We’ve been blogging about the 2015 Mustang since mid-2012 and had amassed a considerable body of information before the official unveiling on December 5, 2013. What we wrote before the unveiling was based on our experience with prior Mustang launches, our experience in the press, and analysis of the spy photos that were published since June 2015. So our posts were based on analysis and observation, and not on unfounded speculation. We have categorized these posts below as pre-launch (before the unveiling), and post-launch. Watch this index as we add further posts from the recent press launch (we attended the Los Angeles press briefing) and further events. We still have a considerable amount of information and images from the launch event to categorize in our site and blog, and we’ll be watching the events leading up to production in the fall of 2014. Read more
As originally posted here in June 2012, when an engineering mule of the 2015 Mustang was spotted by spy photographer KGP Photography and the new IRS was photographed, it was clear that the 2015 Mustang would have an all-new IRS rear suspension and that by design it would be a standard feature across all models. The detailed pictures also told us that the new IRS would not share parts with any other design or application, and that the rear track would be slightly wider. And it told us that the independent rear suspension that was originally developed for the S197 for 2005 has been abandoned and replaced by this all-new design. And that there is no relationship to the Falcon IRS whatsoever (that design having been abandoned in the earliest days of S197 development).
The Mustang shown in the images below is a pre-production prototype, hand-built, so the painted mufflers and plated exhaust pipes certainly aren’t representative of a production build. They are only there so that the press photos look good. Production is planned for the fall of 2014, so the purpose of this particular car was for photography and marketing. It’s one of the Mustangs that was used for the images provided this week by Ford’s Media group, so it wasn’t driven at the press events this week and is kept in immaculate condition and appearance.
The press introductions this past week (articles here and here), as well as the public appearances that were made, provided a flood of new details about the car. We attended the press briefing in Los Angeles and were able to look under the car to re-familiarize ourselves with what we’d seen before. Here is a panorama image of the new IRS (several images were stitched together to create this view, so the proportions are a little splayed):
Everything we’d reasoned out from those first images in June 2012 has held true, and now we have the final architectural details as well.
What’s been made clear?
The architectural details of both the front and rear suspensions. In the rear, the upper camber link and integral link (to provide an even better camber curve) couldn’t be seen in the earlier pictures. Now we know exactly how this suspension works. And it would have been reasonable to assume the upper shock mount was the usual vertical single bolt, but it isn’t and we didn’t. And we’ve only seen the vaguest outline of the subframe. And with the back, we’ve seen the new front suspension. It works on concert with the rear suspension to provide considerably more anti-dive and anti-squat. But again we have only been able to see a vague outline of the new (and lighter) front subframe. All we knew before was (aka all that we could see from the engine compartment spy photo) that the upper strut mount was very slightly lower and that the strut mount used 3 bolts instead of 4. Now we know about the dual-balljoint design with separate arms. It is not only lighter, but also provides better geometry and a better camber curve (although double a-arm would be better yet). And we learned that the front knuckle is steel, and the rear is aluminum.
What’s changed since June 2012?
First an interesting change – the finned differential cover on the engineering mule is missing here. As pre-production parts are hand-made (and therefore scarce)… perhaps the finned cover was just not available. And there is another odd hole just to the right of the drain plug that we can’t identify. It’d be great to see separate provision made here for a cooler, so that the drain and fill holes don’t have to be used.
We know from the Boss program that a finned aluminum cover is needed to help with heat dissipation – in a sold axle hot fluid will expand into the axle tubes (and even escape thru the vent). In an IRS there is no such room for expansion. That may explain what appears to be a vent tube that wasn’t on the mule. Or this may be a drain for the fuel tank (used during development for calibration and emissions). In any case, racers will need a cooler for the differential.
