Adding power may make a better sport coupe, but it doesn’t always make a better ragtop, and Ford’s ’96 Mustang Cobra Convertible is yet another case in point. I don’t mean to suggest that the 305-horsepower, all- aluminum version of Ford’s V8 engine makes the going less stimulating. Au contraire. Its performance is distinctly different from the big liter V8s available in the Chevrolet Camaro and Pontiac Firebird. But when all those valves (32 of ’em) and overhead camshafts (four) start turning at higher speeds — 4,000 and above — this engine is pure delight. As addictive as it is, however, the engine’s additional power also magnifies the basic weakness of this chassis. Even though the current Mustang was specifically engineered with the convertible in mind, and Ford’s Special Vehicle Team has done extensive strengthening for the Cobra version, there’s still too much flex in the chassis. And that adds up to a car that isn’t quite sure what it wants to be. For all the engineering updates that went into the latest Mustang make over, Ford stopped well short of a redesigning the car from the ground up. Even though this is America’s favorite sporty car, its annual sales didn’t justify the investment that go with an all- new car. As a result, this is the oldest chassis in Ford’s entire inventory, rear-wheel drive or otherwise. New suspension components and other engineering tweaks can give an old chassis a new lease on life in terms of ride and handling. The Mustang Cobra coupe provides striking proof. But they can’t really compensate for the absence of a roof. As a consequence, the convertible version has shakes and shudders in bumpy going that don’t show up in the coupe. I emerged from a week of driving the Cobra convertible with a sense of the engine being considerably faster than the rest of the car. In sporty driving on twisting back roads, the rear end hops around nervously on small chatter bumps, and overall ride is compromised by little things like freeway expansion joints, which become just a bit too perceivable to both the driver and passengers. Structural compromises also show up in the noise department. Convertibles are notorious for accumulating rattles and squeaks as time goes by, and our Cobra tester had already developed one rattle somewhere in the left rear quarter, even though there were fewer than 2,500 miles on the odometer. With a suspension tuned to deliver sports-car handling, plus aggressive low-profile tires, it seems likely to me that other irritating body and chassis noises will join in as mileage accumulates. There was another noise source in our test car that had nothing to do with the structure. The Mustang Cobra only comes with a five-speed manual transmission. An automatic is not even an option. That transmission and rear end produce a little mo re gear whine than is really acceptable by contemporary standards. This is audible at almost all speeds, but it becomes particularly annoying in fifth gear at fast freeway velocities. Drivetrain noise such as this might be OK in a racing machine, but it’s out of place in a street car. On the plus side of the noise ledger, the V8 engine produces very sophisticated music when it’s making power. It’s not the lazy basso rumble we’ve been conditioned to by decades of Detroit overhead valve V8s, but I find the blend of whiskey tenor exhaust and precision-orchestrated overhead cam machinery is every bit as seductive. While the big difference between the Cobra and the other Mustang convertibles lies in things that don’t show at a glance, there are a few visible reminders. The Cobra coupe and convertible come with their own unique set of handsome 17-inch aluminum alloy wheels, and sporty bucket seats with better than average lateral support and ery good long-haul comfort. The seats in our test car were clad in creamy black leather that made a spiffy contrast with the arctic white exterior and the white top, a combination that got plenty of longing looks during a weekend of cruising the Hamptons on New York’s Long Island. Another interesting Cobra touch is the instrument package. By day, the gauges are white with black markings. But at night, the lighting reverses the effect, and the numbers glow bluish white on black. Gimmicky, perhaps, but definitely cool. Our tester was also equipped with a very good AM/FM/CD sound system, although its controls could use the upsizing we’ve seen in some other newer Ford products. Operation of basic systems was precise and free of glitches. The top is simple. Undo the two latches atop the windshield, touch a button and down it goes. There’s a glass rear window — no concerns with plastic window fogging or cracking — equipped with an electric defogger, and the top seals well. No wind whistles and no leaks in our car-wash check. Shift engagements for the five-speed transmission were exemplary, and the steering provided good road feel, albeit with a little more low-speed power assist than I like in a car conceived to satisfy sporty appetites. Braking performance, with big discs and standard antilock, is first rate. Like most sporty coupes and convertibles, the Mustang is very short on rear-seat legroom and trunk space. If four-passenger seating is a priority, Chrysler’s Sebring JXi is worth a look, although you’ll give up the option of V8 punch that’s available in the Mustang, Camaro and Firebird. If you want four-passenger seating with performance, the Saab 900 V6 and 900 Turbo convertibles are possibilities, although the price goes up to around $40,000. Our Cobra convertible test car was some 10 grand south of that, but still in the realm that’s likely to make most of us think more than twice. The basic Cobra ragtop starts at $28,105, a figure that includes the comfort and convenience features you’d expect of a car in this