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 |  | View more photos Chassis Num: 5S159 |
In 1980, Cummings and Levetto drove 5S159 at the 24-Hours of Daytona and finished in 28'th place. The car was raced under sponsorship of 'The Cummings Marque Inc.', named for the body shop owned by Donald Cummings. By placing 28'th, 5S159 became only the second Shelby Mustang to finish the 24 Hours of Daytona. The other car was also owned and campaigned by Donald Cummings.
At the 1982 SCCA Nationals at Sebring FL, Cummings finished 3'rd in GT-1, driving 5S159.
Driven as a rental by Greg Walker, 5S159 won the 1983 Ford Cup Championship.
The car was subsequently rented to Al Witham and raced extensively in 1984 and 1985.
Purchased by Steve Prewitt in 1989 or 1990, 5S159 was painted red, white, and blue and was raced at many SVRA events unit being sold to Howard Harris in 1996.
Howard Harris had 5S159 painted to its current configuration and raced in extensively at many SVRA events unit it was sold to Mike Cavanaugh of Cincinnati, OH in 2005.
 | | View more photos Chassis Num: 5R 108 |
The first obstacles to tackle were to convert the car into a two-seater and improve its engine and suspension. A minimum of 100 cars had to be constructed to satisfy homologation requirements. The 100 car rule was proving a little difficult to satisfy, so the decision was made to create both a racing and a street version. A common suspension was used for both versions. The racing version was given a competition engine. Ken Miles worked on developing the vehicles suspension while Bob Bondurant worked on the vehicles handling. Peter Brock, of Shelby American, was given two fastback cars to develop an identity for the new car that would be identifiable to the public.
Since the 100 car rule had to be satisfied in a short amount of time, the project was put under significant pressure to be completed. The cars had to be completed by January of 1965 in order to compete that season. The cars were given 289 cubic-inch Ford V8 engines and matted to a four-speed Borg-Warner aluminum gearbox. The rear end's were 9-inches and had a 3.89 gear ratio. The Ford and Shelby duo had meet the homologation requirements and were given permission to race in SCCA competition for the 1965 season.
The last fifteen cars, with chassis numbers 94 through 108, of the first batch were created into the racing versions. The standard versions produced 271 horsepower. The fifteen racing vehicles had no side or rear window glass, heater, defroster, interior upholstery, interior headliner, insulation or sound deadening material, or exhaust. All non-essential items had been removed to reduce the vehicles weight.
The second batch of racers had chassis numbers 209 through 213. The final four racers had chassis numbers 527 through 540. This totaled 34 and 26 are believed to have survived in modern times.
The 350 R produced between 325-360 horsepower with a single four-barrel Holley carburetor. Additional improvements to the engine included Aluminum hi-rise intake manifolds borrowed from the Cobra. The wheels were American Racing five-spoke magnesium measuring 15x7. Additional welding to the body increased the body's strength. The front and rear bumpers were removed and a fiberglass apron was added. A hood scoop was added to increase the engines breathing and cooling capacity. Some of the cars had Mustang bucket seats while others, mostly the earliest of cars, were given fiberglass racing seats.
There is sometimes confusion on how the vehicle got its name, the '350'. Shelby had asked Phil Remington what the distance was between the race shop and the production shop. Remington had replied, '350 feet'. The name of the car was given GT 350 and the racing versions had an 'R' attached to the end of its name. Other stories have the birth of the name coming from the engine output or the square root of the total floor area in both factories.
The first Ford Shelby Mustang GT 350 R was sent to the Green Valley Raceway in Texas for Ken Miles to compete in the B-Production race held on Valentines Day. In its inaugural debut, it crossed the finish line ahead of the competition. The car was later made into the Shelby team's test car and used by Jerry Titus to test components in racing conditions. In 1965, Titus won the B-Production Championship.
Some of the earliest privateers to order the GT 350 R were Scuderia Filipinetti, Bob Johnson, and Comstock racing. Mark Donohue drove chassis number 105 and had tremendous success with the vehicle. Many of the cars did rather well in each event that they were entered, often beating their rivals, the Chevrolet Corvette.
The last batch of five cars were hard to sell. The price tag of $5,995 was not cheap but it was a very fair price for such a potent racer. These cars were eventually sold to a group of Peru individuals who ran the cars in competition mostly against each other.
In 1965, the GT 350 R won five of SCCA's six divisions. Jerry Titus won the Championship run-offs at Daytona and became the B-Production Champion. He was followed by many other Mustang GT350Rs. Bob Johnson finished second; Tom Yeager in sixth and Mark Donohue finished in 10th. The following year, the GT 350R repeated its victory this time with Walt Hane driving the winning car and being crowned the B-Production Champion.
This 1965 Ford Shelby Mustang GT 350 R Model with chassis number 5R 108 was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach, Ca. It is powered by a 289 cubic-inch V8 and produces 350 horsepower. It has a four-speed manual gearbox with front disc and rear drum brakes. The vehicle sits atop a 108-inch wheelbase and suspended in place by a independent front and live-rear axle suspension.
