2024 Mustang GT specs

Ford’s all-new seventh-generation Mustang comes with a totally reimagined driving experience thanks to the two new engines – a 2.3L EcoBoost and a 5.0L Coyote V8 – and a new Electronic Drift Brake that allows novices to drift like a pro.

Three trim levels – base Ecoboost, sporty GT, and track-focused Dark Horse – will be available at the start. The Ecoboost gets an all-new turbocharged 2.3L engine and while Ford says it is the “most athletic and confidence-inspiring Mustang EcoBoost,” the company preferred not to disclose its horsepower, torque, and fuel economy.

Below, a quick look at the 2018 Mustang GT we reviewed here, against the redesigned 2024 model:

New Mustang GT’s Performance Updates

The 2024 Mustang GT and Dark Horse carry the fourth-generation 5.0L Coyote V8, which pumps out “the most naturally aspirated horsepower of any Mustang GT.” Although it is the most powerful Coyote V8, we still do not know its horsepower and torque rating. 

Ford only mentioned the changes for the V8 powerplant, which now features an advanced dual air intake box and dual-throttle body design that aids in reducing induction loss by permitting higher air flow rates.   

It is worth mentioning here the 2024 Mustang Dark Horse will deliver a little more horsepower than the Mustang GT, courtesy of its specialized tuning and other upgrades. The automaker aims for 500 hp (373 kW). 

GT still keeps the 6-speed manual transmission

Regarding transmission, the turbo-four Ecoboost comes with a standard 10-speed automatic transmission as only 10 percent of sixth-generation customers showed interest in Ecoboost/six-speed manual. 

However, the 2024 Mustang GT will continue to offer a standard manual transmission, while the 10-speed auto is optional. Similarly, customers will be able to choose between a six-speed manual and a 10-speed automatic transmission for the Dark Horse. 

Whichever transmission you choose, the power always finds a way to the rear axle alone.   

Handling updates: 6 Drive Modes and GT Performance Pack for track duties

The new GT promises to be the most exhilarating and fun-to-drive Mustang on both twisty roads and tracks, thanks to its six Drive Modes that swiftly alter steering input, engine response, and transmission and electronic stability control settings.

Pick the Normal, Sport, Slippery, Drag, Track or Customize (drivers can configure it as per their preference) mode according to the conditions. 

Those who love to hit the track often can opt for the available GT Performance Pack, offering track-focused amenities. This pack adds a front Tower Brace, Torsen Limited Slip differential and optional MagneRide active suspension, broader rear wheels and tires, and bigger, 390-millimeter front and 355-millimeter rear Brembo brakes. Other features include brake ducts for boosted cooling and a regular auxiliary engine oil cooler. 

2024 Mustang GT gains rev-matching

The Mustang GT with a manual gearbox also employs rev-matching that aids in maintaining engine RMP when the driver engages the clutch. It keeps the greatest torque between manual gear alterations, rendering even better precision, excitement, and elegance. 

The faster steering ratios and marginal conformity from the steering wheel to tire considerably increase the GT’s corning dynamics, with improved straight-line supremacy. 

New tech: Electronic Drift Brake and Remote Rev

A class-first Electronic Drift Brake tech, created in association with drift expert Vaughn Gittin, Jr. unlocks the rear-wheel-drive drifting capability. The tech is a part of the Performance Pack enabling beginner drifters to learn and enhance their drifting expertise. 

Furthermore, a new and amusing Remote Engine Revving tech lets drivers start their Mustang and rev the engine using the key fob. 

2024 Mustang release date & photos

The 2024 Ford Mustang GT and other variants will hit the roads next summer. Expect more technical specifications released before the official launch date. 

Ford debuted what may be the last of the V8-powered muscle cars out of Detroit. The redesigned, seventh-generation Mustang has bold new styling, with dramatic bodywork accented with familiar cues, outfitted with more advanced technology and increased power. Unlike most other vehicles revealed at the North American International Auto Show this week in the Motor City, there were no hybrid, plug-in hybrid, or electric versions announced. 

It’s fitting that the pony car that started a performance revolution back in 1964 could be the last V8 to ride into the sunset as the auto industry turns its efforts toward electric models. Stellantis has shown its electric Dodge Charger Daytona SRT concept. GM’s plans for the Chevrolet Camaro haven’t been revealed.

The next-generation Mustang will again be offered in both coupe and convertible form, each available with turbo four and V8 engines. 

For the launch, there will be a base EcoBoost (2.3-liter turbocharged four-cylinder) and GT (5.0-liter V8) trim, each with a Premium upgrade and an available Performance Package, plus an all-new Dark Horse trim.

History supports that further special variants—like a Boss, California Special, Bullitt, GT 500, Mach 1—will undoubtedly be added in the years ahead. 

The redesigned Mustang goes on sale summer 2023, nearly six decades after the original appeared at the New York World’s Fair in April 1964. (See our original Mustang review.) As before, the new Mustang will be produced in Flat Rock, Mich.

What it competes with: Chevrolet Camaro, Dodge Challenger, nostalgia.
What it looks like: A mashup of the current Mustang and Camaro, with a hint of Dodge Charger.
Powertrains: 330-hp*, 2.3-liter turbocharged four-cylinder or 480-hp, 5.0-liter V8 engine; 6-speed manual or 10-speed automatic transmission; rear-wheel drive
Price: $30,000-$60,000*
On sale: Summer 2023
*Estimated

The Mustang has long been a special breed, mixing brutish performance, style, and nostalgia. The current car saw a significant improvement in handling, ride, power, sophistication, and technology over the fifth-gen ’Stang. This new car builds on that, and frankly, it starts from a much stronger position than the current generation. 

