HORSE TRADING

THE SEVENTH-GENERATION MUSTANGS ARE HERE, AND WE PUT THEM THROUGH THEIR PACES

- CHRISTIAN SEABAUGH AND ERIC TINGWALL

It’s difficult not to be a snob about entry-level pony cars. We’ve been conditioned to believe more is more when it comes to these distinctly American vehicles. More cylinders equals more power equals more speed equals more noise equals more fun. But for the first time since its SVO-badged ’80s predecessor, the new 2024 Ford Mustang EcoBoost makes a serious attempt at upending that paradigm.

At first glance, the entry point to the new seventh-generation Mustang doesn’t seem worth getting excited about. Underneath the S650’s tauter, sharper edges and revamped screen-filled cabin sits a modified version of the S550 Mustang’s platform. It gets upgraded brakes, a new steering rack, and some suspension adjustments. Under the hood, a new EcoBoost 2.3-liter turbocharged I-4 only gets a 5-horsepower bump to 315 hp, while torque stays even at 350 lb-ft. You don’t even get the manual transmission option on base cars anymore; only 3 percent of Mustang EcoBoost buyers opted to row their own gears in the previous-gen car, so the new one is available only with a 10-speed automatic. But as Ford likes to remind folks, no one knows Mustang owners like it does.

The Blue Oval set us loose in its latest EcoBoost Mustang, and we aimed to make the most of it. We beelined first for a taxicab-yellow Mustang EcoBoost fastback and pointed it at the nearest canyon pass. That happened to be Los Angeles’ Glendora Mountain Road, a twisty two-lane winding up through the San Gabriel Mountains toward Mount Baldy. Primarily the domain of hot hatches and small sports cars like the Toyota GR86 or Subaru BRZ, it was a great trial by fire for the larger, heavier Mustang EcoBoost.