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The spectacular success of the 2005 Mustang has put Ford in a giddy mood. The suits invited Carroll Shelby to Dearborn for consultation. The result is the Ford Shelby Cobra GT500 on these pages, a faithful preview of a 450-plus-hp 2007 production model you’ll be able to purchase in the fall of ‘06 for less than $40,000.

If you crave Corvette speed but need a back seat, you might consider switching allegiance to the blue oval. Before he cleaned out his desk early this year, John Coletti and his loyal SVT coconspirators conjured up the makings of a Stingray spoiler: the revitalized Mustang muscled up with fatter rubber, bigger brakes, aero accessories, and a totally irresponsible load of horsepower. Shelby spent five hours riding Coletti’s mule before filing this succinct assessment: “Wow!”

With eighty-two years under his hat, Shel has seen and done it all. When he says “Wow!” it’s not because his bursitis is flaring up.

The Shelby tie-in is perfect, because this is another ride back to the glory days of Ford’s Total Performance period. Ford’s 1962-70 juggernaut left burned-rubber traces all over the drag, road-course, off-road, rally, stock-car, Indy-car, and Formula 1 racing worlds. In June 1962, Ford said “Screw you!” (in so many words) to the Automobile Manufacturers Association’s ban on factory motorsports participation. Agents were dispatched to buy Ferrari; when that initiative failed, Ford signed a blank check to beat the Scuderia at Le Mans with the GT40 and its derivatives.

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Shelby was equally low on Enzo Ferrari’s Christmas-card list in the early 1960s. After being rebuked by GM, Shelby in 1961 asked Ford to supply engines for his Cobra sports cars. Four years later, he returned the favor by removing the back seats from Ford Mustangs to convince the Sports Car Club of America that the cars deserved eligibility in the club’s B Production ranks. Three dozen R-model Shelby GT350s built with Ford’s blessing gave amateur racers the ammunition necessary to break Corvette’s lock on the B Production championship. The Ford-Shelby courtship also yielded an interesting run of steroidal Mustangs for street use. The second car in that series was the 1967 Shelby-Mustang GT500 fastback, powered by a 7.0-liter big-block V-8 that inhaled through two Holley four-barrel carburetors to produce 355 (gross) hp.

Forty years later, it’s dj vu all over again. Ford and Shelby are still doing deals. The new Mustang is striped and spoilered as a salute to its illustrious forefathers. This time, the cast-iron block under the hood is gorged with double overhead cams, thirty-two valves, and an Eaton supercharger. And that old live axle is back for another dance.

Dolled up for this spring’s New York auto show, the nuevo GT500 follows ’60s-era recipes to the letter. It’s the classic big engine stuffed into a barely modified standard car. Suspension alterations are mainly tuning tweaks. The only sheetmetal change is an aluminum hood bulked up like a football captain on prom night. According to Hau Thai-Tang, Ford’s new director of advanced product creation and SVT programs, this project is the first tangible evidence of SVT’s revised game plan. Instead of well-meaning but ultimately half-finished attempts to reinvent the high-performance automobile, SVT hereafter will focus on more circumspect alterations of mainstream products delivered with a significantly higher level of execution.

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Even though SVT’s leash is tighter, the new GT500 is a credible step beyond the last Mustang Cobra (2003-04). That 390-hp snake had a 4.6-liter four-cam V-8 at the core, whereas the new Shelby edition moves to the 5.4-liter block that powers the Ford GT and various large trucks. Mixing and matching parts, the GT500’s powerplant gets the Eaton Lysholm screw-type supercharger, air-to-water intercooler, and four-valve DOHC heads from the Ford GT mated to the iron block found in the workaday trucks. As the result of a stroke that’s 17 percent larger than the bore, this engine will be a growler, not a screamer; the redline on the show car’s tach is stuck at the standard Mustang’s 6000 rpm.

While the engineers are still tuning, expectations are that the 500 badge won’t be that boastful. Today’s spec sheet lists “450-plus” hp with 450 lb-ft of torque and 8.5 psi of boost (versus the 550-hp Ford GT’s 12.0 psi). Don’t be surprised if market conditions nudge the final figure upward. Backing up the blown motor is a wide-ratio Tremec T-56 transmission with six forward gears-two of which are overdrive ratios. (Standard and GT Mustangs currently get by with five-speed manual transmissions.)

Exterior alterations are more than two-tone frosting on the GT500’s fortieth birthday cake. Chief designer Doug Gaffka re-beveled the grille opening, lowered the driving lights, and sent the horsey badge galloping. New twin apertures, filled with black diamond mesh and a side snake, mouth the appropriate “Outta the way, sucker!” visual statement. Two slots in the hood exhaust some of the air rammed through the intercooler, radiator, and A/C condenser heat exchangers. A discreet black splitter at the lower edge of the front fascia helps cancel high-speed lift. The black-skirt theme continues down the sides of the car and across the tail in a simulated diffuser panel. While the side and rear trim are nonfunctional, the requisite trunk-lid spoiler does cancel some of the aerodynamic lift at the rear. All four views of the exterior show a hissing snake, and the Shelby name is writ conspicuously across the trailing edge of the trunk lid in racetrack typeface. SVT identification is relegated to the wheel-center caps.

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Patterned after the Ford GT’s forged-aluminum wheels, the cast rims that adorn the GT500 concept are a meaty 9.5 inches wide. Goodyear Eagle F1 rubber in a 255/40YR-19 size plants a tread approximately 0.4 inch wider than the standard Mustang’s seventeen-inch four-season radials. Expect eighteens on the ‘07, with nineteens optional. Neither will be enough; count on billowing white smoke trailing the GT500’s every move.

When that cloud clears, there’s a nice view of the upgraded braking equipment through the machined wheel spokes. Black-painted Brembo calipers-with four pistons in front, two in back-hug cross-drilled and radially vented brake rotors. The gain in rotor diameter is a substantial 1.6 inches in front (to 14 inches) and 1.5 inches in back (to 13 inches). Suspension changes, which currently are under development, likely will be limited to recalibrated springs and dampers, though preliminary specifications also list a stiffer rear antiroll bar. While we’re skeptical about this much power delivered via a live rear axle, a race-prepped 2005 Mustang did win its Grand-Am Cup class at Daytona in February. Electronic traction control will continue (with a disabling switch), but there are no plans to add stability assistance.

The show car’s interior theme can be summed up in one word: leather. The standard Mustang’s molded-plastic surfaces are swathed by an uninterrupted layer of stitched black hide. It trims the door panels, steering wheel, shifter, parking-brake handle, dash top, and console. The seat center panels are red perforated leather in the classic tuck-and-roll motif. A matte-aluminum finish for the shift knob, steering-wheel spokes, instrument rings, and vent registers replaces the standard Mustang’s blindingly bright metal decor. Metal trim plates running across the middle of the dash are subdued with a black-dot pattern, while the gauge faces-which Ford calls titanium-look pitch black to us. The 7000-rpm tachometer was moved from the left to the right tube to enhance its visibility.

Predicting how much of this hide and horsepower will make the leap to production is a fool’s game right now. However, this much we can say: With the weight gain held to 200 pounds and the power curve clearing the 470-hp hurdle, the GT500 could arrive with a Corvette-trumping power-to-weight ratio. Carroll Shelby wouldn’t have it any other way.

2008 Ford Mustang Shelby Cobra Gt500KR

2008 Ford Mustang Shelby Cobra GT500KR

Ford and Shelby Automobiles will soon launch the 2008 Shelby GT500KR — the most powerful Mustang to date. Inspired by the 1968 Shelby Cobra GT500KR, this “King of the Road” was originally slated to have 540 horsepower and 510 pound-feet of torque, but today Ford announced that the GT500KR will have 550 horsepower. No reason was given for the power increase.

At the New York Auto Show this year Ford will be unveiling the 2008 Ford Shelby GT500 KR “King of The Road” limited edition Mustang. The Shelby GT500 KR Mustang will feature a 540 horsepower 5.4L supercharged V8 with Ford Racing Power Pack upgrade, 3.73:1 rear axle ratio, short throw shifter and a beefed up suspension. The exterior of this beast will get a unique Carbon composite hood, 18-inch wheels and special 40th Anniversary badging along with GT500 KR striping.

2008 Ford Mustang Shelby Cobra Gt500KR

* Celebrating the fortieth anniversary of the original Shelby Cobra GT500KR, Ford and Shelby collaborate on a new ‘King of the Road’ Mustang with the 2008 Shelby GT500KR.
* Shelby GT500KR features an estimated 540-hp 5.4-liter supercharged V-8 with a Ford Racing Power Upgrade Pack, 3.73:1 rear axle ratio, short-throw shifter, and unique suspension tuning.
* Exterior design draws inspiration from the classic Shelby KR Mustangs and features unique carbon composite hood, wheels, and special 40th Anniversary badging and unique striping.
* Shelby GT500KR arrives in spring 2008 in an exclusive run of only 1000 units

Ford and Shelby Automobiles are at it again, this time in celebration of the fortieth anniversary of the 1968 Shelby Cobra GT500KR. To be unveiled at the 2007 New York International Auto Show, the 2008 Shelby GT500KR-the most powerful Mustang to date-will once again mark Mustang as ‘King of the Road.’

Forty years ago, at the 1967 New York Auto Show, Ford introduced the most powerful Shelby Mustang ever. Like every Mustang that bore the name ‘Shelby,’ the GT500KR carries with it its own unique story.

The 1968 Shelby Cobra GT500KR was a mid-year introduction, based on the 1968 Shelby GT500. Ford added ‘Cobra’ to the Shelby’s moniker to help usher in the beginning of a new performance era at the company. The Cobra name referred to the new 428 Cobra Jet V-8 that was planted under the KR’s custom fiberglass hood. It was the engine that would once again vault the Mustang to the head of the pack.

Ford conservatively rated the 428 CJ at 335-horsepower, but in reality it made more than 400-horsepower and 440 pounds-feet of torque. The KR model was also equipped with a modified suspension and was offered both in fastback and convertible models. Ford dealers sold 1,570 GT500KR models in 1968, 1053 fastbacks and 517 convertibles.

2008 Ford Mustang Shelby Cobra Gt500KR

While the name ‘King of the Road’ may have been the perfect fit for the world’s most powerful Mustang, it also provided Shelby the chance to steal the thunder from cross-town rival General Motors. As the legend goes, Shelby learned that GM was planning to introduce a high-performance model and call it ‘King of the Road.’

Since he had always wanted to use the name, and as one to never miss an opportunity, Shelby set his organization in gear, registering the name and designing new badging for the Cobra Jet-powered Mustang, christening it the GT500KR, and bringing Ford’s ‘King of the Road’ to market before GM ever got a chance to apply the name to their product.

Thoroughbred Pedigree
Just like its 1968 namesake, the 2008 Ford Shelby GT500KR builds on the strong foundation of the Shelby GT500. Packing 40 more horses under its custom-designed carbon composite hood, the GT500KR is the most powerful production Ford Mustang ever produced.

The modern Shelby Mustang line-up started with the 2007 Shelby GT500 coupe and convertible. With the recent launch of the 2007 Shelby GT, the 2008 Shelby GT500KR becomes the third production high-performance Mustang brought to market through the relationship of Shelby Automobiles and Ford. Ford and Shelby Automobiles also partnered up with Hertz to produce a special limited run of 500 Shelby GT-H “rent-a-racer” Mustangs available only for rent.

The 2007 Shelby GT500 has been one of the most successful vehicle programs in the 14-year history of Ford Special Vehicle Team (SVT) and that success has opened the door for more performance collaborations with Shelby Automobiles and Ford Racing. Working together, these three performance powerhouses are driving Mustang momentum on the street and on the racetrack. Dealers cannot keep the cars on their lots, customers are clamoring for more, and racers are bringing home championships.

Shelby Mustangs have already achieved some impressive highlights showcasing an enthusiast demand that is unmatched in the business:
# The first 2007 Shelby GT500 available to the public sold for $600,000 dollars at the 2006 Barrett-Jackson Collector Car Auction in Scottsdale, AZ benefiting the Carroll Shelby Children’s Foundation.
# 2007 Shelby GT VIN#1 also went for $600,000 at charity auction, this time at the 2007 Barrett-Jackson Collector Car Auction (and the winning bidder also took the opportunity to purchase VIN#2 at MSRP).
# Shelby GT-H coupes auctioned off to Ford dealers after completion of Hertz rental duty consistently average $50,000, with high auction bids of $90,000.

The Shelby GT500KR will be produced in an exclusive run of 1000 units and will begin arriving in Ford dealers in the spring of 2008.

Crowning the New “King of the Road”
Doug Gaffka, Ford SVT chief designer, and his team worked closely with Carroll Shelby and the Shelby team to make certain the new KR was crafted in the spirit of the original Shelby muscle car.

“This was a great effort between Ford and Shelby Automobiles,” said Gaffka. “The Shelby team and I were in constant contact melding Carroll’s classic design cues with some modern concepts and ideas and finessing them into the design of the new KR.”

Gary Davis, vice president of production and product development for Shelby Automobiles, played a key role in defining the look of the custom designed carbon composite hood for the GT500KR. His knowledge of the original GT500KR helped sculpt a modern interpretation of the original’s bulging hood scoop, a visual indication of the extra horsepower packed beneath it. The hood is secured by a pair of stainless steel, twist-down hood pins. The composite front valance houses a pair of chrome-trimmed, functional brake ducts to cool the large 14-inch, vented Brembo front brakes.

Side stripes are true to the original KR right down to the font used for the ‘GT500KR’ lettering, while the classic LeMans-style striping that races down the center of the car has been deleted between the leading forward edge of the hood scoops and the front of the hood, accenting the scoops and giving the KR its distinctive face. “That was Shelby’s idea,” said Gaffka. “It’s a special touch that adds some down-the-road differentiation. There will be no doubt that it’s a ‘King of the Road’ Mustang that’s filling up your rearview mirrors.”

The show car wears exclusive, Shelby-designed 20-inch, forged, polished aluminum wheels with special custom center caps, mounted on Pirelli rubber. Production models will arrive with an 18-inch version of the design.

Each KR model is identified by special 40th Anniversary KR badges on the fenders and grille, distinctive body colored mirror caps and Shelby lettering stretching across the front of the hood and along the rear portion of the deck lid. A special Shelby VIN tag is affixed to each vehicle, mounted in the engine compartment.

The all-leather interior features Carroll Shelby signature embroidered headrests and an official Shelby CSM 40th Anniversary GT500KR dash plate mounted at the top of the center stack.

The KR’s 5.4-liter V-8 Gets the Royal Treatment
Just like its namesake, the 2008 ‘King of the Road’ packs a walloping dose of Ford performance power under its massive composite hood scoops. The Ford SVT-engineered 5.4-liter supercharged V-8 is treated to a Ford Racing Power Upgrade Pack that boosts horsepower to an estimated 540 and torque to 510 ft.-lbs., thanks to revised ignition and throttle calibration and a cold air intake system that replaces the stock unit.

Calibration modifications include advancing the ignition timing as well as re-mapping of the electronic throttle settings to provide quicker throttle response for better off-line and mid-range acceleration. Increased throttle response will be met with a sharper roar from the Ford Racing-inspired exhaust system.

Power is delivered to the rear wheels through a Tremec TR6060 six-speed manual transmission and 3.73:1 rear axle ratio, upgraded from the standard GT500’s 3.31:1. Gear selection is courtesy of an all-new Ford Racing short-throw shifter making its debut on the KR. Topped with a white ball, the new shifter is 25 percent shorter than the unit on the GT500 providing for crisper, sharper shifts.

Ford SVT, Ford Racing and Team Shelby worked together to develop the KR’s suspension tuning. Based on initial work by Ford Racing and the team at Shelby, often at Shelby’s own facility on the grounds of Las Vegas Motor Speedway, Ford SVT chassis engineers will apply fine tuning techniques to prepare it for the streets.

“The production Shelby GT500 was maximized to deliver the perfect balance between ride and handling,” said Jamal Hameedi, chief nameplate engineer, Ford SVT. “In that same ride versus handling continuum, the KR will lean heavier towards all-out handling while still making it drivable on the street.”

Chassis engineers worked closely with the engine department in a holistic approach to the development of the KR, tuning the suspension to best optimize the engine enhancements.

“We aren’t fixing our attention on one or two attributes, but working on the vehicle as a whole,” stated Gary Patterson, vice president of operations for Shelby Automobiles. “The throttle response, power delivery, exhaust note, and handling should all gel together to deliver a total driving experience.”

The GT500KR will feature unique spring rates, dampers, stabilizer bars, and strut tower brace, all designed specifically for the KR, to deliver the precision handling package.

Mustang Momentum Cannot be Stopped
Unwilling to wait for the impending pony car war to heat up, Ford is extending Mustang’s leadership position by feeding the enthusiast demand for more models, features, performance parts, and special editions. Ford has committed to at least one new Mustang ‘feature’ vehicle per year. For 2007, it is the Shelby GT, and for 2008, there will be at least two including the Shelby GT500KR and the previously announced Mustang Bullitt. Ford’s ‘Steed for Every Need’ strategy currently offers four horsepower options for Mustang, with pricing from $19,995 for a 240-hp V-6 Mustang coupe to $46,500 for a 500-hp Shelby GT500 convertible.

Ford has also introduced several special packages on Mustang further increasing its unique offerings, including the Pony Package and the California Special. In addition, Ford Racing offers a complete catalog of performance parts for Mustang fans, from custom wheels and exhausts to the complete, turn-key Ford Racing Mustang FR500C race car.

As a result, Ford offers Mustang enthusiasts the ability to buy, modify and drive the steed that perfectly fits their need.

* 2008 Ford Shelby GT500KR – Specifications and Design Highlights
* 5.4-liter supercharged V-8 producing an estimated 540-horsepower and 510 ft.-lbs. of torque
* Ford Racing Power Upgrade Pack featuring revised calibration and cold air intake system
* 6-speed manual transmission with 3.73:1 rear axle ratio
* Ford Racing performance exhaust system
* Unique performance suspension tuning: springs, dampers, and stabilizer bars
* Shelby-designed ‘GT500KR’ 20-inch wheels (18-inch version for production)
* Ford Racing short-throw shifter and front strut tower brace
* Unique carbon composite hood featuring classic Shelby ‘KR’ design
* Front brake cooling ducts
* ‘Shelby’ lettering across the front edge of hood and rear decklid
* 40th Anniversary badges on the front quarter panels
* Carroll Shelby signature embroidered headrests and floor mats
* Official Shelby CSM 40th Anniversary GT500KR dash plate

It’s been almost 40 years since Ford’s RS badge first appeared on the rump of the RS1600, a Ford Escort family sedan with a Cosworth-designed twin-cam BDA race engine under the hood. Since then, the RS (Rallye Sport) badge has denoted a blend of the exotic with the prosaic; a mass-produced model, with breathed-on performance, a good sum of sub-branded bolt-on parts and loving attention to the handling by a skunkworks crew. It’s a working man’s supercar.

Hand-built in small numbers, RS models were intended as halo cars to push the more ordinary tin. Ford almost killed the golden goose in the ’80s and ’90s with a number of marketing specials such as the anodyne front-drive RS Escorts and the RS1800i Fiesta. The RS Cosworth Escort, however, was a mighty all-wheel-drive, rally-derived weapon capable of winning races as well as hearts.

The RS badge has always been close to enthusiasts’ hearts in the U.K., even after Ford closed its Essex-based Advanced Vehicle Operations (which built the RS models) in 1975 and moved RS production to Germany. A sign of that popularity is that more than half the 4500 Mark I RS Focus models made since 2002 have been sold in the U.K. That first RS-badged Focus was aimed at restoring the brand’s reputation, but its gestation was problematic, with exhaust manifold problems and a torque-sensing Quaife front differential that helped give this four-cylinder model a ferocious reputation for steering itself under hard acceleration. Torque steer.

This, the Mark II version and the 22nd model to wear the RS badge, is based on the second-generation Focus model with an all-new drivetrain and an extra cylinder. Is it a worthy hunk of steel to wear those two very important performance letters? —Andrew English

The Specs
Don’t confuse this Focus with anything in Ford’s stateside stable. The European Focus shares a platform with the Mazda 3 and Volvo S40/C30 in the U.S. This new three-door hatchback RS has a 2.5-liter 300-hp Volvo five-cylinder turbocharged engine with 325 lb-ft of torque. This is the first time that anyone has tried to channel 300 hp through the front wheels of a mass-produced car, and Ford worked with Quaife on a new differential to lessen torque steer. It also developed a front suspension joint known as “RevoKnuckle,” which reduces kingpin offset-angle variations. According to John Wheeler, the car’s chief development engineer, this Òredefines what is possible with front-wheel drive.”

