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Enthusiast's Corner

1999-2004 Ford Mustang: The New Edge Style

2001 Ford Mustang Bullitt GT

Written by James Dolan

Nineteen ninety-nine was a busy year for the Mustang as it marked yet another milestone with the car celebrating it’s 35th anniversary of continuous production and a major restyle to go a long with it. When the 1994 Mustang was introduced some Mustang enthusiasts felt that the car looked a little to soft, rounded and not aggressive enough. Some even went as far to say that the car looked a little too “Japanese”. There was also universal criticism regarding the Mustang’s power output, or lack thereof, from its V-8 engine. This sentiment grew when the new 4.6-litre modular V-8 was introduced in 1996 with no power increase. Ford listened to both their customers and critics and went to work on improving the SN95 Mustang in a big way for the upcoming new millennium with some new body panels for the exterior and numerous improvements underneath.

After many years of smooth, flowing aerodynamic styling that Ford had pioneered in the 1980’s, the trend had started to wear a little thin since just about every other manufacturer had imitated this styling theme. As a result the Vice President of Design, Jack Telnack, who was the father of “jellybean” styling of Ford vehicles changed directions and created the “New Edge” style before his retirement in 1997. New Edge styling theme used crisp lines and geometric elements to create vehicles like the 1999 Mercury Cougar and 2000 Ford Focus. This aggressive new styling theme would also be used to restyle the Mustang for 1999. This was not an easy task since designers had to incorporate “New Edge” elements into the opposing jellybean shape of the SN95 body.

1999 Ford Mustang V6 Coupe
1999 Ford Mustang V6 Coupe

From the window line down the 1999 Mustang was given a new look that was more aggressive yet still retro and fun at the same time. The front bumper was given a crisper, edgier look with an incorporated trapezoidal grille opening along with a chrome surrounded running horse set dead centre in a honey comb grille. A harder edge look was given to the wraparound headlights that were made larger. The hood was redesigned with a non functional hood scoop and crisper bodylines.

Aggressively flared wheel arches at the front and rear gave the new Mustang a more purposeful stance. The bodyside was redesigned with a more pronounced C-shaped body sculpting with a flat cove and sharper upper and lower bodylines extending all the way to the very front of the vehicle. Once again non-functional air scoops were installed just aft of the front doors but were now much larger. The rocker panel extensions were made less pronounced and now had an angular look.

1999 Ford Mustang GT
1999 Ford Mustang GT

The rear end of the car was squared off and the quarter panels were made to look more substantial and slab-sided. New angular three-bar trapezoidal tail lamps replaced the rounded assemblies from the previous car. A new rear bumper complemented the rest of the vehicle with its chiseled lines, bulky appearance and more prominent “MUSTANG” lettering embossed into it. Even the deck lid was all new and made of a molded plastic compound with a larger third brake light that wrapped up to the top of the trunk lid. The optional rear spoiler was redesigned with a geometrical look echoing the edgy theme.

One area of the Mustang that did remain in tact for the most part was the roof line and glass areas that swept up from the New Edge styled lower half of the car in an arch back down. To keep development costs down engineers choose not to redesign the roof section of the vehicle since this area is a structural component and would be too expensive to revise. The only change made was to the plastic decorative C-pillar sail panel that had its “kink” removed at the rear of the quarter glass.

Overall designers did an admirable job of breathing new life into the Mustang and modernizing it for the new millennium. The chiseled lines and sharp creases of the New Edge Mustang gave the car a character all of its own yet still retained many of the retro styling cues that buyers loved. While most people loved the new look one critic observed that the New Edge Mustang with its hard edged lower styling and flowing roofline looked like a shoebox that was wearing a baseball cap. Although the mixture of styling themes may seem a bit of a curiosity I find that the rounded tone of the roofline softens up the overall design just enough to prevent the car from looking overly edgy.

1999 Ford Mustang V6 Coupe
1999 Ford Mustang V6 Coupe

Changes to the 1999 Mustang were more than just skin deep. Under the hood Ford power-train engineers massaged both the V-6 and V-8 engines to produce more power. The 3.8-litre pushrod V-6’s horsepower increased by 40 to 190-hosepower and torque was up by 5 to 215 pound-feet. This was accomplished with a new freer breathing split-port induction system that incorporated two runners for each cylinder, new cylinder heads, new aluminum main and thrust bearings and friction reducing piston coatings. For smoother running performance a counter-rotating balance shaft was installed to dampen out unwanted vibrations and made the 3.8 feel less like an agricultural tractor motor and more refined.

Ford was also working hard on making the 3.8 V-6 more environmentally friendly by lowering its emissions and qualifying it as an LEV (Low Emissions Vehicle). While the 3.8 V-6 wasn’t a hot rod it did have respectable performance. As a matter of fact the base V-6 Mustang for 1999 had more horsepower than the celebrated 1982 5.0-litre Mustang GT. For the first time in its history the base Mustang engine had more than enough power for the car to feel sporty and launch itself from rest with authority.

While the revised 3.8 was a big improvement in the base Mustang, performance junkies were thrilled to find an extra 35-horsepower under the hood of the GT. The 4.6-liter single-overhead cam V-8 received a bevy of improvements including new Performance Improvement cylinder heads with reshaped combustion chambers and provisions for larger valves. Those new heads also housed hotter camshafts with a higher-lift and longer-duration that allowed the valves to fill the combustion chamber with more fuel and air. The intake manifold was revised with straighter runners for better airflow in order to take advantage of the new heads and cams.

1999 Ford Mustang GT
1999 Ford Mustang GT

Engineers also made improvements to the bottom end of the engine with an improved crankshaft, connecting rods and thrust bearings. Just like its V-6 brother the 4.6-litre V-8 had lower emissions and qualified as a TLEV (Transitional Low Emissions Vehicle). All these changes added up to a competitive 260-horsepower and 302 pound-feet of torque. To further improve performance Ford now offered the 3.27:1 “performance” axle ratio as standard equipment with both engines giving all Mustangs an improved amount of snap off the line. Now Mustang fans needn’t hang their heads in shame as the new Mustang finally had enough power to be considered at least competitive next to their cross-town G.M. rivals.

Underneath the origami exterior Ford engineers made revisions to the Fox-4 chassis to improve ride and vehicle handling dynamics. The transmission tunnel was modified and raised by 1.5-inches to allow more rear wheel travel. In order to stiffen the chassis engineers fully boxed the side rails and used insulating foam in the rocker-panel area. Floor pan sealing was also upgraded in order to reduce road noise and convertibles were additionally reinforced with rail extenders to reduce body shake. Shocks and struts were retuned and smaller anti-roll bars installed along with firmer springs. Rear track on all models was widened by 1.4-inches and now matched the front dimensions.

Up front new twin piston brake calipers were installed reducing unsprung weight by 10-pounds per side. A larger brake master cylinder was installed along with improved brake pads that provided better stopping ability with better braking feel. Engineers managed to shorten the Mustang’s turning circle by three feet with a revised steering system that used less boost and provided better on-centre feel. These changes not only made the 1999 Mustang a much more pleasant car to live with during day to day driving out but also improved the ride and handling performance as well.

Another large improvement for the 1999 Mustang was the availability of an all speed traction control system. This system worked in conjunction with the vehicle’s anti-lock braking system. When the ABS wheel sensors detected wheel slippage the system would automatically retard the spark and reduce throttle application. At higher speeds up to 100-kph the system could also brake either rear wheel as needed until traction was regained. The system would allow for some amount of wheel slippage for aggressive smokey starts but as soon as the system detected any sideways motion it would kick in and rein things in. For those who wanted to have the freedom to do grand smoking burnouts and kick the Mustang’s tail out the system had a switch located on the lower dash near the shift lever that could turn the system off..

