Şimdiye kadar üretilen en iyi nustang olarak kabul edılıyor.2motor seçeneğine sahip olan mustang 2010[V6 ve 315 hp'lik 4.6-litre bir V8]
3 secenek olarak alınabilecek coupé, convertible ve cam tavanlı.1960 modeli anımsatan arka led lambaları ayrı bır güzellik katmış.
iç mekan oldukca buyuk ve geniş.kokpit için 125 renk seceneğinide ihmal etmemişler:)Aluminyum panelleri,krom cerceveli göstergeleriyle çok güzel iç mekana sahip yukarıda bir kaç resimler belirtmek istiyorum..

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mustang 1978

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I acquired this car back in 1990 while on my way from Seattle to northern California for some archaeological fieldwork. My month-and-a-half old 1984 Bronco II’s engine seized up in central Oregon and, not being able to afford an on-the-spot engine rebuild, I swapped the dealer for something off their lot.

Up until that point I’d not paid much attention to Mustang II’s–like many others, I thought of them as “glorified Pintos” and “that thing that Farrah-Fawcett drove”–but this one was in mint condition with only 43k miles on it. It really was owned by the proverbial little old lady who drove it to church on Sundays. And it had a V8! So the deal went down and I drove off with a 1978 Mustang II.

After all of the trouble I had had with both the Bronco and my previous 1975 Buick, the Mustang was a god-send. It drove well, was mechanically sound, but most importantly it just worked. I drove all over northern California for several weeks without problem. And it was fun to drive to boot. The beach photo above was taken shortly after purchase.

While many deride any mid-late 1970s cars for not having much power, the little Mustang performed pretty well, especially in comparison to the Bronco and my Buick with the anemic 231 v6. The V8–basically a detuned version of Ford’s long-time 302–was rated at 139 hp, but most observers think that was somewhat conservative. Since the Mustang II weighed only about 2700 pounds soaking wet, it still had pretty good pickup.

It’s basically a King Cobra version without all the stickers, spoilers and other doo-dads: V8, competition suspension, limited-slip differential, lacy-spoke aluminum wheels, 3-spoke steering wheel and other goodies. It also had a rear defroster, A/C, and cruise control; all in all, not a badly equipped little car for the time.

I was a grad student through the 1990s and commuted to work by bus, so I didn’t drive it much except on the weekends. But by 2005 or so, it was starting to show its age. The engine was starting to require a lot more work, and the paint in the front half was starting to look pretty awful–it was faded, cracked and peeling off in spots. I’d done some major work on it already, such as rebuilding the transmission, and replacing much of the front steering and suspension, but more was surely to come. In addition, with higher speed limits the old 302 had difficulty on the freeway; it was indeed a car of its (55mph) period.

Time for a decision; restore it to acceptable daily-driver condition, or get rid of it? It was a difficult decision. On the one hand, even though the 1974-78s had been increasing somewhat in value, there wasn’t much chance I’d ever recoup any major investment in it. On the other hand, they had become pretty rare anyway and I’d developed an affection for my Mustang over the years.

I went out and test-drove a few new cars and was almost ready to dump it for a shiny new model when I went back and looked at the beach picture and fell in love with the dumb thing all over again. And so I embarked on a major remod.

I replaced the old 302 with a 1989-93 5.0L EFI HO engine with Hooker headers and dual exhaust all the way back (picture above). It’s never been dynoed, but we figure the output is probably around 260-270 hp now. I decided to keep the factory color–dark metallic brown–and had the whole thing repainted as well.

Just this past year I replaced the carpeting and had some upholstery work done. All in all, back to factory condition with some added oomph under the hood. I liken it these days to another ’70s-era classic: “Better than it was. … Better. Stronger. Faster.”

These cars never got much respect, especially from the “enthusiast” crowd. In many ways, the Mustang II fell short of where it could have been due to some less-than-optimum choices made by Ford. There was really very little Pinto in them, but the sheet metal makes the comparison obvious. Performance-wise, as Chris has pointed outthis blog the Mustang II fared poorly against much of its direct competition (Camaro and Firebird, but also smaller coupes such as the Monza).

Still, the basic mechanicals were well-thought-out and these days Mustang II enthusiasts have an excellent platform to start from. The suspension and steering perform well, and the engine and drivetrain can take modifications fairly easily; I didn’t even have to swap out the transmission with the new engine. Specialized parts are often difficult to find, but in general they’re pretty easy to work on and there’s a devoted set of Mustang II enthusiasts to assist..

I’m glad I kept it. It’s an absolute kick to drive and by far the vast majority of people break into a smile when they see (and hear!) it coming. Which is, I guess, what Car Lust is ultimately all about.

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Your first question is, of course, “Can I drive it on the street?” The answer: If you live in Hazzard County, maybe.

The list of available-to-the-public hot Mustangs, already lengthy with efforts by Ford’s own SVT and tuners such as Shelby, Roush, Steeda, and Saleen, grows by one with the pending addition of the King of All Mustangs, which comes from an unlikely source: Ford’s own racing division, which turned to Multimatic Motorsports, a Canadian performance company, to complete the project. The naturally aspirated engine comes from Roush-Yates, the NASCAR boys. The inspiration and the initial investment come from Dan Davis, director of Ford Racing Technology.

