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Mustang ford 1990

Ford Mustang GT (1990)

    1987 - 1993  4.9L V8 (Windsor '5.0')  225 bhp @ 4200 rpm  300 lb·ft @ 3200 rpm  6.3 seconds  140 mph (225 km/h)  5-speed Manual  RWD  1447 kg (3190 lbs)

The 1990 Ford Mustang GT is a hatchback pony car based on the Fox platform. The third-generation Mustang was in production for 14 years, starting in 1979 and ending in 1993.

From 1987 to 1993, the Foxbody Mustang received a facelift and was made available with a '5.0' branded V8 engine. The GT was the highest specification level available and retained the foglight position of the pre-facelift model.

Need for Speed (2015)

The 1990 Mustang Foxbody can be purchased for 24,000 in Need for Speed (2015).

Players are able to drive a black Foxbody Mustang in the first mission event of the game - Prelude. After joining Travis' crew, their car must be swapped with one of three starter cars, although another Foxbody Mustang is available.

Stock Fully Upgraded
0-60 mph: 05.69 s 1/4 mile: 14.23 s @ 103 mph (166 km/h) Top Speed: 144 mph (232 km/h) Power: 259 hp
0-60 mph: 02.29 s 1/4 mile: 09.16 s @ 164 mph (264 km/h) Top Speed: 231 mph (372 km/h) Power: 1,083 hp


  • In Need for Speed (2015), the Foxbody Mustang is listed as producing 259 horsepower in stock form, but no third generation Mustang stock trim was sold developing greater than 235 horsepower.


Need for Speed (2015)(Modified)

Need for Speed (2015)(Modified)

Need for Speed (2015)(Modified)


1990 Ford Mustang | eBay

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1990 Ford Mustang GT - Vortech - 5.0 Mustang & Super Fords Magazine

Horse Sense: If you're a fan of the click-click clubs, Eric Berman has his own Web site show-casing AOD-equipped Mustangs. "I post lots of information on my car, including news, dyno sheets, videos, latest combos, and pictures," he says. If you'd like to check it out, go to www.clickclickracing.com.

Hardly any of us still own our first Mustang. Whether we wreck it, blow it up, or sell it for college or family, it usually takes owning two or three of these cars before we settle on just the right one. For Eric Berman, it was owning his third Mustang-the '90 GT shown here-that led him to really put the wrenches to it.

Eric's first Mustang was an '87 LX sedan he drove while in high school. He then purchased a new '96 GT, but he thought it was too slow, so he traded that car before buying his '90 GT in the spring of 1999. Of course, he planned to do only a few simple bolt-ons to wake up the car's performance. When he bought the car it was bone-stock, right down to the factory air silencer. "The car had just under 100,000 miles on it," Eric says, "so I was just going to freshen it up a little. Somewhere along the line, I got a little carried away.

"Eric yanked out the tired 5.0 and swapped in a new 306, but he couldn't just put in a new short-block and leave the stock top end in place. "I decided this would be a good time to add a cam, some heads, and an intake," Eric says. The 306 received a Ford Racing Performance Parts E303 camshaft, Edelbrock heads, and a Holley SysteMAX II intake. Eric also decided it was the perfect time to add a Vortech S-Trim supercharger. By the way, did we mention the car came with an AOD transmission? Well, it gave out on its maiden voyage, so Eric replaced it with a TTC Tremec TKO five-speed. When he finally got the car ironed out, he took it over to LaRocca's Performance for a Jimmy Chahalis dyno tune. All of Eric's hard work and Jimmy's tuning prowess paid big dividends when the graph told of 477 hp at the wheels.

Though many GT owners ditch the factory two-tone paint treatment on their cars, Eric chose to accentuate his Mustang's lines by adding a Design Concepts 3-inch cowl-induction hood, a Saleen wing, LX taillights, and a '93 Cobra rear bumper cover. Besides, who has time to do a color change when you're chasing after low 10s anyway?

"At this point," Eric says, "I had no idea there was a lot more to getting a car to go fast than just horsepower. I raced the car for the entire '00 season at every test-and-tune I could attend, and the best I could go was 12.17." Eric knew the car was easily 11-second capable, but he couldn't get the hook required using bald drag radials and a completely stock suspension.

