Stacy94PGT

Ford Mustang at 40
Happy birthday, baby, you look mahvelous!

By Matt DeLorenzo
May 2004
Photo by Ron Perry



With the all-new yet somehow familiar 2005 model waiting in the wings, it seems that the Ford Mustang, which turned 40 on April 17, has discovered a Fountain of Youth. If cars were people, this particular Ford would be Dick Clark.

Which is fitting, because the Mustang has always been about youth or youthful thinking. In the early 1960s, Ford was looking for a way to capture the hearts and minds of the Baby Boom generation, which was just coming of age. Inexpensive imports, particularly the Volkswagen Beetle, were turning their heads, so Ford began crash programs to develop the kind of small, low-cost transportation these college-aged kids craved.

The first candidate was the Cardinal, a V-4-powered front-drive compact sold as the Taunus in Europe. Ford general manager Lee Iacocca, who was originally in charge of the car's development for the U.S., decided that it wasn't right for America. Instead, he favored a 2-door coupe based on the rear-drive Falcon. Unlike Ford's rather plain-looking economy car, the Mustang had new proportions — a long hood and short rear deck — that became the template for a whole new segment of sporty American cars.

Powered by a base 170-cu.-in. 101-bhp inline-6 or an optional 260-cu.-in. V-8 making 164 bhp, the Mustang proved to be an instant hit with the youth market. With its bucket seats, floor-mounted shifter and introductory price of $2368, buyers of even the 6-cylinder models felt they had something special without having to shell out a fortune. In the first 18 months, Ford sold more than 1 million Mustangs, the fastest car launch in history.

One would think that this kind of success would have a trajectory leading straight to the 2005 model. Not so. The Mustang has been upsized, downsized, upsized again, rethought and given up for dead before being reborn as a new model that has more in common with the original than most of the cars in between.

In the late 1960s the Mustang reached its zenith as an icon in both performance and design. The introduction of the full fastback look in 1967 indelibly etched the long-hood, short-deck profile into the subconscious of enthusiasts everywhere. And the infusion of horsepower from V-8s with ever-increasing displacements — 289, 302, 351, 390, 429 and 489 cu. in. — turned the mild-mannered pony car into a true muscle car.

By the early 1970s, the Mustang had grown fat and sassy. What started life as a lithe sporty car became an overweight caricature of itself. Downsizing followed, and Ford needed a donor car for the new Mustang II. Based on subcompact Pinto components, it sported only 4- and 6-cylinder power when it bowed in 1974 and yet at 385,000 units, it more than doubled sales of the '73 model.
But purists looked down their noses at what was perceived as a shadow of the Mustang's former self, despite the return of V-8 power in 1975.

In 1979, Ford went back to the drawing board and upsized the Mustang on the Fox platform shared with the Fairmont. With European-inspired styling, the classic pony car was reborn. It still had that long nose and short rear deck, but the body was clean and sleek. The Mustang went through its Euro stage by offering turbocharged 4-cylinder engines with the aim of someday supplanting the traditional pushrod V-8. This resulted in the 1984 SVO Mustang, which featured a turbocharged 175-bhp 2.3-liter 4-cylinder engine and all sorts of aero-inspired bodywork including a biplane rear wing. It just matched the 175-bhp GT with V-8 power and yet cost $5000 more. It soon disappeared.

Meanwhile, forces were afoot that might have forever altered the concept of the classic rear-drive American pony car. In the early 1980s front-wheel drive was viewed as the across-the-board answer to not only meeting high fuel economy standards but also beating back the challenge of the Japanese and their sporty coupes.

Ford had developed a front-drive successor to the Mustang and went to its new Asian partner, Mazda, to build the car at a joint-venture plant in Flat Rock, Michigan. John Coletti, now head of Ford's Special Vehicle Team, recalled seeing the car in the design studios and being asked what he thought. "I said, 'I don't know what you call it, but it ain't a Mustang.'" It was a sentiment universally shared by Mustang enthusiasts. Months before the launch, Ford relented and renamed it the Probe, cadging the nameplate from a series of aerodynamic studies done in the late '70s and early '80s.

A study team, led by Coletti, was formed in 1989 to develop a business plan to see if a new Mustang could be developed in less than four years for $700 million. An all-new car was out of the question, Coletti says. "Remember, times weren't that good and as the Probe demonstrated, we couldn't afford to do the car that we wanted to do, and we didn't want to do the car we could afford."

But, the team persevered and found a way to build the car that met both the timing and cost objectives. "In a way, it was almost easy, because everyone was expecting us to fail," Coletti says with a laugh.

