2011 Mustang GT takes on 2011 Camaro SS in Motor Trend convertible comparison
The 2011 Mustang has fared well when compared to its rivals, and it’s even done pretty well when put up against cars twice as expensive. The latest battle involves Motor Trend’s comparison of the 2011 Mustang GT and 2011 Camaro SS convertibles. So who won? You guessed it! The Mustang was the unanimous winner. Here’s what Motor Trend’s Jonny Liebermann says about the 2011 Mustang GT Convertible:
As a driver you feel more confident in the Mustang. Not only that, but it’s more fun and a better dance partner in the corners. The rear tires hop around less. The steering feels more direct, the pedals are placed better, the shifter shifts better, and (broken record time), because you can actually see out of the thing, the Mustang allows you to drive faster and more aggressively. All very good attributes for a sports car to possess, no? Plus the Ford sounds great and looks good, just like the Camaro. The problem for Chevy is that we can’t think of a single thing the Camaro does better than the Mustang, save for braking and brake pedal feel. You might whip out the cliché mentioning that the Chevy has an independent rear end whereas the Mustang makes do with a solid rear axle. But I’d argue that the Mustang GT features the most refined solid axle ever fit to a production vehicle, while the Camaro makes do with a very average independent setup.
The 2011 Mustang GT is a gauntlet thrown down, a call out to the rest of the industry, “Look what we can do for around $30k.” Live-axle American cars shouldn’t be able to smoke Audi S5s in every meaningful way, but here we are. Add another $8000 to that starting point and you’ve got an excellent convertible.
Read the rest of the story over at MotorTrend.com.
| 2011 Chevrolet Camaro SS Convertible | 2011 Ford Mustang GT Convertible | |
| POWERTRAIN/CHASSIS | ||
| DRIVETRAIN LAYOUT | Front engine, RWD | Front engine, RWD |
| ENGINE TYPE | 90° V-8, alum block/heads | 90° V-8, alum block/heads |
| VALVETRAIN | OHV, 2 valves/cyl | DOHC, 4 valves/cyl |
| DISPLACEMENT | 376.0 cu in/6162 cc | 302.1 cu in/4951 cc |
| COMPRESSION RATIO | 10.7:1 | 11.0:1 |
| POWER (SAE NET) | 426 hp @ 5900 rpm | 412 hp @ 6500 rpm |
| TORQUE (SAE NET) | 420 lb-ft @ 4600 rpm | 390 lb-ft @ 4250 rpm |
| REDLINE | 6500 rpm | 6750 rpm |
| WEIGHT TO POWER | 9.7 lb/hp | 9.0 lb/hp |
| TRANSMISSION | 6-speed manual | 6-speed manual |
| AXLE/FINAL-DRIVE RATIO | 3.45:1/1.97:1 | 3.31:1/2.15:1 |
| SUSPENSION, FRONT; REAR | Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar | Struts, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar |
| STEERING RATIO | 16.1:1 | 15.8:1 |
| TURNS LOCK-TO-LOCK | 2.5 | 2.6 |
| BRAKES, F;R | 14.0-in vented disc; 14.4-in vented disc, ABS | 14.0-in vented disc; 11.8-in vented disc, ABS |
| WHEELS, F;R | 8.0 x 20-in; 9.0 x 20-in, cast aluminum | 9.0 x 19 in, cast aluminum |
| TIRES, F;R | 245/45ZR20 103Y;275/40ZR20 106Y Pirelli PZero | 255/40R19 96W Goodyear Eagle F1 |
| DIMENSIONS | ||
| WHEELBASE | 112.3 in | 107.1 in |
| TRACK, F/R | 63.7/63.7 in | 62.0/62.9 in |
| LENGTH x WIDTH x HEIGHT | 190.4 x 75.5 x 54.7 in | 188.1 x 73.9 x 55.8 in |
| TURNING CIRCLE | 37.7 ft | 36.7 ft |
| CURB WEIGHT | 4138 lb | 3725 lb |
| WEIGHT DIST., F/R | 51/49 % | 53/47 % |
| SEATING CAPACITY | 4 | 4 |
| HEADROOM, F/R | 37.8/35.7 in | 38.8/36.5 in |
| LEGROOM, F/R | 42.4/30.0 in | 42.4/29.8 in |
| SHOULDER ROOM, F/R | 56.8/42.4 in | 55.3/45.0 in |
| CARGO VOLUME | 10.2 cu ft | 9.6 cu ft |
| TEST DATA | ||
| ACCELERATION TO MPH | ||
| 0-30 | 1.9 sec | 1.9 sec |
| 0-40 | 2.7 | 2.5 |
| 0-50 | 3.6 | 3.5 |
| 0-60 | 4.7 | 4.5 |
| 0-70 | 5.9 | 5.8 |
| 0-80 | 7.5 | 7.1 |
| 0-90 | 9.2 | 8.5 |
| 0-100 | 11.0 | 10.5 |
| PASSING, 45-65 MPH | 2.2 | 1.9 |
| QUARTER MILE | 13.2 sec @ 109.5 mph | 12.9 sec @ 111.8 mph |
| BRAKING, 60-0 MPH | 108 ft | 113 ft |
| LATERAL ACCELERATION | 0.92 g (avg) | 0.91 g (avg) |
| MT FIGURE EIGHT | 25.3 sec @ 0.75 g (avg) | 26.0 sec @ 0.69 g (avg) |
| TOP-GEAR REVS @ 60 MPH | 1300 rpm | 1950 rpm |
| CONSUMER INFO | ||
| BASE PRICE | $37,500 | $38,695 |
| PRICE AS TESTED | $42,280 | $42,585 |
| STABILITY/TRACTION CONTROL | Yes/Yes | Yes/Yes |
| AIRBAGS | Dual front, front side | Dual front, front side |
| BASIC WARRANTY | 3 yrs/36,000 miles | 3 yrs/36,000 miles |
| POWERTRAIN WARRANTY | 5 yrs/100,000 miles | 5 yrs/60,000 miles |
| ROADSIDE ASSISTANCE | 5 yrs/100,000 miles | 5 yrs/60,000 miles |
| FUEL CAPACITY | 18.8 gal | 16.0 gal |
| EPA CITY/HWY ECON | 16/24 mpg | 17/26 mpg |
| ENERGY CONS., CITY/HWY | 211/140 kW-hrs/100 miles | 198/130 kW-hrs/100 miles |
| CO2 EMISSIONS | 1.03 lb/mile | 0.96 lb/mile |
| RECOMMENDED FUEL | Unleaded premium | Unleaded premium |
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- New Product: MRT Interceptor axle-back exhaust system for the 2011 Mustang V6
- Ward's names the Mustang's 5.0L V8 one of the 10 best engines of 2011
- Video: First Roush-supercharged 2011 Mustang hits the drag strip, runs low 11s
- FAST XFI controller now available for the 2011 Mustang 5.0
- New Product: Kooks headers and complete exhaust system for the 2011 Mustang 5.0
- Video: Vortech 2011 Mustang GT makes 577 rwhp on the dyno
- New Product: Ford Racing Shaker Hood System for the 2011+ Mustang GT
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- The Ford Story: 71 year old grandmother purchases a brand new 2011 Mustang GT
Yes MUSTANG is always Champion
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