This vehicle was delivered as a chassis to the factory on December 18th of 1964. It was made ready for competition in September. Its first owner was Bill Steele of Texas who immediately entered the car in racing competition. At the SCCA national meeting at Green Valley, the car was driven by Mexican Grand Prix and sports car driver, Pedro Rodriguez. Rodriguez beat the factory prototype, chassis number 5R 002, of Jerry Titus and went on to win the B-Production race.
The vehicles next owner was Freddy van Beuren, Jr. who had the car given a green-and-red stripe in Mexican livery. van Beuren won the SCCA Southwest Division title in 1966 and was 3rd at the Riverside run-offs. It was entered into the Daytona 24 Hours race where it completed 313 laps before retiring prematurely. It was raced at Sebring where it was driven by van Beuren and Paul Jett to a sixteenth place finish, and first in the 'Up to 5-Liter' category.
In 1967, van Beuren drove the car at the B-Production Championship at Daytona where he emerged victorious.
It was later sold to Sidney Finkel who raced the car through 1972 and later put it into storage for 10 years. It was later purchased and restored to its Mexican Livery and 1967 Championship winning-state. Since that time it has passed through several more owners and has been a faithful visitor and participant at many historic and vintage racing events.
At auction, this very historically significant GT 350 R was still finished in its Mexican Racing Livery and wearing number 18. The name 'Pedro Rodriguez' can be found on the roof of the vehicle just above the drivers-side door. Bidding was strong, with the final winning bid being $748,000.
| | View more photos Chassis Num: 5R098 |
The car was later acquired by a Canadian racer who used it in several Canadian races but crashed the car in 1969. The crashed car was placed in a Ontario barn where it would remain for a number of years. Mr. Rick Kopec of Connecticut, author of all things Shelby and SAAC National Director, purchased the car in 1981 sight unseen. It took seven years, but the car was restored to its period correct Essex specifications. It was raced by Mr. Kopec in over 100 SVRA, HSR, VSCCA, and HMSA events at over 50 tracks. It has been awarded numerous awards and participated in many vintage races driven by Cantwell, Peter Brock, Lew Spencer, and Bob Bondurant. Carroll Shelby drove the car at Lime Rock in 1992 and gave charity rides in it at Watkins Glen.
It is a well known car that has won or finished in the top spots at most major raceways in the United States. In 2007 the car was brought to the Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $800,000 - $1,000,000. It is powered by a 289 cubic-inch Hi-Po V8 engine that produces 350 horsepower. There is a four-speed manual gearbox, front disc and rear drum brakes. It is a car with a brilliant racing history and a pedigree that that is prominent and exclusive. At auction the estimated value proved to be accurate as the lot was sold for $852,500.
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The Mustang was introduced at the 1965 New York World's Fair, Mustang Mania instantly swept the country, and a new automotive market segment was created - the 2+2 or better known as the 'ponycar.' Though its mechanical underpinnings descended from the Falcon, the Mustang was completely different. It was a compact, tight, clean package weighing in at a modest 2,550 pounds - a departure from the ever-enlarging American cars of the day. The classic long-hood short-rear-deck combined with a forward-leaning grille, elegant blade bumpers, sculptured body sides, fully exposed wheel openings and restrained use of bright trim gave the car a unique look that belied its affordability. Its looks were backed up with power, providing three optional V8 engines with up to 271 horsepower. Other options included automatic transmission, power steering and brakes, styled chrome wheels and air conditioning. Not surprisingly, the entry-level modes were a minority of the production.
To say that the first Mustang was a success is an understatement. Following the introduction, the Mustang was on the cover of both Time and Newsweek. A week before introduction, Ford ran ads with the air times for the first television commercials, which all three networks broadcasted simultaneously. Mustang was selected as the Official Pace Car for the 1964 Indianapolis 500, and more than 22,000 orders were taken the first day. By its first anniversary, over 418,000 Mustangs had been sold, breaking the all-time record for first year sales of a new nameplate.
The original platform was used, with numerous modifications, up to 1973. The Pinto-based Mustang II was built from 1974 until 1978. A new fox body platform began in 1979 and was largely unchanged through 1993. In 1994 the SN-95, a modified version of the Fox body, debuted and was produced until 2004. The 2005 Mustang is built on the first entirely new platform in 25 years.
1964 1/2 - 1973 The Growing Years - In More Ways Than One.
Until 1967, Mustang had this new market all to itself. For 1965 a new 2+2 Fastback model added as was the GT Equipment Group. Both performance and aesthetically minded, this group included front disk brakes; grille-mounted fog lights, 5-gauge instrumentation, GT stripes and badges and special dual 'trumpet' exhaust outlets. 1966 brought a huge shot in the arm to the ponycar moniker - the first Shelby GT 350. Built on the 2+2 Fastback by famed racer/car builder Carroll Shelby, these cars featured race-tuned engines and suspensions. By mid-1966, Mustang passed the one-million sales mark.
