Thursday, November 24, 2011

Volkswagen Golf - Волксваген Голф - โฟล์คสวาเกนกอล์ฟ - فولكس واجن غولف

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The Volkswagen Golf is a small family car manufactured by Volkswagen since 1974 and marketed worldwide across six generations, in various body configurations and under various nameplates – as the Volkswagen Rabbit in the United States and Canada (Mk1 and Mk5), and as the Volkswagen Caribe in Mexico (Mk1).

The front-wheel drive Golf was Volkswagen's first successful replacement for the air-cooled Volkswagen Beetle. Historically, the Golf is Volkswagen's best-selling model and the world's third best-selling model, with more than 25 million built by 2007.

Most production of the Golf was initially in the 3-door hatchback style.[2] Other variants include a 5-door hatchback, estate/wagon (Variant, from 1993), convertible (Cabriolet and Cabrio, 1979–2002), and a Golf-derived notchback saloon/sedan, variously called Volkswagen Jetta, Volkswagen Vento or Volkswagen Bora (from 1979). The cars have filled many market segments, from basic personal cars, to high-performance hot hatches.

Every generation of Golf has been a runner-up in the European Car of the Year awards, but only one has been a winner, the Golf Mk3 in 1992.

VW Golf on top of the world

The latest version of VW's hatchback has been named World Car of the Year. 


The Volkswagen Golf MkVI has been awarded the 2009 World Car of the Year title.
The WCOTY jury consists of 59 eminent motoring writers from 25 countries, including Telegraph Motoring's Mike Rutherford.
They observed that: "The new Golf VI feels more expensive than other family hatches, thanks to its solid build and high quality cabin. Customers get a choice of nothing less than six engines including the punchy and efficient 158hp, 1.4-litre TSI unit that features both a turbo and supercharger.
"The Golf is also available with the firm's new 2.0-litre common-rail diesel engine, developing either 108 or 138hp. It goes without saying that choosing between the slick six-speed manual and superb DSG twin-clutch gearbox can be difficult. Sitting on an outstanding chassis, the VW is more refined than its rivals, especially when highway cruising. Wind, road and engine noise are kept to a minimum, making the Golf a relaxing long distance companion."

Receiving the award at the New York International Show, Stefan Jacoby, president of VW of America, said: "The Golf is an iconic nameplate for Volkswagen and is known throughout the world. The Golf is Volkswagen's best selling nameplate with more than 26 million units sold in more than 120 countries."
Other categories included World Performance Car (won by the Nissan GT-R, Car Design of the Year (Fiat 500) and World Green Car (Honda's FCX Clarity hydrogen fuel-cell car).
Finalists for the Performance Car category included the Audi RS6, BMW 135i, Corvette ZR1, Lamborghini Gallardo LP560-4, Mercedes-Benz C63 AMG, Mercedes-Benz SL63 AMG, Mitsubishi Evo X, Porsche 911 Carrera and Subaru Impreza WRX STI.
In the World Car Design of the Year category, the jurors were assisted by four highly respected world design experts. A similar process was applied to select the World Green Car award, a panel of three experts suggesting a shortlist on which the jurors voted.
The inaugural World Car title was awarded in 2005, when the Audi A6 triumphed. A year later, BMW's 3-series took the title, with the Lexus LS460 winning in 2007. Last year, the honour went to the Mazda2/Demio supermini.

Folcvagen, volcvagen, volksvagen, wolswagen, wolsvagen, folcika, buba, fauve

Фолцваген, волцваген, волксваген, волсваген, волсваген, фолцика, буба, фауве

 Folcvagen، volcvagen، فولكسفاغن ، wolswagen، wolsvagen، Folcika، والبق، 

Monday, November 21, 2011

Mercedes Benz 124 , mercedes 124 coupe, mercedes 124 diesel

Coming home from a long bike ride today, I kept looking at the cars parked on the side of the road, looking for something that stood out. And out of all of the cars that caught my eye, there was a 1992 (or so) Mercedes-Benz E-Class in very good condition--not bad for a car that is almost 20 years old. And I thought for the umpteenth time; that is the finest Mercedes-Benz ever, which is quite a claim to make given their immense automotive history.

