Category: Ford Mustang

No, There’s No Such Thing As a 1964-1/2 Ford Mustang – Daniel Strohl @Hemmings

Advertisements

The designation’s so widespread, it’s almost become gospel among Mustang enthusiasts and the collector car world in general. You’ll see 1964-1/2 as a model year in the titles of Mustang books, in prior Hemmings articles (nostra culpa), even on Ford’s own website. Except, officially, Ford never designated any Mustang as a 1964-1/2 model year car.

“All of the first production Mustangs built from February 10, 1964, through July 31, 1964, were titled as 1965 model year cars,” according to Robert Fria, an expert in pre-production and early production Mustangs who wrote the definitive book on the subject, “Mustang Genesis: The Creation of the Pony Car.” As Fria and many others have pointed out, just looking at the VIN of any early production Mustang should bear that out: All of them – whether the one Fria discovered with serial number 100002 or the one that Captain Stanley Tucker bought with serial number 100001 – start with the digit 5 for the 1965 model year.

Ford Media’s caption describes this Mustang as a prototype, which is likely why we see the “1964” license plate on it.
Ford Media image

Case closed, really short article, right? So then why did the 1964-1/2 “model year” become so widespread to the point where it gets its own entry in year-by-year Mustang reference books and where the Mustang Club of America reportedly considers 1964-1/2 as a separate model year?

Part of it comes down to the introduction of the Mustang in April 1964, well out of line with the traditional model year cycle: The rest of the 1965 Fords didn’t debut until that September. While unusual in comparison with prevailing trends through the rest of the industry, it was actually in line with Ford’s mid-year introductions of the Falcon Futura and Galaxy 500XL Sports Hardtop the year prior, as Brad Bowling pointed out in the “Standard Catalog of Mustang” (which, incidentally, has an entire section on the “1964-1/2” Mustang). Indeed, given the success of such introductions – the Mustang essentially had the field to itself when it came to new-car publicity that spring, and that introduction date may have even been key to the avalanche of first-year sales – one has to wonder why we haven’t seen many subsequent mid-year introductions. (Outside of unintentional ones like the 1970-1/2 Camaro, its introduction delayed by a strike.)

Speaking of sales, Ford reported a total of 680,989 first-year Mustang sales, though that total is comprised of the 121,538 early Mustangs sold prior to the traditional start of the 1965 model year and the 559,451 sold during the 1965 model year.

Part of it also arises from the many changes that Ford introduced to the Mustang around the start of traditional 1965 model year production, leading enthusiasts to start referring to the early Mustangs as “1964-1/2” cars simply to differentiate them from the regular production year cars. Those early cars, for instance, had a much different engine lineup, consisting of the U-code 101hp one-barrel 170-cu.in. six-cylinder, the F-code 164hp two-barrel 260-cu.in. V-8, the D-code 210hp four-barrel 289-cu.in. V-8, and the famed K-code 271hp four-barrel 289-cu.in. V-8. Once regular 1965 model year production started, only the K-code remained; the T-code 120hp 200-cu.in. six-cylinder replaced the U-code, the C-code 200hp two-barrel 289-cu.in. V-8 replaced the F-code, and the A-code 225hp four-barrel 289-cu.in. V-8 replaced the D-code. In addition, all early 1965 Mustangs had generators while all regular production year 1965 Mustangs came equipped with alternators.

Mustang enthusiasts generally use engine codes and the presence of a generator to distinguish early from regular production 1965 cars, but a host of other changes took place in late summer 1964. Bowling notes a number of those changes, including the switch from C-clips for the interior door handles to Allen screws, slightly wider Mustang nameplates, and the switch from interior-color to chrome door lock buttons. Others have noted that regular production model year cars had an adjustable front passenger seat in place of the earlier fixed seat, that the early cars equipped with automatic transmissions had smaller shifter handles, and that the fuel-filler cap was given a tether to make it more theft-resistant. By far the most comprehensive accounting of the changes appears to be in Colin Date’s book, “Original Mustang, 1964-1/2 – 1966,” in which he points out, for instance, slight sheetmetal changes at the base of the windshield wipers, the switch from rubber to plastic trunk mats, color-keyed seat belt latches replacing chromed latches, different AM radios, and the brake light switch location moving off of the master cylinder. Even paint colors and codes changed quite a bit from early to regular production 1965 cars.

