History of the Mustang
 

A running prototype of the Ford Mustang was unveiled at the U.S. Grand Prix in 1963. Its unique design, including the classic rear wheel scoops and tri-bar taillights was discussed and mapped out thoroughly before any drawings were sketched. The Ford designer’s goal of developing a unique, affordable sports car was a success, as Ford Motor Company was awarded the Gold Medal Tiffany Award for Excellence in American Design for their innovative Mustang. 

On April 17, 1964, the Ford Mustang hit the streets at a base price of $2320.96, roughly half as much as a base model Chevy Corvette. That September, Carroll Shelby, the father of the AC Cobra and pioneer of Ford performance in the 60’s, built 36 R-model Shelby GT-350 Fastbacks for SCCA (Sports Car Club of America). The GT-350 Mustangs command their class from 1965 to 1967.
In late 1965, the 289 cubic-inch Windsor V8 replaced the 260 V8; adjustability is added to the driver’s seat; other subtle revisions were made as well. Carroll Shelby teams again with Ford to create Shelby Mustang racecars. Shelby performance revisions propelled the 289-powered Mustang to the winner’s circle in the SCCA. The GT-model debuts this year as well, including upgrades such as front disc brakes, auxiliary lights, and more chrome. Ford assembly plants barely kept pace with demand, as over 680,000 mustangs were produced and sold for the 1965 model year.

In 1966, minor refinements continued, as the grille was updated, chrome added to the rear scoops, and backup lights were added. Ford’s GT program is handed to Carroll Shelby, who in turn made his racing/performance parts available to Mustang fanatics through Ford dealers. Production remained well above the half-million mark for 1966, as the Mustang craze began to take hold of America.

1967 was a year of growth for the Ford Mustang, as it was widened 2½ inches and given an extra ½ inch of headroom. Restyling included more prominent side moldings and concave taillights, as well as a wider track. New engine options appear, as a massive 390ci V8 surfaced as the most powerful of the non-Shelby Mustangs, producing 320 horsepower, while 428 Shelby GT-500 Fastback Mustangs produced closer to 400 horsepower. Production dipped below the half-million mark for 1967.
In 1968, the 289ci V8 is replaced by the 302 V8, which remains in the Mustang family until 1995. Another new engine is also introduced—the 427ci V8. The 427 manages to produce more horsepower than the 428; however, the 427’s limitation lay in its single transmission option: the Cruise-O-Matic automatic. The 428 could be mated to a four-speed manual in addition to the Cruise-O-Matic. Sales slowly decline, as just over 300,000 Mustangs were produced in 1968.
High performance is the primary focus for the 1969 Ford Mustang. The Mach 1. Boss 302, and Boss 429 are the answer to Ford President Semon “Bunkie” Knudson’s performance desires. These souped-up Mustangs are four inches longer (due mainly to the longer front overhang) and more aggressive than their predecessors. With larger grilles, swooping rooflines, and side scoops these Mustangs were reminiscent of their Shelby Mustang forefathers. Three basic models remain in the lineup: the convertible, the coupe and the fastback, dubbed SportsRoof. Three high-performance engines graced the Mustang lineup in 1969: the 428CID V8 with or without ram-air found in the Mach 1, the 302CID in the Boss 302, and the 375-horsepower, 429CID “Semi-Hemi” V8 in the Boss 429.
The last Shelby Mustang is produced in 1969, as both luxury amenities and rising insurance rates begin to take the limelight off the Shelby GT Mustang. Total 1969 U.S. Production: 299,824. Few changes occur to the lineup in 1970. Two of the four headlights are deleted, and Mustang styling begins to take center stage. Existing engine choices remain intact, with the addition of a new big-block 351CID V8, which resembles the big 429 in design. This year, the Drag Pack with a choice of rear drive ratios and beefed-up engine components offers the road/track racer more options. Total 1970 U.S. Production: 190,727.

The 1971 Mustang is, based on measurements alone, a completely different car altogether. Larger and heavier than before, it approaches the size of Ford’s larger passenger carriers. The 1971 Mach 1 is unique from the rest of the pony cars, with polyurethane front bumpers, hood scoops, a raked windshield and hidden wipers. Mustang sales are less than exceptional, as the oil crisis looms in the near future, distracting buyers. Total 1971 U.S. Production: 149,678.

For the 1972, the Mustang exterior is almost entirely a carryover from 1971. The engine options are pared down to five, as the Boss 351 disappears, leaving only a detuned 351 V8, proving that the larger, heavier Mustang works contrary to the desires of the performance-minded. Sales drop to 119,920 for 1972.
Word spreads quickly in the car industry of the imminent design change of the Mustang. Meanwhile, the 1973 model, minus a new grille and taillights, is identical to the ’72 model. The OPEC Oil Crisis has, at this point, began to severely strangle power-hungry automotive designs, and economical designs are exactly what the public hungers for. Total 1972 U.S. Production: 125,093.
A new Mustang is built around existing power train and chassis hardware. The Fox-4, the platform, is more solid, due to the larger rocker panels, roof rails and stronger joints. These changes aid in preventing noise, vibration, and harshness (NVH) and providing enhanced handling characteristics.

