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• 1968 Ford Mustang Body Assembly Manual
• 1966 Ford Mustang Assembly Manual

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Body Assembly Manual. Part number: AM-0021 Price Info Model: Mustang Years: 1968. Return to Top of Page. Ford Body Assembly Manual - AM-0026.

Main article: The first-generation Ford Mustang was manufactured by from March 1964 until 1973. The introduction of the Mustang created a new class of automobile known as the. The Mustang’s styling, with its long hood and short deck, proved wildly popular and inspired a host of competition. It was initially introduced on April 17, 1964, as a hardtop and convertible with the fastback version put on sale in August 1964. At the time of its introduction, the Mustang, sharing its underpinnings with the, was slotted into a segment. With each revision, the Mustang saw an increase in overall dimensions and in engine power. The 1971 model saw a drastic redesign to its predecessors.

After an initial surge, sales were steadily declining, as Ford began working on a new generation Mustang. With the onset of the, Ford was prepared, having already designed the smaller for the 1974. This new car had no common components with preceding models. Contents.

Conception and styling As 's assistant general manager and chief engineer, was the head engineer for the Mustang project — supervising the development of the Mustang in a record 18 months from September 1962 to March 1964. — while Iacocca himself championed the project as Ford Division general manager. Drawing on inspiration from the mid-engined concept vehicle, ordered development of a new 'small car' to vice-president of design at Ford,. Bordinat tasked Ford's three design studios (Ford, Lincoln-Mercury, and Advanced Design) to create proposals for the new vehicle. The design teams had been given five goals for the design of the Mustang: It would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2,500 pounds (1,100 kg) and be no more than 180 inches (4,572 mm) in length, sell for less than $2,500, and have multiple power, comfort, and luxury options. The – design studio ultimately produced the winning design in the intramural contest, under Project Design Chief and his team of, Gale Halderman, and John Foster.

1968 Ford Mustang Body Assembly Manual

In a 2004 interview, Oros recalls the planning behind the design: “ I told the team that I wanted the car to appeal to women, but I wanted men to desire it, too. I wanted a Ferrari-like front end, the motif centered on the front — something heavy-looking like a Maseratti , but, please, not a trident — and I wanted air intakes on the side to cool the rear brakes. I said it should be as sporty as possible and look like it was related to European design. ” Oros added: “ I then called a meeting with all the Ford studio designers. We talked about the sporty car for most of that afternoon, setting parameters for what it should look like — and what it should not look like — by making lists on a large pad, a technique I adapted from the management seminar. We taped the lists up all around the studio to keep ourselves on track. We also had photographs of all the previous sporty cars that had been done in the Corporate Advanced studio as a guide to themes or ideas that were tired or not acceptable to management.

Within a week we had hammered out a new design. We cut templates and fitted them to the clay model that had been started. We cut right into it, adding or deleting clay to accommodate our new theme, so it wasn't like starting all over. But we knew Lincoln-Mercury would have two models. And Advanced would have five, some they had previously shown and modified, plus a couple extras.

But we would only have one model because Ford studio had a production schedule for a good many facelifts and other projects. We couldn't afford the manpower, but we made up for lost time by working around the clock so our model would be ready for the management review. ” is often credited with the actual styling of the Mustang. Ash, in a 1985 interview speaking of the origin of the Mustang design, when asked the degree of his contribution, said: “ I would say substantial.

However, anyone that says they designed the car by themselves, is wrong. Iacocca didn't design it. He conceived it. He's called the father of it, and, in that respect, he was. I did not design it in total, nor did Oros. It was designed by a design group. You look at the photograph taken at the award banquet for the Industrial Designers’ Society where the Mustang received the medal; it’s got Damon Woods in it (the group that did the interior), and Charlie Phaneuf (who was with Damon), and it’s got myself and John Foster (who was with me), it’s got (John) Najjar in it.

” “ So nobody actually did the car, as such. In his book flat out comes and says I did the car. It's right there in print, 'It's Dave Ash's Mustang.' Bordinat will tell you I did the car.

