2013 Ford Mustang V6 Premium coupe review notes

NEWS EDITOR GREG MIGLIORE: Everyone has been making a big deal about the Subaru BRZ, but when you think about it, a pretty solid sports car has been in front of us for the better part of the past half century. It's called the Mustang, and I would argue this generation of steed is the best yet.
The V6 with a manual is a fun, engaging, somewhat raw car for the weekend. I really enjoyed it. It's simple, fairly light and adequately powered, making for a machine that sounds and feels good to drive. This is one of those cars that resets your brain. You concentrate on nailing the shifts, taking corners energetically and listening to the engine and the radio. The sound of the revs building in synch with a saxophone blaring through the speakers is car catharsis for me.
I'm a big fan of the appearance, too. The Mustang is buff, taut and looks more cutting edge than the last generation, which was flat-out retro. This Grabber blue and dark wheels combo looks pretty sharp to my eyes.
The Mustang is the kind of car that makes you roll down the windows and let the wind in. Now is it perfect? No. The chassis is a little ragged, it's easy (and fun) to make the rear end come unsettled, and the shifts can be a touch notchy. I'm not sure I'd opt for Recaro seats with the V6, though they're pretty comfy for an average-sized male. My disposable income would go to the V8, I think. Still, the Mustang has excellent dynamics and is a hoot to drive.
EXECUTIVE EDITOR BOB GRITZINGER: Lots of looks for this Grabber blue baby--everyone is so taken by the paint that they don't really care that it's only packing a V6 under the hood. I personally enjoy what Ford, GM and Chrysler have gotten out of their V6 engines in this new generation of fuel-efficient 300-hp pony cars. It's enough power to be fun, without driving (and fueling) a big V8 for your entire stewardship. Adding the six-speed manual is a major thumbs-up for the 'Stang.
I'd add that, in addition to the grabbing exterior, the Mustang sports the nicest interior in the genre right now--lots of soft-touch materials, simple throwback analog gauges, functional center stack, perfectly positioned shifter, steering wheel and pedals and a great driving position. Toss in the Recaro buckets and everything jumps up a notch. I am still annoyed by the placement of the center-console release button, which seems to pop open every time I lean my elbow amidships.
Ironically, the biggest rub for me with the V6 is that it's not a great driving powertrain. The V6 is raspy, with little if any exhaust note (seems like an aftermarket tune could fix that in a minute), and the clutch is hard to actuate smoothly. The steering is spot-on and quick, but the rest of the suspension doesn't feel quite so tied down. The result is a less than satisfying driving character in a car that has all the potential to be a value performance star.
It looks great though.
EDITOR WES RAYNAL: I love the color on this 2012 Ford Mustang V6 Premium. I don't know if Ford broke in to Richard Petty's shop and stole some of his Petty blue paint, but this looks dang close to that color. I think overall the car just looks cool.
I'm very fond of the rest of the car as well. I thought the seats were terrific and plenty of room inside--at least in the front.
I think the engine is stout, though of course I'd rather have a V8 in my Mustang. But this ain't bad bang for the buck, and 305 hp out of V6 is nothing short of amazing. Consider: A 1970 Boss 302 had less. Though, I'd want to sex up the exhaust note somehow.
As for the ride/handling, I suppose the best way for me to sum that up is that it rides and handles better than any live-axle car has a right to--that is to say it's a little bouncy and unkempt, but one gets used to it and you can actually plan for it. I thought the car was nice and flingable, and I'd happily drive it everyday. It would definitely be on my shopping list.
ASSOCIATE EDITOR JAKE LINGEMAN: I was a little surprised at the price of the V6 Mustang, but it's the Premium trim. The basic model starts at $22,200. I think the $31,200 price tag should get you a V8.
Despite that, this is the best year of the Mustang since the fifth generation debuted in 2005. The sequential taillights are still there, but now with cool black surrounds. The bulging hood looks tough from the front and from the driver's seat. The nose has become pointier in the last few years, and I think this is the first model to add a chrome strip around the center air inlet. The new headlight design looks sweet at night, and that will be the easiest way to differentiate a 2012 from a 2013.