Read on

Why is the 319-hp Shelby GT hotter than the 500-hp GT500? – Conner Golden @Hagerty

Advertisements

Thought experiment:

Two distinctly modern Shelby Mustangs, produced during parallel model years with a set of stripes and goosed-up V-8s. One was a Shelby-licensed Ford factory effort: a comprehensively engineered, 500-hp, supercharged, stick-axle snake that was, for a moment, the most powerful production muscle-car on the planet. The other is a true Shelby-modified ’Stang, marginally more than an aesthetic package with some quality bolt-ons.

Which would you expect to be more collectible? The 500-hp monster, right? Correct!

Well, kind of. Maybe. It’s complicated.

2007 Shelby GT, sold for $23,100 in RM Sotheby’s Open Roads, North America sale in July 2020. RM Sotheby’s

As you probably gleaned from the headline and that pretty pony in the lead image, these mystery Mustangs are the 2007–2009 Ford Mustang Shelby GT500 and the 2007–2008 Shelby GT (SGT). And, if you determine collectability by which trades hands for more cash, then yes, the GT500 is the obvious winner with overall higher values across all conditions, according to the Hagerty Valuation Tool.

The money favors the big, beefy GT500, but something’s happening with the lesser-known Shelby GT. Both ’Stangs have increased their values since 2020, but the understudy SGT has outpaced the GT500 in appreciation.

Pause for a moment—here’s some context before we get nerdy with the numbers. In the mid-2000s, the Mustang brand was arguably the strongest it’d been in decades, with the newly-launched S197-generation Mustang (2005–2013) ushering a surge of sales from a horde of new and returning Mustang owners looking to mainline a fat dose of nostalgia with the S197’s neo-retro design.

The time was right for a Shelby resurgence. Despite a successful turn at hopping-up Omnis, Chargers, and Dakotas for Chrysler, Carroll Shelby’s surname hadn’t graced the decklid of a Mustang in any capacity since Shelby legally re-VIN’d 789 unsold 1969 GT500s as model year 1970. The S197 reawakened Shelby’s relationship with the Mustang, first with the rare 2005 CS6 and CS8 Mustang packages, and shortly thereafter with a 21st-century rekindling of his bonds with Ford and Hertz. The two corporate giants teamed up with the famed Mustang maestro for the 2006 Shelby GT-H, a limited 500-unit run of Shelby-fied black-and-gold Mustang GTs exclusively for Hertz’s rental fleets that recalled the original Shelby-Hertz partnership from 1966.

A year later, Ford and Shelby collaborated again on the 2007–2008 Shelby GT as a commercially-available production version of the former GT-H—which, by the way, returned to Hertz’s fleet for the 2007 model year configured only as a convertible. For SGT production, Ford followed in the spirit of the Shelby Mustangs of 1960s yore by shipping new Mustang GTs straight from the factory to Shelby’s facility in Las Vegas for the hop-up kit.

A new intake, ECU, and exhaust squeezed another 19 hp and 10 lb-ft of torque out of the GT’s 4.6-liter V-8 for a total of 319 hp and 330 lb-ft. Upgraded springs, dampers, and thicker sway bars from a Ford Performance suspension kit significantly improved handling. Aesthetically, the rear spoiler was deleted and a new retro-style hood scoop, chrome five-spoke American Racing-style wheels, a new grille, and rear diffuser were added. Inside, the requisite Shelby commemorative plaque sits on the dash above a classic cue-ball shifter.

So, it’s best to consider the SGT a “Mustang GT-Plus” with Shelby bona fides. It never had its time at the top of the hierarchy however, as the Ford Mustang Shelby GT500 also landed on U.S. tarmac in 2007. Developed almost entirely in-house by Ford’s Special Vehicles Team (SVT) with only consultation and licensing from Shelby, the new GT500 was fully built by Ford at its Flat Rock, Michigan, plant. Differences over its siblings were substantial: a supercharged 5.4-liter V-8 ripped the rear tires with 500 hp and 480 lb-ft of torque, bigger Brembo brakes, and an aggressive suspension with revised springs and dampers to manage the added heft and power. It also sported a vented hood, different front fascia, and rear spoiler, along with its own unique wheels and tires

Read on

Fox Body Mustang: The Complete Breakdown – Sam Weber @Steeda

Advertisements

There hasn’t been a new Fox Body Mustang in a Ford showroom for almost 30 years, but this third-generation pony car remains popular with enthusiasts and tuners for several reasons. The Fox Body Mustang runs from 1979-1993 model years. And, Mustang lovers appreciate that the Fox Body is:

Plentiful: Despite Fox Bodies going back to 1979, cars and Fox Body Mustang parts are readily available.
Affordable: The Fox Body offers a reasonably priced Mustang experience for both collecting and modifying.
Uncomplicated: The straightforward nature of the Fox Body platform and mechanicals makes for easy repairs and mods.