This book tells you I did the car, but, in actual fact, I had a lot of help, and I don't think anyone ever does a car by himself, not in these times anyway. ” Gale Haldeman, in a 2002 interview with Collectible Automobile, spoke of the Mustang's evolution through the Lincoln-Mercury studio: “ had started a clay model of the car.

He had this very boxy, very stiff-looking car. Joe came back from a management conference, saw it, and said, 'No, no, no, we're not going to do that!' That's when he came to me he said, 'we've just been given an assignment by Gene Bordinat to do a proposal on a small car that Lee Iaccoca wants to build. We've got to do one, and I want you to work on that project.' I went home and sketched some cars, and I took about five or six sketches with me the next morning and put them up on the board. ” “ We must have put 25 sketches on the board that morning, because Joe assigned three or four of us to do designs.

Joe picked one of the sketches I did at home to be clay modeled so we actually started over on Dave Ash's clay model with the theme from one of my designs, which had scoops on the sides and the hop-up quarter lines. ” To decrease developmental costs, the Mustang used, and drivetrain components derived from the and. It used a unitized platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang's was slightly shorter. With an overall width of 68.2 in (1,732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 lb (1,166 kg) with the straight engine, was also similar to the Falcon.

A fully equipped model weighed approximately 3,000 lb (1,361 kg). Although most of the mechanical parts were from the Falcon, the Mustang's body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the 'torque box' was an innovative structural system that greatly stiffened the Mustang's construction and helped contribute to better handling.

Gale Haldeman spoke of the engineering and design of the car in his interview, stating: “ No one knew the Mustang was going to be as popular as it was, but it created a huge stir in the company. Everybody just loved it, even the engineers, though we must have bent 75 in-house engineering and manufacturing rules. The Mustang had the first floating bumpers. The whole front end was a die-casting with a floating hood. ” “ There were so many things the engineers said we shouldn't be doing, but they didn't want to change them either.

There was so much enthusiasm right from the beginning. Even the drivers at the test track loved it. We would go there for meetings, and the crowds of people around it were huge. That was totally unusual, so we suspected the Mustang was going to be a hit. ” The idea for a fastback originated with Joe Oros as well, and was designed in Charlie Phaneuf's studio.

Haldeman recalls: “ We did it in secret. Ford 6000 cd radio service manual. No one, including Hal Sperlich or Iacocca, saw it until it was finished. We cast it in fiberglass, painted it bright red, and then showed it to Iacocca. He said, 'We've got to do it!'

” An additional 4-door model was designed by Dave Ash as a clay model, but was not considered. 1964½–1966 Mustang 1964½–1966. Engines , type max. 1968 Ford Mustang Overview Production August 1966 – August 1968 Assembly, Ross Humphries (1965) Body and chassis 2-door 2-door 2-door Powertrain 200 cu in (3.3 L) 260 cu in (4.3 L) 289 cu in (4.7 L) V8 289 cu in (4.7 L) V8 302 cu in (4.9 L) V8 390 cu in (6.4 L) V8 427 cu in (7.0 L) V8 428 cu in (7.0 L) V8 3-speed 4-speed manual 3-speed Dimensions 108 in (2,743 mm) Length 183.6 in (4,663 mm) Width 70.9 in (1,801 mm) Height 51.6 in (1,311 mm) 2,758 lb (1,251 kg) (base) The 1967 model year Mustang was the first redesign of the original model. Ford's designers began drawing up a larger version even as the original was achieving sales success, and while 'Iacocca later complained about the Mustang's growth, he did oversee the redesign for 1967.' The major mechanical feature was to allow the installation of a big-block. The overall size, interior and cargo space were increased.

Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp (250 kW; 340 PS) 390 cu in (6.4 L) from the, which was equipped with a four-barrel carburetor. During the mid-1968 model year, a for the street could be ordered with the optional 428 cu in (7.0 L) engine which was officially rated at 335 hp (250 kW; 340 PS) all of these Mustangs were issued R codes on their VINs. The 1967 Deluxe Interior was revised, discontinuing the embossed running horse motif on the seat backs (the source for the 'pony interior' nickname) in favor of a new deluxe interior package, which included special color options, brushed aluminum (from August 1966 production) or woodgrain dash trim, seat buttons, and special door panels.

