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 touted as 1965 models. The base, yet well-equipped Mustang hardtop with its 170 cid straight-6 engine and three-speed manual transmission listed for US$2,368. With its "long hood/short deck" styling, it gave the impression of a costly car.
Some minor changes to the Mustang occurred at the start of the normal 1965 model year production, a mere five months after its introduction. These cars are known as "late 65's," as opposed to the "early 65's" built from April through September. First, there was an almost complete change to the engine lineup. The I6 engine made way for a new 200 cid version which produced 120hp. Production of the 260 cid engine ceased with the end of the 1964 model year, when a new, two-barrel 200 hp 289 cid engine took its place as the base V8. A 225hp four-barrel was next in line, followed by the unchanged Hi-Po 271hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (the quickest way to distinguish a 64 1/2 from a 65 is to see if the alternator light on the dash says "GEN" or "ALT") and the now-famous Mustang GT was introduced. A four-barrel engine was now available with any body style. Additionally, reverse lights were an option added to the car in 1965. The Mustang was originally available as either a hardtop or convertible, but during the car's early design phases 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 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 320 hp (239 kW) 390 cid (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 Ľ 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 cid (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 hitmen 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. While
the GT/CS was only available in coupe form, the High
Country Special was available in a fastback version.
The Industry Reacts
In the Mustang's
first two years of production, three Ford Motor
Company plants in Milpitas, California; Dearborn,
Michigan; and Metuchen, New Jersey produced nearly
1.5 million Mustangs. It was a tremendous success
that left General Motors utterly unprepared and the
Chrysler Corporation only slightly less so. Chrysler
had just introduced the Plymouth Barracuda a few
weeks before, and 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
the 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 the car's third body style and the
Boss 429, a hand-built muscle car intended solely to
satisfy the homologating rules of NASCAR. The 1969
model featured a 302 cid V8 rated at 220 hp
(164 kW). The coupe was longer than previous models
and sported convex rather than concave side "lines".
Ford also introduced a luxury Grande model equipped
with interior wood paneling, a quartz clock, and a
351 cid Windsor engine.
Only available from 1969 and 1970, the Boss 429 came standard with a Mustang SportsRoof (the new corporate name for the fastback) and the new Mach 1 muscle car version's deluxe interior. It 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. Holding a big block with a huge bore and hemispherical combustion chambers, the motor had staggering potential for power. However, the brainchild of this car, the late Larry Shinoda, was disappointed with the finished product. He was quoted as saying that he wanted a 10-second capable car in factory form. For several reasons, the actual production Boss 429 certainly wasn't capable of such times. 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. Furthermore, all of the smog equipment choked it down. The finished product was still strong, rated at 375 horsepower at 5200 RPM, but the powerband was narrow for an engine of this size, a result of the restrictions. Stoplight drag racing was prevalent in the day, and owners of these Mustangs, 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 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 the Trans Am, but Pontiac had beaten them to it; applying the name to a special version of the Firebird. In the Ľ mile, the Boss 302 posted very similar times to the Boss 429, despite the smaller displacement and an incredibly free-breathing induction system. It should be noted that the blocks from these cars are incredibly strong. 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 because of high insurance
premiums. Two more high-performance
engines were introduced in 1972; the
351 "HO" and the 351 Cobra Jet. Both
cars were excellent performers, but
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, which coincided with
manufacturers making low-compression
motors with different, far more
restrictive induction systems. Thus,
making it difficult to compare power
and torque ratings. Very much a
different car than the 1964 models,
Ford was deluged with mail from fans
of the original car who demanded
that the Mustang be returned to the
way it had been.
Dubbed "Little Jewel" by Lee Iacocca himself, the Mustang II was a project spearheaded by the Mustang's original creator. Iacocca believed that the Mustang had strayed too far from its original concept. A completely re-designed Mustang was in order for 1974. 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 the first year. It is 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 destroyed the straight-line performance of virtually every car of the period. In 1974, Chrysler ended production of the Barracuda and its stable mate, the Dodge Challenger. American Motors also discontinued the Javelin at the end of the 1974 model year. GM nearly discontinued the Camaro and Firebird after 1972.
