Audi might be the hottest brand among luxury carmakers—more styling-oriented and more sporty than others, but still something of an insider's tip. What the brand doesn't have is a history as rich as that of Mercedes-Benz, or even BMW. Audi can be traced back to a number of companies originating as early as 1899, but the brand, as we know it today, did not surface until the 1960s—with some rather bland cars.

It took Ferdinand Piëch, now head of Volkswagen's supervisory board, to turn Audi into a high-tech, premium carmaker. As Audi's chief engineer, he pushed for projects such as the charismatic five-cylinder engine, Quattro all-wheel drive, turbocharged engines, and, ultimately, Audi's advance into the luxury segment with the all-aluminum A8.

Almost 30 years after the launch of the original Quattro, Audi is unveiling the TT RS. We have tried this car, which is unapologetically playing the theme of that legendary Audi 4000–based coupe named Quattro that dominated the international rally scene for years.

And here we thought the 265-hp Audi TTS was just fine. Its high-output, turbocharged four-cylinder gives the Porsche Cayman a run for the money, and it is a credible, sporty alternative to the silky 3.2-liter V-6 TT.

But deep within Audi, engineers wouldn't rest. Few of them understood why the legendary inline-five was ever dropped from the lineup. They wanted a new five-cylinder powerplant. Of course, the TT, based on VW’s flexible PQ35 platform, still had potential. Audi's Quattro GmbH performance division came up with a plan.

Searching for More Turbo Power

Options were evaluated. According to engineers, the 2.0-liter TFSI four-cylinder is reaching its limits in the Audi S3 and VW’s upcoming Scirocco R and Golf R; At 265–270 hp, this four is still a well-behaved unit with controlled turbo lag after launch. But add a bigger turbo for another 40 or so hp, and you get an old-school turbo—lots of lag, with full boost coming at higher rpm. Turbocharge the 3.2-liter VR6, or the 3.6-liter variation sold in the Volkswagen CC? Possible, but VW and Audi are phasing out this engine because it is not in step with fuel-economy requirements.

There was a third option, off the radar screen for most European observers: Tweak VW's 2.5-liter, five-cylinder unit produced in Mexico for the U.S.-market Rabbit/Golf and Jetta. This sturdy 170-hp unit is not exported to Europe. It was developed as a low-cost engine to cater to the North American preference for displacement. In Europe, where the focus is on power and torque instead of cubic inches, this straight-five's job is far more efficiently accomplished by the 1.4-liter twincharged four.

The Mexican inline-five is based on VW's venerable four-cylinder engine code-named EA113. Michael Dick, Audi's board member for R&D, remembers: "For the Mexican engine, we added one cylinder to the four-cylinder unit, and we used a cylinder head basically coming from the Lamborghini Gallardo V-10. The focus was low cost." Dick smiles as he describes how Audi engineers added direct-fuel-injection technology, an intercooler, and a turbocharger with up to 17 psi of boost to create an adequate TT RS powerplant. The result: 340 hp at 5400 rpm and a 7000-rpm redline, twice the power of the naturally aspirated engine.

Audi says the TT RS will do 0 to 62 mph in 4.6 seconds, and top speed is a governed 155 mph or a still-governed 174 mph (a quick check on the options list). Fuel consumption is rated at 26 mpg in the optimistic European cycle, a figure likely to improve with the smart dual-clutch transmission, which knows when to shift to please the authorities.

At about 3200 pounds (in European configuration), the TT RS is slightly heavier than the TTS. Taking out weight would have meant sacrificing everyday comfort, Audi says. We like the sound of the five-cylinder and could do with less sound dampening, but Audi has done us a favor by providing an "S" button that not only sharpens throttle response but also opens a valve in the exhaust for a more authoritative sound.

A New Look for an Old Favorite

The TT RS still looks like a TT, of course, but the styling department, under the guidance of Stefan Sielaff, has come up with a few ideas to set you apart from the nice guys. The front air intakes have grown considerably, so much so that Audi had to lose the fog lights. There is an optional silver bar on the lower end of the front skirt and rear diffuser—an element that will resurface on the upcoming RS5. And the rear spoiler is now a large fixed unit. If modesty is your trait, you can still opt for the regular spoiler, which deploys above 75 mph.

