#1971 Ford Mustang Mach 1 SportsRoof

[blueiscoool]

1971 Ford Mustang Mach 1 SportsRoof

[classicvirus]

Lime horse: 1971 Ford Mustang Mach 1 Sportsroof

Lime horse: 1971 Ford Mustang Mach 1 Sportsroof

We have always liked Mustangs, as you well know, but generally we only released those produced from 1966 to 1970 (and only if Fastback or Sportsroof), we never released one of a subsequent series. Yet, perhaps due to the maturing tastes or simply because the former are becoming unapproachable from a price point of view, we are starting to look with interest even those built from 1971 to 1973,…

[film-classics]

1971 Ford Mustang Sportsroof - School Bus Yellow

Movie: Gone in 60 Seconds (1974)

Maindrian Pace (H.B. Halicki) is an insurance investigator by day and a professional car thief by night, who was $400K to steal 48 cars in five days by a drug lord. All the vehicle targets are given female code names, and the 1973 Mustang known as "Eleanor" is the one that gives Pace the biggest challenge. The assignment seems like an easy week's work for Pace and his gang until he is sold out. The police are suddenly on his tail, and he ends up in a desperate car chase across Southern California.

The cars, bought in 1971, were facelifted with 1973 grilles as it took three years for production to raise enough funds. As such, “Eleanor” is a 1971 Ford Mustang Sportsroof who plays the role of a 1973 Mach 1 Ford Mustang, becoming the only car in history to receive a star title credit in a movie. Though four Ford Mustangs are portrayed as "Eleanor" targets, only two cars were used, with license plates and tires alternated as necessary. Of these, one car was kept intact for interior and external shots. Although not damaged during filming, this car was crushed. The other Mustang was modified for stunts, which was then used for promotions. "Eleanor" still runs today and performs some stunts from the movie. In 2014, it was on display at the Petersen Automotive Museum for the Mustang 50th anniversary exhibit

[itsworn]

Who’s The Boss in 1972? That would be the R-code 351 H.O. Mach 1

Kelly Schultz wasn’t looking for a 351 H.O. four years ago when he was snow-birding at his second home in Phoenix, Arizona. He said, “I was at the Russo-Steele auction and a buddy of mine, Bill Godwin, walked up to me and asked if I had seen ‘that ’72 R-code.’”

Kelly remembers he didn’t have a ton of time to see it since the Mach 1 was about 30 minutes away from crossing the auction block. He liked the looks of the car and his friend knew of the person that did the restoration, but was not the least bit familiar with him.

“The Boss 351s are 1F02R, and the Mach 1s are 2F05R,” Schultz said, referring to the first five digits of the VIN, which decode as follows:

  1st digit           1 for 1971; 2 for 1972

2nd digit         F for Dearborn Assembly

3rd digit          02 for SportsRoof

4th digit          05 for Mach 1

5th digit          351-4V Boss in 1971

351-4V H.O. in 1972

  The 1971 Boss 351 is a SportsRoof with a Boss 351. No other Mustang could have this engine. It was not an option in a convertible, a hardtop, or a basic SportsRoof. Opting for the Boss 351 motor turned the car into a Boss 351 Mustang, as denoted by special stripes and the unique name obvious on the body.

In 1972, Ford de-tuned the Boss 351 and called the result a 351 H.O. for High Output. The output was indeed high, but not as high as 1971. Horsepower dropped from 330 to 270 for 1972, with much of that decrease of 60 horsepower due to the industry’s rating change to “net,” which yields lower numbers. The 351 H.O. still had the performance features of a Boss, such as a solid lifter cam, a block with 4-bolt mains, an aluminum intake, dual-point distributor, rev limiter, Hurst T-handle shifter (all were four-speeds), and a large four-barrel carburetor. The main concessions to 1971 were less compression ratio (from 11.1:1 to 8.8:1) for lower octane fuel with open-chamber heads and flat-top pistons, plus a slighter milder cam.

Schultz is more than a collector. He also likes to buy and sell Mustangs, and has the stomach to make a quick decision and live with that decision. These cars are not cheap, and buying on such short notice is not for the weak of heart. He looked over the Mach 1 and was very impressed to find the Mustang was completely restored, with “90-some-thousand miles and matching numbers. A nice driver/show car,” in his words.

Further bolstered by Godwin’s call that the car was “a really good one,” Schultz won the bid, and suddenly found himself with a Mustang that less than an hour ago he did not even know existed.

His enthusiasm for the car has continued to grow, and it remains in his collection. He is especially pleased that the 351 H.O. is rarer than a 1971 Boss 351, which had a production run of 1,806. Red with a Vermillion Mach 1 interior, Kelly’s latest acquisition is a four-speed with 3.91 Traction-Lok gears. It has power steering and power brakes, an AM/FM radio, console, 15-inch Magnum 500 wheels, and a tachometer in the dash.

The main difference, practically speaking, with this 1972 H.O. versus a ’71 Boss is the name. Of course, Boss does not appear on the ’72, but Ford didn’t even put High Output on the car. An “H.O.” appears on the air cleaner lid, and that’s it.

At a car show, people perceive this car as a Mach 1 until the hood is opened and a savvy Mustang connoisseur recognizes the decal on the air cleaner lid or the rev limiter.

True, there was no Boss name in the 1972 lineup, but there was a Boss engine. That would be the 351 H.O. There was no big block in the Mustang in 1972—this R-code was the hottest engine in the lineup. Ford didn’t promote the 351 H.O. heavily, and without a special performance label this car flew under the radar, then and now. But for the informed, this car is the Boss of 1972 Mustangs.

The 351 under the hood is an “H.O.” for High Output, and has matching numbers for block and transmission. The 270 horsepower rating was deceptive for 1972, the year Detroit rated engines by lower “net” numbers—meaning the numbers were generated through exhaust and with accessories operational.

The Mach 1 had one of the sportiest interior themes ever seen on a Mustang. The two-tone Mach 1 seats of Vermillion Red and black match the exterior on this car.

Standard with every 1972 Mach 1 was the “Instrumentation Group,” which added a tach and trip odometer plus a triple instrument pod with OIL, AMP, and TEMP gauges.

The Hurst T-handle is an icon of performance, standard in this Mach 1.

    The post Who’s The Boss in 1972? That would be the R-code 351 H.O. Mach 1 appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/whos-the-boss-in-1972-that-would-be-the-r-code-351-h-o-mach-1/ via IFTTT

[usedcars3]

1971 Ford Mustang Mach 1 1971 Ford Mustang, Mach 1, Sportsroof, 429 SCJ http://rover.ebay.com/rover/1/711-53200-19255-0/1?ff3=2&toolid=10039&campid=5337982659&item=283567820654&vectorid=229466&lgeo=1&utm_source=dlvr.it&utm_medium=tumblr http://rover.ebay.com/rover/1/711-53200-19255-0/1?ff3=2&toolid=10039&campid=5337982659&item=283567820654&vectorid=229466&lgeo=1&utm_source=dlvr.it&utm_medium=tumblr

[vonmacsworld]

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[cafrealv]

Se están cumpliendo 56 años de la primera aparición del Ford Mustang en la Feria Mundial de Nueva York, aquel 17 de abril de 1964. Hoy, en su día Ford Mustang también festeja sus dos coronas en ventas globales, como ganador del auto deportivo y su quinto título como el cupé deportivo más vendido del mundo, además de ser el vehículo deportivo más vendido en Estados Unidos en los últimos 50 años.

“Estamos orgullosos del creciente rendimiento y estabilidad de las distintas versiones de nuestros Mustang”, mencionó Jim Farley, director de operaciones de Ford Motor Company. “Desde Suecia hasta Shanghái, cada vez más entusiastas del volante disfrutan de la sensación de libertad que nuestros Mustangs ofrecen. Durante 56 años hemos tenido el honor de servir a nuestros clientes, entusiastas y fanáticos y seguiremos contando”.

