The 2015 Ford Mustang 2.3L EcoBoost was the supposed “enthusiast's deluxe” model, meaning lighter and nimbler than a GT and with the efficiency of a compact. The manual version comes with the slightly shorter 3.55:1 rear-axle ratio, which is just short enough to make 60 mph a two-shift run. This is why this manual, at 5.5 seconds, isn't as quick to 60 as the auto, or even last year's V-6, both of which hit 60 in 5.2 seconds.
The extra shift though doesn't hinder quarter-mile performance. Both manual and automatic (even a 2013 V-6) run identical 13.9-second ETs, with the manual crossing the line 4 mph faster. However, the turbo Stang with a stick has a large, 1.8-second advantage by 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'll hang in a drag race with it, too. All while returning 47 percent better EPA city fuel economy and 24 percent better highway mileage than the new 5.0. Even with lots of wide-open acceleration, we averaged 22 mpg, the EcoBoost's EPA city rating.
The turbo 2.3-liter makes 310 horsepower and 320 pound-feet of torque, numbers that used to mark V-8 territory.
The Performance pack's 19-inch Pirelli P Zeros impart 0.98 g of lateral grip. The new independent rear suspension and a stiff structure contribute here, too. This Mustang balances ride and handling better than any pony car that preceded it.
For the automatic version, 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 GTs once 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).
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. 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.
The Shaker pro Audio System has 12 speakers, including subwoofer and HD Radio Technology, and is available on premium models. With HD Radio technology, FM stations have CD-quality sound and AM stations sound like FM stations. Reception is crystal clear, with no audio distortion, buzz, popping or static. Additionally, there are more channels offering more of the type of programming you like, as well as new formats – more music, more news and more sports. Information such as song, artist, breaking news, weather alerts, sports scores and more is displayed on screen. Best of all – there are no subscription fees, plans or monthly bills with this system. — SG
