By Christopher A. Sawyer
The Virtual Driver

(July 20, 2014) Ford has been teasing the media — and its followers — with a steady drip of news about the new car, hoping to milk the launch of the sixth generation Mustang for as much publicity as possible. This time, however, the invitation to come to Dearborn to learn more about the 2015 Mustang came with a kicker: the chance to get a front seat ride in the car.

Despite having almost the same footprint as the outgoing car, the 2015 Mustang sits on an essentially new chassis. There is little carried over. And while this raises questions about whether Ford would have been netter served starting from the clean sheet, it shows the lengths to which Ford engineers went to create the 2015 model.

The big news is the addition of independent rear suspension, an option planned for the 2005-2014 Mustang but never implemented. Ford calls the IRS an “integral link” suspension as it is based on a lower control arm, integral link, upper camber link and a toe link. The idea of the integral link is to keep the upper and lower pivots in the same camber plane as the wheels go through the full range of travel. This is combined with a stiff subframe hydromount to nearly eliminate lateral deflection under load, eliminate (as much as possible) the tolerance stack up that arises from multiple links with multiple bushings, and allow wheel recession (the fore-aft deflection when a pothole or other irregularity is encountered) to add a controllable level of compliance for a smooth, comfortable ride.

In addition, the rear knuckles are case from aluminum alloy to reduce unsprung weight; a good idea as the Mustang can be ordered with 17- 18-, 19-, and 20-inch wheels and tires. (Hankook provides the smallest tires, Goodyear the next largest. Pirelli supplies 19-in summer and all-season and 20-in summer skins.)

The aluminum front subframe does away with rubber isolators in an effort to improve steering feel and mechanical grip. This one-piece unit replaces several stamped and welded pieces, and weighs less while reducing the tolerance stack up that comes with a fabricated assembly. To it is mounted a double-ball-joint MacPherson strut front suspension. This design not only makes room for larger brakes — 380 mm (14.96 in) front rotors grasped by six-piston fixed calipers, both from Brembo — but allowed the ride and handling development engineers more tuning options without harming steering feel.

As a result, the front-to-rear roll couple is much more integrated, and Ford added greater anti-dive geometry up front to go with the doubling of the anti-squat and anti-lift geometry in the rear. The idea is to keep the car level under acceleration and braking, and to greatly reduce body roll without increasing ride harshness.

Supporting this is a 28% increase in torsional stiffness for the fastback (15% for the convertible), and a base curb weight that has increased between 6 and 87 pounds for the V6 and GT models (when compared to comparable 2014 V6 models). As you might expect, the Mustang fitted with the 2.3-liter EcoBoost four is the lightest at 3,524 lb. Here’s how the 2014 and 2015 models compare:

It also means that the 2015 Mustang, fitted with the EcoBoost inline four, has a front-rear weight distribution of 52:48. Replace it with the 5.0-liter V8, and this ratio increases to 53:47. In terms of static balance, this is the best Mustang ever, thanks to a 25-lb reduction in the weight of the body-in-white and use of aluminum for the hood and front fenders.

The V6 engine is little changed, except for modifications that had to be made to reduce the height of the motor. Ford dropped the nose of the 2015 Mustang by 35 mm (1.4 in), and also designed it to meet Europe’s tough pedestrian impact requirements. These demand 80 mm (3.15 in) between the top of the hood and any structure underneath, and had a greater impact on the 60-degree V6 than on the 90-degree V8.

Nevertheless, the engine continues to offer 300 horsepower and 280 lb-ft of torque. This is slightly less than the 2.3-liter EcoBoost inline four-cylinder engine that sits between the V6 and V8 in terms of performance and, we understand, price. It produces 310 hp and 320 lb-ft of torque, and is boosted by a twin-scroll turbocharger for quicker response. Neither of these engines, however, is a match for the 435 hp/400 lb-ft produced by the 5.0-liter V8, which also is blessed with a deep, guttural, but refined growl. Each can be ordered with a choice of six-speed manual or automatic transmissions, both of which have been heavily modified for greater refinement.

The real question is: How does it drive? That will have to wait until the car is launched later this year, but first impressions from the front passenger seat are very encouraging. Ford’s Dearborn test track includes a handling course with elevation changes, off-camber corners and other characteristics designed to test a car’s mettle.

A silver fastback fitted with the EcoBoost four and a six-speed manual was the first up, and it proved to be mighty capable. Though not able to work the controls, it was apparent that the slight decrease in weight over the nose makes this a friskier car able to absorb bumps and irregularities while still putting the power down. It does not have the sheer grunt of the V8, but that is compensated for by the ability to charge deep into corners on the brakes, and turn while braking without upsetting the chassis. The front-to-rear roll couple is the best resolved I’ve ever felt on a Ford car; the two ends act together to create a cohesive response to driver inputs. This was highlighted by the lack of steering input when braking and cornering into a turn. There was little need for correction.

Accelerating out of a turn was another revelation. The 2015 Mustang seamlessly shifts weight to the outside rear wheel and can be driven (and steered) under power. It’s hard to describe, especially in an age of front-drive machinery, just how reassuring this feels. You instinctively know the rear end is planted, and the fact that the rest of the car remains relatively flat suggests you won’t get a huge surprise if you feather off the throttle.

Jumping off, however, undoubtedly will upset a chassis at the limit, but — even in race mode on those cars fitted with the Performance Pack — the electronic stability control is there to keep you from getting too far above your level of talent.

The yellow EcoBoost fastback added the novelty of a paddle-shift automatic transmission, and it proved to be something of a revelation. Electronics have greatly improved the responsiveness of automatic transmissions, and the 6R80 automatic snapped off up- and downshifts crisply without unsettling the car’s balance, and allowed the driver to change gear mid corner. It also, we are told, gets better fuel economy than the outgoing model, both on the road and on the EPA’s dynamometer.

Finally there came a ride in the red V8 fastback. This engine does not sound like American V8s of old. It has a snarl and rasp, but sounds much more refined as it plays multiple notes at once instead of one or two. This sound fills the cabin, much more so than the slightly harsh four-cylinder harmonic of the EcoBoost at high revs, and speaks performance. On a larger course with more straights, the V8 would be a hands-down winner.

However, the shorter straights and tight turns of Ford’s Dearborn test track showed that the smaller-engined car could accelerate nearly as quickly and carry its speed slightly deeper into the turns. However, not only will diehard Mustang fans insist on a pair of fours under the hood, those buyers able to afford the premium between the four and V8 will choose the 5.0 liter for its greater accelerative feel and sinister sound.

The true test will come when it’s time to drive the 2015 Mustang not only in anger, but in everyday situations. This quick glimpse showed that the reduction in the height of the hood makes the car feel less bulky, though the low roof makes ingress and egress a bit tricky. Dropping the tail by 70 mm (2.75 in) reduces visual bulk, and improves rear vision, while the 40 mm (1.57 in) increase in width makes the interior more hospitable.

Unfortunately, that interior is a bit over the top, though the brash graphics and trim leaves no doubt as to which country the Mustang originates. For a car that not only defined a generation but a car company, and is now going global, that’s not necessarily a bad thing.

The Virtual Driver