Ford Mustang R-Spec 2020 Review

By pure coincidence the Ford Mustang R-Spec was rolled out for the media to drive just two days after General Motors announced the death of Holden on Monday this week.

The contrast between one Australian automotive icon adapting to a new world and another succumbing to it could not be plainer.

Shorn of manufacturing capability in 2016 and faced with the reality North America would not supply a supercharged version of the V8 Mustang in right-hand drive, the local Blue Oval division set out with the help of one of its most loyal local advocates to rectify that issue.

The result is the R-Spec and it’s a cracker.

The Ford Mustang R-Spec pays homage to local heritage with its name, which was previously applied to an Aussie-built Ford Performance Vehicles GT.

Unlike that high-performance version of the Falcon, the R-Spec is not an Australian-designed and developed car, instead it’s locally adapted from Ford Performance parts by independent tuner Rob Herrod with input from blue oval engineers and designers.

Herrod Performance even builds the car on part of the Campbellfield assembly plant that Falcons last rolled from in 2016. That secondary manufacturer status means the legal name of the vehicle is actually Herrod Performance Ford Mustang R-Spec.

You can find out more about this part of this business venture here.

But the core of this car is of course the performance and the fundamental detail has been around since last October when Ford legend Dick Johnson publicly christened it with some laps at Mount Panorama.

Priced at $99,980 plus on-road costs, the R-Spec is already a sell-out success, with all 500 cars accounted for at wholesale level. And good luck getting hold of one if you haven’t already ordered your R-Spec.

The sheer amount performance on offer (see below) really places it in a bang for your buck class all its own. It’s most obvious competitor, the HSV-converted Chevrolet Camaro ZL1, costs an extra $60,000.

Available only as a fastback with a six-speed manual gearbox (there’s no 10-speed auto version because Ford sees this as a hard-core enthusiast model), the Ford Mustang R-Spec taps into Ford Performance’s comprehensive catalogue of go-fast bits, including a Roush Stage 3 2.65-litre roots-type positive displacement supercharger with up to 12psi of boost.

In the USA, this blower ups the Mustang 5.0-litre V8’s outputs to 710hp and 610lb-ft of torque at the crank. Down Under that translates to 522kW and 827Nm. No-one is confirming those specific numbers, but insiders say off the record the R-Spec tops those numbers.

In standard nat-atmo form the Mustang GT makes 339kW/556Nm and claims a fuel consumption average of 13.0L/00km. The R-Spec’s ADR combined fuel economy claim is 14.0L/100km.

The R-Spec’s blower includes an aluminium high-efficiency intercooler and full-face radiator, fed by a larger front air intake specific to R-Spec. A unique Herrod Performance exhaust provides a unique soundtrack, which can still be adjusted through Mustang’s Active Exhaust function.

What does all this mean in a straight line? Ford is making no claims, but launch control-assisted 0-100km/h dashes in around four seconds must surely be achievable.

Complementing the drivetrain work are firmer Ford Performance springs that lower the R-Spec by 20mm compared to the regular Mustang GT and MagneRide adaptive suspension.

The MagneRide system has a unique software calibration for the Vehicle Dynamics Module (VDM), which adjusts the damping rate 100 times a second, and is intelligent enough know the R-Spec sits lower to the road.

The handling package also includes Ford Performance adjustable stabiliser bars that measure 37mm (+5mm) front and 25.2mm (+3mm) rear.

Brembo brakes – six-calliper up-front – transfer straight from the GT, while grippy Michelin Pilot Sport 4S tyres are standard. Black 19-inch Ford Performance alloy wheels measure 9.5-inch at the front and 10-inch at the rear – an increase of 0.5mm for both.

Ford Ranger Raptor designer Dave Dewitt led the exterior enhancement program. Key features include a unique rear wing, a unique lower front valence with larger air intake and black surrounds for the LED daytime running lights and side stripes that hark back to the aforementioned FPV GT R-Spec.

Our experience of the Ford Mustang R-Spec started with a couple of short sessions on The Bend racetrack, followed by a 45-minute blat on nearby straight, flat coarse-chip public roads.

The R-Spec’s lurid green paintjob promises a shock to the system, but the reality is something subtler. Not subtle though.

The engine is incredibly linear in its acceleration. It never explodes, but it never gives up either. It’s a classic supercharged engine; it’s always just there and ready to go at all times.

