Old cars at Copley Motorcars, Needham MA: 1966 Ford Mustang GT 350

ford gt review photos

Old cars at Copley Motorcars, Needham MA: 1966 Ford Mustang GT 350
ford gt review
Image by Chris Devers
Pasting from Copley Motorcars:

1966, Ford Mustang GT 350

Exterior color
Acapulco Blue

Interior color
white

Mileage
8,100

Price
,800.00

Shelby GT350 re-creation superbly restored and created in 2004, new Ford 302ci V8 with 347ci stroker kit from HP/Probe Industries with Coach Hi-Po Street Fighter forged pistons, Edelbrock aluminum heads, competition cam shaft and lifter kit, Edelbrock dual aluminum quad intake with 2 Holley 600 carburetors, Mallory Unilite ignition, modern Ford heavy duty T5 transmission with Ford Motorsports HP clutch and pressure plate, 4 wheel disc brakes, rebuilt suspension, Vintage Air heating and air conditioning, power convertible top with plexi-glass rear window, fresh major servicing by Tony Calise’s Thunder Road Performance.

• • • • •

Pasting from Wikipedia: Ford Mustang (first generation):

The first-generation Ford Mustang was the original pony car, manufactured by Ford Motor Company from 1964 until 1973.

Contents

1 Conception and Styling
2 1964–1966
3 1967–1968
4 1969–1970
5 1971–1973
6 Industry reaction
7 References

Conception and Styling

As Lee Iacocca‘s assistant general manager and chief engineer, Donald N. Frey, was the head engineer for the Mustang project — supervising the development of the Mustang in a record 18 months[3][4] — while Iacocca himself championed the project as Ford Division general manager. The Mustang prototype was a two-seat, mid-mounted engine roadster, styled in part by Phil Clark. Stylist John Najjar, in a 1984 interview with David R. Crippen, archivist of the Henry Ford Museum spoke about the genesis of the two-seat prototype:

We had a studio under Bob Maguire,and in it were Jim Darden, Ray Smith, plus an artist, Phil Clark, several modelers, and me. We drew up a 2-seater sports car in competition with the other studios, and when they saw ours – saw the blackboard with a full-sized layout and sketches- they said, ‘That’s it! Let’s build it.’ So we made a clay model, designed the details, and then built a fiberglass prototype." This car was simply a concept study rather than the final configuration, but it included a lot of the sporty, rakish flair the later showcar embodied.[5]

The Mustang I was later remodeled as a four-seat car styled under the direction of Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster[6][7] — in Ford’s LincolnMercury Division design studios, which produced the winning design in an intramural design contest instigated by Iacocca.

The design team had been given five goals[8] for the design of the Mustang: it would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2500 pounds and be no more than 180 inches in length, sell for less than 00, and have multiple power, comfort and luxury options.

Having set the design standards for the Mustang[9], Oros said:

I told the team that I wanted the car to appeal to women, but I wanted men to desire it, too. I wanted a Ferrari-like front end, the motif centered on the front – something heavy-looking like a Maseratti, but, please, not a trident – and I wanted air intakes on the side to cool the rear brakes. I said it should be as sporty as possible and look like it was related to European design.[9]

Oros added:

I then called a meeting with all the Ford studio designers. We talked about the sporty car for most of that afternoon, setting parameters for what it should look like — and what it should not look like — by making lists on a large pad, a technique I adapted from the management seminar. We taped the lists up all around the studio to keep ourselves on track. We also had photographs of all the previous sporty cars that had been done in the Corporate Advanced studio as a guide to themes or ideas that were tired or not acceptable to management.

Within a week we had hammered out a new design. We cut templates and fitted them to the clay model that had been started. We cut right into it, adding or deleting clay to accommodate our new theme, so it wasn’t like starting all over. But we knew Lincoln-Mercury would have two models. And Advanced would have five, some they had previously shown and modified, plus a couple extras. But we would only have one model because Ford studio had a production schedule for a good many facelifts and other projects. We couldn’t afford the manpower, but we made up for lost time by working around the clock so our model would be ready for the management review.[6]

L. David Ash is often credited with the actual styling of the Mustang. Ash, in a 1985 interview speaking of the origin of the Mustang design, when asked the degree of his contribution, said:

I would say substantial. However, anyone that says they designed the car by themselves, is wrong. Iacocca didn’t design it. He conceived it. He’s called the father of it, and, in that respect, he was. I did not design it in total, nor did Oros. It was designed by a design group. You look at the photograph taken at the award banquet for the Industrial Designers’ Society where the Mustang received the medal; it’s got Damon Woods in it (the group that did the interior), and Charlie Phaneuf (who was with Damon), and it’s got myself and John Foster (who was with me), it’s got (John) Najjar in it.[10]

So nobody actually did the car, as such. Iacocca in his book flat out comes and says I did the car. It’s right there in print, "It’s Dave Ash’s Mustang." Bordinat will tell you I did the car. This book tells you I did the car, but, in actual fact, I had a lot of help, and I don’t think anyone ever does a car by himself, not in these times anyway.[10]

To decrease development costs, the Mustang used chassis, suspension, and drivetrain components derived from the Ford Falcon and Fairlane. It used a unitized platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang’s wheelbase was slightly shorter. With an overall width of 68.2 inches (1,732 mm), it was 2.4 inches (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 pounds (1,170 kg) with the straight six-cylinder engine, was also similar to the Falcon. A fully-equipped V8 model weighed approximately 3,000 pounds (1,400 kg). Although most of the mechanical parts were from the Falcon, the Mustang’s body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the "torque box" was an innovative structural system that greatly stiffened the Mustang’s construction and helped contribute to better handling.

