2018 Ford Mustang GT Performance Package 1 Review: Blurred Lines
Ford’s upgrades make the GT model and the almighty Shelby GT350 progressively harder to distinguish.
As a multinational company, it’s essential for Ford to make the public’s view of its actions as clear as possible, especially these days when the internet (eventually) knows all. With every press release, Ford gives us a clearer view of its production and operations. In buzzword parlance, it’s practicing “corporate transparency.” However, as an automaker, Ford has been successful at doing the opposite, the contrary.
Ford has been on a roll blurring lines. High-end models of the Ford F-150 blend luxury car materials and amenities with the utility of Ford’s best-selling truck. The Expedition can be loaded to nearly Lincoln-esque levels of equipment and opulence.
The Mustang GT has been blurring lines for decades, turning dashes on the highway into bright streaks. Its two available Performance Packages make the boundary between the GT model and the almighty Shelby GT350 progressively harder to distinguish. The Mustang Source recently spent a day with the Mustang GT with the Performance Pack Level 2. I had an entire week with a six-speed 2018 Mustang GT Premium coupe equipped with the $3,995 GT Performance Package.
The Mustang GT sports several exterior changes for the 2018 model year. The redesigned lower hood features new vents, and slopes down between reshaped front fenders toward a restyled grille. The standard LED headlights and signature light bars sit inside more pointy cases that give the Mustang an angrier look. Fang-shaped air inlets bite into the atmosphere below the LED fog lamp/turn signal strips.
While those alterations make the 2018 model seem more aggressive than its S550 predecessors, it’s hard to call them improvements on the handsome looks of the 2015-2017 Mustang, which has aged well. In the back, the tri-bar tail lights now have a C-like curve to them and flank a black trunk panel with tonal spears that shoot out from the sides of the GT badge. The Coyote V8 lets its throaty growl out through slash-cut quad exhaust tips.
Before it fires up the 5.0, the starter button pulses 30 times a minute–just like a pony’s resting heart rate. My test vehicle was equipped with the 401A Premium Plus Package, which includes a heated steering wheel, voice-activated navigation, and the new 12-inch LCD digital instrument cluster, which could change its readout format based on which drive mode I selected.
In addition to speed and revs and drive setting, the giant display also showed which steering mode I had engaged, and which profile I had the available active valve performance exhaust system set to. Ford issued a press release touting how thoughtful the setup’s quiet mode is, but it was largely wasted on me. I barely used it. Most of the time, I left the exhaust in either Normal mode, which had a satisfying vocal presence for a base level; or Sport mode, which was lovably loud and addictively angry, damn near perfect for a factory exhaust.
Ford also upgraded the main hardware all of those bells and whistles are connected to. The newest version of the Coyote V8 has a slightly larger bore size (93 mm) than its predecessor. Engineers coupled that with a new cylinder head design, crankshaft, and direct and port fuel injection. Output is up to 460 horsepower and 420 lb-ft of torque. They revised the six-speed manual by giving it a dual-mass flywheel for lower NVH, a twin-disc clutch for higher torque loads, larger synchros for 1st through 4th gear, and other internal enhancements to reduce shift effort while improving shift feel.
I found the new clutch to be more particular about my inputs than the units in the 2015 GT convertible and 2016 GT California Special. It engaged close to the top of the left pedal’s travel, so I had to be patient and work with it on its schedule. Otherwise, the Mustang GT was as lovable as I’ve always found it to be and then some. All of the interior dimensions and the placement of important dials and switches fit my 5’10” frame well. Connecting my iPhone to SYNC 3 and Apple CarPlay was easy. The onboard WiFi hotspot was a nice way to cut down on my phone’s data usage. Despite such modern technology, the audio and HVAC systems could still be controlled by using large and effective old-fashioned knobs.
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