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
"net" horsepower. To make the V8
option fit, changes were made to the
front fenders, engine bay, and
header panel. Since Ford of Mexico
never lost the V8; they assisted in
the modifications. Although tepid by
today's standards; the car's stock
302 performed quite well by
seventies' standards. The Mustang
II's 302cid engine became Ford's
first officially designated metric
V8 Mustang; the 5.0L. Other than the
V8, the car underwent minor changes
in 1975. The Ghia received "opera"
windows within its vinyl top and a
"MPG Stallion" option was offered.
To help boost sales and excitement,
other performance options were
added. Ford introduced the Shelby
inspired Cobra II in 1976, and King
Cobra in 1978. The King Cobra was a
limited edition Mustang with around
5,000 units produced. It featured a
deep air-dam and a Pontiac Trans-Am
style cobra hood decal. The King
Cobra was only available with the V8
to help bolster the car's
performance image. Through 1977 and
1978, several styling changes and
color options were added to the
Cobra II. On the momentum of the
Mustang II's successful sales, a
totally new Mustang hit the streets
in 1979.
Third Generation (1979–1993)
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
comfortably seat
four, even with the
smaller back seat of
a muscle car. The
new Mustang also
enjoyed a great deal
of trunk space and a
bigger engine bay
for better
serviceability. The
2.3 liter four
cylinder from the
earlier car was
continued, but
refined, in addition
to a new
turbocharged version
rated at 132
horsepower. However,
the latter 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 as
pace car for duties
in the Indianapolis
500. Ford
commemorated the
honor with an "Indy
500" pace car
edition.
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 1980-1981. Basically a de-bored 302, the 255 had restrictive heads, an incredible camshaft, and managed to kick out 450 hp (88 kW), the lowest power ever for a Mustang V8. In 1982, the Mustang was revived with the reintroduction of the Mustang GT; bringing more V8 power from the 302 cid (5.0 L) via new valves, a more aggressive cam, a larger 2-barrel carburetor, and a better breathing intake and exhaust system, rated at 157 horsepower. 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. 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-only
in the manual not
automatic, a new
intake manifold,
less restrictive
exhaust manifolds,
and a pseudo dual
exhaust which
brought more power
to a conservatively
rated 210 horsepower
engine. This
combination was
short lived however,
because in 1986,
Ford released the
first multiport
fuel-injected
5.0 L.(302 cid) 225
hp V8. With high
swirl E6 heads, the
early 5.0 H.O. EFI
intake possessed
higher compression
and dual exhausts.
Also, in 1985 was
the 5.0 HO EFI
engine which was the
early cfi type fuel
injection, this was
often equipped with
the AOD transmission
rather than the C4.
It made for a motor
with an abundance of
throttle response
and low rpm torque,
in addition to a
very broad powerband
that would sign 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
reminiscent of the 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 the
newly established Ford SVT division, the Ford
Mustang SVT Cobra was offered with a 5.0 L Windsor
V8 that produced 235 hp (175 kW) and 280 ft·lbf
(380 N•m).
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 the '83 and '84 models 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, as well as new cylinder heads. For those interested in modification, the '85 Mustang also received forged pistons in place of the one in the '84 model and earlier sandcast pistons. This combination was stout, but short-lived. In 1986, the first multi port fuel-injected 5.0 made its debut with 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 from the '85 model, but the torque rating rose to 285 ft·lbf. Much like the first 4.6 GTs a decade later, this setup didn't rev very high and only reached peak power at about 5200 rpm.
