To many, the terms "Mustang" and "high technology" are as mutually exclusive as "China" and "transparent, open society." After all, the first Mustang rolled off the assembly line before the Vietnam War got under way, and in the minds of most people it hasn't changed all that much in the 4.5 decades since. Sure, every once in a while Ford will bolt a fairly high-tech motor into a special edition 'Stang (SVT, Cobra, GT500), but for the most part the original pony car represents exactly that: the origin of the species. Especially when it comes to the base model, the until now lowly – some might say primitive – V6 iteration.

For seemingly ever, Ford has been content to let its low-hanging fruit edition Mustang rot away in irrelevance. Nothing seemed to make the Blue Oval boys happier than stocking every rental car fleet in the nation with soft-riding, underpowered has-beens. Let's make that never-rans. So for the performance minded buyer, the V6 version of the Mustang never even entered the picture. Worse, do you know what car people interested in a V6 Mustang cross-shopped the most? Pat yourself on the back if you said Honda Accord Coupe. In other words, the V6 Mustang was never a sports car.

Now, along comes the 2011 model year and you can throw everything you thought you knew about Ford's entry-level pony car out the window. It simply no longer applies. Gone is the archaic, universally unloved and soon to be totally forgotten 4.0-liter V6. In its place is a very high-tech version of Ford and Mazda's 3.7-liter 60-degree V6. With it, the 2011 Ford Mustang V6 produces 305 horsepower, 280 pound-feet of torque, and yet returns 31 mpg on the freeway according to the EPA. In fact, as Ford was happy to tell us (quite a a few times), the 2011 V6 is the only car ever to produce 305 hp and get 31 mpg. Fabulous numbers no doubt, but they only tell part of the story. In our opinion, the Mustang V6 could be the most significant car released this year. Follow the jump to learn why.

Before we get to the significant part, we'll start with the car itself. For 2011, all Mustangs receive new front and rear fascias. Part of the reason is, of course, aesthetic, but the bulk of the impetus behind the change has to do with mileage. In other words, Ford is getting serious about aerodynamics. As such, the 2011 Mustangs are four percent slipperier than last year's models, which themselves were brand new designs. The V6 aero-tweaks include a new upper grill, lower front-spoiler and air dam, an underbody "aeroshield," a decklid seal and rear wheel spats.

A few years ago, Jeremy Clarkson produced a DVD called The Good, the Bad and the Ugly. In it, he came to California and basically explained that all American cars are ****e, save his precious Ford GT. There's a particularly noteworthy segment where he races a Mustang against a horse around a quarter-mile track. He claims it's the (at the time) 300-hp GT model. Predictably, the Mustang loses the race. Hey, it's Clarkson – he's made millions bashing the US of A. However, those in the know noticed about halfway through the clip that Jezza's not driving a GT, he's actually behind the wheel of a V6. The big giveaway? A single tailpipe. Well guess what? All V6 Mustangs now ship with dual pipes. Inside, it's more of the same good stuff we met with the 2010 refresh, but as Mustang chief engineer Dave Pericak points out, everything that looks like metal is actually metal. Hooray! And, of course, Sync is still at the top of the infotainment pile.

About that engine: It's a peach. Similar in bore (if not a few internals) to the all-aluminum 3.7-liter you'd find in the 280-hp Mazda CX-9, the 2011 Mustang's V6 comes equipped with some fancy heads that feature fully variable intake and exhaust valves. Ford calls the technology Twin Independent Variable Camshaft Timing or Ti-VCT for the short and unmemorable. Like all variable valve-timing setups, a computer is able to adjust the flow into and out of the engine. Ford claims it takes just "microseconds" to recalibrate the cams and ensure that the engine is always breathing optimally. Again, the results are 305 hp and 280 lb-ft of torque, up from the previous engine's paltry 210 hp and a just-okay-but-not-great 240 lb-ft of spin. Also, the redline's up to 7,000 rpm.

Other bits of new mechanical tech include two all-new six speed transmissions – your choice of automatic or manual (we highly recommend the manual, though the auto is fine, kinda) – and a revised suspension, a limited slip differential (see the burnout pics in the gallery), a cold air intake, a weight-saving plastic fuel tank and a host of NVH improvements that make the vehicle 15-percent stiffer than last year's car. Most importantly, the brakes have been enhanced, mostly by way of a larger brake booster. The question then becomes what's all this new stuff add up to?

