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Many hold the Boss cars in the same light as the Shelby's, even though the Boss prices have not reached the nosebleed level of the cars fathered by Carroll himself. Still, the Boss era is kind of remarkable. Here was a car that was bare bones, made no attempt at creature comforts outside of the deluxe interior, and was only available with a four-speed. Even Shelby never did that after the first year. So the Boss is something special, something rare in Ford.

We'll examine the options that were specific as well as the basics. We dole out stats and figures to make even the baseball fans smile. We also muse over some items to make you go, hmmm-we hope.

   

Then Now
'69 Boss 302 N/A '69 Boss 302 $20,500
'70 Boss 302 $3,720 '70 Boss 302 $20,500
'69 Boss 429 $4,937 '69 Boss 429 $38,000
'70 Boss 429 N/A '70 Boss 429 $38,000
'71 Boss 351 $4,124 '71 Boss 351 $18,450

If New in 2002 Actual
'69 Boss 302 N/A $20,500
'70 Boss 302 $16,888 $20,500
'69 Boss 429 $21,199 $38,000
'70 Boss 429 N/A $38,000
'71 Boss 351 $16,966 $18,450

Compared to Shelby Sports Roofs now:
'69 GT350 $26,000 '69 Boss 302 $20,500
'70 GT350 $26,000 '70 Boss 302 $20,500
'69 GT500 $32,100 '69 Boss 429 $38,000
'70 GT500 $32,100 '70 Boss 429 $38,000
'71 Shelby Europa N/A '71 Boss 351 $18,450

Standard Stuff The Boss cars came with a nice list of performance standard features. The Boss '9 gave you all these and a plush interior. One has to wonder if Ford did this because they felt guilty about the whopping $4,937 price tag.

Boss 302 1969Horsepower: 290 bhp at 5,800 rpm Torque: 290 lb-ft at 4,300 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty rear Gabriel shocks are staggered to prevent wheel hop. A .85 front sway bar. Power-assisted front-disc and rear-drum brakes.

Engine: 302 cubic inch small-block V-8 with 4-inch bore with 3-inch stroke. Special "Cleveland" cylinder heads with 2.23-inch intake and 1.71-inch exhaust valves. Special mechanical high-lift cam. Block has screw-in freeze plugs and four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 780 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a transverse muffler system.Trans/code: Four-speed (Wide ratio) code 5; four-speed (Close ratio) code 6Axle/code: 3.50:1 (open) A code; 3.50:1 (Traction Lok) S code; 3.91:1 (Traction-Lok) V code; 4.30:1 (Detroit no-spin) W code;

Tires: F60x15 bias-ply raised white-letter tire. Magnum 500 Chrome wheels with argent centers.

Boss 302 1970Horsepower: 290 bhp at 5800 rpm Torque: 290 lb-ft at 4300 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty rear Gabriel shocks are staggered to prevent wheel hop. A .85 front sway bar as well as a .5 rear sway bar. Power-assisted front disc and rear drum brakes.

Engine: 302 cubic-inch small-block V-8 with 4-inch bore with 3-inch stroke. Special "Cleveland" cylinder heads with 2.19-inch intake and 1.71-inch exhaust valves. Special mechanical high-lift cam. Block has screw-in freeze plugs and four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 780 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a dual muffler system.Trans/code: Four-speed (Wide ratio) code 5; four-speed (Close ratio) code 6Axle/code: 3.50:1 (open) A code; 3.50:1 (Traction Lok) S code; 3.91:1 (traction-lok) V code; 4.30:1 (Detroit no-spin) W code;

Tires: F60x15 bias-ply raised white-letter tire. Wheels are stamped steel standard with corporate trim rings and caps.

Boss 429 1969 Horsepower: 330 bhp at 5,400 rpm Torque: 370 lb-ft at 4,000 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty rear Gabriel shocks are staggered to prevent wheel hop. A .94 front sway bar. Power-assisted front disc and rear drum brakes.

Engine: 429 cubic-inch big-block V-8 with 4.36-inch bore with 3.59-inch stroke. Special "semi hemi" aluminum cylinder heads with 2.28-inch intake and 1.90-inch exhaust valves. Special mechanical high-lift cam (S engines) or special hydraulic high-lift cam (T engines). Block has four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 735 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a transverse muffler system.Trans: Four-speed Axle/code: 3.91:1 (Traction lok) V Code

Tires: F60x15 bias-ply raised white letter tire. Magnum 500 Chrome wheels.

Boss 429 1970 Horsepower: 375 bhp at 5,200 rpmTorque: 350 lb-ft at 3,400 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty Gabriel rear shocks are staggered to prevent wheel hop. A .94 front sway bar as well as a .5 rear sway bar. Power-assisted front disc and rear drum brakes.

Engine: 429 cubic-inch big-block V-8 with 4.36-inch bore with 3.59-inch stroke. Special "semi hemi" aluminum cylinder heads with 2.28-inch intake and 1.90-inch exhaust valves. Special mechanical high-lift cam (S engines) or special hydraulic high-lift cam (T engines). Block has four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 735 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a dual muffler system.Trans: Four-speed Axle: 3.91:1 Detroit no-spin

Tires: F60x15 bias-ply raised white-letter tire. Magnum 500 Chrome wheels.

Boss 351 (R Code)Horsepower: 330 bhp at 5,400 rpm Torque: 370 lb-ft at 4,000 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty Gabriel rear shocks are staggered to prevent wheel hop. A .85 front sway bar as well as a .5 rear sway bar. Power-assisted front disc and rear drum brakes.

Engine: 351 cubic-inch medium-block V-8 with 4-inch bore with 3.50-inch stroke. Special "Cleveland" cylinder heads with 2.19-inch intake and 1.71-inch exhaust valves. Special mechanical high-lift cam. Block has four-bolt main bearing caps. Cast-iron crankshaft selected for higher modularity. Special aluminum intake with 4300D Autolite 716 cfm carb. Dual point distributor.Trans/code: Four-speed (Wide ratio) code 5; four-speed (Close ratio) code 6Axle: 3.91:1 Detroit no-spin

Exhaust: Special cast-iron manifolds feeding into a dual muffler system.

Tires: F60x15 bias-ply raised white-letter tire. Wheels are stamped steel standard with corporate trim rings and caps.

Rare Meat What are the rare options for the Boss cars? Well, really only for the 302 and 351 since the 429 came with just about everything one could want from a steed.

'69 Boss 302Only 15 had intermittent wipers.

'70 Boss 302Only 25 had tinted windshields (that is, they came with clear side glass).

'71 Boss 351Only three had tinted windshields (that is, they came with clear side glass).

'69 Boss 429Five came without racing mirrors.

'70 Boss 429One came without a console.One came without an AM radio.One came with sport slats and a rear spoiler.

Wheel Deal The Boss was the only car equipped with 15-inch wheels in 1969 and '70. The standard for '69 wheels was the Argent-centered Magnum 500; optional was the chrome. The year 1970 saw the Argent Magnum replaced by the steel-wheel mounting trim rings and caps. The other very rare option, the Sport Wheel Cover, was only available in 1970. Contrary to popular belief, the magnum 500 was not available outside of the Boss line-unless dealer installed. In fact, Ford added beefier components to the suspension as well as rolled fender lips just to keep the tires where they belonged.

The standard trim ring and "corporate" cap (so named because of the Ford Motor Company type around the center) continued through the final year of the Boss reign, 1971, as the base cover. The Magnum, as of 1971, was an option on any V-8 Mustang and carried over as an option on the Boss 351 as well.

Inside Out Interiors on the Boss cars ran the gamut from taxicab plain to downright gaudy. This was especially true in '70-'71 when the wild striped interiors and funky fabrics invaded the line. The Boss 429, however, only came one way-Deluxed out.