I know this is a highly subjective and emotional topic, but after much soul-searching and contemplating and pontificating, and maybe a beer or two, I have concluded that the W124 Mercedes-Benz E-Class is the best Merc ever.

What? Heresy, you say? Maybe a certain 300 SL Gullwing pops to mind? Maybe an AMG or two can blow the doors off it, you say? What about the massively awe-inspiring 300 SEL 6.3 from the late ‘60s--especially in that deep maroon? What about an S-Class or two? None of these was ever a taxi, and many of them had better performance and pedigree within the Mercedes-Benz empire.

Look, I could quote production numbers, and such. Such as the 2.5+ million W124s that were sold across the globe over an 11-year period. Granted, many of those were diesel taxis, but that doesn't detract from the stunning sales for a luxury car. I could also go into the numerous performance versions with heart-stopping V-8s, the, sheer longevity of the turbodiesels, or even the stately station wagons that are still in demand as used cars across the globe. But none of those points really makes my argument (well, maybe the production figures do, but that’s only part of it).

What I believe made W124 E-Class the mid-size luxury vehicle to have was that it was one of the most complete Mercedes-Benz cars to incorporate everything that is the Mercedes-Benz brand--and that encompasses a lot. It's about solidity, longevity, safety, luxury, engineering excellence and of course, prestige.

The W124 was developed by perhaps one of the best designers ever to lay pen to paper, Bruno Sacco. Two other designers had a helping hand, Joseph Gallitzendrfer and Peter Pfeiffer, and should be recognized for creating a truly timeless, elegant, solid and brand-enhancing set of lines, inside and out. From the beveled edges, to the elevated trunk that cut drag coefficient, to the masculine sides and perfect proportions between front and back, there hasn't been a Mercedes-Benz that has had this kind of design impact and longevity.

The interior isn't to be forgotten either. There is a visual structure in the cabin. Its layout is balanced and driver-focused. It has excellent ergonomics, great seats (I got a ride in this vehicle on multiple occasions, so I can attest to that), and a kind of German design sensibility that made it stand out from its peers in this market and still does in my opinion.

It terms of solidity, safety and engineering excellence, this was the stiffest vehicle in its class by a wide margin and set off a series of other claims by rival manufacturers as to the stiffness of their chassis. It incorporated offset crash crumple zones and superb aerodynamics into its design for a low (0.29-0.32) drag coefficient--still very good by today's standards. It also had optional 4Matic, stability and slip control (novelties back then) and a cool feature that I love to this day, the one-armed windshield wiper that covered more area than any other.

And don't forget the engines. From four- and five-cylinder diesels to V-8 monsters that could chase down a 911 on the Autobahn. The six-cylinder engines were superbly balanced, the diesels are still running to this day, and the V-8s are all refined, controlled muscular mayhem.

Imagine that--a luxury car that could be a sedan, convertible, station wagon, and with the right engine, a sports car. What a wide breadth of talent and skill. It's all of these factors together that lead me to make this claim: it's the finest Mercedes-Benz ever in my opinion, and I still want one.

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Saturday, November 19, 2011

Chevrolet Camaro vs Ford Mustang

Chevrolet Camaro vs Ford Mustang

Two American red-blooded jittery beasts. But which one makes your palms sweat and your hands chafe just by seeing its locks wave in the breeze, when doing 150 on the highway? And I’m not talking about power here, ’cause it takes more than a peppery engine to label a car. I’m talking about looks, comfort, interior materials and finish.