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(California 1988 Mustangs also had MAF). This change slightly reduced factory horsepower, but it made Mustangs much easier to modify. With the 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 1990, the Mustang celebrated its 25th anniversary with a limited edition of 2,000 special edition cars. Although the anniversary year was technically 1989 1/2, the limited edition was a 1990 model. They all came in jet black, and were called tuner cars because Ford was trying to compete with Toyota's and Nissans tuner craze by making a 2.3 DOHC mustang. During production of the mustangs 2 were incorrectly manufactured. Both cars received a 2.3 liter EFI fuel injection systems from the ford falcon from euro ford. The lx mustangs that had the high performance EFI motors had a towering 68 more horsepower and 100 more foot-pounds of torque. The only way to tell the 1990 mustang lx's from the much faster more powerful EFI high output motors, is the markings on the side of the EFI motors and the fifth character of the vehicle identifacation number vin being a p. the only one still in records is owned by the Carrol Shelby, the other is lost from records. In 1993, Ford switched to cast hypereutectic pistons for all the 5.0s and also re-rated the GT at 205 horsepower and 275 ft·lbf torque. This estimate was more accurate because 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. 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, which was rated at a very conservative 235 horsepower and 280 ft·lbf torque, that could send a Mustang through the 1/4 mile in 14.5 seconds at just under 100 mph. 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.
Near-Death Experience
By the
mid 1980s, Mustang sales were
slumping. Sales were over 100,000
units a year, but were nothing
compared to previous Mustangs'
numbers. Ford thought that the
Mustang had lost its place in the
market. They subsequently 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 and proceeded to rename the
front-wheel drive version the Probe.
Fourth Generation
(1994–2004)
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.
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, it made these early modular Cobras more responsive at low speeds. The power output of the 3.8 L V6 was upgraded to 145 hp (112 kW).
For 1998, the SOHC 4.6 L V8 power was increased to 225 hp (168 kW) via a more aggressive pcm calibration, a slightly modified fuel system, and larger volume exhaust system through increased exhaust pipe diameter. This was the last year of the "Round Body Mustang" and the only year that the "Sports" packaged was offered. The latter featured unique black stripe (regardless of car color) on the hood, which extended over to the wheel wells, and its famous styling cue, the three vertical strip taillights.
1999–2004
A
refreshed model with
Ford's "New Edge"
styling themes in
mind came in 1999.
Gone were many of
the soft lines of
the 94-98 but the
car still rode on
the SN-95 platform.
The 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. However, many Mustang fans were disappointed as there was a rumored (and spotted) GT with a 5.4 SOHC V8 with a 290 horsepower rating that 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). A different intake design in 2001 increased the V6 Mustang’s hp by 3 making a base model V6 193 hp from 2001 on, but the V8 remained untouched. While the Cobra claimed 320 hp (239 kW), some magazines and owners proved otherwise. 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 the 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 for the missing power. The changes were incorporated into the 2001 Cobra, which could achieve 1/4 mile times in the low 14 high 13 second range.
This redesign also saw the release of 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-bruiser, 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 received an upgraded exhaust, a re-designed intake, and underdrive pullies. These power upgrades led to a factory rating of 265hp, a gain of 5hp over the standard GT. On the exterior, the car received unique Torq-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 simply 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 and raised to 310hp in 2004 (Hot Rod magazine actually dyno-tested a 2003 Mach 1 and found it to produce approximately 325 HP). The interior 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. It also featured retro themed gauges and a unique aluminum shifter ball. On the vehicle's exterior, a Mach 1 package was applied, as well as a functional Shaker scoop, a unique 3-tier hood, decals set on the hood, rocker/door panels, a 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 did with the exception of the front and rear stabilizer bars (the Bullit had a larger front, but a smaller rear). http://en.wikipedia.org/w/index.php?title=Ford_Mustang&action=edit§ion=17The 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, it was a radical change 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 6 speed Tremec T-56, which was also found in the Dodge Viper as well as the Chevrolet Corvette and the now discontinued Camaro Z28. Engineers improved handling by altering suspension geometries and fitting more aggressive tires, achieving 0.90 g on the skidpad. Unlike the 1999 SVT Cobra, these cars produced significantly more power than the official Ford claims. Most stock '03-'04 Cobras were dyno tested between 410 and 420 HP. From the factory, the '03-'04 Cobras ran 1/4 miles in the mid to upper 12's with trap speeds over 110 mph.
Mach
III
In
2002,
Ford
Motor
Company
organized
the
charity
auction
of
51
concept
and
memorabilia
cars,
as
the
company
marked
its
99th
anniversary.
