Scothew

Horsepower Unleashed – Motivating the All-New Ford Mustang

• 5.0-liter V8 anchors the all-new Ford Mustang lineup with power and torque fit for the iconic brand

• New 2.3-liter EcoBoost® brings turbocharging to Mustang with exceptional power and torque and projected class-leading fuel efficiency

• Manual transmissions provide smoother shifting, automatic transmissions feature steering-wheel-mounted paddle shifters

The all-new Ford Mustang offers a choice of engines available with either manual or automatic transmissions that make it a great all-around performer no matter how you mix and match.

Less is more, EcoBoost comes to Mustang
The new 2.3-liter EcoBoost engine brings turbocharging to the Mustang powertrain lineup. Designed to meet the needs of drivers looking for outstanding performance and projected best-in-class fuel efficiency, this EcoBoost engine has been developed specifically for Mustang. The intake manifold and turbocharger housing are optimized to provide better breathing and higher output in Mustang.

With a projected 305-plus horsepower and 300-plus lb.-ft. of torque, this EcoBoost engine fits the bill for a true Mustang powerplant.

“This EcoBoost engine delivers the healthy output that Mustang drivers expect regardless of the speed,” said Scott Makowksi, EcoBoost powertrain engineering manager. “This EcoBoost engine might be small in displacement, but it delivers where a Mustang driver expects it with a broad, flat torque curve and great driveability under any conditions.”

The newest member of Ford’s global family of EcoBoost engines, 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.

This is the first Ford engine to utilize 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 inlet passage to the turbo.

Keeping the exhaust pulses separated from the next cylinder in the firing order eliminates mixing losses and maximizes pulse energy to the turbine wheel. The result is quicker torque delivery when the driver needs it for passing maneuvers and similar performance to a twin-turbocharger configuration.

The separated exhaust ports also enable the exhaust valves to stay open longer for reduced pumping losses that improve specific fuel consumption by about 1 percent.

With more than 305 horsepower and 300 lb.-ft. of torque pumped out from such a small engine, in a car where drivers are more inclined to use it, ensuring 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

The beating heart of a pony
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 enable it to breathe better, especially at higher engine speeds. Many of these changes are derived from the lessons learned in developing the special edition 2013 Mustang Boss 302.

Getting air into the cylinders and exhaust out is the key to generating more power and torque from any engine, and that has been the focus of development on the V8, which features:

• Larger intake valves
• Larger exhaust valves
• Revised intake camshafts
• Revised exhaust camshafts
• Stiffer valve springs – ensures that the valves close completely at high rpm
• New cylinder-head casting – revised ports that provide a straighter path to the valves for less-restrictive intake and exhaust flow; combustion chamber modifications accommodate larger valves
• Sinter forged connecting rods – lighter and more durable for high-rpm operation
• Redesigned piston tops – deeper cutouts clear the new larger valves
• Rebalanced forged crankshaft – supports higher-rpm operation

These upgrades are projected to generate more than 420 horsepower and 390 lb.-ft. of torque.

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. This results in better fuel economy, 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

Transmissions
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 Getrag manual has a new shift linkage design for shorter throws and improved precision. The shift lever is now positioned closer to the driver and away from the cup-holders so the driver has 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 still want to take control when the roads get twisty, will appreciate the new steering-wheel-mounted shift paddles with rev-matching downshifts that are now standard with the Select-Shift six-speed automatic transmission.

The automatic also features a redesigned case with cast-in ribs that help make it stiffer and reduce the weight. Internally clutches have been optimized and operating temperature has been 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 match driving styles and lifestyles, the new Mustang has contemporary technology under the hood to match its modern design and remain quintessentially Mustang

xlover

so no rev matching on manuals??? that would be a great surprise feature

flySWA737

Ehh, I would turn that off every time I would drive the car. A feature really for inexperienced or lazy manual drivers. If I got a manual I want it to be COMPLETELY manual. No active rev match, skip shift or any other electronic do dads interfering with the experience.

dmichaels

Can always get the rev-match add on. Met a couple guys who have it. Very convenient for the track, not sure I'd ever put it in though myself.

Interested to see what they end up rating the engine at (power, torque, redline). Guessing 444hp?

Rando

What about the v6?

xlover

i agree with you partially, i think if they included it there should be an off switch, most of the time at the track, spirited driving, or just around town i would prefer the computer do it for me to get the shift (and sound) just right. but of course there would be times where i would want to play with it off. considering it is mostly computer software i cant see why adding it would be an issue. I am all about choice... add options and features for those who want them and off switches for those who dont

cdynaco

use your foot.

Flagstang

I want to see a even higher hp 2.3 put in the focus RS

Flagstang

xlover

computer is better and more accurate.....

why not hitch a horse to the front of it and use a whip for throttle....

#becausetechnology




EDIT: i did say it should be defeatable depending on the level of involvement the driver wants at that particular time

cdynaco

palease

Why don't you buy a fusion?

I double clutch every downshift out of habit. Don't need a friggin computer driving for me.

Oops> meant to write downshift...

Flagstang

isn't full control the reason for not getting a auto?

xlover

i dont understand why when someone wants a feature someone else doesnt want it is taken it as an insult and then needs to put down the person who wants that feature... just because you double clutch out of habit doesnt mean everyone wants to rev match every downshift and wouldnt appreciate a computer doing it most of the time. At no point did i tell you you needed to convert to this feature or your driving style would be incorrect. however that is what your response was to me. we are all mustang fans here no need to hate.

Flagstang

I think many just want a more pure driving experience with the standard.

mrp5150

I think the rev matching on the auto versions is a cool edition. I've never driven a car with paddle shifters, so I'm excited to rent one when they are available at Hertz next year.

Gogoggansgo

lol i guess nobody gives a **** about the v6 cause ford didnt change one thing hp and tq is the same

Gogoggansgo

With at least 300 horsepower (304 PS) and 270 lb.-ft. (366 Nm) of torque on tap from the standard 3.7-liter V6, even the most accessible Mustang delivers the performance customers expect. lol

Flagstang

I think the mpg numbers will tell if the v6 or the ecoboost will be the big seller

Evil_Capri

Which may not be as important as FMC's CAFE number in the coming years . . .

rhumb

The difference between being a driver and being cargo.