Needless to say, Eric went back to the drawing board. During the winter of 2000, he installed a Level 10-prepped AOD with a Lentech valvebody and an Art Carr 3,200-stall converter. He also addressed his suspension concerns by adding Lakewood 90/10 front struts, four-cylinder springs at every corner, MAC upper and lower control arms, and an airbag in the right rear springs. To make sure the rearend would stay together at his next track outing, Eric beefed up the 8.8 by installing an FRPP 31-spline differential and Moser 31-spline axles. Off came a set of chrome Pony wheels and on went a set of much lighter Weld Draglites, along with a set of Mickey Thompson ET Drag slicks out back in place of the drag radials. For chassis stiffening and safety, Eric had LaRocca's weld in a pair of Global West subframe connectors, while Rhodes Custom Auto installed an eight-point rollbar.

The big news inside this car is the eight-point Rhodes Custom Auto rollcage and vast array of Auto Meter gauges. With the stock AOD shifter in place, Eric may be able to fool some into believing the car's a 14-second poser, but he would surely get the last laugh on that assumption.

Unfortunately, Eric's Newark, Delaware, hometown and surrounding areas were still covered with snow, so he would have to wait until the SuperStallions of the Net Spring Nationals at Cecil County, Maryland, to see the fruits of his labor. However, at the Nats he was rewarded with an 11.5 at 126 mph, and with continued fine-tuning he was able to get the car into the 10.90s by November 2001.

As is the case with most Mustangs up north, Eric's car once again went under the knife during the winter of 2001 with the installation of a Vortech YS-Trim supercharger with a Renegade pulley setup. That upgrade proved unfruitful as, after a few pulls on the dyno, the stock block "split down the middle of the main caps in several places," Eric says. "As a result, I built another 306 to replace the broken one, I upgraded to a Trick Flow Stage II camshaft, and I put the S-Trim back on." So far, Eric has run a best of 10.46 at 130 mph with the new combination that made 524 hp at LaRocca's Performance.

Eric built the car's current 306 around a balanced and blueprinted rotating assembly featuring a turned stock crank, stock rods, TRW pistons, Federal-Mogul rod and main bearings, Speed-Pro rings, and a CAT main girdle. A Trick Flow Stage II cam actuates the valves via Ford Racing Performance Parts roller rockers atop a pair of stock Edelbrock Performer heads. A Holley SysteMAX II intake provides a path for compressed air from a Vortech S-Trim. The new combination has made a best of 524 hp on LaRocca's Performance dyno with Jimmy Chahalis at the tuning helm.

Eric has many people to thank for the car's transformation, but "most importantly," he says, "I have to thank my very understanding wife, Barbara. She never got upset when I spent lots of time in the garage working on the car." Yeah, what about that gas smell in the house?

Being an active SuperStallions of the Net member and moderator, Eric would be remiss not to thank the host of people who've helped him during the buildup of his GT, including fixing it from time to time. Key players include Jimmy Chahalis, Bob Lunner, and friends Darin Croom and Mike Euston. "Mike is responsible for turning me from a checkbook racer into someone who does all his own wrenching," Eric says. "He has been a true mentor."

5.0 Tech Specs

Block Stock
Bore 4.030
Stroke 3.00
Displacement 306 ci
Crank Stock
Rods Stock
Pistons TRW Stock Replacement
Cam Trick Flow Stage II
Heads Edelbrock 6037 Performer,
  FRPP roller rockers
Intake Holley SysteMAX II
Throttle Body Accufab 70mm
Mass Air Pro-M 83mm
Fuel System Weldon 2025-A fuel pump,
  Aeromotive pump controller and
  adjustable regulator, Ground Pounder
  fuel rails, MSD 50-lb/hr injectors,
  Rhodes Custom Auto sumped fuel tank
Headers MAC 15¼8-in unequal length
Exhaust MAC Pro-Chamber H-pipe,
  Straightline mufflers, MAC tailpipes
Power Adder Vortech S-Trim,
  Anderson Ford Motorsport Power Pipe, Renegade crank pulley
Transmission Level 10 AOD, Lentech
  Street Terminator valvebody,
  Art Carr 3,200-stall converter
Rearend 8.8, F-150 31-spline differential, Moser axles, 3.55 gears

Engine Management Stock with FRPP
Ignition MSD 6AL, Crane PS-91 coil,
  ACCEL {{{300}}}+ plug wires
Gauges Auto Meter
K-Member Stock
Control Arms Stock
Springs Four-cylinder
Struts Lakewood {{{90}}}/10
Brakes Stock
Wheels Weld Draglite
Tires Pep Boys radial
Springs Four-cylinder, airbag in
  right rear spring
Shocks Stock
Traction Devices MAC upper and lower
  control arms
Brakes Stock
Wheels Weld Draglite
Tires Mickey Thompson slicks (track),
  Nitto Extreme drag radials (street)
Chassis Stiffening Rhodes Custom Auto Works eight-point, Global West subframe connectors


