dual front, dual front side, dual curtain and driver’s knee. And there are child seat top tether points and ISOFIX anchors for both rear seat positions. 

At the time of writing the Subaru BRZ had not been safety assessed by ANCAP.

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.

Subaru covers its Australian line-up with a five-year/100,000km warranty, which is now cost-of-entry in the local new car market, and 12 months roadside assistance is included.

Service intervals are 12 months/15,000km, and a ‘Capped Price Servicing Program’ is available over five years/75,000km.

A one month health check is free with annual maintenance averaging $478 per service over the five years. Not outrageous, but not amazing, either.