Tag Archives: American muscle cars

VW Golf GTI (top left), Mazda CX-5 (top right), Corvette C8 (bottom left), Mercedes Sprinter van (bottom right)
Best CarsFeaturesHot Takes

These are the best cars we’ve driven

What qualifies a vehicle as being among the best? Is the best car the one with the ferocious powertrain, that zips from zero to sixty miles per hour in the shortest amount of time? Or is the best car the one that lasts the longest with the least amount of maintenance required? For some people, the best car is the one with the most luxurious interior, the highest towing capacity, or the roomiest cabin for the price. Because everyone has different criteria, rather than embarrass ourselves attempting to narrow a car recommendation for every type of person down to a tidy list of 10, we’ve chosen instead to please no one by telling you about the cars we feel are the best, based on our own experiences.

Sure, we’ve driven faster, more expensive, and more technologically advanced cars. But this is a consensus rooted in pure subjectiveness. It’s not about what cars we’ve driven were the most innovative or groundbreaking, and it certainly isn’t about the cars we found to be the most practical. This group show-and-tell by the Acceleramota team is all about which cars are nearest and dearest to our hearts after some time behind the wheel, no matter the length of the stint or the circumstance in which we drove them.

What’s the best car you’ve ever driven? Let us know in the comments.

Jeric Jaleco: Ford Mustang Shelby GT350

Image credit: Ford

The market has seen its fair share of spectacular driver’s cars, but only once in a blue moon does one really scratch that itch. Or at least my itch for something catering to my mixed tastes, having coveted cars like the E92 BMW M3 and Shelby GT500. The Shelby GT350 is among that elite bunch and the perfect combination of their philosophies in my headcanon. And listen, I’m not one to incessantly bemoan the loss of purist machines from years past, but this glorified rental car proves they just don’t build sports cars like they used to and probably never will ever again.

The GT350 launched to widespread acclaim for pretty much being the second coming of Car Jesus. It snatched top spots in numerous comparisons, even placing second in Motor Trend’s Best Driver’s Car for two years, bested only by McLaren’s 570S and a 911 Carrera S. It’s far from the fastest muscle car at Woodward Avenue, but it’s certainly one of the most beloved sports cars of recent memory, and my time behind the wheel of a 2017 example from Turo of all places taught me why.
An all-natural V8 screaming to an 8,250-rpm redline, six-speed stick, and track-ready suspension? Yes, please! The precise, well-weighted steering and MagneRide suspension enable rapid direction changes evocative of cars hundreds of pounds lighter. The shifter delivers that just-right notchiness that’s snickety-snick-snick sensational, and the 526-horsepower 5.2-liter Voodoo will go down as one of the best engines of all time, oiling issues be damned! My time with the GT350 was limited to only a few days, but it easily proved its worth as one of the most intoxicatingly soulful modern cars on this side of a Ferrari and at a fraction of the price.

Gabe Carey: Chevrolet Corvette C8

Image credit: Gabe Carey (Acceleramota)

Those familiar with me, whether from the Acceleramota Discord server or beyond, probably wouldn’t expect the Corvette to be among my top 50 cars, let alone my favorite. In part, that has to do with my affinity for European cars – not to mention my high tolerance for frequent trips to and from the shop in my 2018 Alfa Romeo Giulia Quadrifoglio. I’m also not 65 years old. 

But this isn’t about my favorite car. It’s a list of the best cars we’ve driven, and I’ll tell you straight up, the Quadrifoglio is far from perfection. That’s not the case for the 2024 Corvette C8 I cruised around in with our Editor-in-Chief, Jeric Jaleco, during the LA Auto Show. The first night I took it back to my hotel after a long day of travel, despite suffering from a horrific hunger migraine, I felt so alive that I even went out of my way to take a detour. “Fun at any speed” is a basic principle I feel every sports car should abide by, and most don’t. At least not anymore.

The first generation of Chevy’s mid-engine Corvette, however, is an exception. What it lacks in a manual transmission, it more than makes up for in good ol’ fashioned fun factor. The paddle shifters are responsive, it hugs corners like a dream, and the two pedals it does have are harmonious with the input of the driver. 

Given the intimate arrangement of the Android Automotive-powered infotainment system, video game-like drive mode controls, and the rest of the center stack, it’s like sitting in the cockpit of a luxurious racecar that’s just as comfy to drive on the road. It’s a grand tourer that out-grand tours the McLaren GT. Add to that the thunderous roar of a naturally aspirated V8 breathing down my shoulder, and you’ve got yourself a near-perfect sports car. Jeric will disagree, as he did on the podcast, but he’ll understand when he’s older.

Nathan Meyer: Volkswagen Golf GTI (Mk5)

VW Golf GTI Mk5 on a track
Image credit: VW

Fast, fun, and fantastic. Any VW fan will tell you that the Mk5 (pronounced mark-five) Golf GTI revived the nameplate and ushered in a new era of hot hatch. 

