C/D Short Take - 2011 Ford Mustang V6
04-18-2010, 06:14 PM
#1
TECH Veteran
Thread Starter
Join Date: Feb 2004
Location: Phoenix, AZ Hometown: Aberdeen, SD
Posts: 4,231
Likes: 0
Received 0 Likes
on
0 Posts
C/D Short Take - 2011 Ford Mustang V6 Ford shows its base pony car some love and churns out a sweetheart.
BY MIKE SUTTON, PHOTOGRAPHY BY JOHN ROE
April 2010
Although most of the hubbub surrounding the 2011 Ford Mustang is centered on the GT’s fantastic new 412-hp, 5.0-liter V-8—Ford made damn sure not to forget about the volume V-6 model, which now sports a high-tech 305-hp, 3.7-liter V-6 as standard equipment. Yes, 305 ponies in a base Mustang, or just 10 fewer than in last year’s GT. Given that our last test of Ford’s standard pony car left us about as warm as a dip in a frozen lake, we tempered our enthusiasm when sliding behind the wheel of this new one. Lucky for us—and for all Mustang fanatics—Ford did its homework. The 2011 Mustang V-6 is an astonishingly good car.
Reveling in a Revelation
For perspective, previous V-6 Mustangs were forever plagued by a thrashy SOHC 4.0-liter V-6 with a meager 210 hp and 240 lb-ft of torque. The new all-aluminum DOHC engine—a range-topping variant of Ford’s Duratec V-6 architecture with variable valve timing on both the intake and exhaust cams—produces 305 hp at 6500 rpm and 280 lb-ft at 4250 rpm. It’s not as strong at low revs as the V-8—nor as fiercely bellowing—but the mill quickly spins to its 7000-rpm redline with a husky howl emanating from its dual three-inch exhaust outlets; only a little straining is audible near the top of the rev range. Fueled by regular unleaded and capable of returning 19 mpg in the city and up to 31 mpg on the highway with the optional six-speed automatic transmission ($995), this is impressive stuff.
Strapped with our test gear, we spurred a new V-6 Mustang with the standard six-speed manual to 60 mph in 5.4 seconds and through the quarter-mile in 14 flat at 104 mph. That’s over one second better in both tests than the previous V-6 model and just a half-second or so off the paces of the quickest 2010 GT we tested. More important, the 3520-pound Mustang V-6 is 0.5 second quicker than the 3800-pound Chevy Camaro V-6 in both measures—cue the chirping from the peanut gallery—and the Ford also outruns the slightly lighter and more powerful Hyundai Genesis V-6 coupe. A set of sharp, black-painted 19-inch wheels wrapped in optional Pirelli P Zeros—size 255/40ZR-19, same as on the GT—meant that traction off the line wasn’t an issue.
Back-Road Surprise
But we already knew that the 2011 car was going to be quicker than last year’s model; we just didn’t expect Ford to dial up the entertainment value so high. All 2011 V-6 models sport revised suspension tuning, a standard limited-slip differential, and larger brakes—11.5 inches up front, 11.8 in the rear—and our tester also had Ford’s factory-installed Performance package ($1995), which will be available in late summer and essentially brings the car up to GT spec. In addition to the aforementioned Pirelli gumballs ($360 each) and 19-inch wheels, the kit includes the GT’s upgraded shocks, springs, and anti-roll bars; the V-6’s optional 3.31:1 rear axle (a 2.73:1 ring and pinion is standard); GT brake calipers with upgraded pads; a front strut-tower brace; a revised stability-control system with a more-liberal sport mode; and a couple of unique badges.
What results is a sharper, better-balanced whole that is an absolute blast to toss through the twisties. The V-6 may be only 60 pounds lighter than the new GT, but the difference feels greater from the driver’s seat; it’s more nimble and neutral-handling, with a surprising amount of feedback from the electric power-steering rack. Despite the solid-axle layout, our tester’s ride felt compliant and controlled, with little if any uneasiness during hard cornering on rough pavement.
We’ll say the steering is a bit too light for our liking, and the suspension tuning made for an occasional ***-out surprise during abrupt, high-speed directional changes. But we can’t fault the big-league numbers: a 152-foot stop from 70 mph and a neck-straining 0.95 g around the skidpad, both of which slightly better the 2011 GT’s and approach those of far more expensive stuff. We also didn’t notice any fade from the stock brakes, which should hold up fairly well even if you plan to hit the track regularly. (Did we just suggest frequent track use of a V-6 Mustang? I think we did.)
Manual-transmission V-6s are rated at 19 mpg in the city and 29 on the highway. We only managed 18 mpg over 300 miles of what was pretty aggressive running through Southern California’s canyons, but we should get a better figure when we can test one back home and factor in some normal commutes.