A six-speed manual gearbox is the only option, and the suspension is the ubiquitous MacPherson strut front, with a mildly modified version of Ford’s control blade multilink independent system at the rear. Raw performance data makes impressive reading, with a top speed of 163 mph, 0-to-62-mph acceleration in 5.9 seconds and NEDC Combined economy of 25.4 mpg (U.S). For a 3236-pound car, that’s quick. Although it’s worth recalling that the 1970 RS1600 (pictured at right) weighed just 1920 pounds.

On the outside, the Focus gets a host of wings, spoilers and extra grilles, not all of which are related to squeezing out the last ounce of performance and handling. The absurdly large biplane roof spoiler sets the tone, although the side vents and all-in-one lower grille are good-looking. Riding on 19-inch aluminium wheels with rubber-band-thick, 35-series tires, the RS looks serious.

In the cabin, the style is similar to that of the standard Focus but, well, more focussed. The result is a tad glitzy and incongruous, with faked fabricated seat mountings and cheap-looking ancillary gauges, but such discrepancies have long been part of the RS experience. Materials are a mix of aluminium, chrome, leather and carbon-fiber, with contrasting electric blue stitching. The front seats are heavily contoured Recaro units, the pedals are aluminium and rubber race items and the big steering wheel is perforated leather with limited reach-and-rake adjustment. The driving position will suit the tallest drivers, but some have complained of having to sit too low in the car and too far from the wheel. The rear seats are large enough for a couple of adults, although for most owners, they will be glorified parcel shelves.

The Drive
Toggle the key, and the engine spins and settles into a nervous, slightly uneven idle. The gear lever has a fragile quality, but slots quickly and cleanly. The clutch suffers a slight over-center feel that needs learning for smooth getaways. Even at low speeds, the engine has sufficient torque to pull from low revs, giving an intriguing glimpse of what is to come. The suspension is not quite as flexible, so the Focus clambers awkwardly over bumps at low speeds. It’s not a restful ride, but it isn’t harsh, either.

Speed up and … wow. The chassis comes to life, and the steering, which is well weighted and uncannily accurate, becomes hugely communicative as well. It tells you of impending front-wheel slides before they happen, of road-surface changes the second you’ve crossed them and of which side of coin they’ve just run over. This car is completely dominated by the front end. Get the front wheels into a bend and the rest will follow swiftly and surely. It’s a Ford of European driving characteristics, at its acme in this RS. There is still some torque steer in the chassis, but it merely pulls the nose harder into the corner rather than crossing the street when accelerating as with the previous model.

As we drove out west from London, rain clouds were boiling the sky over the Queen’s retreat at Windsor Castle. The roads soon became wet and slimy, but it is a mark of the safety and stability of this pocket supercar that its inherent good balance and road manners meant that it was predictable, fast and not at all scary. At extremes, the nose runs wide, and lifting the throttle provokes the car to correct its line and eventually oversteer, but it is well-controlled by the standard electronic stability program. Particularly commendable are the brakes, which combine eye-popping deceleration with absolute control and feel. Several times we braked so hard that the car’s safety systems activated the hazard-warning lamps.

The engine is a remarkably assured piece of tuning. The kick in the back starts fully at just above 2000 rpm and is undiminished all the way to the ignition cut out at 7000 rpm. The hard-edged growl is in sharp contrast to the milder turbine spin of the Focus ST, and lifting the throttle results in some wastegate chatter and a distant POP as unburnt fuel ignites in the exhaust. Yet it is also a refined unit, quiet when unstressed, and in sixth gear at 70 mph the engine is turning over at just 2500 rpm. Experience tells us that this unit becomes a dipsomaniac when pushed, but we see no reason to doubt Ford’s claim of around 25 mpg (U.S.), provided the turbo remains dormant.

The Bottom Line
For this sort of money (£25,745, or $41,133 U.S.) there is little to touch this hot Ford—at least in Europe. Volkswagen’s 2010 Golf GTI and the Vauxhall/Opel Astra VXR simply aren’t fast enough, and the Renault MŽgane R26.R is an extreme machine that would be impossible to use everyday as the Focus undoubtedly is. Ford admits that the RS is quicker around its demanding test tracks than even the GT supercar. There is a rumor that this might be the last-ever RS model, and, if so, what a triumphal car to bow out on. It’s a shame the U.S. won’t be getting this hot hatch. Perhaps it’s worth a trip to Europe to find out what the fuss is all about.

Ford Refl3x Concept

The Ford Reflex (or REFL3X, as spelled on the vehicle nameplate) is a concept car introduced at the 2006 North American International Auto Show that, according to Ford, “proves small cars can be bold and American”. It is a technological showcase that includes solar panel-powered headlights, integrated child seat, baby cam with a monitor mounted on the dash, inflatable rear safety belts, and an interior quieted by ground rubber taken from Nike athletic shoe outsoles.

A production version of the Reflex design has not yet been announced. It features an advanced diesel-electric hybrid engine with new-generation lithium ion batteries that help deliver up to 65 mpg–U.S. (3.62 L/100 km / 78.1 mpg–imp) of diesel fuel, and can accelerate the vehicle from 0 to 60 mph (97 km/h) in 7 seconds.

Ford Refl3x ConceptFord Refl3x Concept

The concept features an electric motor on the rear axle in addition to its hybrid propulsion system on the front axle. The rear motor provides all wheel drive capability, improved driving dynamics, and the fuel economy benefits of a full hybrid vehicle. Reflex’s energy is stored in a new-generation lithium-ion battery pack, using the same technology found in cell phones. Ford was the first manufacturer to produce an electric vehicle using this type of battery system when it introduced the electric Ford Ka research vehicle in 2000. Also contributing to Reflex’s power and performance are unique headlamps and taillamps that integrate solar panels. The Ford-patented battery-charging lighting system improves fuel economy by using the sun’s power to charge the on-board batteries, while capturing and reusing the daylight at night.

Ford Refl3x Concept

The Reflex features 2+1 seating, with a center-mounted rear “love seat” for 2 children or one adult, that also includes a fold-out rear facing child seat. “Ford Reflex is a small car that doesn’t feel small,” says Freeman Thomas, director, Ford North American Strategic Design. “It is a gorgeous sporty car that delivers guilt free performance with a hybrid engine. And thanks to its innovative approach to the interior, it has space for growing families.

Ford Refl3x Concept

Ford Refl3x Concept

Ford Refl3x Concept 2007 may be 2008.

Ford says the 2007 Shelby Cobra GT500 Mustang (this is not the 2006 Shelby GT500 Cobra Mustang) will be the most powerful factory-built Mustang in history, more powerful than the 1969 Mach 1 428 Super Cobra Jet or even the legendary 1969 Boss 429.

Think about that for a second. Let it sink in. Take a knee if you have to, but the reality is this: When this car hits the streets during the summer of 2006, it’ll have 450-plus horsepower, making it the most powerful Mustang ever.

Shelby Approves
Ford is calling the car a unique collaboration between the legend Carroll Shelby and the Ford Special Vehicle Team (SVT). “I’ve worked with the SVT guys for several years now,” says Shelby. “And I know they have the guts, the talent and the passion to deliver the best performance Mustangs ever.”

Shelby, who built the legendary Shelby Mustangs and Shelby Cobras in the 1960s, served as a senior advisor to the “Dream Team” that was assembled inside the Ford Motor Company to develop and build the 2005 Ford GT supercar.

“Carroll Shelby is truly a living automotive legend, a Ford performance legend,” says Phil Martens, Ford group vice president of Product Creation. “It’s a dream come true to be able to put the Shelby name on a Mustang again.”

Supercharged 5.4-Liter
The Shelby’s supercharged 5.4-liter, 32-valve V8 is similar to the engine in the GT. Ford started with the cast-iron 5.4-liter Triton V8 truck engine and added aluminum heads from the GT, specially calibrated camshafts, a Roots-type supercharger making 8.5 pounds of boost, and a water-to-air intercooler.

Under that blower is an all-new low-profile intake manifold, which allows the engine to fit under the GT500’s special air-extraction hood. Fuel comes from a dual-bore electronic throttle body borrowed from Ford’s 6.8-liter truck engine program, however, the larger radiator, increased-capacity cooling system and the exhaust manifolds are unique to this application.

The engine is also dressed with special “Powered by SVT” finned cam covers which are reminiscent of the “Cobra Powered By Ford” covers used by Shelby five decades ago, and it’s backed by the same T-56 six-speed that appeared in the supercharged 2003 SVT Mustang Cobra.

Solid Rear Axle
The GT500 chassis development started during the 2005 Mustang program. “We spent a lot of time at the track developing the new Mustang and ensuring it was capable of handling future performance derivatives,” says Hau Thai-Tang, director of Ford Advanced Product Creation and SVT.

The result, according to Ford, will be SVT’s signature chassis tuning with a balanced, performance-tuned ride that still maintains the compliance required for everyday driving. And Ford says it will accomplish these goals, with the GT500’s MacPherson-strut front suspension and three-link rear suspension, which locates a solid rear axle.

Although conventional wisdom says the antiquated rear-end design is in conflict with building a state-of-the-art performance car, Thai-Tang says it isn’t a problem. “In terms of performance, the Mustang’s solid-rear-axle setup in the GT500 has been proven in race competition this year with a Mustang FR500C taking the checkered flag at the season-opening Grand-Am Cup race at Daytona,” he points out.

The GT500’s suspension is lower than a Mustang GT’s, and uses recalibrated front and rear shocks, upgraded front and rear stabilizer bars and revised spring rates. The key to the GT500’s three-link architecture, according to Ford, is the Panhard rod that provides precise control over the rear axle. It’s centrally located and fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.

It all rolls on 19-by-9.5-inch wheels wrapped in massive tires measuring 255/45ZR19. And the brakes are equally impressive. The Brembo front rotors are 14 inches in diameter, cross-drilled and clamped by four-piston aluminum calipers. In back, Thai-Tang and his crew chose 13-inch rotors and four-piston calipers.

The boys at Ford’s SVT reunited with Carroll Shelby to create this super Mustang, and if you think it bears more than a passing resemblance to the 1968 GT500KR, you’re right (which we feel is a good thing, by the way). But unlike the original GT500 nameplate (a random number that came from counting off steps in Shelby’s 1960s-era workshop), this Mustang’s moniker has a basis in fact. Yup, the 5.4-liter V8 under that vented hood makes an honest 500 horsepower, along with 480 pound-feet of torque.

There’s a little Ford GT in every GT500 we build
Those figures aren’t too surprising when you consider that much of the GT500’s engine comes straight out of the Ford GT parts bin. The GT used an aluminum block with a dry-sump oil system and an Eaton “screw-type” supercharger creating 13.5 psi of boost. For the GT500, supplier and cost concerns required the use of a wet sump, cast-iron block and “Roots-type” supercharger with 9 psi of boost. But the Ford GT’s four-valve aluminum heads transferred over unchanged, as did many smaller items, such as the piston rings and bearings.

Directing that power is a Tremec six-speed manual transmission featuring dual 215mm cerametallic clutch plates. The cerametallic coating can withstand extremely high temperatures, and the dual-disc design increases the clutch engagement surface area without requiring free-weight leg training to operate smoothly. This is exactly the same unit Ford used in the 2005 Grand Am Mustang — the car that won last year’s championship its first year out — so they figure it’s been adequately stress-tested for the GT500’s street duty.

As those engine numbers suggest, the GT500 moves out with exotic-carlike verve when you boot the throttle. Its deep well of torque, combined with a low-frequency exhaust wail and high-pitched supercharger whine, make you want to access those 500 ponies again and again. The triple synchros in 1st and 2nd gear give the transmission a positive, crisp feel when swapping gears, and the overall driving experience manages to be both civilized and brutal, depending on where you position the accelerator pedal. Ford expects the car to pull zero to 60 in the mid-4-second range, a number that jibes with our internal accelerometers.

Heavy metal, capable cornering
If there’s a downside to this drivetrain, it’s poundage. Ford lists the GT500’s curb weight at 3,920 pounds in coupe form and 4,040 pounds for the convertible. That’s about 400 pounds more than the equivalent Mustang GT. Much of that bulk comes from the drivetrain, which is about 350 pounds heavier than the GT’s. This also means the weight gain is largely on the front half of the car, suggesting front-end flabbiness compared to the base Mustang’s nimble character. Yet we’re happy to report that Ford didn’t sacrifice the GT500’s cornering capabilities for the sake of straight-line acceleration.

The independent MacPherson strut front suspension is reworked with stiffer shocks, higher spring rates and an upgraded stabilizer bar. The solid-axle rear suspension uses upgraded springs as well, along with a Panhard rod to control wheel movement. Suspension settings on the GT500 convertible were left a bit softer to reduce chassis flex, but happily both Shelby models (as well as all 2007 and later base Mustangs) benefit from chassis upgrades in the firewall, transmission tunnel and frame rails.

Our seat time in the GT500 included public road motoring as well as racetrack flogging, and it was at the track where we confirmed the Shelby’s agile and willing demeanor. The confident and quick rack and pinion steering system, along with a liberal traction control system, effectively masked the car’s 2-ton curb weight while allowing for a healthy bit of “slideways” action (think C6 Corvette’s “Competition Mode”). Slowing the car was similarly worry-free, with Brembo four-piston calipers squeezing 14-inch vented rotors up front and 11.8-inch vented discs — clamped by two-piston calibers — in back (still more donor parts from the Ford GT program).

Mr. Shelby says, “Make it so”
A specific upgrade directed by Carroll Shelby himself had to do with the GT500’s tire size. After driving a prototype, the Texas chicken farmer insisted on larger rolling stock to better manage the car’s power and handling capabilities. One look at the car’s 18-by-9.5-inch aluminum wheels and Goodyear F1 rubber suggests he got his way. The 255/40 front tires contrast against the larger 285/40 rear tires to give the GT500 both functional and visual appeal.

Pimp my pony
Other bits of eye candy include the Shelby Mustang’s larger front air intakes, wide Le Mans-style body stripes and requisite Cobra and GT500 emblems. Inside the cabin, buyers can stick with the basic charcoal black treatment or add red inserts to the seats and doors. All models feature a black leather-wrapped steering wheel and shifter with contrasting red stitching, but an optional Performance Interior Trim Package will further dress up the instrument panel, center console and door armrests with leather inserts. This package also comes with an electrochromic, auto-dimming rearview mirror and aluminum pedal covers. Considering the $40,930 starting price for a GT500 coupe ($45,755 for the convertible) we’d expect higher-grade materials on the door panels and dash, but at least buyers will have the option to somewhat upgrade the interior’s look and feel with this package (for an added cost).

Forty-three grand may seem a bit steep for a Mustang, but remember: This car’s performance pedigree suggests it will easily challenge Corvettes and M3s, both of which cost substantially more. Of course, if you’re still not convinced, you could always let yet another Shelby Mustang pass you by.

Vehicle Type

Safety Information

1966 Shelby GT350 Mustang - www.robson.m3rlin.org

The 1966 was differentiated in body color (non-white versions were introduced – colors included blue, red, green and black, as well as the original white) and trim. The “Le Mans” stripes were continued as an option, as in 1965. It featured special quarter-panel windows and rear air scoops on each side and an optional automatic transmission. A fold-down rear seat was now standard as well. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue.** The first 252 GT-350s for 1966 were “carry-over” cars. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They had mostly 1965 features including standard Koni shocks and engines painted black. Blue engines did not occur in 1966 until after these 252 “carry-over” models were produced. 1966 production was 1373 fastbacks including 2 prototypes and 4 drag cars and 252 “carry-over” models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced including 2 prototypes. 4 convertibles were also produced for a total of 2378 units for 1966. The original colors of the GT500(GT350???) were metallic grey with some twin black racing stripes.

1966 Shelby GT350 Mustang - www.robson.m3rlin.org

Shelby struck a deal with the Hertz Corporation to produce a special line of GT350s for rent which were subsequently sold to the public after their rental-car lives were finished. These ‘GT350H’ cars are quite rare and sought-after today, with some examples selling for more than $120,000. Shelby produced 1000 of these cars: 800 in Raven Black, and 50 each in Candy Apple Red, Wimbledon White, Sapphire Blue and Ivy Green. All Hertz cars featured gold LeMans stripes and rocker panel stripes. Early “Hertz” cars were available with 4 speed manual transmissions until so many cars were returned from rental with burned and broken clutch assemblies that all of the later cars shipped to Hertz were equipped with an automatic transmission.[citation needed] Many were rented to use as production class cars at SCCA events, some were returned with different engines, holes where roll bars had been welded in, and other modifications to legally run on the track.

1966 Shelby GT350 Mustang - www.robson.m3rlin.org

Production numbers: GT350 – 2,380 units (4 were special order convertibles for Carroll Shelby, the rumor is that 6 were made, but only 4 VINs have been discovered). The brakes were enlarged because of the extra power. New components such as under-hood suspension bracing were used. Staggered rear shocks prevented wheel hop and axle wind-up. Functional air-intake scoops were added to force air to the rear brake pads which aided in keeping them cool. On the factory drag cars, the air scoop on the hood also met all postal regulations for a mailbox. There were only a couple of these models made and now they are collectors’ items.

Not much changed for Mustang in 1966. The grille design changed a bit–the 1966 models had the running pony inside the corral free-floating on horizontal grille bars. The side trim was slightly revised and a restyled gas cap completed the exterior changes. On the interior, the instrument panel was redesigned with five round gauges, replacing the panel borrowed from the Ford Falcon for previous model years. Ford broke the 1,000,000 Mustang mark in 1966–18 months after its introduction. To celebrate, Ford released the Sprint 200 Mustang. They were mechanically identical to other six-cylinder Mustangs, but had a chrome air cleaner and a special engine decal which read “Mustang powered Sprint 200.”

1966 Shelby GT350 Mustang - www.robson.m3rlin.org

The rear seat returned and more colors were offered on 1966 Shelby Mustangs, making them more consumer-friendly. The vents behind the windows were replaced with quarter windows on 1966 Shelbys to allow for more visibility. The fuel door wore a Cobra logo rather than the pony & tribar from ‘65. The first roughly 300 1966 Shelby G.T. 350s didn’t get the “G.T. 350″ decklid badge, but the rest did.

Hertz corporation ordered 1,001 of the G.T. 350s to offer as rentals. The side stripes read “G.T. 350H”, but the cars became know as “Rent-a-Racers.” Some cunning Mustang owners would rent the Shelbys, swap the motor with the motor in their Mustangs, and return them to Hertz. At $17 per day and 17 cents per mile, it was a good bargain for a Shelby engine. It was “uncool” to own a former rental car, so many of the cars were debadged after they were decommissioned. Thanks to the Shelby American Automobile Association, however, many of these cars have been found. More than 800 were made in black, and the other 200 or so were divided between red, green, blue, and white. Only the black models and a few white ones had stripes on the hood, but many owners added them to the other cars during restoration.

1966 Shelby GT350 Mustang - www.robson.m3rlin.org

Only six Shelby G.T. 350 Convertibles were produced in 1966, all different colors, making them the rarest of Mustang convertibles. Shelby also produced 11 supercharged 1966 G.T.350S

In 1966 there were 333 High Country Specials produced. Only 35 of the 333 were convertibles. The High Country Special was a promotion that Ford ran from 1966-68. The Mustangs came in three special colors: Timberline Green, Columbine Blue, and Aspen Gold. All came with special emblems that dealers were free to mount where they wanted. They were only sold in Colorado, Wyoming, and parts of Nebraska.

Escape Hybrid has it all. It’s the first vehicle to combine SUV capability with the outstanding fuel economy and low environmental impact of a full hybrid. The no compromise Escape Hybrid drives normally, performs superbly and offers all the features you’d expect from an SUV leader. Roomy, comfortable seating for five, a versatile cargo area, and an optional Intelligent 4WD System which offers the same all-weather traction and off-road capability available in traditional Escape models.

f you meet the requirements, you may qualify for a federal income tax credit of $3,000 on the purchase of a new Ford Escape Hybrid FWD, and $2,200 on a Hybrid 4WD. That’s a credit, not a deduction. Your tax obligation may be reduced by the award given.* Complete information is available at www.fueleconomy.gov. In addition, many states and companies offer special incentives, allowances and exemptions for hybrid buyers. Be sure to check with your local government agency and company human resources department for more information.

*Based on manufacturer’s estimates. Consult your tax advisor for the amount of credit you can claim. This information is provided by Ford Motor Company as a service, not as tax advice.

Not only does Escape Hybrid thrive in city driving, it’s easy on the environment. The vehicle meets strict Super Ultra Low Emission Vehicle (SULEV II) and Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) standards.