As of 2023, it is an 18-year-old car, so it is not the fastest hatch. You’re bound to be disappointed if you compare it to a modern hot hatch. One thing this car has that even the Mk8 Golf GTI does not is fun in bucket-loads. Pulling away from a stoplight will give you the widest smile. You feel connected to the car through corners. Somehow, it does this while still providing insane practicality, so much practicality that even you can entrust your husband’s best friend to bring it back in one piece.

Sure, you will drive faster cars and experience more fun cars. But no car plays the Golf GTI’s role better than the Mk5 GTI. You can summon its power at any moment and take your daughter to ballet the next. It’s the duality of the Mk5 GTI that makes it one of the best cars to drive.

Sheilah Villari: Chevrolet Camaro (Gen 3)

1992 Chevy Camaro RS parked in front of mountainscape
Image credit: Chevrolet

It might be a bit nostalgic, but my favorite car will always be my first. It was so beautiful, and being handed down to me by my mom added an extra layer of specialness. My high school and most of my college car was a teal 1992 Chevrolet Camaro Rally Sport. My mom was a Camaro and Chevy enthusiast, and this was the sixth one she had owned. Growing up in a beach town, this was the perfect car to park near the waves, pile your friend into, and pull out all your gear. Even if the two-door and hatchback were a pain, she was a shiny gem in the hot southern sun.

The fact that I never got pulled over in this car was a miracle as well. Going around 100 on 95 was not hard. I barely did anything, and this glorious green missile would just glide. And while I did find it hard to see sometimes (being so low to the ground), it handled beautifully. The nights cruising with the windows down, the salty ocean air forced in, and seagulls serenading you on a coastal drive were absolute perfection.

There is something romantic about our fond memories in vehicles like this. They say you never forget your first, and I certainly won’t. I often think about trying to get that sparkly wonder back into my life, broadness and all. 

Joe Tilleli: Mazda CX-5

Red Mazda CX-5 interior shot
Image credit: Mazda

I’m a simple man. My first new car I leased was a 2015 Mazda CX-5. Comfortable, roomy enough for my needs, handling is great. It’s the perfect crossover vehicle.

When the lease was up after three years, I couldn’t be bothered to go shopping around. So what’d I do? I leased another Mazda CX-5 — the 2018 model this time. And what do you know, another three years blinked away like nothing. I can see the cycle I’m about to be in, so I broke free. I bought out the 2018 model. In hindsight, it would have been better to just finance it from the start but I didn’t account for my laziness to hop around from dealer to dealer in future years. I’m gonna be driving this Mazda CX-5 until it doesn’t drive anymore. Then I’ll probably get another Mazda CX-5.

Ural Garrett: Mazda RX-8

Mazda RX-8 parked by mountainside
Image credit: Mazda

I wouldn’t get my driver’s license and first whip until my last semester at Southern University in Baton Rouge, Louisiana, but there hasn’t been a car that’s imprinted itself on me throughout my lifetime as the Mazda RX-8. As a kid growing up in Los Angeles who was a fan of both the Fast & Furious series and Need For Speed: Most Wanted, the best car I’ve ever driven will be my first car, which I dubbed “05Wankel.” The car fits my personality in so many ways: uniquely built, slightly problematic, but pure, unadulterated fun. 

In 2009, there wasn’t a cooler feeling than blasting Teriyaki Boy’s “Tokyo Drift” as I shifted the six-speed manual and sped down the I-10. I can even vividly remember the first time I did burn out and parking lot donuts.

For a solid six years, the amount of money I spent on replacement tires and cans of motor oil could have definitely gone to the private student loan used to buy the car in the first place. The 255 horsepower allowed me to hit 60 mph in around six seconds, but the way that 9,000-rpm rev limit made my car scream was the real treat. Driving it years later around LA made me appreciate it even more.

Roger Feeley-Lussier: Mercedes Sprinter

Mercedes Sprinter van going off-road
Image credit: Mercedes-Benz

In my past life as an unpopular indie pop musician, I spent a lot of time in vans. My first band had a modified Dodge shuttle bus that kind of always felt like it was on the verge of exploding but looked good in our music video. It didn’t have air conditioning, and I’m sure it smelled strange, but it was home for a few years. By that, I mean we literally slept it in 90% of the nights we were on tour (hence the smell.) My next band toured with a Ford cargo van that we think had a past life as a Stanley Steemer fleet vehicle. The quarters were a little tighter, but fortunately, we didn’t sleep in it (unless absolutely necessary.)

On one of Pretty & Nice’s tours, I got a chance to drive a Sprinter van. It belonged to Bobby Burg, a member of the midwestern indie outfit Joan of Arc, as well as dozens of other projects. I can’t remember how it happened, but one day, Bobby, who was touring solo, invited a couple of us to ride with him for the drive across Indiana. He let each of us take a shift, and I don’t even know how to describe the sensation of driving a Sprinter for the first time. 