The Mustang becomes more aerodynamic. Its headlights, which surround the pony emblem, create a face that is reminiscent of vintage Mustangs. The hood sweeps into a sharply raked windshield and short rear deck. Retro hood vents, side scoops and layered tri-bar taillights complete the major styling themes of the new Mustang. A revamped interior is also inspired, including instruments surrounded by separate spheres for the driver and passenger. The engine consists of the 215-horsepower 5.0L V8 with silicone-alloy pistons, roller-cam valvetrain, 65 mm throttle body and tubular exhaust headers and a 145-horsepower 3.8-liter V6, which features sequential electronic fuel injection. Total 1994 U.S. Production: 137,074.
The 1994 SVT Mustang Cobra convertible is the Official Pace Car of the 77th Annual Indianapolis 500. It is equipped with a 240-horsepower 5.0L V8, Borg-Warner T-5 five-speed manual transmission, specially tuned suspension and 17-inch aluminum wheels. These pace cars are equipped with an automatic transmission, an aftermarket light bar, fuel cell, and high-intensity halogen headlights. Graphics are delivered in the trunks of the 1,000 pace car replicas. This allows the owners an option in displaying the “Official Pace Car” designation.
The 1995 Cobra R, which originates from the SVT, is the most intense factory Mustang to date. Originally built for the track, it is equipped with a competition suspension, heavy-duty radiator and oil-cooler, 351 marine block with GT-40 cylinder leads, Tremec five-speed transmission and p255/45ZR17 BF Goodrich Comp T/A radials. It lacks air conditioning, back seats, and stereo. A competition license from a sanctioned racing body is required in order to purchase one of 250 white Cobra R models. A Cobra R, considerably one of the most “potent” Mustangs ever to roll off the Dearborn assembly line, has unique 5-spoke “R” wheels, a fuel cell, and a raised fiberglass hood. Its 5.8 liter 300-horsepower/365 foot-pounds of torque make its presence clearly known. Total 1995 U.S. Production: 165,037.
The 5.0L 302 cid V8 disappears from the Mustang following the ’95 year. This marks the end of the Mustangs overhead-valve/pushrod-engine era. Also, the SVT badge appears on the Cobra for the first time. Ford replaces the small block 5.0L V8 with a more technologically advanced 4.6L V8, which produces the same amount of horsepower as the 1995 5.0L V8, while the SVT Cobra’s Aluminum version of the 4.6L creates 305hp. The manual transmission is upgraded as well, with a stronger and more efficient design. Suspension geometry is updated as well, and a stiffer rear stabilizer bar is introduced as well to balance the changes made in the engine compartment. Total 1996 U.S. Production: 126,483.


1997 is a carryover year. Single difference is the loss of the honeycomb grille present in the 1996 model. With 19.5% of the small specialty segment, the Ford Mustang is the sales leader. Total 1997 U.S. Production: 100,250ica.


The single aesthetic difference between a 1997 and a 1998 Ford Mustang is the dash-mounted clock pod. In the 1998 model, the clock is integrated into the stereo system. Another subtle difference is the refined exhaust system, which uncovers another 10 horsepower from the GT.


The Ford Mustang is reinvented once again, revealed to the public in new form on September 3, 1998. Sweeping hood, side scoops and short rear deck reminisce, while crisp, beveled edges suggest the Mustang of the future. Improved engine design increases available horsepower in both the V6 and V8 Mustangs. A new traction control system is introduced, and revised suspension refines ride characteristics.
The 2000 Ford Mustang GT Coupe was thoroughly redesigned in the 1999 model year. It’s last total redesign was for the 1994 model year, but has been tweaked and improved in very small increments until the 99 model year. For 1999,horsepower was increased in the 4.6 liter GT from 225 to 260HP. Improvements to the V8 powerplant include larger valves, more durable camshafts, and a newer intake manifold that improves airflow when revs climb above 2000 rpm. The exhaust flow is more efficient, and supplies the GT with a much throatier growl, thanks to 3-in. diameter pipes. 0-60 times are reportedly 5.5 seconds. For the first time, traction control is available.

The restyled 2001 Mustang is powered by one of the following engines; a 3.8-liter, 190-hp V-6, a 4-6-liter, 250 hp SOHC V-8, or a 4.6-liter, 320-hp DOHC V-8(available on the Cobra model). Also choose betwe...en a 4-speed automatic or a 5-speed manual transmission. ABS is also optional. This is also the first year that the horse emblem on the front of the Mustang was put back in the "corral".
The 2002 Mustang GT's offer the 4.6 SOHC engine, with 260 horse power and 302 lb-ft of torque. This welcomed increase in power from earlier models is mainly because of higher lift, longer duration cams, bigger valves, and a revised intake system. The 2002 Mustang GT also got a revised suspension, namely a wider rear track, and greater suspension travel. The GT's also have received revised shock absorbers and anti roll bars to improve handling.


For 2003, two new special-edition models are available: Mach 1 models boast a powerful twin-cam V8, sports suspension, and shaker hood designed to remind us of the famous 1969 fastback. The Mustang Pony is a new package that offers the aggressive appearance of the GT in an affordable V6 model. 2003 brings important safety improvements to the Mustang. Several new measures are designed to reduce wind noise, the suspension has been retuned, and the V6 and V8 engines get some minor refinements.

The 2004 Mustang produces 193 horsepower at 5500 rpm and 225 lb-ft of torque at 2800 rpm. 5-speed manual or 4-speed automatic transmission is available for most models. The rest of the pack employs a 4.6-liter V8, with varying levels of power. GT Deluxe and GT Premium models get 260 horsepower at 5250 rpm and 302 lb-ft of torque at 4000 rpm. Up next is the Mach 1 model, which squeezes out 310 horsepower at 6000 rpm and 335 lb-ft of torque at 4200 rpm. The fastest of all the rear-wheel drive 2004 Mustang models is the Cobra. It pushes the 4.6-liter V8 to the max, generating 390 horsepower at 6000 rpm and 390 lb-ft of torque at 3500 rpm. 6-speed manual transmission is used with Cobra models.