- 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 all-new 2015 Ford Mustang offers three great engines including a standard 300-horsepower V6, a brand-new 310-horsepower EcoBoost® or an upgraded 435-horsepower V8. Each powerplant is available with either a manual or automatic transmission that makes the pony car a great all-around performer – no matter how the equipment is mixed and matched to suit any individual driving style.
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
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 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
These upgrades have boosted output of the V8 to 435 horsepower and 400 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, 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.
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.
AGILE FORD MUSTANG FEATURES ALL-NEW SUSPENSION; PERFORMANCE PACK RAISES BAR FOR HANDLING AND BRAKING
- 2015 Ford Mustang features new, fully independent front and rear suspension mated with stronger and lighter platform for improved handling and ride quality through better wheel and body control
- Three new brake systems ensure new Mustang stops as well as it accelerates and turns
- Available performance packs for Mustang EcoBoost® fastback and convertible and Mustang GT fastback raise the bar for handling and braking performance on both the road and the track
With new fully independent front and rear suspension systems, the all-new sixth-generation Ford Mustang is expected to be the nimblest and most comfortable example of the breed to date. Mustang EcoBoost® and Mustang GT fastback customers can also add an available performance pack for maximum all-around capability, continuing 50 years of Mustang personalization.
“When we began development of the sixth-generation Mustang, we knew we had a challenge ahead of us to beat ever-increasing customer expectations, as well as new competitors in the marketplace,” said Raj Nair, Ford group vice president, Global Product Development. “We added content where it mattered – including an independent rear suspension for better handling and ride, and bigger brakes for better, shorter and more consistent stops. We also doubled the number of airbags.
“Even with all of that extra hardware, smart engineering throughout every component of this car enabled us to achieve a base curb weight of 3,524 pounds for the new Mustang EcoBoost fastback – just six pounds more than the lightest 2014 Mustang V6, and still the best power-to-weight ratio of any car available in the United States for under $50,000.”
Building on a solid foundation
With an all-new platform and fully independent suspension, the 2015 Ford Mustang sets new handling benchmarks for the brand, achieving world-class performance in both dynamics and ride quality.
“In order to develop precise and predictable handling characteristics, a car needs a solid platform where the suspension mounts don’t move relative to one another,” said Tom Barnes, Mustang vehicle engineering manager. “The structure of the new Mustang is much more resistant to twisting, with 28 percent more torsional stiffness for the fastback and a 15 percent improvement for the convertible.”
Despite being so much stronger, this is a very efficient horse, with a body-in-white that is actually lighter than the previous version. This was achieved through extensive use of advanced technologies and materials including hydroforming, laser welding and high-strength steels. Lightweight aluminum is used for the hood and front fenders to help reduce body mass and improve the weight balance.
Attention to detail throughout the design process yielded significant weight savings that helped to offset the increases from adding performance-enhancing features such as larger, more powerful brakes and independent rear suspension. The result is a vehicle that is more capable than before while remaining significantly lighter overall than key competitors.
The structure of the 2015 Mustang is also designed to meet new, more stringent crash safety standards. Some of the other components now made of aluminum include the rear suspension knuckles, rear axle housing on automatic transmission cars, rear control arms and rear brake calipers. Even parts made of steel and other materials such as the hollow rear stabilizer and the new seats have been intelligently designed to meet performance standards while keeping weight down.
“We added a lot of content to the new Mustang in order to hit our performance targets and meet today’s customer expectations,” said Dave Pericak, Mustang chief engineer. “With a base curb weight of 3,524 pounds for Mustang EcoBoost fastback, and increases ranging from six pounds to 87 pounds for V6 and GT fastbacks, Mustang is still substantially lighter than the competition.”
Mustang EcoBoost fastback has best-ever weight distribution for a Mustang, with 52 percent of its weight over the front axle and 48 percent to the rear, while Mustang GT has 53 percent of its mass on the front wheels. In combination with a lineup of new or upgraded powerplants, Mustang improves on its already leading power-to-weight ratios. Mustang EcoBoost carries fewer than 11.36 pounds per horsepower, while Mustang GT has as little as 8.52 pounds per horsepower.
With a stronger yet lighter structure to build on, the hardware was added to meet aggressive performance targets. Every new Mustang features an all-new integral-link independent rear suspension. The suspension architecture is based on a lower control arm, integral link, upper camber link and a toe link. The geometry, springs, dampers and bushings have all been specifically modified and tuned to deliver improved mechanical grip for this high-performance application.
The new suspension geometry of Mustang now generates twice as much anti-squat and anti-lift force for better pitch control to keep the body level under hard acceleration and braking. New aluminum alloy rear knuckles help reduce unsprung mass to enable the tires to follow the road for better ride and handling.
At the front, a new non-isolated perimeter subframe replaces several individual crossmembers to help stiffen the structure while reducing mass, contributing to a better foundation for more predictable wheel control that benefits handling, steering and ride quality.