1964–1966

Since it was introduced five months before the normal start of the production year and manufactured among 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model.[11] A more accurate description is the "early 1965" model because it underwent significant changes at the beginning of the regular model year. All the early cars, however, were marketed by Ford as 1965 models. The low-end model hardtop used a "V-code" 170 cu in (2.8 L) straight-6 engine and three-speed manual transmission and retailed for US$2,368.

Several changes to the Mustang occurred at the start of the normal 1965 model year production, five months after its introduction. These cars are known as "late 65’s," and were built after factory retooling in August 1964. The engine lineup was changed, with a 200 cu in (3.3 L) "T-code" engine that produced 120 hp (89 kW). Production of the "L-code" 260 cu in (4.3 L) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp (150 kW) "C-code" 289 cu in (4.7 L) engine with a two-barrel carburetor as the base V8. An "A-code" 225 hp (168 kW) four-barrel carbureted version was next in line, followed by the unchanged "Hi-Po" "K-code" 271 hp (202 kW) 289. The DC electrical generator was replaced by a new AC alternator on all Fords (the quickest way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says "GEN" or "ALT"). The now-famous Mustang GT (Gran – Touring) was introduced as the "GT Equipment Package" and included a V8 engine (most often the 225 hp (168 kW) 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. A four-barrel carbureted engine was now available with any body style. Additionally, reverse lights were an option added to the car in 1965. The Mustang was originally available as either a hardtop or convertible, but during the car’s early design phases a fastback model was strongly considered. The Mustang 2+2 fastback made its inaugural debut with its swept-back rear glass and distinctive ventilation louvers.

The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of color options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as "Pony Interior" due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models.

One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US.30. Installed by a dealer, the Rally-Pac cost US.95. Reproductions are presently available from any number of Mustang restoration parts sources.

The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and gas cap. An automatic transmission for the "Hi-Po," a large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios were also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang convertible would be the best-selling in 1966, with 72,119 sold, beating the number two Impala by almost 2:1.[12]

The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. In 1965 the emblem was a single vertical piece of chrome, while in 1966 the emblem was smaller in height and had three horizontal bars extending from the design, resembling an "E". The front intake grilles and ornaments were also different. The 1965 front grille used a "honeycomb" pattern, while the 1966 version was a "slotted" style. While both model years used the "Horse and Corral" emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed.

When Ford began selling the Mustang in Germany, they discovered a company had already registered the name. The German company offered to sell the rights for US,000. Ford refused and removed the Mustang badge, instead naming it T-5 for the German market.

Image from page 375 of “Review of reviews and world’s work” (1890)
ford gt review
Image by Internet Archive Book Images
Identifier: reviewofreviewsw54newy
Title: Review of reviews and world’s work
Year: 1890 (1890s)
Authors:
Subjects:
Publisher: New York Review of Reviews Corp
Contributing Library: Robarts – University of Toronto
Digitizing Sponsor: University of Toronto

View Book Page: Book Viewer
About This Book: Catalog Entry
View All Images: All Images From Book

Click here to view book online to see this illustration in context in a browseable online version of this book.

Text Appearing Before Image:
llys-Overland, Chevrolet, Dodge,Studebaker, and Maxwell. In less thanseven years the annual value of automobilesproduced in the United States has increasedfrom 0,000,000 to over a billion dolhn>.The gross earnings of a single compan. theGeneral Motors, are larger than the receiptsof a great, prosperous railroad such as theChicago and Northwestern. With this fran-tic advance in automobile production .uid tliecorres|>onding daring speculation in motorsecurities, there have been serious misgivingson the part of coed observers. ( )uc factor ofsafety in the financial situation is the ab-sence of bonded indebtedness in most in-stances. In the early days of the expansion•if the industr>, bankers were so distrustful(jf the permanence t)f its prosperity that cijii-tali/ation was kept within decent bounds ;indgenerally restricfecl to issues of preferred .indcommon stock. Thus, with the .ilino i un-believable pros|)erif that has come, the piin- 374 THE AMERICAN REVlEiy OF REVIEWS

Text Appearing After Image:
AT THE JUNCTION OF BHUAUwAi, mi ui AVENUE. AND TVXENTY-THIRDSTREET, NEW YORK CITY (During the transit strike in New York passengers were carried in allkinds of motor vehicles. In the illustration will be seen a Fifth avenuedouble-deck motor bus, and in the foreground a great motor truck usedtemporarily for carrying employees. Many thousands of autolnobiles and •trucks are thus available when street cars stop running) cipal companies have large actual tangibleassets behind their stock issues with fewdebts, and, in several instances, enormousholdings of actual cash. The Ford balance-sheet shows ,000,000 in cash, the GeneralMotors ,000,000, and Willvs-Overlandmore than ,000,000. Motor Trucksin War The figures of car productiongiven in the preceding para-graph are for passenger cars.Only less remarkable is the growth of thetruck and delivery wagon business. Con-stantly new uses are found for the automo-bile commercial vehicle. The jitney and thetruck seem destined to be the pub

Note About Images
Please note that these images are extracted from scanned page images that may have been digitally enhanced for readability – coloration and appearance of these illustrations may not perfectly resemble the original work.

Be the first to comment

Leave a Reply

Your email address will not be published.


*


Time limit is exhausted. Please reload the CAPTCHA.