The Audi TT RS is available in Europe right now, as a coupe or roadster. At €55,800 for the coupe, it costs about €10,000 more than the TTS. The roadster version is a real one, no folding metal roof here. The decision on a U.S. launch will be made within weeks, says Michael Dick. Competitors include the Porsche Boxster and Cayman, the BMW Z4 sDrive35i, and the Mercedes-Benz SLK55 AMG. We believe the TT RS will stack up well against any of them. It's about time Audi created some more history here as well.   -  (CAR & DRIVER )

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 3-door hatchback

ESTIMATED BASE PRICE: $57,000

ENGINE TYPE: turbocharged and intercooled DOHC 20-valve inline-5, iron block and aluminum head, direct fuel injection

Displacement: 151 cu in, 2480cc
Power (SAE net): 340 bhp @ 5400 rpm
Torque (SAE net): 332 lb-ft @ 1600 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 97.2 in Length: 165.3 in Width: 72.8 in Height: 52.8 in
Curb weight (C/D est): 3200 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 4.5 sec
Standing ¼-mile: 13.2 sec
Top speed (governor limited): 174 mph

The 2010 Mustang V6 is fitted with a 4.0-liter SOHC engine that can be mated to either a five-speed manual or automatic transmission. The Mustang’s V6 produces 210 horsepower (HP) and 240 foot pounds of torque. Although the Mustang V6 gives up a bunch of HP to both the Camaro and Challenger V6s, Ford’s pony car is significantly lighter than the competition.

The EPA’s fuel economy estimates for the 2010 Ford Mustang V6 are 18 city / 26 highway miles per gallon (MPG) with the manual transmission and 16 city / 24 highway with the automatic.

When driven conscientiously, the V6 Mustang can easily exceed its fuel economy ratings. We put over six hundred and fifty hundred miles on the odometer of our automatic-equipped Sterling Gray review unit and slipped past the official mileage estimates with an average of 27.9 MPG on the Interstate highway and 21.3 MPG combined.

Overall test period temperatures ranged from the fifties through the seventies, with Interstate highway testing temperatures in the sixty degree range.

The 2010 Mustang V6 rolls in at approximately 3,400 pounds with the manual transmission (tack on another fifty pounds or so for the automatic). The Camaro is more than 400 300 pounds heavier, while the Challenger weighs in at the heaviest of the bunch at over 3800 pounds. While the Mustang’s 4.0-liter V6 delivers adequate punch on the roll, off the line performance falls behind the Camaro’s 300 HP direct-injected V6.

In the battle between Chevy, Dodge, and Ford, the Mustang V6’s weight advantage allows its less powerful engine to deliver middle-of-the-pack acceleration.

Fuel economy displays include both average mile per gallon and real-time fuel-efficiency. We always recommend light-footed driving and the use of a real-time fuel economy display as a means to improve gas mileage.

The Mustang’s 16.0 gallon gas tank provides a good amount of highway range. The 4.0-liter engine is designed to run on regular unleaded fuel. The Easy Fuel capless fuel-filler system ensures that you’ll never leave a gas cap behind at the service station.

Top up or down, this one’s a joy to drive.

Out in the twisties, the V6 Mustang out-handles the competition. Never mind that it’s still sporting a coil spring 3-link solid-axle rear suspension setup. A 33.4 foot curb-to-curb turning circle bests the competition. Four-wheel anti-lock power disc brakes are standard.

Our V6 Convertible Premium review unit was equipped with the V6 Pony Package, fog lights, fender badges, pony tape stripe, rear decklid spoiler, and 18-inch polished aluminum wheels. Sequential LED tail lamps are standard.

The 2010 Mustang’s interior sets a high mark, with excellent fit and finish. Our Mustang featured leather-trimmed upholstery, with the Comfort package adding heated driver and passenger seats and six-way power adjustment. Power lumbar support hits the spot.