Big Ole Boss Books 'n' Other Stuff Way back in 1982, Donald Farr wrote what is still considered by the enthusiast market the best compendium of Boss 302 facts. Fittingly named Mustang Boss 302 Fords Trans-Am Pony Car, this tome of wisdom and knowledge has all the stuff fit to print. It covers the street cars, race cars, and what the cars should and should not have. Sadly, this book went out of print a couple of years ago.

Another good book that has gone out of print is the Boss 429 Mustang by Stephen Strange. It details the birth and life of the Boss 429. It, like the Boss 302 book, is a wealth of information.

Check swap meets and online sources for either of these titles. If you're lucky, you might find them at one of the Mustang parts businesses that advertise in Mustang Monthly.

Regrettably, there is no good reference on the Boss 351. Terry Richards runs a registry; but to our knowledge, no one has put together a book of complete facts about the last of the Boss cars. It is really a shame, too, since we are sure there are some neat facts that should be brought to light.

SOURCE]]>
Many hold the Boss cars in the same light as the Shelby's, even though the Boss prices have not reached the nosebleed level of the cars fathered by Carroll himself. Still, the Boss era is kind of remarkable. Here was a car that was bare bones, made no attempt at creature comforts outside of the deluxe interior, and was only available with a four-speed. Even Shelby never did that after the first year. So the Boss is something special, something rare in Ford.

We'll examine the options that were specific as well as the basics. We dole out stats and figures to make even the baseball fans smile. We also muse over some items to make you go, hmmm-we hope.

   

Then Now
'69 Boss 302 N/A '69 Boss 302 $20,500
'70 Boss 302 $3,720 '70 Boss 302 $20,500
'69 Boss 429 $4,937 '69 Boss 429 $38,000
'70 Boss 429 N/A '70 Boss 429 $38,000
'71 Boss 351 $4,124 '71 Boss 351 $18,450

If New in 2002 Actual
'69 Boss 302 N/A $20,500
'70 Boss 302 $16,888 $20,500
'69 Boss 429 $21,199 $38,000
'70 Boss 429 N/A $38,000
'71 Boss 351 $16,966 $18,450

Compared to Shelby Sports Roofs now:
'69 GT350 $26,000 '69 Boss 302 $20,500
'70 GT350 $26,000 '70 Boss 302 $20,500
'69 GT500 $32,100 '69 Boss 429 $38,000
'70 GT500 $32,100 '70 Boss 429 $38,000
'71 Shelby Europa N/A '71 Boss 351 $18,450

Standard Stuff The Boss cars came with a nice list of performance standard features. The Boss '9 gave you all these and a plush interior. One has to wonder if Ford did this because they felt guilty about the whopping $4,937 price tag.

Boss 302 1969Horsepower: 290 bhp at 5,800 rpm Torque: 290 lb-ft at 4,300 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty rear Gabriel shocks are staggered to prevent wheel hop. A .85 front sway bar. Power-assisted front-disc and rear-drum brakes.

Engine: 302 cubic inch small-block V-8 with 4-inch bore with 3-inch stroke. Special "Cleveland" cylinder heads with 2.23-inch intake and 1.71-inch exhaust valves. Special mechanical high-lift cam. Block has screw-in freeze plugs and four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 780 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a transverse muffler system.Trans/code: Four-speed (Wide ratio) code 5; four-speed (Close ratio) code 6Axle/code: 3.50:1 (open) A code; 3.50:1 (Traction Lok) S code; 3.91:1 (Traction-Lok) V code; 4.30:1 (Detroit no-spin) W code;

Tires: F60x15 bias-ply raised white-letter tire. Magnum 500 Chrome wheels with argent centers.

Boss 302 1970Horsepower: 290 bhp at 5800 rpm Torque: 290 lb-ft at 4300 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty rear Gabriel shocks are staggered to prevent wheel hop. A .85 front sway bar as well as a .5 rear sway bar. Power-assisted front disc and rear drum brakes.

Engine: 302 cubic-inch small-block V-8 with 4-inch bore with 3-inch stroke. Special "Cleveland" cylinder heads with 2.19-inch intake and 1.71-inch exhaust valves. Special mechanical high-lift cam. Block has screw-in freeze plugs and four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 780 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a dual muffler system.Trans/code: Four-speed (Wide ratio) code 5; four-speed (Close ratio) code 6Axle/code: 3.50:1 (open) A code; 3.50:1 (Traction Lok) S code; 3.91:1 (traction-lok) V code; 4.30:1 (Detroit no-spin) W code;

Tires: F60x15 bias-ply raised white-letter tire. Wheels are stamped steel standard with corporate trim rings and caps.

Boss 429 1969 Horsepower: 330 bhp at 5,400 rpm Torque: 370 lb-ft at 4,000 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty rear Gabriel shocks are staggered to prevent wheel hop. A .94 front sway bar. Power-assisted front disc and rear drum brakes.

Engine: 429 cubic-inch big-block V-8 with 4.36-inch bore with 3.59-inch stroke. Special "semi hemi" aluminum cylinder heads with 2.28-inch intake and 1.90-inch exhaust valves. Special mechanical high-lift cam (S engines) or special hydraulic high-lift cam (T engines). Block has four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 735 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a transverse muffler system.Trans: Four-speed Axle/code: 3.91:1 (Traction lok) V Code

Tires: F60x15 bias-ply raised white letter tire. Magnum 500 Chrome wheels.

Boss 429 1970 Horsepower: 375 bhp at 5,200 rpmTorque: 350 lb-ft at 3,400 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty Gabriel rear shocks are staggered to prevent wheel hop. A .94 front sway bar as well as a .5 rear sway bar. Power-assisted front disc and rear drum brakes.

Engine: 429 cubic-inch big-block V-8 with 4.36-inch bore with 3.59-inch stroke. Special "semi hemi" aluminum cylinder heads with 2.28-inch intake and 1.90-inch exhaust valves. Special mechanical high-lift cam (S engines) or special hydraulic high-lift cam (T engines). Block has four-bolt main bearing caps. Forged steel crankshaft statically and dynamically balanced. Special aluminum intake with Holley 735 cfm carb. Dual point distributor.

Exhaust: Special cast-iron manifolds feeding into a dual muffler system.Trans: Four-speed Axle: 3.91:1 Detroit no-spin

Tires: F60x15 bias-ply raised white-letter tire. Magnum 500 Chrome wheels.

Boss 351 (R Code)Horsepower: 330 bhp at 5,400 rpm Torque: 370 lb-ft at 4,000 rpm

Suspension: Competition type with heavy-duty front coil and rear leaf springs. Heavy-duty Gabriel rear shocks are staggered to prevent wheel hop. A .85 front sway bar as well as a .5 rear sway bar. Power-assisted front disc and rear drum brakes.

Engine: 351 cubic-inch medium-block V-8 with 4-inch bore with 3.50-inch stroke. Special "Cleveland" cylinder heads with 2.19-inch intake and 1.71-inch exhaust valves. Special mechanical high-lift cam. Block has four-bolt main bearing caps. Cast-iron crankshaft selected for higher modularity. Special aluminum intake with 4300D Autolite 716 cfm carb. Dual point distributor.Trans/code: Four-speed (Wide ratio) code 5; four-speed (Close ratio) code 6Axle: 3.91:1 Detroit no-spin

Exhaust: Special cast-iron manifolds feeding into a dual muffler system.

Tires: F60x15 bias-ply raised white-letter tire. Wheels are stamped steel standard with corporate trim rings and caps.

Rare Meat What are the rare options for the Boss cars? Well, really only for the 302 and 351 since the 429 came with just about everything one could want from a steed.

'69 Boss 302Only 15 had intermittent wipers.

'70 Boss 302Only 25 had tinted windshields (that is, they came with clear side glass).

'71 Boss 351Only three had tinted windshields (that is, they came with clear side glass).

'69 Boss 429Five came without racing mirrors.

'70 Boss 429One came without a console.One came without an AM radio.One came with sport slats and a rear spoiler.