Dos coronas en ventas globales

Impulsado por su mayor línea de rendimiento, Mustang vendió 102,090 unidades, según los datos de registro de vehículos nuevos más recientes de IHS Markit, lo que lo convierte en el auto deportivo más vendido del mundo en 2019. Durante este período, las ventas de Mustang en Alemania aumentaron 33 por ciento, en Polonia las ventas aumentaron en casi un 50 por ciento, y en Francia, casi se duplicaron.

El año 2019 también marca el quinto año consecutivo en que Mustang es el cupé deportivo más vendido en el mundo. Los cupés deportivos, según lo define IHS Markit, incluyen modelos de dos puertas y convertibles.

El mejor rendimiento de Mustang

Además de agregar continuamente opciones de personalización y tecnología, Ford mantiene el impulso de Mustang con la mejor alineación de rendimiento de sus versiones.

Ford ofrece a sus clientes una nueva era dorada de rendimiento de Mustang con hasta 12 modelos entusiastas disponibles en todo el mundo. Estas variantes de Mustang incluyen los modelos EcoBoost® y GT, cada uno con dos opciones de Paquete de rendimiento, Mustang BULLITT, Mustang Shelby® GT350 y Paquete de manejo disponible, Shelby GT350R, más Shelby GT500 con Paquete de manejo y opciones de Paquete de vías de fibra de carbono.

La compañía del óvalo azul celebra que cada vez más entusiastas del volante disfrutan de la sensación de libertad que sus Mustangs ofrecen y aunque ahora podría no ser el mejor momento para ponerse al volante de una aventura o viaje innecesario, es el momento perfecto para reunirse con la familia y celebrar al Mustang con algo de cine.

A continuación, compartimos un top de películas en las que Mustang no solo se ha visto como un personaje protagónico, sino que, en algunas, incluso podría considerarse como el héroe:

James Bond: Goldfinger (1964), Thunderball (1965), Diamonds Are Forever (1971)

Si bien el original e icónico espía británico podría o no asociarse con Ford, ha habido varios papeles en los que los protagonistas han sido vehículos del óvalo azul, especialmente el festejado Mustang. Aunque el Mustang ha aparecido en miles de películas y programas de televisión, hizo su debut en Goldfinger, película en la cual el Ford Mustang de Tilly Masterson de 1964 tiene un final desafortunado.

En Thunderball, Bond logra mejores resultados cuando lo recoge un Mustang de 1965 en las Bahamas y unos años más tarde, Bond pone a prueba un Mustang Mach 1 de 1971 como un auto de escape en una secuencia de persecución memorable a través de Las Vegas.

Bullitt (1968)

Protagonizada por Steve McQueen, Bullitt ha sido posiblemente el largometraje automovilístico más emblemático de la historia. El Mustang GT Fastback 1968, en un clásico color Verde Oscuro Highland, protagoniza una épica persecución de 11 minutos por las ondulantes calles de San Francisco. Después de muchos años fuera de la carretera (incluido un intento fallido de Steve McQueen por volver a comprarlo), el vehículo original se vendió en una subasta a principios de 2020 por la increíble cantidad de $ 3.74 millones de dólares. Con los años, la película inspiró varias ediciones especiales de Bullitt Mustang, incluyendo los modelos 2001, 2008 y 2019. Puede ver imágenes del auto real aquí: https://youtu.be/KTdpB7dYFYQ y aquí: https://youtu.be/nHY0VxlqGCM.

60 segundos (1974, 2000)

Famosa por su producción algo temeraria (se afirma que más de 100 vehículos fueron destruidos o dañados durante el rodaje), la cinta original de 60 segundos presentó un Ford Mustang Sportsroof 1971, bajo el nombre de “Eleanor”. Durante la película, Mustang fue el protagonista de uno de los saltos de auto más impresionantes en que voló 9 metros en el aire mientras viajaba a 39 metros de distancia; saliendo más ileso de esta secuencia el muscle car que el propio director y estrella H.B. Halicki, quién sufrió una compresión de columna en el aterrizaje

Para el “remake” realizado en el año 2000, protagonizado por Nicholas Cage y Angelina Jolie, el papel de Eleanor fue “interpretado” por un Shelby GT500 de 1967. Se crearon siete réplicas de Eleanor para la producción, de las cuales cinco fueron destruidas por completo durante las secuencias de acrobacias. Al final de la filmación, las dos restantes fueron para la estrella principal y el productor ejecutivo de la película, respectivamente.

Need For Speed (2014)

Canalizando las características criminales que lo caracterizaron durante sus días en Breaking Bad, Aaron Paul interpreta a un corredor callejero recientemente liberado de prisión, el cual se ve involucrado en una carrera con un plan de venganza en mente. Basada en la serie de videojuegos que lleva el mismo nombre, Need for Speed obviamente iba a necesitar una maquina con un motor mega estelar para trasladar al protagonista de la película hacia su redención, y esa máquina era sin duda un Mustang.

Mustang fue protagonizado por un Shelby GT500 Super Snake Wide Body 2013, que tiene un V8 sobrealimentado de 5.8 litros en dos secuencias diferentes; con 662 caballos de fuerza, y el otro con un fenomenal 850 hp.

John Wick (2014), John Wick: Chapter 2 (2017)

Cuando se trata de películas explosivas con asesinos rudos involucrados, la serie John Wick es una de las mejores de la era moderna. Y aunque la vida de Wick parece idealmente minimalista, limpia y ordenada, su elección de ruedas fue algo más que inesperada y brutal. Presentando el Mustang Mach 1 de 1969, un automóvil que coincide con la fulminante reputación de Wick, de acción rápida y decisiva.

Dirigida por el doble de Keanu Reeves (Chad Stahelski) de The Matrix, John Wick, y su primera secuela, se centran en el robo de la preciada posesión del asesino homónimo ya retirado. Tan icónico es el automóvil que el taller clandestino que recibe el Mustang se niega a desmontarlo y cambiar el VIN, por temor a la legendaria brutalidad de John Wick. Aproximadamente, la siguiente hora, seguida de los primeros minutos de la secuela, es en efecto una terrible recuperación del Mustang vintage robado.

Ford vs Ferrari/Le Mans ’66 (2019)

Tal vez te estés preguntando cómo una historia sobre Le Mans “se cuela” en una lista de películas de Mustang, pero aquellos que hayan puesto atención habrán visto a Lee Loccoca, conocido como el “Padre de Mustang”, jugar un rol relevante al traer a Carroll Shelby quien fabricó una de las mejores máquinas de Ford. Y no olvidemos la revelación real del Mustang en la película, donde un discurso conmovedor de Shelby interpretado por el ganador del Oscar, Matt Damon, casi pierde el genio automotriz de su abrasivo mecánico de carreras, Ken Miles, interpretado por Christian Bale, también ganador del Óscar.

Basada en la historia real de Shelby, Miles y su viaje a Le Mans con el Ford GT40, esta película dos veces ganadora del Óscar, tiene excelentes actuaciones y secuencias dramáticas de carreras que te mantendrán agarrado hasta de la bandera a cuadros. Documental sobre el regreso de Ford a Le Mans en 2016 con el Ford GT aquí: https://youtu.be/vYlEI46g2vU

Soy Leyenda

Si fueras el último hombre en la tierra, ¿qué conducirías en las calles abiertas y desiertas de una Nueva York postapocalíptica? El personaje de Will Smith, Robert Neville, eligió un Mustang Shelby GT500 2007 rojo supercargado como su compañero (además de su perro) en su lucha por la supervivencia.

Los informes sugieren que, de los seis autos construidos para la película, cinco fueron dañados o aplastados después de que la película terminó, dejando uno para subastarlo a coleccionistas. La compañía de producción retuvo el automóvil durante algunos años, pero parece que se vendió a un concesionario de automóviles en Connecticut a fines de 2019, donde estaba en la lista por $ 150,000 dólares.