price class. Our test car was enhanced by a $1,335 preferred equipment package that provided leather seats, compact disc player and antitheft system, pushing the total perilously close to the $30,000 frontier. Naturally, this includes the extensive suspension tweaking by the Special Vehicle Team plus that superb 305-hp V8. But it seems to me that the Cobra convertible makes promises it can’t quite keep. True, the power is intoxicating, but its handling and ride don’t quite keep up. Beyond that, this engine likes revs. It doesn’t have the kind of relaxed muscle you get in the 285-hp versions of GM’s V8s, which are offered with an automatic transmission option. Classic American pony-car ragtops are all about cruisin’ and lookin’ good. The Cobra convertible certai nly does this, but the GT version — with its 215-hp V8 — does it just as well, for about $4,000 less. If you’re interested in all-around performance — handling, as well as straight ahead — the Cobra coupe is an excellent choice. But unless you happen to be a collector, the Cobra convertible is harder to justify. Without a roof, the Mustang Cobra is like a star sprinter trying to run the 100-yard dash in street shoes. He’ll look good trying to do it, but it doesn’t quite make sense. SPECS: Rating: 2 wheels Vehicle type: Front-engine, rear-drive, four-seat convertible Key competitors: Chevrolet Camaro Z28, Pontiac Firebird Trans Am Base price: $28,105 Price as tested: $29,440 Standard equipment: ABS; dual air bags; air conditioning; AM/ FM/cassette sound system; power top, seats, windows and m rrors; keyless remote entry; cruise control Engine: 305-hp, V8 EPA fuel econ.: 18 city/26 hwy. Curb weight: 3,540 pounds Wheelbase: inches Length: inches Width: inches Height: inches Where assembled: Dearborn
In this Mustang engine swap we replace the factory 4.6L mod motor in this New Edge Mustang with a 5.4L V-8 engine from a 2000 Ford E-350 van - 5.0 Mustang & Super Fords Magazine
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Mustang5L5 said: That's actually where i got the numbers. I was off a few pounds, but that's cuz i didn't feel like going to get the mag. MM&FF quoted an assembled 4.6L aluminum head as being around 45 pounds while a stock iron 5.0 head was 55ish. great minds think alike.
Greg Pajo and FordCar and Driver Over the years, we've tested a plethora of American muscle cars and have been there for each drastic refinement since the 1960s. Straight-line speed is one obvious improvement. And it's unfair to describe muscle cars as one-trick ponies, as they've started carving up corners at speeds unthought of even 10 years ago. Especially because some of today's Mustangs are fully-electric. But, if you're looking at a benchmark that accurately reflects how much a single model, such as the Ford Mustang, has improved over the past few years, you can't go wrong with the old-fashioned zero-to-60-mph time*. It's easily relatable and comparable, unlike a skid pad number or a Nürburgring lap time. Thanks to our extensive history of gathering our own performance data, we have decades of revealing numbers captured by our editorial staff that not only offer a unique look into a vehicle's evolution but also serve as a performance barometer of sorts for any given era. Jump in and flip through more than five decades of Mustang acceleration numbers pulled from some of the hottest (and not so hot) performance ponies ever strapped with C/D test equipment.*Acceleration times using 3-mph rollout, not our current rollout standard of 1 foot with the exception 2020 Ford Mustang Shelby GT500 and newer. Ford Mustang Convertible: seconds It’s easily the best thing to come out of Dearborn since the 1932 V-8 Model B roadster. But for all Ford’s talk of Total Performance, it’s still clear that the Mustang has been designed and built to a price. The necessity of meeting cost goals meant that it had to share a maximum number of components with other models in the Ford line. Out of this situation sprang the advantage of an extremely wide availability of options for the Mustang, selected from the Falcon, Fairlane, and Galaxie MUSTANG CONVERTIBLE TEST 1967 Ford Mustang GT : seconds You’d think that dropping an anchor like the 390 engine into the Mustang would overload the front end and make it handle like a real dog, wouldn’t you? The puristi will glance at the specs and hoot derisively at the percent weight distribution and tell you the rig will never fly, right? In truth, even we expected the Mustang 390 GT to plow like an Ohio farmer. It doesn’t. The car we tested had over 400 pounds more weight on the front wheels than the last Mustang we tested—a 271-hp 289. There have been no basic changes in the Falcon-inherited suspension, yet the Mustang 390 GT has balance and handling. FULL MUSTANG GT TEST 1968 Ford Mustang Coupe: seconds The Mustang engine was all business. No chrome air cleaner or valve covers. Just plain old blue paint. Even the headers were kind of pale blue. Right on top was a super-tall aluminum, two 4-barrel inline intake manifold with a pair of 540-cfm Holleys and a paper-element air cleaner. There it was, tunnel-port fans, right in front of our very eyes. The real thing. “Well, yes, this is your regular to 1 compression ratio, dry-deck, tunnel-port 302,” allowed Ford Man, still a bit defensive from the tire discussion. “How many do ya want?” FULL MUSTANG TEST 1969 Ford Mustang Mach I: seconds It may just be that this time the stylists have done too good a job. Look at the Mustang Mach I, and you expect miracles—drive it, and they are not forthcoming. The pieces are there—most of them anyway—but the sum is far short of its parts. FULL MUSTANG MACH I TEST 1971 Ford Mustang Boss 351: seconds To race or not to race? Ford has finally decided. Not to. With all the