For Those Who Want More Power, We?
Are you ready to add serious horsepower under the hood of your 2018-19 Ford Mustang GT? 15832 is a 50-state emissions-legal system that is dyno-proven to produce 623 horsepower and 510 ft-lbs of torque to the rear wheels with no other modifications required! That means no cutting to stock body or hood so your car retains the stock hood and cowl. At the heart of this system is Eaton? R2650 TVS rotor assembly housed in a new manifold with an integrated high-capacity DP3C (dual-pass, three-core) air-to-water intercooler for lower inlet air temperatures and increased power potential. The 170-degree high-twist lobes, bigger bearings and beefier timing gears ensure maximum reliability with smooth acceleration throughout the powerband. The E-Force Supercharger for the 5.0L V8 fits under the stock hood with absolutely no cutting or modifications required. MPG, the increase in power comes with little to no loss in fuel economy thanks to the supercharger? Our new kit is a true bolt-on that requires no additional modifications to the stock engine. For those who want more power, we? Edelbrock Stage 2 Upgrade Kit that can be added to transform your Mustang into a track-ready beast! This Edelbrock Supercharger has a self-contained lubrication system with a 100,000-mile service interval and comes finished in a durable black powder-coating that blends nicely into the engine compartment. Each kit includes a complete set of preformed hoses, hardware and a full-color manual that provides clear step-by-step instructions for ease of installation. This system is designed and manufactured in the USA and is covered by our industry-leading 3-year/36,000-mile warranty.
Base models adopted high-back bucket seats and full color-keyed interior trim, and all 1980 Mustangs came with brighter halogen headlights (replacing less-efficient tungsten sealed-beams). 625 Carriage Roof, a diamond-grain full vinyl covering set off by black window frames and moldings so as to simulate the top-up appearance of a true convertible. Mustang styling was little changed for sophomore 1980, but this "carriage roof" was newly available to give notchbacks the top-up look of a true convertible -- right down to a simulated rear-window zip. Still available for notchbacks and newly standard on hatchbacks was the Sport Option, again comprised of styled-steel wheels with trim rings, black rocker-panel and window moldings, wide body side moldings, striped rubstrip extensions, and a sporty steering wheel. Cheering enthusiasts, the Pace Car Replica's Recaro bucket seats were optional for any 1980 Mustang. 531 per set, they were genuine Euro-car furniture with reclining backrests and adjustable thigh and lumbar supports -- all much preferable to the fixed-back stock chairs that road-testers still often lamented. Last but not least, Cobra styling was updated with a Pace Car-style slat grille, rear-facing hood scoop, and front and rear spoilers.
Mustang. The 200-cid six was also widely ignored, doubtless because it was so familiar (old, in other words) and far from exotic: seven-main-bearing crankshaft, overhead valves with hydraulic lifters, cast-iron block, a simple one-barrel carburetor. Even so, the straight six still had a place in 1980, being efficient and easy to live with. It had less horsepower than the V-6 it replaced but compensated with greater displacement and torque, so "real-world" performance wasn't that different. And by Ford's "Cost-of-Ownership" formula, where required maintenance for the first 50,000 miles was averaged according to dealer parts and labor prices, the inline six cost less to operate than the V-6, an appreciated plus for inflation-weary buyers. As the original pony car turned 15 years old, it was natural to compare the 1980 Ford Mustang with the one that started it all, the 1965 Ford Mustang. Looking at vital statistics, it was tempting to say little had changed. Though the newest pony was 7.6 inches trimmer in wheelbase, it was only 2.5 inches shorter overall (at 179.1), about an inch wider (at 69.1), and less than 100 pounds heavier (2516 pounds at the curb).
Front passenger space was about equal, but the '80 was much roomier in back, suggesting Ford had learned something about space utilization in all that time. And unlike the '65, the Fox-platform car was burdened with all manner of safety features mandated by the federal government, such as reinforced doors and five-mph bumpers, so Ford had apparently learned something about weight control too. The 1980 Ford Mustang was similar in many respects its predecessor,coming in a little shorter, a little wider, and a little heavier. Engine comparisons were equally interesting. While the 2.3-liter four-cylinder was a Seventies invention, the six cylinder was exactly the same powerplant that was standard in '65 Mustangs (save early cars with the 170-cubic-inch unit). The 255-cubic-inch V-8 was based on the 302, which, in turn, evolved from the 289 that itself was enlarged from the original Mustang's 260. Yet both the six and V-8 now returned much better fuel mileage than their 1965 counterparts. What such comparisons couldn't convey was how much Mustang had changed over 15 years. As we've seen, the stylish sporty compact that won all America's heart was allowed to become too large, too unwieldy, too wasteful.
Ford knew that as well as anyone, hence the far more rational Mustang II. But the Fox generation was far better, deliberately designed to be even closer to the '65 in size, if not character. Then as now, it was the original that defined Mustang for most people. Of course, the Fox-platform version couldn't be a retro copy, because automotive realities had changed greatly since the Sixties. All the more remarkable, then, that it ended up so nimble, attractive, and efficient -- and with a winning charm all its own. Early Mustangs, like the 1966 model seen here, remain a favorite with car lovers, but can't match the safety requirements and interior space of the 1980 model. What the 1979 Mustang couldn't match was the sales success of its 1965 counterpart. Times had changed from the wide-open 1960s, that much was clear. With a new gas crunch triggering another sharp recession, total U.S. 1980. Mustang was not immune but fared reasonably well, tallying 271,322 units.
