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| Ford Mustang | |
|---|---|
 | |
| Overview | |
| Manufacturer | Ford Motor Company |
| Production | 1964–present |
| Body and chassis | |
| Class | Sports car |
| Body style | 2-door convertible 2-door coupé 3-door hatchback |
| Platform | FR Fox (1979-2004) FR D2C (2005-present) |
| Related | Shelby Mustang |
The Ford Mustang is a popular American automobile. Originally based on the Falcon, the first production Mustang, a white convertible with red interior, rolled off the assembly line in Dearborn, Michigan on March 9, 1964. Ford introduced it to the public at the New York World's Fair on April 17, 1964, and via all three American television networks on April 19. It was the most successful product launch in automotive history, setting off near-pandemonium at Ford dealers across the continent. The original Mustang inspired the term pony car and prompted many imitators. In the early years, a Mustang was a good value with a good balance of sportiness, price, and performance.
Accolades
First conceived by Ford product manager Donald N. Frey and championed by Ford Division general manager Lee Iacocca, first as a two-seat mid-engined roadster then later as a four-place car, and penned by David Ash and Joseph Oros in Ford's Lincoln–Mercury Division design studios (theirs was the winning design in an intramural design contest called by Iacocca), the base, yet well-equipped Mustang hardtop with its 105 hp (78 kW), 156 ft·lbf (212 N·m) 170 in³ (2.8 L) inline six-cylinder engine and three-speed manual transmission listed for US$2,368. Looking like it cost hundreds of dollars more, with its "long hood/short deck" styling reminiscent of designs such as the Lincoln Continental and two-seat Ford Thunderbird with an intentional touch of Ferrari at the grille, the Mustang earned a number of prestigious auto industry awards and accolades its first year including Motor Trend Car of the Year, pace car duties for the 1964 Indianapolis 500 and the Tiffany Design Award for "excellence in design," the first automobile so honored.
Engineering
For all its style and well-marketed sportiness, the Mustang was based heavily on familiar components. Much of the chassis, suspension, and drivetrain was derived from the Ford Falcon and intermediate Ford Fairlane. The car had a unitized platform-type frame derived from that of the 1964 Falcon, with box-section side rails and five welded crossmembers. Although the majority of Mustangs were hardtop coupes, durability problems with the new frame led to the unusual step of engineering the (necessarily less rigid) convertible first, to ensure adequate stiffness. Overall length of the Mustang and Falcon was identical, at 181.6 in (4613 mm), although the Mustang's wheelbase at 108 in (2743 mm) was slightly shorter. With an overall width of 68.2 in (1732 mm), it was 3.4 in (86 mm) narrower, although wheel track was nearly identical. Shipping weight, about 2570 lb (1170 kg) with six-cylinder engine, was also similar; a full-equipped, V8 model weighed about 3000 lb (1360 kg).
Like the Falcon and Fairlane, the Mustang had independent suspension in front, using a short-long-arm (SLA) arrangement with coil springs mounted above the upper arm. Rear suspension was Hotchkiss drive, with a live axle on leaf springs. Standard brakes were 9 in (229 mm) Falcon drums with six-cylinder engines, 10 in (254 mm) with V8s. The brakes were considered a weak link, improved when front disc brakes became available. Manual steering, with a 27.0:1 overall ratio (five turns lock-to-lock), was light but slow; optional power steering improved that ratio to 21.7:1 (3.7 turns lock-to-lock.) Fast-ratio manual steering offered the power steering ratio without assistance, improving steering response at the cost of great steering effort.
Built to order
Much of the appeal—and the profit—in such a low-priced car came from the options list. The Mustang's optional equipment list enabled buyers to customize their cars to their tastes and budget. It also resulted in typical transaction prices hundreds of dollars above the base price, making the Mustang a profitable car for both dealer and manufacturer.
The option list included several powertrain combinations. The buyer could choose a four-speed manual transmission ($115.90 or $188.00 with six-cylinder or eight-cylinder engines, respectively) or three-speed Cruise-O-Matic automatic transmission ($179.80 or $189.60). The standard six-cylinder engine could be replaced with a 164 hp (122 kW) 260 in³ (4.2 L) for $116.00 or a 210 hp (157 kW) 289 in³ (4.7 L) V8. With the latter and four-speed manual, Road & Track recorded a 0-60 mph (0-96 km/h) time of 8.9 seconds, with the standing quarter mile in 17 seconds at 85 mph. Starting in June 1964, the new 271 hp (202 kW) "K-code" High Performance engine became available. The HiPo engine included a handling package (stiffer springs and shock absorbers, stiffer front anti-roll bar, fast-ratio steering, and wider tires) optional on other Mustangs. At $442.60 (not counting the mandatory four-speed transmission) it was the single most expensive Mustang option, and only 7,273 of the 680,992 Mustangs sold in 1965 were so equipped. With a skilled driver, K-code/4-speed equipped Mustangs could do 0-60 in around 6 seconds, and put down mid 14-second 1/4 mile times with ease.
