USA Cars and Route 66 forum

Speed & Design

The Awesome50 zal te zien zijn op Speed&Design met een compleet interieur uitgevoerd in leer in de stijl van de buitenkant van de auto. Tevens zal er Neon onder de auto zitten die het geheel exclusief gaat belichten. De auto zal meerdere keren gestart gaan worden op de stand van OSL. Vrijwel alle details zullen op de auto zitten zoals de chromen tanden aan de zijkant.

Check de site Speed & Design en kijk bij CLUBCHANLLENGE.
De Awesome50 zal samen met de Mustang Eleanor te zien zijn op deze stand.

Awesome50

Eleanor

A BRIEF HISTORY:
America is a land of many legends, and two of the greatest are the Ford Mustang & Route 66. To celebrate them both, these two living legends are brought together in this commemorative brochure.When RT. 66 was established -along with all other numbered U.S. highways- in November 1926, Henry Ford was already 63 years old. His company had been producing cars for 23 years. By adopting a numbered network of cross-country roads, much confusion was eliminated; before 1926, travellers venturing outside of towns navigated mostly unpaved roads, signed with be-route names – "The Lincoln Highway", "Ozark Trail", "National Old Trail Road", etc. Many of these early roads "stair-stepped" railroads, wagon roads and even Indian and Buffalo trails. The uniformly-numbered U.S. highways "stitched" them all together.

On June 44th, 1896, Henry Ford drove his Quadracycle through the streets of Detroit. Seven years later the Fort Motor Company was formed; its first product, a 2-cylinder Model A, was sold to a Chicago dentist on July 15th, 1903, for $850. By 1905 the company was turning out 25 autos per day, employing 300 men. By making each part in large quantities, rapid assembly was possible. In 1913, Ford installed the first moving assembly line, and production jumped to over 1.000 cars per day! By 1915, Ford had produced 1 million cars; by 1924, the 10 millionth was produced!
Henry Ford
The moving assembly line and other production efficiencies allowed Ford to raise workers, wages and at the same time reduce the price of his cars – from $850 for the 1908 Model T down to $385 for the 1927 Model A. Before his introduction of the assembly line it had taken 14 hours and 6.000 sq. ft. of floor space to assembly a car. Now it took only 1½ hrs. and 300 sq. ft. of floor space. Ford had finally achieved his dream of making an automobile affordable to the masses and "putting the nation on wheels". The 1 millionth Ford was build in 1915; the 10 millionth in 1924; the 100 millionth in 1977.

Even in the Quadricycle’s day there were paved roads, but those were mostly restricted to major cities in the east. Many cross-country roads, including 66, would not be fully paved until the mid-1930′s This was especially true in the western U.S. Early travellers faced unpredictable adventures of barely passable and impassable stretches of road. Sudden storms could strand motorists; blowouts and broken axles were common.

It was the Mustang’s noble kin -the draft horse and mule- that helped build these early roads, aided by steam power -steam shovels and steam rollers- all finally replaced by gasoline and diesel-powered roadbuilding equipment. It would be the mid-1930′s before all of RT. 66 was paved, but it’s vital role in the nation’s history had already begun, as dust bowl refugees poured onto the road and headed west for hoped-for work and a new life in sunny California. During the 1940′s, 66 was a vital link during the war effort, with military bases, training centers and supply depots strung along the road and troops and convoys steaming back and forth continuously end-to-end. During the ’50′s, Americans took to the road in droves, having for the first time the means to travel; money dependable cars and good roads. When the Mustang was introduced in 1964, the interstate system that would replace the major U.S. highways was far from completed. Especially out the west much of 66 was still in use. Piece by piece the interstate was opened. Not until 1984 was the last stretch of 66 by-passed, by I-40 around Williams, Arizona. The following years, in 1985, RT. 66 was officially decertified.

Two human inventions were named for the wild Mustang: the P-51 Mustang, famed fighter plane of W.WII, and the original "Pony Car", the Ford Mustang. These 2 "inventions’ are legends in their own rights, as are the wild horses of the western plains. Wild Mustangs are not a true wild species, but rather are descended from horses brought to North America. When Hernando de Soto crossed the Mississippi River in 1541 (first white man to do so), his men either lost or abandoned some of their horses. It is believed that these animals formed the nucleus of the bands of wild horses later to be known as "Mustangs"- an English pronunciation of the Spanish word Mesteno, which means "strayed" or "wild". The Cayuse (Indian pony), named after an Indian tribe, was part Mustang. The Mongolian wild horse or Przewalski’s horse, is the only existing true wild horse, surviving in small numbers in Central Asia, all other so-called "wild" horses in different parts of the world are descendants of domestic animals.

MUSTANG I- conceived May, 1962 and introduced October 7th, 1962 at the U.S. Grand Prix, Watkins Glen, New York.

A MAN & HIS VISIONLee Iacocco and his Mustang, as featured on the cover of the April 20, 1964 issue of Newsweek Magazine.

