2015 Ford Mustang

2015 Ford Mustang

Episode 3409
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

50 years have passed since the Ford Mustang entered the corral, creating the iconic pony car segment. While a lot has changed since then, the Mustang really hasn’t changed that much at all. But as Ford launches the all-new, 2015, 6th generation Mustang, it does so with some of the biggest changes ever. So, saddle up, as the legend of Mustang continues anew.

The 2015 Ford Mustang is arriving at just the right time. Car sales are back up to pre-recession levels, and the original pony car has been facing some the toughest competition ever from the re-launched Chevrolet Camaro and Dodge Challenger. In addition to that, this will be the first Mustang with true international sales intentions.

Powering this mission are three engines, each with more than 300-horsepower. The 5.0-liter V8 is back of course, now with more muscle…435–horsepower…thanks to tweaked cylinder heads and intake. The 3.7-liter V6 also returns; with its intake redesigned, due to a lower hood. It results in a loss of horsepower, now at 300 even. 

Between the two, at 310–horsepower, is a new 2.3-liter EcoBoost turbo I4 with 320 lb-ft. of torque. It’s not the first turbo-4 under a Mustang hood, that would be the SVO of ’84 to ’86, but it is the first Ford to use a twin-scroll unit.

Transmissions hang with tradition, a 6-speed manual or 6-speed automatic for all engines.

Styling, always a Mustang fan hot button, is less altered than originally feared. Retro-reinvented, the Mustang 6.0 is lower, wider, and even with a familiar long hood profile, far more aggressive. Wheelbase stays at 107.1-inches and overall length is shortened by 2/10ths of an inch.   

The blunt nose and hallmark grille opening are tweaked to fit the rest of the Ford brand. There’s new HID headlights, and a fresh take on LED signature lighting. 

There’s clearly more of a fastback shape towards the backend, and the new rear fascia is “euro diffuser” in design. The glossy tail light panel features updated horses for 4 & 6 cylinders, and a GT badge for V8s. The 3-bar tail lights return, but look more 3-dimensional. Turn signals are still sequential. 

17-inch wheels are standard, GTs get 18’s; 19’s are optional on any. Brembo brakes come with GT or EcoBoost Performance Packages. 

A classic appearance continues inside too, with the dual hump dash. But, gauges, the center stack, and electronic aids are much more in the now. You’ll also find better materials, more knee space thanks to a slimmer lower dash, a passenger’s side knee airbag, and there’s even more room in the glove box. 

Toggle switches and a start button are brought into the mix, and cup holders have been shifted over providing freer access to the shifter. Even base models get keyless entry and a back-up camera. 

Selectable drive modes are new, adjusting steering effort, engine and transmission response, as well as stability control intervention for normal, snow/wet, sport, and track conditions. And of course there are track apps, accessible through the gauge panel information screen, as is Launch Control. 

The steering wheel is smaller in diameter, but gets lots of new switchgear added to it. The trunk opening is larger, and the amount of space behind it has grown a tiny bit, now at 13.5 cubic-ft.  

Nostalgia aside, we found the new-gen ‘stang is now much more about driving with the much anticipated independent rear suspension now standard on all models. You don’t really notice it in sedate daily driving, however. But, dive deep into a corner, start feeding in some power, and the car hunkers down, propelling you out like never before.

Should you encounter a bump mid-way through that corner, it becomes even more obvious; as the rear end is a whole lot less busy, happy to follow in line instead of trying to overtake you every chance it gets. Such a big change out back forced Ford to extensively rework the front suspension as well. That’s a win-win too.

As for how the Mustang feels with 4-cylinder power: it feels just fine. There’s good response, great mid-range torque, and even some respectable sound, though not at full song. 

Nothing sounds like a V8 of course and the GT is still where it’s at if you’re looking for Mustang bragging rights. Manual 0 to 60 nudges four and a half seconds. Drag racers, or the burnout challenged, will also be happy to hear that all GT’s come standard with a line lock. 

Mustang base prices are up slightly; $24,425 for the V6. That’s still less than a base Camaro or Challenger. EcoBoost I4 is just above that at $25,995, while V8 GTs start at $32,925.  

We think the 2015 Ford Mustang, while a little less nostalgic, is much farther reaching, even without its international sales intentions. It is clearly a much better sporty coupe than ever before, and not just in the margins. And that progression will ensure that the Mustang legend will not only live on, but continue to lead.

Specifications

  • Engine: 5.0 liter V8 / 3.7 liter V6 / 2.3 liter
  • Horsepower: 435 / 300 / 310
  • Torque: 400 lb-ft./ --- / 320 lb-ft.
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

2024 Honda Prologue 4
2024 Honda Prologue 2
2024 Honda Prologue 3
2024 Honda Prologue 1
2024 Honda Prologue 5
2024 Honda Prologue 42024 Honda Prologue 22024 Honda Prologue 32024 Honda Prologue 12024 Honda Prologue 5

Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

2024 Honda Prologue 6
2024 Honda Prologue 10
2024 Honda Prologue 8
2024 Honda Prologue 7
2024 Honda Prologue 9
2024 Honda Prologue 62024 Honda Prologue 102024 Honda Prologue 82024 Honda Prologue 72024 Honda Prologue 9

And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

2024 Ford Mustang Dark Horse 3/4 Front
2024 Ford Mustang Dark Horse Grill
2024 Ford Mustang Dark Horse Hood Decal
2024 Ford Mustang Dark Horse Profile
2024 Ford Mustang Dark Horse 3/4 Rear
2024 Ford Mustang Dark Horse Rear Detail
2024 Ford Mustang Dark Horse Wheel
2024 Ford Mustang Dark Horse Hood Graphic
2024 Ford Mustang Dark Horse Badge
2024 Ford Mustang Dark Horse Splitter
2024 Ford Mustang Dark Horse 3/4 Front2024 Ford Mustang Dark Horse Grill2024 Ford Mustang Dark Horse Hood Decal2024 Ford Mustang Dark Horse Profile2024 Ford Mustang Dark Horse 3/4 Rear2024 Ford Mustang Dark Horse Rear Detail2024 Ford Mustang Dark Horse Wheel2024 Ford Mustang Dark Horse Hood Graphic2024 Ford Mustang Dark Horse Badge2024 Ford Mustang Dark Horse Splitter

On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

2024 Ford Mustang Dark Horse Dashboard
2024 Ford Mustang Dark Horse Center Display
2024 Ford Mustang Dark Horse Shifter
2024 Ford Mustang Dark Horse Backseat
2024 Ford Mustang Dark Horse Engine
2024 Ford Mustang Dark Horse Dashboard2024 Ford Mustang Dark Horse Center Display2024 Ford Mustang Dark Horse Shifter2024 Ford Mustang Dark Horse Backseat2024 Ford Mustang Dark Horse Engine

The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080