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The Ford Mustang is an automobile produced by the Ford Motor Company, originally based
on the Ford Falcon compact.[1] 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, and via all three American television networks on April
19. 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 remains in
production today after many decades and numerous revisions.
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 Joseph 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
drive train components were derived from the Ford Falcon and Ford Fairlane. The car had
a unitized platform-type frame, which was taken from the 1964 Falcon, and welcoming
box-section side rails, including five 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 at 181.6 in (4613 mm),
although the Mustang's wheelbase at 108 in (2743 mm) 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 lbs (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.
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 quickes
t 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.
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 335 hp (250 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 ¼ 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.
In the Mustang's first two years of production, three Ford Motor Company plants in
San Jose, 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 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 ¼ 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.
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.