Other options included limited-slip differential, styled wheels and wheelcovers, power steering, power brakes, air conditioning, center console, a vinyl top, various radios, a bench seat, and various other accessories. Disc brakes for the front wheels became optional later in 1965. The list would continue to grow through much of the Mustang's history, adding trim packages like the Interior Decor Group (or "pony interior") and GT package (which included disc brakes, handling package, and other items), as well as additional engine choices and convenience items.
Coming to market
The timing of the car's introduction coincided perfectly with the first wave of the postwar "baby boom" which was heading off to work in a strong economy. Incredibly, no domestic manufacturer up until that time had anything remotely resembling an affordable yet youthful and sophisticated automobile aimed at this burgeoning market, and Iacocca knew it. Despite his repeated attempts to receive the go-ahead to produce such a car, his proposals fell on mostly deaf ears. Because the company was still smarting financially after the demise of the Edsel Division in late 1959, upper management at Ford under Robert McNamara (later United States Secretary of Defense under Lyndon Johnson) wasn't willing to take such a major risk.
Still, Iacocca persevered and was given the green light to produce the Mustang in mid-1962, which gave the design team only eighteen months to design and develop the car. Not only did the project wrap up in under eighteen months, it wrapped up under budget as well thanks to the decision to use as many existing mechanical parts as possible. As far as the design itself was concerned, Ford stylists basically threw out the company handbook on design limitations, pushing the stamping technology of the time to its limit in such design areas as the sweep of the rear lower valence and the remarkably complicated front end stampings and castings. Curved side glass was used as well, but at a price since the technology to produce distortion-free curved safety glass was still fairly young. And though most of the mechanical parts were directly taken from the Falcon, the Mustang's body shell was completely different from the Falcon's, sporting a longer wheelbase, wider track, lower seating position and overall height and an industry first: The "torque box." This was an innovative structural system that greatly stiffened the Mustang's unitized body construction and helped contribute to its excellent handling, at least compared to other cars of the time.
From sporty car to sports car
Some major changes to the Mustang occurred at the start of 1965 model year production, a mere five months after its introduction. First was an almost complete change to the engine lineup. The 170 in³ (2.8 L) I6 engine made way for a new 200 in³ (3.3 L) version which had 120 hp (89 kW) at 4400 rpm and 190 ft·lbf (258 N·m) at 2400 rpm. Production of the 260 in³ (4.2 L) engine ended with the close of the 1964 model year with a new, two-barrel carbureted 200 hp (149 kW) 289 in³ (4.7 L) taking its place as the base V8. A 225 hp (168 kW) four-barrel 289 in³ (4.7 L) was next in line, followed by the unchanged "Hi-Po" 289. The DC generator was replaced by a new AC alternator on all Fords and the now-famous Mustang GT was introduced, available with either four-barrel engine and any body style. Additionally, reverse lights were added to the car in 1965. Originally, the Mustang was available as either a hardtop or convertible. During the car's early design phases, however, a fastback model was strongly considered. When the 1965 model year production began in September 1964, the Mustang 2+2 fastback, with its swept-back rear glass and distinctive ventilation louvers made its debut.
This was the body style that car builder and former race driver Carroll Shelby would convert, with Ford Motor Company's blessing, into a special model designed with only two things in mind, namely winning races and beating Chevrolet's Corvette. Designated simply "GT-350", these purpose-built performance cars started as "Wimbledon White" fastbacks with black interiors shipped from the San Jose, California assembly plant and fitted with the hi-po 289, four-speed manual transmission, front disc brakes, less hood and rear seat, and identifying trim. These few cars were converted to street, road racing and drag trim in Shelby's plant at Los Angeles International Airport.
Modifications to both the street and racing versions included a side-exiting exhaust, Shelby 15 in (380 mm) magnesium wheels (though some early cars were fitted with the factory steel wheels), fiberglass hood with functional scoop, relocated front control arms to reduce understeer and neutralize handling, quicker steering, Koni shock absorbers, a Detroit Locker rear end with Ford Galaxie drum brakes, metallic brake linings at all four corners, rear-mounted battery, rear anti-sway bar with beefed-up front anti-sway bar, dash-mounted gauges, a fiberglass parcel shelf and spare tire holder where the rear seat was intended to be, and considerable engine work, boosting output to 306 hp (228 kW). Hot Rod Magazine claimed a 0-60 time of 5.5 seconds.
