The 2024 Ford Mustang S650 marks a significant milestone for Ford’s iconic sports car, now celebrating its 60th anniversary with the seventh generation. This latest iteration takes the Mustang’s legacy of muscle car performance and legendary design and blends it with modern technology and refinements.
With the lineup starting from the EcoBoost model and culminating in a track-ready Dark Horse special edition, which is all sold out, Ford offers a variety of configurations. We headed out to Adelaide and The Bend Motorsport Park, as part of the official media launch, to try out the new beast to see what it’s like.
2024 Ford Mustang: Specifications
2.3 EcoBoost
Engine: 2.3-litre turbo four-cylinder
Output: 232kW@5500rpm / 475Nm@3000rpm
Gearbox: 10-speed auto
Tare weight: 1708kg
Official consumption: 9.4L/100km
0-100km/h: 5.54 seconds*
Starting price: $64,990
5.0 V8
Engine: 5.0-litre naturally aspirated V8
Output: 347kW@7250rpm / 550Nm@4850rpm
Gearbox: 6-speed manual
Tare weight: 1775kg
Official consumption: 13.6L/100km
0-100km/h (manual/auto): 5.34/5.02 seconds*
Starting price: $77,002
Dark Horse
Engine: 5.0-litre naturally aspirated V8
Output: 349kW@7250rpm / 548Nm@4850rpm
Gearbox: 6-speed manual
Tare weight: 1784kg
Official consumption: 12.8L/100km
0-100km/h: 4.99 seconds*
Starting price: $99,102
*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different
2024 Ford Mustang: How much does it cost?
Getting into a Mustang means you have to part way with at least $64,990, for the 2.3T EcoBoost – up from $55,590 for the predecessor. This powertrain only comes in auto coupe format. Next up is the GT manual, which is the one to go for in my opinion. It starts from $77,002.
Opting for the 10-speed auto means you need to fork out an extra $3900, which seems quite steep just for an auto. And then the V8 GT convertible (auto only) starts from $86,752.
Only 1000 Dark Horses are destined for Australia – at least for this model year – and all have been accounted for. It started from $99,102 for the manual and $103,002 for the auto (all prices exclude on-road costs).
2024 Ford Mustang: Interior & packaging
Step inside and it’s immediately clear that Ford has upped the ante in terms of technology. There’s a massive digital display duo that spreads across the dash, integrating a 12.4-inch instrument cluster with a 13.2-inch infotainment system, seamlessly presented on one panel.
This setup not only looks futuristic but enhances functionality, allowing drivers to customise the displays and deep-dive into the vehicle’s settings. It’s a gamified experience, too, with options to configure the cluster layout and select different colour schemes, and play around with an array of engaging and interesting ‘Track Apps’ – more on that later.
Although having a big unit for the screens looks modern and cleans up the amount of physical buttons, it does mean you have to dig around in the screen to get anything done, which can be distracting while driving. Ford has tried to streamline the climate control functions by including a permanent lineup of settings along the bottom edge. However, for me, it still doesn’t seem as fuss-free or as quick to operate as an old-school panel of physical climate controls.
The seats, depending on the trim, range from basic but supportive in the EcoBoost to upscale and race-ready in the Dark Horse, with optional Recaro buckets. Going for the Recaros means you loose seat heating, which obviously isn’t ideal if you live in cold regions.
The materials and finishes inside the Dark Horse are also worth noting, with touches like Bright Indigo Blue accent stitching, anodised paddle shifters, a bespoke shift ball/knob, and dark metallic trim lifting the cabin ambiance. Other than cosmetic tweaks, the Dark Horse is essentially the same as the GT in terms of features and luxuries and so on.
With the Mustang remaining a coupe at heart, rear-seat passengers will feel the pinch, especially on longer journeys. The rear seats look pretty cool, presenting good side bolstering and whatnot, but headroom is seriously limited and legroom is only existent if the front passengers are willing to slide forward a bit. However, the boot is surprisingly practical, offering a decent 408L. That’s certainly enough for a weekend getaway or to support weekly errands.
2024 Ford Mustang: Powertrain & handling
The 2024 Mustang lineup offers a choice between turbocharged four-cylinder power and the classic, rumbling 5.0L V8. Starting with the 2.3L EcoBoost, you get 232kW of power and 475Nm of torque, delivered through a 10-speed automatic transmission. This setup feels more refined than its predecessor, with smoother shifts and improved low-end torque thanks to the new twin-scroll turbocharger and now both direct and multi-point injection.
