First Drive: 2024 Ford Mustang

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“Easily the best thing to come out of Dearborn since the 1932 V8 Model B roadster,” enthused Car and Driver. “A car for the enthusiast who may be a family man, but likes his transportation to be more sporting,” proclaimed Road & Track. It was 1964 and, excusing R&T’s now-blatant chauvinism, what these two car-buff magazines were commenting on was the brand-new Mustang, brainchild of Ford Motor Company vice-president Lee Iaccoca. Sixties icon, catalyst behind the Pony Car Wars — which would spawn competition such as the Chevrolet Camaro, Pontiac Firebird, Dodge Challenger, Plymouth ’Cuda, and American Motors AMX — and subsequent Trans-Am race series, it can now add one more descriptor to its CV — survivor.

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Plymouth, Pontiac, and American Motors are long gone, Stellantis (neé Chrysler) has ceased production on the Challenger, and the aged Camaro is toast after 2024 (possibly to re-appear at a later date as an EV). For all intents and purposes, this makes the Mustang the last of its breed, at least from Detroit. Not only that, but it is also literally the last automobile Ford sells in North America, as in a not-SUV. And with the buying public’s obsession with crossovers of all stripes, as well as all automakers turning their attention and R&D dollars to electric vehicles, it would be easy for Ford to call it a day and move on, ending the Mustang’s uninterrupted 59-year run.

Nope! Once more, the company (in its own hyperbolic words) “sounds a wake-up call for sports-car lovers around the world” with the new, seventh-generation 2024 Mustang. Available in fastback and convertible form, the car “is the most exhilarating and visceral yet, from its fighter-jet-inspired digital cockpit to new advanced turbocharged and naturally aspirated engines, to its edgier yet timeless exterior design.”

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Whoa, that’s a lot to live up to, which Ford CEO Jim Farley acknowledges. “Investing in another generation of Mustang is a big statement at a time when many of our competitors are exiting the business of internal-combustion vehicles,” he’s said. “Ford, however, is turbocharging its ICE growth plan, adding connected technology, opinionated derivatives, and hybrid options to our most profitable and popular cars … on top of investing [US]$50-billion in electric vehicles through 2026.”

Left unanswered, because car companies never discuss “future product,” is whether Gen 7 is the last gasp for the storied nameplate before Ford and everybody else fully commits to EVs. (If the thought of some future 5,000-pound electrified Mustang is too depressing to contemplate, you’re not alone. Oh, wait, there already is one in the Mustang Mach-E. Never mind.)

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But let’s celebrate the now — and, for fans of the Mustang as well as gearheads in general, there is much to celebrate.

What engines are under the 2024 Ford Mustang’s hood?

Sure, we can parse the new Mustang’s looks and interior amenities, but let’s get to what the faithful really want to know.

2024 Ford Mustang GT: 5.0-litre Coyote V8

There ain’t no replacement for displacement, and the 2024 Mustang GT is powered by a fourth-generation version of its naturally aspirated 5.0-litre Coyote V8. Ford says the motor will pump out the most non-turbo horsepower of any Mustang GT — 486 with active valve exhaust, 480 without — thanks to what it says is an “innovative” dual air-intake box and dual-throttle body design, which helps minimize induction loss by enabling higher air-flow rates.

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Even better for the diehards, the 5.0 can still be paired with a manual transmission — a standard six-speed for customers “who want an uncompromised connection to eight-cylinder power.” Oh, happy day! (According to Ford, 27 per cent of Mustang GT and Dark Horse customers in the past have gone the three-pedal route.) The manual includes standard rev-matching that helps hold engine rpm when the clutch is engaged, retaining peak torque between manual gear changes.

A 10-speed automatic is also available, which will reconfigure its shift patterns to match whatever drive mode is selected.

2024 Ford Mustang Dark Horse: re-engineered 5.0-litre Coyote V8

For the “pinnacle” of 5.0L V8 performance and track capability, the Mustang Dark Horse, which Ford announced late last year, features a re-engineered version of the Coyote, one pounding out a prodigious 500 hp and 418 lb-ft of torque, making it the most powerful non-Shelby edition ever. Said 500 hp is achieved through upgrades that include a uniquely balanced crankshaft and forged connecting rods — the latter first introduced in the ­ Shelby GT500 — to handle higher cylinder pressures and piston speeds. The engine also sports strengthened camshafts for track-durability needs, including extended operation closer to its 7,500-rpm red line.