You feel like you’re on a cloud. You’re very high up but also somehow very close to the road. It corners and accelerates like a much smaller vehicle. The entire time you’re driving a Sprinter, you forget how massive the vehicle you’re piloting is – but it never feels unwieldy (like a box truck.) It’s almost a miracle of engineering.

In my post-touring life, I briefly worked as a rebalancer for Hubway, the Boston bikeshare program. There were (I think) 8 Sprinters in the fleet, and even the “bad one” was so much better than my band’s van that it felt like a dream every time I turned the key. And I haven’t even touched on the most important thing about Sprinters: they can be whatever you need them to be. I’ve seen them modded into campers, offroad vehicles, mobile disaster response vehicles, and more. 

Sure, it’s not a Maybach, but you can’t put very many drumsets into a Maybach. 

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2025 Mustang GTD reveal crowd perspective
Features

The Detroit Auto Show cements the Ford Mustang as America’s sports car

The Ford Mustang, America’s athletic, boorish, and rowdy son since 1964. A frequent patron of the Woodward Dream Cruise and GRIDLIFE time attack. Your neighbor has one. Your classmate has one. Your cool relative has one. The 83,195 hypebeast high schoolers at the local nighttime car meet each have one. The Mustang is as synonymous with Americarna as Route 66, Smokey and the Bandit, or the Rascal Flatts cover of “Life is a Highway.” There’s a Mustang on every block. And no matter your taste, there’s certainly a Mustang for you.

Six decades and countless revisions, engine changes, and suspension overhauls later, we arrive at the new 2024 Ford Mustang – the S650 generation, an evolution in Ford’s muscle car-turned-sports car. From a glance, not much has changed from the S550 generation that ran from 2015 to 2023, but this new Mustang takes pride in all the minute changes Ford made. A little more power here. A bit more chassis composure there. Ford’s definitely taken a “don’t mess with success” stance. That is, unless you have supercar money to blow.

2025 Mustang GTD full driver side profile lower rear angle
Image credit: Gabe Carey (Acceleramota)

Following a virtual announcement on August 17, 2023, the Mustang GTD made its public debut at the prestigious Pebble Beach Concours d’Elegance car show in California the next day. The carbon-bodied beast sits on an eight-speed transaxle, giving it a nearly 50:50 weight distribution. A few weeks later, we had the chance to see the ‘Stang for ourselves at the Detroit Auto Show. With a price tag well into the six figures, however, most people will never see a Mustang GTD in real life, let alone afford one themselves.

As for the rest of us, does the 2024 Mustang work? Or has Ford’s march of modernity muddied its latest pony car? Let’s take a look.

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2024 Ford Mustang price and trim levels

2024 Mustang Dark Horse front fascia
Image credit: Gabe Carey (Acceleramota)

When Ford says there’s a Mustang for everyone, that’s no exaggeration. This unwavering truth is evident in everything from the options packages to the engine choices and that eye-popping disparity in pricing between the least and most expensive models.

Mustang EcoBoost

  • Starting Price: $30,920 (Fastback), $39,020 (Convertible)
  • EcoBoost Standard Features:
    • 2.3L EcoBoost I4
    • 10-speed automatic
    • 3.15 final drive ratio
    • Split-screen interior dash design
    • 12.4-inch LCD cluster
    • 13.2-inch touchscreen infotainment w/ SYNC 4
    • Ford Co-Pilot 360 Technology w/ lane keep assist, lane keep alert, and blind-spot monitoring
    • Rearview camera w/ parking sensors
    • Rain-sensing wipers
    • Auto high-beams
    • Pre-collision warning w/ auto braking
    • 6-speaker stereo

Mustang EcoBoost Premium

  • Starting Price: $36,445 (Fastback), $41,945 (Convertible)
  • EcoBoost Standard Features (on top of base):
    • Connected single-screen dash design
    • Heated/cooled leather seats
    • Heated leather steering wheel w/ chrome bezel
    • Multi-color ambient lighting
    • Remote start for 10-speed auto transmission
    • Dual-zone climate control
    • 9-speaker stereo system
    • Wireless charging pad
    • Aluminum pedals
    • Universal garage opener

Mustang GT

  • Starting Price: $42,495
  • GT Standard Features:
    • 5.0L Coyote V8
    • Getrag 6-speed manual
    • 3.55 final drive ratio
    • Split-screen interior dash design
    • 12.4-inch LCD cluster
    • 13.2-inch touchscreen infotainment w/ SYNC 4
    • Ford Co-Pilot 360 Technology w/ lane keep assist, lane keep alert, and blind-spot monitoring
    • Rearview camera w/ parking sensors
    • Rain-sensing wipers
    • Auto high-beams
    • Pre-collision warning w/ auto braking
    • 6-speaker stereo

