Let's talk about the V-6-powered 2011 Ford Mustang -- specifically, the one that recently completed 1,457 laps at Bristol Motor Speedway (1,250 kilometres) on a single tank of gas.

Ford accomplished this as part of the Mustang 1,000 Lap Challenge (www.mustang1000lapchallenge.com), seeking to prove that the new, 3.7-litre V-6 qualifies the 2011 Mustang as a fuel-efficient sports car.

There's no doubt that the new V-6 -- which produces 70 per cent more horsepower than last year's 4.0-litre block with lower fuel consumption -- is an impressive feat of engineering, and Ford should be commended for it. But the 1,000 Lap Challenge was a marketing move of questionable value, because it doesn't reflect the Mustang's actual performance.

Rounding the track at an average speed of 70 km/h, Challenge drivers encouraged fuel efficiency by "minimizing the use of air conditioning, steady and consistent driving, avoiding sudden stops/starts and by keeping the r.p.m. low." That's great in controlled track conditions, but it's setting owners up for disappointment when they take the car into the real world, due simply to the demands of daily driving. The slightest acceleration will send the economy gauge skyward, and stop-and-go traffic neutralizes any savings from highway mileage. So, while a 2011 Mustang V-6 is technically more efficient than the 2010 version, it feels like you have to put in far more effort and restraint when driving to make that happen.

But the new V-6 is powerful, maybe too powerful for its own good. The beauty of the old V-6, with its 210 horsepower and 240 foot-pounds of torque, was that it was big and easy-going. With reasonable horsepower and plenty of torque it was a very relaxed and smooth engine, and the right choice for those prizing Mustang style over pure speed. In contrast, the new V-6 feels like it's trying too hard to use its 305 h.p. and 280 foot-pounds of torque. It's not interested in cruising, but it doesn't have the acceleration of the V-8-powered Mustang GT (which also gains a new engine for 2011). It's somewhere in-between, and maybe that's OK, maybe not. You'll need to drive one yourself to make that judgement.

This being said, the Mustang remains a great value and an excellent car. It's a bit unfortunate that the recent changes -- the drivetrains this year and the revised exterior styling last year -- have been done to remain competitive with the returning Chevrolet Camaro and Dodge Challenger, because the Mustang was already far better than either of its newer competitors.

DESIGN

This generation of Mustang looked clean and classic when it debuted but the mid-cycle refresh turned it into something that's aggressive and overly muscular. It's as if it pumped too much iron in the gym, going from sprinter to bodybuilder overnight.

With a bulging hood and arched brow over the headlamps, the Mustang has a predatory look -- especially when done up in the GT California Special Edition package, which adds a chrome billet-style grille and side air scoops behind the doors.

The dashboard centres on two top-mounted, rectangular vents set in a brushed aluminum panel that runs the width of the car and pinches in the middle. The aesthetic is quite pleasing, but ergonomics could be improved by moving those vents and placing the controls higher up.

Compared to newer Fords, the Mustang's materials are beginning to feel a bit dated. That's not a big surprise, as it's one of the older vehicles in Ford's portfolio and suffers in comparison to the materials in the fantastic Fusion and Taurus sedans.

PERFORMANCE

In addition to the new V-6, the Mustang gains a 5.0-litre V-8 generating 412 h.p. and 390 foot-pounds of torque, compared to the 315 h.p. and 325 foot-pounds of torque of last year's 4.6-litre engine. It's also more efficient than its predecessor, and both engines share six-speed manual and automatic transmissions.

If you like acceleration, the V-8 is a better choice. The V-6 struggles through the 3,000-4,000 r.p.m. range, then surges when it hits maximum horsepower at 6,500. There is, however, a ton of torque at the low end.

With a large turning radius, the Mustang requires wide berths in the parking lot. On the road, the steering is sharp and accurate, providing excellent control and great confidence, but understeer is detectable in turns.

