2024 Ford Mustang Convertible

2024 is the S650 launch year and the convertible mirrors the coupe on the two available engines: GT 5.0L Ti-VCT V8 rated 480 hp (486 hp with active valve performance exhaust) is the volume trim, and EcoBoost 2.3L turbo I4 makes 315 hp. Dark Horse (500 hp) is coupe-exclusive in 2024, so the drop-top loses the top tier of the range.

GT 5.0 V8 puts down 415 lb-ft standard (418 lb-ft with active valve exhaust). EcoBoost 2.3T carries a flat 350 lb-ft plateau — same engines as the coupe.

The convertible carries roughly 150 lb of chassis reinforcement over the fastback, which pushes 0–60 times about 0.2 s slower across the board. Coupe GT 10AT with Performance Pack hits 60 in 4.3 s per Car and Driver's instrumented test, so the drop-top GT lands in the mid-4-second range; EcoBoost convertible is best-estimated near 5.7 s.

Same Coyote Gen 4 5.0L V8 and 2.3T EcoBoost as the coupe — nothing changes mechanically top-down. The V8 remains smooth, torquey, and free-revving with immediate throttle response; the EcoBoost pulls cleanly but shows occasional coarseness under sustained load. The open cabin actually amplifies the V8's aural refinement while making EcoBoost turbo hiss more evident.

Ford's 10R80 10-speed automatic delivers quick, decisive shifts that keep the V8 in its powerband and does not hunt in daily driving. The Getrag MT-82 6-speed manual (still available on GT and EcoBoost convertible) is one of the last affordable V8 manual convertibles on the market and comes with rev-matching. Some 10AT calibration friction with EcoBoost pulls the average down slightly; the sharper Tremec TR-3160 6MT lives only in Dark Horse (coupe-only) and does not lift the convertible average.

Every 2024 Mustang Convertible trim is rear-wheel drive only — Ford offers no AWD anywhere in the Mustang lineup, unlike some AWD droptop rivals (BMW M4 Competition xDrive Convertible, Audi RS 5 Cabriolet). Scores at the low end of the guidance for RWD-only sports cars.

Only two powertrains offered on the 2024 convertible — 2.3T EcoBoost I4 (315 hp) and 5.0 V8 GT (480/486 hp). Dark Horse (500 hp) is coupe-exclusive, so the drop-top loses the top tier of the S650 range. Zero electrification (no hybrid, PHEV, or EV variant), which caps this at the lower half of the two-or-three-powertrain band per the 'includes electrified options' criterion.

The 2024 Mustang Convertible is the launch year of the S650 generation. EcoBoost 2.3T with the 10-speed auto — the volume trim — is EPA-rated 26 MPG combined. GT 5.0L V8 convertibles drop to 17–18 MPG. No Dark Horse convertible is offered for 2024.

EcoBoost auto returns 22 MPG city — weak against a convertible band whose top end is populated by hybrid-driven small cars like the Miata. GT V8 trims sit at 14–15 MPG city.

EcoBoost highway MPG (33) is the convertible's efficiency high-water mark — respectable for an open-top performance car but well behind hybrid-driven rivals. GT V8 trims deliver 22–24 MPG highway.

16.0-gallon fuel tank × EPA 26 MPG combined puts EcoBoost convertible range near 416 miles — middling for the convertible band. GT V8 trims fall to roughly 272–288 miles between fill-ups.

At 15,000 mi/yr and EPA-referenced premium fuel of ~$3.75/gal, the volume EcoBoost burns ~577 gal for roughly $2,150/yr per fueleconomy.gov. GT auto runs closer to $3,100/yr. The convertible model average lands in the upper half of the segment cost band.

Both 2024 Mustang Convertible engines — EcoBoost 2.3T and GT 5.0 V8 — are rated on premium 91 octane for advertised power; Ford lists 87 octane as the minimum but published horsepower/torque figures assume premium. No E85, no diesel, and no electrified option to sidestep the premium cost. Every convertible trim carries the same premium expectation, so the score sits in the lower half of the 'recommended but not required' band.

NHTSA has not comprehensively rated the 2024 Mustang Convertible; the 2024 Mustang coupe on the same S650 platform earned 4 stars overall (frontal 4, side 5, rollover 4). Estimated at 4 stars for the convertible, with the caveat that the open-top structure is not directly comparable.