With this in mind, let’s look at the history of the Fox Body Mustang and its origins. We’ll answer your “what is a Fox Body” questions on Ford’s longest-running generation of Mustang.

The Beginning Fox Body Designs Conflict Through The Years

With this in mind, let’s look at the history of the Fox Body Mustang and its origins. We’ll answer your “what is a Fox Body” questions on Ford’s longest-running generation of Mustang.

1976 Mustang Fox Body Concept Car

Let’s head back to the mid-1970s when the U.S. had just come off the first oil embargo that caused oil prices to increase by 300%. At the same time, the effects of the federal Clean Air Act were imposing stricter emission standards and limiting engine performance. The initial waves of the Japanese auto invasion also gained strength as consumers could choose from import sports cars like the Datsun 240Z.

Add in that the Pinto-based second-generation Mustang II was underwhelming consumers, and Ford executives were undoubtedly enjoying heartburn and sleepless nights. So, the need for a re-invigorated Mustang was paramount for the automaker to stay competitive. The race was on to develop the third-generation Mustang.

It began in 1975 when Ford veteran Jack Telnack was tasked to be the chief designer of the third-gen Mustang. Fresh from his company assignments in Europe and Australia, Telnack had visions of a completely new Mustang with design influences from the Old Continent. At the same time, company honcho Henry Ford II mandated specific body characteristics like a blunt front end from earlier Mustangs.

Fox Body Designs Conflict With Henry Ford II’s Instructions

“Thou shalt never do a slantback front end. Henry Ford II only wants vertical front end, and he’ll show us the door if we ever try anything like it.” Ford vice president of design Gene Bordinat was quoted saying in a 2013 Road & Track article. Further complicating Telnack’s task was the requirement that his new creation uses the new Fox Body platform that would first appear in 1978 with the Ford Fairmont and Mercury Zephyr.

Three separate design teams were formed to develop new looks for the Mustang. This included one group based out of the company’s Ghia design studios in Italy, which Ford had acquired in 1970. Design concepts ranged from a fastback coupe to a Mustang station wagon with “woody” body panels. Yes, there could have been a Mustang wagon.

In a HowStuffWorks story, Telnack recounts how he had to convince Henry Ford II of the proposed Mustang’s aero looks as a better choice than the boxy designs of old Mustangs. “I consider the ’79 Mustang a breakthrough car. It was the first project I worked on when I returned from Europe. It was such a departure from anything we were doing here.” Telnack would later go on to design the groundbreaking 1986 Ford Taurus and its jelly-bean body style.

Fox Body Mustang: Through The Years

The 1979 Mustang launched the Fox Body era for Ford’s pony car. We’ll take a year-by-year stroll through history as we explore Fox Body Mustang specs and other essential details. We’ll also point out many of the horsepower and torque numbers, but if you’re looking for more detail, check out our full breakdown of Fox Body Horsepower & Torque Numbers.

1979 Mustang: Details

Ford opened the third generation of the Mustang for the 1979 model year with a dizzying array of engine choices and a completely new car inside and out. Top power comes from the venerable Windsor 4.9L V-8, making 139 hp and 250 lb-ft of torque with a reported 8.3 second time for a 0-60 run. At launch, other powerplant choices include the Cologne 2.8L V-6 with 104 hp and 150 lb-ft of torque and a 2.3L I-4 with 89 hp and 120 lb-ft of torque. A turbo version of the four-banger was offered, which produced 130 hp and 165 lb-ft of torque.

Midway through 1979, the Cologne V-6 was swapped for a 3.3L straight-six with 89 hp and 143 lb-ft of torque. The Mustang was offered in both notchback and fastback body styles. Be sure to check out the Steeda article revolving around the Notchback vs Hatchback when it comes to Fox Body Mustangs.

Special editions for 1979 include the hatchback-only Cobra, which had the turbo-four under the hood, and the Indianapolis 500 Pace Car replica. The first Mustang Indy pace car since 1964, buyers could choose from the V-8 or turbo-four.

1980 Mustang: Details

The second year of the Fox Body Mustang saw no significant changes other than saying goodbye to the Windsor V-8. This powerplant was replaced with a small-block 4.2L V-8 (a neutered version of the Windsor) that offered only 119 hp and 194 lb-ft of torque.

