2015 Mustang:Horsepower Unleashed – Motivating the All-New Ford Mustang with Improved
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https://media.ford.com/content/fordm...unleashed.html
Horsepower Unleashed – Motivating the All-New Ford Mustang with Improved Power-to-Weight Ratios
The fewer the pounds a car carries for every unit of horsepower generated by the engine, the quicker and nimbler it feels, making power-to-weight ratio a key measure of performance. A recent study by Autoblog of cars currently available in the U.S. market puts Mustang at the top of the charts in power-to-weight ratio for all three price categories a customer can specify.
Mustang extends its lead further for 2015 with the EcoBoost-powered fastback now carrying fewer than 11.4 pounds per horsepower; Mustang GT has as few as 8.52 pounds per horsepower.
Less is more, EcoBoost comes to Mustang
The addition of a new 2.3-liter EcoBoost engine brings turbocharging to the Mustang powertrain lineup. This engine was designed specifically for Mustang, to meet the needs of drivers looking for outstanding performance and fuel efficiency.
The geometry of the EcoBoost intake manifold and turbocharger housing has been optimized to provide better breathing and higher output in Mustang. Producing 310 horsepower and 320 lb.-ft. of torque, the 2.3-liter EcoBoost engine fits the bill for a true Mustang powerplant – with the highest power density yet from a Ford engine.
“This EcoBoost engine delivers the healthy output Mustang drivers expect, regardless of the car’s speed,” said Scott Makowski, EcoBoost powertrain engineering manager. “It delivers where a Mustang driver expects it to – with a broad, flat torque curve and great driveability under any conditions.”
The newest member of Ford’s global EcoBoost engine family, the 2.3-liter continues to take advantage of state-of-the-art technologies including direct fuel injection, twin independent variable camshaft timing and turbocharging to produce big-engine power and torque with improved fuel efficiency.
The 2.3-liter EcoBoost is the first Ford engine to use a low-inertia twin-scroll turbocharger that provides quicker boost response while enabling lower emissions and improved efficiency. The cylinder head features an integrated exhaust manifold that separates the inner and outer pairs of cylinders into each of the two inlet passages to the turbo.
Keeping the exhaust pulses separated from the next cylinder in the firing order virtually eliminates mixing losses and maximizes the pulse energy to the turbine wheel. The result is similar performance to a more complex twin-turbocharger configuration, meaning quicker turbine spin-up and torque delivery when the driver needs it for passing maneuvers.
The separated exhaust ports also enable the exhaust valves to stay open longer for reduced pumping losses that improve specific fuel consumption compared to a single-scroll turbocharger configuration.
With a compact mill generating nearly 135 horsepower per liter and more than 139 lb.-ft. of torque per liter – powering a performance car whose drivers are more inclined to use it – ensuring engine durability was critical. Enhancements to the Mustang EcoBoost engine to withstand the added stresses include:
No Ford Mustang engine lineup would be complete without a great V8 engine at its core. The 5.0-liter V8 powers into a new generation with a host of upgrades that help it breathe better, especially at higher engine speeds. Many of these changes are derived from lessons learned in developing the special-edition 2012 Mustang Boss 302.
Getting air into the cylinders and exhaust out is key to generating more power and torque from any engine. That has been the focus in the development of this V8, which features:
A new intake manifold includes charge motion control valves to partially close off port flow at lower engine speeds. This increases the air charge tumble and swirl for improved air-fuel mixing, resulting in better fuel economy, improved idle stability and lower emissions.
The variable camshaft timing on the intake side now has a greater range of adjustment available thanks to mid-lock phasers. This enables better optimized control of the valve timing over a broader range of engine speeds and loads for improved fuel economy and emissions.
Shifting gears
More than most drivers, Mustang owners like to take control and shift for themselves. Whether they select a fully manual gearbox or the updated automatic transmission, the experience will be better than in any previous pony.
The manual has a new shift linkage design for easier engagement and improved precision. The shift lever is now positioned closer to the driver and away from the cupholders, creating a clear path for shifting.
Mustang blends outstanding all-around performance and everyday usability. Drivers who prefer to let the car handle the shifting during their daily work run, but who still want to take control when the roads get twisty, will appreciate the new steering wheel-mounted shift paddles with rev-matching downshifts – now standard with the SelectShift® six-speed automatic transmission.
The automatic also features a redesigned case with cast-in ribs that help make it stiffer and reduce weight. Internally, clutches are optimized and operating temperature increased to reduce friction. The output shaft is now supported by a ball bearing that enables a top speed of 155 mph for Mustang GT.
With a choice of powertrains to suit driving preferences and lifestyles, the new Mustang has cutting-edge technology under the hood to match its modern design. Yet regardless of engine choice, the car remains quintessentially Mustang.
