Top-end price may be a tough sell
That said, there’s a fly in the ointment. The base cost of the 2.3-L Mustang EcoBoost “Premium” was $37,365. Float $6,500 for the High Performance package, $1,750 for the 10-speed automatic, a further $2,600 for the Handling package, and then various and sundry other options, and the darned thing cost $52,615 as tested. That might be a tough sell when the V-8 Bullitt costs but $6,000 more.
Those thinking of opting for the base EcoBoosted Mustang to save some bucks, know that the upgraded engine, 10-speed automatic and Handling package make this car. Together, they add up to $10,850, so there’s no cheap way to get this big-bang four.
You’re more of a Chevy guy, anyway: I’m not going to get into the whole loyal-fraternity-of-Ford versus the cultish-clique-of-Chevrolet thing. But I can tell you that in the competition of four-cylinder moxie, Ford has Chevy covered.
I will commit blasphemy by saying I do like the Camaro’s styling more than the Mustang’s, but in pretty much every other regard, Ford stomps Chevy. The 2.0-L Camaro’s 275 hp and 295 lb-ft of torque simply isn’t in the same league. The 1LE package on the four-cylinder Camaro at least gets Brembo brakes, better suspension bits and stickier 20-inch rubber. It might stick with the Ford in the corners, but it’ll definitely be playing second fiddle on the straights. The Chevy, though, is cheaper. The last one we tested was more than $10,000 less expensive than the fully-optioned 2.3-L Mustang.
You love the look of the Challenger: I can’t blame you for that. Of these three homages to pony cars past, the Dodge is by far the most fetching.
Unfortunately, that’s about it. Oh, if you opt for the Hellcat, the acceleration will for sure be unworldly, the ability to smoke tires and create sonic boom unparalleled. But that’s it for attractions. By the time you get down to the base V-6 versions, there’s none of the hellfire of the supercharged V-8, and all that you’re left with is a sports car that wants to be a sedan.
It’s heavier than its competition, more softly sprung, and not particularly precise about steering. Love the looks of the Challenger all you want, but know that either of the above four-cylinder engines will smoke it on a twisty road, the High Performance ’Stang also showing the V-6 Challenger its tail lights in a straight line.
You need eight (Ford) pistons: Well, then you need the GT, the most recent — and most fetching — being the Bullitt. Mustang V-8s are very much a known entity, so if you’re reading this, you know that you get booming bass, decent thrust and surprisingly competent handling. It still feels very much American, but it can hang with many a continental coupe. Complain all you want that it only has 20 more horsepower than the regular GT, but come on, is that green paint job cool or what?
The Bullitt’s main problem is the same as the 2.3-L HP’s: price. At $58,500, it’s a steep climb from the GT, and there’s just not enough of a technical upgrade versus the base V-8 to warrant the whopping price tag.
That said, the 2.3 High Performance’s MSRP, with all the goodies to make it at least semi competitive, is also a stretch. I suspect that, of these two, the allure of anything Steve McQueen would tilt things in favour of the Bullitt.
Of course, the base Mustang GT, at $40,790, is much cheaper than both. However, I’m not sure it’s a better car than the HP 2.3L.