Mustang GT Premium

  • Starting Price: $47,015 (Fastback), $52,515 (Convertible)
  • Premium Standard Features (on top of base):
    • Connected single-screen dash design
    • Heated/cooled leather seats
    • Heated leather steering wheel w/ chrome bezel
    • Multi-color ambient lighting
    • Remote start for 10-speed auto transmission
    • Dual-zone climate control
    • 9-speaker stereo system
    • Wireless charging pad
    • Aluminum pedals
    • Universal garage opener

Mustang Dark Horse

  • Starting Price: $59,270
  • Dark Horse Standard Features:
    • 5.0L Coyote V8 w/ revised manifold
    • Tremec 6-speed manual w/ titanium shift knob
    • Engine oil, transmission, and differential coolers
    • Torsen rear differential w/ 3.73 final drive ratio
    • Revised suspension and electronic assist tuning
    • 12.4-inch LCD cluster
    • 13.2-inch touchscreen infotainment w/ SYNC 4
    • Ford Co-Pilot 360 Technology w/ lane keep assist, lane keep alert, and blind-spot monitoring
    • Rearview camera w/ parking sensors
    • Rain-sensing wipers
    • Auto high-beams
    • Pre-collision warning w/ auto braking
    • Vinyl/cloth seats
    • Heated steering wheel
    • Multi-color ambient lighting
    • Remote start for 10-speed auto transmission
    • Dual-zone climate control
    • 9-speaker stereo system
    • Wireless charging pad
    • Universal garage opener

Mustang Dark Horse Premium

  • Starting Price: $63,265
  • Premium Standard Features (on top of base):
    • Heated/cooled leather seats
    • Aluminum pedals
    • Universal garage opener

Mustang GTD

  • Starting Price: TBA; approx. $300,000
  • GTD Standard Features:
    • 5.2L supercharged V8
    • 8-speed dual-clutch transaxle
    • Multimatic DSSV dampers
    • Pushrod rear suspension
    • Active aerodynamics
    • Carbon fiber bodywork inspired by Mustang GT3

2024 Ford Mustang exterior color options

Mustang EcoBoost/GT

  • Shadow Black
  • Oxford White
  • Iconic Silver
  • Race Red
  • Rapid Red Metallic (+495)
  • Atlas Blue Metallic
  • Grabber Blue Metallic
  • Dark Matter Gray Metallic
  • Vapor Blue Metallic
  • Carbonized Gray Metallic
  • Yellow Splash Metallic (+995)

Mustang Dark Horse

  • Shadow Black
  • Oxford White
  • Race Red
  • Atlas Blue Metallic
  • Grabber Blue Metallic
  • Dark Matter Gray Metallic
  • Vapor Blue Metallic
  • Carbonized Gray Metallic
  • Blue Ember Metallic (+1,500, Dark Horse Premium only)

Mustang GTD

  • TBA; possibly paint-to-sample

2024 Ford Mustang interior color options

Mustang non-Premium

  • Black Onyx
  • Space Gray

Mustang Premium

  • Black Onyx
  • Space Gray
  • Emerglo
  • Carmine Red

Mustang Dark Horse/Dark Horse Premium

  • Deep Indigo

Mustang GTD

  • TBA

Interior and tech

Through interior comfort and technology, the Mustang asserts itself as the do-everything sports car for the masses. Carry luggage? There’s a cavernous trunk with split-folding rear seats for that. Or, if you wish, you can use the rear seats to transport real, breathing adult humans – kind of important, that breathing part – in a pinch. The fastback roofline may not permit above-average-height people, but two or two-and-a-half Kevin Harts will do. The current crop of Mustangs sports plenty of cabin space for, uh, let’s say big-boned Americans, meaning taking a GT on an actual grand tour won’t be an exercise in keeping your claustrophobia under wraps. As a fun touch, the steering wheel now rocks a sleek flat-bottom design with pronounced thumb bolsters.

2024 Ford Mustang front cabin
Image credit: Ford

As you can see, tech is where the S650 Mustang sees the most transformative revolution. Whereas the exterior appears to be an alternate facelift of the first 2015 cars, the interior could pass as something from BMW. Or Hyundai. Or Kia. Or Honda.

Huh. I’m starting to see a pattern with these present-day cars.

Okay, so it’s a little derivative, and perhaps that’ll date it heavily in the future unlike limited runs crafted from the ground up to be timeless, like the Alfa Romeo 33 Stradale. But unlike an exotic supercar, the Mustang is here and now. It’s meant to be driven. Not only to cars and coffee or the track, but to the supermarket, doctor’s appointments, and long road trips with the fam. In keeping with modern trends, its clean, efficient, and upscale appearance is warranted.

2024 Ford Mustang steering wheel and instrument cluster
Image credit: Ford

Whether you embrace it or condemn it to burn at the stake, the high-mounted display-centric dashboard is here to stay for the S650 Mustang. That move appreciably elevates lower-trim cars to new heights, no longer forcing buyers to cope with the Texas Instruments calculators that adorned the prior-gen base models. The new screen location brings information closer to your sightlines, meaning less looking down at the center stack, and enables wannabe racers to run those badass billet short shifters without obstructing the screen. SYNC 4 is standard across the board, as is CarPlay, Android Auto, Ford safety assists, a rearview camera with parking sensors, and digital gauges.