1999 Mustang 35th Anniversary Limited Edition

1999 Mustang GT 35th Anniversary Edition
1999 Mustang GT 35th Anniversary Edition

After pretty much ignoring the Mustang’s 25th and 30th anniversaries Ford decided that it should celebrate the Mustang’s 35th year with a special model. While all models received special 35th Anniversary fender badges Ford decided to take things a step further by offering a 35th Anniversary Limited Edition Package offered only on GT coupes and convertibles. The 35th Anniversary Limited Edition Package didn’t offer any special suspension or performance improvements as it was strictly an appearance package; however Mustang fans didn’t mind as they were happy that they could purchase a special model to celebrate the car’s birthday.

Inside, the special edition car was offered with Midnight Black leather interior with silver inserts in the seats and door panels. Manual transmission models came with a retro looking aluminum shift knob while buyers of the automatic had to make due with the standard shift lever. The silver theme continued onto the instrument cluster with the black gauges being framed with a sliver bezel.

Outside, this special pony had a host of changes. A raised forward facing hood scoop was added along with a black hood stripe down the centre of the hood. The 17x8 five-spoke aluminum wheels were machined with a bright finish and recesses were painted a dark grey. Larger side scoops were added and the rocker panel moldings were revised and had their own special look. At the rear a special unique spoiler was installed and a black honeycomb insert was added in-between the taillights. In all 4,628 35th Anniversary Limited Edition Package GT coupes and convertible Mustangs left the factory finished in Black, Silver, Chrystal White or Performance Red.

2000-2004 Mustang

2002 Mustang GT
2002 Mustang GT

With the major changes in 1999 Ford changed very little for the 2000 model year. The only notable changes consisted of child seat tether anchors behind the rear seat and an interior glow-in-the-dark release for the trunk lid for those who are misfortunate enough to get trapped in the cargo area a way to escape.

After minimal changes for the previous model year, 2001 brought about a flurry of styling and packaging changes along with the Bullitt; the first of a line of special edition Mustangs to be introduced over the next couple of model years. All 2001 Mustangs received a new centre console with revised (and much improved) cup holders and a power outlet and tissue holder in the storage area under the centre arm rest. Switches for the rear defogger, fog lights and traction control were now located just below the radio on all cars.

On convertible models the switch to operate the power top was moved from behind the cup holders to the area between the gear selector and cup holder. On coupes the switch for the power top was replaced with a mini coin holder that served more as a dirt and crumb collector than proper coin storage. The audio system was also redesigned with a more ergonomic double decker 2 DIN audio head unit replacing single DIN units that had small, finicky to operate buttons. Also new was the availability of an audio head unit with a built in 6 disc CD changer for the MACH 460 audio system option.

2002 Mustang V6 with Sport Package
2002 Mustang V6 with Sport Package

Outside, all Mustangs received new headlight assemblies that had dark smoked reflective lenses replacing the all chrome units. Mustang GT’s gained the hood, side scoops and pedestal rear spoiler from the 1999 35th anniversary edition giving the car a much more aggressive appearance. Also new was the addition of a new 17-inch alloy wheel with styling that mimicked the beloved five spoke Torq-Thrust wheels from the 1960’s. These new wheels quickly became a “must have” item for many owners of New Edge Mustang’s and proved to be a popular option.

For 2001 Ford introduced a new sub-model structure for V-6 and GT Mustang’s. Buyers could now choose a V-6 Mustang coupe in Standard, Deluxe or Premium packages while V-6 convertibles and all GT body styles were available in Deluxe or Premium trim. In addition to these new trim packages V-6 buyers could also order a Sport Appearance Group that included 16-inch five-spoke alloy wheels, leather wrapped steering wheel and a rear spoiler.

2003 Ford Mustang GT
2003 Ford Mustang GT Convertible

In order to draw interest towards the vehicles in the Mustang stable in 2002, Ford conjured up yet another special package for the V-6 appropriately named the Pony Package. This package included unique 16-inch polished aluminum wheels, Mustang stampede decals on the lower doors, black “MUSTANG” lettering on the rear bumper, the hood and scoop from the GT and a leather-wrapped steering wheel. The Pony Package and Sport Appearance Group were mutually exclusive and could not be ordered together.

From 2001 on, the core Mustang packages and trim pretty much remained the same with only very few minor tweaks from year to year.

2004 Ford Mustang GT
2004 Ford Mustang GT

Even with these changes, Ford knew that they would have their work cut out for them to keep drawing interest towards the aging Mustang until the launch of all new Mustang scheduled for the 2005 model year. Ford’s marketing department tore out a page from the Mustang’s playbook from the early 1990’s and decided to roll out some special edition Mustang’s from 2001 to 2004 in an attempt to stoke the Mustang’s sales. Some of these special edition vehicles were typical paint and trim editions while others were well rounded true special edition vehicles.

2001 Mustang Bullitt

2001 Mustang Bullitt
2001 Mustang Bullitt

For years Ford had been producing special editions Mustangs, many of them were merely just regular production cars with some special paint and trim but not much substance. That all changed when the2001 Mustang Bullitt GT hit the streets. This special edition Mustang paid homage to the 1968 Mustang in the movie Bullitt; which has a huge cult following among car enthusiasts. Ford could have easily just tartted up some standard Mustang GT’s with some special paint an added some retro trim but the marketing department wanted a car that would be a proper, modern interpretation of the iconic 1968 Mustang GT 390 in the film. This new car had to have both the look and feel of the car from the 60’s. To do this Ford set out to improve just about every area of the Mustang GT.

Just like the 1968 Mustang from the movie, the 2001 Mustang Bullitt GT’s exterior had a muted yet aggressive look. To the casual observer the 2001 Bullitt was a spoiler-less Mustang GT with a cool set of wheels; however upon closer inspection one will notice many subtle detail changes that give the Bullitt GT a look all its own.

2001 Mustang Bullitt
2001 Mustang Bullitt

Up front, the fog lamps that were standard equipment on the GT were eliminated to tone down the look of the front bumper. A hood scoop borrowed from the 35th anniversary Mustang was grafted onto the hood giving the car a more aggressive appearance. Along the sides of the car the flared rocker panel moldings from the GT were replaced with a smooth, less aggressive molding with a sleek look. New C-pillar moldings with a kinked quarter window opening were also specified. For an added retro feel a cool set of 17-inch five-spoke alloy wheels that replicated the look of a 1960’s Torq-Thrust wheel were installed. The only piece of bright work on the car was a brushed aluminum fuel filler door bolted to the passenger side fender. Finishing off the look was a stylized “BULLITT” badge on the rear trunk lid. Customers were given the choice of three colours; True Blue, Black, or a special and very appropriate Highland Green that was only available on the Bullitt.

Inside, the charcoal interior was treated to a number of muted enhancements. All Bullitts were equipped with a fine set of aggressively bolstered leather clad sport seats with a pleated leather centre section. The type face of the instrument cluster was revised with a retro font. Other nice touches in the interior included aluminum accents on the doorsills, foot pedals, shifter bezel and an aluminum gear lever ball that gave the Bullitt a cool 60’s vibe. All these pieces combined to give the interior of the 2001 Bullitt a muted yet distinct look unlike any other Mustang.

