Ford Mustang Problems

Twice Ford has sold the Mustang in Australia and both times it’s main role has been to support the Falcon. The first time it was officially sold here was in 1965 and 1966 when 209 Mustang coupes were imported and converted to right-hand drive by Ford. They were brought in to give visual credibility to Ford’s claim that the XR Falcon was ‘Mustang-bred’.The next time Ford Australia turned to the Mustang was in 2001 when it released the Mustang Cobra. Ford was going through a tough time in the market, the AU Falcon was being panned left right and centre and the Mustang injected some excitement into the brand when it was desperately needed.Ford’s plan was to sell 250 Mustangs per year, but it never reached those heady heights and it officially left Ford showrooms in 2003, although there were cars still on sale at dealers a couple of years after that.MODEL WATCH There’s no doubt that the Mustang was one of motoring’s all-time icons. It’s introduction in America in 1964 caused a sensation and sales soared to a level unimaginable even by the most optimistic of Ford’s marketing people. It was literally an overnight success. Subsequent models built on the initial success, but its glory began to fad in the 1970s when the focus swung towards fuel-efficiency, environmental friendliness and safety.A disastrous experiment with a four-cylinder model almost brought about the end of the Mustang in the mid-1970s, but there were enough die-hard Mustang fans within Ford to ensure it was kept alive through some very lean years. By the end of the 1990s the Mustang had a V8 again and was enjoying a renewed popularity and its future was assured with the 1999 model.Ford decided to spice up its local offering by bringing the Mustang here in 2001. The car that arrived here wasn’t just any Mustang, it was the Mustang Cobra, which was the top model in the US market and sold through SVT dealers. SVT was Ford America’s version of FPV here.Before it was sold here it was stripped bare by Tickford, the predecessor of FPV, and very competently converted to right-hand drive It was no cheap makeover. More than 150 major new components were made along with 200 minor parts and 250 documented processes. All up Ford invested $4 million in the project.The power was delivered through a sweet revving 4.6-litre all-alloy quad-cam V8 that pushed 240 kW and 430 Nm through the drive train. It was a silky smooth engine that emitted a low growl as a reminder of the potential that lay under the bonnet. The transmission was a Tremec five-speed manual that fed into a limited-slip diff on the way to the rear wheels. Underneath the Mustang boasted modified MacPherson Struts at the front and double wishbone independent suspension at the rear, the brakes were discs front and back with ABS, the steering was power-assisted.Ford offered the Mustang in coupe and convertible forms, and being a premium model, it had all the bells and whistles. Standard were leather trim, air-conditioning, power mirrors and windows, six-disc CD player, remote central locking, power driver’s seat, tilt steering wheel and cruise. The convertible had a power roof with a glass rear window.On the road it wasn’t the most sophisticated car; it’s handling was predictable without being particularly sharp and its ride was a little choppy, but its engine was a treat.IN THE SHOP The changes made to the Mustang by FPV improved it for Australian conditions. The engine is a delight. It revs freely and makes a great noise, which is probably the best thing about this Mustang. Inside it’s a little cramped given that it’s a big car and the quality of the interior trim and fittings isn’t great. Overall build quality is typically American, which means it isn’t as good as the Japanese or Europeans, but it seems to hang together quite well and few problems are being reported.Look for a service record and make sure the engine oil has been changed regularly.IN A CRASH Dual frontal airbags came standard in the Mustang, which provided pretty good crash protection. Standard ABS brakes and traction control, with reasonable chassis dynamics add up to a good level of primary safety.OWNER’S VIEW Peter Tollitt bought his Mustang Coupe in 2001 and says every day since has been an adventure. It is the longest he’s ever owned a car and even with 100,000 km approaching he says there is no car that excites him enough to make a change. He’s improved its looks by lowering it and fitting big billet wheels. He says there is nothing that comes close to the excitement of jumping in the Cobra everyday with Deep Purple pumping out at one end and the sweetest factory delivered exhaust note pumping out the other. He rates the handling improvements by FPV highly and says the performance is also great. He says it has been virtually trouble free and relatively inexpensive, particularly compared to his three previous HSVs. A broken clutch, a twisted driver’s side seat belt and a few minor throttle niggles in peak hour are his only complaints, but he says they pale in insignificance when compared to the upsides of the car.LOOK FOR • Head turning looks• Great exhaust note• Good performance• Average build quality• Cramped interior for sizeTHE BOTTOM LINE Great engine, average chassis and build quality, but it’s a MustangRATING 65/100

It’s hard to imagine a car that has made a more spectacular debut than the Mustang did in April 1964. Stories abound of Americans queuing at dealerships just to get a look at the snappy new car; there’s even a story of a truck driver driving through a showroom window so distracted was he by the ’stang. Another goes that one buyer slept overnight in his car, right there in the showroom, while his bank cleared his cheque.Demand was such that sales outstripped production by 6000 vehicles by the end of the first day of sales. Its success was assured.Can you think of any car that has caused such a commotion on launch? I can’t, but I can tell you that 40 years on the Mustang turns heads today just as much as it did back in 1964.Now doubt about it the Mustang today is the most popular classic car, bar none. It’s also one of the most practical classics, comfortable and reliable with a simple mechanical package and a ready supply of parts.In the early 1960s Ford needed a sporty car to combat new models from rival carmakers, and the quickest way to do it they decided was to tweak the Falcon underbody a little, throw in some Fairlane engines and transmissions, and top it off with a sexy new two-plus-two body.Production started in March 1964, the launch was at the New