The hardtop also included upholstered quarter trim panels, a carryover from the 1965-66 deluxe interior. The 1967 hardtop also had the chrome quarter trim caps, carried over from 1965-66, but these were painted to match the interior in 1968 models.

The 1967 deluxe interior included stainless steel-trimmed seat back shells, similar to those in the Thunderbird. These were dropped at the end of the 1967 model year, and were not included in the woodgrain-trimmed 1968 interior.

The deluxe steering wheel, which had been included in the deluxe interior for the 1965-66, became optional, and could also be ordered with the standard interior. The 1968 models that were produced from January 1968 were also the first model year to incorporate three-point lap and shoulder belts (which had previously been optional, in 1967-68 models) as opposed to the standard lap belts. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique center and overhead consoles were options. The fastback model offered the option of a rear fold-down seat, and the convertible was available with folding glass windows. Gone was the Rally-Pac, since the new instrument cluster had provisions for an optional tachometer and clock. Its size and shape also precluded the installation of the accessory atop the steering column. The convenience group with four warning lights for low fuel, seat belt reminder, parking brake not released, and door ajar were added to the instrument panel, or, if one ordered the optional console and A/C, the lights were mounted on the console.

1966 Ford Mustang Assembly Manual

Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, 'FORD' lettering removed from hood, rearview mirror moved from frame to windshield, a 302 cu in (4.9 L) V8 engine was now available, and C-Stripe graphics were added. The, or GT/CS, was visually based on the Shelby model and was only sold in Western states. Its sister, the 'High Country Special', was sold in.

While the GT/CS was only available as a, the 'High Country Special' model was available in fastback and convertible configurations during the 1966 and 1967 model years, and as a coupe for 1968. The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback chasing a through the streets of. Engines , type max. Engines , type max.

1972 Ford Mustang Overview Production 1970–1973 Assembly, Body and chassis 2-door 2-door 2-door Powertrain 250 cu in (4.1 L) 302 cu in (4.9 L) 351 cu in (5.8 L) V8 429 cu in (7.0 L) V8 3-speed 4-speed 3-speed Dimensions 109 in (2,769 mm) Length 189.5 in (4,813 mm) Width 74.1 in (1,882 mm) Height 50.1 in (1,273 mm) 3,560 lb (1,615 kg) 1971 The 1971 Mustang - introduced in September 1970 - was green-lighted by Ford's new president, formerly of General Motors. Again, the revised model grew in size, gaining 3 inches in width in order to accommodate Ford's big block 429 cu in (7.0 L) V8 without need for an extensive suspension redesign.

As before there were three body styles offered: Hardtop (available in base or Grande trim), Sportsroof (available in base or Mach 1 trim), and convertible (no specific trim packages available). 1971/72 convertible Hardtop The new 1971 hardtop featured a prominent 'tunnelback' rear window design with flowing rear pillars, a completion of the styling exercise of the outgoing model. Hardtops with 'Grande' trim gained a vinyl roof and Grande badges on the C-pillars.

An additional edition, the Spring Special, was available between March and May 1971, which added Mach 1 styling cues (side stripes, tu-tone paint, urethane bumper, honeycomb grill with sportlamps) to the hardtop. Sportsroof Sportsroof models were available in base configurations in addition to the and Boss 351 sport/performance options. The Mach 1s were available with two-tone paint schemes, optional hockey-stick stripeshood scoops (functional on examples ordered with Ram Air), color keyed side mirrors, and additional sports/performance options. All Mach 1 models came stock with urethane front bumpers and an alternate grille equipped with amber sportlights. Though the Mach 1 is often associated with the NACA hood (a no-cost option) and other styling cues, base Mach 1s could be had with the standard hood and the 302 2V engine. Boss 351 examples were similar in appearance to the Mach 1, and included a larger black-out hood than Mach 1's, front and rear spoilers, dual exhaust with no rear valance cutouts, and chrome bumpers paired with the sportlamp grille. Convertible Convertibles were equipped with a power top and a glass rear window.