The new double-ball-joint front MacPherson strut system enables the use of larger, more powerful brakes without resorting to excessive wheel offsets that would hurt steering feel. Like the rear, the front end contributes to improved pitch stability with additional anti-dive in the geometry.
The total system now does a much better job of keeping the four Mustang tires in contact with the road where they can contribute to improved dynamics while making cruising and daily commutes more comfortable.
This is expected to be the best-stopping Mustang yet. Three brake packages will be available:
- Mustang V6, Mustang EcoBoost: Two-piston, 43-millimeter floating calipers, 320- millimeter rotors, front; single-piston, 45-millimeter calipers, 320-millimeter rotors, rear
- Mustang EcoBoost performance pack, Mustang GT: Four-piston, 46-millimeter fixed calipers, 352-millimeter rotors, front; single-piston, 45-millimeter calipers, 330-millimeter rotors, rear
- Mustang GT performance pack: Six-piston, 36-millimeter Brembo™ calipers, 380-millimeter rotors, front; single-piston, 45-millimeter calipers, 330-millimeter rotors, rear
The standard brake package on Mustang GT is equivalent to the system used for the 2014 Mustang GT track package. The new GT performance package includes the same brake package found on the 662-horsepower 2014 Shelby GT500.
When maximum performance is needed
“We already set a very high standard for Mustang driving dynamics with the 2012 Mustang Boss 302, and our goal was to go above and beyond that with the performance pack on this new car,” said Pericak. “Mustang is all about performance and customization, and the available performance packs give our customers what they are looking for straight from the factory.”
The 2015 model is already the best-handling, best-braking standard Mustang ever right out of the box. Drivers looking to take their cars to even higher levels of capability can add a performance pack to Mustang EcoBoost fastback or convertible or Mustang GT fastback.
Both performance packs get:
- Retuned springs, bushings and monotube rear dampers
- Additional cooling capability for track-day durability
- Thicker rear sway bar
- K-brace connecting strut towers to bulkhead
- Unique tuning for ABS, electronic stability control and electric power-assisted steering
- Center gauge pack
The 2015 Mustang EcoBoost performance package also includes:
- Front brakes: Four-piston, 46-millimeter fixed aluminum calipers with 352-millimeter rotors
- Rear brakes: Single-piston, 45-millimeter floating iron calipers with 330-millimeter rotors
- Unique 19×9-inch alloy wheels painted Ebony Black with Pirelli 255/40R19 Y-speed-rated tires front and rear
- 3.55:1 final drive ratio
The 2015 Mustang GT performance package includes:
- Front brakes: Brembo six-piston, 36-millimeter fixed aluminum calipers with 380-millimeter rotors
- Rear brakes: Single-piston, 45-millimeter floating iron calipers with 330-millimeter rotors
- Unique 19×9-inch Ebony Black painted alloy wheels with Pirelli 255/40R19 Y-speed-rated tires, front; 19×9.5-inch alloy wheels with Pirelli 275/40R19 Y-speed-rated tires, rear
- Strut tower brace
- 3.73:1 final drive ratio with Torsen differential
- Unique front splitter to channel cooling air to the front brakes
“We set out to create an all-new Mustang that would go, handle and stop better than any previous Mustang, while also being a better all-around daily driver,” said Pericak.
The results speak for themselves – during track testing, the 2015 Mustang GT with performance package consistently beat the lap times of the 2012-2013 Mustang Boss 302.
FORD ENGINEER IS COMPOSER, CONDUCTOR AND ORCHESTRA FOR SOUNDTRACK OF ALL-NEW MUSTANG
- Powertrain soundtracks reinforce essential nature of all-new Ford Mustang
- Each of three available engines has a distinct voice, while remaining quintessentially Mustang
- Building on a more solid foundation gives the sound engineers increased flexibility to tune each engine
Driving Ford Mustang is a visceral experience, combining a visual feast for the eyes with a seat-of-the-pants feeling on the road and the audible entertainment of a powerful engine. Like a film without a soundtrack, a Mustang without the right engine growl just wouldn’t be complete.
“Our goal in developing this new generation was to create a sports car that is quintessentially Mustang, with contemporary, world-class levels of performance and refinement,” said Dave Pericak, Mustang chief engineer. “We created an exceptionally solid platform to give us the flexibility we need to meet our diverse range of targets.”
Shawn Carney, powertrain noise, vibration and harshness engineer for Mustang, is tasked with making sure no matter what engine is installed, every new Mustang sounds like a Mustang should. Like great cinematic sound editors and composers, Carney crafts the soundscape that enhances the pony car driving experience.
Laying down a solid foundation
Film crews head to a sound stage, and musicians to a recording studio to get a clean backdrop to build on – free of unwanted noise. Similarly, Carney and his diverse team of engineers worked with the rest of the product development crew to craft a more refined background for the Mustang soundtracks.
