Do It Ur self

Installing a NOS kit is a simple process of installing the nitrous tank; a few injectors (which are also called nozzles); and a few solenoids; routing a few meters of tubing (or piping) from the nitrous tank and a fuel line to the solenoids, and the solenoids to the injectors; and then fitting a few switches to arm the electrical circuit that energizes the solenoids. If you are installing a Dry System, you don't need to run a pipe from your fuel line to the fuel solenoid as you don't need to install a fuel solenoid but you will need to modify your EFI system to provide the correct amount of fuel when you engage your NOS system. In my experience, the best way to install the nitrous system is to install the nitrous tank first, followed by the injectors and the solenoids, then connect your feed lines, and connect your solenoids to the battery. This will ensure that each of its elements correctly placed to operate at their full potential. If you are installing a Wet System, you must test the system and ensure that the fuel pressure to your fuel solenoid is constant and adequate. This may require that you install a high pressure fuel pump and/or a fuel regulator.

Begin by installing the NOS tank. The correct installation of the tank is important to getting the most out of your nitrous system. As we've mentioned in our basic nitrous system guide, the NOS tank has a siphon tube that extends from the release valve to the bottom of the tank. The siphon tube reaches the side of the tank on the opposite side of the label. Therefore the tank should be installed at a 15° angle, with the label facing up and the release valve facing the front of the vehicle. This will ensure that more of the liquid N2O is used before the siphon tube begins to pick up gaseous Nitrous Oxide, even under acceleration.

Another consideration is the pressure of the NOS tank. The pressure of the NOS tank will fluctuate as the ambient temperature fluctuates. This can cause problems with the correct calibration of your air/fuel mixture. To overcome this problem, you should ensure that the NOS tank is mounted away from heat sources (such as the exhaust system) and out of direct sunlight. You can also use a NOS blanket to insulate the tank.

You should install the injectors next. The placement of the injectors will depend on whether you're installing a system with a single injector, or a Direct Port System that requires one injector per cylinder. When you need just one injector, you should install the injector as close to the throttle body as possible. If you have a rubber inlet hose connected to your throttle body, you must drill a suitably sized hole to fit the injector, and bolt the injector down with a nut and washer on either side of the hose. If you have a cast aluminum manifold, you must drill a hole and tap a thread into the cast aluminum for the injector to screw into. If you are fitting a Direct Port System, make sure that everything that must be fitted to the intake manifold is in place and find enough space on the manifold to fit the injectors. The injectors must be fitted at the same distance from the cylinder head but try not to fit the injectors too close to the cylinder head. Also, wherever you fit the injectors, apply a little locktight to the thread to ensure that the injector does not work itself loose. If you are installing a Direct Port System, you would need to install a distribution block between the solenoids and the injectors. The purpose of the distribution block is to distribute the fuel and nitrous between the injectors. Although it is not crucial, try to install the distribution block so that the tubes are more or less horizontal. The injectors for a Wet System has two inlets — one for fuel and the other for nitrous. You must connect the right tube to each inlet as indicated on the injector.

The next step is to install the solenoids. These should be installed away from the exhaust manifold but as close to the nitrous injectors as possible. The solenoids must also be installed slightly higher than the injectors to ensure that the nitrous and fuel do not need to flow upward as this will reduce the effectiveness of the system. The solenoids are electrically operated; therefore you'll need to run a few electrical cables to the solenoids.

Once you have your hardware in place, you can install the nitrous and fuel supply lines. It is best to route the tubing that carries the nitrous to the engine bay along the stock fuel line as this would be routed securely, and away from heat sources. The tubing should be secured to the vehicle so that it cannot be damaged by abrasion or by moving suspension and drive train parts. You can use nylon tie-wraps to secure the tubing to the vehicle but ½ inch Tinnerman clamps work much better. The tie-wraps or clamps should be placed no further than 18 inches apart. Whenever you route the tube trough a metal body panel, be user to use suitably sized rubber grommets to prevent the body work from cutting through the tube.