IIHS does not run its full crashworthiness battery on convertibles (no roof-strength test), so the 2024 Mustang Convertible cannot earn Top Safety Pick. Structural side and small-overlap performance is expected to broadly track the coupe's mixed results as the S650 generation debuts, but not independently verified. Middle-lower guidance band.

Ford Co-Pilot360 is standard on every 2024 Mustang Convertible trim: Pre-Collision Assist with AEB and pedestrian detection, BLIS with Cross-Traffic Alert, Lane-Keeping System, auto high-beams, and rear-view camera. Adaptive Cruise Control with Stop-and-Go is optional (Co-Pilot360 Assist+ package) — enough to keep the score out of the top band.

Ford's Pre-Collision Assist with pedestrian detection on the 2024 Mustang has not been individually IIHS-rated for front crash prevention, but the same generation of the system in Ford platform mates earns Superior daytime and Advanced/Basic night pedestrian ratings. Absent a Mustang-specific result, score conservatively as adequate daytime, weaker night.

BLIS with Cross-Traffic Alert is standard across every 2024 Mustang Convertible trim. Alert-only intervention (no active steering) and no trailer coverage, but the system is especially valuable here because the folded fabric roof creates a large rear-quarter blind zone with the top up. Slightly higher than the coupe score to reflect that added utility.

The 2024 Mustang's Lane-Keeping System is limited to lane-departure warning plus a corrective steering nudge — Ford does not offer true lane centering on any Mustang. Reviewers describe it as usable but reactive, well behind competitors with full lane-centering assist.

Adaptive Cruise Control with Stop-and-Go is available only via the Co-Pilot360 Assist+ package on the 2024 Mustang Convertible — not standard, and unavailable on some base configurations. When equipped it is competent but does not combine into a mature highway-assist mode.

Ford's BlueCruise hands-free highway system is not offered on the 2024 Mustang at any trim or body style — it is reserved for the F-150, Mustang Mach-E, Explorer, Expedition, and select others. Bottom of the guidance band.

Full LED Signature Beam headlamps with auto high-beams are standard on all 2024 Mustang Convertibles; the prior S550 earned Marginal to Acceptable IIHS headlight ratings depending on trim, and IIHS has not retested the S650 specifically. Score sits at the boundary between the middle and lower guidance bands.

Top-down visibility is excellent, but with the fabric roof raised the over-the-shoulder and rear three-quarter views are severely blocked — worse than the coupe because of the folded-top stack behind the rear seats and a small heated-glass rear window. A standard rear-view camera and available 360-degree camera help when parking but not in daily traffic. Below-average even against other convertibles.

The 2024 Mustang Convertible is a 4-seater on paper but the rear seat is largely a token space. LATCH access requires tumbling a front seat forward and ducking through a narrow single doorway; the folded top mechanism intrudes on rear headroom and vertical clearance for rear-facing seats. Slightly worse than the coupe due to the top mechanism eating into rear-seat volume. Firmly in the difficult-anchors, tight-quarters band.

Standard 2+2 layout carried into the all-new S650 convertible; front buckets and a token rear bench across EcoBoost Premium and GT Premium convertible trims.

Soft-top convertible carries the fastback's 37.6 in front headroom — no gain over the coupe and mid-band for the segment.

Class-leading front legroom shared with the coupe — a generous driver's cell that easily accommodates tall occupants.

With the top up the convertible clears the fastback's crushed 34.8 in by nearly an inch, but it still sits at the very bottom of the segment band — a kids-only rear row.

Rear legroom sits nearly three inches below the convertible band's 32 in floor — the back seats are emergency/child-only, essentially unchanged from the fastback.

The soft-top mechanism trims trunk volume versus the fastback's 13.5 cu ft, landing near the convertible band's floor — enough for a couple of soft weekender bags but not much more, and unlike the coupe there is no rear-seat pass-through.

Same modest sports-coupe storage as the S650 fastback — small console bin, shallow door pockets, tight glovebox — and the convertible loses the coupe's fold-flat rear seatbacks/trunk pass-through to the top-mechanism bulkhead. The new-for-2024 twin-cluster digital dashboard eats the top-of-dash tray real estate rivals use for phone storage. Functional, not innovative.

Front buckets carry over from the coupe — comfortable for long stints but with flatter cushions and modest lateral support (Recaros are Dark Horse-only for 2024, so unavailable on the convertible). The rear bench is unusable for anyone over 5'6".

