2024 Ford Mustang

The 2024 Ford Mustang enters a new generation, with style and power worthy of the name, plus new tech to enhance it. Pricing starts at $30,920.

The Dodge Challenger has retired, the Chevy Camaro is coming into the pits. The rejuvenated Ford Mustang is still out there for yet another series of hot laps. The pony car, that most American phenomenon, is alive and galloping, thanks to Ford and its commitment to keeping the Mustang healthy and desirable.

Many cherished elements remain evident, like muscular engines (including a V8), rear-wheel drive, coupe and convertible bodies, and that special Mustang styling. They’re joined in this fresh model by contemporary technology, not just for the infotainment system and safety features, but also to squeeze even more fun from the driving experience.

The 2024 Ford Mustang starts at $30,920. That’s for a Fastback model (what most of us would usually call a coupe) with the turbocharged 4-cylinder engine, known as an EcoBoost. GT versions have a V8. Convertible Mustang variants start at $39,020. The new Mustang is on sale now, and we’re optimistic that Ford will keep dealer markups under control.

These are manufacturer’s suggested retail prices (MSRP) and do not include the $1,595 factory-to-dealer delivery fee (destination charge). Or $645 for what Ford calls an Acquisition Fee.

As one new generation of American muscle car rolls in, two roll out completely. The Dodge Challenger ended its run with the 2023 model year, while 2024 closes the book on the Chevrolet Camaro, which starts at about $31K. If the whole “born in the USA” thing doesn’t matter, we’d also suggest looking at the Toyota GR Supra (starting in the mid-40s), BMW Z4 (kicking off in the mid-50s), or the new-for-2024 Nissan Z (low 40s).

Before buying a new Mustang, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. In the rarefied air of high-performance American cars, only the Corvette has better resale values than the Mustang.

What’s New for 2024

The seventh generation of Mustang launches for 2024, not only keeping the pony car alive, but breathing new life into the genre with contemporary tech and smart engineering. If Ford is only going to make one car (the company concentrates heavily on SUVs and trucks), then it really has to be the Mustang.

EcoBoost versions of the 2024 Mustang have a turbocharged 2.3-liter 4-cylinder engine sending 315 horsepower to the rear wheels. More than enough for enjoying the quietest and twistiest of public roads.

Ford calls its new Mustang “the most athletic and confidence-inspiring” it’s ever been. We’re inclined to agree. The 2.3-liter engine is lively and responsive, complemented by a suspension that’s nimble, grippy and stable, yet still capable of comfort. A standard limited-slip differential helps with the traction. The 10-speed automatic transmission shifts sweetly, while the brakes feel precise and sure. We didn’t feel any scuttle shake in the convertible, either. We do think the steering in this EcoBoost model is a touch over-assisted, though. Even in Sport mode, we’d prefer it to be not quite so light.

A 5.0-liter V8 provides the GT Mustang with 480 horsepower (486 horses with the active exhaust system). This same engine is boosted to 500 horsepower for the all-new Dark Horse variant. The model year is 2024, but these V8-powered Mustangs come with a 6-speed manual transmission as standard (the 10-speed auto is optional), because a stick shift can be hugely entertaining.

We’ve spent hundreds of hours driving and researching the current collections of cool coupes and convertibles, including this new Ford Mustang.

Fuel Economy

The 2.3-liter EcoBoost engine achieves 26 combined mpg (22 city, 33 highway). Unless it’s accompanied by the optional Performance Pack, in which case fuel economy is 24 mpg combined (21 city, 29 highway).

The GT gets 18 combined mpg (15 city, 24 highway) out of its V8 when paired with the 10-speed automatic transmission. With the 6-speed manual gearbox, those figures drop to 17 combined mpg (14 city, 23 highway). The manual-only Dark Horse is rated almost the same, but is thirstier on the highway by one mile per gallon.

Both engines are fine with regular gasoline.

We like the spaciousness up front in this new Mustang. A great American muscle car has to fit a couple of great Americans, after all. The front seats are comfortable and well-shaped, able to hold their occupants if there’s some fast cornering involved. Even sportier Recaro front seats are part of the GT Performance Package. Every version has a flat-bottomed steering wheel, making it easy for drivers to slip their knees under.

Although this latest generation of Mustang does not deploy any hybrid technology, it can pack some great infotainment tech, like the digital driver information display, and the large infotainment touchscreen in the center console — angled slightly toward the driver. Ford uses this touchscreen to keep the number of physical controls in check. For example, adjusting the climate control is done with the screen. This approach is the current fashion, but it’s rarely popular with our reviewers or in the comments we hear from readers about their new cars.

