Part of the dilemma in developing a "sports car for the masses" was how
to capitalize on the brand equity enjoyed by Ford's Thunderbird. Costs to
develop were a consideration ... the company might have to invest upward
of $100 million to create an entirely new car. Cost to the consumer was
another consideration. The team established a target price of $2,500; an
overall weight of 2,500 pounds; 180 inches maximum length; four seats; a
floorshift, and a host of options that would allow buyers to custom-tailor
the car to their individual personalities.
With those general parameters, the engineering department set out to
craft the prototype for a project referred to as T-5. Three men
quarterbacked the effort - Herb Misch, an engineer; Gene Bordinant, a
stylist, and Roy Lunn, a product planner. In an unparalleled 21 days, the
design for a low, sleek show car with roll bar and retractable headlights
went from drawing board to clay mock-up.
The engine was adapted from a V-4 being developed in Europe for the
"Cardinal" subcompact. Mounted laterally behind the cockpit, it was
capable of generating 90 horsepower at 6400 rpm. It was cooled by two
small radiators located at air vents placed just ahead of the rear wheels.
It featured wishbone suspension; coil springs and shocks; rack and pinion
steering; front disc brakes and rear drum brakes, and a four-speed
transaxle with cable-operated linkage. The skin was stressed aluminum
riveted to a multi-tubular steel chassis.
The innovative prototype weighed 1,200 pounds, stood 40 inches high
atop a 90-inch wheelbase with five inches of ground clearance. Its long,
low sloping nose housed a spare tire; it featured a racing style
windshield, and the dashboard and cockpit were simple but functional.
The Mustang I was introduced in October, 1962 at Watkins Glen for those
attending the U.S. Grand Prix. Dan Gurney and Sterling Moss each piloted
the model for several demonstration laps around the raceway. Capable of
115 mph and covering a quarter-mile in 18.2 seconds, it enjoyed an
immediate, enthusiastic reception from the racing fraternity.
A second prototype dubbed the Mustang II debuted in 1963. It now
remained for the final design modifications to be incorporated into the
initial production run with delivery of the first unit to roll off the
assembly line targeted for March, 1964.
1962 Mustang I
1963 Mustang II
1964½ – 1965
The Mustang mystique was
born in a burst of Mustang Mania.
There are many stories about the long-awaited and much ballyhooed
arrival of the Ford Mustang. Major U.S. daily newspapers and news
magazines and several overseas journals carried "exclusive" features
detailing the newest entry in the Detroit sweepstakes. It's been estimated
that nearly 30 million television viewers witnessed the unveiling on April
16 and, on the day of the launch at the New York World's Fair, over 2,500
newspapers ran advertisements.
Between March 9, when the first Mustang emerged from the Dearborn factory
and early April, the company produced 8,160 so that each Ford dealer
across the United States had at least one in the showroom. On Friday,
April 17, the official launch day, crowds flocked to dealers and the media
blitz leading up to the debut resulted in numerous apocryphal accounts.
Four million curious visited their local Ford showrooms that first
weekend. Dealers couldn't get them fast enough, booking over 22,000 orders
during the opening hours. The demand far exceeded expectations with
100,000 selling in the first four months. To meet the public's clamor,
Ford's San Jose, California plant was converted to the production of the
Mustang. One year later, On April 16, 1965, the 418,812th Mustang was sold
in California, close to one half-million units in the car's first year --
a new record. By the end of the first full model run, April 1964 through
August `65, a total of 680,989 were purchased, and by March 1966, the
millionth Mustang rolled from the assembly lines.
One compelling manifestation of the Mustang's immediate impact and
acceptance was its selection as the 1964 Indianapolis 500 pace car -- a
scant six weeks after its April 17 introduction. For the record, 92,705
hardtop and 28,833 convertible "early" Mustangs were manufactured. And,
based on the reception accorded the sporty new models, a fastback, also
referred to as the "2+2," was introduced in September, 1964. "Late"
production statistics reveal 372,123 standard, 22,232 luxury and 14,905
(with bench seats) hardtops; 65,663 standard, 5,338 luxury and 2,111 bench
seat-equipped convertibles and 71,303 standard and 5,776 luxury fastbacks;
Base sticker prices were $2,321 for a hardtop; $2,558 for a convertible
and $2,533 for the 2+2 fastback.
