Ford Mustang
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| Ford Mustang | |
|---|---|
 | |
| Overview | |
| Manufacturer | Ford Motor Company |
| Production | 1964–present |
| Body and chassis | |
| Class | Pony car |
| Body style | 2-door convertible 2-door coupe 2-door fastback 3-door hatchback |
| Platform | FR Fox (1979-2004) FR D2C (2005-present) |
| Related | Shelby Mustang |
The Ford Mustang is an American automobile, originally based on the Ford Falcon compact. The first production Mustang, a white convertible with red interior rolled off the assembly line in Dearborn, Michigan on March 9 1964. Introduced 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 competitors. The Mustang sold over one million units in its first 18 months on the market. The Mustang remains in production today after 40 years and several revisions.
Accolades
The prototype first conceived by Ford product manager Donald N. Frey and championed by Ford Division general manager Lee Iacocca showed us a two-seat, mid-engine roadster. This later would be remodeled as a four-seat car penned by David Ash and Joseph Oros in Ford's Lincoln–Mercury Division design studios, which would be 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, the Mustang earned a number of prestigious auto industry awards and accolades its first year. Including those are 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 sporty design, the Mustang was based heavily on familiar, yet simple components. Much of the chassis, suspension, and drive train was derived from the Ford Falcon and Ford Fairlane. The car had a unitized platform-type frame from the 1964 Falcon, and welcoming box-section side rails, including five welded crossmembers. Although hardtop Mustangs were the majority in sales, durability problems with the new frame led to the unusual step of engineering the (necessarily less rigid) convertible first, which ensured 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).
Built to order
Much of the appeal (and the high profit) in such a low-priced car came from the options list. The Mustang's long list of optional equipment has enabled buyers to fully customize their cars to their tastes and budgets. It also resulted in typical transaction prices hundreds of dollars above the base price, making the Mustang profitable not only for the dealer but also for the manufacturer.
The option list included several power train combinations; the buyer could choose a 3 speed or four-speed manual transmission ($115.90 or $188.00 with six-cylinder or eight-cylinder engines, respectively) or the 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. Boasting the V8 and four-speed manual, the Mustang 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. At $442.60 (not counting the mandatory four-speed transmission you had to get on a K code engine) it was the single most expensive Mustang option, and only 7,273 of the 680,992 Mustangs sold in 1965 were 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 ¼ mile times with ease.
Other options included: limited-slip differential, styled wheels and wheel covers, 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, in which added trim packages like the Interior Decor Group (or "pony interior") and GT package (which included disc brakes, a handling package with stiffer springs, shock absorbers, stiffer front anti-roll bar, fast-ratio steering, and dual exhaust. The Mustang had a wide array of additional engine choices and convenience items.
Coming to market
Despite his repeated attempts to receive the go-ahead to produce such a car, Iacocca's proposals fell on mostly deaf ears. Although 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, thanks to the decision for the use of many existing mechanical parts as possible. Ford stylists pushed the limit of technology of the time in such design areas as the sweep of the rear lower valence and the complicated front end stampings and castings. Curved side glass was used as well, but at a stern price considering the technology to produce distortion-free curved safety glass was still in its early stages. 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 shorter wheelbase, wider track, lower seating position, and overall height. An industry first, the "torque box" was an innovative structural system that greatly stiffened the Mustang's unitized body construction and helped contribute to better handling. When the Mustang hit the market, there was nothing like it. It was perfect for young hip adults and the talk of the new teen power scene.
From sporty car to sports car
Some minor 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, and a new, two-barrel carbureted 200 hp (149 kW) 289 in³ (4.7 L) engine took 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. A four-barrel carbureted engine was now available with any body style. Additionally, reverse lights were an option 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. The Mustang 2+2 fastback made its inaugural debut with its swept-back rear glass and distinctive ventilation louvers.