Special editions for 1980 included a tweaked Cobra that had elements from the ’79 Indy pace car: modified grille, hood treatment, and rear spoiler. Thanks to a $25,000 price tag, only five copies of the M81 MacLaren Mustang were sold. However, the M81 did serve as the foundation for Ford’s special vehicle options (SVO) unit

1981 Mustang: Details

For 1981, Mustang carried with no virtually unchanged other than the addition of a t-top roof option and that the turbo-four was entirely dropped from the engine lineup. Cobra power now comes only from the 4.2L V-8. Interestingly, hatchback sales have now exceeded notchback sales for the first time. The trend will continue for the remainder of the Fox Body generation.

1982 Mustang: Details

To the relief of enthusiasts, 1982 Mustang specs include the return of the Windsor V-8, now called the 5.0 H.O. (high output) engine. At the same time, the Mustang GT is relaunched. This legendary combination is one of the hallmarks of the Fox Body Mustang, although the 5.0 could be ordered as a stand-alone option. All things seemed right with the world as the new engine was rated for 157 hp and 240 lb-ft of torque. Ford reworked the Mustang’s trim levels with the base L available only in the notchback, while the upscale G.L. and GLX could be ordered in either body style. The 2.3L four-cylinder and the 3.3L straight-six carried on unchanged.

1983 Mustang: Details

1983 marks important updates to America’s favorite sports car. After a decade-long absence, a Mustang convertible is returned to the lineup, while a mid-cycle refresh included a new front end and updated taillights. Improvements continue for the Fox Body Mustang as the 5.0 engine now makes 175 hp and 245 lb-ft of torque. The Essex 3.8L V-6, with 112 hp and 175 lb-ft of torque, becomes the sole six-cylinder engine for the Mustang.

Special editions include the Turbo GT, which saw the return of a boosted four-cylinder engine making 145 hp and 180 lb-ft of torque. Thanks to less power and a higher price than the 5.0, the Turbo GT never took off.

1984 Mustang: Details

There were no significant changes for 1984 among standard Mustangs. The base L model could now be ordered in either notchback or hatchback body style and the mid-tier G.L. and GLX models were blended into a single LX trim. In addition, the Essex V-6 became standard equipment for the convertible.

1984 is perhaps most memorable for special-edition Mustangs. Beyond the carryover Turbo GT, buyers could choose the memorable SVO Mustang (with a turbo four-cylinder making 175 hp and 210 lb-ft of torque) or the 20th Anniversary GT (with a choice of non-SVO turbo four or the 5.0L V-8).

Read on

One man’s quest to gather the lowest-mileage Mustangs of the ’80s and beyond – Terry McGean

Advertisements

We humans have an odd tendency to collect things: coins, stamps, shot glasses… When we find some object that appeals to us, we seem to want to multiply the joy it brings by finding more of that thing, and in whatever variations may exist. Chasing down those variations often becomes the continuing challenge that makes the collecting exciting — the thrill of the hunt and the conquest of capture.

Following that logic, if desirable items that bring joy and that come in many variations are the basis for a fulfilling collection, cars are a natural focus, and car collecting has been going on since the time the earliest automobiles were deemed “classics,” once they’d become old enough to be somewhat scarce. Traditionally, that has meant at least a few decades beyond manufacture, but a shift seemed to occur in the early 1980s as the muscle cars of the ’60s and early ’70s started to become sought by enthusiasts. In most cases, the favored models weren’t even 20 years old yet, but a couple things happened to hasten the movement: The muscle car era ended rather abruptly in the early ’70s, and the original buyers of those cars started to feel the tug of nostalgia.

We’ve been celebrating those same cars ever since, but what about the second coming of Detroit’s performance wars? That next wave of factory-built hot rods began right around the time the earlier muscle cars first began to climb in value thanks to enthusiast interest. Shouldn’t those later models have followed suit?

1992 SAAC MK1

The 1992 SAAC Mk 1 was a special edition produced to honor the efforts of Carroll Shelby during his Ford period while also yielding a Mustang that outperformed standard 5.0 models. Only 62 were produced, and this one has just 13 miles.

“A good friend is into ’40 Fords; he used to make fun of these cars,” Dave W. says, standing in the building that houses his gathering of Mustangs from Ford’s Fox era. That sort of sentiment was not unusual from traditional auto enthusiasts, who still tend to view cars of the ’80s as “late models” that don’t warrant collector interest. Perspective plays a role — some people may not recognize that an ’83 Mustang is about to turn 40. To others, these cars were produced in numbers too great to be considered “rare.” But to Dave, there’s a vast performance history to highlight from this period of Ford’s past. Plus, a whole new generation of fans are now getting nostalgic.

