Coupled with a standard 6-speed transmission whose optimized ratio allows you to climb the speed and rpm scales with ease, the 2011 Mustang is quite probably the most accomplished steed of the stable.
As the mechanical components were tweaked, so too the handling needed to be cultivated. Physically, because of its style, the Mustang has a disadvantage: its centre of gravity is very high, and so traditionally it has had to retain its solid axle for the rear suspension.
The engineers managed a veritable coup here. By changing the engine’s position and reducing its overall weight, they succeeded in bringing the centre of gravity back to a position that allows for good driveability without too much effort.
As for the solid axle, I don’t find it as frightfully uncomfortable as some of my colleagues do; it’s now better adapted to the daily grind. The result, without being exceptionally comfortable, is nevertheless a marked improvement.
But the Mustang proves the most precise and easiest to drive during aggressive manoeuvres, particularly when entering corners. And not only is it a little more comfortable on a straight line, but it’s considerably stiffer on the lateral plane as well, as I got the chance to discover myself on the Calabogie track.
Initially, I was afraid the electric steering system would prove a little too bland, but it turned out to be much more precise and talkative that I thought. In fact, it translates all but a few road sensations.
Lastly, the brakes. Not as successfully pulled off as the rest, the Mustang’s braking system has nothing of the supercar about it. Because of the weight of the beast, braking times are a little slow, but it’s nothing drastic. And thanks to the suspension system, the front weight transfer is controlled well.
Go for it, Dad!
Forgive me for this personal conclusion, everyone: Dad, if you’re thinking of changing cars yet again, take a good look at the 2011 Mustang V6. It’ll remind you of the glory days, but with a modern twist that comes with maturity and wisdom.
As the mechanical components were tweaked, so too the handling needed to be cultivated. Physically, because of its style, the Mustang has a disadvantage: its centre of gravity is very high, and so traditionally it has had to retain its solid axle for the rear suspension.
The engineers managed a veritable coup here. By changing the engine’s position and reducing its overall weight, they succeeded in bringing the centre of gravity back to a position that allows for good driveability without too much effort.
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| The Mustang proves the most precise and easiest to drive during aggressive manoeuvres, particularly when entering corners. (Photo: Ford) |
As for the solid axle, I don’t find it as frightfully uncomfortable as some of my colleagues do; it’s now better adapted to the daily grind. The result, without being exceptionally comfortable, is nevertheless a marked improvement.
But the Mustang proves the most precise and easiest to drive during aggressive manoeuvres, particularly when entering corners. And not only is it a little more comfortable on a straight line, but it’s considerably stiffer on the lateral plane as well, as I got the chance to discover myself on the Calabogie track.
Initially, I was afraid the electric steering system would prove a little too bland, but it turned out to be much more precise and talkative that I thought. In fact, it translates all but a few road sensations.
Lastly, the brakes. Not as successfully pulled off as the rest, the Mustang’s braking system has nothing of the supercar about it. Because of the weight of the beast, braking times are a little slow, but it’s nothing drastic. And thanks to the suspension system, the front weight transfer is controlled well.
Go for it, Dad!
Forgive me for this personal conclusion, everyone: Dad, if you’re thinking of changing cars yet again, take a good look at the 2011 Mustang V6. It’ll remind you of the glory days, but with a modern twist that comes with maturity and wisdom.
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