2011 Mustang Will Receive 305 HP V6

By Kevin Gordon

11.30.2009

2011FordMustang1280pxAs the Los Angeles auto show approaches later this week, news continues to trickle out regarding upcoming 2010 and 2011 models. Late last night, Ford announced details on the 2011 Mustang. There have been rumors about a revised engine and transmission lineup for the 2011 Mustang over the past few months, and now we have some concrete details about the little sister Mustang, the “can’t get no respect” V6 version. In good news for pony car enthusiasts, the 2011 Mustang will receive a new 305 horsepower 280 ft.-lb 3.7 liter all-aluminum V6. In addition to a horsepower rating that is bumping up against the current V8’s rating, the V6 will also receive new 6-speed manual and automatic transmissions.

This news can only bode well for what Ford plans for the V8 GT-spec Mustang. The current rumor is that the 400+HP 5.0 liter Coyote V8 will find its way under the hood. Next week, a 2010 Mustang GT Convertible will be finding its way to the Autosavant offices. Stay tuned for our impression of the current 4.6 liter V8 in a chassis that should soon come alive with more power. Jump past the break for all the details and the press release from Ford.

It’s easy to assume that the Mustang’s new engine is in direct response to the base 3.6 liter, 304-horsepower V6 found in its arch-rival, the Chevy Camaro.  For the past five months, the Camaro has been outselling the Mustang, and may have a chance to do so for the year at the current pace (the Camaro only went on sale in March 2009, so the Mustang had a head start for a few months).  If the Camaro does outsell the Mustang for 2010, it will be the first time that it has done so since 1985, back in the IROC Z/mullet days.

The new V6 Mustang should be a fairly quick car.  Despite having only one more horse under its hood than the Camaro does (305 vs. 304), it’s several hundred pounds lighter.  Weight-wise, its performance will probably be closest to the Hyundai Genesis Coupe with the 3.8 liter V6, which is very close to the current Mustang’s weight.  The other plus is that the new engine (as well as fitment of transmission with a sixth ratio) is expected to help the Mustang ace the EPA’s fuel economy tests with 18 city/28 highway (or one mpg better than the Camaro in each test), a 25 percent improvement over the old V6, while returning 95 “free” horsepower.  Coupled with some optional v6 performance features, the 2011 Mustang sounds like a significant improvement in many aspects.  Time will tell if the Mustang will manage to outsell the Camaro in calendar year 2010, but chances are that the revised powertrains will certainly help its cause.

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PRESS RELEASES:

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.

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Twin Independent Variable Camshaft Timing (Ti-VCT) Helps make 2011 Ford Mustang v-6 a true thoroughbred

• Ti-VCT technology key to Mustang’s new 3.7-liter V-6 engine’s flexibility, delivering 305 horsepower and a projected 30 mpg highway with six-speed automatic transmission – no other vehicle in the industry can beat that combination
• Variable camshaft timing uses oil pressure to adjust valve opening and closing events, providing improved off-the-line acceleration over non-VCT equipped engines
• Variable valve overlap from Ti-VCT provides better fuel economy and emissions, along with optimized cold-start operation vs. conventional engines



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.

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2011 Ford Mustang V-6 performance package boosts handling, braking; CAR NOW ROAD-COURSE READY

• All-new 2011 Mustang V-6 joins the ranks of performance-tuned Mustang offerings worldwide; available Performance Package combines lightweight 305-horsepower all-aluminum V-6, a 3:31 performance rear axle and Mustang GT-based suspension and braking components
• Unique 19-inch wheels and Pirelli performance tires provide superb grip and aggressive appearance
• Electronic stability control calibration features Sport mode for high-performance driving and track-oriented events

Dearborn, Mich., Nov. 30, 2009 – Around the globe, Ford’s performance-tuned cars are known to provide an uncompromised driving experience in a remarkably civilized package. Growing from that tradition, the new 2011 Ford Mustang V-6 will offer an optional factory-installed Performance Package that combines high-tech horsepower and a taut suspension in a package that will appeal to track-day fans and sports car aficionados alike.

Powered by the same 305-horsepower all-aluminum Ti-VCT V-6 as the new 2011 Mustang, the Performance Package takes advantage of the new engine’s lightweight and high-revving nature to deliver a nimble performance car equally at home on a road course or a road trip.

“The new Performance Package delivers on fast, fun and affordable, combining the all-new 2011 V-6 with Mustang GT prowess,” said Dave Pericak, Mustang chief nameplate engineer. “It’s a true sports car for the new generation and a smart choice for the environmentally-conscious enthusiast. It is a perfect marriage of power, performance and value.”

