Two-door coupes, V8 engines, and manual transmissions are three traits that are not long for this world. Most automakers have been phasing out their offerings with these traits, yet here we are today with the 2024 Ford Mustang GT Fastback. This automotive icon still proudly possesses all three — and has been freshly redesigned for the seventh time in its 60-year run.
I loved the last two generations of Mustang, when Ford started the retro-futuristic design theme. Since then, each generation managed to reinvent itself without losing its signature Mustang identity, and this latest design does the same. It screams Mustang but it is also distinctively modern; retro design cues like the fastback silhouette and tri-bar tail lights can look quirky if not done right, but Ford did a great job blending enough futuristic design cues to make it work.
While I am a fan of the new design, I am not in love with the look of this particular car. This particular car is a near-base GT finished in an eye-catching yellow, but the base wheels and no rear wing threw off the overall proportions. The rear overhang looks excessive and the non-staggered wheels do not fill the wheel wells quite as well as the other options.
The Mustang sees a complete rework inside as well, introducing more technology into the cabin. Two large, fully customizable displays are featured prominently around the driver. The graphics are vivid, the animations are well-designed and smooth, and we love that Ford has incorporated a couple of classic Mustang instrument cluster layouts — or skins, if you grew up with Winamp. However, Ford seems to have focused almost too much on the screens and tech, and forgot about the rest of the cabin. It looks drab, material quality feels a step down from the previous Mustang, and the classic toggle switches have been replaced with buttons.
The good news is that the Mustang’s ergonomics are still great. The base seats are relatively comfortable even though they are not the optional Recaros, there is quite a bit of room up front and enough in the rear, and the shifter is well within reach. Visibility from the driver’s seat is good, but I thought the side mirrors were a bit on the narrow side. Trunk volume measures in at 382 litres, which does not sound like much, but the wide opening accommodates a surprising amount of goods.
At the heart of this Mustang is the tried-and-true 5.0-litre Coyote V8. It is still normally aspirated, but more responsive and efficient than before. Rated at 480 horsepower and 415 pound-feet of torque — our tester featured an active exhaust, which bumps it to 486 hp and 418 lb-ft of torque — power delivery is violent and aggressive. You must ease into the throttle to keep the Mustang GT in check, but if you are patient, it rewards you with an intoxicating performance that leaves you wanting more.
Ford offers a choice between a six-speed manual or a 10-speed automatic transmission. Equipped with the former, the manual gearbox felt easier to use than previous generations with a slightly lighter clutch and more precise catch-point. It also comes with automatic rev-matching, making downshifts easy with perfect throttle blips for an aural indulgence, especially with the aforementioned active exhaust. I find the Mustang GT is best enjoyed when driving leisurely; steering can be a bit vague, there is body roll when you push it, and you can experience both under- and oversteer if you are not cautious. It is not the sharpest sports car, but you forget about all that when when you relax behind the wheel, enjoy the power, and the delicious sounds the V8 makes.
Fuel consumption is typically not strong suit for muscle cars. That is true for the Mustang GT’s 16.6 L/100 km city rating, but its highway rating of 10.2 L/100 km is quite good. I observed similar figures by the end of my week with it, and although Ford recommends premium fuel, it can accept regular-grade gasoline.
Standard on the Mustang GT is Ford’s latest CoPilot 360 suite driver assistance technology that includes adaptive cruise control, lane centering, emergency braking, and a lot more. One interesting feature called Active Pothole Mitigation adjusts suspension response according to road surfaces, but as part of the optional Performance Package, I did not experience it with this particular car. Still, at $55,025 as-tested before fees and taxes, that is very reasonable for the amount of performance the Mustang GT offers.
No matter how you put it, the 2024 Ford Mustang GT Fastback (read: coupe) compares well against most other sports cars on the market today. You certainly will not find another that combines a V8 engine and a manual transmission in a sleek two-door configuration. Seeing how many automotive icons have bitten the dust, I am thankful Ford kept the original recipe handy and found a way to keep offering what we love in a Mustang.
