We were excited to make a short drive in a V-6 Mustang with the Performance Pack option, but we'll admit our impression was somewhat mixed. After a steady diet of GTs, the V-6 revs OK but lacks the Coyote's low-rpm hit, of course, and we suppose we've become addicted to that hit.
We also noticed the 3.7-liter annoyingly hangs on to its rpm between shifts, and when pushed, the V-6 is thrashier sounding. However, the power is actually entertaining as long as you keep the rpm up. If twisting back roads or open-track duty is part of your fun, the V-6 will hold your interest there. If quick squirts on the street or dragstrip are your style, not so much.
Handling was quite good; had we been on more challenging roads, we might have thought it excellent. Still, the perceived reduction in front axle weight wasn't as strong as we'd hoped, and if we had a V-6 in our garage we'd be eyeballing Boss 302 chassis parts as bolt-ons.
All said, the V-6 has all the refinement inherent in a '13 Mustang and would make a great second car in a Mustang household. Clearly the pricing, insurance costs, and fuel savings are significant incentives, and with some electronic help to rid it of the hanging rpm during high-engine-speed shifts, it would be a great platform to play with or simply put a touch of pizzazz into the daily commute.--Tom Wilson
There was a time in Mustang history, from the later '90s through the early '00s, that we had only a few Mustang models from which to choose. Ford built loads of trick show cars, but few if any made it to the production stage. My how things have changed.
We all know about the Boss and GT500, but now there are so many models available that even we have a hard time keeping track of them all--and that's a great thing.Perhaps even more impressive is that even the base Mustang is available in a number of configurations that exceed the base car.
A long-running option for the sixer is the Pony Package (202A), which delivers a unique grille, striping, badging, and polished wheels. It's that little extra.
For hardcore Mustangphiles, there's the Mustang Club of America Special Edition (203A). This ride gets the requisite MCA logos as well as a billet grille, Sterling Gray Metallic Painted aluminum wheels, a unique fascia with foglights, and more.
Atop any V-6 coupe--save the Pony Package or, curiously, one with white stripes--you can add the highly desirable V-6 Performance Package (67B). We've long wanted this on the order sheet and it's here. It gets you all the brakes and suspension of a GT on a V-6. You also get 19-inch Foundry Black wheels, Performance Friction brake pads, 3.31 gears, and even a unique stability control calibration. For more on that package, check out Tom Wilson's thoughts in our Performance Packed sidebar.
On the V-8 side of things, there is an even more aggressive performance package called the Track Pack (55R), which gets you Brembo brakes, additional cooling, and a Torsen diff. And you can add this to most coupes, however it's not all go on the V-8 side. You can also still order the California Special (402A) and this year it retains the vaunted 5.0 badge. If you select the fetching Cal Special, you'll gain unique badging, stripes, seats, sidescoops, and much more. You also get special Black Painted/Machined-Aluminum Wheels.
In short, we're only scratching the surface of the available options. This is a wonderful Mustang era; you really can order a Mustang to suit your own unique personality.
5.0 Tech Specs
2013 Mustang GTEngine and Drivetrain
Block Low-pressure-cast, 319 aluminum; pressed-in, thin-wall iron liners
Crankshaft Forged steel, fully counterweighted, induction-hardened
Rods Powered metal forging, I-beam, no balance pad
Pistons Cast aluminum
Camshafts DOHC, four camshafts, independently adjustable timing
Cylinder Heads Aluminum, four valves per cylinder
Intake Manifold Composite shell-welded with runner pack
Fuel System Port fuel injection, returnless
Exhaust Stainless steel tubular headers w/ 2.75- to 3-in exhaust
Transmission Getrag MT-82 six-speed manual w/ Hill Assist Start
Rearend 8.8-in w/ limited-slip differential and 3.73 gears
Electronics
Engine management Copperhead
Ignition Coil-on-plug
Gauges MyColor w/ 4.2-inch LCD productivity screen
Suspension and Chassis
Front suspension
K-member Stamped steel
A-Arms Reverse-L
Struts Independent MacPherson strut
Springs Coil
Brakes 13.2-in vented discs w/ twin-piston, 43mm, floating aluminum calipers
Wheels 19x9-in Dark-stainless, Premium painted- aluminum wheels
Tires Pirelli P Zero 255/40-R19
Rear suspension
Shocks Independent MacPherson strut
Springs Coil
Control Arms Three-link
Brakes 11.8-in vented discs w/ single-piston, 43mm, floating iron calipers
Wheels 19x9-in Dark-stainless, Premium painted- aluminum wheels
Tires Pirelli P Zero 255/40-R19
What was once a throne fit...
What was once a throne fit only for a Boss 302 owner is now a perch fit for even a V-6 Mustang. Yep, the Recaro seats are optional on both V-6 and V-8 coupes. For us, they move from optional to essential. They are some of the best Mustang seats we've had the pleasure of driving in. The Recaros deftly balance comfort and support, making them friendly for daily use but capable for an occasional track day. If you do opt for the standard seats, they now have adjustable headrests, which is a great step forward.
You'll know that a '13 has...
You'll know that a '13 has Brembo brakes if it rocks these 19x9-inch Dark Stainless Premium Painted Aluminum wheels. However, it could have the Brembo package or its big brother, the Track Package. The Track upgrade also adds a Torsen differential, a Boss 302 radiator, and an engine oil cooler. For the serious corner-carvers, this gets you a lot of the Boss 302 mojo, sans the glorious engine and suspension tuning.
If you've seen a Coyote 5.0...
If you've seen a Coyote 5.0 in an '11-'12 Mustang, you'll see the same thing in a '13. Its beauty is more than skin deep, however. Yes, lurking inside the engine are a few hardware changes that stack up to an additional 8 horsepower. Those gains come mainly from reduced windage via deleting the piston oil squirters, as well as some new rings and a phosphorous coating on the pistons. Stack up those little changes and you get some power. It's not just a few magic numbers in the calibration that created that power.