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 style, tastes and budgets. It also resulted in typical transaction prices hundreds of dollars above the base price, making the Ford Mustang profitable not only for the dealer but also for the manufacturer. 1969 saw the introduction of both the car's third body style and a hand built muscle car intended solely to satisfy the rules of the Nascar, the Boss 429.
1969 to 1970. The 1969 featured a 302 cid V8 rated at 220 bhp. 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.
1971 to 1973. The Mustang grew larger and heavier with each passing year culminating with the 1971 to 73 models, designed under the supervision of Ford's new product design manager. Knudsen's turn at the helm would see the last high performance big block Mustang, 1971's 375 bhp 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 in 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.
1974 to 1978. The 1974 introduction of the Mustang '2' 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 '2' be finished to quality standards unheard of in the American auto industry, the Mustang '2' 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 hatch, 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 to 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 bhp. 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 '2' package in 1976, and the King Cobra in 1978. On the momentum of the Mustang '2's successful sales, and under the direction of Ford's new styling chief, a totally new Mustang hit the streets for 1979.
1979 to Now. 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 4 cylinder from the earlier car was continued, but refined, as well as a new turbocharged version rated at 132 bhp. It was dropped after one year, due to terrible reliability issues. The Mustang '2'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 bhp 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 bhp, 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 of the 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 bhp. For performance fans, this Mustang brought them back to the fold. With the 302, it was one of the quickest domestic cars in america. 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 from its 5.0 L (actually 4.94 L, 302 cid) 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 bhp, and 247 ft·lbf of torque. The 1984 Mustang was to get a 205 bhp 5.0 L, but this motor was delayed to '85, and the rating was revised to 210 bhp with 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 L 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, 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 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 RWD Fox platform known as Fox-4. It featured dramatically new styling 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 bhp 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 GT40 equipped 5.0 L engine, now rated at 240 bhp. 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. The base Mustang uses a 210 bhp SOHC Ford Cologne V6 engine replacing the 3.8 L pushrod V6. The GT has an all aluminum 300 hp 4.6 L 3 valve modular V8. The Mustang GT has a top speed of 143 mph and the Shelby GT500 is electronically limited to 150 mph. The S-197 Mustang retained the traditional live rear axel due to its cost, durability, and simplicity. The V6 comes with a standard Tremec T-5 manual transmission while the GT model is equipped with a more rugged TremecTR 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 TremecTR 6060 transmission. The factory stock S-197 Mustang GT equipped with the TR 3650 will perform a quarter mile test in 13.9 seconds at 103 mph. 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.
And our next Blog will be called (The Upside of Buying a Ford).
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