Ford is in a bit of a bind with the Mustang. The 60-year old nameplate is one of, if not the most, iconic ones in motoring.
Everyone knows the formula: two doors, rear-wheel drive and (ideally) a big V8 up front. But the world has changed a lot since the Mustang’s April 1964 introduction.
The automotive world has probably changed more in the last decade than the previous 50 years of Mustang manufacture. Ford’s already taken a gamble with the Mustang name on the Mach-E electric SUV and the Pony brand is only going to grow from here.
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So, how to keep the original recipe Mustang relevant to the Generation Zs and Alphas of this world? The latest coupe needs to strike a fine balance. The seventh Mustang instalment needs to appeal to a new generation of buyers and take the faithful along for the ride all while meeting tightening emissions and safety targets.
After sampling the Dark Horse in the United States last year and a regular GT in and around Paris (of all places), we’re finally getting a local taste of the seventh-generation ‘S650’ Mustang EcoBoost, GT, convertible and flagship Dark Horse on twisting South Australian roads.
Ford Mustang 2024: Ecoboost
| Engine Type | Inline 4, 2.3L |
|---|---|
| Fuel Type | |
| Fuel Efficiency | 9.4L/100km (combined) |
| Seating | 4 |
| Price From | $64,990 |
| Safety Rating |
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Does it represent good value for the price? What features does it come with?
9 / 10
It’s no secret the seventh-generation Mustang has a lot to do with the sixth-gen… and fifth-gen. They all share a platform and basic layout but in the ‘S650’s’ case, the devil really is in the detail.
This helps justify the fact Ford’s latest ’Stang is a lot dearer than its predecessor, with the MY25 EcoBoost priced from $66,990, before on-road costs — or $11,000 more than the old High Performance variant. It is a pretty significant jump.
Unlike the Toyota Supra GT or base Nissan Z, the Mustang is equipped with all manner of creature comforts, including leather upholstery with heated and ventilated front seats, a 12.4-inch digital driver’s display, 13.2-inch central multimedia touchscreen, power seat adjust and a 12-speaker Bang & Olufsen sound system.
Australian cars get the US-market Performance Pack standard, which adds six-piston front and four-piston rear Brembo brakes, extra engine cooling, a limited-slip differential and the exciting 'Line Lock' and 'Drift Brake' features.
Moving up to the GT is all about the engine, with specs otherwise unchanged. The Fastback manual is $79,990, before on-road costs, with a 10-speed automatic transmission adding $2000 to the price. Open-top motoring is available in auto-only GT guise for $87,667, before on-road costs.
You can tailor the Mustang with eight paint colours including 2025’s new ‘Molten Magenta’ hue. Ford offers an 'Appearance Pack' consisting of stripes and a rear spoiler for EcoBoost ($1500) and GT ($1950) grades, with the new 'Bronze Appearance Pack' ($1500-$1950) bringing bronze details instead of black, including staggered 19 by 9.0-inch front and 19 by 9.5-inch rear alloy wheels.
What has the biggest influence on the touch and feel of the new Mustang, though, are the MagneRide adaptive dampers and Recaro sports seats (both $2950 on EcoBoost or $3835 for GT). While the Recaros lose ventilation, they’re a must have for keen drivers who like to be held in.
As for value, sports cars are always a bit more difficult. Against logical rivals like the Nissan Z ($75,800), Toyota Supra GT manual ($86,295) and BMW M2 ($123,900), the Mustang wins on equipment levels alone, plus you get iconic brand heritage no amount of money can buy a manufacturer. And sorry to say, the 1000-strong Dark Horse run is spoken for.
Is there anything interesting about its design?
9 / 10
The S650 is unmistakably Mustang with its thrusting bonnet, broad arches and stance like a big cat poised to pounce.
Handsome details elevate this new model, such as the crisper angles at the front, greater differentiation between the EcoBoost and GT’s grilles, angular front LED lighting features with sequential indicators and retro tail-lights that are way cooler than the last generation. New 19-inch alloy wheel designs complete the look.
That said, it’s more lion than leopard, thanks to the Mustang’s 4811mm length, 2097mm width and kerb weight between 1746kg (EcoBoost) and 1881kg (GT Convertible).
Inside, the latest Mustang car really delivers, though, trading the old car’s retro pastiche for a tech-packed contemporary look. Starting with the square-edged steering wheel that feels far better in the hand, the switchgear is much more attractive and sturdy to use.
There’s still plenty of heritage in here, with the digital driver’s display allowing you to pick from four set looks and three that reference previous Mustang Models: the Classic ’67-’68, ’99-’01 Cobra SVT and my personal favourite, the ‘Fox Body’ (’87-’93) look. With over-the-air software updates, Ford can roll as many out as it wants into the future, too.