Many people played important roles in the intriguing history and evolution of the Mustang. Through the early ’60′s there was a whirlwind of activity marathon meetings and design sessions with the goal of creating "a fun sporty-looking car at a price young drivers could afford". The time was right for this bold new idea which took the work of many great minds, brainstorming together over the span of a mere few years. What they achieved linked the past to the future, automotively, integrating and adapting components and design features from the ’50′s and ’60′s and introducing new features. The car was meant to appeal -and did- to virtually everyone. The Mustang set precedents, broke records and launched a legend that lives on today. A bond can be established and nurtured between a person and any vehicle; but the loveable little "ponycar" stole peoples hearts. With an arm-long list of available options, the buyer could "personalize" the car to his of her hearts content, a tradition that continues to this day. Like those devoted to Route 66, Mustang enthusiasts become part of a "family" of folks spanning the globe, who come together to share, enjoy, celebrate and preserve these links to the past – these "living legends".

LEGEND MEETS LEGEND:
The association of Mustangs with legendary high performance will forever be linked to one man, Carroll Shelby, who began his racing career in 1952, becoming a terror on racetracks around the world. In 1956 he ran 28 races, won 19 and failed to finish 5. In both 1956 and ’57 he was sports illustrated’s "driver of the year". After winning Le Mans in 1959, his racing career was cut short by a heart condition ("I drove my last race eating nitro-glycerine tablets"). So he turned his attention to building race cars… and as they say, "the rest is history". Shelby Mustangs were produced from 1965 trough 1970.

One of the sporty-car design ideas generated by Lee Iococca and team would become the Mustang I. Ford planning to introduce a series of more appealing -"exciting"- automobiles in the fall in 1963, wanted to promote the new line-up with a concept vehicle that would "stop auto show visitors and journalists in their tracks". It did! The mid-engine V-4 had a tubular frame and aluminium body.

MUSTANG II
On Aug. 16th, 1962, 7 clay models of the Mustang II "concept" were shown at Ford’s Design Center. The winning design came from Joe Oros of the Ford Division Studio. "It was the only one in the courtyard that seemed to be moving", Lee Iococca would later say. Shown around the country and at Watkins Glen in late ’63, it primed the public and "lit their fire" for the Mustang to come. The detailed history of the evolution and creation of the Mustang is as intriguing and exciting as the car itself. For those interested, there are many books about the Mustang – some available, some out of print. There are well over 100 Mustang Clubs in the U.S. and in several other countries as well. The Mustang Club of America, founded in 1976, and other clubs sponsor Mustang events through out the year. Like the Mustang, RT. 66 is well-represented and documented in a wide selection of books. There are RT. 66 associations in all eight "66 states" and in many other countries, all involved in celebrating, preserving and enjoying the road. "Nothing could be finer than to be a Mustanger on Old Route 66!"

Robert Waldmire was born in 1945, in St. Louis, Missouri, and grew up in Springfield, Illinois, where his father Edwin -inventor of the "corn dog"- opened his cozy dog drive in, right on RT. 66 in 1950. So Bob got to grow up on 66, seeing travellers heading west, years before he got to see it himself, on a summer, 1962 family vacation clear to California, mostly on 66. It was love at first sight -or bite- as he was "bitten by the desert bug", and has been returning to and hanging out in the desert southwest ever since. In April, 1967 Bob acquired his first Mustang – a beautiful dark bleu ’65 2+2 fastback.

During 5 glorious years Bob and his Mustang travelled 100.000 miles, but a kind of metamorphosis was occurring! Bob was becoming a hippie and a travelling artist (still is!). After 2 years of living on the road, hauling posters and sleeping in his Mustang, it was obvious this exciting new lifestyle would require a more practical vehicle. So reluctantly, in April, 1972, Bob traded in his beloved Mustang and acquired his first Volkswagen – a 1967 type III "squareback". This faithful little car served as home and studio on the road for 13 years, until she was retired in May, 1985 and replaced by the now-famous 1972 Volkswagen Van – a camper-conversion extensively modified by Bob.

But he never got over selling that Mustang. In April, 1998, on a trip back to Illinois from Arizona, while rolling into El Reno, Oklahoma, there she was – a beautiful white ’65 fastback! So, after 26 years of lusting and pining, Bob made a snap decision, and -whit his mom’s help- he bought the Mustang. Bob still travels in his Volkswagen Van, but he manages to log about 2.000 miles per year in his "fantasy". It was used as the model for the brochure cover. By the way, the brochure portraits are arranged geographically, from east to west. The Mustangs are not in chronological order, enjoy!