The exhaust system has also changed very slightly. Note the green arrows – these were the points we had issue with in our original analysis of the IRS. The bend going into the center resonator looks abrupt, but it may be just the angle of the original photos. The exhaust hangers on the mule hang down to the point where they are very visible underneath the car (after all, owners will want to show off their IRS just as they want to show off their engine – and these look ugly). And the pipes were not to production spec, they had been cut by machine and seam welded. That’s good, but that it’s not how it is done in production.
Here’s the pre-production system, built to final spec (with the possible exception of the cover). The hangers have been moved, and are now on the top of the pipes. Good! And the pipes use production welding techniques (and there is obvious aftermarket potential here for a better flowing system and smooth – but more expensive – joints). Better to get it in final spec now, rather than change it at the last moment and screw up the power output – as in the ’96 Cobra!
Also, we can’t see the center resonator here in the picture, but it was on the car. We think it may have been raised up a bit but the angle wasn’t good and of course everything is painted black underneath. This is probably the same car that will be shown at the Detroit show next month. And we understand that a special edition model might be previewed there as well.
We also know from the specifications provided by Ford that every model will get a limited slip differential. Available gear ratios depend on application, and include 3.15:1, 3.31:1, 3.55:1, and 3.73:1. No surprises there. Coupled to these are slightly improved versions of the existing MT82 6-speed manual and the existing Ford 6-speed automatic transmission. Disappointing, but not surprising.
What don’t we know yet about the IRS?
- driveshaft – one piece or two
- spring rates, shock types, sway bar size – base model and upper editions.
- availability of multi-piston rear Brembos (already spotted in a spy image of a special edition)
- any built-in provision for camber adjustment.
The press introduction on December 5th was only a preliminary and early introduction to the car. We understand that another one is planned for later in 2014 before production begins. If delivery starts in the fall, then the usual press introductions in May and June will probably be where we find out the rest of the details. Until then, we’ve got a lot to process, and probably more to see in Detroit and in the 50th anniversary events in April.
Read more 2015 Mustang news on DrivingEnthusiast.net:
Here’s our own video of the unveiling of the car at the 2015 Mustang press event. We were briefed inside the TCL Chinese theater on Hollywood Boulevard as to the details of the car by several members of Team Mustang, then taken outside for the unveiling. Joe Hinrichs, Ford’s president of the Americas, and Raj Nair, group vice president for global product, presided over the next part of the briefing.
And this was a very special and unique unveiling… since this was Hollywood (Steve McQueen’s star was 15 feet away, and son Chad was there to help), something special was done here that was not done at the other unveilings around the world. The Mustang left its own imprint in cement as part of the ceremony, although not without some difficulty.
Our apologies for the “shaky cam” video here – the cold, wind, and huge crowd worked against us.
Ford brought out some of its top people from Team Mustang, but also present where the Force family, Henry Ford III, and Chad McQueen. Pictures follow:
Joe Hinrichs, Ford’s president of the Americas, and Raj Nair, group vice president for global product, Courtney Force, Henry Ford III, and John Force.
John and Courtney Force, Joe Hinrichs of Ford.
No word on the disposition of the Mustang “footprint” – we would think it will be shipped back to Dearborn.
We’ll have a full analysis of all the latest 2015 Mustang news from Ford later this weekend. Meanwhile we’re at the Press Launch event and later today we’ll have our detailed notes from that.
The Mustang interior has taken a major step forward in design and ergonomics. And there are some differences depending on which option is selected. The EcoBoost interior offers an oil pressure and boost gauge in the center stack in place of one of the air vents, with silver trim. The GT offers either three air vents in the center, as shown below, or two vents and an oil pressure and vacuum gauge.
The following pictures are of the GT, with optional full Sync system, navigation, and heated/cooled seats.
Note the 50th Anniversary badge on the right side cowl facing.
It’s very clear that optional electronics will be a major differentiator for the 2015 Mustang.
The center console has been totally redesigned. There is now an actual pad over the storage box. The cup holders have been moved to one side that so that they no longer interfere with shifting.