Información proporcionada por Ford México.

El Ford Mustang, el auto deportivo más vendido en el mundo, cumple 56 años Se están cumpliendo 56 años de la primera aparición del Ford Mustang en la Feria Mundial de Nueva York, aquel 17 de abril de 1964.

[yammineyammine]

Yammine: A 1972 351 Cobra Jet Convertible With a Backstory

Looking back almost five decades, we didn’t realize just how significant the 1972 model year was for the Mustang. First, under the unrelenting pressure from the insurance industry and more intrusive emission standards from the EPA, 1972 marked the first year since 1967 that there was no big-block option available for the Mustang (or its platform-mate, the Mercury Cougar). And more importantly, as the Mustang grew in every dimension and put on the pounds, development of the Mustang II was well down its development path, returning to a size closer to the 1965 original. In fact, during Mustang’s 1972 model year, Ford was already testing Mustang II development prototypes.

Darell Farnbach’s enthusiasm for cars goes back to early childhood. He says, “I think I was born a car guy. It went from playing cars in the dirt when I was six years old, and then the first time my dad let me stand on the seat and steer his 1935 Chevy coupe while he and my uncle laid on the fenders shooting rabbits in the desert. By fifth grade I always read the Sunday newspaper and scanned the classified ads for antique and classic cars. Of course building model cars was my favorite hobby. As a teenager I would try to convince my dad to go see a car we could drag home for free or maybe $5. He would listen to my plan but would never bite, so I would just go on dreaming about what would be my first real car.”

When Darell got his driver’s license he could finally drive the family car, a 1955 Pontiac Star Chief. At 16½-years-old his dad bought him a 1950 Pontiac as his first car that had belonged to his grandfather. He eventually sold it and went through a bunch of other eclectic iron: a ’57 Karmann Ghia (his first new car), a few LaSalles, and other post-war cars (both foreign and domestic).

So we know what you’re about to ask. What about Mustangs? Darell says, “When my daughter Darya turned sixteen in 1984, I bought her a 1970 Mustang convertible. I really liked driving that car. I liked the way the top came up and down so quickly you could put the top down at a stoplight and be on your way. In 1987 when I saw a 1972 Mustang convertible sitting on a dirt lot in Temecula, California, with a ‘For Sale’ sign, the lady said it was a good car and she wanted $2,500 for it.”

Here’s where the story of this 1972 Mustang gets really interesting. But it’s best if Darell explains: “The next day the car was gone from the lot. I called and the owner said it had been stolen and she doubted she would ever see it again. Later that week she called to say the police had found it in a nearby town and she asked if I was still interested in it. The car had been sprayed with graffiti and the engine would not start. I told her I would split the tow bill to take it to my mechanic to assess what it would need to get it running. It ended up that it needed a water pump, but the engine sounded good. I drove the car around the block to determine the transmission was good. I offered the seller $850 and she agreed.”

Like so many of us, Darell embarked on a project car and had the wherewithal, and more importantly, the skills to see it through to completion. Darell continues, “I removed the door guard that ran the length of the car. It was bolted on, not glued. I had the holes leaded in. I spent a lot of time at the local Pick-a-Part. At first I needed steering column wiring to repair damage from the theft and later I looked for accessories for the car. By early 1988 I was dating my present wife, Rebecca, in the Mustang convertible, and we married that fall. Her son Andy drove it to high school from 1989 until he purchased a Firebird in 1991. His sister Abby drove it until she left for college in 1994. At that time I was building a 1929 Model A roadster pickup, which I finished in 2000.”

While the car looks (from 20 feet away) mostly stock, Darell has made some subtle yet significant changes. “When I started looking at the 1972 Mustang, I thought it deserved and needed some attention,” says Darell. “I was never fond of the color. I refer to it as Baby Poop Yellow, so I chose a Resale Red. I also liked the look of the ram-air hood. I found one at a local junkyard for $500. On eBay I found the air cleaner for the Ram Air. Next, I found a pair of brand-new Mustang leather seats at the Pomona Swap Meet and replaced the original, less comfortable Comfortweave seats. The door panels were cracked beyond repair, and another eBay purchase supplied a pair of like-new panels. I installed new upholstery for the back seat from a kit and installed new carpet. By 2003 it was time for a new transmission,” says Darell. “The 351 Cleveland engine still runs great. It uses a little oil, but not much. I have no clue to the true mileage, but I am sure it is somewhere north of 140,000.”

Darell drives and displays the car extensively and almost never turns down a request to carry dignitaries for the local 4th of July Parade. He has shown his Mustang in the Temecula Rod Run three or four times and has also shown it in the Fallbrook Car Show, and he drives it on Saturdays to the Drifters Car Club breakfast in Murrieta (in rotation with the other vintage cars he owns). He generally prefers his cars in stock condition, but admittedly, the 1972 is not. This is not surprising given its condition at the time he acquired it, decades ago. It’s certainly a long-term keeper. However, it reflects what Darell thinks is the best of the 1971 to 1973 Mustangs.

At 76, Darell has one more car to restore, the 1970 Mustang convertible he bought for his daughter Darya back in 1984 that has been sitting in his barn waiting for installation of the original 302 engine he rebuilt 35 years ago. It will be painted yellow with the original ginger upholstery and a very stock engine compartment. It sounds like a great color combination. We can’t wait to see how it turns out. But get to it Darell, you’re not getting any younger.

Under the hood of this Mustang is that year’s top engine option, a Ram Air 351 Cobra Jet V-8, producing 275 net horsepower.

If you’ve ever been in a 1971-1973 Mustang, you know that you sit very low in the cockpit and need to look over the high cowl.

With late-model leather bucket seats scored at a swap meet, this Mustang offers comfort that one could only dream of back in 1972.

In 1972, power windows was a very rare option for the Mustang, giving this car an unexpected luxury.

For 1972. the Mustang was offered in hardtop (57,350), hardtop Grandé (18,045), convertible (6,121), SportsRoof (16,622), and SportsRoof Mach 1 (27,675) models for a total production of 125,813 units.

For 1972 Mustang still offered five engines: one inline-six and four V-8s. The top option was the 275hp, 351ci Cobra Jet V-8. And like all previous Mustangs, the option list offered a limitless number of ways to personalize your Mustang.

For 1972, even with low-lead gas and tightening emission regulations, the 351 Cobra Jet–equipped Mustang was one of the fastest cars that could be driven off the showroom floor.

With body-color bumpers, the ram-air hood, and optional Styled Steel wheels, this is one Mustang that has aged very gracefully over the last 47 years.

When we were photographing the car’s interior we almost missed something. As most know, the 1971 to 1973 Mustangs, like all Ford products, featured a traditional two-shaft radio. Back in 1988 when Darell started restoring the car, he was commuting in it and the original factory-installed AM radio was a non-starter. At the time, he could have gone to a car audio shop and bought an aftermarket two-shaft radio for a factory look, but Darell went a different route. Modifying the trim bezel slightly and seamlessly, he installed a flat-face, single-DIN–style, Ford-look Audiovox SPS AM/FM/cassette receiver. That had to have made the commute more bearable at the time.

While it was a sales success—being the right car at the right time, introduced at almost the same time as the first OPEC Oil Embargo—the Mustang II is nowhere near as popular as the Mustangs that came before or followed it.

Photography by Richard Truesdell

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[cryptobully-blog]

11 of the Coolest Ford Mustangs Ever Made

http://cryptobully.com/11-of-the-coolest-ford-mustangs-ever-made/

11 of the Coolest Ford Mustangs Ever Made

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Originally introduced back in 1964, the Ford Mustang officially turned 54 this month. To celebrate that milestone and National Mustang Day, the Motor Trend staff put together a list of our favorite Mustang models, in no particular order. Read on to see which ones we chose.

1964.5 Ford Mustang

The original Mustang might not be the fastest or the most expensive car on this list, but it’s the one that started it all. Whether there’s a base inline-six or an optional 289-cubic-inch V-8 under the hood, the 1964.5 Mustang is always going to be cool.