For
purposes of clarity, it is useful to note that Ford never referred to
Mustangs as "'64" or "'64 1/2" models. These designations are the work of
collectors who seek to differentiate an early '65 from a late '65. That
said, Ford made midstream changes throughout the model year. The 289 cid
V8 replaces the 260; the driver's seat becomes adjustable; an alternator
replaces the direct-current generator; spare tire brackets are revised and
more.
1968 – 1907
Its increased dimensions notwithstanding, the 1968 embodied little if
any new sheetmetal -- the long hood and short rear deck remained. Slight
cosmetic restyling; ever-increasing safety features in response to
government regulations; a broadening of available special editions and
more complex option packages, and a change in the line-up of motors were
the thrust of 1968's marketing strategy.
The
roof design for all three models remained the same as the previous year
with the hardtop and 2+2 using chrome drip moldings above side windows.
The convertible's top boot was color-keyed to the interior and used new
hidden fasteners at the front corners and a stiffened tongue to hold the
boot securely in a groove across the top of the back seat. A power
convertible top option was available as was the folding glass window.
With an eye toward pleasing the performance and luxury-oriented
segments of the market, the substantially redesigned 1969 Mustangs were
unveiled on August 28,1968. Longer by almost four inches (187.4 inches
overall), it was the longest Mustang to that time. The metal grille was
replaced by a dark gray rectangular plastic mesh; the running pony its
chrome corral and reverted to the pony with tri-color bars logo, now
placed off-center on the driver's side of the grille. The sides were
smoother with the sculpted cove replaced by a body line
that
ran from the upper edge of the headlight housing sloping gently
downward to a point just above and forward of the rear wheel wells. Quad
headlights were introduced, two inside and two outside the grille; the
front had a gentle V-shape, accented by a wider windsplit down the length
of the hood; revised MUSTANG script exterior identification was used;
scoops decorated the rear quarter panel on all models except the Boss; a
larger windshield with more slope provided greater visibility; and the
rear deck lid on all models became flush with the rear panel.
The
1970 Mustang, now approaching thoroughbred status, was basically a repeat
of the `69, with few styling changes to set it apart. Two seven-inch
headlights (instead of four) were placed inside an enlarged grille cavity
and simulated scoops replaced the outboard head lamps in the front fender
extensions. New red, white and blue striped bars with galloping pony
emblem occupied the grille center. The engine lineup was little changed
with the exception of the all new 351ci, four-barrel V-8. Canted valves
and larger ports resembled the 429ci V-8. The Mach 1 received grooved
aluminum rocker moldings along with prominent die-cast "Mach 1" marking.
40,970 were built. On-board air conditioning became the rage, causing
convertible sales to shrink by nearly half from 14,746 units to 7,673.
1971 – 1973
The "Big Mustang" entered the market in 1971. The basic platform was
lower, longer, heavier and wider with a one-inch longer wheelbase,
approximating the mid-size Torino rather than the original ponycar.
Prospective buyers faced a dilemma in their search for raw power. Rising
insurance premiums, continuing federal insistence on safety and an
impending oil crisis were prominent distractions.
Outwardly, the 1971's features remained pure Mustang. The pony and corral
with horizontal bar returned to the center of the grille cavity that now
stretched the entire width of the front end. The grille mesh was hexagonal
molded plastic. Large headlights were mounted at the extreme outboard end
of the grille opening. All three models offered a sloping front end and
"hop up" in the rear. To comply with emissions standards, an air injection
system was fitted to all except the Boss 351 and SCJ429s.
Mustang found itself in the midst of a dilemma. It had been in a race to
pack more power and performance into each model, but tighter emissions
controls contradicted those efforts. Consequently, marketing strategy
would play down or ignore horsepower in favor of compliance with clean air
standards and more emphasis would be put on styling and luxury.
Inside and out, the `72s were virtually the same as the 1971s. One example
of the direct carryover is the fact that, for the first time in its
history, the Mustang's front grille remained unchanged. Woodgrain trim,
vinyl finished seats and one-touch convertible roof controls become prime
selling points and the standard hardtop was the year's best selling model.