1990 Ford Mustang GT - Modified Mustangs & Fords Magazine

When the 2005 Mustang came out, there see-med to be a renewed interest by the mass media in all things Ford and Pony related. As far as the Mustang went, tons of print both physical and virtual was fostered on the new steed, how it combined the past with today's technological whiz-bang gadgetry. Amidst all the fanfare however, one could not help but wonder if the mainstream had decided to ignore just about every Mustang built between 1970 and 2005. Posters, advertisements and editorials hinted at it and some went as far to state that a lot of Mustangs built between these years were little more than afterthoughts. Clearly however, this was not the opinion taken by many die-hard Pony fans, including people like Francisco Martinez.

Growing up in Mexico, Francisco's family didn't even have a car, but being an impressionable young lad, the sights and sounds of automobiles would forever leave their mark. "I remember, even when I was about 10-12 years old, the American muscle cars that used to be brought across the border - Corvettes, Trans Ams, they were cool, but I always remember the Mustang." Francisco ultimately fell in love with the 1987-93 Fox 5-liter cars (man after my own heart -Ed) and swore that one day, he'd own one. Some years later, Francisco moved North to the United States and settled in the Detroit area. Although it was a bit of an adjustment in both culture and climate, Franciso forged his own path, ending up running a successful finishing business. When you're self-employed, the road isn't always and easy one to travel, but Martinez decided he wanted a toy and started putting money aside to get one. "My uncle, Salvador, is a big car guy. He was always buying and selling fast cars, so I guess you could say he encouraged me to go do it."

In 2001, after toiling and saving, Franciso took the plunge. "This [1990 Mustang GT] convertible came my way and it was a deal I just couldn't pass up." After waiting for so long to own one of these cars, the day Martinez picked it up was, understandably a very significant one for him. "It was a great moment. It was fast and it had some power. I'd owned a 1998 [Pontiac] Grand Am and then a supercharged GTP, but they didn't compare to the Mustang." Glad to have the car, Francisco kept it stock and drove it during the warmer months, making the most of any opportunity to cruise with the top down. A few years down the line and his uncle bought a 2003 Mustang GT which he started playing with, something that didn't go ignored by Francisco. "My uncle got this car. He was the one who educated me about exhaust upgrades, power pipes and superchargers - he got me hooked. I knew that was what I wanted to do to my car, so I started saving for some performance modifications."

His uncle hooked Martinez up with Dave Nelson of Nelson's Performance. "He's a great guy. I met up with him and I told him what I wanted to do with my car. I wanted to supercharge it. He gave a list, but also suggested suspension, brake and chassis upgrades to go with the increase in power I was looking for."

So a date was set and Francisco brought the white ragtop up to Nelson's shop for the work to begin. It was shortly after this however, that fate took a slightly cruel turn. "The first plan was to just install a Vortech blower on the stock motor - the car had only 14,000 miles on it when I bought it and was basically brand new, so neither of us figured there would be a problem." Not with the engine, but the supercharger itself it turned out. "I don't know what happened, but we bolted everything on and we were tuning the car on the dyno after the installation, the supercharger made a strange sound and before I knew it, the stock engine had cooked." Ouch. Life does take some interesting turns sometimes, but despite this outcome, neither Francisco nor Dave were deterred. "We had discussions. We talked about a new engine for the car. Dave suggested that we build something a lot stronger and I eventually settled on a 331 stroker." Taking his time, Francisco figured decided to build the car up in one fell swoop. Although that would require considerable time and expenditure, he figured it was the best plan of action. Nelson agreed. "We began working on it in July 2005 and it took until December to have everything ready."

The stroker motor features tons of good stuff like a forged 4340 crank and rods, Trick Flow Twisted Wedge Heads (CNC'd of course), a Holley Systemax intake assembly (port-matched), eight 42 lb Ford Racing injectors that get fed via the stock gas tank and Aeromotive A1000 external electric pump, MSD coil and control box, plus a good ol' centrifugal blower, in this case a Vortech S-trim with a 3.3-inch pulley. MAC 1 5/8-inch shorty headers and a 2.5-inch off-road pipe and mufflers get rid of the spent fumes. A Canton oil pan was installed down below for a more than adequate bath for the crank and 10W30 ensures every internal crevice is lubed as it should be - after the first blower incident, no chances were taken the second time around. A gearbox able to handle this power was of prime consideration, so out came the T-5 and in went a Tremec TKO 600. One of Fidanza's lightweight 16 lb aluminum flywheels and a McCleod Street twin disc clutch help Martinez put power to the pavement in his fortified convertible. A Steeda Tri-Ax is the tool of choice for rowing the gears, while the 8.8 has been improved with an Eaton posi and a set of Moser 31-spline axles, plus the obligatory 3.73:1 gears, courtesy of Ford Racing in this case. When Francisco actually had the car dyno'ed on the rollers, it pulled 551 horsepower and 484 lb-ft of torque to the Mickey Thompson 275/40-17 drag radials. Bearing in mind this is a convertible and a Fox one at that, those kind of numbers meant that a few chassis stiffening upgrades were par for the course (ever driven a Fox ragtop over railroad tracks?). Exactly.