Three air vents in the center panel for the Mustang GT, with only 2 for the EcoBoost model (along with 2 added gauges: oil pressure and boost).
The transmission is the same MT82 that has been with us since 2011, however it’s linkage has been updated. No word on any internal updates or torque rating.
Note the heated and cooled seats option.
Technical specs for North America have just been released by Ford. Note that HP and torque are preliminary – those will be announced closer to production next year. Note also that Ford has not released weights.
Note that Europe, Australia, China only get the 2.3 and 5.0 models, not the V-6. So their specs are the same otherwise.
|Rear-wheel drive with limited-slip differential|
3.7-liter Ti-VCT V6
|2.3-liter EcoBoost I4||
5.0-liter Ti-VCT V8
|Six-speed manual with Hill Start Assist|
|Construction||Unitized welded steel body, aluminum hood and front fenders|
|Bodystyles||Fastback and Convertible|
|Final assembly location||Flat Rock, Mich.|
3.7-liter Ti-VCT V6
|2.3-liter EcoBoost I4||
5.0-liter Ti-VCT V8
|Configuration||Aluminum block and heads||Aluminum block and head||Aluminum block and heads|
|Intake manifold||Composite shell-weldedwith runner pack||Composite shell-welded with runner pack||Composite shell-welded with runner pack and chargemotion control valves|
|Exhaust manifold||Cast iron||Three-port integrated into aluminum head||Stainless steel tubularheaders|
|Valvetrain||DOHC, four valves per cylinder, twin independentvariable camshaft timing||DOHC, four valves per cylinder, twin independent variable camshaft timing||DOHC, four valves per cylinder, twin independentvariable camshaft timing|
|Valve diameter/lift||Intake 37 mm/10 mm, exhaust 31 mm/9.7 mm||Intake 31 mm/8.31 mm, exhaust 30 mm/7.42 mm||Intake 37.3 mm/13 mm,exhaust 31.8 mm/13 mm|
|Pistons||Cast aluminum||Cast aluminum||Cast aluminum|
|Connecting rods||Forged steel||Forged steel||Forged steel|
|Ignition||Distributor-lesswith coil-on-plug||Distributor-lesswith coil-on-plug||Distributor-lesswith coil-on-plug|
|Bore x stroke||3.76 x 3.41 in./95.5 x 86.7 mm||3.45 x 3.7 in./87.55 x 94 mm||3.63 x 3.65 in./92.2 x 92.7 mm|
|Displacement||227 cu. in./3,727 cc||140 cu. in./2,300 cc||302 cu. in./4,951 cc|
|Engine control system||PCM||PCM||PCM|
|Horsepower||300 @ 6,500 rpm(projected)||>305 @ 5,500 rpm(projected)||>420 @ 6,500 rpm(projected)|
|Torque||270 lb.-ft. @ 4,000 rpm(projected)||>300 lb.-ft. @ 2,500-4,500rpm (projected)||>390 lb.-ft. @ 4,250 rpm (projected)|
|Recommended fuel||Regular unleaded(87 octane)||Regular unleaded(87 octane)||Premium unleaded(91 octane, 87 minimum)|
|Fuel capacity||16 gallons||15.5 gallons||16 gallons|
|Fuel delivery||Sequential multiportelectronic||Direct injection||Sequential multiportelectronic|
|Oil capacity||Six quarts 5W-20 with filter (10,000-mile serviceinterval)||Six quarts 5W-30 with filter (10,000-mile serviceinterval)||Eight quarts 5W-20 with filter (10,000-mile serviceinterval)|
|Final drive||3.15:1, 3.55:1 (optional)||3.31:1, 3.55:1 (Performance Package)||3.31:1, 3.55:1 (optional),3.73:1 Torsen (PerformancePackage)|
|Optional||Six-speed automatic with paddle shifters|
|Final drive||3.15:1, 3.55:1 (optional)||3.15:1, 3.31:1 (optional),3.55:1 (Performance Package)||3.15:1, 3.55:1 (optional)|
|Front||Double-ball-joint independent MacPherson strut and tubular stabilizer bar|
