2011 Ford Mustang

Only a year ago, the 2010 Mustang bolted out of the gate after a healthy mid-cycle refresh put even more visual spirit into Ford's original pony car. Now for 2011, that sharper spirit adds real muscle with a more vigorous V6, and the return of the 5-liter V8. So watch out Camaro, it's war, and this thoroughbred is coming up fast!

The 1995 model year was the last year for the Mustang's previous 5.0, as that pushrod Windsor Vee was pushed aside by modern, yet less exciting 4.6-liter overhead cammers. Now, for 2011, all that changes, with both the coupe and convertible gaining a high-output, high-tech 5.0-liter that fits the latest Mustang's heart-compartment perfectly.

Standard in the Mustang GT, the new 5.0-liter V8 churns out 412 horsepower – 97 more than last year – and 390 pound feet of torque – a huge gain of 65. More importantly for fans, it boost Mustang's stature against its main rival the Chevrolet Camaro SS. Mustang's new eight, with stainless steel tubular headers and a seven grand redline, also features Twin-Independent Variable Camshaft Timing. It works both intake and exhaust valves, metering overlap, that delivers more power, more efficiency, and less pollution.

The standard Mustang dons similar variable timing for its new 3.7-liter V6, boasting 305 horsepower—that's an upshot of 95 horses and is just shy of last years V8 rating—and 280 pound-feet of torque, an increase of 40. Both engines feed new six-speed transmissions, manual and automatic. And to help hooking up, all new Mustangs have a standard limited slip differential.

Still, with all this extra firepower actually comes gains in fuel economy. Government Fuel Economy ratings for the V6 Mustang automatic rise to 19 city and a Best in Class 31 highway. And the V8 GT manual now rates 17 city and 26 highway. Our lead-footed team managed 20.5 on premium, as it was hard not to let this pony run wild.

So, we couldn't wait to track test the amped-up Mustang GT convertible we drew for our home stay. This manual 5.0 rippled the pavement from 0 to 60 in 4.7 seconds – that's three-tenths faster than the Camaro SS Coupe we tested last year. The GT then shot through the quarter mile in a quick 13 seconds flat at 116 miles per hour.

Off the line, there's a sweet roar, and a power curve that's flat and tall. Shift throws are short, with just a hint of notchiness. The clutch is nicely stiff, and there is only an occasional rear diff clunk. So, while this powertrain has great muscle, it also has an incredibly smooth flow that separates the Mustang GT from its SS rival.

For sharper handling, Ford tweaked the rear suspension with enhanced lower control arms and a stiffer stabilizer bar. Other parts got attention too, resulting in better dynamics for a car that already scored well. In addition, our GT convertible scored underhood bracing to help compensate for the rigidity lost with the hardtop. The result was only modest cowl shake, and then mostly over harsh bumps.

To clamp down on momentum, our GT tester added the optional Brembo package. Averaging just 118 feet from 60, stops were strong and fade free. In street driving, we found this to be the smoothest power train yet for an American muscle car. Ride, too, surprised us with its compliance. Since Mustang bodywork was all-new for 2010, there was no need for any tweaking there. Wheel and tire choices are plentiful, ranging from 17 to 19 inches.

On the convertible, the power top is very traditional; a sturdy ragtop with manual header latches, and one button drops the windows and then the top. It folds quickly with a flexible boot cover that will be seldom used.

Cockpit design is also unchanged from last year. With the pricey Premium Package, the look is brighter and more upscale than the Camaro SS, with both cars paying far more attention to fit and finish than back in the '60s.

The Mustang's front bucket seats are sporty and comfortable for all day cruising. But since this is a 2+2, rear seat leg room is extremely tight.

As for prices, the V6 Mustang starts at $22,995, while the V8 Mustang GT begins at $30,495. For a convertible, add $5,000 more.

Last year, Mustang got a facelift. For 2011, it gets heart. Now the latest incarnation of the original pony car is complete, at least for the moment. Its rival will be back. And that ensures that as impressive as the Mustang is today, its bloodline will only grow stronger.