Welcome to World Wide Muscle Cars

Date:9/26/03
Source:http://www.musclecarnews.com
By:Monty Montgomery
Evolutionary, Not Revolutionary

What is a manufacturer to do when it comes time to update or replace a vehicle that just happens to be one of the most successful cars in history? That was the dilemma Ford faced as it contemplated the 1967 redesign of its successful Mustang. By now, a host of competitors had upped the ante in the “pony car” segment and the Mustang couldn’t rest on its laurels. Ford had to do something to keep it fresh and competitive without changing it too much. Rather than start over with a clean slate, designers opted to tweak the current package by making some incremental changes to refine the car while preserving the elements that had made it so successful - in other words, the changes would be evolutionary rather than revolutionary. In retrospect, that might not have been such a good idea.

Reinventing A Legend
Ford designers did a good job of maintaining the Mustang look in an updated package, and even managed to make it larger in every respect, though it didn’t look that way. Starting at the front, a larger grille retained the original oval theme with a galloping horse emblem, but the opening now stretched across a wider expanse. Along the body sides, the character lines led to a larger simulated air scoop, while the taillights became three vertical lenses flanking a concave panel and centrally located gas cap. The wheelbase stayed the same as in 1966 at 108 inches, but overall length went up slightly to 183.6 inches from the previous year’s 181.6 inches. Weight was up by nearly 100 pounds across the model range, which still encompassed a notchback coupe, fastback coupe, or convertible.

All previous engines returned in 1967, along with a new one. Base power came from the sturdy, though dull, 200 cubic inch inline six. At 120 horsepower, this engine wouldn’t win any stoplight drag races. Fortunately, several versions of the venerable 289 cubic-inch V8 could be ordered to light a fire under the Mustang. This engine could be had in 200-, 225-, or 271-horsepower form, any of which gave the car more get-up-and-go. For buyers who needed more power than the 289 could provide, the big-block 390 cubic-inch V8 became optional this year. This engine, a familiar sight under the hoods of Thunderbirds for many years, cranked out 315-horsepower - a significant increase over the small blocks.
Transmission choices changed slightly, with a new Select-Shift Cruise-O-Matic three-speed automatic joining the base three-speed manual and optional four-speed. All transmissions continued to have their gearshifts mounted on the floor. Front bucket seats, full carpeting, vinyl interior trim, heater, wheel covers, and a cigarette lighter were fitted to all Mustangs as standard equipment, but a long list of options could doll the car up to near luxury status. Several mechanical options, including power front disc brakes, power steering, and the new Fingertip Speed Control made Mustangs more civilized, while others such as the Competition Handling Package and GT Equipment Group made the cars outstanding performers. Whatever a buyer wanted, from grocery-getter to highway hauler, the Mustang could deliver!

Like the exterior, the interior design of the ’67 models was also tweaked somewhat. It still retained all the sporty cues of past cars, but the dash now had more of a “big car” look than before with panels that extended further toward the floor, two large instrument clusters with smaller gauges spaced symmetrically above them, and dash integral air conditioning vents. Upholstery trim changed only in details, but the bucket seats were of a slimmer design.

The Sales Picture
Although the Mustang had much to offer in 1967, buyers were less interested than before. New cars with hotter engines and flashier styling - notably the Chevy Camaro and Pontiac Firebird twins, both of which debuted this year - grabbed their attention and their money. Additionally, an autoworkers strike in the fourth quarter of the year made the situation worse. The result was a somewhat disappointing year as sales dropped by 31.2 percent over 1966. To put that into perspective, Mustang sales in 1966 totaled 607,568 compared to the 1967 total of 377,827 - not a bad showing, but not the figures Ford was accustomed to seeing its pony car generate. Another drop in 1968 would signal the end of the Mustang’s “golden age” and its beginnings as an also-ran.