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Who says you need eight cylinders to have good times? Certainly not the boys and girls at the Blue Oval. Specs released Monday promise a full-fun package in the 2011 V-6 Ford Mustang. The all-aluminum, four-cam heart has 305 horsepower on tap, pouring out at a road-trip-friendly 30 miles per gallon on the highway.
Transmitting those sipping ponies to the street are two six-speed options - manual and auto - that couple with a newly standard limited-slip differential. Suspension has also been upgraded, and Ford has thrown in some high-tech goodies to keep this middle-aged classic firmly in the 21st century.
According to a company release, Mustang’s new 3.7-liter Duratec 24-valve V-6 uses advanced engineering to deliver its power and economy, starting with the “Twin Independent Variable Camshaft Timing” (Ti-VCT) which adjusts the valvetrain almost instantly, sensing driving conditions - and driver intent - to optimize performance.
The engine’s aluminum construction means light weight, but this lump is designed to crank out torque down low, rev to 7,000 rpm and deliver the mechanical music sports coupe lovers crave everywhere in between.
“Mustang is completely transformed with this new engine,” said Derrick Kuzak, group vice-president of Global Product Development. “Everything people love about the car is still there and now under the hood is a V-6 engine that uses premium technology to deliver the power, the feel, the fuel efficiency, even the sound of the best sports coupes in the world.”
The Heart Of The Beast
Two cams per side, offering infinite variation.
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These are six cylinders that are worth a closer look:
With Ti-VCT operating four valves per cylinder, the new Mustang V-6 sends significantly more horsepower and torque (280 ft.-lb.) to the rear wheels than its predecessor – in spite of its smaller displacement. Company brass say behind-the-wheel feel is unlike any Mustang ever produced.
“This new V-6 engine really speaks to what Mustang is all about,” said Barb Samardzich, Ford vice-president of global powertrain engineering. “It produces power everywhere in the rev range and loves to be pushed hard. The Duratec 3.7-liter builds on our promise to use advanced technology to deliver both power and fuel economy.”
The bump-sticks of the Ti-VCT, two per side, operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain, using polished buckets and roller finger followers to reduce friction. The company says this provides as much as three per cent better fuel economy and a 10 per cent improvement in power output over traditional engines.
Composite intake
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Topping the new engine are composite upper and lower intake manifolds, tuned for efficient air delivery and lighter weight. Ignition power is delivered by a high-energy coil-on-plug design, while piston-cooling jets and a lightweight die-cast aluminum cylinder block are said to improve durability and efficiency.
Ford engineers worked their magic top and bottom. A cold air induction system and dual exhaust give the 3.7 a free-breathing flow, with a 7,000-rpm redline and extra-quick throttle response. Down below, a die-cast aluminum deep-sump oil pan provides 10,000-mile oil change intervals, saving drivers money on maintenance and resulting in less waste in oil disposal.
Not forgetting enthusiastic driving is a five-sense experience, designers made sure aggressive, high-performance sounds come from the new engine, from intake to exhaust. Not only does the retuned air intake system minimize losses, it also provides the driver with a satisfying intake rush on hard acceleration. The all-new dual exhaust system is mellow at idle but opens up with a howl at full-tilt.
“This car marks a new type of Mustang,” said David Pericak, Mustang chief nameplate engineer. “We’re using a high-performance quad-cam V-6 with all the bells and whistles in a car that’s become legendary for its handling and roadholding; it’s really going to get a lot of new sports coupe fans excited about Mustang, some for the first time ever.”
The Whole Package
Coil on plug
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As impressive as the new 3.7 V-6 sounds, there’s a lot more technology in the 2011 Mustang. Drivers can get the most out of the new V-6 engine’s output using either an all-new six-speed manual gearbox or a six-speed automatic transmission. Both come with the flexibility and fuel economy benefits of six forward ratios regardless of whether buyers want to shift for themselves or not.
Drivers who prefer a manual gearbox will enjoy the short throws and direct feel of the shifter along with the relaxed cruising permitted by the extra top gear ratio. Customers choosing the automatic will be pleasantly surprised to find the advanced six-speed 6R60 transmission does not sacrifice fuel economy – or performance – for convenience, delivering an expected 30 mpg highway with crisp, quick shifts that maximize torque and horsepower.
The automatic transmission also features a grade-assist or “hill mode” to improve drivability on hilly terrain. This technical innovation uses vehicle input – acceleration, pedal position, vehicle speed and brake status – to automatically determine the correct gear ratio while on an incline or decline. Hill mode eliminates sixth gear, extends lower gear operation on uphill climbs, and provides additional grade or engine braking for coast downs.
The standard 2.73 rear axle provides an ideal blend of cruising fuel economy and acceleration, aided by the wide ratio spread permitted through the use of six forward speeds in the gearboxes. Performance enthusiasts can select an available 3.31 rear axle ratio for better off-the-line launch characteristics.
