Mustang 2015 Ford Mustang First Drives & Tests

[tristatez28lt1]

The ecoboost I4 weighs almost 3700lbs...that's sad. The Mustang gained at least 10 lbs

http://www.caranddriver.com/reviews/2015-ford-mustang-ecoboost-automatic-test-review

The 2015 Ford Mustang EcoBoost is the answer to a question that was asked during the last oil crisis. Which, if you were born later than 1979, was blessedly over by the time you arrived. In the aftermath, Ford took a whack at the challenge of creating a sporty fuel-sipper with the turbocharged four-cylinder Mustang SVO, which was available from 1984 through 1986. The market yawned. Fuel prices crashed, and anyway, we don’t buy pony cars for their efficiency. A four-cylinder, no matter what its output on paper, is nothing short of the downright emasculation of the American dream.

And yet there’s not much to complain about this EcoBoost Mustang other than it’s more expensive than the base V-6 while offering very similar performance. Also, it drones like, well, like a four-cylinder. Ford has tried to punch up the exhaust note via the stereo system, but it’s no use. This turbo four speaks with no more verve than any Audi turbo four. And that’s a high compliment, because the engine, as well as the car it’s installed in, is quite refined.

Just a few minutes behind the new Mustang’s wheel convince you that Ford was aiming high with this car. The cabin isolation, the structural stiffness, the body control, and the finish quality are huge improvements over the last model. Is it all down to the independent rear suspension? Sure, some of it is. Over cracked pavement the car doesn’t shudder or clomp as hard as it did before. And a midcorner pavement heave isn’t going to have you fighting the steering wheel as you once did, because such things are now digested without complaint by the unsprung bits.




Ah, but what about the four’s acceleration? On the track, it lays down numbers almost identical to the last V-6 model, which was more than 100 pounds lighter than our Premium-trim automatic-transmission 2015 Mustang EcoBoost. The 60-mph mark comes in 5.2 seconds, the quarter-mile covered in 13.9 seconds at 98 mph. This is about what pre-Coyote-engine Mustang GTsonce ran. So the EcoBoost is no EcoDud.

As with any turbo, there’s some hesitation as the turbo boils up. But this a high-tech aluminum engine, fitted with direct injection and cam phasing (it even takes regular gas!), and it doesn’t make you wait long. Nor are its power lumps especially pronounced. The torque flows in a pretty even rush to the transmission, and in most situations you have to be looking for the turbo lag to really notice it. As we said, refined!

Ford tuned the six-speed automatic to be a willing partner, meaning it downshifts quickly and gets the 2.3-liter spinning when you want a rapid departure. No, it’s not as neck-bending as the V-8, nor is it quite as instantaneous as the V-6, but when the power comes, it comes big enough to break the rear loose.

The EcoBoost drives similarly to the new GT, in that the basic suspension tune is forgiving and bumpy roads produce not a slamming but only a light rocking in the body. Around corners, this highly optioned car’s hefty mass—it weighed 3663 pounds—pulls the body into a noticeable lean, but the car doesn’t wallow or flop. It lets the weight set and then cuts a clean path through the corner.

Everything about this Mustang is upgraded, from the dashboard trimmings, which now include the optional full-zoot MyFord Touch system, to the way its stretched sheetmetal and slip of a roofline look modern going down the road. Ford’s job was to update its icon, and we’d say the mission was accomplished with aplomb.




As mentioned, our car was a Premium model, which adds four grand and a pile of equipment—the full rundown can be found here—to the $25,995 EcoBoost. Our car also had the $1195 automatic gearbox, $795 navigation, and $1195 bundle that combines adaptive cruise control, collision mitigation, and rain-sensing wipers. The spicy-sounding Equipment Group 201A brought convenience features and a 12-speaker audio system for $1795, and the $1995 EcoBoost Performance package added black 19-inch wheels with Pirelli P Zero summer tires; a fatter rear antiroll bar; sportier steering, brakes, and suspension tuning; an upgrade to GT-spec rotors and four-piston calipers; a 3.55:1 limited-slip rear end; a larger radiator; and some aesthetic upgrades. With some other minor baubles stirred in, our EcoBoost Mustang cost almost $38,000, or five grand more than a base manual GT.

