1967 Ford Mustang GT Sports Coupe Automatic

1967 Ford Mustang GT Sports Coupe Automatic
There have been no basal changes in the Falcon-inherited mixture, yet the Mustang 390 GT has equilibrium and controlling. The concept of cramming the 390 motor into a vehicle originally designed for a motor less than half that magnitude is beautiful chaotic and it leaves the path clear for some even canescent motors in the time.

The 390 block is the same one used for Mercury's 410 and Ford's 427 sprinting motor and the 428 road motor. The unclothed bones of the '67 Mustang are plenty strong enough to take over 400 horsepower, so a measly 320 hp aren't going to bend a thing. The 390 is strong, no doubt about it. In a heavy, full-sized Ford it isn't much to sound off about, but in a 3400-lb. compact, it comes on like spit on a griddle. As a matter of fact, the Mustang 390 GT is the fastest of the among vehicles available at that time the Camaro, Barracuda, Marlin and Mustang's heavier brother, the Cougar. Driving as laconically as we ever do in a vehicle like this, knocked off 15.2-second quarter-miles with the air conditioner and the stereo tape deck going full blast and letting the XPL 3-speed automatic shift when it felt like it. In a vehicle stripped of luxury items, and with a 4-speed, the 390 could easily get down into the mid-14 range.

Nonetheless, we enjoyed having those options. Maybe we're getting feeble but we don't think we'd like to own a vehicle like this with manual steering. We could do without the tape deck and the tilt wheel and all that, but we'd hate to lose the energy steering and automatic transmission. Manual 4-speeds are keen, but the automatic is keener, even faster out of the hole, too. The Sportshift feature that allows instant 1-2-3 upshifts and 3-2 downshifts comes with the Mustang automatic.

If all this rubber-peeling speed weren't matched by good controlling and braking, we'd be a little nervous about this swing toward Watusi motors in Pigmy chassis. The Mustang's chassis has been around long enough that Ford has learned to tune the mixture. And they've tuned it like a steinway. Of course, those fat Firestone Wide Ovals don't hurt, either.

With energy steering, road tire pressures and no limited-slip differential, we felt we were going as fast around Ford's neat little controlling loop as we ever have, with no more effort or discomfort than driving a continental in a straight line. The Mustang corners willingly, if somewhat clumsily. It doesn't seek the right line instinctively, the path a thoroughbred will, but once pointed in the proper direction, it clambers eagerly around the corner. True, initial understeer is there, but oversteer can be induced by a flick of the wheel here, a poke at the throttle there. And it's very hard to throw it off equilibrium or make it come unglued.

The front valve is there so that you don't wear out the pads stroking the brakes around town—dabbing at the pedal in city traffic operates only the rear drums. The rear valve has a high cut-off component, but on a high-traction surface, the rear wheels will still lock up during the last few dozen feet of a panic stop. This is true of most American front-disc braking systems, and explains why the less sophisticated European systems are able to produce shorter braking wheelbases under ideal conditions.

Anyone who likes the old Mustang ought to go nuts for the '67. It's a much acceptable looking vehicle than the images show, and we think the styling is powerful than previous year's. It's strong, and more considerable looking. The indoor sparkles with a brand-new device sheet design, and more affluent weaponry. It looks like Ford has decided the Mustang is going to be around for awhile, so why not spend some cash where the inhabitants can enjoy it. The steer has been upgraded to the component that it's every bit as good as most of the intermediates. Desired for its invigorating righteousness were those slats in the hood. Obviously induced by the upward radiator ducting on the Ford GT sprinting automobiles, these immature openings gas a tiny proportion of radiator breeze, probably upgrading the cooling.

There were possibilities as 67 Ford Mustang can overtake supercar status of time.

Vehicle Type sports/personal car, all-steel integral body/chassis, front engine, rear wheel drive
Engine Water-cooled V-8, cast iron block and heads
Transmission 3-speed automatic, torque converter
Horsepower 320 hp @ 4800 rpm
Torque 427 lb-ft @ 3200 rpm
Displacement 390 cu in, 6340 cc
Wheelbase 108.0 in
Length 183.6 in
Width 70.9 in
Height 51.8 in
Curb weight 3414 lb
0-60 mph 7.3 sec
0-100 mph 18.9 sec
Top speed 124 mph
Braking (70-0 mph) 312 ft