2026 Ford Mustang GT Herrod Review

Herrod adds some goodies to the S650 Mustang GT, upping the power, noise and street cred. But do the additions compromise what is a good, all round sportscar package? 

According to some, the Ford Mustang is the most modified car on the planet. Whether that’s actually true is beside the point. Few performance cars enjoy the same array of aftermarket support as the good old Mustang.

Ford itself offers an extensive catalogue of factory-backed accessories in the United States, while countless tuning houses have built their entire businesses around enhancing America’s favourite pony car. Among the more respected names down this end of the planet is Australian outfit Herrod Performance, a company with close ties to Ford.

While the standard GT is a handy package, there’s always room for some personalisation. This particular S650 Mustang wears a selection of Herrod upgrades.

Adding some visual stimulation is that stance. Herrod lowering springs trim the ride height to help set off those 20-inch Herrod alloy wheels. They also help give the car a passing resemblance to Ford’s Mustang GTD. They’re wider than the factory rims and are wrapped in Michelin Pilot Sport 4 tyres measuring 305mm out back, up from the standard 275s the regular GT rides on. There’s also a bigger wing, the ‘Gurney Flap Spoiler’ plucked from the  Ford Performance catalouge. While it sits up proud on the decklid, it doesn’t impinge on your rearward view. 

Inside, the changes are minimal with illuminated Herrod kick plates while the steering wheel receives a retrim with suede-effect inserts. We’re glad the whole rim is not trimmed in the stuff, it’s actually not all that grippy. One casualty of the retrim is the factory heated steering wheel function. Sad face. 

Helping liberate a few more decibels from the five point oh, there’s a Herrod full stainless steel exhaust system. To our ears it seems louder during everyday driving, more of the rumble noticeable at urban speeds and on the motorway, but thankfully there’s no droning. There isn’t much difference between Sport and Track modes when ‘giving it some’ though you can muffle it in Stealth mode, good for early-morning departures that will keep the neighbours happy.

The engine also receives a Herrod induction kit with performance air filters and revised ECU calibration. The gains aren’t huge with peak power rising by around eight per cent while torque increases by six per cent. Looking at the dyno graph, the extra torque is spread right across the rev range, while the additional horsepower arrives where you’d expect, towards the top end as the Coyote charges enthusiastically towards 7000rpm.

So does it actually make a difference? Surprisingly, yes. While the engine feels a touch stronger throughout the middle of the rev range, the bigger improvement comes from the additional traction. Those wider Michelins simply allow the Mustang to deploy its extra power more effectively.

The result is a best 0-100km/h sprint of 4.4 seconds, 0.3 seconds quicker than we’ve previously managed in a standard S650 GT. Better still, it achieves the time without any elaborate launch procedure. Simply stall it up, then quickly ease into the throttle as the tyres resist the urge to rotate uselessly. The Coyote races through the revs as the auto slams through the gear shifts in its Dragstrip mode. And it sounds good doing so too. 

The dynamics enjoy similar gains, albeit with compromises. Lowering springs inevitably reduce ride quality, and Herrod’s are no exception. Around town the setup delivers a lumpier ride, though it’s still acceptable, while motorway cruising remains comfortable enough for longer journeys. You’ll need to take it easy over steep driveways and speed humps.

Lumpy rural roads can reveal the reduction in suspension travel. Sharp-edged bumps are felt more, particularly as speeds increase. The wider rear tyres also generate a noticeable increase in road noise. On coarse-chip surfaces, there’s enough roar to compete with the soundtrack from the V8. But the extra grip helps in the bends. 

The turn-in is crisp, the front feeling well glued in the bends and the steering remains solid. It’s nicely weighted, communicative enough and loads up progressively as cornering forces build.

Despite tipping the scales at well over 1800kg, the Mustang changes direction smartly and feels stable through faster bends. The weight is more noticeable on the brakes, but the Brembos are up to the task, once you’ve leaned into the pedal, that is.

With the extra traction, you can confidently get into the gas a bit earlier when exiting bends, with the long-travel accelerator pedal making it easy to meter out the V8’s output without upsetting the rear end.

We wish someone would modify the protocols of the 10-speed auto. It’s a good thing most of the time, but unlike the best sporty autos, it doesn’t always anticipate your intentions approaching a corner. Rather than grabbing a lower gear when braking, it often waits until you’re back on the throttle before changing down. Fortunately, the manual mode gives you complete control, and the gearbox responds quickly enough when you decide to take matters into your own hands.

Beyond that, it’s very much the Mustang we’ve come to appreciate. Up front there’s plenty of room, it’s easy enough to get in and out of (for a coupe) while the rear seats remain best suited to occasional use by children. The boot is larger than you’d expect and although the opening is tight, it makes the Mustang surprisingly practical. 

As for fuel use, that remains about the same. Around town it hovers around 13-14L/100km, while frequent visits to the upper reaches of the tachometer will see consumption climb well into the high teens. That’s the price of the soundtrack. 

The Herrod package lifts the Mustang GT’s asking price to $116,990, putting it within touching distance of a factory Dark Horse. If you can still find one of those. If you prefer your Mustang with a little more individuality, and aren’t fussed by the busier ride quality, Herrod’s interpretation stacks up nicely.  

Ford Mustang GT Herrod

$116,990  /  13.1L/100km  /  302g/km
0-100 km/h 4.46s
80-120 km/h 2.49s (70m)
100-0 km/h 33.80m
Speedo error  97 at an indicated 100km/h
Ambient cabin noise  80.2dB@100km/h
Engine  5038cc / V8 / DI
Max power  387kW@7250rpm
Max torque  603Nm@4900rpm
Drivetrain  10-speed auto / RWD
Front suspension  Mac strut / swaybar
Rear suspension  Multilink / swaybar
Turning circle  11.5m (2.3 turns)
Front brakes  Ventilated discs (380mm)
Rear brakes  Ventilated discs (355mm)
Stability systems  ABS, ESP
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f-285/30R20  r-305/30R20
Wheelbase  2719mm
L/W/H  4811 / 1916 / 1414mm
Track f-1580mm  r-1623mm
Fuel capacity  61L
Luggage capacity  376L
Tow rating  Not rated to tow
Service intervals  12 months / 15,000km
Warranty  5yrs / unlimited km
ANCAP rating  Unrated
Weight (claimed)  1813kg