When Ford updated the Mustang for 1967, it added more power in the form of a 390-cubic-inch V-8. A year later, the 335-hp Cobra Jet 428 showed up, essentially turning the Mustang into a street-legal drag racer.

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1968 Ford Mustang Shelby GT500KR

No list of iconic Mustangs is complete without at least one GT500, and the 1967s are legendary. But in 1968, Shelby used the Cobra Jet 428 to build an even faster version called the “King of the Road.” It’s a cool name, but it’s an even cooler Mustang.

1969 Ford Mustang Mach 1

To close out the 1960s, Ford introduced the Mach 1 based on the SportsRoof-body Mustang. It could be equipped with an upgraded Super Cobra Jet 428 and featured a functional shaker hood—a hood with a cutout for the engine-mounted intake. So not only would you be feeding cooler air to your engine, but you also got to watch the scoop dance as you drove.

1971 Ford Mustang Mach 1

The Mustang’s early-’70s body style isn’t as iconic as earlier versions, but it’s hard to argue that the ’71–’73 Mach 1s weren’t awesome. The twin hood scoops, two-tone hood, and graphics package scream “cool.” Appearances in Diamonds are Forever and Gone in 60 Seconds only add to this generation of Mach 1’s credibility.

1986 Ford Mustang SVO

No, the SVO didn’t have a V-8, but it still belongs on this list. When it was introduced, the SVO’s 2.3-liter turbocharged four-cylinder made just as much power as the 5.0-liter V-8. In 1986, Ford bumped it up to an even 200 hp. By 1980s standards, that was seriously impressive.

1987–1992 Ford Mustang 5.0 LX

Ford did build an SVT Cobra version of the Fox-body Mustang, as well as a Cobra R. But the great thing about the 5.0 LX was that it looked slower than it actually was. The LX got the same 5.0-liter V-8 as the GT but was much more sedate-looking with fewer ground effects. It was a serious sleeper in the early ’90s, and thanks to high production volumes, 5.0 Fox-bodies are plentiful and relatively cheap these days.

2000 Ford Mustang SVT Cobra R

The 1999 Cobra deserves credit for being the first Mustang sold with an independent rear suspension. The 2000 Cobra R, however, added side exhausts, which are always awesome. It also used a more powerful 5.4-liter V-8 that required a larger power bulge than the ’99 Cobra and a huge, park bench-like fixed rear wing.

2008 Ford Mustang Bullitt

To mark the 40th anniversary of the legendary Steve McQueen film Bullitt, Ford brought back the Mustang Bullitt for 2008. Like the 2001 version, it was essentially a debadged version of the Mustang GT with more power and improved handling. It came with an ultra-cool machine-turned aluminum dash and an aluminum shift knob.

2012 Ford Mustang Boss 302 Laguna Seca

Once Ford gave the 2011 Mustang GT a 5.0-liter V-8, it was only a matter of time before the Boss 302 nameplate made a comeback. But no one could have predicted the 2012 Boss 302 would handle as well as it did. The track-focused Boss 302 Laguna Seca version went even further, laying down lap times that would shame a BMW M3.

2016 Ford Mustang Shelby GT350R

The Boss 302 Laguna Seca was a fantastic Mustang, but the 526-hp Shelby GT350R is truly world-class. In fact, with better steering, it probably would have won our 2016 Best Driver’s Car competition. Instead, it placed second, only losing to the $200,000 McLaren 570S.

Technology

[robertkstone]

11 of the Coolest Ford Mustangs Ever Made

Originally introduced back in 1964, the Ford Mustang officially turned 54 this month. To celebrate that milestone and National Mustang Day, the Motor Trend staff put together a list of our favorite Mustang models, in no particular order. Read on to see which ones we chose.

1964.5 Ford Mustang

The original Mustang might not be the fastest or the most expensive car on this list, but it’s the one that started it all. Whether there’s a base inline-six or an optional 289-cubic-inch V-8 under the hood, the 1964.5 Mustang is always going to be cool.

1968 Ford Mustang Cobra Jet

When Ford updated the Mustang for 1967, it added more power in the form of a 390-cubic-inch V-8. A year later, the 335-hp Cobra Jet 428 showed up, essentially turning the Mustang into a street-legal drag racer.

1968 Ford Mustang Shelby GT500KR

No list of iconic Mustangs is complete without at least one GT500, and the 1967s are legendary. But in 1968, Shelby used the Cobra Jet 428 to build an even faster version called the “King of the Road.” It’s a cool name, but it’s an even cooler Mustang.

1969 Ford Mustang Mach 1

To close out the 1960s, Ford introduced the Mach 1 based on the SportsRoof-body Mustang. It could be equipped with an upgraded Super Cobra Jet 428 and featured a functional shaker hood—a hood with a cutout for the engine-mounted intake. So not only would you be feeding cooler air to your engine, but you got to watch the scoop dance as you drove.

1971 Ford Mustang Mach 1

The Mustang’s early-’70s body style isn’t as iconic as earlier versions, but it’s hard to argue that the ‘71-’73 Mach 1s weren’t awesome. The twin hood scoops, two-tone hood, and graphics package scream “cool.” Appearances in Diamonds are Forever and Gone in 60 Seconds only add to this generation of Mach 1’s credibility.

1986 Ford Mustang SVO

No, the SVO didn’t have a V-8, but it still belongs on this list. When it was introduced, the SVO’s turbocharged 2.3-liter four-cylinder made just as much power as the 5.0-liter V-8. In 1986, Ford bumped it up to an even 200 hp. By 1980s standards, that was seriously impressive.

1987-1992 Ford Mustang 5.0 LX

Ford did build an SVT Cobra version of the Fox-body Mustang, as well as a Cobra R. But the great thing about the 5.0 LX was that it looked slower than it actually was. The LX got the same 5.0-liter V-8 as the GT, but was much more sedate-looking with fewer ground effects. It was a serious sleeper in the early ‘90s, and thanks to high production volumes, 5.0 Fox-bodies are plentiful and relatively cheap these days.

2000 Ford Mustang SVT Cobra R

The 1999 Cobra deserves credit for being the first Mustang sold with an independent rear suspension. The 2000 Cobra R, however, added side exhausts, which are always awesome. It also used a more powerful 5.4-liter V-8 that required a larger power bulge than the ‘99 Cobra and a huge, park bench-like fixed rear wing.

2008 Ford Mustang Bullitt

To mark the 40th anniversary of the legendary Steve McQueen film, Bullitt, Ford brought back the Mustang Bullitt for 2008. Like the 2001 version, it was essentially a debadged version of the Mustang GT with more power and improved handling. It came with an ultra-cool machine-turned aluminum dash and an aluminum shift knob.

2012 Ford Mustang Boss 302 Laguna Seca

Once Ford gave the 2011 Mustang GT a 5.0-liter V-8, it was only a matter of time before the Boss 302 nameplate made a comeback. But no one could have predicted the 2012 Boss 302 would handle as well as it did. The track-focused Boss 302 Laguna Seca version went even further, laying down lap times that would shame a BMW M3.

2016 Ford Mustang Shelby GT350R

The Boss 302 Laguna Seca may have been a fantastic Mustang, but the 526-hp Shelby GT350R is truly world-class. In fact, with better steering, it probably would have won our 2016 Best Driver’s Car competition. Instead, it placed second, only losing to the $200,000 McLaren 570S.

The post 11 of the Coolest Ford Mustangs Ever Made appeared first on Motor Trend.

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[autoring]

Pokud si pod názvem filmu "Gone in 60 Sedonds" představíte pouze Hollywoodský trhák z roku 2000, ve kterém si hlavní roli střihne Nicolas Cage a Ford GT500, pak pro vás máme novinku - jedná se totiž o remake a současně poctu legendárnímu filmu, který vznikl již v roce 1973. Jeho rozpočet byl tehdy napjatý jak tepláky na schůzkách anonymních jedlíků; režii, produkci i hlavní roli obsadil dnes již zapomenutý H.B. Halicki a Eleanor byl Ford Mustang SportsRoof z roku 1971, upravený do podoby Mustang Mach 1 z roku 1973.

