2020 Ford Mustang High Performance Package: Less weight, more thrills

And that’s all well and good. But for an extra $1995, Ford offers the Handling Package on top. Check that box and you trade up to MagneRide (Magnetorheological, which uses electro magnets and fluid with tiny metal flakes to affect viscosity, which affects damping force) shocks, even bigger front and rear anti-roll bars, stiffer front springs, a Torsen limited-slip differential, wider wheels and mega grippy Pirelli P-Zero Corsa4 tires, 265/40R19 on both axles. 
These changes put the Handling Package up to the chassis level of the Mustang GT Performance Package Level 2, in fact both packages use same anti-roll bars. One key difference, with the smaller, and lighter, motor, the Handling Package car weighs 200 lbs. less than the GT Level 2. And all of that weight difference is on the front axle.  
You feel it. Weight is the ultimate enemy of performance and this Mustang has less of it to deal with than the others. That comes across as soon as you turn the wheel as it’s so much more willing to turn-in; even with quick to left to right transitions, there’s much less time the car needs to move the weight from one side to the next. It’s not just weight, of course: The suspension and tire got adjustments to match the added athleticism. Push hard enough and the front axle gives up grip first, but it’s all easily manageable. 
In 2010, I argued that 315 horsepower provided enough oomph to not fuss. Well, this engine provides more power and a lot more torque. Driving through all the tight twists and turns of highway 1, north of San Francisco, I found myself hanging out in third gear quite a lot. Despite the cylinder count, pull in the lower rev range proved more than adequate. Well, that and the shift gates are quite close to each other and I twice found myself shifting from 2ndto 5thas opposed to 3rd. And the snarl from the engine, while not V8 sonorous, did sound appropriately energetic, without being overzealous like the Focus RS.