Borrowing from the Mustang GT, the Performance Package includes numerous suspension, braking and body stiffening upgrades to deliver unparalleled handling performance. That road-holding is helped by a near-equal front/rear weight distribution, providing exceptional transient response along with the car’s slimmed-down curb weight of less than 3,500 pounds.

2011 Mustang Performance Package upgrades include:

• A 3.31 rear axle ratio for quicker off-the-line acceleration
• Mustang GT coupe front and rear stabilizer bars
• Mustang GT front struts and rear shocks/springs
• Shelby GT500 rear lower control arm
• Unique 19-inch wheels
• Pirelli performance tires for improved grip
• Mustang GT front and rear brake calipers with Performance Friction pads
• A strut tower brace for increased body rigidity
• Unique electronic stability control calibration with Sport mode for performance driving
• Unique badging

The 2011 Mustang V-6 Performance Package will be available beginning late next summer, built at the Auto Alliance International Plant in Flat Rock, Mich. The new 3.7-liter V-6 will be built at Ford’s retooled Cleveland Engine Plant No. 1.

# # #

Author: Kevin Gordon

Kevin is Autosavant's owner and Editor-in-Chief, responsible for setting the overall strategy and editorial direction of Autosavant. He's also the primary contributor to Autosavant's YouTube channel (youtube.com/autosavant) where you can find a comprehensive library of new-car reviews.

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9 Comments

  1. Unless the 6-speed actually has two overdrive gears, it’s just a gimick. I’d like to see the gear ratios.

    The existing 5-speed already has gear ratios that are too closely spaced as it is. With my 01 I normally shift straight from 2nd to 4th bypassing 3rd entirly, and very rarely do I downshift into 3rd (it’s too close to 4th to get any decent engine braking)

  2. A pair of small turbos would give this engine over 400 hp and not affect the fuel mileage very much at all. A twin-turbo would be a great performance application for this engine.

  3. I wonder if that 3.7L could also use E85 fuel, one advantage of the ethanol fuel is an higher octane rate.

    Now we can wonder what could be Ford’s next move? A return of an I4 engine maybe in turbo version as a modern incarnation of the Mustang SVO of the 1980s.

  4. 305 is respectable to say the least

  5. Fitting that these Duratec (Cyclone) engines are cast at the Cleveland Engine plant which was famed for the H.O. 5.0 OHV “Windsor” V-8 s (4.9l) that made the Mustang GT the top performer for the money in the 1980s and 1990s.

    With the Duratec 3.5 announced as standard fitment in the 2011 D4 (car) platformed Explorer, it was foregone conclusion that the “Cologne” six (based on a previous OHV architecture) would be deep-sixed in the new Mustang.

  6. Thank You Ford for continueing to improve your products, for not giving up on the Mustang as the others gave up on their cars. Some day Americans will wake up and realize that they have sold the farm to the enemy Hopefully not to Late…

  7. You Yanks are finally coming round to the high output six cylinder. Glad to welcome you to the party, have a pint.

  8. Mark in AZ – What gear ratio are you running? It is interesting to hear that you think they are too closely spaced. Normally, modern cars (with only 5 speeds) suffer from huge gaps in ratios.
    Regent – Good call. If they get the EcoBoost working in the F150 (which they will soon) that would be your engine. The issue it seems is that the HP is going to bump up against the V8 version and the American market needs a V8 in their muscle cars.
    Stéphane – I don’t beleive that this will be an E85 motor. It isn’t something that has caught on in the states.
    George – Check out the big brain on bread. Thanks for the detail.
    Me – Completely agreed. It has been wonderful to see Ford turn things around and continue down the road of making good cars great.
    Margar – If only the inline six was more popular here. I understand that the packaging of them isn’t as efficient, but they are the best. Thanks for all the comments!

  9. The TREMEC tranny used in V-6 mustangs has the following ratios:

    1 3.35
    2 1.99
    3 1.33
    4 1.00
    5 0.68
    R 3.15

    I don’t know why 1st is so steep. If you start in 1st you have to shift to 2nd before you are across the crosswalk. Even starting in 2nd I can squeek the tires from a dead stop, and the old pushrod V-6 is only 193 HP.

    What I’d like to see are the old Toploader ratios, with two added overdives for 5 and 6. 5 should be around 0.75 and 6 should be around .54. A .54 gear is 20% less than the current highest gear, and would take highway RPMs from 2300-2400 down to around 1950-2000.

    I’dhave to check what the factory rear end ratio is, but I noticed in Ford’s press release that tey are prommising a limited slip rear as standard. Good news.

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