Okay, we admit it: When we leaked the new 2015 Ford Mustang, we didn’t know everything. Some of the details still needed work. We got the shape of the hood scoops wrong. We weren’t sure what the headlight innards looked like. (Who would have guessed they’d mimic the taillights?) And, no, we didn’t have the trunk badge right, either.
Both current Mustang engines will carry over, joined by a 2.3-liter turbocharged four-cylinder—first seen in Lincoln’s MKC. This new addition to Ford’s EcoBoost family is direct-injected and uses a twin-scroll turbocharger and air-to-air intercooler to produce at least 305 horsepower and 300 lb-ft of torque. Ford is being coy about power levels, declining to give exact numbers for any of the three. However, the folks in Dearborn project that the 3.7-liter V-6 actually will lose five horses and 10 lb-ft, dropping to 300 and 270. The 5.0-liter V-8 is expected to make at least 420 horsepower and 396 lb-ft of torque, but don’t be surprised if Ford announces bigger numbers before the car goes on sale.
A choice of manual or automatic transmission will be offered regardless of engine selection. The six-speed Getrag manual has a redesigned linkage, although we’re even more excited that Ford has moved the cup holders out of the way of the stick. The six-speed automatic gets paddle shifters, and Ford says that now operates with reduced friction. Launch control is standard on the Mustang GT.
Ford would be disappointed if we didn’t mention that its venerable pony car finally receives MyFord Touch, along with other new-to-Mustang technologies like adaptive cruise control and blind-spot monitoring. You won’t have to take any of them.
Surprising nobody, the standard Mustang finally gets an independent rear suspension, although few might have predicted it would be based on the “integral link” design in the Ford Fusion. An aluminum knuckle attaches to the subframe via an H-shaped lower control arm and two lateral links, with a vertical link connecting the H-arm and knuckle. Ford tells us that the new design is so good that it necessitated a complete redesign of the front, as well. While the struts remain, a new double-ball-joint design with a full subframe has the advantage of allowing larger brakes to be fitted.
The standard front rotors are 12.6 inches, with the V-8 cars getting an upgrade to 13.9 inches and four-piston calipers. Those bigger brakes are optional on the EcoBoost model as part of the Performance package, while the V-8 Performance package includes 15-inch rotors and Brembo six-piston calipers. Performance-package cars also have a shorter final drive, and on V-8 examples, a real Torsen limited-slip differential in place of the standard brake-based torque-vectoring unit. Settings for throttle, steering, transmission, and stability control can be adjusted with console-mounted toggle switches.
Thanks to: Car and Driver