GENERATIONS
GENERATIONS
FIRST GENERATION
Although little more than a new long-hood and short-rear-deck body on the Falcon chassis, the 1965 Mustang was a runaway success, arriving just as the oldest Baby Boomers reached car-buying age. However, the sporty image of the 1965–66 Mustang also appealed to other demographics, even grandparents. In particular, women fell in love with the Mustang’s sexy lines, compact size, secure handling, and great economy with its base six-cylinder engine. The available 289 V-8 became synonymous with Mustang performance, especially the high-performance version with 271 horsepower. To celebrate the Mustang’s first anniversary in April 1965, Ford introduced a pair of snazzy option packages—the GT Equipment Group and Interior Décor Group.
Typical of the 1960s, the Mustang was restyled for 1967–68, gaining size and heft to accommodate a 390-cubic-inch big-block engine to compete with the arrival of the Chevrolet Camaro, Pontiac Firebird, and even corporate cousin Mercury Cougar. At the same time, designers preserved the Mustang’s original pony car character and the interior finally shed its Falcon roots for a fresh all-Mustang cockpit. Updates for 1968 were minor, mainly grille and side-ornamentation revisions.
Change came to the Mustang again for 1969–70. A sheetmetal overhaul delivered a more muscular appearance, especially for the new “SportsRoof” fastback. By the end of 1969, the Mustang was available with eleven engines, from the six-cylinder to the 428 Cobra Jet, including the midyear Boss 302 and Boss 429, both created to legalize engines for racing. Two new models were added to the lineup—a Mach 1 for a “speed of sound” image and luxurious Grande for the hardtop. Both continued into 1970 on a mild Mustang redesign.
The Mustang grew even larger for 1971–73, reaching almost intermediate size to accommodate larger engines such as the 429 Cobra Jet. However, with ever-increasing government emissions regulations, the 1971 Mustang was the last available with a big-block; the 351 Cleveland engine became the top performance offering for 1972–73.
GENERATIONS
MUSTANG II
The 1965 Mustang was Lee Iacocca’s baby, but the Mustang of 1971–73 was not the small, sporty car he had originally envisioned. Iacocca once described the early 1971 Mustang as a “fat pig” and, with the 1969 ouster of Ford president Bunkie Knudsen, who had pushed for the larger size, he was free to investigate a Mustang overhaul that would return the Mustang to its small-car roots. Sagging sales supported his decision.
The 1974 Mustang was such a radical departure from 1971–73 that “II” was added to the name. While retaining its long-hood, short-deck profile, the Mustang II was 18 inches shorter and 4 inches narrower than the previous 1973 model. Instead of channeling muscle, Ford promoted the Mustang II as a small luxury car. In its first year, the only available engines were the 85-horsepower four-cylinder and the optional 105-horsepower V-6, establishing the 1974 model as the only Mustang without an available V-8.
Iacocca referred to the Mustang II as his “little jewel,” a new kind of American compact with upgraded sound deadening, improved fit and finish, and the first-time use of rack-and-pinion steering and standard front disc brakes. A Ghia model replaced the Grande to add European elegance with pin striping, wire wheelcovers, and a plush interior.
The Mustang II evolved over its five-year production span. Following complaints about the lack of power, a two-barrel 302-cubic-inch V-8 was added to the option list for 1975. In 1976, a Cobra II model with spoilers and Shelby-like stripes projected a performance image, one that evolved into the 1978 King Cobra with yards of colorful striping and a huge snake image on the hood.
While the 1974–78 Mustang II sold well, it was not popular with traditional Mustang enthusiasts. However, Iacocca’s “little jewel” kept the Mustang name alive during a tough time in American auto history.
GENERATIONS
FOX-BODY
The Mustang that arrived in Ford dealer showrooms for 1979 was nothing like the Mustangs that came before it. Taking on a more European appearance, the 1979 model lost its traditional pony car cues in favor of a slanted front end, a lower hood, and slab sides for sleeker aerodynamics and resulting fuel economy gains. Even the Mustang scripts and running horse emblems were replaced by a simple Ford oval on the hood. “We had done about as much as we could with those original design cues from 1964,” explained one design manager.
