What’s the motorsport-oriented Mustang like on the day-to-day?
- Sounds great
- Turns great
- Looks great
- Terrible 10-speed auto
- No longer available (sold out)
- You’ll have to do some motorsport in it, so be brave
Introduction
The 2021 Ford Mustang Mach 1 is a limited edition and track-oriented version of the crowd favourite.
The product’s purpose is to offer those, with motorsport in their veins, a warranty-covered weekend warrior – one that sits between the regular Ford Mustang GT and fiery US-market Shelby GT350.
Given the hi-po Shelby isn’t coming to Australia, the Mach 1 is as good as it currently gets. It’s also the reason why Australia’s allocation of 700 Mach 1s sold out swiftly, ignoring the few lingering in the classifieds with a hefty premium.
Like the regular GT, both Mustangs feature the same core powerplant: Ford’s Coyote 5.0-litre, all-alloy, dual-overhead-cam V8. The 2021 Ford Mustang Mach 1 steps things up, however, with a new intake manifold, 87mm throttle bodies and pod filter style air induction system that’s all been pilfered from the Shelby GT350 parts bin.
Aside from making 6kW more than standard, or 345kW/556Nm in total, the engine’s tune has been completely revamped. By employing clever fuelling tactics, the brand suggests the power plant now has a “reward-to-rev” character and newly heightened redline of 7500rpm as a result. More on that later.
Underneath, you’ll notice more changes, including revised power steering, thicker front swaybars, rear suspension arms and differential bushings from a Shelby GT500, and even bespoke springs for the standard-fit MagneRide dampers. You’ll also see millions of air-to-air coolers, specifically an engine oil cooler, transmission cooler, and rear differential cooler.
On paper, you get some good gear for the extra cash.
Brand-new, from Ford, the damage for a Mach 1 was $83,365 before on-roads, regardless of whether you picked the 10-speed auto or trick GT350’s Tremec ‘3160’ six-speed manual with twin-plate clutch.Our test car wears a few options, namely Velocity Blue paintwork on the outside ($650), and Recaro leather sports seats on the inside ($3000). All in all, this 2021 Ford Mustang Mach 1 would’ve cost $87,015 before on-roads, or a touch under $95K on the road.
| Key details | 2021 Ford Mustang Mach 1 |
| Price (MSRP) | $83,365 plus on-road costs |
| Colour of test car | Velocity Blue |
| Options | Velocity Blue paint – $650 Bucket seats – $3000 |
| Price as tested | $87,015 plus on-road costs |
| Rivals | Toyota Supra | Chevrolet Camaro | Lexus RC350 |
Inside
If you’re new to Mustangs, you’ll be searching for where your cash went.
Other than a plaque above the glovebox, and some fancy kick panels only visible with the door open, the 2021 Ford Mustang Mach 1 feels the same inside. Ironically, if you’re familiar with one you’ll likely notice more, like the unique software skin for the digital instrument cluster.
Speaking of which, the 12.3-inch display that replaces the traditional dials is a heavily configurable one. Aside from having multiple themes – including one with a cool hockey stick ‘drag’ tacho – it also allows you to set ‘quiet mode’ for the standard-fit active exhaust too.
You can spend all day playing with the customisation on offer, if that’s your thing. Our Mach 1 was also equipped with Recaro sports bucket seats. Despite paying money to lose features, as seat heating and ventilation are deleted with this choice, they look as expensive as they cost.
I found their bolstering supportive of my 183cm tall and 75kg frame, and the lumbar support excellent. Some may find the squab a touch too shallow, but I found no issue personally. Another point to consider is if you’re looking to use the back seats often, as the fancy sports seats have some gremlins.Sliding them forward is a two-step process, using the electric adjustment first, then the manual lever second. If you’re jumping back into the car having left the front passenger seat forward (it happens), returning to the back requires a massive stretch to the other end of the cabin.
Instead of pulling a muscle and getting cramps, you’re better off getting out and annoyingly walking around to do it. I understand you’ll come to learn such nuances, but even then parents can be absent-minded at the best of times.
Visibility is surprisingly decent considering its design places form over function. The only obstructions are some deeply set A-pillars that can cause issues at some intersections, but luckily are thin enough for most scenarios.
Over in the second row, space in the back is non-existent for adults, but a Britax Graphene convertible child seat fits nicely. My four-year-old enjoyed an hour-plus-long drive and didn’t seem to find the experience uncomfortable, unlike other two-door coupes.