|Rear||Integral-link independent with coil springs, solid stabilizer bar, and twin- or monotube dampers (application-specific)|
|Type||Electric power-assisted steering with rack-and-pinion gear|
|Turning circle,curb-to-curb||36.5 feet/11.1 meters (17-in. wheels), 37.8 feet/11.5 meters (18-in. and 19-in.wheels), 40.0 feet/12.2 meters (Performance Package and 20-in. wheels)|
3.7-liter Ti-VCT V6
|2.3-liter EcoBoost I4||
5.0-liter Ti-VCT V8
|Type||Four-wheel power disc brakes with four-sensor, four-channel anti-lock braking system and AdvanceTrac electronic stability control||Four-wheel power disc brakes with four-sensor, four-channel anti-lock braking system and AdvanceTrac electronic stability control||Four-wheel power disc brakes with four-sensor, four-channel anti-lock braking system and AdvanceTrac electronic stability control|
|Front||320 (12.6 in.) x 30-mm vented discs, twin-piston 43-mmfloating aluminum calipers||320 (12.6 in.) x 30-mm vented discs, twin-piston 43-mm floating aluminum calipers; Performance Package:352 (13.9 in.) x 32-mm vented discs, four-piston 46-mm fixedaluminum calipers||352 (13.9 in.) x 32-mm vented discs, four-piston 46-mm fixed aluminum calipers; Performance Package: 380 (15.0 in.) x 34mm vented discs, Brembo sixpiston 36-mm fixed aluminum calipers|
|Rear||320 (12.6 in.) x 12-mm solid discs, single-piston 45-mm floating aluminum calipers,integral parking brake||320 (12.6 in.) x 12-mm solid discs, single-piston 45-mm floating aluminum calipers, integral parking brake; Performance Package: 330 (13.0 in.) x 25-mm vented discs, single-piston 45-mm floating iron calipers, integral parking brake||330 (13.0 in.) x 25-mm vented discs, single-piston 45-mm floating iron calipers, integral parking brake; Performance Package:330 (13.0 in.) x 25-mm vented discs, single-piston 45-mm floating iron calipers, integral parking brake|
|WHEELS AND TIRES (aluminum wheels)|
|Standard||17 x 7.5-in. 235/55R H A/S||17 x 7.5-in. 235/55R H A/S||18 x 8.0-in. 235/50R W A/S|
|Optional||18 x 8.0-in. 235/50R W A/S||18 x 8.0-in. 235/50R W A/S, 19 x 8.5-in. 255/40R W A/S, 20 x 9.0-in. 265/35R W summer;Performance Package: 19 x 9.0-in. 255/40R Y summer||19 x 8.5-in. 255/40R W A/S, 20 x 9.0-in. 265/35R W summer;Performance Package:
front, 19 x 9.0-in. 255/40R,
rear, 19 x 9.5-in. 275/40R Y summer
|DIMENSIONS (inches unless otherwise noted)|
|Front legroom – maximum||44.5||44.5|
|Front shoulder room||56.3||56.3|
|Front hip room||54.9||54.9|
|Rear shoulder room||52.2||44.7|
|Rear hip room||47.4||43.7|
|Passenger volume||84.5 cu. ft.||80.8 cu. ft.|
|Cargo volume||13.5 cu. ft.||11.4 cu. ft.|
Specifications subject to change
More information being released as the 2015 Mustang rollout continues. Here are the details on the new 2.3 liter EcoBoost 4 cylinder, as well as the changes to the Coyote engine for the GT.
Ford Press release and images follow:
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.
Here’s the first official Ford overview for the 2015 Mustang. The press embargo was just lifted, and this is the first official information to be released today. We’re in Los Angeles today for the press briefing to be held in a few hours, so hopefully there will be many more details offered then. And there will be a car for us to photograph in person.
