Tag Archives: supercars

Decades of automotive enthusiasts, tuners, and even casual car lovers can agree that the Nissan GT-R is always a crowd favorite. Even if you don’t like it, you can respect it. The latest generation, better known as the R35, was introduced in 2007 and features a front mid-mounted engine on a proven, modification-friendly platform and all-wheel drive to deliver all that power to the pavement. This Japanese supercar has seen many upgrades and updates over the years, both directly from Nissan and from several prevalent designers and shops. But perhaps the most impressive and rarest true Nissan-collaborated variant is the Nissan GT-R50 by coachbuilder and design house, Italdesign.

Italian coachbuilders kick the Nissan GT-R up a notch

The Nissan GT-R50, redesigned by Italdesign in collaboration with Nissan Design Europe, is reportedly one of only 20 street-legal variants produced for the market, defying Italdesign’s original claims of 50 cars and making it one of the rarest GT-R editions you can buy. Some sources claim that final production before order books closed was even lower than that, but it matters little. Ultra rare is ultra rare! It’s powered by an impressive twin-turbocharged 3.8-liter V6 engine tuned by NISMO to produce approximately 710 horsepower, keeping up with the car’s reputation as “Godzilla.”

As for the design house itself, the GT-R50 is merely another notch on its belt of angular, outlandish designs. Formerly home to Giorgetto Giugiaro, Italdesign is also known for the Zerouno supercar, as well as the BMW M1, first-gen Lancia Delta, Fiat Panda, and Alfa Romeo Brera.

While your chances of getting your hands on this Nissan-Italdesign collaboration are pretty slim, there are still a ton of amazing GT-R builds enthusiasts can tackle on their own or with shops with some aftermarket modifications found on eBay.

Let’s preface this by saying: No, this is not a news beat. No, this is not a grand compilation of every little reveal and every hunk of metal on display at the LA Auto Show. Take this as a more personal and me-engaging-the-audience-type feature where I, editor-in-chief and supreme (assistant) overlord to the site, and Gabe, founder and supreme supreme overlord, share our top cars from this year’s gathering.

Whether it be a new release, a kinda-sorta new car that may be making its first in-person appearance, or perhaps something that’s not new at all, these are our personal standouts in attendance that truly scratched my automotive itch. And hopefully, it scratches yours, too.

Ahem. And, if you’d like, please feel free to check out coverage of cars from this year’s auto show on our TikTok and Instagram. 

Skip to car:

• Lucid Gravity
• Lotus Eletre
• Honda Prelude Concept
• Toyota Camry
• Acura ZDX
• Chevrolet Corvette E-Ray
• Subaru BRZ tS
• Hyundai Ioniq 5 N
• Ford Mustang Mach-E Rally
• Nissan Z & GT-R Nismo
• Aston Martin Cygnet (wait, for real?)

Gabe: 2025 Lucid Gravity

@acceleramota The 2025 Lucid Gravity is a luxurious 3-row SUV from the chief engineer behind the original Tesla Model S and the designer of the Miata ND. Would you buy one over a Model X? #auto #lucid #tesla #carlifestyle #teslamodely #suv #electricvehicle #electriccars #luxury #truck #lucidgravity #teslas #newcars #lucidair #luxurycar ♬ original sound – acceleramota

In a market already saturated with three-row luxury SUVs, a lesser-known brand introducing its own would surely have its work cut out for it. Lucid Motors is a prime example. In the third quarter of 2023, Lucid lost $430,000 for every car it sold, according to InsideEVs. Four hundred and thirty thousand dollars. 