“I have such fond memories of these cars — that’s a big part of their appeal,” he explains, but we couldn’t help but wonder why a Mustang fan had nothing from the model’s earliest days. “I’m not as into the early cars because I didn’t grow up with them; I grew up with the Fox cars — those were the years I followed them.”

Dave started out on the path to the Blue Oval camp early. “My grandfather worked for Ford and took me to the Metuchen [New Jersey] plant a few times when I was young. They weren’t building Mustangs anymore — it was Ranger trucks then — but the Ford influence set in.” Like so many car-crazed kids, Dave saved up his money and was able to buy a 1985 Mustang GT in 1987, citing reasons beyond the Dearborn connection. “The 5-liters were accessible and affordable; the IROCs and Trans Ams seemed expensive.

From there, the hook was set. He bought an ’89 Mustang LX 5.0 later, but when he started a business, the fun cars had to go for a while. Once the business grew, he was able to get back into it. “At first, I focused on ’85s and ’86s, since those were the cars I got started with,” Dave says, but it was just the spark for what he would soon pursue. When a friend and fellow Mustang enthusiast showed him some of the extremely low-mileage examples of the same-era cars, Dave was fascinated by their “Day One” time-capsule quality. It changed the course of his own collecting.

“Then I said, I really want to have a great collection of the best cars of this era. I want people to be able to see what they were like when they were brand new. I often call these ‘no-mileage’ cars, because a ‘low-mileage’ car can have 15-20,000 miles in most people’s view. The cars I am interested in usually have less than 100.”

The precedent established by muscle car collecting helped to create some real gems among the cars that came later — enthusiasts were more aware of the collector appeal of examples that were hardly used, as opposed to those that had been restored to that state. But many of the cars now in Dave’s collection take the “it’s only original once” mantra to the extreme, presenting not simply as they might have been in the showroom, but as they were rolling off the transport truck. An early addition to this gathering exemplifies this and came from Dave’s friend — the one who’d first piqued his interest in essentially untouched cars.

“The ’90 LX notchback is one my friend bought years ago from a Ford dealer’s personal collection. The car had never been prepped and was still on MSO [Manufacturer’s Statement of Origin]. It was in their warehouse, and when the dealer finally decided to part with it, my friend got it — there are still only around 81 miles on it now,” Dave explains. Looking at this specimen will trigger a memory jog for anyone who ever paid attention to Fox Mustangs when they were new. The details of the factory paint surface quality, the single narrow pinstripe, the finish on the “10-hole” wheels, which have never had their center caps installed. It really is a trip, particularly on a model that was not typically saved on speculation of future value — these cars were bought to be driven, yet this one still has the factory crayon markings in the windows.

Read on

The night of 1,000 Mustangs takes over Detroit for unveiling of seventh-generation pony car – William Hall @Hemmings

Advertisements

Wednesday night’s reveal of the 2024 seventh-generation Ford Mustang kicked off the Detroit Auto Show in dramatic fashion. Not only did it introduce a new, sleek evolution of the iconic pony car in a festival setting at Hart Plaza, but it reset the standard for future vehicle introductions, particularly at the North American International Auto Show.

The lead up to the reveal was more than two weeks long, with the popular The Drive Home to The Mustang Stampede bringing at least one example of each of the six generations of Mustangs “home” to Detroit, along with a camouflaged seventh-generation prototype driven by the S650 Product Development Launch Leader Marty Mosakowski. Crossing more than 3,400 miles from its start in Tacoma, the tour invited Mustang enthusiasts from all across America to drive with the group for an hour, a day, or a week. Some diehard Mustang fanatics logged 1,000 miles or more to be a part of this historic event.

Mustangs from all eras filled the parking lot at Ford’s World Headquarters in Dearborn, Michigan, for a sprawling Mustang lovefest prior to a police-led procession downtown for the reveal. Per Ford’s suggestion, many owners showed up in period costume, with the Sixties and Seventies styles most popular.

Joining the fun was the Allen family from Kansas City, Missouri. Sean Allen had owned a 1996 Mustang in college, and had been following the coverage of The Drive Home here on Hemmings. At 11 a.m. the previous day, he and his wife Caroline decided to have an adventure, and loaded up their seven kids – Israel, Carrianna, Olivia, Emily, Deborah, Sophia, and young Jackson – into their “Bustang GT” Ford Transit van, determined to catch up to our group. They arrived at 1 a.m. in Auburn, Indiana, only to find one hotel room available, prompting Sean to sleep in the van overnight. Arriving more than 750 miles later in Dearborn with their Transit playfully painted-up, the photogenic family quickly became one of the media darlings of the event.