Wheel Deal The Boss was the only car equipped with 15-inch wheels in 1969 and '70. The standard for '69 wheels was the Argent-centered Magnum 500; optional was the chrome. The year 1970 saw the Argent Magnum replaced by the steel-wheel mounting trim rings and caps. The other very rare option, the Sport Wheel Cover, was only available in 1970. Contrary to popular belief, the magnum 500 was not available outside of the Boss line-unless dealer installed. In fact, Ford added beefier components to the suspension as well as rolled fender lips just to keep the tires where they belonged.

The standard trim ring and "corporate" cap (so named because of the Ford Motor Company type around the center) continued through the final year of the Boss reign, 1971, as the base cover. The Magnum, as of 1971, was an option on any V-8 Mustang and carried over as an option on the Boss 351 as well.

Inside Out Interiors on the Boss cars ran the gamut from taxicab plain to downright gaudy. This was especially true in '70-'71 when the wild striped interiors and funky fabrics invaded the line. The Boss 429, however, only came one way-Deluxed out.

Big Ole Boss Books 'n' Other Stuff Way back in 1982, Donald Farr wrote what is still considered by the enthusiast market the best compendium of Boss 302 facts. Fittingly named Mustang Boss 302 Fords Trans-Am Pony Car, this tome of wisdom and knowledge has all the stuff fit to print. It covers the street cars, race cars, and what the cars should and should not have. Sadly, this book went out of print a couple of years ago.

Another good book that has gone out of print is the Boss 429 Mustang by Stephen Strange. It details the birth and life of the Boss 429. It, like the Boss 302 book, is a wealth of information.

Check swap meets and online sources for either of these titles. If you're lucky, you might find them at one of the Mustang parts businesses that advertise in Mustang Monthly.

Regrettably, there is no good reference on the Boss 351. Terry Richards runs a registry; but to our knowledge, no one has put together a book of complete facts about the last of the Boss cars. It is really a shame, too, since we are sure there are some neat facts that should be brought to light.

SOURCE]]> http://lovemustangs.com/showthread.php?tid=399 Thu, 08 Jul 2010 00:11:14 -0500 http://lovemustangs.com/showthread.php?tid=399 Images below are disabled for guests, please login or register to view LoveMustangs in its entirety.

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    ]]> http://lovemustangs.com/showthread.php?tid=396 Wed, 07 Jul 2010 19:40:07 -0500 http://lovemustangs.com/showthread.php?tid=396 WHEEL CARE TIPS & INSTRUCTIONS

As you may know, American Racing and it's family of brands manufactures wheels in a variety of finishes including but not limited to powder coated paints, clear coatings, chrome, steel and even Telfon®.

When it comes to care, maintenance and compatibility with your driving style, local road hazards and weather conditions, there are important differences between types of wheel finishes. A trip to your local wheel Dealer to review and understand various wheel surface finishes is recommended to be certain that the wheels you select will be compatible with your vehicle, driving habits, car care practices, weather, and road hazards. If you are wondering how much time will be required to care for your wheels, the answer has a lot to do with how they are maintained. Your local climate and road maintenance can affect the care required and life span of a wheel finish. For harsher climates, American Racing suggests that you retain your original equipment wheels for optional use as wintertime equipment.

The first rule in caring for any automotive wheels regardless of finish is to keep them clean. Generally speaking, from week to week during your car wash cycle, it’s best to clean them with a soft brush, soap and/or mild degreaser or quality spray-on Wheel Cleaner. For best results, it is important to keep wheels clean, not allowing road film, contaminants and brake dust (which retain moisture) to accumulate and sit on the surface. If you live in a harsh winter climate where salt and chemicals are used during the winter, regular cleaning is even more important. Be careful in selecting wheel cleaning products—select products that are safe for the finish of your wheels. Avoid harsh or abrasive cleaners. Some cleaners are harsh and could damage your wheel finish. Also be aware that many car washes use strong chemicals to clean wheels and tires that could cause damage to your wheel finish or even your automotive paint. NEVER CLEAN HOT WHEELS, allow wheels to cool or cool them with running water. Another important step is to seal your wheels with a sealant that will reduce static and resist brake dust, such as American Racing Wheel Wax.

Protect your investment, clean your wheels regularly.

Your American Racing aftermarket wheels were manufactured in one of four finishes:

* a. Chrome (applied to either aluminum alloy or steel).
* b. Polished Aluminum Alloy (no protective coating).
* c. Clear coated and/or Painted.
* d. Permanently coated with Teflon®.

To better understand the specific care and maintenance of your wheels, determine which finish applies to your wheels from the list above. After determining what finish applies to your wheels, go to the section below for suggestions and instructions for the detailing, care, and maintenance of your American Racing wheels.

Chrome Wheels

Aluminum or steel wheels plated with chrome are beautiful and can significantly change the appearance of your car or truck by attracting light to base areas of your vehicle. If maintained, the chrome finish will produce a brilliant shine. To reflect light, which produces the attractive brilliant finish, the wheels must be cleaned regularly. It’s best to clean them with a soft brush, soap and/or mild degreaser or quality spray-on Wheel Cleaner. Rinse thoroughly. After cleaning your wheels do not allow soap, chemicals or water to sit on the surface and produce water spots—dry your wheels with a soft, non-abrasive towel. As stated above, it is important to keep wheels clean, not allowing road film, contaminants and brake dust (which retain moisture) to accumulate and sit on the surface. If you live in a harsh winter climate where salt and chemicals are used during the winter, regular cleaning is even more important. Periodically, polish chrome wheels with American Racing Chrome-Tech, or some other quality non-abrasive chrome polish. For best results and to reduce cleaning efforts in the future, after polishing and/or cleaning, apply American Racing Wheel Wax to seal the surface—this should help avoid problems in the future and will reduce static so that your wheels are more resistant to brake dust. The products mentioned above are available at E-Shop at http://www.americanracing.com.

Polished Aluminum Wheels

Polished aluminum wheels are very popular, particularly with racing, off-road and hot rod enthusiasts, and we sell thousands of them each year, however, they do require more periodic maintenance than other finishes, depending upon the climate, road conditions and your vehicle car care practices in general. Polished aluminum alloy wheels require the highest degree of maintenance and a certain amount of oxidation is to be expected as the wheels naturally oxidize with age. Polished wheels can be re-polished commercially or by hand after many years of use, effectively restoring them to an almost factory original condition.

When new, coat your polished wheels with a quality, hand-applied sealant product such as American Racing Wheel Wax. This coating will assist in preventative maintenance by resisting brake dust and other contaminants. When your polished aluminum wheels begin to lose their shine or are dirty with road film or brake dust, begin by cleaning them as instructed above. If you use a brush, be careful to avoid scratching the uncoated, polished aluminum alloy by using only a SOFT brush. Follow up by polishing them by hand with American Racing Metal Polish, or another quality metal or wheel polish. After polishing, coat them with American Racing Wheel Wax according to instructions. If they are in bad condition, this will take some time, and polishing wheels is never an easy task.

For faster and perhaps easier results, use the American Racing Air-Compressor Powered Polisher or a Dremmel-type tool mini-polisher, with the correct polishing mini-pads. Just swab on American Racing Metal Polish, then buff them with the polishing tool. Mini power tool polishers will clean up and polish your wheels quickly, saving time and producing a brilliant shine.

If your wheels have deeply imbedded brake dust, animal urine or other contaminants from lack of maintenance, you can try an aggressive spray-on wheel cleaner (be careful, some contain acid) with a brush, BUT DO NOT ALLOW IT TO SIT ON THE SURFACE AND ETCH THE POLISH SURFACE. Rinse your wheels thoroughly and dry with soft, non-abrasive cloth.

We receive many inquiries about clear coating or chrome plating polished aluminum wheels, as a maintenance option. If you are interested in applying a permanent protective coating to your polished aluminum alloy wheels, you may wish to consider taking the wheels to a local wheel reconditioning or chrome plating firm in your area. This service involves professionally polishing and applying a liquid or powder coat acrylic or polyester clear coat or chrome plating the wheels. Services of this type can be found under "wheel reconditioning" or "chrome plating" in the Yellow Pages or on the worldwide web.