Speaking of, yes, that oh-so goofy Fox Body gauge mode for the digital gauges is very much real and available across all models, Premium or not. It’s a touching bit of nostalgia for the younger hoonigans who know Fox Bodies from Need For Speed or elder millennials finally admitting their mid-life crisis. More new cars need harmless gimmicks like this. 

2024 Ford Mustang instrumental cluster
Image credit: Ford

Adjustable drive modes are now available to all, whereas prior models only featured them on Premium trims. New for the S650 is the addition of individual presets for tailoring the steering, throttle, brakes-by-wire feel, and, if equipped, MagneRide and active exhaust.

With all this head-spinning adjustment and an expansive safety net of nannies, the S650 Mustang can easily make itself at home on the commute as it can on the circuit. Set everything to full-kill Track Mode and let those rear tires howl. Or slap everything in Slippery or Normal and let it transform from a steroidal sports coupe to a lazy boulevard cruiser at the tap of a screen. Perhaps the only criticism one can have of all this control is most of it is accessible only through the screen, including climate controls, which are thankfully always visible on a strip located at the bottom of the screen display. 

Oh, and if you’re an especially childish goober with more whimsy than a McDonald’s PlayPlace, 10-speed auto cars feature a Remote Rev function. Yes, this is exactly as it sounds. You can remotely rev your Mustang while parked via the key fob up to 5,000 rpm. A neat party trick for the next family reunion or Oakland sideshow.

2024 Ford Mustang dashboard
Image credit: Ford

Dimensions

Exterior dimensions:

  • Length: 189.4 inches
  • Width: 75.4 inches
  • Width w/ mirrors: 81.9 inches
  • Wheelbase: 107 inches

Interior space:

  • Passenger volume: 79.2 cu. ft. (convertible), 82.8 cu. ft. (fastback)
  • Seating: 4
  • Front headroom: 37.6 inches
  • Rear headroom: 34.8 inches
  • Front shoulder room: 56.3 inches
  • Rear shoulder room: 52.2 inches
  • Front legroom: 44.5 inches
  • Rear legroom: 29.0 inches
  • Cargo volume: 11.4 cu. Ft. (convertible), 13.5 cu. ft. (fastback)
2024 Ford Mustang black Recaro seats with blue accents
Image credit: Ford
2024 Ford Mustang white Recaro seats with blue accents
Image credit: Ford

Fuel economy and range

Economy, eh? On a Mustang? Alrighty, then. 

Paired with the sole choice, the 10-speed auto, the 2.3-liter EcoBoost returns a solid 22 mpg city, 33 highway, and 26 combined. That equates to a total highway range of 528 miles. Interestingly, opting for the Performance Package EcoBoost drops the ratings to 21 city, 29 highway, and 24 combined, likely due to the stickier summer tires and shorter final drive. But who needs fuel economy when you have faster lap times? No? Okay, fine.

GTs, at best with the 10-speed, manage 15 city, 24 highway, and 18 combined. Six-speed manuals drop each figure by one across the board, meaning the most miserly Mustangs barely eke out 384 miles on the interstate. Due to their slightly more aggressive aero and stickier rubber options, Dark Horses with either transmission manage one less mile per gallon on the highway, earning a rating of 22 mpg and dropping range to 352 miles. The lead-footed will likely not come close to any of these numbers.

The ultra-rare and ultra-violent GTD and its supercharged V8 are too far out to receive any fuel economy information. If the GT500 is anything to go off of, it’ll most likely be abysmal. Let’s just say it will at least get one mpg. Not certain, but maybe. 

  • City Economy: 21 to 22 mpg (EcoBoost), 14 to 15 mpg (GT, Dark Horse), TBA (GTD)
  • Highway Economy: 29 to 33 mpg (EcoBoost), 23 to 24 mpg (GT), 22 mpg (Dark Horse), TBA (GTD)
  • Combined Economy: 24 to 26 mpg (EcoBoost), 17 to 18 mpg (GT), 17 mpg (Dark Horse), TBA (GTD)
  • Maximum Range: 464 to 528 miles (EcoBoost), 368 to 384 miles (GT), 352 miles (Dark Horse), TBA (GTD)
  • Fuel Capacity: 16.0 gallons

Engines, transmissions, and performance

Ah, yes. The section for spec sheet drag racers and couch potato canyon carvers. Performance is why buyers choose Mustangs and other pony cars over Nissan Zs or Subaru BRZs. Asphalt-shredding performance and thundering engines are the soul of the Mustang lineage, and the S650 generation carries that torch with pride and faithfulness. 

