2015 Ford Mustang V-6

From the August 2015 issue
A back-drive sports coupe for less than 25 grand is a unusual and alluring factor. But Ford's advertising negligence of the foundation Mustang and only the newest EcoBoost four-cylinder relegates the V6 to the clearance rack. As well as getting the newest pony car's revised chassis, with a new independent rear suspension and striking total refinement, this V6 coupe is the lightest of the newest Mustangs we have examined. At 3588 lbs, it weighs 100 lbs less in relation to the EcoBoost variants we have pushed.

Its motive comes in the Blue Oval's recognizable 3.7-liter interface-injected V6, tuned here for 300 hp and 280 pound-feet of torque. A six-speed manual-transmission is standard, but our illustration sported the optional six-speed car, which provides $1195 to the decal.

By restricting functionality and convenience alternatives, Ford has hobbled the V6 Mustang. It's going to make a great rental car, however.

With less torque at a higher rpm summit compared to turbo 2.3, which makes 310 ponies and 320 pound-feet, the V6 needs greater footwork from the motorist to assemble speed. However, it fit the manual EcoBoost variation to 60 miles per hour (5.5 seconds) and was just a few ticks slower-than the automated turbo. The V6's 14.1-second-quarter-mile just marginally trails the four-cylinder. What is more, the V6 vehicle's found 22 mpg was about the same as that of the turbo-charged Mustangs we have pushed.

Nevertheless, Ford will not allow you include the new Mustang's performance-package unless you pony up $1500 for the EcoBoost factory or purchase a GT, which means forgoing a stiffer suspension and the updated steering system, chassis, and brakes. Additionally forbad: 19-inch wheels with performance tires.

The V6's Goodyear all-seasons nevertheless provide strong composure and therefore are compliant over rough surfaces, as well as a limited-slip differential using a spunky 3.55:1 final-drive is accessible (our test vehicle had the normal 3.15:1 ratio). However, the V6 lacks the directness and tactual sensation given by the EcoBoost's discretionary go-quickly components. Lateral handle drops to a still-good 0.86 grams, and 70-0 stops stretch to 164 feet. Variable in our automobile's awkward automatic, that has been fast to attain top-gear and sluggish to down-shift even in-sport mode, as well as the V6 just is not as much enjoyable as the other engines.

The tradeoff for all this is the V6 coupe's inexpensive MSRP of $24,625, with our auto reaching $27,700 with the auto-box and several little choices. The newest Mustang's cottage is an enormous improvement over its predecessor's, as well as the regular fabric seats offer great comfort and help, so it is no penalty box. But here, also, Ford refuses V6 customers the Premium trim level's leather upholstery, touchscreen interface, as well as other amenities to be found on the Eco Boost and GT versions. Have you been getting the experience that Ford does not need you to purchase a V6 unless you are Hertz or Avis?

Together with the newest base auto geared primarily to fleets and buy shoppers, Ford's EcoBoost importance penalizes the cost-aware Mustang enthusiasts who probably value the V6's raspy exhaust note on the EcoBoost's flat, artificial soundtrack. That is a cause to be upset in the Ford fits, but at least the V6 Mustang should be a prime competitor if we dare to host another Rental Car Olympics.

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16.08.2015
ID:2678

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