Boot space is decent at 408L, but the aperture itself stymied. There are two big sections of metalwork just shy of the tail-lights that crowd the boot opening, which make it hard to wedge longer things in. Things like a set of clubs or a foldable stroller are two such items challenged by this packaging nuance.
| 2021 Ford Mustang Mach 1 | |
| Seats | Four |
| Boot volume | 408L |
| Length | 4789mm |
| Width | 1916mm |
| Height | 1387mm |
| Wheelbase | 2720mm |
Infotainment and Connectivity
Like most cars from the Ford range, the Mustang uses an iteration of the brand’s proprietary Sync operating system. Now in its third generation, the software package is starting to look and feel old. It hasn’t changed much visually from its launch over half a decade ago, but then again, design is subjective.
What aren’t are functionality and hardware speediness, however, and thankfully the system still plays ball today. The package includes an 8.0-inch touchscreen, the wired Apple CarPlay and Android Auto smartphone mirroring, and the unusual inclusion of a CD-player.
The nicest part of the package is the excellent standard-fit B&O Play 12-speaker stereo with dedicated amplifier and subwoofer. Not only is it clear, defined and colourful, but also packs a punch.
Albums like Leftfield’s Leftism were handled with size and punch, meaning if you like bass-heavy music, you’ll love the processing and power it offers.
Safety and Technology
The Ford Mustang has a tumultuous history with Australian crash-testing authority ANCAP. After initially scoring two out of five stars, the brand later introduced more safety features in 2017 to lift its score one point higher to three.
Those additions naturally feature on the Mach 1 model, and include autonomous emergency braking, forward collision warning, and lane-departure warning.
Regardless, ANCAP did say “Structurally however, the revised Ford Mustang is identical to the Mustang we originally rated, meaning it still falls short of our expectations in the areas of Adult Occupant and Child Occupant Protection (COP)”. The Ford Mustang scored 32 out of 100 per cent in terms of COP.
It’s also worth noting that the limited-edition model
– because of its unique bumper designs – loses both rear parking sensors or adaptive cruise control compared to the regular GT model.Overall, it could be safer, even if that’s a Mustang buyer’s last concern.
| 2021 Ford Mustang Mach 1 | |
| ANCAP rating | Three stars (tested 2017) |
| Safety report | Link to ANCAP |
Value for Money
If you want the full-fat American experience, the only solution is to buy in-house.
A similarly specified Ford Mustang GT works out to be around $12,000 cheaper on the road, and we’ve just compared the pair, so be sure to check out that review.
However, if you’re open to the idea of something Japanese, cars like the 2021 Toyota GR Supra and 2022 Nissan Z come to mind. The former starts from similar money as the Mustang, or $87,303 before on-roads.
Powered by a BMW-sourced twin-turbo inline six, the Supra is a fast, formidable and more composed car than the Mustang, if a little sterile. It does lack the tuneful V8 soundtrack and other benefits that come with naturally aspirated engines.
Pricing for the Nissan Z has yet to be announced, but expect it to fall in the $70–$90K realm. Like the Supra, it also boasts some Japanese flavour, this time a V6 – also with two turbochargers – and some retro-cool styling to go with it.
Both of those cars are two-seaters only, however, so if you have kids, you’ll have to think again. Other than the handful of mid-tier German metal, like the new BMW 2 and 4 Series, the odd Mercedes, and token Lexus RC Coupe, there isn’t much else in the way of loud, fast and fun sports coupes.
Servicing one is actually relatively cheap considering the cylinder count, displacement and crank case size. Intervals are either 12 months or 15,000km, whichever comes first, with services one and two costing $299, three $343, four $299, and five $390.
In terms of fuel usage, the Mustang Mach 1 returned 13.7L/100km versus the official combined claim of 12.4L/100km.
| At a glance | 2021 Ford Mustang Mach 1 |
| Warranty | Five years / unlimited km |
| Service intervals | 12 months / 15,000km |
| Servicing costs | $941 (3 years) | $1630(5 years) |
| Fuel cons. (claimed) | 12.4L/100km |
| Fuel cons. (on test) | 13.7L/100km |
| Fuel type | 98-octane petrol |
| Fuel tank size | 61L |
Driving
As we discovered earlier, the 2021 Ford Mustang Mach 1 is best enjoyed on the track. If you’ve bought one, we highly recommend heading out and getting your money’s worth.
You can read all about that test, but in this piece we want to discover if those chassis and calibration changes are still visible on the road. So, it felt advantageous if
we picked somewhere likely to be in favour of the upgrades. Think tight, twisty and technical sections of public road that are also slightly damp, too, for good measure. Don’t forget, even though country lanes have rules, varying surfaces and grip levels not only reduce the speed but keep the excitement high. Basically, you don’t need to be going fast to be engaged.Like all Ford Mustangs, the Mach 1 comes fitted with an active exhaust and limited-slip rear differential. In terms of the wheel and tyre sizes, both the Mach 1 and GT wear the same staggered pair of 255- and 275-section Michelin Pilot Sport 4 S front to back, with 19×9.5 and 19×10-inch wheels on the Mach 1, half an inch wider than the GT’s standard wheel package. Even the hefty-looking Brembo brake package is shared too.