This is the one that started it all -an instant classic introduced to the world on April 17th, 1964- and a benchmark in the history of automotive design, production and marketing. The 1965 Mustang was a seemingly perfect synthesis of ideas, components and styling cues that spanned a decade. It virtually created a new segment of the American automotive market; the young-oriented "pony cars". The roofline, distinctive rear fender, "hip" and long hood-short deck configuration were inherited from the classic 1956 Lincoln Continental Mark II; the distinctive recessed side panels came from the functional side scoops of the Mustang I concept car (for its twist radiators); the car’s basic chassis, engine, suspension, brakes and driveline were off-the-shelf Falcon & Fiarlane components. All mechanical parts for the Mustang were in production and even catalogued several months before the car self made its debut. Key to the car’s phenomenal success was the longest options list ever offered by Detroit, allowing the buyer to tailor his or her car for economy, luxury, performance or any combination. The Mustang could be "personalized" to one’s heart’s content. Ford orchestrated the most thorough and successful promotional campaign of any vehicle ever. Just before the April 17, 1964 unveiling at the New York world’s fair, the car was featured in many magazines. On the eve of April 17th, an estimated 29 million viewers got their first glimpse on all 3 networks. The next morning, 2.600 newspapers carried announcement ads and stories. A legend was born! In above view (facing east) 66 heads east on Jackson Blvd., towards its terminus 2 miles to the east at Michigan Avenue. Like concrete canyon walls, skyscrapers tower over the road.


The ’87′s saw the first major restyling since the fox-bodied Mustang debuted in 1979. A facelift gave the front an "aero" look. The GT got a redesigned nose with flush-fitting headlights, ground effect skirt package with scoops at fronts of wheel openings, giving the car a much lower look. The taillights got a louvered treatment. The Mustang also got a new interior with redesigned dash featuring a full compliment of gauges. The V-6 was dropped, leaving only the 2.3 L 4 and the 5.0 L Ho, which now produced 225 HP. There were also suspension, steering and brake upgrades. GT’s came with cast aluminium "turbine" wheels. This might have been the last of the traditional Mustangs, as Ford was considering replacing the rear-drive fox platform with a small, high-tech Euro-style chassis, or with a front-drive, Japanese-engineered design. As word of this got out, pony car fans let Ford know how they felt about this; the new design became the "probe", and the all-American, rear-wheel drive V-8 Mustangs survived. In above view, facing north, 66 slices through historic funks grove, a dense forest of oak, hickory and sugar maple. The Funk family settled here in 1824, learning the art of maple sirup-making from native Americans and opening their first commercial sirup camp in 1891. They have been making their famous pure maple sirup ever since.


The big news for ’83 was the re-introduction of the convertible – the first since ’73. Mechanically, there were many improvements and upgrades. The 2.3 L turbo (140 c.i. inline 4) returned, this time without the problems of their first attempt. But the exciting news, performance-wise, was the return of the 4-barrel carb, on the 5.0 – first such combo since 1970. An all new 3.8 L V-6 with aluminium heads was also introduced, replacing the antiquated inline six. A new aerodynamic front end treatment featured deeply-recessed headlamp housings, a narrower grill tapered inward at the base. Once again, the GT’s hood scoop changed ends, now opening in the rear. For 1983 all Mustang tires increased by at least one size, and this was the last year for the 8-track tape player. The historic Munger Moss Motel, build in 1946, still operates on the east edge of Lebanon, a destination still for the weary 66 traveller. Builders Jesse and Pete Hudson used the name of their former restaurant, which its original owners -mrs. Munger and mr. Moss- had named.


After a seeming "eternity of pony car mediocrity", the era of the Mustang II ended in Oct. 1978 with the introduction of the completely new "Fox Mustang". The Fox body would reign for 15 years, until Ford introduced the all-new ’94 Mustang. Ford had introduced the "Fox" project to develop a new corporate world wide Sedan. In the U.S., it replaced both the Mustang II and the Pinto; one version became the compact Ford Fairmont-Mercury Zephyr and the other became the platform for the all-new ’79 Mustang. Although the new Mustang was 4 inches longer than the Mustang II’s and had 20% more interior space, the use of new materials resulted in a curb wt. of 2.600 Lbs. – 200 Lbs. lighter than the Mustang II’s. The aerodynamic wedge design greatly improved both economy and performance, and greatly excited Mustang enthusiasts. In this view, RT. 66 heads west through tiny Riverton, past the historic Eisler Bros. Store, established in 1925. A museum-like atmosphere invites visitors to linger, to sit a spell, have some lunch on the front porch amid the profusion of colourful flowers. Kansas has just 13 miles of RT. 66, but it is scenic and memorable. Just west of the store the road curves south, passes a 1924 Arch bridge, goes through Baxter Springs and enters Oklahoma.


The ’71′s were completely restyled: lower, wider, longer and heavier than any previous Mustang. During the ’71′s design and planning stages (1968-70), there seemed no end to cheap gasoline and demand for ever-greater horsepower. All that would soon change. Meanwhile, a whole corral-full of options were available on the 3 models: hardtop, convertible and sports roof (fastback). As in years past, buyers could select options and "customize" their order direct from the dealership. Although the 429 CJ engine was still offered, the performance-minded preferred the new Boss 351, which had replaced the Bosses 302 and 429. Shown above, it featured functional NASA-style scoops and hood-lock pins on a hood painted black or argent silver. The Mach I’s were similarly-equipped. Much of the ’71′s styling can be credited to Ford’s new president, Bunkie Knudsen.


