American manufacturers do love stat or two, don't they? According to Ford's latest on the
next Mustang
, the Ecoboost version will have 'the best power-to-weight ratio of any car available in the US for under $50,000'. It carries 11.4 pounds (3,524 in total or 1,598kg) for each of its horsepower, or 194hp per tonne. As for specific output, the 2.3-litre turbo makes 135hp and 139lb ft per litre.
V8 performance pack faster than a Boss 302
The V8 Mustang GT takes that down to 8.5 pounds per hp with 435hp and 400lb ft. Phew. And that's about it on the numbers for now.
The Ecoboost and V8 the two engines available in the UK which, fortunately enough, are the engines Ford seems most keen to publicise. The four-cylinder 'mill' uses a twin-scroll turbo and a cylinderhead with an integrated exhaust manifold that separates the pairs of cylinders. Ford claims that keeping the exhaust pulses separated from the next cylinder in the firing order 'virtually eliminates mixing losses' and gives a response similar to a twin-turbo set up. The Ecoboost's crank and conrods are also forged.
But everyone wants to know about the V8 really. Using the old Boss 302 as a basis, Ford has focused (no pun intended) on improving engine breathing so there's a whole host of changes despite the same 5.0-litre capacity. Intake and exhaust valves are larger, the cams are new, the valve springs are stiffer and the head has been recast. That's on top (literally) of a rebalanced forged crank 'to support higher-rpm operation'.
Mustang caters for bros who drive stick
'More than most drivers, Mustang owners like to take control and shift for themselves'. Is that a little dig from Ford to drivers of two-pedal rivals? Anyway, the new car will be offered a stick or a 'SelectShift' six-speed auto. The linkage has been tweaked in the manual for a more precise shift and the lever itself has been moved away from the cappuccino holders.
We probably need to discuss numbers again, right? The fastback boasts 28 per cent greater torsional stiffness than the old car (the convertible is 15 per cent) which has contributed, says Ford, to 'world-class performance in both dynamics and ride quality'. The best weight distribution ever achieved for a Mustang (52:48 for the Ecoboost) will also help.
But a performance pack will also be offered to further improve, er, performance on the four-cylinder and V8 models. Again the Boss 302 was used as a benchmark. Packs for both cars get new springs and rear dampers, 'additional cooling capability', a strengthening brace, a thicker rear anti-roll bar and unique settings for the ABS, ESC and electric steering.
In the Ecoboost, brakes are upgraded to 352mm front discs with four-piston calipers (from 320mm with two-pots) at the front with 330mm rotors (10mm larger) behind.
The V8 PP has reputedly proved faster in track testing than the Boss 302. Its upgrades include a Torsen diff, Brembo six-piston calipers for 380mm front brakes and a new splitter to help cool them.
The only numbers we don't see to have for the Mustang yet are prices. Given the lengths Ford has apparently gone to in creating the Performance Packs for both models, we would like to think they would be offered in the UK. Here's hoping. More as it's available.