If you are using nylon tubing, you can use a sharp utility knife to cut the tube to the correct length leaving about 2 inches of free play at either end for possible flexing. Never cut the tubing too short and never cut the tube using a scissors or wire snips as this will deform the tube and make fitting the olive and nut quite difficult. Once you have cut the tube to the correct length, slide the nut over the tube with the treaded part facing the end of the tube. Never tighten the nut too much as this will cause the olive to compress the tube and will restrict flow through the tube. Then slide the olive over the tube. Secure the nut to the outlet on the NOS tank while keeping the tube in place and repeat the process at the other end where you must secure the nut to the inlet on the nitrous solenoid. The tube from the solenoid to the injector will require the same treatment. You can install the tube from the fuel solenoid to the injector as well but don't secure the tubing to the fittings on injector just yet — you will need to perform a few tests first. Also beware, the injector for a Wet System has two inlets — one for fuel and the other for nitrous. You must connect the right tube to each inlet as indicated on the injector. Next, tap into your fuel line using a metal T or Y splitter and fit the tubing that will supply fuel to the fuel solenoid and connect it to the inlet on the fuel solenoid.

The final step is to install the electrical circuit that will power the solenoids. The NOS solenoid must lift the plunger against the pressure that can be upwards of 800 psi in the system. A fair amount of current (amps) is required to accomplish this task so make sure that the electrical cables can supply the required amperage to lift the plunger. The electrical circuit should supply both solenoids with power and should incorporate a fuse, a microswitch fitted to the accelerator linkage, an arming switch and a relay. Start by disconnecting the negative terminal from the battery. This will prevent you from causing short circuits while working on the electrical system. Run a live wire from the positive terminal of the battery to the fuse box under the dashboard and on to a relay. Another live wire can then be run from the relay to the relay to the solenoids. This wire must carry sufficient current to activate both solenoids. You can fit the arming switch on the live wire between the relay and the solenoids as this wire will run close to the dashboard area; however it is better to place the switches on the earth wire. The earth wire will run from the solenoids to a suitable metal point on the vehicle's body but it is best to run the earth wire to the negative terminal on the battery. You can fit the microswitch to the earth wire as the solenoids would be placed close to the accelerator linkage.

There you have it, you're done. All that's left now is to test the nitrous system and ensure that the pressure to your fuel solenoid adequate, and then tune the nitrous system for best performance.

D Basics for NOS.

NOS Basics and Layout

The basic nitrous oxide injection system, or a NOS kit, is pretty straight forward and easy to grasp. It consists of a nitrous oxide tank, some tubing, a nitrous solenoid, a fuel solenoid and toggle switch, throttle position microswitch, jets, a nitrous fogger, a relay, nylon pipe, and a distribution block.


The nitrous tank is used to store Nitrous Oxide in a liquid form. The tank is actually a pressurized canister as Nitrous Oxide must be compressed to remain liquid at room temperature. Remember N2O reaches boiling point (i.e., it becomes gaseous) at -127° F and more Nitrous Oxide can be stored when it is in a liquid form. Approximately 850 psi of pressure is required to keep Nitrous Oxide liquid at room temperature and at sea level but the nitrous tank must be pressure tested and certified to withstand 1,800 psi. If the certification on your NOS tank is older than five years, your nitrous dealer will not refill it and you will have to have the tank pressure tested and recertified. The tank is mounted in the car's trunk and has a siphon tube that is connected to the release valve and extends to the bottom of the tank. The tank must be mounted at a 15° angle to ensure that the maximum amount of Nitrous Oxide can be released from the tank.

