The Ford Mustang is just about the last Pony Car standing, which is a tribute to its enduring popularity. The Mustang kicked off the competition in 1964 as a small, affordable coupe with youthful styling and a choice of engines and transmissions, including the combination of a 289-cubic inch V8 and four-speed manual transmission that delivered genuine performance. Similar vehicles quicky followed, including the Chevy Camaro and Pontiac Firebird from General Motors, the Dodge Challenger and Plymouth Barracuda from Chrysler, and the Javelin and Hornet S/C from AMC. Only the Challenger will also continue being produced next year as an EV, although current owner Stellantis is teasing a turbocharged straight-six option.
It is tempting to say the 2024 and recently-released 2025 Mustangs are the best ever. Even a few days in a 2024 GT Convertible convinced me it is the best riding and handling Mustang I have ever tested. The optional 5.0-liter V8 makes it just about the fastest, too, barring the various high-performance versions. And the rare six-speed manual transmission maximizes the fun.
But when a vehicle has a history as long and storied as the Mustang, it is ridiculous to call any version the “best.” Many people would prefer a mint – or even very good – 1964, if only because of its collectability. All of the Shelby versions have special places in performance car history. I personally prefer the styling of the largest models produced in the early 1970s, especially the Mach 1 with its long hood and integrated scoops. Although we’re all tempted to write off the second-generation Pinto-based version produced from 1974 to 1978, Farah Fawcett made her Cobra II look good on “Charlie’s Angels.” And many Mustang fans first discovered them in 2005, when the original retro-styled model was introduced, inspiring the return of the competing Camaro and Challenger.
You might think Ford would be tempted to let the Mustang cruise along on its considerably merits while the company gears up for the EV market. But in fact, Ford is constantly changing the offerings on the Mustang, frequently rolling out new performance enhancement and special editions. Ford completely redesigned the Mustang for 2024 with sharper exterior lines and an all-new interior. The newest version looks great, with a lower front air dam and taillights integrated into a more chiseled rear spoiler. Perhaps the only change that might disappoint loyalists is the replacement of the retro-styled dash with a 12.4-inch digital instrument cluster connected to a 13.2-inch infotainment touchscreen. The saving grace is that the gauges still look traditional and additional gauge and performance packages are available on the touchscreen.
This year the base turbocharged 2.3-liter EcoBoost V6 is upgraded to generate a healthy 315 horsepower and 350 foot-pounds of torque, although it is only available with a 10-speed automatic transmission. The optional base 5.0-liter V8 remains at a more impressive 450 and 415 foot-pounds of torque, but both are available with a Performance Pack that adds a front strut-tower brace, Torsen limited-slip differential, wider wheels and tires, larger Brembo brakes, and a MagneRide active-dampening suspension.
On top of that, Ford says the optional active exhaust boosts power up to 486 horsepower and a dominating 481 foot-pounds of torque, while offering four touch screen-controlled settings that increase the tone from almost quiet to wake-up-the-neighborhood loud. Also available are Recaro buckets and a Performance Electronic Parking Brake that looks like a traditional lever-action handbrake and is intended to make the Mustang easier to drift.
If all that isn’t enough for enthusiasts, an all-new Mustang Dark Horse track-ready model has also been added that comes with a 500-horsepower Coyote V-8 engine and even more Ford Performance upgrades.
My tester came with the Performance Pack, which includes both exhaust and display settings for out-of-the-box track performance. Although my driving was limited to the streets, the 2024 Ford Mustang GT was always a joy to drive. It could be easily driven gently though residential neighborhoods, then match sports cars on freeway entrances and passing lanes. Car and Driver clocked its zero to 60 time at just 4.2 seconds, which I believe.
It rained most of the time I had the Mustang GT, which means the convertible top only came down a few times. I was very impressed how well the top sealed when up. There was no wind noise at freeway speeds, which meant water wasn’t even leaking in then. Top-down motoring in good weather is the most fun, of course, and I enjoyed the great visibility on those few occasions.
With fewer traditional cars being made these days, we should all be grateful for all versions of the new Ford Mustang. While enthusiasts will prefer the V8 six-speed combination, the base turbo 4 is a lot of fun, too, and a bargain at just over $30,000. Although my tester was priced at more than twice that, it is still a good buy that will outperform more expensive competitors.
2024 Ford Mustang
Base price: $30,920 (EcoBoost V6 Fastback)
Price as tested: $62,200 (GT Convertible Premium)
Type: Compact sport sedan
Engines: Turbocharged 2.3-liter four (315 hp, 350 lbs-ft); N/A 5.0 V8 (450 hp, 415 bs-ft - as tested)
Transmissions: 6-speed manual (as tested); 10-speed automatic
EPA estimated mileage: 22/33; 15/24 – as tested
Overall length: 189.4 inches
Curb weight: 3947 pounds.
Final assembly: Flat Rock, Michigan
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