For Martinez, frame reinforcements ultimately meant going with a roll cage - a four-point Steeda piece that added some backbone to the notoriously flexible frame. Steeda bits were also employed to take care of another of this car's shortcomings - the suspension - including replacing the rear control arms, while Tokico Illumina shocks and struts were employed to improve damping. Francisco also took the liberty of converting the car to all-disc brakes, employing Stainless Steel's 13-inch front and 11-inch rear disc brake conversion kit. With a custom SCT tune mastered by Dave Nelson, employed on the car's original EEC-IV processor, along with a Fluidyne aluminum radiator and Flex-a-lite fan, this is one gnarly five-oh beast that can run hard and fast all day long if need be. Although it took a number of months for the little Mustang to get done the way he wanted, as the saying goes, the best things truly come to those who wait.

As with any self-respecting Modified Mustang owner, Martinez felt the car should also incorporate its own custom cosmetic signature. To that end, he enlisted the help of Mark Marion at Marion's Custom Finishes in Waterford, MI, to sparkle up the exterior a little. What resulted was a subtle, but clean combination of white and Saleen style Fox stripes. Taking a slightly different route than many do with these cars, Martinez also decided to have a 2000 Cobra R style wing mounted on the rear deck, which gives this particular horse a rather unique look. Although Francisco confesses that he was "a little impatient" when the whole project began, by the time the car rolled out into the sunlight once a more, a year after the whole personalization program began, the lad was actually a pretty happy camper. "I went into Nelson's shop with $3,000 for a supercharger. By the time my car was done and on the road again, the total was close to $40,000, but you know what? When I got in that driver's seat and took it for a drive - I knew it was worth it." However, Martinez felt that there was still something missing - a little je ne sais quoi. "I felt the Mustang needed some custom upholstery. My cousin, Temo Chavez works at a shop here in Waterford and he got to work on it. He did the seats, door panels - everything. It now has custom leather and suede and he embroidered GT in the custom door panels - that's one of the things I really like about this car."

Although he's been delighted with his '90 ragtop, Francisco hasn't had a lot of opportunity to show it off. "My work schedule, being self-employed and stuff, means that I don't have much time to enjoy the car, but I make the most of it when I can." Having said that, he let his uncle Salvador take it to the Woodward Dream Cruise last year. "He took it out and went cruising up and down Woodward. The car got a lot of attention and people complemented him a lot. It's a nice feeling when you see that." Let's hope that Francisco himself can get this thing out to an event or two this year, as we feel, this is one Fox convertible that's most definitely worth a second look.

Specifications Francisco Martinez' 1990 Mustang GT

Engine D.S.S. Racing 331 Stroker V8

Engine Modifications D.S.S. Racing 331 Super Pro Bullet shortblock; with 2-bolt Main Support system; CNC machined; Scat 4340 stroker crank; Eagle H-beam rods; Pro X forged pistons; Trick Flow Specialities hydraulic roller camshaft; D.S.S. aluminum roller rockers; Trick Flow Specialities Twisted Wedge Heads; CNC machined and ported by D.S.S. Racing; ARP head bolts; Cometic gaskets; Holley Systemax upper and lower port matched intake assembly; Accufab 70 mm throttle body; Ford Racing 42 lb/hr injectors; Aeromotive A1000 electric fuel pump; Aeromotive fuel pressure regulator; Aeromotive fuel filters; Vortech S-trim supercharger; 3.3' pulley (set for 9 psi of boost); MAC Products' 1 5/8" shorty headers; MAC Products 2.5" off-road H-pipe; MSD billet distributor; MSD Digital 6 ignition control box; NGK sparkplugs; Canton 7-quart steel oil pan; Fram HP1 oil filter; Fluidyne aluminum radiator; dual Flex-a-Lite electric fans

Engine Management Ford EEC-IV processor with SCT custom 4-program tune by Dave Nelson

