Ford Motor Company looks to its 60-year-old Mustang to unite an industry in transition.
Mustang, better than any car currently parked within a dealer lot, bridges the gap between once traditional V-8 strength and up-and-coming all-electric EV wattage. It’s one of the few iconic nameplates with both an EV version (Mustang Mach-E) and traditional Internal Combustion Engine (ICE). Plus, it’s available in an open-top convertible (at least when ordering the old-school ICE).
Mustang’s visual formula remains simple and little changed from the mid-1960s: long hood, cozy people pod, sizeable, weighty side doors and short rear deck lid with power diverted to the rear-wheel only (no all-wheel drive available). Mustang includes very-recognizable portrait-type tri-bar rear tail lights in a beveled fashion and tri-themed headlight housing up front. The horse-in-motion logo continues centering the long, narrow overhang grille (larger in 2024 compared with 2023) between headlights. The same trotting pony logo shines at night via side-view puddle lamps emanating from rather small, square-ish side view mirrors in Premium trims.
This week’s tester represents Mustang’s seventh generation 2024 makeover. The interior borrows a fighter jet theme due in part to a wide center infotainment screen while two returning ICE engines promise a bit more pony power. All new body panels adorn its exterior. Dimensions remain largely unchanged from the previous effort with several platform carryovers while the suspension gets a heavy rework. In general, this next-gen effort checks in as evolutionary rather than revolutionary. Those adoring Generation Six Mustangs have much to appreciate with Gen Seven.
One of my long-deceased uncle’s prized possessions shared proudly and often with his #1 (and only) nephew was his 1964.5 Mustang bought brand-spanking new (and priced under $3,000). At four years old, I recall a spartan interior, loud engine and a first exposure to a manual transmission. He often lamented parting ways with his prized pony much too soon. Now 60 years later, my 14.5-year-old-niece rides shotgun with her sole Uncle as he tests Mustang’s 2024’s cozy confines prior to her personal dive into driver’s ed during the upcoming school year. Mustang’s circle of life continues strong through three generations.
While Ford goes all in with Mustang’s next generation effort, once proud domestic pony car rivals from Chevrolet (Camaro) and Dodge (Challenger) announced recent retirements of their current internal combustion engine form after decades roaming the roads.
Availability of V-8 engines in 2024 within sedans, coupes and crossovers continues shrinking as the industry slowly transitions to an electrified future. Some large pickup trucks and Sport Utility Vehicles still offer large ICE engines, but now offer more horsepower and low-end torque with electric motors (see the Ford Lightning pickup).
Mustang 2024 trim levels include EcoBoost, EcoBoost Premium, GT, GT Premium and track-ready Dark Horse (replacing the Mach 1 offering from past years). The EcoBoost trims includes Ford’s upgraded turbocharged 2.3-liter inline four cylinder engine delivering 315 horsepower, five more than the previous generation. Need a bigger bang? GT ups the ante with a 5.0-liter naturally aspirated V-8 cranking out 480 horses, 30 better than 2023. The Dark Horse V-8 ups horses to a best-bang 500. Both engines offer a convertible option, sans the Dark Horse.
As with the first-generation mid-1960’s debut the 2024 includes an available performance-oriented driver-involved six-speed manual transmission, standard in the naturally-aspirated 5.0-liter V-8 (10-speed automatic a $1,595 option).
The EcoBoost engine combined with standard 10-speed automatic transmission provides a decent 22 miles per gallon city and 33 mpg highway. Both mileage estimates drops precipitously with the 5.0 V-8 generating 15 city and 24 highway. With the six-speed manual, subtract an additional one mile in each category. Both engines recommend premium unleaded fuel for maximum results when refilling the 16-gallon tank.
The V-8 continues forward with a soothing, low-key rumble missing from most four and six-cylinder engines. The audio emission growls with differing attitudes upon selection of several options available from the though screen’s ‘My Ford’ menu.
Our V-8 5.0 FT Dark Matter Gray Musang GT hardtop tester included visual reminders such as 5.0 prominently displayed upon the front fenders and back trunk lid, a raised rear spoiler and semi-functional hood extractor show piece. A quad-style exhaust exists under the trunk. The front grille sports a larger, more aggressive opening allowing increased air flow to sooth the engine.
With the standard six-speed manual transmission, pricing began at $46,015 for our GT Premium. Extras included Equipment A package; ($2,900), GT Performance package ($4,995) Bronze appearance package ($995), MagneRide damping system ($1,750 smoothing out the curves) and red seat belts ($295). The bottom line reached $61,620 after adding the $1,595 destination charge and assorted dealer add-ons.
