2015 FORD MUSTANG ECOBOOST

FRONT VIEW FORD MUSTANG ECOBOOST

  

BACKSIDE VIEW FORD MUSTANG ECOBOOST

That space produces a consistent response from people who've just said, "Hey, is that the new Mustang?" Their next comment: "A four-banger?" Perhaps the EcoBoost's greatest downfall is that it demands explanation every time you pop the hood. If you're buying one, here's a cheat sheet: lower weight, better fuel economy, and 320 lb-ft of torque

One thing of note: That dip in power around 5700 rpm appeared on all dyno runs. We're curious to find out what it is. During testing of this turbo-four we noticed a strong mid-range but a soggy top end. The dyno chart confirms this sensation. Note that power builds immediately; torque arrives solidly at 3200 rpm and hovers in the high 280 lb-ft range until 5200 rpm. This means the engine feels responsive and rather powerful around the city, where it spends most of its operating range in that sweet, meaty torque range.

INTERIOR DASHBOARD MUSTANG ECO BOOST

The interior design matches the sharp exterior. You can sense the Mustang traces in the layout, but controls and screens feel modernized -- amusingly, the speedometer is labeled Ground Speed. The driver's seat offers great forward visibility, and you can use the hood's visible creases as reference markers. The shifter falls easily under your hand, as do all the steering wheel-mounted controls.There are quite a few of those controls. Our EcoBoost was fully loaded, with heated and cooled seats, adaptive cruise control, dual zone climate control, and so on. Though the Premium trim started at $29,996 and totaled $37,660 after options, dropping items such the adaptive cruise control ($1195), that automatic ($1195), and a few others makes sense for enthusiasts. But if you're going down that route, the non-Premium EcoBoost starts at $25,995, cutting out satellite radio and the options mentioned above.

FRONT SEAT INTERIOR 

The Mustang posted a 25.5-second lap time around the figure eight, tying the WRX but trailing the GTI by 0.4 second. At an average 0.96 g laterally, the Mustang tied what we recorded from the GTI. Considering the lack of weight on the nose, we expected a bit more nimbleness than this Mustang offered. It stops authoritatively and allows aggressive corner entry. Exits are fun, too; the car digs out of corners with a nice amount of stability. But mid-corner behavior is disappointing -- the car's attitude feels somewhat soft and soggy, offering a mild understeer that's difficult to adjust. Where the GT likes being adjusted with the throttle -- the instant-on V-8 torque allows you to counter the chassis' tendency to push -- the turbo doesn't allow this option.

POWERFUL ENGINE MUSTANG ECOBOOST

Stretch the tach upward, though, and once peak horsepower arrives at 5300, it's all downhill after. The last thousand rpm feel soft, and as a result, wringing it out during limit-handling tests or straight-line acceleration can feel a little unsatisfying. Short-shifting is an entirely viable option. Surprised by the lack of high rpm grunt? You shouldn't be. Look at power/torque graphs of the Focus and Fiesta ST and you'll see a very similar shape, though at lower numbers. Clearly, this engine was developed with a similar mindset. And, well, look at how much we love that Fiesta ST. Overall, the EcoBoost makes a very pleasant non-V-8 entrant in the Mustang lineup, matching the performance of similarly priced enthusiast cars, provided you option it reasonably. It's by no means a replacement for the V-8, but nor is it the penalty box the V-6 used to be. Its higher fuel economy rating and strong low-rpm power delivery make it a compelling choice as a fun, sporty daily driver.

BACK VIEW FORD MUSTANG ECOBOOST