A machine built for the ages, Carroll Shelby converted (with Ford Motor Company's blessing), a special model designed with only two things in mind; winning races and beating the Chevrolet Corvette. Designated simply as the "GT-350", these purpose-built performance cars started as "Wimbledon White" fastbacks with black interiors. The fastbacks were shipped from the San Jose, California assembly plant and fitted with a Hi-Po 289, four-speed manual transmission, and included front disc brakes. Also shortened hoods and rear seats with identifying trim were among other visual variations. These few cars were converted to street, road racing, and drag cars in Shelby's plant at Los Angeles International Airport.
Modifications to both the street and racing versions included: side-exiting exhausts, Shelby 15 in (380 mm) magnesium wheels (though some early cars were fitted with the factory steel wheels), fiberglass hoods with functional scoops, 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 batteries, rear anti-sway bars with souped-up front anti-sway bar, dash-mounted gauges, a fiberglass parcel shelf and spare tire holder where the rear seat was intended to be. Among other engine modifications, considerable overhaul boosted output to 306 hp (228 kW). Hot Rod Magazine recorded a 0-60 time of 5.7 seconds.
When Ford stiffened the car's basic body structure, they included a front 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 collector's vehicles.
Carroll Shelby also had a special GT500 in mind, called the Super Snake. Instead of the 428, the Super Snake got an all aluminum version of the upgraded side-oiler FE motor in the 427 S/C Shelby Cobra, estimated at around 600 horsepower. Unfortunately, the staggering sticker price offset the public's interest in this concept, and only one was ever documented, with that one still in existence today.
The industry reacts
In its first two years of production, three Ford Motor Company plants in San Jose, California; Dearborn, Michigan; and Metuchen, New Jersey produced nearly 1.5 million Mustangs, a 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 as just a Plymouth Valiant with a hastily grafted fastback rear window. As for GM, they were certain that they had a Mustang fighter in their rear-engine Corvair Monza, but sales figures didn't even come close. The Monza was a fine performer, but boasted a six-cylinder, not competing 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. The Cougar name had originally been given to the Mustang during the development phase. In 1968 American Motors (AMC) would introduce the Javelin and later, the 2-seat 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 also got a boost in its already high-performance image when Holman-Moody racing ordered 15 1966 Mustangs for use in the A/FX drag racing class. These Mustangs were turned into brutes, thanks to the incredible 427 Single-overhead-cam Hemi-headed V-8. Seriously underrated at 657 horsepower with 2-4bbls, these motors were absolute screamers, redlining at over 10000 rpm. Drivers routinely made passes in the mid-10's, with trap speeds around 130-135 mph, not too shabby considering the pathetic traction that slicks of the day provided, not to mention the Mustang's aerodynamics (or rather, lack thereof).
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," a 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 ¼ mile times of mid 13's, with trap speeds of over 105 mph. A drag racer for the street took a stand during the middle of the 1968 model year, as the 428 Cobra Jet (7.0 L) officially rated at 335 hp (250 kW), but in reality producing well in excess of 400 hp. 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, with a standard Mustang SportsRoof (the new corporate name for the fastback) and the new Mach 1 muscle car version's deluxe interior, the Boss 429 sported none of the garish decals and paint schemes of the day. Only a hood scoop and 15 in (380 mm) "Magnum 500" wheels fitted with Goodyear "Polyglas" tires, with a small "BOSS 429" decal on each front fender, hinted that most powerful Ford V8 of all time was fitted under the hood. Ford intentionally underrated the Boss 429 for advantages both in racing as well as insurability at 375 hp (280 kW) and 450 ft·lbf (610 N•m) of torque. Several dynos showed it to be more around 500-525 horsepower, at very high rpm however. Even with racing touches straight from the factory such as aluminum heads with hemispherical combustion chambers, along with 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, intake, the restrictive factory exhaust system, and engine speed governor were either replaced or removed. While power steering was a "mandatory option" on the Boss 429, neither an automatic transmission nor air conditioning was 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 