pressure from ecologists and auto-safety advocates, Ford was finding it impossible to justify dropping four or five million at the tracks every year where people could see it. So no more racing. That sort of leaves the Boss 351 dangling from the end of the limb that has been cut off. The main purpose of its existence has been to fulfill the SCCA production requirement so that the factory racers would have something from which to build a juggernaut for the Trans-Am. But if the factory isn’t going to race them, who will? FULL MUSTANG BOSS 351 TEST 1974 Ford Mustang II Mach I: seconds While the Mustang II shares some standard components with the Pinto, it is not just another version of that economy sedan—no more than the original Mustang was simply a Falcon. It has been built with the specific intention of coming into the market as a Super Coupe and, in terms of “feel,” it’s a success. As opposed to the sterile practicality and cost-trimming measures so dispassionately evident in American-made economy cars up to this time, the Mustang II in no way seems to be a cheap car. FULL MUSTANG II MACH I TEST 1976 Ford Mustang II Cobra II: seconds You can’t deny its initial appeal—a glorious sobriquet from the past, Carroll Shelby paint job, scoops, spoilers, white-letter tires, V-8 motor, and four on the floor. Sounds neat, but what you get is a mini Mark IV all dressed up in performance gear with nothing to make it go. Your mother-in-law deserves more than mph. To strangle a 302-cubic-inch motor down to a sickly 134 horsepower is an amazing—but embarrassing—feat of modern technology. FULL MUSTANG COBRA II TEST 1980 Ford Mustang Cobra: seconds First the bad news: The big motor’s gone. We say “big” with tongue firmly planted in cheek, because 1979’s 302-cubic-inch V-8 sucking life through a two-barrel straw was hardly what you’d call muscle bound. Nevertheless, this year’s plan is a smaller cylinder bore and less displacement to wring one more mile out of every precious gallon of gas. The new, 255-cubic-inch (4810 cc) V-8 also trims 25 pounds off front-end weight. What this costs you is roughly 10 horsepower compared with the 302 V-8’s 140 net horsepower output. Ford claims the change brings a fuel-economy improvement of mpg. FULL MUSTANG COBRA TEST HERE 1982 Ford Mustang GT: seconds Press on the Mustang’s gas pedal, and great things happen. An authoritative growl from under the hood is accompanied by screeches of rubber at the back of the car. This Mustang is at the moment the quickest machine made in America, and our internal sources at the Ford Motor Company suggest that efforts are afoot to keep Mustangs and Capris that way. FULL MUSTANG GT TEST HERE 1983 Ford Mustang GT: seconds The third-gen Mustang GT marked the start of a long climb out of the Dark Ages for American carmakers. Two oil shortages in the previous 10 years and the ratcheting up of emissions standards had diverted engineering resources into building smaller, more efficient cars. By 1983, though, the Camaro/Mustang performance race was on again. That rivalry was, like now, about more than just straight-line speed, so Ford also retuned the ’83 GT’s suspension for better handling and widened its Michelin TRX rubber for more grip. FULL MUSTANG GT TEST HERE 1996 Ford Mustang GT: seconds Now that the year-old redesign of the Ford Mustang has some miles on it, both Ford and the Mustang’s obsessed clientele are ready for a few important changes. A Mustang Cobra making more than 300 horsepower is certainly welcome. And finally banished from the ’96 Mustang GT is the ancient overhead-valve V-8, which—in various guises—has powered Mustangs since their inception. Certain purists may wail and gnash their teeth over this one, but it’s a transition we like. FULL MUSTANG GT TEST HERE 1999 Ford Mustang SVT Cobra: seconds Who ever thought a factory Mustang would command a price of $28,000? More surprising, who could have imagined that a Mustang would have an independent rear suspension? Well, the 1999 SVT Mustang Cobra lays claim to both those surprises and makes a strong case that the latter (abetted by a new 320-horsepower version of the four-cam, aluminum-block V-8) justifies the former. FULL MUSTANG SVT COBRA TEST HERE 2003 Ford Mustang Mach 1: seconds The Mach 1 earns its silver medal because it is brute fun. Drop the hammer, and with no especially refined technique, 60 mph is yours in a scalding seconds, just second behind a $34,750 SVT Cobra and the fastest time in this test by a full half-second. The first two shifts of the notchy box leave skid marks, and the fourth shift puts paid to 151 mph. FULL MUSTANG MACH 1 TEST HERE 2005 Ford Mustang GT: seconds It doesn’t happen often, but the hens in the henhouse sometimes kill the fox. That’s apparently what happened over at Henry’s glass henhouse in Dearborn. The GT’s SOHC modular V-8 now features 24 valves rather than 16. The three-valve heads permit an increase of 40 horses and 18 pound-feet of torque, although both improvements are realized at loftier revolutions. FULL MUSTANG GT TEST HERE 2010 Ford Mustang Shelby GT500: seconds Remember when 540 horses were enough to win Indy or set a Bonneville record? The Shelby lunges forward with a fearsome roar when you mash it, the acceleration making you startlingly heavy in the seat. Even so, Ford thought our quarter-mile was slow by a half-second, but after two test sessions in imperfect conditions—and after letting Ford’s own hot shoe take the wheel—we were unable to better the times. Ford figures the car should run quarters, maybe quicker. Maybe so—we await the proof. Meanwhile, it’s no quicker than a Chevy Camaro SS, which is about $17,000 cheaper. FULL MUSTANG GT500 TEST HERE 2011 Ford Mustang GT: seconds The 412 horsepower and 390 lb-ft of torque, the latter on a