2017 Ford Mustang Machine Performance 2.3 L EcoBoost
If you were surprised when Ford sent us the first Turbo-Four-Banger Stang in three decades for a November issue road test and it showed up with an automatic, raise your hand. (Okay, put your hand down, the dentist gets nervous.) The EcoBoost was the alleged "Enthusiast Deluxe" model, which means lighter and nerkler than a GT and with the efficiency of a compact. But a car? Just when the non-GT Mustang poured the secretary-car-stigma?
We have the feeling that the car was the transmission, why Ford decided to send us the automatic first. Manuals with the performance package ($ 1995) come with the somewhat shorter 3.55: 1 rear axle ratio, which is just short enough to make a two-layer run at 60 mph. For this reason, this manual is not as fast as 60, or even last year V-6, which have both hit 60 in 5.2 seconds.
Fortunately for the NHRA minded, the additional shift does not hinder quarter-mile performance. Both manual and automatic (even a 2013 V-6) run identical 13.9-second ETs, with manual crossing the line 4 mph faster. However, the TurboStang with a stick has a large, 1.8-second advantage of 110 mph, which takes 16.2 seconds.
A Mustang EcoBoost with the performance kit will out-corner and outbrake any pre-Coyote V-8 GT, and it will hang in a drag race with it. All at the return 47 percent better EPA city fuel consumption and 24 percent better highway mile number than the new 5.0. Even with much wide open acceleration, an average of 22 mpg, the EcoBoost EPA city rating.
The turbo 2,3-liter makes 310 horsepower and 320 pound-feet of torque, figures that used to mark V-8 territory. Sad, it does not sound or feels V-8-exciting in motivating 3657 pounds of Mustang. With its throttle, the engine felts like a late-model pickup that fights to clear a mountain pass, and is ashamed of the silky four-pots by Honda and Volkswagen. And that is with the electronic octaves that Ford pumps through the stereo system.
Plus, these 310 horses gallop only after drinking premiums. Pump in regular and the motor makes less; Ford will not tell us how much. Try to remember which class you have pumped before you run for pink.
If you were surprised when Ford sent us the first Turbo-Four-Banger Stang in three decades for a November issue road test and it showed up with an automatic, raise your hand. (Okay, put your hand down, the dentist gets nervous.) The EcoBoost was the alleged "Enthusiast Deluxe" model, which means lighter and nerkler than a GT and with the efficiency of a compact. But a car? Just when the non-GT Mustang poured the secretary-car-stigma?
We have the feeling that the car was the transmission, why Ford decided to send us the automatic first. Manuals with the performance package ($ 1995) come with the somewhat shorter 3.55: 1 rear axle ratio, which is just short enough to make a two-layer run at 60 mph. For this reason, this manual is not as fast as 60, or even last year V-6, which have both hit 60 in 5.2 seconds.
Fortunately for the NHRA minded, the additional shift does not hinder quarter-mile performance. Both manual and automatic (even a 2013 V-6) run identical 13.9-second ETs, with manual crossing the line 4 mph faster. However, the TurboStang with a stick has a large, 1.8-second advantage of 110 mph, which takes 16.2 seconds.
A Mustang EcoBoost with the performance kit will out-corner and outbrake any pre-Coyote V-8 GT, and it will hang in a drag race with it. All at the return 47 percent better EPA city fuel consumption and 24 percent better highway mile number than the new 5.0. Even with much wide open acceleration, average 22 mpg, the EcoBoost EPA city rating.
The turbo 2,3-liter makes 310 horsepower and 320 pound-feet of torque, figures that used to mark V-8 territory. Sad, it does not sound or feels V-8-exciting in motivating 3657 pounds of Mustang. With its throttle, the engine felts like a late-model pickup that fights to clear a mountain pass, and is ashamed of the silky four-pots by Honda and Volkswagen. And that is with the electronic octaves that Ford pumps through the stereo system.
