2024 Ford Mustang review: Australian first drive

You’ve waited, I’ve waited – it’s finally here. Australian muscle car fans will be overjoyed to hear the 2024 Ford Mustang has touched down on local soil at long last, two whole years after it was revealed at the 2022 Detroit Auto Show.

It’s been a long time since the Ford Mustang was launched in our market in (factory-produced) right-hand drive in 2015. That car satiated Aussie car enthusiasts’ desire for V8s after the Ford Falcon ended production, it was comparatively cheap (especially with low interest rates), and went on to become the country’s best-selling sports car.

The new seventh-generation model takes everything that made that car a blast and updates it for competitive relevancy in 2024. By Ford’s own admission, this seventh-generation Mustang is a wholesale revision of its predecessor.

Much of the underbody is the same and there are plenty of carryover parts inside and out. It also comes more expensive than ever – at least $9400 more than it was before.

However, there are new tweaks to the styling and equipment, and there has been a major overhaul in the technology department.

Drive attended the model’s launch in Adelaide, South Australia, sampling all variants and configurations. But let’s dive in to talk about the one that everyone wants – the 2024 Ford Mustang GT Fastback.

Ford was originally meant to have the Mustang in Australia in the second half of 2023, but it’s been delayed and delayed, and now here we are in the second half of 2024.

In any case, it’s arriving with all the right ingredients for success: the V8 dream is still well and truly alive, manual gearboxes continue to be an option, and it retains the iconic looks the model has become famous for.

The seventh-generation Mustang is indeed built on the underpinnings of its predecessor – but the styling has been refreshed, the cabin technology is updated to modern-day standards, and the turbo four-cylinder and 5.0-litre V8 engines have come in for a power boost.

As before, the new Mustang range is primarily comprised of the four-cylinder Ecoboost or V8 GT variants. You’ve also got a choice of a manual transmission in the latter, in addition to a convertible body style.

Prices kick off from $64,990 for the MY24 versions, though recent price rises for MY25 versions now see the entry price starting $2000 more expensive. Top-level, the model is now substantially more expensive than a Mustang was a few years ago.

However, new for this generation is a new flagship offering – the Mustang Dark Horse, which takes many of the things that made the previous-generation Mustang Mach 1 great and reapplies them to the latest model.

That means a six-speed Tremec manual transmission (or 10-speed auto), wider 19-inch wheels, six-piston Brembo brakes, a Torsen rear differential, extra cooling, stiffer springs, and MagneRide adaptive suspension.

This unique variant is limited to 1000 units, which are sadly sold out – even before the model launched.

For that reason, we’ll focus on the model that everyone really wants – the Mustang GT V8 Fastback with a choice of six-speed manual or 10-speed automatic transmissions. It costs $77,002 before on-road costs for the former and $80,902 for the latter. Its 5.0-litre V8 puts out 345kW and 550Nm through the rear wheels in both applications.

In terms of competitors, few have the same sort of recipe as the Mustang. One of its closest competitors is the Nissan Z – which you can read a review of here – which costs $75,800 before on-road costs.

The Subaru BRZ overtook the mantle of best-selling sports car, but that’s comparatively underpowered and competes at a more affordable price point, from $43,790 plus on-road costs.

As for the seventh-generation Mustang, there are clear differences in design between this new car and the one before it. Up front, there’s a more angular front end with new vanes in the front grille and new vents in the bonnet (signifying a GT V8 variant), plus slimmer headlights at each side.

This Mustang GT gets 5.0-litre badging on the front quarter and sits on a set of 19-inch wheels. Around the back, it’s a pinched and tapered rear end, more GT badging, and red tail-light lenses just like they get in the left-hand-drive version.

Some of the biggest changes have been reserved for the interior. There’s now a fully digital 12.4-inch instrument cluster in front of the driver, a big 13.2-inch infotainment display protruding from the dash, and a new steering wheel design with plenty of buttons.

Dare I say it’s lost a little bit of old-school charm – there are fewer toggle switches like you’d find in a fighter plane and the double-hump dash design is gone.

But there’s no doubt this is a much more tech-forward interior than ever before.

All variants get leather-accented sports seats, wireless phone charging, LED headlights, and a 12-speaker Bang and Olufsen sound system.

The standard sports seats do lack support for hard cornering – I’d far prefer upgrading to a set of the special Recaro-branded units that have much more bolstering around the shoulders and sides.

I was able to get a nice and low driving position, but it did take a bit of fiddling. As before, the backrest is manually adjustable and the seat base has electric adjustment.

The Mustang has always been about performance, so it’s fair that the cabin materials aren’t the best quality. But, now that the car is more expensive, it’s a shame to see the same materials have been shared between generations.

Its leather-accented upholstery doesn’t have the best feel and the plastics around the dash are hard to the touch.

You can see carryover bits and pieces – this transmission tunnel is very similar to its predecessor and the centre console bin is a match for the old car’s. The door panels also appear and feel like a match for the old car’s.

