2015 Ford Mustang 2 door Fastback EcoBoost Premium
Five years ago a Mustang GT's 4.6-litre V-8 offered 315 hp and each one carted around 5.2 kg of weight. The new Mustang's turbocharged engine is literally half the size but brings 310 hp and the same power-to-weight ratio. Changes elsewhere aren't as dramatic but it's still an impressive advance. (Overall score: 7.2)
Walkaround
Wider, lower and sleeker, Mustang is now more elegant sports car than blunt object. Bodywork wraps tighter around wheels pushed further outboard, the snout's a rounded anvil, the roof tapers inward aft, all the pinches and tucks befitting a tailored suit better than one-size-fits-all.
Classic long nose, short deck proportions carry traditional Mustang styling cues—-triple-segment LED running lights mimicking original headlight nacelles, triple rear lamps with sequential signals, galloping ponies everywhere—without coming off too retro. The performance pack even deletes the rear spoiler. Yeah!
Alas, the rear panel's significant slope makes it difficult to reach the chrome badge and close the trunk without scratching paint or gloss-black trim. (Score: 8.2)
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Interior
Initially you'll find this a mild improvement: Better materials, new centre panel, extra gadgets and room, a telescoping steering column finally. I wonder if the original designers knew how well their dual-eyebrow dash lends itself to right and left-hand drive cars…or how long it would last.
Stay longer and you'll find the seats' support and retention very good, the cabin quieter, outward visibility no worse off. The gauge pack top-centre has me wondering which Ford I last drove with a realistic oil pressure gauge.
Rear seats are surprisingly comfortable for those who fit, and drop to expand the 380-litre trunk. The 12-speaker Shaker sound system is aptly named but doesn't consume much trunk volume as prior.
More features mean more controls on dash and wheel. The left thumb is kept busy with in-dash menus, the right with various drive mode switches hard to read in daylight. Ambient and instrument lighting are individually adjustable for color and dim, and the manual gearbox brightens the gauges at redline. (Score: 6.8)
Tech
"Track apps" let you gather auto-tester data, none of which you'd watch while generating it. The SYNC MyFordTouch system is familiar, my big complaint the smallish "buttons" pickier than my smartphone.
A rear camera, active noise cancellation, MyKey and seven airbags are standard; adaptive cruise, blind-spot/rear cross-traffic and forward-collision warning optional. With sensitivity "high," impending forward collision alerts were frequent, at "low" I was still looking for an off switch.
Some manual Mustangs offer a line-lock and launch control for racing and burnouts, though I didn't see what the owner's manual says about that and warranty. (Score: 6.3)
Driving
320 lb-ft of torque launches the car well, reaching 100 km/h only a second or so behind the V-8. It's all mid-range punch from 2,000 rpm to about 5,300—revving further only adds noise, and nothing pleasant like the V-8.
Either gearbox works well and gives similar performance. The manual shift is precise and mechanical, clutch takeup and effort fine even for traffic. Paddle the automatic a gear higher and you'll be smoother with more progressive boost buildup; paddle down for instant throttle steering. A V-8 deserves the manual, the EcoBoost might be the better alternative if you demand an automatic.
Only the 2.3's automatic is less-efficient than the manual in city consumption, rating 11.0/7.4 (0.8-2.9 l/100 less than V-6, 1.8-4.9 less than V-8). I did 11 in town and upper 6s on the highway, respectively 5 and 2.5 better than a taller-geared V-8 in identical conditions.
The nose-lighter 2.3 dives into corners eagerly, stays fairly flat and stable, and rotates gently and predictably. Accurate steering has better heft in sport mode; reserve "comfort" for an injured arm. The rigid new structure yields good body control without slop and a surprisingly comfortable tourer worthy of a GT badge. I noted only rear tire noise on certain highway surfaces.
With the performance pack—a wholesale chassis upgrade including stickier tires and GT brakes, it's faster and even more fun to drive because of added grip and even more tossable nature. Road quality will determine if the firmer ride is worth it. (Score: 8.3)
Value
EcoBoost is a worthwhile $3,000 more than V-6, $9,000 less than V-8. A Premium 2.3 with Performance Pack is $500 less than the plainest GT, and I expect better-sounding aftermarket exhausts any day. A rear-drive Camaro 2LT or all-wheel drive WRX Sport-tech is a bit more, rear-drive BRZ and front-drive GTI a bit less. (Score: 6.4)
Conclusion
The 2.3 Mustang is stylish, capable, comfortable, efficient and really fun to drive. True, a V-8 is quicker and sounds better, but if you change direction or brake more than you go full-tilt to 120 km/h, or have a pony-car budget for a muscle-car purchase, the 2.3 is the way to go.
Autofocus.ca is a Canadian automotive website dedicated to making car shopping easier and driving more fun. Follow Autofocus on Facebook and Twitter.
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