Chevrolet Silverado vs Ford Mustang

What's the difference?

This is a serious truck with load-carrying and towing capabilities far beyond Australia’s ubiquitous Ranger/HiLux-sized one-tonne utes. However, those vehicles thrive in urban use due to their relatively compact dimensions so, in that context, this pick-up is simply too large to be a practical alternative. However, if you have more specialised work and recreational requirements, like GCMs as high as 12 tonnes with spacious comfort for a crew of five, this big American would be tough to top.

Having driven the latest example of the Mustang GT, I hope Bill Ford is true to his word and keeps the V8-powered Mustang for as long as possible. It isn’t the most razor-sharp sports car or the most powerful muscle car, but it offers the kind of driving thrills and enjoyment that have made the car an icon.

The price increase is steep but the new technology inside drags the Mustang into the modern era and will add more youth appeal to a car that is largely unchanged in concept for the past 60 years.

But now that I’ve driven it in the USA and France, I can’t wait for it to finally reach Australia.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

MY24 brings a freshened front-end appearance with new fascia, headlights, body-coloured bumpers and grille garnish, black body highlights and more.

With a traditional ladder-frame truck chassis and sprawling 4036mm wheelbase, this behemoth measures almost 6.4 metres in length (6387mm) and more than 2.2 metres in width (2263mm).

It also stands more than 2.0 metres tall (2039mm) and has a vast 16.1-metre turning circle. So, multi-storey car parks, drive-thru takeaways etc are best avoided. And domestic driveways (if wide and long enough to accommodate it) may suffer under its weight over time.

It rides on 20-inch high-gloss black alloys with LT275/65 R20 Goodyear Wrangler all-terrain tyres and carries a full-size spare.

New Z71 off-road suspension includes skid plates and Rancho twin-tube dampers, offering 251mm of ground clearance and 28.5 degrees approach/19 degrees ramp breakover/23.6 degrees departure angles.

However, its 4x4 capabilities would be better suited to accessing rugged worksites, pulling a large caravan out of a boggy campground or towing a large boat trailer up a slimy boat ramp, than hardcore bush-bashing on narrow tracks.

The Silverado’s extensive remanufacturing to RHD, performed on a dedicated production line in Melbourne, exudes OEM standards of fit and finish. The dashboard module is particularly impressive, in providing a mirror image of the LHD original in appearance and function.

The leather-appointed cabin is a highlight, offering palatial space and comfort for all. It features a tasteful blend of contrasting materials and surface treatments, including silver-grey woodgrain inserts on the doors, dash and centre console plus exposed stitching along seams and subtle splashes of chrome.

The entry pathway to the rear seat is expansive, thanks to wide-opening doors and a flat floor with no transmission hump to straddle. There’s executive-lounge rear head and legroom, even for tall people, combined with enough shoulder room to ensure a crew of five can travel in comfort.

While this is considered a ‘new generation’ Mustang, the reality is this is more of a major overhaul than a complete, blank sheet redesign. As such, there’s a lot of carry over to the design, but that’s not to say there aren’t some significant changes.

For example, it’s still clearly a Mustang in its silhouette, sharing that with the sixth-generation model it replaces, as well as the now-iconic 1960s Fastback models, but the details are noticeably different.

To try and create more differentiation between the GT and EcoBoost models, Ford has designed unique front ends for each. Both are characterised by a strong horizontal line across the front of the more angular grille that meets the new ‘tri-bar’ daytime running lights.

The EcoBoost has an upper grille similar in size to the out-going model, the GT is a much larger upper section which incorporates a pair of ‘nostrils’ as well as a bonnet vent - both of which are functional for cooling and aerodynamics.

Down the sides Ford has lowered the beltline and created a more defined rear fender ‘shoulder’ that helps create the impression of a wider car. 

At the rear the famous ‘tri-bar’ lights remain and there are unique diffusers for each model, with the EcoBoost running two exhaust tips and the GT getting quad pipes.

But it’s inside where the biggest design changes have happened. The retro-inspired cabin of the sixth-generation - which features shiny silver plastic toggle-like switches and round air-con vents - has been overhauled.

The iconic ‘double brow’ design to the dashboard, which dates back to the original 1964 Mustang, has been dropped and replaced with a pair of digital screens. There’s a 12.3-inch display for the digital instrument cluster and a 13.2-inch multimedia touchscreen.