By no means is that indicative of Lucid’s standards, though, as its first EV – the Lucid Air – was met by reviewers with mostly positive marks. Everyone I’ve known who’s driven a Lucid Air came away a fan as well. In fact, when we offered test drives at one of our car and coffee meets in New York earlier this year, one of the most stubborn anti-EV people I know came away a fan. The premium interiors, consistent build quality, and aversion to oversimplification-for-the-sake-of-it distinguishes Lucid from its main competitor, Tesla, with which it shares common DNA.
Judging by its roughly identical $80,000 starting price, the Lucid Gravity is poised to compete with Tesla’s Model X – you know, the midsize family SUV with the dancing falcon wing doors. But unlike the Model X, the Gravity brings more cargo space, the option of a third row, and an estimated 440 miles of range, nearly 100 miles more than that of the Model X. For some reason it also has 880 horsepower, because in competing with the alarmingly quick Hummer EV, it’s not an electric SUV if it can’t push 0-60 in 3.5 seconds. The only obvious downside is that, at least according to our new best friend, it does have more than one button for the center stack, and the luxe woodgrain finish is an acquired taste, allegedly.

Jeric: 2025 Lotus Eletre

Did anyone forget about this thing? I surely did, even after much press and controversy that one of the most legendary sports and race car manufacturers is now making (gasp) an electric SUV! What has the world come to? But the Lotus Eletre certainly makes a compelling case for itself that should help give it the Cayenne complex it needs for Lotus to keep building Emiras. 

How does 603 to 905 horsepower and 310 to 373 miles of range from its 112-kWh battery and dual-motor all-wheel drive setup sound? Overkill? Sure, but a Lotus must perform, and if it can’t simplify and add lightness, then power is one way to sweeten the deal. Interior is wonderfully posh. The rear cargo area is cavernous. The exterior styling is interesting, although seeing it in person does it far more justice than any photo. Designed in the UK, engineered in Germany, and assembled by Geely in China, the Eletre also signals a remarkable international effort for the hallowed English brand. And while its occupation as an electric SUV for eclectic rich folks may sour some peoples’ opinions, its strides to be a financial success could be what the brand needs to send its last wave of gas sports cars out with a bang instead of a whisper.

Jeric: Honda Prelude Concept

The legend returns! Except, not really, because this is a Honda Prelude, and the Acura Legend is still dead as a doorknob. Unless you count the Acura RLX as its successor? Anyway, the Honda Prelude returns rocking a swagtastic new look evocative of the Honda Insight face meets Honda Accord tail affixed to a last-gen Honda Civic Coupe body. And for the first time in years, Honda may actually have another spunky, fast two-door sports coupe in their fleet since the S2000. No, Si owners, I said fast.

Being a concept, we know next to nothing about the forthcoming Prelude or if it’s even coming. But This model seems fairly production-ready, aside from eye-catching carbon accents and a carbon roof that’d definitely launch its price tag into oblivion. But the upscale wheel design wrapped in Continental SportContact 6 tires sheathing Brembo brakes and the familiar Civic Coupe profile scream production-ready. Perhaps most importantly, despite much speculation that it could be an EV, the new Prelude Concept is actually slated to be a hybrid. If I were to place my bets, the base variants might likely use the Accord hybrid or an electrified Civic Si motor, but top-shelf models could use an electrified variant of the K20 turbo-four from the Civic Type R and Integra Type S, probably pushing between 350 to 400 horsepower.

Just a guess. A fanboy can dream.

Jeric: 2025 Toyota Camry

10 years ago, the Toyota Camry was plain as can be. Even in its day, the top-shelf SE or XLE trims did little to incite lust in those it drove by. It was a fine car, and it did its intended job great! But so does white bread. However, the new 2025 Toyota Camry is a Camry masquerading as a Lexus, and it’s got the goods to match. Never thought I’d ever say this about a front-drive, hybrid family sedan, but I am hot and bothered. And you will be, too, after a few pictures. 

Look at it! I said look at it, you! Does that not scream upscale? The long, sleek bodywork combined with that statement of a grille, Prius-like headlights, and some fairly attractive wheel designs make for one heck of a looker, especially in the sportier SE and XSE forms. The interior remains simple yet usable, resembling an evolution of the previous-gen Camry but tweaked to better suit Toyota’s current design language of wide, high-mounted touchscreens and expansive, button-centric center consoles. Specs? Pretty darn good. And that’s the best you can say about a Camry. A hybrid powertrain pushing 225 horsepower and available all-wheel drive (which bumps power to 232), sure to match the old car’s 44 to 50-plus mpg, is a compelling buy.