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2024 Ford Mustang base: EcoBoost turbo four

Apparently, there are customers who desire greater fuel efficiency from their Mustang. For them, there’s the EcoBoost model, powered by a new 315-hp turbocharged 2.3L four-cylinder, mated to the 10-speed autobox. Whether V8- or turbo-four-powered, fun times on twisting roads or at the occasional track day are still on tap, as the driver can quickly adjust steering effort, engine response, and transmission and electronic stability control settings through six available drive modes — Normal, Sport, Slippery, Drag, Track, plus a customizable setting with up to six individual profiles. Each mode selected brings with it high-fidelity graphics in the digital instrument panel.

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2024 Ford Mustang performance goodies

Mustang GT and EcoBoost models are both available with an optional Performance Pack, which adds a long list of track-focused features, including a front tower brace, Torsen limited-slip differential and optional MagneRide active suspension, wider rear wheels and tires, and larger 390-mm front and 355-mm rear Brembo brakes. The GT Performance Pack adds brake ducts for more enhanced cooling, and a standard auxiliary engine oil cooler. The Performance Pack also offers optional Recaro seats and active exhaust.

How does the 2024 Ford Mustang drive?

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Day One of the Mustang’s two-day reveal in California comprised a short drive in the EcoBoost Fastback — with the Performance Package — encompassing a negotiation of L.A. County’s jammed highway system, in temperatures reaching 41 C, which was more a testament to the car’s air-conditioning than its sporting bona fides. Soon, though, we got off the congested four-lane for the canyon roads of the Angeles National Forest. Slipping into Sport mode, we took to the twisting and undulating tarmac like a dog on a bone.

Getting straight to the point, the EcoBoost is impressive. The engine is responsive and delivers a pleasing exhaust note. Grip from the Performance Pack’s P255/40R19 Pirelli P Zero rubber was limpet-like in the corners, and the big Brembo brakes scrubbed speed rapidly. The only issue was the car’s steering feel. Yes, it turned easily and with precision, but the wheel’s weighting is far too light, feeling way over-boosted. If you can live with that, the EcoBoost’s lower price, better fuel economy, and lighter weight (about 1,630 kg) are all positives for those seeking Mustang thrills — and drop-top driving in the case of the convertible — on a more limited budget.

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Day Two saw my driving partner and I in a GT Convertible 10-speed, also fitted with the Performance Package, which included even larger Brembo brakes — six-piston calipers on the rear — than offered on the EcoBoost, as well as larger P275/40R19 P Zeros on the rear. Our route, like the first day’s, took us through traffic-congested four-lane to another part of the Angeles National Forest Highway, as well as the even twistier Angeles Crest Highway, which, as it snakes along the San Gabriel Mountain range, is one of California’s truly great driving roads. And judging by a number of high-priced sports cars being taken out for some “exercise,” popular with local gearheads.

If the EcoBoost impressed, the GT delighted. The new Mustang is a large car, 4,811 millimetres in length and in convertible form tipping the scales at 1,820 kilograms (82 kg heavier than the Fastback); yet, at truly “sporting” speeds, the car seemed to shrink in size. Within reason, turns were attacked with enthusiasm, engine thundering, paddle shifters flicking, brake pedal modulated. The GT accelerated with verve and went where it was pointed, and the steering felt more precise than in the EcoBoost. Simply, the car behaved.

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Meandering the Pacific Coast Highway through Malibu, the GT convertible also proved a great cruiser, at least for two — any back-seat passenger will find legroom at the mercy of those up front. Simple, one-touch activation with a single-handle centre latch opens and closes the fully lined and insulated fabric roof. The cabin is appreciably quiet, even at highway speeds, so a raised voice is not necessary to carry on conversation. The only issue is that the roof cannot be raised or lowered while the car is in motion, even at crawling speeds.