Driveline Tremec TKO 600 five-speed manual gearbox; Fidanza 16-ounce aluminum flywheel; McCleod Street twin dual disc composite clutch; Sonny's 45.5" aluminum drivershaft; Moser 31-spline axles; Ford Racing 3.73:1 ring and pinion; Eaton Positraction limited slip differential

Chassis Steeda 4-point chromemoly rollcage

Numbers 551 RWHP, 484 RWTQ

Specifications Francisco Martinez' 1990 Mustang GT

Exterior Custom white finish with Saleen striping by Mark Marion of Marion's Custom Finishes; 2000 Cobra R fiberglass rear deck wing

Interior Custom upholstered seats and door panels by Temo Chavez; Steeda Tri-Ax shifter; Autometer 2 1/16" boost gauge; Autometer 2 1/16" fuel and oil pressure gauges

Wheels And Tires Ford Racing Cobra R wheels 17x8" (f) 17x9" (r); Nitto NT555 245/45-17 (f); Mickey Thompson 275/40-17 (r)

Suspension Steeda adjustable rear control arms; Steeda comp springs (front and rear); Tokico Illumina adjustable front struts and rear shocks; SSBC 13" front disc brake conversion; SSBC 11" rear disc brake conversion

Acknowledgements Special thanks to Dave Nelson of Nelson's Performance; Mark Marion of Marion's Custom Finishes and my cousin Temo Chavez


1990 Ford Mustang GT - Muscle Mustangs & Fast Fords Magazine

Roger Feldman of Jacksonville, Florida, is a self-proclaimed "boost addict." His experience with unnaturally aspirated automobiles began with a Vortech-blown '90 GT, and his daily transportation uses a Roots-blown V-6 for motivation. If you haven't already scanned the engine shot of his Kandy Tangerine colt, then you'll want to, as Roger's hot rod is a turbocharged terror with a bit of stealth technology incorporated into the design.

No, this Mustang doesn't use radar-deflecting gold tint or saw-tooth body seams, nor does it employ temperature masking to hide its infrared signature. In fact, its eye- searing hue is anything but inconspicuous. It is, however, as quiet as can be and blistering fast at attack speed. With a road-race sus-pension, it performs exceptionally well in a multitude of tasks.

Roger purchased this '90 5.0L Mustang in the fall of 2002, and it had already been modified with your basic bevy of bolt-on ordinance. It was good for 13.50s at 103 mph on the dragstrip, but the following spring brought a set of AFR 185cc cylinder heads, an Erson cam, a Trick Flow Street Heat intake manifold, and long-tube headers. Speed and power improved until the fall of 2003, when the oil pump called it quits on the way home from a car show.

With the engine coming out of the car, Roger embarked on a full restoration of the black Fox-body Mustang, starting with a custom paint job by Visual FX in Orange Park, Florida. He was hoping to have the car painted in Saleen's Beryllium Orange Metallic hue, but when Saleen wouldn't give up the color formula, Roger and Visual FX's Paul Holman came up with their own version using House Of Kolors Kandy Tangerine over a gold basecoat. Several coats of clear later, they achieved the desired result.

The formerly black engine bay was smoothed out and painted to match the exterior of the car. The turbocharged mill makes about 500 hp at the crank, yet you can barely hear the lope of the E303 camshaft through the quiet MagnaFlow exhaust.

"Thankfully, I made it into the driveway before some serious metal-on-metal screeching and stalling let me know the engine wasn't happy," Roger says. An inspection of the 306-cube motor revealed some toasted main/crank bearings, two torched rods, and one bent valve. It also wiped out the camshaft.

The body of the GT was modified with a Cervini's Designs 3-inch cowl-induction fiberglass hood, a Saleen replica rear wing, and '93 Cobra ground effects. The front fenders were also changed to the wider '91-'93 versions. Holman logged more than 120 hours in the project, and while he was busy block-sanding the flanks and smoothing the engine bay, Roger was hard at work researching turbocharger systems for the 5.0 Mustang.

In December 2003, Roger ordered a Pro Turbo Kits 5.0L super-saver turbo system, and aided by his buddy Dave Pfister, installed the freshened 306 as well as the hairdryer and its accompanying components. HP Performance had the short-block machined for new bearings, replaced a couple of rods, and installed a Ford Racing Performance Parts E303 camshaft. To cope with the added heat under the hood from the turbocharged mill, Roger added a Lincoln VIII electric fan with DCC controller and a Ron Davis aluminum radiator. The Precision 67mm P-Trim turbocharger was connected to a Mental Addiction Motorsports (Mesa, Arizona) air-to-air intercooler, and vents its remaining combustion byproducts to a MagnaFlow exhaust system that does well to disguise the power beneath the hood.

