Autoblog.ca review (EcoBoost)

Amidst the great oil crisis of the early '80s, Ford unleashed the 1984 SVO Mustang upon the world as an alternative to the gas-guzzling 5.0. The SVO arrived on the scene with with a more advanced 2.3-litre 4-cylinder, intercooled and turbocharged motor boasting an underrated 175 bhp and 210 lb-ft. That 175 hp figure was more often than not proven to be on the low side once the car hit the dyno. For that model year, the V8 GT 5.0L was also pushing out 175 hp but with a slightly higher 245 lb-ft of torque available.

Along with the advanced fuel-injected turbo motor, the SVO shipped with 4-wheel disc brakes, a Ford Traktion-Lok Differential (LSD), a quicker ratio steering rack, 16-inch aluminum wheels, a modified front suspension geometry setup and a complete Koni suspension system featuring tuned adjustable shocks and struts. The resulting cost of the SVO was thousands more than the V8 GT model and as awesome as it was, this was the sports car no Mustang owner wanted to pay for and as such, the SVO saw underwhelming sales and Ford axed it in 1986.

Now fast forward to 30 years later-it's 2014 and Ford have just unbridled the all-new 2015 Mustang-yet again offering up an advanced 2.3 L turbocharged motor, this time, in the form of the already proven Ecoboost series.

We spent the morning driving the GT around the canyons and streets of Los Angeles and we couldn't say enough good things about the new car. Since the Ecoboost and the GT models share the same chassis and running gear (minus 4 cylinders and plus one turbo), check out the first drive review of the GT here, then come back and get the breakdown on the Ecoboost variant.

If you read our first drive review of the new GT, then you know how we feel about it - it's fantastic. It's night and day over the previous generation Mustang. Forgive us if there's a little cross-talk between this review and that review. The new chassis is so much better than the previous generation that it's difficult not to mention it. The previous generation Mustang GT was no slouch in the handling or power delivery department. It did its job well and brutally. Yes, it had the lap times, and the "Yo, how many Gs you pulling, bro?" part down pat, but you needed to muscle the muscle car around for those numbers.

In regards to the last gen Mustang, the steering feedback was a little vague, the pedal feedback even more vague, the front-end felt heavy, the rear-end felt loose, and the car felt a little unsettled over rough terrain, especially mid-corner while on the gas. Despite the awesome results and numbers, we felt like we were constantly craning to hear and feel what the Mustang was trying to tell us. Over-rotation was a sudden (but sometimes welcome) thing and it didn't take much to provoke the GT (with traction control turned off, of course) into an opposite-lock fun, but slow (and scary for many), smokeshow mid-corner. To hustle the previous generation Mustang GT around quickly, you had to be a sure-hand, and unafraid of throttle-steering your way to decent lap times or high-speed canyon runs. In the right hands, it did the job.

The night before we even got to drive the new cars, we spent the evening hanging out and talking shop with the Ford engineers behind the new Mustang. We're no strangers to sifting through the media presentation hubbub at new car launches so we wasted no time in tracking down Scott Makowski after the presentation. Makowski is the Manager of Global Large I4 Programs, Ford. Translation-the gentleman in charge of developing 1.8L and bigger Ecoboost motors. He's essentially Lord Ecoboost to us now.

Since a new 4-cylinder Mustang is apparently a big deal in 2015, we wanted to sit down with him to gather as much information on the new 2.3L Ecoboost in the Mustang as possible. Makowski knows everything there is to know about the new powertrain and how it fits into the Mustang lineup.

The new 2.3L stems from the 2.0L Ecoboost currently used in the Focus ST-they share the same manufacturing centre and head down the same factory lines. It puts out 310 horespower and 320 lb-ft of torque-that's 137 hp-per-litre. Yes, 137 hp-per-litre- that's more hp-per-litre than the venerable Boss 302.

Building upon the ethos of the holy trinity of Ecoboost, the 2.3L features a twin-scroll turbocharger and new integrated exhaust manifold for quick spool, low end torque and lightweight. The second part of the holy trinity is direct fuel injection to net the all-important fuel economy that's desired. Direct injection is necessary to properly atomize the fuel in the chamber, cooling the entire process down, enabling Ford to go with a stratospheric compression ratio. The third part of the Ecoboost mandate is the twin independent variable cam timing. We're not going to go into the specifics of of that, but it'll suffice to say it's the needed ingredient that ties the Ecoboost ethos together-quick spool, good fuel economy (when you're not beating on it), and a broad powerband.

