2024 Ford Mustang: Remixed with more horsepower, tech

The Ford Mustang is one of those prized franchises the house always strives to enhance while also protecting. In redesigning one of its most fabled nameplates for 2024, Ford has stuck to a familiar game plan.

So the seventh-generation Mustang — still distinguished by a long hood and short rear deck, with a bit of a hunch at the rear wheels — remains available with a potent V-8 engine, while most buyers will opt for the base 2.3-liter EcoBoost four-cylinder engine.

Both motors crank out more horsepower for 2024.

An electronic drift brake is among optional upgrades.

The 2024 Mustang, still available in coupe and convertible, was designed and engineered to be more of a driver's car than its recent predecessors.

The biggest changes to the 2024 pony car are found in the interior, which now offers an optional "digital cockpit" with two connected, customizable screens. The cabin's curved digital display — oriented toward the driver — is made up of a 13.2-inch center screen and 12.4-inch instrument cluster.

Automotive journalists were invited to California this month to drive the latest Mustang, and we've gathered some early reviews.

"Previous Mustang EcoBoosts — even sportier variants such as the Focus RS-powered Mustang EcoBoost High Performance package — not only drove big, but were unwieldy. Prone to see-sawing back and forth on either axle and with vague steering, they couldn't hold a candle to the now-discontinued four-cylinder Camaro 1LE.

The new 2024 Ford Mustang EcoBoost doesn't have that problem. Even without the optional performance package, the effort the Blue Oval's engineers exerted to improve the Mustang's ride and handling shines through. Steering feel as we wound our way up into the mountains was light and linear, weighing up nicely as we navigated the road's tight switchbacks and narrow passes. Those who prefer a touch more heft can tap a button on the wheel that switches the steering into Sport, or for less, Comfort settings. An even heavier Track steering setting is available, too, but you have to be in Track mode to use it. The Mustang EcoBoost rides well on its steel springs, happily absorbing the lumps and bumps of the road without upsetting the car."

— Christian Seabaugh, Motor Trend

"Today's EcoBoost 2.3 makes a respectable 315 hp — five more than last year's EcoBoost — and 350 pound-feet of torque. The new engine is built on Ford's Modular Power Cylinder architecture that's shared with the 1.5-liter and 2.0-liter inline-fours in the automaker's lineup, but for Mustang duty, the mill gets a twin-scroll, low-inertia turbocharger for quicker, more efficient operation. A port- and direct-injection fuel system helps balance performance, emissions and economy depending on the driver's needs, as well.

In spite of those changes, I think this new engine feels and sounds similar to the one it replaces. Throttle response is a bit lazy, even when you've got the drive modes toggled to their most aggressive, but the exhaust is delightfully snorty once the tach starts to sweep toward the EcoBoost's 5,500-rpm power peak. And with the paddle shifters bundled in the optional High Performance Package (HPP), the 10-speed automatic transmission obeyed my driver inputs with reasonable urgency, making it easy to drop a few gears and giddyap out of town.

Coming in at 3,588 pounds, the 2024 Mustang EcoBoost fastback is 250 pounds lighter than its GT sibling, with most of that weight coming off the front axle. That gives the four-banger some genuine verve on a tight handling circuit, such as the autocross course Ford set up at Irwindale Speedway. Steering is light and completely numb, but admittedly quick and accurate, so slicing through esses and chicanes is still an enjoyable experience. And the High Performance Pack also gets a Torsen limited slip differential, allowing me to put all 350 pound-feet to the pavement on corner exit and rush to the next braking zone.

That limited slip differential will be of even more value to the Mustang customer who chooses to enter drift events, where the wacky new Drift Brake feature will also come in handy. The High Performance Pack converts the regular button-operated electric parking brake into a conventional-looking handle, which does a decent imitation of a hydraulic rear brake to help initiate drifts, but requiring the driver to time brake and throttle application appropriately."

— Brett T. Evans, motor1.com

"While the automatic-transmission-only EcoBoost four-cylinder is refined and makes the Mustang feel quick enough, the GT's thumping V-8 transforms the car into a snarling beast — especially when fitted with the active exhaust system. I must be getting old because even the exhaust system's Normal setting seems loud to me, and it has Sport and Track settings that are louder still. There's also a quiet mode, and by the end of our driving day, that's the one I wanted. Don't get me wrong, the GT sounds great in a way that few modern cars do, but the rumbling exhaust note can get tedious after a while.

