Ford hasn’t released final horsepower and torque numbers for the 2.3-liter EcoBoost four-cylinder and 5.0-liter V-8 offered in the 2024 Mustang. Too bad, though we suspect those numbers are in the works. of determination and will be released closer to the start of production. Still, there’s a lot to be said for what’s going on under the hood of the new Mustang S650.
The new Mustang debuts the fourth generation of Ford’s beloved 5.0-liter Coyote V8. Introduced for the 2011 model year, the big change for this Coyote is a new intake with dual 80mm throttle bodies. “By doing that, you’re pumping a lot more air into the system, you’ve got a much better fuel ratio, a lot less loss in the system, so the feel in the vehicle is very visceral,” says Eddie Kahn, director of vehicle engineering for the new Mustang.
For the regular GT, most internals are carried over from the previous Mustang, but the Dark Horse trim gets stronger camshafts and forged pistons and rods from the mighty Shelby GT500. Both variants of 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 has a longer duration to help push out any extra air entering through both throttle bodies.
At the downtown Detroit reveal event for the Mustang, Ed Krenz, the car’s chief engineer, said the GT will offer over 480 hp, while Ford is aiming for 500 hp for the Dark Horse. Mustang chief engineer Krenz said R&T that “we always try to get the most out of it”.
While the 5.0-liter V8 is surely the more 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 gets a new direct-injected, direct-injected dual-fuel system and the compression ratio is increased from 9.5:1 to 10.6:1. There’s also a new electronic wastegate for the twin-scroll turbocharger, a first for Mustang, and new air intake and exhaust gas recirculation systems to reduce emissions.
“It’s important to keep the EcoBoost in the base car to keep things affordable and achievable,” says Krenz. “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, hasn’t it?”
As with the V-8, Ford didn’t offer any specific horsepower figures, though Krenz tells us the goal here was to beat the fuel economy and emissions performance of the previous 2.3-liter without sacrificing performances. For reference, the previous-generation Mustang’s EcoBoost delivers 310 hp and 350 lb-ft of torque, with 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: two six-speed manuals and one 10-speed automatic. Both manuals are carryovers, with the Getrag unit offered in GT models, while the Dark Horse is upgraded to the Tremec first introduced on the Shelby GT350 and offered on the Mach 1. The automatic is Ford’s familiar 10-speed, introduced with the facelifted 2018 Mustang, with new control electronics. Notably, it’s the only transmission offered with the EcoBoost, as the pick-up rate of the manual four-cylinder Mustangs was quite low.
It seems from Krenz’s comments that the S650 generation Mustang won’t get a hybrid variant as expected in the past. Given Ford’s ever-expanding and popular EV lineup, the company probably doesn’t need to build a hybrid Mustang, as these EVs keep its average fuel economy (CAFE) numbers low. . “We’ve already covered electrification with the Mach-E, and as [Ford CEO] Jim Farley has said in interviews that this car allows us to do that,” Krenz notes.
There are sure to be hotter V-8s thanks to 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.