Jeric & Gabe: 2024 Acura ZDX

Born from the unlikely partnership between GM and Acura, the new-generation 2024 Acura ZDX ditches its forbearer’s heinous Star Wars cargo freighter looks for a sleek, concept-car-like caricature of the Acura MDX SUV. Wide, low, and unapologetically bold without offending those with working eyeballs. This is actually quite the attractive centerpiece of Acura’s booth. And most interesting of all, it’s a full EV riding on GM’s Ultium platform, the same platform underpinning the Blazer EV and Silverado EV.

Much like the Prelude, not much is known about the nitty-gritty details of the ZDX, but Acura insists we should expect a starting price somewhere between $60,000 and $70,000 and a maximum range of up to 325 miles. Not bad! That lines it up with the upper echelon of the Blazer EV’s estimated range. Being marketed as a sporty and athletic Whole Foods hauler, the ZDX will launch with the sporty A-Spec and the SPORTY Type S models, with the latter aiming for over 500 horsepower, a 288-mile range, and sub-five-second zero-to-sixty. And if the ZDX can make good on blending Acura styling and luxury inside and out with GM’s handy EV know-how, Acura should be poised to have a real knockout winner on their hands.

Gabe: 2024 Chevrolet Corvette E-Ray

As I mentioned in our video preview at the LA Auto Show, with the Corvette E-Ray, Chevy hopes to prove that hybrids aren’t all about going green. In fact, the E-Ray lays claim to the same fuel economy as the standard C8 Stingray at 24 MPG highway and 19 MPG combined. Instead, the E-Ray has more in common with a McLaren Artura than a Prius XLE. That’s to say, the tiny 1.9 kWh lithium-ion battery in the transmission tunnel is there to bolster the performance of its already potent 6.2-liter V8. Of course, pairing hefty battery tech with a big block motor does increase its curb weight by a little over 300 pounds, but how much does that matter when you can zip from 0-60 in 2.5 seconds? After all, the E-Ray is the quickest Corvette in the American sports car’s rich history. 

But the distinctions between the E-Ray and the Stingray don’t stop there, because on top of being the first hybrid Corvette, it’s also the first all-wheel-drive model. Don’t worry, it’s still rear-biased, and if you’re skeptical, Chevy’s built-in E-Ray companion app shows its homework with real-time performance data – including a diagram laying out the power distribution between the front and rear wheels. While it sounds like an automotive tech nerd’s playground, this Corvette isn’t just for wonks and weekenders; it’s a grand tourer, lending itself to longer road trips and grocery-getting as much as it does track days. 

Jeric: 2024 Subaru BRZ tS

No, this is not news. But here this favorite of mine is in the flesh, so I’m gonna thrust it down your throat anyway. Behold! The Subaru BRZ tS. It’s like a regular BRZ. But tS. And by that, Subaru means “Tuned by STI.” And by that, they really mean they stole the black wheels off the Toyota GR86, threw on some Hitachi dampers, added a sweet set of Brembo brakes, and called it a day. Really, the 2024 BRZ receives the mildest of updates as it enters the new model year, but they’re still noteworthy enough on a car this basic to be worth sharing!

For 2024, the BRZ receives a tS trim, which, like the previous gen’s tS, functions as a comprehensive performance package sans that car’s goofy wing. Beyond the new brakes and dampers, the tS is built upon the BRZ Limited, which throws in luxury goods like suede and leather interior upholstery, heated seats, and an upgraded stereo, as well as an 18-inch wheel package wrapped in Michelin Pilot Sport 4 summer rubber, which is perhaps the most transformative performance upgrade on any BRZ, turning this diminutive sports car into a genuine Porsche Cayman fighter. Additionally, for 2024, EyeSight is now standard on all models, including manual transmission cars, which does increase the price by a couple of grand, pushing the BRZ in the low-$30,000 range. A tS will run you about $36,000, which is still a hell of a bargain compared to literally anything else on the market today, assuming you can snag one without that dastardly markup. 

