The TOYBOX

FORD MUSTANG ECOBOOST

WORDS PHOTOS ANDY ENRIGHT

BUILDING YOUR DREAM GARAGE COMES AT A PRICE

FORD MUSTANG ECOBOOST

$44,990

ďHAVE I utterly missed the point of Mustang ownership?Ē

That is the one question youíll need to resolve if youíre considering the four-cylinder 2.3-litre Mustang Ecoboost.

Viewed in isolation itís a fine car, but most think that eight is the minimum acceptable numbers of cylinders for the pony car and theyíd likely feel a bit of a fraud sporting a four-pot under that vast, bulging bonnet.

As long as it was able to paint a big grin on my face, I couldnít really care less whether the Mustang has an eight, four, or six cylinders, or even one rotor up front.

That simplifies this review considerably. The numbers for the Ecoboost arenít at all bad.

It makes 233kW and generates 402kW of torque, so itís going to take something pretty senior to embarrass it in a straight line. The boys across the office at MOTOR squeezed a 6.1s to 100km/h out of it, which feels about right.

In order to really get under the skin of the entry-level Mustang, we pointed its nose at some of Victoriaís twistiest roads and set about trying to establish whether less can be more. Itís not a stellar start though. Prod the ignition button and the engine settles into a white-goods idle.

Despite piping engine sound effects through the stereo, the Ecoboost lump never really hits any high notes. Yes it sounds purposeful at times, but thereís no aural reward for revving the thing out. Itís hard to believe that, a few tuning tweaks aside, this is largely the same motor that powers the furiously splenetic Focus RS.

Things get better when you throw it at some corners.

With around 75kg less inertia to overcome, the front end locks onto an apex quicker and, despite slightly narrower rubber, washes into understeer later than the V8. Hats off to Fordís chassis engineers who have calibrated the stability control settings brilliantly.

Traction out of tighter corners is superb in Sport+ mode, the software smoothly delivering as many horses as the rear end can deploy. Switch all the electronics off and the Ecoboost is a bit more of a handful. Despite making less torque than the V8 almost everywhere across the range, itís how it accrues torque that can keep you on your toes.

Between 3000 and 4000rpm, the V8 adds 54Nm to its torque curve. In the Ecoboost another 244Nm is ladled on in this range, which means that yaw acceleration Ė how quickly the car breaks into a slide at the rear Ė can be very pronounced.

Fortunately the steering is

reasonably quick and sweetly weighted, but unless you want to star in yet another Youtube Mustang showreel, itís best to initially practise your oversteer shenanigans somewhere with plenty of run-off and no cameras. Ride quality is a bit more fractious than it probably needs to be, the cheaper twin-tube rear dampers of the Ecoboost found a little wanting compared to the response and slickness of the V8ís monotube items.

The manual gearbox likes a bit of biceps to punch it home, which is probably in keeping with the character of the car, although this engine might well be better suited to the six-speed auto Ďbox with paddle shifters. Pedal positioning in the manual isnít bad and you can heel-and-toe it down the gears acceptably smoothly but thereís little finesse in the consistency of control weights.

The Ecoboost also gets smaller brakes than the V8, with four-pot calipers acting on 352mm discs instead of the six-piston Brembos and 380mm rotors of the GT. On track this may be an issue, but on the road braking performance seemed more than adequate, with a very zealous brake servo. Itís clear where Ford has cut corners in the smaller-engined car and, for the most part, the economies are well-judged but taken as a package, you get an awful lot of extra capability for an extra $10k by plumping for the V8.

And therein lies the rub.

It would have made a great article to have been able to forge a case for the Ecoboost as the smart money choice, but the V8 GT offers so much more capability, charisma and sheer likeability that youíd be daft not to pay the premium. Only if youíre so strapped for cash that you can just about squeak into Mustang ownership or if you like the looks of the pony car and donít care whatís powering it can a case be made for the Ecoboost. Residual values also look a lot stronger for the V8, helping to partially offset its heftier 98-RON fuel appetite and insurance premiums.

On the right road, in the right conditions, the Mustang Ecoboost is a great steer. That fun is somewhat tempered by the nagging suspicion that youíd be having a much better time with a few more cylinders up front. If the V8 never existed, Iíd probably like this car a lot more. Itís one heck of an entry-level choice, but Fordís range walk-up was designed to tempt you into the pricier car, and itís worked on me. Iíd keep on saving.

ďITíS BEST TO PRACTISE YOUR OVERSTEER SHENANIGANS SOMEWHERE WITH PLENTY OF RUN-OFFĒ

FORD MUSTANG ECOBOOST

ENGINE 2.3L, four-cylinder DOHC turbocharged, intercooled POWER 233kW @ 5600rpm TORQUE 432Nm @ 3000rpm TRANSMISSION Six-speed manual WEIGHT 1629kg 0-100KM/H 6.1s

ECONOMY 8.5L/100km PRICE $44,990 ON SALE Now