How practical is its space and tech inside?
9 / 10
The Mustang’s new multimedia system has slick graphics that will not only appeal to younger buyers, but make interactions for all easier thanks to less clunky menus. It is responsive and the 13.2-inch touchscreen and 12.4-inch digital driver’s display do justice to the intricate models created in the Unreal Engine 3D modelling software.
Thankfully, there are crucial physical controls below the touchscreen including a volume knob, shortcut to 'Track Apps' and customisable star switch. The heating and ventilation controls remain persistent at the bottom of the screen, not unlike a Ford Ranger, so it is not too much hassle to change temp or fan speed.
Aside from that, the practicalities remain compromised, which is to be expected when the car is mostly V8 and bonnet. There are two cupholders that get in the way of changing gear in the manual ’Stang and the door bins are only good for slimline wallets.
Additionally, for 2025, the wireless charging pad has been deleted, so you’re left with a regular USB and faster USB-C charge point to keep the phone juiced while using wireless Apple CarPlay and Android Auto.
There are two rear seats but they’re best reserved for creatures without legs. A pair of ISOFIX tabs and top tether points means child capsules can be fitted — though a low roofline and awkward aperture are bound to make this a sweaty procedure.
At the rear, the boot is generous in size at 408 litres — about enough for two golf bags, says Ford — and a more conventional shape than that of a Toyota Supra or Nissan Z. There are even 50/50 split-fold seats so you could probably carry a bicycle with its wheels removed.
What are the key stats for its engine and transmission?
9 / 10
The star of the show is the Mustang’s fourth-generation ‘Coyote’ V8. It displaces 5.0 litres, just as before, but there are changes you can’t see enhancing the experience.
The ‘Gen-4’ Coyote has a dual-inlet intake manifold with twin 80mm throttle bodies to improve low-end response without sacrificing high-end punch. Peak power is 345kW at 7250rpm and maximum pulling power is 550Nm at 4850rpm in Australia, improving 6.0kW but losing 6.0Nm in the process.
It is hard to say without a direct comparison but the new Mustang feels to have more mid-range urgency than the old car and revs more cleanly to the 7500rpm red line (it even holds the limiter in the automatic). Though it’s not a huge step up, the Mustang still has a V8 hooked up to the rear wheels — that’s a plenty exciting equation.
In the Dark Horse, the 5.0-litre scores forged connecting rods and a different exhaust cam duration with tuned ECU. It only produces an extra 5.0kW in Australian cars (a quirk of right-hand drive exhaust manifolds) but feels that bit more eager.
Ford calls the EcoBoost’s 2.3-litre turbo four-cylinder “all new” and it has little to do with the old engine. Outputs are 232kW at 5500rpmn and 475Nm at 3000rpm, so its down on power but well up on torque.
Based on Ford’s new 'Modular Power Cylinder' architecture, the EcoBoost has a higher compression ratio (10.6:1 vs 9.5:1), different bore and stroke (84 x 102mm vs 87.55 x 94mm) for different displacement (2300cc vs 2261cc), internal EGR, port and direct fuel-injection and a twin-scroll turbocharger.
The result is a responsive and remarkably thrusty engine with a pleasant full-bodied growl. Shame you can’t get a manual EcoBoost. The standard four-mode exhaust helps all the Mustang models sound rather fruity in 'Sport' and 'Track' and subdued in 'Quiet' mode.
Ford does not make 0-100km/h claims for the new Mustang, but logic goes it won’t be too different to its predecessor. The old GT was able to complete the sprint in around 4.5 seconds and the Ecoboost about six.
What is its fuel consumption? What is its driving range?
7 / 10
Another benefit of the new 2.3-litre engine is a (slightly) smaller appetite for petrol. It now requires 9.4L/100km of 98 RON unleaded petrol and emits 215g CO2/km.
The V8 is an ever-thirsty beast, munching 12.8L/100km in 10-speed auto guise and 13.6L/100km as a manual in the combined (urban/extra-urban) cycle. We saw a groan-inducing 14.5L/100km over an enthusiastic 80km drive though the Adelaide Hills.
The route was indicative of a Sunday drive with more detail on real-world suburban and highway fuel economy to be tested when we get a Mustang through the garage.
What's it like to drive?
9 / 10
Though the specifications may not sound transformative, like the second-generation Toyota GR86, Ford has subtly enhanced every aspect of the Mustang resulting in a more mature and predictable vehicle.
The Mustang’s steering is accurate, the chassis tied-down, multi-link rear suspension remains predictable and the brakes are stronger than ever before.