2001 Mustang Bullitt
2001 Mustang Bullitt

Visually, the 2001 Bullitt might have been a successful modern rendition of an iconic car from 1968 but Ford wasn’t satisfied with just doing a cosmetic edition of the car, they also wanted it to perform! Ford managed to coax more power out of the 4.6-litre modular V-8 by installing a freer breathing intake manifold and low restriction exhaust. Bolted to the new cast-aluminum intake manifold were twin 57-millimeter-bore throttle bodies that not only allowed more air into the engine but also improved throttle response across the rev range. A specially tuned exhaust was used that improved flow by 20 percent and produced a deeper, throatier note that Mustang enthusiasts live for. Although the Bullitt only gained five-horsepower with the modifications the car felt quicker and more responsive compared to the standard GT. In fact the car not only felt quicker it was quicker with acceleration times in between the Mustang GT and the limited production Cobra.

Thanks to stiffer spring rates, thicker anti-roll bars, reinforced sub-frame connectors and re-valved shocks and struts the Bullitt was a much more pleasant car to drive down twisty back roads at a fast pace. With the new springs installed the Bullitt sat one-inch lower to the ground. In addition to having a more aggressive stance the lower centre of gravity gave the car a more planted feel on the road and greater cornering ability than a GT. To help stop the car larger 13-inch rotors and bright red BRP calipers were installed along with ABS and traction control to keep things from getting exciting at the wrong time.

2001 Mustang Bullittr
2001 Mustang Bullitt

In the end, the 2001 Mustang Bullitt was a brilliantly conceived and well rounded car that was to that point in time one of the best special edition Mustang’s ever produced. It had a modest, clean yet aggressive look, well executed details and improved performance over the regular production GT. More importantly it oozed character and had a coolness factor that was off the charts. In 2001 this was the Mustang that you just had to have; I would even dare to elevate it above the 2001 Cobra in desirability… Yes it’s that good! Total production for the 2001 Bullitt was 5,582 units and I would dare to say that every single one of these cars will be high up on Mustang collectors list in the future..

2003 Mustang Centennial Special Edition

2003 Mustang GT Centennial Special Edition
2003 Mustang Centennial Special Edition

2003 was Ford’s 100th anniversary and it kicked off a year long celebration to mark the occasion. In addition to all the festivities Ford decided to offer special Centennial Editions of some of its models, one of those was the Mustang.

The Centennial Package was only available on Mustang GT coupes or convertibles. These cars only came in black, paying homage to the original Ford Model T that Henry Ford had famously made available in “Any colour as long as it’s Black”. All centennial edition Mustangs came with the premium package that included premium 17-inch alloy wheels, anti-lock brakes and traction control, leather wrapped steering wheel and the awesome Mach 460 sound system with in dash 6-disc CD changer.

2003 Mustang GT Centennial Special Edition Interior
2003 Mustang GT Centennial Special Edition Interior

Inside, Centennial Edition Mustangs were outfitted with exclusive premium grade Verona-grain Imola leather seating surfaces finished in a two-tone parchment with 100th Anniversary logos embossed onto the seats. Changes to the exterior only consisted of “Ford Motor Company Centennial” badges that replaced the standard “GT” badges on the front fender and decklid. Total production was 2,040 vehicles that consisted of 717 coupes and 1,323 convertibles.

2004 Mustang 40th Anniversary Edition

2004 Mustang 40th Anniversary Edition
2004 Mustang 40th Anniversary Edition

Two thousand-four was yet another big year for the Mustang. Not only did this represent the final year of the long serving Fox based Mustang but it also marked the fortieth anniversary for the beloved pony car. To celebrate this milestone Ford decided to offer a special 40th Anniversary Edition package for Mustang buyers.

The 40th Anniversary option package was available in both V6 and GT models in both coupe and convertible body styles. These special Mustangs were available in Oxford white, Black or in a special Crimson Red that was exclusive to the anniversary package. To distinguish the 40th Anniversary Mustangs from either everyday cousins the anniversary cars deleted the rear spoiler and added the painted fold away mirrors from the Cobra and sharp Arizona Beige striping along the lower sides, hood and decklid. Wheels on V-6 models were highlighted with Arizona Beige accents while Bullitt style wheels with Arizona Beige painted centres were standard on the GT’s. Convertibles were equipped with an upgraded canvas top finished in beige that had only been previously available on the 2003-2004 Cobra. Inside, the anniversary Mustang was finished with Parchment cloth or leather interiors and special “40th Anniversary” floor mats.

2004 Mustang 40th Anniversary Edition
2004 Mustang 40th Anniversary Edition

Over the years there has been some confusion regarding the 2004 40th Anniversary Edition Mustang. This is because all 2004 Mustangs excluding the Cobra wore a “40th Anniversary” fender emblem. This has led many owners of everyday Mustangs to believe that they have a special edition package Mustang, when in fact they do not. So while just about all 2004 Mustangs wore a “40th Anniversary” fender emblem to mark 40 years of production only a very few vehicles were actually the limited production 40th Anniversary Edition package. Total production for the 40th Anniversary Edition was approximately 5,700 vehicles of which 4,529 were painted an exclusive Crimson Red..

2003-2004 Mustang Mach 1

2003 Mustang Mach 1
2003 Mustang Mach 1

With the success of the 2001 Mustang Bullitt, Ford once again wanted to cash in on the popularity of a retro inspired Mustang. Heritage was big back in 2003, especially at the Ford Motor Company who was celebrating a century of car building that year. This time however, instead of creating a new model with a retro feel the people at Ford decided to revive an old friend from the past. The Mustang name oozed heritage and Ford was more than willing to look into the past to bring some new sizzle to the Mustang line. With the introduction of the supercharged 390-horsepower Cobra for 2003 Ford had plenty of room in the line up to slot a new vehicle between the Cobra and the 260-horsepower GT. For this new model Ford decided to revive the Mach 1 nameplate; a car from the Mustangs golden-era of pavement punishing performance cars.

The Mach 1 from the late 60’s and early 70’s is a hallowed car among Mustang enthusiasts and Ford wanted to make a tribute car that had some substance to go along with the interior and exterior styling cues. They wanted to bring back the tire shredding performance that the Mach 1’s from the early days were known for, and Ford delivered the performance in a big way.

2003 Mustang Mach 1
2003 Mustang Mach 1

Under the hood Ford tossed out the 4.6-litre two-valve V-8 engine from the GT in favor of a 32-valve twin-cam. Now you can be forgiven if you think that the Mach 1’s 32-valve engine is simply the mill lifted out of the 2001 Cobra since these two engines share some similarities; however the 32-valver in the Mach 1 is a unique engine to the Mach 1. For starters the aluminum engine block used for the Mach 1 was sourced from the Windsor Aluminum Plant (WAP) rather than the Teksid aluminum blocks used in the 1996-1999 Cobras. The Windsor engine block only weighed 80-pounds, 5-pounds less than the Teksid block. For added rigidity the WAP block featured more external ribbing and revised main bearing webs internally. Engineers also reduced engine noise by employing a thicker pan rail.

Inside the engine, manually shifted Mach 1’s employed a forged steel crankshaft while slush-box equipped cars used a cast crankshaft. While both versions of the engine had the same horsepower ratings the automatic cars were limited to 5,800-rpm while the manual transmission Mach 1’s had a dizzying 6,800-rpm redline. These changes were deemed necessary in order to keep the automatic transmission from prematurely failing.

