In America, the Ford name is as
familiar as Coca-Cola or McDon-
ald’s, and the Mustang moniker is
known throughout the world. No
wonder the redone 2015 sixth-
generation Mustang, which marks
the model’s 50th anniversary, is
drawing major attention. Chances are you owned a
Mustang or knew somebody who did.
The totally redesigned 2015 Mustang goes on sale
next fall. It’s sleeker, lower, wider and roomier than
its predecessor, with a revised interior. In addition to
returning V6 and V8 engines, there’s a new turbo-
charged EcoBoost four-cylinder engine.
While still easily recognizable as a Mustang, the
pony car has the first independent rear suspension
for mainstream Mustangs. Designed to give sporty
handling, improved ride comfort and better interior
packaging, the IRS also let Ford lower the roof and
add backseat and trunk space.
The first-generation Mustang was officially in-
troduced at the NewYork World’s Fair on April 17,
1964. TV time was purchased on the three networks
the night of April 16 to showcase the car — dubbed
a 1964 ½ model by Mustang fans — drawing nearly
30 million viewers.
That ’stang was the right car at the right time for
huge numbers of people and got off to a start that’s
unlikely to be repeated by any car. It drew a stagger-
ing 680,989 buyers after its early public debut and
set an all-time record for first-year sales of any new
model. More than 1 million would be bought in the
first 18 months.
Ford felt a sporty model with a low base
price would be hot because it would draw
youth-oriented baby boomers who were
getting their first driver’s licenses. Also,
the 25-29 age group was expected to grow
nearly 40 percent between 1960 and 1970.
And Ford was right. Young drivers liked
the Mustang’s
sporty looks,
bucket seats and
floor shifter.
The first-gen-
eration 1964-1973 Mustang was based on Ford’s
Fairlane and Falcon economy car. That helped Ford
price a base Mustang at $2,368, when many cars
began at more than $3,000. Well optioned Mustangs
actually began at more than $3,000. The long-hood/
short-rear-end design came as a coupe, convertible
or semi-fastback. Engines were a six-cylinder or
new, potent V8.
Myraid options and different body styles, engines
and transmissions let the handily sized Mustang
be enormously profitable to Ford and its dealers. It
could be had with everything from a basic-transpor-
tation economy car with a bench front seat to a fast,
nimble sporty car with twin buckets. Many buyers
loaded it with extras. Racing legend Carroll Shelby
even turned it into a successful Trans Am race car.
The 1969-1973 version of the Mustang was lon-
ger, lower, wider and heavier than the original. The
accent was on luxury, although it was plenty fast,
especially with its 429-cubic-inch V8.
By 1974, though, federal fuel economy and pollu-
tion standards caused the second-generation 1974-
1978 Mustang, called the “Mustang II,” to be small-
er, shorter, lighter and
much slower. Based on
Ford’s Pinto economy
car, it resembled a
scaled-down earlier
Mustang with familiar
long-hood/short deck
By Dan Jedlicka
DriveChicago.com
Hail Mustang: Ford’s Sixth-Generation Pony Car Hits Home
1969 Mustang
1965 Mustang
1974 Mustang
CHICAGO AUTO SHOW 2014
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More Than100,000 Veh i c l es Jus t A Cl i ck Away…Dr i veCh i cago. com