The seats in Escape Hybrid’s innovative earth-friendly seat fabric made from 100% post-industrial waste plastics and polyester fibers that would have ended up in landfills otherwise. More than simply “green,” the durable, comfortable and stylish nature of the material also makes it a perfect fit for Escape Hybrid.

Escape Hybrid’s innovative nickel-metal-hydride (NiMH) battery is completely sealed and securely encased. It’s stored neatly at the flat load floor of the spacious cargo area. What’s more, the regenerative braking system recharges the NiMH battery each time you brake, so there is never any need to plug it in.

In a conventional vehicle when you brake, the energy is lost as heat. During braking in the Escape Hybrid, the electric motor captures this energy that is normally lost and sends it back to the battery pack to be stored for later use. Whenever you apply the brakes, you are, in effect, recharging the battery pack. Engineers call this regenerative braking and it represents a major part of the Escape Hybrid’s fuel efficiency advantage over conventional vehicles.

Introducing another reason to love city life. Escape Hybrid delivers an impressive 34 mpg in stop-and-go driving situations.* It actually uses no fuel when you’re stopped in traffic or driving at low speeds when running in pure electric mode.

*EPA estimated 34 city/30 hwy mpg FWD. Actual mileage will vary.

As one of its most contemporary and dramatic front-engine, two-seat, fastback supercars, this running prototype reaches closer to reality with a 605-horsepower, 390-cubic-inch, all-aluminum V-10 engine, a road-tested version of the Ford GT suspension and a stunning new polished-aluminum body.

Ford took the occasion of the world’s foremost showcase of automotive splendor, the Pebble Beach Concours d’Elegance, to unveil the Ford Shelby GR-1 concept, calling the new sports car a salute to “performance art.”

The Ford Shelby GR-1 is a uniquely emotional American sports car design that makes a bold statement about Ford’s performance future.

“The Ford Shelby Cobra concept was a small step in our plans for the Ford GT supercar architecture and our relationship with Carroll Shelby,” says J Mays, Ford Motor Company group vice president of Global Design. “And the Ford Shelby GR-1 is a giant leap toward the future.”

The GR-1 concept takes the performance car genre in a new direction combining modern sculptured surfaces in a sleek muscular fastback design. The result is a forward-looking supercar with attention grabbing Ford presence and Carroll Shelby inspiration.

The Ford Shelby GR-1 is a front-engined, two-seat, fastback supercar that is based on the architecture of the Ford GT.

Ford and Carroll Shelby

More than 42 years after their original agreement to produce performance cars, Ford Motor Company and Carroll Shelby are back together producing production and concept cars. Shelby, a former race car driver and creator of numerous collectable performance cars returned to collaboration with Ford in the design of the 2005 Ford GT, which goes on sale this summer.

Shelby worked closely with the Ford Design team and Advanced Product Creation group to develop the Ford Shelby Cobra concept car. In addition, Shelby will produce a high-performance, limited edition, Shelby Ford Expedition, for sale through select dealers next year.

Design

Racing inspired and wholly modern in design, this show car builds on the success of the Ford Shelby Cobra concept – the 2004 North American International Auto Show (NAIAS) “Best in Show” winner – and reinforces Ford’s on-going commitment to performance excellence.

The Ford Shelby GR-1 concept is a sinewy, athletic design with a dramatic front engine proportion. The long hood blends seamlessly into the teardrop-shaped cabin while the dramatic fenders dart rearwards into curvaceous haunches thrusting the car forward and enhancing the aggressive stance and width.

The car looks as if it is in motion, even when standing still. The optimized wheel arches and compact overhangs define the dramatic proportion while the sensual surfaces express the car’s athletic nature. A chiseled physique is achieved with sheer and full surfaces working together, interfacing one another in harmonious lines such as the strong shoulder line orbiting the car’s form.

The front of the GR-1 is dominated by an impressive air intake aperture and air flow splitter, directing cooling air into the engine bay and wheel wells, while air vents on the top surface of the hood exhaust hot air from the radiator.

The V10 engine pushes unashamedly upwards into the hood’s surface exposing prominent bulges – a potent reminder of the car’s powerful performance – while air vents at the base of the front screen allow the motor to breathe. Intakes and vents perforate the body side and Kamm tail, further exhausting hot air out of the vehicle.

The front corners of the GR-1 are dominated by the front wheel well and trapezoidal HISS (high intensity solid state) and LED headlamps. The distinctive Kamm tail, a strong concave section, is further defined by the bold vertical tail lights at the rear.

A visor-like side glass graphic gives a hint of the dramatic motion of the butterfly-hinged doors.

The race-inspired, ultimate high performance, Ford Shelby GR-1 is the next chapter in a long line of emotionally-charged Ford supercar concepts.

Building Another Showstopper

Ford worked closely with Carroll Shelby to develop the Ford Shelby Cobra concept for the 2004 North American International Auto Show. The show car was the brainchild of Ford’s Advanced Product Creation Group, engineered in Michigan and designed in California, a partnership which is charged with developing future car concepts and technologies with an eye toward production possibilities. The group used the Ford GT architecture and fully engineered the Ford Shelby Cobra concept. For demonstration purposes, two chassis were ordered for the Cobra concept, but only one show car was built.

Before body panels were even created, the fully-operational running chassis was test-driven at high speeds at Ford’s Dearborn Proving Ground. So pleased were Ford officials with the concept’s chassis that they took the extra demonstration chassis and went to work on another concept before the Ford Shelby Cobra concept was unveiled in January.

The Ford Shelby Cobra and its predecessor, the Ford GT were hits of the two previous North American International Auto Shows. The Ford Design team was challenged to follow-up with another exciting concept.

The Designer

In the Irvine Advanced Design Studio, George Saridakis, a young designer, new to Ford in 2000, was known for his contributions in executing the details of some of Ford, Lincoln and Mercury’s latest production and concept designs.

Saridakis created a sketch that caught the attention of the Irvine team and resonated with Mays.

“George produced this completely resolved sketch – the best I’ve seen in 10 years,” says Mays. “When I saw it, it wasn’t a matter of ‘Let’s do more sketches.’ It was really more of a ‘Let’s get this into clay.’”

Remarkably, only the original sketch of the car, in three perspectives, was created.

“George nailed it in one crack,” Mays opines. “This is a designer so masterful at visualizing every aspect of the car and its story that it literally flowed out of his pen. And because the design is so pure, we really believe this show car will be a hit.”

Length   173.7 (4413mm)
Width   74.6 (1834mm)
Height   46.0 (1168mm)
Wheelbase   100 (2540mm)
Track Front   63.0 (1598mm)
Track Rear   61.3 (1558mm)
Front Overhang   35.6 (903mm)
Rear Overhang   38.2 (970mm)
Min. Ground Clearance   5.9 (150mm)
Curb Weight   3900 lbs est.
Tire Size   275/40/R19 front 345/35/R19 rear
Engine   Ford 6.4L V10
Max RPM    7500RPM
Horsepower   605 @ 6750RPM
Torque   501lb/ft @ 5550RPM
Transmission   6-speed transaxle with LSD
Final Drive Ratio   3.36:1

—-  Specifications  —-

Price       –
Weight           3900 lbs (est)
Engine     6.4 liter V10
Transmission     6-speed transaxle w/LSD
Aspiration     Natural
Torque     501 lb-ft @ 5550 rpm
HP     605 @ 6750 rpm
HP/Weight     6.4 lbs per hp
HP/Liter     95 hp per liter
1/4 mile    –
0-62 mph     –
Top Speed     –

The Ford Mustang grew a size for the 1967 model year. Also the car became more powerful with a 390 cid (6.4 litre) big-block option, which boasted some 320 hp, considerably more than the racy Shelby GT-350 had to offer. The power-output of the 1967 GT-350 even was reduced from 306 to 290 hp to comply to noise restriction regulations.

But Shelby overclassed the 390 cid Mustang with a new model: the GT-500. In the GT-500 Ford’s new 428 cid V8 was fitted, a massive 7-litre unit producing a staggering 400 hp @ 5600 rpm. For insurance reasons however a moderate 355 hp was advertised.
The introduction of the more powerful engine options in the Shelby Mustangs meant that Ford’s 289 cid unit became available for the British built, Shelby derived Sunbeam Tiger Mk II, since it could be of no threat anymore on or off the track. Unfortunately the 289 powered Tiger was short lived due to the Chrysler take-over of the Rootes Group, the parent company of Sunbeam.

1967_Ford_Shelby_Mustang_GT-500The 1967 Shelby Mustangs distinguished themselves from their more plain Ford cousins with elaborate use of fiberglass. A larger fiberglass nose was fitted, together with fiberglass hood, fenders and trunk lid. The hood featured an intimidating dual air intake scoop and the cut-off rear end showed an angular spoiler which blended into the rear fenders. The plastic rear roof windows gave way to impressive air-extraction scoops. A protruding lower front spoiler was a popular extra.

Early 1967 Shelby Mustangs showed driving lights placed close together in the center of the grill (as shown in the picture above); later models had these lights on the opposite sides of the grill. In all the 1967 Shelby Mustang looked aggressive and potent and left no doubts about the abilities of the car.

1967_Ford_Shelby_Mustang_GT-500The interior also looked the part. It was racy with shiny metal panels, a large variety of dials and clocks and of course bucket seats. To top it off a large black-finish roll bar with built-in inertia-reel seatbelts was fitted.

Remarkably the 1967 Shelby Mustangs were down-priced from the 1966 models. Where the 1966 GT-350 needed US$ 4,600 to change owner, the 1967 GT-350 only took US$ 3,995 to buy (still 35% more than a standard Mustang). The new GT-500 was priced at US$ 4,195. For high-performance cars they were unusually affordable.

1967_Ford_Shelby_Mustang_GT-500Here you see the 428 cid V8 engine with the “Le Mans” cylinder heads and the (1968) “Cobra Jet” air intake of the GT-500 shown on this page. Really a piece of no-nonsense engineering: there’s no substitute for cubic inches (and oversized fittings) as they say in America. It’s all accessible and relatively easy to maintain for a thoroughbred car.

Like stated the GT-500 engine cranked out close to 400 hp and with the car weighing some 1360 kg, it had a ratio of 3.4 kg per horsepower. Compare that to the 5.7 kg per horsepower for the contemporary and more nimble Porsche 911 S and you’ll understand this car was a thrill to drive.

The 1967 Shelby Mustangs can be regarded as the last true Shelbys and are the most interesting of all in my opinion. I love these cars, even without starting the engine you’ll feel great in it. Still, production was relatively limited with 1,175 GT-350s and 2,050 GT-500s. Apparently there were a few (less than 50) GT500s produced with the 427 cid Medium Riser engine, which had starred before in the AC Shelby Cobra 427 Mk III.

Shelby Approves
Ford is calling the car a unique collaboration between the legend Carroll Shelby and the Ford Special Vehicle Team (SVT). “I’ve worked with the SVT guys for several years now,” says Shelby. “And I know they have the guts, the talent and the passion to deliver the best performance Mustangs ever.”

Shelby, who built the legendary Shelby Mustangs and Shelby Cobras in the 1960s, served as a senior advisor to the “Dream Team” that was assembled inside the Ford Motor Company to develop and build the 2005 Ford GT supercar.

“Carroll Shelby is truly a living automotive legend, a Ford performance legend,” says Phil Martens, Ford group vice president of Product Creation. “It’s a dream come true to be able to put the Shelby name on a Mustang again.”

Supercharged 5.4-Liter
The Shelby’s supercharged 5.4-liter, 32-valve V8 is similar to the engine in the GT. Ford started with the cast-iron 5.4-liter Triton V8 truck engine and added aluminum heads from the GT, specially calibrated camshafts, a Roots-type supercharger making 8.5 pounds of boost, and a water-to-air intercooler.

Under that blower is an all-new low-profile intake manifold, which allows the engine to fit under the GT500’s special air-extraction hood. Fuel comes from a dual-bore electronic throttle body borrowed from Ford’s 6.8-liter truck engine program, however, the larger radiator, increased-capacity cooling system and the exhaust manifolds are unique to this application.

The engine is also dressed with special “Powered by SVT” finned cam covers which are reminiscent of the “Cobra Powered By Ford” covers used by Shelby five decades ago, and it’s backed by the same T-56 six-speed that appeared in the supercharged 2003 SVT Mustang Cobra.

Solid Rear Axle
The GT500 chassis development started during the 2005 Mustang program. “We spent a lot of time at the track developing the new Mustang and ensuring it was capable of handling future performance derivatives,” says Hau Thai-Tang, director of Ford Advanced Product Creation and SVT.

The result, according to Ford, will be SVT’s signature chassis tuning with a balanced, performance-tuned ride that still maintains the compliance required for everyday driving. And Ford says it will accomplish these goals, with the GT500’s MacPherson-strut front suspension and three-link rear suspension, which locates a solid rear axle.

Although conventional wisdom says the antiquated rear-end design is in conflict with building a state-of-the-art performance car, Thai-Tang says it isn’t a problem. “In terms of performance, the Mustang’s solid-rear-axle setup in the GT500 has been proven in race competition this year with a Mustang FR500C taking the checkered flag at the season-opening Grand-Am Cup race at Daytona,” he points out.

The GT500’s suspension is lower than a Mustang GT’s, and uses recalibrated front and rear shocks, upgraded front and rear stabilizer bars and revised spring rates. The key to the GT500’s three-link architecture, according to Ford, is the Panhard rod that provides precise control over the rear axle. It’s centrally located and fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.

It all rolls on 19-by-9.5-inch wheels wrapped in massive tires measuring 255/45ZR19. And the brakes are equally impressive. The Brembo front rotors are 14 inches in diameter, cross-drilled and clamped by four-piston aluminum calipers. In back, Thai-Tang and his crew chose 13-inch rotors and four-piston calipers.

A New Performance Era?
According to Ford, the GT500 show car, which debuted at the New York auto show in March, points to a brand-new era in Ford Motor Company’s performance future.

A company press release said, “By bringing together Carroll Shelby and Ford SVT, the company’s commitment to performance becomes as powerful as at any time in its history — including the famed ‘Total Performance’ days of the 1960s.”

Think about that for a second. Let it sink in. Take a knee if you have to.

Vehicle Type
Model Year: 2007
Make: Ford
Model: Mustang
Style GT500
Base Price: $39,000 (est.)
Drive Type: RWD
Transmission Type: T-56 6-speed manual
Displacement (liters): 5.4
Engine Type: Supercharged V8
Bore x Stroke: 3.552 x 4.165 inches / 90.22 x 105.8 mm
Valvetrain: DOHC, four valves per cylinder
Induction: Cast aluminum screw-type supercharger with air-to-water intercooler
Horsepower: 450+
Torque: 450+
Braking System: Front: Brembo 14-inch cross-drilled disc w/ four-piston calipers; Rear: Brembo 13-inch cross-drilled disc w/ two-piston calipers
Steering System: Power rack and pinion
Body Construction: Unitized welded steel body; aluminum hood
Suspension Type (front): Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar
Suspension Type (rear): Three-link solid axle with coil springs, Panhard rod, 24-mm solid stabilizer bar.
Tire Size: P255/45ZR19
Wheel Size: 19×9.5 in. machined aluminum
Curb Weight (lbs): 3,600 (est.)
Recommended Fuel: Premimum Unleaded

Specifications
Ford Mustang SVT Cobra
Length, in. 188.0
Width, in. 73.9
Height, in. 55.7
Wheelbase, in. 107.1
Legroom (front): 42.7
Legroom (rear): 30.3
Headroom (front): 38.8
Headroom (rear): 36.3
Maximum Seating Capacity: 4
Cargo Volume 9.7 cu. ft.
Maximum Cargo Volume
(rear seats down): 9.7 cu. ft.

Safety Information
Front Airbags: Standard
Side Airbags: N/A
Head Airbags: N/A
Antilock Brakes: Standard
Electronic Brake Enhancements: Standard
Traction Control: Standard
Stability Control: N/A
Rollover Protection: N/A
Emergency Assistance System: N/A

The Ford Explorer America concept showcases a new kind of utility for the vehicle customers have known and loved for years: even better fuel efficiency.

“Customers are smart. They value vehicles – the more efficient, the better,” said Jim Farley, Ford group vice president of Marketing and Communications. “Ford gets it.
“Innovative technologies can transform people’s favorite vehicles. Look at SYNC, the Ford system that connects people and their favorite portable devices, including media players and Bluetooth-enabled mobile phones, while in their vehicles.”

With an emphasis on cost-effective ways of reducing fuel consumption, Ford is focusing on trimming vehicle weight as one means to that end. Ford’s holistic approach to weight savings involves looking at all the systems in the vehicle. For example, the new SUV will drop the current engine lineup of the old 4.0L V6 and 4.6L V8 in favor of new EcoBoost gasoline turbocharged direct injection units (GTDI). The new lineup will consist of a 2.0L GTDI four cylinder with 275hp and 280lb-ft of torque and a 3.5L V6 with 340hp and 340lb-ft. In both cases the engines offer more power than the current units and fuel efficiency improvements of 30% and 20% respectively.

The V6 version of the new concept also weighs in at 150lbs less than the current V-8 model, which helps both the vehicle dynamics and overall fuel efficiency. What Ford is now calling the EcoBoost engines first appeared at last year’s show in the Lincoln MKR concept as the TwinForce V6. That name has been retired in order to put the emphasis on the fuel efficiency-boosting potential of the technology. More gains come courtesy of the smoother body which, combined with reductions in parasitic losses from systems like the electric power assist, gives a five percent mileage boost.
On this concept, Ford is also trying out some interior packaging innovations as well. The first and second row seats are mounted on arms cantilevered from a rail mounted on the side of the center tunnel. With no seat mounting mechanism attached to the floor, a switch allows the second row seats to motor forward and stack beneath the front seats, providing easy access to the back row.

The sliding door on the passenger side and absent B-pillar are probably concept-only features that will never get to production. The integrated, matte finished three bar grille does look like an sensible evolution of the corporate face for a new decade. The concept has a bit of a chopped look to the roof profile giving a more aggressive look to the whole vehicle. Now that the Explorer will have a unibody layout with a lower floor, such a roof profile is certainly feasible without sacrificing interior volume.

Overall, the concept is an attractive update of a traditional shape with a lot of neat features and a fantastic new drivetrain. The base four-cylinder EcoBoost engine provides an additional 75hp and 25lb-ft of torque (with a much fatter, flatter torque curve to boot) with a 5mpg improvement over the current truck’s base engine. The sooner Ford puts the old Explorer out to pasture the better. The new Explorer should turn up before the end of the decade. It better get here before there’s no one left who wants to buy one.
FORD TO REVEAL NEW FUEL-SAVING CONCEPT IN DETROIT

The Ford Explorer America concept showcases a new kind of utility for the vehicle customers have known and loved for years: even better fuel efficiency.

Technologies and engineering innovations help Explorer America concept deliver an approximately 20 to 30 percent fuel-economy improvement, depending on engine selection, while providing room for six and their gear as well as moderate towing and off-roading capabilities.

This smarter utility concept simplifies Ford Motor Company’s systems approach for delivering sustainable vehicles, specifically demonstrating:

* A powertrain lineup that includes a 4-cylinder 2-liter engine with EcoBoost technology delivering 275 hp and 280 lb.-ft. of torque or, as a premium engine, a 3.5-liter V-6 delivering about 340 hp. Depending on engine selection, fuel-efficiency will improve by 20 to 30 percent versus today’s V-6 Explorer
* Migration from current body-on-frame to unibody construction, reducing weight and delivering superior driving dynamics
* A fuel-efficient 6-speed transmission with auto shift control, allowing the driver to select and hold a lower gear with just the turn of a dial when conditions warrant it
* A weight reduction of 150 pounds for the V-6 version thanks to its downsized – yet superior performing – engine, as well as more lightweight materials, suspension and chassis components
* Fuel-saving electric power assisted steering (EPAS) and other engine actions that deliver a fuel savings benefit of about 5 percent. Between 80 to 90 percent of Ford, Lincoln and Mercury vehicles will have EPAS by 2012

In addition to its fuel-efficient powertrain and technologies, the Explorer America concept addresses how the SUV market has changed in the past 15 years.

In the 1990s, customers were drawn by SUVs aligned with people’s adventurous, more rugged lifestyles. Today’s consumers are more discerning, demanding products that are capable and flexible – but more intelligently executed.

The Explorer America concept looks the part, too, with a modern, muscular design language that belies its ability to harness today’s active lifestyles. Its integrated three-bar grille, defined power dome hood, wrap-around rear glass panel window and sliding rear door give the appearance that this concept is ready for modern Lewis-and-Clark types to explore, from their own neighborhoods to the trail head.