2004 Mustang Mach 1 Engine
2004 Mustang Mach 1 Engine

Bolted to the block were revised cylinder heads sourced from the 2003 Cobra. These new heads featured a high flow design and rerouted water passages. To get the most out of the new high flow heads engineers pilfered the camshafts from the 5.4-litre Lincoln InTech DOHC V-8. These cams provided the Mach 1 with more mid-range torque versus the 2001 engine in the Cobra. Along with the revised heads Ford also bumped up the compression ratio from 9.85:1 for the 2001 Cobra to 10.1:1 for the Mach 1. Bolted to the heads were reworked free-flow exhaust manifolds that were port-matched to the heads and a unique intake manifold with a cold air shaker scoop that poked up through the hood.

Horsepower for the 2003 and 2004 Mach 1 was rated at 305-horsepower and 320-pound-feet of torque. While horsepower was down slightly from the 2001 Cobra, torque on the other hand was up and the engine produced its peek power at lower engine speeds allowing the Mach 1 to be a better performing vehicle in most driving situations. It also allowed the driver to punish the pavement with some colossal smokey tire burnouts with relative ease, just like big block Mach 1’s did back in the late 60’s.

Because the chassis tuning that was used on the Bullitt was such a success, Ford pretty much equipped the Mach 1 with the same modifications. With the improved brakes, suspension and rigidity with the additional subframe connectors the Mach 1 could out perform the lesser GT not only on the drag strip but also through the corners. This was one area that the new generation Mach 1 thankfully differed from the past as the new car could both run circles around the old car and stop with complete confidence, abilities that were sorely lacking in the original car..

2003 Mustang Mach 1 Interior
2003 Mustang Mach 1 Interior

Inside, the Mach 1 was treated to the same interior treatment as the 2001 Bullitt. The retro themed gauges, machined aluminum shift ball, stainless steel pedals and sport seats were all carried over from the Bullitt, however the leather seats did have unique “Comfort Weave” textures that mimicked the 70’s style that were so popular in Mach 1’s from the past. And just like the Bullitt you could have any color interior you desired as long as it was dark grey!!

The exterior of the Mach 1 was treated to a host of clever and cool retro touches that brought muscle car memories flooding back, most obvious being the matt black shaker scoop protruding out of the power-dome hood. Start the car, prod the throttle and watch the shaker scoop come to life as it shakes and vibrates along with the engine. For added authenticity Ford even went to the trouble of dusting off the original tooling for the shaker scoop from 1970 so it could be used on the modern car!

Other highlights on the modern Mach 1 included matt black hood and lower side decals and rear spoiler. Up front a unique chin spoiler was added to the lower bumper and at the rear a stylized “Mach 1” badge using the same font used on the cars from the 60’s and 70’s was affixed to the trunk lid. Wheels on the 2003-2004 Mach 1 were a clever modern rendition of Magnum 500 wheels made of polished aluminum in an appropriate size of 17x8-inches. On 2003 cars the GT emblem was replaced with the red, white and blue tri-bar running horse emblem while 2004 editions had the confusing “40th anniversary” badging that adorned other Mustangs that year.

2004 Mustang Mach 1
2004 Mustang Mach 1

Color choices for the Mach 1 were especially vibrant recalling some of the bright Grabber colors from the 70’s. Initially, Mach 1’s were offered in Oxford White, Dark Shadow Grey, Black, Torch Red, Zinc Yellow and the exclusive to Mach 1 Azure Blue. For 2004 Zinc Yellow was replaced with the retina burning and appropriately named Screaming Yellow and Competition Orange was added to the color palette as well.

With a relatively light curb weight of 3,380-pounds, 305-horsepower 32-valve V-8 and suspension and brake improvements the 2003-2004 Mach 1 was not just a pretty car with retro cues but it also was a serious performer. In fact the modern Mach 1 could easily out perform its monster motored cousins from the past making this car one of the best performance Mustangs in history.

When tested the 2003 Mach1 with a manual transmission could hit 60-miles an hour in just 5.2 seconds and could dash through a 600-foot slalom at 63.5 miles-an-hour and produce .85 g’s of grip on a skid pad; very respectable for any vehicle at the time, especially one based on nearly quarter century old design. And with pricing pegged between the GT and Cobra the Mach 1 was an outstanding value!

2004 Mustang Mach 1
2004 Mustang Mach 1

Ford produced 9,652 Mach 1’s in 2003 and another 7,182 vehicles in 2004 making the Mach 1 on of the more popular special edition Mustangs produced. Not surprising since the 2003-2004 Mach 1 is a near perfect blend of performance, retro style and value.

While the Mach 1 was a powerful and popular rendition of a classic Mustang, the SVT Cobra still held on to top spot on the food chain and was evolving year after year into one of the most revered Mustangs of all time!

Click here to continue reading on the next page about the 1999-2001 Ford Mustang SVT Cobra...

Sours: http://www.themotoringenthusiastjournal.com/fun_stuff/ford_mustang_1999_2000_2001_2002_2003_2004_50_years.htm

What is a New Edge Mustang?

A fresh look inspires a new generation of hot rodders.

For a generation of kids born in the 1980s, there are few cars more nostalgic than the New Edge Mustang. The "New Edge" is the informal name given to the mid-cycle facelift of the SN95 (fourth-generation) platform which underpinned the Ford Mustang from 1994 until 2004. Since the Mustang's beginnings in 1964, the ponycar has always been attainable to the average enthusiast; the judicious use of common technology and existing components and manufacturing processes has given the Mustang a reputation for being an everyman's performance car, even to this day.

New Edge Mustang: Affordable Performance

The accessible engineering ethos that surrounded the Mustang meant that its design and engineering teams were always looking to maximize its resources around existing technology, and as the Mustang approached a mid-cycle facelift for the 1999 model year, the salient aspects of the existing SN95 chassis (also known as the Fox-4) were retained while the entire body was reskinned in spectacular fashion. This redesign was a significant departure from the rounded "melted jellybean" look that came with the SN95 beginning in 1994. New Edge, by contrast, was sharp and crisp.

Inspiration for a Generation of Hot Rodders

When it debuted for the 1999 model year, the new-look SN95 was almost universally hailed as a breakthrough, and considering its bargain basement retooling cost of $700 million, the New Edge Mustang was as profitable as it was popular. The New Edge's scoops, angular creases, spoilers, bulging fender flares, and overall massing not only paid homage to the Mustang's heritage, it also lured—perhaps unintentionally—fans of JDM (Japanese domestic market) machinery. During the New Edge Mustang's production from 1999 to 2004, the Mustang picked up a legion of younger, more price-sensitive import fans to add to its traditional domestic base. It would also light the fire of hot-rodding inspiration in a whole generation of pre-teen adolescents who are well into their mechanical oat-sowing in 2021.

Trouble in Horsepower Land

While the sales of the V-6-equipped New Edge Mustang outpaced that of its V-8 siblings as intended, it is the performance-oriented GT with its 4.6-liter modular SOHC V-8 that had the attention of hot rodders, and its reception was mixed. Since being lowered between the fenders of the SN95 starting in 1995, the Mod V-8 had been dogged by a spotty performance reputation. Originally designed to fit transversely in front-wheel drive Lincoln models, the Mod V-8's bore centerline was minimal. This in turn dictated modest bore diameters, valve sizes, and port volumes, limiting horsepower in two-valve 4.6-liter SOHC configuration to what is now considered in hindsight to be an overly generous 260-hp rating.