This little pony delivers the tunes, with an eight-speaker, 500-watt Shaker Audio System, voice-activated Microsoft SYNC, SIRUS satellite radio, and steering wheel controls. SYNC’s USB iPod support and Bluetooth cellphone support earn high marks. There are two power outlets, one on the dash and one in the console. A standard audio input jack is also provided.

Convertible top operation was smooth and easy, although not exceptionally speedy. The Mustang was relatively quiet with the convertible top up. SYNC voice-operation was challenged with the top down, but functional. Although rearward visible isn’t too bad for a convertible (with the top up), a rear view camera is available. - (MPGOMATIC)

Dimensions
Exterior
Length: 188.1 in.	Width: 73.9 in.
Height: 55.6 in.	Wheel Base: 107.1 in.
Curb Weight: 3401 lbs.
Interior
Front Head Room: 38.5 in.	Front Hip Room: 53.4 in.
Front Shoulder Room: 55.3 in.	Rear Head Room: 34.7 in.
Rear Shoulder Room: 51.6 in.	Rear Hip Room: 46.8 in.
Front Leg Room: 42.4 in.	Rear Leg Room: 29.8 in.
Luggage Capacity: 13.4 cu. ft.	Maximum Seating: 4
Performance Data
Performance
Base Number of Cylinders: 6	Base Engine Size: 4 liters
Base Engine Type: V6	Horsepower: 210 hp
Max Horsepower: 5300 rpm	Torque: 240 ft-lbs.
Max Torque: 3500 rpm	Maximum Towing Capacity: 1000 lbs.
Drive Type: RWD	Turning Circle: 33.4 ft.

Fuel Data

(EDMONDS.COM)

HEY,...FOR A FEW BUCKS MORE YOU CAN GET THE GT MODEL !!!...THIS MUSTANG IS GIVING THE CAMARO A RUN FOR THE MONEY. WHILE THE CAMARO DOES HAVE MORE HORSEPOWER & BETTER GAS MILEAGE, IT IS STILL A "TOSS UP" AS TO WHICH IS THE BETTER VALUE. BOTH DELIVER A GREAT BANG FOR THE BUCK SPENT, BUT AT $21,000 THE MUSTANG COSTS A BIT LESS & MAY BE EASIER TO FIND ONE TO BUY. THIS IS GOING TO BE A REALLY HARD CHOICE TO MAKE....???

Many in the automotive press consider the BMW 3-Series the best sport sedan built today. If you're interested in an entry-level luxury sedan that will serve as a family car day-to-day, and a corner-hugging sports car when a winding road presents itself, the 3-Series may be the best you'll find.

The BMW 3-Series has won more awards that its trunk can hold. More than we can list. Put it this way - this car has been one of Car and Driver's "10Best" cars for 18 consecutive years. Nothing else has.

This car loves a curvy road. It offers balanced handling that is almost unparalleled, with near 50/50 weight distribution and suspension tuning biased more toward the sporty end of the scale than most similarly-priced cars. It also offers a selection of powerful engines, allowing buyers to decide how much to spend on speed. There is even a strong twin-turbo diesel that offers tremendous off-the-line torque with good fuel economy.

That sporty suspension, however, is what shoppers need to think hard about before parting with upwards of $30,000. The automotive press tends to fall in love with cars that perform well in track testing - which means cars that are firmly sprung. The result is a fast lap time and a car that will hold a hard turn while losing little momentum to body roll...but that can translate to a choppy ride in day-to-day driving. The 3-Series may not be the right car for those most interested in a luxurious ride. A softer-tuned alternative, like the Lexus ES, may make sense for buyers who don't actually like to drive hard.

< THE NEW 2010 3 SERIES LOOK !!!

^ UHHHH, .....NO THANKS. SOUNDS LIKE A BETTER DEAL THAN THE AUDI TT RS, BUT...OVERPRICED FOR A SPORTS COUPE REGARDLESS OF THE REPUTATION OF THE "BMW DRIVING EXPERIENCE"...OH, PLEASE. BS. NO SALE HERE.