2024 Mustang Dark Horse rear exhaust and diffuser
Image credit: Gabe Carey (Acceleramota)

The Little Four-Banger That Could flexes a healthy 315 horsepower and 350 pound-feet of torque, the same torque level but up five horses over the old car. While no outlet has launched any instrumented tests at the time of writing, I imagine that’ll yield straight-line acceleration on par with the outgoing model. However, GTs and Dark Horses are a different story, now wielding the fourth generation of the acclaimed free-breathing, high-revving 5.0-liter Coyote V8. Now, with a wee bit more displacement and a dual intake system, the mighty Coyote belches out a healthy 480 horsepower or 486 with the freer-flowing active exhaust and 418 pound-feet. Dark Horses use strengthened internals and revised tuning to generate 500 horses.

All “plebeian” spec Mustangs can mate powertrains to the now-famed 10-speed automatic, acclaimed for its snappy gearing, effectiveness in drag racing, and clever programming but sometimes knocked for iffy paddle shifter response at anything but full-tilt. However, the brawny V8s receive offers to join the Save The Manuals club, as the embarrassingly low take rate for manual EcoBoosts killed that powertrain combo entirely. GTs work with the controversial Getrag MT-82 six-speed manual, which is now as slick and accurate as ever, but pundits and Mustang fans alike have expressed concerns over longevity and how this new iteration will fair compared to older ones. Dark Horses rock the even-slicker and far more stout Tremec six-speed, previously featured in the Mach 1 and Shelby GT350 and now topped with an almost JDM tuner-like titanium knob.

2024 Ford Mustang manual gear shift
Image credit: Ford

Acceleration from the few outlets who ran the new GT and Dark Horse against the clock is only marginally quicker than the cars they replace, despite the notable increase in power. But that still equates to being faster than you’ll ever need on the street and most tracks. Handling Package-equipped Dark Horses manage to out-handle their forebearers, thanks to specially formulated 180-treadwear semi-slicks. However, the GT’s handling, while reportedly sharper than ever, also trails slightly in grip. This mild step down is likely due to their Premium test cars weighing roughly 100 pounds heavier than non-Premium trims and the outgoing generation GTs, as well as Ford’s odd decision to move away from their well-received Michelin tires to Pirellis PZeros. 

Or, as my generation loves to say to write off flukes: “Ha, skill issue.”

2024 Mustang GT3 livery front driver side profile
Image credit: Gabe Carey (Acceleramota)

Stats

  • Engine: 2.3L EcoBoost I4 (EcoBoost), 5.0L Coyote V8 (GT, Dark Horse), 5.2L supercharged V8 (GTD)
  • Transmission: 10-speed automatic, Getrag 6-speed manual (GT), Tremec 6-speed manual (Dark Horse), 8-speed dual-clutch transaxle (GTD)
  • Drivetrain: rear-wheel drive
  • HP: 315 horsepower (EcoBoost), 480 horsepower (GT), 486 horsepower (GT w/ active exhaust), 500 horsepower (Dark Horse), approx. 800 horsepower (GTD)
  • Torque: 350 lb-ft (EcoBoost), 418 lb-ft (GT, Dark Horse), 730 lb-ft (GTD)
  • Redline: 6,400 rpm (EcoBoost), 7,500 rpm (GT, Dark Horse), TBA; approx. 7,400 rpm (GTD)
  • Weight: approx. 3,600 pounds (EcoBoost), approx. 3,820 pounds (non-Premium GT/Dark Horse), approx. 3,920 (Premium GT, Dark Horse), TBA; approx. 3,400 pounds (GTD)
  • 0 – 60 mph: approx. 5.0 seconds (EcoBoost), approx. 3.8 to 4.1 seconds (GT), approx. 3.7 to 4.0 (Dark Horse), approx. 3.2 (GTD)
  • ¼-mile: approx. 13.5 seconds (EcoBoost), approx. 12.0 to 12.5 seconds (GT), approx. 11.8 to 12.3 seconds (Dark Horse), approx. 10.8 seconds (GTD)

Note that our figures are mere approximations based on existing instrumented tests of current and prior Mustangs, as you’ll see in our review round-up. Not all variants of the new S650 Mustang have been running against the clock, but their similarities with their forebearers lay a fairly trustworthy groundwork off which we can estimate. 

2024 Mustang Dark Horse Brembo brake and wheel
Image credit: Gabe Carey (Acceleramota)

2024 Ford Mustang review round-up

Sadly, no one on the Acceleramota payroll has been graced by the Blue Oval’s generosity with a seat in an S650… Yet. But! There are plenty of legacy mags and veteran journos who have, and they sure as hell have had plenty to say!

From traffic-packed commuting to canyon ripping, the optional MagneRide suspension dampers cover ground with a synthesis of plushness and stability. In their firmest setting, undulating pavement can agitate the car, but not in an overly stiff or punishing way. Comfort pervades in the softest mode, without ceding poise for cutting a corner off the boulevard. Long highway cruises prove their touring aptitude, and on twisting two-lanes they return a sophisticated connection with the pavement. These are key to the 2024 Mustang’s great breadth of capability.

