In case you didn’t get the news, electrification is the big wave in the automotive industry. The juggernauts, including Ford Motor Company, have invested billions into their EV plans, but one car didn’t get the memo: the 2024 Ford Mustang Dark Horse, a naturally-aspirated, rear-wheel drive, manual transmission beast of a muscle car that thumbs its massive, vented nose at efficiency. Introduced in 2023 as a 2024 model, the Dark Horse marks not a departure from the still excellent Mustang Mach 1 that exited last year, but an evolutionary change.

In a world where SUVs, crossovers, and trucks dominate the landscape, the Mustang Dark Horse is an anathema. It was first announced in 2022 as a racing-focused Mustang. A V8 muscle car in the current automotive landscape is an odd duck, evidenced by the fact that the Chevy Camaro recently ended production and the upcoming Dodge Charger is electric (with a gas version to follow). All the more reason to applaud Ford’s efforts to keep the venerable Mustang alive. The Dark Horse is the 7th-generation Mustang’s top-tier model in terms of price and performance.

I got behind the wheel to experience what is likely to be the Mustang’s gas-powered swan song.

The first thing you notice about the Mustang Dark Horse is that it looks every bit a Mustang, but better. Which is a good thing considering Mustangs of decades past have helped define cool, street-legal cars. Sure, it’s more menacing and angrier, but the lines are cleaner and the interior and exterior styling are more upscale than any Mustang that has come before it. The big rear haunches point to its rear-wheel drive configuration, the aero bits give the Dark Horse an even more aggressive look, and downforce is enhanced by an optional Gurney flap on the rear wing that increases downforce, making it the stickiest Mustang ever.

Under the long hood of the Dark Horse is a modified version of the Mustang GT’s Coyote V8 engine that snorts out 500 horsepower and 418 pound-feet of torque. The Dark Horse’s 5.4-liter V8 engine gets strengthened camshafts and unique engine tuning, and then there are the forged connecting rods from the legendary GT500. Sixty mph arrives in 4.1 seconds from a standstill.

There are quicker and more powerful cars than the Dark Horse, but few feel as visceral. The Mustang looks and feels purposeful. The engine—mated to an 6-speed manual transmission with rev-matching, a super-stiff chassis, and powerful Brembo brakes—roars to life like something is alive under the long hood. The thrilling driving experience would be amped up even more if not for the lackluster steering feedback. At least there’s proper heft and precision.

The ride is undoubtedly firm but it’s not bone-jarring the way one would expect, thanks to the magnetorheological dampers and the specially designed super-fat Pirelli P Zero Trofeo RS tires that also happen to have an impressive treadwear rating. You’re going to need it on a car that begs you to hammer it.

The clutch is on the heavy side and the shifter’s action is quick. It’s too bad, then, that the shifter lacks some crispness in the action. That said, I had no trouble roping the gears quickly, but the rubbery feel isn’t especially rewarding the way a Mazda Miata or a Toyota GR86’s are. The good news is that the transmission in the Dark Horse is even better than the rest of the ‘stang lineup. It’s a Tremec TR-3160 from the last Mach 1 and Shelby GT350, and it comes with automatic rev-matching (which you can disable) and no-lift shifting.

Step inside, and you’ll find that more of the cabin has changed than the rest of the car. As single-purpose as the Dark Horse may be, it’s more accommodating than just about any Mustang that’s come before it. Gone is the bulky interior of the previous generation, replaced by a cleaner, more linear dash, and a superb in-car tech experience. As much as I prefer analog gauges and physical buttons, knobs, and switches, the 13.2″ touchscreen is crisp, and menus and icons are easy to read. Is it a bit too large for what should be an old-school muscle car? Yes. Will buyers love it? Probably.

Unfortunately, all of the climate controls and the majority of audio functions are relegated to the touchscreen, not something that’s preferable when driving a six-speed manual rocket ship. Who thought this was a good idea?

The chunky Recaro bucket seats provide the right amount of cushioning, with Alcantara suede upholstery that is nice and grippy. The bolstering is significant, but the seats are a bit wide for most average-bodied humans. Take the Dark Horse hard into a turn, and the Alacantara won’t save you from having to brace yourself with your knees.

The anodized titanium shift knob and the flat-bottom steering wheel are excellent choices for the Dark Horse, though one thing I would change is the plasticky carbon fiber trim that’s a bit too faux for my liking. While it’s better than shiny piano black plastic, the cheapness is still evident on a car that can cost almost $75,000 (far from the most affordable sports car you can buy) with optional add-ons.

That said, the overall execution of the interior is quite good. The issues like the preponderance of touchscreen controls and the wide front seats become noticeable when you want to focus on the driving experience, but they won’t prevent you from enjoying the Dark Horse in most conditions (save for those on the track).

The Mustang Dark Horse is about 90 percent excellent and 10 percent better than most. It’s a not-so-direct tribute to the legendary 1969 Ford Mustang Boss 429, but it also might just be a sad farewell to Ford’s rear-wheel drive, internal combustion, manual transmission sports cars. The Mustang Dark Horse is angry, brazen, unrelenting, purposeful, and all the better for it.