On the track, the Mustang name was quickly establishing itself in many motorsports arenas. In 1965, Mustang assumed the role as Ford's rally car. Carroll Shelby, famed builder of the Cobra, created race-ready cars for SCCA's production class B competition against the likes of Chevrolet's Corvette and the Jaguar E-Type. Shelby's goal was accomplished when the GT 350 took the B-Production Championship from Corvette. Shelby Mustangs were also successful in the world of drag racing. Ford campaigned several highly modified A/FX altered Mustangs equipped with 427 'Cammer' motors in National Hot Rod Association drag racing events. 1966 brought the creation of the SCCA Trans Am professional racing series for V-8 sedans of 305 cubic inches or less. Mustang took the Trans Am Manufacturers' Cup in 1966. The Shelby GT 350 repeated the previous year's success as B-Production Champion.
With the introduction of Chevy's Camaro, Pontiac's Firebird, and Ford's sister division 2+2, the Mercury Cougar, the rest of the industry both brought serious competition to the Mustang and further legitimized the 2+2 'ponycar' market. Ford foresaw the coming competition, and designed the 1967 Mustang to accommodate its 390 cubic-inch V8. In addition to the mechanical changes, the Mustang was restyled inside and out. This began the era of the growing Mustang, as it gained a couple inches in length and width nearly every year until 1973. A GT 350 H was introduced, a special edition made specifically for Hertz Rent-A-Car outlets. Stories of 'Rent-A-Racers' being returned with telltale signs of racing use are still told today. The options list grew as well, and Ford's largest engine quickly went from the 390 to the 428 Cobra Jet. Shelby also upped the ante with the GT 500 in 1967 and the GT 500 KR ('King of the Road') in 1968. The GT 350 also continued on. In racing, despite new competition from the Camaro, Plymouth Barracuda, and Mercury Cougar, Mustang again won the Trans Am Manufacturers' Cup. Capping the year, Shelby's GT 350 once again took the SCCA B-Production crown. Perhaps the most famous Mustang of the time was the 1968 Highland Green 390 Mustang fastback driven by Steve McQueen in the movie Bullitt. Many still consider the final chase scene to be the best ever filmed.
The car again grew larger and heavier in 1969, and the grille sprouted four headlights. Also introduced in 1969, the Boss 302 - brain child of former GM designer Larry Shinoda - was a special version of Ford's 302 cubic-inch engine with larger canted valve heads for better efficiency and more power. The rarest Mustang by far was the Boss 429, built for the sole purpose of qualifying the new 'Semi-Hemi' engine for NASCAR racing. Only 857 Boss 429 Mustangs were built. More competition arrived in 1970 with the Dodge Challenger and a redesigned Plymouth Barracuda. The Boss 429 was discontinued after only 499 copies were made. 1970 also marked the end of the GT 350 and GT 500.
1970 would be Ford's last year for factory-sponsored racing until the 1980s. The Trans Am series boasted the most competitive field ever in both the driving talent and the cars. Ford's Boss 302 team, led by Parnelli Jones and George Follmer, took on AMC's Mark Donahue, Camaro driver Jim Hall, Pontiac's Jerry Titus, Dan Gurney's All American Racers and their Plymouth Barracuda, Sam Posey in the all-new Dodge Challenger. The competition was fierce and well matched throughout the series. In the end, the Mustang team was triumphant allowing Ford to go out on top.
By 1971, the car had become nearly 8 inches longer and 6 inches wider than the original 1965 model. Mustang was now a full-fledged muscle car, moving beyond the 2+2 market niche it created. The Grande and Mach 1 returned, however, the Boss 302 was replaced by the Boss 351. Engine choices ranged from six cylinder economy to the mighty 429 Super Cobra Jet V-8. Many forces converged by 1973 that signaled a change from the fast-and-furious start of the 2+2. Soaring gas and insurance costs and the addition of emissions and safety equipment brought the muscle car era to an end, and Ford began positioning the Mustang as a luxury car. The end of 1973 would begin a hiatus for both the V-8 engine and the convertible.
1974 - 1978 A Mustang Trapped in a Pinto's Body.
Lee Iacocca, then president of Ford and instrumental in the design of the first Mustang, had long been unhappy with Mustang's direction. The car got progressively bigger and sales dipped. Any questions about returning to a smaller Mustang were answered by the first OPEC oil embargo in 1973, which spurred an immediate run on fuel-efficient cars. The Mustang II was introduced mid year in 1973 as a 1974 model. Built on the Pinto platform, the Mustang II was substantially smaller than the prior model and even smaller than the original. Rack and pinion steering and front disk brakes were made standard. Engine choices were limited to a 2.3 liter four cylinder and a 2.8 V-6. This would be the first year for a four and the only year without an available V-8. The coup and fastback would soldier on without the convertible - which would not return for twelve years. The Mach 1 continued on, but had dropped from nearly 7 robust lines (429 cubic inches) to 2.8 liters and 105 horsepower. The formula seemed to work, however - Mustang II got over 20 MPG and sold 385,000 for the model year.