gloriously flat curve that peaks at 4250 rpm, are achievements. It’s enough to knock out a 60-mph sprint in seconds, and the quarter-mile in seconds at 109 mph, which are more or less Camaro SS times. Finally, a Mustang engine that doesn’t have to eat dust from a small-block. FULL MUSTANG GT TEST HERE 2013 Ford Mustang Boss 302 Laguna Seca: seconds Two. That’s how many times this author looked underneath the 2013 Boss 302 Laguna Seca to make sure some crafty Ford employee hadn’t replaced the solid axle with a fancy-pants independent-rear-suspension setup. It’s not as if the Boss were suddenly devoid of axle hop or radically more skilled at navigating off-camber curves and uneven pavement than are other current Mustangs, but Ford has finessed the stick axle to the point where it no longer spoils an otherwise good time. Still, we wanted to be 100 percent sure the company hadn’t slipped us a ringer. FULL MUSTANG BOSS 302 TEST HERE 2013 Ford Mustang Shelby GT500: seconds With a car like this, you inevitably focus on the numbers. The $54,995 GT500 coupe turns in a zero-to-60-mph sprint of seconds. Ferociously tall gearing means third gear is good for 140 mph and first gear is long enough to reach highway speeds. Even so, the quarter-mile passes in seconds. Slam a redline shift from second to third, and you’ll hear the rear tires chirp. We also saw an even g on the skidpad. FULL MUSTANG GT500 TEST HERE 2015 Ford Mustang GT: seconds With a six-speed manual sprouting up between the seats, the V-8 makes very short work of the first three gears. The accelerative rush is such that the somewhat cheesy Ground Speed label on the speedometer makes some sense, and the needle swings into triple digits very quickly. Zero to 60 mph is accomplished in seconds, and the quarter-mile lights tripped in 13 flat; our Mustang also hit 150 mph in well under 30 seconds. Also, there’s no Muzak version of the Daytona 500 played through the speakers in the Mustang. The GT’s V-8 soundtrack, although more subdued than we expected, is generated solely by combustion events and not electrons. We came away from this hushed GT thinking about refinement, not tinnitus. FULL MUSTANG GT TEST HERE 2016 Ford Mustang Shelby GT350 / GT350R: / seconds Not that the new Shelby isn’t quick, but it’s not a dedicated quarter-mile eater, either. The base GT350 reaches 60 mph in seconds after a somewhat difficult launch and does the quarter-mile in seconds at 117 mph. Perhaps not stunning numbers these days, but the test car did weigh 3796 pounds. With its 18-pound carbon-fiber wheels and stickier Michelin Pilot Sport Cup 2 tires, the R (at 3710 pounds) makes it to 60 in seconds and through the quarter-mile in seconds at 119 mph. Guess what? Porsche 911 GT3 drivers don’t jump up and down about drag-strip times. Stats that matter to them more are skidpad grip and braking distances. There, the 350 and 350R pull g and a startling g, while stopping from 70 mph in 152 feet and 146 feet. Ford’s priorities become clear when you check the track-sheet data. FULL MUSTANG GT350 TEST HERE 2018 Ford Mustang EcoBoost: seconds The Ford Mustang's punchy turbocharged inline-four EcoBoost engine was available with its own Performance Pack for the 2018 model year, and like today, comes with a 10-speed automatic. If you recall, the last EcoBoost we tested was a 2015 example that had four fewer gears to mess around with. The extra speeds help in a straight line, as the 2018 EcoBoost goes from zero to 60 mph in seconds flat. That's an improvement of seconds over the 2015 model. FULL MUSTANG ECOBOOST TEST HERE 2019 Ford Mustang Bullitt: seconds We've been in love with the Ford Mustang Bullitt since we first saw it on screen with Steve McQueen. Instead of making us pine for our own, Ford sent one for a 40,000-mile long term test, and we recently got our car out to the test track. It makes good use of its 480 horsepower on the way to 60 mph in seconds. It's slower than the less powerful GT to 60 mph because the Bullitt comes with a sweet manual transmission with a cue-ball shifter, a concession that's worth the half-second loss. FULL MUSTANG BULLITT TEST HERE 2020 Ford Mustang Shelby GT500: seconds 2021 Ford Mustang Mach 1: seconds A 480-hp all-motor throwback, the Ford Mustang Mach 1 is what's leftover now that the Bullitt and Shelby GT350 have been discontinued. The Mach 1 has 20-hp more than the standard Mustang GT, uses the six-speed manual transmission from the GT350, but will also offer a 10-speed automatic. Our test car used the proper six-speed, and sticky Michelin Pilot Sport Cup 2 tires for a acceleration run to 60 mph. Although not as quick as the GT Performance Package 2 or GT350, the Mach 1 trailed behind by only a couple tenths of a second. FULL MACH 1 TEST RESULTS 2021 Ford Mustang Mach-E: seconds Fords use of the Mustang name for its all-electric crossover was controversial. The dual-motor Mach-E we tested has 346-hp, but unlike previous Mustangs, you can't hear any of it. It tipped the scales at 4856 pounds; the heaviest Mustang ever. It's to 60 mph beats the 300-hp fifth-gen Mustang GT and went from 50–70 mph in just seconds. We managed 350 miles of highway range in this all-wheel-drive Mustang, and whether you agree with the name or not, saddle up because the Mach-E won our EV of the Year award for 2021. FULL MACH-E TEST RESULTS A Brief History in Zero-to-60-MPH for the Chevrolet Corvette This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at
Explanation of Ford 4.6 firing order diagram. 2009 Ford 4.6 has a firing order of 1-3-7-2-6-5-4-8. The vehicle’s flawless running depends on precise sequencing. F150 pickup vehicles and other F Model medium-duty vehicles suffer as a result, as do their engines. The Ford 4.6’s 8 pistons are positioned front to rear consecutively.