The convertible keeps the fastback's grand-tourer lean — softer initial compliance than most pony cars — but chopping the roof introduces noticeable cowl shake over broken pavement and the extra mass blunts body control. MagneRide (GT Premium) still sharpens things up without ruining ride.

Soft-top construction admits substantial wind and road noise at highway speed even with the roof up, and the active exhaust reads louder here than in most convertible rivals. Well down on the 4 Series Convertible's better-insulated top; top-down cruising is obviously loud.

Dual-zone automatic climate, push-button start, and keyless entry standard across the convertible range; heated + ventilated front seats and heated steering wheel arrive on EcoBoost Premium and GT Premium. No neck-warmer or top-down-specific comfort features, and no rear climate given the vestigial back seat.

2024 Mustang EcoBoost Convertible launched at $37,015 MSRP + $1,595 destination = $38,610 — the drop-top premium adds roughly $6k over the equivalent EcoBoost Fastback. Debut-year pricing for the S650 seventh-generation Convertible sits in the upper half of the convertible normalization band.

EcoBoost Premium Convertible is the higher-volume drop-top configuration, opening near $41,715 with destination and reaching mid-$43ks equipped with common option packs (active exhaust, Ford Co-Pilot360 Assist+, wheels). GT Premium Convertible sits atop the ladder near $56k.

Convertible-body 2024 Mustangs run modestly higher 5-year maintenance projections than the fastback due to soft-top mechanism upkeep on top of sports-car brake and tire wear. RepairPal/CarEdge Mustang class data puts the drop-top a few hundred dollars above the ~$5,700 fastback figure.

2024 Mustang Convertible residuals hold up reasonably well as the debut year of the S650 generation, though the drop-top depreciates a couple points faster than the fastback — iSeeCars/KBB residual data pegs 5-year retention around 49–53%. As the sole surviving pony-car convertible after Camaro/Challenger exits, scarcity supports demand.

Ford's standard new-vehicle limited warranty is 3 years / 36,000 miles — industry baseline and the floor of the convertible normalization band.

Ford powertrain coverage is 5 years / 60,000 miles — the industry floor, well behind Hyundai/Kia's 10-year plans and at the low end of the convertible normalization band.

No complimentary scheduled maintenance program (unlike BMW/Jaguar included plans). Ford does include 5-year/60,000-mile roadside assistance — above the industry norm — plus a short FordPass Connect connected-services trial and FordPass Rewards points. Absent free scheduled service caps the score.

$43,500 volume-trim price minus its estimated resale value after 5 years (51% retained, or about $22,185) leaves about $21,315 in depreciation. Add the projected $6,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,415 in total.

2024 is the S650 launch year with limited long-term data. Consumer Reports initially rated the redesigned Mustang's predicted reliability low (typical first-year caution), while J.D. Power owner Quality & Reliability tracked in the mid-to-upper range and KBB owner ratings averaged ~4.7-4.8/5. Mixed early signals rather than clear top- or bottom-tier positioning.

Ford ranks mid-to-lower pack in Consumer Reports brand reliability and J.D. Power VDS through the early-2020s — competent but not a dependability leader like Toyota/Lexus or Porsche.

As a launch-year model the 2024 Mustang accumulated ~10 NHTSA recalls in its first year including rearview camera image, instrument cluster software, brake caliper piston seal, and additional software items — elevated but consistent with new-platform launches. Convertibles carry the same platform recalls plus potential soft-top-mechanism TSBs.

The 5.0L Coyote V8 (Gen 4 for 2024) evolves a 13-year-proven engine family with a well-documented high-mileage track record across F-150 and Mustang. The 2.3L EcoBoost I4 has served across the Ford lineup since 2015 without systemic issues. Both powertrains carry proven-family reputations rather than unproven-design risk.

S650 redesign brought a new dual-curved-display dashboard (13.2" center + 12.4" gauge cluster) and upgraded switchgear, but reviewers still call out hard plastics and budget-feeling trim in lower-touch areas — competitive for the price class but not class-leading against German rivals.

First-year S650 output from Flat Rock produced scattered rattle and panel-gap complaints from early owners, and the convertible body style inherently trades some structural rigidity for the soft-top mechanism — cowl shake and top-adjacent creaks are typical convertible pain points. Assembly is generally solid but launch-year variability is notable and Ford brand initial-quality scores sit middle-of-pack.