The Ecoboost 'Stang loses 4 cylinders and 100 lbs (45 kilograms) of weight in the front end. Less weight and mass in the front end translates to higher attainable G-forces during braking, cornering, and most importantly, quicker entry speeds.
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This choice of motor theoretically sets the Ecoboost Mustang apart from the V8 GT. While they share the same chassis, the driving characteristics should be very different. The Ecoboost 'Stang loses 4 cylinders and 100 lbs (45 kilograms) of weight in the front end. Less weight and mass in the front end translates to higher attainable G-forces during braking, cornering, and most importantly, quicker entry speeds. This is theoretical, though we've been assured this is the case, we haven't driven it yet, so read on.

Forgive us if we gush on about the new 2.3L a little more. It's a modern marvel of affordable to the masses technology. It's a RWD turbo car tuner's dream. When you pop the hood on the Ecoboost, most enthusiasts can point at all the parts under the hood and actually identify them (unlike many modern cars). The turbo, manifold and exhaust are all within easy reach. This car will be a breeze to work on as far as physical space goes. If you're familiar with playing around with turbo motors, then you know that the factory hp numbers are just a starting point for you.

Opening up the exhaust and other (safe) choice bolt-on mods can increase your power output by over 10 per cent with minimal monetary investment. For the sake of this review, we won't head down that path yet. Suffice to say that Cobb Tuning or Ford Motorsports should be your next call after your Ecoboost purchase.

With all the tech-talk out of the way we'll move on to how the new Ecoboost actually drives and feels, especially stacked up against the undeniable awesomeness of the new GT.

As we stated earlier, we spent the morning in the GT carving up some of the finest roads and canyons surrounding the LA area. We had a blast, the new chassis soaked up the bumps mid-corner, it never quite felt unsettled and most importantly to this particular driver (everyone's style and needs are different), the car communicated. Feedback was comprehensive in the GT. It took a lot of work to provoke the GT into an oversteer situation, but once it was, it was a breeze to maintain and throttle-steer. Pushing the chassis and independent rear suspension rewarded the driver with confidence, speed, and easy corrections mid-corner. It just works. Pushing the 435-hp V8 rewarded the driver with a sweet, sweet sound and instant grunt on tap. The new Sport+ steering mode is on the ball and the balance on the car is unbelievable.

We specifically chose to drive the Ecoboost after the GT as we already knew the GT was going to drive like a champ. We wanted to see if the Ecoboost would live up to the hype in regards to front end feel and power delivery.

We hopped into a 6-speed Ecoboost Base Model with leather Recaros and set off on our merry way. Upon entry at the top of 2nd gear into the very same canyon road we carved up in the GT, our first reaction was "HOLY SHIT! Lord Ecoboost wasn't kidding around." This. Car. Means. Business. First corner entry was immediately noticeably faster. That's the beauty of communication... the car communicates, and the driver answers... with more throttle and more grin.

Upon entry at the top of 2nd gear into the very same canyon road we carved up in the GT, our first reaction was "HOLY SHIT! Lord Ecoboost wasn't kidding around.
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Things we noticed right off the bat- the weight difference in the front end was more noticeable than we ever expected. Sure, it's only 45 kg lighter you say - but imagine 4 extra pistons pumping up and down at high RPM, similar to rotating mass the weight can be felt. Now we didn't exactly have to muscle the GT around corners, it did its job well and hustled us around them with haste and minimal fuss. Now the Ecoboost approaches the same corner with arguably more haste (as far as tighter roads are concerned) but with far more grace and zero fuss.

We filmed a short video of the Ecoboost in action, so feel free to check it out below for more impressions and to see it in action. It performs "emergency manouvres" well enough around the 6m50sec mark. Forgive us the error when referring to the '84-'86 SVO, it was a temporary brain fart as we were so focused on how much fun the Mustangs were providing.