Polished wheels look great, but do require regular maintenance.

Clear Coated Wheels

American Racing manufactures many styles that are permanently coated with a clear protective coating, essentially a non-pigmented, clear paint. The clear coating that we use is the same material that we use for the original equipment wheels we manufacture for leading automobile manufacturers. Your clear-coated wheels should require only soap or a quality Wheel Cleaner product, water and a soft brush. Once you have cleaned your clear coated wheels, a coat of hand-applied American Racing Wheel Wax or a quality, non-carnauba, non-abrasive polymer sealant-quality wax will enhance resistance to brake dust and contaminants. Wheel Wax works well and will save you time in the future.

Wheels Coated with Teflon®

Some styles manufactured by American Racing are permanently coated with Teflon®. The Teflon® coating is a permanent, baked-on industrial finish of Teflon®--two years in development through our motorsports program. The purpose of this program is to enhance wheel resistance to the elements and facilitate ease of cleaning. It is very durable and easy to clean, if maintained properly. This protective coating should assist significantly in reducing maintenance requirements and brake dust problems. Essentially, for the care and cleaning of wheels coated with Teflon® you should follow the same basic cleaning steps used for clear-coated wheels described above. Again, the key is to clean your wheels regularly as discussed above. Your Teflon®-coated wheels should require only soap or a quality Wheel Cleaner product, water and a soft brush. The surface coated with DuPont Teflon® will release brake dust, road film and contamination easily. DO NOT USE ABRASIVES OR ACIDS ON WHEELS COATED WITH DuPONT TEFLON®. NEVER CLEAN HOT WHEELS—allow to cool or cool with running water prior to cleaning. If you allow brake dust and road film to build up, you may need to use a safe but more aggressive spray-on wheel cleaner or mild degreaser with a brush.]]> WHEEL CARE TIPS & INSTRUCTIONS

As you may know, American Racing and it's family of brands manufactures wheels in a variety of finishes including but not limited to powder coated paints, clear coatings, chrome, steel and even Telfon®.

When it comes to care, maintenance and compatibility with your driving style, local road hazards and weather conditions, there are important differences between types of wheel finishes. A trip to your local wheel Dealer to review and understand various wheel surface finishes is recommended to be certain that the wheels you select will be compatible with your vehicle, driving habits, car care practices, weather, and road hazards. If you are wondering how much time will be required to care for your wheels, the answer has a lot to do with how they are maintained. Your local climate and road maintenance can affect the care required and life span of a wheel finish. For harsher climates, American Racing suggests that you retain your original equipment wheels for optional use as wintertime equipment.

The first rule in caring for any automotive wheels regardless of finish is to keep them clean. Generally speaking, from week to week during your car wash cycle, it’s best to clean them with a soft brush, soap and/or mild degreaser or quality spray-on Wheel Cleaner. For best results, it is important to keep wheels clean, not allowing road film, contaminants and brake dust (which retain moisture) to accumulate and sit on the surface. If you live in a harsh winter climate where salt and chemicals are used during the winter, regular cleaning is even more important. Be careful in selecting wheel cleaning products—select products that are safe for the finish of your wheels. Avoid harsh or abrasive cleaners. Some cleaners are harsh and could damage your wheel finish. Also be aware that many car washes use strong chemicals to clean wheels and tires that could cause damage to your wheel finish or even your automotive paint. NEVER CLEAN HOT WHEELS, allow wheels to cool or cool them with running water. Another important step is to seal your wheels with a sealant that will reduce static and resist brake dust, such as American Racing Wheel Wax.

Protect your investment, clean your wheels regularly.

Your American Racing aftermarket wheels were manufactured in one of four finishes:

* a. Chrome (applied to either aluminum alloy or steel).
* b. Polished Aluminum Alloy (no protective coating).
* c. Clear coated and/or Painted.
* d. Permanently coated with Teflon®.

To better understand the specific care and maintenance of your wheels, determine which finish applies to your wheels from the list above. After determining what finish applies to your wheels, go to the section below for suggestions and instructions for the detailing, care, and maintenance of your American Racing wheels.

Chrome Wheels

Aluminum or steel wheels plated with chrome are beautiful and can significantly change the appearance of your car or truck by attracting light to base areas of your vehicle. If maintained, the chrome finish will produce a brilliant shine. To reflect light, which produces the attractive brilliant finish, the wheels must be cleaned regularly. It’s best to clean them with a soft brush, soap and/or mild degreaser or quality spray-on Wheel Cleaner. Rinse thoroughly. After cleaning your wheels do not allow soap, chemicals or water to sit on the surface and produce water spots—dry your wheels with a soft, non-abrasive towel. As stated above, it is important to keep wheels clean, not allowing road film, contaminants and brake dust (which retain moisture) to accumulate and sit on the surface. If you live in a harsh winter climate where salt and chemicals are used during the winter, regular cleaning is even more important. Periodically, polish chrome wheels with American Racing Chrome-Tech, or some other quality non-abrasive chrome polish. For best results and to reduce cleaning efforts in the future, after polishing and/or cleaning, apply American Racing Wheel Wax to seal the surface—this should help avoid problems in the future and will reduce static so that your wheels are more resistant to brake dust. The products mentioned above are available at E-Shop at http://www.americanracing.com.

Polished Aluminum Wheels

Polished aluminum wheels are very popular, particularly with racing, off-road and hot rod enthusiasts, and we sell thousands of them each year, however, they do require more periodic maintenance than other finishes, depending upon the climate, road conditions and your vehicle car care practices in general. Polished aluminum alloy wheels require the highest degree of maintenance and a certain amount of oxidation is to be expected as the wheels naturally oxidize with age. Polished wheels can be re-polished commercially or by hand after many years of use, effectively restoring them to an almost factory original condition.

When new, coat your polished wheels with a quality, hand-applied sealant product such as American Racing Wheel Wax. This coating will assist in preventative maintenance by resisting brake dust and other contaminants. When your polished aluminum wheels begin to lose their shine or are dirty with road film or brake dust, begin by cleaning them as instructed above. If you use a brush, be careful to avoid scratching the uncoated, polished aluminum alloy by using only a SOFT brush. Follow up by polishing them by hand with American Racing Metal Polish, or another quality metal or wheel polish. After polishing, coat them with American Racing Wheel Wax according to instructions. If they are in bad condition, this will take some time, and polishing wheels is never an easy task.

For faster and perhaps easier results, use the American Racing Air-Compressor Powered Polisher or a Dremmel-type tool mini-polisher, with the correct polishing mini-pads. Just swab on American Racing Metal Polish, then buff them with the polishing tool. Mini power tool polishers will clean up and polish your wheels quickly, saving time and producing a brilliant shine.

If your wheels have deeply imbedded brake dust, animal urine or other contaminants from lack of maintenance, you can try an aggressive spray-on wheel cleaner (be careful, some contain acid) with a brush, BUT DO NOT ALLOW IT TO SIT ON THE SURFACE AND ETCH THE POLISH SURFACE. Rinse your wheels thoroughly and dry with soft, non-abrasive cloth.

We receive many inquiries about clear coating or chrome plating polished aluminum wheels, as a maintenance option. If you are interested in applying a permanent protective coating to your polished aluminum alloy wheels, you may wish to consider taking the wheels to a local wheel reconditioning or chrome plating firm in your area. This service involves professionally polishing and applying a liquid or powder coat acrylic or polyester clear coat or chrome plating the wheels. Services of this type can be found under "wheel reconditioning" or "chrome plating" in the Yellow Pages or on the worldwide web.

Polished wheels look great, but do require regular maintenance.