The powertrain works together to put up some impressive numbers:
• 19 mpg city/30 highway with six-speed automatic transmission, up from 16 mpg city/24 highway on the 2010 model with automatic – a 25 per cent improvement over 2010
• 18 mpg city/29 highway with six-speed manual transmission, up from 18 mpg city/26 highway on the 2010 model with manual
Refinements throughout Mustang’s design contribute to the improved economy, such as the new Electric Power Assist Steering (EPAS) system which eliminates the drag of an engine-operated hydraulic power steering pump, or the aerodynamic improvements such as a new front fascia, tire spats on the rear wheels, modified underbody shields, a taller air dam and an added rear decklid seal.
Handling and driving dynamics
New bodywork enhances economy and handling
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The 2011 Mustang chassis has been tweaked to maintain the balance and driving behavior Mustang owners expect. Damper tuning and spring rates were revised to provide a smooth highway ride while a new rear lower control arm and stiffened stabilizer bar bushings improve stiffness and handling for better cornering response.
While Mustang’s aerodynamic improvements were designed mainly to improve fuel economy, engineers also adjusted the vehicle’s front/rear lift balance which they say helps the car track more securely and feel more “planted” to the road at higher speeds.
Power steering fluid pumped by electric power instead of engine power should have a few advantages, as well. Ford promises steering effort at parking lot speeds is reduced, while high-speed and highway feel are improved. And, they say, because the belt-driven power steering pump is eliminated, EPAS provides a quieter vehicle with fewer components drawing engine power.
EPAS also enables new technologies that adjust for minor driving annoyances. Pull-Drift Compensation adjusts the steering to correct for crosswinds and minor road crowning, while Active Nibble Control helps eliminate the “shimmy” felt at high speeds when a wheel is out of balance or a brake rotor is warped. Both conditions are alleviated by EPAS independent of driver input, helping ensure Mustang delivers a smooth, comfortable driving experience in all conditions.
Also standard on the new V-6 is the limited-slip differential, which provides better handling and more sure-footed grip in poor weather conditions by directing engine torque to the rear wheel with the most traction. When the time comes to slow things down, the 2011 Mustang is also equipped with larger four-wheel ABS disc brakes, with 11.5 inch front and 11.8 inch rear rotors.
Creature comforts and option items
8,000-rpm tach, 160-mph speedo
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To reinforce the sporty nature of the 2011 Mustang, Ford gave all V-6 models a new instrument cluster graphics, including a speedometer that reads up to 160 mph and a tachometer that reads to 8,000 rpm.
There are additional lightweight soundproofing measures help filter unpleasant, high-frequency noises, and occupants also benefit from new door seals and a rear wheel arch liner that reduce road noise for a quieter, more enjoyable drive, all with minimal weight gain compared to the 2010 model.
Enthusiasts who want a premium performance-oriented Mustang V-6 can opt for the new Performance Package, which will be available August 2010. Designed for driving enthusiasts, the Mustang V-6 Performance Package comprises:
• A 3.31 rear axle ratio for quicker off-the-line acceleration
• Firmer Mustang GT suspension
• 19-inch wheels
• Summer performance tires for improved grip
• A strut tower brace for increased chassis rigidity
• Unique electronic stability control calibration with sport mode for performance driving.
For driver feedback, Mustang ups the ante with a standard driver’s message center in the instrument cluster and integrated blind-spot mirrors in the side-view mirror housings.
If you have less experienced drivers pining for the wheel, Ford’s MyKey™ system, designed to encourage safer teen driving and safety belt use, also is available. MyKey allows owners to program the vehicle key using the driver’s message center, controlling top speed and audio volume, locking in the traction control system, and activating a persistent Belt-Minder® safety belt reminder and various speed alert chimes. The kids might not like it, but you’ll rest easier.
Top safety marks expected
Big discs all around
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Mustang’s technological advances are also incorporated in the structure of the vehicle to improve safety. The 2010 Mustang coupe earned the U.S. government’s top five-star crash-test rating, a designation the 2011 model is expected to achieve.
The Mustang’s considerable body stiffness contributes to the coupe and convertible’s driving performance and has a parallel benefit in accident protection. While the coupe’s body structure is approximately 31 per cent stiffer than the previous Mustang platform, the convertible’s is more than twice as stiff – creating a structure that helps protect the cabin from deformation and intrusion in an impact.
Mustang also uses high-strength steel in its body structure and ultra-high-strength steel in the door intrusion beams for additional side-impact protection.
The front structure’s crush zones are computer-designed to absorb energy in a controlled manner and help dissipate it before it can reach the passenger compartment. Ford engineers have run thousands of design iterations of the Mustang’s front rails to arrive at an octagonal shape that helps spread crash forces evenly to aid in protecting occupants.
State-of-the-art technology adds to the convenience and safety of the 2011 Mustang, from the availability of the latest version of Ford SYNC®, with applications such as Traffic, Directions and Information, 911 Assist™ and Vehicle Health Report, to standard AdvanceTrac® Electronic Stability Control, which complements the all-speed traction control and standard Anti-lock Braking System (ABS).
Additional standard safety equipment includes the Personal Safety System™ which features dual-stage driver and front passenger air bags, safety belt pretensioners and Belt-Minder.
The 2011 Mustang will be built at the Auto Alliance International Plant in Flat Rock, Mich. The new 3.7-liter V-6 will be built at Ford’s recently retooled Cleveland Engine Plant No. 1. So far there are no details on pricing or intro date. Watch this space.
— Ken Simmons
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