Road & Track's first ride review

[Falc'man]

5 things we learned riding in the 2015 Ford Mustang EcoBoost 2.3
A preliminary sampler of the all-new turbo Mustang.
By Max Prince May 15, 2014 / Photos by Ford


With all due respect to the fine folks of Kentucky, the most important equine event this May was in Charlotte, North Carolina, where Ford rolled out the 2015 Mustang EcoBoost for a closed-course, mid-speed autocross demo. Upside: This is our maiden dynamic encounter with the all-new 2.3-liter turbocharged pony. Downside: No peeking under the hood, no discussing weight figures, and Dearborn’s people wouldn’t let anyone actually get behind the wheel, instead remanding us to shotgun rides for three quick laps with an engineer. They do realize we’ll all drive it eventually, right?



Treating any car like a matter of national security is absurd, but Ford’s playing this one close to the chest for a reason. Unless you’ve done something unholy (like stuff 2.0-liters of Focus ST into a Foxbody), this is the first turbo Stang since the short-lived SVO three decades ago. This 2015 EcoBoost is also the new volume-premium pony—slotted below the V8 but above the six-cylinder model—as well as the first genuine ‘world Mustang,’ slated for dealer lots in 135 countries. There’s a lot on the line here.

The 2015 Mustang we rode through the cone gates was an automatic transmission car and equipped with the optional performance package, for which Ford wouldn’t confirm (or deny) the rumored $1995 price bump. Here’s what we learned in our three brief laps …

The four-cylinder performance pack doesn’t add power

Well, at least on the 2.3-liter. Ford says there’s just one underhood tweak included with the EcoBoost performance pack and it’s not to increase output, which remains rather ambiguously quoted at “more than 305 hp, and more than 300 lb-ft of torque.” The performance pack does, however, liven up acceleration with new rear-axle ratios, trading a 3.31 set for 3:55 gears. Fixed 4-piston aluminum calipers straddle 13.8-inch front rotors, with a vented 13.0-inch disc and sliding-caliper setup out back. This is, essentially, the brake configuration from the upcoming V8 in place of the base four-cylinder’s 12.5-inch rotors and 2-piston sliding calipers. In both automatic and manual guises, performance-pack cars also get firmer dampers and higher spring rates, additional chassis bracing, different front bushings, sway bars that are 5 percent stiffer, and 255/40R Pirelli P Zero summer performance tires on 19x9-inch wheels all around.

From the passenger seat, the car seemed relatively flat through the slalom and didn’t exhibit much nose-dive even when the faintest whiff of spent brakes came through the cabin. Our engineer wouldn’t give up numerical changes to braking bias, but admitted to “greater rear brake utilization” compared with the 2014 Mustang.


Yes, there is a rev-matching feature (but not for the manual ‘box)

One of the primary talking points for the 2015 Mustang has been its new rev-match downshift feature. Though the auto trans remains a conventional six-speed unit carried over from the previous generation, it now gains steering wheel-mounted paddle shifters as well as a tidy throttle blip for all downchanges. This feature is not available with a three-pedal layout.

We did one lap in Normal mode, one in Sport, and the final in Sport—Snow/Wet mode was not demonstrated for us. It was difficult to discern claimed changes in throttle mapping, but in the latter two modes, ESC was noticeably later in clamping down and the engine revved to 7000 rpm before biting into the next gear. The auto ‘box seemed smooth enough, though it’s not as quick or silky as those dual-clutch offerings from Wolfsburg.


The steering is independently adjustable

Three levels of steering effort—Comfort, Normal, and Sport—are selectable, and those settings are divorced from the other drive modes, meaning there are 12 different combinations of drive inputs on tap. Our engineer wouldn’t go into specifics on the rack, saying only that “the V8 is not as nimble as the four [cylinder] on-track” before backpedaling to note that the 5.0 “makes up for it on the straights.”


The 2.3-liter runs 18 psi of boost (not that you’d know it)

Where the center dash vent would be on a six- or eight-cylinder, the turbo four’s cockpit embeds a pair of blue-over-black dial gauges. Closest to the driver is oil pressure; next over is a boost gauge. We noted a max of 18 psi (a smidge over 1.2 bar) indicated during the test runs; it appeared to taper towards 15 psi at redline.

Torque felt adequate and spool was quick, though we were expecting a little more pep in its step. The soundtrack is in the same spirit as the Focus ST, though with a bit more grunt and sans induction noise—save one section of full-tilt lift into heavy braking, there wasn’t much sneezing and whirling from the 2015 Mustang’s twin-scroll snail.


When the V8 performance pack arrives, it’ll add more yet

In addition to what we saw included on the 2.3-liter performance pack, expect an up-spec'd V8 model to use a new ‘BS3’ brake setup, which includes 14.9-inch rotors and 6-pot Brembo calipers. We’re also told rear-wheel width increases to 9.5 inches with a 275-section P-Zero footprint, while the rear axle ratio is quicker still at 3.73.

http://www.roadandtrack.com/go/firs...d-2015-ford-mustang-ecoboost-23?src=soc_fcbks

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[ort895]

Good to hear that they are somewhat pleased with the noise however, i've noticed that people are saying it doesn't "feel" as fast as maybe it should. For all we know it could be that the engineers were not really giving it their all(during the test drives) or the ecoboost isn't as spectacular as some of us (including me) thought it was going to be.

 

[franklin9150]

So far there has been three mediocre reviews from "test rides." It will be very interesting to see how the reviews change once people get behind the wheel.