Inside, intelligent features abound, including: single-touch stackable, sliding seats that allow for convenient access to the second row; a work table with seats deploy from the tailgate; and a three-dimensional compass and navigation unit with a topographical map built right into the instrument panel.

The Ford Verve concepts are a series of subcompact car concepts from Ford of Europe. Together, they are expected to form the basis of the replacement for the current Ford Fiesta and help Ford meet market demands for smaller, more fuel-efficient cars. The production versions will be sold in North America, Europe, and Asia. The first concept debuted at the 2007 Frankfurt Motor Show.

Verve comes in both four- and three-door body styles. The four-door is the basis for the production vehicle that will be sold in North America beginning in 2010. The European three-door is being shown to test market reaction to the body style – as a possible additional small car for the North American market.

Viewed from the front, the vehicle features:

Ford Verve SMPR:
A bold, three-bar graphic with a Ford blue oval in the upper grille opening and downsized the lower, inverted trapezoidal grille. Pronounced, rearward-stretching headlamps, giving the face of the Ford Verve concept a friendly, open and inviting personality. A toned and athletic hood sculpture that’s not overtly muscular. Prominent headlamps that feature two projector beams and a light-emitting diode (LED) array. Two unique LED side markers flank the front fascia. Specially designed 18-inch, 12-spoke two-piece alloy wheels that lend even more drama to the car.

From the side view,

The profile is emphasized by the pillar-less side window shape, mirroring the body’s curving upper contour line. This extends rearward from the angular A-pillar to marry the semi-high-mounted, LED tail lamps sculpted to become part of the fullness of the body shape.These elements blend cohesively together and support the panoramic glass roof. Subtle chrome bars accent the door handles. Brushed aluminum accents the lower grille surround, the rear number plate surround, and the lower edge of the front fog lamps. Low-profile tires feature a sidewall stripe that complements the rich Rouge Red body color.

Ford Motor Company is revealing the Verve, a concept vehicle that makes clear the vision for the new small cars Ford soon will introduce in North America.

The Verve is bold and sophisticated – to help it clearly stand out from other small cars on the road. Ford is building on decades of small car leadership in Europe as it develops new small cars for North America to appeal to increasingly savvy customers who value technology, design and fuel efficiency.

The Verve concept has been developed with Ford’s new global product development strategy that better leverages the company’s global strengths. Globally, Ford is building on its European small-car expertise to stake a bigger claim in this critically important segment. Ford’s celebrated small car lineup in Europe includes such top-sellers as the Ford Focus, Fiesta and Ka.

“We’re looking at every aspect of what’s defined Ford as a small-car leader in Europe and working to build on this expertise in driving dynamics and design across a global family of Ford cars that are as exciting to drive as they are to look at,” said Derrick Kuzak, Ford’s group vice president, Global Product Development.

“The Verve concept family provides a vision for a new world standard for quality, design and comfort in the small car segment,” Kuzak added. “These concepts demonstrate how leveraging our global strengths can yield attractive benefits for our customers in markets around the world.”
Those benefits include a bold, modern, design along with sophisticated electronics, premium materials, surprising functional space and a fuel-efficient 4-cylinder engine – all previously unseen in this segment.

Small Car Popularity Skyrockets in North America
Momentum in small-car sales is outpacing overall industry growth worldwide. Globally, small car sales have grown from 23 million units in 2002 to an estimated 38 million in 2012. That’s nearly 45 percent of the total expected 85-million unit industry, a level never before achieved. In the U.S., sales of small cars likely will grow by 800,000, or 25 percent – to a record 3.4 million units by 2012.

In fact, small cars and crossovers are the only vehicles with projected near-term growth in the U.S.

Driving the growth in the U.S. market is a group of young people aged 13 to 28 years – dubbed “Millennials.” Today, this group stands 1.7 billion strong worldwide and will represent 28 percent of the total U.S. population by 2010.

As a group, Millennials embrace eco-friendliness, stay in constant touch using modern technology and demand best-in-class products from around the world. This group will grow from representing 19 percent of the driving public in 2004 to amassing 28 percent in 2010.
Every day, 11,000 Millennials in the U.S. come of driving age. When it’s time to buy their first car, nearly half of this group shops the small-car segment.

“Millennials will be the defining group of customers in the future, driving all types of consumer trends,” said Jim Farley, Ford’s group vice president, Marketing and Communications. “Ford’s European-based cars are a great fit for this generation of drivers, who have grown up with the Internet and mobile phones as necessities, not luxuries – believing that bigger isn’t necessarily better, precision is everything and technology rules.”

Verve Redefines Small-Car Segment
The Verve concept demonstrates that largesse is no longer the price of admission for a delivering a premium driving experience.

“The Ford global design team remembered, not so fondly, the econo-boxes of the 1970s and created the Verve concept as a vision of just how good a small car can be,” said J Mays, Ford’s group vice president of Design and chief creative officer. “Verve aims to ‘right’ North American buyers’ earlier small-car experiences by offering a product that changes customers’ views of small cars from ‘cheap’ to chic – and from affordable to desirable.”

The Verve concept is built off of a design architecture flexible enough to yield three distinctive vehicles that are each recognizably Ford. The flexible design architecture also allows Ford to adapt quickly to rapidly changing customer tastes and will help the company enter new markets utilizing regionally tailored products off of a common platform.
The North American Verve sedan, painted in Rouge Red, has been modified slightly from its European and Asian counterparts – most notably in its front fascia.

Designers created a bold, three-bar graphic with a Ford blue oval in the upper grille opening and downsized the lower, inverted trapezoidal grille. Two unique LED side markers flank the front fascia.

What carries through all three global concepts are Verve’s sophisticated design language and its inspiration: A modern world of fashion and cosmetics, echoed in the Verve’s rich colors and distinctive, high quality materials.
The hood sculpture is toned and athletic but not overtly muscular. This form language combines with the more pronounced, rearward-stretching headlamps to give the face of the Ford Verve concept a friendly, open and inviting personality. The prominent headlamps feature two projector beams and a light-emitting diode (LED) array.

From the side view, the concept looks energetic and purposeful. Its profile is emphasized by the pillarless side window shape and the upper contour that mirrors the body’s curving upper contour line.
This extends rearward from the angular A-pillar to marry the sculpted, semi-high-mounted, LED tail lamps sculpted to become part of the fullness of the body shape. These elements blend cohesively together and support the vehicle’s panoramic glass roof.
The 18-inch, 12-spoke, two-piece alloy wheel design lends even more drama to the car, punctuated with a subtle sidewall stripe that complements the rich body color.

Other accents on the vehicle include a discreet chrome bar in the door handles and similar use of brushed aluminum on the lower grille surround, the rear license plate surround and on the lower edge of the front fog lamps.
Technologically Inspired
Verve’s unique architecture embraces key electronic systems such as navigation, a dynamic sound system and in-car phone controls. Aesthetically, the Verve interior follows the curves and contours of the instrument panel shape.

Functionally, the center stack design decouples traditional elements of the entertainment system – the screen, control elements and the electronics. Separating these features allowed designers to position controls for optimal ergonomic positioning in a design that resembles the logic of a mobile phone.

The center console includes a tray for a mobile phone or MP3 player as well as a large bin for a purse near the handbrake. The center stack is a unique combination of sculpture, colors, materials and jewelry-like bright work.
The concept’s climate controls, highlighted in a lozenge shape at the midpoint of the center stack, feature large twist dials that were inspired by the sculpture found in high-quality power showers.
The primary gauges – speedometer and tachometer – are uniquely framed by binocular-shaped, short tunnels of bright work that complement the center stack and contrast the rich interior colors like a fashion accessory.

Ford Verve concept’s steering wheel is another work of sculpture. Its center section, sculpted of soft-feel material and framed in bright work, provides a rich tactile and visual centerpiece for the Ford oval.
“Customers in this segment demand the best,” says Mays. “While young in age, they are sophisticated, globally connected and demand the best the world has to offer, be it consumer electronics, fashion or automobiles. The Verve concept shows people that when it comes to style and sophistication, Ford can compete – and even outshine – the best in the business.”

Ford: European Small-Car Know-How
Driven by a new global product development system that leverages Ford’s global strengths, Ford designers in Dunton, England, and Cologne, Germany, developed the common small-car platform based on the converging tastes of global consumers.

Ford maintains small-car leadership in Europe with vehicles set apart by their world-class driving dynamics and dynamic designs.

With more than five million vehicles produced in Europe since it was launched in 1998, the Ford Focus is one of the only vehicles in the world to be named “Car of the Year” both in Europe and in North America. It is Ford’s perennial top seller in Europe and, in 2007, was Europe’s top-selling car in its class.
The Ford Fiesta – which is smaller than the Focus – debuted in 1976, and it has sold more than 12 million units in Europe.

The iconic Ford Ka redefined the small city car sector in Europe with its eye-catching and enduring design and fun-to-drive character when it was introduced more than 11 years ago. Sales remain strong – with more than 1 million cars sold.
The European Ford Fusion – introduced in 2002 – increased its sales by approximately 19 percent in 2007 versus the previous year and remains in the European top three sellers in its segment.

“We’re known in Europe for uniquely executed small cars, and this is the perfect time to bring this expertise to buyers in North America,” Kuzak said.

The Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles in 200 markets across six continents. With about 250,000 employees and about 100 plants worldwide, the company’s core and affiliated automotive brands include Ford, Jaguar, Land Rover, Lincoln, Mercury, Volvo and Mazda. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

Verve Sedan Concept Specifications
Overall length 145.35 in.
Wheelbase 97.99 in.
Overall width 65.12 in.
Overall height at curb 54.33 in.

Track width
Front 58.03 in.
Rear 57.32 in.

Front Overhang 32.05 in.

Rear Overhang 57.32

Headroom
Front 37.8 in.
Second Row 35.83 in.

Legroom
Front 42.09 in.
Second Row 32.76 in.

Powertrain
Fuel efficient 4-cylinder engine

Italian design and American muscle might have worked for Rocky Balboa, but when it comes to cars it’s an odd combination. The debut of the Mustang by Giugiaro isn’t the first time the two have come together, however, as Giorgetto Giugiaro, founder of Giugiaro Design, fused the two to create the Bertone Mustang in 1965. It was an unusual take on a legendary car, and when the 2005 Ford Mustang debuted, Giorgetto and his son Fabrizio immediately saw another chance to apply their design expertise to another Mustang.

This time around, the work was done by Fabrizio, a noted fan of American performance cars and designer of the 2003 Corvette Moray concept. Completed in just four months, the younger Giugiaro sought to give this concept a unique look without losing the Mustang’s trademark design details.

The transformation started with a slightly wider body that adds an extra 30mm in front and 80mm in back. It’s enough to make you notice a difference, but it avoids the typical big-fendered look of most aftermarket kits. From there, Fabrizio gave this Mustang a much longer, lower profile thanks to an innovative panoramic roof built by a Detroit area supplier. It’s made from a special crystal that filters out 100 percent of UVA rays so you can enjoy unobstructed views without getting cooked.

From there, he turned his attention to the details. In back, Fabrizio added a twist to the Mustang’s classic three-lens taillights by giving them a new overall shape that not only looks more modern, it mimics the rear window louvers. Up front, Giugiaro maintained the unmistakable shape of the headlights, but added LED lights that match the body’s eye-catching orange color.

Open up the dramatic scissor doors and you’re greeted with an unusual set of brown horse-hide seats complete with Mustang logos in the headrests. Additional detailing was added to the dash and gauge cluster, but much of the Mustang’s distinctive cabin design was left intact.

More than just a design concept, this Mustang was built to run with help from Ford Racing. Starting with a standard GT’s 4.6-liter V8, Ford’s engineers added a twin-screw supercharger, Ford GT fuel injectors, larger mass air meter and a free flow filter. Along with Ford Racing muffler and an X-pipe, this concept delivers an estimated 500 horsepower.

To keep up with the extra punch, a standard Ford handling pack was added. Available for all stock GTs, it adds revised shocks, springs and sway bars. Combined with the one-off 20-inch wheels and 315/35 tires in back and 275/40 tires in front, Giugiaro’s Mustang “handles as good as it looks” according to Fabrizio.

The Ford GT began as a concept car designed in anticipation of Ford’s centennial year and as part of its drive to showcase and revive its “heritage” names such as Mustang and Thunderbird. Camilo Pardo, the head of Ford’s “Living Legends” studio, is credited as the chief designer of the GT and worked under the guidance of J Mays. The designers drew inspiration from Ford’s classic GT40 race cars of the 1960s and the GT is sometimes mistaken for its 1960s counterpart.

Positive response on the auto show circuit in 2002 helped persuade the company to produce the car in limited quantities, and the first production versions appeared in 2003. It is a very high-performance, two-seater vehicle with a strong styling resemblance to its racing ancestor and performance to match. The powerplant is a mid-mounted supercharged 5.4 liter V8, producing 550 horsepower and 500 foot-pounds of torque. Top speed is 205 mph.

At the 1995 Detroit Auto Show, the Ford GT90 concept was shown and at the 2002 show, a new GT40 Concept was unveiled by Ford.

The GT is similar to the original Ford GT40 cars, but bigger, wider, and three inches taller than the original 40 inches (1.02 m) – as a result of which, a potential name for the car was the GT43. Three production prototype cars were shown in 2003 as part of Ford’s centenary, and delivery of the production Ford GT began in the fall of 2004

A British company, Safir Engineering, who made continuation GT40s in the 1980s owned the GT40 trademark at that time, and when they completed production, they sold the excess parts, tooling, design, and trademark to a small Ohio company called Safir GT40 Spares. Safir GT40 Spares licensed the use of the GT40 trademark to Ford for the initial 2002 show car, but when Ford decided to make the production vehicle, negotiations between the two failed, and as a result the new Ford GT does not wear the badge GT40. It is rumored that Safir GT40 Spares asked $40 million dollars for the rights, but this has never been verified. The partners at Safir GT40 Spares state they have correspondence from Ford declining Safir’s $8 million offer. Early cars from the 1960s were simply named “Ford GT”. The name “GT40″ was the name of Ford’s project to prepare the cars for the international endurance racing circuit, and the quest to win the 24 Hours of LeMans. The first 12 prototype vehicles carried serial numbers GT-101 through GT-112. The “production” began and the subsequent cars, the MkI, MkIIs, MkIIIs, and MkVs, numbered GT40-P-1000 through GT40-P-1145, were officially “GT40s”. The name of Ford’s project, and the serial numbers, thus show the story that “GT40″ was only the car’s nickname to be false.

Production startup began in spring 2004. The first customers took delivery in August 2004. The GT began assembly and was painted by Saleen in their Saleen Special Vehicles facility in Troy, Michigan. The GT is powered by an engine built at Ford’s Romeo Engine Plant in Romeo, Michigan. Installation of the engine and transmission along with interior finishing was handled in the SVT building at Ford’s Wixom, Michigan plant.

Of the 4,500 GTs originally planned, approximately 100 were to be exported to Europe, starting in late 2005. An additional 200 were destined for sale in Canada. When production ended in 2006, the full planned lot of 4500 were not produced. Approximately 550 were built in 2004, nearly 1900 in 2005, and just over 1600 in 2006, for a grand total of 4038; however, the final 11 car bodies manufactured by Mayflower Vehicle Systems were disassembled and the frames and body panels sold as service parts.

As with many highly desirable new vehicles, when the Ford GT was first released, the demand severely outpaced supply, and the cars initially sold for premium prices. The first private sale of Ford’s new mid-engine Sports car was completed on August 4, 2004, when former Microsoft executive Jon Shirley took delivery of his Midnight Blue 2005 Ford GT. Shirley earned the right to purchase the first production Ford GT at the Pebble Beach Concours d’Elegance Auction after bidding over $557,000. Jay Leno, host of “The Tonight Show with Jay Leno”, took possesion of his private sale Red 2005 GT a week later.

Other early cars sold for as much as a $100,000 premium over the suggested retail price of $139,995. Optional equipment available included a McIntosh sound system, Racing stripes and Forged alloy wheels adding an additional $13,500 to the MSRP. By June 2005, retail sale prices had dropped to around $10,000 to $20,000 over MSRP, and in August 2005 several new GTs were sold on eBay for no more than the suggested retail price.

The production run of 4038 GT’s ended with the 2006 model year on the 21st of September, 2006, short of the originally planned 4500[6]. The Wixom Assembly plant, where the GT was finish-assembled, is scheduled for closure in 2007 and has stopped production of all models as of May 31, 2007. Sales of the GT continued into 2007, from cars held in storage and in dealer inventories.

The Ford Sierra RS Cosworth was the the first Ford production car to carry the “Cosworth” name. It was first on sale in 1986. The performance of the car was very high. It had a top speed of 150mph. As you can imagine this caused quite a sensation. 5,000 of those cars were built with 500 converted in to the RS500. Externally the RS500 looked identical to the Sierra RS Cosworth except for a few cosmetic changes to the body. The RS500 was to dominate in motor sport for another 3 years to come. Ford then embarked to re-develop the Sierra Cosworth by producing a 4-door saloon concept car. This went on sale in 1988 and the four wheel drive in 1990. This car didn’t have wheel arch extensions and bonnet louvres but it was still exceptionally fast. It became known as the “Sapphire” Cosworth of 1988 and 1989.

The first Ford vehicle to have the bold new “aero” look styling was the 1981 Probe III concept car. The good reception this received encouraged Ford management to go ahead with a production car with styling almost as challenging. This “aero” look influenced Fords worldwide; 1983’s new Ford Thunderbird in North America introduced similar rounded, flowing lines, and some other new Fords of the time adopted the look. The aerodynamic features of the Sierra were developed from those first seen in the Escort Mk III — the “Aeroback” bootlid stump was proved to reduce the drag coefficient of the bodyshell significantly, which was a class leading 0.34 at its launch.
The aerodynamic styling of the Sierra would later be seen in North America’s equally revolutionary Ford Taurus.
At first, many found the design blob-like and difficult to accept after being used to the sharp-edged, straight-line styling of the Cortina, and it picked up nicknames such as

“Jellymould” and “The Salesman’s Spaceship” (the latter thanks to its status as a popular fleet car in the United Kingdom). Sales were slow at first. It was later in the Sierra’s life that the styling began to pay off; ten years after its introduction, the Sierra’s styling was not nearly as outdated as its contemporaries. As other manufacturers adopted similar aerodynamic styling, the Sierra looked more normal.

Early versions suffered from crosswind stability problems, which were addressed in 1985. These shortcomings saw a lot of press attention, and contributed to early slow sales. Other rumours that the car hid major crash damage (in part true, as the new bumper design sprung back after minor impact and couldn’t be “read” to interpret major damage) also harmed the car’s reputation. This reached near-hysterical heights at one point with UK press erroneously reporting Ford would reintroduce the previous Cortina model out of desperation. The Sierra was Ford’s answer to the similar-sized Vauxhall Cavalier, which had been launched a year earlier with front-wheel drive and a hatchback bodystyle. Unusually in its sector by that time, the Sierra was still rear-wheel drive. It was a strong competitor for other rivals of the early 1980s, including the Talbot Alpine, Renault 18, Peugeot 305 and Morris Ital.

Throughout its production life, the Sierra competed with newer models; these included the Mark III Vauxhall Cavalier (1988), Austin Montego (1984), Peugeot 405 (1987) and Rover 400 (1990). In another departure from tradition, the Sierra was initially unavailable as a saloon. At its launch it was available as a 5-door hatchback and a 5-door estate, and as a 3-door hatchback. During the life of the car, two different styles of 3-door body were used; one with two pillars rear of the door, looking very much like a modified 5-door frame, as used on the high-performance XR4i; and a one-pillar design used on standard-performance 3-door hatchbacks and also at the other end of the scale as the basis for the very high-performance RS Cosworth.

At the time of the car’s launch, both styles were already envisaged, and a demonstration model with one style on either side was displayed at a Sierra design exhibition at the Victoria and AAlbert Museum in London. The Ford Cortina had been manufactured in saloon and estate bodystyles but after the switch to the Sierra, combined with the redesign of the Ford Escort to Mark III level in 1980 and the introduction of the Ford Granada Mark III in 1985, Ford had changed its saloon-based line-up into a hatchback-based one.

The company launched the Ford Orion in 1983 to fill the gap in the saloon range between the late Cortina and the new Sierra. Ford found that customers were more attached to the idea of a saloon than they had expected, and this was further addressed in 1987 by the production of a saloon version of the Sierra. In the UK, this model was called the Ford Sierra Sapphire. This differed from the other Sierra models in having a traditional black grille, which only appeared in right hand drive markets. The 3-door Sierra was dropped in the UK in 1985, although the Cosworth version continued. Production of the 3-door Sierra continued in Europe, including after the Sierra range was given a facelift in 1987. The remodelled 3-door was never offered in the UK.

