2024 Ford Mustang

How does the Mustang drive? No matter which version of the Mustang you choose, there's enough performance on tap to keep you entertained. We handed three versions of the Mustang to our testing team: an EcoBoost, a GT with a six-speed manual transmission, and a GT with the 10-speed automatic. All of the Mustangs were equipped with the Performance package. The EcoBoost hit 60 mph in a sporty 5.6 seconds, the six-speed GT flew by in 4.8 seconds, and the automatic-equipped GT was even quicker, doing the deed in 4.3 seconds. Speeds through the quarter mile were also in the same order — the EcoBoost reached 94.2 mph while the manual-equipped GT hit 111.6 mph and the automatic-equipped GT hit 113.1 mph. Other sports cars might be a tick quicker, but speed is easy to achieve in the Mustang.

Each of these Mustangs posted impressive braking numbers, taking 100 feet or very near it to stop from 60 mph. Not only are those impressively short distances for a relatively affordable sport coupe, but each version exhibited excellent pedal feel and very good stability. Handling is another strong suit of the Mustang, with all three leaning on their Pirelli P Zero tires to hit either 0.97 g or 0.98 g around our skidpad. Again, that's pretty impressive for the price. Our test drivers also found it relatively easy to extract the maximum from the Mustang's chassis, noting good body control and accurate steering.

When not on a track or a curvy back road, the Mustang, no matter its powertrain, is adept at handling the daily commute. The four-cylinder EcoBoost is peppy and has no problem keeping up with traffic, and the 5.0-liter V8 in the GT makes ample torque to lope around in traffic and climbs longer highway grades with ease. We really like the six-speed manual transmission, but all of our drivers found the 10-speed automatic an acceptable option should you not want to deal with a clutch.

How comfortable is the Mustang? Whether you err on the side of comfort or performance, the Mustang has you covered. Standard on both EcoBoost and GT models is a non-adjustable suspension that soaks up most road irregularities just fine. Optional, and part of the Performance package, is the adaptive MagneRide suspension. Compared to the standard suspension, the MagneRide is on the stiffer side, but an enthusiast won't find it requires much compromise. Those same enthusiasts will likely also find the optional Recaro sport seats to be plenty comfortable, but larger drivers or drivers who want ventilated and heated seats will be happy to know that more relaxed seats are available.

Among the changes in the Mustang's new interior, the center air vents were relocated lower on the dash. These vents don't offer nearly the same amount of adjustment or airflow as before and we found ourselves constantly reaching to reorient them. Fans of physical climate controls will be disappointed by the fully digital controls in the Mustang. While most of the controls sit at the bottom of the touchscreen, some like the fan speed need an additional menu to pull up.

Much like the ride, enthusiasts will likely have no problem with interior noise levels in the Mustang. There is tire and road noise from the wide tires, but the rest of the cabin is fairly well insulated, even in the convertible. We think the standard exhaust sounds just fine on both the EcoBoost and GT models, but there is an active exhaust system available should you want to make a bit more noise.

How’s the interior? While the standard seats are comfortable enough, the optional sporty Recaro seats have thick bolsters that can make it hard to get in and out without sliding back the seat. The rear seats are cramped, especially when it comes to headroom, though they will serve for short trips. The Mustang's long doors can make it difficult to get in and out in tighter parking situations. If you opt for the convertible, dropping the roof does make rear seat access much easier.

We had no issues with the Mustang's standard non-Recaro seats, and the driver will enjoy a driving position that works well for both road and track driving. Visibility over the largely flat hood is good, but the windshield pillars are on the thick side and can block some of your view on tighter roads. Disappointingly, the side mirrors were not redesigned for this generation Mustang and remain too small for a car of this size.

Once inside, the Mustang presents its occupants with a fully digital dashboard and a minimal assortment of buttons. Previously, the steering wheel in Mustangs has been overcrowded with controls so we're glad to see Ford has streamlined the layout. Most of the other functions and settings are accessible through the large digital infotainment screen. It can be a bit of a stretch for some drivers, but the screen is easy to read, fast-acting and fairly intuitive. The Mustang won't take most owners long to figure out.

How’s the storage? The Mustang is totally capable of being a daily driver and errand runner. Though the trunk opening is a little oddly shaped, the fastback's 13.5 cubic feet, and even the convertible's 11.4 cubes, is far more than the Camaro's 9.1 cubes. And it makes the most of its capacity, holding golf bags or suitcases with ease. It might not have the outright space of the Toyota GR Supra and Nissan Z, both hatchbacks, but the Mustang's traditional trunk keeps your belongings better isolated and more secure. As a bonus, the convertible doesn't eat up any trunk space once the top is down.

Interior storage space has enough room for sunglasses, a phone and drinks, and everything stays secure during spirited driving. There are provisions for car seats but you will likely struggle to fit them inside.

Is the Mustang a good value? Buying an entry-level Mustang EcoBoost is an inexpensive way to get behind the wheel of an American icon. But the performance-oriented GT goes up against more compelling competition including the Toyota GR Supra, BMW M240i and Nissan Z Nismo. Compared to these cars, the Mustang offers more options for personalization but typically has cheaper-looking plastics and interior pieces.

Warranties aren't as strong as we'd like but there's three years/36,000 miles of bumper-to-bumper coverage and five years/60,000 miles for powertrain peace of mind. Free maintenance is not included, but the Mustang does come with five years/60,000 miles of roadside assistance.

Whether you're just in it for the iconic silhouette or you're after the legendary performance, Ford offers a Mustang for a variety of buyers. Both the turbocharged four-cylinder EcoBoost model and the V8-powered GT can be equipped to cruise or carve corners and finally offer a modern enough interior, even if it loses some of the classic vibe. That classic vibe is arguably at its strongest when you opt for the six-speed manual transmission to back up the Mustang's 5.0-liter V8. Even if the Mustang is not as fast or as clinical as some of its rivals, it's fast, fun and largely uncompromised when it comes to everyday driving. The Mustang remains an honest and straightforward car, a rarity these days, and you'll never have to explain to friends and family why you bought one. Even with the death of the Camaro and the Challenger, the Mustang continues to make a strong case for itself.