A question of performance..
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Joined: May 6, 2013
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On size reduction, the initial mules have been widely reported to be using the S550 floorpan and suspension. unless there are modifications, the wheelbase is the same, and the track is wider in the rear. From what we've seen of the underhood front end structure, the nose doesn't look to be getting much shorter either. Still not seeing much of a size reduction.
CF in a Mustang?? Sure, if needed but that is getting FAR away from what the car has been. Maybe more pricier lighter bits for the GT500/SVT variant to increase performance. Not expecting much of that on the base models though.
Re plastics: I definitely could see Ford working to reduce the mass of those parts as much as they can. What I/we don't know about is how Ford's lifetime performance requirements end up adding mass to the parts. It's straightforward to make those parts lighter. Making them lighter while keeping the same performance may not be so easy.
CF in a Mustang?? Sure, if needed but that is getting FAR away from what the car has been. Maybe more pricier lighter bits for the GT500/SVT variant to increase performance. Not expecting much of that on the base models though.
Re plastics: I definitely could see Ford working to reduce the mass of those parts as much as they can. What I/we don't know about is how Ford's lifetime performance requirements end up adding mass to the parts. It's straightforward to make those parts lighter. Making them lighter while keeping the same performance may not be so easy.
And, no I wouldn't expect anything but the high end models to use CF, but it's worth an extra $1k to drop 50+ lbs off the front end. And the aftermarket would really welcome factory tooled CF fenders sold through Ford Racing. Paintable, of course.
Last edited by MustangDizzle; May 10, 2013 at 09:04 AM.
I would expect the performance of the '15 GT to split the difference between the current GT and the Boss, though probably closer to that of the Boss. Part of that would be slightly more power, probably through borrowing some Boss bits and tuning. At some point we'll likely see DI across the board, but I wouldn't expect that right off the bat on the non-turbo Mustangs.
Another would be less fat. While Ford has said they want to trim the weight of each car by 200 lbs, that seems like a lot for what looks to be a car only slightly smaller than the current model. As mentioned though, Mazda seemed to manage that much weight trimming on their new 6 while maintaining both size and cost, so it is possible with good engineering and design.
Another performance enhancer will be likely much better aerodynamics. While the current car ain't no brick, it ain't very sleek either and with the '15 gouging a less ragged hole in the atmosphere (and dragging less of it along with it in the process), I would expect better high speed acceleration, max speed and better highway mileage.
This is all referring to straight line speed, which the Stang is hardly lacking now. I thing the real performance increases will be in the other 359 degrees of the performance envelope beyond dead ahead. Lighter weight and, especially, an IRS should really up the Mustang's overall dynamic performance making whatever straight line speed it can generate that much more useable. While simple test numbers may only go up slightly, the real advantage will be the greater broadband nature of being able to handle well in a far wider range of road conditions, not just smooth flat ones. For those of us who drive solely in the lumpy bumpy real world, this should be significant. Beyond added speed, there will be two additional benefits: greater stability and safety (rear axle far less likely to buck you off a bumby curve) AND (not or as is the case with the current lively axle) a better, more resilient (not to be confused with soft) ride. Braking should also benefit a bit from the lower weight and the IRS suspension's greater ability to actually keep the tires on the pavement.
All in all, I expect modest but real improvements in the Stang's objective performance numbers, which are already very good in the current car, but the real story will be the far greater enhancement of the subjective experience: it will simply be a much funner and satisfying drive regardless of numbers.
Another would be less fat. While Ford has said they want to trim the weight of each car by 200 lbs, that seems like a lot for what looks to be a car only slightly smaller than the current model. As mentioned though, Mazda seemed to manage that much weight trimming on their new 6 while maintaining both size and cost, so it is possible with good engineering and design.
Another performance enhancer will be likely much better aerodynamics. While the current car ain't no brick, it ain't very sleek either and with the '15 gouging a less ragged hole in the atmosphere (and dragging less of it along with it in the process), I would expect better high speed acceleration, max speed and better highway mileage.
This is all referring to straight line speed, which the Stang is hardly lacking now. I thing the real performance increases will be in the other 359 degrees of the performance envelope beyond dead ahead. Lighter weight and, especially, an IRS should really up the Mustang's overall dynamic performance making whatever straight line speed it can generate that much more useable. While simple test numbers may only go up slightly, the real advantage will be the greater broadband nature of being able to handle well in a far wider range of road conditions, not just smooth flat ones. For those of us who drive solely in the lumpy bumpy real world, this should be significant. Beyond added speed, there will be two additional benefits: greater stability and safety (rear axle far less likely to buck you off a bumby curve) AND (not or as is the case with the current lively axle) a better, more resilient (not to be confused with soft) ride. Braking should also benefit a bit from the lower weight and the IRS suspension's greater ability to actually keep the tires on the pavement.
All in all, I expect modest but real improvements in the Stang's objective performance numbers, which are already very good in the current car, but the real story will be the far greater enhancement of the subjective experience: it will simply be a much funner and satisfying drive regardless of numbers.
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