October 1982: introduction of the Sierra 5-door hatchback and 5-door estate range in the UK and consisting of:

* 1300 Base and 1300 L (1294 cc 60 bhp Taunus engine, available in standard or economy tune);
* 1600 Base, 1600 L and 1600 GL (1593 cc 75 bhp engine, available in standard or economy tune);
* 2000 L Business, 2000 GL and 2000 Ghia (1993 cc 105 bhp engine);
* 2300 GL and 2300 Ghia (2294 cc, 114 bhp V6 engine);
* 2300 Base Diesel, 2300 L Diesel and 2300 GL Diesel (2304 cc, 67 bhp Peugeot Diesel engine);
* 2800 XR4 (150 bhp 2792 cc ‘Cologne’ V6)
* 2800 / 2900 Xr4×4 (150/170 bhp 2792 cc / 2933 cc ‘Cologne’ V6)
* 2000 Cosworth (200/220 bhp YB)

1300, 1600 and 2000 engines all have a 4-speed manual gearbox; a 5-speed manual gearbox was optional with 1600 and 2000 engines, and standard with the 1600 Economy engine, the 2300 and 2300 Diesel. An optional 3-speed automatic transmission was available with 1600, 2000 and 2300 engines. Sporting models utilized the 2.8 / 2.9 litre V6 engines coupled to a four wheel drive system (GLS4X4/XR4×4) and, more notably the well known Cosworth model which was powered by a turbocharged 16 valve 4-cylinder engine known as the YB which was based on the Ford ‘Pinto’ block. The Ford Sierra Cosworth was first introduced in 1985 as a three door hatchback, with a 2 litre dohc turbo engine producing 200 bhp. At the time Ford wanted to produce a new faster rally car and could only enter a car if it produced at least 500 road cars (unmodified), hence the Ford Sierra RS500 (only 500 were produced). Built by Cosworth a 2litre dohc turbo but with an extra set of injectors, so instead of the standard four injectors it was built with eight, producing over 330 bhp. . They were very successful in motorsport and are highly tunable road cars.

The NA V6 powered Sierras make excellent trackday cars and the 2.8 Fuel Injected Cologne V6 responds well to turbocharging, making an excellent performance road car. In 1989 Ford introduced the Sierra Sapphire a four door saloon and ended production of the Sierra in 1992. In South Africa, the Sierra range featured both the hatchback and wagon. The restyled Sierra range, introduced in 1988, differed from its European equivalent by featuring the traditional

black grille of the Sierra Sapphire sedan (known simply in South Africa as the Sapphire) on the hatchback and wagon. (Later, the grille would feature on these models in Europe.) Versions sold in South Africa were available with 1.6 (Kent) and 2.0 (Cologne) 4-cylinder, 2.3 V6 (Cologne) or 3.0-litre V6 (Essex) petrol engines. While the Cortina MkV in South Africa had retained the old 3.0 V6 Essex engine, the Sierra was initially given the new 2.3 V6 Cologne motor, this being fitted to the top of the line model. However, owing to the low cost of petrol, and the popularity of the old Cortina XR6, a Sierra XR6 was launched, featuring the old Essex, now producing over 100 kW.

As the 2.8/2.9 Cologne was never launched in South Africa, this remained the best normal production engine fitted to the Sierra. Soon the 2.3 GLS gave way to a 3.0 GLX flagship model (producing less power but more torque than the XR6) and that was the end of the Cologne in South Africa, even the station wagon receiving the 3.0 V6 Essex. By 1985, the Sierra had become the largest Ford model, following the demise of the Granada.

Towards the end of its life, the Essex was given Essex fuel injection and fitted to the Sierra as the 3.0i RS (replacing the XR6) and to the Sapphire sedan as the Sapphire Ghia (replacing the 3.0 GLX). The fuel-injected Essexes put out around 117 kW and were the most powerful Sierra sold in South Africa, excluding the small number of XR8s built for homologation purposes. Uniquely, the South African market also saw the introduction of a 5.0L XR8 at the end of the Sierra and Sapphire production run between 1986 and 1988. A limited number of 250 were made for the purposes of homolgation, as this model was the premier Ford used in Group N racing.
The 1.6 Kent continued almost unchanged during the 9 year life of the Sierra/Sapphire, while the 2.0 Cologne was revised several times, being fitted to the Sierra 2.0 GL and GLE and later

to the stripped down Sierra 2.0 LX and Sapphire 2.0 GL and GLE models. It eventually even received fuel injection in the Sapphire 2.0GLi, boosting the power from 77 kW to 85 kW.

The Sierra was replaced by the Telstar in 1993. Samcor, which assembled Ford models under license after Ford had divested from the country, was already assembling the smaller Laser and Meteor, alongside the Mazda 323, on which they were based, as well as an earlier version of the Mazda 626. Ford’s badge engineering of Mazdas proved less successful in South Africa than in other markets, and the Telstar was replaced by the Mondeo in 1998.
Whereas British buyers rued the absence of a saloon version of the Sierra, in New Zealand, it was the absence of an estate (a “station wagon” there) that customers missed, when Ford New Zealand replaced the Cortina with the Ford Telstar range. This led to Ford importing CKD (”completely knocked down”) kits of the Sierra wagon for local assembly in 1984. The wagon was offered in 1.6 (base) and 2.0 litre “L” and “Ghia” models initially, and proved to be a strong seller. In one month in 1987, the facelifted Ford Sierra, by then a single station wagon model, was the country’s top-selling car range.

However, Ford cancelled the Sierra once Mazda, which developed the Telstar, could offer a station wagon. The Telstar wagon, while popular, never reached the Sierra’s heights, especially its competition successes overseas. Further reasons could be customers’ knowledge of the Telstar’s Japanese roots (European cars being perceived as superior, regardless of the Telstar’s more modern mechanicals), and that the equivalent Mazda 626 wagon offered a considerably longer warranty at a similar price.

Relative rejection of the Telstar forced Ford to import completely built-up (CBU) premium models built in Genk, Belgium from 1990: the Sierra 2.0 GLX Wagon, the Sierra Sapphire 2.0 Ghia and the XR4×4 were part of this range. The advertising copy read, “Introducing the new car that needs no introduction.” However, a relatively high price did not help – the Wagon began at over NZ$31,000 – and production errors in the launch brochure showed cars with no steering wheels. Furthermore, any marketing boosts Ford could have gained through Group A touring car racing were over with the Escort Cosworth becoming the company’s standard-bearer in competition (and the Escort, meanwhile, was absent from the New Zealand market).

The Sierra was withdrawn from the New Zealand market in 1992, and it would be another five years before its European successor the Mondeo would arrive there. In South America, the Sierra was produced in Argentina and Venezuela. In Argentina, it was offered in two and five-door hatchback and station wagon bodystyles. The facelifted post-1987 model was built in Venezuela, but not in Argentina until 1989, where the range continued with a Merkur XR4Ti-like grille until 1991 for XR4 and 1992 for four door models, when it was replaced by the Volkswagen Santana-based Galaxy. The 1.6 L was offered in GL model only, LX, Ghia, Ghia SX and XR4 were based in a 2.3 engine with some differences. Some Ghia models also featured automatic transmission as an optional. The station wagon was called the Sierra Rural — “Rural” being used for Ford station wagons in Argentina in the same way “Turnier” is used in Germany.

GL model was the base model replaced by the LX with same equipment. XR4 was replaced by the 4-doors Ghia SX.
In the USA, the Ford Sierra and the Ford Scorpio were offered under the failed Merkur brand. The Sierra was imported as a three door only, and called the XR4Ti (similar to sub-model designations in other markets). The Sierra name was not used by Ford in the US; the market had already seen the similar-sounding Oldsmobile Ciera, and the Sierra name was used by General Motors Corporation from the 1970s as a trim level on its pickup trucks.The car was offered from the start of the Merkur brand in 1985 until 1989. It was equipped with a 2.3 L variant of the SOHC “Pinto” engine, equipped with a turbocharger and fuel injection but no intercooler. The Merkur brand is claimed to have been a commercial flop. The reasons vary. Safety and emissions regulations in the U.S. forced Ford to make costly modifications, resulting in relatively high prices. Exchange rates also fluctuated too frequently. Moreover, since Merkurs were sold at Lincoln-Mercury dealers, many customers were more attracted towards Mercury models because of their lower prices. Ironically, the XR4Ti outsold all the European XR variants combined, making it the most successful “XR” model.

Unlike many of its rivals, the Sierra retained rear wheel drive, albeit with a modern, fully independent rear suspension, departing from the Cortina’s live axle. In the beginning the Sierra used engines and transmissions from the Taunus / Cortina. The engines were of two types, the SOHC Ford Pinto engine in 1.3, 1.6, 1.8 and 2.0 L displacements, and the OHV Cologne V6 engine (in 2.3 and 2.8, rarely 2.9 L capacities). Towards the end of the 1980s, the Pinto engine began to be phased out replaced with the Ford I4 DOHC engine (2.0 L) or CVH engine (1.6 L and 1.8 L) first seen in the Escort in 1980. The 2.9 L Cologne engine was available in the Sierra XR4×4 and the rear wheel drive Sierra Ghia. Models with the 2.0 L and Cologne V6 engines had an option of a limited slip differential. Models built until 1989 used the type 9 gearbox that had been used in the Cortina, with the exception of 2WD Cosworth models that used the T5; it was later superseded by the MT75 unit (for DOHC, 4X4 and V6 models). All Sierras had rear drum brakes, except sporting models (2.0iS (some), XR4×4, Sierra Cosworth, other special/sporting models inc 2.0i 4×4) and models with anti-lock brakes. American versions meanwhile were sold only with a 2.3 L four cylinder turbocharged version of the Pinto engine.

The Sierra also had a diesel option on the engine, namely at launch the 2.3L normally aspirated Diesel made by Peugeot. This engine was also used in contemporary Granadas and whilst reliable and economical it made an unrefined, noisy and very slow vehicle, but remained a popular option for Taxi firms. This was later superseded in 1990 by a 1.8L turbocharged
powerplant of Ford’s own design which offered better response times and slightly more power.

In 1983, the high-performance XR4i version was introduced. It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell. The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i. A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most noticeably by Andy Rouse who used one to win the 1985 BTCC.In South Africa, there was a 3.0 L V6 version, called the XR6, while a limited run of 250 eight-cylinder XR8s were made in South Africa for saloon car racing homologation in 1984. These were based on the Ford Windsor 302 engine.

In 1985 the XR4i was replaced by the XR4×4, which was based on the five-door hatchback, had four wheel drive and was powered by the same 2.8 L V6 engine. By the end of its production in 1990, 23,540 had been produced. From 1990 to 1993 the XR4×4 was available with both the revised 2.9EFi and 2.0 DOHC EFi engines. The XR4i also made a reappearance (as a badging exercise) in 5-door form but with the DOHC 2.0 engine instead of the V6.

In 1989, Ford nodded towards its past and created the Sierra 2.0i 2000E, a model name used with limited success on the Mk3 Cortina. The Sierra 2000E had two-tone metallic paint, alloys and leather/wood interior and was offered in saloon form. It was not a great sales success and was only a limited run.
In Argentina the XR4 model (without injection) starts at 1986 until 1991, It was equipped with the Taunus 2.3 engine. At the 89’s all Sierra models has a small facelift. The direct rival was the Renault Fuego 2.2.In July 1986, a special version called the Ford Sierra RS Cosworth was launched, using a 204 hp (DIN) 2.0 L DOHC engine developed by Cosworth, with a Garret T3 turbocharger and intercooler. It was designed by Ford’s Special Vehicle Engineering (SVE) group and made in Ford’s Genk factory in Belgium. It was based on a three-door Sierra with the dashboard from the Merkur XR4Ti. The car was available in only white, black or Ford’s ‘Moonstone Blue’ and only 5545 were made.

In 1987, a 224 bhp Sierra Cosworth, the RS500, was sold alongside the 204 hp version. Only 500 were produced as the minimum number of road-going cars required to meet with newly introduced homologation racing rules, allowing it to compete in certain motor racing competitions. The car was modified by the Tickford Engineering Company in conjunction with Ford. Revisions included uprated brakes and modified front and rear spoilers (a second smaller rear spoiler was added beneath the large “whale-tail”), a modified front bumper to allow extra cooling for a larger intercooler, as well as various engine upgrades including a larger turbocharger. Racing versions of the Cosworth were highly successful in European and World touring car racing throughout the late 1980s and early 1990s’, and the RS500 helped Ford to win the manufacturer’s title in the 1987 World Touring Car Championship.

In 1988, a new Cosworth was produced which was based on the Sierra Sapphire saloon. 13,140 were produced until it was replaced in 1990 by a four wheel drive version, the Sierra Sapphire RS Cosworth 4×4, of which 12,250 were built. Its replacement came in the form of the Escort RS Cosworth which appeared in 1992, which used a shortened and developed version of the Sierra platform and running gear but clothed with an Escort-esque bodyshell and the return of the whale-tail spoiler.

Currently, because of the RWD layout, the Sierra has became a good and cheap option to use as a drift-car.
The 2.0 L Ford Sierra was an attractive base to a serious street car tuning project, as a turbocharged 2.0 L engine could produce well over 400 hp (300 kW) with a street-legal setup.

In Finland, tax laws made the 1.3 L-engined Sierra an attractive business car in the mid 1980s. A number of these underpowered engines were turbocharged by local Ford dealers in order to gain 2.0 L engine power with 1.3 L tax fees to the owner of the vehicle. The 1.6 L and 2.0 L OHC engines were also turbocharged. Some of these “Stockmann Turbo” Sierras, called so after a major dealer that made the conversions, are still running today.
Turbocharged versions of the Sierra were also available as post-production models from companies like Janspeed and, most notably, from Turbo Technics. The XR4×4 2.8 was available with a range of aftermarket kits pushing power from 150 bhp to 200/230/250 bhp. The 2.9 got a twin-turbo setup, available in 225/250/280 bhp variants. Even the DOHC version got a single turbo kit, of which only a small number were made. Turbo Technics even sold their own pre-prepared Sierra known as the Minker; only a handful were ever produced, as they cost significantly more than Ford’s own RS Cosworth.

In 1987, the Sierra was given some minor styling revisions (the windows were slightly enlarged, while the front fascia was tweaked), and a saloon (Ford Sierra Sapphire) version was introduced. A pickup truck version was also introduced in 1988 to replace the Cortina-based P100 imported from South Africa. It kept the P100 name. Some detail styling changes were made in 1990, when the dashboard styling was freshened up, the front fascia featuring white lense indicators, the rear fascia given smoked rear lamp lenses, improved steering wheel design and front grille was added to suit growing demands. A further revision to the interior trim (dash and door trimmings) and bumpers appeared for the 1992 line up. UK production of the Sierra ceased, with right hand drive production moving to Belgium.
By the early 1990s, however, it had become clear that the Sierra had fallen out of step technologically against modern Japanese rivals which offered multi-valve engines, multi-link rear suspension and front wheel drive. All of these features would appear on the Sierra’s long awaited replacement, the Mondeo, which was unveiled at the end of 1992 and launched the following March.

As of 2007, 14 years after the Sierra’s demise, numerous examples of the car are still in circulation. Along with the Cosworth and XR range (that have held a cult following for a number of years), the Sierra is starting to move into the collectable/classic scene, especially the Mk1 versions.

The first British buyers took delivery of the Sierra during October of 1982, one year after the launch of the second generation Vauxhall Cavalier that was already proving very popular with buyers. Although the Sierra was available as a hatchback like the Cavalier, it inherited the Cortina’s rear-wheel drive layout, a perhaps surprising decision for Ford to make at a time when rear-wheel drive cars in its sector were gradually being phased out in favour of new cars with front-wheel drive.

The initial reaction to the Sierra from the British motoring public was one of shock, as it was quite unlike anything else on the road at the time, and was worlds away from the ultra-conventional Cortina that had been Britain’s most popular car for the previous 10 years. But buyers soon got used to the Sierra’s aerodynamic design (which earned it the nicknames “Jellymould” and “Salesman’s Spaceship”) and it was Britain’s third most popular new car for 1983, and the most popular in its sector. It was overtaken by the Vauxhall Cavalier in 1984 and again in 1985, but regained top spot in 1986 and held it until Vauxhall reclaimed top spot with the third generation Cavalier in 1990. The Sierra never sold quite as well as the Cortina, but it was still a hugely popular car which attracted six-figure volume sales year after year, with the fleet market being particularly attracted to it.

Some people say that the lack of a saloon version (not just the car’s unconventional styling) slowed down sales in its first few months on sale, but buyers looking for a full-sized family saloon finally got what they wanted in February 1987 when the facelifted Sierra went on sale and the updated range included the Sierra Sapphire saloon. Production ceased at the beginning of 1993 on the launch of the entirely new Mondeo, but the Sierra remained hugely popular as a second hand buy, and as of 2007 – 14 years after its demise – the car is still a frequent sight on British roads.

Since its dramatic 1964 introduction, Ford Mustang has been the icon of American performance and style, capturing hearts worldwide. For 2005, Mustang combines an all-new, fully modern architecture with all the soul that makes a Mustang a Mustang – bold style, a brawny engine and rear-wheel-drive excitement.
In short, every inch of Mustang is new – yet it staunchly remains the genuine article – “America’s Car” for 40 years.

Based on an all-new, fully modern body structure and chassis system featuring advanced MacPherson struts and a three-link live axle with Panhard rod, Mustang boasts an overall ride sophistication unmatched by any of its ancestors. Its braking and handling are nothing short of world class.

It produces all the tire-smoking power the rear wheels – and most drivers – can handle, with a better-breathing 300-horsepower, 24-valve MOD V-8 or 200-horsepower SOHC V-6 engine.

With power comes responsibility, and the new Mustang takes occupant protection to a new level. A stout safety cage, Ford’s Personal Safety System™ with passenger weight-sensing technology, available side air bags and a front structure designed for demanding offset impacts, provide drivers and passengers with the most comprehensive protection ever offered in a muscle car.
What’s more, all this unrivaled driving excitement will continue to come at an attainable price. Mustang will remain the best performance car for under $20,000, and the most affordable 300-horsepower car made today.

Like wild horses on the open plain, Mustangs always have exuded a sense of pure power. The 2005 Ford Mustang offers a clean, contemporary design rooted in this unmistakable heritage. It is direct, straightforward, honest and – above all – authentically American.
The Mustang takes its design language from the concept car that stole hearts along the auto show circuit and signaled that America’s only remaining muscle car would be introduced for 2005 with even more attitude.

“We weren’t just redesigning a car, we were adding another chapter to an epic,” said J Mays, Ford Motor Company group vice president, Design.

An all-new platform and clean-sheet design approach gave birth to a car that is modern, legendary and unmistakably Mustang.
The signature long hood and short rear deck capitalize on 40 years of history, as do classic design cues that have helped define Mustangs since the 1960s: C-scoops in the sides, three-element taillamps and a galloping horse badge in the center of the grille. The Mustang’s menacing shark-like nose imparts an attitude not seen since the 1967 model, while jeweled, round headlamps in trapezoidal housings are part of a striking new design flair.
“The new Mustang is pure American muscle,” Mays said. “But, rest assured, we’re not insisting on history at the expense of our future.”

The 2005 Mustang has an aggressive rake that puts the car in motion even when it’s standing still. The wheels were pushed to the corners of the body, better anchoring Mustang visually and physically to the road. The six-inch wheelbase gain over the 2004 model and increased interior compartment width provide more room for driver and passengers.

The cabin – a beneficiary of Ford’s tripled investment in interiors – is every bit as breathtaking and genuine as the exterior. Three distinct design themes celebrate Mustang history with modern materials and features, including an available industry-first, color-configurable instrument panel for almost unlimited personalization.
“This is a $30,000 interior in a $20,000 car,” said Larry Erickson, Mustang chief designer. “The functional, contemporary look of this interior and its precise execution set a new standard.”
Available authentic aluminum panels spanning the dashboard are particularly eye-catching, as are prominent dual chrome-ringed gauges that cap an all-new technology. Thanks to the industry’s first available color-configurable instrument cluster, Mustang owners can mix and match lighting at the touch of a button to create more than 125 different color backgrounds to suit their personality, mood, outfit or whim.

Chrome-ringed air vents are aligned vertically across the dash, precisely in line with the gauges, and the steering wheel has three spokes with a black center hub marked by the horse and tricolor bars logo, echoing the design of the 1967 Mustang.

