Test Drive: 2006 Ford Mustang V6 Convertible

Click image to enlarge

There’s a stigma that goes along with entry-level models of many cars. It’s the stereotype that says they’re either all underpowered, they don’t look as good as the top-of-the-line version, or a combination of the two. That was certainly on my mind when I picked up my Mustang V6 convertible test car. This latest generation of Mustang has been on sale long enough that they’re now a fairly common sight on Canada’s roads, but the majority seem to be the V8-powered GT model. Did that mean that even buyers not interested in outright performance found the six-cylinder model underwhelming and not worth the lower M.S.R.P.? I was about to find out.

The first impression of the V6 comes when you turn the key. You’re greeted with a sharp bark of an exhaust note that does a convincing imitation of a V8 — so much so that I literally had to check under the hood to see if this car did indeed have a six-banger in there. And a V6 it was, so the next test was to see how well this engine could imitate the performance of a V8.

The GT is capable of serious performance in a straight line — performance the V6 model certainly won’t be able to equal, given its deficit of 90 horsepower and 80 lb.-ft. of torque. That doesn’t make this car underpowered, though — keep the engine above 2,000 rpm and the car will pull away smartly in any gear except the ultra-tall fifth. The power trails off noticeably as the revs approach the engine’s 5,800 rpm redline, though, and the exhaust note isn’t as pleasant up there either – not surprising traits given that this 4.0 litre SOHC six also does duty in the Ford Ranger pickup. In fact, the entire driveline has a truckish feel to it, though that’s not to say it’s unpleasant. I think it gives the car a raw feel that fits with the 60s-throwback exterior.

Click image to enlarge

Ford’s proud to promote the fact that this newest convertible Mustang’s structure is significantly stiffer than that of the previous generation droptop, and that improvement shows in how this car handles rough roads. And while the Mustang droptop’s chassis does bend and flex a little over bumps, my issue with how the car soaks up harsh impacts has far less to do with structural integrity than it does with how it seems like half the car’s interior pieces rattle when a wheel hits a rough patch of asphalt. It literally sounded like something wasn’t screwed together properly in the back seat, though a close inspection revealed nothing out of place. That said, my test car had over 12,000 km on the clock when I picked up the keys — on the high side for a press fleet car — and knowing how press cars tend to be driven hard, I wouldn’t be surprised if the noise was the result of an unusually rough first year in this car’s life. Another annoyance was a pronounced vibration emanating from somewhere deep in the dash that cropped up anytime the engine was turning at about 1,500 rpm — right where the engine spends most of its time if you shift the manual transmission according to Ford’s guidelines for economical driving.

Getting the most out of every litre of gas in city driving — where my test car spent about three-quarters of its time — requires a very light foot. The best I was able to get out of the car was 13.5 L/100 km — pretty far off the Natural Resources Canada city rating of 12.3 L/100 km for my test car, and actually closer to the city fuel consumption rating for the V8. The highway rating of 7.6 L/100 km should be easier to achieve given the car’s tall fifth gear: at 100 km/h, the motor turns a leisurely 2,000 rpm.

But that’s not what this car is about. The Mustang is about style, and even without the GT’s sharp 17-inch wheels — V6 models get 16-inchers instead and the foglights that help fill up the wide grille on the V8 model – the droptop ‘Stang gets attention.

Click image to enlarge

That style is carried over to the interior too where the 60s throwback theme is also continued. The silver strip that runs the width of the dash is attractive, despite not looking particularly expensive. The gauge cluster is more convincing, with chrome trim surrounding the tachometer and speedometer that bookend a centre segment housing fuel, coolant temperature, oil pressure and voltage indicators. One of the coolest toys on the Mustang’s option list is the “MyColour” colour-selectable gauge cluster that’s part of the $635 interior upgrade package (which also adds the silver and chrome brightwork, trip computer, leather wrapped steering wheel and dark charcoal door panel inserts). My tester also had the $895 red leather seats front and rear that brighten up an otherwise dark interior. No upholstery is going to improve comfort in the tight rear seat, but everyone who rode up front — including this driver — couldn’t get over how comfortable the front buckets are.

Other options in my test car included an active anti-theft system ($295), seat-mounted side airbags ($495), a handling package that bundles ABS and traction control ($995), and an interior colour accent package ($245).

Click image to enlarge

Add all those options to the 2006 Mustang V6 convertible’s base price of $27,995 and you get an M.S.R.P. of $32,950 including freight. A base 2006 Mazda MX-5 two-seat sports car sells for the exact same price while a leather-trimmed GT model with a six-speed manual goes for $33,995. It’ll cost you $34,800 to get into the automatic-transmission-only Toyota Solara convertible.

