THIS MAY BE YOUR MUSTANG
This article is from our archives and has not been updated and integrated with our "new" site yet... Even so, it's still awesome - so keep reading!
Published on Mon, Jan 18, 2010
By: The LACar Editorial Staff
2010 Ford Mustang V6 convertible
AS GOOD AS IT LOOKS
Ford got the Mustang's styling so right in 2005 it was scary. The car looked
from a distance like a 1967-68 model, those round headlights mimicking the ones
on the Steve McQueen Bullitt. They felt that that model had timed out by last
year, however, and they made some changes for 2010. These include making cutouts
in the taillights and adding fender lines. The rear quarters now, to my eye,
look quite Camaro-esque, with their kicked-up sweep. The front of the hood and
the lights and grill, likewise, have a curved downslope, very beak-like.
In short, I'm not crazy about the styling. But you might be, and as the owner of
a car which many people find rather odd-looking, I'm telling you, don't take my
word for taste. Just go out and drive the new Mustang yourself. Chances are, if
you do, you'll try to find a way to buy one. The combination of muscular size
and tight engineering will surprise you if you drive old cars, and surprise you
more if you drive fwd new cars, especially if you're just awakening from your
long winter's "American cars suck" nap.
The car is heavy as a Mustang should be. It's a pony car in the old-fashioned
sense, and driving it feels throwback. This is good. It is not as loud as cars
used to be though, with the engine noise transmitting itself as a kind of
delayed roar rather than a sudden explosion. It's got some refinement to go with
its grunt, in short.
It also features loads of modern features, including good instrumentation (which
changes colors if you buy the right interior package), world-beating a/c, and an
easy to use radio. On the model I had, a V6 Coupe Premium, there were also
steering-wheel-mounted controls for audio, cruise, and Sync (voice activation
stuff).
One innovative feature is the "Easy Fuel" capless filler system. There's no fuel
cap - just a port that works only one way, so you just stick the nozzle in and
squeeze the trigger.
Also nice is the homage to the sixties of triple sequential taillights. Of
course, you won't see them, but you'll think about them every time you signal a
turn.
The one complaint I have is the same as on the last generation Mustang. The
seatback stays forward when you put it up (say to put your briefcase back there,
which you'll do every day), making it necessary to use two hand to find the
setting you had it at before you disturbed it. That really bugged me.
The seats themselves were firm and relatively flat, and the appointments like
the touchpoints, switchgear, armrests, console, etc. are all properly done.
Nothing in the car says cheap, and the way it's all screwed together, it should
stay that way. Gone, in other words, are the days when you buy an American car
and worry about it going kerplunk on you.
Then there's the matter of the engine. The V6 offered now is a 4.0 liter getting
about twenty-four mpg on the highway. The car also comes in V8 trim, as the GT.
So why, as the owner of a GT (albeit an older model) myself, do I recommend the
six-cylinder model? A couple of years ago, I drove a new V8 for a week. It's so
fast it's too fast. Not too fast to handle. That part is fun. Too fast to do
anything with on the street. The 6-speed gearbox lugs in second at 35mph, but if
you give it some gas, you're fifteen miles an hour over the limit in a split
second. It's a nice idea to have all that power on tap, but, and I can't quite
believe I'm saying this, a bit pointless.
The V6, by contrast, is fast enough to feel fast, but not so fast that you're
hanging back with it all the time. In fact, put an automatic tranny in there,
like was in the car I had, and you can drop it in drive, slam your foot to the
floor, and fly. But you're not at sixty-five so fast you have to pull up on the
reins, and around town, you're able to beat the imports off the line with a
roar, but you don't have to worry about Mr. Donut Eater every time you get into
the throttle.
Price-wise, the car is not the bargain that a Focus is, if you're deciding
between one Ford and another to commute in. (And by that, I don't mean cheap.
That Focus is a great little car, with the most silky gearbox in the world.) The
Mustang V6 Premium is about $24,000, plus a grand for the auto box and another
for the fancy tape/spoiler/wheels package. What could you get one for in the
dealership? Who knows, but if you could squeeze them down into the low $20s,
you'd be getting a car that would make you feel pretty good about yourself for a
lot less money than shopping elsewhere.
Everyone who loves cars needs to buy a Mustang once in his/her life. Brand new.
And then drive it either for a year or two until the thrill wears off (it likely
won't) or forever. So for those who can pony up for new wheels in these dark
days, it's best to think no more and just get out to the Ford store. Your car is
sitting there, and probably for a bit of a tempting price, to boot. - Brian
Kennedy
SIDEBAR COMMENT
It took me a while to get used to the look of this newest Mustang. For the most
part, the refinements to its design make sense - the kicked-up rear fender, a la
the 1967-70 models, and the tapering front fenders to reduce the blockish
appearance of the 2005-2009 model. The new taillight treatment takes a bit of
getting used to, but I'm almost there. The execution may not suit everyone, but
no one will mistake it for anything other than a Mustang.
Curiously, the face of the new V6 actually looks more like the Shelby Mustang
than does the new GT. Overall, it harkens back to the 1967-69 models, whereas
the 2005-2009 design leans more toward the 1964-66 models comparatively
speaking. The previous-generation Mustang was a striking statement of heritage.
It was so popular, however, that even the new model lacks some of the freshness
of its all-new competitors, the Camaro and Challenger.
The previous-generation Mustang took a lot of heat for its plasticky interior.
The new one is a vast improvement, with soft-touch surfaces and better-looking
materials. All-in-all, this is the best V6 Mustang ever.
So, why not buy one? Well, Ford recently informed us the 2011 V6 Mustang will
have an all-new engine with 305 horsepower, get 30 miles per gallon, and even
further design refinements. The rear end is available with a blacked out insert, in the
manner of the 1969 Boss 302. The front of the 2011 model is given the billet
grille treatment, not unlike the 1966 model. I think my money is on model-year
2011. - Roy Nakano
SUMMARY JUDGMENT
It's the best V6 Mustang ever, but it's about to get even better.
For more information about Ford products, go to
www.fordvehicles.comÂ
SPECIFICATIONS
Name of model:
2010 Ford Mustang V6
Prices:
$21,395 V6
$24,395 V6 Premium (includes reclining front bucket seats with six-way power
adjustable driver's seat, Shaker 500 audio system with an AM/FM stereo, 6-disc
CD/MP3 player and 8 speakers, SYNC® In-car Connectivity System, and Ambient
interior lighting)
$26,395 V6 Convertible
$29,395 V6 Convertible Premium
EPA fuel ratings (city/highway)
18/26 miles per gallon
Engine:
4.0-liter SOHC 12-valve V6
Horsepower:
210 at 5300 rpm
Torque:
240 pound-feet at 3400 rpm
Transmission:
T5 5-speed manual
5-speed automatic (optional)
Drive configuration:
Front-engined, rear-wheel drive
Steering:
Rack-and-pinion, power-assisted
Suspension
Front: MacPherson Struts with Reverse "L" Lower Control Arms, Stabilizer Bar
Rear: Constant-Rate Coil Springs, 3-Link Design with Panhard Rod
Brakes:
Power 4-Wheel Disc; Available Anti-Lock System with Traction Control
Dimensions
Length: 188.1 inches
Width: 73.9 inches (excluding mirrors)
Height: 56.1 inches
Curb weight: 3401 pounds