2011 Ford Mustang GT Convertible
05/26/2010
Shahed Hussain
The Mustang GT remains the prototypical muscle car, and the convertible adds the undeniable appeal of open-air driving. Recently redesigned for 2010, Ford made significant changes under the hood for 2011 with the addition of a new 412-bhp 5.0L V-8 for the GT. Available with a choice of 6-speed manual or automatic gearbox, the GT also gets a standard limited-slip differential. Suspension refinements were designed to improve both ride comfort and handling. Pricing starts at $27,145 for a V-6 convertible, while the GT is significantly more expensive $34,645. At the top of the lineup is the Shelby GT500 convertible at a lofty $53,645.
Ford enhanced the Mustang's interior with higher quality interior plastics, aluminum dashboard panels, and softer seat upholstery. Notable options include a navigation system, a MyKey system to limit vehicle performance, and Sirius Travel Link which integrates weather and traffic information with the navigation system.
Among its domestic competition, Ford is alone for abandoning pushrods for overhead cams in its V-8 powertrains. The Mustang's new 5.0L V-8 is a sophisticated all-aluminum DOHC unit with variable valve-timing (Ti-VCT), which bumps up low-RPM torque by 5% and elevates horsepower 7%. As an added bonus, fuel consumption drops 4.5% and so do exhaust emissions. The Mustang now cranks out 412-bhp @ 6500 RPM, and torque peak is an impressive 390 lb.-ft. @ 4,250 RPM. EPA rated fuel consumption for the 6-speed manual is a reasonable 17/26 MPG (city/hwy.); the automatic achieves similar mileage at 18/25 MPG (city/hwy.).
Ford kept the traditional independent front and solid axle suspension that traditionalists expect. MacPherson struts, coil springs, and a tubular stabilizer bar comprise the front suspension. At the rear, the 3-link solid axle includes a Panhard rod to laterally locate the axle, and trailing links for longitudinal control. Disc brakes front and rear can be upgraded to Brembo units, and 19-inch alloy wheels and performance summer tires are available.
A short drive in the Mustang revealed a surprisingly compliant ride, and minimal rear axle hop, even over bumpy roads. However, there's no way to hide the muscle car under the skin: mash the gas pedal, exhaust rumble fills the air and the Mustang squats down and accelerates in a linear rush of power. The 6-speed shifter, topped with a cue-ball knob, has very narrow gates between gears, so it's easy to get fifth when you want third. Shifting gears rewards a deliberate hand; the transmission doesn't like to be hurried. In contrast, clutch effort is light, with progressive engagement.
Losing the steel roof causes less cowl shake and body shudder than we expected, but handling precision suffers from the inherent flex of a convertible body structure. Unleashing all 390 lb.-ft. of torque causes the chassis to visibly twist. Wind noise and turbulence are typical annoyances convertible owners tolerate, but the Mustang keeps these distractions to a minimum. Maintaining normal conversation at highway speeds is no problem. The front seats are supportive without being confining, perfect for an extended journeys.
Mustangs have often been defined by their powertrain, and the return of the 5.0 V-8 is cause for celebration among Ford enthusiasts. Add the open air ambiance of a ragtop, and the Mustang GT becomes nearly irresistible. We would be more enthused if the GT didn't cost around $35K, but the V-6 convertible is available for eight thousand dollars less, which arguably makes it the best bargain in the lineup.