Ford Mustang
| Ford Mustang | |
|---|---|
 | |
| Overview | |
| Manufacturer | Ford Motor Company |
| Production | 1964–present |
| Assembly | Dearborn, Michigan (1964-2004) Flat Rock, Michigan (2005-present) |
| Body and chassis | |
| Class | Muscle car (1964-present) Sport compact (1979-1993) |
| Body style | 2-door convertible 2-door coupé 2-door fastback 2-door Wagon |
| Layout | FR layout |
| Platform | Ford Fox platform (1979-2004) Ford D2C platform (2005-present) |
| Related | Shelby Mustang |
The Ford Mustang is an automobile produced by the Ford Motor Company, originally based on the Ford Falcon compact.[1] The first production Mustang rolled off the assembly line in Dearborn, Michigan on 9 March, 1964, and was introduced to the public at the New York World's Fair on 17 April, 1964, and via all three American television networks on 19 April. It was one of the most successful product launches in automotive history. The Mustang sold over one million units in its first 18 months on the market. The Mustang remains in production today after many decades and several revisions.
| First-generation Mustang | |
|---|---|
 | |
| Overview | |
| Production | 1964–1973 |
| Body and chassis | |
| Body style | 2-door convertible 2-door coupé 2-door fastback |
| Powertrain | |
| Engine | 1964–1966
|
First generation (1965–1973)
Design and engineering
The prototype, first conceived by Ford product manager Donald N. Frey and championed by Ford Division general manager Lee Iacocca, was a two-seat, mid-engine roadster. This would later be remodeled as a four-seat car penned by David Ash and Joseph Oros in Ford's Lincoln–Mercury Division design studios, which resulted in the winning design in an intramural design contest called by Iacocca.
To cut down the development cost, 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 2.4 in (61 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). 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.
1964–1966
Since it was introduced five months before the normal start of the production year, this first model has become widely known — although incorrectly — as the 1964 1/2 model. A more accurate description is the "early 1965" model, as the car underwent several significant changes at the start of the regular model year. All the early cars, however, were titled as 1965 models. 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. With its "long hood/short deck" styling giving an impression of a costly car.
Some minor changes to the Mustang occurred at the start of normal 1965 model year production, a mere five months after its introduction, and these cars are known as "late 65's," as opposed to the "early 65's" built from April through September (also known, incorrectly, as 1964 1/2 models.) 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 electrical 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. 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.
1967–1968
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 (250 kW) 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 in³ (7.0 L) Cobra Jet engine officially rated at 335 hp (250 kW), but in reality producing well in excess of 400 hp. The 1968 Mustang fastback gained pop culture status when it was used to great effect in the crime thriller Bullitt. Lt. Frank Bullitt drove a modified Mustang GT-390 fastback, played by legendary actor Steve McQueen, chasing two hitman in a Dodge Charger in the film's famous car chase through the streets of San Francisco. An attractive version of the coupe was offered for 1968 only. The California Special Mustang, or GT/CS, was visually based on the Shelby and was sold only in the Western states. Its sister, the High Country Special was sold in Denver.
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. 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 it lacked a V8 engine and its reputation had been tarnished by Ralph Nader. 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.
1969–1970
1969 saw the introduction of both the car's third body style and a hand-built muscle car intended solely to satisfy the homologating rules of NASCAR, the Boss 429. The 1969 featured a 302 cid V8 rated at 220 hp (164 kW). The 1969 coupe was longer than previous models and sported convex rather than previously concave side "lines". Ford also introduced a luxury Grande model with interior wood paneling, a quartz clock, and a 351 cid Windsor engine.
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 at a very special mustang. Holding a big block with a huge bore and hemispherical combustion chambers, the motor had staggering potential for power. The brainchild of this car, the late Larry Shinoda however, was disappointed with the finished product, as he was quoted as saying that he wanted a 10-second capable car in factory form. The actual production Boss 429 certainly wasn't capable of such wild times, for several reasons. The rev limiter, a small carburetor(the Boss 302 Mustang had a larger one), restrictive intake manifold, a mild solid lifter cam, and restrictive exhaust corked up the motor and kept it from revving. And, all of the smog equipment choked it down. The finished product was still strong, peaking at around 525 horsepower at close to its 7000 rpm redline, however, the powerband was narrow for an engine of this size, a result of the restrictions. Of course, stoplight drag racing was prevalent in the day, and owners of these, as well as other cars such as Chrysler's street Hemi, could be surprised by "lesser" cars of the day that produced broader powerbands and more low-rpm torque. 100+ horsepower can easily be added with the right cam/intake/carb/exhaust selection, along with a broader powerband. 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.