Jeric & Gabe: 2025 Hyundai Ioniq 5 N

The surprise hit from Korea strikes another tally of its bucket list and enters the high-performance EV fray. After much coverage and polarizing the press, the Hyundai Ioniq 5 N arrives on American shores to grace us with its matte blue goodness, and it’s here to prove that fast EVs don’t have to be mere straight-line missiles. They can soul, too. Or at least as much soul as you can pump into something that ditches pistons and gas for battery cells and electrons. 

The Ioniq 5 N remains in its early launch phase, without much information besides what was available at its debut. That means nothing much has changed from its claims of 641 horsepower from an 84-kWh battery with 350-kW fast charging. But no complaints there! We still expect its aggressive e-LSD, Drift N Optimizer, and N e-Shift’s simulated 8-speed manual shift mode to make it to our shores, as we do for the changeable fake exhaust noises that can imitate fake revs from a jet fighter, the Gran Turismo Vision concept, or a traditional gas engine. Gimmicky? Absolutely. Necessary? No, not at all. But at least someone out there is having fun with EV tech and is trying to bridge the gap between gassers and electric cars with something that can parody the best attributes of both worlds. Being based on an already well-received vehicle like the regular Ioniq 5 doesn’t hurt, either. 

Jeric: 2024 Ford Mustang Mach-E Rally

If Ken Block we here, I can totally see him sliding through the woods with his family in tow in one of these. The Ford Mustang Mach-E Rally is very real and is very much coming to dealers near you for the next model year. Because what says environmentalism and family-friendly more than something that gently nudges you to take that dirt fire road at triple-digit speeds while blasting “Kickstart My Heart?”

Based on the already formidable and definitely quick-enough Mach-E GT, the Mach-E Rally skews its priorities towards off-road hooliganism. New are 19-inch wheels stolen from the nearest ARA race and shod in skinnier Michelin CrossClimate2 all-seasons sporting a nice, meaty sidewall for all the potholes you’re going to smash on the Wal-Mart Rally. The fog lights, underbody protection, black plastic fender moldings, Focus RS-style rear hatch wing, and a hyper-aggressive RallySport drive mode add some extra WRC flair. The ride height has been jacked up by 20 millimeters and still utilizes the GT’s Magneride shocks but retuned for more off-road shenanigans, and the dual-motor powertrain still zaps out 480 horsepower and 650 pound-feet of torque. Its range is a still-okay-ish 250 miles, but I don’t expect many people to match that given its intended purpose. 

Jeric: Nissan Z Nismo & GT-R Nismo

Ah, yes. Even at a quintillion years old in car years, the Z and GT-R manage to tickle my fancy, now with matching gray-black-and-red paint jobs to boot! The new Nissan Z launched onto the scene with a lukewarm reception, with praise for its modernization and a newfound sense of speed but criticism for the softened edge it bears in order to expand its appeal. The Nissan GT-R is as big, tech-laden, and video-gamey as ever. Both are fine driver’s cars, but fanatics asking for more will find prayers answered in their respective Nismo track variants. 

The Z Nismo, already making rounds in media drives, impressed journos with real, genuine connectedness, inspiring confidence to attack curves on or off-track with a heavily revised suspension, RAYS wheels rocking the GT-R’s ultra-sticky Dunlop tires whose full name I refuse to type out, and a wicked body kit that vaguely reminds me of JDM Fairlady Z G-nose. The VR30 twin-turbo V6 has been massaged to 420 (aye, lmao) horsepower, yet the move to keep it nine-speed-only sparked much ire for what’s to be a purist track Z. Ye ole GT-R Nismo adapts much of the same formula to the geriatric R35 platform, with a new swan neck wing, 600 horsepower from its 3.8-liter VR38 V6, similar RAYS wheels and sticky Dunlops, and a drop-dead gorgeous suite of carbon goodies, from the ground effects to the hood. Also new for 2024 are faster-spooling turbos from the GT-R GT3 race car and a front LSD. Old and possibly overpriced? I guess, but don’t tell me you can’t look at it and giggle with excitement even a little bit. 