The
cars
at
the
auction
included
mustang
concept
car
that
named
Mach
III.
Mach
III
was
released
in
1993,
Body
style
was
2-door
convertible,
and
It
equipped
the
eight-cylinder
engine.
It
later
became
the
base
for
Fourth
Generation.
Fifth
Generation
(2005–present)
At
the
2004
North
American
International
Auto
Show,
Ford
introduced
a
completely
redesigned
Mustang
which
was
codenamed
"S-197"
and
based
on
an
all-new
D2C
platform
for
the
2005
model
year.
Developed
under
the
direction
of
Chief
Engineer
Hau
Thai-Tang
and
exterior
styling
designer
Sid
Ramnarace,
the
fifth
generation
Mustang
draws
inspiration
from
Mustangs
of
the
1960s.
It
was
this
redesigned
aesthetic
that
inspired
Ford's
Senior
Vice
President
of
Design,
J
Mays,
to
call
it
"retro-futurism."
The
S-197's
unique
retro
coupe
styling
complements
its
muscle
car
status
with
an
approximate
weight
to
power
ratio
of
11.5:1.
The
S-197
Mustangs
are
manufactured
at
the
AutoAlliance
International
plant
in
Flat
Rock,
Michigan
The
base
Mustang,
equipped
with
a
Tremec
T-5
transmission,
is
powered
by a
cast
iron
block
210 hp
(156 kW)
4.0 L
SOHC
Ford
Cologne
V6
engine,
replacing
the
3.8 L
pushrod
V6.
The
Mustang
GT
features
a
more
rugged
Tremec
TR-3650
transmission
with
an
aluminum
300 hp
(224 kW)
4.6 L
3-valve
Modular
V8
with
variable
camshaft
timing.
2007's
Shelby
GT,
based
on
the
standard
GT
model,
is
modified
by
Carroll
Shelby
International
to
produce
319 hp
(238 kW)
by
means
of a
Ford
Racing
air
intake,
performance
tune,
and
upgraded
exhaust
system.
The
2007
Ford
Shelby
GT500
is
equipped
with
the
Tremec
TR-6060
transmission,
sporting
a
durable
cast
iron
block
generating
500 hp
(328 kW)
from
a
supercharged
5.4 L
DOHC
32-valve
V8
engine.
Electronic
limiters
cap
the
V6,
GT,
and
GT500
at
approximately
115mph
(185 km/h),
145 mph
(230 km/h),
and
150 mph
(241 km/h),
respectively.
The Pony Package for the V6 Mustang became available starting in 2006. This option includes upgraded suspension, Bullitt-style wheels, wider tires, a unique grille design with fog lamps, a rear deck spoiler, and unique door striping and emblems. Unlike the previous generation V6 Mustangs, the S-197 V6 platform has drawn a large aftermarket following. A notable example is Shelby Automobile's Shelby CS6 package for the V6 Mustang, specifically the Paxton supercharger, which increases the power of the V6 up to 350 hp (261 kW).
The S-197 Mustang sports additional optional features including: MyColor (a color-configurable instrument cluster 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 (also part of the Interior Upgrade Package). In 2007, even more options were offered including: DVD-Based GPS Navigation System made by Pioneer (late availability), power passenger seats, heated seats, revised interior colors, and Sirius satellite radio. The GT Appearance Package made its debut in 2007 as well. This package adds a non-functional hood scoop, bright rolled exhaust tips and an engine cover featuring the pony emblem.
The fifth generation Mustang is currently highly successful and competitive in the KONI Challenge Series.
| Fifth - Generation Mustang | |
|---|---|
| Production | 2005–present |
| Assembly | Flat Rock, Michigan |
| Body style(s) | 2-door convertible 2-door coupé |
| Platform | Ford D2C platform |
| Engine(s) | 2005-present
|
| Transmission(s) | 5-speed automatic 5-speed manual 6-speed manual (GT500) |
| Wheelbase | 107.1 in |
| Length | 187.6 in |
| Width | 74.0 in |
| Height | 54.5 in |
| Curb weight | 2005-present
|
| Fuel capacity | 16 US gal |