Even the car's basic body structure was stiffened up front with an angled brace intended for the export models and so-called "Monte Carlo" bar triangulating the under-hood shock absorber towers. Though Shelby's influence on the car diminished as Ford's grew, the 1965 to 1970 GT-350 and its "big-block" brother, the 1967 to 1970 GT-500 are among the most sought-after automobiles in the world; so too are the high-performance models offered over the years by other automotive tuners following in Shelby's footsteps.
The industry reacts
In its first two years of production, three Ford Motor Company plants in San Jose, Dearborn and Metuchen, New Jersey produced nearly 1.5 million Mustangs, a sales record unequalled before or since. It was a success that left General Motors utterly unprepared and the Chrysler Corporation only slightly less so. Chrysler had just introduced a car only a few weeks before that would be a competitor, the Plymouth Barracuda. Though the "'Cuda" would grow into one of the most revered muscle cars of all time, it started out at first, just Plymouth Valiant with a hastily grafted fastback rear window. As for GM, they were certain that they had a Mustang fighter in their rear-engined Corvair Monza, but sales figures didn't even come close. The Monza was a fine performer, but was only a six-cylinder compared to the Mustang's available eight-cylinder. It took GM until the 1967 model year to counter with the Chevrolet Camaro and Pontiac Firebird. Even Lincoln-Mercury joined the fray in 1967 with the introduction of an "upmarket Mustang" (and subsequent Motor Trend Car of the Year), the Mercury Cougar, using the name originally given to the Mustang during the development phase. In 1968 American Motors (AMC) would introduce the Javelin and later, the 2-seater, high-performance AMX. This genre of small, sporty and often powerful automobiles was unofficially dubbed the "pony car" as a tribute to the car that started it all. The 1968 Mustang fastback gained pop culture status when it was used to great effect as Steve McQueen's car of choice in the crime thriller Bullitt. The Mustang was pitted against the Dodge Charger in the film's famous car chase through the streets of San Francisco.
The Mustang grows up
The 1966 Mustang debuted with only moderate trim changes, and a few new options such as an automatic transmission for the "Hi-Po," new interior and exterior colors, an AM/eight-track "Stereosonic" sound system and one of the first AM/FM monaural radios available in any car. The 1967 model year would see the first of the Mustang's many major redesigns with the installation of big-block V8 engines in mind. The high-performance 289 option now took a supporting role on the option sheet behind a massive 335 hp 390 in³ (6.4 L) engine direct from the Thunderbird, which was equipped with a four-barrel carburetor. Stock 390/4speed equipped Mustangs of the day were recording 1/4 times of mid 13's, with trap speeds of over 105mph. A drag racer for the street bowed during the middle of the 1968 model year as the 428 Cobra Jet (7.0 L), underrated at 335 hp (250 kW) but produced well in excess of 400 horsepower. 1969 saw the introduction of both the car's third body style and a hand-built muscle car intended solely to satisfy the homologation rules of NASCAR, the Boss 429.
Available in 1969 and 1970 only, and looking like a standard Mustang SportsRoof (the new corporate name for the fastback) with the new Mach 1 musclecar version's deluxe interior, the Boss 429 sported none of the garish decals and paint schemes of the day. Only a hood scoop, 15 in (380 mm) "Magnum 500" wheels with Goodyear "Polyglas" tires and a small "BOSS 429" decal on each front fender hinted that the largest and, in racing trim, most powerful Ford V8 of all time was fitted under the hood. Intentionally underrated for advantages both in racing as well as insurability at 375 hp (280 kW) and 450 ft·lbf (610 N·m) of torque even with racing touches straight from the factory such as aluminum heads with hemispherical combustion chambers and a combination of O-rings and seals in place of head gaskets, it was believed that yet another 75 to 100 hp (50 to 75 kW) was on tap once the single four-barrel carburetor and intake, restrictive factory exhaust system and engine speed governor were replaced or removed. While power steering was a "mandatory option" on the Boss 429, neither an automatic transmission nor air conditioning were available. In the case of the latter, there simply wasn't enough room under the hood. It should be noted that due to the extremely free breathing capabilities of this huge motor, it wasn't necessarily the best choice for a street car, as it made its power in a higher rpm range than most other big block street cars, and of course, street racing was prevalent in the day. Owners of these could often be surprised by "lesser" cars of the day in stoplight drag racing.