Jeric & Gabe: Aston Martin Cygnet

It’s hard to talk about the Alfa Romeo Tonale without mentioning the Dodge Hornet in the same breath. It’s impossible to talk about the Aston Martin Cygnet without bringing up the Scion iQ. Love it or hate it, the Cygnet is one of the most notorious examples of badge engineering from a major automaker. So notorious, in fact, that it’s recently cemented its place in car culture as a not-so-guilty pleasure for the irony-poisoned enthusiast. 

When the Aston Martin Cygnet first debuted in the U.K. in 2011, it came with a starting price of £30,995 – the equivalent of $49,595 in the States. For anyone familiar with Aston Martin as a prestigious luxury brand, that probably doesn’t sound like a lot. But what if I told you that the Aston Martin Cygnet was just a cheap Toyota city car in disguise? Well, sort of. It might’ve featured luxurious interior trappings like bespoke leather upholstery, wood trim, and in some configurations, a shitload of carbon fiber. 

Any mechanical differences between the Cygnet and the iQ were negligible. Both had 1.3-liter four-bangers, continuously variable transmissions (CVTs), and front-wheel-drive. Yet, for whatever reason, its presence at the LA Auto Show was magnetizing. Jeric and I stumbled into Alanis King of Doug Demuro’s Cars & Bids fame, who happened to be fawning over the Cygnet from the inside. It wasn’t long before we joined in. This little number in particular comes courtesy of Galpin Auto Sports as part of its Hall of Customs exhibit.

Anyone stuck in beach traffic on the Pacific Coast Highway this past weekend found themselves in for a treat. Or really just about anyone on the beach or the boardwalk, too, as a fleet of over 200 Lamborghinis makes for quite a rumbling traffic jam that roars hundreds of yards in every direction. 

Welcome to the third annual Bull Run, a series of global rallies that Lamborghini and the charity Movember put on to raise awareness for men’s issues during the month, also known as “No Shave November.” This year, a Bull Run started in a large parking lot below the Santa Monica Pier, then rallied up the coast through the hills of Topanga and Malibu. 

Just in case I wouldn’t hear the echoes from my nearby apartment, Lamborghini kindly offered me a Huracán Tecnica to join the morning’s revelries, so I arrived curious to see what kind of crowd the Bull Run draws—and, of course, how everyone piloting hardcore supercars in a group rally on public roads actually drives.

Welcome to the Bull Run

I arrived about 15 minutes late, figuring the event might run on Italian time. And sure enough, a group of about 30 Lambos already occupied a few spots just off the boardwalk—nowhere near the expected total. I parked the Tecnica and hopped out, noticing the number of mustaches already in attendance, a figure that rose steadily, if not quite as quickly as the number of actual Lamborghinis rolling up in bunches.

Movember’s efforts as an organization center around raising awareness for men’s health issues, with a focus on prostate cancer, testicular cancer, and mental health. The charity has invested over $350 million in biomedical research projects, supports interventions, provides guidance for cancer treatments, and reframed discussions of mental health and gender norms. Previous iterations of the Lambo Bull Run have drawn 92 dealers in 22 states, with over 1,500 cars worldwide joining the cause. But as the largest single market for Lamborghinis worldwide, LA’s potential turnout this year attracted enough attention to even entice CEO Stephan Winkelmann out for a weekend on the West Coast.

Setting records with Movember

I almost didn’t recognize Winkelmann in his Saturday casual attire as opposed to his unvarying array of absolutely immaculate suits. He also arrived sporting a beard for the first time since his Bugatti days. Why the beard, I asked him, rather than the Movember mustache gracing so many Lambos around us? He laughed and pointed at my own beard.

“I look older with a mustache, so I said if I were going to do it, then I’d do a beard,” Winkelmann joked before turning serious. “We are doing a thing for a good cause, and to have this as also the biggest gathering in the history of Lamborghini in connection with a movement like Movember is a good thing.”