York World’s Fair in April; the rest is history.MODEL WATCHThe first Mustangs are referred to as ’64 ½ models because they were introduced in April 1964, halfway through the 1964 model year.American model years traditionally begin in the August of the preceding year, so the 1964 model year began in August 1963.Those ’64 1/2 Mustangs came in coupe and convertible variants only, the fastback wasn’t introduced until the ’65 model was unveiled a few months later in August 1964.Initially engine choices were a 170 cubic inch six-cylinder engine, an ‘economy’ 260 cubic inch Windsor V8 which came with a two-barrel carburettor, and two 289 cubic inch Windsor V8s, a low compression with four barrel carburettor and hydraulic valve lifters, and a high compression ‘ho-po’ with four barrel carburettor and mechanical lifters.In 1965 the six was enlarged to 200 cubic inches, and the 260 cubic inch V8 was replaced by a two-barrel 289.Transmission choices for the six consisted of three-speed and four-speed manuals, there was a three-speed manual for the 260 cu. in. V8, and four-speeds for the 289s. All except the ‘hi-po’ 289 could be ordered with Ford’s Cruise-O-Matic three-speed auto.The suspension was basic, consisting of upper and lower control arms, coils and an anti-roll bar at the front, and semi-elliptic leaf springs at the rear.Manual steering was standard, but power steering was an option.Brakes were drums all round, but power assistance and front discs were available as options.Like all American cars of the time there was a long list of options available – trim, wheels, tyres, brakes, power steering to name just a few – and it needs careful study to fully understand.Subtle changes were made to the Mustang at each model change. They were mostly confined to the grille, badges and rear quarter panel ‘air scoop’ trim.BREAKING THE CODESMustang enthusiasts talk in codes, which refer to the engine fitted to a car. It’s a letter, the fifth digit of the car’s VIN (Vehicle Identification Number) that is stamped on the inner guard on the left side of the engine bay, and on the warranty plate, which is on the rear face of the left hand door.The codes are: U – 170 cu. in six (1964); F – 260 cu. in. V8 (1964); D – 289 cu. in. four-barrel carb. V8 (1964): K – 289 cu. in. hi-po V8 (all years); A – 289 cu. in. four barrel carb. V8 (1965/66); C – 289 cu. in. two barrel carb. V8 (1965/66); T – 200 cu. in. six (1965/66).It’s important to understand them, and check them, because they effectively determine a car’s value.IN THE SHOPThe first thing to understand about the Mustang is that it’s a 40-year-old car and like all old cars it will probably have plenty of problems.We all like to dream of finding a pristine one owner low mileage car, but the reality is that most of them have been driven into the ground by owners who never thought of them as classics.Hope for the best, but be prepared for the worst. That way you won’t be disappointed with what you find, and you might even be delighted when you don’t find as many problems as you expected.The early Mustang entered the classic car world quite a long time ago, so most of the good cars have been snapped up. There are some good, low mileage cars left in the US, but they’re now bringing top dollar as owners come to realise their worth.Most of the cars that are left are the ones that have had a hard life, possibly a crash or two, been fixed by back yard mechanics, and have generally been neglected. Expect to find plenty of rust, bad smash repairs, shot mechanics and stuffed trim.The good news is that parts are readily available at quite reasonable prices, so anything and everything can be fixed. No car is beyond salvation, it all comes down to the depth of your pockets.When checking for rust lift the carpets and check the floors, there’s every chance the floors will be rusted through. The rear floors are particularly prone to rusting, so check there, and check the right front floor, under the heater on a LHD car, as most heaters leak and rust eventually sets in.Check the sills carefully for rust, inside and out. It’s a relatively simple fix on coupes and fastbacks, but it’s not so easily repaired on convertibles because the sills provide much more of the body structure on a soft top than they do on the hard tops.Check the boot floor as these rust as well, and check the usual locations in the bottoms of the doors, bottoms of the front guards, and the rear quarters.Rust, even extensive rust, doesn’t mean the car can’t be repaired, but the more rust the greater the cost of the repairs.Mechanically the Mustang is pretty robust, the problem is simply one of age and miles done. The Windsor V8 is a sweet little engine and is pretty tough, but expect it to have worn bores, rings, and bearings. If it hasn’t been rebuilt, then plan on doing it.If you do rebuild the engine do all in your power to keep the original engine and resist the easy way out of replacing it. A ‘numbers matching’ car will always be worth more than a car of mixed heritage.Same with the transmissions. Both the auto and the manual ’boxes are robust, but will most likely need to be rebuilt.There’s nothing sophisticated about the brakes, steering or suspension. All do the job quite well, but will almost certainly need to be rebuilt if they haven’t already been done.Inside, expect the trim to be split and torn, the plastics broken or missing, but the good news is that they’re all readily available from suppliers here or in the US. Trim kits are available in original materials, patterns and colours to recover seats, all interior hardware can be sourced, right down to the smallest part.Electrics are a problem with the Mustang. They’re not as unreliable as the infamous Lucas electrics, but don’t expect instruments and other electrical equipment to work properly.Conversion techniques have improved out of sight over the past 20 years or so, and there are lots of dodgy older conversions out there that don’t steer or stop the way they should. Carefully check the conversion, look for poor welding, cut and welded steering arms, large turning circles that indicate potential problems.Cars that were converted back in the 1970s and ’80s should be taken to an expert for a thorough check of the conversion to make sure they’re safe.LOOK FOR• extensive rust and bad crash repairs• worn out engines, gearboxes, suspension, steering and brakes• split or torn trim• dangerous right-hand drive conversions• six cylinder models now fitted with V8 engines• ready supply of affordable genuine or reproduction parts• check the code