One shockingly fun-to-drive entry level Mustang, that's what.

While obviously not quite as straight-line potent as a 2010 GT, the 305-hp V6 and its $22,995 starting price (that's including destination) is a pretty startling performance proposition. We're guessing here, but 0-60 mph and quarter-mile times are probably better than cars like the Mazdaspeed3, Volkswagen GTI and Chevrolet Camaro V6. Figure around 5.5 seconds to 60 miles per hour (or even slightly less) and the quarter-mile in about 14 seconds flat at around 105 mph. We won't be surprised if instrumented tests reveal the new V6 is even quicker, as the engine really is more than an admirable performer and the solid rear axle, in conjunction with the new limited slip, puts the power down in spectacular, tire-smoking fashion

But of course, that solid rear axle means that the Mustang V6 can't go around corners, right? After all, that was Jeremy Clarkson's entire point in his video (and about 20-percent of the sentences he's ever written). Well, in this situation, Jeremy is quite wrong. When the 2010 Mustangs were released, Ford based them on the 2009 Bullitt Mustang, a car that never had to make any apologies for its handling. Starting with that solid foundation (no pun, no pun), Ford has further improved the Mustang's rear end for 2011 to the point where they were so confident with their work, they set up an autocross track for us to compare the new Mustang V6 against the 304-hp, 273 lb-ft of torque 2010 Camaro V6 RS, its most direct competitor.

Not to overstate things, but the four-wheel independently sprung Camaro felt prehistoric compared to the lighter and more sprightly Mustang. Actually, the Camaro's ponderousness helped it out on Ford's track, as it was a second gear affair (meaning nothing but quick turns and big braking zones), but even on the broken asphalt the cars were running over, we much preferred the Mustang's moves and prowess to the frankly clunky, chunky Camaro. Also, your author is about 5'11" standing up straight, 5'10" otherwise. By no means tall. Yet while wearing a helmet in the Camaro, yours truly was tall enough to get caught against the Chevy's roof, which prevented proper visibility while turning. No such problems in the more spacious Ford, and further proof that the 2011 Mustang V6 is the more serious sports car, if not just a plain better car.

On the highway, the Mustang V6 proved even more impressive. With that lofty new redline in place and relatively tall gearing, you can really beat on the engine without worrying about hitting fuel cutoff. Another way to look at this is that you have to pound on the 3.7-liter to get it to come to life. But hey, beating on a car like this is half the fun. Unless you're in the shorter first or second gears, you can forget all about hitting the 7,000 rpm redline. It's just not going to happen. That said, burnouts are seriously, ludicrously easy to pull off. Before you go calling us childish, remember that smokey, tire-abusing burnouts are most likely a Mustang design prerogative.

Through the twisty stuff, the 2011 V6 impressed us with handling that was leaps and bounds better than expected. The lighter, smaller, aluminum mill better balances the car's weight and makes for a nimbler steer. That's correct, the V6 Mustang changes direction quite confidently. The chassis tackles turns quite well, and there's none of the twisting, clunking or falling down we've long associated with the bottom rung Mustang. If we have one complaint it's that the front springs are a little floppy. Meaning that at higher speeds the front-end floats and bobs around too much. Nothing catastrophic, but we would have liked a more tied down nose. For that, there's always the aftermarket. Of course, looser springs mean a more comfortable ride, and the V6 is certainly pleasant to drive.

Right, so Ford's transformed an uninteresting rental appliance into a legitimate performance car and kept the price down. A neat trick, but how on earth does this equate to "the most significant car released this year?" Here's how. Like they always do, automakers screamed bloody murder en masse and assured us that if a 35 mpg CAFE standard (i.e. fleet average) for 2020 became the law of the land, they would all immediately go bankrupt. Well, two of them did, but that's not related. Anyhow, here's Ford with a 305-hp vehicle that gets 31 mpg in March of 2010. Just imagine what the 2021 Mustang's numbers will be like! The point is that Ford's going to be able to easily meet a 35 mpg fleet average without sacrificing fun. That rocks, and is an undeniable challenge to the rest of the industry.

