Ford Mustang

For other Ford Mustang models and concepts, see Ford Mustang Variants.

Ford Mustang
Overview
Manufacturer	Ford Motor Company
Production	1964-present
Assembly	USA
Body and chassis
Class	Pony car
Body style	2-door 2+2 seat coupe
Layout	FR layout

The Ford Mustang is an automobile produced by the Ford Motor Company, originally based on the Ford Falcon compact. The first production Mustang rolled off the assembly line in Dearborn, Michigan on March 9, 1964, and was introduced to the public at the New York World's Fair on April 17, 1964, via all three American television networks on April 19, and made an appearance in the James Bond film Goldfinger (film) in September of 1964. 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 created a new "pony car" class of cars by adapting the "long hood, short deck" look of sports cars to compact sedans. It spawned many competitors such as the Camaro, and inspired smaller import coupes such as the Toyota Celica and Ford Capri. The Mustang has remained in continuous production to present day after many decades and numerous revisions.

First generation (1964–1973)

First generation
Overview
Production	1964–1973
Assembly	Dearborn, Michigan San Jose, California
Body and chassis
Body style	2-door convertible 2-door hardtop 2-door fastback
Related	Ford Falcon Mercury Cougar Shelby Mustang
Powertrain
Engine	170 in³ Thriftpower I6 200 in³ Thriftpower I6 250 in³ Thriftpower I6 260 in³ Windsor V8 289 in³ Windsor V8 302 in³ Windsor V8 302 in³ Boss 302 V8 351 in³ Windsor V8 351 in³ Cleveland V8 390 in³ FE V8 427 in³ FE V8 428 in³ FE V8 429 in³ Cobra Jet V8
Transmission	3-speed manual 4-speed manual 2-speed automatic 3-speed automatic
Dimensions
Wheelbase	108 in (2743 mm)
Length	181.6 in (4613 mm)
Width	68.2 in (1732 mm)
Curb weight	2570 lb (1170 kg) (six-cylinder) 3000 lb (1360 kg) (V8)

First conceived by Ford product manager Donald N. Frey and championed by Ford Division general manager Lee Iacocca, the Mustang prototype was a two-seat, mid-engine roadster. This would later be remodeled as a four-seat car penned by David Ash and John Oros in Ford's Lincoln–Mercury Division design studios, which produced 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 drivetrain components were derived from the Ford Falcon and Fairlane. The car had a unitized platform-type frame, which was taken from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs were the majority of the 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, although the Mustang's wheelbase was slightly shorter. With an overall width of 68.2 in (1732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, about 2570 lb (1170 kg) with the six-cylinder engine, was also similar. A fully-equipped V8 model weighed about 3000 lb (1360 kg). Though most of the mechanical parts were taken directly from the Falcon, the Mustang's body shell was completely different; 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 construction and helped contribute to better handling.

1964–1966

1966 Ford Mustang coupe

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 model hardtop with its Template:Auto CID straight-6 engine and three-speed manual transmission listed for US$2,368.

Some minor changes to the Mustang occurred at the start of the normal 1965 model year production, five months after its introduction. These cars are known as "late 65's," and were built from April through September. First, there was an almost complete change to the engine lineup. The I6 engine made way for a new Template:Auto CID version that produced Template:Auto hp. Production of the Template:Auto CID engine ceased with the traditional end of the 1964 model year. It was replaced with a new Template:Auto hp Template:Auto CID engine with a two-barrel carburetor as the base V8. A Template:Auto hp four-barrel carbureted version was next in line, followed by the unchanged "Hi-Po" Template:Auto hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (the quickest way to distinguish a 1964 1/2 from a 1965 is to see if the alternator light on the dash says "GEN" or "ALT"). The now-famous Mustang GT was introduced as the "GT Equipment Package" and included a V8 engine (most often the Template:Auto hp 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. A four-barrel carbureted 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 standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of color options. Throughout the 1965 model year, Ford continued to add to the Mustang's interior options. The Interior Decor Group was popularly known as "Pony Interior" due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Ford Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford would later offer an under-dash air-conditioning unit, and discontinue the vinyl with cloth insert seat option, offered only in early 1965 models.