It’s About Time
With last year’s already extensive updates powering the 2010 Mustang GT to a win in a three-way with a Camaro SS and Dodge Challenger R/T, we’re delighted to see Ford spreading the love to the V-6 model. We didn’t get a chance to sample the base car with the normal suspension, but at $22,995 to start, the 2011 Mustang V-6 is the least-expensive way to get rear-wheel drive and 300 hp; 2010 Camaros base at $23,530, and the Genesis coupe with a 3.8-liter V-6 starts at $25,750. The Dodge Challenger SE starts at $23,460 but is so grossly outmatched as to be easily dismissed from the conversation.
Our Grabber Blue Mustang was decked out in Premium trim, which at $26,695 to start nets leather hides for the seats and steering wheel, a booming Shaker 500 audio system, and various chrome and aluminum detailing, among other amenities. Also featured were the Security package ($395) with wheel locks and an anti-theft alarm; Comfort package ($595) with a six-way power driver’s seat and heaters for the front chairs; the Performance package; and the $995 Mustang Club of America package, which includes a blingy stainless-steel billet grille, fog lights, flat-black stripes down the body sides, a similar appliqué between the taillights, a prominent decklid spoiler, unique 18-inch wheels, and several other bits. Total: about $30,675.
We’d definitely recommend the Premium model because the plastic-heavy base interior is bland and uninviting, but we’re cool with skipping the MCA package; it might grab attention at the local Steak ‘n Shake, but it’s a bit much for our tastes. Loaded with additional options such as navigation ($2340), a glass roof ($1995), a Shaker 1000 audio upgrade ($1295), and xenon headlights ($595), the V-6 model could easily climb past $35,000, at which point we’d remind you that the GT starts at $30,495 and that the new 5.0-liter V-8 is really, really good. But given this car’s status as the volume model, we guarantee legions of buyers are going to be plenty pleased with the Mustang V-6.
Highs: Impressive power, six forward speeds, performance options create a back-road sweetie, not too thirsty.
Lows: Steering could be heavier, Mustang Club of America package is gaudy.
Top Competitors
•Chevrolet Camaro
•Dodge Challenger
•Hyundai Genesis
•Mazda RX-8
•Nissan 370Z
Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $30,675 (base price: $22,995)
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 227 cu in, 3726 cc
Power (SAE net): 305 bhp @ 6500 rpm
Torque (SAE net): 280 lb-ft @ 4250 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 107.1 in Length: 188.1 in
Width: 73.9 in Height: 55.6 in
Curb weight: 3520 lb
C/D TEST RESULTS:
Zero to 60 mph: 5.4 sec
Zero to 100 mph: 13.0 sec
Street start, 5–60 mph: 5.8 sec
Standing ¼-mile: 14.0 sec @ 104 mph
Top speed (governor limited): 113 mph
Braking, 70–0 mph: 152 ft
Roadholding, 200-ft-dia skidpad: 0.95 g
FUEL ECONOMY:
EPA city/highway driving: 19/29 mpg
C/D observed: 18 mpg
BY MIKE SUTTON, PHOTOGRAPHY BY JOHN ROE
April 2010
Although most of the hubbub surrounding the 2011 Ford Mustang is centered on the GT’s fantastic new 412-hp, 5.0-liter V-8—Ford made damn sure not to forget about the volume V-6 model, which now sports a high-tech 305-hp, 3.7-liter V-6 as standard equipment. Yes, 305 ponies in a base Mustang, or just 10 fewer than in last year’s GT. Given that our last test of Ford’s standard pony car left us about as warm as a dip in a frozen lake, we tempered our enthusiasm when sliding behind the wheel of this new one. Lucky for us—and for all Mustang fanatics—Ford did its homework. The 2011 Mustang V-6 is an astonishingly good car.
Reveling in a Revelation
For perspective, previous V-6 Mustangs were forever plagued by a thrashy SOHC 4.0-liter V-6 with a meager 210 hp and 240 lb-ft of torque. The new all-aluminum DOHC engine—a range-topping variant of Ford’s Duratec V-6 architecture with variable valve timing on both the intake and exhaust cams—produces 305 hp at 6500 rpm and 280 lb-ft at 4250 rpm. It’s not as strong at low revs as the V-8—nor as fiercely bellowing—but the mill quickly spins to its 7000-rpm redline with a husky howl emanating from its dual three-inch exhaust outlets; only a little straining is audible near the top of the rev range. Fueled by regular unleaded and capable of returning 19 mpg in the city and up to 31 mpg on the highway with the optional six-speed automatic transmission ($995), this is impressive stuff.
Strapped with our test gear, we spurred a new V-6 Mustang with the standard six-speed manual to 60 mph in 5.4 seconds and through the quarter-mile in 14 flat at 104 mph. That’s over one second better in both tests than the previous V-6 model and just a half-second or so off the paces of the quickest 2010 GT we tested. More important, the 3520-pound Mustang V-6 is 0.5 second quicker than the 3800-pound Chevy Camaro V-6 in both measures—cue the chirping from the peanut gallery—and the Ford also outruns the slightly lighter and more powerful Hyundai Genesis V-6 coupe. A set of sharp, black-painted 19-inch wheels wrapped in optional Pirelli P Zeros—size 255/40ZR-19, same as on the GT—meant that traction off the line wasn’t an issue.