Roger gave the '90 GT a full '93 Cobra body makeover during its repaint. Finding sunlight during the afternoon of Florida's rainy season proved difficult, but you can see how the House of Kolors Kandy Tangerine begins to glow when the sun hits it.

The turbocharger pushes its intercooled atmosphere through a Pro-M 80mm mass air meter and past a 70mm throttle body. Matching the incoming air surge are 50lb/hr Delphi injectors that pull from aftermarket aluminum fuel rails and a pair of 255-lph fuel pumps, one in the tank and one external.

Finally, in the spring of 2005, Roger's ride was ready to hit the streets again. Before jumping on the throttle, though, he dropped by HP Performance in Orange Park, Florida, where Tony Gonyon plugged in an SCT chip and tuned the turbocharged powerplant for power and driveability.

"With a safe tune, I ran it at Gainesville to a 12.79 at 118 mph on drag radials," Roger says. "The car was a handful on the stock suspension, and the T5 was giving me fits as the heat from the turbo was killing the clutch cable. Dave talked me into an AOD, and I've never looked back."

Roger swapped out the original stick-shift transmission for an Art Carr-built, transbrake-equipped, AOD automatic, and coupled it to the engine with an Art Carr 9.5-inch torque converter with a 3,500-stall speed and SFI flexplate. He later pulled the trans back out for a rebuild and took the opportunity to drop off the Mustang at HP Performance for some rear-suspension upgrades.

While the front end employs a Griggs Racing tubular K-member, control arms, and a Koni coilover setup, the rear suspension uses UPR Products' adjustable upper and lower control arms with spherical rod ends for absolutely no slop. Eibach rear springs and Koni Yellow shocks keep the car stable at high speeds.

On the chassis dyno at HP Performance, the Tangerine filly spun the rollers to 417 rwhp and 415 lb-ft of torque. Roger wasn't overly impressed, as the five-speed turned out 426 hp, but Gonyon told him the power was there. It was just that the torque converter and automatic transmission weren't showing it. With the new AOD gearbox and a rear suspension that could rein in the tremendous torque, the stout little Mustang trekked back to Gainesville Raceway in Gainesville, Florida, and promptly laid down an 11.01 at 122 mph with Gonyon behind the wheel. Indeed, the power was there and then some.

Astute onlookers will notice the wheelbase change in the front suspension thanks to the Griggs K-member. Slap on the 17x9 street wheels, and you've got a car that can turn with the best of them.

The car ran a string of low-11-second elapsed times through 2007, and over the course of the year, Roger renovated the interior to his liking. This overhaul included a complete color change from gray to black, using Latemodel Restoration's door panels, headliner, and carpet. Corbeau CR1 bucket seats comfort the occupants, while a K Dezines rear-seat delete did away with the unusable rear seat. Roger modified the seat delete to accommodate the battery relocation, and he also installed sound deadening on the roof and interior panels to combat excessive noise and vibration. G-Force harnesses were attached to the Autopower six-point rollbar, and Roger installed a Painless Wiring ashtray switch panel for the transbrake and overdrive functions.

Roger and Dave also upgraded the Pony to five-lug axle specs using Lincoln rotors up front, and Moser 31-spline shafts with a Traction-Lok differential and girdle on the 8.8 axle. Weld Pro Star wheels were chosen for the five-lug upgrade and feature 15x3.5 rims up front and 15x10-inch hoops out back. Mickey Thompson front and rear rubber was selected as well. Roger has plans for a future upgrade to SN-95 rotors and rear disc brakes, and plans to use a set of black FR500 replica wheels with drag radials for street duty.

The interior was once standard gray, but Roger converted it to the more desirable black using parts from the Latemodel Restoration catalog.

In April 2008, Roger entered the orange horse in the Pinks event at Gainesville Raceway, and while he wasn't chosen for the television show, the car did run a best-ever 10.73 at 124 mph while recording a 1.46 short time on its relatively road race-spec suspension.

Roger points to his family for getting him into the car hobby. "My dad had a '68 Camaro with a 327 when I was little, and while growing up, my Grandpa and Uncle Pat always had some type of project when I was around their house, be it a '68 Vette, a '62 pickup, or a '68 Mustang." While his family may have been into Chevys, Roger's passion for 5.0s developed while he was in college. "I came home for the summer, and a good friend of mine had bought an '88 Bimini Blue LX hatch. I've been hooked on the 5.0 since then."