Winkelmann arrived in the United States fresh off Lamborghini, reporting official sales figures for the first three quarters of 2023. As usual, the US market dominated world deliveries, with 2,342 cars sold. For context, Germany notched second place with 709 units sold. So, as we stood there surrounded by classic and modern Lamborghinis alike, I asked Winkelmann what he thought made customers in America so attracted to the Italian supercars coming out of Sant’Agata Bolognese in recent years.

“People love ‘Made in Italy,’ they love super sports cars,” he replied. “They look at us, and they see that we are consistent with the brand, with the products, with technology, design, and performance. And therefore, it’s a growing curve in terms of awareness, in terms of image, and also in terms of popularity.” 

We watched more cars pulling into the lot, and then perhaps the highlight of the day rumbled past: the so-called “Rambo Lambo” LM002 SUV. Crowds swarmed, pulling out smartphones to record this most beastly of raging bulls in motion. Then the owner hopped out and popped the hood. I stuck with Winkelmann and brought up my surprise at how many brand-new examples of the Sterrato showed up, the Huracán’s off-roading variant that best delivers the modern style of that LM002. In fact, the Sterrato might just be my favorite car of the year. Completely absurd in every way but done right from conception through R&D to production. Winkelmann agreed.

“Lambos are created to be dream cars,” he posited, “To be objects you might dream of since your childhood. And this is something we have to keep alive, and we always have to surprise people. The LM002 back in time was a big surprise for the customers. So is also the Sterrato. This is a car, which is part of our thinking out of the box now; it’s a car, which is very special, and the reception has been incredible. And it’s even more fun on the racetrack than off-road because you can just slide it.”

I declined to share my own tale of sliding a Sterrato enough to wind up fully sideways on a rally course at the official press debut earlier this year but nodded with appreciation for the incredible job that Lambo’s CTO Rouven Mohr manages to do with traction control and ESC programming. This guy drives a Lancer Evo, drifts a Nissan 350Z, and came up with the idea for a Sterrato in the first place. Then he decided that media should off-road the Urus Performante, set up a stage rally day at Chuckwalla for the Sterrato launch, and programmed the 1,000-horsepower Revuelto hybrid’s all-wheel-drive system well enough that I even drifted one at Vallelunga. Not bad, to say the least.

A sense of surprise

And my Tecnica loaner wasn’t bad, either. Compared to other Huracan variants, including the Sterrato but also the aggressively aerodynamicized STO, the Tecnica nails a certain level of stylistic restraint. Call it more in line with Winkelmann’s more typical visage than on a Movember rally, where the Sterrato is the bearded CEO in cargo pants at the beach on a Saturday morning. And this particular Sterrato looks extra svelte in a matte grey, officially called Grigio Acheso, with carbon fiber interior door cards and even racing-inspired pull straps instead of handles. 

Don’t forget the 5.2-liter V10 that revs to 8,500 RPM and puts 640 horsepower through a lightspeed seven-speed DCT to the rear wheels only. Perfect for a road rally, a racetrack, or tooling around town—whether anyone shelling out $300,000 for their daily driver might want to keep the Movember mustache decals on after the rally remained another question entirely.

Huracans made up most of the crowd by the time SM Pier’s lot began to fill up, heartily outnumbering even the Urus, Lambo’s best-selling model that contributed mightily to steadily growing sales stats since debuting for model year 2018. And yet, the Lamborghini crowd that gathers at a rally clearly prefers the company’s supercar persona rather than the do-anything SUV. Not too surprising, I suppose, given how many commuters I regularly see in Uruses (Urii) here in Los Angeles. Maybe the Lanzador could change that in the near future.