Now, about the fuel economy. When you put a small turbo engine into a heavy car, the savings are generally not that grand. Ask a Fisker owner if you can find one. We saw 19 mpg overall, and you can probably expect low-to-mid-20s if you like to use your car as anything other than a nun’s taxi. Don’t be surprised if a few C7 Corvette owners snicker at you at the car show. They can often approach 30 mpg with their cars (while driving like nuns) or match your economy while also taking a few 455-hp licks of the underhood candy. The EPA says this Ford can achieve 32 mpg on the highway, though, for what it’s worth.

Thus, the Mustang EcoBoost isn’t as much about efficiency as it is about refinement and technology (and, we guess, the potential for efficiency if you drive cautiously). That makes it somewhat un-Mustang-like. It certainly doesn’t sound like a Mustang, and it is far more reserved and civilized than any Mustang you’ve driven in your life. It’s more like an American Audi A5 than a pony car. Alas, if only it were lighter. There’s no doubt, though, that a certain Audi-ness was what Ford—who will sell this car in Europe and around the world—was going for.

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $37,660 (base price: $27,190)

ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 138 cu in, 2261 cc
Power: 310 hp @ 5500 rpm
Torque: 320 lb-ft @ 3000 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 107.1 in
Length: 188.3 in
Width: 75.4 in Height: 54.4 in
Curb weight: 3663 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.2 sec
Zero to 100 mph: 14.4 sec
Zero to 130 mph: 31.0 sec
Rolling start, 5-60 mph: 6.0 sec
Top gear, 30-50 mph: 3.1 sec
Top gear, 50-70 mph: 3.9 sec
Standing ¼-mile: 13.9 sec @ 98 mph
Top speed (governor limited): 149 mph
Braking, 70-0 mph: 150 ft
Roadholding, 300-ft-dia skidpad: 0.96 g

FUEL ECONOMY:
EPA city/highway: 21/32 mpg
C/D observed: 19 mpg

 

[tristatez28lt1]

With the new Ford Mustang finally sitting before us, a walkaround is the first order of business. Circling the newest pony, there’s no mistaking it for anything but a Mustang. The all-new 2015 model retains the right proportions, with a long hood, a compact and low greenhouse, and an extremely fast, well, fastback roofline. Strong cheekbones and taut sheetmetal enhance its beauty, while jawlines on top of jawlines will convey an appropriate sense of terror to anyone who encounters one in their rearview mirror.

Sliding behind the wheel, we begin to experience some nervousness—on behalf of the car. You see, this isn’t the four-cylinder turbocharged EcoBoost model, or even the rental-counter base V-6. No, what we have here is what some might refer to as the real Mustang: the V-8 GT. More than any other 2015 Mustang, it carries the weight of expectations. Heavy expectations. Yes, the direct-injected EcoBoost is a technologically advanced engine and its turbocharger forces enough air through it to embarrass many eight-cylinders from a decade ago, but it still isn’t a proper V-8, no matter how much power it makes or how efficient it is.




READ MORE: 2015 Ford Mustang Engines: What You Need to Know

As for the V-8, it’s a worked over version of the outgoing Mustang’s Coyote powerplant, more specifically a version that saw the stonking Boss 302 serve as its drivability and output bogey. Certified on 93-octane unleaded, horsepower now stands at 435 (up from 420) and torque comes in at a nice, even 400 lb-ft. According to the EPA, fuel will be burned at a rate of 15 mpg in the city and 25 on the highway with the six-speed manual; the six-speed automatic does one better in the city. If you fill up using 87 octane, you’ll be down on horsepower—by about one percent according to Ford. So it’s highly unlikely you’ll notice.

With a six-speed manual sprouting up between the seats, the V-8 makes very short work of the first three gears. The accelerative rush is such that the somewhat cheesy “Ground Speed” label on the speedometer makes some sense, and the needle swings into triple digits very quickly. Also, there’s no Muzak version of the Daytona 500 played through the speakers in the Mustang: The GT’s V-8 soundtrack, although more subdued than we expected, is generated solely by combustion events and not electrons. We came away from this hushed GT thinking about refinement, not tinnitus.