Ford operates one of the densest US dealer networks (~2,900 dealers) with nationwide Ford Blue Advantage service coverage — easy access almost anywhere in the country, though J.D. Power service-satisfaction scores are middle-of-pack rather than premium.

The Mustang has arguably the largest aftermarket ecosystem of any modern American car — parts are abundant, competitively priced, and available from countless suppliers (Ford Performance, Steeda, Roush, LMR, AmericanMuscle, Summit); OEM parts and labor are cheap relative to sports-car peers. Soft-top-specific parts are shared with prior-gen convertibles and readily sourced.

2024 is the S650 launch year and the redesign introduced a 13.2-inch center touchscreen as standard on every Mustang, including all three convertible trims (EcoBoost Convertible, EcoBoost Premium Convertible, GT Premium Convertible). Runs SYNC 4 with Unreal Engine-rendered graphics.

SYNC 4 in the S650 launch is fast and high-resolution with widely praised graphics, but climate and drive-mode controls migrated into the touchscreen — a mild ergonomic step back that keeps it out of the top tier of segment interfaces.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2024 Mustang Convertible trim via SYNC 4 — no wired-only or upper-trim gating.

SYNC 4 offers cloud-connected natural-language voice recognition and connected navigation with over-the-air map updates; competent but most owners still default to CarPlay/Android Auto for daily wayfinding.

Base EcoBoost Convertible ships with a modest 4-speaker system; a 9-speaker Ford Audio system is standard on Premium trims and an optional B&O Sound System by Bang & Olufsen (12 speakers) delivers respectable top-down sound, though not class-leading against European luxury convertibles.

12.4-inch fully digital and fully configurable instrument cluster is standard on every 2024 Mustang Convertible trim, with multiple heritage-inspired themes (Fox Body, current-gen) and drive-mode-linked layouts — one of the sports-car segment's better executions.

Ford Power-Up over-the-air updates are supported on 2024 Mustang, covering SYNC infotainment and select vehicle modules — capable, but 2024 was the first Mustang model year with meaningful whole-vehicle OTA rollouts and update cadence during the launch year was modest versus the Tesla/Rivian benchmark.

FordPass app supports remote start, lock/unlock, vehicle status, and service scheduling on 2024 Mustang with a Connected Services trial; core remote features require paid renewal after the trial period, and there is no phone-as-key on Mustang.

Dual front USB-C data/charge ports and a rear USB-C for occasional back-seat use are standard on the 2024 Mustang Convertible; wireless phone charging is optional on Premium trims. No household outlet — typical for the segment but caps the score.

Intelligent Access proximity entry with push-button start is standard on the volume EcoBoost Premium Convertible and GT Premium Convertible trims and optional on the base EcoBoost Convertible; remote start is available via FordPass with Connected Services. No phone-as-key on Mustang.

Rear-view camera is standard and front/rear parking sensors are available on Premium trims, but no surround-view camera is offered on any 2024 Mustang — a notable gap for a wide-hipped convertible whose top-up rearward visibility is compromised by the fabric roof and thick C-pillars.

Ford does not offer a head-up display on the 2024 Mustang Convertible on any trim — a real capability gap versus European convertible rivals like the BMW Z4, BMW 4 Series Convertible, and Mercedes-Benz CLE Convertible, all of which offer HUD.

Two-door soft-top with only 29.0 in of rear legroom and vestigial 2+2 rear seats sized for small children at best. Long, heavy doors demand wide bays to buckle a car seat, and a rear-facing seat forces the front seat far forward. Access is only marginally easier with the top down; with the top up, adults must duck under the low header. LATCH is provided at the outboard rear positions.

Ford Co-Pilot360 is standard on the 2024 launch: automatic emergency braking with pedestrian detection, blind-spot monitoring with cross-traffic alert, lane-keeping system, and a rear-view camera. Adaptive cruise, evasive steer assist, and rear-occupant alert are packaged in Co-Pilot360 Assist+, optional on base EcoBoost. Neither an IIHS Top Safety Pick nor a full 5-star NHTSA rating is published for the S650 convertible in its first model year, and open-top structural crash data is limited.

Front seats are supportive for long stints, but 29.0 in of rear legroom and the thick soft-top structure make the back seat unusable for adults or older children beyond short hops. No rear climate vents, no rear USB on the volume EcoBoost trim, and top-up wind/road noise raises fatigue on multi-hour runs. The 11.4 cu ft trunk (vs 13.3 on the coupe) will not swallow four people's long-weekend luggage.

