“Hey man, sick mustang! Does it have to be green? Oh man, I love that co- OH GOD, OH F***, THAT’S A V6!? Everyone scatter from their location when of the Sunday morning meeting Everyone laughs at the lack of a 5.0 moniker on the bumper You suddenly become a relegated poser to eat at Super Weenie Hut Jr’s as V8 owners have easy access to Salty Spitoon (I’ll be really disappointed if no one gets that reference) V6 Mustang is not respected, why so?
Over the years, the banger six has proven worthy of praise from the media and even some die-hard Mustang enthusiasts who have found it worth a try. The aftermarket is nearly equal in size to its EcoBoost and Coyote-powered relatives and, value-wise, presents a viable all-in-one option in an arguably more compromised sports car realm. So let me try to dispel the “office car” stigma on at least one person.
2011 model with V6 Performance Pack; Photo by Motor Trend
Prior knowledge
Okay, yeah, the stigma was sort of deserved for a while. Previously, the Mustang V6 was admittedly the secretary’s car using sluggish truck engines until the big change in 2011. Seriously outclassed by the competition, Ford ditched the 210hp single-cam 4.0L Cologne engine shared with the next-generation Ranger. a much newer 3.7L, twin-cam, 305hp Duratec dubbed the “Cyclone”. Originally co-developed with Mazda and suited for large sedans and SUVs, this iteration of the Cyclone engine was modified for the Mustang and became standard on the Ford Edge Sport, Lincoln MKZ and, if you can believe it, the Radical RXC.
Along with the new engine came a new Getrag 6-speed manual that replaces the Tremec 5-speed, and a transformative performance package was introduced. The new package added shorter gears (from 2:73 to 3:31) for the limited slip differential. Traction and stability control get a less intrusive Sport mode. The calipers and brake pads are removed from the Mustang GT, as are the stabilizer bars, shocks and springs. A turret mount completes the engine compartment and 19″ wheels shod in Pirelli Pzero tires round out the handling.
And behold, it is not a coyote; Photo by Motor Trend
Upon his release, the Mustang “Chaos”, as the Performance Package cars were named, captured the hearts of many who drove it. The standard car, which Car And Driver described as “disappointing” and with the feeling that “suspension bushings are made from the material inside Stretch Armstrong”, has been heavily rectified with the new handling package. Chassis behavior became calm and balanced, and the car handled its 3,500-pound weight remarkably well.
With 305 hp and 280 lb-ft. on tap, 0-60 on equipped cars manually entered 5.1 seconds and 1/4 mile in 13.7 seconds at 102 mphnearly matching the older 4.6L GT V8s. track tests, the car outperformed the 4.6L GT while beating the Genesis 3.8 R-Spec and the next-generation Subaru WRX. Racetrack proficiency was only hampered by average brakes and a 115-mph limiter that protects the two-piece driveshaft from defecation.
The Mustang S550 V6 ran from 2015 to 2017; Photo from Pinterest
2015 brought the S550 Mustang platform, which toppled the V6 for pure economy and rental car afterthought, as the EcoBoost took over being the entry-level sports car at buy in range. The Performance Package was dropped, and the S550 V6 was not available in Premium trim, meaning it lacked none of the climate-controlled seats, navigation, or adjustable drive modes that other Mustangs enjoyed. However, buyers can still enjoy their Spartan Cyclone cars with a smoother shifting manual transmission and a significantly improved chassis with independent rear suspension. With all the focus on the more modern 4-cylinder EcoBoost, the V6 was eventually phased out after 2017.
Do you like running? Picture of V6 Mustang Performance
Aftermarket support exploded and today you can still find a variety of parts to turn an S197 or S550 V6 into anything you want, just like its more popular siblings. It could be the booster and turn it into a V8 killer? Or how about taking advantage of the lighter nose and better weight balance and turning it into an apex hunter? The aftermarket has never ignored the Cyclone. At nearly every Mustang aftermarket site, the selection of V6 upgrades is nearly as wide as its relatives and helps keep the Cyclone community alive to this day.
