The 2015 Ford Mustang sounds great so far – at least on paper. Ford has just announced specs for the latest version of the iconic pony car in Dearborn, telling Autoblog that it will pump out as much as 435 horsepower and 400 pound-feet of torque from its 5.0-liter V8.

Those gaudy figures power the naturally aspirated GT model, and they easily eclipse the "more than" 420 hp and 390 lb-ft that Ford originally estimated.

The 2.3-liter turbocharged EcoBoost four-cylinder makes 310 hp and 320 lb-ft, and it's the first turbo Mustang since the 1986 SVO.

The 2.3-liter turbocharged EcoBoost four-cylinder makes 310 hp and 320 lb-ft, and it's the first turbo Mustang since the 1986 SVO.

The 3.7-liter V6, which has by default become the entry-level model, is rated at 300 hp and 280 lb-ft. Power is down slightly from 2014's output of 305 hp to slot the naturally aspirated six-cylinder below the EcoBoost four banger.

The Mustang will start at $24,425, including destination charges, when it goes on sale later this year.

Ford significantly redesigned the Mustang for 2015. It has a new suspension featuring an independent rear setup, beefier brakes, an upgraded infotainment system with MyFord Touch and more interior space. It's all wrapped in sleeker styling that accentuates its fastback silhouette and improves aerodynamics while still channeling the appearance of the original 1960s pony car.

Meanwhile, fears that the Mustang's new technologies would result in a significant weight gain were overstated. According to a Ford slide shown at the Dearborn presentation, the lightest model is the EcoBoost four-cylinder with an automatic transmission, which checks in with a base curb weight of 3,524 pounds. That's only 28 pounds heavier than last year's lightest model, the V6 with a manual.

The rest of the lineup is similarly trim. The base curb weight of the 2015 V6 fastback with a six-speed manual transmission is 3,526 pounds, a 30-pound increase from the 2014 model. A V6 with an automatic is 3,530 pounds (up just 12 pounds), followed by the EcoBoost with a manual (3,532 pounds).

The GT packed on 87 pounds, and now weighs 3,705, and the GT with an automatic gained 54 pounds to now weigh 3,729 pounds.

Ford product chief Raj Nair said the focus was on the power-to-weight-ratio (11.36 pounds per hp for the lightest EcoBoost, 8.52 pounds per hp for the GT) and called the new generation "the greatest, most advanced performing Mustang we've ever done."

As we've noted, these performance figures are even better than Ford (albeit conservatively) projected. But if they aren't enough to quicken your pulse, sit tight. Ford's Special Vehicles Team is hard at work on something that promises to be still more menacing. Stay tuned.

UPDATE: We've just received details about the Mustang's weight, which have been added into the story. The official press release has also been posted, below.
Show full PR text
Horsepower Unleashed – Motivating the All-New Ford Mustang with Improved Power-to-Weight Ratios
-- 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

DEARBORN, Mich., July 17, 2014 – 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.

Shifting gears
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.

###
About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 183,000 employees and 65 plants worldwide, the company's automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford and its products worldwide, please visit http://corporate.ford.com.
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

DEARBORN, Mich., July 17, 2014 – 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 19x9-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
3
-- Unique 19x9-inch Ebony Black painted alloy wheels with Pirelli 255/40R19 Y-speed- rated tires, front; 19x9.5-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.
###

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 183,000 employees and 65 plants worldwide, the company's automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford and its products worldwide, please visit http://corporate.ford.com.


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    • 1 Second Ago
  • 287 Comments
      81waldron
      • 5 Months Ago
      Honestly, this is pretty close to what I expected. A lot of people on Mustang forums were estimating way more power, which I thought was presumptuous. Also, how glorious of a time we live in when people are disappointed over 435 hp in a standard Mustang GT?
        81waldron
        • 5 Months Ago
        @81waldron
        Completely and totally agree with the weight gain - you won't a bigger advocate for weight savings than me. I too was disappointed that the crazy 300lb+ weight loss rumors weren't true. I also would've preferred a substantial weight savings at the cost of a smaller, less powerful engine while gaining a better power-to-weight ratio. So, in that regard, I'm definitely with you guys. That said, what we're left with here will be undoubtedly the best Mustang ever - weight gain and all. As a result, I can't possibly be disappointed in what Ford's offering here. Lest we forget the last gen M3 was 3700ish lbs. and was still a fantastic handler. At the risk of sounding like an apologist, there is a small, but notable list of chunky cars that still please car enthusiasts in the handling realm (the Z/28 and GTR comes to mind, as well as the aforementioned M3). For what the Mustang is to most people (a daily driven, street-able, performance car) I don't think the weight will be an issue, even to guys like me that get all hot and bothered over low curb weights.
          TommyBigs
          • 4 Months Ago
          @81waldron

          I'm betting the body-in-white (unibody, doors, fenders, hood & trunk lid.) weighs 200lbs less than outgoing model. But they added a full front subframe, rear subframe, 9.5" diff (vs 8.8"), IRS, dual ball joint front suspension, larger brakes, larger rims & tires and unibody is 28% stiffer.