The SN95 would show that the Fox platform, now known as the Fox-4 because of the extensive reworking done to the structure, could still be a competitive foundation for the Mustang. The car also began to pick up on the classic cues that made the Mustang iconic, such as the galloping pony on the grille and the use of a dual-cockpit theme.

Four years later, the team was back to work on the Mustang, fine-tuning it even further in both styling and engineering. The design picked up more heritage cues from the original Mustang, from the front and side scoops to the horizontal arrangement of the three taillamps. Beneath the skin, the base Mustang and GT models retained their classic live-axle suspension, while the SVT Cobra adopted an innovative independent rear.

After a 25-year run, the Fox platform is finally being laid to rest and yet the lessons learned from years of development are being applied to the 2005 model.


1965 Mustang

1971 Mustang

1975 Mustang
Photos by Wm A. Motta and Gordon Chittenden


1984 SVO Mustang

1995 Mustang

1999 Mustang
Photos by Ron Perry and Kirk Willis

Photo's by Car&Driver






If the 1999 model was considered heavy on heritage cues, then the '05 is just this side of a reissue of the 1967-1969 version. The newest Mustang has that car's sharklike nose, which is further accentuated by the retro gills discreetly tucked into the headlamp bezels. The galloping pony is running free on the honeycomb grille work. The two round driving lights nestled in the intake instantly distinguish the GT from the V-6. The side features a classic hockey-stick character line, and the fastback look (the car remains a coupe with a conventional trunk) is accentuated by quarter glass in the rear pillars. The rear of the car sports the traditional three-element taillamps.
Even though the shape is instantly recognizable as a Mustang, there is a machined look to the body surfaces and the kind of precise gaps and body fits that were unheard of in the 1960s. "Our goal was to create a fresh, modern-looking car, while not confusing anyone about the fact that it is a Mustang through and through," says Larry Erickson, chief designer of the Mustang.



That modernist approach is carried over inside where the dual-cockpit theme is retained. The satin-finished dash hints at the exposed painted metal surfaces of the original Mustang, while polished aluminum bezels around the vents and instruments give the car a touch of elegance. The three-spoke steering wheel and the stitching patterns on the bucket seats were modeled after the original's. While the instrument cluster and graphics are retro, the display itself is decidedly high-tech with a color-configurable background with more than 125 permutations.

Beneath the skin, the Mustang is a departure from all previous models in that it has its own platform for the first time. While it does draw on the MacPherson-strut front suspension components from the Lincoln LS and Ford Thunderbird, the use of a lower-cost live-axle rear as well as other structural changes make it unique. That's not to say that some future rear-drive Fords may not be derived from this architecture. Hau Thai-Tang, the Mustang's chief engineer, said the live-axle setup was decided upon for reasons having to do as much with performance as cost. Not only is this suspension lighter than an independent rear, its geometry is better suited for drag-race launches. "We talked to Mustang owners, and a lot of them told us, very strongly, that the all-new Mustang had to have a solid rear axle," Thai-Tang explains.



The all-new nature of the Mustang allowed for a complete overhaul of the rear end. A new three-link design employing two trailing links and a lightweight tubular Panhard rod is used to locate the axle. Constant-rate springs and softer shock settings improve ride without sacrificing handling.

In addition to larger 4-wheel disc brakes, the Mustang benefits from a significant upgrade in wheels and tires. Base models now ride on 16-in. wheels with S-rated BFGoodrich P215/65R-16 tires, while GT models have 17-in. alloys with Pirelli P235/55ZR-17 rubber.



Beneath the hood, the base 4.0-liter V-6 engine has been reworked to develop 202 bhp at 5250 rpm and 235 lb.-ft. of torque at 3500 rpm. The 4.6-liter V-8 in the GT makes 300 bhp at 6000 rpm and 315 lb.-ft. of torque at 4500. Both cars are equipped with Tremec 5-speed manual transmissions as standard, while Ford's 5R55S 5-speed automatic is optional. The GT has a taller 3.55:1 final drive, while the V-6 has 3.31:1, which Ford says should be good for GT 0-60 sprints in 5.5 seconds compared to 7.0 sec. for the V-6.

In a world where the average car costs upwards of $26,000, the Mustang again plays to its heritage of offering bang for the buck by pricing the V-6 somewhere between $17,000-$18,000, while the GT is expected to bow in the $25,000 range. With this kind of style, performance and value, the Mustang is sure to have many more birthdays to celebrate.

