We put Ford’s 500-hp Mustang Dark Horse through a full track day to measure real lap times, heat management, and how the chassis responds when pushed. Here’s how it performed in repeatable, instrumented testing.
Our test car was a 2024 Mustang Dark Horse with the Tremec 6-speed, Torsen limited-slip, MagneRide dampers, and the standard Pirelli P Zero PZ4 summer tires. The 5.0-liter Coyote V8 is rated at 500 hp and 418 lb-ft, breathing through dual throttle bodies and paired with a 3.73 final drive. Braking is via 6-piston Brembos clamping 390 mm rotors up front. On our scales, with three-quarters fuel, it weighed 3,995 lb.
Testing took place on our 2.2-mile road course (12 turns, 110-ft elevation spread). Ambient was 82°F, track temp 104°F, with a 6–8 mph crosswind. We used a 10 Hz GPS data logger and tire pyrometer. Cold pressures were set to 33 psi front/32 psi rear, stabilizing at 38/36 hot by lap three.
We ran Track drive mode, ESC in Track, and later with ESC fully off for comparison. Measured lap times: best 1:40.6, with a consistent 1:40.9–1:41.4 window over a six-lap stint. Top speed at the end of the main straight was 137 mph; braking for Turn 1 (from 130 mph) produced repeatable 60–0 mph equivalents in 108–110 ft. The pedal stayed firm through three back-to-back 20-minute sessions, though pad smell appeared by the final two laps of each stint.
We recorded a sustained 1.03 g on our long right-hand carousel, tapering to 0.98 g when front tire temps exceeded 150°F. Handling balance is neutral-to-mild understeer on corner entry, transitioning to gentle rotation mid-corner with a patient throttle. The front end bites best with a quick but light initial input; over-driving turn-in induces push. MagneRide in Track neatly controls vertical motion over curbing, allowing assertive exits without upsetting the rear.
With ESC fully off, power-on oversteer is progressive and easy to catch; in ESC Track, the system allows useful slip before intervening. Steering effort builds naturally, though on-center feel is slightly filtered compared with the immediate feedback once loaded. Drivetrain and ergonomics support fast laps. The Tremec’s throw is short and positive, and the 2–3 upshift at 75 mph is foolproof even under lateral load.
The V8 pulls hard to 7,400 rpm with a clean, linear top end, and the shorter final drive keeps the car in the meat of the power between 3rd and 4th. Brake modulation is excellent; trail-braking into slower complexes is predictable. Oil peaked at 242°F and coolant at 224°F; neither required cool-down laps beyond a single easy tour. Tire wear was even, though the outside shoulders warmed 10–12°F hotter than the inside, hinting the car would benefit from more front camber for sustained lapping.
Overall, the Dark Horse is track-ready out of the box, with stout brakes, consistent performance, and approachable limits. For frequent events, we recommend higher-temp pads and fluid, a front camber target around –2.0°, and the stickier tire option if available. Drivers seeking sharper turn-in should start with alignment and tire upgrades before suspension changes. As a balanced, confidence-inspiring track-day tool that doubles as a road car, it hits the brief convincingly.