The love fest continues for the Grabber blue paint. My family loved it, and people approved with thumbs-up around town during the day.
Moving to the driver's seat, Wes is right; this interior is comfortable and exudes quality. The Recaro seats are awesome, but I'm not sure if they're $1,600-awesome. The radio controls took a minute to get used to. I had the iPhone plugged in, and you have to select it as a source every time you get in the car, which is a bit of a pain. Like Bob, I also noticed the center-console opener was exactly where your elbow falls when cruising, quite annoying.
I drove around two friends over the weekend, stuffing a 6-foot-2-inch passenger in the back seat. His knees were a bit splayed, but he said there was enough headroom to be comfortable. Bravo for that, Ford.
I'm a little torn on the powertrain. The 3.7-liter V6 gets this car going, and sounds great once you pass 5,000 on the tach, but it's a little underwhelming in the middle. It sounds more like a Nissan V6 than a Ford Mustang, but I'm sure a muffler shop could fix that. The shifter on the six-speed is tight, and throws are extremely short. From the 1-2 side to the 5-6 side is probably less than three inches, and the throw from front to back are only a bit longer than that. I didn't really notice the notchy operation that Greg did, but it does make some weird noises going into reverse.
Ford is still using the solid rear-axle setup, which doesn't exactly scream advancement. But it does have the system figured out as well as anyone. It can swing the tail out easily, and wheelhop is kept at a minimum.
Overall, the V6 looks like a gem on the streets and even gives enthusiasts something to enjoy. Of course, your other option is a stripper Mustang GT for $510 more, which is an easy decision.
ROAD TEST EDITOR JONATHAN WONG: It used to be difficult to take a V6 Mustang seriously, and often it would be grouped into the chick-car category. But a couple of years ago, Ford slotted in this more than respectable 3.7-liter, and now you can get your V6 Mustang equipped with a slick Performance package. For $1,995 you get 19-inch wheels wrapped with sticky Pirelli tires, stiffened suspension components and upgraded brakes. And for another $1,595 you can get some very supportive Recaro seats.
With all that, you can't turn your nose up at the V6 Mustang because it's a serious performance machine now--especially for the price. It can easily come in at less than $30k if you don't go too crazy with options.
As others have mentioned, the 305 hp provides plenty of push, and the V6 doesn't sound half bad when you have your foot in it and has decent throttle response. The gearbox features a good shift action, but the clutch does take a little time to get used to. The upgraded brakes included in the Performance package have plenty of bite with the more aggressive brake pads, which is nice to have.
When you throw it around, you'll notice its 3,501-pound curb weight when jogging through curves and some dive under braking. However, once you have a particular side loaded up, the car sticks to the road well, helped mostly by the wide Pirelli rubber. And if you want to have a little fun around a corner, a generous push of the throttle will rotate the rear out easily. Steering response is quick, and there's good feel available through the wheel.
Of course, when you start comparing the Mustang to others, the logical opponent is the Chevrolet Camaro. Comparing V6 models, I'm still going to go with the Ford because it is a bit lighter and offers handling that feels more eager and fun overall. Yes, even with the ancient solid rear axle back there, this continues to surprise me in the lower power applications. My feelings change when you start comparing Shelby GT500s with ZL1s, though.
Another car worth taking a look at if you're looking for a V6 rear-wheel-drive sports coupe is the Hyundai Genesis coupe, which is updated for the 2013 model year with more power, revised suspension and some light visual revisions.
2013 Ford Mustang V6 Premium Coupe
Base Price: $26,995
As-Tested Price: $31,280
Drivetrain: 3.7-liter V6; RWD, six-speed manual
Output: 305 hp @ 6,500 rpm, 280 lb-ft @ 4,250 rpm
Curb Weight: 3,501 lb
Fuel Economy (EPA/AW): 23/18.6 mpg
Options: V6 Performance package including summer tires, a limited-slip differential, 19-inch aluminum wheels, strut tower brace, larger front sway bar, SVT rear sway bar, unique front springs, unique front and rear calipers with performance friction pads, unique stability control calibration, 3.31 rear-axle, painted side mirrors, unique engine cover for manual transmission ($1,995); Recaro leather sport seats ($1,595); reverse sensing system and security package ($695)

