Ford didn’t clean-sheet the new Mustang, it shares a platform and many basic hard points with the previous model. But the EcoBoost’s engine is allegedly ‘all new’ and, if you can get over the lack of V8, there’s plenty to like.
For your hard-earned $66,990, before on-road costs, (which is, admittedly, $11,000 more than the old car) you get 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, limited-slip differential along with the exciting Line Lock and Drift Brake features.
Under the bonnet, the 2.3-litre turbo–petrol four-cylinder is derived from a new architecture, features a fresh twin-scroll turbine and various other changes that amount to less power (232kW) than the old High Performance. You do get a healthy 475Nm, though.
Explore the 2024 Ford Mustang Range
There’s another disappointment: it’s 10-speed auto and Fastback only. No more sweet manual EcoBoost or open-air convertible. Something to do with low demand, we’re told.
Relax into the generous leather-appointed, power-adjust front seats and press the starter button (that’s rather far away, mind you) and you’re greeted with a technology package that would probably cause Lee Iacocca to faint, such is its processing power.
There are spinning 3D Mustangs as you change drive modes, selectable heritage gauge packs (including Classic ’67-’68) and wireless Apple CarPlay/Android Auto. The tech works well with straightforward menus, persistent HVAC controls at the bottom and physical controls for volume, Track Apps and other shortcuts.
It even has two back seats with ISOFIX attachments that split-fold and a pretty spacious 408L boot.
The EcoBoost still has a quad-mode exhaust system that, through a combination of synthetic and real noise, sounds convincingly gruff and growly. There’s plenty of poke, too, with the new turbine cutting turbo lag helpfully.
The not-so-insignificant weight saving of 95kg is essentially all gone from over the nose, too, perking up the turn-in — though this is still no Toyota GR86. As in the Mustang GT, keen drivers will find the $2950 adaptive dampers well worth the spend as they tie the body down without sacrificing remarkably good ride comfort.
The EcoBoost still isn’t the Mustang to have and it never will be, but buyers of the seventh-gen Mustang can rest easy knowing this EcoBoost is the best base model yet
