Ford is shedding light today on the next generation of its Mustang pony car announcing it will be back with four-cylinder turbocharged power.

The Mustang was available for a few years in the early 80’s with a turbocharged four, giving birth to the SVO Mustangs.

The new 4-cylinder engine has nothing in common with its ancestor and Ford said it is an all-new engine, part of the EcoBoost family.

The 2.3-liter EcoBoost to be part of the 2015 Mustang engine choice uses direct injection, variable cam timing and turbocharging to deliver what Ford qualifies as plenty of usable performance and projected segment-leading fuel efficiency. A unique intake manifold and turbocharger housing help the engine output reach a projected 305 horsepower and 300 pound-feet of torque.


“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,” says Dave Pericak, Ford Mustang chief engineer.

The Mustang will continue being a pony car in continuing to offer a V8. The Mustang GT will be powered by the latest edition of Ford’s 5.0-liter V8, now featuring an upgraded valvetrain and cylinder heads that yield more than 420 horsepower and 390 pound-feet of torque. Ford says a new intake manifold improves low-speed breathing for better fuel economy, idle stability and emissions.

A third engine choice will be the 3.7-liter V6, rated at 300 horsepower and 270 pound-feet. of torque.

“Ford Mustang inspires passion like no other car,” says 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.”

Back to the EcoBoost, Ford said this engine has been developed specifically for Mustang. The intake manifold and turbocharger housing are optimized to provide better breathing and higher output in Mustang.

“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.”

Ford said this 2.3-liter takes 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; this type of turbo 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, explains Ford’s engineers, 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, per Ford.

The company added 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

Ford will offer the new Mustang with the choice of a fully manual gearbox or the updated automatic transmission.

The Getrag manual has a new shift linkage design for shorter throws and improved precision while 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.

For 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, Ford designed 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. Internal 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.

Another new technical aspect of this new generation of Mustang is it is relegating the rigid rear axle to history; the Mustang features all-new front and rear suspension systems.

At the front, Ford said 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.

Ford has not yet revealed estimated fuel consumption figures for any version of this new Mustang. As for availability, Ford did not confirm but we expect it may be available in time for the Mustang’s 50th anniversary April 2014.