1975 brought the return of the 302 (5.0 Liter) V-8 however at only 122 horsepower. Other than increasing this to 139 horsepower in the Cobra II, most changes through 1978 were limited to trim and option packages. After its initial year, sales remained consistent at around 150,000 to 190,000 and earned the marque a new lease on life.
1979-1993 The Speed of a Horse with the Smarts of a Fox.
Based on the Ford Fairmont, the 'Fox' body would be the longest running platform in Mustang history. As an example, the doors of a 1979 can be interchanged with those of a 1993. The Fox body also brought modern design and a renewed commitment to performance. A 2.3 Liter four cylinder was again standard with upgrades of a turbocharged four, 2.8 Liter V6 and 5.0 Liter V8. Mustang paced the 1979 Indianapolis 500 and nearly 370,000 units were sold.
1981 saw the addition of the T-Roof Convertible and 1982 brought the return of the GT with a revised 5.0 High-Output V-8 rated at 157 horsepower. Ford's resurgent racing program blasted out of the gates with International MotorSports Association (IMSA) GT racing, where the turbocharged Miller Mustang, driven by Klaus Ludwig, came within a 10th of a second of winning its first race over the dominant Porsche 935 Turbos. Ludwig was only getting started. He handed the vaunted Porsches defeat with back-to-back victories at Brainerd and Sears Point. Elsewhere, Tom Gloy put a Mustang in the Trans-Am winner's circle for the first time in a decade when he won the 1981 season finale at Sears Point. In SCCA road racing, Mustang became the first domestic car ever to win the Showroom Stock national championship when Ron Smaldone drove his turbo Mustang to victory at Road Atlanta.
The big news for 1983 was the mid-year introduction of the first true Mustang convertible in a decade, which accounted for 20,000 sales in the short 6 month season. On the performance front, the 5.0 V8 bumped up to 205 horsepower. For Mustang's 20th Anniversary, in 1984, Ford offered the most interesting line up in years. The GT was back in hatchback and convertible, and a new European-inspired Mustang SVO debuted. Developed by the Special Vehicle Operations department, the limited edition model was powered by a fuel injected intercooled 175 horsepower four cylinder engine. The SVO also featured unique exterior appointments, an upgraded interior, and was also the most expensive model.
By 1984, Ford had staked out the IMSA GTO series as Mustang turf. Jack Roush, the Carroll Shelby of the eighties, came on the scene with hot racers. A Roush-prepared Mustang won the GTO class in the three-hour IMSA 1984 season finale at Daytona. It was the beginning of Mustangs reign as the king of GTO. The following February, Mustang won the GTO classes at Daytona 24 Hours - the first of three consecutive victories in the season-opening marathon.
Mustang received a facelift for 1985, and horsepower continued to climb. The 5.0 H.O V-8 was increased to 210, and the SVO squeezed 205 horsepower out of a 2.3 liter engine. This would be the rarest SVO model as only 1,954 were built. The V-8 switched to fuel injection in 1986, the year that restyling of both the interior and exterior, and a bump in the GT horsepower to 255. The Roush Mustangs carried on the winning tradition in 1986 with eight more GTO wins and another manufacturers' title. In drag racing, Rickie Smith drove his Motorcraft Mustangs to the semifinals or better at all 11 races on the International Hot Rod Association schedule, and took the IHRA Pro Stock world championship.
1998 was a pivotal year in Mustang history. Ford planned to change the Mustang to a front wheel drive derivative of the Mazda MX-6. An uprising in the Mustang enthusiast community ensued, as did some pointed questions from the automotive press. Thousands of letters decrying the idea of a 'Maztang' or 'Musda' beseiged Ford's product planners and the new car went on to be the Probe. Ford scrapped the idea at the last minute, cementing the Mustang heritage for the future. The decision however locked in the Fox platform for the next five years.
From 1989 to 1992 changes were limited to wheel and tire combinations and the introduction of 'Special Edition' models in non-standard colors. 1993 would be the final year of the original Fox body Mustang. Ford re-introduced the Cobra, rated at 235 horsepower and distinguished by unique front and rear bodywork. 107 Cobra R models were built which included track tuned suspension and deleted the rear seat, radio, fog lights and other components to reduce weight.
1994-2004 Refining the Breed.
Mustang celebrated its 30th Anniversary with an all new body and interior for 1994, calling on design cues from the Mustang's first decade. The 2.3 liter four was retired and the 3.8 V-6 became the base engine. The GT retained the 5.0 V-8 and the SVT Cobra returned, now with 240 horsepower. The Mustang Cobra served as pace car for the 1994 Indianapolis 500 and a limited series of the Rio Red pace car replicas were sold.
Mustang was an immediate hit and remained unchanged while Ford continued to fill orders. Another Cobra R was released, this time with a 300 horsepower 351 cubic inch (5.4 liter) V-8 and Tremec 5 speed manual transmission The R model was sold nearly race-ready with a revised suspension and fuel cell. The rear seat, radio, air-conditioning, power windows and seats were deleted to save weight. Only 250 units were built which became instant collector's items.