To further drive home the point, Ford's not even throwing its best kung fu at the 2011 Mustang V6. Its EcoBoost technology has been left on Dearborn's cutting room floor – for now. Even without turbocharging, we again implore you to imagine what this motor will be like when outfitted with mileage-enhancing direct injection (it's coming) or other fuel sipping tricks like cylinder deactivation and/or auto stop/start. 350 horsepower and 35 miles per gallon is not as ludicrous as it sounds. With Ford's newly found aggressive product cycle, we might even see stats like that in 2012. As it stands today, the 2011 Ford Mustang V6 is the entry level pony car to beat.

The reborn 2010 Chevrolet Camaro SS is the 2010 Ford Mustang GT's most obvious competitor (obviously). While the Camaro is certainly a head turner, it's just not that great of an all around performance car. However, despite the 2010 Mustang GT coming out on top in many comparisons against its crosstown rival, one fact is undeniable: When it comes to power, the Camaro SS kicked the Mustang GT's butt up and down the block. Across the drag strip, too. The 6.2-liter LS3-equipped SS (manual only, as automatic Camaros get the weaker L99 motor) produces a screaming 426 horsepower and 420 rumbling pound-feet of torque, enough mojo to embarrass the 2010 Mustang GT's relatively wimpy 4.6-liter V8 with its 315 hp and 325 lb-ft of torque. True, the Mustang handled better, rode better, had a much better interior and cost less, but at the end of the day we're talking muscle cars. Gumption matters. Chevy was king. Ford had to act.

And act it did. Meet the 2011 Ford Mustang GT, or as everyone is already calling it, the 5.0. That's right, Ford is offering enthusiasts an honest to goodness 5.0-liter V8 (302 cubic inches, baby! Check out our Deep Dive for all the technical mumbo jumbo) in the 2011 Mustang GT. As we're sure you know by now, thanks to some fancy breathing, the all new small-block produces 412 hp and 390 lb-ft of torque. That's less than the Camaro, sure, but remember that the Mustang is lighter than the Chevy by a good 300 pounds. Besides, it's looking like Ford has decided to underrate the 5.0's output by about 30 ponies for who knows what reason. Meaning that while Ford might be using invisible ink, the Mustang's got the Camaro beat on paper. But what about in the real world? Make the jump to find out.While the new 2011 Ford Mustang V6 is a good car, the 5.0 is great. In a single model year, Ford has manged to address all of the 2010 Mustang GT's shortcomings. Besides the brand spanking new motor (which really is the big story), the Blue Oval boys made a number of other changes. It's going to take a well trained eye to spot any visual differences between the 2010 and 2011 models, but there are differences. First off, the aluminum pony in the grill has been lightened a shade. In addition, the front and rear fascias are slightly tweaked. There's a new lower spoiler and air dam up front and the rear wheels now have tire spats. All of the exterior changes plus an underbody aeroshield add up to a four-percent more aerodynamic car, and help this 412-hp brute achieve a very respectable 26 mpg on the highway. Also, let's not forget the big, shiny 5.0 badges. A1A Beach Front Avenue has been put on notice!Changes you can't see include a whole host of NVH improvements, namely rear wheel liners, eight sound absorbers and hood liner insulation that all add up to a surprisingly quiet vehicle. Some might say too quiet as you can't hear the 5.0 burble, but we'll disagree. Overhead cam engines don't really burble the way cam-in-block mills do anyway. Put it this way, day-to-day livability has been greatly increased. Besides, once you open the V8's taps, the cabin is quickly filled with the sort of soundtrack that gearheads dream about. Ford has retained the 2010 Mustang GT's sound resonators, and the noise is even more blissful in 2011. In fact, above 3,500 rpm you're treated to a very finely balanced stereo mix of induction and exhaust noise. Trust us, you'll love it once you get on it.