Both the coupe and convertible GTs I drove had the standard six-speed manual transmission (a 10-speed automatic is optional), and the V-8 and stick shift make a good pair. The six-speed manual has short throws, and there's a mechanical precision to the shifter's movements. The clutch pedal takes some effort to depress, but it's not so heavy that you'll have to worry about your left leg getting tired when slogging through stop-and-go traffic. The transmission also includes a rev-match feature that automatically blips the throttle when downshifting, but you can turn the feature off if you'd rather do it yourself. Other available performance features include launch control, line lock (for warming up the rear tires at a drag strip) and the electronic drift brake.

Both examples I drove had Ford's MagneRide adaptive suspension, which is available on Premium models equipped with the Performance Package. The GT is a relatively comfortable highway cruiser with the MagneRide system; in the Normal drive mode, the ride is firm and you feel bumps and pavement breaks, but it doesn't punish you or your passengers. Sport mode keeps body roll under control in fast corners, contributing to the GT's fun feel.

Big Brembo brakes are part of the Performance Package or available as a standalone option. The brakes bite early when pressing the brake pedal, and they have no trouble shedding speed again and again when entering corners. They're very strong, and they give you the confidence that you'll be able to slow down as needed when hustling the Mustang quickly."

— Mike Hanley, Cars.com

"Ford will sell you a base EcoBoost power Mustang for $33,160, but the least expensive GT starts at a whopping $44,090, including the $1,595 destination fee. I say 'whopping' because the days of low-cost muscle are clearly behind us. But relative performance for the money is still quite high. After all, you're a stone's throw away from 500 hp and get to perform a symphony at every green light.

The V-8 does not just rumble along at low revs. Bury the throttle and listen as the revs build to a beautifully balanced 7,500 rpm crescendo — like a Trans-Am car was let loose on city streets. Ford tuned the exhaust brilliantly. The sound doesn't get old. And it drives well, too!

In fact, with the $4,995 performance pack installed ($3,475 for the EcoBoost) it feels downright athletic. Just make sure you get the coupe. As the roof's additional structure makes a big difference in performance driving feel. Stick to cruising the boulevard in the convertible.

— Robin Warner, Gear Patrol

"In a world of turbos, the smooth, immediate delivery from the naturally aspirated eight-pot is supremely refreshing. Big torque is available down near idle, making low-speed travel and commuting easy. The real fun happens near the 7,500-rpm redline, as it's there where all the power can be found. Unlike a push-rod engine, there's no dead spot near the top of the rev range—the louder the noise, the more power you have. Thank the dual-overhead cams and variable cam timing.

Thankfully you can still pair the 5.0 to a six-speed manual transmission (the four-cylinder EcoBoost is auto-only for 2024 onward). It's the same Getrag MT82 found in the last Mustang, and feels the same, too. Shifter feel isn't anything to write home about, but the shift action is short and easy, while the clutch is light and feelsome. The gearing feels just as long as it does in the 2018-plus Mustang, tuned for efficiency rather than outright acceleration. That means second gear reaches into the mid-70-mph range, resulting in law-breaking runs to redline on most roads.

This is usually the part of the review where I dismiss the 10-speed auto and tell you to get the manual if you're physically able to drive stick. But I can't do that, since the 10-speed is actually good now. The steering wheel-mounted paddles respond well to commands, giving crisp downshifts on deceleration where the prior version of this 'box would fumble and lag. It's not eight-speed ZF good, but the differences are slim enough to where most drivers won't notice. Pop the GT into sport or track mode, and the transmission will react to braking and steering inputs to feed you the correct gear. It's clear a lot of time was spent dialing in the software—sensible considering 73 percent of all V-8-powered 2024 Mustang orders so far have been specced with the auto. Instead of neutering the experience, the 10-speed allows for legitimate fun for more people. And we're all for that."

— Brian Silvestro, Road & Track

"The new Ecoboost engine is optimized for efficiency, mostly via reduced friction and mass. The coupe's EPA fuel economy ratings have risen 1 mpg combined and on the highway; they're now 26 mpg combined, 22 city and 33 highway. EPA numbers for the 2024 EcoBoost convertible are not yet public, but last year they lagged at least 2 mpg behind the coupe's. As on S550 EcoBoosts, there is an optional Performance pack. For $3,475, you get wider wheels and tires, an engine bay brace, a Torsen limited slip differential with a 3.55:1 final-drive ratio (as before, 3.15:1 with a clutch-type limited slip is standard), MagneRide adaptive dampers, fixed-caliper Brembo brakes, and a "drift stick" hand-brake lever on the center tunnel.