The Dodge Challenger is a modern interpretation of the classic American muscle car. Unlike the unrefined pony cars of yesteryear, the Challenger features the fuel efficiency, safety, handling, technology and build quality expected in a contemporary coupe.

The Challenger is available in three trims: SE, R/T and SRT8. The SE is powered by a 250-hp 3.5-liter V6 with a 4-speed automatic transmission. The R/T's 5.7-liter HEMI V8 features 370 horsepower with the standard 5-speed automatic with sequential shift control, and 375 horsepower with the optional 6-speed manual. The SRT8's 6.1-liter HEMI V8 engine is mated to a standard 5-speed automatic with sequential shift control or an optional 6-speed manual, and whips up 425 horsepower and 420 lb-ft of torque. Touring suspension, 17-inch alloy wheels, air conditioning and power driver?s seat are standard equipment on the SE, and the R/T adds performance-tuned suspension and steering, traction control, stability control, 18-inch alloy wheels, body color spoiler and bright dual exhaust tips. The SRT8 features sport suspension with Bilstein shocks, Brembo brakes, limited slip differential, 20-inch forged alloy wheels, high-intensity headlights, dual hood stripes, heated leather seats, SIRIUS satellite radio, Boston Acoustic sound system, and KeylessGo entry system. Optional equipment includes a multimedia infotainment system with 30-gigabyte hard drive and navigation system, sunroof, and performance tires.

( AOL Autos)

Dimensions
Exterior
Length: 197.7 in.	Width: 75.7 in.
Height: 57 in.	Wheel Base: 116 in.
Ground Clearance: 5.5 in.	Curb Weight: 3819 lbs.
Interior
Front Head Room: 39.3 in.	Front Hip Room: 54.7 in.
Front Shoulder Room: 58.2 in.	Rear Head Room: 37.4 in.
Rear Shoulder Room: 53.9 in.	Rear Hip Room: 51.4 in.
Front Leg Room: 42 in.	Rear Leg Room: 32.6 in.
Luggage Capacity: 16.2 cu. ft.	Maximum Seating: 5
Performance Data
Performance
Base Number of Cylinders: 6	Base Engine Size: 3.5 liters
Base Engine Type: V6	Horsepower: 250 hp
Max Horsepower: 6400 rpm	Torque: 250 ft-lbs.
Max Torque: 3800 rpm	Maximum Towing Capacity: 1000 lbs.
Drive Type: RWD	Turning Circle: 38.9 ft.

Fuel Data

^ AHH, OK, SO IT DOSE NOT HAVE THAT MUCH "PUNCH POWER" IN A V-6,...HMMM. STILL IT DOSE HAVE MORE HORSEPOWER THAN THE MUSTANG. WELL,...THAT'S ONE WAY TO SOLVE THIS QUESTION...BUT ADD A FEW BUCKS MORE AND ....OF COURSE THIS IS THE R/T V-8 VERSION ;

               

WELL KIDS....IT IS THAT TIME.  TIME TO MAKE A CHOICE. WHICH ONE IS THE RIGHT CAR FOR YOU ?....WELL WE KNOW WHICH ONE WE WOULD BUY.

Whoop da shiz : 2011 Ford Mustang V6 makes 305 HP, gets 30 MPG !!!!

by Chris Paukert (RSS feed) on Nov 30th 2009 at 12:01AM

It would be reasonable to expect that Ford might pass over the Mustang and instead devote more attention to its other models since it's fresh off a comprehensive revamp for the 2010 model year. However, that's not what is shaping up in the House That Henry Built.

For 2011, the Blue Oval is introducing a new 3.7-liter V6 Mustang that should give it the firepower and refinement needed to take on Chevrolet's six-cylinder Camaro and Hyundai's upstart Genesis Coupe. But it isn't just the spanking all-aluminum powerplant and its 305 horsepower and 280 foot-pounds of torque that's making the scene for the forthcoming model year. In addition to the Cleveland-sourced mill, there are a pair of fresh gearboxes, a new V6 performance package, and a host of nip/tucks to the interior and elsewhere.

Now, we could grouse on behalf of 2010 MY 'Stang owners everywhere that these upgrades weren't part of last year's mid-life updo, but instead, we'll just be happy that these advancements are arriving at all.