Speaking of getting on it, the 7,000 rpm redline begs you to do just that. An all-new six-speed (finally!) manual further encourages you to bash the motor all you like. There's also a new six-speed automatic that's okay (though it does lack paddle shifters), but we spent exactly 17.5 seconds driving the auto version (that's two blasts down an eighth-mile drag strip), so you'll need to do your own research if you're not interested in rowing your own. If you are, the new six-speed manual is pretty good, though we'd prefer a short-throw kit. We also had occasional trouble coming down into second and/or fourth. We suspect this is mostly due to the shift lever's long throw, which again would be fixed by a short throw kit. That said, the new transmission doesn't seem to mind abuse.The same can be said for the brakes. We drove both the stock brake GT and the Brembo-kitted version. As far as the regular brakes go, Ford saw fit to provide a bigger brake booster and for the first time in my car reviewing career, I have nothing negative whatsoever to say about Ford brakes. They're actually pretty good, and the Brembos are that much better. If you spend a lot of time hooning it up on windy canyon roads or at the track, go for the ain't-gonna-fade 14-inch Brembos. If you just like roasting fools at stop lights, the standard brakes are more than fine.

Time to put it all together. I found myself actually saying, "This engine's a pot of honey." Out loud, with another human being in the car. Why would anyone make such a ridiculous statement? Probably because the new motor really is a pot of honey, specifically when you're in fourth gear at 4,000 rpm and you bury the throttle. Turns out that 4,000 rpm is when peak torque (390 lb-ft) happens and the 5.0-liter V8 pulls like a jet airliner. Outside of the GT500 or a very breathed-upon Roush/Saleen, we've never experienced this kind of at-speed acceleration in a Mustang. Very impressive, and more than just impressive, a bit intoxicating. From a standstill, the 5.0 is every bit as superb. We won't be surprised if and when the 2011 Mustang GT breaks into the high 12s running the quarter-mile with a trap in the 112-mph range. Ford went all "no comment" when asked about performance figures, but again we'll speculate that 0-60 mph is probably mid-4s, which is quick by any method of accounting.Our one serious gripe with the new V6 Mustang was the floaty front end, especially at high speeds. No such gripe with the GT. Not only is the front of the V8 much stiffer than its smaller, lighter sibling, but the entire car has been hardened by 15 percent compared to the 2010 model. Not only does this help handling, but triple-digit stability is impressive, words we thought we'd never type about a run-of-the-mill Mustang GT. But here we are.

Also improved for 2011 is the GT's handling. 2010 was something of a breakout year for the Mustang, as Ford finally committed itself to building a Mustang that goes left and right as well as it goes straight. Not only is the 2011 Mustang GT happy to turn into a corner, once you're flirting around with the apex you won't find yourself making loads of corrections. Put another way, the suspension is able to handle whatever you throw at it, and the steering feel is good enough that you only have to measure and cut once. As far as the never ending live rear end vs. independent suspension argument goes, we're saying the following: The 2011 Ford Mustang GT sports the very best solid rear axle in the world. We'd rather have the best solid axle than a mediocre multi-point rear. Hint, hint, Chevy. 'Nuff said.The bottom line is this: Ford is done messing around. With the release of the 2011 Mustang GT 5.0 there are no more "Yeah, but..." reasons to buy any other pony car. Only serious Mopar-philes would choose the drastically more expensive and substantially worse Dodge Challenger SRT-8 over the Mustang GT. Aside from looks, we can't think of a single area where the similarly priced but slightly more expensive Chevy Camaro SS beats the Mustang. Speed, handling, soundtrack, brakes, interior (the GT is actually creeping into Audi levels of interior sophistication – look at those seats!), fit and finish – you name it, the Mustang's the superior sports car.

Speaking of Audi, the 5.0 makes the 354-hp S5 look like an overpriced slowpoke. We've driven both cars in anger and the 2011 Mustang GT is not only faster, but is actually rear-wheel drive, not a FWD platform fitted with Quattro all-wheel drive. Want us to go even further? We'd prefer the Mustang GT to a BMW 650i. Sure, the BMW has dash leather and... iDrive. But (again), the GT makes more power (the 650i manages 360 hp), handles better and is quieter unless you're really belting the throttle. Also, Sync's a whole lot better than iDrive, even the much improved new iDrive. Not only that, but the GT's new 5.0-liter V8 engine is in another league than (previous) competitors like the Nissan 370Z and Hyundai Genesis Coupe 3.8. Getting the point? In 2011, the Mustang GT is the car to beat. Welcome back, 5.0.