Operating the convertible roof is a simple task: undo the two windshield header latches, then push and hold a button while the roof motors back. I found this car far more pleasant to drive with the top down — when it’s up, a lot of noise gets in anyway, thanks to windows that don’t seal as well as they should. The windows don’t keep water out of the car either, as I discovered during a trip to the car wash. There were small leaks from the top of both front windows and a splash of water got in on the driver’s side where the front and rear windows come together. More annoying was when I opened the door to get in on a rainy day and water running off the side of the roof drained straight onto the electric seat control switch, bringing to mind those “do not immerse in water” labels found on small home appliances.

Click image to enlarge

Not surprisingly, the roof really cuts into elbow room for rear seat passengers and headroom is only okay. The trunk is useable but the folding roof cuts into the space here too.

Other dislikes include the placement of the cupholders — located directly behind the shifter, stashing a bottle, can or coffee cup in one meant having to shift with my arm at an odd angle lest my elbow strike said beverage. Rearward visibility is poor too, especially with the top up. The high rear deck and the standard spoiler (it should be a delete option — I certainly would have liked to delete it from my tester) conspire to render small cars behind you almost invisible.

The steering in my tester made an unpleasant popping sound during tight turning maneuvers that sounded like a bad ball joint, the old-school driveline made some old-school noises, and while the aggressive exhaust note is great while running up through the gears, it gets old fast on the highway where it turns into a monotonous drone.

Click image to enlarge

The V6 model’s suspension does a good job of smoothing out rough roads, but more roll stiffness would be nice. There’s a Pony Package available for V6 models that adds the GT’s bigger wheels and exterior design cues, but I wish Ford would also make the GT’s firmer suspenders available for V6 cars.

As mentioned before, there are several other convertibles around the Mustang’s price point, but I don’t personally think any of them quite have the presence of this latest Pony car. The Mazda MX-5 makes a better driver’s car thanks to its tighter handling, and the Toyota Solara droptop offers better build quality, and both outdo the Mustang handily in terms of refinement but neither will get quite the attention from bystanders that the Mustang attracts. But honestly, I think the GT’s V8 is what makes the Mustang. Sure, the V6 model still has the look, it’s those two extra cylinders that really make this car stand out in spite of its shortcomings.

Click image to enlarge

While all of the hoopla about the new Ford Mustang has (justifiably) been focused on the 300-hp V8 version, Ford’s sales figures indicate that the most popular model in the line-up is actually the 210-hp V6 convertible. Muscle-car purists may scoff at its 4-litre engine, its smaller wheels, and its lack of street cred, but after five days behind the wheel of a Legend Lime tester, it’s easy to see why this particular model has proven so popular.

There’s just something more right about the V6 convertible. A week before, I’d driven a V8 and found it too much car – or more specifically, too much engine – for its chassis. Every prod of the gas set the car shaking, and over rough roads, the GT’s stiffer suspension and bigger tires exposed weaknesses in the car’s structure that weren’t there in the closed-roof coupe. The V6, on the other hand, rolling on high-profile 16-inch tires and on a suspension that’s more designed for leisurely touring than aggressive driving, felt just fine. While there was still the occasional shudder over railroad tracks or potholes, for the most part, the base convertible rode significantly better over most bumps.

While it's 90 horsepower down on the GT, the V6 Mustang is no slouch, either. With 210 horses, and relatively close ratios in its five-speed gearbox, it's fast enough to leave most traffic behind at a stoplight, and sounds pretty good while doing it. While the car's raspy voice isn't as exciting as the V8's almighty burble, it's certainly pleasing to the ears, and acceptably subdued at idle and during cruising, which makes for a more refined driving experience than you might expect. Another high point is the manual shifter that comes with the V6: while it has longer throws and a taller lever, its detents are more positive, and it's easier to shift quickly compared to the heavier gearbox in the GT.

Click image to enlarge

The base Mustang doesn't handle as well as the GT does, either, but then again, the GT isn't that spectacular a handler either: it just has a whole lot of cornering grip. But though you wouldn't pull your V6 Mustang out of the garage for an early-morning blast down a favourite winding road, you would to just take it for a pleasant ride to nowhere in particular. In traffic and on the highway, its quick, light steering, responsive throttle, and easy sightlines make it quite easy to thread through traffic despite its length and width.

Click image to enlarge

You can zip around in it like you would in a much smaller car; indeed, the only time you're reminded of its size and weight is when you hit the brakes. There's plenty of nose-dive, a long pedal travel, and a heart-stopping moment or two when you realize just how long the nose is and just how close you're coming to the car in front of you.

Best to drive at a more leisurely pace, which is what this car seems to want, anyway. Its seats have less bolstering than the GT's - and none of that car's fancy ribbing either - but they're adjustable every which way, and very comfortable on long trips. The base stereo only includes a single-slot CD player, but it sounds fantastic. Wind buffeting is minimal, which is impressive considering just how much of the cabin is in the open air. The best part is, you can bring friends along: while accessing the rear seats isn't easy or elegant, they do offer enough space for adults to sit, so long as the front-seat riders aren't huge. The interior itself shares the GT's fine build quality and symmetrical design theme, but the materials aren't as rich - aluminum on the dashboard is still optional - and the feature content is lower.

Click image to enlarge