The available Interior Color Accent Package – charcoal with red leather seats, red door inserts and red floor mats – is as much a jaw-dropper as the interior of the acclaimed concept vehicle that inspired it. The cabin’s aluminum hardware accents add a look of technical precision.

Thanks to efficient packaging and the larger overall size of the new Mustang, taller drivers will feel more at home, and all four occupants enjoy more room. Overall, the new model offers the driver more headroom and shoulder room. Rear passengers also enjoy more legroom and shoulder room in their sculpted bucket seats.

More features are standard than ever before, including one-touch up/down power windows, power mirrors, keyless entry and power locks, a heated rear window and interval wipers. Audio systems range from the standard CD player on base models to the wild, chest-pounding 1,000-watt Shaker Audiophile system.

Muscular new engines infuse Mustang with its legendary tire-smoking performance. The 4.6-liter all-aluminum V-8 has three-valve heads and cranks out 300 horsepower, while the new SOHC V-6 engine generates 202 horsepower from 4.0 liters. Five-speed transmissions – manual and automatic – put the power to the pavement.

The 2005 Mustang GT is the first mainstream production Mustang to break into the 300-horsepower arena, a place formerly occupied only by legendary Cobra and Boss models. The new level of performance – on regular fuel – is made possible by intelligent application of powertrain technology.

Because of its all-aluminum construction, Mustang’s MOD V-8 – a member of Ford’s modular engine family – weighs 75 pounds less than a comparable cast-iron design and stokes up 40 more horsepower than the 2004 engine. That’s over 50 percent more power than delivered by the fiery, small-block 289-cubic-inch V-8 found under the hood of the classic 1964 model.

Electronic throttle control, faster engine management controls and the new three-valve cylinder heads with variable camshaft timing all contribute to this impressive output.

The three-valve heads with VCT allowed engine designers to use a higher compression ratio with regular 87-octane gasoline to maximize the energy used by every drop of fuel. Intake runners with active charge motion control valves also shape each combustion event for strong, low-end torque and maximum high-rpm power.

Mustang’s manual and automatic transmissions are also upgraded for improved performance.

For the first time, Mustang is available with a five-speed automatic transmission. The 5R55S automatic provides a unique combination of off-the-line jump and remarkably good highway fuel economy. A powerful new transmission control computer can communicate with the engine electronics 10 times faster than before and precisely controls shift duration and timing.

For those who prefer to compute their own shift points, five-speed manual transmissions are standard. The V-8 powered GT is equipped with a rugged Tremec 3650 gearbox, while V-6 cars get a Tremec T-5 manual. Both benefit from improved shift quality and efficiency. The shift linkage provides quick gear engagement and a solid feel.

The purpose-built, muscle-car chassis is new from the ground up, with a state-of-the-art front suspension and precise, three-link rear axle with Panhard rod. Combined with direct, accurate steering and powerful disc brakes, Mustang now has what it takes to catapult the American muscle-car driving experience to the next level.

Track time – at drag strips and on road courses – was a critical part of development, as chassis engineers pushed prototypes to the limit in search of the perfect power-and-handling blend.

“We spent countless hours refining this car on development drives and at the track,” said Mark Rushbrook, vehicle dynamics supervisor. “The car has been to the Nelson Ledges road course in Ohio several times for 24-hour runs and has spent months on our own straightaways and handling courses at our proving grounds in Arizona, Michigan and Florida.”

By the time testing is completed, prototypes of the new Mustang will have logged nearly 1 million miles on streets and highways and tracks throughout the United States, Canada and Sweden in all types of weather.

The MacPherson-strut front suspension’s reverse “L” lower control arms are the product of a groundbreaking manufacturing technology used to produce steel control arms that actually weigh less than some comparable cast-aluminum designs. MacPherson struts – originally developed in the 1940s by Earl S. MacPherson, a Ford engineer – are widely renowned for their ability to deliver both comfort and control with reduced weight.

A firm bushing is positioned at the point where the shorter forward leg of the L-arm connects to the chassis to control lateral – or side-to-side – motion and quicken steering response. The longitudinal – fore-and-aft – movements are directed through a softer, compliant bushing at the longer, rear L-arm leg, which damps road shocks. This isolation is a direct benefit of the reverse “L” configuration of the control arms.

Still Rock Solid – Rear Axle with New Three-Link Suspension.
Mustang’s characteristic solid-rear axle has evolved continuously over the past 40 years, and the new model takes the car’s signature design into a new dimension.

“We talked to a lot of Mustang owners as we were developing this program,” said Hau Thai-Tang, chief engineer. “They are a very passionate group, and a lot of them told us – very strongly – that the all-new Mustang had to have a solid rear axle.”

The solid rear axle offers several advantages that play to Mustang’s strengths. It is robust, maintains constant track, toe-in and camber relative to the road surface, and it keeps body roll well under control.

For 2005, Mustang’s rear suspension has a new three-link architecture with a Panhard rod that provides precise control of the rear axle. A central torque control arm is fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.

The lightweight, tubular Panhard rod is parallel to the axle and attached at one end to the body and at the other to the axle. It stabilizes the rear axle side-to-side as the wheels move through jounce and rebound. It also firmly controls the axle during hard cornering. The shocks are located on the outside of the rear structural rails, near the wheels, reducing the lever effect of the axle and allowing more precise, slightly softer tuning of the shock valves.

Mustang is faster, more agile and better looking than ever – but it’s much quieter and refined for 2005. In the design process, a quiet cabin – where unwanted road and wind noise is supplanted by the signature growl of a Mustang engine – was a top priority.

The result is a car that delivers the performance Mustang buyers demand, along with a more civilized environment that makes for a pleasant driving experience, whether on long trips or in more routine travel about town.

The standard four-wheel disc brakes have the biggest rotors and stiffest calipers ever fitted to a mainstream Mustang. Twin-piston aluminum calipers clamp down on 12.4-inch ventilated front brake discs on GT models – an increase of more than 15 percent in rotor size. The V-6 Mustangs get 11.4-inch ventilated rotors that also are 30 mm thick.

In the rear, the brake rotors are 11.8 inches in diameter – more than 12 percent larger than on the 2004 model. Rear rotors are vented on the GT and solid on the V-6. A new four-channel antilock braking system is available for a greater degree of brake control.

Bundled as an option with ABS, an all-speed intelligent traction control system uses electronic sensors to constantly monitor road conditions and feed the information to a dedicated control computer capable of determining within milliseconds whether the vehicle is on dry pavement or negotiating a slippery surface. On those occasions when traction control isn’t desired – like a smoky burnout at the drag strip – drivers can deactivate the system with a button conveniently located on the instrument panel’s center stack, just to the right of the gauges.

Stronger, Safer, More Secure

Mustang’s agility helps drivers avoid accidents like no muscle car in history. Responsive, precise controls, coupled with high levels of overall grip and the strongest brakes ever fitted to a Mustang, give the driver the controllability that can turn an impending collision into just a close shave.

If a collision is unavoidable, a stout safety cage, Ford’s Personal Safety System™ restraints suite and available side air bags with head and chest coverage give occupants the best possible protection.

The Ford Motor Company Personal Safety System, one of the industry’s most comprehensive safety technology packages, is standard. The system is designed to provide increased protection in many types of frontal crashes by analyzing crash factors and determining the proper response within milliseconds. It uses dual-stage driver and front-passenger air bags – capable of deploying at full or partial power – safety belt pretensioners and energy management retractors.

Standard occupant classification sensing builds on the strength of the Personal Safety System to tailor deployment of the front-passenger air bag. If the passenger seat sensor detects no weight – or very little weight, like a newspaper or a jacket – the passenger air bag is automatically switched off. If more weight is on the seat, like a small child, the air bag remains deactivated and an instrument panel light alerts the driver with the message “PASSENGER AIR BAG OFF.” Of course, children are safest when properly restrained in the rear seat. If an adult is seated properly in the passenger seat, the air bag automatically switches on, ready to inflate within milliseconds if needed.

An optional active anti-theft package offers customers a new level of security for their Mustang. The feature is aimed directly at combating wildly high performance-car insurance premiums. The package includes:

An inclination sensing module to guard against tow-away thefts
Interior motion sensor to detect “smash-and-grab” break-ins
Separate alarm sounder – instead of vehicle horn – to thwart thieves trying to disable the horn
High-capacity, 60-ampere-hour battery capable of sounding the alarm longer

“Few vehicles have been as closely identified with their engines over the years as the Mustang. Whether it was the Boss 302, the 351 Cleveland, the 5.0-liter or the 4.6-liter MOD engine, Mustang owners have always known – and bragged about – what was under the hood. With the new 300-horsepower, three-valve 4.6-liter MOD V-8, we’re giving them plenty to brag about – again.”

Eengine is the heart of any muscle car, and with the new 2005 Mustang, the beat goes on stronger than ever.

A new V-8 engine pumps the Mustang GT up to an impressive 300 horsepower and 315 foot-pounds of torque – enough to get any muscle-car enthusiast’s heart racing. It marks the first time the mainstream Mustang GT offers 300 horsepower – formerly exclusive Mach 1, Cobra and Boss territory.

The GT’s 4.6-liter, three-valve MOD V-8 packs 40 more horsepower than the current V-8 and more than 50 percent more power than the fiery small-block 289-cubic-inch V-8 that propelled the 1964 model to stardom.

This new level of performance – on regular gas – is made possible by intelligent application of modern technology, including all-aluminum construction and a new head design that incorporates three valves per cylinder and variable cam timing.

The V-6 Mustang customer hasn’t been forgotten either. The new 90-degree, single-overhead-cam 4.0-liter engine produces 202 horsepower standard – up from the prior pushrod engine’s 193 hp – for a new level of performance. Peak torque is 235 foot-pounds, 10 more than the prior model’s 225.

“Part of our promise of building better cars cleaner, safer and sooner is not only delivering these cars to customers sooner, but reaching the end of the quarter mile sooner, too,” said Hau Thai-Tang, Mustang chief engineer.

Electronic throttle control is new to Mustang for 2005. Each engine has been tuned to provide heart-warming performance sound and feel, without unwanted noise, vibration and harshness. New, faster electronic processors with more computing muscle and memory enable Mustang’s more powerful engines to deliver even better fuel economy with lower emissions.

Mustang’s new 4.6-liter, three-valve MOD V-8 has its roots in Ford’s modular engine family that spawned stalwarts like the F-150’s workhorse 5.4-liter Triton™ V-8s and the 6.8-liter V-10 found in Super Duty F-Series pickups.

The V-8’s deep-skirt, lightweight aluminum engine block provides optimum stiffness and strength, saving 75 pounds compared with a cast-iron design. Computer-aided engineering was used to reinforce key areas of the block, adding rigidity without weight.

The lightweight hypereutectic aluminum pistons have short skirts, with an anti-friction coating that assures more of the power is delivered to Mustang’s rear wheels and less is lost to friction. High-tension piston rings provide better cylinder sealing for long-term durability and low oil consumption. The connecting rods use Ford’s cracked powdered metal manufacturing technique for precise fit. Five main bearings with cross-bolted main bearing caps further ensure durability and reduce flex. A tray attached to the main bearing caps baffles oil flow in the pan, reducing aeration and assuring proper oil feed to the crankshaft during the kind of sustained lateral maneuvers encountered in performance driving.

For refinement, both the V-8 and V-6 engine are installed using hydromount bushings on either side of the block. These liquid-filled engine mounts are tuned to quell specific unwanted vibration. The V-6 engine, with its narrower 60-degree V-angle, also uses a computer-designed, triangular cast-aluminum engine mount bracket.

In addition to offering more power and improved efficiency, Mustang’s engines will meet Ultra Low-Emission Vehicle II (ULEV II) standards, which govern evaporative and tailpipe emissions. This makes the new Mustang a big part of Ford’s growing environmental success story. On average, the 2005 fleet of Ford Mustangs will emit 57 percent less smog-forming pollution than the 2004 model year fleet.

With 4.6 liters (281 cubic inches) of displacement, the Mustang GT engine generates more than 65 hp per liter. This compares with the 42 hp per liter that wowed enthusiasts when Ford first wedged a fiery, small-block 289-cubic-inch V-8 and four-barrel carburetor into the Mustang in 1964.

One of the keys to producing 300 horsepower from this relatively small displacement is Mustang’s new single-overhead-cam, three-valve cylinder head design with variable cam timing. The new head gives the engine a higher compression ratio than previously possible on regular 87 octane gasoline.

Air equals engine power, and the V-8’s heads use two intake valves per cylinder to move more air into the engine. A new, tuned-length exhaust manifold offers optimized exhaust flow to help scavenge burned gases from the cylinders.

The center-mounted sparkplug, for a symmetrical flame, is a Ford innovation. Longer and narrower than previous designs, it can extend down to the center of the cylinder head, while leaving as much room as possible for the valves. The compact coil-on-plug ignition system frees space under the hood and allows more precise spark control.

The three-valve heads are smaller than the previous two-valve heads, reducing weight. They also offer a more direct, “ported” style path to the valves for better air flow at peak engine speeds. Magnesium cam covers suppress valve train noise and reduce weight. Taking weight out at the top of the engine helps lower the car’s center of gravity and its roll-center axis, improving handling.

Ford’s modular engine architecture lets Mustang share its aluminum heads with the new, 5.4-liter, three-valve Triton V-8 of the F-150, benefiting manufacturing efficiency. The heads in the F-150 and Mustang GT engines even share the same part number, including camshaft. However, sophisticated electronic controls, including the ability to regulate camshaft timing, allowed Ford powertrain engineers to tune both engines quite differently to achieve their individual missions.

The Mustang’s torque curve is steeper and peaks at 315 foot-pounds at 4,250 rpm. The Triton delivers more total torque, at 365 foot-pounds, with peak torque coming in more quickly at 3,750 rpm.

The 4.6-liter, three-valve MOD V-8 engine has the same cylinder bore diameter as the 5.4-liter, three-valve Triton, but a much shorter stroke – 3.54 inches vs. 4.17 inches. This gives it free-revving performance characteristics well-matched to a performance car.

Variable Camshaft Timing – Power Without Penalty

Variable camshaft timing was a key in the quest to wring more power from the Mustang’s 4.6-liter, three-valve MOD V-8 engine, while simultaneously improving efficiency and reducing emissions. VCT lets allows the valves operate at optimum points in the combustion cycle, tailored to the engine’s speed and load at that instant.

The Mustang VCT system allows up to 50 degrees of cam variation in relation
to the crankshaft angle. Ford’s “dual-equal” variable cam timing design shifts timing of both the intake and exhaust valves together, with one camshaft per cylinder head. This provides all the benefits of, but creates far less complexity and adds less weight than, VCT systems that actuate the intake and exhaust valves separately.

The cams operate both sets of valves using low-profile roller-finger followers, helping reduce friction and keep the overall engine height – and thus, hood line – low. Cam position is controlled by an electronic solenoid that modulates oil pressure to advance or retard the cam timing based on input from the engine’s electronic control computer.

Topping off each engine is an all-new intake manifold, specifically tuned for the Mustang. Powertrain and NVH engineers worked together using computer-aided design and engineering, along with sound-quality studies, to achieve the right balance of sound characteristics and maximum airflow, assuring the Mustang engines sound as good as they perform.

Just as an opera singer’s vocal cords vibrate to make a pitch, Mustang’s tuned intakes create a distinctive, powerful, soul-stirring sound.

For the 4.6-liter, three-valve MOD V-8 engine, the new manifold incorporates a low-profile, dual-bore throttle body that draws cold air from outside the engine compartment and uses tuned intake runners for maximum power and efficiency.

The composite integrated air-fuel module incorporates a flat, stainless steel fuel rail with charge motion control valves at the end of each intake runner. The air-fuel mixture entering an engine behaves differently at different engine speeds and loads. At low engine speeds and light loads, these specially shaped CMCV flaps are closed to speed up the intake charge and induce a tumble effect in the combustion chamber. This causes the fuel to mix more thoroughly, and burn more quickly and efficiently. At higher engine speeds, they open fully for maximum flow into the combustion chambers at wide-open throttle.

Mustang’s sophisticated electronics system – five times faster and boasting up to eight times more memory than the previous generation EEC-V powertrain control module – constantly monitors an array of sensors to make thousands of split-second decisions.

The most important sensor for the all-new electronic throttle control system is the one at the driver’s right foot.

Mustang’s powertrain computer infers the driver’s intent from the position of the accelerator pedal. It continually matches this information against other data – like engine speed and load – and electrically operates the throttle-body at the front end of the intake manifold to achieve results the driver demands.

Mash the pedal, and the throttle body will open as fast as the engine can handle the inrushing air. At the same time, the powertrain computer optimizes the variable cam timing, fuel flow and transmission shift points to match.

This system – called torque-based electronic throttle control – is a direct descendant of technology first used in fighter aircraft. It delivers improved efficiency and better acceleration, compared with systems that simply mimic the action of a mechanical throttle linkage.

Throttle control is tuned to deliver consistent response over a wide range of operating conditions, including temperature and altitude, which influence engine response and power. Although lower density air still limits peak engine power, part-throttle response does not degrade with high altitude or high temperatures. The transmission shift schedule also changes to compensate.

“The benefit of electronic throttle control to the driver is an effortless feeling that gives drivers more of what they want, when they want it,” said Eric Levine, Mustang V-8 Engine supervisor.

Because the stiff metal cable between a traditional accelerator pedal and the engine is eliminated, so is a traditional pathway into the cabin for noise and vibration.

The ETC system has numerous safety features, including redundant sensors and double return springs at the accelerator pedal, dual sensors at the throttle valve, a closed-throttle-default actuator, backup microprocessors and self-diagnostic software. Multiple fail-safe mechanisms are provided by the software and hardware, and the system is fault-tolerant – if a problem is detected, a “limp-home” mode allows the car to move under its own power.

With technologies like electronic throttle control, traction control and an available five-speed automatic transmission, the base Mustang’s new 4.0-liter SOHC V-6 powertrain is anything but basic. And with 200 horsepower and 235 foot-pounds of torque, the V-6 engine offers real Mustang performance at a more economical price.

The 4.0-liter V-6 offers improved NVH, higher power output and a more compact package than the previous Mustang’s 3.8-liter pushrod V-6. It features low-profile heads with single overhead cams driven by a slave shaft mounted in the “V” of the engine. This results in a lower overall engine height than a conventional overhead cam setup.

As in V-8 applications, a new composite intake manifold was developed specifically for duty in the Mustang. The 4.0-liter V-6 also gets a unique camshaft grind, new tuned-length exhaust manifolds, a new flywheel and an oil pan. In addition, Mustang engineers designed an enhanced fuel injection system with reduced evaporative leakage, a new EGR system and revised cooling circuit for the 4.0-liter V-6.

Key noise-reducing features of the 4.0-liter SOHC V-6 include a girdled crankcase for increased strength and rigidity, a dual-mode crankshaft damper, coated skirt pistons, optimized bearing clearances and isolated composite cam covers.

Research with current and potential customers played a role in achieving the sound quality buyers expect from a Mustang engine. Listening studies were conducted with current and potential Mustang owners to determine precisely what engine sounds were “powerful.” The resulting sound reinforces the American muscle-car personality of the 2005 Mustang.

For the first time, Mustang is available with a five-speed automatic transmission.
The 5R55S automatic, also used in the Lincoln LS and Ford Thunderbird, has closely spaced ratios that keep the engine in its power band to produce better acceleration, with a wide ratio that provides remarkably good highway fuel economy. The new powertrain control computer delivers benefits in the transmission, as well as the engine, by precisely controlling shift duration and shift timing. Throttle position, engine speed, load, environmental factors and other parameters guide the transmission shift schedule.

A new electronic interface lets the powertrain control module communicate with the automatic transmission 10 times faster than before. For the first time, powertrain engineers could match transmission controls with other sophisticated features like variable cam timing and electronic throttle control. As a result, the entire powertrain works together to deliver smooth performance.

For those who prefer to compute their own shift points, five-speed manual transmissions are standard on both the V-6 and GT versions of the 2005 Mustang.

The V-8 powered GT is equipped with a rugged Tremec 3650 gearbox; the V-6 cars get a Tremec T-5 manual. Both have been improved for shift quality and efficiency. For example, they now use a flange coupling instead of a splined drive with the driveshaft that results in better balance and reduced lash. An all-new shift linkage is designed to provide quick engagement of the gears, producing a solid feel and none of the “notchiness” apparent on some previous Mustangs.

The boosted hydraulic clutch reduces pedal effort while still offering a performance feel. The V-6 clutch has new plate materials for durability, and the V-8 clutch has been enlarged to handle the 300 horsepower of the new 4.6-liter, three-valve MOD engine.