That lever is a gimmick but fun. In sane driving, the lever gently engages the electronic parking brake. Punch a button in the dash menus and it becomes an old-fashioned flyoff, telling the brake software to lock the rear wheels instantly, which can snap them into a slide. This feature is neat and giggly, and it works well.

About that dash: Some glass cockpits are just try-hard, even if you love screens. This one sticks out like a sore thumb full of pixels. There's a 12.4-inch display above the steering column and a 13.2-inch touch screen over the center console. The software interface is clean and mostly intuitive, which is nice, because the interior holds few physical buttons. Still, gross finger smudges and dust gather quickly, and in the Mustang's lightly retro cockpit, it all wears like a cringey toupee."

— Sam Smith, Car and Driver

"Beneath the 2024 Mustang GT's hood lives a new fourth-generation 5.0-liter Coyote V-8 that now puts out 480 hp and 415 pound-feet of torque (the old car made 450 hp and 410 pound-feet), though these bump up to 486 and 418, respectively, if you opt for the active valve exhaust. The biggest difference between this and last year's iteration is the introduction of one throttle body per cylinder bank, which helps account for better throttle response and the increase in power. It also has a revised passenger-side exhaust manifold, as well as a new steel oil pan to cut down on windage—or, in other words, oil splashing around on components when it's not used for lubrication.

While Ford didn't offer any official acceleration figures, zero to 60 mph in the low fours seems quite doable. Keeping up with tradition, all Mustangs are rear-wheel-propelled, with the standard manual GT getting a 3.55:1 final drive (the auto gets 3:15.1), and the Performance Pack GT sporting a more aggressive 3.73:1 (3.55:1 for the auto).

I didn't have any qualms with how last year's Coyote V-8 sounded, revved up or shoved me along, but Ford made the new one better anyway. This beast roars even harder than before, and I just couldn't help but spend as much time as possible between 4,000 rpm and its 7,250 rpm redline. Woe betides anyone with hopes of beating its EPA-rated fuel economy figures. I was perfectly content keeping the stereo on mute, and instead reveling in the active valve exhaust-enhanced internal combustion soundtrack at all rpm, which was even more present in the soft top.
It felt like Ford shifted the power band slightly higher than before, but it still had ample shove throughout almost the entire rev range. The six-speed has very long gearing like the old model, too, which made shifting between first, second and third on especially tight canyon roads simply too much fun."

— Peter Nelson, The Drive

"The six-speed manual transmission can no longer be paired with the EcoBoost — the number of people opting for it was too scarce to justify. The 10-speed automatic is therefore obligatory, but unfortunately, none of the drive settings are smart enough to up- and downshift when you would when driving it like a fast and fun Mustang (such as when braking into a corner). Reaching for a paddle shifter is typically a sign that a performance car's automatic isn't up to the task, and the Mustang EcoBoost's is not. Even worse, paddle shifters are not standard – they are included with the Performance pack. We lacked them in the test drive up and down Glendora Mountain Road, and it was frustrating. It is unclear how the 10-speed automatic pairs with the V-8-powered GT, as we did not get to properly test that combination.

Ford was also keen to point out the new Mustang's customization potential, but the custom drive modes do not live up to their billing. For example, we couldn't pair the Track mode's most aggressive transmission setting with less aggressive, more road-friendly Sport elements. Worse, you can't pair a softer MagneRide suspension setting (an option beyond the Performance Pack) with the most aggressive throttle, transmission, steering and stability/traction settings — something routinely done on real roads and occasionally tracks. More suspension compliance is a benefit when meeting midcorner bumps and undulations.

According to Mustang vehicle integration engineer Rachel Schermaier, the suspension tuning and vehicle dynamics engineers wanted to 'curate the experience' for owners and explicitly not allow the degree of mixing and matching of settings other cars offer. There's very little you can do to alter Sport and Track modes, which makes the six(!) custom presets rather redundant. Schermaier did point out, however, that the Mustang now features Ford's Power-Up over-the-air software update capability, opening the door for a less curated experience in the future.
More agreeable is the minimal difference in steering modes — all have the common trait of being sufficiently taut on center, surprisingly light in effort on turn-in (which is fine) and perhaps a tad slow despite the new rack having a 3 percent quicker ratio. Ford rightly didn't go all video-gamey here and equate unnecessary weighting with sportiness."

— James Riswick, Autoblog