Also available during that two-year period was another homologating special for the up-and-coming sport of Trans-American sedan racing. The Boss 302 Mustang 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 cid (5.0 L) V8 and topped with cylinder heads from the yet to be released new-for-1970 351 cid (5.8 L) "Cleveland". This combination meant that the Boss 302 Mustang 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 Mustang blocks in the near future.
1971–1973
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. Ford originally planned to install a 460 in the Mustang as well. Unfortunately, that very same body style that was designed for the sole purpose of big-block installation versions was limited to a maximum of 351 cid (5.8 L) in 1972 and 1973, due to extremely strict U.S. emission control regulations and low demand for big block muscle cars 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.
Second generation (1974–1978)
| Second-generation Mustang | |
|---|---|
| Overview | |
| Production | 1974–1978 |
| Body and chassis | |
| Body style | 2-door coupé 3-door hatchback |
| Powertrain | |
| Engine | 2.3 L SOHC I4 2.8 L V6 5.0 L V8 |
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. The Mustang II featured innovations such as rack-and-pinion steering and a separate engine sub-frame that greatly decreased noise, vibration, and harshness. The Arab oil embargo, skyrocketing insurance rates, and United States emissions and safety standards that destroyed the straight-line performance of virtually every car of the period. 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.
1974
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.
1975–1978
Since the car was never meant to have a V8, it became a mad scramble to re-engineer the car in order to reinstate the 302 cid (5.0 L) V8 option in time for the 1975 model year, but only with a two-barrel carburetor and 140 horsepower. To make the V8 option fit changes were made to the front fenders, engine bay, and header panel. To help boost sales Ford introduced the Cobra II package in 1976, and the King Cobra in 1978. On the momentum of the Mustang II's successful sales, and under the direction of Ford's new styling chief, Jack Telnack, a totally new Mustang hit the streets for 1979.
Third generation (1979–1993)
| Third-generation Mustang | |
|---|---|
 | |
| Overview | |
| Production | 1979–1993 |
| Body and chassis | |
| Body style | 2-door convertible 2-door coupé 3-door hatchback 3-door T-top |
| Platform | FR Fox |
| Powertrain | |
| Engine | 1979-1993
|
| Transmission | 3-speed automatic 4-speed automatic 4-speed manual 5-speed manual |
| Dimensions | |
| Wheelbase | 100.5 in |
| Length | 179.6 in |
| Width | 68.3 in |
| Height | 52.1 in |
1979–1982
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 cylinder from the earlier car was continued, but refined, as well as a new turbocharged version rated at 132 horsepower. It was dropped after one year, due to terrible reliability issues. The Mustang II's 2.8 Cologne (171 cid) V6, made by Ford of Europe, was continued only for a year. The low-revving 302 also returned, rated at 140 horsepower at 3200 rpm. Mustang was again chosen for pace car for duties Indianapolis 500. Ford commemorate the honor with an "Indy 500" pace car edition. The 1979 model introduced metric wheels and tires, the tires being manufactured by Michelin as their "TRX" model.
Ford's 200 cid inline six replaced the Cologne 2.8 L V6 for 1980, The new 255 cid V8 was the only V8 offered in 1980 and 1981. In essence a de-bored 302, the 255 had restrictive heads, a pathetic camshaft, and managed to wheeze out a paltry 118 hp (88 kW), the lowest power ever for a Mustang V8, although it was questionable that it even produced 118 hp. This motor is really not a viable option to build up. The block and internals were of poor quality and do not take to increased horsepower well. The Mustang was revived with the reintroduction the of Mustang GT in 1982, bringing more V8 power from the 302 cid (5.0 L) via new valves, a more aggressive cam, a larger 2-barrel carburetor, and better breathing intake and exhaust systems. It was rated at 157 horsepower. For performance fans, this Mustang brought them back to the fold. With the 302, it was one of the quickest domestic cars in America.
