Whether on washboarded gravel roads or smoothly twisting blacktop, the sixth-generation Mustang’s integral-link independent rear suspension gives this pony car a whole new level of poise and surefootedness – instead of skittering about, the rear end stays planted in a way that’s more commonly associated with German sport sedans, and the ride manages to be decently comfortable yet well-controlled. Up front, the selectable electrically-assisted steering is quick and communicative (certainly in Sport mode), with the EcoBoost-powered Mustang offering best-of-breed responsiveness thanks to the fact it’s carrying some 50 kg less weight over the front axle compared to the V8-powered GT. With the performance-pack’s big sticky 19-inch Pirelli P-Zeros providing plenty of grip, it makes carving through the corners thoroughly enjoyable. The more structurally rigid Mustang Fastback will always be the choice for performance driving, but when fitted with the EcoBoost Performance Pack the Convertible is no mere boulevard cruiser.

As for the powertrain, you can’t say the 2.3L EcoBoost engine is lacking punch. At 310 hp and 320 lb-ft of torque, it not only makes more power than the carryover base V6 (which is no slouch itself with 300 hp and 280 lb-ft of torque), but in fact it makes slightly more power than V8 Mustangs of only a few years ago: The 2009 Mustang GT was rated at 300 hp and 320 lb-ft of torque (the 2015 GT makes quite a bit more power however, at 435 hp and 400 lb-ft). For the number-crunchers, the EcoBoost Mustang will sprint from 0-100 km/h in a respectably quick 5.8 seconds, versus 4.8 seconds for the GT.

The automatic (as fitted to my test car) is a conventional six-speed, and it does its job discreetly and competently in the background. The EcoBoost does come with paddle-shifters, but I didn’t find it necessary to use them much – the transmission geared down quickly when needed, and was generally good about being in the right gear at the right time. For those like me who prefer to shift their own gears, it’s nice to know that Ford offers a six-speed manual transmission with all engine options.

The boosted 2.3L engine will easily smoke the tires off the line and makes easy work of highway passing, offering up a wide powerband and a growly soundtrack. The latter is partly thanks to Ford’s Active Noise Control, which uses the audio system to cancel out unwanted noise and “layer certain sound characteristics on top of what’s already there.” (Translation: the EcoBoost has what purists would call fake engine noise. [https://www.autos.ca/bmw/monday-rant-fake-engine-noise/])

Around town there’s a definitely a different character to the EcoBoost’s power delivery compared to the V8. Instead of the instant explosion of acceleration you get when you prod the GT’s throttle, the EcoBoost provides more of a rapid “whoosh” of acceleration. Some of this has to do with turbo lag, but the lag is minimal so the primary effect is that the EcoBoost feels not merely fast but refined, too: It doesn’t so much kick you back into your seat when you drop the loud pedal, as push you firmly back.

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