High pressure nylon or Teflon inner-lined braided-steel pipe is used to carry the Nitrous Oxide to the engine where it is regulated by the NOS solenoid. The solenoid is an electrically controlled valve which uses a strong electromagnetic field to open a small plunger the blocks the flow of the liquid Nitrous Oxide. A second solenoid is used to supply extra fuel so that the air/fuel mixture remains constant. Both solenoids are controlled by electric switches that activate the electromagnetic field. The NOS system should have at least two switches — a microswitch that is fitted to the accelerator linkage and is only activated at full throttle; and a spring-loaded momentary switch that is activated by the driver. The microswitch on the accelerator linkage ensures that the nitrous system can only be activated at full throttle. Activating the system during part throttle or during a gear change can have very catastrophic consequences. As an added precaution, the oil pressure switch can also be used to ensure that the system can only be activated when the engine is running and there is oil pressure. Starting an engine with NOS in the combustion chamber can also be very catastrophic.

Some more high pressure nylon or Teflon inner-lined braided-steel pipe is used carry the nitrous and fuel (which are still separate at this stage) to the intake manifold where it is released into the engine via two small jets that are located in a special nitrous injector. The jets must be correctly calibrated to release the correct amount of fuel for a given amount of nitrous. In addition, the pressure on the fuel supply side must be adequate and at a constant level to ensure that the air/fuel mixture is correct at all times. This may require the fitting of an electric fuel pump and a fuel regulator.

The quantity of the nitrous flow depends on the size of the jet fitted. A jet is basically a screw with a whole through it. It's used as a restriction tool depending on the size of the link up orifice. Applying a bigger jet is the easiest way to squeeze a bit more power out of your current system. The fuel supply comes from a similar jetting system.

There you have it — the basics behind NOS systems and NOS kits. In our next section we'll look in more detail at NOS installation ...

An Introduction to Nitrous Oxide (N2O) Injection By Raj Tomar (Feb 15, 2010)

Anyone for some NOS?
Nitrous Oxide (N2O), or NOS as it is commonly referred to, is a quick and easy performance boost for any motor vehicle, regardless of whether it's a car, a bike, a boat or a plane. In technical terms, Nitrous Oxide is a chemical compound that consists of two Nitrogen atoms and one Oxygen atom. However, Nitrous Oxide does not occur naturally as a chemical compound but has to manufactured by applying heat and a catalyst to nitrogen and oxygen compunds. Nitrous Oxide was first discovered by the British chemist, Joseph Priestly, in 1772 but it wasn't until 1942 that Nitors Oxide was first injected inon an internal combustion engine to boost the power output from the engine. Nitrous Oxide is not combustible and is in liquid form when under pressure. When it is released into the combustion chamber the pressure is removed and the Nitrous Oxide becomes gaseous, releasing extra Oxygen that allows your engine to burn more fuel during the combustion process. At the same time, the chemical process of changing from a liquid into a gas absorbs lots of the heat from inside the combustion chamber, reducing the chances of detonation and pre-ignition. NOS thus provides an instant but relatively safe performance boost.
he major advantage of NOS is that it is relatively cheap when compared to all the other forms of car modification and the amount of work involved to install a full nitrous system is far less than that of installing high performance cam shafts, turbochargers or superchargers. The only drawback is that you must refill your Nitrous Oxide tank. Nitrous Oxide is stored in a pressurized tank to keep it in a liquid state. Unfortunately, Nitrous Oxide refills are not as freely unavailable as gasoline and must be purchased from an authorized dealer. The relative low cost of installing a NOS system makes it an ideal power boost project for anyone who can read and understand a little simple physics. As with anything in life, if you don't do it right, you're going to get problems. There is also more to installing NOS than just bolting a NOS tank to your trunk and connecting a long tube to your engine. The bottle has to be mounted at a 15° angle to ensure that the last of the gas is used and none is wasted. The plumbing is also very intricate and can be very tricky to a first time NOS installer.
one the less, in this custom-car.us NOS guide, we will explain the physics of nitrous oxide injection and show you how to install a NOS kit and how to test and tune NOS.
here are three different types of nitrous oxide systems that you can implement:
· The Dry System, which is the NOS system in which no fuel is sent to the intake charge outside the vehicle's normal means.
· The Wet System, which is the NOS system in which fuel and nitrous oxide are supplied through a fogger and then sprayed through the throttle body.
· The Direct Port System, which is a Wet System in which each engine cylinder has its own fogger.