The Mustang i V8 GT (304 Hp) produced by Ford comes with a 4606 cm3 Petrol (Gasoline) A-95 engine producing 304 HPW. The model was launched in production in year 2004 and stopped production in 2009. Top speed for Ford Mustang V i V8 GT (304 Hp) is 240 km/h and it takes n/a seconds to reach 100 km/h from a standstill. Check below technical details and specifications for the Ford Mustang V i V8 GT (304 Hp): Performance Engine i V8 GT (304 Hp) Power 304 HPW Maximum Speed 240 km/h 0-100 Km/h acceleration n/a Fuel Consumption Urban n/a Fuel Consumption Extra-Urban n/a Fuel Consumption Combined n/a Fuel Type Petrol (Gasoline) A-95 Weight n/a kg Emission Standard n/a Manual Gearbox (# gears) 5 Automatic Gearbox (# gears) 5 Car Parts Find and order various car parts for the Ford Mustang V i V8 GT (304 Hp): Tires Wheel Rims Suspensions Body Parts Lubricant Oil Injectors Turbine Windshield Light Bulbs General Details Car Brand Ford Model Mustang Generation Mustang V Body Type Coupe Number of Doors 2 Seats 4 Dimensions, Weights, Volumes Length 4775 mm Width 1877 mm Height 1407 mm Weight n/a kg Maximum Weight n/a kg Wheel Base 2720 mm Front Track 1592 mm Rear Track 1588 mm Clearance 100 mm Fuel Tank Capacity 61 liters Maximum Luggage Volume 340 l Minimum Luggage Volume n/a l Engine Engine Position Front, lengthwise Engine Volume 4606 cm3 Fuel System Multi-point injection Turbine n/a Torque 427/4500 Nm Maximum Power In 6000 rpm Fuel Type Petrol (Gasoline) A-95 Number of Cylinders 8 Position of Cylinders V engine Diameter of Cylinders mm Stroke in the Cylinder 90 mm Compression Ratio Number of Valves per Cylinder 3 Valvetrain n/a Engine Model n/a Wheels & Brakes Wheel Drive Rear ABS Yes Steering Type Steering rack Power Steering Hydraulic Steering Front Brakes Disc Rear Brakes Ventilated discs Front Suspension Independent, spring Rear Suspension Independent, spring Tire Size 235/55 R17 Wheel Rims Size 8J x 17 Turning Diameter n/a Ford Mustang V i V8 GT (304 Hp) Images There is a good range of Ford images on Google – CLIKC HERE for Ford Mustang V images. The data for Ford Mustang V i V8 GT (304 Hp) presented above may contain errors. does not take any responsibility for any inaccuracies. We are always looking to improve our car database, so if you identify any incorrect details, please get in touch with us.
