“That’s not a real Mustang! V8 or nothing! No replacement for displacement!” Cool. Are you done? Great. Now we can get into why this 2024 Ford Mustang EcoBoost Convertible makes a lot of sense, even if it doesn’t have a V8 under the hood.

First, just look at it. How many cars, especially a convertible, turn as many heads as a Mustang for under $50,000? Not many, especially now that the Camaro and Challenger are both dead. The Mustang carries on where others have ceased to exist, and I bet a lot of that has to do with the shared (and economical) four-cylinder engine that keeps sales trudging along. So for one, you can at least partially thank the cheaper four-cylinder Mustang for allowing the V8 to keep doing its thing.

But that’s not the whole story here. The most recent update for 2024 has the Mustang looking sharper and more angular than its predecessor, but still very familiar. Nothing much else on the road today blends retro-modern the same way the Mustang has since 2005, and this latest-generation model is no exception, though it goes a bit heavier on the “modern” than before. This specific tester is finished in Carbonized Grey with the $1,300 Bronze Package, which gives the emblems and 19-inch wheels a subtle bronze finish. And if you’re insecure, it still has optional quad tailpipes like the GT — and no EcoBoost badging to speak of. Whether you like it or not, it certainly stands out among a sea of crossovers, especially with the top down.

Second, the sense of choice. The Mustang portfolio has grown to offer something for nearly everyone. Some people want a coupe, others want a convertible, and the Mustang does both. Some people care about looks, others care more about performance, and again, the Mustang offers both. Some people are good with the EcoBoost’s 315 horsepower, others want no less than the Dark Horse’s 500 horses, and if you have a lot of money and still want a Mustang, Ford offers you the 911 GT3 RS-fighting Mustang GTD. I appreciate choice, and I’m well-versed enough to understand that without models like this EcoBoost convertible, we wouldn’t have models like the GTD.

You even have an electric four-door SUV if you consider the Mach-E part of the portfolio, but I’m going to ignore that. I’m in the “it shouldn’t have been called a Mustang” camp.

Third — and this is where the Mustang EcoBoost makes the most sense — it’s a genuinely good car. No, it’s not made for the dragstrip or the track, it rides more midsize sedan than muscle car, it leans and wallows quite a bit without the optional High Performance package, and the steering remains light even in its sportier drive modes. But not everything needs to be sporty; the more I drove it around, the less I cared about it being a sports car. I found myself thinking, “this would be a great road trip car” and romanticized driving it top-down on Route 66 at sunset with the top down. I didn’t expect that, because like many of you, I used to blow off the idea of a four-cylinder Mustang, until I realized what it’s really about.

The interior is a great place to be, no doubt further romanticizing that road trip by having some retro elements while being totally comfortable. The red leather isn’t overbearing, and the seats are more relaxing than they are supportive — great for road trips! The interior is surprisingly well-put-together, and the Bang & Olufsen sound system, although a tad too bright on both ends, lends itself well to sing-alongs. I like that Ford still gives you a proper shift lever, and the steering wheel feels good in hand. I’d be more upset at the lack of paddle shifters, but again, this isn’t a sports car. As before, the Mustang retains its back seats, and believe it or not, I was able to fit a rear-facing child seat behind the front passenger. Getting my little guy out was a cinch with the top down, but I will say my wife isn’t vertically gifted, so the minimal legroom up front was passable.

The dual-screen layout — a 12.4-inch display for the instrument cluster, and a 13.2-inch touchscreen for the infotainment — feature sharp graphics, but can be a tad slow to respond. Speaking of the instrument cluster, the best party trick is the Fox Body-style gauge cluster, which mimics the analog gauges from the 1987-93 Mustang. I love it, but the refresh rate could be better to make those needle sweeps look a little smoother and more authentic.

I saved the powertrain for last, but not because it’s the best-or-worst part of the car. It just doesn’t really matter for this type of buyer. Yes, it’s a 2.3L turbo-four that makes all the right noises, and it’s mated to a 10-speed automatic transmission. It makes a usable 315 horsepower and 350 pound-feet of torque, but the automatic could use some finessing. It often gets caught up in the wrong gear, either refusing to upshift for reasons unknown, or doing the total opposite and short shifting at any chance. It’s not egregious enough to ruin the experience, but once you’re cruising on Route 66, it doesn’t really matter.

The 2024 Ford Mustang EcoBoost Convertible isn’t for everyone. If you’re a track junkie, drag racer, V8 snob, or all of the above, other Mustangs will tickle your fancy. But I’m all of the above, and even though it didn’t sway me, I understand it. This flavour — turbo-four, automatic transmission, droptop and all — fits the bill as an attractive and comfortable cruiser that will soak up mile after mile with the music up, top down, and the wind in your hair.