Ford Mustang

  • Ford Mustang review: 825bhp, 195mph CS800 driven

    Holy moly. Is this Ford’s Hellcat rival?

    Not quite. This is the Sutton CS800, a Ford Mustang tuned in the UK by luxury car dealer Clive Sutton. So it’s a right-hand drive, Euro-centric Mustang with its modifications applied on British shores.

    That should make it far easier to rationalise than a left-hand drive muscle car that’s modified in the States, with no rigmarole to ship this one over, nor any confusing taxes to pay.

    Tell me how much power it has.

    The name might make you think 800bhp; actually, it has 825bhp. Yikes. That’s basically twice as much as its 5.0-litre V8 makes in standard, fresh-out-the-Ford-showroom form.

    Like Sutton’s CS700, the bulk of the extra power comes from the addition of a Whipple supercharger – shipped over from the US – while the full 825bhp is freed via a larger throttle body and higher flow injectors.

    Want more numbers? Peak torque is 640lb ft – almost as much as a LaFerrari – and with a claimed 1,670kg to shift (50kg lower than standard) it’ll complete 0-62mph in 3.8secs. The top speed is estimated at 195mph, while fuel economy is, um, 12mpg. Combined.

    Is it cheap, to make up for it?

    Depends how carried away you get with the options. A ‘standard’ CS800 gets all the power upgrades, adjustable coilover suspension, some brilliant Ford Racing Recaro sports seats and a boisterous stereo system. It costs £66,942, including the Mustang it’s based upon. Add £3,500 if you want a cabriolet.

    The test car you see here would set you back £101,735, the extra cash buying many, many carbon body parts plus a sports exhaust, lightweight wheels, stickier tyres, some Max Power-spec underbody lighting and a whole lot more.

    So, £67k for over 800bhp…

    Indeed. We challenge you to find more power-per-pound in a brand-new car (it’s like bang-per-buck, but British). This is insanely good value when you look at the numbers on the spec sheet.

    Perhaps less so when you actually experience the performance, though. Either lots of power is lost during its journey from engine to wheels, or these are 825 Shetland ponies rather than thoroughbred horses. The quoted power outdoes a Ferrari 812 Superfast; the real-world performance is more sluggish than a 488 GTB’s.

    So it’s slow?

    Well, no. ‘Slower than a 488 GTB’ can still mean blooming fast, and with your foot planted in second or third gear this car feels ferocious, particularly as you head towards 7,000rpm and its redline. Look through the windscreen or savour the noise of its violent sports exhaust and it’s a wild ride, one to have your heart rattling the inside of your ribcage. Glance at the speedometer, though, and the numbers probably aren’t rising with the same intensity.

    But perhaps this is something to commend. Here’s a car with 800-odd horsepower that you can work hard in several of its gears without ever troubling laws. Or morals. Apply the same aggression in a McLaren or turbocharged Porsche (with notably less power) and you’ll quickly sail past what’s comfortable on UK roads.

    It also means the power is surprisingly manageable. The car finds impressive amounts of traction on a dry road, and will only scrabble for grip when the tyres or tarmac lack temperature. An aftermarket car with this much power has the potential to be an intimidating mess. The CS800 feels the opposite.



    Does it do corners?

    It does. KW coilover suspension comes as standard, and is adjustable through 16 levels. With its help, the slightly wallowy responses of a standard ‘Stang – roll in the corners and the boat-like rise of its prow under hard acceleration – have all but disappeared.

    The trade-off is super-stiff ride quality, which is particularly noticeable in town or on beaten-up B-roads. As is its immense width, which can really temper your pace on narrower lanes. On faster, smoother roads the CS800 is far friendlier, though it never quite shrugs off its weight.

    But I actually quite like its belligerence. This is a muscle car with a socking great supercharger on it; if it cornered like a Cayman and rode like a Rolls-Royce there’d be a sense Sutton had missed the point. As it stands, there’s a real sense of drag-strip refugee about it, only with enough dynamic depth that it won’t scare you silly when you start exploring its performance.

    What extras should I tick?

    The sports exhaust is plain nuts, and makes a noise you mightn’t believe is legal. Likening the noise of a rip-roaring V8 to a NASCAR is the oldest cliché in the motoring journalism handbook, but it feels legitimate in a car like this. Hook the exhaust up to your phone and you can turn the volume right down, too. The sound is all genuine, you’re simply adjusting the valve inside. You can even set ‘quiet mode’ to activate a specific distance from your home. A £5,820 box you must tick, then.

    We’d avoid the optional automatic gearbox (£1,500) and instead add the short-shift kit (£1,067) to the six-speed manual that comes as standard. It improves upon an already satisfying gearshift and makes it super taut; you can slam shifts through like you’re in an unnamed car movie franchise. And the short, stubby pool ball knob is brilliant.

