Ford did not provide final power and torque figures for the 2.3-liter EcoBoost four-cylinder four-cylinder and 5.0-liter V-8 engine offered in the 2024 Mustang. It is a pity, although we suspect that these numbers are already established and will appear closer to the start of production. Still, there’s a lot to talk about with what goes under the hood of the new Mustang S650.
The new Mustang debuts the fourth generation of Ford’s beloved 5-liter Coyote V-8. Introduced for model year 2011, the big change to this Coyote is a new intake with twin 80mm throttle bodies. “It pumping a lot more air into the system, you have a much better fuel ratio, a lot less system losses, so the experience in the vehicle is very instinctive,” says Eddie Kahn, vehicle engineering manager for the new Mustang.
For the regular GT, most of the internals have been carried over from the previous Mustang, but the Dark Horse finish features stronger camshafts and forged pistons and rods from the mighty Shelby GT500. Both versions of the new 5.0 receive a new steel sump designed to reduce wind loss and a new left-hand exhaust manifold to increase flow. The exhaust camshaft also has a longer running time to help remove any additional air entering through the twin throttle bodies.
At the Mustang reveal event in downtown Detroit, Ed Krenz, chief automotive engineer, said the GT would offer over 480hp, while Ford wanted 500hp for the Dark Horse. Krenz, the Mustang’s chief engineer, said R&T that “we’re still trying to get the most out of this.”
While the 5.0-liter V-8 is certainly the most exciting of the Mustang’s two engines, the entry-level EcoBoost four-cylinder is very important. It is a new unit that is likely to be available in other Ford models with thrust engines in the near future. “We have overhauled almost the entire engine,” says Kahn.
Like the V-8, the EcoBoost uses a new direct and port dual-fuel system with a compression ratio of up to 10.6: 1 from 9.5: 1. There is also a new electronic wastegate valve for a twin-scroll turbocharger, Mustang first, as well as new air intake and exhaust gas recirculation systems for lower emissions.
“It’s important to keep the EcoBoost in the base car so that everything is affordable and affordable,” says Krenz. So the question is why not a hybrid or whatever? Affordability. It is very important that it is available. It’s always been the Mustang’s way, right? “
As with the V-8, Ford did not offer any specific power figures, although Krenz tells us the goal was to beat the fuel economy and emissions of the previous 2.3 liters without sacrificing performance. In comparison, the EcoBoost on the previous generation Mustang offers 310hp and 350Nm of torque, while the power output rises to 330hp on the Performance Pack models.
Can we really talk about engines without a gearbox? It seems to be wrong. The Mustang 2024 gets three of them – two six-speed manuals and a 10-speed automatic transmission. Both manuals are carried over, with the Getrag unit offered on the 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 the famous 10-speed Ford, introduced with the refreshed 2018 Mustang. with new control electronics. It is worth noting that this is the only gearbox offered with EcoBoost as the utilization rate of the manual four-cylinder Mustangs was fairly low.
It seems that based on Krenz’s comments to us, the Mustang of the S650 generation will not get a hybrid variant as it was once planned. Given Ford’s constantly expanding and popular EV lineup, the company probably doesn’t need to build a hybrid Mustang, as those EVs keep its Corporate Medium Fuel Economy (CAFE) numbers low. “We already have Mach-E coated electrification, and how [Ford CEO] Jim Farley said in interviews that the car allows us to do so, ”notes Krenz.
They will certainly be warmer 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 to recharge.