The new Mustang, which is just freshly on sale, is not
quite but almost a complete re-engineering of the
2010 car.
It has new engines and transmissions, another
refinement to the rear suspension and more attention
to the quality of assembly and alignment of parts
and pieces.
The Mustang has
always been imbued with irresistible charisma,
though it was rough around the edges. The 2011
Mustang — coupe or convertible — is tight, refined,
smooth rolling and quiet. There is no more rear
suspension clunk when going over a bump and the
doors don't clatter when slammed shut. Larger
four-wheel disc brakes — 12.4 inches at the front
and 11.8-inches rear — apply with such finesse that
I couldn't believe I was in a Mustang.
Sports-car enthusiasts will
harrumph at the reworked, rear solid-axle
suspension, but it is compliant and keeps the tires
in contact with the road as if it was four-wheel
independent. Go ahead and push it through a corner,
the rear end does not skip sideways.
The convertible has no noticeable
body flex or shudder when driving over speed bumps
and lumpy road. Air flow with the top down is
comfortable for front-seat occupants, even on the
interstate.
The optional 19-inch Pirelli PZero
Nero tires have an attractive sidewall that enhances
the styling stance. No doubt this gracious rubber
was key to the comfortable ride, and while the tires
will be pricey to replace, they are worth it.
The Detroit Three pony cars —
including Chevy Camaro and Dodge Challenger — are
big coupes with snug, cockpit cabins. But if
utilitarian features help convince a hesitant spouse
on the viability of a four-seat sporty car, the
Mustang has very usable trunk space, the back seats
fold, and there really is some legroom for back-seat
passengers. Entry and exit is also less complicated
than in the competitors.
Sightlines over the hood and over
the shoulder are also better than Camaro or
Challenger, and Mustang offers an optional back-up
camera and video screen embedded into the rearview
mirror. And Mustang's 33.8-foot turning circle
leaves the competition making four-point turns to
catch up.
Mustang is vigorously defending
its space in the muscle-car corral with power and
fuel efficiency. The 3.7-liter V-6 has an aluminum
block and head with double overhead camshafts,
24-valves and twin independent variable camshaft
timing. With the new six-speed automatic, the V-6
convertible has EPA fuel-economy ratings of 19 mpg
city and 30 highway, the coupe has better
aerodynamic proportions and is rated 19/31. With the
new six-speed manual, the ratings are 19/29 for both
body styles.
Depending on the climate in your
region, recommended oil changes can be up to 10,000
miles.
The convertible does not feel
heavy, but it takes a persistent foot to crack the
whip on the horses. There is no sport mode to perk
up engine and transmission response — yet — but for
most users, the performance will be just fine.
For those who want launch force,
there is always the new V-8 engine, now a 412-hp,
5.0-liter, which recalls a proud chapter of Mustang
history. And the EPA rates it for 26 mpg on the
highway.
At nearly $36,000, the test car
was pricey, but somehow the improvements to quality
and drivability made it seem like a smart long-term,
reward purchase. The new Mustang is a completely
different experience from last year's car. I've said
this before about refreshed Mustangs, but if you've
always wanted one, this is the year to get it.
Mark Maynard is driving in cyberspace at Mark.Maynard@uniontrib.com.
COPYRIGHT 2010 THE SAN DIEGO UNION-TRIBUNE.
DISTRIBUTED BY CREATORS.COM.
TOP
