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Ford releases specs on 2015 Mustang

Ford released the specs on the 2015 Ford Mustang Thursday.
Ford released the specs on the 2015 Ford Mustang Thursday.
Ford

After getting only subtle teases, Ford finally released detailed specs on the 2015 Mustang Thursday. The 2015 Mustang will have a 5.0-liter V8 that headlines all-new Ford Mustang lineup. The powerplant produces 435 horsepower and 400 lb.-ft. of torque and according to Ford has improved power-to-weight ratio. There will also be a new 2.3-liter EcoBoost that is turbocharged has direct injection and delivers 310 horsepower and 320 lb.-ft. of torque – the best-ever power density from a Ford engine

The 2015 Ford Mustang debuted last December.
Photo by Andrew Burton/Getty Images

A new manual transmission provides smoother shifting than previous Mustangs. The new automatic transmission features steering wheel-mounted paddle shifters and downshift rev-matching. According to Ford, the power to weight ratio will now be carrying fewer than 11.4 pounds per horsepower; Mustang GT has as few as 8.52 pounds per horsepower.

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.

The top of the line 5.0-liter V8 new has a new intake manifold that 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.

The manual transmission 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. The automatic also features a redesigned case with cast-in ribs that help make it stiffer and reduce weight. There is also new steering wheel-mounted shift paddles with rev-matching downshifts – now standard with the SelectShift six-speed automatic transmission. 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.

“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.”

A new, fully independent front and rear suspension is mated with a stronger and lighter platform that will give improved handling and ride quality through better wheel and body control.

Both the EcoBoost and GT fastback models can also add an available performance pack.

“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.”

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.

According to Ford, 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

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

Drivers 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

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 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 Dave Pericak, Mustang chief engineer. “Mustang is all about performance and customization, and the available performance packs give our customers what they are looking for straight from the factory.”

“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.

During track testing, the 2015 Mustang GT with performance package consistently beat the lap times of the 2012-2013 Mustang Boss 302.