ford mustang ecoboost lease in yellow

2015 Ford Mustang EcoBoost Lease
$
245
/Mo.

$3509 Due at Signing

(Excludes tax, title, license and registration fees.) Miles: 24,000

MSRP $25,170


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Ford Mustang EcoBoost Details
Can a four-cylinder be a ‘Stang-compliant engine? The Friends of the American Pony Cars discuss this question, since it is known that Ford wants to equip it with new 2.3-liter Ecoboost engines. We will not interfere, because you can argue known persistent but hardly fruitful for taste. Just do not make the mistake in such discussions and access the 2.3-liter Mustangs 1974-1993 as witnesses. Compared with the upcoming 2.3 Ecoboost the Behelfsmotorisierungen were.

We hope the information on the V8 offered in parallel to religious wars take their sharpness. Who does not like R4, may continue to drive a V8. Only the V6 it will not enter this country. Reason is of course the European fleet consumption requirements. What’s new in 2.3 Ecoboost, which according to preliminary data should provide as much power as the V6, but even more torque – and at lower NEDC values? Here are the first findings, some of it still provisional, as Ford himself says.

“Aggressive downsizing”
It is certain that the engine with direct injection and turbocharging to boost power and efficiency as well as an increased exhaust gas recirculation rate will work. The formulation of the engines are more efficient, comes anyway from the classical tuning and is called “de-throttling”. It is constructively considered as well as the measures to improve the stability, as they are essential in a high performance engine. The term “Ecoboost” is therefore reasonable and appropriate for a sports car engine. Ford speaks of “aggressive downsizing”.

The crankcase of the four-cylinder is a casting made of aluminum with a far above the crankshaft plane pulled down apron. To stiffen the crankcase serves an inclusive main bearings bolted from below, ladder-shaped frame made of steel bedplate. The bolted directly to the crankcase oil pan made of cast aluminum is equipped with baffles to ensure an uninterrupted supply of oil even at high cornering and braking accelerations. As Oil capacity with filter is the way Ford 5.7 liter to (5W-30), the service interval of 16,000 km away. In “open deck” arrangement at the top of the cylinder are free, but are cast together with the adjacent units each. Thus, the cylinders are up to their hot zone flows around the top of the coolant. The cylinder liners are cast from steel.

The engine consists of a forged steel crankshaft, forged steel connecting rods with floating piston pins, alloy pistons with cast steel ring carrier and a low-friction coating on the pressure side of the piston skirt. The piston heads are provided for producing spin with wells and because of the high especially for a supercharged engine compression of 9.5: 1 provided with valve pockets. In order to relieve them thermally, the piston heads are cooled by splash oil. In the interest of good elasticity of the torque motor with 87.55 x 94.0 mm is designed long-stroke, single cylinder Displacement is the 565 cubic centimeters. To meet the second-order mass forces, a balance shaft rotates in the crankcase. A demand-controlled oil pump with chain drive is located on the control side.

An agile Langhuber
The cylinder head is also cast from aluminum. The two camshafts made of steel running in plain bearings, only the higher beanspuchten by the chain drive bearing on the tax side are ball bearings to minimize friction. Both camshafts have – in contrast to the electric actuators in V6 and V8 – one hydraulic adjustment module. Press each cylinder every two intake and exhaust valves directly on coated plunger, the valve clearance compensation seems to be done hydraulically. The intake valve has a diameter of 31 millimeters and a stroke of 8.31 mm, the exhaust valve measures 30 mm and rises 7.42 mm. The candles are centrally vertically in the “V” of the valves, the injectors flow from the inlet side of her obliquely from above between the intake valve heads and produce an asymmetrical beam injection. The intake tract consists of nahtgeschweißtem composite, it is a control channel to improve the filling by resonance charging. The high-pressure fuel pump is driven by the back of the right cam shaft, the vacuum pump from the left. The exhaust ducts are cast into the head in order to heat the coolant faster and control the temperature budget of the supercharger better.

The twin-scroll turbocharger with electrically controlled valve in a scroll-channel plus pneumatically controlled wastegate combines the advantages of a sequential with the compactness of a conventional charge: He has been at low speed with a sealed scroll-channel high supercharging and a quick response, at high load and engine speed, however it can provide a high delivery available by both channels are opened. In the twin-scroll supercharger exhaust ducts of two cylinders are grouped together to increase the pressure fluctuations in the exhaust streams each other.

The exhaust back pressure decreases and the gas exchange of the engine is improved. Stramme 407 Nm of maximum torque from 2500 to 4500 tours and 227 kW or 309 bhp at 5500 / min are the fruits of this effort. The high recirculation rates cooled exhaust gas improve, however, the efficiency at part load, because the engine is more open throttle cap suffers lower pumping losses at high rate. In addition, at high load serves the cooled exhaust brake as knock and thanks to reduced demand for full-load enrichment help reduce consumption further.

Iron hotter than the V6?
So the engine does not constantly spinning up in daily life that is indeed so enjoyable that most drivers use these speed ranges also. You do it but only if the non-rape art feels like. To improve the running characteristics at low speed of the high-performance engine so needs some action. In addition to the balance shaft, a dual-mass flywheel with centrifugal pendulum is used for this purpose. It significantly reduces the nonuniformity of the motor and thus the initiated in the drive train vibrations. Thus, the motor will be driven more often in terms of efficiency at low speed. The mere noise cancellation serve the active engine mounts, the annoying vibrations in certain areas may largely wipe out my counter sound. The annoying and typical hum and roar of a four-cylinder engine at certain speeds can be suppressed amazingly effective with such measures, a refinement near V6 level is expected.

The only thing the Friends of the emotional ‘Stang-riding the four-cylinder really can not blame is his exhaust sound. But he nevertheless compensated by better driving dynamics. A sporty driver finally pleased with every kilo saved on the front axle. Seen in the R4 could be a hotter iron than the V6.