1983–1986
The 3.8 liter (232 cid) Essex V6 replaced the 200 cid I6. The dismal 255 had little demand and was dropped after 1982. Ford added a convertible to the Mustang line in 1983 in response to the 1982 Chrysler convertibles. In 1983, the Mustang GT received a 4-bbl carburetor and a new intake manifold, bringing power to 175 hp. The rare SVO Mustang appeared for 1984, with a far more powerful and refined 2.3 L turbocharged inline-4. It also sported handling and braking abilities that would humble a Mustang GT. However, the steep price tag put off most potential buyers, considering they could own the stronger 5.0 L Mustang GT for less. In 1985, the Mustang GT got the exclusive 5.0 L H.O., with new E5 cylinder heads, a Holley 4-barrel carburetor, a new, more aggressive roller camshaft, a new intake manifold, less restrictive exhaust manifolds, and a pseudo dual exhaust, bringing power to a conservatively rated 210 horsepower. This combination was short lived however, because in 1986, Ford released the first fuel-injected 5.0 L. With the high swirl E6 heads, the early 5.0 H.O. EFI intake, higher compression, and dual exhaust, it made for a motor with an abundance of throttle response and low rpm torque, and a very broad powerband that signed off suddenly, at just 5000 rpm.
1987–1993
In 1987, the Mustang received its first redesign in eight years, incorporating both interior and exterior changes. The exterior design 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 and the 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. The V6 option was discontinued while the 2.3 four cylinder gained fuel injection, leaving only the 2.3 four cylinder and the 5.0 V8. Under newly established Ford SVT division, Cobra R was offered with 5.0 L Windsor V8 with 235 hp (175 kW) and 280 ft·lbf (380 N•m)
"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 cid) 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 ft·lbf 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 ft·lbf 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. 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 made peak power at about 5200 rpm. The good news is that they were very strong until then, thanks to the E6 Turbo-swirl heads, an 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 ft·lbf.
In 1987, the Mustang received E7 heads and a more capable intake manifold. Power ratings jumped to 225 horsepower and 300 ft·lbf torque. In 1989, the Mustang's speed density air system was replaced with a mass air system. This change slightly reduced factory horsepower but it also made Mustangs much easier to modify. With the new mass air system, changes made to the intake, engine, and exhaust system would be recognized and compensated for by the ECU, resulting in a correct air/fuel ratio and optimum power. In 1993, Ford switched to cast hypereutectic pistons in all 5.0s, and also re-rated the GT at 205 horsepower and 275 ft·lbf torque. This estimate is more accurate and up to date since the previous power ratings were made before the addition of the mass air flow system, a minor revision in the cam, and other various changes. Some skeptics say this was to make the soon-to-be released 4.6 mustangs look better on paper. 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 ft·lbf torque, and could send a Mustang through the 1/4 mile in under 14 seconds. An R model Cobra was also produced in 1993 that used the same 302 cid motor as the regular Cobra. It featured larger brakes, Koni shocks and struts, an engine oil cooler, a power steering cooler, and a factory rear seat delete. Since the Cobra R was more race oriented, creature comforts such as air conditioning and a stereo system were not included. There was talk of a Cobra R with a turbocharged 351 cid V-8 with 400 hp. This, however, never went into production.
Near-death experience
In the mid 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.[2]
==Fourth generation (1994–2004)== the last mustang made with a 5.0 was in 96 not 98..
 | This article's tone or style may not reflect the encyclopedic tone used on Wikipedia. |
 | This article may need to be rewritten to comply with Wikipedia's quality standards. |
| Fourth-generation Mustang | |
|---|---|
| 4th Generation 1994-2004 Mustang | |
| Overview | |
| Production | 1994–2004 |
| Body and chassis | |
| Body style | 2-door convertible 2-door coupé |
| Platform | FR SN-95 |
| Powertrain | |
| Engine | 1994-1998
|
| Transmission | 4-speed automatic 5-speed manual 6-speed manual |
| Dimensions | |
| Wheelbase | 101.3 in |
| Length | 181.5 in |
| Width | 71.8 in |
| Height | 52.9 in |
1994–1998
In 1994, the Mustang underwent its first major redesign in 15 years. The design, code named "SN-95" by Ford, was based on an updated version of the rear-wheel drive "Fox" platform known as "Fox-4". It featured dramatically new styling by Patrick Schiavone that incorporated some stylistic elements similar to those on earlier Mustangs.