Alex Leanse, Motor Trend

First and foremost, the top-tier Mustang [Dark Horse] may weigh nearly 4,000 pounds, but it wears its weight well. Instead of attempting to squeeze into whatever’s on the rack at H&M, it’s comfortably slipping into athletic-cut threads at the big and tall store. This was especially true of its brakes; they never softened up or lost bite. Every time I’d dive into an incredibly late apex to enter the track’s infield, the brakes felt amply powerful and had no indication of ever fading away. Their ease of modulation and excellent pedal feel made slicing through a smorgasbord of early, late, and double-apexes both fun and trivial for any driver, no matter the skill level.

Peter Nelson, The Drive

While the Mustang EcoBoost doesn’t exactly feel at home on tight twisty roads, it’s not a sloppy mess, either. The electronically assisted steering is lacking feel but a quicker ratio over the last-gen car means hand-shuffling happens far less. The chassis is set up for safety, so the front wheels will always give up before the rear. You can make it rotate with enough patience, but just under 3,600 pounds to lug around means cars like the Mazda MX-5 Miata or Toyota GR86 are far better choices if your commute has a bunch of fun corners. The payoff is, of course, a set of semi-usable back seats and a decently-sized trunk. If twisties are your thing and you absolutely must have a four-cylinder Mustang, we recommend opting for the Performance Package, as it gets you a Torsen limited-slip differential, 19-inch wheels with summer tires, bigger Brembo brakes, and a strut tower brace.

Brian Silvestro, Road & Track

Run ragged on some of the best canyon roads Los Angeles County has to offer, the new Mustang GT is shockingly poised and well balanced. Instead of bucking through bends, the new Mustang dives in and carves through, with speeds and confidence previously only exhibited by Shelby-badged cars. Although we wish a touch more road chatter was transmitted through the new steering rack, its effort and weighting are bang on, as is the suspension tuning. As to the latter, Sport and Track noticeably stiffen things up while still allowing enough compliance to avoid upsetting the car over midcorner impacts.

Christian Seabaugh, Motor Trend

In short, it’s more of the same, but that’s a good thing if nothing groundbreaking. A better Mustang than ever before while being notably sharper and a smidge quicker, yes. Unsurprising, as reporters spout those same words with every new iteration of Mustang, but it’s a breath of fresh air nonetheless to have a car that breathes without an inhaler, shifts by your command, and sings to the high heavens with a voice unmuffled by turbo or electrified nonsense.

Well, you know. At least that’s the case for the naturally aspirated V8. Hey, nothing wrong with a Mach-E or the EcoBoost either!

2025 Mustang GTD reveal crowd perspective
Image credit: Gabe Carey (Acceleramota)

The fresh interior tech works quite well, even if it raised a few eyebrows. The revised steering rack may have taken two steps forward and two steps back, trading weight and feedback for speed and accuracy. However, some journos do enjoy the lighter weighting. Driving experiences are highly subjective matters to discuss, after all. But most agree the Mustang is a worthy successor, a perfect homage to Mustangs of the past, and a decent enough improvement in most aspects of driving dynamics.

Could it be even faster? Even sharper? Of course it can! It’s a Mustang, duh! Ford knows that, and the aftermarket knows that, and the latter has already been foaming at the mouth with what they can do. Skeptics should stay tuned for that.

Race cars galore!

Nuh-uh. You aren’t leaving this page without me shoving this down your throat. 

Since the days of the S197-generation Boss 302, Ford has doubled down on its efforts positioning the Mustang to challenge the world. And what better place to do that than the circuit? The last generation saw variants based heavily upon the Shelby GT350, but now Ford aims to expand even further beyond with increasingly manic race trims of the famed nameplate. 

2024 Mustang GT3 livery front driver side profile
Image credit: Gabe Carey (Acceleramota)

At the bottom rung sit the Dark Horse S and the Dark Horse R, stripped-down and relatively tame track-only editions of the Dark Horse road car. Little is known about the S other than being the less aggressive stablemate to the R. The latter comes ready to race out of the box, with road car-based aero, a traditional six-speed stick, and a virtually unchanged 5.0-liter Coyote V8, which even uses the same factory airboxes. It appears like a lightly modified Dark Horse road car from a distance – psst, if you really want the wheels, they’ll soon be a Ford Performance catalog part. A neat party piece to the R is the shim-based camber plates, which adjust by removing or adding shims to tweak the camber to the driver’s liking while being far less likely to come out of alignment than tightening down some bolts. Get ready to see these tear it up at advanced track days, club racing events, and the soon-to-launch Mustang Challenge series.

Mustang Dark Horse R Ford Performance livery with Mustang sculpture in background
Image credit: Gabe Carey (Acceleramota)

The Mustang GT4 ups the game with a legit wing setup pulled straight from Forza Motorsport and a more hardcore sequential gearbox. Like the Dark Horse R, there’s no Looney Toons widebody or ultra-bespoke motor. It’s still built to be a close representation of the street car, even sporting the same 5.0-liter V8. Except now, the transmission is a pneumatic dog-ring unit, and the suspension rocks dynamic spool-valve dampers by renowned builder, Multimatic, the same folks behind the dampers of the Camaro Z/28 and ZL1 1LE who helped bring the most recent Ford GT supercar to life.