As befits the fastest, most powerful Ford Mustang ever to be sold by the company, almost everything on the car that doesn’t make it go faster has been eliminated. That carbon-fiber and aluminum rear wing - 15 possible positions - is there for a reason, as is the carbon-fiber front splitter. They help hold the car down at top speed, which, we learned, is 172 mph, engine screaming at the 7200-rpm redline in sixth. Geared for top speed, this is certainly an over-200-mph car. As it is, performance numbers are pretty respectable for a car built not for acceleration but for road-course racing: 0 to 60 mph comes in 3.9 seconds, the quarter-mile in 12.1 seconds at 123 mph. The skidpad number is 1.15 g, with a full tank of 100 octane.

Typically, an automaker’s motive for building a car like this is slightly masturbatory, conceived, then achieved, with little more of a long-term goal than making yourself feel good while showing off. Not so with the King of All Mustangs: Ford, which is expected to lose upwards of $5 billion this year, really isn’t in a position to engage too much in self-gratification. Dan Davis figures he can build two of these cars a week and already has orders for them, despite minimal publicity.

The car’s formal name is the FR500GT. Insiders refer to it as the “Man Racer.” The $125,000, 420-hp FR500C Mustang, having just wrapped up it its second year racing in the Grand-Am Cup Series, was originally called the Boy Racer by Ford executives. So this new Mustang, with 130 more horses, has been referred to as the Man Racer.

In every sense, it’s a step up from the FR500C, but that program has been an excellent template for what Ford hopes to do with the Man Racer. The Boy Racer won at Daytona in 2005, its first race. The car was delivered to its owners just three days before the 200-mile race. That program, says Davis, “proved that we can build a turn-key race car that can win and not cost a fortune. And it proved we can make money at it.”

So what Davis wants to do now is make money on another, all-new racing series that, at first anyway, would feature FR500GT spec cars. Several sanctioning bodies are interested, but Davis’s first choice would be to have the Champ Car World Series sanction it and run the races on Saturday afternoons in conjunction with Champ Car’s Sunday shows in the U.S., Canada, and Mexico. Looking at the 2007 Champ Car schedule, that would be 13 possible races. Since Ford is the engine supplier for Champ Car, it makes sense, and Davis says the owners and management of the open-wheel series “are really enthusiastic about it.” It’s too late for a full 2007 series - at present, only three cars exist - but Davis would like to start the series midway through 2007.

Race driver Scott Maxwell, class winner at the 2006 12 Hours of Sebring and a 24 Hours of Le Mans veteran, did most of the development work on the FR500GT Man Racer, as well as the Multimatic-built FR500C Boy Racer that preceded it. The FR500GT “is just more of everything - more power, more aerodynamics, more tire grip.” With the Boy Racer, he says, “the fastest way to drive it is to stay really smooth. But with the Man Racer, you can really toss it around. It’s forgiving. You can get away with a lot. And it’s a blast to drive.”

Speaking of driving it, any advice? “You’ll be comfortable almost immediately. It’s surprising how quickly you can raise your limits in the car.”

True. The FR500C Boy Racer is plenty fast, but it still feels like a Mustang, due in part to the restrictive Grand-Am Cup rules that dictate, for example, stock rear brakes. Bound by no such limitations, the Man Racer feels, and performs, more like a double-throwdown tube-frame race car. Had you not known, you’d never have guessed that it started life as a production car. The FR500GT begins as a stock Mustang body and chassis from the plant in Flat Rock, Michigan, and moves to Watson Engineering in Dearborn, where 30 hours are spent welding in a roll cage and another 40 stitch-welding seams, making an already solid car downright tank-like. Then the car moves to Multimatic, near toronto, for finally assembly and paint.

The engine in the FR500GT we drove is essentially a Roush-Yates engine from a Grand American Rolex Sports Car Series Daytona Prototype and actually is down 16 horsepower from the 550-hp engine Davis wants for production Man Racers. The $12,000 transmission is a six-speed sequential Hollinger unit used in the Australian Touring Car Series. It works like a motorcycle transmission: Pull the lever rearward for upshifts, press forward to downshift. The clutch isn’t needed to upshift, but you need to lift the throttle. Davis says the unit in the production cars should be capable of foot-to-the-floor shifting. (The Boy Racer, incidentally, uses a conventional six-speed Tremec manual.)

Name-brand stuff abounds: BBS alloy wheels and 18-inch Pirelli P Zero racing slicks that are the same size front and rear for lower cost. Brakes are AP Racing with Performance Friction pads. There’s a Sparco seat with a six-point harness and a removable steering wheel. But a lot of the money in the FR500GT involves stuff you can’t see, Davis says, “anything that might be fragile, that’s where we spent the money: the rear end, the bearings, the full-floating rear axles, the spindles, extra cooling. The idea is that once you buy this car, unless you wad it up, you should be able to get through a racing season with very low maintenance costs.”

Which include the engine. He knows it will be a Ford V-8, naturally aspirated, 550 horsepower, but the rest, he says, may be negotiable. “We have a lot of sources for engines, but I’m leaning toward Roush-Yates because we have a great relationship with them and because they build good stuff. Plus, I think customers would like having that NASCAR pedigree.” Known for making horsepower, team owner and engine builder Robert Yates, who won the 1999 NASCAR Winston Cup championship with driver Dale Jarrett, combined engine shops with the better-known Jack Roush in 2004, and Roush-Yates now supplies engines for eight Nextel Cup teams.

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