Also available during that two-year period was another homologation special for the up-and-coming sport of Trans-American sedan racing. The Boss 302 was Ford's attempt to mix the power of a musclecar with the handling prowess of a sports car. The automotive press gushed over the result, deeming it the car "the GT-350 should have been." Boasting a graphic scheme penned by Ford designer Larry Shinoda, the "Baby Boss" was powered by an engine that was essentially a combination of the new-for-1968 302 in³ (4.9 L) V8 and topped with cylinder heads from the yet to be released new-for-1970 351 in³ (5.8 L) "Cleveland". This combination meant that the Boss 302 was good for a conservatively rated 290 hp (216 kW) through its four-speed manual transmission. Ford originally intended to call the car Trans Am, but Pontiac had beaten them to it, applying the name to a special version of the Firebird. Oddly enough, despite the smallish displacement, and incredibly free-breathing induction system in this car, in the 1/4 mile, the Boss 302 could post very similar times to the Boss 429. It should be noted that the blocks from these cars are incredibly strong, and Ford Racing plans on selling new Boss 302 blocks in the near future.
The next generation
Now based on the mid-sized Ford Fairlane/Mercury Comet instead of the compact Falcon, the Mustang grew larger and heavier with each passing year, culminating with the 1971-73 models designed under the supervision of Ford's new product design manager, Semon "Bunkie" Knudsen, originally of General Motors. Knudsen's turn at the helm would see the last high-performance big-block Mustang, 1971's 375 hp (280 kW) 429 Super Cobra Jet. Ironically, that very same body style that was designed for the sole purpose of big-block installation versions were limited to a maximum of 351 in³ (5.8 L) in 1972 and 1973, due almost entirely to extremely strict U.S. emission control regulations. Two more high-performance engines were introduced in 1972, the 351 "HO" and 351 Cobra Jet. Both cars were excellent performers, but at nowhere near the level of the Boss cars and original Cobra Jet. Car companies switched from "gross" to "net" horsepower and torque ratings in 1972, making it difficult to compare horsepower and torque ratings. This was more radically different a car than anyone could have imagined in 1964, and Ford was deluged with mail from fans of the original car who demanded that the Mustang be returned to the way it was.
The 1974 introduction of the short-lived Mustang II earned Ford Motor Trend magazine's Car of the Year honors again and actually returned the car to more than a semblance of its 1964 predecessor in size, shape, and overall styling. Though Iacocca insisted that the Mustang II be finished to quality standards unheard of in the American auto industry, the Mustang II suffered from being not only smaller than the original car, but heavier and slower as well. Available as a hardtop or three-door hatchback, the new car's base engine was a 2.3 L SOHC I4, the first fully metric engine built in the U.S. for installation in an American car. A 2.8 L V6 was the sole optional engine, meaning the popular V8 option would disappear for the first and only time in 1974, and Ford was swamped by buyer mail and criticized in the automotive press for it. Yet other Ford vehicles could still be equipped with 429's, and even 460ci engines.
Since the car was never meant to have a V8 in the first place, it became a mad scramble to reengineer the car in order to reinstate the 302 in³ (4.9 L) V8 option in time for the 1975 model year. Like the car that preceded it, the Mustang II had its roots in another compact, the Ford Pinto, though less so than the original car was based on the Falcon. The car sold well, with sales of more than 400,000 units its first year. It is also worth noting that four of the five years of the Mustang II are on the top-ten list of most-sold Mustangs. Despite innovations such as rack-and-pinion steering and a separate engine subframe that greatly decreased noise, vibration, and harshness, the Mustang II never caught the public's fancy like the original had ten years prior.
The Arab oil embargo, skyrocketing insurance rates and aforementioned US emissions and safety standards that destroyed the straight-line performance of virtually every car of the period certainly didn't help. Chrysler ended production of the Barracuda and its stablemate, the Dodge Challenger in 1974 and GM nearly discontinued the Camaro and Firebird. However, on the momentum of the Mustang II's understated success and under the direction of Ford's new styling chief, Jack Telnack, a totally new Mustang hit the streets in 1979. This "third generation" 1979 model (based on the Fox platform) gave much to its successors for nearly the next 25 years, along with thousands of upgrades, improvements and restyling over that time.
Mustang IIs were seen in the Charlie's Angels TV series — two of the angels drove a Cobra II and Mustang Ghia coupe.
"The Boss Is Back"
In 1982, Ford reintroduced a high-performance Mustang GT which opened the door for an entirely new era of the muscle car. Wringing a then-respectable 157 hp (134 kW) from its "5.0" (actually 4.94 L, 302 in³) Windsor V8 and backed by a four-speed transmission, aggressive tires and stiff suspension, magazine ads of the period shouted, "The Boss Is Back." Over the years, power and torque gradually increased, peaking in 1987 at 225 hp (168 kW)on the GT. In 1993, a new Cobra model was introduced, with more subdued styling than the GT. The Cobra used Ford's new gt-40 high performance engine equipment, and was rated at a very conservative 235. Actual horsepower is estimated to be closer to 300. There was an R model Cobra in 1993 that used the same 302 cubic inch motor as the regular Cobra. However, there was talk of a Cobra R with a turbocharged 351 cubic inch V-8 with 400 horsepower. This was not to be however.