2024 Ford Mustang drift brake

I’m not sure how diehard Mustang fans will feel, but to become more relevant to a younger customer base, Mustangs with the Performance Package come standard with an electronic drift brake “unlocking the rear-wheel-drive drifting capability of Mustang with the visual appeal and functionality of a traditional, mechanical hand brake.”

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Ford claims the brake is engineered “for novice drivers to learn and improve their drift skills while also providing expert drivers with a competition-ready system.” I tried it, it works. Turning the wheels and reefing on the handle pivots the car 180 degrees — if you’re skilled enough — in a tight arc. And, yes, I don’t see the point, but if it proves a selling feature for today’s youngbloods, then good for Ford.

What does the 2024 Ford Mustang look like?

The seventh-generation Mustang will, to those who aren’t fanatics of the pony car, look a lot like its predecessor. Yet closer inspection will reveal copious tweaks and tucks that freshen the car’s classic lines. Ford designers allow the upper grille design shape is influenced by the original 1960s design. The “tri-bar” LED headlamps continue the Mustang’s classic lighting signature, and the roofline, stance, and shortened rear overhang are also reminiscent of the first-generation’s proportions. The extended rear deck houses new signature tri-bar lighting and a redesigned diffuser.

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The Ecoboost and GT have their own unique front ends. The GT sports larger, more aggressive grille openings for increased airflow. The car’s aerodynamics are optimized with the addition of new hood vents and redesigned front splitter.

Customers can choose from three Brembo brake caliper colours — black, red, and Grabber Blue — plus a new lineup of alloy wheels, ranging from 17-inch standard size on base models; to 19-inchers for the GT, with optional 20-inch alloy wheels.

What is the 2024 Ford Mustang’s ‘fighter-jet-inspired’ interior like?

Ford says the 2024 model showcases the most technologically advanced, driver-centric cockpit of any Mustang to date. The “fighter-jet-inspired” cockpit offers two curved displays that can be customized to show the information the driver wants or needs to see. The 12.4-inch digital instrument cluster is customizable to display different animated designs and new drive-mode visuals. Settings can be adjusted by swiping the graphic to rotate the car virtually, in game-ified style.

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Mustang’s default instrument gauge setting has shifted from traditional, cool blue and light grey tones; to a more modern, copper appearance theme also shared with the Mach-E. From there, almost everything in the displays – and the ambient interior lighting – can be configured to selected tones, while instrument clusters adapt to drive mode selection.

Ford is turbocharging its ICE growth plan, adding connected technology, opinionated derivatives, and hybrid options to our most profitable and popular cars

Jim Farley, Ford CEO

This digital instrument cluster can be optionally configured to flow into a 13.2-inch Sync 4 centre stack behind a single piece of integrated glass that’s angled toward the driver. Physical buttons, such as radio and climate controls, have been removed, and are now integrated into a digital display, Ford claims that research shows this would be popular “with Millennials, Gen-Z, and traditional Mustang drivers alike.” Beyond the screen, a flat-bottom steering wheel provides more space when getting seated.

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Other advanced driver assistance technologies

The Mustang comes equipped with Ford Co-Pilot360 features, including speed-sign recognition, intelligent adaptive cruise control with stop-and-go, lane-centering assist, Evasive Steer Assist, and Reverse Brake Assist. One interesting feature is Active Pothole Mitigation, included with the Performance Package, which continually monitors suspension, body, steering and braking input and adjusts suspension response accordingly.

What is the 2024 Ford Mustang’s competition?

Truly, the Camaro is Mustang’s only true competitor, and Chevrolet has announced the final sixth-generation model comes off the assembly line in January 2024. For the short 2024 model year run, Chevy will celebrate the car’s end with the addition of the Collector’s Edition package on the RS and SS, and on a limited number of ZL1s.

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Final Thoughts

You know that line from Joni Mitchell’s “Big Yellow Taxi”? I mean the one that offers “Don’t it always seem to go/ That you don’t what you got ‘til it’s gone.” For those who have loved Detroit muscle — and for those who continue to — this could be the final hurrah for the OG pony car. Yes, EVs can be outrageously fast, but I’ve yet to encounter one that delivers anything close to the visceral thrills of flogging a big ol’ V8. The EcoBoost can make you smile; the GT slaps an ear-to-ear grin on your face.