In 1989 the Trans-Am series was again attractive to American muscle, though the cars only look like a Mustang - the underpinnings were that of a purpose-built race chassis built to modern motorsports standards. The Mustang dominated in 1995, 1996, 1997 and again in 1999. Ironically, the 1999 driver, who had switched to a Jaguar, kept the classic Ford pushrod V-8 underfoot and kept winning.
1996 ushered in Ford's long-anticipated modular engine program, which saw replacement of the venerable 5.0 with a 4.6 liter overhead cam V8 with 225 horsepower on tap. The Cobra utilized a dual overhead cam aluminum block version rated at 305 horsepower. A limited edition 'Mystic Cobra' was built with color shifting paint that changed from black to green to purple to gold as the light hit the car. The paint alone cost about $2,000.00 per car. The Mustang carried over basically unchanged from 1997 and 1998.
Mustang's 35th year was marked with a new sharp-edged body. The base V-6 was now rated at 195 horsepower (more than the original 5.0 H.O. of 1982). The GTs 4.6 was upgraded to 260 horsepower, while the dual cam Cobra was now pumping out 320. One of the benefits of the redesign was the inclusion of a fully independent rear suspension on the Cobra, the first for a production model. The Pittsburgh Vintage Grand Prix marked the occasion by making Mustang the spotlight car of the America car show.
For 2000, the only Cobra for the year was a new R model. Wilder than any previous Mustang, the R featured a dual overhead cam 5.4 liter monster rated at 385 horsepower. A six-speed gearbox and 18-inch wheels and tires moved the power to the ground. Outside, the R was immediately recognizable by its domed hood, front air dam and rear wing spoiler. Only 300 Cobra Rs were built. The remaining Mustangs carried over from the prior year.
SVT was back with a new Cobra in the spring of 2002. Once again SVT topped their previous efforts with a supercharged dual cam 4.6 that Ford rated at 390 horsepower. Testers found this number to be greatly understated, as the actual output was closer to 425. The Cobra models also carried a SVT 10th anniversary badge.
The Mach 1 returned as a special edition for 2003 for the first time since 1978, and featured a functional ram air 'shaker' hood scoop and a modern interpretation of the Magnum 500 wheels used on the original 1969 models. The GT and base models continued unchanged.
2005 A new beginning with a nod to the past.
Built on its own platform which borrows slightly from the Lincoln LS, the body shape combines styling cues from some of the most memorable Mustangs of the past. From the front, 1967-1969 Mustangs come to mind. The side quarter windows recall the 1966 Shelby GT 350 and the rear retains the tri-part tail lights and faux gas filler which was a Mustang trademark from 1964-1/2 to 1973. On the performance side, the GT now comes with a three valve per cylinder 4.6 with 300 horsepower. The base motor is now a 4.0 rated at 210 horsepower. Ford has previewed the 2007 Shelby Cobra GT 500 which is slated for late 2006. As shown, the GT 500 includes a supercharged 5.4 liter engine rated at 450 horsepower making it the most powerful Mustang ever built.41 years have passed since April 17, 1964. As in the beginning, Mustang stands alone having outlived all of the challengers created in its wake, and have revolutionized an entire segment of the American automotive market. Its fans can expect many more happy years for the original ponycar.Source - PVGP
To say that the first Mustang was a success is an understatement. Following the introduction, the Mustang was on the cover of both Time and Newsweek. A week before introduction, Ford ran ads with the air times for the first television commercials, which all three networks broadcasted simultaneously. Mustang was selected as the Official Pace Car for the 1964 Indianapolis 500, and more than 22,000 orders were taken the first day. By its first anniversary, over 418,000 Mustangs had been sold, breaking the all-time record for first year sales of a new nameplate.
The original platform was used, with numerous modifications, up to 1973. The Pinto-based Mustang II was built from 1974 until 1978. A new fox body platform began in 1979 and was largely unchanged through 1993. In 1994 the SN-95, a modified version of the Fox body, debuted and was produced until 2004. The 2005 Mustang is built on the first entirely new platform in 25 years.
1964 1/2 - 1973 The Growing Years - In More Ways Than One.
Until 1967, Mustang had this new market all to itself. For 1965 a new 2+2 Fastback model added as was the GT Equipment Group. Both performance and aesthetically minded, this group included front disk brakes; grille-mounted fog lights, 5-gauge instrumentation, GT stripes and badges and special dual 'trumpet' exhaust outlets. 1966 brought a huge shot in the arm to the ponycar moniker - the first Shelby GT 350. Built on the 2+2 Fastback by famed racer/car builder Carroll Shelby, these cars featured race-tuned engines and suspensions. By mid-1966, Mustang passed the one-million sales mark.
On the track, the Mustang name was quickly establishing itself in many motorsports arenas. In 1965, Mustang assumed the role as Ford's rally car. Carroll Shelby, famed builder of the Cobra, created race-ready cars for SCCA's production class B competition against the likes of Chevrolet's Corvette and the Jaguar E-Type. Shelby's goal was accomplished when the GT 350 took the B-Production Championship from Corvette. Shelby Mustangs were also successful in the world of drag racing. Ford campaigned several highly modified A/FX altered Mustangs equipped with 427 'Cammer' motors in National Hot Rod Association drag racing events. 1966 brought the creation of the SCCA Trans Am professional racing series for V-8 sedans of 305 cubic inches or less. Mustang took the Trans Am Manufacturers' Cup in 1966. The Shelby GT 350 repeated the previous year's success as B-Production Champion.
