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Despite the emergence of the Mach-E, the Mustang Coyote V8 isn't going anywhere anytime soon.
Autoweek spoke with Ford Performance Chief Engineer (and former former Mustang chief engineer) Carl Widmann about the future of the Mustang.
He told them the demand is still there for the V8 from customers:
“There’s still a tremendous amount of bandwidth. The 2.3-liter EcoBoost we have makes as much power [300+] as we used to have in the V8s. On the other end we still sell a tremendous amount of V8 Mustangs on summer tires. I don’t think the gas engine has met its day in the near term, there are still a lot of fans of it.”
“They drive what we do,” Wildmann continued. “From our perspective, it’s a time of transition. Right now you’ve got the choice between a Mach 1 or a four-door Mustang Mach-E GT. You can drive the Mach 1 to the track, run it on the track, and drive it home. Or you’ve got the Mach-E GT with the same power, 480 horsepower, but a lot more torque, so it has a lot of straight-line capability – it can do zero to 60 in three-and-a-half seconds.”
Autoweek spoke with Ford Performance Chief Engineer (and former former Mustang chief engineer) Carl Widmann about the future of the Mustang.
He told them the demand is still there for the V8 from customers:
“There’s still a tremendous amount of bandwidth. The 2.3-liter EcoBoost we have makes as much power [300+] as we used to have in the V8s. On the other end we still sell a tremendous amount of V8 Mustangs on summer tires. I don’t think the gas engine has met its day in the near term, there are still a lot of fans of it.”
“They drive what we do,” Wildmann continued. “From our perspective, it’s a time of transition. Right now you’ve got the choice between a Mach 1 or a four-door Mustang Mach-E GT. You can drive the Mach 1 to the track, run it on the track, and drive it home. Or you’ve got the Mach-E GT with the same power, 480 horsepower, but a lot more torque, so it has a lot of straight-line capability – it can do zero to 60 in three-and-a-half seconds.”
