Ford has not released final power and torque figures for either the 2.3-liter EcoBoost four-cylinder and 5.0-liter V-8 offered in the 2024 Mustang. A shame, though we suspect that those numbers are being determined and will be released closer to the start of production. Still, there's a lot to talk about with what's going on under the hood of the new S650 Mustang.
The new Mustang debuts the fourth generation of Ford's beloved 5.0-liter Coyote V-8. Introduced for the 2011 model-year, the big change for this Coyote is a new intake with twin 80mm throttle bodies. "By doing that, you pump a lot more air into the system, you have a much better fuel ratio, a lot less losses in the system, so the feel in the vehicle is very visceral," says Eddie Kahn, vehicle engineering manager for the new Mustang.
For the regular GT, most of the internals carry over from the previous Mustang, but the Dark Horse trim gets stronger camshafts and the forged pistons and rods from the mighty Shelby GT500. Both variations on the new 5.0 get a new steel oil pan designed to reduce windage losses, and a new left-side exhaust manifold to increase flow. The exhaust camshaft also gets a longer duration to help get out all the additional air coming in through the twin throttle bodies.
At the downtown Detroit reveal event for the Mustang, Ed Krenz, chief engineer for car, said that the GT will offer more than 480 hp, while Ford is targeting 500 hp for the Dark Horse. Krenz, chief engineer for the Mustang told R&T that "we're still trying to squeeze as much out of it as we can."
While the 5.0-liter V-8 is surely the most exciting of the two Mustang engines, the base EcoBoost four-cylinder is very important. This is a new unit that will likely find its way into other longitudinal-engine Ford models in the near future. "We pretty much overhauled the entire engine," says Kahn.
Like the V-8, the EcoBoost benefits from a new dual-fuel system with both port and direct injection and the compression ratio is up to 10.6:1 from 9.5:1. There's also a new electronic wastegate for the twin-scroll turbocharger, a Mustang first, and new air induction and exhaust-gas recirculation systems for lower emissions.
"It's important to keep the EcoBoost in the base car to keep things affordable and attainable," Krenz says. "So the question of why not a hybrid or whatever? Affordability. It’s very important that it's accessible. It’s always been the Mustang way, right?"
As with the V-8, Ford offered no specific power figures, though Krenz tells us the goal here was to beat the fuel economy and emissions performance of the previous 2.3-liter with no sacrifice in performance. For reference, the EcoBoost in the previous-generation Mustang offers 310 hp and 350 lb-ft of torque, with the power output rising to 330 hp in Performance Pack models.
Can we really talk about engines without gearboxes? It seems wrong. The 2024 Mustang gets three of them—two six-speed manuals and a 10-speed automatic. Both the manuals are carryovers, with the Getrag unit offered in GT models, while the Dark Horse gets upgraded to the Tremec first introduced on the Shelby GT350 and offered on the Mach 1. The automatic is the Ford's familiar 10-speed, introduced with the face-lifted Mustang of 2018, with new control electronics. Notably, it's the only transmission offered with the EcoBoost, as the take rate for manual four-cylinder Mustangs was fairly low.
It seems that based on Krenz's comments to us, the S650 generation Mustang won't get a hybrid variant as was once planned . Given Ford's ever-expanding and popular EV lineup, the company likely doesn't need to build a hybrid Mustang, as those EVs keep its Corporate Average Fuel Economy (CAFE) numbers low. "We've already got electrification covered with the Mach-E, and as [Ford CEO] Jim Farley has said in interviews, that car lets us do this," Krenz notes.
Surely there will be hotter V-8s courtesy of Ford Performance, and since the S650 is essentially a revised version of the S550, there's plenty of room under the hood for a supercharger.