Also in 1982, the California Highway Patrol asked Ford to produce a capable and lightweight police car due to the bulkiness of current police cars like the Ford Fairmont and LTD/Crown Victoria and the problems incurred with Camaros with their camshafts at pursuit speeds. Taking the Fox 5.0 Mustangs in production at the time, Ford produced the Ford Mustang SSP (Special Service Package) and modified them to suit the needs of the police and law enforcement departments. Nearly 15,000 of these special units were made until their discontinuation in 1993.
Some of the options that came with the car included:
- Engine, 5.0 L HO V8 with Sequential Multi-Port Injection
- Forged pistons, roller cam (Hypereutectic pistons 1993)
- Engine oil cooler
- Aircraft-type silicone radiator hoses and clamps
- 5 speed manual or 4 speed AOD transmission
- Auto transmission fluid cooler
- Brakes, power disc front/drum rear with rotor shields
- Stainless steel factory headers
- Dual exhaust system w/stainless tips
- Fuel tank capacity — 15.4 U.S. gallons (58 L)
- Heavy duty stabilizer bars, front and rear
- Full instrumentation with in-dash tachometer
- 130 ampere heavy duty alternator
- 2 Piece VASCAR speedometer cable
- Certified calibrated Police speedometer 0-160 mph
- Non operational courtesy lights (safety feature)
- Steering wheel, leather wrapped
- Relocated rear deck release
- Single key locking doors/trunk
- Reinforced floor pans
- Full size spare tire
- 15" X 7" cast aluminum wheels
Depending on which agency bought them, extras like rollcages (requested by Oregon State Police) and power windows (requested by New York State Police) made each SSP unique to their respective departments. The small rear seat and manual transmission were generally considered ill-suited for a law enforcement vehicle.
Virtually all of the SSP Mustangs were of the coupe or "notchback" style cars; 5 examples made for the CHP in 1982 were of the Hatchback model.
In 1987, the Mustang received its first stylistic redesign in eight years, incorporating both interior and exterior changes. Although this would be the last major redesign for years, popularity of the Mustang remained high due to its low cost and high performance. The "5.0" Mustangs, cars that gave birth to an entire aftermarket performance industry, continue to remain extremely popular today.
SVO
Main article: Ford Mustang SVOIn 1984, Ford's in house performance team, SVT—or Special Vehicle Team, unveiled the Mustang SVO. Powered by a 2.3 L turbocharged four making 175 hp (130 kW), the SVO was targeted at the European and Japanese performance cars of the day and its base price of $15,596 reflected it as well. But for all of its handling improvements and performance goodies it never really caught on with the Mustang crowd and was dropped after 1986. Many people believe that it came down to cost. (For the price of one SVO you could almost get two Mustang GTs powered by the stronger 5.0 L engine.) However, SVT would learn its lesson. The high performance Mustang buyer wanted a powerful V8 under the hood and this new attitude would be reflected when the SVT team brought out the Cobra in 1993.
The SN-95 Mustang
For 1994, the Mustang underwent its first major redesign in 14 years. The new design, code named "SN-95" by Ford, was still based on the "Fox" platform but featured dramatically new styling that incorporated some stylistic throwbacks to earlier Mustangs. The car remained rear-wheel drive. It greatly revived the popularity of the brand. The base model came with a 3.8 L V6 engine while the GT featured the "5.0" 4.9 L V8, which now utilized the 5.0L Thunderbird intake manifold. The successful Cobra model also returned, with its GT-40 equipped 5.0L engine, now rated at 240 hp (179 kW), as well as larger brakes, a different transmission, and suspension modification . The Mustang was named Motor Trend magazine's Car of the Year for the third time in 1994.
