2024 Ford Mustang GT Review: Modern Muscle Meets Heritage
2024 Ford Mustang GT in Vapor Blue – the seventh-generation Mustang brings an updated look with heritage cues, like the classic long hood and tri-bar tail lights, but underneath it packs a 480 hp V8 and a tech-loaded interior. Ford calls it the “most advanced Mustang ever,” yet it remains the last of the V8 breed
When the 2024 Ford Mustang GT rumbles to life with its 5.0-liter V8, it’s clear that despite all the modern changes, this pony still has its soul. Ford’s seventh-generation Mustang (chassis code S650) arrives at a time when competitors are bowing out (RIP Chevrolet Camaro, Dodge Challenger going electric). This new Mustang might just be the last V8 muscle car standing
Heart of the Beast: Coyote V8 Lives On
Under that vented hood lies an evolved 5.0L “Coyote” V8, now pushing out 480 horsepower and 415 lb-ft of torque in the GT
(up from 460 hp in 2022). Opt for the Performance Package with an active exhaust and output jumps to 486 hp. There’s also a special Dark Horse edition with 500 hp for track junkies. In an era of turbos, this naturally-aspirated V8 is a treasure – it revs happily to 7,500 rpm with a ferocious roar.
Our test car had the standard output and a 6-speed manual (yes, Ford kept the manual!). Launching a rear-drive 480 hp car can be tricky, but with a bit of feathering we clocked 0-60 mph in about 4.4 seconds. The 10-speed automatic might do it slightly quicker (around 4.2s), but the manual is pure joy with short, satisfying throws. The clutch is on the heavier side, reminding you you’re driving something substantial. And that signature V8 burble at idle – simply delicious.
On the street, the GT’s power is easily accessible. There’s strong mid-range torque; you don’t have to downshift to overtake, but when you do drop a gear, the surge and accompanying exhaust wail put a grin on your face every time. For context, this new GT nearly matches the acceleration of the outgoing Mach 1 and outguns the old Mustang GT Performance Pack. It’s properly quick, yet the delivery is linear and predictable.
Ford improved cooling and added an optional electronic drift brake (more on that later) to ensure the Mustang still thrives on track days. It’s clear they expect owners to use these horses.
Chassis and Handling: Improved Poise
The 2024 Mustang rides on an updated version of the previous platform. Ford stiffened the chassis slightly and revised the suspension geometry. MagneRide adaptive dampers are optional (and fitted on our Performance Pack car). In Sport mode, body control is tight – far less float than muscle cars of yore. Turn-in is crisp for a 3,800 lb machine, thanks in part to quicker steering and standard Michelin Pilot Sport 4S tires in the Performance Pack.
Push into a corner and the Mustang grips impressively. There’s mild understeer at the limit, but a dab of throttle can rotate the rear – the hallmark of rear-wheel-drive balance. The new electronic drift brake, which looks like a traditional handbrake lever, is basically an on-demand rally-style e-brake that locks the rear wheels when pulled
In Track mode, we experimented with it – yank the lever mid-corner and the tail steps out controllably for drift fun. It’s gimmicky, sure, but also effective (developed with Vaughn Gittin Jr., a drift champion). Importantly, it reverts to acting as a parking brake in normal driving.
For everyday driving, Normal mode on the MagneRide yields a surprisingly compliant ride. Ford heard complaints that the last Mustang could be jittery over rough pavement with performance suspension – the new one is more livable. It’s still firm – you feel road texture – but sharp impacts are better absorbed. Our GT with the adaptive dampers and 19-inch wheels was comfortable enough to daily drive, a testament to those magnetorheological shocks.
Braking is strong with the Brembo 6-piston fronts in the Perf Pack, and the pedal feel is confidence-inspiring. We did a few hard stops from highway speeds with no fade.
New Design, Still a Mustang
Visually, Ford played it safe – this is an evolution, not a revolution, of Mustang design. It retains the long hood, short deck, and fastback profile. The front grille is enlarged and more angular, evoking the 1960s Mustangs, and flanked by new tri-bar LED headlights. From the side, the fenders are a bit more chiseled. The rear features classic tri-bar taillights, now distinctly angled, and a clean bumper (our GT Performance Pack had the subtle rear wing).
Some have found the new front controversial – it’s blockier – but in person and certain colors, it has a menacing presence. The design grows on you, especially knowing it’s aerodynamic enough to meet modern standards while honoring heritage cues (like that hooded eyebrow look over the headlights). Ford even says the C-pillar shape is a nod to the original pony car design
Notably, the Mustang has slightly more aero refinement – an available belly pan, and functional extractors on the hood to reduce lift. It’s still not a slippery EV-like shape, but Ford clearly balanced style with some wind tunnel work.
Tech and Interior: A Big Leap Forward
Open the door and the interior is where the Mustang looks truly new. The double-hump dash is gone, replaced by a more open layout dominated by digital screens – a 12.4-inch digital gauge cluster and a 13.2-inch center touchscreen flowing in one continuous glass panel toward the driver
It’s a dramatic change: more modern, yes, though some lament the loss of retro touches.
The digital cluster is highly customizable, including a cool retro display that mimics old Fox-body Ford Mustang GT gauges for nostalgia. In track mode, it can show a horizontal tach bar (similar to previous Shelby GT350). The graphics are crisp, and it’s fairly easy to cycle through info.
The center touchscreen runs Sync 4 and is snappy. It integrates climate controls (alas, physical knobs are mostly gone – only a volume knob remains). Ford likely did this to declutter and appeal to younger buyers. While we miss some buttons, the UI is logically arranged and supports wireless Apple CarPlay/Android Auto. The system also allows over-the-air updates.
Material quality is improved: the dash and door panels have soft-touch surfaces, and our Premium trim had contrast stitching. The cabin feels a bit cozier due to the higher center console design (housing a new wireless charger slot). Space is essentially unchanged – the back seat is 2+2 tight for adults, fine for kids or short trips. Trunk space (about 13.3 cu ft) remains decent for a sports coupe, easily fitting a couple of bags or a golf set.
One departure: no more mechanical handbrake (it’s that electronic drift lever now). Also, the manual shifter has been slightly repositioned for a better reach.
Tech features like adaptive cruise, lane-keeping assist, and even a new optional Performance electronic parking brake (drift brake) highlight that this is a thoroughly contemporary car – yet the availability of a manual and a roaring V8 make it feel reassuringly old-school too. It’s a blend of analog and digital that largely works.
The Last Muscle Car Standing
With the Camaro ceasing production and Dodge’s Challenger being reborn as an EV, the 2024 Ford Mustang GT stands alone in offering a V8, manual, and rear-drive combo in a mainstream performance car. Ford knows this and has really doubled down on the Mustang’s identity: fun, freedom, and accessible performance.
They even emphasize it’s the “last of the V8s” scenario, marketing-wise – and indeed, Ford has said they’ll keep the Mustang’s V8 alive as long as possible, even as long as it’s “legally possible” in the face of regulations
For enthusiasts, this Ford Mustang GT is a victory lap for the genre. It’s not perfect – rear visibility is still limited (thank goodness for standard blind-spot monitors), fuel economy remains low (we averaged 16 MPG in mixed spirited driving – though cylinder deactivation can help on highway cruises), and the car’s weight means it’s more grand-tourer than agile sports car in tight switchbacks. But boy, does it deliver on the smiles.
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