The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers, and gas cap. Additionally an automatic transmission for the "Hi-Po," a large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM monaural automobile radios were offered. The 1966 Mustang did away with the Falcon instrument cluster and made the previously option-only round gauges and padded sun visors standard equipment.

Although similar in design, the 1965 and 1966 Mustangs have a few visual exterior clues that differentiate the two model years. Among the differences is the emblem on the quarter-panels behind the doors. In 1965 the emblem is a single vertical piece of chrome, while in 1966 the emblem was smaller in height and had three horizontal bars extending from the design, resembling an "E". The front intake grilles and ornaments were also different. The 1965 front grille used a "honeycomb" pattern, while the 1966 version was a "slotted" style. While both model years used the "Horse and Corral" emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed.

When Ford went to sell the Mustang in Germany they found that a company there had already registered the name. The German company offered to sell the rights to the name for US$10,000. Ford refused, and instead named it the T-5 and removed the Mustang badging and replaced it with T-5 badging.

1967–1968

1968 Ford Mustang GT C/S

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 overall size was increased, as was the cargo space. Exterior trim changes included concave taillights, side scoop (1967) and chrome (1968) side ornamentation, square rear-view mirrors, along with the usual yearly wheel and gas cap changes. The high-performance 289 option now took a supporting role on the option sheet behind a massive Template:Auto hp Template:Auto CID FE engine from the Thunderbird, which was equipped with a four-barrel carburetor. Stock 390 with 4-speed manual Mustangs of the day were recording quarter mile times of mid 13-seconds, with trap speeds of over Template:Auto mph. During the middle of the 1968 model year, a drag racer for the street could be ordered with the optional Template:Auto CID Cobra Jet engine that was officially rated at Template:Auto hp.

The interior was more spacious due to an increase in the overall size of the vehicle. The 1967 and 1968 models did away with the "Pony Interior" in favor of a new deluxe interior package, which included special color options, brushed stainless steel (1967) or woodgrain (1968) trim, seat buttons, a tilt steering wheel, and special interior paneling. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique center and overhead consoles were options. The fastback version had a fold down seat, and the convertible was available with folding glass windows.

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, Colorado. While the GT/CS was only available in coupe form, the High Country Special was available in a fastback and convertible version in 1967 and only as a coupe in 1968.

The 1968 Mustang fastback gained pop culture status when it was used to great effect in the crime thriller Bullitt. Lt. Frank Bullitt, played by legendary actor Steve McQueen, drove a modified Mustang GT-390 fastback, chasing two hitmen in a Dodge Charger in the film's famous car chase through the streets of San Francisco.

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 Ford Mustang Mach 1 Special Edition

The Mustang's 1969 restyle gained 3.8 inches (97 mm) of body length, and was the first to use quad headlamps placed inside and outside the grille opening. The 1969 model featured a Template:Auto CID V8 rated at Template:Auto hp. The coupe was longer than previous models and sported convex rather than concave side panels. The new Mach 1, with a variety of new powerplants added many muscle car styling and performance features. It had dual exhausts, handling suspension with styled-steel wheels and Goodyear Polyglas tires with bold white lettering. Reflective striping was placed along the body sides, with a pop-off gas cap, matte-black hood with simulated air scoop and NASCAR-style cable and pin tiedowns. A functional "shaker" hood scoop which visibly vibrated by being attached directly to the air cleaner through a hole in the hood was available, as were a tail-mounted wing and chin spoilers and rear window louvered blackout shade. The Boss 302 Mustang was created for Trans Am rules, The Boss 429 was also offered with a larger engine.

The 1970 model moved the headlamps inside the grille opening, and deleted the rear fender air scoops. This Boss featured distinctive hockey-stick stripes, and Ford fielded a Trans Am series Boss 302 team which won the series and helped drive sales.

1971–1973

1972 Ford Mustang Mach 1

The Mustang grew larger and heavier with each passing year, culminating with the 1971 to 1973 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, 1971s Template:Auto hp 429 Super Cobra Jet. The body style designed for the purpose of big-block installation versions was now limited to a maximum of Template:Auto CID in 1972 and 1973 due to stricter U.S. emission control regulation, as well as the 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 versions were high performers for their era, but nowhere near the level of the Boss cars and original Cobra Jet. Automakers in the U.S. switched from "gross" to "net" power and torque ratings in 1972, which coincided with the introduction of low-compression engines with different, far more restrictive induction systems. Thus, it is difficult to compare power and torque ratings.