Clear Coated Wheels

American Racing manufactures many styles that are permanently coated with a clear protective coating, essentially a non-pigmented, clear paint. The clear coating that we use is the same material that we use for the original equipment wheels we manufacture for leading automobile manufacturers. Your clear-coated wheels should require only soap or a quality Wheel Cleaner product, water and a soft brush. Once you have cleaned your clear coated wheels, a coat of hand-applied American Racing Wheel Wax or a quality, non-carnauba, non-abrasive polymer sealant-quality wax will enhance resistance to brake dust and contaminants. Wheel Wax works well and will save you time in the future.

Wheels Coated with Teflon®

Some styles manufactured by American Racing are permanently coated with Teflon®. The Teflon® coating is a permanent, baked-on industrial finish of Teflon®--two years in development through our motorsports program. The purpose of this program is to enhance wheel resistance to the elements and facilitate ease of cleaning. It is very durable and easy to clean, if maintained properly. This protective coating should assist significantly in reducing maintenance requirements and brake dust problems. Essentially, for the care and cleaning of wheels coated with Teflon® you should follow the same basic cleaning steps used for clear-coated wheels described above. Again, the key is to clean your wheels regularly as discussed above. Your Teflon®-coated wheels should require only soap or a quality Wheel Cleaner product, water and a soft brush. The surface coated with DuPont Teflon® will release brake dust, road film and contamination easily. DO NOT USE ABRASIVES OR ACIDS ON WHEELS COATED WITH DuPONT TEFLON®. NEVER CLEAN HOT WHEELS—allow to cool or cool with running water prior to cleaning. If you allow brake dust and road film to build up, you may need to use a safe but more aggressive spray-on wheel cleaner or mild degreaser with a brush.]]> http://lovemustangs.com/showthread.php?tid=395 Wed, 07 Jul 2010 18:38:22 -0500 http://lovemustangs.com/showthread.php?tid=395









]]>









]]> http://lovemustangs.com/showthread.php?tid=393 Wed, 07 Jul 2010 15:53:10 -0500 http://lovemustangs.com/showthread.php?tid=393 Used with permission from Adam Hollis AutotraderClassics.com

MOST IMAGES ARE DISABLED FOR GUESTS
PLEASE LOGIN OR REGISTER TO VIEW MACH1CLUB IN ITS ENTIRETY!

                       

    ]]> Used with permission from Adam Hollis AutotraderClassics.com

MOST IMAGES ARE DISABLED FOR GUESTS
PLEASE LOGIN OR REGISTER TO VIEW MACH1CLUB IN ITS ENTIRETY!

                       

    ]]> http://lovemustangs.com/showthread.php?tid=392 Mon, 05 Jul 2010 23:42:04 -0500 http://lovemustangs.com/showthread.php?tid=392    
On Tuesday, June 23, a group of Ford engineers hit the track at Bristol Motor Speedway in Tennessee in a completely stock 2011 Mustang V6. Usually when Mustangs are on the track the drivers are in search of outright speed, but that was not the case this time around. Instead the team of five drivers alternated every hour to see how far they could make the Mustang go on just one tank of gas. The new 3.7-liter in the Mustang is rated at 305 horsepower and 30 miles per gallon on the highway. The goal was to cover 1,000 laps of the 0.533 mile "bull-ring" track.

Twelve and a half hours after they started the car rolled to stop having covered 1,457 laps at an average speed of 43.9 miles per hour. The 16 gallon tank had been depleted at the rate of 48.5 miles per gallon! Not bad for a 305 hp sport coupe and as they say, your mileage will vary. Probably a lot!

PRESS RELEASE

MUSTANG V-6 AVERAGES 48.5 MPG; RUNS 1,457 LAPS AT BRISTOL ON A SINGLE TANK OF GAS

* The 2011 Ford Mustang V-6 sets a new record by averaging 48.5 mpg on a track while completing 1,457 laps with an average speed of 43.9 mph
* Mustang is powered by a new 3.7-liter V-6 engine that uses advanced engineering and technology to deliver great performance and fuel economy
* More than 51,000 entries were received for the Mustang 1,000 Lap Challenge with 22 entries guessing the winning number of laps
* A team of five drivers, including four Ford Mustang engineers and Ford NASCAR star David Ragan, drove the Mustang during its record run

Mustang 1,000 Lap Challenge

BRISTOL, TN., June 24, 2010 – The 2011 Ford Mustang, which made history when it became the first car ever to deliver more than 30 mpg and 305 horsepower, has set a new record by running 1,457 laps at Bristol Motor Speedway while averaging 48.5 mpg.

The Mustang 1,000 Lap Challenge was designed to demonstrate that a stock production Mustang V-6 could run 1,000 laps and 533 miles on a single of tank of fuel. With the aid of fuel efficient driving techniques by Ford engineers, the Mustang far surpassed its goal of 1,000 laps.

"To see a Mustang post average fuel economy of 48.5 mpg while running at Bristol is impressive," said Dave Pericak, Mustang chief engineer. "The new V-6 engine along with the advanced six-speed transmission in the car is a key element in delivering both fuel economy and performance for Mustang."

Ford is committed to being a fuel economy leader in every segment it competes in and Mustang's leads in its class along with other Ford fuel economy leaders like the Ford Fiesta, Fusion Hybrid and new Lincoln MKZ Hybrid, America's most fuel efficient luxury sedan.

The Challenge team, which included NASCAR star David Ragan and four Ford Mustang engineers, completed the challenge in 17 hours and 40 minutes, showing off the 2011 Mustang V-6's class-leading fuel economy by averaging 48.5 mpg over the course of the 776.5 miles logged during the Challenge. That distance is more than the two complete NASCAR Sprint Cup events that take place in Bristol every year.

Ragan pushed the Mustang past the 1,000-lap mark at 7:26 p.m., 12 hours and 26 minutes into the Challenge, but the car wasn't close to being out of fuel. Mustang engineer Seong Park was behind the wheel when it finally came to a halt (on the backstretch) of the famed NASCAR track at 12:41 a.m. local time.

Other Mustang Challenge team drivers included Tom Barnes, Jonathan Mehl and Carl Ek, who along with Park, rotated through one-hour driving stints during the event, which took place at the world's fastest half-mile track.

"When we hit 1,000 laps we still had a quarter of a tank of gas left," said David Ragan, driver of the No. 6 UPS Ford Fusion for Roush Fenway Racing, and the man who drove the 2011 V-6 Mustang past the 1,000 lap mark. "The last driving stint before I passed 1,000 laps I was averaging 43.7 miles a gallon and that is unbelievable. These guys have run the distance of more than two Sprint Cup races at Bristol and they still have fuel left. Congratulations to everyone behind the Mustang and to everyone at Ford, because this 2011 Mustang V-6 is really something special."

A team of Ford engineers prepared for the challenge by implementing fuel efficient driving tips like minimizing the use of air conditioning, steady and consistent driving, avoiding sudden stops/starts and by keeping the RPMs low. The engine in the Mustang is powered by a lightweight, all-aluminum 3.7-liter dual-overhead-cam (DOHC) V-6 engine that uses advanced engineering to deliver its combination of power and economy. Twin independent variable camshaft timing (Ti-VCT) adjusts the valve train in microseconds depending on driver inputs, further contributing to the engine's overall efficiency. The Mustang used in the challenge is a stock production vehicle that can be purchased through a Ford dealer.

"This is beyond our wildest dreams," said Tom Barnes, the lead engineer for the Ford Mustang 1,000 Lap Challenge. "There have been a lot of people who have done a lot of things in preparing this 2011 Mustang V-6 to run the Mustang 1,000 Lap Challenge and have the success we have had today. It was great when we went past the 1,000 lap mark with David, but nobody could ever imagine that we still had five hours ahead of us. This is a fantastic feeling and it shows again what a great car the 2011 Mustang V-6 is."

More than 51,000 consumers registered their guesses for the event at http://www.mustang1000lapchallenge.com. One lucky consumer that correctly guessed 1,457 laps will be randomly drawn from all correct entries and will win their own 2011 Mustang V-6.

