The Ford Mustang still has a lot to offer. But like every other sports car, it is struggling to keep its die-hard fanbase interested on one hand and attract a younger clientele on the other. In the spirit of constantly diversifying its lineup, from the affordable EcoBoost Fastback to the GTD supercar, Ford has introduced the RTR and the Dark Horse SC, two new models that serve the Blue Oval’s goals at opposite ends of the spectrum and at two very different price points. We travelled to Northern California to unleash these new Mustangs on two of the region’s most iconic racetracks.
The Dark Horse SC in Sonoma: The Dark Side of the Stang
Located among some of America’s most prestigious wineries, Sonoma is often called “a big boy track.” With a dozen turns plowing through physics-defying elevation changes, Sonoma Raceway’s road course has hosted NASCAR and IndyCar-level events. A challenging, but suitable setting for the SC’s ambitions.
The SC has big shoes to fill: replacing the infamous GT500 isn’t an easy task. But it emulates similar levels of power thanks to the GTD supercar’s 5.2-litre supercharged V8 powertrain, with a softer, more civilized approach. In terms of chassis, it’s basically a heavily modified Dark Horse rather than a purpose-built race car.
The 795-horsepower output is indeed impressive, but the SC also shows just how far Ford has come in refining the Mustang’s chassis over the generations. The MagneRide adaptive suspension, which responds to body movements in milliseconds, and the advanced traction control system, with five levels of intervention, are just two examples of this progress. Together, these technologies help make the SC surprisingly manageable despite all that power, allowing drivers to push its limits without feeling overwhelmed.
With Ford test drivers and engineers showing us the way through Sonoma’s medley of twists and turns, we fully grasped the SC’s absolutely feral power delivery, yet still stayed in control thanks to its well-balanced chassis and forgiving stability control technologies. The SC remains impressively composed, we must say, for a vehicle that weighs north of 4100 lb when equipped with the weight-saving Track Pack.
Finally, being able to use the SC’s drag racing technologies like the line lock and launch control on Sonoma’s NHRA-sanctioned quarter-mile drag strip also showed us it still means business in a straight line with a proper mid-10-second slip.
The RTR in Thornhill: Sideways, But Not Unhinged
Drifting is the art of unlearning every notion of grip in road racing and putting the car in a controlled vehicular ballet. RTR is the acronym for “ready to rock”, and the company founded by pro drift champion Vaughan Gittin Jr. has partnered with Ford in the past for high horsepower and high-profile projects. But this time, the Dearborn brand has tasked RTR with building a “base” factory-assembled model aimed at younger, performance-hungry buyers.
One would think a four-cylinder, turbocharged “base” engine wouldn’t have enough guts to throw a heavy American rear-wheel-drive coupe around. But the 315-horsepower EcoBoost engine, combined with a software-based anti-lag system that makes the turbocharger spool faster when you step on the accelerator, makes a case for it. And there’s a cheat code here: the hand-operated electronic drift brake, which is progressive and lets the driver slide the rear to make the sliding action easier. Unfortunately, the powertrain doesn’t come with the 6-speed manual…
Beyond the drifting game that can be mastered with practice (in which most owners won’t partake) the RTR represents a good value in terms of hardware. The list of Dark Horse-sourced parts, like the rear subframe, active exhaust, stabilizer bars, and other hardware carefully picked by Vaughan Gittin Jr., is extensive for the price bump over a regular Fastback EcoBoost Mustang. The RTR remains tameable during day-to-day driving. And that’s where the 10-speed automatic transmission shines.
Different Beasts, Same Spirit
The Dark Horse SC provides GT500 fans the GTD supercar’s engine in a daily-drivable and trackable Mustang which is more forgiving than its GT500 predecessor in terms of dynamics. We have no doubt every unit will sell at a high price with loads of options. The RTR, on the other hand, adds a performance-oriented model at the entry level of the Mustang lineup, one that can let loose on the track but still handle the point A to point B routine. That the manufacturer hopes it will appeal to a younger clientele. But if it doesn’t, the RTR is still a barrel of fun for the price.