        Chris
        • 5 Months Ago
        @81waldron
        Indeed it is. For some perspective, I would suggest that these complainers look back at a time not too long ago when the Mustang GT only had 260 hp, and when auto magazines were swooning over the "Terminator's" whopping 399 horses. Fast-forward just 7 years later, when the 5.0 made its debut, and you'll notice that even the NA, garden variety GTs had a good 20 ponies on the supercharged Cobras of just a few years earlier. Luckily, there are a few options for those who feel 435 hp still isn't enough. They can look to the aftermarket, wait a few years until the GT inevitably receives another bump in power, or wait for the new 2016 Shelby. Shute, I only wish my 2006 GT had this car's anemic* 435 hp...
        cfphelps
        • 5 Months Ago
        @81waldron
        The Boss 302 already had 440 with a massaged 5.0L, and the 5.0L apparently has spots for DI, so many probably assumed starting from close to 440 and then adding DI = 450+...
        PatrickH
        • 5 Months Ago
        @81waldron
        I'd be happy if the power stayed the same and the weight went down. Heck, I'd be happy with 400hp if the weight dropped 200-250 lbs. That's why I'm disappointed.
        Jacel
        • 5 Months Ago
        @81waldron
        I too expected this power... its of course highly respectable. What I am not happy with however is the weight. The car didn't get any smaller.
        superchan7
        • 5 Months Ago
        @81waldron
        +1 here, I'd be all for a sub-5L 380 hp V8 in a lighter package. But since Americans want quantity, that's what Ford will provide.
        Gorgenapper
        • 5 Months Ago
        @81waldron
        Hah. I estimated 435hp and 405lb-ft torque right on the mustang6g forums. I knew better than to dream too big. Looks like I was just off by 5 on the torque.
      ChaosphereIX
      • 5 Months Ago
      why downrate the V6 just to toe the line with the new engine? Why not show improvements all around, and make the SVO put out something like 340? That would be enough to separate the model line, and I am sure it has the headroom....
        SethG
        • 5 Months Ago
        @ChaosphereIX
        Marketing V6 and Ecoboost engines is likely to be a challenge. The V6 is very good. It's nearly as powerful as the Ecoboost (although they will each have very different characters) and in real world driving will probably deliver similar fuel efficiency. It will be interesting to see how it all plays out. If things go will with the Ecoboost, I imagine the long term plan will be to phase out the V6. But the V6 will also likely be the volume seller. It will be very hard for Ford to walk away from the V6 if it's the most popular engine.
          brianXL
          • 5 Months Ago
          @SethG
          The big difference between the V6 and the Ecoboost won't necessarily be the peak numbers, but the character and delivery. If the 2.3L Ecoboost is like most modern turbos, it will have a very broad torque curve that comes on strong at low RPM. The V6 is reportedly a peaky engine (I've never driven one).
          jonnybimmer
          • 5 Months Ago
          @SethG
          @brianXL I've driven a '14 V6 model for a couple of days and it's a very good motor but really doesn't offer more of a performance/feel than a powerful Camry V6. Great mileage and you never feel slow (and worlds better than any V6 from the early 2000's and older), but doesn't really have a punch. As you mention, I suspect the Ecoboost will help fill in that torque and give the motor a much stronger feel, even if the peak numbers don't vary too much. Think like the difference between the E92 M3 motor and the new M3. There's only a 11 HP gain, but the difference in torque delivery makes a world of difference.
          Chris O.
          • 5 Months Ago
          @SethG
          I've owned a number of turbo cars, and I can say that I would probably want the 3.7 instead of the 2.3EB, if I were buying a USED Mustang. It appears that car owners are (in general) gowing complacent with the overall high reliability of modern cars, and are not as dilligent about servicing their vehicles. It's really one of the things that concerns me most about turbos proliferating their way throughout the lower ends of the various car manufacturers vehicle lines. While I think that the engines are fine, I'm wondering how many people are going to take care of them properly. Considering how VW owners have treated their 1.8T and 2.0Ts, I don't think this concern is off-base. If you're buying the car new, I'd say that a turbo is a great way to go, as long as you maintain the vehicle properly.... buying a used car (especially if it's had more than one previous owner) you may be better off with a NA car.
          carguy1701
          • 5 Months Ago
          @SethG
          The V6 originally was even part of the product plan to begin; it was added back in to keep price of entry low. It will likely be a rental fleet special.
          carguy1701
          • 5 Months Ago
          @SethG
          >It appears that car owners are (in general) gowing complacent with the overall high reliability of modern cars, and are not as dilligent about servicing their vehicles. Yeah, that's a valid concern.