This change is designed to appeal to a younger audience but also allows for greater customisation and variety of displays, with Ford developing six different instrument panel options depending on the setting the driver chooses.

The primary three are the 'Normal', 'Sport' and 'Track' modes, which have been inspired by the GT supercar and the Mustang Mach-E electric SUV, while there’s also a 'Calm' setting, providing only the necessary data, such as speed, in a simplified format.

The final two have been created to tailor to fans of the brand’s 1980s ‘Fox Body’ Mustang, with digital versions of its round analogue dials in both a ‘Day’ and ‘Night’ mode, with the former using white graphics and the latter getting retro green dials.

With its towering 3762kg kerb weight, the 2500 HD offers a choice of ADR load ratings (NB1 or NB2) which must be specified by the customer at the time of ordering (at no extra cost) to ensure the correct certification for vehicle registration.

The NB1 category allows up to 4500kg GVM/733kg payload, which can be driven by car licence holders. NB2 allows up to 5148kg GVM/1386kg of payload, but requires a truck licence. Our test vehicle is certified for the lower NB1 rating.

The 2500 HD is rated to tow up to 3500kg of braked trailer with a 50mm ball and up to 4500kg with a 70mm ball. These trailer weights are well within its capabilities, given that its GCM rating (how much it can legally carry and tow at the same time) is an eye-popping 12474kg.

Yep, that’s more than 12 tonnes, which allows for trailers weighing more than 4500kg using heavy-duty connections like pintle hooks, goosenecks/fifth-wheel turntables installed and certified by specialist aftermarket suppliers.

The enormous load tub offers almost 2.0 cubic metres of cargo volume and has large external steps front and rear for easier access. The load floor is 2089mm long, 1814mm wide and 533mm deep, with 1317mm between the rear wheel-housings allowing Aussie or Euro pallets to be carried.

It’s protected by a tough spray-on liner, plus there are 12 load-anchorage points, LED lighting, power tailgate and a camera to keep an eye on loads when driving. Our test vehicle was also fitted with adjustable and removable load-dividers, which are part of the GMSV accessories range.

Cabin storage for driver and front passenger includes two bottle/cupholders and a large bin in each door plus a single glove box. The centre console has a large open tray up front, two bottle/cupholders in the centre and an Esky-sized box at the back with padded lid that doubles as a plush elbow rest.

Rear seat passengers get a bottle/cupholder and bin in each door plus two more bottle/cupholders in the rear of the centre console and another two in the fold-down centre armrest. There are also large storage pockets on both front seat backrests and compartments cleverly hidden behind hinged upper backrest cushions.

The 60/40 split rear seat base can swing up and be stored vertically if more internal load space is required. This also provides access to the under-seat storage accessory fitted to our test vehicle. You’d seriously struggle to run out of cabin storage!

The sixth-generation Mustang copped a lot of criticism for its interior look and feel, and while it certainly wasn’t at European levels of quality it was more affordable than any European V8-powered coupe.

The introduction of the new digital displays certainly adds a more premium impression to the cabin when you get inside, but you can still see a lot of the previous generation in this model, in particular the doors and centre console.

It’s pretty practical, for a sports car, with a pair of cupholders and a lidded centre console box for small item storage. 

One noticeable issue with the screens is the control virtually everything to do with the multimedia, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button. 

Not surprisingly space feels very similar to the outgoing Mustang with supportive and comfortable seating up front that made long stretches behind the wheel feel easy, which is nice for a sports car.

As for the rear seats, they remain incredibly tight for space and are better for soft item storage rather than squeezing people into.

Despite the largely carried over body and interior, the boot is slightly smaller than the previous model, with the coupe measuring 376 litres compared to the 408 litres offered previously. 

Ford Australia hasn’t confirmed the complete list of specifications for the seventh-generation Mustang range, but pricing has been locked in and we do know all three initial models - Dark Horse, GT and EcoBoost - will be offered here.

Having previously driven the Dark Horse in the USA in 2023, this time we sampled the GT and that’s the model we’ll focus on in this review.

We already know it will be priced from $77,002 for the six-speed manual and $80,902 for the 10-speed automatic coupe (both prices exclude on-road costs). The GT will be the only convertible option for Australians (and will only be available with the auto), priced from $86,102.

That’s a significant price rise from the out-going model, jumping up nearly $12,000 ($11,712 to be precise), which means it will be more expensive than the Nissan Z ($75,800) and closer to the BMW-based Toyota Supra (starting at $87,380).