these heads, combined with the smallish carburetor(the Boss 302 had a larger one) and restrictive exhaust, it wasn't necessarily the best choice for a street car, especially since the rev limiter was locking in its revving potential. The Boss 429 made its power in a significantly higher RPM range than most other big block street cars, much like the 426 street hemis, and of course street racing was prevalent in the day. Owners of these could often be surprised by "lesser" cars of the day in stop light 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 muscle car 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. In the ¼ mile the Boss 302 could post very similar times to the Boss 429, oddly enough, despite the smaller displacement and an incredibly free-breathing induction system in the car. 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 Torino/Mercury Montego instead of the compact Falcon which had been replaced by the Ford Maverick in 1970, 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. Unfortunately, that very same body style was designed for the sole purpose of big-block installation versions, and was limited to a maximum of 351 in³ (5.8 L) in 1972 and 1973, due to extremely strict U.S. emission control regulations and low demand for big block musclecars due to high insurance premiums. 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" power and torque ratings in 1972,and this coincided with the manufacturers making low-compression motors with different, far more restrictive induction systems, making it difficult to compare power and torque ratings. Very much a different car than in 1964, Ford was deluged with mail from fans of the original car who demanded that the Mustang be returned to the way it had been.
1974-1978 Ford Mustang II
The 1974 introduction of the 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 as well due to the federal emission and safety regulations and its build quality could be described as only "mediocre" - no better than other Ford or Detroit products of the day. 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.
Since the car was never meant to have a V8, it became a mad scramble to reengineer the car in order to reinstate the 302 in³ (5.0 L) V8 option in time for the 1975 model year, but only in low-suds form with a two-barrel carburetor and 140 horsepower. 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 sub-frame 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 stable mate, the Dodge Challenger, in 1974. Then GM nearly discontinued the Camaro and Firebird that same year. However, on the momentum of the Mustang II's success, and under the direction of Ford's new styling chief, Jack Telnack, a totally new Mustang hit the streets for 1979.
"1979-1993 Ford Mustang"
For 1979 an all new Mustang hit the dealerships. Larger and based on the "Fox" platform the new mustang deviated from the smaller compact Mustangs of the past. The interior was completely redone and could now seat four in comfort, even with the smaller back seat of a sports car. The new Mustang also enjoyed a good deal more trunk space, and a bigger engine bay for better serviceability. The 2.3 liter four cyilnder from the earlier car was continued, but refined. The four was offered in as many as four variations, including a turbo, and was further refined, gaining fuel injection after 1987. The Mustang II's 2.8L (171cid) V6, made by Ford of Europe, was continued only for 1979.
Ford's 200cid inline six was far more plentiful, and more easily maintained. The 3.8 liter (232 cid) "Essex" V6 was later offered, but was discontinued before 1987, then returned in the next generation Mustang in 1994. The 255cid V8 was offered from '80 to '82, but V8 power came mainly from the 302cid (5.0 liter) V8. For performance fans, this Mustang brought them back to the fold. With the 302, it was faster than the New-for-'82 Camaro, and with the LX package it could be had for less. Mustang added a convertible for '83, in response to the 1982 Chrysler convertibles. Camaro didn't have one until the late eighties. While the LX package was the fastest Mustang, the GT package was often billed as the fastest, because of its fender flares, spoilers, and bodyside moldings, but the LX is the real performer, because all those add-ons increase the weight of the car. A rare SVO mustang, which presaged later styling elements of the main line of mustangs was offered for '84, and an "Indy 500" pace car edition was offered in 1979. Both command higher prices, as do the convertibles. For 1987, Mustangs got new styling, which was very reminiscent of that earlier SVO, and gave the car more of an "Aero" look, in keeping with Ford's overall styling direction. This particular mustang represents the longest run on any platform.