The base model came with a 3.8 L V6 engine rated at 165 hp (108 kW) while the GT still featured the 5.0 L V8, now utilizing the 5.0 L Thunderbird intake manifold, a 60 mm throttle body, and a 215 horsepower rating. The Cobra model also returned, with its GT-40 equipped 5.0 L engine, now rated at 240 hp (179 kW). The Mustang was named Motor Trend magazine's Car of the Year for the third time in 1994. The Mustang Cobra convertible was selected as the pace car in the Indianapolis 500, making it the third time that the Mustang had enjoyed such an honor. As the result, one thousand pace car replicas were built and sold through select dealers.
In 1996, the 5.0 L Windsor engine was replaced by a 215 hp (160 kW) 4.6 L SOHC "Modular" V8 engine with two valves per cylinder. This engine had been introduced in Lincoln models and was part of Ford's plan to modernize its engine lineup. The Cobra version came with a high-revving 305 hp (227 kW) 32 valve DOHC 4.6 L V8. The Cobra's block, cast by Teksid of Italy, was an aluminum, cross-bolted block. The heads had split intake ports and 4 valves per cylinder. 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 short runner secondaries not opening until 3250 rpm, making these early modular Cobras more responsive at low speeds. The power output of 3.8 L V6 was upgraded to 150 hp (112 kW). In 1998 the SOHC 4.6 L V8 power was increased to 225 hp (168 kW) via a more aggressive pcm calibration, slightly modified fuel system 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.
1999–2004
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. In 1999, Mustang GT's power increased to 260 hp (194 kW) at 5250 rpm and 302 ft·lbf (409 N•m) of torque at 4000 rpm; via the new "Power Improved" (PI) heads, cams, and intake manifold. The new 2-valve SOHC 4.6L Mustang exhibited characteristics associated with a performance engine when compared to the performance behavior of the earlier 2-valve SOHC 4.6 L engines.
The Mustang GT was now capable of low 14 second 1/4 mile ETs with 100 mph trap speeds compared to the 98 GT's mid-14 second ETs and 93-95 mph trap speeds.[3] 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. However, this latter version was never brought to market. 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. Ford responded to complaints by issuing a recall on 1999 model Cobras, which were given computer, intake, and exhaust improvements, to match the original claim of 320 hp. As a result, the Cobra production was halted in 2000 (except the limited Cobra R) while the company was developing new parts to regain the missing power. The changes were incorporated into the 2001 model and the Cobra could achieve 1/4 mile times in the lower to mid-13 second range.
As a "modular" family, the heads on the earlier 4.6 L SOHC motors can be exchanged with "Power Improved" heads as offered via the Ford Parts Catalog. Due to a different combustion chamber and pistons, the compression increases to 10.7:1 and subsequently requires premium fuel to inhibit knocking. The Cobras received similar improvements, as a switch was made from "B" style heads (aka Splitports) 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.
This redesign also saw the realease two separate Special Edition Mustangs. In 2001 the Special Edition Bullitt was released to the public. Available as a hard top only, the Bullitt was a mildly upgraded version of the standard GT. Designed to be a handling based vehicle as opposed to an all-out-brusier, the car was factory upgraded with a lowered suspension (3/4 inch), subframe connectors from the convertible models, new Tokico shocks, and brakes from the Cobra (13-inch front, 11.7-inch rear). The car also reciveved an upgraded exhaust, re-designed intake, and underdrive pullies. These power upgrades led to a factory rating of 265hp, a gain of only 5hp over the standard GT. On the exterior, the car received unique Torque-Thrust style wheels, removal of the fog lights and rear deck spoiler, and new trim accents. It was available in 3 colors, Dark Highland Green, True Blue, and Black.
The success of the 2001 Bullitt led to the production of a second special edition, the 2003-2004 Mach 1. This Mustang was a new model and not an upgraded GT. The Mach 1 was equipped with a unique R-Code DOHC 4.6L modular motor based on the DOHC motors available in the 1999 and 2001 Mustang Cobras, with new cylinder heads from the 2003-2004 Cobra (see below) and cams from the 5.4L Triton motor. The motor was rated at 305hp (raised to 310hp in 2004) though the cars tended to produce power in the 325hp range. The iinterior of the car was given a retro theme with seats made to look like the "comfort-weave" seats available in the 1960s-era Mach 1s, along with retro themed gauges, and a unique aluminum shifter ball. On the outside of the vehicle a Mach 1 package was applied including a functional Shaker scoop, unique 3-tier hood, decal set on the hood, rocker/door panels, special chin spoiler, a flat black rear spoiler Magnum-500 style wheels, and a redesigned C-pillar. The car also received the same suspension upgrades as the Bullitt with the exception of the front and rear stabalizer bars (Bullit had a larger front and smaller rear than the Mach 1). The Mach 1 was available in a range of colors, including Azure Blue(a Mach 1 only color), Torch Red, Zinc Yellow(2003 only), Dark Shadow Grey, Black, Oxford White, and two just for 2004 colors, Competition Orange and Screaming Yellow.