We'll cover all of these over the next few storys.


WARNING: NOS causes an extreme increase in fuel combustion; therefore, any problem in your engine can turn out to be 10 times worse with nitrous installed!

Ford Mustang----History: First Generation

1964 1/2 - 1973


The date was April 17, 1964. Intermediate sized muscle cars, with big block engines were gradually replacing the fullsized muscle car. Lee Iacocca, Ford's General Manager, had always invisioned a small sports car to be the next hot item in the street wars. Ford decided that instead of improving their lackluster intermediate, they would do the competition one better and introduce a whole new breed of automobile, the pony car. Originally designed as a two seater in the European tradition, Iacocca realized that true success depended on volume sales. Therefore the Ford Mustang was introduced as a 1965 model that was based on the compact Falcon to lower production costs. It came with an obligatory back seat and a multitude of options that would give the buyer an opportunity to customize their purchase, and generate extra profits for Ford. Plymouth faithful stress that their Baracuda beat the Ford Mustang to market by two weeks. But it was the Mustang, which racked up over 22,000 sales its first day and one million sales in its first two years, that turned the market and people's attention to the pony car. The pony car class that the Ford Mustang helped create is the only class of muscle car that still exists today.

1965 Ford Mustang

The Ford Mustang debuted as a simple sports car powered by a 170 cid six cylinder and a pair of V8's. Originally named for the fighter plane, the P-51 Mustang, preliminary allusions were made to the horse, and the horse motiff quickly became the emblem for the Mustang. Buyers loved its low price, long hood, short trunk styling, and its myriad of options. Ford loved its high volume sales and visibility. In mid 1964, Ford introduced a sporty 2+2 fastback body style to go along with the hardtop coupe and convertible. Enthusiasts also cheered the new "K-code" 271bhp 289 cid V8 that finally put some performance to match the Mustang's good looks. For those that wanted more, the legendary Carroll Shelby and Ford collaborated to produce the Shelby GT-350, a Ford Mustang fastback specially tuned by Shelby. The 289 V8 produced 306bhp in street tune and around 360bhp in special GT-350R race tune. These Shelby's had no back seat, were only available in white and were fully race ready.

1966 Ford Mustang

1966 saw further refinement of the Mustang. The gauge cluster was redone to seperate the Mustang from its Falcon roots while the 260 cid V8 was replaced with 2 and 4 barrel versions of the 289 cid V8. The Shelby GT-350 was still available, though its race image was being dilluted by the addition of an automatic transmission, a choice of four colors, and special examples that were prepared for Hertz Rent A Car (known as Shelby GT-350H) for rental to weekend drag racers. Available on the GT-350 through 1968 was a Paxton supercharger which would boost horsepower by as much as 40%.

1967 Ford Mustang

1967 saw a massive restyle of the Ford Mustang. Changes included bulkier sheetmetal below the beltline, a more aggressive grille, a concave tail panel, and a full fastback roofline for the fastback body style. The engine compartment was also increased and Ford dropped in its big block 390 to compete against the new Chevrolet Camaro SS396. Although the 390 was slightly detuned for the Mustang, its popularity sealed the end of the high performance 289 cid engine, which was later dropped from the lineup. Of greater interest to enthusiasts was the availablitity of another Shelby-tuned Mustang. The GT350 was still powered by a modified 289 V8, though output dropped to 290bhp. The new GT500 was powered by a reworked 428 V8 (some were reportedly built with the even more powerful, race ready 427 V8). The 1967 Shelby's were more civilized and sported numerous luxury options, which seemed to appeal to buyers. These would be the last Shelby Mustangs actually built by Shelby-American. All future models would be built by Ford with little Shelby involvement.