The 10-speed auto is more decisive, too, but it still has more ratios than a brawny V8 needs. The Mustang’s six-speed manual is the pick, for despite long-ish throws the shift feel is positive. Ford’s new auto rev-match function is one of the best in the business, too.
When equipped with adaptive dampers the six drive modes give the Mustang multiple personalities. From a laid-back cruiser in ‘Normal’ that soaks up bumps in a rather Ford-of-Europe way, slipping into Sport using the wheel-mounted button tightens the body control up for twisty roads.
There’s also ‘Slippery’ mode for wet conditions and the fairly self-explanatory ‘Track’ and ‘Drag Strip’ settings which tweak the ESC response, damper settings, steering weight and engine characteristics.
The Mustang still has its limits — they’re easy to find in passively-damped cars — with the 1.8-tonne weight and V8 over the nose noticeable when pushing through tight and bumpy turns.
The Mustang revels in more open spaces where you can play with the chassis balance with the throttle. Keen drivers will definitely appreciate the MagneRide dampers.
With MagneRide, body roll is well restrained on The Bend Motorsport Park’s west circuit where we sampled the GT and Dark Horse models. The GT’s Brembo brakes and 255-front, 275-rear Pirelli P Zero tyres stayed strong over six laps on a warm, sunny day.
The Dark Horse is a bit better everywhere. Flatter under brakes with incisive turn-in, the Torsen limited-slip differential doing a better job putting down the power on exit.
That meaty Tremec six-speed shift is noticeably better than the GT’s, too. You can hold the throttle wide open while you shift up, if you like, thanks to the clever ‘flat shift’ program.
I had a brief sample of the Drift Brake feature on a damp skid pan. It takes a moment to calibrate the mind but when you do it’s a pretty fun tool. It’s not something most will use regularly but it’s a party trick that’s sure to catch the eye of new buyers.
For all the enhancements to drivability and ease-of-use in the new ’Stang, it’s still fully committed to muscle car vibes. More important than even the V8 exhaust burble is the overly heavy steering around town and the compromised visibility over that long, bulging bonnet.
It isn’t polish that gives a car character, it’s compromise. And I’m happy to report the seventh-gen Mustang still has all the charming shortcomings you expect from a sports car.
Warranty & Safety Rating
What safety equipment is fitted? What safety rating?
7 / 10
Independent safety bodies ANCAP and Euro NCAP are yet to assess the new Ford Mustang. The previous model was initially rated two stars out of five but bumped to three after Ford added key safety equipment.
The new Mustang features front auto emergency braking (AEB) with pedestrian and cyclist detection, reverse AEB, blind-spot monitoring, lane-keep assist, rear cross-traffic alert, SOS emergency call and adaptive cruise control. Automatic variants get adaptive cruise control with stop and go function as well as lane centring.
The Mustang has a total of seven airbags: driver and passenger, front side, curtain and passenger knee airbag.
In the United States, the National Highway and Traffic Safety Administration awarded the seventh-generation Mustang five stars in various destructive crash tests though it is not clear how these would translate.
What warranty is offered? What are its service intervals? What are its running costs?
8 / 10
All Ford Mustangs are covered by a five-year/unlimited kilometre warranty in Australia.
Servicing is due every 12 months or 15,000kms and Ford caps service pricing for the first four instalments. It doesn’t matter if you own an EcoBoost, GT or Dark Horse, you’ll pay no more than $379 per visit for the first four trips to the dealership.
That’s pretty competitive, given the Nissan Z costs an average of $475 annually and a Toyota Supra $415 per year to maintain.
Verdict
Slicker, more capable, lightyears ahead in technology and with more than a whiff of Ford Europe to its control feel and driving experience this is easily the most polished Mustang ever.
There’s not much reason to move beyond an Aussie-spec EcoBoost with its new, bigger personality if that’s where your budget stretches. Equally, there’s a buyer for the auto-only Convertible.
The drivers among us don’t need to change their default choice, though. It’s the GT Fastback equipped with Magneride dampers and Recaro bucket seats. Those lucky enough to have nabbed one of the 1000 first Dark Horses should be very happy with their decision.
Sure, there are some safety and running cost snags but the Mustang is a sports car, after all. Ford’s triumph is infusing the Mustang’s core rowdiness with powerful and engaging technology features. Bring on the special editions.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Pricing Guides
Range and Specs
| Vehicle | Specs | Price* |
|---|---|---|
| 2.3 Gtdi | 2.3L, 6 SPEED MANUAL | $52,590 |
| 2.3 Gtdi | 2.3L, 10 SPEED AUTOMATIC | $55,590 |
| Ecoboost | 2.3L, 10 SPEED AUTOMATIC | $64,990 |
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