Roger is quick to stand by those who stood by him throughout his automotive endeavors. "I'd like to thank God for blessing me with a hobby I love; my wife, Lisa; and sons Joshua, Aaron, and Christopher, who put up with my hopeless gearhead addiction," Roger says, "as well as my Mom and Dad, and my Grandfather Novaria and Uncle Pat for instilling in me a love for high-performance cars while growing up." Roger also thanks those who had a physical hand in the build, including Dave Pfister, Chris Whitehouse, Sean Knighton, Tony Gonyon, Jason Combs, and Paul Holman.

In a few short years, Roger has built himself a strike fighter capable of attacking on many fronts. The ordinance, a turbocharger, was no accidental choice as Roger is an aerospace engineer who works on the compressor section of the F-18 Hornet's jet turbine. Full speed ahead.


Ford Mustang (3-е поколение: 1979-1993)

Ford Mustang III увидел свет в 1979 году. Перед конструкторами и дизайнерами была поставлена сложнейшая задача. Они должны были не только не растерять престиж, завоеванный первыми двумя поколениями модели, но также и достичь высокого уровня унификации производственного процесса.

Технические характеристики Ford Mustang III (1979-1993)

Основные данные
Производитель Ford Motor Company
Годы производства 1979-1993
Класс Пони кар
Тип кузова 2-дв хэтчбек2-дв купе

2-дв кабриолет

Компоновка переднемоторнаязаднеприводная
Длинна 4562 мм
Ширина 1755 мм
Высота 1323 мм
Колесная база 2553 мм
Двигатель 2.3 L Pinto I42.3 L Turbo I42.8 L Cologne V63.3 L I63.8 L Essex V63.8 L Essex V6 Fuel Injection4.2 L Windsor 255 V85.0 L Windsor 302 V8

5.0 L Windsor 302 High Output V8

Трансмиссия 4-ст. механическая5-ст. механическая3-ст. автоматическая4-ст. автоматическая


Подобная постановка значила, что необходима универсальная платформа, на основе которой можно будет создать не только следующее поколение Мустангов, но и ряд других моделей Форда. Именно поэтому за основу была выбрана платформа Fox Platform. Она была не нова, так как на ней уже базировались Mercury Zephyr и Ford Fairmont.

Именно на ней и создали Ford Mustang III. Кстати, и не только его. На ней позже базировались следующие автомобили – Ford Granada (американская версия), Ford Thunderbird, Lincoln Continental (вышел на рынок в 1982 году) и Ford LTD.


Во внешнем облике нового Мустанга еще более явственно были заметны черты, характерные для европейских производителей – резкие линии, более угловатый кузов, новый стиль оптики и т. д.

Передняя часть автомобиля встречала всех решетчатой радиаторной решеткой прямоугольной формы, по бокам от которой размещалось 4 квадратных фары головной оптики. Сочеталось это с вытянутой формы поворотниками, традиционно длинными капотом и передними крыльями, а также слегка выдающимся вперед передним бампером.

Профиль Ford Mustang III выделялся практически квадратными дверями, ровной крышей, широкими задними стойками и общей правильностью геометрических линий. Корма же обращала на себя внимание огромным задним стеклом и очень покатой крышкой багажника.

Доступными были следующие варианты кузова:

  • купе;
  • кабриолет (только с 1983 года);
  • хэтчбек;
  • седан.

Однако в 1987 году произошло еще одно изменение, которое можно назвать рестайлингом III поколения. В экстерьере Мустанга это проявилось в изменении передней части кузова (его формы с рубленых превратились в более обтекаемые), а также в ликвидации решетчатых элементов в задних окнах и фонарях.

Формально рестайлинг объявлен не был и поколение остается единым, но фактически фанаты марки подразделяют его на 2 категории:

  • 1979—1986 – «foureyes»;
  • 1987—1993 – «aeronoses».

А еще выпускалась спецверсия «SVO», что отличалась от остальных авто наличием заднего спойлера, 16-дюймовых дисков и еще ряда элементов.

Большой спорт

Тут ситуация развивалась вполне закономерно, так как в угоду европейским покупателям на Мустанг устанавливались относительно маломощные силовые агрегаты, хотя и экономичные. Сначала компания даже отказалась от участия в гонках, но это продлилось до 1980 года, когда и был сформирован Special Vehicles Operations – SVO. Этот «Отдел Специальных Транспортных операций» создавал автомобили специально для престижнейшей гонки Trans-Am, причем стоимость одного гоночного экземпляра составляла фантастическую сумму в 250 000 $.