[fastmusclecar123]

New Post has been published on http://fastmusclecar.com/best-muscle-cars/find-day-1971-ford-mustang-mach-1-m-code/

Find Of The Day: 1971 Ford Mustang Mach 1 M code

By David Ashton

Engine: 351 Ram Air V8 Transmission: C-6 Automatic Mileage: 58,802 Price: $27,995.00

BUY NOW ON EBAY.

This is a fine 1971 Ford Mustang Mach 1 in Grabber blue and what looks to be in great condition. The car is said to have the original 351 Cleveland engine and C-6 automatic transmission, with features such as the power steering, power front disc brakes AM radio and air conditioning still working well.

The car has also had a re-paint sometime in the past and only a few small paint chips are noticeable here and there. Apparently, the engine also has hardened valve seats and also a Comp cam, along with an upgraded antiroll bar and KYB shocks.

There also seems to being quite a few upgraded parts such as the steering, exhaust, linkages and other aspects, making it a very usable daily driver.

In total, this may not be a complete Concours vehicle, but for the asking price a very worthwhile collectable item.

VIN and data plate breakdown 1F05M****** 1 = 1971 F = Dearborn, MI 05 = Sportsroof Mach I M = 8-351 – 4V

MFD June 1971 Body : 63R = Sportsroof Mach I Color : J = Grabber Blue Trim : 5B = Medium Blue Knitted Vinyl Axle : 6 = 3.00 Trans : U = C-6 Automatic DSO : 48 = Detroit

BUY NOW ON EBAY.

More Muscle Cars For Sale – http://fastmusclecar.com/muscle-car-for-sale/

[itsworn]

1971-1973 Mustang Spotters’ Guide

This is our fourth consecutive spotter’s guide for Mustangs, this time showing the differences between the years of the “big Mustangs”—1971 through 1973—which are some of the most subtle design changes in all of the Mustang’s first generation. The biggest differences in the longer, lower, wider ’71-’73 Mustangs has to do with the upgraded models of Mach 1, Boss 351, and Grandé, not to mention the specialty Sprint edition of 1972½.

Readers are very aware Ford made major changes to the Mustang for the ’71 model year with a radically new body style that continued through ’73. The 1971-1973 model hardtop, convertible, and SportsRoof are still considered the “first generation,” a direct link to the 1965-1970 models. Why is this?

Underneath, the ’71-’73 models share the same basic Unibody construction of the ’65-’70 Mustangs. Coil springs still ride on top of upper A-arms utilizing shocks inside shock towers. The rear suspension remains a straight axle anchored with longitudinal leaf springs and shocks.

The car looks much longer, but the wheelbase increased by only a single inch from 108 to 109. The engine bay is larger to fit a new “385” series of 429 big-block engines that were scheduled to increase to over 500 ci in the muscle Mustangs (that got canceled).

When the big-block program ended after the ’71 model year—same for the Boss program—the ’72 model was a ’71 with very minor changes hardly visible from afar. For example, in 1972, Ford attached “Mustang” in script above the right taillight, which replaced “MUSTANG” block letters across the rear of the decklid. Another subtle 1972 change that is identifiable by the sharpest of Mustang critics is the upgrading of the 1971 Grandé dual-accent paint stripe to a two-tone, which was carried into 1973.

We’ve picked out the most visible changes among the 1971-1973 models to create our spotter’s guide.

  The 1971 Mustang, seen here in a hardtop, continued Mustang’s styling theme of a long hood, short rear deck, and a high-mounted front grille.

The grille of 1971 (and 1972) Mustangs is hauntingly familiar to a 1965 Mustang grille, featuring a running horse in a “corral” flanked by bars and set against a honeycomb pattern.

For 1973, the look of the grille changed. Mustang kept the same grille size and shape, but made the honeycomb pattern larger and attached a Mustang running horse and corral with short vertical bars at top and bottom. Headlights for ’73 are also surrounded by a new chrome, rectangular bezel.

The 1971 Mach 1 has a honeycomb textured grille centered with a Mustang running horse and a set of amber fog lamps. Every Mach 1 came with a urethane front bumper.

The Mach 1 grille and urethane front bumper continued for 1972 with no changes.

  Although the 1973 Mach 1 had the same basic layout as the 1971 and 1972 Mach 1, the ’73 utilized chrome headlight bezels, new fog lights, and honeycomb grille layout specific to 1973.

  The Boss 351 came with a Mach 1 grille and a chrome front bumper.

Front fender script identify the Boss 351, which was 1971 only.

The rear deck lid also identifies a Boss 351, which came with a standard gas cap and a rear wing spoiler.

Side stripes were not part of the Mach 1 package for 1971 (seen here) or 1972.

Side stripes were a popular accessory on a 1971-72 Mach 1, as seen on this ’71 model.

Tape stripes on the body side were part of the 1973 Mach 1 package.

The lower body side tape stripes on a 1973 Mach 1 incorporate “Mach 1” on the rear quarter panels.

The 1973 Mach 1 tape stripes extend across the rear deck lid and incorporate “Mach 1.”

One way to spot a 1971 Mustang is the presence of “MUSTANG” in bright block letters on the rear deck lid. (NOTE: Except Mach 1 and Boss 351.)

1972 and 1973 Mustangs have “Mustang” in script on the passenger side of the deck lid (except Mach 1).

The shape of the SportsRoof body remained unchanged for 1971-1973. This is a ’71 model.

The front Mustang is a Boss 351 because the bumper is chrome and the grille is Mach 1. The back Mustang is a Mach 1 because the bumper is urethane. Both cars share the same side stripe, which was standard on the Boss 351 and optional on the 1971 and 1972 Mach 1.

Side stripes were part of the 1971 Boss 351 package and shared as an extra on the 1971-1972 Mach 1.

Both the 1972 Mach 1 and the 1971 Boss 351, seen here, came with a standard gas cap.

The 1971 Mach 1 came with a pop-open gas cap cover.

This 1971 Mach 1 has the optional Boss 351-type side stripe.

This ’72 Mustang convertible has the optional Mach 1-type side stripe.

This 1972 convertible has both the urethane front bumper and the optional Mach 1-type side stripe (only when equipped with Exterior Décor Group).

If it’s red, white, and blue, the ’71-’73 Mustang could be the unique Sprint model that Ford introduced in February of 1972. The front grille is Mach 1 with a color-keyed front bumper.

Boss 351, Mach 1, and Sprint models use a classic running horse and tri-color bar in the center of the honeycomb texture grille.

The rear quarter panels on Sprint Mustangs of 1972 came with a large USA shield emblem.

The ’71-’73 Grande is easily identifiable by its full vinyl roof with Grande script.

“Mach 1” is centered on the back of the deck lid on 1971-1972 Mach 1s. The pop-open gas cap cover identifies this Mach 1 as a ’71.

A two-spoke steering wheel was standard for 1971.

1971 and 1972 had an optional three-spoke steering wheel.

The two-spoke deluxe steering wheel that was optional in 1971 became standard in 1972.

The popular aluminum Hurst T-handle was stock on the 1971 only. This handle was replaced with a black knob in 1972.

In 1973, the standard steering wheel was a Deluxe two-spoke with wood-grain insert. (NOTE: the Hurst T-handle is not stock for 1973, but owners often replaced the black round knobs).

      The post 1971-1973 Mustang Spotters’ Guide appeared first on Hot Rod Network.