The 1973 models were the last Mustangs available as a convertible until 1982- the '83 model year. Convertibles featured no unique exterior visual package of their own during their first year of introduction. 1972 Sprint edition, Sportsroof Due to tightening emissions regulations, the Boss 351 edition and optional 429 big block were dropped after 1971, leaving the 351 cu in (5.8 L) variants as the largest available engines for 1972 (and 1973).

Exterior differences were virtually unchanged, though all 1972 models were revised with 'Fasten Seat Belt' warning lamps on the right side dash panel. The 'Decor Group' exterior trim package was also revised, allowing coupe and convertible owners to option their car with tu-tone lower body paint, plus the honeycomb sportlamp grille from the Mach 1/Boss 351 and the Mach 1's urethane bumper.

A commemorative Olympic Sprint Edition (also available on the Pinto and Maverick) was released between March and June of this year. Sprint editions were available in Hardtop and Sportsroof variants, and featured white paint schemes with light blue accents and USA shield decals on the rear quarter panels. An additional 50 Sprint convertibles were produced exclusively for the 1972 in Washington D.C.

1972 saw the end of the special Ford muscle car performance engine era. At mid-year, Ford offered a slightly detuned Boss 351 engine, which could be ordered with any model. Only 398 Mustangs were built with the drag race oriented R code motor and was designated as the 351 HO. Mandatory options were the top loader 4 speed, competition N case rear end (427, 428, 429, Boss 351, 351HO), and air conditioning delete.

Vacuum operated Ram Air was not available, however the HO came with the first full time cold air induction system in a Mustang, routing cold air via a 2 piece plastic duct under the battery tray to the air cleaner snorkel. All 351 HO cars were manufactured in Dearborn, MI. 1973 1973 brought some mild restyling. The urethane front bumper became standard, and was enlarged in accordance with new NHTSA standards.

All Mustang models had their sportlamps re-purposed as turn signals, as the new bumper covered part of the front valance (and therefore the previous turn signal location). These new lamps - unlike their 1971/72 counterparts - were now oriented vertically. Both a Mach 1 and base grille were offered, with differing insert patterns.

Mach 1 decals were also revised in 1972 for 1973 models, and the previous hockey stick side stripes of 1971–1972 models became an option on hardtops and convertibles with the addition of the 'Exterior Decor Group'. Magnum 500 wheels, previously optional, were superseded by forged aluminum 5-hole wheels. The 1973 model year Mustang was the final version of the original pony car, as the model name migrated to the economy, -based the next year. Front end styles Other variants A small number of Mexican-produced cars were manufactured with the 'GT-351' trim package, under license by Shelby de Mexico.

Additionally, 14 vehicles were modified and decaled by Shelby dealer Claude Dubois for European clientele. Engines Automakers in the U.S. Switched from gross to net power and torque ratings in 1972 (coinciding with the introduction of low-compression engines); thus, it is difficult to compare power and torque ratings between 1971 and 1972., type, code max. Industry reaction The Mustang's success left unprepared.

Chrysler introduced the a few weeks before the Mustang, and although it was later redesigned as a distinct 'pony car', it was initially a modified. However, the 'fish car' did not enjoy as strong a market demand as Ford's 'pony'. General Motors executives thought the rear-engined would compete against the Mustang, but it also sold poorly by comparison. The Monza performed well, but lacked a V8 engine and its reputation was tarnished by in his book. It took GM until the 1967 model year to counter with the and.Mercury joined the competition in 1966 with the, an 'upmarket Mustang' and subsequent Motor Trend Car of the Year. In 1967, (AMC) introduced the, an image changing 'standout' four-place pony car. In 1969, the, a version of the Plymouth Barracuda, was last to join the pony car race.

This genre of small, sporty automobiles is often referred to as the ' because of the Ford Mustang that established this market segment. References. ^ (in Spanish). Retrieved July 15, 2010. ^ (in Spanish). Retrieved July 15, 2010.

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