In regards to the power output of 310 hp and 320 lb-ft of torque, the Ecoboost makes use of it from 2,000 RPM and upwards. The torque curve really is flat. Power comes on as any well-tuned turbo car's power should come on- quickly, predictably and with maximum fun factor. Put the pedal down at any rolling speed and gear and you are rewarded with that familiar "punch-you-in-the-chest" feeling so synonymous with turbo cars, almost immediately.

Power stays on till redline and you are rewarded with a brand new rush as the super-slick Getrag 6-speed transmission snicks into the next gear. Pedal placement is perfect for heel 'n' toeing and hard braking. Rowing up and down through the gears rewards the driver with the proper amount of engine braking and balance.

We found that we were a little sad when the canyon runs came to an end. The car was so much fun to drive. Whereas the GT was fun to rip through the passes, this car puts the F U in fun and increases the fun factor by 10.

We were in the Mustang's track mode for the canyon runs with all driver aids set to the off toggle, and the car never felt unsettled. It begged for more and we gladly responded.

As far as how it stacks up the GT- it's a different car. We can't tell you which car is the better buy. They drive differently. The GT provides one of the most amazing driving experiences this side of the 60k mark, arguably, the outright best. It's fast, it's collected and dare we say, even refined? It's not quite as refined as a German GT car, it retains the Mustang's rawness, but somehow forges its own genre. I'll call it the "Badass-Touring" genre. Enough interior refinement and refined handling characteristics combined with the brutal and undeniably fun hooliganism-inspiring powerhouse Coyote motor with an affordable sticker price to many.

The Ecoboost provides a completely different experience. It's cheaper, it defies current Mustang mentality and offers up a graceful alternative to the rawness of the V8, not to mention the savings at the pumps. I don't think Ford will win over many current V8 owners with this car, but I do think that Ford will win countless new customers with this new Ecoboost.

It appeals to so many of the "New Breed". It's far better on gas, it's chockfull of modern technology, it doesn't require any muscle to drive quickly and spiritedly, and it's turbo.
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It appeals to so many of the "New Breed". It's far better on gas, it's chockfull of modern technology, it doesn't require any muscle to drive quickly and spiritedly, and it's turbo. Turbocharging is popular with the "youth". Simple upgrades net you instant and cheap horsepower gains. The sounds associated with turbos are just plain fun and cool. That being said, we were pretty disappointed with the extremely muffled turbo noises from the Ecoboost. We want need to hear more of that spool and those beautiful noises associated with wastegates and boost. Lord Ecoboost, if you can hear our prayers, grant us more induction and wastegate noises... and give us a more aggressive exhaust tone out back while you're at it, please!

As far as pricing goes, we feel the Ecoboost is well-priced. For a base model turbocharged 2.3L sportscar that nets 10.6 L/100 km and 7.5 L/100 km on the highway, it'll cost you $27,999. That's only $1,000 more than a base model Hyundai Genesis Coupe. I'm a Genesis owner and let me tell you this- No. Contest. Step up to the Premium and you're looking at a very reasonable $33,499. For our money, give us a Base model Ecoboost with Performance Package (Brembo brakes up front, and stiffer suspension), add on some cloth Recaros and we'd be happy to carve canyons or tear around local tighter race tracks all day, every day.

For more open roads and bigger, faster tracks, it'll be hard to beat the GT's value and power delivery. You cannot go wrong with either choice of machines but they are different. If you can put your ego aside and want a fun, graceful, still-fast-enough, factory boosted car that's capable of pulling mind-numbing G-forces, the Ecoboost is your steed. If you're a V8 Mustang purist, you may not even consider this car for yourself.

We're not going to compare it to the V6 at all and neither should you. Friends don't let friends think about the V6 Mustang when you're considering the V8 or the Ecoboost. What we will say is that if you're thinking of buying a new Mustang (which you should), we suggest driving both before you decide.

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For our money, give us a Base model Ecoboost with Performance Package (Brembo brakes up front, and stiffer suspension), add on some cloth Recaros and we'd be happy to carve canyons or tear around local tighter race tracks all day, every day.

For more open roads and bigger, faster tracks, it'll be hard to beat the GT's value and power delivery. You cannot go wrong with either choice of machines but they are different.

If you can put your ego aside and want a fun, graceful, still-fast-enough, factory boosted car that's capable of pulling mind-numbing G-forces, the Ecoboost is your steed.

If you're a V8 Mustang purist, you may not even consider this car for yourself.

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