With the introduction of Chevy's Camaro, Pontiac's Firebird, and Ford's sister division 2+2, the Mercury Cougar, the rest of the industry both brought serious competition to the Mustang and further legitimized the 2+2 'ponycar' market. Ford foresaw the coming competition, and designed the 1967 Mustang to accommodate its 390 cubic-inch V8. In addition to the mechanical changes, the Mustang was restyled inside and out. This began the era of the growing Mustang, as it gained a couple inches in length and width nearly every year until 1973. A GT 350 H was introduced, a special edition made specifically for Hertz Rent-A-Car outlets. Stories of 'Rent-A-Racers' being returned with telltale signs of racing use are still told today. The options list grew as well, and Ford's largest engine quickly went from the 390 to the 428 Cobra Jet. Shelby also upped the ante with the GT 500 in 1967 and the GT 500 KR ('King of the Road') in 1968. The GT 350 also continued on. In racing, despite new competition from the Camaro, Plymouth Barracuda, and Mercury Cougar, Mustang again won the Trans Am Manufacturers' Cup. Capping the year, Shelby's GT 350 once again took the SCCA B-Production crown. Perhaps the most famous Mustang of the time was the 1968 Highland Green 390 Mustang fastback driven by Steve McQueen in the movie Bullitt. Many still consider the final chase scene to be the best ever filmed.
The car again grew larger and heavier in 1969, and the grille sprouted four headlights. Also introduced in 1969, the Boss 302 - brain child of former GM designer Larry Shinoda - was a special version of Ford's 302 cubic-inch engine with larger canted valve heads for better efficiency and more power. The rarest Mustang by far was the Boss 429, built for the sole purpose of qualifying the new 'Semi-Hemi' engine for NASCAR racing. Only 857 Boss 429 Mustangs were built. More competition arrived in 1970 with the Dodge Challenger and a redesigned Plymouth Barracuda. The Boss 429 was discontinued after only 499 copies were made. 1970 also marked the end of the GT 350 and GT 500.
1970 would be Ford's last year for factory-sponsored racing until the 1980s. The Trans Am series boasted the most competitive field ever in both the driving talent and the cars. Ford's Boss 302 team, led by Parnelli Jones and George Follmer, took on AMC's Mark Donahue, Camaro driver Jim Hall, Pontiac's Jerry Titus, Dan Gurney's All American Racers and their Plymouth Barracuda, Sam Posey in the all-new Dodge Challenger. The competition was fierce and well matched throughout the series. In the end, the Mustang team was triumphant allowing Ford to go out on top.
By 1971, the car had become nearly 8 inches longer and 6 inches wider than the original 1965 model. Mustang was now a full-fledged muscle car, moving beyond the 2+2 market niche it created. The Grande and Mach 1 returned, however, the Boss 302 was replaced by the Boss 351. Engine choices ranged from six cylinder economy to the mighty 429 Super Cobra Jet V-8. Many forces converged by 1973 that signaled a change from the fast-and-furious start of the 2+2. Soaring gas and insurance costs and the addition of emissions and safety equipment brought the muscle car era to an end, and Ford began positioning the Mustang as a luxury car. The end of 1973 would begin a hiatus for both the V-8 engine and the convertible.
1974 - 1978 A Mustang Trapped in a Pinto's Body.
Lee Iacocca, then president of Ford and instrumental in the design of the first Mustang, had long been unhappy with Mustang's direction. The car got progressively bigger and sales dipped. Any questions about returning to a smaller Mustang were answered by the first OPEC oil embargo in 1973, which spurred an immediate run on fuel-efficient cars. The Mustang II was introduced mid year in 1973 as a 1974 model. Built on the Pinto platform, the Mustang II was substantially smaller than the prior model and even smaller than the original. Rack and pinion steering and front disk brakes were made standard. Engine choices were limited to a 2.3 liter four cylinder and a 2.8 V-6. This would be the first year for a four and the only year without an available V-8. The coup and fastback would soldier on without the convertible - which would not return for twelve years. The Mach 1 continued on, but had dropped from nearly 7 robust lines (429 cubic inches) to 2.8 liters and 105 horsepower. The formula seemed to work, however - Mustang II got over 20 MPG and sold 385,000 for the model year.
1975 brought the return of the 302 (5.0 Liter) V-8 however at only 122 horsepower. Other than increasing this to 139 horsepower in the Cobra II, most changes through 1978 were limited to trim and option packages. After its initial year, sales remained consistent at around 150,000 to 190,000 and earned the marque a new lease on life.
1979-1993 The Speed of a Horse with the Smarts of a Fox.