Second generation (1974–1978)

Second generation
Overview
Also called	Ford Mustang II
Production	1974–1978
Assembly	Dearborn, Michigan
Body and chassis
Body style	2-door coupe 3-door hatchback
Related	Ford Pinto Mercury Bobcat
Powertrain
Engine	Template:Auto CID I4 Template:Auto CID Cologne V6 Template:Auto CID V8

The much larger 1973 Mustang was a far different car than the original 1964 model. Ford was deluged with mail from fans of the original car who demanded that the Mustang be returned to its original size and concept. Upon taking over the presidency of Ford Motor Company in December, 1970, Lee Iacocca ordered the development of a smaller Mustang for 1974 introduction with initial plans calling for the downsized Mustang to be based on the compact Ford Maverick, which was similar in size and power to the Falcon upon which the original Mustang had been based. Those plans were later scrapped in favor of an even smaller Mustang based on the subcompact Ford Pinto. Such a car could better compete with smaller sporty import coupes such as the Toyota Celica and Ford Capri, then built by Ford of Germany and Britain, and sold in the U.S. by Mercury as a "captive import".

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, so a completely redesigned 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.

1974

The 1974 introduction of the Mustang II earned Ford Motor Trend magazine's Car of the Year honors and actually returned the car to more than a semblance of its 1964 predecessor in size, shape, and overall styling. Iacocca insisted that the Mustang II be finished to quality standards unheard of in the American auto industry. Unfortunately, the Mustang II suffered from not only being smaller than the original car, but being heavier as well due to new federal emission and safety regulations. Although the car boasted many superior handling and engineering features, its performance could be described as only "mediocre" — no better than other Ford or Detroit products of the day. The Mustang II was positioned to compete head-on with many foreign sports car imports that were hitting the market at that time. The Toyota Celica and the Datsun 280Z were its main competitors. Thus, the car was downsized to adapt to more fuel efficient standards. Available as a coupe or three-door hatchback, the new car's base engine was a Template:Auto CID SOHC I4, the first fully metric engine built in the U.S. for installation in an American car. A Template:Auto CID V6 was the sole optional engine. Mustang II packages ranged from the base "Hardtop," 2+2 hatchback, a "Ghia" luxury group with vinyl roof, and a top of the line V6-powered Mach 1. The popular V8 option would disappear for the first and only time in 1974 (except in Mexico). Ford was swamped by buyer mail and criticized in the automotive press for it. For the first time, all Mustangs lost their pillarless body style; all models now had fixed rear windows and a chrome "B" pillar which resembled a true hardtop, but in fact was a coupe. In Mustang advertisements, however, Ford promoted the notchback coupe as a "Hardtop."

1975–1978

Since the car was never meant to have a V8, it became a scramble to re-engineer the car to reinstate the Template:Auto CID V8 option in time for the 1975 model year, but only with a two-barrel carburetor and "net" Template:Auto 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 1970s standards. The Mustang II's 302 cu in engine became Ford's first officially designated metric V8 Mustang; it was called the "5.0 L" even though its capacity was 4.94 L. Other than the optional V8 engine, 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)

Third generation
Overview
Production	1979–1993
Assembly	Dearborn, Michigan
Body and chassis
Body style	2-door convertible 2-door coupe 3-door hatchback
Platform	Ford Fox platform
Related	Ford Fairmont Ford LTD Ford Thunderbird Mercury Capri Mercury Zephyr Mercury Marquis Mercury Cougar Lincoln Continental Lincoln Mark VII
Powertrain
Engine	Template:Auto L I4 Template:Auto L turbocharged I4 Template:Auto L I6 Template:Auto L Essex V6 Template:Auto L V8 Template:Auto CID Windsor V8 (marketed as a "5.0" model)
Transmission	4-speed manual 5-speed manual 3-speed automatic 4-speed automatic
Dimensions
Wheelbase	Template:Auto in
Length	Template:Auto in
Width	1987-1990: Template:Auto in 1991-93: Template:Auto in
Height	1987-1990: Template:Auto in 1991-93 Coupe: Template:Auto in 1991-93 Hatchback: Template:Auto in