The downsized Mustang II was a dramatic departure from all earlier Mustangs. No longer a "pony car", it was now classified as a sub-compact. During its 5-year production run, the II’s styling changed little. There were no convertibles; only 2 body styles were offered: a 2-dr. hardtop (coupe) and the 3-dr. hatchback. The front suspension was redesigned. Rack and Pinion replaced the re-circulating ball steering, front disc brakes were standard; rear shocks were standard. Two engines were available: the base 140 c.i. 2.3 L 4-cyl. (the first metric engine) and the German-build 171 c.i. 2.8 L V-6. Neither engine offered adequate power for the performance-minded. Ford remedied this shortcoming by offering the 302 c.i. 5.0 L in 1975. In 1976 the Cobra II was offered as a cosmetic package (on hatchback only), and in 1978 the ultimate Mustang II was offered: the "King Cobra" – Ford’s "Boss of the Mustang stable". In above view (facing east), 66 climbs a hill and passes Oklahoma’s only remaining round barn, built in 1898 by William Odor, of native Burr Oak trees. The lower lever sheltered cattle, mules and hay, while the loft was used for barn dances and other social events. The round barn was completely restored and opened to the public in 1992.


Once again, why change a good thing? The previous year saw federally-mandated rear shoulder belts and driver’s side airbag. The big addition for ’91 was the 16-inch cast aluminium wheel, available on both the GT and the LX 5.0. The coupe (sedan), hatchback and convertible body styles were available. A re-designed convertible top stack let the folded-down top sit 1½" lower in its well. The 2.3 L OHC Four now had a twin-spark plug cylinder head and dual ignition, which upped its HP from 88 to 105. The 5.0 V8, now rated at 225 HP, outsold the Four by 2 to 1. In this view (facing west), 66 enters the rolling great plains, a vast region stretching clear to the Rockies, it is here that the land "opens up" and its forests subside, giving way to grasslands. This 1930′s gas station was purchased in 1941 by Lucille Hamons and her husband Carl. It operated continuously until Lucille’s death in 2000. Closed and its fate uncertain, travellers still stop and pay homage to the "Mother of the Mother Road".


For 1994, Ford marked the Mustang’s 30th anniversary with an all-new "4th-generation" design, ending the 15-year-long reign of the "Fox-bodied" Mustang. Hints of the original Mustang were evident: side cove air-intake scoops, 3-barred tail lamps, double-cockpit dash design and galloping horse grill insignia. Deep down, the car was still a Fox – the platform on which it was designed was known as the "Fox-4". The new Mustang was noticeable longer and wider and had a higher roofline (L.: 181.5"; H.: 52.9"; W.: 71.8"). Chassis stiffness was greatly improved. Ford managed to eliminate the hatchback by designing its coupe to appeal to the fast-back crowd. The dome-like top complimented the rounded body lines; the body style would endure 5 years, until the introduction of the ’99 Mustang. Like Beacons on the high plains of the Texas panhandle, the U Drop Inn and Tower Station have greeted RT. 66 travellers since opening April 1st, 1936. This famous art deco landmark has recently been restored to serve as a RT. 66 visitor-info. center, complete with its original neon trim. The town of Shamrock -"Irish City, USA"- was founded in 1903, when the railroad came through, and has an actual piece of the Blarney Stone in its park!


Because the 1969 Mustang had introduced such a huge range of options and packages (including 9 V-8 power-plants), the ’70 Mustang had few changes – why change a good thing? The ’70 model dropped the dual headlights, placing the single lights inside a wider grill opening, flanked by simulated air intakes, the front fender-mounted reflector was enlarged and positioned vertically. The side-mounted simulated air intakes behind the doors were eliminated. The tail-lamp housing was slightly restyled. The Mach I shown above features the shaker scoop and aluminium rocker panel moldings. In above view (facing west), old 66 curves past Joseph’s, founded in 1956 as the La Fiesta Café by José Campos. The famous "fat man" logo of the former club café now graces the front of Joseph’s restaurant, once again beckoning hungry travellers. This historic railroad town, settled in 1865 on the Pecos river, features a wealth of vintage architecture and RT. 66 landmarks, including the recently-opened RT. 66 auto museum. The world-famous "Bleu Hole" draws divers near and far.


Ford gave the ’99 Mustang an extensive facelift, "pumping up" the rounded and smooth, feminine curves of the ’94-’98 Mustangs, into a boxier, harder-edged more masculine look. The squared-off side scoop was the tallest ever, the earlier, rounded, 3-element tail lights were squared-off and joined. The grill was slightly enlarged and front lights squared-off. Ford also acknowledged the Mustang’s 35th anniversary year model: every ’99 Mustang wore a 35th anniversary emblem. This was a welcome contrast to the disappointment of fans back in ’90, when Ford did little to mark the 25th anniversary, beyond a "limited edition" run of 5.000 LX 5.0 convertibles – all emerald green. Engine revisions on the GT’s 4.6 L V-8 gave it its biggest power increase since 1987 – to 260 HP. The San Francisco Peaks -highest point in Arizona at 12.670 ft.- loom in the distance in this vies (facing east). Here, a stretch of 1930′s poured cement pavement survives, snaking through part of the world’s most extensive Ponderosa Pine Forrest, which cloaks the 400-mi.-long Mogollon Rim. At this altitude -around 7.000 ft.- weather can change dramatically and quickly.


