Although the 2005-2010 Ford Mustangs come equipped with some decent horsepower, there are always modifications which can be done to increase horsepower, thus increasing the performance of the entire vehicle. Here are two easy upgrades one can buy, in order to gain some quick horsepower in the 2005-2010 Ford Mustangs:
1) K&N Cold Air Intake System
K&N has been creating some of the best air filters, cold air intakes, and short ram intakes, by providing top quality products to provide maximum airflow to the engine. They have developed the K&N cold air intake for the 2005-2010 Ford Mustangs, which is designed to maximize the amount of cold air flow to the Ford Mustang’s engine. This quick upgrade costs around $300, only takes minutes to replace the stock air intake system, and can provide a horsepower increase of just over 7 horsepower. Although it’s not a significant gain, you will surely feel the difference in performance and sound, when you hammer down on the gas pedal!
2) Magnaflow Exhaust System
Magnaflow specializes in manufacturing high-performance exhaust systems, which can provide a mean sound with some great horsepower gains. For the 2005-2010 Ford Mustangs, there are several Magnaflow exhaust systems to choose from; however, they generally cost around $500-1,000 and provide from 10-25 horsepower, depending on the exact exhaust system you decide to purchase. Another great feature of the Magnaflow exhaust systems is the variety of sounds that can be created, depending on the muffler you decide to purchase. From performance designs to simply a loud, show car influenced design, there are a variety of exhaust systems which can make your 2005-2010 Ford Mustangs more powerful and sound amazing!
Although there are many more upgrades for the 2005-2010 Ford Mustangs, air intake systems and exhaust systems are the easiest ways to upgrade your Mustang to produce more power, while also producing some intense sounds.
Owners of the third generation fox body Mustang, built over a fifteen year period spanning from 1979 through 1993, have a classic on their hands. Or at least that is the case with any model 20 years or older if the traditional definition of “classic” is used.
Today’s Mustang is available in ten model types including various premium, GT, and convertible configurations. Ford has always offered plenty of choices for customers who had a need to customize their steed, something evident during the fox body era too. Back then, Ford offered nine trim styles and used different trim designations including L, GL, LX, SVO, and so on.
The Ford Mustang LX wasn’t a budget model nor was it premium. However, as the third generation model aged, a number of trim levels were dropped while the LX remained. That LX offered a wide variety of engine choices from a 2.8L I4 to a 5.0L V8. Thus, if you were shopping for a used LX today, you might find anything from just a looker to a looker with performance.
The popular LX of that era was outfitted with a 302 cubic inch or 4.9/5.0L V8. That engine was first introduced in 1968, with sequential fuel injection replacing the carburetor for the 1986 model year. Mustang enthusiasts know that for a time beginning in the late 1970s the engine was dropped in favor of a smaller, more efficient 4.2L V8 as surging gas prices scotched the bigger V8. But thanks to advancement in technology, the larger engine returned and with it all the performance Stang drivers needed.
An ongoing survey of Ford Mustang LX owners on MSN Autos reveals mixed reviews from owners. On closer inspection you find that people whose Mustangs have a more powerful V6 or V8 are satisfied with its performance, but the interior is often faulted for being less than ideal, with the layout of the radio one of the criticisms. Some owners raved about their convertibles while others were happy to have the hatchback instead of a notchback.
But few diehard Ford Mustang LX owners have left their cars in stock condition, choosing to modify them in order to enjoy a much better driving experience. Indeed, Mustang enthusiasts can get a better ride by selecting Eibach or Tenzo R lower springs; Koni or Monroe shocks; tie bars from Steeda; Hellwig or Addco sway bars; and a host of other suspension parts.
Under the hood, Flowtech or Hooker headers are desirable options; as are Tradesonic and Option Racing cold air intakes. Various exhaust, electrical, and interior and exterior treatments can help make your Ford Mustang LX stand out, giving you a warhorse like none other.
Book values of Ford Mustang LX models are all over the place, but with customized parts included, your ride should stand the test of time.