Sprinkled between the modern Lambos, a few Diablos, Murcielagos, and Aventadors also arrived to great fanfare. Even a lone Lamborghini Jalpa caught my eye, with an absurd yellow interior unveiled on full display. And it’s not often that anyone on hand can see the details that made these cars so super, from the Rambo Lambo’s wider-than-wide dash and peculiar Pirelli tires to the Jalpa’s gated shifter and three-spoke steering wheel or even the Diablo’s massive rear air intakes. Then, comparing older cars to newer ones, the evolution of aero and design, not to mention materials and craftsmanship under Volkswagen ownership—the whole history of Sant’Agata Bolognese played out in the pier parking lot.

Then came the time to drive after a few words of warning to prevent any shenanigans. Luckily—or not—beach traffic piled up on the PCH immediately, so as I slunk forward at a few miles an hour with the Tecnica set to softest Strada mode and AC blasting, a bunch of Aventadors lurched around at low speeds, automated manuals slapping audibly and 6.5-liter V12 engines revving to prevent stalls. We passed Jerry Seinfeld in a bright orange IROC Porsche, thinking it’s not often that Jerry gets upstaged in the car biz, but it’s pretty hard to beat a line of 200 Lamborghinis in public.

Once past a blinking red traffic light that caused the holdup, speeds increased but never to the point of irresponsibility. Even up Las Flores Canyon, then down Stunt and across Mulholland, the line of Lambos barely cracked the speed limit. And it’s a good thing, too, because the sheriff’s department definitely got the memo, as proven by about 15 cop cars passing in under an hour on mountain roads.

On Las Flores, a bit of water spray contrasted the Tecnica’s matte finish. On the rough road surfaces that took a beating this past winter, I again found myself entirely happy to have drawn the “short” straw with the Tecnica rather than the more “desirable” STO. Sure, on a track, the STO’s stiffer suspension and aero package may allow for better lap times, but here on public roads, the Tecnica’s more approachable setup kept me swaddled in much more comfort. I can admit to wishing for a bit more time actually ripping around, throwing that low-slung weight into corners, and punching the brake pedal to chomp down on massive carbon-ceramic brake discs. Oh well, maybe next time. If I ever get a next time.

Welcome to Calamigos Ranch

The rally ended at Calamigos Ranch, right off Kanan Dume in the heart of Malibu. A popular wedding venue, Calamigos Ranch also rents out to automakers regularly for sneak previews, official launches, and lunches during test drives. In this case, Lambo parked a brand-new Revuelto at the entrance for guests to check out. The bright orange Arancio Apodis launch color certainly caught eyes, though, in my opinion, it only highlights certain unflattering comparisons to the C8 Corvette in photos. Those impressions come through less in person, but the angular body still looks best in dark and matte tones.

Then, another orange Lambo absolutely stole my gaze: a sparkling Miura that guarded the entrance to the main field where lunch trucks, picnic tables, cornhole, and a Ferris wheel all dotted the lawn packed with more Lamborghinis, of course. Here, I got to check out more Diablos and Murcielagos that I must have missed earlier in the rush to chat with Winkelmann and grab a cup of coffee before the rally started. The crowd grew steadily, some dealers wearing official garb, plenty of father-son duos out for a Saturday cruise, solo owners, and more Lambo executives. I grabbed a Mediterranean salad with shaved ribeye, chugged another coffee, then moseyed over to take a closer look at sweet rims, quilted leather, and even more sparkling paint jobs.

And to think, all this for a good cause in an era when Cars and Coffee meets often devolve into donuts and drifting, prompting police shutdowns and ticketing. By contrast, the Bull Run stayed surprisingly classy. We all know the stereotypes, but the Mustang and Hellcat hooligans stayed away on this day of fundraising. Each dealership involved contributes to Movember’s purse, the final tallies of which will be announced at the end of the full month’s efforts. 

But in the meantime, I spent the rest of the afternoon ripping my Tecnica home through the tight curves of Latigo Canyon Road, simply one of the best 10 miles of asphalt the world over for driving one of the best supercars ever. Suffice it to say, it’s a great way to give my own mental health a boost with a healthy dose of automotive therapy.

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.

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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• FAQS

2024 Ford Mustang price and trim levels

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.

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.

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. 

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.

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)

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. 

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.

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.”

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 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!

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. 

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.

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.