1979–1982

For 1979, the all new Mustang was based on the larger Fox platform, initially developed for the Ford Fairmont and Mercury Zephyr twins that debuted in 1978. The interior was completely restyled and could now more comfortably seat four, even with the smaller back seat. The new Mustang also had more trunk space and a bigger engine bay for better serviceability. Body styles included a coupe (notchback) and hatchback (fastback). Trim levels included, LX, GT, Cobra, and Cobra R. Engine choices included the Template:Auto hp 2.3 L four-cylinder, Template:Auto hp 2.8 L Cologne V6 (made by Ford of Europe), and the Template:Auto hp Template:Auto CID. All were carried over from the Mustang II line. Supplies of the 2.8 L proved inadequate leading to it being replaced in mid-1979 with Ford's Template:Auto hp. 3.3 L inline-six. A new Template:Auto hp 2.3 L turbo four-cylinder, debuted, which offered similar horsepower to the V8. Ford had high hopes this engine would usher in a new era in performance. The 2.3 Turbo and V8 models could also be optioned with the newly developed TRX handling suspension, which utilized Michelin 390 mm tires and specific metric wheels. The Mustang was again chosen as pace car for duties in the Indianapolis 500. Ford commemorated the honor with an "Indy 500" pace car edition. About 11,000 copies were produced in two-tone pewter and black with orange graphics. Available were the 2.3 L Turbo with mandatory four-speed manual transmission or the Template:Auto CID V8 with either the manual or three-speed automatic transmission and factory posi-traction on all 302 models.

Following the second oil crisis in 1979, the Template:Auto CID was dropped in favor of a new Template:Auto L V8 due to its better fuel economy. It was the only V8 offered from 1980 to 1981. Basically a de-bored 302 the 4.2 L V8 had restrictive heads and managed to produce Template:Auto hp, the lowest power ever for a Mustang V8. Compounding the lack of power, the 4.2 L was mated only with the three-speed automatic transmission. This meant the 2.3 L Turbo 4 was the sole "performance" engine. However, the Turbo 4 was plagued with reliability issues from its release. Inadequate lubrication led to premature turbo failure and even some engines catching fire. It was listed as an option through 1981, but quietly dropped for 1982. This engine would return in 1983 in the form of the Turbo GT.

The beginning of a performance revival began in 1982 with the return of both the Mustang GT and the Template:Auto CID, last seen in 1979. Now producing Template:Auto hp, the reengineered 302 consisted of new valves, a more aggressive cam, a larger 2-barrel carburetor, as well as a better breathing intake and exhaust system. The 4.2 L, now in its final year, could be substituted in the place of the 302 resulting in a US$57 credit to the buyer. Trim levels were also revised to now included L (base), GL, GLX (Ghia), and GT (Cobra).

1983–1986

While most of the Mustang internals and externals were carried over in 1983, there were some changes and improvements on the now five-year old model. Both the front nose piece and rear taillights were restyled. A more "aero" look, which was becoming more common on various Ford products of the era, replaced the egg crate style grille seen the past four years. New tailights with dedicated amber turn signals replaced the similarly styled vertical Ford Fairmont units. The 3.8 L Essex V6 replaced the 3.3 L I6, as the 3.3 L engine 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, this after a ten-year absence. The majority of the convertibles were equipped with the new V6 in GLX form, though some V8 GT models were also produced. The Mustang GT received a 4-barrel carburetor and a new intake manifold, bringing power to Template:Auto hp. The turbocharged 2.3 L four also returned, now fuel injected, and producing Template:Auto hp. For 1984, the GL was dropped, leaving L, LX, GT, Turbo GT, and a new addition SVO. Ford also recognized the 20th Anniversary of the Mustang with the GT350, which consisted of a limited run of roughly 5,000 hatchback and convertible models all trimmed in Oxford White exteriors and Canyon Red interiors. Model output was roughly 5,000 and cars could be equipped with either the 2.3 Turbo or 302 V8. Two 302 V8s were available. The 4 barrel carried on in GT models while other models could be equipped with a new Template:Auto hp electronic fuel injected engine. Finally for 1984, the TRX option was retired.