- 5.0-liter V8 headlines all-new Ford Mustang lineup with 435 horsepower and 400 lb.-ft. of torque and improved power-to-weight ratio
- New 2.3-liter EcoBoost® brings turbocharging and direct injection to Mustang with 310 horsepower and 320 lb.-ft. of torque – best-ever power density from a Ford engine
- Manual transmission provides smoother shifting than previous Mustangs; automatic transmission features steering wheel-mounted paddle shifters and downshift rev-matching
The fewer the pounds a car carries for every unit of horsepower generated by the engine, the quicker and nimbler it feels, making power-to-weight ratio a key measure of performance. A recent study by Autoblog of cars currently available in the U.S. market puts Mustang at the top of the charts in power-to-weight ratio for all three price categories a customer can specify.
Mustang extends its lead further for 2015 with the EcoBoost-powered fastback now carrying fewer than 11.4 pounds per horsepower; Mustang GT has as few as 8.52 pounds per horsepower.
Less is more, EcoBoost comes to Mustang
The addition of a new 2.3-liter EcoBoost engine brings turbocharging to the Mustang powertrain lineup. This engine was designed specifically for Mustang, to meet the needs of drivers looking for outstanding performance and fuel efficiency.
The geometry of the EcoBoost intake manifold and turbocharger housing has been optimized to provide better breathing and higher output in Mustang. Producing 310 horsepower and 320 lb.-ft. of torque, the 2.3-liter EcoBoost engine fits the bill for a true Mustang powerplant – with the highest power density yet from a Ford engine.
“This EcoBoost engine delivers the healthy output Mustang drivers expect, regardless of the car’s speed,” said Scott Makowski, EcoBoost powertrain engineering manager. “It delivers where a Mustang driver expects it to – with a broad, flat torque curve and great driveability under any conditions.”
The newest member of Ford’s global EcoBoost engine family, the 2.3-liter continues to take advantage of state-of-the-art technologies including direct fuel injection, twin independent variable camshaft timing and turbocharging to produce big-engine power and torque with improved fuel efficiency.
The 2.3-liter EcoBoost is the first Ford engine to use a low-inertia twin-scroll turbocharger that provides quicker boost response while enabling lower emissions and improved efficiency. The cylinder head features an integrated exhaust manifold that separates the inner and outer pairs of cylinders into each of the two inlet passages to the turbo.
Keeping the exhaust pulses separated from the next cylinder in the firing order virtually eliminates mixing losses and maximizes the pulse energy to the turbine wheel. The result is similar performance to a more complex twin-turbocharger configuration, meaning quicker turbine spin-up and torque delivery when the driver needs it for passing maneuvers.
The separated exhaust ports also enable the exhaust valves to stay open longer for reduced pumping losses that improve specific fuel consumption compared to a single-scroll turbocharger configuration.
With a compact mill generating nearly 135 horsepower per liter and more than 139 lb.-ft. of torque per liter – powering a performance car whose drivers are more inclined to use it – ensuring engine durability was critical. Enhancements to the Mustang EcoBoost engine to withstand the added stresses include:
- Forged-steel crankshaft
- Piston-cooling jets
- Steel piston ring carriers
- Premium bearing materials
- Upgraded valve seat materials
- Forged-steel connecting rods
- High-pressure die-cast aluminum cylinder block with ladder-frame bearing caps
- Deep-sump, die-cast aluminum oil pan
No Ford Mustang engine lineup would be complete without a great V8 engine at its core. The 5.0-liter V8 powers into a new generation with a host of upgrades that help it breathe better, especially at higher engine speeds. Many of these changes are derived from lessons learned in developing the special-edition 2012 Mustang Boss 302.
Getting air into the cylinders and exhaust out is key to generating more power and torque from any engine. That has been the focus in the development of this V8, which features:
- Larger intake valves
- Larger exhaust valves
- Revised intake camshafts
- Revised exhaust camshafts
- Stiffer valve springs ensure valves close completely at high rpm
- New cylinder head casting – revised ports provide straighter path to the valves for less restrictive intake and exhaust flow; combustion chamber modifications accommodate larger valves
- Sinter forged connecting rods are lighter and more durable for high-rpm operation
- Redesigned piston tops – deeper cutouts clear the new larger valves
- Rebalanced forged crankshaft to support higher-rpm operation
A new intake manifold includes charge motion control valves to partially close off port flow at lower engine speeds. This increases the air charge tumble and swirl for improved air-fuel mixing, resulting in better fuel economy, improved idle stability and lower emissions.
The variable camshaft timing on the intake side now has a greater range of adjustment available thanks to mid-lock phasers. This enables better optimized control of the valve timing over a broader range of engine speeds and loads for improved fuel economy and emissions.
Shifting gears
More than most drivers, Mustang owners like to take control and shift for themselves. Whether they select a fully manual gearbox or the updated automatic transmission, the experience will be better than in any previous pony.