"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." A four-barrel carburetor and aluminum intake manifold in '83 and '84 bumped power to 175 horsepower, and 247 lb.ft of torque. The 1984 Mustang was to get a 205 horsepower 5.0, but this motor was delayed to '85, and the rating was revised to 210 horsepower and 270 lb.ft of torque. It got its power from a new, more aggressive roller cam, a less restrictive exhaust system with tubular headers and dual mufflers and tailpipes, and new cylinder heads. For those interested in modifying, the '85 Mustang also got forged pistons in place of the '84 and earlier's sandcast pistons. This combination was stout, but short lived, for in 1986, the first fuel-injected 5.0 made its debut. Much like the first 4.6 GTs a decade later, this setup didn't rev very high, and at around 5200, this motor began to fall on its face. The good news is that they were very strong until then, thanks to the Turbo-swirl heads dubbed "E6", the intake manifold with very long runners, higher compression(9.25:1), and the first true dual exhaust system(with 4 catalytic converters) on a Mustang in over a decade. It was rated at 200 horsepower, down a few from the '85, but the torque rating rose to 285 lbs. The combination made for the broadest torque curve of any of the 5.0s, and a good driver could put a 1986 GT into the high 13s in the 1/4 mile. In 1987, the Mustang got cylinder heads almost identical to the ones on the '85 GT, and a higher horsepower intake manifold, and ratings jumped to 225 horsepower and 300 lb.ft torque. The light weight of these Fox chassis Mustangs, combined with the stout engine, allowed these Mustangs to run the 1/4 mile in the mid-13 second range with a skilled driver. In 1989, the mustang's speed density air system was replaced with a mass air system. While it may have cost the 5.0 a whole 2 horsepower, it also made the Mustangs very mod friendly. In 1993, with no explanation as to why, Ford switched to cast eutectic pistons in all 5.0s, and also re-rated the GT at 205 horsepower and 275 lb.ft torque, without doing anything that would reduce power. Skeptics say this was to make the soon to be released 4.6 mustangs look better on paper. Ford claimed to have changed how they rated the 5.0, however, the 5.0 GTs made around 205-210 horsepower at the rear wheels anyway, so it was still conservative. 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, was rated at a very conservative 235 horsepower and 280 lb.ft torque, and could send a mustang through the 1/4 mile in low 13s. There was an R model Cobra in 1993 that used the same 302 in³ motor as the regular Cobra. However, there was talk of a Cobra R with a turbocharged 351 in³ V-8 with 400 hp. This, however, was not to be.
In 1987, the Mustang received its first 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, remain extremely popular today.
SVO
Introduced for the 1984 model year, the SVO was intended to be the model that would both reestablish the Mustang as a modern sports coupe and provide a competitor to European and Japanese compact sports coupes of the day. The project became the first for Ford's then-new SVO division, who endowed the car with several suspension and drive train modifications. Power came from an updated and heavily modified version of Ford's 2.3 L OHV inline four-cylinder engine, featuring a new computer-controlled fuel injection system, and an intercooled turbocharger. Power output for early units was 175 horsepower (very good for the day), giving the vehicle a stout 0-60 time. Updates to late-production cars boosted power ratings to 205 hp and torque to 245 ft·lbf in 85', and was revised to 200 in 86'. They were combined with newly revised gearing and the aid of a now factory installed Hurst shifter. 0-60 times were even quicker, making the SVO one of the best 4-cylinder performance cars of the time.
The platform and power train modifications were matched with a high level of standard equipment and several notable features including specially designed pedals to aid in "heel and toe" shifting. Included was the late-production addition of an interior switch which allowed drivers to "tailor" vehicle power output by selecting what grade of gasoline too be used. A competition package was also available, and although it did away with much of the interior equipment (including a stereo system); it gave track day enthusiasts the option of purchasing the vehicle without performance-sapping extras.
Despite the SVO's long equipment list, competent handling, and class-leading performance, the vehicle was not a success. Typical Mustang enthusiasts preferred the stronger, V8-powered Mustang GT (despite its far inferior handling, braking, and refinement), and even those who were less concerned with the absent V8 engine, were usually put off by the vehicle's high price: A staggering $16,000 USD when new, a number well above average for the class. Slow sales eventually caused Ford to rethink the SVO's viability, and it was discontinued in 1986.