MORE INFO/SOURCE]]>    
On Tuesday, June 23, a group of Ford engineers hit the track at Bristol Motor Speedway in Tennessee in a completely stock 2011 Mustang V6. Usually when Mustangs are on the track the drivers are in search of outright speed, but that was not the case this time around. Instead the team of five drivers alternated every hour to see how far they could make the Mustang go on just one tank of gas. The new 3.7-liter in the Mustang is rated at 305 horsepower and 30 miles per gallon on the highway. The goal was to cover 1,000 laps of the 0.533 mile "bull-ring" track.

Twelve and a half hours after they started the car rolled to stop having covered 1,457 laps at an average speed of 43.9 miles per hour. The 16 gallon tank had been depleted at the rate of 48.5 miles per gallon! Not bad for a 305 hp sport coupe and as they say, your mileage will vary. Probably a lot!

PRESS RELEASE

MUSTANG V-6 AVERAGES 48.5 MPG; RUNS 1,457 LAPS AT BRISTOL ON A SINGLE TANK OF GAS

* The 2011 Ford Mustang V-6 sets a new record by averaging 48.5 mpg on a track while completing 1,457 laps with an average speed of 43.9 mph
* Mustang is powered by a new 3.7-liter V-6 engine that uses advanced engineering and technology to deliver great performance and fuel economy
* More than 51,000 entries were received for the Mustang 1,000 Lap Challenge with 22 entries guessing the winning number of laps
* A team of five drivers, including four Ford Mustang engineers and Ford NASCAR star David Ragan, drove the Mustang during its record run

Mustang 1,000 Lap Challenge

BRISTOL, TN., June 24, 2010 – The 2011 Ford Mustang, which made history when it became the first car ever to deliver more than 30 mpg and 305 horsepower, has set a new record by running 1,457 laps at Bristol Motor Speedway while averaging 48.5 mpg.

The Mustang 1,000 Lap Challenge was designed to demonstrate that a stock production Mustang V-6 could run 1,000 laps and 533 miles on a single of tank of fuel. With the aid of fuel efficient driving techniques by Ford engineers, the Mustang far surpassed its goal of 1,000 laps.

"To see a Mustang post average fuel economy of 48.5 mpg while running at Bristol is impressive," said Dave Pericak, Mustang chief engineer. "The new V-6 engine along with the advanced six-speed transmission in the car is a key element in delivering both fuel economy and performance for Mustang."

Ford is committed to being a fuel economy leader in every segment it competes in and Mustang's leads in its class along with other Ford fuel economy leaders like the Ford Fiesta, Fusion Hybrid and new Lincoln MKZ Hybrid, America's most fuel efficient luxury sedan.

The Challenge team, which included NASCAR star David Ragan and four Ford Mustang engineers, completed the challenge in 17 hours and 40 minutes, showing off the 2011 Mustang V-6's class-leading fuel economy by averaging 48.5 mpg over the course of the 776.5 miles logged during the Challenge. That distance is more than the two complete NASCAR Sprint Cup events that take place in Bristol every year.

Ragan pushed the Mustang past the 1,000-lap mark at 7:26 p.m., 12 hours and 26 minutes into the Challenge, but the car wasn't close to being out of fuel. Mustang engineer Seong Park was behind the wheel when it finally came to a halt (on the backstretch) of the famed NASCAR track at 12:41 a.m. local time.

Other Mustang Challenge team drivers included Tom Barnes, Jonathan Mehl and Carl Ek, who along with Park, rotated through one-hour driving stints during the event, which took place at the world's fastest half-mile track.

"When we hit 1,000 laps we still had a quarter of a tank of gas left," said David Ragan, driver of the No. 6 UPS Ford Fusion for Roush Fenway Racing, and the man who drove the 2011 V-6 Mustang past the 1,000 lap mark. "The last driving stint before I passed 1,000 laps I was averaging 43.7 miles a gallon and that is unbelievable. These guys have run the distance of more than two Sprint Cup races at Bristol and they still have fuel left. Congratulations to everyone behind the Mustang and to everyone at Ford, because this 2011 Mustang V-6 is really something special."

A team of Ford engineers prepared for the challenge by implementing fuel efficient driving tips like minimizing the use of air conditioning, steady and consistent driving, avoiding sudden stops/starts and by keeping the RPMs low. The engine in the Mustang is powered by a lightweight, all-aluminum 3.7-liter dual-overhead-cam (DOHC) V-6 engine that uses advanced engineering to deliver its combination of power and economy. Twin independent variable camshaft timing (Ti-VCT) adjusts the valve train in microseconds depending on driver inputs, further contributing to the engine's overall efficiency. The Mustang used in the challenge is a stock production vehicle that can be purchased through a Ford dealer.

"This is beyond our wildest dreams," said Tom Barnes, the lead engineer for the Ford Mustang 1,000 Lap Challenge. "There have been a lot of people who have done a lot of things in preparing this 2011 Mustang V-6 to run the Mustang 1,000 Lap Challenge and have the success we have had today. It was great when we went past the 1,000 lap mark with David, but nobody could ever imagine that we still had five hours ahead of us. This is a fantastic feeling and it shows again what a great car the 2011 Mustang V-6 is."

More than 51,000 consumers registered their guesses for the event at http://www.mustang1000lapchallenge.com. One lucky consumer that correctly guessed 1,457 laps will be randomly drawn from all correct entries and will win their own 2011 Mustang V-6.

MORE INFO/SOURCE]]> http://lovemustangs.com/showthread.php?tid=391 Mon, 05 Jul 2010 22:46:07 -0500 http://lovemustangs.com/showthread.php?tid=391
Specifications for the 1969, 1970 Ford Mustang:
Wheelbase, inches: 108.0
Length, inches: 187.4
Curb-weight range, pounds: 2,690-3,210 (1969); 2,721-3,240 (1970)
Width, inches: 71.3-71.7

Engine Types for the 1969, 1970 Ford Mustang:
I-6: 200 cubic inches; 115 horsepower
I-6: 250 cubic inches; 155 horsepower
V-8: 302 cubic inches; 220-290 horsepower
V-8: 351 cubic inches; 250-300 horsepower
V-8: 390 cubic inches; 320 horsepower
V-8: 428 cubic inches; 335 horsepower
V-8: 429 cubic inches; 375 horsepower

   

The 428 V-8 was among the many engine options for the 1969, 1970 Mustang.

Transmissions for the 1969, 1970 Ford Mustang:
Automatic: 3-speed
Manual: 3-speed, 4-speed

Model-Year production for the 1969, 1970 Ford Mustang:
1969: 302,971
1970: 191,363
*Model-year production includes GT-350 and GT-500: 3,150 in 1969 and 636 in 1970.

As rapidly as they had climbed in the early years, sales of Dearborn's sporty car were plummeting as preparations continued on what would become the 1969 Ford Mustang. Was Mustang losing it's magic? The question was particularly important to a new company president, recruited from a surprising source, who immediately made his mark with two of the greatest cars in performance history.

Success has many fathers, the old adage says, but Mustang had only one -- or so the public was told. We know better now, but there's no question that the Mustang's instant phenomenal success was a huge career boost for Lee Iaccoca. By 1968 he had been moved up to executive vice-president of Ford's North American Operations.

   

When design work toward the '69 Mustang began in October 1965, efforts immediately focused on much greater size and luxury-car styling cues.

But successful leaders usually have strong wills and egos to match, and one suspects that sudden fame encouraged Iacocca to push that much harder for the job he had always wanted: president of Ford Motor Company. There was just one problem. Iacocca was a brash outsider in a family-owned enterprise, and the head of that family didn't like being upstaged. As designer Gale Halderman told Collectible Automobile© magazine many years later: "Iacocca was credited in the press as the father of the Mustang and the savior of the company, which caused [chairman Henry Ford II] to start thinking to himself, "This guy's trying to take over."