This long – bypassed, mile-long curving piece is still driveable, and features an ancient W.P.A., era roadside picnic area. Pieces of the crumbling pavement "calve" off, like icebergs from a glacier. Here, as on most of the Colorado Plateau, stands of Juniper-Pinyon Forest predominate, interspersed with grasslands, altitude here is just over 6.000 ft. The ’68 Mustangs were little-changed from the ’67′s, beyond cosmetic upgrades. Side marker reflectors were added, front and back. But under the hood, bid changes had taken place, changing the Mustang from merely a peppy, sporty car to a "drag-strip terror", with the introduction of the 335 H.P. 428 Cobra Jet V-8. The phasing-out of the legendary 289 began, replaced by the more mild-manner ED 302 – later referred to as the 5.0. A veritable smorgasbord of engines was offered: the 200 c.i. G-cyl. And the V-8′s: 289, 302, 390 and 428. Meanwhile, the Shelby Mustangs still offered ultra-high performance, but with more creature-comfort options. Government-mandated safety features included energy-absorbing inst. Panel and steering column, retractable seatbelts, hazard warning flashers, side marker lights, padded sun visors and windshield pillars, double-thick laminated windshield, day-night rear-view mirror on breakaway mount and corrosion-resistant brake lines.


These "concepts" were first shown at the North American International Auto Show in Detroit in January 2003. Once again, design cues from the ’60′s were blended with the best of contemporary automotive technology. The profile of the fastback is reminiscent of the earliest 2 + 2′s. Other cues from 1965 are the trumpet exhaust tips and centered gas filler cap (non-functional) and honeycomb grill panel. The front bears a striking resemblance to the ’68 Shelby. In the words of Ford design California chief Richard Hutting, "Mustang enthusiasts that emotional link". The design team also drew from the 2-seat mid-engined 1962 Mustang I concept car, considered the "original" Mustang and the car that led to Ford’s decision to build a production car. The new Mustang is build off the same rear-drive underpinnings as the Lincoln LS, Jaguar S-type and Thunderbird, so parts are interchangeable. The GT version’s 4.6 L V-8 produces 400 HP, under the hood, plastic covers conceal much of the engine. Lower and wider than the ’04 Mustang, the ’05 features a forward-leaning grill, recessed headlights and twin hood scoops and the signature side scallops. An all new interior features lots of brushed aluminium. The Santa Monica Municipal Pier was built in 1908-09. After severe storms demolished much of the Pier in 1983, it was fully rebuilt and restored to its original grandeur.

This is my Stang, 6 cyl. 3.8 ltr.

Ford’s Mustang was completely redesigned and re-engineered last year (1999), with improvements to every single system under its brand-new skin. But all the best traits of the Mustang, the original pony car, remain. There’s plenty of torque. The engine sounds great at full song, urging you to keep your foot in it. Excellent handling response keeps you involved. Yet it burbles along when cruising, attracting lots of attention from those around you. The Mustang has only two true competitors, the Chevrolet Camaro and the Pontiac Firebird. There are Japanese and Korean coupes that compete with Mustang on price, but they don’t offer pony car performance.

Model Lineup

Like the GM pony cars, the Ford Mustang comes in many guises. There are V6 and V8 versions in both coupe and convertible body styles. There’s also the Cobra, a super-performance model (available as a coupe or convertible) that competes against the Camaro SS and the Firebird Ram Air. You also get a choice of transmissions: 5-speed manual or 4-speed automatic. The base Mustang is powered by a 190-horsepower 3.8-liter V6. Mustang GT models come with a 4.6-liter overhead-cam V8 that produces 260 horsepower. Both engines offer substantially more power this year. The limited-production SVT Cobra and Cobra convertible models come with special 32-valve double overhead-cam engines Prices for the Mustang coupes: base ($16,520), GT ($21,015), Cobra ($27,605). Convertible prices: base ($21,370), GT ($25,270), Cobra ($31,605

Walkaround

Redesigned for 1999, Mustang’s design features chiseled lines that give it a muscular appearance. The original 1964 Mustang influenced this design. The rear fender air intake is twice as long as the previous generation Mustang, with sharp corners and much more pronounced lines. The rocker panels curve out, and the fenders have pronounced front and rear wheel well arches. This gives the car a racier stance than the previous model. The front features wraparound complex reflector headlamps with integrated side marker lamps, and a larger grille opening with a honeycomb grille texture and a chrome pony emblem reminiscent of the original 1964 car. A new tricolor front fender badge was added for 2000. The hood features a prominent (non-functional) hood scoop. The roof was changed last year to a new design with a sharp edge. The rear quarter windows have a new shape and the three-element tail lamps feature sharp corners. The three available wheel designs, 15-, 16- and 17-inch, each have flat-spoke designs to complement the sharp corners of the body Shell The selection of Goodyear, Firestone and B.F. Goodrich tires remains the same as last year. All GT models get twin 3-inch diameter polished stainless steel exhaust tips. The GT gets a rear deck spoiler and front fog lamps as standard equipment. The electrical system has been simplified with the addition of a single module that replaces the functions of a half-dozen single-function modules for wipers, chimes, illuminated entry system, one-touch-down windows, remote entry and the anti-theft system.