1968 Ford Mustang

The 1968 Ford Mustang received a simpler grille and side trim and a limited number of 427 engines were slipped into the engine bays. These 427 engines were slightly detuned but still cranked out 390bhp, enough to strike fear on the streets. Then on April 1, 1968, Ford unveiled perhaps its most famous line of engines, the 428 Cobra Jet. It was based on the regular 428 but included larger valve heads, the race 427's intake manifold, and an oil-pan windage tray. It had ram-air induction and breathed through a functional hood scoop. Output was listed at 335bhp but was rumoured to be around 410bhp. The Shelby's were still available, joined by an available convertible model and renamed the Shelby Cobra. The GT-350 dropped its 289 cid 306 bhp engine and gained a 302 cid 250 bhp engine. Midway through the year, the GT-500 was dropped and was replaced by the GT-500KR ("King of the Road"). The GT-500KR sported the new Ram Air 428 Cobra Jet, still underrated at 335 bhp.

1969 Ford Mustang

The Mustang was restyled for 1969, gaining 3.8 inches of length, all ahead of the front wheels, and about 140 lbs in curb weight. The Mach 1 body style debuted in 1969 and came standard with a 351 cid V8 but could also be had with the 428 Cobra Jet, which now came in three states of tune. The first was a non-Ram Air version, followed by the Ram-Air version which breathed through a shaker hood scoop. Topping the list was the new Super Cobra Jet which came with the Drag Pack option. The Super Cobra Jet used the shaker hood scoop, a modified crankshaft and stronger connecting rods. The Drag Pack also came with limited-slip 3.91:1 or 4.30:1 rear axles and no air conditioning. All three engines were underrated at 335bhp. All this power overwhelmed the rear tires, which suffered from a 59/41% f/r bias which also hurt handling. But then, these Mustangs weren't built for curves, just straight 1/4 mile lines.

The circle tracks were reserved for the Boss series of Mustangs. Named after stylist Larry Shinoda's nickname for Ford president Semon "Bunkie" Knudson, the Boss Mustangs were built to qualify the 429 V8 for NASCAR. The Boss 429 package came with a race ready 429 cid V8 with ram air induction, an aluminum high riser and header type exhaust manifolds. Mandatory options included a four speed manual and a 3.91:1 Traction-Lok axle. Also included were an oil cooler, trunk mounted battery, race suspension, and the best interior Mustang had to offer. Although impressive on paper, the Boss 429s failed on the street where their dependence on high revs hurt their street starts and the initial batch had incorrect valve springs that would stop winding at 4500rpm instead of 6000rpm. Nevertheless, it had good handling and would last through 1970. To combat Chevrolet's Camaro Z/28 in Trans Am racing, Ford built the Boss 302 which used a 302 cid V8 treated to the cylinder heads from the racing 351 cid engine and Ford's largest carb. It was underrated at the same 290bhp as the Camaro Z/28's engine and was available with the shaker hood scoop. Shelby Mustangs were still available, though they were more luxury oriented then ever before.

1970 Ford Mustang

Both the Boss 302 and 429 continued into 1970. The 428 Cobra Jet continued as the top engine choice for the Mach 1 Mustang. New for 1970 was the 429 Cobra Jet, standard in the Boss 429. The 429 Cobra Jet was rated at 370 bhp while the Super Cobra Jet was rated for 375 bhp. This would be the last year for the Shelby Cobras, which were in fact left over 1969 models with some minor trim changes. A not so great end for a once great performer.

1971 Ford Mustang

Ford's decade of "Total Performance" was drawing to a close. The Mustang grew by 2.1" of length, 2.8" of width, 1" of wheelbase, and about 100 lbs. Coupled with this weight gain was the disappearance of the Shelby models and the Boss 302 and Boss 429 models, and the weakening of the remaining engine choices. The 351 engine was detuned from 300 bhp to 285bhp while the 429 Cobra Jet dropped 5bhp to 370bhp. The performance banner was carried by the Mach 1 Mustang and the new Boss 351 model. The standard engine for the Mach 1 was the 351 Cleveland V8 with 285bhp but a 330bhp version was also available. The 429 Cobra Jet sported 370bhp while the top power choice was was the 429 Super Cobra Jet Ram Air. It had 11.3:1 compression, and generated 375bhp but its 1/4 mile times were slower than the Boss 351. The Boss 351 enjoyed a lower weight and a race bred 351 engine that had a radical solid-lifter cam, 11.0:1 compression, ram-air induction and came with a Hurst four-speed transmission and 3.91:1 Traction-Lok differential. This would be its only season as Ford performance would continue to decrease.