__________________
Stacy94PGT
My first car was a 67 Mustang Coupe, 2nd one was a 67 Cougar XR-7, 3rd one was a 66 Mustang Coupe. Why did I get rid of these cars for ? I know why, because I'm stupid, stupid, stupid.

My next Ford.....

BigAl

My second car was a 1973 Grande 302 w 3 speed 2b carby, I bought it in 1977 $5650 it had Gen 24,000 mls and was factory new condition, the conversion was bad and I had fixed, then I had problems with the brake master cylinder leaking due to the pedal assembly not being square to the master , fixed that by cutting the piston rod and welding a step into into it, then the clutch slave cylinder had the same problems as it wasnt bolted onto the bell housing square , after replacing it twice we worked out that we had to file and angle onto the base so it would bolt on square, I bought a new Holley 600 4b with Vac Secondarys , twin point scorcher and twin system , XY GT shockers and springs ,went really well, the reg was LSROO6 the guy what bought from me changed it to FM 073 , I sold it in 1980 for $6500 and was lucky to get that amount, at the time my mate had a 64 convertable , white with black hood, worked 289 top loader 9inch new rubber , new exhaust , new hood, he offered it to my but by then all I wanted to do was get away from imported cars as it was a nightmare and a long wait to get parts so I declined, he sold it for $3200 to a guy in Ballarat , that one of a few cars including a gen RPO that I wish I had bought, the RPO was a work colleagues , little rust but all there $9000 about 9 years ago, now Im looking at Mustangs again and after I sell the BA Fairmont will probably buy something already done. Its only money

Unregistered

First Car Bought Private in Oct. 1974 was a 1973 Fastback Mustang Had it about 18-Month's.
Ordered this a 1976 STARSKY & HUTCH TORINO. Got Many, Many Look's from it. Had it Over 8-Year's.
Traded it Off on a 20th Anniversary 1984 1/2 Mustage GT 350.
Had it Over 13-Year's.
Traded it off in July on a 1996 SVT Mustang COBRA. That I Still Own.

ricka352005

I am having trouble removing the ignition swith off a 66 mustang. Any ideas?

XR8NZ

Hmmm disapointing.

Only one of the time-lines mentioned the Boss 429, the ultimate mustang ever built, goes to show the quality of the information :)

Gary

__________________
1970 Boss 429 Hemi owner

gtstang

You say that 1968 was the last year for Shelbys - WRONG.They were made for several more years.

1962
Mustang I show car with mid-ship V-4 debuts Mustang name, somedesign cues.

1963
Mustang II show car, a prototype of production model, unveiled tocontinue the tease.

1964
April 17 � Mustang production car introduced at N.Y. World�s Fair;goes on sale in coupe and convertible versions on 108-inch wheelbase with choice of 170-cid inline six, 260-cid V-8, or three 289-cid V-8s.


October 1 � fastback body added to Mustang lineup, permitting intro of Shelby Mustang GT-350.

1965
April 17 � 418,000 Mustangs sold in first year.


October 1 � 1966 models introduced with 170 six and 260 V-8 dropped in favor of 200 six and 289 V-8; �Six and the Single Girl� advertising campaign plays on pop sociology book.

1966
September 30 � introduction of 1967 Mustang with all-new, larger body and provision for 390-cid V-8 engines; muscle-car era spreads

1967
September � Intro of 1968 model with added 302-cid, 427-cid, and 428-cid V-8 engine options.

1968
September � Introduction of 1969 Mustang with quad headlamps, larger body (six inches longer and 240 pounds heavier than the original); 289-cid and 427-cid V-8s dropped and 250-cid six and 351-cid V-8 options added; Boss 302, Mach I and Cobra Jet models; last year for Shelby Mustangs.

1970
September 19 � Introduction of 1971 Mustang with new body on 109-inch wheelbase, now nearly 500 pounds heavier than original, partly due to federally mandated safety equipment; 200-cid six dropped and 429-cid V-8 options have replaced 428s.

1971
September 24 � 1972 models introduced, still in three body styles, coupe, convertible and fastback, but muscle begins to shrink with elimination of 429s

1972
Fall � Model year 1973 Mustangs are the last of the original concept for some years and likewise feature Ford Motor Company�s last convertible for a decade.

1973
Mid-year � Pinto-based 1974 Mustang II introduced as �luxury sub-compact� powered by choice of 140-cid four or imported Ford of Europe 171-cid V-6; shorter but heavier than original �Tang, it was mounted on a 96.2-inch wheelbase in coupe and fastback configurations; offerings included �luxury� Ghia and �sheep in wolf�s clothing� Mach I models.