Despite being smaller than the outgoing 4.0-liter V6, the dual-overhead cam 3.7-liter's horsepower and torque ratings represent massive improvements over the 2010 model (305 HP dismisses 210 HP and 280 lb-ft. plays 240 torques). In fact, that's more horsepower than the 4.6-liter V8 Mustang made just a few years ago. While the 305-horse figure only allows the Mustang to pip the crosstown Camaro by a single all-important stallion in the pony car bragging wars, Ford says the powertrain will be good for 30 miles-per-gallon on the highway when paired with its new six-speed automatic, also one notch better than the Chevy.

Click through to the jump to read more details and check out Ford's suite of press releases.

That impressive fuel economy figure isn't just the result of the new engine – a suite of new pieces have been developed in order to maximize performance, including a revised air intake, a pair of new six-speed transmissions (both automatic and manual), electric power steering, and even some aerodynamic tidying, including a revised front fascia, deeper front air dam, rear-wheel tire spats, different underbody shields, and a new rear decklid seal.


The Heart Transplant

Despite those incremental improvements, the centerpiece of the 2011 Mustang is obviously the 24-valve Duratec V6, and it includes Twin Independent Variable Camshaft Timing (Ti-VCT) and polished buckets and roller finger followers in the direct-acting mechanical bucket valvetrain, among other features. Ford officials promise that V6 buyers won't miss the roar of the V8's extra cylinders thanks to a retuned air intake and throaty standard dual exhaust. At the sneak-peek event for this new Mustang motor, Autoblog had the chance to hear the new engine fire up and rev – and it indeed sounds sporty and purposeful. To be fair, however, we only heard the powertrain briefly in an enclosed space (a large development garage on Ford's Dearborn campus), so we'll have to wait until it's out in the open and we're behind the wheel to really get a feel for the 3.7's aural character. Other noteworthy features of the drivetrain include a deep-sump aluminum oil pan that enables less-frequent 10,000-mile oil change intervals and a 7,000-RPM redline.



On the transmission front, Ford has fitted a new six-speed 6R60 automatic (with a special hill assist mode that reduces gear hunting) that allows for the 30 MPG highway bogey, as well as 19 MPG in the urban cycle (a 25 percent improvement over the 2010's 16 mpg city / 24 mpg highway figures). Prefer to shift for yourself? Expect fuel economy to suffer an iota for your enjoyment, with numbers for the six-speed manual falling to 18/29 (2010 MY: 18/26).

Naturally, with an all-new powertrain and its differing weight properties, Ford's engineers also had to turn their attention to the suspension. To that end, the 2011 V6 gets new damper and spring rates, a different rear lower control arm, and stiffer stabilizer bar bushings.


A More Electrifying Steer?



We always get a bit nervous when vehicles move to electronic power steering. Such systems may improve performance by lowering parasitic drag on the engine, but they rarely do any favors for steering feel. Ford assures us that they've worked hard to build a robust "feedback loop" into the system, but again, we'll have to wait and see for ourselves. In the meantime, we'll remain curious about how effective Ford's so-called Pull-Drift Compensation system is at accounting for road crowns and crosswinds, not to mention the amusingly named Active Nibble Control, which apparently helps to exorcise high-speed vibrations caused by wheel balance issues and warped brake rotors. And about those brakes – they're bigger. 11.5-inches in front and 11.8-inchers out back have been borrowed from the GT's parts bin, and there's also a standard limited-slip differential to help get the V6 model's newfound power to the ground.


The Performance Model

What V6 Mustang are we most eager to drive? The new Performance Package model, which is scheduled to go on sale next August, as it promises to provide increased grip and go. For starters, the Perf Pack borrows the uprated front struts and rear shocks/springs from the V8 GT model, along with its thicker front and rear anti-roll bars and the rear lower control arms from the Shelby GT500. Also included is a 3.31 axle ratio for better acceleration, model-specific 19-inch alloys wrapped in Pirelli summer rubber, more lenient stability control programming with a dedicated sport mode, as well as a strut tower brace and the usual assortment of badges.