В 1979 году закончилась история силового агрегата «Ford Windsor 302 V8», объемом в 4,9 л. с. Его место занял более новый, 4,2-литровый «Ford Windsor 255 V8» с улучшенными показателями экономичности. Примечательно, что в те годы данный мотор был не только одним, доступным в гамме 8-цилиндровым двигателем, но и крайне слабым – при таком объеме он выдавал всего 120 л. с.

Гораздо более динамичным был 2,3-литровый «Turbo 4», но его проблема заключалась в недостаточной надежности – из-за дефицита поступающей в турбонагнетатель смазки он ломался, а мог даже загореться.

Фото: Ford Mustang GT (1986 год)

Однако уже в 1982 году концерн восстановил производство двигателя «Ford Windsor 302 V8», но уже в модификации «High Output». Это проявилось в наличии двухкамерного карбюратора, оптимизированной конфигурации камеры сгорания, новых клапанах и модернизированных системах впуска и выпуска. Теперь он развивал 157 л. с. Также на конвейер стал 3,8-литровый Essex V6, пришедший на смену 3,3-литровому мотору.

Кабриолеты Ford Mustang комплектовались 6-цилиндровыми агрегатами, но имелась и спецверсия GT с двигателями V8 в 175 л. с., однако таких было выпущено всего 1001 экземпляр. Эти машины отличались наличием новейшего карбюратора и впускного коллектора. А еще перечень опционного оборудования пополнил модернизированный 2,3-литровый «Turbo 4» с новой технологией впрыска топлива, что позволило поднять мощность до 145 л. с. Модификация «Turbo GT» комплектовалась еще и дифференциалом повышенного трения («Traction-Lok»).

1984 год ознаменовался выходом юбилейной серии Ford Mustang GT350, ограниченной в количестве 5 100 экземпляров, в кузовах хэтчбек и кабриолет. Они комплектовались двумя силовыми агрегатами – 2,3 Turbo или V8, причем последний мог быть укомплектован как карбюратором (4-камерный), так и электронной системой впрыска топлива (EFI). На протяжении 2-х лет (с 1984 до 1986 гг) с конвейера сходил SVO, оснащенный 2,3-литровым турбированным мотором, но с увеличенной до 175 л. с. мощностью. Позже его мощность составляла 205 л. с., а затем до 200 л. с.

Фото: Ford Mustang Кабриолет (1990 год)

1985-1993 гг

На 1985 год пришлась комплектация Mustang GT новым карбюратором от Holley (4-камерный), новой головкой блока цилиндров, впускным коллектором, а также псевдо-двойным выхлопом. Кроме того, на модель устанавливались новые распредвалы, но доступны они были лишь для модификаций с МКПП. Примечательно, что данный 8-цилиндровый мотор стал последним, на который устанавливался карбюратор, а его мощность поднялась до 210 л. с. Далее концерн Форд перешел на системы электронного впрыска топлива. Первый подобный силовой агрегат (V8) был произведен в 1986 году, а его мощность равнялась 200 л. с.

Что касается изменений в моторной гамме после обновления 1987 года, то это проявилось в снятии с конвейера 6-цилиндрового двигателя, а также в оснащении 4-цилиндрового, рядного мотора системой электронного впрыска. Кроме того, на V8 были установлены обновленные головки блока цилиндров, что привело к увеличению его мощности до 225 л. с., а крутящего момента до 410 Нм.

1992 год стал последним, когда вносились изменения в конструкцию силовых агрегатов Мустанга. Так, 2,3-литровый двигатель нарастил мощность с 88 до 105 л. с. за счет установки на него новых головок блока цилиндров, причем на каждый цилиндр шло по 2 свечи зажигания.


Фото: Интерьер Ford Mustang (1983 год)

Интересно, что нефтяной кризис начала 80-х годов едва не привел к исчезновению шарма Ford Mustang как истинного Muscle Cars. Дело в том, что совместно с японцами шли разработки принципиально нового, переднеприводного Мустанга, который должен был базироваться на платформе Mazda MX-6.

Однако такая идея натолкнулась на неприятие ее большей частью поклонников, не желавших отступаться от образа культового и брутального автомобиля. Как результат – американо-японский Ford Mustang так и пошел в производство. Вместо него был проведен рестайлинг. Но наработки, полученные в результате создания концепта, пригодились во время работы над Ford Probe.


Внутри торпедо была столь же угловата, как и кузовные панели. Сиденья остались качественными и удобными, а обзорность улучшилась за счет большого заднего стекла. А вот в 1990 году фронтальная подушка безопасности водителя стала обязательной опцией.


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