Based on the Ford Fairmont, the 'Fox' body would be the longest running platform in Mustang history. As an example, the doors of a 1979 can be interchanged with those of a 1993. The Fox body also brought modern design and a renewed commitment to performance. A 2.3 Liter four cylinder was again standard with upgrades of a turbocharged four, 2.8 Liter V6 and 5.0 Liter V8. Mustang paced the 1979 Indianapolis 500 and nearly 370,000 units were sold.
1981 saw the addition of the T-Roof Convertible and 1982 brought the return of the GT with a revised 5.0 High-Output V-8 rated at 157 horsepower. Ford's resurgent racing program blasted out of the gates with International MotorSports Association (IMSA) GT racing, where the turbocharged Miller Mustang, driven by Klaus Ludwig, came within a 10th of a second of winning its first race over the dominant Porsche 935 Turbos. Ludwig was only getting started. He handed the vaunted Porsches defeat with back-to-back victories at Brainerd and Sears Point. Elsewhere, Tom Gloy put a Mustang in the Trans-Am winner's circle for the first time in a decade when he won the 1981 season finale at Sears Point. In SCCA road racing, Mustang became the first domestic car ever to win the Showroom Stock national championship when Ron Smaldone drove his turbo Mustang to victory at Road Atlanta.
The big news for 1983 was the mid-year introduction of the first true Mustang convertible in a decade, which accounted for 20,000 sales in the short 6 month season. On the performance front, the 5.0 V8 bumped up to 205 horsepower. For Mustang's 20th Anniversary, in 1984, Ford offered the most interesting line up in years. The GT was back in hatchback and convertible, and a new European-inspired Mustang SVO debuted. Developed by the Special Vehicle Operations department, the limited edition model was powered by a fuel injected intercooled 175 horsepower four cylinder engine. The SVO also featured unique exterior appointments, an upgraded interior, and was also the most expensive model.
By 1984, Ford had staked out the IMSA GTO series as Mustang turf. Jack Roush, the Carroll Shelby of the eighties, came on the scene with hot racers. A Roush-prepared Mustang won the GTO class in the three-hour IMSA 1984 season finale at Daytona. It was the beginning of Mustangs reign as the king of GTO. The following February, Mustang won the GTO classes at Daytona 24 Hours - the first of three consecutive victories in the season-opening marathon.
Mustang received a facelift for 1985, and horsepower continued to climb. The 5.0 H.O V-8 was increased to 210, and the SVO squeezed 205 horsepower out of a 2.3 liter engine. This would be the rarest SVO model as only 1,954 were built. The V-8 switched to fuel injection in 1986, the year that restyling of both the interior and exterior, and a bump in the GT horsepower to 255. The Roush Mustangs carried on the winning tradition in 1986 with eight more GTO wins and another manufacturers' title. In drag racing, Rickie Smith drove his Motorcraft Mustangs to the semifinals or better at all 11 races on the International Hot Rod Association schedule, and took the IHRA Pro Stock world championship.
1998 was a pivotal year in Mustang history. Ford planned to change the Mustang to a front wheel drive derivative of the Mazda MX-6. An uprising in the Mustang enthusiast community ensued, as did some pointed questions from the automotive press. Thousands of letters decrying the idea of a 'Maztang' or 'Musda' beseiged Ford's product planners and the new car went on to be the Probe. Ford scrapped the idea at the last minute, cementing the Mustang heritage for the future. The decision however locked in the Fox platform for the next five years.
From 1989 to 1992 changes were limited to wheel and tire combinations and the introduction of 'Special Edition' models in non-standard colors. 1993 would be the final year of the original Fox body Mustang. Ford re-introduced the Cobra, rated at 235 horsepower and distinguished by unique front and rear bodywork. 107 Cobra R models were built which included track tuned suspension and deleted the rear seat, radio, fog lights and other components to reduce weight.
1994-2004 Refining the Breed.
Mustang celebrated its 30th Anniversary with an all new body and interior for 1994, calling on design cues from the Mustang's first decade. The 2.3 liter four was retired and the 3.8 V-6 became the base engine. The GT retained the 5.0 V-8 and the SVT Cobra returned, now with 240 horsepower. The Mustang Cobra served as pace car for the 1994 Indianapolis 500 and a limited series of the Rio Red pace car replicas were sold.
Mustang was an immediate hit and remained unchanged while Ford continued to fill orders. Another Cobra R was released, this time with a 300 horsepower 351 cubic inch (5.4 liter) V-8 and Tremec 5 speed manual transmission The R model was sold nearly race-ready with a revised suspension and fuel cell. The rear seat, radio, air-conditioning, power windows and seats were deleted to save weight. Only 250 units were built which became instant collector's items.
In 1989 the Trans-Am series was again attractive to American muscle, though the cars only look like a Mustang - the underpinnings were that of a purpose-built race chassis built to modern motorsports standards. The Mustang dominated in 1995, 1996, 1997 and again in 1999. Ironically, the 1999 driver, who had switched to a Jaguar, kept the classic Ford pushrod V-8 underfoot and kept winning.