Of all the body styles used by Ford for its popular Mustang line, the fastback remains perhaps the best representative of pony car styling. Taking nothing away from other styles, the roof line of the Ford Mustang fastback makes a clear case that a powerful steed has arrived, with the performance to prove it.
Ford’s fastback design was not all new, but it did signal a trend which caught on in the 1960s. As far back as the 1930s, the fastback design began to show up in various cars under the Stout, Packard, Pierce-Arrow, and Tatra makes. That style was later picked up Saab, Chevrolet, Nash, Bentley, and others before the Mustang made its debut.
Today’s Mustang offers fastback styling cues but it was certain models offered during the 1960s which comprised Mustang’s collection of sloping C-pillar models. Price-wise, Ford positioned the fastback just above the standard coupe and ahead of the convertible, outselling the latter but only offering a fraction of the sales of the coupe. Yes, while first generation Mustangs are collector’s items, the fastback designs of the late 60s are especially valued by enthusiasts.
The Mustang fastback stood out mainly due to two things: its stylish ventilation louvers and sweptback rear glass window. Every Mustang featured adjustable driver and front passenger bucket seats, a colorful floor mounted shifter, and standard AM radio. In the 1960s, radio was still typically optional on most models, but Ford offered it across the entire Mustang line.
Rear seating was tight, but the most obvious problem for the driver was the huge blind spot created because of the fastback design. Unless you ordered the optional right side view mirror, then you risked slamming into whoever was coming up alongside you. But that didn’t stop people from choosing the fastback body style which was soon immortalized in the 1968 Steve McQueen thriller, Bullitt.
In the film, Steve McQueen’s Mustang was given the job of chasing down a 1968 Dodge Charger R/T, itself immortalized in the film. Two Mustangs were used, with suspensions and brakes heavily modified in order to handle the stunts. Those stunts had the cars racing through the streets of San Francisco, topping speeds of 110 mph in outlying areas and at times sailing through the air. McQueen himself performed many of the stunts over three weeks of tortuous filming.
The Mustang’s fastback design continued through 1973, although beginning with the 1969 model ventilation louvers were dropped. From that year through 1973, the Mustang was larger and heavier than before until that model was replaced by the Mustang II for the 1974 model year. Alas, the fastback was discontinued although more recent models have attempted to recapture that spirit without invoking an unmistakeable fastback look.
One of the legendary names in the car industry is Carroll Shelby, a retired race car driver and automotive designer. Born in Texas in 1923, Shelby is still active in the automotive industry, lending his talents to producing special versions of select cars including the Ford Mustang.
The original Shelby Mustang was built from 1965 to 1970 and again from 2007 on to this present day. Whether one of the original models or a contemporary Shelby, each variant showcases Mustangs which are more powerful than the stock models. Indeed, some call the current crop of Mustangs supercars, recognizing that these vehicles can keep up with the best of them. But this article is about the initial run of Shelbys, not today’s road beast.
The initial run of Shelby Mustangs were powered by a 4.7L (289 cubic inch) V8 engine and paired with either a three-speed automatic or four-speed manual transmission. Sold as GT350 or GT500 models, the first model was sold only in white and had its battery placed in the trunk, and included over rider traction bars, relocated A-arms, and other important modifications.
From 1966 on, the Shelby Mustang welcomed additional colors including black, blue, green, and red. Quarter panel rear windows replace the factory spec vents while functional brake scoops were used. Optionally, buyers could choose a Paxton supercharger. The battery was placed back underneath the hood, the traction bars discontinued, and a fold down rear seat became standard.
Lift the hood of those early year Shelby Mustangs and what you would find is an engine block painted black (1965) or blue (1966-1970). An optional no-spin slip differential was made available from 1966 and various color schemes were rolled out.