1972 Ford Mustang

Following industry lead, all power ratings for 1972 and later were listed in net ratings which included all accessories. This lead to some drastic drops in power listings which, coupled with the drop of all big block options, sealed the end of Ford Mustang performance. The Boss 351 was dropped leaving only the Mach 1 with any claim to performance. The top engine option was just a 275bhp 351 Cleveland.


1973 Ford Mustang

All engine choices' power ratings dropped again as emission controls tightened. New federal guidelines resulted in mandatory bumpers that could withstand a 5mph collision, all of which didn't help the bloated styling. The top engine option was a weak 351 V8 producing just 156bhp and the performance oriented Ford Mustang would fade away as the restyled Mustang II would debut in 1974 with no claim to any performance.


Stats-


1965 Ford Mustang

Production:

2D Hardtop: 501,965
Fastback: 77,079
Convertible: 101,945

Engines:

170 I6 101 bhp.
200 I6 120 bhp.
260 V8 164 bhp.
289 V8 225 bhp.
289 V8 271 bhp.
(GT-350) 289 V8 306 bhp.
(GT-350R) 289 V8 360 bhp.

Performance & Specs:

Bore × stroke 101.60 mm × 72.90 mm
4 in × 2.87 in

Cylinders V-8 in 90.0° vee

Displacement 4.7 litre
4727 cc
(288.459 cu in)


Sump Wet sumped

Compression ratio 9.30:1

Fuel system 1 carburettor

Maximum power 202.8 PS (200.0 bhp) (149.1 kW)
@ 4400 rpm

Specific output 42.3 bhp/litre
0.69 bhp/cu in

Maximum torque 382.0 Nm (282 ft·lb) (39 kgm)
@ 2400 rpm

bmep 1015.5 kPa (147.3 psi)

Specific torque 80.81 Nm/litre

Coolant Water

Bore/stroke ratio 1.39

Unitary capacity 590.88 cc/cylinder


1966 Ford Mustang

Production:

2D Hardtop: 499,751
Fastback: 35,698
Convertible: 72,119

Engines:

200 I6 120 bhp.
289 V8 200 bhp.
289 V8 225 bhp.
289 V8 271 bhp.
(GT-350) 289 V8 306 bhp.
(GT-350R) 289 V8 360 bhp.

Performance & Specs:
Bore × stroke 102.90 mm × 96.00 mm 4.05 in × 3.78 in
Cylinders V-8
Displacement 6.4 litre
6387 cc (389.759 cu in)
Maximum power (Gross) 324.4 PS (320.0 bhp) (238.6 kW)
Specific output 50.1 bhp/litre
0.82 bhp/cu in
Coolant Water
Bore/stroke ratio 1.07
Unitary capacity 798.38 cc/cylinder

1967 Ford Mustang

Production:

2D Hardtop: 356,271
Fastback: 71,042
Convertible: 44,808

Engines:

200 I6 115 bhp.
200 I6 120 bhp.
289 V8 195 bhp.
289 V8 271 bhp.
(Shelby GT350) 289 V8 290 bhp.
390 V8 320 bhp.
(Shelby GT500) 428 V8 355bhp@5400rpm, 420lb-ft@3200rpm.

Performance & Specs:

(Shelby GT500)
428/355: 0-60 in 6.2 sec, 1/4 mile in 14.6 sec @ 99mph.

