Frankly, this is just a matter of semantics, marketing and the economic realities of re-engineering internal combustion cars in an SUV-hungry market and at the dawn of the EV era. What’s important is that this is a new Mustang, one with fundamental differences, improvements and additions that set it apart from its predecessor. The greatest addition is
The base 2.3-liter EcoBoost four-cylinder gets a new twin-scroll turbocharger, a new modular power cylinder architecture and port injection added to work alongside the existing direct injection. The result is 315 horsepower – a 5-hp increase over the previous standard EcoBoost but 15 less than the discontinued “High Performance” variant. It produces the same 350 pound-feet of torque as both.
The six-speed manual transmission can no longer be paired with the EcoBoost – the number of people opting for it was too scarce to justify. The 10-speed automatic is therefore obligatory, but unfortunately, none of the drive settings are smart enough to up- and downshift when you would when driving it like a fast and fun Mustang . Reaching for a paddle shifter is typically a sign that a performance car’s automatic isn’t up to the task, and the Mustang EcoBoost’s is not.
According to Mustang vehicle integration engineer Rachel Schermaier, the suspension tuning and vehicle dynamics engineers wanted to “curate the experience” for owners and explicitly not allow the degree of mixing and matching of settings other cars offer. There’s very little you can do to alter Sport and Track modes, which makes the six custom presets rather redundant.
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