On the plus side, this price increase is expected to come with a ramp up in standard equipment, including a new digital dashboard which features a pair of large screens, as well as the introduction of the line lock feature we missed on the previous model and the all-new 'Drift Brake'.

The 6.6-litre Duramax turbo-diesel V8, with driver-switchable exhaust brake, is tailored for heavy-hauling with an external engine oil cooler and functional bonnet scoop feeding fresh air to the engine’s intake system.

In the latest MY24 specification, it produces 350kW at 2800rpm and 1322Nm of torque at 1600rpm. That’s 18kW and 98Nm more than the previous model.

The refined 10-speed torque converter automatic with column-shifter is also fitted with an external oil cooler, while closer gear ratios and revised final-drive ratios for MY24 enhance all-round performance.

A dual-range transfer case offers a choice of four drive modes comprising 2WD, 4WD high-range, 4WD low-range and Auto (traction-sensing full-time 4WD). Also new is an automatic-locking rear differential.

Its armoury of advanced towing hardware and technology includes a 4500kg tow-bar with 12-pin wiring harness and integrated trailer brake controller.

Plus, there’s a rear-view camera with hitch guidance, automated trailer lighting test, in-vehicle trailering app with trailer profiles, trailer theft alert, trailer tyre pressure/temperature monitoring and lots more.

New MY24 features include adaptive cruise control which can be used when towing (detecting the additional weight behind the vehicle to automatically increase braking distances). Others are 'Trailer Side Blind Zone Alert' (TSBZA), which extends the blind zone area when towing, plus 'Gross Combination Mass Alert' (GCMA) which alerts if you exceed the GCM.

During the top secret development of this seventh-generation model there were plenty of rumours that Ford was considering a hybrid system for this Mustang. Fortunately for lovers of old-school V8 engines that proved not to be the case.

Instead it’s powered by a 5.0-litre V8 that's an evolution of the ‘Coyote’ unit from the previous ‘Stang but now featuring some technical changes, including dual throttle-bodies and separate airboxes to help improve performance. In the GT it’s tuned to make 345kW and 550Nm.

It can be paired with either a six-speed manual gearbox or 10-speed automatic transmission, both sending all the power to the road via the rear wheels.

The dash readout was claiming 17.5L/100km at the end of our 351km test, which comprised mostly city and suburban driving plus some highway running with a full payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly lower at 16.8, which is decent economy for a vehicle weighing more than 3.7 tonnes unladen in ‘real world’ driving.

So, based on our figures, you could expect a realistic driving range of around 800km from its big 136-litre tank.

While it hasn’t been confirmed by Ford, the Federal Government's Green Vehicle Guide has the Mustang GT rated at 12.8L/100km. And while that’s quite a thirst for unleaded petrol, it shouldn’t come as a surprise given it’s a 345kW 5.0-litre V8 engine.

If you value efficiency in your American muscle car, the four-cylinder turbocharged EcoBoost is rated at 9.4L/100km. But based on previous evidence, Mustang buyers are likely to opt for power over saving petrol.

The claimed consumption figure translates to a driving range between fills of around 650km.

Side-steps and large handles on the A- (and B-) pillars assist climbing aboard. It’s a very comfortable driving position, given the multiple seat and steering wheel adjustments along with plush elbow rests on both sides.

The large door mirrors, combined with numerous camera angles including the central rear view mirror's pin-sharp image, provide commanding all-around vision.

The steering is nicely weighted and surprisingly communicative for such a giant, providing good feel and response at all speeds.

The suspension tuning is supple enough to provide a smooth ride, yet retains enough firmness to minimise the ponderous feel inherent in vehicles of this size and weight.

Braking response is also reassuringly strong, without requiring huge pressure on the brake pedal to achieve it.

The 6.6-litre turbo-diesel V8 and 10-speed auto provide effortless performance. With maximum torque tapped at just 1600rpm, the engine is barely ticking over at city and suburban speeds.

And it requires less than 1500rpm to quietly maintain 110km/h on the highway, which combined with its low tyre and wind noise results in a supremely relaxed long-haul cruiser.

With its NB1 GVM rating, we loaded more than half a tonne into the load tub, which combined with our crew of two was just under its 733kg payload limit.