Back-Road Surprise
But we already knew that the 2011 car was going to be quicker than last year’s model; we just didn’t expect Ford to dial up the entertainment value so high. All 2011 V-6 models sport revised suspension tuning, a standard limited-slip differential, and larger brakes—11.5 inches up front, 11.8 in the rear—and our tester also had Ford’s factory-installed Performance package ($1995), which will be available in late summer and essentially brings the car up to GT spec. In addition to the aforementioned Pirelli gumballs ($360 each) and 19-inch wheels, the kit includes the GT’s upgraded shocks, springs, and anti-roll bars; the V-6’s optional 3.31:1 rear axle (a 2.73:1 ring and pinion is standard); GT brake calipers with upgraded pads; a front strut-tower brace; a revised stability-control system with a more-liberal sport mode; and a couple of unique badges.
What results is a sharper, better-balanced whole that is an absolute blast to toss through the twisties. The V-6 may be only 60 pounds lighter than the new GT, but the difference feels greater from the driver’s seat; it’s more nimble and neutral-handling, with a surprising amount of feedback from the electric power-steering rack. Despite the solid-axle layout, our tester’s ride felt compliant and controlled, with little if any uneasiness during hard cornering on rough pavement.
We’ll say the steering is a bit too light for our liking, and the suspension tuning made for an occasional ***-out surprise during abrupt, high-speed directional changes. But we can’t fault the big-league numbers: a 152-foot stop from 70 mph and a neck-straining 0.95 g around the skidpad, both of which slightly better the 2011 GT’s and approach those of far more expensive stuff. We also didn’t notice any fade from the stock brakes, which should hold up fairly well even if you plan to hit the track regularly. (Did we just suggest frequent track use of a V-6 Mustang? I think we did.)
Manual-transmission V-6s are rated at 19 mpg in the city and 29 on the highway. We only managed 18 mpg over 300 miles of what was pretty aggressive running through Southern California’s canyons, but we should get a better figure when we can test one back home and factor in some normal commutes.
It’s About Time
With last year’s already extensive updates powering the 2010 Mustang GT to a win in a three-way with a Camaro SS and Dodge Challenger R/T, we’re delighted to see Ford spreading the love to the V-6 model. We didn’t get a chance to sample the base car with the normal suspension, but at $22,995 to start, the 2011 Mustang V-6 is the least-expensive way to get rear-wheel drive and 300 hp; 2010 Camaros base at $23,530, and the Genesis coupe with a 3.8-liter V-6 starts at $25,750. The Dodge Challenger SE starts at $23,460 but is so grossly outmatched as to be easily dismissed from the conversation.
Our Grabber Blue Mustang was decked out in Premium trim, which at $26,695 to start nets leather hides for the seats and steering wheel, a booming Shaker 500 audio system, and various chrome and aluminum detailing, among other amenities. Also featured were the Security package ($395) with wheel locks and an anti-theft alarm; Comfort package ($595) with a six-way power driver’s seat and heaters for the front chairs; the Performance package; and the $995 Mustang Club of America package, which includes a blingy stainless-steel billet grille, fog lights, flat-black stripes down the body sides, a similar appliqué between the taillights, a prominent decklid spoiler, unique 18-inch wheels, and several other bits. Total: about $30,675.
We’d definitely recommend the Premium model because the plastic-heavy base interior is bland and uninviting, but we’re cool with skipping the MCA package; it might grab attention at the local Steak ‘n Shake, but it’s a bit much for our tastes. Loaded with additional options such as navigation ($2340), a glass roof ($1995), a Shaker 1000 audio upgrade ($1295), and xenon headlights ($595), the V-6 model could easily climb past $35,000, at which point we’d remind you that the GT starts at $30,495 and that the new 5.0-liter V-8 is really, really good. But given this car’s status as the volume model, we guarantee legions of buyers are going to be plenty pleased with the Mustang V-6.
Highs: Impressive power, six forward speeds, performance options create a back-road sweetie, not too thirsty.
Lows: Steering could be heavier, Mustang Club of America package is gaudy.
Top Competitors
•Chevrolet Camaro
•Dodge Challenger
•Hyundai Genesis
•Mazda RX-8
•Nissan 370Z
Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $30,675 (base price: $22,995)
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 227 cu in, 3726 cc
Power (SAE net): 305 bhp @ 6500 rpm
Torque (SAE net): 280 lb-ft @ 4250 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 107.1 in Length: 188.1 in
Width: 73.9 in Height: 55.6 in
Curb weight: 3520 lb
C/D TEST RESULTS:
Zero to 60 mph: 5.4 sec
Zero to 100 mph: 13.0 sec
Street start, 5–60 mph: 5.8 sec
Standing ¼-mile: 14.0 sec @ 104 mph
Top speed (governor limited): 113 mph
Braking, 70–0 mph: 152 ft
Roadholding, 200-ft-dia skidpad: 0.95 g
FUEL ECONOMY:
EPA city/highway driving: 19/29 mpg
C/D observed: 18 mpg