Such was the background on February 6, 1968, when Ford announced that its chairman had selected a new president: veteran General Motors executive Semon E. "Bunkie" Knudsen. Detroit was astonished. Here was probably the most startling managerial shift since 1922, when Bunkie's father, William S. Knudsen, left Ford for Chevrolet after an argument with Henry Ford I. "Big Bill" quickly built Chevy into a Ford-beater, and his son made Pontiac number-three in the late Fifties before taking command at Chevrolet. Now Bunkie aimed to remake Ford. Ironically, he accepted HFII's invitation after being passed over as GM president in favor of Ed Cole.

Author Gary Witzenburg observed that "Knudsen, like Iacocca, was a hard-charging, dynamic, ambitious leader who…arrived at Ford amid a tornado of press and public attention and [was] full of big ideas on how to attack his former employer in the marketplace." Rumors of a management shake-up were flying even before Bunkie moved into Ford's "Glass House" headquarters. Though he did make some changes, there was no wholesale cleanout. But several Ford execs did resign after Knudsen came in, and Iacocca reportedly threatened to. Knudsen, for his part, was content to work with the Mustang's celebrated papa, but their relationship was uneasy at best, the two men clashing on several occasions.

Knudsen was too late to influence the Mustang's planned 1969 redesign, which had been pretty much locked up for a year before he arrived. But he was able to add two very hot mid-season models while laying the groundwork for bigger, bolder future Mustangs. Knudsen loved burly high-performance cars, especially low, sleek fastbacks. He also loved NASCAR stockers and Trans-Am racers, perhaps because they resembled showroom wares.

Mustang sales had been waning since 1966, but Bunkie didn't seem concerned. "We are comparing today's Mustang penetration with [years] when there was no one else in that particular segment of the market," he explained. And he had thoughts on how to fire up sales. "The long-hood/short-deck concept will continue," he promised, but "there will be a trend toward designing cars for specific segments of the market." He also assured the press that Ford would continue in NASCAR and Trans-Am.

The Mustang grew by another 4 inches. Mustang engines were a 200 C.I. six cylinder, a 302, 351, 390 and 428 V8’s. The small block 351 Windsor was based on the 289/302 block. In 1970 the small block 351 Cleveland became available. The 390, 428 (and the 427) all were from Ford's big block.

The Mach 1 was introduced and offered with the 351, 390 or 428, a stiffer suspension and was offered only as the Sports roof (fastback). Manual drum brakes were standard with power front discs available. The 351 Mach 1's were the most popular by far with the 390 being the rarest because it didn't cost much more to step up to a lot more power with the 428.

Limited production Boss 302’s and 429’s were offered to the public in the 1969 and '70 model years. Built to be professionally raced the Boss 302 was very successful in the Trans Am series. The Boss 429 was built for Nascar, but that engine was never raced there in a Mustang. Less than 9,000 Boss 302's were produced. The '70 Boss 302 sold for $4100. About 1,300 Boss 429's were produced at $5100 each.

    ]]>
Specifications for the 1969, 1970 Ford Mustang:
Wheelbase, inches: 108.0
Length, inches: 187.4
Curb-weight range, pounds: 2,690-3,210 (1969); 2,721-3,240 (1970)
Width, inches: 71.3-71.7

Engine Types for the 1969, 1970 Ford Mustang:
I-6: 200 cubic inches; 115 horsepower
I-6: 250 cubic inches; 155 horsepower
V-8: 302 cubic inches; 220-290 horsepower
V-8: 351 cubic inches; 250-300 horsepower
V-8: 390 cubic inches; 320 horsepower
V-8: 428 cubic inches; 335 horsepower
V-8: 429 cubic inches; 375 horsepower

   

The 428 V-8 was among the many engine options for the 1969, 1970 Mustang.

Transmissions for the 1969, 1970 Ford Mustang:
Automatic: 3-speed
Manual: 3-speed, 4-speed

Model-Year production for the 1969, 1970 Ford Mustang:
1969: 302,971
1970: 191,363
*Model-year production includes GT-350 and GT-500: 3,150 in 1969 and 636 in 1970.

As rapidly as they had climbed in the early years, sales of Dearborn's sporty car were plummeting as preparations continued on what would become the 1969 Ford Mustang. Was Mustang losing it's magic? The question was particularly important to a new company president, recruited from a surprising source, who immediately made his mark with two of the greatest cars in performance history.

Success has many fathers, the old adage says, but Mustang had only one -- or so the public was told. We know better now, but there's no question that the Mustang's instant phenomenal success was a huge career boost for Lee Iaccoca. By 1968 he had been moved up to executive vice-president of Ford's North American Operations.

   

When design work toward the '69 Mustang began in October 1965, efforts immediately focused on much greater size and luxury-car styling cues.

But successful leaders usually have strong wills and egos to match, and one suspects that sudden fame encouraged Iacocca to push that much harder for the job he had always wanted: president of Ford Motor Company. There was just one problem. Iacocca was a brash outsider in a family-owned enterprise, and the head of that family didn't like being upstaged. As designer Gale Halderman told Collectible Automobile© magazine many years later: "Iacocca was credited in the press as the father of the Mustang and the savior of the company, which caused [chairman Henry Ford II] to start thinking to himself, "This guy's trying to take over."

Such was the background on February 6, 1968, when Ford announced that its chairman had selected a new president: veteran General Motors executive Semon E. "Bunkie" Knudsen. Detroit was astonished. Here was probably the most startling managerial shift since 1922, when Bunkie's father, William S. Knudsen, left Ford for Chevrolet after an argument with Henry Ford I. "Big Bill" quickly built Chevy into a Ford-beater, and his son made Pontiac number-three in the late Fifties before taking command at Chevrolet. Now Bunkie aimed to remake Ford. Ironically, he accepted HFII's invitation after being passed over as GM president in favor of Ed Cole.

Author Gary Witzenburg observed that "Knudsen, like Iacocca, was a hard-charging, dynamic, ambitious leader who…arrived at Ford amid a tornado of press and public attention and [was] full of big ideas on how to attack his former employer in the marketplace." Rumors of a management shake-up were flying even before Bunkie moved into Ford's "Glass House" headquarters. Though he did make some changes, there was no wholesale cleanout. But several Ford execs did resign after Knudsen came in, and Iacocca reportedly threatened to. Knudsen, for his part, was content to work with the Mustang's celebrated papa, but their relationship was uneasy at best, the two men clashing on several occasions.

Knudsen was too late to influence the Mustang's planned 1969 redesign, which had been pretty much locked up for a year before he arrived. But he was able to add two very hot mid-season models while laying the groundwork for bigger, bolder future Mustangs. Knudsen loved burly high-performance cars, especially low, sleek fastbacks. He also loved NASCAR stockers and Trans-Am racers, perhaps because they resembled showroom wares.

Mustang sales had been waning since 1966, but Bunkie didn't seem concerned. "We are comparing today's Mustang penetration with [years] when there was no one else in that particular segment of the market," he explained. And he had thoughts on how to fire up sales. "The long-hood/short-deck concept will continue," he promised, but "there will be a trend toward designing cars for specific segments of the market." He also assured the press that Ford would continue in NASCAR and Trans-Am.

The Mustang grew by another 4 inches. Mustang engines were a 200 C.I. six cylinder, a 302, 351, 390 and 428 V8’s. The small block 351 Windsor was based on the 289/302 block. In 1970 the small block 351 Cleveland became available. The 390, 428 (and the 427) all were from Ford's big block.

The Mach 1 was introduced and offered with the 351, 390 or 428, a stiffer suspension and was offered only as the Sports roof (fastback). Manual drum brakes were standard with power front discs available. The 351 Mach 1's were the most popular by far with the 390 being the rarest because it didn't cost much more to step up to a lot more power with the 428.

Limited production Boss 302’s and 429’s were offered to the public in the 1969 and '70 model years. Built to be professionally raced the Boss 302 was very successful in the Trans Am series. The Boss 429 was built for Nascar, but that engine was never raced there in a Mustang. Less than 9,000 Boss 302's were produced. The '70 Boss 302 sold for $4100. About 1,300 Boss 429's were produced at $5100 each.