In 2003 Ford updated the Fox-based Cobra for the last time. Internally known during its development as the "Terminator," this Cobra featured a 4.6 liter V8 similar to the older Cobra, however made much more radical with the addition of an Eaton supercharger and an air to water intercooler, resulting in 390 horsepower (291 kW) and 390 ft·lbf (394 Nm) of torque. To cope with increased power, Ford replaced the 5 speed Tremec T-45 transmission with the heavier duty six speed Tremec T-56, also found in the Dodge Viper and Chevrolet Corvette. Engineers improved handling by altering suspension geometries and fitting more aggeressive tires, achieving 0.90 g on the skidpad. Unlike the 1999 SVT Cobra, these cars produced significantly more horsepower than the official Ford claims. From the factory, the 03–04 Cobras ran 1/4 miles in the mid to upper 12's with trap speeds over 110 mph.
Fifth generation (2005–present)
| Fifth-generation Mustang | |
|---|---|
 | |
| Overview | |
| Production | 2005–present |
| Body and chassis | |
| Body style | 2-door convertible 2-door coupé |
| Platform | FR S-197 D2C |
| Powertrain | |
| Engine | 2005-present |
| Transmission | 5-speed automatic 5-speed manual 6-speed manual |
| Dimensions | |
| Wheelbase | 107.1 in |
| Length | 187.6 in |
| Width | 74.0 in |
| Height | 54.5 in |
| Curb weight | 2005-present
|
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 S-197's fastback profile and muscle car status (weight to power ratio of approximately 11:1) complement the retro styling. The S-197 Mustangs are manufactured at the AutoAlliance International plant in Flat Rock, Michigan.
The base Mustang uses a 210 hp (156 kW) SOHC Ford Cologne V6 engine replacing the 3.8 L pushrod V6. The GT has an all-aluminum 300 hp (224 kW) 4.6 L 3-valve Modular V8 with variable camshaft timing. Ford claims the Mustang GT is electronically limited to 145 mph (230 kph) and the Shelby GT500 is electronically limited to 150 mph (241 kph).[4] The S-197 Mustang retained the traditional live rear axle due to the weight reduction benefits over the heavier IRS. The V6 comes with a standard Tremec T-5 manual transmission while the GT model is equipped with a more rugged Tremec TR-3650 gearbox. Both V6 and V8 models comes with an optional 5-speed 5R55S automatic transmission. The 2007 Ford Shelby GT500 is equipped with the durable Tremec TR-6060 transmission. The 2005 Mustang GT equipped with the TR-3650 is capable of perform a quarter-mile test in 13.5 seconds with a 0-60 mph acceleration test in 4.9 seconds.[5] A 2007 GT will perform a quarter-mile test in 13.9 seconds at 103 mph with a 0-60 mph acceleration test in 5.3 seconds.[4] This is more than likely due to the slightly increased weight of the 2007 model. The front suspension had been revised to improve steering response while the rear suspension added a three-linked system to control the vertical and lateral movements of the axle. Unlike the GT, the V6 version lacks a rear sway bar that caused severe oversteer on hard cornering.[6]
The Mustang convertible arrived in Ford dealer showrooms in spring 2005, available with either the 4.6 L V8 or 4.0 L V6 engines. Ford engineers designed the convertible from the ground up to ensure a reasonable structural strength without additional weight. In addition, a z-fold top that gives it a finished appearance with the top lowered.
