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The Ford Mustang is an American automobile, 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.[2] The Mustang remains in production today after many decades and several revisions.
[] First generation (1965–1973)
First-generation Mustang
Production: 1964–1973
Body style: 2-door convertible
2-door coupé
2-door fastback
Engine: 1964–1966
* 170 cid (2.8 L) I6
* 200 cid (3.3 L) I6
* 260 cid V8
* 289 cid V8
1967–1968
* 200 cid (3.3 L) I6
* 289 cid V8
* 302 cid V8
* 390 cid V8
* 427 cid V8
* 428 cid V8
1969–1970
* 200 cid (3.3 L) I6
* 302 cid V8
* 351 cid Windsor V8
* 351 cid Cleveland V8
* 390 cid V8
* 428 cid V8
* 429 cid V8
1971–1973
* 200 cid (3.3 L) I6
* 302 cid V8
* 351 cid Windsor V8
* 351 cid Cleveland V8
* 429 cid V8
[] Coming to the market
Despite his repeated attempts to receive the go-ahead to produce such a car, Lee 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 .
[] Built to order
When the Mustang debuted in 1964, it had a large number of available options. The long list of optional equipment 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 cid (4.2 L) for $116.00 or a 210 hp (157 kW) 289 cid (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, and with cheater slicks, mid 13-second 1/4 mile times were attainable.
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.
[] 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 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 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 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.
[] 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
Production: 1974–1978
Body style: 2-door coupé
3-door hatchback
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
Production: 1979–1993
Body style: 2-door convertible
2-door coupé
3-door hatchback
3-door T-top
Platform: FR Fox
Engine: 1979-1993
* 2.3 L 105 hp I4
* 200 cid I6
* 3.8 L V6
* 255 cid 120 hp V8
* 5.0 L (302 cid) 225 hp V8
Transmission: 4-speed automatic
5-speed manual
Wheelbase: 100.5 in
Length: 179.6 in
Width: 68.3 in
Height: 52.1 in
Fuel capacity: 15.4 US gal
[] 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.
[] Fourth generation (1994–2004)
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Fourth-generation Mustang
1994-98 Mustang
Production: 1994–2004
Body style: 2-door convertible
2-door coupé
Platform: FR SN-95
Engine: 1994-1998
* 3.8 L 145 hp V6
* 5.0 L 215 hp V8 (GT)
* 5.0 L 240 hp V8 (94-95 Cobra)
* 4.6 L 305 hp V8 (96-98 Cobra)
* 5.8 L 300 hp V8 (95 Cobra R)
1999–2004
* 3.8 L 190 hp V6
* 4.6 L 260 hp V8 (GT)
* 4.6 L 320 hp V8 (99, 01 Cobra)
* 4.6 L 390 hp Supercharged V8 (03-04 Cobra)
* 5.4 L 385 hp V8 (00 Cobra R)
Transmission: 4-speed automatic
5-speed manual
6-speed manual
Wheelbase: 101.3 in
Length: 181.5 in
Width: 71.8 in
Height: 52.9 in
Fuel capacity: 15.4 US gal
[] 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 145 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 mph trap speeds.[4] 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 can achieved 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.
In 2003 Ford updated the Fox-based Cobra for the last time. The engine had been upgraded with an Eaton supercharger and an air to water intercooler, producing 390 horsepower (291 kW) and 390 ft·lbf (394 Nm) of torque. To cope with increased power, the 5 speed tremec T-45 transmission had been upgraded to six speed tremec T-56, shared with the Viper and the Corvette. Handling had been improved with .90 g on the skidpad by redesigning the suspensions and fitting with more aggressive tires. 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
Production: 2005–present
Body style: 2-door convertible
2-door coupé
Platform: FR S-197 D2C
Engine: 2005-present
* 4.0 L 210 hp V6
* 4.6 L 300 hp V8 (GT)
* 5.4 L 500 hp Supercharged V8 (GT500)
Transmission: 5-speed automatic
5-speed manual
6-speed manual
Wheelbase: 107.1 in
Length: 187.6 in
Width: 74.0 in
Height: 54.5 in
Fuel capacity: 16 US gal
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. It retained the traditional live rear axle which was favored by drag racing enthusiasts for its durability and simplicity. The V6 comes with a standard Tremec T-5 manual transmission and the GT model comes with a more rugged Tremec TR-3650 gearbox. Both V6 and V8 models comes with an optional 5-speed 5R55S automatic transmission. 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.
The Mustang convertible arrived in Ford dealer showrooms in spring 2005, available with either the 4.6 V8 or 4.0 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).
The Mustang sports optional features such as a color-configurable instrument cluster (MyColor, only available as part of the Interior Upgrade Package), Shaker 1000 1,000-watt audio system with speed sensitive volume control, 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. One such example is found in the re-designed strut towers on the 2007 Mustang, to accommodate the wider 5.4L 4V V8 engine in the GT500. Another example is the rear diffuser from the 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 - 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
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Hunter's Creek Knives
e-commerce websites
from €550, ready to go! sell classic car related items online.
also blogs, brochure websites!
www.LeitrimWebDesign.com
Affordable Classics
Classic Ford Car Sales
01787 237887
www.affordableclassics.co.uk
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