The materials and build quality are more than acceptable, though, and we like the simulated carbon fiber around the air vents. Even the cloth seats in the base model looks good. There are six cabin color schemes, or what Ford calls “environments.”

Don’t bother sitting in the back seats unless you’re Ant-Man. They’re small, hard to climb into, even harder to climb out of, and it feels claustrophobic back there with the wide rear pillars blocking the view (unless you’re in the convertible with the roof down).

Ford says the Mustang’s trunk can hold a couple of golf bags.

Following the usual Mustang formula, the Fastback is the coupe, the Convertible is self-explanatory. The car looks new and yet still looks like a Mustang. With their hood scoops and bigger grilles, the GT and Dark Horse versions look a little more menacing than the EcoBoost, which is cool.

Compared with its predecessor, this Mustang’s belt line is lower, giving the effect of a lower car overall and hinting at the potential speed under that long hood. If we were going to be slightly negative, it makes us think that someone might have used artificial intelligence to create a Mustang as if it had been designed by Audi.

There’s a palette of 11 paint choices, including a new Yellow Splash. We reckon the Dark Horse is going to look particularly good in Blue Ember, Vapor Blue or Shadow Black. One sweet little Easter Egg on the GT is the row of silhouettes across the base of the rear window, denoting every generation of Mustang.

Stripes are on the menu as well. Buyers can also select one of three colors for their Brembo brake calipers. And Ford offers a Bronze Appearance package across the lineup, with alloy wheels finished in Sinister Bronze.

12.4-inch digital instrument cluster
Higher trims of the new Mustang offer this excellent high-resolution display. This and the infotainment touchscreen are built into one unit. They’re each based on a fast and flexible system used in video games: Unreal Engine 3D. This cluster also has a calm mode, showing just the basic details.

Infotainment system
A 13.2-inch touchscreen is available. It responds quickly, looks super-crisp, the setup as a whole is easy to learn, and it receives over-the-air updates. There’s even a high-mounted USB port to power a camera, so there’s no need to trail wires across the windshield.

Personalization
Between the exterior colors and stripes, interior “environments”, drive mode settings, and the ability to customize what information is displayed, the new Mustang can be configured exactly to an owner’s liking.

Performance Electronic Drift Brake
Part of the Performance Pack with either engine, this is a clever feature that allows drivers with limited experience in the joys of rear-wheel drive and powersliding the tail end to improve their drifting technique, while also providing a track-ready function for more proficient drivers.

Remote Rev
This feature allows the driver to rev the engine while outside using the key fob. It’s available with both engines, but it’s an especially great way to enjoy the rumbles and roars of the Mustang’s V8 engine and its optional active exhaust.

Line Lock
This feature allows the driver to apply the brakes just to the front wheels while allowing the rears to spin. The idea is to get the tires up to an ideal temperature for an optimum launch.

A turbocharged 2.3-liter 4-cylinder propels EcoBoost versions of the new Mustang, making 315 horsepower and 350 lb-ft of torque. This goes to the rear wheels (all Mustangs are rear-wheel-drive) through a 10-speed automatic transmission.

GT and Dark Horse versions employ a naturally aspirated (no turbos or such) 5.0-liter V8. In GT models, it develops 480 horsepower and 415 lb-ft of torque, or 486 horsepower and 418 lb-ft of torque thanks to better breathing through the optional active exhaust system. The Dark Horse’s V8 generates 500 horsepower and 418 lb-ft of torque. A 6-speed manual transmission with a rev-matching function on downshifts is paired with every Mustang V8. GT cars offer the 10-speed automatic as an option.

3-Year/36,000-Mile Warranty

Ford’s new-car warranty lasts three years or 36,000 miles, whichever happens first. Powertrains are covered for five years or 60,000 miles. This is all fairly typical.

Safety Ratings

Until the new Mustang is crash tested by the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA), we’ll just mention that standard safety features include forward collision warning with automatic emergency braking and pedestrian detection, blind-spot monitoring with cross-traffic alert and braking, and lane-keeping assistance. The optional Performance Package offers an adaptive suspension that can adjust itself for potholes, which is a Ford first.

Our Expert Ratings come from hours of both driving and number crunching to make sure that you choose the best car for you. We comprehensively experience and analyze every new SUV, car, truck, or minivan for sale in the U.S. and compare it to its competitors. When all that dust settles, we have our ratings.

We require new ratings every time an all-new vehicle or a new generation of an existing vehicle comes out. Additionally, we reassess those ratings when a new-generation vehicle receives a mid-cycle refresh — basically, sprucing up a car in the middle of its product cycle (typically, around the 2-3 years mark) with a minor facelift, often with updates to features and technology.

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