Interior Features

Inside the car, there is no change for 2000 other than the addition of child seat anchors. The seat foam is much better than the previous-generation Mustang. The seat tracks were redesigned to add 1 inch of additional rearward travel to better accommodate taller drivers, and seat belts have been attached to the seats to move with them. There’s a six-way power driver’s seat, along with fabrics and sew patterns in cloth and optional leather. Embossed ponies on the upper portions of the seat backrests give the interior a sporty, traditional Mustang look. Medium graphite, medium parchment and midnight black are the standard interior colors. The instrument panel, the center console and the headliner are color-keyed in 2000 models. The interior is nice and cozy in the coupe. There’s enough seat track length to accommodate tall drivers and just enough elbowroom to keep from feeling cramped. The Mustang’s back seat is small, with only enough room for small objects or kids. The trunk is small with an even smaller opening. The split fold-down rear seat is handy for hauling cargo. Three new colors are offered for 2000. A 16-inch tire and wheel package is included in the V6 model appearance package. An 80-watt premium sound system comes standard on all models. A CD/radio combination, a CD/cassette system, and the Mach 460 system are available as options.

Driving Impressions

Performance is what the Mustang GT is about. Its 4.6-liter sohc modular V8 engine produces 260 horsepower at 5000 rpm with 302 foot-pounds of torque at 4000 rpm. The engine features revised camshafts, intake manifold runners, and larger valves for improved airflow above 3000 rpm. A new coil-on-plug ignition system replaces the previous ignition system for higher energy spark. The GT engine sounds great, whether cruising or at full throttle. Power from the Mustang’s 3.8-liter split-port V6 engine is up substantially as well. It has been increased from 150 horsepower to 190 horsepower at 5250 rpm, with 225 foot-pounds of torque at 3000 rpm. All models, regardless of engine or transmission, get a 3.27:1 rear axle ratio. Both transmissions shift smoothly. The flexibility of both the V8 and V6 engines make good mates for the transmissions, which feature sufficient strength to take high-rpm shifts for the life of the car. The 4-speed automatic transmission has been recalibrated for smoother upshifts. The 5-speed Tremec manual transmissions are carried over from 1999, with the V6 using the T-5 and the V8 using the T-45. It feels like you’re shifting a big transmission in a big car. Clutch travel is a bit long, so you have to be fleet of foot to pull of consistently clean power shifts. Traction control is optional. The Bosch system works at all speeds to reduce wheelspin. Whenever wheelspin is detected, the system retards ignition timing, cuts fuel flow, and activates the brakes at one or both drive wheels, in that order. The driver can turn the system off with a console switch. The Mustang offers good grip when cornering hard and you can really feel what the car is doing. This car involves the driver. Most of the raw edges and choppiness of the Mustang’s old suspension behavior have been smoothed out. Engineers retuned the rear suspension for improved compliance by increasing suspension travel. This reduces ride harshness. The GT has linear-rate springs, up in front to 450 pounds per inch. At the rear, the old springs were swapped out in favor of 210 pound per inch linear-rate springs. These decrease the Mustang’s ride stiffness and improve steering feel and response. The steering is more direct and more positive than pre-1999 Mustangs. A revised boost curve gives the steering more linear response and better on-center feel. The turning circle has been reduced by 3 feet through changes to the steering rack, the lower control arms and front stabilizer bars. The braking system was re-engineered for 1999, with new aluminum twin-piston front calipers reduce front unsprung weight by a significant 10 pounds. The new calipers also contribute to greatly improved brake pedal feel. A new master cylinder design improves the ratio of brake pedal travel to brake force and improves pedal modulation. ABS is still optional for 2000 and must be ordered to get the traction control system.

Summary

The Camaro and Firebird are slightly more powerful than the Mustang GT. But the Mustang GT is quieter, rides better, and offers better interior ergonomics and quality than the Camaro and Firebird. The Mustang GT is also less expensive than either of the GM pony cars by several thousand dollars. Both the Camaro and Firebird are slated for extinction in the near future, which will leave the Mustang as the sole pony car. But even now, the Mustang GT remains the best all-around pony car.

