2024 Ford Mustang EcoBoost First Drive Review: Fun, Functional, Four-Cylinder Foal

The Ford Mustang enters its seventh generation for 2024 and other than the electric Mach-E crossover, the Blue Oval’s muscle car has always stayed true to its roots: low slung good looks paired to a front engine, rear-drive layout. Likely to slightly irk the purists, though, is the fact that the new entry-level Mustang continues to use a 2.3-liter turbo-four. No, the EcoBoost may not have the horsepower or thunderous exhaust note of the joyous Coyote V8-powered Mustang GT—stay tuned for my review of that version in the very near future—but those in the know, know: Between Ford's activities in IMSA and Trans Am way back in the day, the Fox-body SVO, and, yes, the previous-gen EcoBoost, Ford knows how the make the most out of less.

For this latest iteration, the Dearborn brand made a laundry list of upgrades and refinements to the new pony car, including some refreshed styling and technological additions to keep it fresh and relevant, especially in the eyes of a younger demographic.

2024 Ford Mustang EcoBoost Specs

• Base Price (as tested): $32,515 ($43,875)

• Powertrain: 2.3-liter turbo-four | 10-speed automatic | rear-wheel drive

• Horsepower: 315 @ 5,500 rpm

• Torque: 350 @ 3,000 rpm

• Curb weight: 3,588 pounds

• Seating capacity: 4

• Cargo capacity: 13.3 cubic feet

• EPA fuel economy: 22 mpg city | 33 highway | 26 combined

• Quick take: Ford hit all of its marks, but I'll miss the manual transmission.

• Score: 8/10

The Basics

Kicking off this laundry list is the new 'Stang's looks. The outgoing S550 was one of the best-looking Mustang generations ever, so the new S650 had some pretty massive shoes to fill. I think Ford did OK; sure, it might look vaguely Camaro-like from some angles, it’s longer and more flattened-out than the S550, and the body creases between the rear fender and door are a little awkward, but on the whole, it's an inoffensive, good-looking, muscular sports car. I wasn't sure about the headlights at first, but up close, they really do nicely adorn the EcoBoost's determined face and overall brawny figure.

Inside, there are some bits carried over from the S550. The center tunnel, armrest, storage compartment, as well as the cupholders and their surrounding plastic, seemed to be the same, as is Ford's unique Eau de Flat Rock new car smell.

In terms of new interior fare, though, there's plenty. First and foremost are its screens, which measure 13.2 inches in the center and 12.4 inches behind the wheel. The center screen is aimed 10 degrees toward the driver and is very high-res. Ford's latest Sync 4 infotainment software was very easy to get to grips with and possessed minimal lag and a very intuitive layout. It's really customizable, and I especially dug the ability to summon different gauge styles, including Fox-body-emulating faces.

Similar to a few other recent Ford products, the company has gone hard in the paint in making the most of cheaper materials. The dash plastics are hard but possess an interesting, carbon-fiber-like pattern and are joined by faux stitched leather. Elsewhere, the main touchpoints are soft and felt of good quality for the price point.

Refreshingly, the Mustang remains very tall-folk-friendly. It was easy to lug my six-foot-three self in and out, and the interior felt generally more roomy than the S550’s. The seating position felt higher than before, but not enough to spoil the low-slung sports car feel. I already had plenty of headroom with the base seats, but the Performance Package's Recaros provided even more space.

Driving Experience

Rolling across sun-beaten tarmac in San Gabriel Valley's industrial corridor, the passively damped Mustang EcoBoost Premium rode very well. It soaked up the rougher stuff yet maintained a solid, sports car-like character as if Ford bumped overall chassis rigidity and left the rough stuff exclusively to the dampers. Once the road gained more twist, the ride remained comfortable with some roll through some fast sweepers, but it never felt too soft. The brakes felt adequate as well, with good-enough pedal feel and stopping power. Though, anyone after more would be wise to upgrade to the Performance Package's six-piston front/four-piston rear Brembo package.

Later, I swapped keys for a Performance Package and had the opportunity to feel out this more enthusiast-centric version on both a short drift course and an autocross circuit. This $3,475 add-on encompasses a Torsen LSD, 19-inch gray wheels on summer tires, a strut-tower brace, the drift brake, heavy-duty front springs, Brembos, paddle shifters, a bigger rear sway bar, as well as different chassis, steering, and stability control tuning. Going for the Performance Pack also unlocks the ability to give Ford another $1,750 for MagneRide adaptive dampers. Ford personnel said they summoned all of their development know-how from the previous generation to refine these even further, and body roll was virtually nowhere to be found in Sport and Track modes.

Another neat trick up the Performance Package's sleeve is that new drift brake—a cable-less hand brake that electronically actuates the rear brakes to help induce skids. It's a neat piece of tech but was a little odd to get the hang of—I've always been more of a just-stab-the-gas kind of hooligan. Whether or not it can be trusted with the general public in an age of takeovers and Cars & Coffee carnage is a whole 'nother discussion altogether. Get the popcorn ready.