Prueba Ford Mustang GT 5.0 V8 450 CV: genuino sabor americano. Si nos lees, es de suponer que seas seguidor del mundo del motor. Y como entusiasta de las cuatro ruedas también es bastante lógico que en alguna ocasión hayas fantaseado con el Ford Mustang GT que ponemos a prueba esta semana. Es algo perfectamente normal, yo reconozco que
Cars » Ford » Mustang » i V8 32V Cobra R (390 Hp) Ford Mustang IV i V8 32V Cobra R (390 Hp) technical specifications and fuel economy Ford Mustang IV i V8 32V Cobra R (390 Hp) has a urban fuel consumption of l/100 km | mpg US | mpg UK extra urban fuel consumption of l/100 km | mpg US | mpg UK Ford Mustang IV i V8 32V Cobra R (390 Hp) accelerates from 0 to 100 km/h in sec. The maximum speed is 280 km/h | 174 mph. Ford Mustang IV i V8 32V Cobra R (390 Hp) Technical information 4601 cm3 390 hp 287 kW sec 280 km/h 174 mph 1665 kg 3671 lbs Compare this car with other cars General information Brand : Ford Model : Mustang Generation : Mustang IV Engine / modification : i V8 32V Cobra R (390 Hp) Production start : 2003 year Production end : 2004 year Coupe type : Coupe Num. of Doors : 2 Num. of seats : 2+2 Fuel economy (consumption) Fuel consumption / economy - urban : l/100 km | mpg US | mpg UK Fuel consumption / economy - extra urban : l/100 km | mpg US | mpg UK Fuel consumption / economy - combined : Fuel consumption at Low speed (WLTP) : Fuel Type : Petrol (Gasoline) Fuel consumption at Medium speed (WLTP) : Fuel consumption at high speed (WLTP) : Fuel tank volume : 59 l | US gallons | UK gallons Fuel consumption at very high speed (WLTP) : Combined fuel consumption (WLTP) : Performance Power : 390 hp | 287 kW Max power in : 6000 rpm. Maximum speed : 280 km/h | 174 mph Acceleration from 0 to 100 km/h : sec CO2 emissions (WLTP) : Torque : 529 Nm @ 3500 rpm. Engine Engine position : Front, longitudinal Engine displacement : 4601 cm3 Engine oil capacity : Fuel System : Multi-point injection Aspiration / Turbine : Turbocharging Position of cylinders : V engine Valvetrain : DOHC Number of cylinders : 8 Number of valves per cylinder : 4 Compression ratio : Piston Stroke : 90 mm Cylinder Bore : mm All-electric range (WLTP) : Average Energy consumption (WLTP) : Max speed (electric) : Electric motor Battery weight : Recuperation output : System power : System torque : Transmission Wheel Drive : Rear wheel drive Number of Gears (automatic transmission) : - Number of Gears (manual transmission) : 6 Chassis Length : 4661 mm | in Width : 1857 mm | in Height : 1336 mm | in Wheelbase : 2573 mm | in Front track : 1530 mm | in Rear (Back) track : 1530 mm | in Minimum volume of Luggage (trunk) : 310 l Front suspension : Wishbone Rear suspension : Helical spring Max weight : Front brakes : Ventilated discs Rear brakes : Disc Kerb Weight : 1665 kg | 3671 lbs ABS : yes Steering type : Steering rack and pinion Power steering : Hydraulic Steering Tyres / Wheels Tire size : 245/40 R17 Compare this car with other cars Drivers reviews Back to Ford Mustang generations Reviews score ★ /0 reviews Appearance 5 stars 4 stars 3 stars 2 stars 1 star Comfort 5 stars 4 stars 3 stars 2 stars 1 star Performance 5 stars 4 stars 3 stars 2 stars 1 star Durability 5 stars 4 stars 3 stars 2 stars 1 star Maintenance cost 5 stars 4 stars 3 stars 2 stars 1 star Appearance 5 stars 4 stars 3 stars 2 stars 1 star 0 Comfort 5 stars 4 stars 3 stars 2 stars 1 star 0 Performance 5 stars 4 stars 3 stars 2 stars 1 star 0 Durability 5 stars 4 stars 3 stars 2 stars 1 star 0 Maintenance cost 5 stars 4 stars 3 stars 2 stars 1 star 0 Drivers photos Modifications V8 32V Mach I (305 Hp) V8 32V Cobra (320 Hp) V8 GT (263 Hp) V6 (190 Hp) V8 GT (215 Hp) GT (218 Hp) V8 Cobra (305 Hp) V6 (152 Hp) V6 (147 Hp) Models Mustang VI Mustang Convertible VI Mustang V Mustang Convertible V Mustang Convertible IV Mustang IV Mustang III Mustang Convertible III Mustang Convertible I Mustang I Mustang VI (facelift 2018) Mustang Convertible VI (facelift 2018) Mustang VI (facelift 2017) Mustang Convertible VI (facelift 2017) Mustang Convertible I (facelift 1971) Mustang Convertible V (facelift 2013) Mustang V (facelift 2013) Mustang Convertible V (facelift 2010) Mustang V (facelift 2010) Mustang I (facelift 1971)
Cobra Coupe 2D. $26,645. $8,334. Cobra Convertible 2D. $29,415. $8,648. For reference, the 1996 Ford Mustang originally had a starting sticker price of $18,485, with the range-topping Mustang
