2011 Ford Mustang V6 Rewiev

As Carroll Shelby so famously quipped, the Ford Mustang was once best viewed as a "secretary's car" - that is, a two door coupe aimed at those who want the sporty look, but not necessarily the substance.

Ol' Carroll was referring to the first run of Mustangs, none of which offered its few high-performance contemporaries any real reason to shake in their bias-ply rubber, but the term has most certainly continued to apply to any base model Mustang since.

Until now.

Faced with upcoming competition from Chevrolet's reborn Camaro, which comes standard with 304 horsepower from its V6, Ford set out to shoehorn a more powerful base engine under the hood of its refreshed-for-2010 Mustang. The goal in Dearborn was to unseat the bowtie boys by offering even more low-guilt 21st century grunt.

On paper, the Mustang delivers. 

What is it?
In what has become a frustrating new Ford tradition, the automaker unveiled a redesigned model a year prior to really finishing out the project with a new powertrain. We've seen this before in the Escape, Five Hundred/ Taurus, Edge and Lincoln's Zephyr-cum- MKZ and we still don't understand Ford's rationale.

Not even 18 months ago, Ford debuted a heavily revised 2010 Mustang that built in the decent new-for- 2006 model by refining its look inside and out and dialing in its suspension. We loved the way it weaved through corners and we liked the interior upgrades, but we knew that the Dodge Challenger and Chevrolet's soon-to-debut Camaro offered up way more performance. The 2010 Mustang retained its vintage 4.6-liter V8 ( Mustang GT) and truck-like base model 210-horsepower 4.0-liter V6, two engines that had long fallen behind the times.

What a difference a year makes. 

The range-topping GT's all-new 5.0-liter V8 is undoubtedly the biggest news for Ford's ponycar, but the base V6 model aims to satisfy the buying masses.

A 305-horsepower Duratec V6 lifted from a few of the automaker's other offerings mates up to a choice of new six-speed manual and automatic transmissions. And, when properly equipped, the EPA rates a V6 automatic like our test car at a positively econo car-like 31 mpg on the highway.

What's it up against?
Mustang's obvious rival is, of course, the Chevrolet Camaro V6, but don't count out Dodge's Challenger SE. Although down on powertrain tech and grunt, the heavy 250-horsepower cruiser been given some new appearance packages to make it at least look like the big boys.

And although the notion of a Korean performance coupe was impossible to fathom the last time these secretary's rides gathered, the Hyundai Genesis Coupe V6 has all examples of Detroit iron in its sights. It boasts the most horsepower in this V6 coupe class - 306 ponies - and a unique style all its own.

Any breakthroughs?
After last year's massaging, the big news here is that V6. Our test car came loaded up with all of the features designed to make the most out of its mpgs, including a 3.31 rear axle ratio, the six-speed automatic and standard Michelin Energy Saver A/S low rolling resistance tires.

How does it look?
Hardly changed from 2010's refresh, the only way you'll distinguish a gas-sipping '11 Mustang V6 is by checking out its tires. At least they'll draw your eyes. The Michelin tires are an enthusiast's worst enemy thanks to their narrow width and tall sidewalls. They fill every inch of the Mustang's wheel wells in an almost cartoonish manner. Luckily, Ford offers optional 18-inch alloy wheels riding on lower profile tires for $495 for those who put an emphasis on style over efficiency.

Otherwise, the Mustang V6 makes a strong case for itself. We like the more aggressive front fascia Ford gave the car last year, which builds on the 2005's retro-modern theme. We're less sold on the jutting out tail, but at least the trick one-at-a-time blinking vertical tail lamps will amuse other drivers.

The Camaro and Challenger definitely draw more stares - and more cell phone cameras - but the Mustang's familiar look is still attractive enough to garner plenty of second glances.

And on the inside?
Again, not much separates the 2011 from last year's thorough sprucing up. That's mostly a good thing even if there is still plenty of room for improvement.

The Mustang's dashboard retains the blocky dual cowl style reintroduced in 2005, but it traded some of the worst plastics the industry has ever seen for soft touch materials and low-sheen panels. The center stack eschews Ford's parts bin box radio and climate controls for a mostly convenient and logical button-fest arrangement.

A firm and supportive power-adjustable driver's seat (the passenger's is a little low) is well positioned behind a revised steering wheel that now offers a better view of the slightly overstyled gauge cluster. A mostly intuitive menu system allows drivers to customize the background color of those dials - a nifty touch that should be offered on more vehicles.

Our biggest gripe with the Mustang's interior continues to be its alarmingly low-rent door panels. Covered in the hardest plastic offered in any new car, they stand in stark contrast to the price-appropriate soft touch materials elsewhere. They also don't provide much of a cushioned arm rest for the driver.