The refinement extends to the ride and handling. Even with the 19-inch wheels and Pirelli P Zeros that come with the GT Performance package—which also brings a bunch of bracing, uprated brakes, and much more; full details here—the ride feels like a slightly more supple Boss 302. Some credit must go to the new integral-link independent rear suspension; dropping the solid rear axle is the Mustang’s big leap out of its 1960s roots. Ford had managed over the years to massage the stick axle to acceptability—and near-transcendence in the case ofthe Boss—but untying the Mustang’s rear wheels from each other pays massive dividends in terms of impact mitigation and keeps the front and rear ends working more closely together. Setting the Mustang into a corner no longer puts you into the awkward situation of serving as a couples’ counselor to the fore and aft axles. Turn-in felt natural in the outgoing Mustang, but the rear end seemed slightly disconnected, as if it wasn’t sure it wanted to follow the front. Cornering is now secure and flat, and the grip likely approaches a full 1.00 g with those sticky P Zeros. The new Mustang’s chassis is in total harmony.




READ MORE: How We’d Spec It: The Perfect 2015 Ford Mustang

It’s not just the chassis that feels right. The precise steering is electrically assisted, but the sensations are richly analog and not digital. (This is true in any of its three adjustable modes, which largely alter weight.) The Getrag-sourced six-speed manual shifts easily and slots into gear quickly, and it feels more polished than before. It’s no trouble to find a good seating position, the forward view is quite good, and the optional $1595 Recaro seats seem tailor-made just for you. The interior design gets a little inspiration from the previous generation, but the materials are vastly improved and the switchgear wears aluminum-look brightwork. The back seats remain strictly for kids, which is a bit disappointing given the Mustang’s 188.3-inch total length—within an inch of a Toyota Camry.

Unlike the Camry, though, the new Mustang GT is a whole mess of fun. Large doses of maturity and refinement have entered the equation, sure, but they make for an improved and more well-rounded whole. The 2015 Mustang handles better, it’s easier to live with, and it acts like a more expensive car. At its $45,885 as-tested price, the GT should behave like it knows its way around a monocle and top hat, and it does. The V-8 version does start at $32,925, but options drive it past $35,000 with ease. Enthusiasts who crave a louder and prouder Mustang can look to the forthcoming GT350, which likely will pack a high-revving V-8 and even more horsepower. For those who want to drive their Mustang every day for the next five years, however, the new GT delivers performance without brutality.

 

[tristatez28lt1]

The most amusing thing about the new Mustang is evident when you pop its hood. Here's the longest-running name in the musclecar business, looking all mean and modern and ready for the 21st century. And what do you see in its engine bay? Space.

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.

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Weight? Our automatic-equipped EcoBoost Premium weighed 146 pounds less than the manual GT we tested, and 96 pounds of that came off the nose. Unfortunately, Mustang weight has crept up this generation, and this EcoBoost model is up 128 pounds versus the last V-6 Performance Package we tested.

Horsepower has increased by 5 versus that same V-6 (though new V-6s are rated another 5 hp lower), but torque has increased substantially, up 40 lb-ft. Lean in over the 2.3-liter inline-four, peer over the passenger side, and there, sitting underneath a bit of heat shielding, is the twin-scroll turbo helping supply that power with 18 psi peak boost -- if you believe the gauge.In the case of our test car, a six-speed automatic routes that power to a 3.55:1 final drive and locking rear differential, then out to two 9 x 19-inch wheels shod in 255/40 Pirelli P Zero tires. Those parts come with a $1995 Performance Package that also adds beefier braking hardware (13.9-inch rotors/four-piston caliper front and 13.0-inch rotors/single-piston caliper rear) and a larger diameter rear anti-roll bar.