Ford Modular V-8 vs. Chevrolet LS1

In the premium space was the Cobra Mustang, delivered by the Ford Special Vehicle Team (SVT), which got special powertrain treatment with a hand-built DOHC 4.6-liter rated at 320 hp. When 1999 Cobra owners got the chance to race their cars or have them tested on a chassis dyno, they consistently came up short in the pony count, prompting a class-action lawsuit from a group of Mustang Cobra owners in Florida, and the subsequent cancellation by Ford SVT chief, John Coletti, of the 2000 model year Mustang Cobra. Had Chevrolet and Pontiac not introduced the 305-hp Camaro and Firebird (1998 through 2002) with the 5.7-liter LS1 V-8 for around $7,000 less, Ford's Cobra misstep may have quietly gone unnoticed, but Ford fans—the historical keepers of the dollar-per-hp flame—were justifiably hopping mad.

Settling the Horsepower Dispute

Power for the Cobra's DOHC 4.6-liter V-8 turned out to be around 285 hp, and that only confirmed what owners of the 260-hp SOHC GT knew—that their engines too were on the overrated side. In 2008, your author was the editor of Popular Hot Rodding magazine as well as the owner of a stock 2003 Mustang GT, and confirmed the New Edge Mustang GT's rear-wheel power output in stock trim at a meager 182 hp. For the engine to be rated at 260 hp at the flywheel, this rear-wheel tally would represent an unheard-of 30-percent driveline loss. At a more reasonable 20-percent figure for driveline loss, power for the GT's 4.6-liter SOHC V-8 would be closer to 225 hp.

GM Cancels LS1 F-body, Hands Victory to Ford

Despite headaches in the perceived output of the SN95 Mustang's V-8 engines, Ford powertrain engineers worked proactively to mitigate the power shortfall with new cylinder head designs, increasing cylinder head flow with larger intake ports and introducing a performance improved (PI) head with an integral swirl dam to instigate better fuel mixture motion. (More tellingly, rated power did not go up after these fixes.) Then in 2003, Ford caught somewhat of a lucky break when GM discontinued the production of the LS1-powered F-body, handing the ponycar performance crown to Ford on a platter.

The New Edge Goes Out with a Bang

By the time an improved Cobra Mustang (nicknamed the Terminator) hit dealerships in 2003 with an Eaton-supercharged and intercooled DOHC 4.6-liter V-8 making an earth-shattering (and very real) 390 hp, the story had flipped back in Ford's favor. Ford powertrain had sharpened their pencils with an SN95 swan song: the improved supercharged DOHC Mod engine in the Cobra ran as strong as it looked! GM, however, cut the party short and threw in the towel after having the win practically in the bag; now Mustang fans were dancing on the Camaro's grave. GM enthusiasts needed to step all the way up to a Corvette to get any justice, and to add insult to injury, Chevy's price-buster fixed-roof coupe Corvette of 1999-2000—with an MSRP of just under $40k—was now a distant memory. For the time being, the New Edge Mustang in Terminator form would settle the score, but off in the distance was a new player with a fearsome name from the distant past: Hemi. But that's a story for another day!

New Edge Mustang Factbox

  • The fourth-generation "SN95" Ford Mustang was built from 1994 to 2004. The "New Edge" Mustang was the designation of the mid-cycle SN95 facelift from 1999 to 2004.
  • "New Edge" refers to the sharper, more crisp body lines of the 1999-to-2004 Mustang relative to the rounded shape of the 1994-to-1998 models.
  • New Edge Mustang engine options: 3.8L V6 (190 hp), 4.6L SOHC V8 (260 hp), 4.6L DOHC (320 hp, Cobra SVT 1999 & 2001), 4.6L DOHC (390 hp supercharged, Cobra SVT, 2003 - 2004), 5.4L DOHC (385 hp, SVT Cobra R, 2000)
  • New Edge Mustang (1999 2004) is sometimes misidentified as a fifth-generation Mustang, but despite a radically different appearance it shared the same suspension underpinnings and chassis as the 1994 1998 "SN95" Mustang, also known as the "Fox-4" platform.
  • Previous generation (third generation) of Mustang (1979 to 1993) was the Fox platform; the following generation (fifth generation) of Mustang (2005 to 2014) was the S197 platform.
  • Special performance editions of the New Edge Mustang include the Bullitt Edition (2001, 265 hp), Mach 1 (2003 - 2004, 305 hp) Cobra (1999, 2001, 2003 - 2004), and Cobra R (2000, 385 hp)
  • With the exception of limited-edition Cobras and the Cobra R with IRS, the Ford Mustang retained a solid-axle rearend and triangulated four-link rear suspension across three generations of Mustangs (third-generation Fox-body through fifth-generation S197) from 1979 until 2014. This is traditionally considered an advantage in drag racing.
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Ford Mustang (fourth generation)

Motor vehicle

Fourth-generation Mustang
94-98 Ford Mustang coupe.jpg
ManufacturerFord
ProductionOctober 15, 1993 – May 10, 2004[1][2]
AssemblyDearborn, Michigan, United States (Dearborn Assembly Plant)
DesignerPatrick Schiavone (exterior: 1990)
Emeline King (interior: 1990)
Doug Gaffka (facelift: 1996)[3]
ClassPony car
Body style
LayoutFR layout
Platform
  • Ford Fox-4 SN-95(1): 1994–1998
  • Ford Fox-4 SN-95(2): 1999–2004
Engine
  • 3.8 L (232 cu in) OHV EssexV6 (1994-2004)
  • 3.9 L (237 cu in) OHV Essex V6 (2004)
  • 4.9 L (302 cu in) OHV small blockV8 (1994-1995 GT & Cobra)
  • 5.8 L (351 cu in) OHV Windsor V8 (1995 Cobra R)
  • 4.6 L (281 cu in) 2v SOHC Modular V8 (1996-2004 GT)
  • 4.6 L (281 cu in) 4v DOHC Modular V8 (1996-2001 Cobra)
  • 4.6 L (281 cu in) 4v DOHC SC Modular V8 (2003-2004 Cobra)
  • 5.4 L (330 cu in) 4v DOHC Modular V8 (2000 Cobra R)
Transmission
  • T-5 5-speed manual (1994-2004 V6)
  • World Class T-5 (5-speed manual) (1994-1995 GT & Cobra)
  • T-45 5-speed manual (1996-1999 Cobra & 1996-2001 GT)
  • TR-3550 5-speed manual (1995 Cobra R)
  • TR-3650 5-Speed Manual (2001 Cobra & 2001-2004 GT)
  • T-56 6-speed manual
  • AODE 4-speed automatic (1994-1995 V6 & GT)
  • 4R70W 4-speed automatic (1996-2004 V6 & GT)
Wheelbase101.3 in (2,573 mm)[4]
Length1994-1998: 181.5 in (4,610 mm)[4]
1994-1998 Cobra: 182.5 in (4,636 mm)
1999–2004: 183.2 in (4,653 mm)
1999–2004 Cobra: 183.5 in (4,661 mm)
Width1994–98: 71.8 in (1,824 mm)
1999–2004: 73.1 in (1,857 mm)
Height1994–96 coupe: 52.9 in (1,344 mm) in
1997–98 coupe & Cobra convertible: 53.2 in (1,351 mm)
GT coupe, 1997–98 convertible & GT convertible: 53.4 in (1,356 mm) in
1994–96 GT convertible & Cobra: 53.3 in (1,354 mm)
1994–96 convertible: 53 in (1,346 mm)
1999–2004 coupe: 53.1 in (1,349 mm)
1999–2004 convertible & Cobra: 53.2 in (1,351 mm)
1999–2001 Cobra convertible: 53.3 in (1,354 mm)
Mach 1: 52.4 in (1,331 mm)
2002–04 SVT Cobra coupe: 52.5 in (1,334 mm)
2002–04 SVT Cobra convertible: 52.9 in (1,344 mm)
PredecessorFord Mustang (third generation)
SuccessorFord Mustang (fifth generation)

