There were four to Choose From
As Motor Trend noted: “Five passengers can fit, but the fifth one usually sits on the others nerves.” Road & Track carped about the sparse, Falcon-sourced instrumentation and flat bucket seats. As the voice for what Ford chief Lee Iacocca termed “the sports-car crowd, the real buffs,” Road & Track was harsher on the Mustang than most other publications. Most all reviewers hurled barbs at the fade-prone drum brakes, slow steering (even with available “fast” ratio), and especially the standard suspension. 11.2 for an automatic 260), a standing quarter-mile of 16.5 at 80 mph, 110 mph all out, and 14-18 mpg. As for straight-line performance, R&T’s 210-horsepower 289/four-speed car did about what the editors expected: 0-60 mph in nine seconds (vs.
Indeed, many journalists had predicted a whole slew of competitors inspired by Mustang’s winning formula. But Dearborn had more extensive changes in store for the 1967 Mustangs. The only question was, would they be enough to keep the original pony car ahead of the expected imitators? In the next section, we’ll explore how Ford worked to keep Mustang ahead of the pack, and whether it was successful. It was the right car at the right time, but the Mustang had to await the early 1960s, when a savvy Ford exec realized the Mustang’s potential. After all, it’s axiomatic in Detroit that a hot-seller doesn’t go unanswered for long.
2 also stood apart by omitting the dummy-scoop rear fender trim, as did cars with pin striping and/or the GT package. The racy roofline incorporated gill-like air vents instead of windows in the rear quarters, part of a flow-through ventilation system. It all seemed a perfect match between car and customer. 2 also stood apart by omitting the dummy-scoop rear fender trim, as did cars with pin striping and/or the GT package. There was compensation, however, in greater utility via an optional rear seatback and trunk partition that could be dropped down to form a usefully long, flat load floor.
Fuel-filler cap, stock wheel covers, the simulated bodyside scoops, emblems, and nameplates were all revised. Designers had always wanted three separate taillamps per side instead of a cluster, but though some ’66 press photos showed this, the idea was again rejected on cost grounds. Ford did splurge on interiors, though, adding new seat and door trim and, with a nod to Congress, then starting to grumble about auto safety, standard padded dash and sunvisors. It also gave all models the five-dial GT instrumentation in place of the original cluster with its strip speedometer.
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