But overall, in terms of looks and feel, the Mustang interior hits all the main must-haves in 2024.

One new feature for 2024 is the addition of a manual lever for the electric park brake. This is a weird hybrid between physical controls and electric operation for the electric park brake, designed to be used in concert with the new Drift Mode.

Drift Mode is for closed roads only and allows the driver to pull the handbrake and lock the rear wheels to initiate a sideways skid. It sounds like a bit of a gimmick for when you’re at the racetrack, but it actually works surprisingly well – if a little delayed in locking the wheels compared to a traditional mechanical handbrake.

The weird part of it is using the lever every day to secure the vehicle.

There are a couple of seats behind the driver and front passenger – though the seat-fold action to gain access is tricky and the space once you’re there is very tight. A space to reserve for emergencies only.

Under the boot lid, there’s fair stowage for two carry-on suitcases side by side, as well as a pair of backpacks. For a sports car, the Mustang actually does surprisingly well in storage capacity.

However, instead of a spare wheel, the car gets a tyre repair kit.

Ford has made great strides in technology with the latest-generation Ford Mustang. Not only is there an enlarged screen for the infotainment unit, but the digital cluster is an all-encompassing experience and has plenty of customisation.

The ubiquitous SYNC4 software system is applied within the 13.2-inch infotainment cluster and it’s a perfect pairing. It even adds specific sports-oriented track telemetry and data recording functions.

The infotainment system contains a bunch of Track Apps for measuring acceleration and lap times, while Ford has reintroduced the Line Lock mode that locks the front brakes, but not the rears, in order to do big burnouts (on a closed road).

In any case, the Sync 4 system is easy to navigate thanks to big, blocky icons and nicely laid-out menu systems. It can stutter between page scrolls occasionally, the same experience I’ve had in the Ford Everest recently, but otherwise, it’s a handy and information-rich experience.

Apple CarPlay and Android Auto connectivity is now wireless (plus a wireless phone charger too), and I love the fact that this smartphone mirroring screen can be maximised for a full-screen display. Native satellite navigation and digital radio are included, as before.

One of the coolest aspects of the Mustang’s tech suite is the ability to configure the digital driver’s cluster with different gauge displays. You can cycle between dials and instrumentation reminiscent of the 'Fox Body' Mustang (1979 until 1993), early 1967 and 1970 models, as well as tech-forward alternatives that do away with dials altogether.

FordPass connected services are available for the new Mustang, which means owners can connect to their car from their phone to monitor bits and pieces such as pre-cooling the interior, fuel level check, and remote-start functionality.

At the time of the seventh-generation Ford Mustang’s launch, it had not been selected for crash-testing by ANCAP.

We hope Ford and ANCAP can collaborate to supply a Mustang for safety-test purposes, because the sixth-generation car earned a bad rap for sub-par (two-star in 2015, then three-star in 2017) scores.

Here’s hoping Ford has improved the safety credentials of the new car.

The seventh-generation Ford Mustang has come in for a substantial safety boost over the old one. What’s better, it all comes as standard on all variants.

It gets must-haves such as autonomous emergency braking, adaptive cruise control, rear cross-traffic alert, and blind-spot warning, while a rear-view camera and rear parking sensors are also standard.

There are seven airbags overall.

All systems operated as intended for our launch drive. The lane-centring for the adaptive cruise control faithfully followed lane markings, and the computers kept good stopping distances behind the car in front.

The lane-keep alert system is particularly insistent, though can be easily turned off with a handy double tap of the steering wheel button.

Ford provides a five-year/unlimited-kilometre warranty for all its vehicles, including the new 2024 Ford Mustang.

Roadside assistance is complimentary for up to seven years, as long as you service the vehicle within the Ford dealership network.

That servicing costs $379 for each of the first four visits. Over three years that totals $1137. This is more affordable than the $1342 you’d pay for servicing the Nissan Z over the same period.

As is common for performance and sports cars, the Ford Mustang unfortunately requires 98RON premium unleaded petrol at extra cost.

For the GT Fastback manual variant, insurance costs are $1830 for 12 months of coverage. This is a comparative quote for a 35-year-old male living in Chatswood, NSW with a clean driving record. Insurance estimates may vary based on your location, driving history, and personal circumstances.

It’s hard to believe any owner of a V8 Mustang will have a keen interest in fuel economy, but it’s the kind of data that we like to measure in our reviews.

As stated earlier, a minimum fuel requirement of 98-octane petrol – in addition to a 5.0-litre V8 – won’t be helping the Mustang’s running costs equation. But Ford claims a 12.8 litres per 100 kilometres efficiency on mixed driving conditions for the automatic variant and 13.6L/100km for the manual-equipped car – about what you’d expect from a V8-powered sports car.

Our launch drive primarily favoured highway use and short, sharp twisty roads, so it was no surprise that the Mustang achieved a better-than-expected result of 12.1L/100km for the automatic variant. As the car spends more time in stop/start traffic and at lower speeds, it’s likely this fuel figure would creep up closer to Ford’s claim.