Main article: Ford Mustang

The fourth generation Ford Mustang is an automobile that was produced by the AmericanmanufacturerFord for the 1994 through 2004 model years. For 1994 the Ford Mustang underwent its first major redesign in fifteen years, being introduced in November 1993 and launching on December 9, 1993.[5] The design, code named "SN-95" by Ford, was based on an updated version of the Fox platform, the final Ford vehicle underpinned with this platform. It featured styling by Bud Magaldi that incorporated some stylistic elements from the classic Mustangs.[6] A convertible returned, but the previous notchback and hatchback bodystyles were discontinued in favor of a single fastbackcoupe bodystyle.

Prior to the redesigned Mustang's launch, a two-seater show car was designed by Darrell Behmer and Bud Magali.[7] Called the Mustang Mach III, it was shown at the 1993 North American International Auto Show in Detroit and hinted at what the new production Mustang would look like.[7] The Mach III featured a supercharged 4.6 L DOHC V8 with 450 hp (336 kW; 456 PS). While this engine was not put into production, it hinted to the future use of Ford's Modular V8 in the Mustang, including the eventual use of a supercharged 4.6 L V8.[8]

Mustang (1994–1998)[edit]

The base Mustang featured Ford's 3.8 L OHV Essex V6 mated to a standard 5-speed manual transmission or an optional AODE 4-speed automatic transmission. The V6 produced 145 hp (108 kW; 147 PS) at 4000 rpm and 215 lb⋅ft (292 N⋅m) of torque at 2500 rpm. For 1996, the base V6 gained five horsepower with a new powertrain control module (PCM), the EEC-V. The AODE transmission was replaced with the 4R70W 4-speed automatic transmission for 1996.

A 1994 Mustang convertible and the red interior of a V6 model. Other interior colors—such as black and beige—were also available.

Ford allocated $700 million to improve the Fox platform for the 1994 Mustang. Efforts were made to improve the car's handling as well as noise, vibration, and harshness (NVH) conditions over the previous generation Mustang. The Mustang's front suspension makes use of MacPherson struts with longer lower control arms, new spindles, anti-roll bars, and other enhancements over 1993 and older Mustangs. In the rear, a four-bar link solid axle is used.[9] The 1994 Mustang's standard rear axle ratio was 2.73:1, though this was later changed to 3.27:1. All Mustangs received standard four-wheel disc brakes, though anti-lock brakes (ABS) were optional.[10]

Along with its new exterior, the 1994 Mustang received new interior styling. The Mustang's cabin featured a "dual-cockpit" layout that was adorned with contours and sweeping curves, similarly to other Fords of the time such as the Thunderbird. The 1994 Mustang offered many options, some of which later became standard equipment. The preferred equipment package came with power windows, mirrors, and door locks, remote keyless entry, air conditioning, cruise control, and a trunk cargo net. Also available was Ford's Mach 460, 230-watt multi-speaker sound system with CD player. All 1994 Mustangs received standard three-point seat belts and dual front airbags.[11] Also, the taillight design for 1996 changed from three horizontal strips to three vertical sections more in line with classic Mustang tradition. Production of this Mustang ran until October 1998.

Mustang GT[edit]

Following the base Mustang in December 1993, the Mustang GT was reintroduced in January 1994, featuring higher performance and better handling than the base Mustang or its 1993 predecessor. Ford carried over the 302 CID pushrod small-block V8 engine (called the "5.0 L" although its actual dispacement was 4.94 L) from the 1993 Mustang GT. Total output from the engine was 215 hp (160 kW; 218 PS) at 4200 rpm and 285 lb⋅ft (386 N⋅m) of torque at 3400 rpm. Mustang GTs could deliver zero to 60 mph (97 km/h) acceleration times in the high-six second range and complete a quarter-mile in about 15 seconds.[9] The Mustang GT also featured a stiffer handling suspension, a 3.08:1 rear axle ratio (later changed to 3.27:1 or 3.55:1 depending on the transmission and model year), dual exhausts, and larger 16-inch (410 mm) wheels (compared to the base Mustang's 15-inch wheels). The 1994 Mustang GT was named Motor Trend Car of the Year.

For 1995, a one-year model referred to as the Mustang GTS was introduced. This was considered to be a "stripped down" version of the Mustang GT that included the performance parts of the GT model, but a minimum of non-performance related features, similar in concept to the 5.0 LX Fox-body. The 1995 GT was the last year of the 5.0 pushrod V8 engine.

In 1996, Ford dropped the 302 CID small block V8 that was in production since 1968[12] and introduced the Modular 4.6 L SOHC V8. These engines were produced at two different plants, Windsor and Romeo. A "W" in the VIN 8th digit indicates a "Romeo" engine, while an "X" indicates a "Windsor".

The Windsor and Romeo have subtle differences. Valve cover bolt patterns are one. Romeo has fewer bolts than the Windsor. Another difference is the front cover bolts. The Windsor uses 8 mm and the Romeo uses 10 mm bolts. The Romeo uses jack screws on the main caps and the Windsor uses dowels. The new engine produced 215 hp (160 kW; 218 PS) at 4400 rpm and 285 lb⋅ft (386 N⋅m) of torque at 3500 rpm, matching the output of its predecessor. For 1998, the 4.6 L V8 received a small increase in output, resulting in 225 hp (168 kW; 228 PS) at 4750 rpm and 290 lb⋅ft (393 N⋅m) of torque at 3500 rpm. This was achieved through PCM calibration and a modified fuel system. Though capable of matching or exceeding the older 302 V8's output, the 4.6 L V8 was criticized for delivering inadequate performance, particularly against the larger displacement of the OHV V8 used in the Mustang's chief rival, the Chevrolet Camaro.[13]

Mustang Cobra[edit]

Main article: Ford Mustang SVT Cobra

Building on the performance of the Mustang GT, Ford's Special Vehicle Team (SVT) developed an even higher performance car: the Mustang Cobra. For the 1994 and 1995 model years, the 5.0L V8 was modified for the Cobra with unique intake manifolds, cams, fuel injectors, and heads. Suspension and brakes were also changed with 13-inch front discs with "COBRA" embossed calipers as well as Cobra specific shocks, struts, and springs. In 1996 it was available in a special color package called the Mystic Cobra which consisted of an expensive Chrom-a-lusion exterior finish like the Mysti-Chrome package on 2004 models. A total of 2,000 were produced. 1996-1998 Cobras were powered by Ford's modular 4.6 L DOHC V8 which produced an advertised 305 hp (227 kW; 309 PS) and 300 lb⋅ft (407 N⋅m) of torque.

