So, I’ve just finished a 2,000-kilometre test drive of the 2011 Ford Mustang GT Convertible. A review video, story and photo gallery are in the works for the coming weeks, but I wanted to pass on some information ahead of that about the Mustang GT’s new powerplant.
It’s awesome.
It’s got four cams, 32 variable valves, 8 cylinders and five litres of displacement. The five-point-oh is back, and in a very serious way.
Engineers held little back on this new engine, and it sort of shows. With a now-mandatory emphasis on efficient performance, numerous endeavors help the Mustang’s new ticker turn in plenty of jam, without chugging unleaded like it’s the ‘60s. But there’s more to it than that.
First, it sounds amazing. It’s a big engine, but one that spins, usably, to 7,000 rpm. Power piles on ever more aggressively as the revs climb. The tachometer turns red at redline, requesting drivers to grab the next cog from the now-standard six-speed manual box.
The peaky, high-rpm power curve has a great feel to it; plenty of pull down low, and nearly alarming amounts of it up top. Did I mention that it loves to rev? If Honda ever built a V8, it’d probably be something like this.
Heck, the new five-point-oh boots the Mustang along so quickly, it sort of makes you wonder what Ford fed the ponies – if there are really only 412 of them. It’s the first Mustang GT I’ve driven that required such diligence watching the speedometer.
And the noise; sound effects are a huge part of a car like the Mustang, and Ford knows it. The deep, mellow and semi-exotic but instantly-American sound from this engine hits the mark on quality, definition and volume.
It’s a detailed sound. You can listen to what’s going on inside the engine, almost. And it’s loud enough that you don’t have to go listening for it.
You can almost picture the engineers squeezing every allowable decibel out of the engine compartment for maximum aural pleasure. The noise is thick, meaty and saturating. Oh, and when you romp on it, a special flap opens within a unique ‘sound tube’ that connects the engine to the cabin – effectively blasting ‘60s engine music in the driver’s face. Makes the Camaro sound sort of plain, boring and quiet.
Ok, ok. And it’s also not bad on fuel. You won’t cruise around at 6 L/100km, but for a big, 400-plus horsepower convertible, it’s impressive indeed. My test average landed at 11.8 L/100km, including plenty of visits to the redline during some lead-footed local highway driving, which pegged mileage around 17 L/100km. Worst case scenario.
Highway cruising at 110 to 120 km/h (spare me the emails about the dangers of speeding, please), pegged mileage closer to 10 L/100km.
That’s better than I achieved in, say, less-powerful German stuff like the Mercedes-Benz SL 550 and BMW 650i, both convertibles, under very similar conditions.
Good stuff Ford. Your new five-point-oh is a gem. Stay tuned for the video and story.
It’s awesome.
It’s got four cams, 32 variable valves, 8 cylinders and five litres of displacement. The five-point-oh is back, and in a very serious way.
Engineers held little back on this new engine, and it sort of shows. With a now-mandatory emphasis on efficient performance, numerous endeavors help the Mustang’s new ticker turn in plenty of jam, without chugging unleaded like it’s the ‘60s. But there’s more to it than that.
First, it sounds amazing. It’s a big engine, but one that spins, usably, to 7,000 rpm. Power piles on ever more aggressively as the revs climb. The tachometer turns red at redline, requesting drivers to grab the next cog from the now-standard six-speed manual box.
The peaky, high-rpm power curve has a great feel to it; plenty of pull down low, and nearly alarming amounts of it up top. Did I mention that it loves to rev? If Honda ever built a V8, it’d probably be something like this.
Heck, the new five-point-oh boots the Mustang along so quickly, it sort of makes you wonder what Ford fed the ponies – if there are really only 412 of them. It’s the first Mustang GT I’ve driven that required such diligence watching the speedometer.
And the noise; sound effects are a huge part of a car like the Mustang, and Ford knows it. The deep, mellow and semi-exotic but instantly-American sound from this engine hits the mark on quality, definition and volume.
It’s a detailed sound. You can listen to what’s going on inside the engine, almost. And it’s loud enough that you don’t have to go listening for it.
You can almost picture the engineers squeezing every allowable decibel out of the engine compartment for maximum aural pleasure. The noise is thick, meaty and saturating. Oh, and when you romp on it, a special flap opens within a unique ‘sound tube’ that connects the engine to the cabin – effectively blasting ‘60s engine music in the driver’s face. Makes the Camaro sound sort of plain, boring and quiet.
Ok, ok. And it’s also not bad on fuel. You won’t cruise around at 6 L/100km, but for a big, 400-plus horsepower convertible, it’s impressive indeed. My test average landed at 11.8 L/100km, including plenty of visits to the redline during some lead-footed local highway driving, which pegged mileage around 17 L/100km. Worst case scenario.
Highway cruising at 110 to 120 km/h (spare me the emails about the dangers of speeding, please), pegged mileage closer to 10 L/100km.
That’s better than I achieved in, say, less-powerful German stuff like the Mercedes-Benz SL 550 and BMW 650i, both convertibles, under very similar conditions.
Good stuff Ford. Your new five-point-oh is a gem. Stay tuned for the video and story.