Now we’re getting somewhere with the Mustang V8 Supercar built for, you guessed it, the Australian V8 Supercars series. It’s like NASCAR… But Aussie. The body is wider. The engine is horsepower-er. And the car is right-hand-drive-er. Yes, these are words now. Not much is known other than its speculated 600 horsepower output from a Coyote-based 5.4-liter V8 that breathes through a single throttle body instead of the dual design. Interestingly, it seems to be the only Ford Performance racing effort not to have any relation to the Dark Horse or Mustang road cars in general and is the only one to feature styling cues from the GT instead. Not a bad looker, either, as the last iteration was, uh, pretty damn hideous.

Atop the food chain sits the king, the one to lead the Mustang name into international motorsports stardom. The Mustang GT3 garnered acclaim and excitement for enabling the Mustang name to take on the world’s fastest, succeeding the venerable Ford GT LM GTE-Pro. There’s a carbon fiber widebody dotted with enough slots and holes to be mistaken for a Jack The Ripper victim, with the C-pillar-mounted swan neck wing acting as the cherry on top. Beneath the hood sits a unique 5.4-liter V8 co-developed with M-Sport, which, along with the V8 Supercar’s mill, are the first 5.4-liter V8s in any Mustang, race or street, since the 2012 Shelby GT500. Best of all, the groundwork set by Multimatic and the GT3 will give way to a monstrous storm brewing in the Blue Oval’s street car department.

The GTD: The storm that is approaching

Ah, lastly, we can’t forget about this. I can see it now. 

“Hey, I like your c-”

“More than you can afford, pal.”

“Huh?”

Ford.”

“Dude, what?”

“Forget about it, cuh.”

Following much hype surrounding a possible GT3 road car, Ford debuted the flagship GTD track special, a limited-edition supercar among pony cars built in conjunction with Multimatic. And you thought all those stats I threw earlier were nonsense filler.

The Mustang GTD exercises the full brunt of what Ford can do with the S650 Mustang platform, starting by sending a body-in-white to Multimatic to receive goodies such as the stunning carbon fiber GT3-inspired widebody. However, being a road car, gave Ford and Multimatic greater liberty to exercise more high-performance muscles in their pursuit of taking on the world’s fastest. This Mustang utilizes electronically height-adjustable suspension with pushrod rear suspension, active aerodynamics, serving platter-sized carbon ceramic brakes, and tires wide enough to fluster drag racers. All this supercar mumbo jumbo works to reign in a beastly supercharged 5.2-liter V8 targeting 800 horsepower and breathing through a titanium Akrapovic exhaust. Someone’s clearly a Euro fanboy on the engineering team.

Yes. It will be fast. No, you probably can’t have one, as Ford plans to implement an application process akin to the Ford GT to allocate the 1,000 to 2,000 cars they intend to build. That is if you can swing the $300,000 expected price. That’s 911 GT3 RS money, yes, but Ford has its hopes up that it can take the RS’ lunch money while making a hell of a lot more noise. 

FAQs

Can I take a 2024 Mustang to the race track?

Of course you can. It’s America’s sports car, and part of being the car to do everything for everyone means being capable when hunting apexes or chasing the end of drag strips. Base Mustangs are competent enough for the casual driver, but the GT and EcoBoost Performance Package adds larger brakes, retuned suspensions and electronic assists, bigger wheels with wider summer tires, and additional cooling to better withstand prolonged spirited driving. For real hardcore track rats, I’d consider the sharper Dark Horse, the successor to the GT350, Mach 1, and Boss 302.

How is the aftermarket support for the 2024 Mustang?

Scarce as of now, as the new Mustang has only recently come on sale. But expect support to ramp up rapidly and spread like wildfire as R&D gets underway with popular aftermarket brands. Some companies were quick to snag up test cars to begin dyno runs and wheel fitment checks, and Ford Performance’s new best bud, RTR, has already unveiled a complete upgrade package. For now, expect the only major challenge to be tuning, as the locked ECU and the dual intake’s dual MAF sensors pose quite a hurdle for tuners. The workarounds won’t be impossible. Tuners have long proven that many “untunable” platforms. But they won’t come soon.

Can I daily a 2024 Mustang?

Ford Mustangs are splendid everyday sports cars. In their softest settings, they’re tame, relaxed pussycats with unobtrusive road noise and suspension that can be firm but never harsh, even in the most hardcore models. Expect the 2024 cars to be quite familiar, albeit with maybe a hint more compliance from the new generation of (optional) MagneRide shocks. The new level of tech in the S650 will make it far more appealing to use as a single car and in heavy traffic. While derivative, the screen-centric dash design enables drivers to see whatever they need to see without looking low down on the center stack like older Mustangs.

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