The "New Edge" (1999–2004)[edit]

A redesigned SN-95 Mustang came on December 26, 1998, for the 1999 model year with production starting in November 1998, informally known as the SN-99 Mustang platform/variant. Characterizing the redesign was Ford's New Edge design language, which featured sharper contours, larger wheel arches, and creases in the bodywork, replacing many of the soft lines of the previous model. The Mustang also received new wheels and hubcaps. However, the car carried over the same roofline and interior, in addition to the same basic platform. All 1999 Mustangs (except the Cobra) received "35th-Anniversary" badges on the front fenders.[14][15]

A "35th Anniversary Limited Edition" appearance option package came on 2,318 GT coupes and 2,310 GT convertibles.[16] Available only in black, silver metallic, white, and red, they featured a body-colored hood scoop, rear spoiler, side scoops and rocker panels, a blacked-out panel between the taillamps, and 17 by 8-inch (200 mm) five-spoke aluminum wheels; while the Interiors included black leather and vinyl seats with silver inserts and pony logo, aluminum shift knob, a unique instrument cluster with 35th anniversary script, silver and black floor mats with 35th anniversary logo, and silver door trim inserts.[17]

The 3.8 L Essex V6 returned as the base engine for 1999. A new split-port induction system replaced single-port induction, which increased the base model's output to 190 hp (142 kW; 193 PS) at 5250 rpm and 220 lb⋅ft (298 N⋅m) of torque at 2750 rpm.[18]

2001 Ford Mustang Premium

For 1999, the Mustang also received a change to its taillights, making them edgier, with sharp corners and straight lines as opposed to the rounded off style of previous years. The lamps were still composed of three vertical segments, reminiscent of the original. Minimal changes occurred from year-to-year, most noticeable was a redesigned center panel in the dashboard for 2001, which now allowed double-din stereo head units, including an in-dash six-CD player. The rear window defroster switch, previously mounted below the headlamp pull switch, was moved to the lower center stack below the stereo. When equipped, the fog lamp switch was relocated to the lower center stack as well, previously, it was on the center console adjacent to the cup holders. The third button on the lower switch panel was for the traction control system (on V8 models). On convertible models, the power roof switch remained on the center console - on coupe models, that switch was replaced with a small coin holder.

The GT model continued to use the 4.6 L V8 as before, but now with 260 hp (194 kW; 264 PS) at 5250 rpm and 302 lb⋅ft (409 N⋅m) of torque at 4000 rpm.[19]

In 2001, Ford added Intake Manifold Runner Control (IMRC) to the V6, increasing the engine's output to 193 hp (144 kW; 196 PS) at 5500 rpm and 225 lb⋅ft (305 N⋅m) of torque at 2800 rpm.[20] During the second half of the 2004 model year, the 3.8 L Essex was replaced with a slightly revised 3.9 L version with a slightly longer stroke but a power output identical to the outgoing 3.8 L. The 3.9 L Essex was used in the Mustang for only half a year before being replaced by the 4.0 L Cologne V6 for the 2005 model year. The last Mustang for this generation was produced on May 10, 2004.

Mustang Cobra (1999, 2001, and 2003–2004)[edit]

1995 Ford Mustang SVT Cobra

Main article: Ford Mustang SVT Cobra

The Cobra model returned for 1999 with its 32-valve 4.6 L V8, now rated at 320 hp (239 kW; 324 PS) at 6000 rpm and 317 lb⋅ft (430 N⋅m) of torque at 4750 rpm.

In 2003 and 2004, the Cobra (aka "Terminator") gained a supercharged engine rated at 390 hp (291 kW; 395 PS), more aggressive front and rear fascia, better-bolstered seats with angle adjustable headrests, and unique 18-inch wheels.

Special editions[edit]

Ford Mustang Bullitt Edition

In 2000, a unique trim level called the "Spring Feature Edition" was available on GT models. Offered only in Performance Red, Laser Red, Black, Silver, White, or Zinc Yellow, the Spring Feature package contained 17" x 8" performance wheels and tires, a body-colored hood scoop, body-colored side scoops, two black "GT" stripes on the hood, and black "Mustang" inserts on the embossed bumper. Ford produced 3,091 Spring Feature GTs.[21]

In 2001, the Special Edition Bullitt was released to the public. Available only as coupe, the Bullitt was a mildly upgraded version of the standard GT. Factory upgrades included with a lowered suspension (3/4 inch), subframe connectors (used on the convertible models), Tokico shocks, and brakes from the Cobra (13 in front, 11.7 in rear). The car also received an upgraded exhaust and a re-designed intake. These power upgrades led to a factory rating of 265 hp (198 kW), a gain of five horsepower over the standard GT. On the exterior, the car received unique Torq-Thrust style wheels, removal of the fog lights (for the US market; Canadian cars retained them) and rear deck spoiler, as well as new trim accents. |It was available in three colors: Dark Highland Green, True Blue, and Black.

The success of the 2001 Bullitt led to the production of a second special edition, the 2003 to 2004 Mach 1. The Mach 1 was equipped with a 4.6 L DOHC 305 hp (227 kW) engine based on the engine available in the 1999 and 2001 Mustang Cobras, with new cylinder heads from the 2003 to 2004 Cobra (see above). The interior of the car was given a retro theme with seats made to look like the "comfort-weave" seats available in the 1960s-era Mach 1s. It also featured retro-themed gauges and a unique aluminum shifter ball. On the vehicle's exterior, a Mach 1 package was applied, consisting of a functional Shaker scoop, a unique 3-tier hood, decals set on the hood, rocker/door panels, a special chin spoiler, a flat black-rear-spoiler, Magnum 500 style wheels, and the C-Pillar covers used on the 1994-1998 Mustang. The car also received similar suspension upgrades as the Bullitt including unique Tokico struts on the rear and the convertible-spec subframe connectors.[22]

In 2004, Ford produced a special 40th Anniversary Edition of the Mustang. As an $895 option available in both Standard and GT editions, coupe or convertible, it consisted of 40th Anniversary badging, enhanced interior with "40th Anniversary" floor mats, painted folding exterior mirrors from the Cobra models, a tan cloth convertible top (instead of canvas), Arizona Beige painted "Bullitt" wheels, and Arizona Beige stripes on the hood, trunk and lower bodysides. The anniversary package was available in Crimson Red (exclusive to package), Oxford White or black. Ford produced 4,558 Crimson Red models. Crimson Red, Ford paint code "FX", was also called Merlot on several other Ford models from the 2002 through 2008 model years. Most 40th Anniversary package cars came with Parchment (tan) leather interiors. Some came with black leather. This is possibly a Canadian variation. This possible Canada-only variation also features 2003 Cobra wheels, no hood stripes and 'Mustang' decals on the lower-body side panels under the doors. Other than two pre-production units, all Crimson Red vehicles were built from August through November 2003. Forty-one of the Crimson Red cars were sent to Roush Industries for conversions into Roush Mustangs. It marked the end of this design of the Mustang, as 2005 ushered in an all-new model.[23]

Ford celebrated its 100th Anniversary in June 2003, and made limited edition F-SeriesSuper Duty trucks, Explorers, Taurus, Focus, and Mustang GTs to commemorate the event. The 100th Anniversary models only came in black and included Premium Verona-grain Imola leather seating surfaces in two-tone parchment, and the Mustang got the GT premium package which included 17" wheels, anti-lock brakes and traction control; dual exhaust; power driver's seat with power lumbar support; leather-wrapped steering wheel; and Mach 1000 or Mach 460 AM/FM Stereo with six-disc CD changer, as well as 40th Anniversary badges on the fender and decklid and embossed on the seats. The Centennial Package was a $995 upgrade.[24]

Right-hand drive conversion[edit]