Read on

Seventh-generation Mustang prototype leads The Drive Home road trip to its official debut – William Hall @Hemmings

Advertisements

No road trip really becomes official until you have a few hours of driving under your belt. So while Tuesday night’s cruise-in kickoff at the LeMay-America’s Car Museum in Tacoma, Washington, was the official start of America’s Automotive Trust and the North American International Auto Show’s The Drive Home to The Mustang Stampede, it wasn’t until our 8 a.m. fire-drill start from Yakima that our trip began in earnest.

A contingent of Yakima-area Mustang owners had driven over the pass to the Tacoma launch party to escort us back to their home town. One of them was Captain Jeff Pfaff of the Yakima Fire Department in his white 2012 Boss 302. Captain Jeff left word with his colleagues at the Yakima Police Department, who put our hotel parking lot on their overnight patrol, allowing for a measure of comfort in our short sleep. Jeff is also a co-founder of Cars, Chrome and Coffee in Yakima, an inclusive event with emphasis on turning out young car enthusiasts. As we are finding out, passionate and helpful Mustang guys are all across this country.

Yakima Fire Captain and Mustang enthusiast Jeff Pfaff stops by for a morning chat.Photo by the author.

Joining us on the trip is one representative of each of the six generations of Ford Mustangs, along with the yet-unreleased Gen 7 car, wearing a thick armor of skunk works camouflage vinyl and prosthetics. Designed with a fair amount of science involved, the wrap was tested at Ford’s wind tunnel at 150 mph. The mimicked porthole opera windows, a nod to the iconic 1955 Thunderbird, were just the S650 production team having some fun.

The interior of the car is cloaked as well, and none of us are allowed inside. We get it. Keeping secrets has been a problem on the Gen 7 rollout, Ford’s biggest and most anticipated in years. First, pictures of the gauge cluster and interior were caught by Dearborn paparazzi, and images of the front end hit the internet. Then, the reveal at the Detroit Auto Show as leaked. “We’ve fired five people over this,” said S650 Launch Leader Marty Mosakowski. “Three (breaches) were accidental. Some engineers had to pull over in a Kroger parking lot to gather analytics, and raised up the cloak on the dash, and pics were snapped by industry spies. Two other in-house guys purposely took photos of the front end, and were caught on camera at our facility. Two hundred and fifty engineers attended a mandatory ‘stand down’ meeting, where camouflage policy was discussed and disciplinary actions reinforced. Secrecy has been a top priority on this project.

Read on

More Ammeter Stuff – From One Man and His Mustang

Advertisements

Interesting share from the excellent One Man & His Mustang blog

The blog post has a really good detailed approach on how to replace the ammeter with a voltmeter all whilst keeping the stock appearance.

Background:

Since I have owned the car and knew I would have to re-wire it I knew that the stock ammeter was not going to be a working option. My American Autowire Upgrade loom strongly recommended not to use it as well. The main reason they don’t recommend it is that the single wire alternator I now have is 100amps and not the tiny 48amp as stock. The amount of amps going to the ammeter would probably melt something and destroy my car via a fire. This leaves the options very limited to say the least, I could blank of the hole which would look rubbish, put a clock in there, better but not ideal or find somebody who has done some work to make a bespoke gauge very expensive I expect. I have investigated if anybody has done this before which of course they have with various results. They can look out-of-place being new with old, or only seem to work with the stock loom, again not an option for my upgrade wire loom. Many hours and thoughts have gone into looking about in old car accessory shops, online and eBay, and I think I have found a good alternative to the stock ammeter. I purchased the gauge from eBay in the end and it was shipped over from the far east which only took a couple of weeks to get here. My thoughts were along the lines of, it’s not a lot of money to wreck the meter if I have too and its worth a go. I gauge I found a VDO gauge that was plain black and white and the style of letting matched the stock gauge look. There is a wire from the back that will light up the meter via single white LED to only show up the gauge range at night so it wont flood the rest of dash. The only down side I could see was this was a big gauge depth wise due to the casing and the fulcrum of the gauge was at the bottom not the top as the other gauges.

