Sept. 22--In front of us at the stop sign, a 2012 Ford Mustang V-8 rumbles while waiting for a gap in traffic. School has just let out, and families head to the ballfields across the street. The kids gawk at the Mustang, the parents ignore it -- until the Mustang driver sees an opening and turns.
The rumble explodes into a roar, the kids jump, the parents curse. The driver wasn't being aggressive with his turn, and he wasn't speeding, but his exhaust made it sound as if he were taking the road to hell.
I creep out and make the same turn at the same speed in a topless yellow 2015 Ford Mustang with the EcoBoost engine. The kids point, the parents don't disapprove.
It's a beautiful car, and it doesn't need to rip, snort and growl to be noticed.
For pony car purists who derided the use of a four-cylinder engine when the 2015 model was announced for its 50th anniversary, the direct-injection 2.3-liter turbo 4, or EcoBoost, engine provides plenty of power while delivering all that Mustang fun.
It is not a downsized return to the sad 1974 Mustang II, which was the first Mustang to feature a four-cylinder engine, nor is it a reprisal of the 2.3-liter turbo inline four cylinder from the 1980s that was beset with reliability problems.
The last time a Mustang sported a four-banger was in 1993, and the new EcoBoost Mustang showcases the evolution of autos.
The direct injection turbo-charged engine is more about maximizing power than reducing fuel consumption, though it does both. It outdoes the competition and gets 3 mpg better than the base model V-6 Mustang, averaging 20 city, 30 highway. We hit about 26 mpg in a regular commute.
It is more powerful than the five-ohs of yesteryear. Producing 310 horsepower and 320 pound-feet of torque, the EcoBoost is slightly more powerful than the current base model V-6. It also costs $5,500 more, starting at $34,895.
While the 5.0-liter V-8 GT (435 horsepower, 400 pound-feet torque) is a full sensory experience, the EcoBoost is more versatile, practical and, umm, adult. Most pony car lovers probably don't want to be reminded of their adulthood, but it's an inescapable reality that can be embraced with less self-consciousness than in the GT. You can still chirp the tires from a stop, peel rubber on turns, and flex that youthful swagger in passing moves on the road. But you can also show up in style to family events or somber destinations without showing off how much fun you had on the way there.
Unless you're in the convertible, which turns any somber event into something sunny.
The long nose of the Mustang and high belt line make this modern muscle car especially sexy with the top down. The black rag top collapses its five folds in about 8 seconds, which is half as long as the outgoing drop top. A heavy-duty handle requires an easy 90-degree turn to unlatch and latch, then a push button activates the top and automatically puts down the windows. You could do it with one hand in under 10 seconds, but it can't be lowered or raised while the car is in motion.
The z-fold top fits in a shallow well that doesn't need a cover, and leaves enough trunk space to fit two sets of golf clubs. Its class-leading 11.4 cubic feet still requires finagling; it took a few turns to fit my daughter's hockey bag, which is bigger than she is.
The test model came with a 12-speaker Shaker sound system ($1,795) that sounded better the louder it got and the faster we went.
The rear seats of the 2+2 seat arrangement can fit one passenger; trying to squeeze another passenger behind the driver means the driver will have to steer with his teeth.
A 10 mm sound-deadening insulation pad minimizes wind noise when the top is up, but it still sounds like a convertible.
Regardless of the top position, the voice commands are weak. The four-quadrant layout of the infotainment screen is tolerable, and redundant steering controls make in-car navigation relatively easy. Climate dials and audio control buttons will please traditionalists.
The protruding headrests annoyed me more than the weak voice commands. On longer commutes, I wanted to put my head back, but the seats are made for more active driving.
Overall handling is not as impressive as with the coupe, but the convertible gets out of turns with enough pop, and despite having 130 pounds more than the coupe, the convertible doesn't have much roll. And wagging the tail into turns is deceptively, surprisingly easy.
The new Mustang ditches the old solid axle for an independent rear suspension, which keeps the rear more planted should one wheel hit a pothole or other road imperfection -- the opposite wheel is independent and unbothered. The ride isn't as stiff, which is great for most everyday uses.
The overall fun of the EcoBoost convertible diminished at a price point of $41,000, which is probably where a similarly equipped 2016 Camaro convertible will start.
Cars today.
A closing note about that lesser engine noise: Ford tries to pump in some artificial sound through the Shaker kit, but it's really unnecessary. It whirs like a turbo, accelerates like a turbo and is nothing to be ashamed of. It lets you drive like an adult when you need to be an adult, and unload all those petty responsibilities when faced with a wide open road.
rduffer@tribpub.com
2015 Ford Mustang convertible at a glance
Vehicle type: sports coupe convertible
Base price: $34,800
As tested: $40,965 (excluding $825 destination)
MPG: 20 city, 30 highway
Engine: direct injection 2.3-liter turbo 4 cylinder (EcoBoost)
Transmission: 6-speed automatic
Parting shot: The turbo four engine provides plenty of power while delivering all that Mustang fun.