    ]]> http://lovemustangs.com/showthread.php?tid=389 Mon, 05 Jul 2010 21:49:21 -0500 http://lovemustangs.com/showthread.php?tid=389 StangsForSale.com!
Why pay anyone to sell your Mustang or your Mustang parts?

Listing fee? NO! - Final Value fee? NO!
What will it cost me to list or sell on StangsForSale.com? NOT ONE PENNY!

Some of the features of placing an ad with us:

1. You have the ability to upload up to 10 Photos!

2. Your ad will remain for 120 days. You have full control over your ad!

3. Your Item will be included in the Featured section!

4. You can Highlight your ad!

5. You can Bold your ad!

6. Your Item Description can be up 10,000 Characters!

Spread the word! StangsForSale.com
We want to help the Mustang community
When we say free we mean free!]]> StangsForSale.com!
Why pay anyone to sell your Mustang or your Mustang parts?

Listing fee? NO! - Final Value fee? NO!
What will it cost me to list or sell on StangsForSale.com? NOT ONE PENNY!

Some of the features of placing an ad with us:

1. You have the ability to upload up to 10 Photos!

2. Your ad will remain for 120 days. You have full control over your ad!

3. Your Item will be included in the Featured section!

4. You can Highlight your ad!

5. You can Bold your ad!

6. Your Item Description can be up 10,000 Characters!

Spread the word! StangsForSale.com
We want to help the Mustang community
When we say free we mean free!]]> http://lovemustangs.com/showthread.php?tid=388 Mon, 05 Jul 2010 21:47:31 -0500 http://lovemustangs.com/showthread.php?tid=388 I will be looking to do a lot to the site as time goes by. Frankly I just wanted to see if there was any interest in this type of website before going overboard.

Thanks for taking the time to read this and come join the club, Mach1Club.com!]]> I will be looking to do a lot to the site as time goes by. Frankly I just wanted to see if there was any interest in this type of website before going overboard.

Thanks for taking the time to read this and come join the club, Mach1Club.com!]]> http://lovemustangs.com/showthread.php?tid=387 Tue, 18 May 2010 16:21:58 -0500 http://lovemustangs.com/showthread.php?tid=387    

Now here is some good news for all you eco-friendly car people on a Monday morning. Ford has just announced that the new 2011 Ford Fiesta gets an EPA rated 40 mpg on the highway and 29 mpg in city driving. Not to shabby for a car that hasn’t even been released yet. Set to debut this summer, the 2011 Ford Fiesta is already shattering the efficiency ratings of two of its main rivals, the Honda Fit and the Toyota Yaris. The reason that the new Fiesta is so efficient is that Ford has packed it full of fuel saving technology. Features like twin independent variable camshaft timing, aggressive deceleration fuel shutoff and enhanced aerodynamics combined with Ford’s new 1.6-liter Duratec engine delivering 120 hp, help the Fiesta deliver this class leading fuel economy.

   
According to Fiesta chief nameplate engineer, Steve Pintar:

“To be the only vehicle in the segment to deliver 40 mpg is something we feel consumers will appreciate.”

   

Ford is slowly and surely beating everyone in regards to fuel economy. They already have the Ford Fusion Hybrid, America’s most fuel efficient mid-sized sedan, as well as the all new 305 hp V6 Mustang, which delivers 31 mpg on the highway. Combine that with the new 2011 Ford Fiesta’s 40 highway mpg and a starting price of $13,995, and you’ve not only got yourself one sporty little hatchback, but one that will keep you on the road for quite some time.

FiestaMovement.com]]>    

Now here is some good news for all you eco-friendly car people on a Monday morning. Ford has just announced that the new 2011 Ford Fiesta gets an EPA rated 40 mpg on the highway and 29 mpg in city driving. Not to shabby for a car that hasn’t even been released yet. Set to debut this summer, the 2011 Ford Fiesta is already shattering the efficiency ratings of two of its main rivals, the Honda Fit and the Toyota Yaris. The reason that the new Fiesta is so efficient is that Ford has packed it full of fuel saving technology. Features like twin independent variable camshaft timing, aggressive deceleration fuel shutoff and enhanced aerodynamics combined with Ford’s new 1.6-liter Duratec engine delivering 120 hp, help the Fiesta deliver this class leading fuel economy.

   
According to Fiesta chief nameplate engineer, Steve Pintar:

“To be the only vehicle in the segment to deliver 40 mpg is something we feel consumers will appreciate.”

   

Ford is slowly and surely beating everyone in regards to fuel economy. They already have the Ford Fusion Hybrid, America’s most fuel efficient mid-sized sedan, as well as the all new 305 hp V6 Mustang, which delivers 31 mpg on the highway. Combine that with the new 2011 Ford Fiesta’s 40 highway mpg and a starting price of $13,995, and you’ve not only got yourself one sporty little hatchback, but one that will keep you on the road for quite some time.

FiestaMovement.com]]> http://lovemustangs.com/showthread.php?tid=386 Tue, 18 May 2010 16:12:09 -0500 http://lovemustangs.com/showthread.php?tid=386    
Just when everyone was getting all hot and bothered by the new 300 hp Camaro V6, Ford decides to come out with guns blazing by introducing an all new 2011, 305 hp V6 Mustang. Ok… so upon first impressions you might think that a difference of 5 HP is not all that impressive and in reality it’s not, but what you have to do is look at what Ford is offering in addition to that. First off though, some quick numbers – the new V6 as mentioned delivers 305 hp & 280 lb-ft. tq. as well as a claimed 30 mpg on the highway, not bad for a rear wheel drive muscle car.

   

The big news however is that Ford is also offering the new V6 Mustang with a performance package. This addition utilizes the entire suspension system from the Mustang GT, a 3.31 rear axle ratio, sport-calibrated electronic stability control and a cool strut tower brace to enhance front end rigidity. Combine that with the GTs 19 inch wheels, tuned dual exhaust and the fact that you can get it with a six-speed manual transmission and the V6 Mustang just went from a baby face to wearing a full blown 5 o’clock shadow.

   
   

This is great news for Mustang enthusiasts everywhere who are looking for the fuel economy of a compact car, the looks and attitude of a sports car and true-to-life performance of a muscle car. You can also bet that the aftermarket will start cranking out goodies that boost the performance of the new V6 significantly as time goes on. I would expect prices to range from 23k – 27K range when fully optioned out, which is not a lot of money for what looks to be a lot of car.]]>    
Just when everyone was getting all hot and bothered by the new 300 hp Camaro V6, Ford decides to come out with guns blazing by introducing an all new 2011, 305 hp V6 Mustang. Ok… so upon first impressions you might think that a difference of 5 HP is not all that impressive and in reality it’s not, but what you have to do is look at what Ford is offering in addition to that. First off though, some quick numbers – the new V6 as mentioned delivers 305 hp & 280 lb-ft. tq. as well as a claimed 30 mpg on the highway, not bad for a rear wheel drive muscle car.

   

The big news however is that Ford is also offering the new V6 Mustang with a performance package. This addition utilizes the entire suspension system from the Mustang GT, a 3.31 rear axle ratio, sport-calibrated electronic stability control and a cool strut tower brace to enhance front end rigidity. Combine that with the GTs 19 inch wheels, tuned dual exhaust and the fact that you can get it with a six-speed manual transmission and the V6 Mustang just went from a baby face to wearing a full blown 5 o’clock shadow.

   
   

This is great news for Mustang enthusiasts everywhere who are looking for the fuel economy of a compact car, the looks and attitude of a sports car and true-to-life performance of a muscle car. You can also bet that the aftermarket will start cranking out goodies that boost the performance of the new V6 significantly as time goes on. I would expect prices to range from 23k – 27K range when fully optioned out, which is not a lot of money for what looks to be a lot of car.]]>