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[itsworn]

Rare and Original: This 1970 Ford Torino Cobra 429 Cobra Jet Is a Multiple Award Winner

For 1970, Ford’s intermediate lineup was all new. Up to and including the 1969 model year, Fairlane was the main model, with Torino a high-end trim level. In 1970, the Fairlane, a model that was introduced in the 1950s, was relegated to the entry-level-trim base models. With the introduction of the Maverick in the spring of 1970, the Falcon nameplate was being phased out of the Ford lineup, but not before it was applied to an even more stripped-down midsize model. Confused? You should be. It was one of 17 models in Ford’s midsized lineup for the year.

The Torino, though, stood out, especially the high-performing GT and Cobra versions. Even among that sea of Ford intermediates, Torino garnered enough attention that it was awarded the Motor Trend Car of the Year award for 1970.

When we talked to John Chencharick about his Torino Cobra at the 2015 San Marino Motor Classic, he said he was glad to see the car had 3.00 rearend gears. “That meant the original owner had no intent of racing it.”

Some 407,493 Ford intermediates (Torinos, Fairlanes, and Falcons) were built that year. Of those nearly half-million cars, just 7,675 Torino Cobras were made. This one is owned by longtime car buff John Chencharick. Originally from New Jersey, his family migrated to the Golden State in 1959. His first car was a 1959 Tri-power Pontiac Star Chief. It was followed by, of all things, a 1971 Toyota Corolla purchased new. After some discussion with the dealer, Chencharick became a sponsored driver for them and raced the now modified 1600 Corolla at Irwindale Raceway.

“Going back to my college days, I have always loved Mustangs and Shelbys,” Chencharick recalls. “My buddy Frank Gilbert bought a 1969 Mach 1 Super Cobra Jet when he returned from Vietnam. We had a lot of fun in that car. It started a passion for me with muscle cars. But even in 1970 to 1974, if I found a nice Mach 1 or Shelby, the insurance was cost prohibitive.”

The Torino’s 429 Cobra Jet engine still contains most of its original parts, but a rebuild by Jim Van Gordon included a new Comp Cams camshaft with a profile to get the most out of the big heads. The engine now puts out 420 hp and 490 lb-ft of torque.

In 1974 he purchased his “dream car, a Pontiac Trans Am. Big chicken on the hood, 455, white with burgundy and bright red interior. Beautiful car that I still own to this day. However, I still wanted a Mustang.”

He finally found one, a 1970 Mach 1, in 1984. “It was a 428 SCJ, shaker/slats and a four-speed with Drag Pack and Vermillion paint. A truly incredible car. I decided to make it better and started a correct restoration, my first attempt. It won several awards and made a few magazines.”

The sticker says Autolite, but beneath the shaker scoop the Cobra Jet still has its factory Quadrajet carburetor. “Ford couldn’t get the car to pass smog with an Autolite carburetor,” Chencharick explains.

After owning the Mustang for 14 years, Chencharick felt it was time to let it go and retire from car shows. “A year later, I was missing the Ford shaker and the Cobra Jet. So I started a new hunt. This time, however, I wanted something with a little more legroom and offered a little more comfort.”

Chencharick called a few muscle car dealers and hit “pay dirt” with Mershon’s in Ohio. “The salesman there informed me that they were going to look at a Torino that I might be interested in. The next day I received a call from the dealer, and I had them send me photos.

Chencharick has a copy of the Torino’s window sticker as well as a Marti Report, which indicate that the car’s interior options included high-back bucket seats, a console, a Rim-Blow steering wheel, an AM radio, and rear speakers.

“The car was very straight and in very good condition. It was equipped with a 429 Cobra Jet motor, C-6 transmission, shaker hood, rear slats, front spoiler, more room inside than my Mach 1, with nice yellow with black matting. The car stood out, but still had the rarity that would give me the ability to not see others like it at shows, or other car outings. I really liked that option. A deal was made, and the car was on its way to California.” This was 13 years ago, in 2005.

The Torino’s early years in storage help explain the car’s low mileage, as well as the pristine condition of the all-original interior.

Once the Torino arrived, Chencharick set out to make it perfect. Through diligent research, he learned more about the car, which showed just 24,000 miles when he bought it. The car’s first owner lives in Erie, Pennsylvania, and at some point parked it in his barn. A few years later, it was learned that sap from the barn roof had leaked onto the car, from the top of the windshield to the cowl. The owner called his insurance company, and the agent was amazed at the condition of the Torino. He informed another agent, Chris Zimmer, who was a muscle car guy. The car was repainted where needed. Around 1991, Zimmer was able to purchase the car with approximately 12,000 miles.

Chencharick spoke with Zimmer, who said he sold the Torino to another local, Gary Smith, who owned a body and repair shop. Smith told Chencharick that he never did any additional painting to the car. He did, however, sell the Torino to a man from New York in 1998. He estimated the mileage at 19,000.

Originally equipped with argent styled steel wheels, the Torino now wears Magnum 500s wrapped by Kelsey reproduction Goodyear tires.

Chencharick explains how he took the Torino to the next level. “Finding a car this well preserved, the car cried out to be improved. I wanted to eliminate some rattle-can locations and restore the car to what it should be. It was so well maintained over the years that I wanted to preserve it further. Along the way I have made some incredible friends who have assisted me in upping the Torino game, making it a showstopper. This has been done with their expertise in mechanical work or spending the time teaching me.”

The Torino has its original powertrain. Upon internal engine inspection, the original pistons (marked CJ429) are in use, as are the stock rockers, pushrods, intake, Quadrajet carburetor, exhaust manifolds, and cylinder heads. The engine had not been bored, as it had very little wear. A custom Comp Cams camshaft was designed by engine builder Jim Van Gordon of Van Gordon Racing in Upland, California. The engine was rebuilt and blueprinted, and the new cam helped move air through the huge 429 heads. Power output is estimated at 420 hp at 5,400 rpm and 490 lb-ft of torque at 5,400 rpm, quite a bump from the 370hp/450 lb-ft ratings the Ram Air CJ got from the factory.

Ford’s advertising in the day called the Torino Cobra “a new top gun car that puts a lot of muscle in your driveway at a reasonable price.” Muscle, yes, but with an out-the-door price of $4,233.95, this Torino Cobra was on the high end of “reasonable” for the time.

In addition to Jim Van Gordon, Chencharick wants to acknowledge Jeff Sneathen at SEMO Mustang in Gordonville, Missouri, for some of the hard-to-find parts; John Coute at Arrow Auto Air & Service Center in San Bernardino, California, for engine compartment detail; and Phil La Chappelle for technical concours detail information.

Over the years, the car has been displayed extensively. At the 2012 Palos Verdes Concours it scored 94 out of 100 points. It received various awards, including Best Muscle Car, Best Ford, and Best Original. It has been displayed twice, in 2015 and 2017, at the prestigious San Marino Motor Classic. It was displayed at the Fabulous Fords Forever 45th Anniversary of the Torino, and the 2018 Grand National Roadster Show, where it was one of 100 cars invited to its prestigious Muscle Car Gathering. It made a return trip to Fabulous Fords Forever for the 50th Anniversary of the Cobra Jet. Also this year it picked up a Best in Class trophy at the All-American Car Show with AACA judging.

Here’s how Chencharick’s Torino Cobra looked when it was owned by Chris Zimmer in the 1990s.

“While at the San Marino Show in 2017 with the Torino, I had the opportunity to speak with Jay Leno,” Chencharick tells us. “He approached me and asked if the Torino was my car. We had very nice conversation. He stated that he liked the rare stuff, and the Torino was definitely in that category. He said that I should be congratulated for the job I did and thought the car was an excellent example. I thanked him for the kind words and felt like I had just won San Marino for the recognition he had given me. Pretty cool.”

When asked about his car’s best or most unique attribute, Chencharick says, “The thing I love the most about this car is the rarity of it. I have very rarely ever seen another, and it’s extremely rare to see one at such a high level. These cars just don’t get the recognition they deserve. Their lines, ride, and sleek look, along with style and power, are very much underappreciated.”