Niski przebieg Ford Mustang V8 GT 2004 76 000 km Benzyna Coupe 09:24, 23 lipca 2022 ID: 6099861311 09:24, 23 lipca 2022 ID: 6099861311 Szczegóły Oferta od Kategoria Marka pojazdu Model pojazdu Wersja Rok produkcji 2004 Przebieg 76 000 km Pojemność skokowa 4 605 cm3 Rodzaj paliwa Moc 260 KM Skrzynia biegów Spalanie W Mieście 13 l/100km Typ nadwozia Liczba drzwi Liczba miejsc 4 Kolor Kraj pochodzenia Zarejestrowany w Polsce Stan Finanse Wyposażenie Audio i multimedia Radio System nagłośnienia Komfort i dodatki Klimatyzacja manualna Tapicerka skórzana Elektrycznie ustawiany fotel kierowcy Kierownica skórzana Kierownica wielofunkcyjna Elektryczne szyby przednie Systemy wspomagania kierowcy Tempomat Lusterka boczne ustawiane elektrycznie Podgrzewane lusterka boczne Lampy przeciwmgielne Wspomaganie kierownicy Osiągi i tuning Felgi aluminiowe 17 Opony letnie Bezpieczeństwo Poduszka powietrzna kierowcy Poduszka powietrzna pasażera Isofix (punkty mocowania fotelika dziecięcego) Opis Auto od 2008r w Polsce. Wszystko w jak najlepszym porządku. Wiadomo, ma jakies skazy ze względu na wiek co starałem się ująć na zdjęciach. Mechanicznie wszystko działa oprócz prawego lusterka w prądzie. Klima chłodzi jak zła. Rdzy brak a to ich największa bolączka. Spełniłem swoje marzenie a teraz pora iść dalej. Niech cieszy następnego nabywcę. Co ciekawe, mimo kilku opcji, pierwszy właściciel nie zdecydował się na ABS więc nie ma też kontroli trakcji. Dzięki temu jest to jeszcze fajniejsze auto weekendowe, miota nim jak szatan :) Cena oczywiście do nego na miejscu. Będzie tylko rosła ze względu na V8, przebieg i stan. Spieszmy się kochać V8, tak szybko odchodzą... PS. Przegląd do OC do Informacje o dealerze Kacper Osoba prywatna Sprzedający na OTOMOTO od 2013 Kontakt bezpośredni Więcej opcji kontaktu Znajdź na mapie Warszawa, Mazowieckie, Wola Niski przebieg Ford Mustang V8 GT 2004 76 000 km Benzyna Coupe Kacper Osoba prywatna Sprzedający na OTOMOTO od 2013 Warszawa, Mazowieckie, Wola
4.6L & 5.4L Camshafts. The modular 4.6 V8 used in the 1996-2010 Mustang is well-liked for its power, reliability, and exhaust note. The 5.4 from the Cobra R and GT500 only improved upon those features. Both of these motors are great from the factory, but they get even better with some camshaft and valvetrain upgrades.
Key specsFord Mustang Coupe 1998, 1999, 2000, 2001, 2002, 2003, 2004What is the body type, Ford Mustang IV?Coupe, 2 Doors, 4 SeatsHow fast is the car, 1998 Mustang IV V8 GT (263 Hp)?222 km/h | mph0-100 km/h: sec0-60 mph: secHow much power, Ford Mustang Coupe 1998 V8 GT (263 Hp)?263 Hp, 302 is the engine size, Ford Mustang Coupe 1998 V8 GT (263 Hp)? l4601 cm3 cu. many cylinders, 1998 Ford V8 GT (263 Hp)?8, V-engineWhat is the drivetrain, Ford Mustang IV Coupe 1998 V8 GT (263 Hp)?Rear wheel drive. Internal Combustion engine. The Internal combustion engine (ICE) drives the rear wheels of the long is this vehicle, 1998 Ford Mustang Coupe?4653 wide is the vehicle, 1998 Ford Mustang Coupe?1857 is the curb weight, 1998 Ford Mustang IV V8 GT (263 Hp)?1530 much trunk (boot) space, 1998 Ford Mustang Coupe?310 cu. many gears, What type is the gearbox, 1998 Ford Mustang IV V8 GT (263 Hp)?5, manual transmission FordFord Mustang1994 Mustang GT (218 Hp) V8 32V Mach I (305 Hp) V8 32V Cobra (320 Hp) V8 Cobra (305 Hp) V8 GT (263 Hp) V8 GT (215 Hp) i V8 32V Cobra R (390 Hp) V6 (190 Hp) V6 (152 Hp) V6 (147 Hp)Ford Mustang IV V8 GT (263 Hp) 1998, 1999, 2000, 2001, 2002, 2003, 2004 SpecsGeneral information BrandFord Model Mustang Generation Mustang IV Modification (Engine) V8 GT (263 Hp) Start of production 1998 year End of production 2004 year Powertrain Architecture Internal Combustion engine Body typeCoupe Seats 4 Doors 2 Performance specs Fuel consumption (economy) - urban l/100 km US UK km/l Fuel consumption (economy) - extra urban l/100 km 24 US UK km/l Fuel Type Petrol (Gasoline) Acceleration 0 - 100 km/ sec Acceleration 0 - 62 sec Acceleration 0 - 60 mph (Calculated by sec Maximum speed 222 km/h mph Weight-to-power ratio kg/Hp, Hp/tonne Weight-to-torque ratio kg/Nm, Nm/tonne Engine specsPower 263 Hp @ 5250 rpm. Power per litre Hp/l Torque 302 Nm @ 4000 rpm. @ 4000 rpm. Engine location Front, Longitudinal Engine displacement 4601 cm3 cu. in. Number of cylinders 8 Position of cylinders V-engine Cylinder Bore mm in. Piston Stroke 90 mm in. Compression ratio Number of valves per cylinder 2 Fuel System Multi-point indirect injection Engine aspiration Naturally aspirated engine Engine oil capacity l US qt | UK qt Oil viscosity Log in to see. Coolant l US qt | UK qt Space, Volume and weights Kerb Weight 1530 kg lbs. Trunk (boot) space - minimum 310 l cu. ft. Fuel tank capacity 59 l US gal | UK gal Dimensions Length 4653 mm in. Width 1857 mm in. Height 1357 mm in. Wheelbase 2573 mm in. Front track 1535 mm in. Rear (Back) track 1540 mm in. Drivetrain, brakes and suspension specsDrivetrain Architecture The Internal combustion engine (ICE) drives the rear wheels of the vehicle. Drive wheel Rear wheel drive Number of Gears (manual transmission) 5 Front suspension Wishbone Rear suspension Helical spring Front brakesVentilated discs Rear brakesDisc Assisting systemsABS (Anti-lock braking system) Steering type Steering rack and pinion Power steering Hydraulic Steering Tires size 225/55 R16
The Ford Mustang GT 4.6 V8 - [2004] has a top speed of 150 mph (241.4 kph) Ford Mustang Acceleration: This Mustang accelerates 0-60mph (96.6 kph) in 5.30 seconds or 0-100kph in 5.5s and can achieve an estimated 1/4 mile drag time in 14.15 seconds with a trap speed of 96.2 mph.