This modification was going to require me to drill the back of the dash case. I made the decision this would be worth it. If you don’t want to drill your dash case back then this not for you! Obviously not concours but you will not see the drill marks from behind the dash, yeah I will get the anoraks saying “ooh, that’s not a genuine part is it?” My car is not going to be stuck in a garage cleaned and put away again, my car will be driven and enjoyed, that gauge will help me identify if there is a problem.

Tip: Before I started this little project I did check the gauge to make sure it worked. I crocodile clipped The terminals and touched the terminals. Which sprang the dial into life.

You can read the full article here

A rare pair of pre-production Ford Mustang convertibles come up for sale – Barry Kluczyk @Hemmings

Advertisements

By their very nature, pre-production vehicles are born to die. They’re automotive ephemera — cars created to help validate assembly procedures and serve as test beds, before being sacrificed to the crusher.

Theirs are lives typically measured in months, and when it came to Ford’s genre-establishing Mustang, in the spring of 1964, approximately 180 pre-production pony cars were constructed. Not all were scrapped, however. At least fifteen are known to have slipped past the crusher, surviving to illustrate a number unique and distinctive differences compared with the regular production models that started rolling off the Dearborn assembly line in March 1964.

All of the pre-production models carried an arbitrary “05C” production date, for March 5, 1964. They weren’t all constructed that day, as each involved a slower process that included a number of hand-assembly methods. In fact, the known pre-production models that have been tracked and studied show many signs of hand-formed or hand-trimmed components. The cars have also demonstrated a number of variances in the chassis/suspension components, as well as the trim, which were changed by the start of regular production.

At a glance, the pre-production Mustangs wore gunmetal grey-painted grilles rather than the darker gunmetal blue grilles of the production models. Also: The running horse emblem in the grille had an eye on the pre-production models, but it disappeared for the cars made for paying customers. A handful of the early cars were even fitted with silver-painted engines that reportedly made it easier to spot leaks on test vehicles, compared to the production black-painted engines.

With only 15 pre-production Mustangs known across the globe, they’re exceedingly rare, but an Arizona collector not only has two of them, they carry consecutive VINs: 5F08F100139 and 5F08100140. They’re convertibles, and while one has a black top and the other a white one, they’re otherwise identically equipped, with F-code 260 V-8 engines, C-4 three-speed automatic transmissions, 1-code 3.00-geared rear axles and black vinyl interiors.

That collector has decided to part with these historic cars and they’re offered right now on Hemmings Auctions, where the pair is being sold as a lot. He notes a concours-level restoration was completed on car 0139 in 2019, and it earned multiple awards after that, while car 0140 was reportedly restored in 2009. It, too, has won a number of awards, including two Mustang Club of America Gold awards, and it has appeared in three magazines. A Web site outlining the restoration of 0139 can be found at pony139resto.com.

Read on

1994-’95 Ford Mustang GT Buyer’s Guide – Matt Litwin @Hemmings

Advertisements

It’s time to put some old opinions about Detroit’s “late-model” cars from the ’80s and ’90s to pasture, in particular that they lack character. In terms of the performance car market, the ’80s was a time of renewed interest in power and speed, and Detroit was finally making things progressively more interesting in showrooms. Today, performance cars of that period offer excellent value and remain practical drivers, while also delivering a dose of nostalgia to those of us who fondly recall these models when they were new.

The Generation-X bunch learned quickly that cars such as the 1987 Ford Mustang GT offered thrilling straight-line acceleration with a respectable ability to manage lateral G-forces thanks to a tuned suspension. Continued fuel management engineering yielded another bonus, as the 5.0-liter small-block sipped noticeably less fuel than many of its performance V-8 predecessors.

These same enthusiasts also discovered that the generation of Mustangs to follow the Fox offered numerous improvements. The 1994-’95 Ford Mustang GT boasted sleeker styling, more power, and improved handling. Nearly three decades later, the redesigned “SN-95” Mustang is getting a second glance, not only from those who want to rekindle a relationship with their old flame, but from others who have discovered that ’90s performance is both underrated and remarkably affordable… for now, at least.

