All-new V6 and V8 engines give whip to 2011 Mustang

Power and fuel economy way up for venerable American coupe and convertible

Apr 01, 2010

Special to the Star

WESTLAKE VILLAGE, CALIF.—Mustang is one of the few true class-less brands in the car business.

No, no, not as in “no class.” I mean, a brand that crosses all class boundaries, a car that can be driven proudly by just about anyone, from bank presidents to hairdressers — of either gender.

 

 

The appeal has been consistent: style, performance, affordability.

 

For 2010 model year, it got all new sheet metal and new interior, plus significant suspension and feature upgrades.

Now, just a model year later, another major update, with all-new V6 and V8 engines, new six-speed manual and automatic transmissions, and further refinements in the structure, suspension, brake and equipment departments.

The 2011 models are on sale this summer, starting at $22,999 for the Value Leader V6 coupe, ranging to $42,899 for the GT 5.0 Convertible.

The engines are about as all-new as engines get these days. The V8, for example, shares only bore and bore centre spacing with the 4.6 L unit it replaces.

The two all-aluminum, twin-cam, four-valve, variable valve-timing engines feature just about every modern engine technology except direct fuel injection and turbocharging. Interesting, given Ford’s stress on its EcoBoost (which has both) on other models.

 

 

“Wouldn’t an EcoBoost four give you good performance and even better fuel economy?” I asked David Pericak, chief nameplate engineer for Mustang.

“It is in our tool box ...,” he smiled.

Pericak says the V6’s combination of 305 horsepower and a 31 m.p.g. U.S. EPA highway fuel consumption rating (6.9 L/100 km in Canada) has never been achieved before.

The V8 is a real 5.0 litre (barely), displacing 4951 cc. The previous “5.0,” last seen in 1995, was actually a 4.9, at 4942 cc.

Ford is not giving any 0-to-100 km/h sprint times, but early tests suggest the low- to mid-four second range for the V8.

That’s right quick.

Quicker, in fact, than the V8-powered Chev Camaro or Dodge Challenger, both of which have more horsepower, but also more weight.

Ford claims 412 horsepower, 97 more than the old GT. Some sources are suspicious that Ford isn’t being entirely truthful here. Not, like in the old days, overstating the output, but — perhaps for insurance reasons? — understating it.

Privately-run dyno tests and back-calculating from recorded acceleration times and weight suggest that number is closer to 435, which also helps explain why it beats Camaro and Challenger.

Ford set up a 1/8-mile drag-strip run for us against a Camaro. I ran the Ford first, giving the Camaro the advantage in terms of getting a practice run in (I don’t drag race very often). And, I ran a heavier Mustang convertible against a Camaro coupe.

The Mustang was about a half-second quicker than the Chevy.

 

The Mustang V6 should run the 0-to-100 km/h sprint in the mid-to-high fives, which again beats the usual competition.

The major chassis upgrade is electric power-assisted steering, which delivers lighter effort yet quicker response at low speeds, with more weight and feel as you motor on.

Plus, it compensates for crosswinds and road crowns, which tend to pull the car to one side, and for vibrations caused by unbalanced wheels or warped brake rotors.

 

Electronic Stability Control, Traction Control and ABS are standard across the board.

 

A two-half-days press preview put us in V6s on day one, V8s on day two, on a variety of roads just north of Los Angeles.

To cover as much of the model variation as possible, we chose a V6 automatic convertible, followed by a V8 manual coupe.

The roads we travelled on were all well-surfaced, so we couldn’t really evaluate the live-axle rear suspension. What we did feel plus previous experience suggests it works pretty well.

The handling on both cars was a pleasant surprise, even with electric power steering. You basically don’t ever notice the steering in the Mustang, and that’s as it should be.

The V6’s performance and exhaust note were very impressive.

The autobox shifts very nicely. No paddle shifters, nor even toggle-the-lever manual override; slip the lever back from D to Third (no Fifth or Fourth in the quadrant) and you get a modicum of control.

 

. No fancy draft-stoppers or anything, but air flow was nicely controlled.

Interesting that in the States, convertibles make up between 15 and 20 per cent of Mustang sales. In Canada, it’s more like 50 per cent.

Then we drove the V8. Oh my! This thing hauls. And makes an even more beautiful noise.

The manual gearbox has rather long throws — always a trade-off versus effort — and is quite notchy. I suspect many enthusiasts would accept even more effort in return for shorter, hence quicker, shifts. If the company doesn’t do a shift kit, I bet the aftermarket won’t take long.

Typically, Mustang’s V6/V8 sales split has been about 50/50. Ford expects this ratio to continue, but I believe the results obtained from the new V6 will make this $10,000 to $15,000 less-expensive option (depending on model) even more popular.

 

 

All these model upgrades put Mustang clearly in the lead in the three-entry Pony Car race, and could even give shoppers who can look past their brand and country-of-origin prejudices reason to consider Mustang instead of such as Honda Accord coupe, Nissan 370Z coupe or roadster, or even a BMW 3-series.

Why not? It’s way faster than any of those, handles remarkably well, and is cheaper to boot.

And while I think their stated goal of equalling Audi for interior quality has a way to go, it is pretty nice.

I quizzed chief engineer Pericak about the degree of changes so soon after last year’s major make-over.

“Derrick (as in Kuzak, Ford’s v-p for product development) wants everything, and he wants it now,” he replied. “The marketing people complain about the price, but Derrick is very persuasive.”

 

 

 

 

 

 

See you next year, chief engineer Dave.

Travel was provided freelance writer Jim Kenzie by the automaker.

jim@jimkenzie.com

 

 

2011 Ford Mustang

 

PRICE: V6 $22,999- $31,399; V8 $38,499-$42,899

ENGINE: 3.7 L V6; 5.0 L V8

POWER/TORQUE: V6 305 hp/ 280 lb.-ft.; V8 412 hp/390 lb.-ft.

FUEL CONSUMPTION: V6 manual 11.1/6.9 L/100 km (25/41mpg); automatic 10.7/6.4 L/100 km (26/44 mpg); V8 manual 12.1/7.6 L/100 km (23/37 mpg); automatic 11.8/7.8 L/100 km (24/36 mpg)

COMPETITION: Chevrolet Camaro, Dodge Challenger; possibly BMW 3-series, Honda Accord, Nissan 370Z

WHAT’S BEST: Strong yet thrifty engines, excellent handling, excellent feature availability, class-leading brand image.

WHAT’S WORST: GT models look a shade pricey for a Mustang

WHAT’S INTERESTING: With vast improvements, V6 might overtake V8 sales.

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