For 1987, Ford dropped the SVO from the Mustang lineup, and increased power output of the GT model to 225 hp, returning a V8-powered model to the undisputed top spot in the Mustang lineup. Nonetheless, the GT lacked the SVO's more advanced suspension (and thus its handling prowess), the full list of features, and four-wheel disc brakes.
Special Service Package (SSP)
Main article: Ford Mustang SSP
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. Problems also occurred with Chevrolet Camaro’s with their camshafts at pursuit speeds.[1] Taking the Fox-Platformed 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 from 1982 until their discontinuation in 1993.
Near-death experience
In the late 1980s, Mustang sales were slumping. Sales were over 100,000 units a year, but were nothing compared to previous Mustang's numbers, and Ford thought that the Mustang had lost its place in the market. Ford announced that they would replace the rear-wheel drive Mustang with a Japanese derived front-wheel drive version. Mustang fans quickly responded and sent Ford hundreds of thousands of angry letters, asking them to save the rear-wheel drive Mustang. Ford responded, and gave the rear-wheel drive Mustang one more chance. Ford then renamed the front-wheel drive version the Probe. With a redesigned body, along with improved sales, production would carry on. If sales didn't improve, however, Ford may have dropped the nameplate. Ford redesigned the Mustang, and response was better than expected. Ford salvaged the nameplate, and production carries on to this day.
The SN-95 Mustang
For 1994, the Mustang underwent its first major redesign in 15 years. The new design, code named "SN-95" by Ford, was still based on the "Fox" platform, but featured dramatically new styling by Patrick Schiavone 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 rated at 145 hp (108 kW) while the GT featured the "5.0" 4.9 L V8, which now utilized the 5.0L Thunderbird intake manifold and a larger, 60mm throttle body, and was now rated at 215 horsepower. The successful Cobra model also returned, with its GT-40 equipped 5.0 L engine, now rated at 240 hp (179 kW), the extra 5 horsepower coming from a 70mm throttle body. The Mustang Cobra convertible was selected as the Pace Car for the Indianapolis 500, making it the third time that the Mustang had enjoyed such an honor. One thousand replicas were built and sold through select dealers. Larger brakes, a different transmission, and suspension modification followed. 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 5.8 L (351 in³) V8 to make its return to the regular production. However, this is not what they got. The 5.0 GT 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 two valves per cylinders, one for intake and one for exhaust. Despite being SOHC, it was not much of a revver, and while torquey, didn't make much power past 5000 rpm. 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's block, cast by Teksid of Italy, was an aluminum, cross-bolted block. The heads had split ports and huge valves, and were arguably a little much for the street, but are still a favorite of modular race teams. To compensate for the relative lack of low end response associated with these kind of cylinder heads, SVT also put an intake manifold with dual runners on the Cobra, with the secondaries not opening until around 3000 rpm, making these early modular Cobras very responsive at low speeds. In 1996, the 3.8 L V6 was bumped to a 150 hp (112 kW) rating. The longer valve covers for 8 cylinders not-withstanding, when the hood was opened up, the V6 mustangs were arguably more aesthetically pleasing than the V8 models, since the V8 engine bay was on the bland side, a far cry from the 5.0 engine bays, which the V6 actually resembles. In 1998 the SOHC 4.6 L 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." 1998 was also the only year that the "Sports" packaged was offered. It included unique black stripe (regardless of car color) on the hood which extended over to the wheel wells.