It is surprisingly quick. We had the opportunity to conduct some performance tests with the Vbox to see what it could do. And, yeah, it returned two successive 5.5-second runs for 0-100km/h. We weren’t allowed to exceed 100km/h as we didn’t wear helmets for this portion of the event, but we’ll try and get some full testing with quarter mile done on the private road as soon as possible. It’s a quick thing.
For those who want a taste of Mustang without committing to the fuel bills of a V8, the EcoBoost provides a more economical yet still-exciting option. It’s responsive enough for daily driving and of course it looks just like any other Mustang. Ford has introduced some new vertical bars within the front grille area to help distinguish the V8 from the EcoBoost, but, really, unless you know, it’s hard to spot the difference. Fuel economy is rated at 9.4L/100km on the official average cycle. That compares well to the GT auto, rated at 12.8L/100km.
That said, the true heart of the Mustang is in the V8 offering. The 5.0L Coyote V8, available in both GT coupe and convertible – and Dark Horse – now features dual throttle bodies and enhanced air inlets, boosting both high-end power and low-end torque. In the GT, the American-made unit pushes out 347kW and 550Nm – up from 339kW/down from 556Nm in the S550 Mustang. In the Dark Horse that’s bumped up to 349kW – Australia misses out on the 373kW tune offered in America.
With the six-speed manual in the GT, it’s an exhilarating drive. The GT uses a Getrag gearbox which offers smooth shifting action and low effort to move the lever. This is great for cruising and the odd mountain road blast. However, for rapid shifting and pure abuse, the Dark Horse gets a superior Tremec unit. Out on the track it is easy to feel and experience the difference. You can really smash it through the gears while the Getrag doesn’t seem to like it so much. Still decent, but a bit clunky to shift really quickly.
The 10-speed auto with paddle shifters, however, is ideal for drivers who want to maximise performance without having to work the clutch – it’s more fuel efficient as well, rated at 12.8L/100km vs 13.6 in the manual. This is a superb cruiser, and with so many ratios, it seems to like keeping the revs high, so it sounds like a street machine on its way to Summernats. Very cool. We timed 0-100km/h in 5.02 seconds in the GT auto and 5.34 seconds in the GT manual.
For the ultimate track experience, the Dark Horse is the one you need. With special brake cooling ducts and a Torsen differential, and the Tremec manual, as well as unique suspension tuning with MagneRide adaptivity, this really does feel like a completely different animal on the track. It’s tighter and more focused around corners, and just feels more together and ready for action. It is such a shame Ford Australia doesn’t offer this as a permanent part of the range – like in America.
As for all the gadgets and fun apps, this is where the Mustang separates itself from some of the rivals. You’ve got everything from acceleration timers, lap timers, rev-matching, and even a ‘line lock’ function to hold the front brakes on while you do a burnout (see video below).
For the S650 Ford has added a ‘drift brake’ handbrake as well, which basically provides a hydraulic-like handbrake lever for snapping the car into oversteer. There’re also a range of driving modes, from Sport, Race Track and Drag Strip modes, and launch control for the manual.
Although some of these functions are a bit gimmicky, they do enhance the overall fun and flexibility of the Mustang. And, in general, they make the car more engaging and entertaining.
Speaking of engaging, the handling is still pretty crude and old-school in my opinion. Well, at least compared with sharper and more precise rivals like the Toyota GR86/Subaru BRZ, and Mazda MX-5. And it’s not as refined as a BMW 2 Series, competing in the same segment.
In saying that, the ride comfort is good and it is a more friendly beast compared with the outgoing model. It seems to turn in with increased enthusiasm and traction is excellent. At the end of the day, these are muscle cars. Aside from the Dark Horse, the GT and EcoBoost are best enjoyed on a flowing coastal road or belting down sweeping bends in the country.
2024 Ford Mustang: First impressions
We’re so happy the Mustang still exists, especially with the V8 and with the availability of a manual transmission. Such a combo is becoming extremely rare. And as before, if the Mustang wasn’t around, the new-car market would be a more boring place.
The new model is smarter, sharper and more refined than the predecessor, and that’s what matters most. Yet, it retains all of the exciting muscle car elements that this nameplate has been historically renowned for. The legend does indeed continue.
We’ll aim to do a review on different variants in the near future to focus in on the specific features and performance.
2024 Ford Mustang: Video