PLNPLNkmkmMożliwość finansowaniaLokalizacjaMagdalenka, Piaseczno1Status pojazduUszkodzony, bezwypadkowy, ma VIN, zarejestrowany w PolsceInformacje finansowePrywatne, firma, leasing, faktura VATSilnik i napędSkrzynia biegów, napęd, pojemność skokowa, mocNadwozieKolor, kierownica po prawej, liczba drzwi, liczba miejscDodatkowe wyposażeniePoduszka powietrzna, klimatyzacja, ekran multimedialny
100% BRAND NEW, premium ISO/TS 16949 quality - no core deposit or return required! Kit includes compressor with clutch, drier filter, expansion valve, oil and O-ring seals. Please note: for use only in motor vehicle air conditioner (MVAC) systems. Use in a 20-ounce self-sealing container. Fits 1996-2004 Ford Mustang with the 4.6L V8
There’s definitely something about the Ford Mustang. Since the launch of the current – sixth – generation of the model in 2015, more than 3 650 units, accounting for 87% market share, have found homes in South Africa. That is quite a feat. Initially, the Mustang was launched locally in the Ecoboost and the burly V8. Thankfully, the marque has come to its senses and stopped importing the former. One of the primary reasons you would buy a Mustang, besides its looks and heritage, is the V8 engine nestling under the bonnet and the glorious noise it makes. I mean, who wants a paltry four-cylinder engine in their Mustang? It is the culinary equivalent of going to a revered steakhouse and ordering a lentil soup – it’s sacrilegious. To keep the model relevant and on people’s buying lists, special edition Mustangs have made landfall in recent years. Among these is the characterful Bullit version which was exclusively offered with British Racing Green paintwork and manual transmission. Only 55 units were brought into SA, so if you can find one, hang on to it as it is likely to appreciate in value. In June last year, another limited edition model – 100 units – of the Mustang Mach 1 was launched here. It boasts a signature off-grey lick of paint with contrasting black-and-orange colour inserts. The interior of the Mustang California Special Most recently, Ford has brought us yet another limited version of the Pony in the form of the California Special (GT/CS) and, again, only 100 units are coming to SA. It pays homage to the original 1964 California Special and can be distinguished by its blacked-out grille, GT performance wing on the rear deck and side-scoops which, sadly, are ornamental and not functional. The cabin too is full of special edition items such as the CS name embroidered in the seats, while a California Special insert/plaque nestles on the drop-down fascia on the passenger side. Under the bonnet still beats the heart of the Coyote V8 engine making 330kW and 528Nm via a 10-speed automatic gearbox driving the rear wheels. It might not be the first word in blistering performance, but what the Mustang lacks in outright performance, it more than makes up for in character. There are many, more powerful and more expensive sports cars on the market, but very few have the alluring and enigmatic character of the Mustang. Pass by a school in a Mustang and kids point and shout in awe, something a ‘Stang musters more easily than any other car in its price range. (John McCann/M&G) Driving a Mustang fast is like riding a bucking bronco – it requires some deftness as it is not the sharpest sports car in the segment, yet there’s still something satisfying about doing so. Perhaps it has to do with raucous V8 sound from its quad exhausts, which is as old-school as modern V8s go. It also comes with a LDS (limited slip differential) to ensure maximum grip levels off the line and out of tight corners. Of course, you can switch off all the nanny electronics and drive it like an absolute yobo, leaving unofficial black road markings in your tyres’ wake. It is these nuances that continue to make the Mustang one of the coolest cars available on the market. It is not the best built, the most dynamic or the fastest, yet people continue to buy them in their droves. It is quite an enigma, the Ford Mustang and that, perhaps, remains its strongest suit. Pricing: R1 154 900 and all 100 units have already been pre-sold.
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