The new SVO Mustang, appeared first in 1984 and was produced through 1986. Carrying a far more powerful and refined 2.3 L turbocharged inline-4, it produced initially Template:Auto hp for 1984, uprated to Template:Auto hp for a few 1985 models, and ending with Template:Auto hp for 1986. It sported handling and braking abilities that would humble a Mustang GT. Four wheel disc brakes, 16-inch specific wheels, and a SVO specific bi-plane rear spoiler, were just a few of the notable differences between the SVO and the rest of the Mustang line. However, the steep price, which was thousands more than a comparably equipped V8 GT, put off most potential buyers.

In 1985, the Mustang GT got the exclusive Template:Auto CID - named 5.0 L High Output - engine with new E5 cylinder heads, a Holley 4-barrel carburetor, a new and more aggressive roller camshaft (only in models with the manual transmission), a new intake manifold, less restrictive exhaust manifolds, and a pseudo dual exhaust which brought more power to a conservatively rated Template:Auto hp engine. This would be the last carburetted V8 in the Mustang. Also, 1985 saw the departure of the L and Turbo GT, leaving the LX, GT, and SVO. In 1986, Ford released the first multiport fuel-injected Template:Auto CID V8, rated at Template:Auto hp. With high swirl E6 heads, the early production High Output EFI engine intake possessed higher compression and dual exhausts.

Proposed replacement

Ford Probe

By the mid-1980s, Mustang sales were slumping. Sales were over 100,000 units a year, but were nothing compared to previous 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 Mazda-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 as the Probe.

1987–1993

1987-1993 Mustang

In 1987, the Mustang received its first significant redesign since being introduced in 1979; 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. With the end of the SVO in 1986, the models were now pared down to LX and GT. Tailight's on the LX were slightly revised, while the GT now wore a specific louvered treatment. Rear quarter glass windows on LX and GT's lost their louvered treatment and now sported a single piece of glass reading "Mustang" at the bottom. GT's retained foglights and new turbine style 15-inch (380 mm) wheels were introduced. LXs came without foglights and the GT specific alloys from 1985-1986 could now be had on LX 5.0 models. 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 Template:Auto CID or "5.0" Mustangs, became popular with the aftermarket performance industry.[3] The V6 option was discontinued while the 2.3 L four-cylinder gained fuel injection, leaving only the 2.3 L four cylinder and the Template:Auto CID V8. For 1987, the Mustang received E7 heads and a more capable intake manifold. Power ratings jumped to Template:Auto hp and 300 ft⋅lbf (410 N⋅m) of torque. No major changes were seen in 1988. In 1989, the Mustang's speed density air system was replaced with a mass air system (1988 Mustangs sold in California also had the MAF system). 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. Ford's only gesture at a 25th Anniversary Mustang was small, a passenger-side dashboard emblem with galloping-horse logo affixed to all models built between March 27 1989, and the end of model-year 1990.. By 1990, Ford resources began to focus on the next Mustang, due to debut in 1994. There would be few changes in the model line through it's retirement in 1993. Most changes would be visual. For 1990, a limited run of about 5,000 emerald green exterior, and white leather interior 5.0 LX convertibles. Similarly, in 1992 and 1993, two special addition 5.0 LX convertibles were released in the spring. These models sported with Vibrant Red exteriors with Oxford White leather interiors in 1992, and Canary Yellow exteriors with Black leather interiors for 1993.

With the end of the run near in 1993, Ford switched to cast hypereutectic pistons for all Template:Auto CID engines and also re-rated the 5.0 GT at Template:Auto hp and 275 ft⋅lbf (373 N⋅m) of 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. Under the newly established Ford SVT division, the Ford Mustang SVT Cobra was offered with the 302 in³ V8 that produced Template:Auto hp and 280 ft⋅lbf (380 N⋅m) of torque. Featuring more subdued styling than the GT, the Cobra used Ford's new GT-40 high performance engine equipment, which could send a Mustang through the 1/4 mile in 14.5 seconds at just under 100 mph (160 km/h). A Cobra R model was also produced in 1993 that used the same engine 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.