In 2006, "Pony Package" was offered for the popular V6 model, which included upgraded suspension (including the much needed rear sway bar), Bullitt-style wheels, wider tires, unique grille treatment with road lamps, rear deck spoiler, special door striping and special emblems. 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. For instance, Shelby Automobiles offered a Shelby CS6 package for V6 Mustang owners, including a Paxton supercharger with intercooler that increased the V6 output up to 350 hp (261 kW).[7]
The Mustang sports optional features such as a color-configurable instrument cluster (MyColor, only available as part of the Interior Upgrade Package), Shaker 500 (500 watts peak output) CD/MP3 6-disc audio system, Shaker 1000 (1,000 watts peak output) CD/MP3 6-disc audio system, and brushed aluminum panels (as part of the Interior Upgrade Package). In 2007, the Mustang received more features such as heated seats, Sirius satellite radio, and an automatic tire pressure monitoring system (TPMS). The 2007 Mustang chassis, suspension, and body shared many of the same designs and construction as the GT500. There is thicker sheetmetal/support and extra welds on the 2007 chassis. Another example is found in the re-designed strut towers on the 2007 Mustang; they accommodate the wider 5.4 L 4V V8 engine in the GT500. Another example is the rear diffuser from the 2007 GT California Special package (GT/CS) being used on the GT500.
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
- Modular 5.4
- Ford Essex V6 3.8/232
- Cologne V6 2.8
- 2.3 OHC
- 2.3 Turbo
Special editions and modified Mustangs
Past special editions and performance versions
- Boss 302 Mustang - 1969, 1970
- Boss 429 - 1969, 1970
- Boss 351 - 1971
- Country Special — 1966, 1967, 1968
- GT/CS California Special — 1968, 2007
- Twister Special - 1970
- Olympic Sprint Edition — 1972
- M81 Mclaren
- Indy 500 Pace car editions — 1965, 1979, 1994
- GT Enduro — 1982
- 20th Anniversary GT-350 - 1984
- SVO — 1984–1986
- Twister II - 1985
- 7-Up Mustang — 1990
- Mustang Bullitt — 2001
- Cobra — 1993–2004, except 2000 and 2002 (Australia only)
- Cobra R — 1993, 1995, 2000
- Mach 1 - 1969-1978 and 2003–2004
- Shelby Mustang (GT-350 and GT-500)
- Shelby Mustang GT-H, Hertz Rental Car — 2006
- Shelby Mustang GT — 2007
- Ford GT500 - 2007
Current third-party tuner versions
- Steeda
- Roush Performance
- Saleen S281 3-Valve, Supercharged, and Extreme
- Saleen S302 Parnelli Jones Special Edition
- Cervini's
- Team Shinoda
- FR500C
- Ronaele
- Giugiaro
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 1965 Mustang also won the Tiffany Gold Medal for excellence in American design, and was the first automobile to ever do so. 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
- AMC Javelin — American Motors Corp. competitor from the 1968 to 1974 Mustang.
- AMC AMX — American Motors Corp. two-seat competitor for the 1968 to 1970 Mustang.
- Chevrolet Camaro and Pontiac Firebird — GM competitors from 1967 to 2002.
- Dodge Charger — Chrysler Corp. B-Body competitor for the early 1970s Mustang.
- Dodge Challenger — Chrysler Corp. E-Body competitor for the 1970s Mustang.
- Ford Motor Company
- Mercury Cougar — corporate cousin of Mustang from 1967 to 1973.
- Mercury Capri — corporate cousin of Mustang from 1979 to 1986.
- Plymouth Barracuda — Chrysler Corp. A-Body and E-Body competitor for the 1964-1974 Mustang.
- Shelby Mustang
- California Special Mustang
Notes
- ^ Iacocca: An Autobiography, by Lee Iacocca, Chapter VI
- ^ Performance Probe Ford — Probe history
- ^ Road Test: 1999 Ford Mustang GT article from Motor Trend
- ^ a b Wilson, Tom (2007). "V-8 Family Feud". Road and Track. 58 (5): 56–65.
{{cite journal}}: Unknown parameter|coauthors=ignored (|author=suggested) (help); Unknown parameter|month=ignored (help); Unknown parameter|quotes=ignored (help) - ^ Kott, Douglas (2005). "Mustang Stampede!" (HTML). Road & Track. Retrieved 2007-01-08.
{{cite web}}: Unknown parameter|month=ignored (help) - ^ 2006 Ford Mustang Pony Package — More Fun For The 4.0
- ^ Shelby Automobile Inc. — Shelby CS6
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 0-8019-9060-2.
{{cite book}}:|edition=has extra text (help); Check date values in:|date=(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.
{{cite web}}: Cite has empty unknown parameter:|accessyear=(help)
External links
- Official Ford Mustang Website
- FourEyedPride.Com - A resource for all 79-86 Fox Chassis Mustangs and Capris
- Template:Dmoz