      Mike
      • 5 Months Ago
      Can't wait to see what power the EcoB & GT make on the dyno. I bet the V-6 wasn't detuned, probably just a marketing tactic. It cracks me up how people get so worked up over manufacture quoted power, fuel economy and 0-60 ratings.
        mkegreg
        • 5 Months Ago
        @Mike
        The power quotes on the 1st edition coyote were off, I think R&T got 15 or 20HP more than Ford claimed. Anyway, spend $500 on a CAI and a tune and I bet 480 is pretty easily attainable.
          • 5 Months Ago
          @mkegreg
          $500 and do you get to keep power train warranty?
        superchan7
        • 5 Months Ago
        @Mike
        Good point; I bet Porsche also does this for their incremental power increases. Maybe it's the same for the V8 as well.
      Nowae Amigivingittwo
      • 5 Months Ago
      So when are they gonna use this platform to make a new Galaxie???????????
      nomadsto
      • 5 Months Ago
      Detuning the six is lame.
        Josh
        • 5 Months Ago
        @nomadsto
        Relax... probably just a re-rating of the same engine... Which maybe goes to show the room to breathe in between the 6 and the turbo 4...
      Krazeecain
      • 5 Months Ago
      I'm hoping aluminum or carbon fiber is somewhere in the plans for the next model from this...
        carguy1701
        • 5 Months Ago
        @Krazeecain
        Are you willing to pay for it? Neither of those things grows on trees.
          Billy Lthr
          • 5 Months Ago
          @carguy1701
          cars are too expensive now.
          Kris
          • 5 Months Ago
          @carguy1701
          @Victor Kuc Hahahahahaha This f**kin' genius!!! You made my day, mate!
          Victor Kuc
          • 5 Months Ago
          @carguy1701
          Absolutely no offence meant but Carbon fiber possibly will. http://io9.com/in-fifty-years-carbon-fiber-will-be-spun-from-the-trun-1603040049/+pgeorge
      Jeff Gilleran
      • 5 Months Ago
      Amazing car. Great job Ford. :)
      Sergey R
      • 5 Months Ago
      Nice Nice Baby!
      ucfhall
      • 5 Months Ago
      Looks great. I really hope they keep the 3.7 around, and in the F-150 too. It is an incredibly capable engine and it REALLY revs.
      johnb
      • 5 Months Ago
      435 is a good starting point. I"m sure 500 NA HP is there if you look for it 5.0 and 500hp would have had a nice ring to it, but I'll take the 435.
      carguy1701
      • 5 Months Ago
      435 is less than I was expecting for the 5.0 (I and a few others were expecting 450). That said, Ford has rated engines conservatively before (see: Terminator Cobra). As for weight, still bummed there wasn't a weight loss, but hey, net gain is less than 100 lbs., so that's a small victory, and my gut says S550 is likely gonna be around awhile, so its likely that Ford will put it on a weight loss regimen.
        Dean Hammond
        • 5 Months Ago
        @carguy1701
        agreed...I believe we will see more and more Aluminum, sadly that too will come at a cost...REALLY curious about the SVT model currently doing the ring rounds...perhaps we will see some alternative low weight materials..ie carbon fibre?...
          Dean Hammond
          • 5 Months Ago
          @Dean Hammond
          I also think the 3.7 will eventually go away, the 2.3 will become the base and the 2.7 eco engine will rear its head...fun times...
      That Guy
      • 5 Months Ago
      That is one high stung 4 banger. Anyone with an ounce of common sense will avoid it like the plague. You'd think Ford would have learned their lesson of jacking up the power beyond what the engine can handle after the 6.0 PSD disaster.
        Dean Hammond
        • 5 Months Ago
        @That Guy
        oh, and the 6.0 wasnt a Ford Engine per say.....
        Dean Hammond
        • 5 Months Ago
        @That Guy
        you should check out those 1.6 Formula one engines.....
        AcidTonic
        • 5 Months Ago
        @That Guy
        Mitsubishi sells their 2.0 turbo with up to 440 horsepower. More than the Mustang GT. They warranty it. Along with their 400 horsepower turbo 2.0, their 360 horsepower 2.0 turbo, or their 330 horsepower 2.0 turbo. This 2.3 at 310hp is basically catching up to the imports that have been pushing 300+ from 4 cylinders for over 10 years.
          carguy1701
          • 5 Months Ago
          @AcidTonic
          >Mitsubishi sells their 2.0 turbo with up to 440 horsepower. An aftermarket special limited to the UK is hardly worth citing.
          Dean Hammond
          • 5 Months Ago
          @AcidTonic
          so, you are comparing a REALLY high strung slow selling HALO product with a mainstream Mustang, well that makes common sense in Acid land, I would say a fairer assesment would be the limited production variant Ford is working on...that would be more apples to apples...and of course, rumours are theres a replacement for the GT500 lurking in the shadows as well...so, who exactly is playing catchup?...and who exactly is SELLING cars ???/
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