As we have to date, we’ll focus on the technical details. Since production is several months off, engine output is not finalized, so we only have the general statement below that the existing Coyote engine gets more powerful, as well as the V-6. And the output of the all-new 2.3 liter EcoBoost engine is right in line with the predictions we published several months ago. We’ve highlighted several of the new features below. 2015 Mustang GT images follow.
Ford Press Release follows:
Ford Mustang Marks 50 Years with All-New Sleek Design, Innovative Technologies and World-Class Performance
- All-new sophisticated design clearly inspired by 50 years of Mustang heritage evolved to attract wider array of customers and expand global market availability
- Mustang now available with three engines offering a broader power of choice – a more powerful 5.0-liter V8, a 3.7-liter V6 and an all-new fuel-efficient 2.3-liter EcoBoost® engine
- Mustang sets new performance and dynamics benchmarks for the brand with world-class handling, more precise steering control and enhanced ride comfort
DEARBORN, Mich., Dec. 5, 2013 – The next chapter in the life of the iconic pony car begins today as the all-new Ford Mustang – loaded with innovative technologies and delivering world-class levels of performance – is simultaneously revealed around the globe in six cities on four continents.
“Ford Mustang inspires passion like no other car,” said Raj Nair, Ford group vice president, global product development. “The visceral look, sound and performance of Mustang resonates with people, even if they’ve never driven one. Mustang is definitely more than just a car – it is the heart and soul of Ford.”
Mustang’s impact goes well beyond the 9 million-plus cars sold in its 50 years of continuous production. It has made thousands of appearances in film, television, music and video games, and is the world’s most-liked vehicle on Facebook. For the first time ever, Ford will bring Mustang to customers in key parts of Europe and Asia.
“We crafted this car with the goal of creating a contemporary interpretation of Mustang – an American automotive icon that symbolizes optimism and freedom for millions of people around the world,” said Jim Farley, executive vice president of Ford global marketing, sales and service and Lincoln.
All-new shape, yet unmistakably Mustang
The clean-sheet design of both Mustang fastback and convertible evokes the essential character of the brand, retaining key design elements – including the long sculpted hood and short rear deck – with contemporary execution.
“You only get one chance to make a first impression, and when you see this car you immediately see a Mustang strong and true,” said Moray Callum, Ford executive director, design, The Americas.
Several key design features define the all-new Mustang, including:
- A lower, wider stance with a reduction in roof height, and wider rear fenders and track
- The return of Mustang fastback with a sleeker profile enabled by more steeply sloped windshield and rear glass
- Three-dimensional, tri-bar taillamps with sequential turn signals
- Contemporary execution of the signature shark-bite front fascia and trapezoidal grille
Mustang convertible drivers will appreciate the standard multilayer insulated cloth top that gives the car a more upscale appearance and a quieter cabin. The new top lowers twice as fast as before, and has a sleeker profile when folded for open-air motoring.
The information and controls an active driver needs are all readily accessible in the aviation-inspired cockpit, which is executed with the highest degree of craftsmanship ever found in a Mustang. Large, clear instrumentation puts vehicle information right in front of the driver in the roomier cabin, while improved ergonomics and tactile switches and knobs provide better control. The added width and a new rear suspension contribute to improved shoulder and hip room for passengers, and a more usefully shaped trunk can accommodate two golf bags.
The Mustang experience
The way Mustang looks, drives and sounds is key to the visceral experience that makes drivers just want to get in and hit the road. With more options to choose from, there is a Mustang to fit any lifestyle. The upgraded V6 and V8 are joined by an all-new 2.3-liter EcoBoost® engine that brings state-of-the-art technology to Mustang.
Mustang GT continues with the latest edition of the throaty 5.0-liter V8, now featuring an upgraded valvetrain and cylinder heads that yield more than 420 horsepower and 390 lb.-ft. of torque. A new intake manifold improves low-speed breathing for better fuel economy, idle stability and emissions.