The 2010 updates included adjustments to the springs, shock absorbers, and stabilizers, greatly improving ride quality and stability. You feel the bumps on rough roads, but the ride is rarely harsh or tiring.

ENVIRONMENT

For pure style the convertible is the best choice, looking great whether the top is up or folded neatly behind the rear seats. If you want a year-round car with an open-air feel, the coupe's optional glass roof is an absolute necessity. The five millimetre-thick, laminated glass panel is particularly nice for backseat passengers, who won't feel as cramped with an open sky above them, and comes with a retractable sunshade.

Controls are generally sensible, but it would be nice if Ford could decide on a standard location for the three trip-computer buttons, which appear in a new and unusual spot in every different Ford vehicle.

Some of the better additions to the 2011 model are the dual-view side mirrors that eliminate blind spots. They take some getting used to -- and shouldn't replace shoulder checks -- but are very helpful.

Storage is a mixed bag. The trunk is large and useful, with a wide cutout that will easily swallow a golf bag, but the coupe's pass-through space behind the 50/50 split-folding seatback is small. Inside, the storage bin between the front seats is oddly shaped and troublesome to open, while the glove box and door pockets are very small.

FEATURES

Starting at $23,399 for the coupe and $28,415 for the convertible, the 2011 Mustang is available in base, V-6 Pony Package, and GT trim levels, along with a variety of option packages.

Standard equipment includes ABS, stability control, traction control, air conditioning, cruise control, power windows, remote keyless entry, power-adjustable driver's seat, tilt steering, fog lamps, four-speaker CD stereo, compass, tire-pressure monitoring system and front/side airbags.

Other features found as options and on higher trim levels include dual-zone A/C, auto-dimming rearview mirror, navigation system, heated front seats, 10-speaker stereo with Ford Sync, Xenon headlamps and a rearview camera system.

MyColor adjustable backlighting, optional with the V-6 and standard on the G-6, enables the driver to change the colours of the gauges and various interior lights (including the "Mustang" text on the door sills).

Fuel efficiency is rated at 10.7 litres/100 kilometres in the city and 6.4 l/100 km on the highway for the V-6 coupe with automatic transmission, and 11.8 l/100 km and 7.8 l/100 km for the V-8 with automatic.

THUMBS UP

Impressive power gains; sharp handling; excellent convertible and glass roofs.

THUMBS DOWN

Tough competition from Dodge and Chevy; cheap interior materials.

THE BOTTOM LINE

Still one of the most interesting vehicles on the road.

COMPETITORS

CHEVROLET CAMARO

The Camaro sells for $26,995 with a 3.6-litre V-6 producing 304 h.p. and 273 foot-pounds of torque, or a 6.2-litre V-8 tuned for either 400 h.p. and 410 foot-pounds of torque or 426 h.p. and 420 foot-pounds of torque.

There's no doubt that the Camaro is cool, but the Mustang is a much better car for daily usage, and bests the Chevy with its convertible and glass roofs.

DODGE CHALLENGER

Starting at $25,995, the Challenger is equipped with a 3.5-litre V-6 producing 250 h.p. and 250 foot-pounds of torque, a 5.7-litre Hemi V-8 with 372 h.p. and 400 foot-pounds of torque, or a 6.1-litre V-8 with 425 h.p. and 420 foot-pounds of torque.

It's no surprise that the potent Challenger lacks fuel efficiency, but it is surprising that such a huge car could have such a poorly designed trunk, with a small opening that severely limits what you can fit into it. Again, the Mustang comes out as a much easier car to live with.

MITSUBISHI ECLIPSE

The $24,498 Eclipse and $30,498 Eclipse Spyder come with a 2.4-litre inline-four producing 162 h.p. and 162 foot-pounds of torque, or a 3.8-litre V-6 with 265 h.p. and 262 foot-pounds of torque.

While the Eclipse isn't often mentioned along with the Camaro and Challenger, it's the only Mustang competitor available with a convertible roof.