Codenamed “FOX” during its development, the resulting all-new Mustang became known as the Fox-body during its fifteen-year tenure. Offered as a hardtop and new hatchback, the Mustang was once again a sales success, with 369,936 sold during its first year, 177,500 more than 1978. When the Fox-body was selected as the pace car for the 1979 Indianapolis 500, Ford produced a special run of Indy Pace Car replicas with an air dam and rear spoiler that previewed future performance Mustangs.
From 1979 to 1981, Fox-body Mustangs were powered by low-output engines, including a troublesome turbocharged four-cylinder and a meek 4.2-liter V-8. A performance revival started in 1982 with the return of the Mustang GT and an optional two-barrel 5.0-liter “High Output” rated at 157 horsepower. The HO evolved over the next five years, progressing to a four-barrel Holley carburetor in 1984, gaining fuel injection in 1986, and maxing out at 225 horsepower for 1987–93.
After nearly a decade of fuel economy and emissions priorities, the Fox-body brought excitement back to Mustang. The convertible returned in 1983, Special Vehicle Operations offered a turbocharged SVO model from 1984–86, and Ford closed out the era with a 1993 Cobra. Good times had returned for Mustang—and it would only get better.
GENERATIONS
SN-95
The Mustang faced a crisis in the late 1980s: Ford planned to replace the rear-wheel-drive platform with a Mazda front-wheel-drive chassis. Mustang fans rose up in protest, firing off letters to Ford World Headquarters, demanding, “No Mazda Mustang!” Acknowledging the pressure, Ford vice president Alex Trotman approved a skunk works program, called Team Mustang and headed by John Coletti, to explore the possibility of reworking the existing rear-wheel-drive Fox-body into a new Mustang that could meet increasingly stringent government safety regulations. Coletti succeeded, eventually bracing, strengthening, and modifying the older chassis so much that it became known as the Fox-4, codenamed SN-95.
The latest Mustang arrived as a 1994 model in coupe or convertible body styles. Outwardly, there was no resemblance to the previous generation. Instead, Team Mustang brought back the classic Mustang styling cues, including a mouthy grille opening, side sculpturing, and tri-lens taillights. The interior elaborated on the original Mustang’s cockpit-style design. Engine offerings were simplified to two—a V-6 for the base model and continuation of the 5.0-liter V-8 for the GT, with the Ford Special Vehicle Team (SVT) adding a 240-horsepower Cobra model later in the model year.
The pushrod 5.0-liter was retired after 1995 as the 1996 Mustang switched to Ford’s new “modular” 4.6-liter V-8s, either two-valve for the GT or high-revving four-valve for the SVT Cobra. For 1999, the Mustang’s body was updated with sharper lines to reflect Ford’s “New Edge” styling, and the GT’s 4.6 was updated to three-valve cylinder heads for more power. Supercharging boosted the 2003–04 Cobra to 390 horsepower.
As the SN-95 reached the end of its production cycle, Ford pumped excitement into Mustang with a pair of special models—a 2001 Bullitt GT that paid tribute to Steve McQueen’s fastback in the 1968 movie Bullitt and a 2003–04 Mach 1 with a Shaker hood throwback to 1969–70.
GENERATIONS
S197
After twenty-five years of Fox-body Mustangs, Ford recognized the need to bring the Mustang into the new millennium on a stronger chassis and modern coil-over MacPherson strut suspension. The perfect starting point was found in the new and modern DEW98 platform developed for the Lincoln LS. By the time Team Mustang finished adapting the DEW98 for the Mustang, it had changed so much that it earned its own S197 codename.
For what would become the 2005 Mustang, the designers were challenged to continue the retro styling cues that had proved so popular from 1994–04 while modernizing at the same time. The result was a completely overhauled body based loosely on the muscular 1967–68 Mustang and incorporating a mouthy grille opening, outboard headlights, side sculpturing, and tri-lens taillights. The 2005 Mustang debuted as a coupe with the convertible added later in the model year. A newer V-6 powered the base model, while the GT got an upgraded 4.6-liter V-8 with 300 horsepower.
SVT waited two years to reveal its high-performance S197 Mustang, renaming the Cobra as a 2007 Shelby GT500 with a 500-horsepower supercharged 5.4-liter V-8.