The manual has a new shift linkage design for easier engagement and improved precision. The shift lever is now positioned closer to the driver and away from the cupholders, creating a clear path for shifting.
Mustang blends outstanding all-around performance and everyday usability. Drivers who prefer to let the car handle the shifting during their daily work run, but who still want to take control when the roads get twisty, will appreciate the new steering wheel-mounted shift paddles with rev-matching downshifts – now standard with the SelectShift® six-speed automatic transmission.
The automatic also features a redesigned case with cast-in ribs that help make it stiffer and reduce weight. Internally, clutches are optimized and operating temperature increased to reduce friction. The output shaft is now supported by a ball bearing that enables a top speed of 155 mph for Mustang GT.
With a choice of powertrains to suit driving preferences and lifestyles, the new Mustang has cutting-edge technology under the hood to match its modern design. Yet regardless of engine choice, the car remains quintessentially Mustang.
Last edited by Boomer; 7/18/14 at 09:15 AM.
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http://www.roadandtrack.com/go/news/...ecoboost-v6-gt
http://jalopnik.com/2015-ford-mustan...r-t-1606630852
V6: 300HP/280ft-lbs
Eco4: 310HP/320ft-lbs
GT: 435HP/400ft-lbs
I'm sure more to follow
http://jalopnik.com/2015-ford-mustan...r-t-1606630852
V6: 300HP/280ft-lbs
Eco4: 310HP/320ft-lbs
GT: 435HP/400ft-lbs
I'm sure more to follow
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435-hp V8, 310-hp Four-Banger, 300-hp V6 in 2015 Mustang
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I'm sure you've encountered at least one person in your life where the moment you met them, you just wanted to see what they were like in bed. When I met the 2015 Ford Mustang for the first time on December 5, 2013, my feelings of lust began to swirl inside me like the water inside a flushing public toilet. I wanted to get intimate with this machine, but the machine would play hard to get.
At first I wanted to know all about the car, but when Ford unveiled the car last year, not a lot of data came with it, today, however, some of the most important details about the car have been released: the power figures. This is about as exciting as full-frontal.
These numbers still have to be certified, but they are official Ford horsepower and torque numbers. Here we go:
Mustang GT: 435-hp, 400-lb-ft 5.0L V8
Mustang EcoBoost: 310-hp, 320-lb-ft 2.3L I4 twin-scroll turbo (on 93 octane)
Mustang V6: 300-hp, 280-lb-ft 3.7L V6
While the V8 in the 2015 model has been bumped up by15 horsepower and 10 lb-ft of torque compared with this year's model, the V6 last lost some mojo to the tune of five ponies.
Do you think Ford actually detuned the V6 to sell more EcoBoost models, or is the 3.7 just being underrated? Now that you know the four-banger's power figures, are you willing to consider an EcoBoost 'Stang?
Read the rest on the Mustang Source homepage.
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Nothing. They had to rate it higher to offset the weight increase for potential buyers. Flame suit on lol.
I actually thought the 4 would have been higher output. Still good numbers no doubt but still thought it would have been a touch more.
I actually thought the 4 would have been higher output. Still good numbers no doubt but still thought it would have been a touch more.
Last edited by tom281; 7/17/14 at 12:07 PM.
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Maybe Ford detuned the V6 just to make the 2.3EB look better. Or maybe they found that by detuning it just a little bit (less than a 2% loss) they could tweak the fuel economy up one notch. The aerodynamics are going to be different and the gear ratios may be different, so we won't know if it's actually slower than the 2014 until a production model has been tested.
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Well, the fact that the Performance Package is no longer available with the V6 would have a bigger impact on my decision... The V8 is too expensive, but I'm not sure how strained the 2.3 might be. It needs torque down low and be able to deliver HP at higher revs. Factor in turbo lag as well. Let's wait for now...
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I'm sure you've encountered at least one person in your life where the moment you met them, you just wanted to see what they were like in bed. When I met the 2015 Ford Mustang for the first time on December 5, 2013, my feelings of lust began to swirl inside me like the water inside a flushing public toilet. I wanted to get intimate with this machine, but the machine would play hard to get.
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Amen! Research my posts. I predicted these exact numbers and everyone said I was nuts and it would have more than the boss. When I explained why that is near impossible, I was called crazy again.
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http://www.roadandtrack.com/go/news/...ecoboost-v6-gt
http://jalopnik.com/2015-ford-mustan...r-t-1606630852
V6: 300HP/280ft-lbs
Eco4: 310HP/320ft-lbs
GT: 435HP/400ft-lbs
I'm sure more to follow
http://jalopnik.com/2015-ford-mustan...r-t-1606630852
V6: 300HP/280ft-lbs
Eco4: 310HP/320ft-lbs
GT: 435HP/400ft-lbs
I'm sure more to follow