1974
September � 1975 Mustang II introduced with optional 5.0-liter (302-cid) V-8 as Ford switched to metric engine designations; economy "MPG" model introduced mid-year.

1976
October 1 � 1977 Mustang II model intro with copy-cat �poor man�s convertible� T-roof option.

1978
October 6 � Mini-Mustang replaced by all-new 1979 Mustang on 100.4-inch Fox chassis wheelbase; weight back to under 2450 pounds like original �65 in two bodies, coupe and hatchback, with choice of 2.3-liter four, turbo 2.3-liter four, 2.8-liter V-6 or 5.0-liter V-8.

1979
October 12 � Intro of 1980 model offered with 3.3-liter (200-cid) straight six in place of imported 2.8 V-6, and downsized 4.2-liter V-8 in place of 5.0.

1981
September 24 � 1982 model Mustang brings back the 5.0 as Ford learned how to comply with fuel economy regulations.

1982
November 5 � return of the Mustang convertible as a 1983 model, first since end of 1973 run; also new, a 3.8-liter V-6, plus GT models with choice of turbo four or 5.0-liter V-8 for a two-model-year run.

1983
September 22 � Introduction of 1984 models including SVO Mustang with turbo four.

1986
October 2 � Intro of restyled 1987 Mustang; SVO model eliminated andengine choices reduced to venerable 2.3 Four and 5.0 V-8.

1994
Model year 1994 Mustang with all-new rounded body in convertible and coupe versions on longer 101.3-inch wheelbase and only two engine choices: base 3.8-liter V-6 and 5.0-liter V-8.

1996
For 1996 Mustang, 5.0-liter V-8 replaced by new 4.6 in both SOHC andDOHC versions.

1998
December � 1999 Model with less rounded sheetmetal introduced.

1999
Mustang featured on a U.S. postage stamp.

2003
Mustang for 2003 little-changed from 1999 � or, for that matter, 1994 model � but still sells at enviable clip; number one in convertible sales through 2002.[/quote]

XR8NZ

[/quote]



The last "Shelby" built Shelby was the 1967 model. Ford built the remaining Shelbys until 1969, with a "run out" model in 1970.

__________________
1970 Boss 429 Hemi owner

stanczyk

2010 Ford should refresh Mustang...?
I've heard about 340 Hp EcoBoost engine, and 330 Hp for GT version , that will take engine from Bullit Mustang...
it will stand against great looking and mechanicly better Camaro , or Hemi Challenger...


I also have a request:.....

I'm jurnalist from Europe...
I'm writing a series of aricles about Muscle cars..
now is the time to write sth about Modern Muscle..
can You recomand me some articles where I can find sth about this..

for example; definition of Modern Muscle:
1)Chrysler 300 SRT8 , Jeep SRT8 are Muscle cars? (for me Yes: big, powerfull V8 , and attitude (image) of that cars Jeep SRT8 is a Killer :)!
2)WHAT IS THE FUTURE OF Muscle cars:
for how long it will last..Firebird 2018 -the last Muscle car?...
...Hybrid Muscle..because of gas - prices?
I'm affraid that gas bussines alone will kill muscle...soon !...which i s the thing I hate most in economy (kill the spirit and free thinking :)

very interesting is also to speculate what retro-Muscle will come next..if..any more than three Pony cars we have allready....

still theres no classic midsize retro- muscle cars interpretations..
I think Pontiac should make GTO, there 'll be probably no next Firebird (because of Camaro) ,
Cherolet can bring back proper Impala, Chevelle, ..or Monte carlo SS - nicelly done it could be a hit !
Chrysler has to rework Charger, because now it's a production joke (although as a Police car it looks Good ! :)
It wold be nice to see modern Roadrunner (like for example: great Michael Leonhard concept),
Barracuda which is my favourite but it has I belive less chance bigcome back,....
Ford seems to be so glad with it's Mustang....to forgot about Torino...mercury cyclon. is waiting.??
I really wish GM , FORD and CHRYSLER a good weather (golden age) with Muscle car realease..it's what they should do ..! ..and do it fast before acountants , greenpease lobbies ..and gas prices will kill the phenomena..

so what do You thinkabout this topics....?
please, if You can sugest some articles , some thoughts, I'll be greatefull

ernest z.
ernwopr@wp.pl

Now I'm working in dealership withe second-hand cars, selling luxury cars from America, but it's not enough.., I would like to come to US and have a closer look to modern muscle.:)

hemeradroma

Very interesting; a keeper. Can you continue with the '04-'10 timeline? I'm particularly interested in the '04 "Sports Edition". Thanks!