The most obvious and noticeable improvement can be seen in its suspension, as not only do Mach 1 models come standard-fit with MagneRide adjustable dampers, but also ones uniquely tuned for the occasion and wrapped in stiffer springs. Compared to the optional MagneRide dampers found in the cheaper and regular Mustang GT, they’re stiffer and seemingly offer a wider window of damping stiffness.
This translates to better body control and better bump absorption, especially through sections of road where the mid-corner areas are dappled with imperfections. With its suspension set to regular mode, the Mach 1 offers more composure than what’s found in a regular Mustang, which is evident even after days apart from driving one.
However, forget about using the Mach 1’s sport setting on a good old Aussie B-road. If the road surface is tatty, like most are, you’ll be left with endless movement and unsettledness. Another setting best left in regular is the steering, as despite the Mach 1’s sharpened steering feeling keener off-centre, it also feels most natural in the halfway setting.
Despite not being the sharpest tool in the shed, it is likely one of the most white-knuckled. The powertrain can be imposing and the automatic specifically a little vague, so it pays to approach with caution. The 10-speed (yes, 10) auto has a tendency to kick down and hunt around, especially when tasked with larger throttle inputs.
It’s probably the biggest letdown of the package, as it stands in the way of the Mach 1’s original ethos of being a sharp, track-focused sports car. The best way to treat it is by circumventing it. Instead, select S, grab the paddles, and keep the thing locked in one gear until your further command.
You’ll want to as the fettled motor is another thing detectable about the package. It’s not the extra power making a difference, rather the eagerness of the engine that stands out. The clever fuelling strategy means the motor turns harder, spins faster (7500rpm versus 7000rpm), and feels more invigorated.
I’d wager that drivability was the target focus of Ford’s engineers, not just numbers on a spec sheet. Up through the mid-range it pulls more urgently, and its top end is just that much sweeter. After all, with the Mach 1’s weight gain factored in, it wears a power-to-weight advantage of just 1kW versus a regular Mustang GT.
Even though all Mustangs feature an “active sports exhaust with race mode”, the Mach 1’s is different, both according to the marketing materials and a visual inspection after shoving my head underneath to check.
Whereas others in the range sport more classic and trebly bark, the Mach 1 magnifies the stereo 1–2 drumbeat, sounding deeper and more bassy. It feels like semantics to be debating two tunes, but I think it matters, as half the reason you’d buy a V8 is for the fantastic yet sadly endangered soundtrack.
| Key details | 2021 Ford Mustang Mach 1 |
| Engine | 5.0-litre V8 petrol |
| Power | 345kW @ 7500rpm |
| Torque | 556Nm @ 4600rpm |
| Drive type | Rear-wheel drive |
| Transmission | 10-speed torque-converter auto |
| Power to weight ratio | 196.7kW/t |
Conclusion
Most of the changes Ford has made to the Mach 1 are detectable, if you go searching for them.
For those appreciative of a sharp driving experience and maybe found the original too blunt, the Mach 1 suits. Your finely tuned senses will detect the improvements made after a few quick bends, so don’t confuse the extra levels of composure with amnesia.
However, it’ll also suit those with the ability and will to truly exploit one in the right environments too. Those qualitative gains felt on the road are simply magnified on the track, with a car that goes for longer, goes harder, and feels more trustworthy on the limit.
I’ll throw a cheap shot in and say the same car, in a manual, would’ve scored better. Despite being no more expensive, you receive with that decision an excellent, weapons-grade Tremec 3160 six-speed manual directly from a Shelby GT350 and coming complete with a twin-plate clutch. In terms of exotic hardware that carries both a perceived and intrinsic value, it’s a big one.
Even the clutch is a four-figure part alone. Sadly with the auto, you get short-changed by not only paying the same amount for an inferior 10-speed auto transmission, but also one that’s directly lifted from the garden-variety Mustang GT without improvement. It cheapens the experience a bit and strips lustre away from its shine.
Still, it’s a limited-run V8 pony car that had more demand than Ford could satiate. The bustling soundtrack, great styling and iconic badge still sing the high notes over the whirr of a torque converter, even if to my distaste.
The post 2021 Ford Mustang Mach 1 review appeared first on Drive.