In 1996, Mustang fans were expecting the 5.8L, 351 cubic inch V-8 to make its return to the regular production. However, this is not what they got. In the GT, the 5.0 engine was replaced by a 215 hp (160 kW) 4.6 L SOHC "Modular" V8 engine. This engine had been introduced in Lincoln models and was part of Ford's plan to "modernize" its engine lineup. The engine has 2 valves per cylinder—one for intake and one for exhaust. Despite being SOHC, it was not much of a revver, and didn't make much power past 5000 rpm. It is not a stretch to call this a truck motor, as it is tuned for low end torque and throttle response rather than ultimate power. As a result, up until around 3500-3800 rpm, it actually makes more torque and horsepower than the 1999 and up Mustangs with the newer heads and intake. However, above that, it will be way outpowered by the newer models. The Cobra version was updated that year with a high-revving 305 hp (227 kW) dual over head cam configuration of the 4.6 L V8. The Cobra used a teksid aluminum, cross-bolted block which, when prepped, can easily withstand horsepower numbers over 1000. The heads can flow a staggering amount of air when race-prepped, enough to propel forced-induction drag cars into the 6-second zone at over 200 mph. In 1998 the SOHC 4.6L V8 power was increased to 225 hp (168 kW) with a more aggressive computer and larger exhaust tail pipes. This was also the last year of the "Round Body Mustang".
A model refresh dubbed "New Edge" came in 1999. Gone were many of the soft lines of the early SN-95s. Moreover, bite was added to the Mustang's bark. Although it was still humbled by the Corvette-engined Camaro in performance, it was more practical and sold well. In 1999, Mustang GT's power increased to 260 hp (194 kW) at 5250 rpm and a healthy 302 ft·lbf (409 N·m) of torque at 400 rpm; redline was at 6000 rpm. Power suffered at the low end on this engine, but it more than made up for it at higher rpm, due to the new "performance improvement" heads and intake manifold. While the Cobra claimed 320 hp (239 kW), some magazines and owners contradicted it. 5.0 Mustangs and Super Fords claimed that it made and actually exceeded the torque rating, but didn't quite match the horsepower rating. There were recalls for the 1999 model year Cobras, which were given intake and exhaust improvements, putting power at 320 hp to match the original claim. As a result, the Cobra was not produced in 2000, and the company developed new parts to replace the missing power. These changes were incorporated into the 2001 model year Cobra.
Power came from redesigned heads and cams. As a "modular" family, earlier 4.6 L SOHCs can swap out their heads with "Power Improved" heads as offered through the Ford Parts Catalog, and due to a different combustion chamber and pistons, the compression gets bumped to well over 10:1, and requires premium fuel. The Cobras received similar improvements. A switch was made from "B" style heads as used in the early 32 valve DOHC Modulars to "C" heads(aka Tumbleports). Redline was set at 7000 rpm for the DOHC Cobra. The Cobra also received an independent rear suspension, which was also modular.
Special Cobra R versions were available in limited editions in 1993, 1995, and 2000. Race cars, they were stripped of air conditioning, radios, and back seats. Unlike the early Rs, one did not need a racing license to buy one of these race Cobras. The suspensions were finely tuned. In 1995 and 2000 the Cobra Rs had increased displacement engines (5.8 L and 5.4 L, respectively) that made these cars extremely potent track machines. The 1995 Cobra R used a 5.8L V-8 with GT-40 induction and a flat tappet camshaft, and was conservatively rated at 300 horsepower. The 2000 Cobra R utilized an iron block and the best cylinder head/intake system yet for the modular motors, flowing staggering numbers even in stock form. Ford tagged the motor with ratings of 385 hp (287 kW) and 385 ft·lbf (522 N·m) torque. Actual horsepower was well over 400. It received a 6-speed transmission from Tremec, the T56, the same transmission used in the Chevrolet Corvette and Camaro and the Dodge Viper. Minor exterior enhancements such as the addition of a front splitter and rear wing added downforce and stability at speed. The Cobra used a side exiting exhaust system, utilizing actual headers and three (yes, 3) Borla mufflers. It also used "smoked" headlights, which made its way onto all Mustangs the following year.
In 2001, Ford offered a special version of its GT with the "Bullitt" nameplate. It was reminiscent of the 1968 390 fastback model driven by Steve McQueen in the movie of the same name. The car was slightly lowered and had name brand shocks with the addition of short length subframe conncetors which improved the handling. Many lauded the improvements and called it the best handling production Mustang ever. Moreover, a new intake design and mufflers added put the horsepower at 265, which was later revised to 270. More telling is the torque curve, which was vastly improved over the base GT models, 90% of its 302 lbft available from 2000 rpm. The special intake manifold also responds very well to supercharging. 17 inch American Torque Thrust wheels reminiscent of the originals were also used on this car and made optional on GTs wrapped in 245/45ZR performance rubber by Goodyear.
In 2001, a hood scoop, similar in design to the 35th anniversary scoops, and side scoops (nonfunctional) were added to GT models and made optional on the V6 as part of a "pony package". Furthermore, smoked headlights from the Cobra R and a new deck style wing replaced the old chrome look headlights and the sweeping wing.
