2024 Ford Mustang EcoBoost Convertible Review: One True Pony

Here is my toxic trait: I think the Mustang EcoBoost Convertible might be the most correct Mustang.

Don’t get me wrong, the V8 is a Big Deal, especially the Dark Horse—which you’ll hear all about next week. Yet the original model debuted 60 years ago as a stylish, sporty, and affordable two-door, and the ’24 EcoBoost continues to be one of the most wallet-friendly coupes (or convertibles) on the market.

This is a people pleaser, pure and simple.

The Mustang saw a substantial update to the seventh generation for 2024. Dubbed the S650, it once again uses a revised version of its predecessor’s platform, retaining the same width and wheelbase as before. Height and length fractionally increase, as does curb weight.

Two engines exist (for now): the 5.0-liter V8 and this 2.3-liter turbocharged four-cylinder. The EcoBoost sees the smallest of power bumps, adding five ponies for a 315-horsepower corral. Torque remains unchanged at 350 pound-feet. Ford has 86’d the six-speed manual for four-pot pony cars, meaning there’s only a 10-speed automatic available.

The S650’s shell is immediately recognizable as a Mustang. The band is playing all the hits: low headlights frame a wide grille; the nose leans forward; there’s acres of hood, Coke-bottle hips, and after an acceptable length of pause—call it the encore—the traditional three-bar taillights.

In person, the Camaro-like vibes of early release photos are lessened. The Mustang is now comically large considering the amount of interior space on offer—in that way, it really is like its soon-to-disappear cross-town rival. In a world full of rounded, 1.5-box SUV designs, the drop-top ‘Stang is a stark (and welcome) contrast. This one is relatively muted in its Carbonized Grey hue, though the combination of red leather interior and the optional Bronze Appearance Package do perk things up. The 19-inch alloys in the dark hue are especially handsome, at least to this tester’s eyes. It’s still more than a little jarring to see a separate antenna out back on a brand new car, mind you.

Depending on how you want to frame it, the EcoBoost Mustang’s engine is shared with either a road-going rally car (Focus RS) or… a work truck (Ranger). The 2.3-liter is pretty good as far as turbo motors go: it’s responsive, while torque flows in thick and fast. I’ve had my complaints about Ford’s 10-speed before—mainly its constant hunting for the correct ratio—but it behaves itself here, slurring between ratios quickly but willing to stick with one when needed. There are no paddle shifters here, so I’m left to the mercy of the transmission’s logic anyway.

If only it didn’t sound like a blender. This car has the optional active sport exhaust which, as far as I can tell, only increases the volume of the real-world equivalent of the “car go brrrrr” meme. There is no distinct change in tone across the rev range, just industrial-level noise.

It’s not like the EcoBoost is particularly, er, Eco. During our time together, it struggled to score much better than 22 mpg (10.7 L/100 km).

Underpinning the EcoBoost is a front-strut and rear multi-link suspension. This tester rolls on 255/40 rubber at all four corners, but not the stickier summer rubber of the High Performance Package.

With half the cylinders up front, the EcoBoost Mustang has keener bite on turn-in than a comparable GT. Quick and accurate steering remind me of the subtle rear bias, the Mustang rotating not far from my hip point as it finds its way from corner to corner. There’s not much in the way of feedback mind you, so threading the droptop through a quality backroad is an exercise in trust as much as anything. Flitting through the drive modes does little beyond perking up the throttle response. Brake feel is good, with a progressive pedal and ample stopping power.

If we’re going to have to live in a world where a Mustang only has an electronic parking brake, I’d rather this simple button one instead of the “Drift Brake.”

The happy trade-off of this tester eschewing most of performance upgrades available for the EcoBoost is a ride that’s reasonably comfy for driver and passengers. Admittedly, the worst roads in the city did showcase a bit of cowl shake, but beyond that, the EcoBoost was smooth. Wind noise is pleasantly low, and the canvas roof is very well insulated for something at this end of the market. That it also powers up and down at low speeds in a quick 10 seconds is helpful, as well.

Those big lounge-style seats are easy to get comfortable in. Sure, they don’t offer the lateral support of a set of Recaros, but that isn’t really the point of this convertible. Neither is visibility, as I learn during an unusually rainy week. There’s a whole lot of space for driver and front passenger, while the folks in back will have to make do with tight headroom, a high shoulder line, and truly tiny amounts of legroom. Same as it ever was, really.

Ford made a lot of noise about the upgraded interior of the ’24 Mustang. It’s as much down to styling as quality: the center console is still one big slab of scratch-prone plastic, but there’s a more cohesive look to the center stack as rectangular vents act as visual anchors. More of the dashboard materials are soft touch, and there’s a welcome bit of contrast with the red stitching.

This being an EcoBoost Premium model, the Mustang comes well-equipped with heated and ventilated seats—the latter most welcome after the rainy week gave way to high temps. Ford has been offering customizable ambient lighting for ages now, yet the Mustang’s remains one of the good ones since it stops short of overwhelming. The added illuminated door sill scuff plates are another visual nicety; the included memory seating is a surprisingly swanky setup.

A high-def 13.2-inch touchscreen sits alongside a 12.4-inch instrument cluster in one conjoined panel atop the Mustang’s dashboard. It is super slick, with quick response times and a handful of physical shortcut buttons to cut down on menu diving. Wireless phone pairing works without issue here. The customizable gauge display is excellent, even if the only correct choice is Fox Body. I wish the drive mode animations featured an EcoBoost and not a GT, however.

The Mustang now includes more of the sort of driver assists expected of a modern car. Adaptive cruise control is standard, along with lane-keep assist. The High equipment group adds Ford Co-Pilot360 Assist+.

The ’24 Mustang now starts around $32,000 in the US, or $45,000 CAD in Canada. Adding the Premium package and opting for the cloth-top adds around $11,000 to the bottom line, in either country.

This tester sees a restrained trip through the options list, consisting of the High equipment package ($3,000 / $3,000 CAD), Bronze Appearance Package ($995 / $1,300 CAD), floor liners ($200 / $295), and mini spare tire ($415 / $200 CAD). The active valve exhaust ($1,225 / $1,495 CAD) is best skipped. The final tally is $49,375 ($56,940 CAD). That’s a lot for a Mustang without a V8, but how many droptop four-seaters are you going to find out there?

It’s easy to focus on the Mustang GT and Dark Horse. It’s a small wonder that nat-asp V8 still exists, and it’s good enough to be celebrated.

But don’t overlook the EcoBoost. Should you not need the blood-and-thunder soundtrack or serious shove—nor the crippling fuel economy those come with—the four-pot pony car offers up big doses of style with a new-found sense of digital literacy. Embrace its lowercase-s sporty pretensions and get the droptop, but skip the performance pack, especially that exhaust.

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