The volume EcoBoost pairs a 315-hp 2.3L turbo with a smooth 10-speed automatic that is easy in traffic. Ride quality on 18-in wheels is comfortable, but with the top up the small rear window and thick fabric quarters create significant blind spots on top of a wide (75.4 in) body. Adaptive cruise is not standard on base EcoBoost for 2024. Top-down helps visibility but is weather-dependent for daily use.

The volume EcoBoost automatic returns 22/33/26 mpg on the 2024 EPA cycle on regular fuel — reasonable for a rear-drive sports car but nothing exceptional. The GT 5.0 drops to 15/24/18 mpg and requires premium, pushing annual fuel cost well above $2,900. Performance tires, brakes, and Ford dealer service on a specialty convertible run above mainstream commuter cars.

At 189.4 in long, 75.4 in wide, and with a ~40 ft turning circle, the 2024 convertible has the same footprint as the coupe — a mid-size two-door that feels large in urban lots. Top-up rear visibility is worse than the coupe because the small back window and fabric quarter panels close in the over-shoulder view. Rear-view camera is standard and front/rear park sensors are available on Premium, but there is no 360-degree camera to offset the wide body and heavy doors.

Not rated for towing in the US — Ford does not publish a factory tow capacity for any 2024 Mustang, and dealer-installed hitches are for bike racks only. No bed, no meaningful payload, and only 11.4 cu ft of trunk with a shallow aperture (worse than the coupe's 13.3). There is essentially no work capability of any kind.

The Coyote 5.0L V8 and EcoBoost drivetrain are proven Ford powertrains and the dealer network is broad, but the convertible adds a power fabric roof (motors, seals, latches) to the maintenance ledger and offers no wash-out cargo area. The interior is trimmed in ActiveX/leather with low-profile tires. 2024 is the S650 launch year, so long-term S650-specific reliability data does not yet exist, and Ford does not sell a fleet or work-oriented Mustang variant.

No factory 120V outlet, no factory tow hitch, no roof-rack system (the roof is a folding fabric top), no bed or bed-substitute. Cargo tie-downs are limited to a few small hooks in the trunk. Even less upfit-friendly than the coupe — the folding roof precludes rack accessories.

Front sport seats are comfortable over long hauls and the 10-speed auto settles the cabin at highway cruise. However, the EcoBoost's 16-gal tank at 33 hwy mpg yields ~530 mi of highway range; the GT drops to ~380 mi at 24 hwy on premium. Top-up wind and tire noise are markedly higher than the coupe, and adaptive cruise is optional rather than standard on the volume EcoBoost trim, limiting fatigue reduction on multi-hour drives.

Rear-wheel drive only — no AWD offered on any 2024 Mustang trim — ~5.0 in of ground clearance, low-profile summer or all-season performance tires, no roof rails (folding roof), and no factory hitch. Open-air appeal for scenic-drive adventures is genuine, but any gravel road with real texture will scrape the front splitter, and the convertible is more weather-exposed than the coupe. Pavement-bound with very little outdoor utility.

11.4 cu ft trunk (down from 13.3 on the coupe) with a shallow lid opening, and no fold-down rear seat pass-through — the convertible's soft-top mechanism precludes it. No roof rails, no factory hitch, and no hatchback flexibility. Two soft-side weekend bags fit; skis, bikes, or bulky gear require an aftermarket trunk-mounted rack.

S650 Convertible launched for 2024 with the coupe's double-ball-joint MacPherson front and integral-link rear suspension and available MagneRide on GT, but the drop-top pays the expected chassis-rigidity penalty — early launch-year reviews called out cowl shake and rattles over rough pavement. GT with Performance Package still corners with real composure but lacks the tied-down transitions of the coupe, mid-engine Cayman (80.1), or the lighter BMW Z4 (77.9).

New-for-2024 Selectable-Effort EPS with Normal/Sport/Track modes is accurate off-center and linear in weight, but feedback is filtered vs Porsche/BMW benchmarks and slightly muddied by convertible cowl shake telegraphed through the rim on broken pavement.

GT Performance Package brings 6-piston Brembo front calipers on 15.4-in rotors — identical hardware to the coupe. Reviewers record 60-0 mph stops around 99 ft with firm, fade-resistant pedal; convertible carries slightly more mass over the same rotors, so it trails the coupe on repeated stops but remains a strong performer for the class.