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Yes, we wished for a manual, but the auto was the only option available, and it acquitted itself nicely in our testing. With stability control off and the car in Track mode, a launch involved holding both pedals, waiting for boost to surge, and releasing the brake. It's an amusing process, and produced a best 0-60 mph time of 5.6 seconds and a quarter-mile pass of 14.1 seconds at 97.8 mph. The upsized braking hardware and P Zero tires produced a best 60-0 mph stop of 106 feet, with the other three stops hovering in the 107-foot range. Those acceleration results beat the GTI by 0.1 second, but fall short of the potential speed from a WRX launched as if you've stolen it.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.Our figure eight exacerbates this mid-corner behavior. In real-world driving, where turn radii, elevation, and surfaces change, the Mustang was more enjoyable. Jump on a sweeping on-ramp, feed in boost while you dial in that nicely weighted steering, and it's easy – and fun – to push yourself and the car harder.The turbo makes neat whooshes when the hood's open, but unfortunately you don't hear them from inside the cabin. The noise you do hear sounds somewhat mechanical and not unlike the Focus and Fiesta ST. It's aggressive, if not sing-songy.

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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.

But let's get back to that turbo-four, shall we? The best way to picture how an engine responds is through a power/torque graph such as the one above. If all you care about are peak figures, we recorded 279 hp on run three and 295 lb-ft of torque on run four. During five runs, output remained consistent. Torque stayed above 290 lb-ft for four out of the five runs, varying around 3 lb-ft. We're showing the chart with the best horsepower.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.

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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.

2015 Ford Mustang EcoBoost
BASE PRICE $25,995
PRICE AS TESTED $37,660
VEHICLE LAYOUT Front-engine, RWD, 4-pass, 2-door coupe
ENGINE 2.3L/310-hp/320-lb-ft turbo DOHC 16-valve I-4
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 3658 lb (53/47%)
WHEELBASE 107.1 in
LENGTH x WIDTH x HEIGHT 188.3 x 75.4 x 54.4 in
0-60 MPH 5.6 sec
QUARTER MILE 14.1 sec @ 97.8 mph
BRAKING, 60-0 MPH 106 ft
LATERAL ACCELERATION 0.96 g (avg)
MT FIGURE EIGHT 25.5 sec @ 0.80 g (avg)
EPA CITY/HWY/COMB FUEL ECON 21/32/25 mpg
ENERGY CONS., CITY/HWY 160/105 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.78 lb/mile


Read more: http://www.motortrend.com/roadtests...mustang_ecoboost_23_first_test/#ixzz3Dg5ttww3

 

[tristatez28lt1]

It's often said that the cure for a broken heart is to just suck it up and get back out in the game. That's often easier said than done, as most folks would rather drown their sorrows in a pint of ice cream (or beer) after a breakup. I've been fortunate enough to not have to deal with real heartbreak since high school, that is, at least, until last week, when my dear companion of five years left me. I sold my first car, a 2000 Ford Mustang GT, last Monday. I was resigned to living a life full of sorrow, thinking things would never be the same again…until this bright yellow 2015 Ford Mustang GT showed up at our doorstep.

There's nothing like getting over old love with new, better love. And, boy, is the 2015 Mustang GT better than my old New Edge Mustang GT -- and the more recent Mustang GTs that have come since. The key to the new Mustang's greatness is beneath its gorgeous new sheetmetal. First there's the pony's beating heart: a 5.0-liter V-8, which procures 435 hp and 400 lb-ft of torque, thanks to the old Mustang Boss 302's valves, springs, connecting rods, and more. Then there are its legs: its new independent rear suspension, the first on a Mustang since the Terminator Mustang Cobras from the turn of the century.Now for what you've been waiting for: the new 2015 Mustang GT accelerates from 0 to 60 mph in 4.4 seconds, and gallops through the quarter mile in 12.8 seconds at 112.2 mph. That's just a tick slower than the last performance-pack-equipped 2013 Mustang GT we tested. The old S197 model ties the 2015 model in a race to 60 mph and completes the quarter mile a tick faster at 12.7 seconds, with a 111.7 mph trap speed. Big six-piston Brembo front brakes help the new Mustang come to a stop from 60 mph in 107 feet, a yard shorter than the outgoing model.