What’s on the agenda for the car? Chencharick wants to continue to improve it and one day, when time permits, take her to the Muscle Car and Corvette Nationals to be displayed. That would be the ultimate celebration for this car’s travels.

We’ve seen this stunning example of Ford power many times over the years and feel that it deserves a spot at MCACN. Bob Ashton, are you listening?

At a Glance 1970 Torino Cobra SportsRoof Owned by: John Chencharick Restored by: Unrestored; detailing and additional parts by owner; SEMO Mustang, Gordonville, MO; Arrow Auto Air & Service Center, San Bernardino, CA; Phil LaChapelle; engine rebuilt by Van Gordon Racing, Upland, CA Engine: 429ci/420hp Cobra Jet V-8 Transmission: C-6 3-speed automatic Rearend: 3.00 gears with Traction-Lok Interior: Black bucket seat with console Wheels: 14-inch Magnum 500 Tires: G70-14 Kelsey reproduction Goodyear Polyglas

The post Rare and Original: This 1970 Ford Torino Cobra 429 Cobra Jet Is a Multiple Award Winner appeared first on Hot Rod Network.

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[yammineyammine]

Yammine: Yammine: Chip Foose Builds A Full Custom 1971 Mustang SportsRoof

August 1, 2018

Photos By: Eric Geisert

Combining old and new to build a high-tech restomod Mustang is not new—this magazine has featured many such builds over the years, including recently. But the car you see here goes above and beyond the typical restomod project, which is no surprise considering who built it.

Chip Foose is a household name, thanks to the magic of television. The star of Overhaulin’, and any number of other automotive-centric TV shows, Chip grew up under the tutelage of his famous customizer father, Sam Foose, known for his customs and an innate knack for chopping a top. Chip learned his amazing metal-crafting ways under Sam but had “the eye” for design that led him to the Art Center College of Design in Southern California, the school that has cranked out many of the world’s leading automotive designers.

The 1969 Camaro RS taillights are immediately noticeable, but look at this photo closely. Go hold it up next to a stock ’71 Mustang if you have access. Only then will you start to appreciate the amount of work that Foose Design put into Dr. Honda’s Mustang.

Who ever would have thought to use the windshield from a big Sprinter van to serve as a Mustang’s rear window?

Thankfully for us, Chip is a red-blooded American hot rodder, so upon graduation he veered into our lane instead of working for an OE. He went to work for Boyd Coddington (probably the most famous street rod builder of the ’80s, ’90s, and early 2000s), designing many award-winning rods and also the iconic line of Boyd Coddington Wheels that were on top of every car guy’s wish list in the ’90s. What separates Chip from other designers is that not only can he envision how to improve a car’s look, he also has the chops to pull it off all by himself, using tools as simple as a hammer and dolly to sophisticated machines and techniques. The list of awards that Chip has won boggles the mind.

When we heard he was putting his touches on a Mustang, we knew it was going to be over the top, but in a subtle way—and man, is it ever. The idea for this car came from its mysterious owner known only as “Dr. Honda” in Japan. Honda had two Mustangs in his collection/museum in Japan—a 1971 Mach 1 and a 2011 GT—and he loved them both but wanted to combine the two into a single car that looked like a production car, not a hot rod. There was only one person that he could think of that could masterfully pull that off: Chip Foose. Honda trusted in Chip’s vision enough to turn him loose on the design and build of the car, with the only instructions being to make it look cool and drive like the modern Mustang. From there, Chip shifted his fertile and creative mind into overdrive, broke out his sketchpad and pencils, and got to work.

He could have used either stock ’71 or ’11 side mirrors, but that’s not how Chip rolls. No, he machined the bases for these mirrors from billet aluminum and then designed and 3D-printed the bodies.

The doors were reworked to accept 2011 door handles.

Both cars were delivered to Foose’s Huntington Beach, California, shop to begin their Frankenstein-like melding on his big metal automotive operating table. Before we go into all that was done to this car, take a good, long look at these photographs and see if you can identify parts and ideas from cars outside of Ford…and outside America in some cases. You can probably pick out the 1969 Camaro taillights, but did you notice that grille trim is also from a Camaro? How ’bout the quarter-panels? Hint: they are Mustang, but not from the ’71-’73 generation.

To begin the project, the Foose Design guys stripped the body off the 2011 GT and draped the ’71 body over it, which was not an easy feat. The late-model’s strut towers had to be dropped 3.5 inches to keep them under the ’71 hoodline, and the wheels were moved forward a full 5 inches and are controlled by JRi struts. Notice anything “off” about the wheel openings? Those are from a 1970 Mustang; they look better in Chip’s eyes. Who are we to argue with him?

The 5.0L “Coyote” from the 2011 GT is stock internally, but Foose Design pulled it apart and detailed everything. The exhaust manifolds are stock Mustang, but the rest of the exhaust comes from MagnaFlow.

Still at the front of the car, the fenders and hood extensions were welded together and the grille was hand-fabricated, then the whole thing was extended 1¼ inches to create the peaked front end. The lower valance dividers were also hand-formed and added to follow the upper grille trim (chrome ring). The grille molding is from a ’69 Camaro but was narrowed, shortened, and flipped upside down. Those driving lights—they are from a 1970 Plymouth ’Cuda. Moving rearward, the quarter-panels are also from a ’70 Mustang to, in Chip’s words, “add the rear haunches.” The lower rocker panels are tapered and bolt in place, lowering the car 1 inch in front and ½ inch in the rear, and the back of the car was widened 5½ inches. The taillight panel is from a ’69 Camaro with a Mustang filler in the center. The A-pillars were widened ¾ inch on each side in the effort of flush-fitting the Eddie Kotto–cut windshield. The rear window is from a Chrysler Sprinter van. The mirrors have billet aluminum bases with 3D-printed tops, designed and built by Foose.

The 2011 GT gave up its interior for the project, which required some serious rework to the dash in order to fit.

Chip has a bit of a European tick, and he chose Porsche 356 door pulls for this Mustang—subtle, different, and totally cool.

The interior is all 2011 GT, but the dash had to be reworked to fit the ’71 body, the door panels were modeled in clay then made out of composite materials and wrapped in leather, and Foose Design spec’d the upholstery and reworked the center console to accept window switches, then had 714 Motorsports wrap it all. Aluminum door inserts were silk-screened to match the stock GT aluminum dash inserts, and the rear quarter-windows (stationary on a factory 1971 Mustang) are from a hardtop and roll up and down. And check out the door pull handles. Can’t tell what they are? You have to go back six decades—they’re from a 356 Porsche.

The subtlety of a creation such as this Mustang is that while it is immediately recognizable as a 1971 Mustang SportsRoof, even the most untrained eye can tell that something is different; you just can’t pick out exactly what that difference is. And that is the creative genius behind the eye of a true designer like Chip Foose—you know he messed with something, you just can’t tell what, but damn it if it doesn’t make the car look so much better.

Chip Foose

Of course the wheels are Foose Design one-offs: 20×9 fronts, 20×10 rear, with Pirelli P Zero tires (P235/35R20 and P285/30R20, respectively). The brakes use the stock 2011 Mustang calipers with Baer EradiSpeed rotors.

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[itsworn]

He Bought His 1971 Mustang Mach 1 New as a Teenager, Sold it to his Uncle, and Bought it Back 28 Years Later

As soon as he could hold a toy car in his hand, the fixation with cars began. As a kid, Mike Querio spent hours leafing through car magazines, racing slot cars with his friends, building model cars, and loitering around car dealerships collecting sales brochures near his home in Walnut Creek, California.

Mike grew up around cars and trucks, and his father favored the “Family of Fine Cars” produced by Ford. The Rett-White Ford dealership was located just next door to their family-owned trucking company in Walnut Creek, and his father was a good customer. Querio remembers Fords were always in the driveway. “My mom had a 1957 Fairlane,” he says, recalling his childhood. “One day my dad traded it in on a new 1968 Mustang coupe without discussing it with her. I thought it was great, but she did not. My mother complained that the Mustang was too small for a family car, and of course she was right. Soon the Mustang was gone, replaced by a brand new 1969 LTD with a 429 under the hood.”