Learn that “just a V6” doesn’t mean “penalty box”
My Mustang Performance Pack 2013 Personal Manual
“Why didn’t you buy the V8, mate? Should have the V8. Well, yes, but not really.
I looked for a crowd killer over two and a half years ago because I really liked the Ford, and I felt at the time that I was capable of landing an entry level performance car and leave my Fiat 500 behind me. Although I liked a good, sensible hatch, I tried to leave the hatches and chase a rear-drive coupe. A BRZ or Nissan Z felt too small and focused, and the GTs and EcoBoost were out of my price range at the time. I had driven GTs before including a modified example on a road course. Unfortunately, I wasn’t prepared to regularly lose money on fuel and insurance. I wanted to make sure my next car would be one I could love for years without breaking the bank, so I kept scouring the internet for this Goldilocks car.
Ta-da! I ended up finding this: a 2013 V6 with the Performance Package and a 6-speed manual transmission painted in Chad in all Ford colors, Grabber-Fucking-Blue. I had heard good things about the Mayhem Mustang back then, but I still didn’t expect to be so enamored with it until today.
As a commuter, it’s almost as good as any regular car. The suspension is matched and features an effortless clutch that you can work in traffic for hours and still maintain decent pedal feel. The interior is roomy and comfortable, even though it looks like it’s been mixed with the worst plastics I’ve seen since riding in a 1999 Suzuki Grand Vitara. But that’s it. After all, it’s still a Mustang S197. At least it can still exceed 30 miles per gallon.
Call me a clown, but I wear this 3.7 badge with pride.
Where the car impresses the most is when you activate your favorite cornering set and let go of the hammer. The tires squeal when you shift into second gear, the engine revs freely to its 7,000 rpm redline without the vibration or exhaust noise of a Nissan VQ. The steering in its Sport configuration offers significant weight, if a little numb, and the baby monitors in Sport mode ensure the freedom to drive with a bit more tenacity without ever taking your reins off your hands. The bodywork, even with the GT suspension hardware, still wallows, but that doesn’t mess with the chassis. Instead, the body takes a set, and you can push surprisingly hard into a corner, but with a little less confidence than you would, say, an 86 Toyota. a V8, is certainly a big contributor to the handling of car fleet. He’s an adorable dance partner.
slightly modified with suspension hardware, an angrier rear axle exhaust, and a tune, my car thrilled me on a recent trip to Reno as it navigated the back roads of northern Nevada with ease. Body control was even tighter than before, the engine firing more ferociously as the baby F-Type’s exhaust let out a throaty roar. Those fast, tight hairpins weren’t such a daunting challenge, as I pushed hard enough that the brakes felt like hot pads. The technical routes of Route 341 and Mt. Rose Parkway didn’t make me want a V8. They thanked me for having a car that was lighter and more nimble than any V8 this side of a GT350 could have been. At the end of each descent in the canyon, my face ached from smiling. Did I mention I would still get 30 mpg on the road passes between the gorges?
A young GT owner even seemed to like the Mayhem Mustang.
Still a secretary’s car?
The V6 Mustang is not a penalty box Mustang. It’s just an alternate Mustang.
It may be slower than the GT and have less tuning potential than the EcoBoost, but that’s okay. This car attracted a different buyer when it was new, and it attracts a different buyer now. Either way, they may be budget-conscious young enthusiasts who want more juice than a BRZ and admire the Mustang’s heritage, recognizing the potential that this more user-friendly entry offers. Or maybe it’s not, and they forgot about the GT altogether. Either way, as long as they choose their specs wisely, they wouldn’t be disappointed if they got a new one in 2011 or used it yesterday.
The handling is commendable for a big pony car, it’s as quick as old V8s while still getting gas mileage your bank account will thank you for. The Cyclone is a cherished engine with a nice urge to rev and a pleasing exhaust note, stock or modified, and like any other Mustang, it’s a blank slate for endless modifications.
Maybe I’m just blinded by rose-colored glasses, and the haters are right. Maybe a Mustang without the V8 isn’t a real Mustang, but the little V6 might make an impression and deserves some respect for it.