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Descrição
The 2018 Ford Mustang, like pony cars in general, pairs best with a manual transmission. Its stoplight-racing, smoke-'em-if-you-got-'em attitude begs for three pedals of driver involvement and a slick, row-your-own shift lever between the front seats—regardless of engine choice. But with Ford and General Motors having co-developed a new 10-speed automatic, the latest's Mustang's mid-cycle update provided an opportunity for Ford's seminal pony car to receive the brand's newest transmission. While the automatic remains an option we'd skip out of personal preference, the result is indeed a quicker and more flexible Mustang.
Ford's version of the 10-speed 'box made its debut in the second-generation F-150 Raptor for 2017, later rolling out into lesser F-150s as well as the Ford Expedition and Lincoln Navigator. (GM's applications currently include V-8–powered Chevrolet Camaros and versions of its full-size trucks and SUVs with the optional 6.2-liter V-8.) In the Mustang, the 10-speed replaces the previous six-speed automatic and costs $1595 in both the four-cylinder EcoBoost and V-8 GT models. For this review, we tested fastback coupe variants with each of the available engines.
Both of our test cars featured their respective optional Performance packages, which add a Torsen limited-slip differential and, in EcoBoost models,...
The 2018 Ford Mustang, like pony cars in general, pairs best with a manual transmission. Its stoplight-racing, smoke-‘em-if-you-got-‘em attitude begs for three pedals of driver involvement and a slick, row-your-own shift lever between the front seats—regardless of engine choice. But with Ford and General Motors having co-developed a new 10-speed automatic, the latest’s Mustang’s mid-cycle update provided an opportunity for Ford’s seminal pony car to receive the brand’s newest transmission. While the automatic remains an option we’d skip out of personal preference, the result is indeed a quicker and more flexible Mustang.
Ford’s version of the 10-speed ‘box made its debut in the second-generation F-150 Raptor for 2017, later rolling out into lesser F-150s as well as the Ford Expedition and Lincoln Navigator. (GM’s applications currently include V-8–powered Chevrolet Camaros and versions of its full-size trucks and SUVs with the optional 6.2-liter V-8.) In the Mustang, the 10-speed replaces the previous six-speed automatic and costs $1595 in both the four-cylinder EcoBoost and V-8 GT models. For this review, we tested fastback coupe variants with each of the available engines.
Both of our test cars featured their respective optional Performance packages, which add a Torsen limited-slip differential and, in EcoBoost models, alter the rear axle ratio from 3.31:1 to shorter 3.55 gears (automatic GTs keep their 3.55:1 axle). For the EcoBoost model, the package costs $2495 and also includes 19-inch wheels with 255/40ZR-19 Michelin Pilot Sport 4S summer tires, stiffer front springs, a larger-diameter rear anti-roll bar, retuned dampers, beefier brake rotors and calipers, a larger radiator, revised tuning for the ABS, stability control, electrically assisted power-steering systems, and a few other extras.
Additional equipment—notably the $2200 Equipment Group 201A (leather upholstery with contrast stitching, a 12.0-inch digital instrument cluster, upgraded interior trim, heated seats and steering wheel, navigation for the central 8.0-inch Sync 3 touchscreen, and more), $1695 MagneRide dampers, $1595 Recaro sport seats, and the $895 Shaker Pro audio system—meant that our EcoBoost Premium test car, at 3750 pounds, weighed 194 pounds more than the previous entry-level model we tested with the six-speed stick. From the Mustang Premium’s $31,690 starting point (base-trim models start at $26,675), the automatic car’s final tally came to $40,570.
Swapping the 310-hp 2.3-liter turbo four’s manual for an automatic yielded modest improvements at the test track: its zero-to-60-mph run dropped a mere tenth, from a respectable 5.1 seconds to 5.0, with the quarter-mile pass shrinking from 13.7 to 13.5 seconds but with a 3-mph-slower trap speed of 99 mph. Lined up against the Ford’s archrival, the Chevy Camaro, both EcoBoost models were within a couple of tenths of the best returns we’ve recorded from Camaros powered by both the 275-hp turbo four and the 335-hp V-6, regardless of transmission choice. With an excellent 0.98 g of stick on the skidpad and a 153-foot stop from 70 mph, the automatic Mustang’s grip levels compared much more favorably to the manual’s 0.92-g and 164-foot results on all-season tires. The automatic, however, does nothing to improve the EcoBoost four-cylinder’s dull drone of an engine note.
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Recursos
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ABS
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Controle de Tração
Simulador:
Assetto Corsa
Marca:
Ford
Modelo:
Mustang
Potência:
481 cv
Torque:
602 nm
Peso:
1.700 kg
Peso/Potência:
3,53 kg/cv
0 - 100:
4,10 s
Cores:
2
Tração:
Traseira - RWD
Autor:
MNBA Assetto Modding Group
Versão:
1.0
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