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Though the 2015 Mustang may not separate itself from its predecessor much when it comes to straight line performance, thanks to its new suspension and optional performance package, the Mustang tears it up on our handling track. The new Mustang GT rips 'round the figure eight in 24.7 seconds, pulling 0.84 g average in the process. That's not only quicker than the last Mustang GT (25.0 seconds at 0.77 g average), but it's also a better performance than the last Mustang Boss 302 (24.7 seconds at 0.78 g average) we tested. Though it managed a higher average g on the figure eight than the Boss 302 -- which we'd still feel confident calling the best Mustang ever -- the 2015 Mustang didn't feel as nimble or competent as the Boss; it didn't feel like the front and rear ends were talking to each other. Turning in off-throttle resulted in moderate push (understeer from the front end), which needed to be corrected with the throttle. This, in turn, caused a bit of slushy oversteer that, while manageable, slowed the GT down a bit. While that's not bad per se, we were expecting a bit more from the new IRS-equipped Mustang.So why isn't the new ponycar faster than the old one, or handle as well given its horsepower and torque bump and new suspension? One word: weight. The new Mustang GT weighs in at 3814 pounds, a 196-pound increase over the last similarly equipped Mustang GT we tested. While that extra weight is unnoticeable on the street, it does rear its ugly head during limit handling and performance driving.

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While the Mustang GT might not have lived up to our high expectations on the track, it more than makes up for it on the street. On the road, the new Mustang GT is perhaps the most livable yet. For starters, it rides worlds better than its immediate predecessor. While the last Mustang was easily upset by pavement imperfections and pitched fore and aft a lot on poor pavement, the new Mustang just eats up the road. And unlike our limit-handling tests showed, the Mustang GT appears to handle pretty well too. Turn-in is sharp, and steering feedback is good especially with the steering in Sport mode. The Mustang's tendency to want to be driven around corners with the throttle only appears while hustling through corners. Speaking of throttle, the Coyote V-8 remains one of our favorite V-8s in the business with gobs of usable power and a willingness to rev. If only Ford would open it up a bit more and let it sing -- I'm willing to bet that an aftermarket exhaust system will be the first modification 2015 Mustang buyers make. The gearbox is pretty wonderful too, though I found myself missing fourth gear somehow on multiple occasions while moving quickly. The Brembo brakes also proved themselves worthy of slowing the Mustang's mass, though their grabby-ness takes some getting used to.Pricewise, our 2015 Mustang GT Premium tester's $46,380 sticker represents what would happen if you rolled into your local Ford dealer and ticked every option box. Some of the more notable options include the new-for-2015 Adaptive Cruise Control with Collision Mitigation package, which retails for $1195, and the imaginatively named Rapid Spec Equipment Group 401A, which includes blind spot warning with rear cross-traffic alerts and a premium audio system, for $1795. If it were our money, we'd skip just about every option, instead going for the $1595 Recaro seats, and the GT Performance Package, which is a bargain at $2495 given it includes six-piston Brembo front brakes, different chassis and stability control tuning, a Torsen rear differential with 3.73s, and web spoke wheels. We can live without some of the luxury and tech goodies, but those performance options aren't to be missed.The new 2015 Ford Mustang GT may not fully live up to the high expectations many had, given its similarities to the old Boss 302, but it represents a marked improvement over the last-generation Mustang GT and shows us the ponycar's bright potential in its 50th year of consecutive production, especially considering a hot new Mustang GT350 is just around the corner. Even more important, the new 2015 Mustang GT proves itself the perfect rebound from a broken heart, and for that I'm forever grateful.

2015 Ford Mustang GT
BASE PRICE $32,925
PRICE AS TESTED $46,380
VEHICLE LAYOUT Front-engine, RWD, 4-pass, 2-door coupe
ENGINE 5.0L/435-hp/400-lb-ft DOHC 32-valve V-8
TRANSMISSION 6-speed manual
CURB WEIGHT (F/R DIST) 3814 lb (54/46%)
WHEELBASE 107.1 in
LENGTH x WIDTH x HEIGHT 188.3 x 75.4 x 54.9 in
0-60 MPH 4.4 sec
QUARTER MILE 12.8 sec @ 112.2 mph
BRAKING, 60-0 MPH 107 ft
LATERAL ACCELERATION 0.96 g (avg)
MT FIGURE EIGHT 24.7 sec @ 0.84 g (avg)
EPA CITY/HWY/COMB FUEL ECON 15/25/19 mpg
ENERGY CONS., CITY/HWY 225/135 kW-hrs/100 miles
CO2 EMISSIONS, COMB 1.06 lb/mile


Read more: http://www.motortrend.com/roadtests/coupes/1409_2015_ford_mustang_gt_first_test/#ixzz3Dg63YSBI

 

[hoffmeister_fan]

Turbos or not, a 4 cylinder Mustang just sounds so wrong.