A refreshed model with Ford's "New Edge" styling themes came in 1999. Gone were many of the soft lines of the early SN-95s. Moreover, bite was added to the Mustang's bark. Even though the GT's 4.6 motor was out-sized by the 346-inch LS1 Camaros, the GT was far less expensive, and didn't have the quality issues that the F-bodies were known for, resulting in the Mustang trouncing the Camaro/Firebird in sales. 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 4000 rpm; redline was at 6000 rpm. Power suffered at the low end on this engine in comparison to the earlier SOHC models, but it more than made up for it at higher RPM due to the new "performance improvement" heads, cams, and intake manifold. The 4.6 Mustang now felt more like a high winding performance motor, as compared to the earlier 4.6's, which were essentially truck motors with dual exhaust. The Mustang GT now did the 1/4 mile in just over 14 seconds, versus the 98 GT's mid-14 second performances, and in 2000, Ford very silently put in more aggressive cams and raised the compression on the GT's, as well as offering a 3.55:1 final drive. These changes put the GT solidly into the high 13's in the 1/4 mile, with trap speeds around 100 mph. Ford did leave many of their fans disappointed however, as there was a rumored(and spotted) GT with a 5.4 SOHC V8 with a 290 horsepower rating. Ford never followed through on it. On the V6 models, split-port induction replaced single-port induction, which increased the base model's power to 190 hp (142 kW). While the Cobra claimed 320 hp (239 kW), some magazines and owners contradicted it. 5.0 Mustangs and Super Fords claimed that it actually exceeded the torque rating, but didn't quite match the power 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 (except the limited Cobra R) and the company developed new parts to replace the missing power. These changes were incorporated into the 2001 model year Cobra, and when fixed, these quad-cammed mustangs hurry through the 1/4 mile in the lower to mid-13 second range.
Power came from re-designed heads and cams. As a "modular" family, earlier 4.6 L SOHC’s can swap out their heads with "Power Improved" heads as offered through the Ford Parts Catalog. Due to a different combustion chamber and pistons, the compression gets bumped to about 10.7:1, and requires premium fuel. The Cobras received similar improvements, as 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. Made as race cars, they were stripped of air conditioning, radios, and back seats. Unlike the early R’s, one did not need a racing license to buy one of these race Cobras. The suspensions were finely tuned, and in 1995 and 2000 the Cobra R’s 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 hp. The 2000 Cobra R utilized a modular 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 power was well over 400 hp.[citation needed] It received a Tremec T-56, 6-speed transmission, the same transmission used in the Chevrolet Corvette, Chevrolet Camaro, and the Dodge Viper. Minor exterior enhancements such as the addition of a front splitter and rear wing added down force and stability at speed. The Cobra used a side exiting exhaust system, utilizing actual shorty headers and three Borla mufflers. It also used "smoked" headlights, which made their 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 sub-frame connectors 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 power at 265 hp, later revised to a still conservative 270. More telling is the torque curve, which was vastly improved over the base GT models, 90% of its 302 ft·lbf available from 2000 rpm. This broader torque curve makes itself known at the drag strip, as these special edition mustangs could cover the 1/4 mile in 3-4 tenths of a second faster than a regular GT. These special intake manifolds also responded very well to superchargers, and were great for nitrous oxide, due to the fact that if there is a nitrous-backfire, the aluminum bullitt manifold wouldn't blow into a million pieces. 17 inch “American Torq-Thrust,” wheels reminiscent of those on the car driven by McQueen in the movie were also used on this car and made optional on GT’s wrapped in 245/45ZR performance rubber by Goodyear. The Bullitt featured a hood scoop that first appeared on the 1999 35th anniversary package Mustang GT’s, as well as new side scoops, lower body moldings and c-pillars with unique rear side window shape. Other special features on the Bullitt included aluminum pedals and shifter, retro-styled gauges and seats, red brake calipers with the Mustang logo on them, and the removal of the spoiler and fog lamps regularly found on Mustang GT’s, all for a cleaner look. The Bullitt Mustang was offered in only three colors: Dark Highland Green (like Steve McQueen's original Bullitt Mustang), True Blue, and Black. Total production was 5582 units, with 3041 of those in Dark Highland Green.