    Beyond that, it’s all down to your aesthetic taste, and how much carbon you’re willing to slowly crawl over your local speed bumps. I’d file our test car’s mixture of carbon and coloured LEDs under “a bit embarrassing”, but then I’m not sure I’m the CS800’s target buyer. Mind, a full weekend with the car had me enamoured with the whole thing. I’d just hold fire on all the carbon and focus on the transmission, wheel and tyre upgrades.

    So is the CS800 a winner?

    You probably know the answer to that yourself. If you’re smitten with the looks and adore the idea of a monstrously powered muscle car, it’s good enough to live up to your desires. If this doesn’t look like your cup of tea, and you’d prefer to spend the same money on a Porsche 911 with half the power, the CS800 won’t do anything to win you round.

    It’s rightly proud of what it is – a car that priorities noise and on-paper performance above precision and objective ability. There are muscle cars that do it better – the new Dodge Demon, for example – but if you want something right-hand drive and UK-focused, the CS800 is in a wild and wonderful class of its own. Modified Rides.

  • The P-51 is a 727bhp Ford Mustang

    There are many powerful Ford Mustangs, but few quite as powerful as the Roush P-51. Its Eaton supercharged 5.0-litre ‘Coyote’ V8 makes 727bhp. That’s a whole Golf R more than a standard V8 ‘Stang. Yee, and indeed, haw. 

    Buyers of the $42,500 P-51 kit (yes, that’s on top of a donor ‘Stang) don’t just get more power, either. Three-way adjustable coilovers and special lightweight wheels and tyres are thrown in too, helping make some sense of the extra shove.

    Meanwhile, an active exhaust offers three “preloaded exhaust sound profiles” as well as a custom mode that supposedly lets you tailor the sound to your tastes via an app. Oh, and manual transmission cars – buyers can choose between six-speed manual or automatics – get a brake upgrade. 

    Inside there’s tan leather, myriad trim that says P-51 on it and “performance pedals” made, we sincerely hope, from some form of lead. For the joke, if nothing else. 

    The exterior is surprisingly restrained. Much of it is the same as Roush’s other Mustangs, but the P-51 gets a bespoke carbon spoiler and splitter, as well as special paintwork, lights in the grille and bespoke badges.

    Handily, all this comes with a three-year, 36,000-mile warranty for when something goes bang.

    Roush is building 51 of these aviation-inspired specials. Want one? 

  • Fancy a modified Ford Mustang with 800bhp?

    800bhp? From a Mustang? Getouttahere.

    Nope, we kid you not: this is indeed an 800bhp, modified Ford Mustang. Dealer Clive Sutton – who last year gave us the 700bhp CS700 – has upped the ante on the latest Mustang quite significantly. It represents a “new pinnacle” for Sutton’s Mustang tuning programme. Fittingly, it is called the CS800.

    How have they managed to squeeze 800 horses out of a Mustang?

    By using a Stage 2 Whipple supercharger, along with an upgraded intercooler, new injectors and a larger throttle body. Sutton have also fitted a new exhaust system with long tube headers, a sports catalyst, and quad-tailpipes with ‘active control’ (read: NOISE).

    Silly question, but we are talking about the V8, right?

    Um, yeah, it’s the V8. Duh. And it’s matched to a six-speed manual gearbox, driving of course, the rear wheels.

    Though Sutton will build you a modified version of the 2.3-litre Ecoboost-engined Mustang, but you don’t really want that. Because you want one with a supercharged V8 instead.

    Indeed. Has there been much suspensioning?

    Much. There’s a three-way adjustable suspension setup, said to be more compliant than the CS700 that preceded it. About that CS700.When we drove it last year, TG’s Ollie Marriage noted: “It’s actually quite well damped considering how shortly sprung it now is (dropped 25mm at the front and 35mm at the back), but you’d have to say it’s pretty positive. This KW set-up is the most aggressive Sutton offers, and it’s worth knowing that it’s completely adjustable, and gives the car a really good attacking stance.”

    Couldn’t help but notice it’s, err, had a few body upgrades too?

    Correct. There is much carbon-fibre based body trickery, including a deep CF front splitter, CF side skirts, a ‘Super Snake’ bonnet, a CF bootlid with an integrated spoiler, and a CF rear end that accommodates those many exhaust tailpipes. Subtle, perhaps, is not a word you’d associate with the CS800. Or indeed any Mustang. 

    And what about the insides of the CS800?

    You get electrically-adjustable Ford Performance Recaro seats, a carbon fibre dashboard, a short-shift gear lever, some Sutton/CS800 badging and stitching, and – on the car displayed at least – a monster 1,100W Audiofile hifi.

    All in, you’re looking at £64,950, including VAT. Should you wish, you can option individual performance and styling packs. Read our review of the CS700 to find out why that might be a prudent choice…