Ford is sticking to its proven formula, with the redesign focused on freshening the appearance, boosting the convenience technology, and edging up horsepower. 

That the engines largely carry over is a good thing. The strong base turbo-four powertrain along with thrilling GT V8 muscle suit the car well. (Those who are wondering about a plug-in hybrid version should consider the fully electric Mustang Mach-E.) All the prerequisites to satisfy ardent fans and prospective owners eager to snag a classic, gasoline-fueled V8 before it’s too late seem to be fulfilled. 

What’s most needed with the redesign is improved reliability. The current car performs well in our tests, with some obvious caveats, such as a tight rear seat. And owners love it, based on our member surveys. But they also tell us that reliability has been inconsistent and far below average in recent years. 

Ultimately, this Mustang is destined to be a future collectible, one of the last old-school muscle cars. For that reason alone, we look forward to buying one and taking this potent pony car for a ride.

The exterior borrows from the current muscle cars, with a Mustang angular grille and sloped roofline. The hood seems to draw from the Camaro coupe and perhaps even the Dodge Charger sedan. The rear fenders flare out, with a sharp crease to the top, akin to the Camaro’s aft flanks. Designers often put more visual weight on the fenders of sports cars to emphasize the rear-drive configuration. From a practical standpoint, it adds more wheel-well space to accommodate wide tires on the higher-end trims. 

The rear looks distinctly Mustang, with a clear connection to the current and even previous generation model, particularly with the three-zone taillamps. Historically, these light elements have pulsed one at a time, animating the turn signals. 

Viewed from the side, the lower body resembles that of the Mustang Mach-E electric vehicle. 

The cabin has been given an evolutionary makeover. It moves away from the circular theme with the current car to using more rectangular shapes. Even the steering wheel now has a flat bottom.

The gauge cluster is meant to evoke memories of the angular, Fox-body Mustangs from the 1980s to early 1990s. It has numerous customization options, allowing the driver to dial up the information they favor. 

An available large glass panel spans from the 12.4-inch digital instrument panel across to the adjacent 13.2-inch infotainment screen. That center screen is larger and positioned higher in the dash than before. This moves the vents to below the screen. Upon start-up, the two screens have a welcome animation that adds some sci-fi flash. 

The dash itself is more of a flat shelf than before. The current car has a double binnacle design that’s a nod to the original Mustangs, with an elevated lip on the driver’s and passenger’s side. At least the manual shifter has a classic ball-like knob. 

Cloth upholstery is standard, with an available upgrade with vinyl inserts. Premium models gain contrasting stitching on the seats, doors, and dash. GT models have leather seat inserts.

There are two engines, each carried forward from the sixth-generation car. 

The base powerplant is again a 2.3-liter turbocharged four-cylinder engine. Power outputs haven’t been released yet. The current car produces 310 horsepower and up to 330 horsepower with an available high-performance package. Those numbers give a good indication of where the new car’s power will be.

The 5.0-liter Coyote V8 continues, with modifications that increase output from 460 horsepower to more than 480 horsepower—enough to make this the most powerful Mustang GT ever. (It’s notable that even with the road, rumble, and thrust that make accelerating in a Mustang so rewarding, 0-to-60 mph sprints will likely be in the mid-4-second range—quick for a gas car, but not as quick as many EVs.)

The transmission choices are a six-speed manual or a 10-speed automatic. 

An available Performance Pack adds a front strut-tower brace to bolster chassis rigidity, a limited-slip differential to aid traction, wider rear wheels/tires, larger Brembo brakes, and a new electronic drift brake to aid racers who like to slide the tail out—an activity that requires a safe location and a truckload of tires to spare, preferably away from cameras at local Cars & Coffee events. An active suspension system can also be added to this package.

The GT Performance Pack piles on brake ducts to help with cooling and an engine oil cooler. An active exhaust system is optional.

Drivers can select from six modes to tailor the car’s performance to their needs, affecting steering effort, engine response, and stability control. The modes are Normal, Sport, Slippery, Drag, Track, and a customizable one. 

Among other things, Mustangs are about showing off. This new car adds a remote feature that allows the engine to be revved from outside the car via the key fob. 

Then there’s the Dark Horse, an all-new performance series for the Mustang line that targets dedicated enthusiasts. It has a distinct grille, aerodynamics, and badging. Its Coyote V8 will produce about 500 hp. It uses a heavier-duty, six-speed manual transmission developed from the latest Mustang GT 350, a track-focused version inspired by Carroll Shelby. The 10-speed automatic is also available.

The new Mustang comes standard with Ford Co-Pilot360, which includes forward collision warning, automatic emergency braking with pedestrian detection, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, and lane centering assistance. Adaptive cruise control and speed sign recognition are available.

Models with active suspension gain a pothole mitigation feature, where the car is able to minimize how much a tire drops when passing over a pothole. This not only smooths the ride but may also save the tires and wheels from expensive damage. 

Jeff S. Bartlett

A New England native, I have piloted a wide variety of vehicles, from a Segway to an aircraft carrier. All told, I have driven thousands of vehicles—many on race tracks across the globe. Today, that experience and passion are harnessed at the CR Auto Test Center to empower consumers. And if some tires must be sacrificed in the pursuit of truth, so be it. Follow me on Twitter (@JeffSBartlett).

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