*The standard GT engine remained the high-output 5.0-liter. Minimal upgrades to the 302-cu.in. V-8 meant it was now rated for 215 hp.*

ENGINES

In true performance fashion, the GT’s engine remained a spritely 5.0-liter V-8, which translated to 302 cubic inches, but to clear the redesigned body, a new low-profile intake manifold was used. Internally, a 4.00 x 3.00-inch bore and stroke, as well as a 9.0:1 compression ratio, were carry-over measurements, but the new corporate EEC-V electronic engine management system controlled it all. Coupled with the continued use of a roller-cam valvetrain, 60-mm throttle body, tuned stainless-steel tubular headers and a dual exhaust system, the high-output 302 was now rated at 215 hp (10 more than the last Fox-body 5.0 the year before, though that rating had been dropped from 225 hp in 1992) and 285 lb-ft of torque.The reconfigured 5.0 was also used in the GT the following year, which seemed to bother no one, since the Ford small-block was familiar to fans of performance Mustangs and had proven somewhat bulletproof during the Fox era. It also remains easily rebuildable thanks to a vast supply of OE and aftermarket parts. Just as compelling, aftermarket parts suppliers have been able to support the needs of those who desire increases in power output from the V-8 in the early SN-95 models.

*The newly redesigned SN-95 Ford Mustang GT was introduced alongside Mustangs from the past.*

DRIVETRAIN

The 1994-’95 Mustang GT was delivered with one of just two transmissions. The standard unit was the then-familiar BorgWarner T-5 five-speed manual, introduced to the Mustang with the 1983 model that, by 1993, could manage 300 lb-ft of torque. Optional was Ford’s “electronically controlled” four-speed automatic with overdrive, often referred to as the AOD-E.

Regardless of which transmission was ordered, all V-8 Mustangs received Ford’s 8.8-inch rear axle fitted with a Traction-Lok limited-slip differential as standard equipment, initially containing a final drive ratio of 2.73:1. Ford soon made the 3.08 gearset optional in manual cars, with the 3.27 available in automatics. Changing ring-and-pinion sets has long been a common practice to improve acceleration, and the 8.8-inch axle is well supported both by Ford and the aftermarket, with many additional ratios available

Read on

Looking Back At The “Stockholm Syndrome” 1971 Ford Mustang Getaway Car – Mark J McCourt @Hemmings

Advertisements

It sometimes happens that an ordinary car becomes famous through extraordinary circumstances, like the Triumph Herald whose inadvertent parking spot on Abbey Road made it part of pop culture royalty. Perhaps infamous might be the more appropriate term for an otherwise unremarkable 1971 Ford Mustang Hardtop. It was one of more than 65,000 built; it just happened to have been sold new in Sweden.

That Swedish pony car also just happened to play a small but important role in one of the most internationally famous bank heists of the 20th century, and it recently came up for online auction with the firm, Bilweb Auctions.

The Ford, chassis 1TO1F100286 and license plate AMP 083, is known today as the Norrmalmstorgsdramat Mustang. It was to be the getaway car for Jan-Erik “Janne” Olsson and Clark Olofsson, Olsson being the man who, on August 23, 1973, held up the Kreditbanken at Norrmalmstorg in Stockholm, and set off a five-day saga that involved four bank employee hostages and the demand for freedom of notorious criminal Olofsson, then in Swedish prison. This event, and the hostages’ ultimate reactions to the robber who held them captive, led to the coining of the psychological term, “Stockholm Syndrome.”

The history of this blue Mustang—factory-equipped with a 2-bbl.-carbureted 302-cu.in. V-8 and C4 SelectShift Cruise-O-Matic automatic—was quite interesting from the start, as it had diplomatic ties, having been purchased new by the Embassy of Brazil in Stockholm. From the fall of 1971 through the time of the siege, it belonged to Kenth Svensson, the on-duty policeman who was shot in the hand during the drama.

The car was parked in front of the bank with a full tank of fuel, as demanded by Olsson, but was never used; the hostage crisis was ended with no fatalities or criminal escape.Its five days of fame over, the Mustang faded into obscurity, being sold off and eventually heavily modified with the intent to turn it into a drag car. It was last registered in 1987, when it showed 46,600 kilometers, or 28,956 miles. Bilweb Auctions tells its history:

After the robbery, he used it as a utility vehicle for the family became too large and it was sold to Mats Fahlgren in Umeå. Mats drove the car until 1987 when he had to rebuild the car for drag racing (he then had no idea about the history). The car was emptied of interior, wheelhouses at the back were widened and rebuilt at the front. A roll bar and some reinforcements had time to be fitted before a reporter came to do a report on the car and the history was discovered for Mats. Then he decided to interrupt the construction and parked the car with parts in a dry lodge.

It stood there until 2019 when the current owner Fredrik Johansson in Trensum bought it and aimed to build it completely original. He has meanwhile collected a lot of parts and a donor car that is included in this auction. As the time is difficult for Fredrik who is self-employed, he chooses to sell this exciting object on to someone who wants to take over.
Read on