In 2001, a hood scoop similar in design to the 35th anniversary scoops, and non-functional side scoops were added to GT models, and made optional on the V6 as part of a "pony package." Smoked headlights from the Cobra R and a new deck 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, all 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 pony car era.
Debuting in Spring 2002 as a 2003 model, the Cobra returned, this time with vastly increased power and handling. Dubbed during development as the "Terminator" Cobra, it received a T56 6-spd transmission coupled with a supercharged 4.6L DOHC V8. Due to the reduced power handling capability of the new WAP aluminum blocks, these new Cobras used the GT's cast iron engine block. Power was rated at 390 hp (290 kW). Muscle Mustangs & Fast Fords and other Ford-themed magazines have performed dyno tests on several Cobras that put down rear-wheel power numbers in excess of 380 hp, which would suggest actual flywheel power to be around 450 hp. This amount of power meant that the 2003 Cobra was capable of mid-12-second quarter-mile times right off the showroom floor.
Also returning in 2003 was the "Mach 1" nameplate. The original 1969 and 1970 Mustang Mach 1s were (and remain) some of the most popular Mustangs ever, so Ford decided to try to keep interest in the Mustang high until the release of the S-197 with yet another special-edition Mustang. The Mach 1 used a non-supercharged version of the Cobra's 4.6 DOHC V8 which utilized cams from the Lincoln Navigator motor, and it was conservatively rated at 305 hp. Other special features included "retro" interior styling, with seats made to look like the "comfortweave" seats in the original Mach 1s, old-style gauges, and aluminum pedals and shifter. Outside, the Mach 1 featured a striping package and blacked-out spoiler designed to mimic the original Mach 1, "Magnum 500" styled 17-inch wheels, and a "Shaker" hoodscoop. The "Shaker" hoodscoop was special, and so named because it was attached to the engine and stuck out through a hole in the hood, and would move with the torque of the motor. Ford utilized the same casting for the new "Shaker" that they had for the 1969 model year. The Mach 1 was also produced for 2004. Despite having camshafts that produce power at lower rpm, the Mach 1's 4.6 made just as much horsepower as the 01' Cobra, due to the 4-valve heads being revised, the compression being bumped to 10:1, and the ram-air system. It also out-torqued the Cobra, and had 3.55:1 rear gears, making it capable of very low 13- second 1/4 mile times with a good driver.
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. Both motors seem to be underrated. Muscle Mustangs and Fast Fords recently dynoed a V6 automatic at 182 rwhp, which is about 235 hp at the flywheel. 5.0 Mustangs and Super Fords recently dynoed a new GT to 287 rwhp and 305 rwtq. Thats about 340 horsepower and around 360 lb.ft of torque at the flywheel, and is enough to propel the new GT's through the 1/4 mile in the lower 13-second bracket with some good shifting. It retains the traditional but controversial live rear axle,no doubt for its reliability in drag racing, 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 optional changeable color 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 2006 model year offered a new "Pony Package" for the popular V6 model, which included upgraded suspension, Bullitt-style wheels, wider tires, unique grille treatment with road lamps, rear deck spoiler, special door striping and special emblems. Dozens of new aftermarket products are being released for the new Mustangs. The V6 Mustang had scarce aftermarket support in the past, but that all changed with the S-197 Mustang, which now has an array of V6 aftermarket support. Carroll Shelby has built special editions of the V6 with Paxton Superchargers and a 350 hp rating.
Shelby 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, which shares components with the Ford GT supercar as well as the 2000 Cobra R.
The most powerful factory-produced Mustang ever is the new Shelby GT500. Car & Driver put the Shelby GT500 up against the Corvette (Z51 package) and could only get 12.9 sec quarter-mile while the Corvette ran a 12.8. Road & Track magazine could muster only a 13.1 quarter-mile out of the Shelby GT500. However, Muscle Mustangs and Fast Fords (August 2006 issue) recorded low-12 second performances (best: 12.257s), with trap speeds of over 117 mph (temperature 66 degrees F; humidity 46%; pressure 29.9).