Fourth generation (1994–2004)

Fourth-generation Mustang
Overview
Production	1994–2004
Assembly	Dearborn, Michigan
Body and chassis
Body style	2-door convertible 2-door coupe
Platform	SN-95(1)1994-1998, SN-95(2)1999-2004
Powertrain
Engine	3.8L (232 CID) OHV 94-04 LX Essex V6 4.9L (302 CID) OHV 94-95 GT Windsor V8 5.8L (351 CID) OHV 95 Cobra R Windsor V8 4.6L (281 CID) 2v SOHC 96-04 GT Modular V8 4.6L (281 CID) 4v DOHC 96-98 Cobra Modular V8 4.6L (281 CID) 4v DOHC SC 03-04 Cobra Modular V8 5.4L (330 CID) 4v DOHC 2000 Cobra R Modular V8]
Transmission	T-5 (5-Speed Manual) 94-Present V6 World Class T-5 (5-Speed Manual) 94-95 GT/Cobra T-45 (5-Speed Manual) 95 CobraR, 96-99 Cobra, 96-01 GT TR-3650 (5-Speed Manual) 01 Cobra, 01-Present GT T-56 (6-Speed Manual) 2000 Cobra R, 03-04 Cobra 4R70W (4-Speed Automatic) 94-04 V6/GT
Dimensions
Wheelbase	Template:Auto in
Length	Template:Auto in Cobra: Template:Auto in 1999-2004: Template:Auto in 1999-2004 Cobra: Template:Auto in
Width	1994-98: Template:Auto in 1999-2004: Template:Auto in
Height	1994-96 Coupe: Template:Auto in in 1997-98 Coupe & Cobra Convertible: Template:Auto in GT Coupe, 1997-98 Convertible & GT Convertible: Template:Auto in in 1994-96 GT Convertible & Cobra: Template:Auto in 1994-96 Convertible: Template:Auto in 1999-2004 Coupe: Template:Auto in 1999-2004 Convertible & Cobra: Template:Auto in 1999-2001 Cobra Convertible: Template:Auto in Mach 1: Template:Auto in 2002-04 SVT Cobra Coupe: Template:Auto in 2002-04 SVT Cobra Convertible: Template:Auto 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 dramatic new styling by Patrick Schiavone that incorporated some stylistic elements similar to those on earlier Mustangs. However, unlike all earlier Mustangs, a fastback model was unavailable.

The base model came with a 3.8 L V6 engine rated at (1994-1995) Template:Auto hp or (1996-1998) Template:Auto hp, while the GT featured the 302 cu in V8, now using the intake manifold from the Thunderbird, a 60 mm throttle body, and a Template:Auto hp rating. The Cobra model also returned with its GT-40 equipped 302 cu in engine, now rated at Template:Auto hp. 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 the honor. One-thousand pace car replicas were built and sold at select dealers.

For 1995, a one-year model referred to as the Mustang GTS was introduced. This was considered a "stripped down" version of the Mustang GT, which still featured the performance parts of the GT model but with a minimum of non-performance parts. This included the removal of options such as leather seating, foglights, a compact disc player, and power accessories. A similar model, referred to as the '248A', was produced for 1996-1998 but was no longer marketed as a 'GTS'.

In 1996, the venerable Template:Auto CID - but marketed as 5.0 L - Windsor engine was replaced by a Template:Auto hp, 4.6 L SOHC "Modular" V8 engine with two valves per cylinder. This engine had been introduced in the Lincoln Town Car and was part of Ford's plan to modernize its engine lineup. The Cobra version came with a high-revving Template:Auto hp, 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.

1998 Ford Mustang GT Convertible

For 1998, the SOHC 4.6 L V8 power was increased to Template:Auto hp 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

2002 Ford Mustang GT

A redesigned model came in 1999. Gone were many of the soft lines of the previous model, 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 16-valve SOHC 4.6 L engine exhibited characteristics associated with a performance engine when compared to the performance behavior of earlier 4.6 L engines. Mustangs now featured a returnless type fuel system utilizing a PCM-guided fuel rail pressure sensor to regulate pressure. (A popular fuel system upgrade comes via a very unlikely source, the naturally-aspirated 2004 SVT Focus. The SVT Focus uses a 255 lph fuel pump that is a direct replacement for the lower volume 155 lph pumps found in 1999 to 2004 Mustangs.)

