So, to a starting price of $28,349, Ford added the performance pack, as well as a security package, reverse park assist, all-weather floor mats, and Recaro cloth seats, for an as-tested price of $35,399 before taxes.

But back to the EcoBoost: with the aid of direct injection and a force-fed intake courtesy of a twin-scroll turbocharger – the latter a first for Ford – the 2.3L four doles out 310 hp and 320 lb-ft of twist, besting the V6 while at the same time achieving more favourable Transport Canada consumption numbers: 9.2 L/100 km combined compared to 11.2 for the V6 and 12.5 for the V8. It also represents the highest specific power output (hp per litre of engine displacement) of any Ford production engine.

Torque delivery is at least as important as the peak output value, and is key to providing this pony car with the responsiveness and flexibility that it needs to have to be taken seriously. And as with all Ford EcoBoost engines, the Mustang’s torque curve is broad and the system is capable of delivering robust power no matter where in the rev range its turning.

Also key to delivering worthy performance (to this driver, at least), is the availability of a proper manual gearbox, and in this regard, Mustang delivers. A six-speed manual is standard equipment across the board, no matter which engine is selected. And in the EcoBoost, it’s a winner: short, notchy throws require shifts to be a bit deliberate, but in a way that completely suits the character of the car. Shoppers would be doing themselves a disservice to skip over the manual without at least trying it. The clutch is stiff, requiring some weight to disengage, but again, it’s in a manner that is consistent with the car’s character. This isn’t a BMW, folks, nor does it aspire to be.

From the driver’s seat, the Mustang has been improved substantially. As with the rear suspension, the passenger cabin is no longer a slave to value engineering. Improved materials contribute to an upscale look, without treading into the luxury world. Design-wise, it’s a tasteful step forward for the Mustang, preserving the dual cowl look but making it more streamlined and incorporating all of the available tech in a cohesive manner. The three-spoke wheel and gauge cluster contain enough brightwork to eliminate the word “budget” from first impressions, dispensing with the near-illegible retro font on the gauges, replacing them with clearer numbers. Our tester’s optional Recaro seats wore tasteful cloth and were supremely supportive.

Heated seats would have been nice, though. And since our tester was rather sparingly optioned, it lacked the large touch screen available on higher-spec models (check out the EcoBoost Premium model to get this stuff).

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