Other elements of the redesign could be seen as tributes to the past.   The coupe's fastback roofline, unchanged from the last generation, recalls the original 1964.5 Mustang.   The chamfered three-element taillamps, which house sequential turn signals that blink from the inside lamp to the outside lamp, were first found on the 1964 Thunderbird, then the 1967-68 Shelby Mustangs and late '60s Mercury Cougars.   And the hockey stick lower character line could be viewed as an homage to the lower portion of the side coves found on Mustangs from 1964 to '68.  

Compared to the last generation body style, Ford said the 2010 Mustang had 23 percent less aerodynamic lift at the front with a new slotted panel installed under the radiator to direct air, 50 percent better in front/rear lift balance, and seven percent less aerodynamic drag.   For 2011, the company has lowered the front air dam and added a front splitter and an underbody aero shield to improve aerodynamics by another 4 percent.  

Ford took several steps to improve noise, vibration and harshness for the 2010 model year, and the company has done even more for 2011.   Additional sound-deadening material on the instrument panel and a rear wheel arch liner help drivers hear the sounds they want (namely the engine) and avoid the sounds that can be a distraction (such as dash creaks and tire noise).  

The 3453-pound Mustang (3605 pounds for the GT) uses welded steel unibody construction with front and rear subframes to mount the steering and suspension systems, with almost half the body weight in high-strength low-alloy steel.   It is by far the lightest of the new breed of pony cars, beating the Camaro by 300 pounds and the Dodge Challenger by as much as 500 pounds.   The weight savings are a definite advantage.  

The convertible comes standard with a power top with a glass rear window.   The top uses two latches that the driver must operate, but they're within arm's reach and they latch and unlatch easily.