Test Drive: 2011 Ford Mustang GT California Special

My time with the Mustang convertible coincided with the start of one of the sunniest Manitoba summers in recent history. Good thing, because listening to the 5.0’s growl with the top down is one of the fundamental joys that this vehicle has to offer. And by the time my 10-day stint with the car drew to a close, I noticed that I had added a little less than 1,000 km to the Mustang’s clock.

2011 Ford Mustang GT California Special. Click image to enlarge

There were a few surprises present in the Mustang’s driving experience; chief among them the satisfyingly short throws of the six-speed manual gearbox. Just a few inches separates gear positions, but those wanting to crack off lightning-quick shifts should be warned: this is a notchy set-up so patience is rewarded with added smoothness. Clutch effort was also surprisingly light for such a powerful car, which proved to be a boon in stop-and-go traffic.

My first serious time behind the wheel of the Mustang involved a 200-km top-down highway drive to Sandy Hook on the west shore of Lake Winnipeg’s south basin. Turbulence in the cabin is certainly there, although it can be decreased for front-seat passengers by raising the side windows. That just didn’t seem right, so I didn’t do it. The audio system did a stellar job of retaining some semblance of sound quality; a stellar accomplishment in the world of open-air motoring.

The car’s tall sixth gear kept the revs (and drone from the engine) to a minimum, making this a relaxed long-legged cruiser. But because of this, and the car’s lofty 4,250 r.p.m. torque peak, downshifts were required for highway passing.

Even though the Mustang is rated for a highway consumption of 7.6 L/100 km, the car consumed between 10 and 11 with the cruise control set mostly at 110 km/h. This is surprising only if one expects to achieve the published figures in day-to-day driving; however, given the car’s performance capabilities its consumption is par for the course. Actual city consumption ranged between 14 and 16 L/100 km, again way above the published figure of 12.2. Let’s just put it this way: I wasn’t driving this brute with fuel economy in mind.

The Mustang retains its traditional MacPherson front strut and rigid rear axle suspension setup; Ford maintains that an independent rear suspension would have made the car too expensive. On a smooth highway this isn’t an issue; however, it’s impossible to disguise the design on bumpy roads with curves: the car is downright skittish under these circumstances. Steering is satisfyingly quick, but Mustangs have never been known for communicating road feel through the column, and this latest electric-assisted version is no exception. These last two handling shortcomings perhaps best sum up the difference between this pony car and what we expect from true sports cars.

2011 Ford Mustang GT California Special. Click image to enlarge

But like I said, despite the car’s formidable power output, the most fun is had listening to the V8 symphony as it winds through the gears under moderate acceleration. And putting additional pressure on the go pedal certainly doesn’t detract from the experience.

The passenger environment has evolved into a more pleasant place in which to conduct the business of driving. 2010’s redesign preserves the dual-cowl design that buyers have come to expect but incorporates a new one-piece soft-touch upper dash. Gauges with late-‘60s-inspired fonts are black-on-white by day but become much more colourful at night thanks to Ford’s user-customizable interior lighting scheme.

Ford is at its prime with the new Mustang, producing a highly desirable vehicle for those who appreciate the modern muscle car breed. Only a few critical shortcomings prevent this car from appealing to sports car aficionados as well.