How will street spotters identify the new V6 Mustang? If the dual exhaust isn't enough of a tip-off, you'll probably have to check the glass. For 2011, all Mustangs get nifty integrated blind-spot mirrors – and if you peek inside the driver's side window, you might catch a glimpse of the new-look instrument cluster which features a 160 MPH speedo and an 8,000-RPM tach.


How Much – and What's Next?

Ford has yet to release any performance estimates or pricing, but despite the big jump in power and content, we don't expect pricing to increase dramatically. Given that the augmented V6 nearly shades the current 4.6-liter V8's horsepower figure (and the fact that the latter engine is comprehensively outgunned by the Camaro SS' 6.2-liter engine's 426 hp and 420 pound-feet of torque, it's no surprise that a new V8 engine is rumored, and we fully expect to see it before this domestic auto show season is out.

The takeaway from all of this? For those who thought that the rekindled pony car wars reached a fever pitch this year with the advent of the refreshed Mustang, long-awaited Camaro and still-warm Dodge Challenger, well... we ain't seen nothin' yet.

2011 Ford Mustang V-6 goes high-tech: new 305-Hp engine, six-SPEED transmission expected to Deliver 30 MPG highway

• For 2011, Mustang makes sports coupe news with a new high-performance, all-aluminum Duratec® 3.7-liter DOHC Ti-VCT V-6 that delivers 305 horsepower and an expected best-in-class 30 mpg highway with six-speed automatic transmission – no other vehicle in the industry can beat that combination
• Six-speed transmissions – manual and automatic – combine with newly standard limited-slip differential and revised suspension for road-carving driving dynamics and handling
• New technology and convenience features include: Standard integrated spotter mirrors; message center; MyKey™ programmable vehicle key; and Universal Garage Door Opener

Dearborn, Mich., Nov. 30, 2009 – The 2011 Ford Mustang puts 305 high-performance horses in the hands of V-6 coupe buyers with a new all-aluminum dual-overhead cam (DOHC) engine that delivers a projected 30 mpg on the highway with a six-speed automatic transmission and fun for drivers on nearly every road.

For 2011, Mustang's new 3.7-liter Duratec 24-valve V-6 uses advanced engineering to deliver its power and economy: Twin Independent Variable Camshaft Timing (Ti-VCT) adjusts the valvetrain in microseconds. Aluminum construction means light weight. It's an engine 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, 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."

New 3.7-liter V-6 engine
With Ti-VCT operating its four valves per cylinder, the new Mustang V-6 powerplant sends significantly more horsepower and torque (305 hp and 280 ft.-lb.) to the rear wheels than its predecessor – despite its smaller displacement. The 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 high output is due largely to Ti-VCT which allows variable control of valve operation across the rev range. The variable cams operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain using polished buckets and roller finger followers to reduce friction. The end result is as much as a 3 percent improvement in fuel economy and a 10 percent improvement in power output versus traditional engines without these advanced features.

Ti-VCT is complemented by special-tuned composite upper and lower intake manifolds 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 improve the durability and efficiency of the 3.7-liter V-6 design.

Performance was the mantra for every aspect of engine design. A cold air induction system and dual exhaust give the 3.7 its free-breathing style with a 7,000 rpm redline and near-instantaneous response to throttle inputs.

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.

Engineers also worked to ensure 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, letting Mustang drivers know they're behind the wheel of a world-class sports coupe.

"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."

Powertrain improvements
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.

Fuel economy improvements
Extra horsepower and refined engine operation will be the most noticeable features to new 2011 Mustang 3.7-liter V-6 buyers while projected class-leading fuel economy, also a standard feature, offers an additional bonus. The numbers speak for themselves:
• 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 percent 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 body, powertrain and chassis design contribute to the improved fuel economy numbers. Examples include:
• The new Electric Power Assist Steering (EPAS) system which eliminates the drag of an engine-operated hydraulic power steering pump
• Six-speed transmissions that allow lower cruising revs without sacrificing off-the-line performance
• 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
With so much additional horsepower standard, the 2011 Mustang received enhancements to its chassis to maintain the outstanding 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. The result is a car that tracks more securely and feels more "planted" to the road surface at higher speeds, helping to keep the tires in better contact with the pavement.