Ford Press Release on the recent certification of 500 horsepower (SAE):
2007 FORD SHELBY GT500 OFFICIALLY RATED AT 500 HORSEPOWER
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 500 hp iron block with aluminum heads. Bore x Stroke is 3.552 x 4.165 inches, producing 330 in³ (5,409 cc) displacement. Static compression ratio is 8.4:1 (same as Ford GT, but vs. 8.5:1 on the 2003 Cobras.) Forged steel crankshaft is from the Ford GT. 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. The peak power rating is at 6000 rpm, and redline is at 6250 rpm.
Supercharger: Eaton M122H (H for hybrid…revised 5th-gen blower) Roots-style blower with 9 psi 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: 3920 lb (1750 kg) with F/R distribution of 57/43 Coupe 4040 lb (1804 kg) with F/R distribution of 57/43 Convertible
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 Goodyear Eagle Supercar.
See also Motor Trend, May 2005 [2]
Shelby GT-H Mustang (GT350H Commemorative Edition)
Ford/SVT decided to bring back into production a modern version of the famous 1966 "Rent-A-Racer" black and gold Shelby GT350H Mustang that was available at Hertz. The current Mustang incarnation will receive a boost in power to 325 hp and 330 ft·lbf of torque. Its styling clearly reflects that of the 1966 Mustang. The car will be available at select Hertz locations that feature the "Fun Collection" in summer 2006. Upgrades over the standard Mustang GT include the Ford Racing Performance Parts FR1 "Power Pack" and the FR3 "Handling Pack." These give the GT-H a cold air kit; lowered, stiffened suspension with new shocks; and exhaust. An X-pipe similar to the GT500 and a unique hood are also used.[3] [4]
2007 Shelby GT
A 4.6-liter, 325-horsepower Ford Shelby GT will slot between the Mustang GT and the Ford Shelby GT500, both in performance and appearance. It is basically a retail version of the Ford Shelby GT-H Mustang developed for Hertz. The Hertz car attracted so much attention that Ford dealers and customers asked for a version of their own. The Ford Shelby GT will go on sale in January 2007. [5]
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, Canada, 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 and Lincoln Mark LT 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
- Cologne V6 2.8
- 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 Special Editions and Performance Versions
- Boss 302
- Boss 429
- Boss 351
- High Country Special — 1966, 1967, 1968
- GT/CS California Special — 1968, 2007
- M81 Mclaren
- Indy 500 Pace car editions — 1965, 1979, 1994
- GT Enduro — 1982
- SVO — 1984–1986
- 7-Up Mustang — 1990
- Mustang Bullitt — 2001
- Cobra — 1993–2004, except 2000 and 2002 (Australia only)
- Cobra R — 1993, 1995, 2000
- Mach 1
- Mach 1 Special Edition — 2003–2004
- Mustang GTR - 2005-present (concept)
- Shelby Mustang (GT-350 and GT-500)
- Mustang GT-H — 2006
- Mustang GT/CS (California Special) — 2007
Current third-party tuner versions
Awards
The Mustang made Car and Driver's Ten-Best list five times: 1983, 1987, 1988, 2005 and 2006. The SN-95 Mustang won Motor Trend's Car of the Year award in 1994. Interestingly, the oft-derided Mustang II also won the Car of the Year award in 1974. Ford Motor Company's car line won the Car(s) of the Year award in 1964, the Mustang's first year of production. 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
- Mercury Cougar - corporate cousin of mustang from 1967 to 1973
- Mercury Capri - corporate cousin of mustang from 1979 to 1986
- Shelby Mustang
- Ford Bronco — another horse-related marque (but unrelated mechanically)
- Ford Motor Company
- Dodge Charger — a competitor for the early 1970's Mustang.
- Chevrolet Camaro and Pontiac Firebird — competitors from 1967 to 2002.
- Ford automobile collectibles
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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