But does it go?
The heart of the 2011 Mustang V6 isn't entirely new; we've seen this 3.7-liter before in everything from Lincoln's MKS to Mazda's CX-9 and Mazda6, the latter of which is built alongside Ford's ponycar in Flat Rock, Michigan.

For this application, it has been given twin independent variable cam timing and a true dual exhaust system to help save fuel and bump up power to 305 ponies, a figure that nearly tops last year's Mustang GT's 315. At 280 lb-ft., it doesn't offer as much torque as that higher displacement eight did (325 lb-ft.), so the 2010 GT will still outrun it. But it does offer grunt of a different, rev-loving flavor.

Once fired up, the V6 settles into a lumpy idle we don't remember seeing in a Lincoln or Mazda. We also don't remember the driveline clunk experienced when putting the shift lever into drive, so we'll chalk up some of our test car's refinement questions to its early production press car status.

The 3.31 rear axle ratio doesn't give the Mustang a lot of power right off the line, but momentum builds quickly shortly after tip-in. Smooth and especially sonorous above 4,000 rpm, the V6 has the heart of a sprinting race horse. This V6 loves to play high in the rev range, making it all the more saddening that its six-speed doesn't offer a separate manual-style gate. A set of paddle shifters would work wonders here.

The six-speed does at least fire off rapid, firm shifts during hard acceleration, although it became easily confused during slow around town dawdling. We're not entirely sold on this six-speed automatic, which seems to be tuned too much for fuel economy. Maybe a sport mode that holds gears longer is all it would take.

Mustang's V6 doesn't provide quite grunty torquey feel of the outgoing Mustang GT, but it is nonetheless a very quick coupe, absolutely blowing away the old, anemic 4.0-liter V6. We found ourselves seeking on ramps and deserted highway stretches in order to put the muscle into action. We're simply not used to revving a Mustang in ways the 2011 demands; both the outgoing V6 and V8 were disgruntled any time the tachometer ventured beyond 3,000 rpm.

What the Mustang provides is a much splashier, higher energy driving experience than you'll find in an equivalent Camaro. GM's offering provides smoother and more predictable shifts, but its V8 lacks the sporty tuning we would like to see, instead feeling like what it is: A sedan engine in a low-slung coupe.

But don't get too excited; the momentum runs out when the road gets curvy if you don't option up to the high-performance 18-inch alloy wheels. While the tall sidewall of the low rolling resistance 16s gave our Mustang a downright plush ride, they squealed at the hint of a turn in the road. Simply put, these tires were selected for their ability to contribute to the Mustang's 31 mpg highway fuel economy rating, not to positively alter its handling.

At least the newly electrified power steering didn't disappoint. Although a little vague on initial turn-in, the system was nicely and evenly weighted and offered more road feel than we thought the Michelins would transmit. Ford says that the non-hydraulic system saves a little fuel, but it also helps out with underhood packaging. The quick steering gave the Mustang an especially agile feel. While it lacked the straight line stability of the Genesis and Camaro, our Mustang V6 was still an absolute blast to drive, settling nicely into curves and offering predictable response. See, we didn't even need to bring up its archaic - but perfectly acceptable - solid rear axle.

And about that fuel economy: We saw an indicated 33 mpg during a long highway drive, although that number dropped to around 22 mpg in mixed driving. The EPA says to expect 19 mpg in the city and 31 mpg on the highway if you select the automatic. Either way, the numbers are very impressive for a rorty little coupe.

Why you would buy it:
You're looking for a fast and sporty-looking coupe that won't make you look entirely irresponsible to your Prius-owning neighbors.
Why you wouldn't:
You ponied up for a 2010 Mustang GT, a decently fast V8 that is now yesterday's news thanks to a nearly-as-rapid base model.

Leftlane's bottom line
Ford's 2011 Mustang V6 doesn't quite offer the performance of last year's GT, but it sure does come close. Boasting a lower cost of entry and more reasonable insurance than the GT, it will leave only the most hardened V8 fan unimpressed.

We're still grumbling about a few low rent touches to the Mustang's interior and we wouldn't mind seeing the R&D team take another stab at the driveline to dial in a little more refinement. But if a sub-$30,000 sporty coupe fits your bill, the 2011 Mustang makes an easy sell. And you don't have to be a secretary to buy one.

2011 Ford Mustang (V6) Premium base price, $25,845. As tested, $28,875.
Automatic transmission, $995; 3.31 rear axle, $395; Security Package, $395; Red Candy metallic paint, $395; Destination, $850.