2015 Ford Mustang Ecoboost 2.3L Performance

The most fun in the new Mustang is evident when you pop the hood. Here is the name of longer duration in the business musclecar, looking all mean and modern and ready for the century 21. And what you see in the engine bay? Space.

That space produces a coherent response from the people who just say, "Hey, is that the new Mustang?" Your comment: "A four-cylinder?" Perhaps the biggest drop of EcoBoost is that it requires an explanation every time you pop the hood. If you buy one, here's a cheat sheet: less weight, better fuel economy and 320 lb-ft of torque.

    Ecoboost 2015 Ford Mustang See Around the Bend

    Ford Mustang 2015 EcoBoost Engine 3 Picture

Weight? Our automatic-equipped premium EcoBoost weighed 146 pounds less than the manual GT we tested, and 96 pounds of that came out of his nose. Unfortunately, the Mustang weight has crept up to this generation and the EcoBoost model is up to 128 pounds compared to the last V-6 performance package we tested.

Horsepower has been increased by 5 versus the same V-6 (although new V-6 are rated 5 Specialty lowest CV), but pair has substantially increased, to 40 foot-pounds. Lean on the 2.3-liter inline-four, in pairs on the passenger side, and there, sitting under some protection against heat, is the twin-turbo power that helps peak pulse power with 18 psi - if you believe the indicator. In the case of our test car, a six-speed automatic that routes power to a 3.55: 1 final drive and rear differential lock, then two wheels 9 x 19 inch shod in Pirelli P Zero 255/40. The parts come with a Performance Package that also adds $ 1,995 more robust braking hardware (13.9-inch rotors / Four-piston front caliper and 13.0-inch rear rotors / single-piston caliper) and a larger rear stabilizer bar diameter.

Yes, I wanted a manual, but the car was the only option available, and acquitted itself very well in our tests. With stability control off and the car in track mode, launching a holding both pedals involved, hoping momentum to emerge, and releasing the brake. It's a fun process, and produces a best time of 0-60 mph in 5.6 seconds and pass a quarter mile of 14.1 seconds at 97.8 mph. The upsized brake hardware and P Zero tires produced better stop 60-0 mph in 106 feet, with the other three stops hovering in the range of 107 feet. These results beat the GTI acceleration in 0.1 seconds, but fall short of the potential velocity of a WRX launched as if he had stolen. The Mustang recorded a 25.5 seconds of lap time around the figure eight, tying the WRX, but behind the GTI in 0.4 seconds. At an average of 0.96 g laterally bound the Mustang we recorded in the GTI. Given the lack of weight in the nose, we expected a little more agility of this Mustang offered. He stops with authority and allows entry into aggressive curve. The outputs are fun, too; It strives car out of corners with a lot of stability. But the mid corner performance is disappointing - the attitude of the car feels slightly soft and moist, which offers a mild understeer that is difficult to adjust. When the GT likes to be adjusted with the throttle - the instant-on torque V-8 allows you to counteract the tendency to push chassis - the turbo does not allow this option. Our eight shape behavior exacerbates this mid corner. In the real world driving, where the turning radius, and surface elevation change, the Mustang was nicer. Jump on a ramp sweep, rising food while you check in that direction very well weighted, and easy - and fun - to push yourself harder and car. The turbo makes neat when you open the hood whooshes, but unfortunately not heard from inside the cabin. The noise you can hear a bit mechanical and not unlike the Focus and Fiesta ST sounds. It is aggressive, if not sing-songy.

Ecoboost 2015 Ford Mustang Interior

The interior design matches the exterior box. It can detect traces of Mustang in the design, but the controls and displays feel modernized - amusingly, the speedometer is labeled Ground speed. The driver's seat offers excellent visibility forward, and can be used visible wrinkles bell as reference markers. The shifter falls easily under the hand, like all the controls mounted on the steering wheel. There are a number of these controls. Our EcoBoost is fully loaded, with heated and cooled seats, adaptive cruise control, dual zone climate control, and so on. Although the premium adjustment was initiated totaled $ 29,996 and $ 37.660 after options, dropping elements such as adaptive cruise control ($ 1,195), which automatic ($ 1,195), and some other sense for enthusiasts. But if you go down that road, the non-premium EcoBoost starts at $ 25,995, eliminating the satellite radio and the options listed above.

Ecoboost 2015 Ford Mustang Dyno Chart

But back to the turbo-four, right? The best way to imagine how responsive engine is through a graphical power / torque, such as the one above. If all that matters are the highest figures recorded 279 hp in the execution of three and 295 lb-ft of torque running four. During five runs, production remained constant. Par remained above 290 pound-feet of four of the five races, varying approximately 3 lb-ft. We are showing the menu with the best horsepower. One thing of note: This drop in power about 5,700 rpm appeared in all dyno runs. We are curious to find out what it is. During testing of the turbo-four we noticed a strong middle range but an upper end soaked. The dyno chart confirms this feeling. Note that builds power immediately; torque comes at 3,200 rpm and solidly stands at the high end lb-ft 280-5200 rpm. This means that the engine feels sensitive and powerful enough for the city, where he spends most of its operating range in the range of fresh, meaty torque.

Tachometer stretch upward, however, and once maximum power reaches 5,300, it's all downhill after. The last thousand rpm feel soft, and as a result, wringing out during testing limit management or acceleration in a straight line can feel a little unsatisfactory. Short-shifting is a totally viable option. Surprised by the lack of high-rpm grunt? You should not be. Look at the graphics power / torque of the Focus and Fiesta ST and see a very similar way, although in smaller numbers. Clearly, this engine was developed with a similar mindset. And, well, look how much we love the Fiesta ST. Overall, the EcoBoost makes a nice non-V-8 participant in the Mustang lineup, equaling the performance of similarly priced car enthusiast, provided the choice is reasonable. It is by no means a replacement for the V-8, but it is the penalty of the V-6 used to be. Your rating higher fuel economy and strong power delivery at low revs make a compelling choice as a fun, sporty daily driver.

2015 Ford Mustang EcoBoost Price and Specifications