See also: Tickford Vehicle Engineering

Ford Australia

This generation was sold in Australia for two years from 2001 to 2002 as to compete against the Holden Monaro (which eventually became the basis for the reborn Pontiac GTO). Due to the fact that the Mustang was never designed for right-hand-drive, Ford Australia contracted Tickford Vehicle Engineering to convert 250 Mustangs and modify them to meet Australian Design Rules per year.[25] The development cost for redesigning the components and setting up the production process was A$4,000,000.[26] Sales did not meet expectations, due in part to a very high selling price.[27] In total, just 377 Mustangs were sold in Australia between 2001–2003.[28]

For promotional purposes, Ford Racing Australia built a Mustang V10 convertible, which was powered by a Ford Modular 6.8-Litre V10 engine from the American F-Series Super Duty truck but with an Australian-made supercharger.[29]

Engine output summary[edit]

Year Base Model GT Cobra Special Edition
1994 145 hp (108 kW) @ 4000 rpm

215 ft·lbf (291 N·m) of torque @ 2500 rpm

215 hp (160 kW) @ 4200 rpm

285 ft·lbf (386 N·m) of torque @ 3400 rpm

240 hp (179 kW) @ 4800 rpm [30]
1995 145 hp (108 kW) @ 4000 rpm

215 ft·lbf (291 N·m) of torque @ 2500 rpm

215 hp (160 kW) @ 4200 rpm

285 ft·lbf (386 N·m) of torque @ 3500 rpm

240 hp (179 kW)[30]300 hp (224 kW)[30](Cobra R)
1996 150 hp (112 kW) @ 4000 rpm

215 ft·lbf (291 N·m) of torque @ 2500 rpm

215 hp (160 kW) @ 4400 rpm

285 ft·lbf (386 N·m) of torque @ 3500 rpm

305 hp (227 kW) @ 5800 rpm

300 ft·lbf (406 N·m) of torque @ 4800 rpm

1997 150 hp (112 kW) @ 4000 rpm

215 ft·lbf (291 N·m) of torque @ 2500 rpm

215 hp (160 kW) @ 4400 rpm

285 ft·lbf (386 N·m) of torque @ 3500 rpm

305 hp (227 kW) @ 5800 rpm

300 ft·lbf (406 N·m) of torque @ 4800 rpm

1998 150 hp (112 kW) @ 4000 rpm

215 ft·lbf (291 N·m) of torque @ 2500 rpm

225 hp (168 kW) @ 4750 rpm

290 ft·lbf (393 N·m) of torque @ 3500 rpm

305 hp (227 kW) @ 5800 rpm

300 ft·lbf (406 N·m) of torque @ 4800 rpm

1999 190 hp (142 kW) @ 5250 rpm

220 ft·lbf (298 N·m) of torque @ 2750 rpm

260 hp (194 kW) @ 5250 rpm

302 ft·lbf (409 N·m) of torque @ 4000 rpm

320 hp (239 kW) @ 6000 rpm

317 ft·lbf (429 N·m) of torque @ 4750 rpm

2000 190 hp (142 kW) @ 5250 rpm

220 ft·lbf (298 N·m) of torque @ 2750 rpm

260 hp (194 kW) @ 5250 rpm

302 ft·lbf (409 N·m) of torque @ 4000 rpm

385 hp (287 kW)[30](Cobra R)
2001 193 hp (144 kW) @ 5500 rpm

225 ft·lbf (305 N·m) of torque @ 2800 rpm

260 hp (194 kW) @ 5250 rpm

302 ft·lbf (409 N·m) of torque @ 4000 rpm

320 hp (239 kW) @ 6000 rpm

317 ft·lbf (429 N·m) of torque @ 4750 rpm

265 hp (198 kW) (Bullitt)
2002 193 hp (144 kW) @ 5500 rpm

225 ft·lbf (305 N·m) of torque @ 2800 rpm

260 hp (194 kW) @ 5250 rpm

302 ft·lbf (409 N·m) of torque @ 4000 rpm

2003 193 hp (144 kW) @ 5500 rpm

225 ft·lbf (305 N·m) of torque @ 2800 rpm

260 hp (194 kW) @ 5250 rpm

302 ft·lbf (409 N·m) of torque @ 4000 rpm

390 hp (291 kW) †

390 ft·lbf (529 N·m) of torque

305 hp (227 kW) (Mach I)
2004 193 hp (144 kW) @ 5500 rpm

225 ft·lbf (305 N·m) of torque @ 2800 rpm

260 hp (194 kW) @ 5250 rpm

302 ft·lbf (409 N·m) of torque @ 4000 rpm

390 hp (291 kW) †

390 ft·lbf (529 N·m) of torque

305 hp (227 kW) (Mach I)

† supercharged

[edit]

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  7. ^ abHeasley, Jerry (August 2004). "40 Wild Horses". Popular Mechanics. 181 (8): 68.
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  23. ^Ford Mustang variants#Anniversary editions
  24. ^"Timeline: 2003 Mustang". Bradbarnett.net. February 13, 2003. Archived from the original on January 6, 2013. Retrieved January 14, 2021.
  25. ^"What it took for Ford to Australian-ise the Mustang 24/10/00". Fastlane.com.au. October 24, 2000. Archived from the original on January 13, 2010. Retrieved November 9, 2015.
  26. ^"What it took for Ford to Australian-ise the Mustang 24/10/00". Fastlane.com.au. Archived from the original on January 13, 2010. Retrieved August 19, 2010.
  27. ^"Ford Mustang FTE Mustang Cobra 2001–2003". Goauto.com.au. Archived from the original on June 6, 2015. Retrieved October 3, 2015.
  28. ^Pettendy, Marton (December 30, 2013). "Mustang in Australia". Motoring. Australia. Archived from the original on September 16, 2016. Retrieved September 1, 2016.
  29. ^Knowling, Michael (29 October 2002). "Smokin' Horse!". AutoSpeed. Retrieved 13 December 2015.
  30. ^ abcd"Mustang Facts: 1994-Present". Ford.com. Archived from the original on September 11, 2009. Retrieved 2010-08-19.

External links[edit]

Media related to Ford Mustang IV at Wikimedia Commons

Sours: https://en.wikipedia.org/wiki/Ford_Mustang_(fourth_generation)

I here accidentally heard a couple of your phrases. Damn. Forgive me, I. I myself do not know what I know about me.

New edge mustang ford

Lily, as if for the first time, examined her slender well-built body, her strong, billowing breasts, but slightly smaller than her own, and. Like a fresh orange, untouched by her hand. She saw a smooth belly, slender long legs, a dancer's slender waist, which was so unsuitable for a school teacher, the hair between her thighs was light and curly, bristling with a golden mound.

And then Lily felt her heart beat in excitement and something tickled her throat.

What Is A New Edge Mustang? - 1999-2004 Mustang

It was strange to see him next to such a girl, but it seems that he was terribly happy. In my opinion, he forgot to tell me something in the last days, since this couple clearly did not become so friendly today. But at least I knew the circumstances of their acquaintance.

They went to the laboratory, again leaving Nastya and me alone, and I thought. By the way, we were in the chemistry class, where the second hatch exited.

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I filled his hand with my juices, cramps cramped my legs and body, I trembled, as if in a 30-degree frost, no longer understanding where I was and with whom. It seemed that I forgot all the limits of decency and turned into a real little slut. And I liked it. When I woke up from orgasm, the janitor had already pulled his fingers out of me and wiped them on a rag with which he was.

Dusting.



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