The 2024 Ford Mustang EcoBoost is tested for the first time: the tail swing has a practical feel
In the middle of all the hustle and bustleFord Mustang Dark Horse 2024 with V8 power AndMustang GT model (And evenCrazy GTD 2025), it’s easy to forget that there’s also an entry-level four-cylinder product. Like its larger-engined sibling, the turbocharged 2024 Ford Mustang EcoBoost has…He had a lot of fun in the past Much less grunt, but more affordable. The formula remains the same for the latest version, a new coupe built on an updated architecture and equipped with a new 2.3-litre engine.
Is Mustang enough? Anything that wears the insignia of a galloping pony should raise this question.
How fast is the 2024 Ford Mustang EcoBoost?
As expected, the number of cylinders has been halvedAs a dark horse model and GT, the 2024 Ford Mustang EcoBoost finished third in a straight-line comparison with the rest of the group. Since local automakers don’t exactly have any competitors for their four-cylinder rear-drive coupes by 2024, we turned to Toyota’s rivals for more context.Automaker GR Supra 2.0 Technically, it’s a two-seat hatchback, not a 2+2 coupe like the Mustang. It’s also smaller and 600 pounds lighter than the Ford, but both are rear-wheel-drive sports cars with beefed-up four-cylinders, two doors, and a beefy front end.
The Mustang’s EcoBoost time is 0.4 secondsto 60 mph faster than the last car, But it’s not as fast as Toyota. The 2021 Supra accelerates from 2.0 to 60 mph in 4.8 seconds, 0.1 second faster than the EcoBoost. By the quarter mile, the Toyota reaches 103.1 mph in 13.4 seconds and 0.3 seconds and 5.3 mph faster than the four-cylinder Mustang. Although the Ford has a larger 2.3-liter engine with 60 hp and 55 lb-ft of output, its weight and power advantage is small; It cannot completely overcome all the additional inertia.
Still, this is a keen Mustang. Press the launch pedal and the car accelerates, but not as quickly or as satisfyingly as the V-8 model. We got the best start by engaging Drag Strip mode and shifting the 10-speed automatic transmission to manual mode, which gave us more control over wheel spin. However, the transmission is one of the car’s weakest links, sometimes exhibiting inconsistent shift logic — shifting too early, too late, or not at all — as well as unusual low-speed behavior. Some of our drivers mentioned that this powertrain would be better with a manual transmission, but unfortunately, Ford no longer offers a guide for these specifications.
EcoBoost grip and slip resistance
When the road gets twisty, the benchmark performance of the Ford and Toyota is more similar. The GR Supra 2.0 averaged just over 1.0 grams on our ski loop, while the Mustang EcoBoost averaged a very close 0.97 grams. The duo even tied in our “Track in a Bottle” figure-eight evaluation, with both clocking 24.9 seconds at 0.75g.
Like the V-8, the EcoBoost can induce oversteer, which is more easily accomplished in Track mode by turning off the traction nanny and using the drift brakes that come with the Performance Package. It’s still a fishtail-happy car, but without those temptations, this generation of Mustang seems to prefer stability to slide, even with a V-8.
The combination of MagneRide shocks and stiffer springs that come with the Performance Package is more effective when driving than on the track. Severe bumps like expansion joints and potholes lose their edge, and the ride quality is very comfortable considering this is supposed to be a performance car. But ride improvement goes to extremes, especially on rough surfaces.
Many of our test drivers raved about how responsive the EcoBoost steering was. They’re quick to point out that the wheels could use a little more resistance. There’s not a lot of feedback through the steering wheel either.
As for the car’s brakes, the pedal is firm, but it is difficult to know the limits of the system without turning on the ABS system. Many editors also noticed that responses were slow, so knowing how much pressure to apply seemed to be an issue. Stopping distance is long and competitive with other 2024 Supras and Mustangs.
Life with the 2024 Mustang EcoBoost
The EcoBoost remains the most efficient Mustang of the group, delivering 6 mpg more city and 5 mpg highway than the GT. But compared to the EcoBoost, the lighter Supra 2.0 and its smaller engine delivers 4 mpg more in the city and 2 mpg more on the highway.
Because the 2024 Ford Bronco is moreGram on, which provides 2.3 inches of additional front legroom for a total of 44.5 inches. It also has a back seat, which Toyota doesn’t have. The Ford’s trunk is relatively large at 13.3 cubic feet, while the Supra’s trunk is 10.2 cubic feet. The back seat is quite narrow and sized for small children, but there is a convenient seatback release in the middle of each front seatback.
Ford has appointed Recaro to develop the leather-trimmed Mustang front row. The seats are comfortable, have some decent support, and do a good job of holding passengers in place when the car is exposed to higher lateral loads. But it is not powered – all adjustments are manual.
Opinions are mixed on the single curved display body, 12.4-inch digital instrument cluster and 13.2-inch touchscreen inside. The screen feels large and premium, the graphics are sharp and the animations are engaging, if a bit long. Being able to scroll and choose different default scales and layouts is always nice.
We’re less enthusiastic about the central touchscreen, which isn’t as cleanly laid out as previous versions and requires a lot of out-of-the-way attention to operate. There’s also too much reliance on the interface (for HVAC controls, for example), and it ultimately feels like the designers could have done a better job of integrating the screen into the dashboard.
There are some other build inconsistencies with this car. The screen is nice, but the plastic around it is dull and looks cheap. The carbon fiber trim inside also looks plasticky. While you can change the exhaust note even on the base model, wind noise and road noise are what you hear most in the cabin at highway speeds. Our test car even had an inadequate seal for the driver’s door, which increased wind noise over a modest-sized bump.
First Mustang? Start here
The 2024 Ford Mustang EcoBoost Premium fastback we tested ended up selling for $49,140, which is $2,505 more than the base 2024 Supra 2.0. It seems likeV-8 money, but the as-tested price included $11,100 in options, of which we kept only the $3,475 Performance Package, which also features an upgraded rear end, brakes, tires and aerodynamics. That makes the 2024 Mustang EcoBoost more affordable at $41,515, about $5,000 cheaper than the GR Supra 2.0.
As always, EcoBoost models remain the perfect entry-level Mustang. It offers enough sportiness to keep most driving enthusiasts happy, and there’s clearly plenty of room in the lineup for growth if you’re so inclined. Designed to be suitable for everyday driving, the 2024 edition is even practical thanks to its roomy trunk and first-class fuel efficiency. Its starting price is also relatively accessible in this segment.
However, the EcoBoost drivetrain is different from the V8. If that’s the experience you want, buy the V-8. The 10-speed automatic is also not a suitable replacement for a good, faulty manual, and unfortunately you can’t get it in this car. But the Mustang EcoBoost is an excellent sports coupe and may be the best EcoBoost yet. In general, the penalty for using the base engine is minimal. It may not be as fun to drive as a V-8 Mustang or even some other sports coupes, but it’s still a great time and won’t be as heavy on your wallet.