It simply didn’t notice the added weight, storming up our 13 per cent gradient, 2.0km-long set climb with acceleration unmatched by any loaded vehicle we’ve tested on this ascent.

Its engine-braking on the way down using the exhaust brake also set a new benchmark, never exceeding 50km/h and 2000rpm on overrun without once touching the brake pedal.

As promised earlier, here’s how the Mustang GT felt powering through the French countryside…

But first, it’s worth acknowledging that, in truth, it wasn't hard work getting through the traffic even in the manual Mustang. While the clutch is on the heavier side, it’s got a smooth action and the engine's torque and flexibility make darting in and out of gaps in the traffic a breeze.

However,  once out on the open roads the Mustang really could run free. The V8 engine sounded fantastic bellowing out across the fields and through the quaint little villages we passed through.

As you'd expect, the V8 provides plenty of grunt, it's an incredibly flexible engine pulling hard right across the rev range and makes us appreciate even more that this now remains the last of its kind since the demise of the V8-powered Chevrolet Camaro and Dodge Challenger.

Driving the Mustang in conditions like this makes you understand why it has been such a popular sports car not only in Australia but around the world for decades.

While the manual transmission has fallen out of favour with Aussie buyers, the truth is it's the pick for this GT. The fact it has less ratios to choose from than the 10-speed automatic means it feels more urgent and (again) the flexibility of the engine allows it to shine.

Not that the auto is bad, it does a fine job, it just lacks the buzz and engagement the manual ‘box provides.

What arguably impresses even more than the engine is the handling. Having driven the Dark Horse last year and being so impressed by its handling, particularly with the 'Performance Package', there was some concern prior to driving the GT that it would feel less impressive and, dare I say, duller.

But that's far from the case. Instead, the GT feels responsive and well sorted across a variety of road conditions. While it may lack the precise handling characteristics of a European sports car, it’s clear Ford has made this latest Mustang better suited for the rest of the world, not just America.

Not that Ford has made the Mustang too serious, as the introduction of the Drift Brake demonstrates. This rally-style electronic handbrake allows you to, as the name suggests, snap the car into a slide - when the circumstances allow.

Ford finally gave us our first (official) use of the Drift Brake when it paid us up with stunt driving expert, Paul Swift, who taught us how to slide the Mustang into a parallel park.

Obviously this is not designed for road use but for those who want to take their Mustang to the track it will no doubt lead to a lot of fun and some shredded tyres.

Full safety specifications haven’t been announced, but in the US, where it’s already on sale, all models are equipped with at least a reversing camera, rear parking sensors, auto high-beam headlights as well as front, side and driver’s knee airbags.

There’s also a decent level of active safety gear with pre-collision assist with autonomous emergency braking and lane departure warning all standard. But adaptive cruise control, lane centring assist and intelligent speed assist are all optional.

Frankly, after my French experience I’d be hoping the lane centring assist is an optional locally because the overly sensitive system drove us crazy on our French test drive.

Repeated warnings to ‘put our hands on the wheel’ when our hands were firmly affixed to the tiller moved from just frustrating to borderline dangerous as the only way to trigger the system to stop making its request was to quite violently tug on the wheel and jerk the car in the lane. 

It’s another case of poorly calibrated safety systems that make you question the value of the technology in the first place, especially when you find yourself turning it off because it’s safer to just pay attention as a responsible driver.

It will be interesting to see if ANCAP crash tests this new generation Mustang, especially considering how closely related it is to the previous model.

ANCAP famously (or infamously, depending on your point-of-view) crash-tested the previous Mustang and awarded it two from a possible five-star rating.

Despite the public criticism it didn’t seem to impact Ford’s sales of the pony car, which remained a best-seller. 

Since the Mustang, ANCAP has not tested any of its rivals, with sports cars including the Toyota Supra, Nissan Z and Subaru BRZ all unrated by the safety authority.

The Silverado is covered by a three year/100,000km warranty with three years roadside assist.

Scheduled servicing is every 12 months/12,000km, whichever occurs first, and there's no capped-price servicing. This ownership package falls short compared to rivals like Ford's RHD F-150.

There are no details confirmed at this stage but there’s no reason to believe the Mustang won’t be covered by Ford Australia’s usual five-year/unlimited kilometre warranty.

Similarly, service intervals are likely to be 12 months/15,000km.

For reference, capped price servicing on the out-going Mustang GT came in at $299 for each of the first four services, up to four years/60,000km. Not bad.