 

[Zafiro]

They say this engine is going to be part of the new focus st. Detuned to around 330hp

 

[Rolf]

A Mustang is always associated as a V8 muscle car and with a 4 cylinder now available as base engine is not a good choice. It's now becoming too big and heavy. A BMW 328i has the same performance with far less power, 245hp against 310hp and probably drives in another league.

 

[DeDe]

Acceleration-graph with 0,3 s 1-ft-rollout (Data: C&D)

 

[GTA45E]

Turbos or not, a 4 cylinder Mustang just sounds so wrong.

A Mustang is always associated as a V8 muscle car and with a 4 cylinder now available as base engine is not a good choice. It's now becoming too big and heavy. A BMW 328i has the same performance with far less power, 245hp against 310hp and probably drives in another league.

Sounds like you guys are having doubts about the turbo-4.
I really do not thinks it`s a bad choice. Check out this video, seems like the performance is great for an everyday car.
On top of that, it`s probably the best sounding turbo-4 I have heard this year.

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[Rolf]

Sounds like you guys are having doubts about the turbo-4.
I really do not thinks it`s a bad choice. Check out this video, seems like the performance is great for an everyday car.
On top of that, it`s probably the best sounding turbo-4 I have heard this year.

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You right it does sound very good for a turbo -4 actually it is quiet when he sitting inside the car and revs it but the exhaust sound is pretty good from the outside. It looks nicer than the previous model interior is big improvement

 

[hoffmeister_fan]

I am having trouble with the idea of a 4 cyl in a Mustang. Can't fight the times we're heading in.

 

[lambornima]

Looks like my 2011 V6 would outrun the new V6 and ecoboost. Sweet

 

[Cashmere]

Knowing the mindset of North American consumers and the mustang target market, I feel like it's a bad idea to give the press 4 cyl derivatives to drive. It would have been better to launch with the 6 & 8 cylinder initially and then offer the 4 cylinder model a couple months later.

On the other hand, for European and RHD markets, I feel the 4 cylinder model will be far better received and might even be the best selling model.​

 

[GTA45E]

You right it does sound very good for a turbo -4 actually

It has a slight baritone on rev. More so than the 428i M-Sport or C250 sport imo.
Not as tinny sounding.

2015 Ford EcoBoost Mustang

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BMW 428i M Sport

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2014 C250 Sport coupe

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[Cashmere]

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[Rolf]

It has a slight baritone on rev. More so than the 428i M-Sport or C250 sport imo.
Not as tinny sounding.

2015 Ford EcoBoost Mustang

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BMW 428i M Sport

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2014 C250 Sport coupe

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Thanks for the posts certainly interesting to hear the different exhaust tones, I agree with you the Mustang has the best exhaust sound, followed in my opinion by the Mercedes C250 and in last place the BMW 428i (it sounds the most tinny and the least exciting).

 

[Zafiro]

I've driven 428iM and was impressed by the sound of it on full throttle. Very deep and much alike BMW 6-cylinders. I haven't driven C250 or Mustang so I cant speak about them. But I wouldn''t pay too much attention on youtube videos, just go out and drive and experience it for yourself.

BTW for the Benz video, it says this: stock resonator and muffler delete. Muffler delete should make a difference.

 

[GTA45E]

^
Agree with driving them to experience.
I have heard both the 428i M and C250 irl at our local dealer. The idol quality is good and deep. Both start to get tinny
when the revs get going to my ears and sound just like thay do in the videos... (very typical of a turbo 4-banger.)
The MB CLA45 AMG has the same affect. Great bass on idol, open the throttle wide and it starts to sound like a Honda Civic imo. I think Ford did a great job on the sound affect for it`s turbo 4. The sound, at least from the videos is very close to a small displacement 6-cylinder.

 

[Rainer271]

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[Rainer271]

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