1996 ushered in Ford's long-anticipated modular engine program, which saw replacement of the venerable 5.0 with a 4.6 liter overhead cam V8 with 225 horsepower on tap. The Cobra utilized a dual overhead cam aluminum block version rated at 305 horsepower. A limited edition 'Mystic Cobra' was built with color shifting paint that changed from black to green to purple to gold as the light hit the car. The paint alone cost about $2,000.00 per car. The Mustang carried over basically unchanged from 1997 and 1998.
Mustang's 35th year was marked with a new sharp-edged body. The base V-6 was now rated at 195 horsepower (more than the original 5.0 H.O. of 1982). The GTs 4.6 was upgraded to 260 horsepower, while the dual cam Cobra was now pumping out 320. One of the benefits of the redesign was the inclusion of a fully independent rear suspension on the Cobra, the first for a production model. The Pittsburgh Vintage Grand Prix marked the occasion by making Mustang the spotlight car of the America car show.
For 2000, the only Cobra for the year was a new R model. Wilder than any previous Mustang, the R featured a dual overhead cam 5.4 liter monster rated at 385 horsepower. A six-speed gearbox and 18-inch wheels and tires moved the power to the ground. Outside, the R was immediately recognizable by its domed hood, front air dam and rear wing spoiler. Only 300 Cobra Rs were built. The remaining Mustangs carried over from the prior year.
SVT was back with a new Cobra in the spring of 2002. Once again SVT topped their previous efforts with a supercharged dual cam 4.6 that Ford rated at 390 horsepower. Testers found this number to be greatly understated, as the actual output was closer to 425. The Cobra models also carried a SVT 10th anniversary badge.
The Mach 1 returned as a special edition for 2003 for the first time since 1978, and featured a functional ram air 'shaker' hood scoop and a modern interpretation of the Magnum 500 wheels used on the original 1969 models. The GT and base models continued unchanged.
2005 A new beginning with a nod to the past.
Built on its own platform which borrows slightly from the Lincoln LS, the body shape combines styling cues from some of the most memorable Mustangs of the past. From the front, 1967-1969 Mustangs come to mind. The side quarter windows recall the 1966 Shelby GT 350 and the rear retains the tri-part tail lights and faux gas filler which was a Mustang trademark from 1964-1/2 to 1973. On the performance side, the GT now comes with a three valve per cylinder 4.6 with 300 horsepower. The base motor is now a 4.0 rated at 210 horsepower. Ford has previewed the 2007 Shelby Cobra GT 500 which is slated for late 2006. As shown, the GT 500 includes a supercharged 5.4 liter engine rated at 450 horsepower making it the most powerful Mustang ever built.41 years have passed since April 17, 1964. As in the beginning, Mustang stands alone having outlived all of the challengers created in its wake, and have revolutionized an entire segment of the American automotive market. Its fans can expect many more happy years for the original ponycar.Source - PVGP
| Photos grouped by event | |||
|
Amelia Island Concours d'Elegance |
Monterey Sports and Classic Car Auction |
Gooding & Company Pebble Beach Auction |
2005 Cincinnati Concours d'Elegance in Ault Park |
1965 Shelby Mustang GT 350 R Competition |
|
| Year | 1965 |
| Make | Shelby |
| Model | Mustang GT 350 R Competition |
| Engine Location | Front |
| Drive Type | Rear Wheel |
| Body / Chassis | Steel unibody |
| Production Years for Series | 1964 - 1973 |
| Weight | 2700 lbs | 1224.7 kg |
| Chassis / Engine Numbers Shown | |
| Chassis Number | 5R 108 |
| Chassis Number | 5R098 |
| Chassis Number | 5S159 |
| Engine | |
| Engine Configuration | V |
| Cylinders | 8 |
| Aspiration/Induction | Normal |
| Displacement | 289.00 CU IN. | 4736.7 cc. | 4.7 L. |
| Valves | 16 valves. 2 valves per cylinder. |
| Valvetrain | OHV |
| Horsepower | 306.00 BHP (225.2 KW) @ 6000.00 RPM |
| Torque | 330.00 Ft-Lbs (447.5 NM) @ 4200.00 RPM |
| HP to Weight Ratio | 8.8 LB / HP (Vehicles with similar ratio) |
| HP / Liter | 65.1 BHP / Liter |
| Compression Ratio | 10.90:1 |
| Main Bearings | 5 |
| Fuel Type | Gasoline - Petrol |
| Fuel Feed | Carburetor |
| 1 HO carburetor | |
| Vehicles with similar horsepower and weight | |
| Standard Transmission | |
| Gears | 4 |
| Transmission | Manual |
| View more photographs |
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| Articles and Event Coverage |
| Amelia Island Concours d'Elegance |
| Monterey Sports and Classic Car Auction |
| Gooding & Company Pebble Beach Auction |
| 2005 Cincinnati Concours d'Elegance in Ault Park |
| 1965 Shelby models |
| Cobra 289 |
| Cobra 289 Stage I |
| Cobra 427 |
| Cobra 427 CSX 3198R |
| Cobra Daytona | 1965 Shelby Concepts |
| Shelby Cobra 427 Competition Prototype CSX 3002 |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com