Plus, these 310 horses gallop only after drinking premiums. Pump in regular and the motor makes less; Ford will not tell us how much. Try to remember which class you have pumped before you run for pink.
If the turbocharged four-cylinder sounded half as good as the darkened treatment
We have the feeling that the car was the transmission, why Ford decided to send us the automatic first. Manuals with the performance package ($ 1995) come with the somewhat shorter 3.55: 1 rear axle ratio, which is just short enough to make a two-layer run at 60 mph. For this reason, this manual is not as fast as 60, or even last year V-6, which have both hit 60 in 5.2 seconds.
Fortunately for the NHRA minded, the additional shift does not hinder quarter-mile performance. Both manual and automatic (even a 2013 V-6) run identical 13.9-second ETs, with manual crossing the line 4 mph faster. However, the TurboStang with a stick has a large, 1.8-second advantage of 110 mph, which takes 16.2 seconds.
A Mustang EcoBoost with the performance kit will out-corner and outbrake any pre-Coyote V-8 GT, and it will hang in a drag race with it. All at the return 47 percent better EPA city fuel consumption and 24 percent better highway mile number than the new 5.0. Even with much wide open acceleration, an average of 22 mpg, the EcoBoost EPA city rating.
The turbo 2,3-liter makes 310 horsepower and 320 pound-feet of torque, figures that used to mark V-8 territory. Sad, it does not sound or feels V-8-exciting in motivating 3657 pounds of Mustang. With its throttle, the engine felts like a late-model pickup that fights to clear a mountain pass, and is ashamed of the silky four-pots by Honda and Volkswagen. And that is with the electronic octaves that Ford pumps through the stereo system.
Plus, these 310 horses gallop only after drinking premiums. Pump in regular and the motor makes less; Ford will not tell us how much. Try to remember which class you have pumped before you run for pink.
If you were surprised when Ford sent us the first Turbo-Four-Banger Stang in three decades for a November issue road test and it showed up with an automatic, raise your hand. (Okay, put your hand down, the dentist gets nervous.) The EcoBoost was the alleged "Enthusiast Deluxe" model, which means lighter and nerkler than a GT and with the efficiency of a compact. But a car? Just when the non-GT Mustang poured the secretary-car-stigma?
We have the feeling that the car was the transmission, why Ford decided to send us the automatic first. Manuals with the performance package ($ 1995) come with the somewhat shorter 3.55: 1 rear axle ratio, which is just short enough to make a two-layer run at 60 mph. For this reason, this manual is not as fast as 60, or even last year V-6, which have both hit 60 in 5.2 seconds.
Fortunately for the NHRA minded, the additional shift does not hinder quarter-mile performance. Both manual and automatic (even a 2013 V-6) run identical 13.9-second ETs, with manual crossing the line 4 mph faster. However, the TurboStang with a stick has a large, 1.8-second advantage of 110 mph, which takes 16.2 seconds.
A Mustang EcoBoost with the performance kit will out-corner and outbrake any pre-Coyote V-8 GT, and it will hang in a drag race with it. All at the return 47 percent better EPA city fuel consumption and 24 percent better highway mile number than the new 5.0. Even with much wide open acceleration, average 22 mpg, the EcoBoost EPA city rating.
The turbo 2,3-liter makes 310 horsepower and 320 pound-feet of torque, figures that used to mark V-8 territory. Sad, it does not sound or feels V-8-exciting in motivating 3657 pounds of Mustang. With its throttle, the engine felts like a late-model pickup that fights to clear a mountain pass, and is ashamed of the silky four-pots by Honda and Volkswagen. And that is with the electronic octaves that Ford pumps through the stereo system.
Plus, these 310 horses gallop only after drinking premiums. Pump in regular and the motor makes less; Ford will not tell us how much. Try to remember which class you have pumped before you run for pink.
If the turbocharged four-cylinder sounded half as good as the darkened treatment
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