The Mustang GT was now capable of low 14 second 1/4 mile ETs with 96+ mph trap speeds compared to the 1998 GT's mid-14 second ETs and 93-95 mph trap speeds. 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 horsepower by 3, making a base model V6 Template:Auto hp from 2001 on, but the V8 remained untouched, while the Cobra claimed 325 hp (239 kW). 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 Template:Auto hp. As a result, 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.

"New Edge" Mustang convertible

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 increased to 10.7:1 and subsequently required premium fuel to inhibit detonation (knocking). GT Models are instructed to use 87 Octane via the 2004 owners manual. 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 release of two separate Special Edition Mustangs. In 2001, the Special Edition Bullitt was released to the public. Available as a hardtop 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 in front, 11.7 in rear). The car also received an upgraded exhaust, a re-designed intake, and underdrive pullies. These power upgrades led to a factory rating of Template:Auto hp, a gain of five horespower over the standard GT. On the exterior, the car received unique Torq-Thrust style wheels, removal of the fog lights and rear deck spoiler, as well as new trim accents. It was available in three 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 to 2004 Mach 1. The Mach 1 was equipped with a unique R-Code 4.6 L DOHC engine based on the DOHC engine available in the 1999 and 2001 Mustang Cobras, with new cylinder heads from the 2003 to 2004 Cobra (see below) and camshafts from the 5.4 L Triton engine. The engine was rated at Template:Auto hp and raised to Template:Auto hp 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). 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, under the direction of Special Vehicle Program Director, O. John Coletti, featured a 4.6 L V8 similar to the older Cobra. Though not often given credit, Coletti was also responsible for saving the Mustang line, which Ford had planned to replace with the Probe. 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 (529 Nm) of torque. Cast iron engine blocks replaced the aluminum blocks used in Cobras from '96-'01. 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, Chevrolet Corvette, and the now discontinued Camaro Z28. Engineers improved handling by using an independent rear suspension 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 2003 to 2004 Cobras were dynamometer-tested between 410 and Template:Auto hp. From the factory, the 2003 to 2004 Cobras ran 1/4 miles in the mid to upper 12s with trap speeds over 110 mph (180 km/h).

In mid 2004, Ford replaced the 3.8L V6 with the 3.9L V6 powerplant found in the Ford Freestar.

Special right-hand Drive Ford Mustang Cobra for Australia

Ford Australia sold specially imported and modified right-hand drive Mustang Cobras from 2000 to 2002. These models where converted to right-hand drive by Tickford Vehicle Engineering

Fifth generation (2005–present)

Fifth generation
Overview
Production	2005–present
Assembly	Flat Rock, Michigan
Designer	Sid Ramnarace
Body and chassis
Body style	2-door convertible 2-door coupe
Platform	Ford D2C platform
Powertrain
Engine	4.0 L Cologne V6 4.6 L V8 5.4 L supercharged V8
Transmission	5-speed manual 6-speed manual 5-speed automatic
Dimensions
Wheelbase	Template:Auto in
Length	Template:Auto in
Width	Template:Auto in
Height	Template:Auto in
Curb weight	V6 coupe MT/AT: 3,350 lb (1,520 kg)/3,420 lb (1,551 kg) V6 convertible MT/AT: 3,475 lb (1,576 kg)/3,555 lb (1,613 kg) V8 coupe MT/AT: 3,480 lb (1,579 kg)/3,525 lb (1,599 kg) V8 convertible MT/AT: 3,610 lb (1,637 kg)/3,655 lb (1,658 kg) GT500 coupe: 3,920 lb (1,778 kg) GT500 convertible: 4,040 lb (1,833 kg)

2005 Ford Mustang GT Coupe

2005 Ford Mustang GT Convertible

2007 Shelby GT500

2008 Ford Mustang Bullitt

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, notably the 1967-68 models. It was this redesigned aesthetic that inspired Ford's Senior Vice President of Design, J Mays, to call it "retro-futurism." The 2005 Mustang's unique retro coupe styling complements its muscle car status with an approximate weight to power ratio of 11.5:1. The current Mustangs are manufactured at the AutoAlliance International plant in Flat Rock, Michigan. The base Mustang, equipped with a 5-speed Tremec T-5 manual 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 (373 kW) from a supercharged 5.4 L DOHC 32-valve V8 engine.