“This EcoBoost engine delivers where a Mustang driver expects it to, with a broad, flat torque curve that pours out when you stand on it for easy passing or hustling down a twisty road,” said Dave Pericak, Ford Mustang chief engineer.
The Mustang EcoBoost engine uses direct injection, variable cam timing and turbocharging to deliver plenty of usable performance and projected segment-leading fuel efficiency. A unique intake manifold and turbocharger housing enable it to deliver the performance Mustang drivers expect with output projected at more than 305 horsepower and 300 lb.-ft. of torque.
With at least 300 horsepower and 270 lb.-ft. of torque on tap from the standard 3.7-liter V6, even the most accessible Mustang delivers the performance customers expect.
Drivers will appreciate smoother shifts from the updated manual gearbox, while a reworked automatic transmission features new steering wheel-mounted shift paddles for drivers who want the choice between convenience and control.
Most nimble pony ever
When life throws drivers a curve, the all-new Mustang sets new handling benchmarks for the brand, delivering world-class dynamics and ride quality.
“We already set a very high standard for Mustang’s dynamics with Boss 302, and our goal was to go above and beyond that with this new car,” said Pericak.
Mustang features all-new front and rear suspension systems. At the front, a new perimeter subframe helps to stiffen the structure while reducing mass, providing a better foundation for more predictable wheel control that benefits handling, steering and ride.
The new double-ball-joint front MacPherson strut system also enables the use of larger, more powerful brakes. This is expected to be the best stopping Mustang yet, with three available brake packages.
At the rear is an all-new integral-link independent rear suspension. The geometry, springs, dampers and bushings all have been specifically modified and tuned for this high-performance application. New aluminum rear knuckles help reduce unsprung mass for improved ride and handling.
Smarter than your average pony
The all-new Mustang features a significant amount of innovative technologies providing drivers with enhanced information, control and connectivity when they want it. From Intelligent Access with push-button start to SYNC® and MyKey® in every Mustang built, plus available Track Apps, MyColor gauges and new Shaker Pro audio system, drivers will be able to customize their time behind the wheel.
The feeling of freedom and confidence Mustang instills in its drivers is amplified when they can take control of how the car behaves. On a twisty back road or a weekend track day, the driver can tap the toggle switches on the console to quickly adjust steering effort, engine response, and transmission and electronic stability control settings using the available Selectable Drive Modes to create the perfect Mustang at any time.
The advanced new Ford-developed stability control system is tuned to maximize Mustang’s dynamic capabilities. When the time comes to turn up the wick at the track, Mustang GT includes standard launch control that enables drivers to achieve smooth, consistent starts every time.
When it’s time to back off and relax for the drive home, available advanced driver-assist features including Blind Spot Information System with cross-traffic alert and adaptive cruise control can help ease the load, while SYNC AppLink™ lets drivers control their smartphone apps to listen to their favorite form of entertainment.
50 years of Mustang
April 17, 2014, marks the 50th anniversary of the introduction of the original Ford Mustang and each 2015 model celebrates the milestone with a badge on the instrument panel that includes the galloping pony logo and the words “Mustang – Since 1964.” Mustang will continue to be built in the United States at Flat Rock Assembly Plant.
“From day one, we knew if we were going to build a new Mustang, we had to do it right,” said Pericak. “We built a new Mustang from the ground up that is quicker, better-looking, more refined and more efficient, without losing any of the raw appeal that people have associated with Mustang for half a century.”
Images – Exterior
Paul Walker, star of the Fast and Furious series as well as staring and directing in several other films, died Saturday in an accident.
According to his official Facebook page:
Paul was a rising star in the industry and was an accomplished actor and director outside of the Fast and Furious series.
Fast and Furious 7 is currently in mid-production. No word on how this will be handled, but the focus now is on Paul’s family.
