Drive Notes: 2024 Ford Mustang GT Premium

The exterior is more angular, especially around the edges, and the cabin gets a major rework, with buyers getting either two large screens -- one for the cluster, one for infotainment -- or one large curved dash that integrates each screen. This is trim-dependent, and the Premium I tested had the latter.

There's now a flat-bottomed steering wheel and available overhead USB ports for those who like to mount a GoPro.

The 5.0-liter Coyote V8 gets a new dual intake, dual electronic throttle bodies, a steel oil pan, and a different cylinder-head design. That, of course, means the cylinder-head gaskets are different now, too.

You get 480 horsepower and 415 lb-ft of torque -- 486 and 418, respectively, when you select the active exhaust that my test car was optioned with.

Mustangs, especially GTs, are no longer cheap, and that might get worse with the Chevrolet Camaro and Dodge Challenger waving bye-bye. This car started at $46K and with options like Equipment Group 401A (includes Bang & Olufsen audio) the GT Performance Package (Brembo brakes, rear wing, suspension upgrades, performance chassis tuning, and more), the Bronze Appearance Package, MagneRide damping, Recaro seats, and active exhaust, this ride totaled over $61,000.

You might be able to skip an appearance package, and you probably don't need the Recaros unless you go to the track a lot, but you're going to want the Performance Package (unless you never, ever plan on driving hard), MagneRide, and the active exhaust.

Let's get into the pros and cons.

Pros

• It's a V8 Mustang with over 400 lb-ft of torque. Yeah, passing and merging aren't just easy, they're fun.
• That exhaust note sounds awesome even in normal mode. The only time it sounds bad is when you put it in quiet mode, but why would you want to do that? I may be open-minded to an EV future, but I hope we get to keep the V8 rumble at least on some cars.
• The clutch and shifter work well in concert, and you can turn off the rev-matching system.
• Steering is sharp, almost too much so -- it's easy to turn-in to a corner a bit earlier than intended.
• Overall handling is pretty good, though the availability of the Dark Horse makes me wonder if Ford holds a little back in order to get the track rats to spend more for the most bad-ass Mustang of any given model year.
• The ride is shockingly not stiff or punishing on city streets, not even over speed bumps. Credit MagneRide, probably.
• Switching into Sport and Track modes does take the already solid handling and improve it -- though this is an old-school V8 sports car with rear-wheel drive and a lot of torque. Meaning that as you move into Sport and Track modes and reduce intervention from the traction-control system, the rear end will step out. Yes, it's tail happy. I wasn't even driving that hard -- my favorite nearby driving road has become a bit too overpoliced for true explorations of the limit. Still, it's pretty easily controllable with the throttle in Sport mode -- just adjust your right foot's intensity and you'll be good. It's a bit hairier in Track mode.
• The Brembos are stout.
• The updated infotainment system is much easier to use -- and read -- then previous Ford Sync systems.
• I love the customizable gauge cluster. You can get the Track readout while in Normal drive mode. I especially dig the Fox-body-inspired look (it's not an exact replica) for the gauges. Yes, that's because I owned one.
• Available launch control and the available drift brake are cool features.
• I like that one can also adjust steering or exhaust or suspension mode separately from the drive mode, or create a custom drive mode.

Cons

• Ford still uses some cheap-looking and chintzy-feeling interior materials. This is $60K car. For example, the wireless phone charging pad look super worn, and there were only 14K miles on this vehicle.
• The backseat remains useless for anyone who isn't a pet or a toddler.
• Center-console storage remains minimal.
• It's nice that a button on the center stack lets you quickly access the different customizable features, but you need to press that and then take your eyes off the road to adjust some things. To be fair, some adjustments can be made via steering-wheel button, and Ford does lock some options out when in motion.
• There was a little bit of body roll and understeer when hustling hard in normal mode.
• Ingress and egress is awkward, and long doors don't help.
• You will scrape the lower fascia leaving certain parking lots.
• Ford has reduced the amount of knobs in the cabin. It's not all bad, though -- adjusting the temperature via the infotainment is a snap and not super distracting.
• Mid-corner bumps can make the rear end step sideways, even when you're not driving hard.
• The fuel-economy is predictably not great, though it's probably worse in the urban jungle where I live. I suspect suburbanites who can cruise in fourth-sixth gear more often will see better numbers.

I still love the Mustang GT for all the reasons so many people have loved these cars over the years -- they're fast, the exhaust sounds great, and they handle well enough. I still find fault with one major problem. -- Ford is still skimping on interior materials (unforgiveable for a $60K car, sports car or not). I also wonder if the backseat room could be expanded just a tisch, given how long this car is.

And the sticker does make eyes water. Ford will respond by saying that the EcoBoost is cheaper and still fun, but it's not that cheap, and while it may be fun enough to drive, you don't get the V8 soundtrack. Once upon a time, you could get a Mustang with a V8 without breaking the bank. Maybe Ford should bring back the LX as a 'tweener.

The Mustang is enough of a hoot that you can forgive its sins -- and try not to think about the price. I just hope that Ford doesn't sit on its laurels now that the company is the sole occupant of the pony-car segment.

[Images © 2024 Tim Healey/TTAC.com]

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