At mid-year, a "Sprint" decor option became available for hardtop and
SportsRoof models.
In most respects the 1973s were unchanged from their 1972 counterparts,
but there were some differences to distinguish them. The front grille size
and shape remained the same but the plastic egg-crate mesh was larger and
mounted further forward. The pony and corral lost the horizontal bars but
the shorter vertical ones, similar to the 1966, returned.
1973 would mark the end of the "true," albeit overweight, first generation
of the ponycar. Since its inception, the Mustang had gained 575 pounds and
was over a foot longer. Mustang was destined to undergo an extensive
change in design for the 1974 model year. 1973 also marked the last year
for convertibles until their reintroduction in 1983. Announcement of the
cancellation jump-started convertible sales by 5,700 units.
Between March 9, when the first Mustang emerged from the Dearborn factory
and early April, the company produced 8,160 so that each Ford dealer
across the United States had at least one in the showroom. On Friday,
April 17, the official launch day, crowds flocked to dealers and the media
blitz leading up to the debut resulted in numerous apocryphal accounts.
For
purposes of clarity, it is useful to note that Ford never referred to
Mustangs as "'64" or "'64 1/2" models. These designations are the work of
collectors who seek to differentiate an early '65 from a late '65. That
said, Ford made midstream changes throughout the model year. The 289 cid
V8 replaces the 260; the driver's seat becomes adjustable; an alternator
replaces the direct-current generator; spare tire brackets are revised and
more.
The
roof design for all three models remained the same as the previous year
with the hardtop and 2+2 using chrome drip moldings above side windows.
The convertible's top boot was color-keyed to the interior and used new
hidden fasteners at the front corners and a stiffened tongue to hold the
boot securely in a groove across the top of the back seat. A power
convertible top option was available as was the folding glass window. 
that
ran from the upper edge of the headlight housing sloping gently
downward to a point just above and forward of the rear wheel wells. Quad
headlights were introduced, two inside and two outside the grille; the
front had a gentle V-shape, accented by a wider windsplit down the length
of the hood; revised MUSTANG script exterior identification was used;
scoops decorated the rear quarter panel on all models except the Boss; a
larger windshield with more slope provided greater visibility; and the
rear deck lid on all models became flush with the rear panel. 
The
1970 Mustang, now approaching thoroughbred status, was basically a repeat
of the `69, with few styling changes to set it apart. Two seven-inch
headlights (instead of four) were placed inside an enlarged grille cavity
and simulated scoops replaced the outboard head lamps in the front fender
extensions. New red, white and blue striped bars with galloping pony
emblem occupied the grille center. The engine lineup was little changed
with the exception of the all new 351ci, four-barrel V-8. Canted valves
and larger ports resembled the 429ci V-8. The Mach 1 received grooved
aluminum rocker moldings along with prominent die-cast "Mach 1" marking.
40,970 were built. On-board air conditioning became the rage, causing
convertible sales to shrink by nearly half from 14,746 units to 7,673. 
Outwardly, the 1971's features remained pure Mustang. The pony and corral
with horizontal bar returned to the center of the grille cavity that now
stretched the entire width of the front end. The grille mesh was hexagonal
molded plastic. Large headlights were mounted at the extreme outboard end
of the grille opening. All three models offered a sloping front end and
"hop up" in the rear. To comply with emissions standards, an air injection
system was fitted to all except the Boss 351 and SCJ429s. 
Inside and out, the `72s were virtually the same as the 1971s. One example
of the direct carryover is the fact that, for the first time in its
history, the Mustang's front grille remained unchanged. Woodgrain trim,
vinyl finished seats and one-touch convertible roof controls become prime
selling points and the standard hardtop was the year's best selling model.
At mid-year, a "Sprint" decor option became available for hardtop and
SportsRoof models. 
1973 would mark the end of the "true," albeit overweight, first generation
of the ponycar. Since its inception, the Mustang had gained 575 pounds and
was over a foot longer. Mustang was destined to undergo an extensive
change in design for the 1974 model year. 1973 also marked the last year
for convertibles until their reintroduction in 1983. Announcement of the
cancellation jump-started convertible sales by 5,700 units. 