So what distinguished the GT350 from the GT500? That would be the engine choices. The very first model offered the 289 cubic inch engine only but in subsequent years three more engines were added to the Shelby Mustang line. The 4.7L was replaced by a 4.9L in 1968 and that engine represented the GT350. The GT500 was originally powered by a 390 cubic inch (6.4L) V8, but in later enjoyed the 428 cubic inch (7.0L) engine.
Carroll Shelby discontinued his relationship with Ford in the summer of 1969, but his name was still affixed to 1970 model year Shelby Mustangs although those were, in fact, based on the 1969 model.
Years went by and Shelby found work elsewhere including lending his name to a number of Dodge modifications thanks to Lee Iacocca’s invitiation. Iacocca launched the Ford Mustang but when he was dismissed by the automaker he sought shelter at the Chrysler Corporation.
By 2006, Shelby and Ford decided to renew their relationship with Carroll Shelby agreeing to lend his name to a concept Shelby GT-H model which appeared at the New York International Auto Show that year. Received with rave reviews, the two parties inked a deal with the 2007 model year welcoming the return of the Shelby Mustang.
Over the near five decade history of the Ford Mustang, lots of different platforms have powered the iconic pony car. Probably the worst was the Mustang II, which shared the same platform underpinning the Pinto. The Pinto was a poster child for a crappy compact car although the Chevy Monza and AMC Gremlin offered a strong challenge.
Once Ford got their heads screwed back on correctly the Fox platform took over, powering the Mustang from 1979 through the 1993 model year. Yes, things certainly began to improve for Mustang once again, so let’s take a look at some interesting facts about the Fox body style.
* The Ford Fairmount and Mercury Zephyr were the first two models underpinned by the Fox platform, a rear wheel drive uni-body chassis. Both of these five-passenger cars were introduced for the 1978 model year and were available in two- and four-door configurations as well as a wagon.
* For 1979, the Ford Mustang and Mercury Capri were rolled out and they were twin models. In the Mustang’s earlier years, the Cougar was the Mercury version of the Mustang while the original Capri was a captive import from Germany. After the 1986 model year the Ford Motor Company dropped the Capri, allowing the Mustang to resume its position as the automaker’s loan pony car.
* Ford took full advantage of the fox body, by rolling out more upscale version models including the Ford Granada and later the LTD. Lincoln got the Continental while the Ford Thunderbird, Mercury Cougar, and eventually the Lincoln Mark VII were each underpinned by a modified version of that platform.
* The Ford Ranchero was the lone car-truck model built on the Fox platform, a poor selling alternative to the El Camino sold only in the 1981 and 1982 model years.
In all, the Fox platform spanned fifteen model years and involved eleven nameplates, but as you might guess the Ford Mustang was the best selling and longest lasting fox powered model in the group.
As for the Mustangs of that era, these models continued with the 2+2 seating configuration that have always defined pony cars. Available in two door coupe, three door hatchback, and convertible (introduced in 1983), the Mustang line featured a strange combination of engine choices spanning I4, I6, V6, and V8 arrangements.
The smaller I4 was from, you guessed it, the Ford Pinto and was included as a way to offer a fuel efficient model. 1979 was the year of the second Arab oil embargo of the 1970s with the auto industry trying to respond with more fuel efficient models. Unfortunately that move came at the expense of power as 88 horses meant that the base steed was a real dog.
But at least Ford didn’t abandon power, offering a turbocharged version of its I-4 engine which increased horsepower by 60 percent or buyers could choose a 2.8L V6, 3.3LI6, or even the 5.0L V8. That latter engine disappeared for a few years in 1980 in favor of a 4.2L V8, but came back later and included a high output option in 1985. By the mid-1980s, Ford and other automakers began to figure out how to make engines work more efficiently, introducing fuel injection and pairing these engines with more modern transmissions.
By the time the early 1990s rolled around Ford’s fox body platform had run its course which meant that something new, or in the Mustang’s case, something heavily modified needed to be offered. Yes, the fourth generation Mustang introduced in 1994 was all-new, but underpinning that steed was a fresh fox derived platform–code-named SN-95—used by Ford for yet another eleven years.