In both automatic and manual transmission cars, Mustang GT models use a two-piece driveshaft that can withstand higher engine speeds and torque. V-6 models use a slip-in-tube driveshaft.

The rear axle ratio is 3.55:1 for the Mustang GT when equipped with a manual transmission. All other Mustangs use a 3.31:1 final drive ratio. The Mustang GT comes standard with a traction-lock 8.8-inch rear axle for smooth launches and better grip on loose or slippery surfaces.
Mustang V-6 models use 7.5-inch ring and pinion gears. All axles have a robust ring-and-pinion gear and feature a stiff differential case to reduce flex during cornering.

Under some conditions, Mustang drivers may find they need a little help in harnessing all the excitement the 2005 edition has to offer.

That’s where the new all-speed traction control system comes in. Standard on GT and bundled as an option with the antilock braking system on V-6 models, the traction control system takes advantage of the new Mustang’s high-speed communication network by using sensor information from both the engine controller and the ABS to quickly detect whether the vehicle is on dry pavement or is negotiating a slippery surface. The new electronic throttle system and brake system thus work smoothly in concert to reduce wheel spin.

But this is a muscle car, after all, so Mustang’s traction control is tuned a little differently. On dry pavement, the system allows more rear wheel slip under acceleration, enhancing the performance feel of rear-wheel drive. This means drivers still can “hang it out” a bit when the going gets particularly spirited. If the system detects slippery conditions associated with snow, ice or wet roads, it acts more aggressively to help the driver maintain stability.

On those occasions when traction control isn’t desired – such as a smoky burnout at the drag strip – drivers can deactivate the system with a button conveniently located on the instrument panel’s center stack, just to the right of the gauges. Another push will turn the system back on; otherwise, it will activate automatically the next time the vehicle is started.

A new-from-the-ground-up chassis and careful attention to vehicle dynamics give the all-new Mustang world-class ride and handling.

The starting point is an all-new, purpose-built, muscle-car platform with exceptional body stiffness and a very high strength-to-weight ratio. With this ultra-rigid structure, Mustang engineers could tune spring, damping and bushing rates to a finer degree than ever possible.

Using computer-aided design and engineering technology, the Mustang team took months off the earliest phases of component development. That gave driving dynamics experts more time to work out final chassis tuning – and they used it to deliver an unprecedented combination of road handling and comfort in the 2005 Mustang.

Track time – at drag strips and on road courses – was a critical part of development, as chassis engineers pushed prototypes to the limit in search of the perfect power-and-handling blend.

“We spent countless hours refining this car on development drives and at the track,” said Mark Rushbrook, vehicle development manager. “The car has been to the Nelson Ledges road course in Ohio several times for 24-hour runs and has spent months on our own straightaways and handling courses at our proving grounds in Arizona, Michigan and Florida.”

Street time was just as important. Mustang is a muscle car designed for everyday driving, and it must deliver a quiet, comfortable, reassuring ride in a real world plagued by potholes and uncertain road conditions. By the time testing is completed, prototypes of the new Mustang will have logged nearly 1 million miles on streets, highways and tracks throughout the United States, Canada and even Sweden in all types of weather.

A quiet cabin – where unwanted road and wind noise is supplanted by the signature growl of a Mustang engine – was a top development priority. Computers carefully mapped the natural vibrating frequencies of body components to pinpoint areas where unwanted noise was transmitted. Based on this data, components were modified or material was applied to quell the unwanted noise. Despite the new, quieter interior, the car still has plenty of “character.” There will be no mistaking it for something other than a Mustang.

The result is a car that delivers the edge – the performance characteristics Mustang buyers demand – along with the smooth – a more civilized environment that makes for a pleasant driving experience on long trips or in more routine travel about town.

One of the more critical development areas was the front suspension, where the Mustang design team delivered a high degree of precision handling, coupled with a smooth ride, all while harnessing the power a top-of-the-line GT can deliver.

Engineers carefully examined the BMW M3, a car believed by many to deliver just such qualities, before they laid out the Mustang’s suspension. They used lessons learned from the M3 and the Lincoln LS to create the new Mustang’s chassis design.

Mustang engineers settled on using a coil-over MacPherson strut front suspension with reverse “L” lower control arms made of lightweight I-section steel. MacPherson struts – originally developed in the 1940s by Earl S. MacPherson, a Ford engineer – are widely renowned for their ability to deliver both comfort and control with reduced weight.

The L-shaped lower control arms offer additional advantages over A-arm or wishbone-shaped suspension components when it comes to blending sure handling with ride comfort. A firm bushing is positioned at the point where the shorter forward leg of the L-arm connects to the chassis to control side-to-side motion and quicken steering response. The fore-and-aft movements are directed through a softer, compliant bushing at the longer, rear L-arm leg, which damps road shocks. This isolation is a direct benefit of the reverse L-configuration of the control arms.

Springs are mounted concentrically on the MacPherson struts in a coil-over-shock configuration. The layout allows the shocks to damp forces in the same vector as the spring, cutting friction and enabling more precise shock-valve tuning. A stabilizer bar – 34 mm on the GT and 28.6 mm for V-6 models – helps limit body roll.

At the core of Mustang’s advanced new front suspension is groundbreaking manufacturing technology used to produce steel control arms that actually weigh less than some comparable cast-aluminum designs.

Employed for the first time in a production vehicle, this new manufacturing technique allows two C-section stampings to be assembled back-to-back with welded seams. This creates an I-section profile that offers an exceptional strength-to-weight ratio. Material is efficiently moved toward the edges of the control arms for increased stiffness, while the center is kept thin to minimize weight.

Reducing unsprung weight – components that are positioned below the springs and shocks – improves the suspension’s response to abrupt changes, like pavement seams. Drivers will feel more connected to the road, while enjoying a smoother, quieter ride.

“Having too much unsprung weight is like trying to play basketball in ski boots,” said Rushbrook. “Keeping the unsprung weight low gives the suspension the quickness to stay firmly planted to the road.”

The new steering system not only makes Mustang more enjoyable to drive on the open road, it also greatly improves parking lot maneuverability. The rack-and-pinion linkage provides crisp turn-in and excellent response, with a turning circle nearly 3 feet smaller than the 2004 model.

Working on a clean sheet of paper, Mustang’s engineering team could have selected any type of setup at the rear, including an independent suspension. So why choose a solid rear axle? The answer lies in Mustang’s position as America’s sports car.

“We talked to a lot of Mustang owners when we were developing this program,” said Hau Thai-Tang, chief nameplate engineer. “They are a very passionate group, and a lot of them told us – very strongly – that the all-new Mustang must have a solid rear axle.”

Although a mainstay of muscle-car design, the solid axle hasn’t always been viewed as its strong suit. Early hopped-up sedans often overwhelmed their leaf-spring live axles, which weren’t designed for the demands of performance driving. The slender leaf springs were prone to side sway in hard maneuvers and to wind up and “hop” the rear wheels under full throttle. The tendency of the low-grip bias-ply tires of the day to lose traction and “burn rubber” actually was a blessing in disguise, as it took pressure off the suspension.

For 2005, Mustang’s rear suspension takes a completely different approach to combat wheel hop. Engineers opted for a three-link architecture with a Panhard rod that provides precise control of the rear axle. A central torque control arm is fastened to the upper front end of the differential, while trailing arms are located near each end of the axle.

A lightweight, tubular Panhard rod is parallel to the axle and attached at one end to the body and at the other to the axle. It stabilizes the rear axle side-to-side as the wheels move through jounce and rebound. It also firmly controls the axle during hard cornering.

Constant rate coil springs and outboard shocks are tuned for a firm, yet compliant, ride. The shocks are located on the outside of the rear structural rails, near the wheels, reducing the lever effect of the axle and allowing more precise, slightly softer tuning of the shock valves.

The GT version of the car incorporates a separate rear stabilizer bar to reduce body lean further.

Previous Mustangs used a simplified rear suspension linkage that acted on composite force vectors. By using separate longitudinal and lateral links in the all-new Mustang, engineers could isolate the forces acting on the rear axle and tune the bushings accordingly. As a result, the axle is more precisely controlled throughout its range of motion. Road shocks are isolated and damped, and the solid lateral control of the rear axle reduces body sway and improves control and stability over mid-corner bumps.

The solid rear axle offers several other advantages that play to Mustang’s strengths. It is robust, maintains constant track, toe-in and camber relative to the road surface, and it keeps body roll well under control.
In short, the Mustang’s sophisticated rear geometry provides handling precision and performance worthy of a modern muscle car. But that doesn’t mean any of the fun has been dialed out of the new model. Keeping enthusiasts in mind, Ford chassis and powertrain engineers worked together to make sure owners of the new Mustang still can “chirp” the rear tires when the spirit moves them.

Bigger usually means better when it comes to brakes, but that is only part of the story behind the 2005 Mustang’s sophisticated standard four-wheel-disc braking system.
Along with Mustang’s biggest-ever rotors and stiffest calipers, comes a new, four-channel anti-lock braking system. Standard on GT and optional on V-6, it enhances braking performance. In addition to helping prevent wheel lock-up, the new system has electronic brake force distribution, which distributes braking power to the wheels where it can be used most effectively.

Dual piston aluminum floating front calipers clamp down on 316 mm (12.4-inch) front brake discs on GT models – an increase of more than 15 percent in rotor size. On the GT, the brakes have 14 percent more swept area than those of the previous model. These rotors are 30 mm thick and are ventilated to provide consistent stopping power, even under the strain of excessive heat induced by repeated hard braking. The payoff comes in shorter stopping distances, better pedal feel and longer pad and rotor life.

The V-6 Mustangs get 293 mm (11.5-inch) ventilated rotors that also are 30 mm thick. This represents a 6 percent increase in rotor size over the previous V-6 Mustang brakes.
In the rear, the brake rotors are 300 mm (11.8 inches) in diameter – more than 12 percent larger than the previous Mustang – and 19 mm thick. Rear rotors are vented on both the GT and V-6. Single-piston calipers sweep 18 percent more area than the rear brakes on the previous Mustang.

No muscle car deserves the title unless suited up with the proper wheels and tires, and the new Mustang won’t leave the factory half-dressed. The array of wheels available on the 2005 Mustang is engineered to meet demanding performance requirements.

The standard 17-inch wheels on Mustang GT are 8 inches wide and equipped with Pirelli P235/55ZR17 W-speed-rated all-season performance tires for year-round driving.
V-6 models have 7-inch-wide, 16-inch wheels. As with the Mustang GT, all-season rubber is standard, with a slightly higher profile S-rated BF Goodrich tire, sized at P215/65R16. These tires are designed to offer long wear without compromising performance.

In concert with the ABS and traction control systems, the new, all-season tires make Mustang more practical in rain, ice or snow. On dry pavement, they provide an exceptionally engaging driving experience with high overall grip and good steering response.

Aesthetically, street rodders long have known that larger wheels and tires better fill the car’s wheel wells, adding meat to the muscle. The 2005 Mustang’s tires boast more sidewall than many other sports cars, enhancing the muscle car look and providing a better match for this vehicle’s blend of power and handling.

“Mustang attracts two kinds of drivers – those under 30 and those over 30. Really, that’s its strength. America’s most popular nameplate transcends demographics and socioeconomic trends – because Mustang is really more than a car. It’s an icon that’s been woven into the fabric of America for 40 years and running.”

All-New Ford Mustang Embodies American Muscle

The all-new, all-American 2005 Ford Mustang is a bold, clean and contemporary version of history’s most celebrated muscle car. Its design is rooted in an unmistakable heritage that gave birth to an icon and, more recently, unceremoniously nudged some of its traditional competitors into retirement.

The 2005 Mustang was spawned from the 2003 concept car that stole hearts along the auto show circuit and signaled that America’s only remaining muscle car would be reborn – this time with even more attitude.

“We weren’t just redesigning a car, we were adding another chapter to an epic,” said J Mays, Ford group vice president, Design. “The new Mustang’s modern design speaks to its technical advancement – without losing the classic Mustang bad-boy image.”

The Mustang legend was made on the streets of America and cemented on the silver screen, where it has been the number-one car in starring roles since the 1960s. Through a mixture of tire smoke, growling V-8s and Hollywood stalwarts such as Steve McQueen in Bullitt and Nicolas Cage in Gone in 60 Seconds, Mustang has been forever entwined with American pop culture. Today, that connection is reiterated in everything from Sheryl Crow music videos to countless parades across America.

The pairing of an all-new platform and clean-sheet approach to styling was central to the design team’s mission to create a Mustang boasting the “old school” swagger that personified cars of the late 1960s, but with the capability to carve out a new niche. Designers wallpapered Ford studios with images of classic Mustangs and movie tough guys for inspiration.
From a distance, there is no chance of mistaking the 2005’s muscular, honest silhouette for anything other than a Mustang.

Ford’s holistic approach to design – and a tripling of its investment in interiors – delivered a breakthrough Mustang cabin that stretches muscle-car definitions with its breadth of choices. In addition to three distinct interiors and an available authentic aluminum panel adorning the width of the dashboard, an available color-adjustable instrument cluster offers buyers almost limitless interior accent options.

“The new Mustang redefines expectations for muscle-car interiors much like the F-150 changed the game for pickups,” said Mays. “We are helping Mustang owners create unique interiors to get the same adrenaline rush inside and outside the car.”

There is no mistaking the new Mustang as the latest evolution in a long line of intentionally bold, uniquely honest, purely American sports cars. Its signature long hood and short rear deck play on 40 years of history, as do classic design cues that have helped define Mustangs since the ’60s: C-scoops in the sides, three-element taillamps and a galloping horse badge in the center of the grille.
The Mustang’s shark-like nose with the forward-leaning grille gives it an attitude reminiscent of the 1967 model, while jeweled round headlamps in trapezoidal housings deliver a striking new design flair.

“The new Mustang is pure American muscle,” said Mays. “But rest assured, we’re not insisting on history at the expense of our future.”
Like all the best Mustangs, this one communicates motion even when it’s standing still. The all-new model features a close-coupled greenhouse, strong shoulders and aggressive flares, lending it a powerful stance.

The new car’s front wheels have been moved significantly forward, reducing the front overhang by 4.6 inches. This gives the 2005 Mustang a modern, unmistakably rear-wheel-drive look. Pushing the wheels to the corners results in a 6-inch wheelbase gain over the 2004 model and increased interior compartment width, which Ford package engineers used for increased driver and passenger room. Overall, it’s 4.4 inches longer, 1.4 inches taller and almost an inch wider than the 2004 model.

The exterior is best described as lovingly styled, with no unnecessary adornment. A sharp accent line runs the length of the body and culminates in a “C-scoop” design stamped into the sheet metal just behind the door cutline, creating a visual link with the C-pillar. The small window in the C-pillar is a modern departure – past Mustangs incorporated louvers or scoops.

The angled, hard-creased appearance of the C-scoops and their relationship to the door cut provide a look of precise technical integration. The theme is reinforced by a subtle body crease that runs through the filler cap door.

“Mustang is – and has always been – about emotion,” said Larry Erickson, Mustang chief designer. “This car brings to life the design and performance people have come to expect from Mustang – with a level of engineering precision never before seen in muscle cars.”

Two Versions, Both Authentic
The Mustang V-6 and GT models are clearly distinguished.

Out front, the V-8 Mustang GT has a more aggressive nose, with circular fog lamps in the black grille in line with the headlamps. The lower fascia is upright, with an “air dam” performance look.

The V-6 Mustang has a uniform egg-crate grille and a swept back lower fascia and incorporates horizontal vents.
Both grilles feature the classic galloping pony logo.
From the side, the Mustang GT looks more planted, low and aggressive, thanks to its body-color lower rocker panel extension.

Differences between the two models’ rear fascia panels are driven by performance considerations. The GT features semi-circular cutouts behind each wheel to accommodate the car’s large exhaust pipe tips. The GT also gets a raised spoiler on the decklid.

Both models boast tri-bar taillamps and a circular chrome Mustang badge centered in the rear face of the decklid. Edges of the large, chunky badge are knurled with generous, square-shouldered cutouts, adding to the car’s powerful, machined-billet image. On V-6 models, the Mustang pony logo is centered on a black field; GT versions get a special GT badge.

Exterior color choices include black, white, silver, red, burgundy, bright blue, dark blue, mineral gray, yellow and Mustang Legend Lime Gold. Many of these colors were inspired by classic Mustang hues, some with the same names.
Wheels and tires are important design elements on any muscle car – form follows function, after all. All wheels on the 2005 Mustang are aluminum and measure at least 16 inches in diameter.

The V-6 Mustang offers a choice of two 10-spoke wheels: a base version finished with bright silver metallic paint or an optional wheel with bright machined surfaces and a center three-spoke spinner ornament that carries the classic pony-and-bars logo. Mustang GTs sport 17-inch aluminum wheels in a classic five-spoke tapered “mag” style.
All models have wide, high-performance, all-season tires designed with more sidewall than many other sports cars to enhance the muscular look and provide a better match for this vehicle’s blend of power and handling.
“Out on the street, credibility often means having the sharpest wheels and best tires,” said Hau Thai-Tang, chief nameplate engineer. “All the available wheels scream ‘muscle car.’”

Mustang looks every bit as good from behind the wheel, with a passenger compartment few would expect from a muscle car.

The modern interior pays homage to Mustang heritage with a symmetrical instrument panel and square-arched “eyebrows” on each side of the center stack, while the quality materials, precision craftsmanship and technical innovations take the 2005 edition to a whole new level.
On GT models, the available Interior Color Accent Package – charcoal with red leather seating surfaces, red door inserts and red floor mats – is as much a jaw-dropper as the interior of the acclaimed concept vehicle that inspired it. The cabin is accented with real aluminum hardware for a look of technical precision.

“This is a $30,000 interior in a $20,000 car,” Erickson said. “The functional, contemporary look of this interior and its precise execution set a new standard.”

The cockpit is dominated by large, circular, chrome-ringed speedometer and tachometer gauges with radial numeric markers in a classic Mustang style. The barrel-like performance gauges are located on either side of a panel that offers information on fuel level, battery, oil temperature and pressure. But Mustang’s bold instrumentation has an important advantage over its ancestors and all others: It can be customized at the push of a button.
Thanks to the industry’s first available color-configurable instrument cluster, Mustang owners can mix and match lighting to create more than 125 different color backgrounds to suit their personality, mood, outfit or whim.

The technology makes use of light-emitting diodes – green, blue and red – projected through “light pipe” fittings on the sides of the speedometer, tachometer and vehicle operation indicator panel. It allows Mustang owners to blend these colors and create more personalized instrumentation.

Ford engineers came up with the idea when reviewing concept instrument panels with suppliers. One such cluster displayed different colors to show options for single-color backgrounds.
“During Mustang research clinics, we noticed that many of our customers already were customizing their interiors with different instrument panel features,” said Dean Nowicki, Ford Mustang electrical engineering team leader. “The concept display was intended to offer choices, and we just decided we wanted all the colors.”

Attention to Detail

History and heritage are evident in the chrome-ringed air vents that are aligned vertically across the dash, precisely in line with the gauges. As in the 1967 model, the steering wheel has three spokes with a black center hub marked by the horse and tricolor bars logo.
The center stack is clean and uncluttered for easy use of the radio, climate control and other controls. The short-throw five-speed manual shifter is topped with a substantial knob to deliver a feel of precision and control. The automatic shifter is beefy, with a classic T-handle top.

In addition to the color accent package, Mustang boasts an available appearance package that adds real aluminum panels across the width of the dashboard. These panels are horizontally ribbed, providing a tactile, as well as visual accent. As part of the package, manual transmission cars get an aluminum shifter knob, while automatics feature aluminum trim on the shaft and T-handle. A bright trim ring surrounds the base of the shifter, and steering wheel spokes are wrapped in aluminum.

The appearance package also includes black door panel inserts that help set off the extra metal hardware, such as brushed-metal-finished door handles. Bright aluminum kick plates on the doorsills bear the Mustang name in capital letters.
The base Mustang features highly supportive, cloth bucket seats that are comfortable on even the longest drives. Options include leather seating surfaces, six-way power seat adjustment and a tilt steering wheel.
Most frequently used controls are located within easy reach, including speed control buttons that are mounted on the steering wheel spokes. Consoles overhead and between the front seats provide handy spots for small items. Dual cup holders in the center console and deep pockets in each door offer additional storage.
Two 12-volt power points are standard – a single in-dash power point and a hidden power point in the armrest storage area of the center console.