2006 Ford Mustang Shelby GT-H

The 2005 Mustang GT is capable of performing a quarter-mile test in 13.5 seconds, with acceleration from 0-60 mph in 4.9 seconds. Added to the rear suspension is a three-linked system which controls the vertical and lateral movements of the axle. All model years of the current Mustang retain a live axle rear suspension providing the benefits of reduced cost and weight over a heavier, more expensive and complicated independent rear suspension, at the expense of handling. Ford has drawn heavy criticism from the motoring journalism community for the decision to equip the current Mustang with the live axle system, due to the poor handling that results. At a press conference, Ford stated that to include a modern suspension system would have added $5,000 to the showroom price of the car. The current Mustang GT also comes equipped with a limited slip differential complete with the same carbon-fiber clutch discs used in the 2003 to 2004 SVT Cobra and the 2007 Shelby GT500. The differential is designed for the 31-spline axles and the 8.8-inch (220 mm) ring gear. The basic V6 model (without the Pony Package), unlike the V8 GT model, lacks a rear anti-sway bar to prevent severe oversteer on hard cornering. The 2007 Mustang V6 and GT chassis, suspension, and body shares many of the same construction designs as the GT500. Thicker sheetmetal support and extra welds can be found on the 2007 chassis. Re-designed strut towers on the 2007 Mustang accommodate the wider 5.4 L 32-valve V8 engine in the GT500. The rear diffuser on the 2007 GT California Special package (GT/CS) is also found on the Shelby GT and GT500.

The Pony Package for the V6 Mustang became available starting in 2006. This option includes upgraded suspension, Bullitt-style wheels (originally only available on the GT), wider tires, a unique grille design with fog lamps, a rear deck spoiler, and unique door striping and emblems. Unlike previous V6-powered Mustangs, the current V6 Mustang 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 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 a 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.

Ford announced in July 2007 that all 2008 Mustangs would have seats containing material derived from soy beans, harking back to some of Henry Ford's ideals.

On December 12, 2007, Ford announced a new option for the 2009 Mustang to be unveiled at the 2008 North American International Auto Show called the glass roof. This $1995 is in effect a full roof sunroof that splits the difference in price and purpose of the coupe and convertible models.

Special editions and modified Mustangs

Main article: Ford Mustang variants

While the original concept for the Mustang did not foresee its evolution into a performance car, Ford has catered to individuals looking for more performance. Early variants available direct from the factory included the Boss 302 Mustang and Mach 1. While high performance vehicles fell out of favor during the fuel crisis of the 1970s, the tradition was carried forward in later years with the Ford Mustang SVO and Ford Mustang SVT Cobra.

Third party vendors

Over the years, third party vendors and independent car designers have utilized the Mustang as a starting point for their own designs. Designers such as Carroll Shelby and companies such as Roush Performance and Saleen have made a name for themselves by specializing in producing Mustang performance parts and building custom cars.

Electric Motors

Ronaele takes existing production Ford Mustangs and replaces the engine with a proven electric motor coupled with the new efficient battery technology, converting it in a battery electric vehicle (BEV-125, this is, a BEV with a range of 125 miles (201 km) or 200 km ). (see Ronaele 300E Mustang)

Racing

In the 60s and into the mid 70s Mustangs were prominently used in the Trans Am Series. When the series was seen last, 2004 Mustangs were in use even after the car's redesign in 2005. Currently, Mustangs are used in the KONI Challenge Series. In the 1970s, Mustangs were often used for drag races at small, local, tracks. They were often rented out by The Hertz Corporation for this purpose.

Awards

The Mustang has been on the Car and Driver Ten Best list five times: 1983, 1987, 1988, 2005, and 2006, and won Motor Trend Car of the Year award in both 1974 and 1994. Ford Division's entire car line won the Car(s) of the Year award in 1964, which was the Mustang's first year of production, but a few weeks before its actual introduction. The 1965 Mustang also won the Tiffany Gold Medal for excellence in American design, which was the first automobile to ever do so. In 2005, the Mustang was nominated for the North American Car of the Year award and won the Canadian Car of the Year award.

See also

• California Special Mustang
• Ford Motor Company
• Ford Mustang SSP
• Shelby Mustang

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)
• Leffingwell, Randy (2003). Mustang Forty Years. Osceola: MBI Publishing. ISBN 0760315973.
• "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 site
• Ford Mustang at Curlie