This week’s Throwback Thursday takes us to Thanksgiving morning 1982, 31 years ago, and a test drive of the new-to-the United States VW GTI. The great new import direct from the Autobahns of Germany. New to the United States? Yes, since Canada already had it in sale for a couple of preceding years (and in Germany since 1976). The USA was playing catch-up to the Canadians!
Here’s how it started: the Southtowns Rally Club held their annual Thanksgiving TSD Rally two weeks before Thanksgiving and the rally started at the local VW dealer. Inside the showroom was a glossy black GTI, surrounding by the rallyists. And why? Because for rallyists the GTI “had it all”: terrific engine, seats, handling, and suspension travel. At $7995 the price was right, and with front wheel drive you could drive it all year - negating the need for a winter car!
And because it already had a well-earned reputation in Europe. With more than a bit of mystique because “Europeans always got the best cars” and this was the perfect example of that sad truth.
The salesman was signing up rallyists for test drives and anticipating quick sales. But since we all had to leave with the Rally, none of us had time that day. For me, the day would come during Thanksgiving week – in fact on Thanksgiving morning. In 1982 it was very unusual for a car dealer to be open – in those years nothing was open on Thanksgiving day. All-night shopping and Black Friday was many years in the future.
My first impression upon entering the car was the driving position – the Recaro-OEM’ed (but not labelled) seats provided the perfect driving position, and the sitelines all around were excellent. You sat very high in this car and could see everything all around you. I was immediately thinking about this as an autocross car… foreseeing the following autocross season where the courses would be full of GTIs. The shifter, complete with golfball-knob, wasn’t very precise, kind of rubbery (a trait that continues to this day), and *way* down there near the floor.
Starting the car produced a nice little sporty exhaust note. And the clutch was light and engaged at exactly the right spot. Despite having only 90 HP, I accidentally spun the wheels leaving the parking lot. It was that sensitive – and in a fun way. But I should also say that I spun only 1 wheel because of the open differential; the GTI needed a limited slip. It was clear that the right front tire would need frequent replacement.
Underway, the car was easy to zip thru traffic. It was the type of car that is quick, not fast, but with stable handling and very light weight (2100 pounds), it was be easy to drive quickly. The car would be perfect for rallying.
With encouragement from the salesman, I drove the GTI faster and harder around corners. It’s limits were well above this test drive; it wasn’t even strained or challenged (not like the fugly Ford EXP Turbo I’d try 2 years later, which was left smoking and with a bald tire). Body roll was fairly high, typical of front wheel drive cars with a high seating position. The GTI was the best front wheel drive car available in those years, and it set the stage for any number of “hot hatches” around the world in years to come – even though in years to come it got heavier and a whole lot less interesting. A problem to this day, where all personality has been boiled out of it, especially in contrast to the far more fun Focus ST. Although we’ll give VW kudos for bringing the car to North America continuously for all these years, where Ford took 30 years to finally get it right. The 1983 GTI was also an immediate hit with Car and Driver, who named the GTI a 10-best for many years to come.
Did we buy it? No, although about a quarter of the Rally club did. And then there was the brother of a friend, we’ll call him Disco Duck. A fan of Rick James and C3 Corvettes (which in his mind went together so well), and much in need of a winter car. The Duck also enjoyed his test drive that same day and wanted to buy it. Only to be shot down by his domineering Father, who despite being a strict German, wouldn’t have anyone in his family driving a VW. A contradiction, and too bad – his loss.
And that’s Throwback Thursday, where our editors bring their dead memories back to life. Some need to stay buried, some will be fondly remembered.
Chased by an alien UFO, also in the shape of a stingray, on the streets of Los Angeles, this playful commercial breaks from the past and speaks to the new and different demographic of Corvette owner.
It’s very clear that Chevrolet is pulling out all the stops and aggressively marketing the Corvette to a new and younger audience.