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2013 Shelby Super Snake to debut at Barrett-Jackson Las Vegas auction

Shelby American is following up its 950- and 1,100-hp anniversary edition Super Snake models with something a little tamer for 2013. Two new versions of the Super Snake are now being offered, one with 662 hp and one with an upgraded supercharger and an output of 850 hp. And, for the first time, a wide-body kit for the pony car will be offered.
The new Shelby GT500 Super Snake—set to debut at the Barrett-Jackson Las Vegas auction Sept. 20-22—starts with a base 2013 Ford Mustang GT500. Shelby American adds a short-throw shifter with an optional 3.73:1 rear-axle ratio, an upgraded suspension and Shelby-designed 20-inch wheels. Underneath, the Snake gains a Borla exhaust system; Wilwood brakes with six-piston front and four-piston rear calipers; and a new cooling package, including a new radiator, heat exchanger and aluminum cooling tanks.
A fiberglass hood is installed—with the Shelby Super Snake design—to reduce weight. Super Snake stripes are available in satin black, gloss white, silver or blue. Super Snake badges with a Shelby registry number are added, while the headrests and floor mats are embroidered with the Super Snake logo.
The full wide-body kit costs $17,995; the rear alone costs $11,995. Both include 14-inch-wide wheels and tires. The kit includes front brake cooling ducts behind the door side scoops.
Optional equipment includes the Ford Racing/Whipple supercharger, which bumps output to 850 hp, an Eibach coil-over suspension and sway bar kit, premium Shelby interior and museum delivery.
The base package costs $28,995 for 662 hp. The 850-hp package jumps to $39,995. The post-title packages do not include the price of a GT500 donor car, which currently stickers at $54,995.

Check out www.ShelbyAmerican.com or call (702) 942-7325.

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2013 Lincoln MKS EcoBoost review notes

WEST COAST EDITOR MARK VAUGHN: When I first saw this mid- to full-size American luxo-cruiser parked in the driveway, I said something like, “nice!” or “such refreshing styling!” or “Is this my driveway?” Its proportions were different from anything else on the road, more upright around the greenhouse with a few sort-of subtle Lincoln signature crosses thrown in here and there. The 2013 model also gets a new front end with a sleeker, swoopier grille. Inside, there were distinct touches that separated this from the competition: the padded dash and padded everything else and the cool flat controls on the center stack for the HVAC and stereo. It was also quiet inside, thanks to the Lincoln/Ford active noise control.
It drove really nicely, too, thanks to Lincoln Drive Control, which “orchestrates the performance” of the suspension. I never got a chance to make the AWD squeal on any snow or even dirt. I really should have taken it to a track to see how the system firmed up the handling when moving the shifter from “drive” to “sport.”
When I took it to my top-secret straight-line testing location, I got 5.5-, 5.4- and 5.3-second 0-to-60 runs, in that order. At that rate, in only 52 more runs I would be getting to 60 in no time at all. But that 365-hp 3.5-liter twin-turbo EcoBoost V6 felt powerful enough for the car's 4,436-pound curb weight. Likewise, the six-speed automatic did everything it was supposed to without any problem.
Then I looked at the sticker—$58,265! I almost died right there in the driveway. That's right, the Lincoln MKS' sticker almost killed me! Granted, this one had $7,590 worth of silly options on it. I could easily have done without any of them. The $4,600 Equipment Group 202A that added blind-spot monitoring, heated steering wheel and memory adjustable pedals, among other things, seemed unnecessary. Neither would I check the options for moonroof at $1,695 and adaptive cruise control with collision warning for $1,295. But that would only lower the sticker to $49,675. What else would my 50 grand buy me in this class? Within a few thousand bucks up or down from the Lincoln are the Audi A6, BMW 528i and 535i, Infiniti G or M sedans, Jaguar XF, Lexus GS350, Mercedes-Benz E-class and Cadillac CTS.
I looked again at the trim. Those air vents looked and felt suspiciously Taurus-like. The ride wasn't quite as refined as competitors in the class. The NVH had barely audible hints of tininess. I could not, in my mind, justify a sticker approaching $60,000 for what in some ways reminded me a little too much of a more pedestrian mass-market, bland sedan. Knowing what the sticker price was had me thinking of this luxury car as a possibly tarted-up Ford Taurus, at least compared to other entries in the class. That's too bad, since I like the styling inside and out and the extraordinary roominess in the passenger compartment—along with the voluminous trunk, which is big enough for four or five people to bivouac or live in should the need arise.
The entry-level MKS with front wheel-drive and a normally aspirated 3.7-liter 304-hp V6 starts at about $16,000 less than this as-tested model, and includes all the exterior and interior styling that comes on the more feature-laden model.
2013 Lincoln MKS EcoBoost
Base Price: $50,675
As-Tested Price: $58,265
Drivetrain: 3.5-liter twin-turbocharged V6; AWD, six-speed automatic
Output: 365 hp @ 5,500 rpm, 350 lb-ft @ 1,500-5,000 rpm
Curb Weight: 4,436 lb
Fuel Economy (EPA): 20 mpg
Options: Premium package including blind-spot monitoring system, HD AM/FM/single CD player, heated steering wheel, memory adjustable foot pedals, power rear sunshade, rearview camera, THX-II cert audio, navigation system, Elite package, multicontour seats, active park assist, heated rear seats, lane-keeping system, premium wood package ($4,600); dual-panel moonroof ($1,695); adaptive cruise control with collision warning ($1,295)