“In addition to the usual suspects you expect to hear inside the car, like the engine and exhaust, the body structure can become an incremental source of unwanted noise,” explained Carney. “Body panels can act like speakers, amplifying vibration and sound inputs from the road, powertrain and wind.
“The Mustang engineering team – from studio, chassis, body, powertrain, dynamics, NVH and aerodynamics – collaborated to create an improved platform that attenuates many of the noises drivers don’t want to hear,” he added.
With more than a decade of experience working on Mustang NVH, Carney was handed responsibility for delivering the powertrain sound quality for all Mustangs. With three engines including a new turbocharged EcoBoost® offering, a 3.7-liter V6 and the legendary 5.0-liter V8, Carney and team set out to deliver three unique aural experiences – all while maintaining the common thread that connects the Mustang heritage.
Mustang’s sleek new profile helps diminish wind noise while also reducing lift and drag. The stiffer structure provides a rigid platform for more precise handling and improved ride quality, while transmitting less mechanical racket and road noise into the cabin.
Key design details – the shape of the alternator housing’s cooling vents, additional layers of door seals, acoustic windshield and the subtle lines of the mirror sails – all contribute to lowering the noise floor of the new platform.
The V8 engine rumble has long been considered the mating call of Mustang, so the GT receives a revised exhaust system to lay the bass note and set the rhythm from the first crank of the engine. Upfront, a redesigned induction sound tube matches the beat of the exhaust – note for note – playing directly into the cabin. The tube is now more centrally placed for a more natural balance.
The upgraded 3.7-liter V6 engine now has a more refined growl that communicates the performance a driver can expect from 300 horsepower underhood. Engineers borrowed a few tuning tricks from Mustang GT to provide this V6 with a grownup, though still very racy sound. Heads will turn as the new 3.7-liter Mustang storms by.
Composing a modern classic
The newest addition to the Mustang powertrain lineup is the 2.3-liter EcoBoost engine. With 310 horsepower and 320 lb.-ft. of torque, this powerplant ranks well up the list in the pantheon of Mustang engines. A combination of turbocharging, direct injection and twin independent variable camshaft timing helps this compact mill churn out nearly 135 horsepower per liter and more than 139 lb.-ft. of torque per liter – the best-ever power density from a production Mustang engine.
“Based on our long experience with V8 and V6 engines, we already had a good idea of what those Mustangs should sound like,” said Carney. “The new Mustang EcoBoost needed to have its own voice and its own DNA, while still being linked to the other models.
“We knew the EcoBoost was going to be straightforward and refined,” he added, “but it also had to project its own essence while still being unmistakably connected to the brand.”
The team benchmarked a variety of great cars, many of which had their own unique sounds that reflected the character of the vehicle. None were considered right for Mustang, but all had something to offer. Carney deconstructed key characteristics of those sounds, then arranged the notes to produce a soundtrack that matched the targeted character of the Mustang EcoBoost.
“Using computer simulation tools that take into account the basic hardware we have to work with in a given car – this defines the limits of where we can acoustically take a car – we created several sound concepts,” said Carney. “We enlisted our core audience, and solicited feedback from multiple Mustang enthusiast groups to confirm our direction for the EcoBoost sound.”
Even though the 2.3-liter EcoBoost beats the performance levels of earlier V8 engines, the physical characteristics of a smaller-displacement turbo engine meant it wouldn’t sound like its bigger brother, nor should it. The greatest performance cars in the world use a wide range of engine configurations, and each produces a distinct soundtrack.
The team ultimately decided on a sound that is athletic and youthful to accompany the nimbler platform of the all-new Mustang. At the same time, the Mustang EcoBoost has a traditional American feel, emitting a low-frequency sense of powerfulness that is a subtle reminder of the DNA it shares with the V6 and V8 Mustangs.
The EcoBoost engine incorporates a balance shaft for smoother operation, and even gets a unique mounting subframe with active hydraulic engine mounts to provide an uncommonly smooth idle. When paired with an automatic transmission, Mustang EcoBoost also adds a pendulum damper in the torque convertor. Manual transmissions use a new dual-mass flywheel for a smoother driving experience.
Just as a producer in the studio can rebalance frequencies to get the most harmonious sound from a band, Carney has similar tools at his disposal with active noise control. Microphones are mounted in the cabin to measure what the driver hears and provide real-time feedback control. The audio system is used to generate opposing sound waves to cancel out undesirable frequencies – such as low-speed “boominess” – while simultaneously amplifying the “instruments and notes” that reinforce the car’s strength, responsiveness and addictive power.
“Our goal with all three powertrains was to provide the driver with an engaging experience including clear feedback about what the car is doing at all times, but without isolating the driver from the action,” said Carney. “When tuning the sound quality of any Mustang, I often describe what I do as ‘letting you hear what you feel,’ and aiming for that which is unmistakably Mustang – regardless of what engine is in front of you.”