2024 Ford Mustang EcoBoost First Test: Tail Swangin’ With a Side of Practicality

Amidst all the hoopla for the V-8-powered 2024 Ford Mustang Dark Horse and Mustang GT models (and even 2025's bonkers GTD), it's easy to forget there's also a four-cylinder entry-level offering. The turbocharged 2024 Ford Mustang EcoBoost, like its bigger-engine kin, has been loads of fun in the past with considerably less grunt but at a more palatable price. The formula remains unchanged with the latest edition, a new coupe built on updated architecture and equipped with a new 2.3-liter powertrain.

Is it Mustang enough? Anything that wears the galloping-pony badge should always trigger the question.

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How Quick Is the 2024 Ford Mustang EcoBoost?

As expected, with half as many cylinders as Dark Horse and GT models, the 2024 Ford Mustang EcoBoost finishes third in straight-line comparisons with other models in the range. Since there are exactly zero turbo-four rear-drive coupe competitors from domestic automakers for 2024, we looked to a Toyota rival for added context. The automaker's GR Supra 2.0 is technically a two-passenger hatchback and not a 2+2 coupe like the Mustang. It's also smaller and 600 pounds lighter than the Ford, but both are sporty rear-drive cars with boosted four-bangers, two doors, and substantial snouts.

This Mustang EcoBoost is 0.4 second quicker to 60 mph than the last one, but it's not quite as quick as the Toyota. We launched a 2021 Supra 2.0 to 60 mph in 4.8 seconds, 0.1 second swifter than the EcoBoost. By the quarter mile, the Toyota was pulling away, 13.4 seconds at 103.1 mph, 0.3 second quicker and 5.3 mph faster than the four-cylinder Mustang. Although the Ford has a bigger 2.3-liter engine and a 60-hp, 55-lb-ft output advantage, its weight-to-power advantage is slim; it can't quite overcome all that extra inertia.

Nonetheless, this is an eager Mustang. Get on the go pedal, and it'll hustle—just not as quickly or as satisfyingly as V-8 models do. We executed our best launches by turning on Drag Strip mode and throwing the 10-speed automatic into manual mode, which allowed us greater wheel-spin control. That said, the gearbox turned out to be one of the car's weakest links, at times exhibiting inconsistent shift logic—shifting too early, too late, or not at all—and unusual low-speed behavior. A few of our drivers mentioned this powertrain would be better with a manual, which Ford unfortunately doesn't offer anymore for this spec.

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EcoBoost Grip and Slip

The Ford and its Toyota yardstick perform more similarly when the road gets curvy. During our skidpad loops, the GR Supra 2.0 averaged a slightly better 1.0 g compared to the Mustang EcoBoost's very close 0.97 g. The two draw even in our "racetrack in a bottle" figure-eight assessment, both digging in for a lap of 24.9 seconds at 0.75 g.

Like the V-8s, it's possible to induce oversteer with the EcoBoost, made easier in Track mode by switching off traction nannies and using the High-Performance package's included drift brake. The car is still happy to fishtail, but without those inducements this generation of Mustang seems to prefer grip to slip—even the V-8s.

The combination of MagneRide dampers and the stiffer springs that come with the High Performance pack works better for cruising than it does for track days. Heavy impacts like expansion joints and potholes lose their edge, and ride quality can feel downright plush considering this is supposed to be a performance car. But ride refinement degrades at the limit, especially on rough surfaces.

Many of our test drivers raved about how responsive the EcoBoost's steering is; they were just as quick to mention the wheel could use a tad more resistance. There's also not much feedback coming up through the wheel.

As for the car's brakes, the pedal is firm, but it was difficult to find the system's limits without triggering ABS. A couple editors also noted delayed reactions, so knowing how much pressure to apply seems to be an issue. Stopping distances were good, though, and competitive with the Supra and other 2024 Mustangs.

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Living With the 2024 Mustang EcoBoost

The EcoBoost is still the most efficient Mustang in the lineup, returning an additional 6 mpg city and 5 mpg highway than the GT. But the lighter Supra 2.0 and its smaller engine deliver an extra 4 mpg city and 2 mpg highway than the EcoBoost.

As the 2024 Ford Mustang is bigger than the GR Supra, it offers 2.3 inches of additional front legroom for a total of 44.5 inches. It also gets rear seats the Toyota doesn't. And the Ford's trunk is relatively huge at 13.3 cubic feet compared to the Supra's 10.2 cubes. The back seat is extremely cramped, sized best for small kids, but there's a convenient seatback release in the middle of each front seatback.

Ford commissioned Recaro to develop this Mustang's leather-upholstered first row. The seats are comfortable and sport some decent bolstering, doing a good job holding occupants in place when the car experiences elevated side loads. But nothing is powered on them—all adjustments are manual.

Opinions were split on the single curved display housing and the 12.4-inch digital gauge cluster and 13.2-inch touchscreen within. The displays look huge and premium; graphics are sharp, and animations are engaging, if a tad too long. The ability to scroll through and pick different virtual gauges and layouts is always cool.

We were less enthused about the central touchscreen, which isn't laid out as cleanly as previous versions and requires a lot of eyes-off-the-road glances to operate. There's also too much reliance on the interface (for HVAC controls, for example), and at the end of the day it seems like designers could have done a better job integrating the screens into the dash.

There were a few other build incongruencies with the car. The screens are nice, but the plastic around them is dull and looks cheap. The interior's carbon-fiber inlays also look plasticky. And while you can change the exhaust sound even on the base model, wind and road noise are what you hear most in the cabin at highway speeds. Our test car even had an ill-fitting driver's side door seal that cranked up wind noise over the right-sized bump.

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First Mustang? Start Here

Our test 2024 Ford Mustang EcoBoost Premium fastback came with a $49,140 final sticker that's $2,505 above a base 2024 Supra 2.0. That sounds like V-8 money, but the as-tested price includes $11,100 in options, of which we'd only keep the $3,475 High Performance pack, which also features an upgraded rear end, brakes, tires, and aero. That puts the 2024 Mustang EcoBoost at a much more palatable $41,515—some $5,000 less than the GR Supra 2.0.

As ever, the EcoBoost model is still the ideal starter Mustang. It delivers enough athleticism to keep most driving fans happy, and there's obviously plenty of room to grow in the lineup if you want it. The 2024 version is refined enough to drive daily, and it's even practical given its large trunk and lineup-topping fuel efficiency. Its starting price is also comparatively accessible in the segment.

The EcoBoost powertrain is no analogue for something with eight cylinders, though. If that's the experience you want, get the V-8. Nor is the 10-speed auto a suitable stand-in for a good, notchy manual, which unfortunately you can't get with this car. But the Mustang EcoBoost is an otherwise competent sport coupe that may be the best EcoBoost to date. Overall, penalties are minimal for going with the base engine. It may not be as engaging to drive as V-8 Mustangs, or even some other sport coupes, but it's still a good time—and one that won't hit your wallet as hard.