A minor styling update for 2010 provided the Mustang with a leaner and meaner demeanor. The following year, the 5.0-liter name reappeared as a new four-valve “Coyote” V-8 with 412 horsepower. The 302-cubic-inch displacement opened the door for a new Boss 302, produced in 2012–13 as a track-ready Mustang. SVT stepped up its game with the 2013–14 Shelby GT500, powered by a supercharged 5.8-liter V-8 with 662 horsepower, a new high-water mark for Mustang output. Ford also brought back two names from Mustang’s past—the California Special in 2007 and a reprise of the Bullitt GT for 2008–09.
GENERATIONS
S550
“Going Global” was the mantra behind the sixth-generation Mustang, destined to debut as a 2015 model in time for the Mustang’s 50th anniversary. Once again, Ford gambled with a major overhaul and redesign for an iconic car that was coveted not only in the United States but also around the world. Moving the Mustang forward meant retaining the pony car flavor and heritage while at the same time improving performance, handling, comfort, safety, and fuel economy. There were two edicts from upper management: replace the rough-riding solid rear axle with a modern independent rear suspension and develop available right-hand drive to appeal to buyers in countries such as Great Britain and Australia.
Adding IRS to the 2015 Mustang, codenamed S550 during its development, led to a completely new front suspension as well. The stylists succeeded in maintaining the Mustang character while pushing in a more modern direction to appeal to younger buyers. Ford’s corporate oval grille opening left little room for Mustang interpretation, but the coupe’s sloping roofline and slanted rear panel with tri-lens taillights closely resembled the 1969 fastback. The convertible received its own upgrades, including a cloth top, quicker up-and-down operation, and single-handle latch.
As before, the base Mustang came with a V-6 and the GT was powered by the V-8 (in this case a 435-horsepower Coyote 5.0-liter), but Ford also added a third powertrain in the form of an EcoBoost 2.3-liter. The turbocharged four-cylinder combination produced 310 horsepower and 31 miles-per-gallon fuel economy.
Making a big splash during the Mustang 50th anniversary was a 50 Year Limited Edition, offered to only 1,964 buyers in Wimbledon White or Kona Blue with vintage design cues. For 2016–18, Ford SVT produced a Shelby GT350 and GT350R as the next-generation Mustang track cars with high-tech MagneRide dampers and a 5.2-liter V-8 with a flat-plane crankshaft as used in racing exotics.
GLOSSARY: GENERATIONS
EcoBoost: Ford’s marketing name for its line of small-displacement, turbocharged engines. A 2.3-liter EcoBoost four-cylinder was added as a new model for the Mustang during 2015 to 2018. It developed 310 horsepower with over 30 mpg fuel economy.
Fox-body: Derived from the codename FOX as used by Ford to describe the 1979 Mustang chassis. It would also be used for other Fords, including the Granada and Thunderbird.
Ghia: The 1974 to 1978 Mustang II replacement for the Grande, named for the Italian styling studio that created one of the first Mustang II designs.
Grande: A luxury model for the Mustang hardtop, offered from 1969 to 1973 with décor interior, pin stripes, extra insulation, and other extras.
GT Equipment Group: A package for 1965 to 1969 Mustangs that included a group of visual and functional options and other components, which varied from year-to-year. It typically added the heavy-duty suspension, side stripes, and fog lamps.
Independent rear suspension: Rear wheels are independently sprung, unlike the solid axle arrangement found in Mustangs prior to 2015. The IRS for 2015 to 2018 Mustangs provides improved handling and a more comfortable ride.
Interior Décor Group: An upgraded interior package for the first generation Mustangs, typically adding woodgrain trim, molded door panels, and other upgrades depending on the model year.
S197: The fourth generation Mustang chassis, introduced as a 2005 model and continuing through 2014.
S550: The codename for the fifth generation 2015 Mustang, updated with a completely new chassis, suspension, and retro body.
SN-95: Ford’s in-house code name for the Fox-body update that would become the 1994 to 2004 Mustang.
SportsRoof: Ford’s nomenclature for the fastback body style from 1969 to 1973.