Thanks to efficient packaging and the larger overall size of the new Mustang, all four occupants enjoy more room. Overall, the new model offers the driver 0.5 inch more headroom and 1.8 inches more shoulder room. Rear passengers also enjoy 1.1 inches more legroom and 1.2 inches more shoulder room in their sculpted bucket seats.

“The tallest drivers in our customer base have not been fully happy with previous Mustangs,” said Keith Knudsen, package supervisor. “We’ve addressed that in this all-new car, while maintaining the ‘cockpit feel’ essential to a driver’s car. But we wanted to improve comfort for passengers, too. The extra cabin space makes a world of difference on long drives.”

Beyond these gains, the seating position is more natural and comfortable for most drivers. The steering wheel, shifter and pedals are all placed optimally for enthusiast driving.

For cargo versatility, split-folding rear seatbacks are standard, and the trunk capacity is 12.3 cubic feet – an increase of 13 percent.

More Standard Equipment than Ever

Mustang has always stood for value. The 2005 Ford Mustang has a standard feature list that makes its low purchase price an even better value.

Standard power windows on all models with driver and passenger one-touch up (a new feature for 2005) and down
Standard “global open and close” windows – holding down on the unlock button lowers all windows while turning and holding the key in the lock raises them
Standard power exterior mirrors on all models
Standard power locking system with remote keyless entry, panic alarm and a key fob trunk release
Standard auto locking on automatic-equipped models
Standard heated rear window on all models
Standard interval wipers on all models
Standard fog lamps on GT
Standard speed control
Audio: All Systems Go

There are three audio systems offered on the 2005 Mustang. Base models get an 80-watt system with a single-CD player and four speakers. An optional 500-watt system includes two gigantic subwoofers mounted in the front doors, premium speakers in the rear and a six-disc, in-dash CD changer with MP3 capability.

An even more powerful 1,000-watt Shaker Audiophile system adds dual 500-watt subwoofers in the trunk. Computer-aided engineering was used to help package a bass chamber with the same volume as the old unit while leaving more room for luggage. The new subwoofers, mounted to the right side of the trunk, use about a third of the space of the previous system offered in the Mustang.

Modular Electrical Architecture

The groundwork for Mustang’s new features and content is the car’s all-new, state-of-the-art electronics architecture, which allowed the design team to add content while minimizing cost, weight and complexity.

Almost all of the car’s electronic functions are integrated on a controlled area network, or CAN. At the heart of the system is a “smart junction box,” which analyzes and disseminates many of the car’s electronic functions, including the powertrain, safety, traction, security and convenience equipment.

The CAN electrical system is the enabling technology behind a host of new features, including:

A new optional message center information display that provides trip-meter functions

Global open and close windows

Standard delayed accessory power and a standard battery saver feature that disables the interior lights and headlamps when inadvertently left on

Standard power windows, mirrors and door locks plus “smart locking,” which will not allow the driver’s door to be locked inadvertently.

Engine & transmission
Type: V8
Layout: Front Engine / RWD
Displacement (cm3): 4606
Power (bhp): 300@5750
Torque (nm): 434@4500
Gearbox: 5-Speed Manual/Automatic
Performance
Acceleration 0-100 km/h: 5.3 sec
Acceleration 0-200 km/h: n/a
1/4 mile: 13.9 sec
Top speed: 240 km/h
Dimensions & Weight
Lenght: n/a
Width: n/a
Height: n/a
Weight: 1582 Kg

Curb your loin arousal. Dealers won’t sell you a Mustang like the one depicted here for at least seventeen months. As rumors predicted, the crutch propped under this racy red rump is the same old live axle stuck under Grandpa’s Crown Vic. And forget about flipping ahead for driving impressions and test results-you’ll find none. This birthday cake is still in Ford’s engineering oven.

Now for the good news. The spectacular success of the 2005 Mustang has put Ford in a giddy mood. The suits invited Carroll Shelby to Dearborn for consultation. The result is the Ford Shelby Cobra GT500 on these pages, a faithful preview of a 450-plus-hp 2007 production model you’ll be able to purchase in the fall of ‘06 for less than $40,000.

If you crave Corvette speed but need a back seat, you might consider switching allegiance to the blue oval. Before he cleaned out his desk early this year, John Coletti and his loyal SVT coconspirators conjured up the makings of a Stingray spoiler: the revitalized Mustang muscled up with fatter rubber, bigger brakes, aero accessories, and a totally irresponsible load of horsepower. Shelby spent five hours riding Coletti’s mule before filing this succinct assessment: “Wow!”

Full rear view of the 2007 Ford Mustang Shelby Cobra GT500
With eighty-two years under his hat, Shel has seen and done it all. When he says “Wow!” it’s not because his bursitis is flaring up.

The Shelby tie-in is perfect, because this is another ride back to the glory days of Ford’s Total Performance period. Ford’s 1962-70 juggernaut left burned-rubber traces all over the drag, road-course, off-road, rally, stock-car, Indy-car, and Formula 1 racing worlds. In June 1962, Ford said “Screw you!” (in so many words) to the Automobile Manufacturers Association’s ban on factory motorsports participation. Agents were dispatched to buy Ferrari; when that initiative failed, Ford signed a blank check to beat the Scuderia at Le Mans with the GT40 and its derivatives.

Shelby was equally low on Enzo Ferrari’s Christmas-card list in the early 1960s. After being rebuked by GM, Shelby in 1961 asked Ford to supply engines for his Cobra sports cars. Four years later, he returned the favor by removing the back seats from Ford Mustangs to convince the Sports Car Club of America that the cars deserved eligibility in the club’s B Production ranks. Three dozen R-model Shelby GT350s built with Ford’s blessing gave amateur racers the ammunition necessary to break Corvette’s lock on the B Production championship. The Ford-Shelby courtship also yielded an interesting run of steroidal Mustangs for street use. The second car in that series was the 1967 Shelby-Mustang GT500 fastback, powered by a 7.0-liter big-block V-8 that inhaled through two Holley four-barrel carburetors to produce 355 (gross) hp.

Forty years later, it’s deja vu all over again. Ford and Shelby are still doing deals. The new Mustang is striped and spoilered as a salute to its illustrious forefathers. This time, the cast-iron block under the hood is gorged with double overhead cams, thirty-two valves, and an Eaton supercharger. And that old live axle is back for another dance.

Rear emblem view of the 2007 Ford Mustang Shelby Cobra GT500
Dolled up for this spring’s New York auto show, the nuevo GT500 follows ’60s-era recipes to the letter. It’s the classic big engine stuffed into a barely modified standard car. Suspension alterations are mainly tuning tweaks. The only sheetmetal change is an aluminum hood bulked up like a football captain on prom night. According to Hau Thai-Tang, Ford’s new director of advanced product creation and SVT programs, this project is the first tangible evidence of SVT’s revised game plan. Instead of well-meaning but ultimately half-finished attempts to reinvent the high-performance automobile, SVT hereafter will focus on more circumspect alterations of mainstream products delivered with a significantly higher level of execution.

Even though SVT’s leash is tighter, the new GT500 is a credible step beyond the last Mustang Cobra (2003-04). That 390-hp snake had a 4.6-liter four-cam V-8 at the core, whereas the new Shelby edition moves to the 5.4-liter block that powers the Ford GT and various large trucks. Mixing and matching parts, the GT500’s powerplant gets the Eaton Lysholm screw-type supercharger, air-to-water intercooler, and four-valve DOHC heads from the Ford GT mated to the iron block found in the workaday trucks. As the result of a stroke that’s 17 percent larger than the bore, this engine will be a growler, not a screamer; the redline on the show car’s tach is stuck at the standard Mustang’s 6000 rpm.

This article is about the North American Ford Focus. For the Focus sold worldwide, see Ford Focus (International).Ford Focus (North America).
When the North American versions were launched in 1999, initially as a 3 door hatchback, 4 door sedan and 5 door wagon (a 5dr hatchback soon followed) the cars featured subtle, but notable, styling differences from the European versions:
The front and rear bumpers (larger and of a different design on the North American version)
The grille (of which the North American versions incorporated the indicators/running lights).
Front wings (of which the European version featured indicator repeater lights)
The rear lights (although the units themselves were the same shape).

1st-gen Ford Focus SE Wagon

Even though both versions were identical in other respects (unlike the Mondeo and Ford Contour) these detailed differences meant that the Focus was categorised as being available in two distinct versions – North American and European. For 2005, the North American Focus received updates to the styling of the interior and exterior, as well as new engines.

The North American version is only available in the US, Canada, and Mexico, while the European version is available elsewhere around the world.

Unlike previous Fords in the North American market, the Pinto, the Escort and the Contour, no Mercury version is available. Also, the current Focus is about the same length as the 1984–1987 Ford Tempo (also a compact car), rather than its predecessor, the Escort.

The American Ford Focus fits smallest into a line of sedans (smallest to largest) by Ford: Focus, Fusion, Taurus, and Crown Victoria.

Second generation (2008-) This article contains information about a scheduled or anticipated future automobile.
It may contain preliminary or speculative information, and may not reflect the final version of the vehicle.
Second generation

The North American Ford Focus was redesigned for the 2008 model year and was unveiled at the 2007 North American International Auto Show. Featuring Ford’s new signature grille design, the exterior was completely redesigned. A two-door coupe will be offered for the first time, in addition to the 4-door sedan. Both 3-door and 5-door hatchback will be dropped, as well as the station wagon. The interior was also redesigned and features a message center on the top of the dashboard, which displays radio information.

According to Design Head Lon Zaback, the “new” Focus “appears to be a little bit shorter and have shorter overhangs. It has a much more sporty appearance because of some of the proportional things we did with it.” New features for the car include lighted cupholders, new seats, brushed aluminum dashboards, and the new Microsoft Sync to integrate electronics into the automobile. Sync allows Bluetooth connectivity, voice activation, and MP3 player hookups, and will be fully upgradeable. The Sync system will be exclusive to Ford for only one year.

Mechanically, the 2008 North American Focus is still based on the First Generation Focus with slight changes. The engine choices have now been trimmed down to the 2.0 liter engine from the previous generation, dropping the 2.3 liter inline-4. The reason for developing a new Focus on the original chassis is reportedly because Ford doesn’t have the resources to develop a new car or to bring over the Mk. 2 Focus to North America; however, there is rumoured to be a US-spec compact MPV based on the Focus C-MAX.

Presently, Ford uses the Wayne Stamping & Assembly facility for the manufacturing of the Focus. It is located in Wayne, Michigan. The other former facility is located in Hermosillo, Sonora, Mexico. The plant in Wayne currently builds all varieties of the car. The Mexican plant used to build the ZX3/ZX5/FocusSVT hatchbacks prior to consolidation of production in Michigan in 2006. That cleared the way to assemble the Ford Fusion, Mercury Milan, and Lincoln Zephyr/MKZ in Hermosillo.

Besides rallying, the Focus is also used in the Speed World Challenge Touring Car series.

Trim levels (North American)

The North American Focus received trim levels in S, SE, SES, ST, LX, ZTW ZTS, SVT, and ZX3/ZX4/ZX5 Premium editions.

Hydrogen powered Focus sedan

There is a Ford Focus Fuel Cell Vehicle (FCV).

On 2005 and 2006 models in the US and Canada, the second generation Focus are coded with a ‘ZXx’ designation. ie ZX3, ZX4, ZX5, ZXW; these designations have been removed from Ford’s website and the call-outs deleted from the liftgates/trunklids of 2007 models.

Special Vehicle Team, or SVT

In late 2001, Ford’s in-house performance group, known as Special Vehicle Team (SVT), introduced the SVT Focus to the United States and Canadian markets for the 2002 model year. Ford billed the SVT Focus as the sportiest offering of the Focus to date. Cosmetically, the exterior included unique front and rear bumpers, fog lamps, rear spoiler, special exhaust tip and 17″ alloy wheels wearing fairly sticky “Y” rated 215/45R17 tires from Continental. Mechanically, the car featured a thoroughly reworked version of the 2.0 liter Zetec engine available in other Focus models. Developed by Cosworth, this engine featured many advanced technologies. Included were a special aluminum cylinder head with enlarged intake ports, heavy duty pistons and connecting rods, piston oil squirters, variable camshaft timing, dual stage intake manifold, and a 4-2-1 tubular exhaust header. These additions coupled with an increased 10.2:1 compression ratio bumped horsepower from 130 to 170, while still achieving good fuel economy and emissions. For the transmission, Ford went to German manufacturer Getrag to provide a six-speed manual which is shared in the Mini Cooper S. This transmission was a twin layshaft design, and included a dual mass flywheel to eliminate vibration. Other changes to complete the package included sharper steering through an increased boost ratio in the steering rack, larger disc brakes on all four corners and stiffened suspension with larger anti-roll bars. Inside the car was offered with several leather bits including seats, and steering wheel. Both the shifter knob and e-brake handle as well as their corresponding boots are in black leather also. Several options were offered including a powered glass sunroof, 8 speaker Audiophile sound system with 8″ subwoofer, a cold weather package including heated seats, traction control, a 115V block heater, and heated side mirrors, and for 2003 and 2004 models, HID xenon headlamps.

In 2002 the SVT was offered in the 5-door bodystyle and an all new European Appearance Package for 3-doors only. It included all available options but included full leather Recaro seats, and 15 spoke dark argent colored wheels while the exterior was available in two new colors, Screamin’ Yellow and Competition Orange. In 2004, its final year of production, the Euro package was available in the 5 door model as well.
2005-2007 ZX4 ST The North American SVT Focus was discontinued in 2004. Its replacement is the ZX4 ST sedan, which has a 2.3 litre, 151 HP (154 SAE Torque ft-lbs) Duratec driving a 5 speed manual transmission with reverse lock-out. While horsepower is down from the SVT, acceleration is only slightly affected, as the engine has more torque at lower RPM. The ST has the same dampers and stabilizer bars that the SVT used, but with softer springs. The ST has a unique interior and 16″ wheels. It is also equipped with a spoiler, color-keyed fascia, and 4 wheel anti-lock disk brakes. Handling balance is roughly the same as that of the SVT, but has a milder ride due to the softer springs, and generates less grip due to the narrower 205/50R16 all season tires. The 2005 ST included everything from the SES package with additional options such as heated seats, heated mirrors, full leather interior, sun/moonroof, and the Audiophile package controlled by a feature-rich Delphi headunit. 2007 is the final year for the 2.3L engine in the Focus.

Street Appearance Package (SAP) In 2006 Ford introduced the Street Appearance Package to spice up the aging Ford Focus design. This included two unique front and rear fascia choices. The front fascia included integrated fog lamps and side markers. While the rear offers a rear diffuser in addition to a large Rally Style spoiler. This option is priced at: US$1295.

The Windshield in the 1915 Model-T:

The windshield on the 1915 Model-Ts stood upright and is supported by the side lights. The frame is black-painted aluminum on early 1915s and steel on later 1915s. The top windshield can be folded back and then down.

First Year Model-T Had Tread Pattern on Rear Tires

Ford started using the new “no-skid” tires in 1915, but to save money, all branches were to use up the smooth tires first.

Obsolete on Model-Ts by 1915

All the good old stuff like brass radiators, oil lamps, hand cranks, and bulb horns, were mostly gone by the modern year of 1915.

New 1915 Fenders Curve to Follow the Wheel Outline
The 1915 Model-T has the rare distinction of having two slightly variant designs — early ones were the same as the 1914 cars, the later 1915s had a different clamp style. The 1915 front fenders were not crowned. Crowned fenders didn’t show until 1917.

“What we call evil is simply ignorance bumping its head in the dark.” – Henry Ford

Louvers added to the hood of the 1915
By 1915, the horn was mounted inside the hood near the firewall and inside the steering column. Without the louvers, you could honk all you want but no one would hear it. Also of interest, the 1915 hood was made of aluminum It wasn’t until 1916 that the hoods were made of steel.

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

Also look under Street Racing Supras Nissan Mitsubishi Subaru Impreza All Wheel Drive Rally STI Eagle Talon Dodge Viper Gumball 3000 Vehicular Lunatics IMV Films Moab like nothing else Tekademics Mischief Destroy Drifting D1 Sanctioned 240sx 300zx 280zx Turbo Toyota MR2 Ford Mustang Focus GT40 Chevy Ferrari 360 Modena Porshe GT3 GT2 Carrera GT Illegal Racing Cops Drag Money Fast and Furious Boost motocycle stunting riding Wheelie stoppie busted Suzuki Yamaha dirt bike high horse power HP WHP 600+ hp Titan Motorsports John Sheperd Imports Ferrari 550LM, Porsche 911 Turbo, Range Rover, Nobel Aiya Boys Lamborghini Murcielago, Hummer H2 Stretched, Rolls Royce Phantom, Datsun 350Z 240z, Bentley Continental GT, VW Golf GTI, Range Rover Overfinch, Aston Martin DB9, Ferrari Enzo, Mercedes AMG CLK DTM, Jaguar E Type, Dodge Ram, BMW 330d Sport, Ford F150 SVT Lightning, Subaru Impreza, Mitsubishi Lancer Evo 5th gear top gear.

Lake Geneva rally race.
Introduced for 2001, the European-designed Focus quickly displaced the Escort as Ford’s top-selling small car. The front-drive compact comes as a four-door sedan, a two-door hatchback, a four-door wagon and a new four-door hatchback. Sedans are offered in LX, SE and ZTS trims, while the two-door hatchback is a ZX3 and the four-door hatchback is the ZX5.

Performance is the word for 2002. Ford’s Special Vehicle Team, which has been turning out performance-oriented offshoots of regular production models for years, has focused its attention on the smaller end of the spectrum. A new entrant into what Ford has called the “hot hatch” segment, the 2002 SVT Focus aims to attract nontraditional buyers who might otherwise gravitate toward imports. Its principal rival is the Honda Civic Si, which is being reintroduced for 2002.

A Street Edition Focus with European-type suspension tuning joins the 2002 lineup, along with the new five-door hatchback body style. Both carry the same 130-horsepower, 2.0-liter Zetec four-cylinder engine as the ZX3 and ZTS. The five-door has been the top seller in Europe, and Ford hopes to sell about 20,000 units per year in the U.S. market. Another new model is the sporty ZTW wagon, which comes with the Zetec engine and is comparable to the ZX3 and ZTS. Each “Z” edition includes some special interior extras.

Exterior
The Focus sedan is nearly 175 inches long — about the same as the Honda Civic and slightly longer than the Toyota Corolla. And at 56.3 inches in height, the Focus sedan is 2.6 inches taller than the Corolla. This makes the Focus look much larger on the road than its actual dimensions might suggest. The hatchback is nearly 7 inches shorter than the sedan, but it displays the same front styling. Ford calls the distinctive styling “New Edge.” It’s marked by prominent creases and dramatically designed headlamps that sweep back into the hood and fenders.

Interior
Seats are higher in the Focus than in the nearly departed Escort. The seats are part of a tall, long interior designed to accommodate a population that is getting taller and older, despite the car’s emphasis on youth. Doorways are larger, which makes it easier to get in and out. Bigger-than-usual, clearly labeled interior controls are easier to see and positioned for an easier reach. Ford claims the Focus not only is capable of comfortably seating five but is roomier than key rivals, including the Chevrolet Cavalier, Dodge Neon, Honda Civic and Toyota Corolla. The backseat folds down on all models to expand cargo capacity.

Under the Hood
The base engine is a 110-hp, 2.0-liter four-cylinder. ZX3, ZX5 and ZTS models get a 130-hp, 2.0-liter four-cylinder that’s also used in Ford’s Escort-derived ZX2 coupe. Each is available with a five-speed-manual transmission or an optional four-speed automatic. The new SVT Focus uses a 170-hp engine and a six-speed-manual gearbox.

Safety
Antilock brakes and side-impact airbags are optional. An optional AdvanceTrac electronic stability system reduces engine power and applies brakes to individual wheels to help prevent skidding. Available on Z models, AdvanceTrac works with the antilock braking and traction control systems.

Driving Impressions
European heritage reveals itself mainly in the Focus’ crisp cornering ability, as well as in its roomy, ergonomically oriented interior in an upright design. The hatchbacks look sharper than the sedans and are practical for carrying cargo.

Frisky on the road with manual shift, the ZX3 accelerates eagerly from a standstill and is quite spirited for passing and merging. Highly maneuverable, the hatchback also is fun to drive, helped by smooth clutch action and a gearbox that works fairly easily. Ride comfort also is above par, if firm, as the suspension deals competently with urban bumps. Long side glass helps visibility in the hatchback, despite the presence of thick pillars. Front headroom ranks as huge.

Though it is capable enough, the ZTS sedan with the automatic transmission comes across as uninspiring next to the hatchback. All Focus models represent good value when compared to such rivals as the Honda Civic and Volkswagen’s Golf and Jetta.