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Glickenhaus may enter LMP1 class at Le Mans

James Glickenhaus, the man who brought you the Ferrari P4/5, is working on a new car to be used in top-level endurance racing such as the 24 Hours of Le Mans, possibly as early as 2014. Recently, sketches of the car—currently called the P4/5 Competizione LMP—have made their way to the Internet.
Glickenhaus made his money in the stock market and film industry, but he became a household name among car guys when he commissioned the one-of-one Ferrari P4/5 Pininfarina. Though Ferrari didn't sanction the build, once they saw the car, they gave the OK for the P4/5 to wear a Ferrari badge.
Later, Glickenhaus developed a Competizione version which was piloted to a 6 minute, 51 second lap around Germany's Nurburgring with help from a kinetic-energy recovery system, or KERS. That's the fastest recorded time for a Ferrari-powered car, though it was wearing race tires, which makes comparing it with any street car an apples and oranges affair.
He will return to the 'ring on Oct. 27 with another evolution of the P4/5, this time with better brakes, new Dunlop tires, better weight balance and a motor bored out from 4.0 to 4.4 liters. The aim is to beat the previous record while competing for the FIA World Championship Alternate Energy Cup.
The new LMP car will not be a Ferrari in any way. After Glickenhaus' Competizione car, he and the Prancing Horse went their separate ways. He is currently looking for some media buzz and an engine manufacturer, and it looks to be going well. Glickenhaus says he already has interest from one manufacturer and is hoping to garner more. He hasn't ruled anything out. Glickenhaus says they could use a diesel powerplant or a smaller turbocharged gas engine. There is also a new technique for recovering wasted turbo energy, which Glickenhaus says is also not out of the question. He's currently working with endurance racing's governing body, the ACO, to understand the rules that he would have to adhere to if he competes.
These are obviously the very early stages of the effort, but if the Internet buzz is any indication, this upcoming year could be an extremely busy one for Glickenhaus et al.

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2012 Mini Cooper S Roadster review notes