To be frank, the completely civil nature of its delivery made its peak output feel less than 500kW. But there’s no doubting it’s much faster than the standard MY20 GT, which we had the chance to drive on the same day.

On track, the Ford Mustang R-Spec simply got between the corners faster and was pulling somewhere over 200km/h on the front straight despite an uphill start and rolling off early for turn one.

There’s nothing understated about the soundtrack. That classic supercharger whine is obvious at low engine speeds, but once you tromp the throttle it drowns in a sea of delicious valvetrain thrash and exhaust bellow.

On a fast track like The Bend, the R-Spec’s vast torque reserves make gearchanges a rarity rather than a gasping necessity. Yet, the change is slicker, lighter and more enjoyable than you might expect.

And if heeling and toeing is not your thing then the R-Spec rev-matches for you.

Get off the straights and the chassis proves itself very capable. The R-Spec turns in, holds it line mid-corner and grips off the corner all without fuss.

The steering’s not too heavily weighted, there’s not a lot of roll and not too much evidence the substantial 1779kg kerb weight is causing issues.

Props here for the Michelin rubber. Seriously, this French mob make great tyres. The front left had to be treated with a little respect because of the nature of the track, but otherwise just turn, tromp and go.

Speaking of the track, The Bend really does show off the R-Spec’s strengths. Plenty of big, open and fast corner exits, not too much tight stuff and not too many hard stops to test out those brakes.

Transfer to the road and the R-Spec feels remarkably civil.

Strolling along at 100km/h it has a slightly tense mood, even in the most relaxed ‘Normal’ Magneride mode. Wind up from there and it gets incrementally tighter, but never crazily harsh. More intrusive is the noise generated by the Michelins on coarser surfaces.

It’s feasible to contemplate driving the R-Spec every day. After all, it’s a development of a Mustang GT and still has that core cruising vibe. It’s just been wound up to 11, or maybe even 13. Put it this way, overtaking and hill-climbing urge is never a problem.

Inside, the R-Spec is familiar stuff. There’s a build number on the dash and leather sports seats that might prove too tight for more ample frames. There’s also no shortage of buttons and dials in the retro-ish interior.

It’s not that impressive, but the drive experience compensates.

Apart from a build number on the dash, interior presentation and spec is as per the 2020 Mustang GT. Equipment includes SYNC3 infotainment with Apple CarPlay and Android Auto smartphone compatibility, plus voice-activated sat-nav and climate control functions.

In addition, the 8.0-inch full-colour touch-screen also hosts compatible smartphone apps such as Spotify that plays via a B&O Play nine-speaker audio system (including a sub-woofer).

Standard R-Spec driver-assist technology includes autonomous emergency braking with pedestrian detection, as well as lane departure warning with lane keep assist, adaptive cruise control and self-levelling headlights.

However, the Mustang only gets a three-star ANCAP rating, an issue we’ve covered previously.

The R-Spec will come with a full five-year/unlimited km warranty supported by Ford and Herrod Performance.

Standard servicing will cost $299 for the first 24 months or 40,000km, but due to the added complexity of the first supercharged Mustang to be sold by Aussie Ford dealers, the R-Spec will be serviced every six months rather than the 12 months required by the standard GT Fastback.

None of the performance and dress-up parts of the R-Spec will be offered by Ford to existing Mustang owners, although some will be available through the Ford Performance catalogue.

Firstly a big tick to Rob Herrod and Ford Australia for delivering this project. Simply getting the Ford Mustang R-Spec to market is a major achievement.

But even better, it’s fun, exciting and involving drive, and sure to satisfy the 500 people lucky enough to claim the keys.

The Ford Mustang R-Spec is a credible – and incredible – Australian adaptation of an American icon. It is a middle finger extended at the global forces trying to squeeze the life out of our motoring culture.

Hey, it might be the last hurrah, or it might be the start of a new era. Just be glad it’s here.

How much does the 2020 Ford Mustang R-Spec cost?
Price: $99,980 (plus on-road costs)
Engine: 5.0-litre V8 supercharged petrol
Output: At least 522kW/827Nm
Transmission: Six-speed manual
Fuel: 14.0L/100km
CO2: 324g/km
Safety rating: Three-star (ANCAP 2017)