Model Line Overview

- Model lineup: Coupe: base ($16,520), GT ($21,015), Cobra ($27,605); Convertible: base ($21,370), GT ($25,270), Cobra ($31,605)

- Engines: 4.6-liter sohc V8

- Transmissions: 5-speed manual – Safety equipment (standard): dual airbags standard; ABS, traction control optional

- Safety equipment (optional): N/A

- Basic warranty: 3 years/50,000 miles

- Assembled in: Dearborn, Michigan Specifications as Tested

- Model tested (MSRP): Mustang GT ($21,015)

- Standard equipment: (GT Coupe) air conditioning; power steering; power brakes; power mirrors; tinted glass; passive anti-theft system; tilt wheel; GT suspension package; 225/55ZR16 tires; cast aluminum wheels; AM/FM/cassette/CD stereo; remote keyless entry; rear spoiler; ABS; traction control

- Options as tested (MSRP): Mach 460 sound system ($395); Sport front bucket seats with leather seating surfaces ($500); traction control ($230); dual illuminated visor vanity mirrors ($95); Convenience Group ($550) includes front floor mats, cruise control, electric rear window defroster, six-way power driver’s seat

- Destination charge: 525

- Gas guzzler tax: N/A

- Price as tested (MSRP): $23310

- Layout: rear-wheel drive

- Engine: 190-hp 3.8-liter ohv 12v V6; 260-hp 4.6-liter sohc 16v V8

- Horsepower (hp @ rpm): 260 @ 4400

- Torque (lb.-ft @ rpm): 302 @ 3500

- Transmission: 5-speed manual; 4-speed automatic

- EPA fuel economy, city/hwy (mpg): 17/26

- Wheelbase (in.): 101.3

- Length/width/height (in.): 181.5/71.8/53.2

- Track, f/r (in.): 60.5/59.2

- Turning circle (ft.): 39

- Seating capacity: 4

- Head/hip/leg room, f (in.): 38.2/52.8/42.5

- Head/hip/leg room, m (in.): N/A

- Head/hip/leg room, r (in.): 35.9/50.2/30.3

- Cargo volume (cu. ft.): 10.9 – Payload: N/A

- Towing capacity (lbs.): 1000

- Suspension, f: Independent

- Suspension, r: live axle

- Ground clearance (in.): N/A

- Cub weight (lbs.): 3268

- Tires: P225/55ZR16

- Fuel capacity (gal.): 15.4

Goodyear’s Product of the World…The Eagle F1 GS-D3

From three of the world’s best roads to your most important ones – the roads you experience them on! The Eagle F1 GS-D3 is Goodyear’s Max Performance radial that was developed in Europe for driving enthusiasts around the world who want more performance from their factory stock or aftermarket tuned sports cars, sporty coupes and performance sedans.
On the outside, Eagle F1 tires feature Goodyear’s AAtrax tread compound molded into a distinctive wet weather racing-derived OneTRED directional tread design. And while the AAtrax tread compound’s name emphasizes the fact that the Eagle F1 GS-D3 earns the highest “AA” Uniform Tire Quality Grade wet traction rating, Goodyear’s OneTRED design combines three distinct patterns in the tread design to enhance dry and wet performance. A solid and continuous center zone maintains constant road contact to enhance straight-line tracking and initial steering response. Next, sweeping intermediate power transfer bridges use “virtual rib” technology to emulate racing slicks by delivering shoulder-to-shoulder tread contact to further enhance steering response and dry road cornering traction. Then sweeping aquachannel grooves, which are three times longer than the tire’s contact patch, angle forward and out to the edges of the tread to avoid trapping air and water between the tire and the road to reduce noise while enhancing wet traction and hydroplaning resistance. And finally, the virtual ribs flow into the shoulder area to form long, stable shoulder blocks to grip the road during cornering and help resist the wear associated with aggressive driving.
On the inside, twin high-tensile steel belts are reinforced with spirally wound nylon to distribute the vehicle’s load across the tire’s footprint to provide high speed durability and uniform ride qualities. Slightly angled body ply construction with high ply turn ups enhance steering precision and high speed stability while exterior sidewall rim flange protectors help guard wheels from curb damage.