EXECUTIVE EDITOR ROGER HART: The 2012 Mini Cooper S Roadster brings out a rush of different emotions. I love the 1.6-liter four-banger; it revs freely and is a smooth runner, with more than enough bite to keep the driving interesting. The six-speed manual has decently short throws and is fun to row through the gears. But the fun for me basically ends right there.
There's a ton of cowl shake—so much, in fact, that my radar detector was practically shaken off its windshield mount on the drive home. No matter how hard they try to stiffen up the chassis on convertibles, cutting the roof off is a major compromise to the car's structural integrity. Add to that our always favorite run-flat tires and a stiff suspension, and you end up with a car that is not all that much fun to ride in or, frankly, to drive.
Also, the whole top-down meter thing is just plain silly. Maybe Mini still wants to court the quirky oddball, but I guess I'm past finding that kind of thing fun.
I'm sure there's a market, somewhere, for the Mini Roadster. I know that I'm not part of that market.
NEWS EDITOR GREG MIGLIORE: This is an energetic, fun little buggy with razor sharp reflexes and dynamics. The Roadster may have the best and most intense on-center steering feel of any car on the market. Pulling hard turns is an exercise in weight and response, which returns a direct, rewarding feel for enthusiast drivers. The chassis is similarly hard. It's stiff, abusive over bad roads and excellent when driven with gusto. With the short wheelbase and small body, this runner wants to be pushed through corners and bends.
I like the six-speed manual with satisfying, true throws that border on the longer side. The clutch is agreeable and nicely weighted, and rowing the gears is a heck of a lot of fun. Stout brakes, too.
The engine is reasonably powered for this small car. It's a mite, so the turbo 181-hp output is more than adequate, especially with this gearbox. It loves to rev, too, and is happiest above the 3,000-rpm threshold.
The cabin is tight, even for a guy of average build, though I found a comfy seating position. The cues—some of which are subtle and some of which are beyond over the top (a gauge for how long the convertible top is down, huh?)—are cute, cool and make for a unique experience.
Some annoyances: The exhaust note crackles upon shifts, which is a little unsettling, and the blind spots are fierce. The interior is also very loud.
I did a commuting lap in this Roadster through the suburbs and some sketchy neighborhoods of Detroit. I'd much rather crack the top off during a long weekend and soak in the summer air. I've done that in other Minis and it's a thrill. This time, not so much. These cars are a riot to drive; however, I just had a rather businesslike night. A lot of people could have fun in Minis, but they're an acquired taste as daily drivers.
EDITOR WES RAYNAL: I'd have to be pretty desperate to want top-down motoring (or for some reason really hate the Mazda MX-5 Miata) to pick this car at $33K.
There are things I like, such as the styling, which looks a lot better than the funny-looking Mini Cooper coupe. The turbocharged engine is flexible and provides good power; the steering is direct and properly weighted. Handling is quick and responsive and almost as good as the hardtop models. Not quite, but close.
Ride quality is a little choppy, much of which I put down to the run-flats—though the chassis is commendably stiff. There are less shake and less rattle than I thought there'd be and, while potholes should be avoided, it wasn't as bad as I thought.
It's a fun little scooter for the most part. I just don't know why one would pick this over a Miata.
ASSOCIATE EDITOR JAKE LINGEMAN: This car is flat-out fun. Power is awesome and aurally pleasing from the 1.6-liter turbo engine, and the six-speed shifter is easy and fun to throw. And I love that Sport button that opens up the exhaust. If you can time it right, you can purposely get it to backfire every time you shift.
Fuel mileage is amazing, if the digital readout is correct. I saw 150 miles on the trip with only two clicks off the readout, out of ten. That means this thing will get 750 miles to a tank! OK, I'm sure it won't get that, but man, this 2012 Mini Cooper S Roadster will travel far on a tank.
As far as the ride goes, this car actually benefits from having a convertible top. The Mini Cooper coupe rides like it's on wagon wheels, great for the track, not so great for the street. Run-flats and low-profile tires will do that. But this car, with a little extra flex in the frame, absorbs that little bit of harshness and makes the car livable. As of now, this is the only car on the planet I would take in convertible form before I would take the coupe. Of course, I would take the standard Mini Cooper S over all of them.
The Bluetooth function is easy to work and I had no problem getting my phone to work with it. The sound system is Harmon/Kardan, which is always quality. The seats are comfy and I like the carbon fiber accents on the doors. Some interior stuff is a bit cheesy, like the top-down time monitor. But, otherwise, it's a decent place to take a drive. It's just not the manliest place.

2012 Mini Cooper S Roadster

Base Price: $28,050
As-Tested Price: $33,550
Drivetrain: 1.6-liter turbocharged I4; FWD, six-speed manual
Output: 181 hp @ 5,500 rpm, 177 lb-ft @ 5,500 rpm
Curb Weight: 2,745 lb
Fuel Economy (EPA/AW): 30/28.8 mpg
Options: Technology package including center armrest, rear-park distance control, Harman/Kardon premium sound ($2,000); Sport package including 17-inch alloy wheels, conical spoke, xenon headlights, dynamic traction control, white turn-signal lights ($1,500); Mini connected with navigation including voice-command, Mini connected, comfort Bluetooth, USB/iPod, Mini navigation system ($750); Lightning blue metallic paint ($500) (not pictured); comfort-access keyless entry ($500); convertible wind defector ($250)

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