But that all changes with the 2011 Mustang, which, inexplicably, has been on sale for many months now. The new 3.7-liter V-6 now produces 305 hp; just 10 ponies shy of what the 4.6-liter V-8 Mustang produced in 2010. Of course, the V-8 model gets a new engine: a 5-liter mill unit that’s producing 412 hp.
So, when you need to outrun the authorities, or pretend you do, there’s plenty of giddy-up in any 2011 Mustang to make this the car the one you want waiting for you on the tarmac — even if it’s a V-6 model.
In the past, you might have wondered why so many Mustang buyers get the V-6, but the new 3.7-liter V-6 model is a compelling choice, even for enthusiasts. Wrap your head around this: It has more than 300 horsepower yet returns 31 mph in highway driving.
If you like the sound of the EPA number, you’ll have to opt for the six-speed automatic; the six-speed manual returns 28 mpg. Still, not bad for a performance ride.
And while it’s not as fast as the top-of-the-line Shelby GT, it is more than respectably fast, with 60 mph coming up in just under 6 speedy seconds. In the best American tradition, there’s plenty of torque available, delivered in a smooth, powerful fashion.
Opting for the automatic means you’ll have to live with a gearbox that seems to favor fuel economy over performance unless you tromp on the throttle. Again, you can shift manually, but you can kiss 31 mpg goodbye.
You’ll also want to consider enhancing your V-6 Mustang’s agility with the optional Performance Package, which includes a Mustang GT-based suspension and braking components, a 3:31 performance rear axle (for faster acceleration) and replaces the low rolling-resistance tires with 19-inch Pirelli performance tires.
The test car provided by Ford included the V-6 with an automatic and the performance axle ratio. (The standard axle ratio on this car, 2.73:1, slows acceleration but returns better fuel economy. Optional ratios, such as the 3.31:1 ratio on the test vehicle, allow for quicker acceleration at the expense of fuel economy.)
Certainly, with this combination, the car felt well sorted for all kinds of driving, from mundane to enthusiastic. Even in base form, the car feels responsive and lively. The steering is quick and nicely weighted, but feels a bit numb.
Like any great rear-drive performance car, it’s easy for an experienced driver to have fun, allowing the rear of the car to slide when requested by the pilot. The stability and traction controls prevent things from getting out of hand but never get intrusive.
What’s amazing is that the car handles as well as it does despite its lack of an independent rear suspension. It really inspires confidence behind the wheel.
Other than the car’s newfound performance and efficiency, the Mustang is much as it was for 2010, when it underwent cosmetic improvements.
Outside, stylists gave the car a futuristic tweak, stepping away from a straight retro look. Inside, there’s a new interior with higher-quality materials, although there’s still room for improvement. The retro-style instrument cluster is a nice touch. I never tired of looking at it.
Front seats are comfortable and supportive, even after long rides. Rear seats are best used for children, briefcases, purses and understanding friends. Leg room up front was roomy, though the wide center console intrudes a bit. Visibility was excellent, significantly better than some of the Mustang’s competitors.
Unlike those cars, both of which started life as full-size sedans, the Mustang is smaller, making its size more appropriate for the class.
In the end, the Mustang tops the competition with its combination of performance and efficiency, choice of body styles (coupe or convertible), and Ford’s suite of technology.
And with a starting price akin to that of a plebeian midsize sedan, it’s the perfect pony on which to make your escape.
Larry Printz is automotive editor at the Virginian-Pilot in Norfolk, Va. He can be reached at larry.printzpilotonline.com.
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