Fourth-gen 5.0L Coyote V8 (480 hp / 486 hp with Active Valve exhaust) new for 2024 mates to a Getrag MT-82 6-speed manual with rev-match or the 10R80 10-speed automatic. Throttle response is immediate, the V8 pulls cleanly to 7,250 rpm, and the 10AT shifts crisply in Sport/Track. EcoBoost's 10AT can hunt gears under load in Normal mode.

Roof-down amplifies the Coyote V8's Active Valve Performance Exhaust — one of the great muscle-car soundtracks and a defining reason to buy this specific body style. Vibration through the wheel and pedals is well controlled at cruise; top-up highway drone is more prominent than the coupe, but the exhaust note is the point.

Ford's published turning diameter for the 2024 Mustang Convertible is 37.8 ft curb-to-curb — mid-band for the convertible class and notably tighter than the coupe's 40.0 ft figure thanks to the different front-suspension geometry allowed by the softtop package.

All-new S650 interior for 2024 pairs a 12.4-in digital cluster with a 13.2-in center touchscreen, low buckets-forward driving position, and wide seat/wheel adjustment. Roof-down visibility is excellent; roof-up rear visibility is compromised by thick fabric quarters and the small heated-glass rear window. Ingress/egress into low seats is a class-typical compromise.

For 2024 the Mustang Convertible became the last mainstream affordable American V8 convertible on sale — rear-wheel drive, available 6-speed manual with rev-match and no-lift-shift, Electronic Drift Brake on GT Performance Package, and the Coyote soundtrack at full volume with the roof down. Character, sound, and responsiveness combine into a definitive 'long-way-home' car that outshines the coupe on visceral appeal. Only mid-engine Cayman/Boxster and top-tier BMW/Porsche roadsters edge it on outright driver engagement.

S650 launched for 2024 with the base EcoBoost Convertible standard on a 12.4-in digital cluster, 13.2-in SYNC 4 touchscreen, LED projector headlamps, and Ford Co-Pilot360 driver assist at ~$36k — genuinely loaded for a rear-drive drop-top at the price. Wireless CarPlay/Android Auto standard; navigation, wireless charging, and B&O audio reserved for Premium trims.

Standout bang-for-buck at launch: the 2024 GT Premium Convertible delivered a 480 hp Coyote V8 with soft-top for ~$52k while a base Porsche 718 Boxster opened above $72k with a 300 hp flat-four and a BMW M440i xDrive convertible topped $65k. The only mainstream American V8 convertible after the Camaro's 2024 discontinuation.

Four Convertible trims — EcoBoost, EcoBoost Premium, GT, GT Premium — spanning 315 hp turbo-four to 480 hp V8, plus 6-speed manual or 10-speed auto on GT and available GT Performance Package. Well-spaced ladder, though the halo Dark Horse is coupe-only.

The Mustang was the best-selling sports car in America in 2024 with ~44,000 units — the only mainstream muscle-car nameplate remaining after Camaro and Challenger discontinuation, and demand was strong from the day dealers received S650 stock.

One of the strongest halo nameplates in the American market — 60 years of continuous production in 2024 (1964½ debut), deep enthusiast following, and the V8 convertible is a bucket-list configuration for many buyers.

Launch-year demand for the all-new S650 kept incentives thin through most of 2024 — dealers often transacted at or above MSRP, especially on GT Premium and Convertible with Performance Package. Ford offered limited APR promotions but no cash-on-hood equivalent to what became routine in later model years.

The S650 launched as an all-new generation for 2024 with a redesigned exterior, all-new digital-cockpit interior (12.4-in cluster + 13.2-in center touchscreen running SYNC 4), fourth-gen Coyote V8, Selectable-Effort EPS, and Electronic Drift Brake — the freshest possible position on the freshness curve, with no risk of imminent redesign.

The launch-year S650 collected an unusually strong award haul — Kelley Blue Book Best Buy: Performance Car; Autoweek 2024 Best of the Best; MotorTrend Car of the Year finalist; J.D. Power APEAL winner in category; multiple 'Muscle/Sports Car of the Year' nods. Reviewers universally praised the powertrains, tech, and character, though the Convertible rarely wins direct comparisons against premium Porsche/BMW drop-tops on refinement.