Here's What We Learned About the 2024 Ford Mustang's Engines

Copyright: Ford
Ford has not released definitive power and torque figures for either the 2.3-liter EcoBoost four-cylinder or the 5.0-liter V8 offered in the 2024 Mustang. Too bad, although we suspect these figures will be determined and released closer to the start of production. Still, there's a lot to talk about as to what's going on under the hood of the new S650 Mustang.
The V8
The new Mustang introduces the fourth generation of Ford's beloved 5.0-liter Coyote V-8. The big change for this Coyote, introduced for the 2011 model year, is a new intake with dual 80mm throttle bodies. "That way you're pumping a lot more air into the system, you have a much better fuel ratio, a lot less losses in the system, so the feel of the car is very intense," says Eddie Kahn, director of automotive engineering for the new Mustang.
For the regular GT, most of the internals are carried over from the previous Mustang, but the Dark Horse trim gets beefier cams and forged pistons and rods from the mighty Shelby GT500. Both variants of the new 5.0 get a new steel sump to reduce windage and a new left exhaust manifold to increase flow. The exhaust camshaft is also given longer life to get rid of all the extra air coming in through the two throttle bodies.
At the Mustang's unveiling event in downtown Detroit, Chief Car Engineer Ed Krenz said the GT will offer more than 480 horsepower, while Ford is targeting 500 horsepower for the Dark Horse. Krenz, Mustang's chief engineer, told R&T that "we're still trying to get as much out of it as we can."
The EcoBoost
While the 5.0-liter V8 is certainly 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 longitudinally engined 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 port and direct injection, and compression ratios range from 9.5:1 to 10.6:1. There's also a new electronic wastegate for the twin-scroll turbocharger, a first in Mustang, and new air intake and exhaust gas recirculation systems for lower emissions.
"Keeping the EcoBoost in the base car is important to keep things affordable and achievable," says Krenz. "So the question, 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 specific performance numbers, although Krenz tells us the goal here was to beat the previous 2.3-liter's fuel economy and emissions performance without sacrificing performance. For reference, the EcoBoost in the previous generation Mustang offers 310 hp and 350 lb-ft of torque, with power increasing to 330 hp on models with the Performance Pack.
The Transmissions
Can we really talk about engines without gears? It seems wrong. The 2024 Mustang gets three of those — two six-speed manuals and a 10-speed automatic. Both manuals are carryovers, with the Getrag unit being 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 Mustang of 2018, with new control electronics. Remarkably, it's the only transmission offered with the EcoBoost, as the rate of decline has been fairly low for manual four-cylinder Mustangs.
The story goes on

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