The $4,995 GT performance package includes the visually appealing raised rear wing/spoiler, painted ebony grille, electronic hand-operated parking brake, heavy duty front brakes and upsized rear sway bar. The $2,900 Equipment A package adds upgraded sound system, illuminated scuff plates and security package. The lowest-priced EcoBoost fastback (hard top) starts at about $31,000.
The lack of rear side doors contributes to Mustang’s legendary side blind spots helped along by static, tri-angled rear side widows. Seating position in Gen 7 (and Gen 6) remains taller than the first five generations.
Once situated withing the tall-standing and supportive buckets, one observes the new-for-24 long, curved, IMAX-type rectangular flat screen combining both the digital dash and touch-sensitive multi-function right side into a single glass panel. It’s standard in both Premium trims while an eight-inch center screen adorns base models. The 2024 version includes a fourth-generation of Ford’s SYNC interface while the 2023 ‘Stang enjoyed SYNC’s third generation. Once again, Apple CarPlay and Android Auto interactivity arrive standard. Wireless charging pads are optional. The screen includes an easy-to-follow formant with large icons, but keep in mind, HVAC controls largely take place through the touch screen rather than convenient (in my humble opinion) twist knobs.
Base models include cloth seats and optional vinyl inserts. Our Premium trim included leather-type surfaces. Tall backrests adorn both buckets which move manually when pulling a below-seat bar in GT trims.
Many settings nest within the center screen including a choice of instrument panel designs and drive modes. Interior mood lighting choices run the full spectrum accenting side door handles and below-door scuff plates; our tribe settled on a summer orange theme.
Mustang’s V-8 includes a flat-bottom steering wheel popular within the race car circuit. Drive modes may also summon from a button residing on the left-side (9 o’clock) on the three-spoke steering wheel. The manual transmission shifts easily with a predictable foot clutch engagement point with standard ‘rev-matching’ holding engine RPM when the clutch engages retaining peak torque during shifts. Nice.
The screen’s right side gently skews towards the driver as do the two landscape-like air vents below. Under the vents resides a design resembling a sound system of old, but instead houses a multitude of duties including start/stop push button and on/off/volume twist knob and five function buttons in between.
The red electronic circular push button clearly spells out ‘start/stop/engine’ and resides far left where the stereo’s on-off-volume knob would normally reside. The stereo’s on/off/volume dial now skews rightward where one usually locates the tuning dial. In between, a half-dozen push rectangles control a window defroster, hazard button, traction control and a couple quick-hit buttons working in tandem with the giant flat touch screen.
Ford smartly markets the back row as a two-seater; convincing otherwise would be futile. Sometimes squeezing two adults sometimes seems just as futile as leg and head room remain at a premium (a Mustang staple for all generations). However, Cara, the 14.5-year-old teen tester found the experience more than acceptable thanks to limber body parts. Abby the pet Schnauzer smiled and panted approval of the dog-friendly digs while riding side saddle.
Seat backs fold down in 50/50 fashion to gain access to the relatively spacious (for a sporty compact) 13.5 cubic feet of room (convertibles reduce volume to 11.4 cubic feet) with shock-absorber-like bracing outside the cargo hold connected to the lid. Ford brags a pair of golf bags can tee up in this space. True, but bags best be mid-sizers, not the jumbo Caddyshack-style conveniently boasting built-in beer taps.
Adaptive cruise control, now standard within the V-8, automatically speeds and slows Mustang from a pre-determined speed based upon the distance of the vehicle ahead on the highway with control buttons on the steering wheel. Other notable standard safety goodies in both I-4 and V-8s include lane departure warning, blind spot warning and always helpful rear cross traffic alert.
In closing, Mustang circa 2024 remains a last bastion combining a heart-pumping ICE V-8 under hood a compact frame; a welcome throwback to an earlier driving era now with modern comforts.
2024 Mustang GT
Price as tested: $61,620
Engine: 5.0-liter V-8
Horsepower: 480
Wheelbase: 107.0 inches
Length: 189.4 inches
Height: 55.0 inches
Width: 75.4 inches
Curb weight: 3,827 pounds
Fuel Economy: 14 mpg city/ 23 mpg highway
Powertrain warranty: Five years/60,000 miles
Assembly: Flat Rock Michigan