As electronic engine management and emissions technology developed, so too did performance. The lone remaining 1960s muscle car marques, Mustang, Camaro and Firebird, grew in power and handling better than the cars that preceded them. With the end of production of the Camaro and Firebird lines in 2002, only the Mustang remains as the sole survivor of the ponycar era.
After an absence of a year, the Cobra returned, this time with vastly increased power and handling. It received a T56 transmission coupled with a supercharged DOHC V8. It used an iron block 4.6 engine. Power was a huge 390 horses (290 kW). This car has been known to put down rear wheel horsepower numbers that exceed 380, which would suggest actual flywheel power to be around 450.
In 2004, Ford produced a special 40th Anniversary Edition of the Mustang. Available in both Standard and GT editions, it consisted of 40th Anniversary badging, special metallic red paint with gold stripes, enhanced interior, and some "special" collectable items for the owner. It also marked the end of this design of the Mustang, as 2005 ushered in an all-new model.
The S-197 Mustang
At the 2004 North American International Auto Show, Ford introduced a completely redesigned Mustang (code named "S-197") on an all-new D2C platform for the 2005 model year. Exterior styling was designed by Sid Ramnarace, drawing inspiration from 1960s Mustangs. The car featured an aesthetic that Senior Vice President of Design J Mays referred to as "retro-futurism."
The base Mustang uses a 210 hp (156 kW) Ford Cologne V6 engine. The GT has a 300 hp (224 kW) 4.6 L 3-valve Modular V8 with variable valve timing. It retains the traditional but controversial live rear axle, and offers improved handling and ride. Modern production facilities and computer aided design have allowed the new Mustang to have 100% more structural rigidity over its predecessor, and have greatly increased build quality as well as fit and finish. One particularly interesting feature is the optional color-changing gauges.
Shortly after its launch at the North American International Auto Show in January, Ford started production of the Mustang convertible, available with either the V6 or V8 engine. The 2005 Mustang convertible was designed from the ground up to deliver a more rigid body structure without additional weight. Ford engineers designed a z-fold top that gives it a finished appearance with the top lowered.
The new Mustang has been selling very well for Ford and as a result was exempt from the 2005 Employee Discount Pricing Program. Half of all sports cars now sold in the United States are Mustangs. The 2006 model year offered a new "Pony Package" for the popular V6 models, which included upgraded suspension, Bullitt-style wheels, wider tires, unique grille treatment with road lamps, rear deck spoiler, special door striping and special Pony emblems.
Ford still cannot keep up with demand, after over a year of being on the market. Dozens of new aftermarket products are being released for the new mustangs, and the GT trim-line aren't the only models getting attention. The V-6 models have had scarce aftermarket support in the past, but that all changed with the S-197 mustang. The V-6 now has an array of aftermarket support. Carroll Shelby has built special editions with Paxton Superchargers and a 350 horsepower rating.
Shelby Cobra GT500
Shelby and Ford have returned with a Shelby-branded Mustang, the Shelby GT500, for the 2007 model year. Introduced at the 2005 New York International Auto Show, the GT500 makes use of a 5.4 L Modular supercharged V8 first developed for the Ford GT supercar.
More details have been leaked from Ford over the past couple of months.
- Transmission/Gearing/Clutch:
- First gear is 2.97:1 (vs. 2.66 on the 2003 and 2004s). Rear-end ratio is 3.31 (vs 3.55 on the 2003). Overall gear ratio in 1st is 9.831 (vs 9.443 on the 2003). Also 6th is the same ratio as 2003 (0.63:1). Clutch is a double-disk unit (215 mm = 8.44 in) sourced from Valeo. (Smaller diameter reduces polar moment of mass inertia so less inertial loss during acceleration.)
- Engine:
- Wet-sumped 5.4 L 475 hp iron block. Static compression ratio is 8.4:1 (same as Ford GT, but vs. 8.5:1 on the 2003 Cobras.) Ford GT crank. Manleys connecting rods which the engineers claim are on par with the Manleys in the 2003s, but less expensive. Heads are directly from the GT, including cams, valves, springs and ports and even have the same part number. Redline is 6,000 rpm and fuel shut off is 6,250.
- Supercharger:
- Eaton M122H (H for hybrid…revised 5th-gen blower) Roots-style blower with 8.5 pounds of boost will be used. It has redesigned rotor and port design Eaton currently claims 15% improvement in adiabatic efficiency over the M112. SVT was considering using a Lysolm twin-screw unit, but decided against it for supply reasons.
- Weight:
- 3850 lb (1,750 kg) with F/R distribution of 57/43
- Suspension:
- Stock Mustang GT K-member. Revised bushings, spring rates and shock rates.