 

[dabears2322]

Im not taking the "feel" that they are talking about with much seriousness. I think its alot harder to judge a car when you are sitting in the passenger seat, not knowing the inputs that are being made by the driver.

Sent from my SAMSUNG-SGH-I437P using Tapatalk

 

[jimmypop13]

So far the reviews are saying the Ecoboost with ballpark 350hp doesn't feel fast. That's a big disappointment. Patiently waiting for reviews on the 5.0 with PP in both auto and manual configurations

 

[sponkey21]

In my opinion even the current 5.0 feels slower than it is. The difference from the 2009 to 2010 to 2011 saw the car get faster, but also more refined. You don't realize how fast you are going until you look out the window and at the speedo or stopwatch. It is not as visceral as some have been in the past. I would put less stock in a ride along as you don't even have the benefit of knowing how hard it is being ridden. I don't have high hopes for the ecoboost, though. Im getting a GT, so take that for what it is worth. I'd expect the ecoboost to perform a tad better than the v6, but those who think it will even be in spitting distance of the GT are pie in the sky in my opinion.

 

[aspensilver]

In my opinion even the current 5.0 feels slower than it is. The difference from the 2009 to 2010 to 2011 saw the car get faster, but also more refined. You don't realize how fast you are going until you look out the window and at the speedo or stopwatch. It is not as visceral as some have been in the past. I would put less stock in a ride along as you don't even have the benefit of knowing how hard it is being ridden. I don't have high hopes for the ecoboost, though. Im getting a GT, so take that for what it is worth. I'd expect the ecoboost to perform a tad better than the v6, but those who think it will even be in spitting distance of the GT are pie in the sky in my opinion.

This is what I was thinking.

On top of it, the IRS may make the ride quality nice enough that speed is noticed even less than in the outgoing GT.

 

[WestRace]

The writer was riding shot gun along with an engineer - so in total there are three persons in the car. All of a sudden you have a 3800lbs Mustang which probably will affect the acceleration. Whenever I have two additional persons in my G35, it does feel slow and sluggish.

 

[5.0GT]

In my opinion even the current 5.0 feels slower than it is. The difference from the 2009 to 2010 to 2011 saw the car get faster, but also more refined. You don't realize how fast you are going until you look out the window and at the speedo or stopwatch. It is not as visceral as some have been in the past. I would put less stock in a ride along as you don't even have the benefit of knowing how hard it is being ridden. I don't have high hopes for the ecoboost, though. Im getting a GT, so take that for what it is worth. I'd expect the ecoboost to perform a tad better than the v6, but those who think it will even be in spitting distance of the GT are pie in the sky in my opinion.

the coyote is a very smooth engine with a nice torque curve, it feels fast once you hit 4k but it lacks the low end grunt of a pushrod motor. the mustang is slowly fading away from a street bruiser into a more refined sports coupe.

 

[Trackaholic]

The writer was riding shot gun along with an engineer - so in total there are three persons in the car. All of a sudden you have a 3800lbs Mustang which probably will affect the acceleration. Whenever I have two additional persons in my G35, it does feel slow and sluggish.

I think the engineer was driving. So there were only two in the car. It will be very interesting to see how this engine does.

-T

 

[Spartan]

Not sure how much you can judge a car by sitting in passenger seat I also think Ford is playing this close to the vest and there are going to be more refinements to the 2.3 eco-boost. I still think were only 75% of the way there with the engine tuning...Ford prob has more things coming and maybe even changing some things under the hood...no looks means something is up .

 

[Tony Alonso]

the coyote is a very smooth engine with a nice torque curve, it feels fast once you hit 4k but it lacks the low end grunt of a pushrod motor. the mustang is slowly fading away from a street bruiser into a more refined sports coupe.

This is why I am hopeful the CMCV and mid-lock cam phasing changes will put a little more oomph into that range.

 

[Falc'man]

the coyote is a very smooth engine with a nice torque curve, it feels fast once you hit 4k but it lacks the low end grunt of a pushrod motor. the mustang is slowly fading away from a street bruiser into a more refined sports coupe.

Compared to the L98 6.0 pushrod, the Coyote has more bottom end power. The peak torques are the same but the 5.0 reaches it's peak 350rpm earlier.

Compared to LS3 it's behind but not by a lot, which isn't bad for a 1.2 litre deficit.

LT1 on the other hand...

In summary I think it's due to it's linear curve and hard-hitting top end that makes it feel like it has less down low, although it doesn't by any stretch.

I challenge anyone to find me an atmo engine that produces the same or more torque per litre as the Coyote. Exotic engines with flat plane cranks not included.

 

[Grimace427]

I challenge anyone to find me an atmo engine that produces the same or more torque per litre as the Coyote. Exotic engines with flat plane cranks not included.

Even if you added exotic FPC engines to the mix their peak torque would be a crazy high RPM's anyway.

 

[Hashbrownn]

2.3 Ecoboost “more than 305 hp, and more than 300 lb-ft of torque.”
I'm sorry, but those figures are not very mpressive by today's standard... I think my wife's 2012 Edge has close to that. Mustang may have shed some weight, but it's still a large car for a F/I 4 cylinder engine to power. 18PSI of boost isn't suppose to be a lot for a factory turbo engineered car, but how much more abuse do you think the engine can handle before it blows? I think we're gonna hear a lot of "blown 2.3L" from the boost geeks when the car comes out.

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