Determined to have a new Ford of his own, Mike set his sights high. For his first car, he would not settle for a used one or a family hand-me-down like most teenagers. He not only wanted a brand new Ford, but a hot new muscle Mustang. All through high school he worked hard at the family trucking company, plus he worked as a busboy in the evenings. Most Friday and Saturday nights his friends were going to movies or on dates while he worked at the restaurant. The tips were much higher on the weekends, and he wanted that money to buy his car. He still rode his bike to school even after he and all his friends got their driver’s licenses.

As soon as he graduated high school, cash in hand, he went to the Ford dealer to purchase his dream car: a new 1971 Mustang Mach 1. The newly restyled, lower, longer, and wider 1971 Mustang SportsRoof featured a windshield slanted at a 60 degree angle (a slope increase of 5.5 degrees). The extreme fastback design came with an almost flat back glass that looked sporty, but offered minimal visibility for the driver. It was an interesting and futuristic design to Mike, who was about to begin college as a design student. After all the hard work, hours of lusting over images of the new Mach 1 in magazines, and drooling over them at the nearby Ford dealer, at 18 years of age, Mike was ready to place his order.

He knew precisely what he wanted from the option list. The first thing he specified was the 429 Cobra Jet engine with a four-speed transmission, Hurst shifter, and Traction-Lok differential. He also chose front power disc brakes, power steering, and a set of F60-15 white-lettered Wide Oval tires. He chose not to opt for the popular Magnum 500 wheels, knowing he was going to mount some aftermarket mags on the car soon after he took delivery.

Wanting some luxury to go with his muscle, he checked off several deluxe interior options, including the Mach 1 Sports interior group, a tilt steering column, console, instrumentation group, Sport Deck (folding) rear seat, tinted glass, and a “Stereosonic” eight-track tape system with AM radio. The most expensive and lavish luxury item ordered was air conditioning at a cost of $412. The finishing touch was to order the car painted in Light Pewter with optional body side tape stripes. The only thing left was to wait for his dream car to be built. Or so he thought.

A few days later the Ford dealer called. The salesman told him he received a Telex from the Dearborn factory informing him that Ford had discontinued the 429 engine in the Mustang. After some thinking and number crunching, the order was changed to an M-code 351 four-barrel with Ram Air. He could have ordered the higher-horsepower Boss 351, but that would have been more money, and he was tapped out financially.

In August 1971 Mike took delivery of his new Mach 1, and not long after he started to personalize the car. The steel wheels with hubcaps and trim rings were among the first things to go, replaced by a set of 15-inch slotted mag wheels mounting big, L60-15 tires. He jacked up the back of the car and installed a set of Gabriel Highjacker shocks and traction bars. Under the hood he installed a set of Hooker headers and an ACCEL Super Coil. The stock intake and carb were removed in favor of an aluminum Offenhauser intake and a Holly 780 carb crowned with a Cobra air cleaner. A set of fog lights was installed, as well as a pair of rear stereo speakers. At a local body shop, he had a radio antenna frenched into the right quarter-panel. Some of these mods might make you shriek today, but in the early 1970s they were considered cool by many.

Most young men would have tossed the original parts removed from the car and forgotten about them, but Mike was not your average young man. As he explains, “A lesson I learned from my Dad when we started to restore Model A Fords in the 1970s was to always save your original parts. You never know when you’re going to need them. So I boxed them all up and stored them in the attic.”

In 1975 his then-girlfriend (later his wife) purchased a 1966 Shelby G.T. 350. After riding in and driving the Shelby he was hooked and wanted one for himself. Mike purchased a 1966 Shelby for $3,000 for himself, but that meant the Mach 1 would have to go. His uncle had always liked the Mach 1, so he sold it to him, along with all the original parts he had stored, with the stipulation that his uncle would offer him the car first if he ever decided to sell it.

That stipulation took effect 28 years later when, in 2003, his uncle asked him if he would like his old car back. Of course he said yes and went over to pick up the car. His uncle had installed a hot rod 351 Cleveland engine, but he had only put 5,000 miles on the car the entire time he owned it.

Even though the car was in need of restoration, it had gone only 70,000 total miles, and it had been parked inside a garage the entire time. As part of the deal, the replacement engine would go back to his uncle, however the original engine was sitting in the garage right next to the car. His uncle had saved all the original parts Mike had given to him with the car and handed everything back to him, still in the same boxes he had packed them in.

The Mach 1 was in really good condition, with a well-preserved original interior and an uneven, but original, metallic paint finish. After 30 years, Mike had grown out of his teenage hot rod tastes, and in 2007 and decided to return the Mach 1 to exactly how it looked when he took delivery in 1971.

It was time to remove all the aftermarket parts Mike had bolted on it when he was a teenager. “I had to un-screw-up my own car,” he says. “I wish I could go back and talk to that 19-year-old!”

As restoration began, the car revealed itself to have a super-solid body and an exceptionally clean interior, including a beautiful, and intact, dash pad. One of the challenges was repairing the damage to the rear interior sheetmetal where speakers were mounted more than 30 years ago. To do the repair to the damaged speaker areas correctly, an entire rear clip section from another 1971 Mustang fastback was acquired. The needed metal was surgically removed and carefully installed in Mike’s Mach 1 to look perfect. A bonus was a set of N.O.S. carpets, purchased by his uncle years ago at the Ford dealer, still in the original box.

The restoration took about a year to complete, and the result is stunning. Everything on the car is now correct. Resisting the urge to add Magnum 500 wheels, a rear spoiler, or any modern upgrades, Mike took great pains not to deviate from the build sheet, returning his car back to exactly as it had left the factory. Having all the original parts was a big help.

At a Glance

1971 Mustang Mach 1 Owned by: Mike Querio Restored by: Kenn Mann Engine: 351ci/285hp M-code V-8 Transmission: 4-speed manual with Hurst T-handle shifter Rearend: 3.25 gears (required with A/C) with Traction-Lok Interior: Black vinyl bucket seat Wheels: 15-inch steel with hub caps and trim rings Tires: F60-15 Goodyear Polyglas GT Special parts: Factory tachometer and gauge package, Ram Air, AM/eight-track player, Mach 1 Sports interior group

Larger than the ponycars that came before, the 1971-1973 models are considered the final restyle of the first-generation Mustang. Mike Querio drooled over these cars at his local Ford dealership as he saved money for his very own Mach 1.

During the years Mike’s uncle owned the Mach 1, he installed a hopped-up 351 Cleveland. But the original-issue M-code 351 was stored right next to the car, and went back in it during the restoration.

A look under the hood shows the functional Ram Air plenum and the bottoms of the twist-style, chrome-plated locking hood pins that came as part of the package.

Mike’s desire to return the car to absolute as-delivered condition meant putting steel wheels with hubcaps and trim rings on. He originally ordered the car that way, instead of ordering Magnum 500 wheels, knowing an upgrade to slotted mag wheels was in his plans.

Long-term storage by his uncle kept the original interior in Mike’s Mach 1 in mint condition.

Mike treated himself to a few interior amenities when he ordered his Mustang, including a tilt column, console, air conditioning, and the eight-track/AM radio.

If you were a teenager in the late 1960s/early 1970s, your tape selection probably looked a lot like this, too.

The pop-open gas cap was available on the 1971 Mach 1 only; it was replaced by a more conventional twist-style cap for 1972.

Today the Mach 1 triggers an early-1970s flashback for Mike every time he gets behind the wheel. He loves popping in an eight-track tape and going for a drive, back to 1971.

The post He Bought His 1971 Mustang Mach 1 New as a Teenager, Sold it to his Uncle, and Bought it Back 28 Years Later appeared first on Hot Rod Network.

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