New high-performance V6
It displaces 3.7 litres of combustible volume and produces an eye-popping 305 horsepower while achieving a highway fuel economy rating of just 6.4 L/100 km. The new DOHC V6 engine utilizes Twin Independent Variable Camshaft Timing (Ti-VCT) technology to achieve the impressive results, which are augmented by a stout 280 pound-feet of torque prior to the all-aluminum Duratec reaching its generous redline of 7,000 rpm.
Not only does the new powerplant deliver Mustang-worthy punch, it produces a soundtrack that’s unlike any V6 I have yet to experience. The exhaust note at open throttle is befitting something far more exotic than a $30-something-thousand domestic. Kudos to Ford for pulling this feat off. This degree of performance and sound quality from a V6 is not an easy achievement.
In the case of my tester, a 6-speed manual gearbox managed the flow of power on its way to the Mustang’s rear wheels—where incidentally that power has always flowed in this vehicle’s long, rich history. I was surprised by just how short and precise the throws were with Ford’s stubby stick. It provided enough resistance to demand effort and intention without feeling stiff or argumentative.
The pleasing characteristics of the stick nicely complemented my tester’s ride and handling.
Smoother than expected
Suspension dynamics were once a topic of criticism among journalists testing the Mustang—not so anymore. I found the Stang’s underpinnings to impart a realistic yet enjoyable balance between handling ability and ride absorbency.
The vehicle cornered securely without exhibiting body lean or engaging in undesirable antics. The Mustang’s sports-car spirit is well in hand in the convertible, despite the car’s relaxed ride quality. In fact, the indulgent ride attributes of my tester were beyond expectation, making this soft-top steed easy to live with, roof up or down.
It displaces 3.7 litres of combustible volume and produces an eye-popping 305 horsepower while achieving a highway fuel economy rating of just 6.4 L/100 km. The new DOHC V6 engine utilizes Twin Independent Variable Camshaft Timing (Ti-VCT) technology to achieve the impressive results, which are augmented by a stout 280 pound-feet of torque prior to the all-aluminum Duratec reaching its generous redline of 7,000 rpm.
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| It displaces 3.7 litres of combustible volume and produces an eye-popping 305 horsepower. (Photo: Rob Rothwell/Auto123.com) |
Not only does the new powerplant deliver Mustang-worthy punch, it produces a soundtrack that’s unlike any V6 I have yet to experience. The exhaust note at open throttle is befitting something far more exotic than a $30-something-thousand domestic. Kudos to Ford for pulling this feat off. This degree of performance and sound quality from a V6 is not an easy achievement.
In the case of my tester, a 6-speed manual gearbox managed the flow of power on its way to the Mustang’s rear wheels—where incidentally that power has always flowed in this vehicle’s long, rich history. I was surprised by just how short and precise the throws were with Ford’s stubby stick. It provided enough resistance to demand effort and intention without feeling stiff or argumentative.
The pleasing characteristics of the stick nicely complemented my tester’s ride and handling.
Smoother than expected
Suspension dynamics were once a topic of criticism among journalists testing the Mustang—not so anymore. I found the Stang’s underpinnings to impart a realistic yet enjoyable balance between handling ability and ride absorbency.
The vehicle cornered securely without exhibiting body lean or engaging in undesirable antics. The Mustang’s sports-car spirit is well in hand in the convertible, despite the car’s relaxed ride quality. In fact, the indulgent ride attributes of my tester were beyond expectation, making this soft-top steed easy to live with, roof up or down.
 |
| I found the Stang’s underpinnings to impart a realistic yet enjoyable balance between handling ability and ride absorbency. (Photo: Rob Rothwell/Auto123.com) |