Engine
Type V-8,iron block, water cooled

Head Cast iron, removable

Valves Overhead, pushrod/rocker-actuated

Max BHP 355 bhp @ 5,400rpm

Max Torque 420 lbs.-ft @ 3,200rpm

Bore 4.13"

Stroke 3.98"

Displacement 428cid, 7051cc

Compression Ratio 10.5:1

Induction system Dual Holley four-barrell, 600 cfm Holley# Front R-2804, Rear R-2805

Exhaust system Standard, dual exhaust

Electrical system 12-volt distributor system

Fuel consumption 13-15 mpg



Chassis
Frame Unibody, welded

Body Steel & fiberglass hood, side scoops and rear

Front suspension Unequal arms, coil springs, adjustable tube arms, anti-sway bar

Rear suspension Live axle, multi-leaf, semi-elliptical springs, tube shocks

Tire type and size Goodyear Speedway 350, ES 70-15

Wheel Size 15.6x6.5" or optional 15x7" (Even though the standard wheel was a steel rim with a Ford/Shelby wheel cover the most common wheel was the Kelsy-Hayes steel wheels or the 10-spoke Shelby cast aluminum 15"x7".)




Weights and Measures
Wheelbase 108"

Front track 58"

Rear track 58"

Overall height 51.6"

Overall width 70.9"

Overall length 186.6"

Ground clearance 6.5"

Crankcase 5 quart

Cooling system 20 quart

Gas tank 18 gallons

Curb weight 3,370 lbs.

Weight Distribution 56.4/43.6%



Clutch
Type Single dry disc

Diameter 10.5"

Actuation Mechanica



Transmission
Type Four speed, full syncromesh, Ford Top Loader or optional C-4 Ford automatic Four speed, full syncromesh, Ford Top Loader or optional C-6 Ford automatic



Ratios
First 2.32:1

Second 1.69:1

Third 1.29:1

Fourth 1.00:1

Brakes
Front 11.3" Kelsey-Hayes discs

Rear 10x2.5" drums



Differential
Ratios

3.89:1 4 speed

3.50:1 Automatic


3.25:1 4 speed

3.50:1 Automatic


Drive axles - type Enclosed, semi-floating


Steering
Type Power Assist Recirculating ball
Turns, lock to lock 3.5 4.75

Turning circle 37'

Ratio 16:1



Performance
0-30 mph 2.8 secs 2.8 secs

0-60 mph 4.8 secs

Quarter Mile 13.6 secs @ 106 mph

Top Speed 133 mph @ 5,100 rpm

3rd gear 93 mph @ 5,500 rpm

2nd gear 68 mph @ 5,500 rpm

1st gear 51 mph @ 5,500 rpm


1968 Ford Mustang

Production:

2D Hardtop: 249,447
Fastback: 42,581
Convertible: 25,376

Engines:

200 I6 115 bhp.
200 I6 120 bhp.
289 V8 195 bhp.
289 V8 271 bhp.
302 V8 230 bhp.
(Shelby Cobra GT-350) 302 V8 250 bhp.
390 V8 320 bhp.
390 V8 325 bhp.
427 V8 390 bhp.
(Cobra Jet) 428 V8 335 bhp @ 5400 rpm (est. 410bhp), 440 lb-ft @ 3400rpm.
(Shelby Cobra GT-500) 428 V8 350 bhp.

Performance & Specs:

(Cobra Jet) 428/335: 0-60 in 5.4 sec, 1/4 mile in 14.01@101mph.