Sport Compact Car
Productreview: F1 GS D3

Designed in Europe, the Eagle F1 GS D3 is Goodyear’s “first truly global product,” and its first tire aimed at the maximum-performance tire segment. The Eagle F1 GS D3 targets sport compact and tuner vehicles, and follows Goodyear’s traditional emphases of maximum wet performance and good, all-around driveability. Goodyear is producing the Eagle F1 GS D3 in 39 sizes, from 15 to 21 inches.
The Eagle F1 GS D3 has internal construction features expected from the latest maximum-performance tire, including high-tensile steel belts, spiral-wound cap plies for excellent roundness and high-speed durability, high ply turn-up for strong sidewalls and quick response, and a rim flange protector molded into the sidewall.
It’s the tread design that sets the new Eagle apart. It’s divided into three zones; a solid center rib for good steering response is connected to shoulders with large, solid tread blocks by a series of power transfer bridges. The latter are part of what Goodyear calls V-TRED. The diagonal grooves are three times the length of the contact patch, helping evacuate water and avoid trapping air, thus reducing noise. Goodyear refers to the tread compound by the AAtrax moniker, emphasizing the tire’s AA UTQG traction rating.
We sampled the Eagle F1 GS D3 at Goodyear’s proving grounds outside San Angelo, Texas. The 7,250-acre facility has 58 miles of roadway with 53 different surfaces. There we witnessed demonstrations of wet-traction testing with a pickup truck and trailer test rig, as well as the phosphorescent hydroplaning test made famous in Aquatred commercials. The latter can be done at speeds approaching 200 mph for racing applications. We also drove the new Eagle F1 on a dry-handling loop in 2002 Audi A4 sedans. At moderate to high slip angles, the Eagle F1 felt like a good, ultra-high-performance tire, but it does make more noise than most tires in the maximum-performance category when cornering loads rise. The grip-slip knee in the load/slip-angle curve was very gradual. That made the tire extremely forgiving, but it also made it difficult to decide how hard the tire wanted to be pushed for best speed. Overall, though, the strongest impression was that the Eagle F1′s capabilities were well beyond those of the stock Audi’s suspension, and a complete evaluation would require a car with more aggressively tuned dynamics.
For evaluation on its Vehicle Dynamics Area, flooded to 0.050 inch with water, Goodyear provided three convertible Corvettes equipped with automatic transmissions. One Vette wore Goodyear Eagle F1 GS D3, one wore Michelin Pilot Sport and one Bridgestone Potenza S-03 tires. Though the cars were theoretically identical, they were rentals and could have had some differences.
In a braking test, the numbers indicated the Michelin third, Bridgestone second and Goodyear first, inverse of the order in which we drove them. Interestingly, we didn’t feel the ABS pulsing for the last third of the stopping distance with the Goodyear.
On the wet autocross, journalists were firmly instructed to drive in second gear with the Traction Control System on line. The Goodyear worked well and showed a gradual, forgiving nature. The tire was also well matched to the Corvette’s TCS, which intervenes very late, and allows the driver to get sideways. The Michelins slid more and sooner than the Goodyears, and the car was a bit tail-happier. The Bridgestones slid the most.
No second round was allowed, so it’s possible that increases in speed were due to my learning curve rather than the tires. To do a more meaningful evaluation, I would need a manual transmission, no TCS and a clock. Real-world, daily-driving conditions weren’t a part of our experience in San Angelo, so we can’t comment on ride or highway noise, but the dynamics of the tire do seem well sorted out.

On December 31, 2005 I had an accident with the Mustang, some old guy hit me. So it was not a nice start of 2006.

O N D E R D E L E N

KENTEKENPL V
KENTEKEN-VERST V
BUMPER V
TRAVERSE BUMPER V
SCHOKDEMPER V
STEUN M BUMPER V
STEUN M BUMPER V
STEUN AFDEKK L
GRILLE
SIERFRAME GRILLE
MOTORKAP
SCHARNIER V L
SCHARNIER V R
DEKSELSLOT
KOPLAMP L CPL
KOPLAMP R CPL
STEUN KOPL BU L
STEUN KOPL BU R
FRONT V
AFD FRONTPLAAT
KOELVLOEISTOF
lampset usa
klemset front

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SPECIFICATIE HERSTELWERKZAAMHEDEN

WIELKUIPBEKLEDING V L UIT-/INBOUWEN
WIELKUIPBEKLEDING V R UIT-/INBOUWEN
GRILLE D-M
KOPLAMP L VERN (UITGEBOUWD)
KOPLAMP R VERN (UITGEB)
KN-LICHT V L ZIJK UIT-/INBOUWEN
KN-LICHT V R ZIJK UIT-/INBOUWEN
AIRCO MET KOELMIDDEL VULLEN
CONDENSATOR AIRCO UIT-/INBOUWEN
RADIATEUR UIT-/INBOUWEN

RICHTEN VOORZIJDE EXTRA WERK
EMBL SPATSCHERM L UIT-/INBOUWEN
EMBL SPATSCHERM R UIT-/INBOUWEN
AIRCO LUCHTLEDIG MAKEN
GEBR MEETSYS/MALLEN
RICHTBANK OMBOUWEN VTG OP/AFBOUWEN
L.KOPLAMP AANPASSEN UIT-/INBOUWEN
R.KOPLAMP AANPASSEN UIT-/INBOUWEN

TRAVERSE V O HERSTELLEN
LANGSDRAGER V L HERSTELLEN
LANGSDRAGER V R HERSTELLEN

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S P U I T W E R K

MOTORKAP SPUITEN NA VERN.
BUMPER V SPUITEN NA VERN.
IN CARR. KLEUR
STEUN AFDEKK L SPUITEN NA VERN.
FRAME SPUITEN NA VERN.
SPATSCHERM L DEKLAAG SPUITEN
SPATSCHERM R DEKLAAG SPUITEN
LANGSDR BI-PANEEL L DEKLAAG SPUITEN
LANGSDR BI-PANEEL R DEKLAAG SPUITEN
BIN.ZIJDE LV.SCHERM DEKLAAG SPUITEN
BIN.ZIJDE RV.SCHERM DEKLAAG SPUITEN

Totaal € 7567.48