Ford Mustang EcoBoost Fastback 2016 Review

Ford Mustang EcoBoost Fastback
Road Test

It's easy to dismiss the four-cylinder EcoBoost Mustang as something less than the real thing. And, to many, it undoubtedly is, what with its notable lack of an omnipresent V8 soundtrack. But if you thought that might mean it also lacks the ability to deliver strong performance and an engaging drive, you might need to think again. And, at $45,990 before on-road costs, it's the most affordable way of getting behind the wheel of a 21st century pony car.

The Mustang image has been tarnished over the years as Ford, more than once, lost its way determining what its 'pony car' should be.

But Ford's latest iteration of the now 50 years-old Mustang is hard not to like. Love, even.

Possibly the best-looking pony car to emerge from Ford's styling studios since the glory days in the 1960s-1970s, the new sixth-generation Ford performance flagship is undoubtedly also the most dynamically resolved, well-built and passenger-friendly yet.

And even though there are doubtless a few sceptics who reckon today's inclusion of a four-cylinder version is a sop to economy and environmental concerns, a few kilometres behind the wheel of an EcoBoost Mustang proves otherwise.

The 2.3-litre engine is new to the EcoBoost family and was designed specifically for the Mustang. It is gratifyingly strong: With direct injection and a twin-scroll turbo fed by an integrated exhaust manifold, it produces 233kW at 5600rpm and 432Nm of torque at 3000rpm – making it a close match with the 240kW/430Nm produced by the 4.6-litre Cobra V8 models from the early 2000s.

And it's no shrinking violet when it comes to accelerative capabilities.

No, it's not as quick as today's 306kW/530Nm 5.0-litre V8, but it's able to reach 100km/h in comfortably less than six seconds and will cover 400 metres from a standing start in around 14 seconds – which is not hanging around. Even though the V8 will do the former in less than five seconds and the latter in the mid-13s, there's not a big gulf separating them other than the $11,500 price difference. And the beguiling sound of the V8.

There's also fuel consumption and emissions to consider: The manual-transmission EcoBoost Mustang Fastback is quoted at 8.5L/100km, way better than the manual V8's 13.1L/100km and, with a CO2 reading of 196g/km compared to 305g/km, it's a lot cleaner too.

There's a weight difference that comes into calculation as well: Even though today's Mustang is heavier than the previous generation, the manual fastback EcoBoost is nevertheless 73kg lighter than its V8 equivalent. This might not be much in the overall scheme of things (about the equivalent of one medium-size passenger) but it does help the power-weight ratio, as well as the overall balance, because those kgs mostly come off the front end.

Driving a manual EcoBoost for the first time is consistent with expectations: It might be Ford's most "power dense" engine ever, but there's no getting away from the fact it sounds like, feels like – and is – a four-cylinder. Even though the manual shifter is well-located and nicely precise in action to encourage regular and smooth use, the V8's sharp-edged rumble is sorely missed.

Then you decide to give the accelerator a bit of a prod and the world changes. Although the data tells us that maximum torque isn't developed until 3000rpm, the power comes on almost instantly and revs build strongly as the tacho needle swings quickly towards the 6600rpm red line. There's a nice, workable mid-range torque curve at work here.

It's strong enough to have you thinking maybe a four-cylinder Mustang isn't the low-cost compromise you thought it was.

It's difficult to make a judgement without a  direct racetrack comparison, but the suggestion is that the EcoBoost Mustang is a bit better balanced than the V8, less prone to step into power-induced oversteer when provoked and therefore maybe a little more trustworthy. It's not as steerable on the throttle and is more akin, if you like, to an overgrown Mazda MX-5.

The upshot of this is that the four-cylinder Mustang – leaving the soundtrack out of it – is a great car on a challenging road. One tends – but doesn't really need to – shift gears more regularly, while making good use of the car's nicely sorted chassis, the communicative electrically-assisted steering (two and a half turns from lock to lock), the meaty, all-ventilated disc brakes and the grip provided by 255/40 tyres on sizable 19x9-inch rims (the V8 uses wider 9.5-inch rims with 275/40 tyres on the back).

Today's Mustang is bigger than the model sold here in the early 2000s, less pronounced in terms of front and rear overhangs via a significantly longer wheelbase, and wider as well. This might translate into plenty of space up front, but don't for one moment imagine the Mustang coupe is the next best thing to a family sedan: The back seat, though it's cosy, well-shaped and comfortably padded, is no place for those of lanky proportions – for extended trips anyway. And access isn't that easy because the front seats don't automatically slide forward when the backrest is flipped.

A bigger car in this case means a bigger turning circle and more weight. At 12.2 metres from kerb to kerb, it takes a little more manhandling than the 2000s Tickford-assembled car, and even the four-cylinder model weighs 100kg or so more than the previous V8.

The 408–litre boot is pretty handy though, largely because the back seats fold down to give access to the interior.

And the driver is well looked after. It's easy to find a comfortable position behind the wheel (something denied in the Tickford-converted model) and all the functions are logically laid out, if a little difficult to operate – such as the unlit cruise control switches on the left-hand steering column stalk – while keeping your eyes on the road.  And, while most of us will be amused/intrigued by the "Ground Speed" text above the cowled dials, you'll either like the looming, vision-restricting bonnet that is part of the Mustang ethos, or you won't.

Generally, the Mustang is pretty well put together, although you don't have to go far to find some quality-control oversights. The bonnet and the front bumper moulding don't fit together well, particularly when viewed from straight ahead, and there are some rough areas around the inner doors and other, less obvious places.

No ANCAP rating has been established for the Mustang, in either coupe or convertible form, but with a decent complement of safety electronics and eight airbags, five stars could be anticipated.

There is so much to like about the EcoBoost Mustang that it's understandable many buyers will be swayed not just by its cheaper (than V8) price and better environmental credentials, but also by its surprising performance – in manual form anyway – and the unquestioned dynamic qualities.

And there's little to separate it visually. Ford just needs to get to work making it sound better.

2016 Ford Mustang EcoBoost Fastback pricing and specifications:
Price: $45,990 (plus on-road costs)
Engine: 2.3-litre four-cylinder turbo-petrol
Output: 233kW/432Nm
Transmission: Six-speed manual
Fuel: 8.5L/100km (ADR Combined)
CO2: 196g/km (ADR Combined)
Safety Rating: N/A

Also consider:
>> Audi TT (from $72,950 plus ORCs)
>> Nissan 370Z (from $56,930 plus ORCs)
>> Subaru BRZ (from $37,150 plus ORCs)