- Brakes:
- 14" front disks with 4-piston Brembo calipers. Rears are stock Mustang GT, but different pads.
- Tires:
- 285/40ZR18 rear and 255/45ZR18 front GY Eagle supercar.
See also Motor Trend, May 2005
Looking ahead
Ford continues to sell about 150,000 Mustangs annually. Many view the 1964-1973 models as American automotive icons the equal of the 1955 to 1957 full-size Chevrolets and the Corvette. Thanks to continued interest in the marque, restoring Mustangs is a popular hobby. Mechanical parts are as close as the corner auto parts store, Ford dealer or wrecking yard with most out-of-production parts available as highly accurate reproductions.
Even the very first production Mustang is still around. Originally purchased new by Stanley Tucker, an airline pilot from St. John's, Newfoundland, Ford offered him Mustang number one million in exchange in 1966; he chose a new, made-to-order Mustang instead. Number one is currently on display at the Henry Ford Museum in Dearborn, Michigan and a photo of the car can be viewed at their website.
With the conversion of the River Rouge Plant to F-150 trucks in Dearborn, Michigan on May 10, 2004, a plant that built Mustangs from the very beginning, production has been moved to the AutoAlliance International plant in Flat Rock, Michigan. The last car off the Dearborn line was a bright red 2004 Mustang GT convertible. On hand for the closing ceremonies was the aforementioned first production Mustang, also built at Dearborn.
Popular Mustang engines
- 289 Windsor
- 302 Windsor
- BOSS 302
- 351 Windsor
- 5.0
- 351 Cleveland
- Boss 351
- 390 FE
- 428 Cobra Jet
- 428 Super Cobra Jet
- Boss 429
- Straight-6
- Modular 4.6
- Ford Essex V6 3.8/232
- 2.3 OHC
- 2.3 Turbo
Body style years
- 1964.5-1966
- 1967-1968
- 1969-1970
- 1971-1973
- 1974-1978
- 1979-1986
- 1987-1993
- 1994-1998
- 1999-2004
- 2005+
Special editions and modified Mustangs
Past performance versions
- Shelby Mustang (GT-350 and GT-500)
- Mach 1
- Boss 302
- Boss 429
- Boss 351
- GT/CS California Special
- M81 Mclaren
- Indy 500 Pace car edition — 1979
- GT Enduro — 1982
- SVO — 1984–1986
- 7-Up Mustang — 1990
- Bullitt Mustang — 2001
- Cobra — 1993–2004, except 2000 and 2002 (Australia only)
- Cobra R — 1993, 1995, 2000
- MACH 1 Special Edition — 2003–2004
Current third-party tuner versions
- Roush Performance
- Saleen
- Steeda
- Team Shinoda - http://www.teamshinoda.com
- FR500C
- Ronaele - http://www.ronaelemustang.com
Awards
The Mustang made Car and Driver's Ten-Best list five times: 1983, 1987, 1988, 2005 and 2006. The new Mustang was also nominated for the North American Car of the Year award for 2005 and won the Canadian Car of the Year award that year.
See also
- Shelby Mustang
- Ford Bronco — another horse-related marque (but unrelated mechanically)
- Ford Motor Company
- Dodge Charger — a competitor for the late 1960's Mustang.
- Chevrolet Camaro and Pontiac Firebird — competitors from 1967 to 2002.
References
- "2005 Mustang draws inspiration from the 60's". CanadianDriver. CanadianDriver Communications, Inc. Retrieved 2004-01-11.
- Chilton Automotive Books (August 1, 1997). Ford Mustang/Mercury Cougar, 1964-73 Repair Manual (1st Edition ed.). Radnor, PA: Thomson Delmar Learning. p. 450. ISBN 0-801-99060-2.
{{cite book}}:|edition=has extra text (help); Cite has empty unknown parameter:|coauthors=(help) - "The Reminiscences of L. David Ash". Automobile in American Life and Society. University of Michigan-Dearborn and The Henry Ford. Retrieved 2005-01-30.
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External links
General information
Owners clubs and online forums
- Austin & Central Texas SVT Owners website
- Classic Ford Mustangs
- European Mustang Registry
- Ford Mustang Owners (CarDomain)
- Modded Mustang Forums
- MuscularMustangs.com
- Mustang Club of America
- Mustang Forums
- Mustang Evolution Forums
- The Mustang Source
- Mustang GT Registry
- Mustang II Registry
- MustangWorks.com
- Mustang Speed
- Mustang World
- The SSP Mustang Page
- StangNet Forum
- Texas Mustang Club
- TurboMustangs
- V6 Mustangs
- Yellow Mustang Registry
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