Though the Mustang comes with a ‘Quiet Start’ option to fire up its 5.0-litre V8 engine in a hushed fashion, I can’t help but laugh every time the naturally aspirated Coyote sparks into life with a raucous note.

There are multiple modes to the exhaust system – it’s at its loudest in Track Mode – but among other things that have stayed untouched between generations, the seventh-gen Mustang’s V8 still comes with a brilliantly entertaining exhaust note at whatever speed.

With an extra 6kW of power on tap, total outputs are now 345kW and 550Nm. The experience of putting those numbers into practice is wild.

The Mustang’s Gen-IV Coyote V8 pulls strong and linearly right up to its redline and maximum power is delivered right at the top of the crescendo at 7250rpm. It makes revving out the engine a joyous exercise, and one that the driver will want to do again and again.

I tried both the automatic and manual Mustang V8 at the model’s launch – on the track and on the road – and found the automatic to be the more cumbersome to drive. As per the previous generation, the 10-speed gearbox can stumble over itself to offer up the right ratio at the right time, and it’s often the case that it’ll get it wrong altogether.

Additionally, the throttle calibration can be a tricky one to master – especially as you’re cycling between the separate driving modes that can tweak the responsiveness of things like the steering weight, throttle response, gearbox calibration, and exhaust note.

It’s far easier to opt for a manual-equipped example.

Although the best six-speed experience is reserved for the Tremec-equipped Mustang Dark Horse, and is characterised by a lovely accurate throw and notchy feel, the Getrag six-speed manual in the GT Fastback remains an engaging option.

All Mustangs are now fitted with Brembo brakes with six-piston stoppers at the front and four pistons at the rear. You don’t get the same immediate brake pedal feel that I’ve experienced in Mustangs before, but the stopping ability is still resolute.

Several back-to-back laps at The Bend Motorsport Park did little to faze the Mustang’s braking ability. Given the Mustang’s online reputation for spinning out, it’s surprising just how much grip the big sports car has in the right setting, on a racetrack.

It stays flat through corners and is unperturbed by bumping up on the ripple strips. The steering isn’t quick or particularly feelsome, but it’s careful throttle application that can be the key to ensuring a nice, tidy line out of a corner.

Translated to the public roads, the Mustang is a willing partner to dynamic driving – but only on the right roads. It feels too large and lumbers through tight switchback bends, but relishes in fast and flowing roads where speed can be held through a corner.

The suspension is taut and you feel the road imperfections as the car travels through them, but it’s not accompanied by a thump or crash inside the cabin. MagneRide dampers (a $3835 option on the GT) are available to give the Mustang more breadth across everyday and dynamic domains.

No one looks to the Mustang and expects a razor-sharp driving experience, but what this muscle car icon continues to offer is character of a different kind. Every drive is accompanied by a sense of occasion.

The Ford Mustang is not designed to tow and subsequently comes without a tow rating.

In all, this seventh-generation Ford Mustang is less of an all-new generation and more of a major overhaul of its predecessor. The iconic looks have been sharpened and Ford has introduced an up-to-date infotainment system.

That technology is downright cool too – the cluster’s customisation is a nice nod to the Mustang’s past and the integrated Track Apps will be a hoot for owners keen on tracking their car.

It’s a shame to see many carryover pieces inside the cabin – the interior is largely the same, save for the new screens protruding from the dash. In other areas, it’s lost character with the removal of the double-hump dash and the loss of fighter plane-style toggle switches.

There is little difference concerning the driving experience – it’s still blunt fun. But it's blunt fun that can be deployed almost anywhere. The Mustang is an entertaining driving experience no matter the speed you’re driving, and a big part of that character is due to the retention of the V8 engine underneath its bonnet.

Go into a 2024 Ford Mustang purchase expecting evolution rather than revolution, and you’ll likely be a happy buyer for years to come – especially considering it could be the last time we see the 5.0-litre V8 under its bonnet.

Ford has collected 3000 Mustang orders over the last 12 months and it’s working hard to connect customers and cars.

We’re told that Mustangs with options – whether it’s certain specific colour choices or those fitted with MagneRide dampers – can take longer to arrive in Australia.

However, some GT Fastback examples are already on dealership forecourts around the country, so the brand advises speaking to individual dealers to find out about stock levels.

For us at Drive, there is no better Mustang experience other than one with a V8 – so go into a Mustang GT purchase expecting the best Mustang variant and it’s unlikely you’ll be disappointed.

Unfortunately, the Mustang Dark Horse is sold out and no further allocation is on the horizon, despite the model being a full-time offering in the United States.

Don't forget to check the Ford website for dealership locations in order to find your Mustang. You can also find Fords for sale at Drive Marketplace.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. We’d also recommend test-driving the Nissan Z and the Toyota Supra before deciding whether the Ford Mustang is the car for you.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.