Wheelbase 2743 mm 108 in

Track front

Length 4663 mm 183.6 in

Width 1811 mm 71.3 in

Length:wheelbase ratio 1.7



Engine

Bore × stroke 105.00 mm × 101.20 mm

4.13 in × 3.98 in

Cylinders V-8

Displacement 7 litre

7010 cc

(427.776 cu in)
Type OHV
2 valves per cylinder
16 valves in total

Compression ratio 10.60:1

Maximum power (Gross) 339.7 PS (335.0 bhp) (249.8 kW)

Specific output 47.8 bhp/litre

0.78 bhp/cu in

Maximum torque(Gross) 597.0 Nm (440 ft·lb) (60.9 kgm)@ 3400 rpm

bmep 1070.2 kPa (155.2 psi)

Specific torque 85.16 Nm/litre


0-60 mph 5.50 s

Standing ¼mile 13.90 s

Top speed 204 km/h (127 mph)


1969 Ford Mustang

Production:

Mach 1: 72,458
Convertible: 14,746
Grande Hardtop Coupe: 22,182
Boss 302: 1,934
Boss 429: 858

Engines:

200 I6 115 bhp.
250 I6 155 bhp.
302 V8 220 bhp.
(Boss 302) 302 V8 290 bhp @ 5800 rpm, 290 lb-ft @ 4300 rpm.
351 V8 250 bhp.
(All Cobra Jets) 428 V8 335 bhp @ 5200 rpm, 440 lb-ft @ 3400 rpm.
(Boss 429) 429 V8 375 bhp @ 5200 rpm, 450 lb-ft @ 3400 rpm.

Performance & Spes:

(Super Cobra Jet) 428/335: 0-60 in 5.7 sec, 1/4 mile in 13.9 sec @ 103mph.

(Boss 429) 429/375: 0-60 in 6.8 sec, 1/4 mile in 14.0 sec @ 103mph.

Engine Type: ohv V-8

Displacement, cid: 429

Fuel system: 1 x 4bbl.

Compression ratio: 10.5:1

Horsepower @ rpm: 375 @ 5200

Torque @ rpm: 450 @ 3400

0-60 mph, sec: 6.8

1/4 mile, sec. @ mph: 14.0 @ 103


1970 Ford Mustang
Production:

Mach 1: 40,970
Convertible: 7,643
Grande Hardtop Coupe: 13,581
Boss 302: 6,318
Boss 429: 498

Engines:

200 I6 115 bhp.
250 I6 155 bhp.
302 V8 220 bhp.
(Boss 302) 302 V8 290 bhp @ 5800 rpm, 290 lb-ft @ 4300 rpm.
351 V8 250 bhp.
351 V8 300 bhp.
(Cobra Jet) 428 V8 335 bhp @ 5200 rpm, 440 lb-ft @ 3400 rpm.
(Cobra Jet) 429 V8 370 bhp.
(Boss 429 - Super Cobra Jet) 429 V8 375 bhp @ 5200 rpm, 450 lb-ft @ 3400 rpm.

Performance:

(Boss 302) 302/290: 0-60 in 6.5 sec, 1/4 mile in 14.8 sec @ 96 mph.


1971 Ford Mustang

Production:

Mach 1: 36,499
Convertible: 6,121
Boss 351: Estimated 1,800

Engines:

250 I6 145 bhp.
302 V8 210 bhp.
351 V8 240 bhp.
351 V8 285 bhp.
(Boss 351) 351 V8 330 bhp @ 5400 rpm, 370 lb-ft @ 4000 rpm.
(Cobra Jet) 429 V8 370 bhp.
(Super Cobra Jet) 429 V8 375 bhp, 450 lb-ft.

Performance:

(Boss 351) 351/330: 0-60 in 5.8 sec, 1/4 mile in 13.9 sec @ 102 mph.



1972 Ford Mustang

Production:

Mach 1: 27,675
Convertible: 6,401

Engines:

250 I6 99 bhp.
302 V8 141 bhp.
351 V8 177 bhp.
351 V8 266 bhp.
351 V8 275 bhp.




1973 Ford Mustang

Production:

Mach 1: 35,440
Convertible: 11,853

Engines:
250 I6 95 bhp.
302 V8 136 bhp.
351 V8 154 bhp.
351 V8 156 bhp.


History: First Generation


First Generation 1964 1/2 - 1973

Chaudhry Raj Singh Tomar,
Head Journalist, IBH Automobilia