The addition of EPAS marks a new era in driving dynamics for Mustang owners. Steering effort at parking lot speeds is reduced, while high-speed and highway feel is improved for more precise steering and handling. 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.

Mustang buyers choosing the new V-6 will also get a standard limited-slip differential that 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.

Refinements complement advanced features
To reinforce the sporty nature of the 2011 Mustang, all V-6 models will come standard with new instrument cluster graphics, including a speedometer that reads up to 160 mph and a tachometer that reads to 8,000 rpm, reflecting the free-revving style of the new engine.

Additional lightweight soundproofing measures help filter unpleasant, high-frequency noises while tuned intake and dual exhaust add the sounds Mustang buyers relish.

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 2011, Mustang also ups the ante on technology and convenience features, including a standard driver's message center in the instrument cluster and integrated blind-spot mirrors in the side-view mirror housings.

Ford's MyKey™ system, designed to encourage safer teen driving and safety belt use, also is newly available on Mustang. MyKey allows owners to program the vehicle key using the driver's message center to incorporate features such as limited top vehicle speed and audio volume, a traction control system that cannot be deactivated, a persistent Belt-Minder® safety belt reminder and various speed alert chimes.

Top safety marks expected
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 percent 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.




Dearborn, Mich., Nov. 30, 2009 – The heart of every Mustang is its engine, and beneath the hood of the new 2011 Ford Mustang V-6 beats a technological tour de force. Displacing 3.7 liters, the dual-overhead-camshaft (DOHC) 24-valve V-6 uses Ford's Twin Independent Variable Camshaft Timing (Ti-VCT) to produce 305 horsepower and 280 ft.-lb. of torque and is projected to deliver up to 30 mpg highway – a combination unbeaten by any other vehicle in the industry.

Customer benefits of Ti-VCT include extremely precise variable control of "valve overlap," or the window of time in which both the intake and exhaust valves in the engine are open simultaneously.

"This overlap control via Ti-VCT helps us eliminate compromises in the induction and exhaust systems," said Jim Mazuchowski, Ford manager of V-6 powertrain operations. "Drivers are going to notice improved low-speed torque and increased fuel economy and peak horsepower. Plus, there are benefits they won't notice, too, such as reduced emissions overall, especially at part-throttle."

The flexibility allowed by Ti-VCT means Mustang V-6 customers will experience:
• Better off-the-line launch feel, with plenty of the low-end "grunt" for which Mustang is famous. Ti-VCT can deliver up to a 5 percent improvement in low-end torque and a 7 percent improvement in peak power versus non-Ti-VCT-equipped engines.
• Improved fuel economy at all engine speeds resulting in projected 19 mpg city/30 highway with six-speed automatic transmission; 18 mpg city/29 highway with six-speed manual transmission. Ti-VCT alone can account for up to a 4.5 percent fuel economy improvement over non-VCT-equipped engines.
• Lower emissions, with better control of NOx and HC throughout the range of engine operating speeds, reducing atmospheric pollution.

How the technology works
As a DOHC design, the 3.7-liter V-6 uses two camshafts per cylinder bank – one to open the intake valves and one to open the exhaust valves. Traditionally, camshafts only have been able to open the valves at a fixed point defined during engine design and manufacturing. But with modern variable cam timing systems, the camshafts can be rotated slightly relative to their initial position, allowing the cam timing to be "advanced" or "retarded."

Ti-VCT takes this technology and applies it to both the intake and exhaust camshafts of its DOHC design, using electronic solenoid valves to direct high-pressure oil to control vanes in each of the camshaft sprocket housings. By using one valve per camshaft, controlled by the Electronic Control Module (ECM), each intake and exhaust cam can be advanced or retarded independently of the other as engine operating conditions change, providing an exceptional degree of valve timing control.

The new 3.7-liter engine for the 2011 Mustang V-6 will be built at Ford's recently retooled Cleveland Engine Plant No. 1.