Should ‘maro’s hefty weight, the money Chevy saved by using low-quality interior materials or the loss of the torque-o-meter from the four-pack of gauge clusters on the transmission tunnel make you choose the ‘stang over it? Or the tall window sills that can cause you an ulnar nerve displacement? They say that the tall door sills are an engineering visual trick to keep the greenhouse small and make the roof look lower than it really is, so it can look much like a choptop street rod. (The Chrysler 300C is a good example of this) but sometimes you gotta know when to stop! Could it be the exiguous space on the back seats of the Camaro? Or its styling that looks like a collection of retro elements put together by someone with only a vague impression of their origins? The other issue here is the bunker-esque view I get from the cockpit. After spending 13 straight hours in a Camaro, this was a far larger issue than the lack of arm space on the door.

My only real grievance with the Camaro is really a grievance with GM. Ford have stuck with the basic principle of the Mustang since ’64, and there have been good ones and bad ones.

Since ’94 they have, with varying success, used cues from earlier generations to remind the customers that “We still care about your car”. From 2004, as was the vogue post Ford GT, the latest Mustang payed more homage to the original than ever before. Ford, it seemed, still cared about the Mustang.

GM, however, seemingly abandoned the Camaro formula years ago, throwing in the towel in 2002 because there “wasn’t a market”. No market, perhaps, for a Camaro which was a shadow of its former self and suffering horrific model bloat.
Suddenly, though, it felt like GM noticed it had been wrong, that there was a market all along, and produced a modernized riff on the ’67 jam.

No doubt the Camaro is a better car than the Mustang, and it bloody well should be. Hanging out the window of a Camaro cruising down the boulevard at 30mph with the stereo blasting is as American as apple pie.

However, compared to the Mustang, they suck equine appendages.

But have any of us looked at the interiors of the cars that we have agreed maxed out the Jalop-o-meter? They all suck equine appendages. All of them. They use cheap plastics, cheap cloth, and are generally not all that well screwed together.

And yet, we love these cars. Why? Because the kick ass. Every time we sit in them and turn the key, we can’t help but smile. Every time we hit the road, start rowing our way through those gears, and tackling every curve we can at batshit mad speeds, we can’t help but grin maniacally because of the great driving dynamics of a car designed to be driven. Like the Camaro. Yeah, the interior ain’t the Ritz. But in a car like that, you really should be paying attention to what’s outside your car.

So, what’s it gonna be for you? ‘maro or ‘stang?

The Camaro is a better car than the Mustang. Mustang is for girls and Camaros are for drivers. GM needed to take a step away from the pony car segment to get a better look at the market and get fresh ideas. I’m glad they did it too. This Camaro is worth the wait.

La Camaro est une meilleure voiture que la Mustang. Mustang est pour les filles et les Camaro sont des chauffeurs. GM avait besoin de prendre un peu loin du segment des voitures de poney pour obtenir un meilleur regard sur le marché et trouver des idées fraîches. Je suis content qu'ils l'ont fait aussi. Cette Camaro est la peine d'attendre.

La Camaro è una vettura migliore del Mustang. Mustang è per le ragazze e Camaro sono per i conducenti. GM bisogno di fare un passo di distanza dal segmento delle vetture pony per ottenere un aspetto migliore al mercato e ottenere nuove idee. Sono contento lo hanno fatto troppo. Questa Camaro è valsa la pena aspettare.

A Camaro egy jobb autó, mint a Mustang. Mustang a lányok és Camaros a járművezetők részére. GM szükség ahhoz, hogy egy lépéssel el a pony car szegmensben, hogy jobban nézd meg a piacon, és kap friss ötleteket. Örülök, hogy nem túl. Ez a Camaro is megérte a várakozást.

Camaro это лучший автомобиль, чем Mustang. Mustang для девочек и Camaros являются для водителей. GM необходимо предпринять шаг в сторону от автомобиля сегмента пони, чтобы получить лучший взгляд на рынок и получить свежие идеи. Я рад, что они сделали это слишком. Это Camaro стоит ждать.

كامارو هو أفضل من سيارة موستانج. موستانج هو للفتيات وCamaros هي للسائقين. هناك حاجة جنرال موتورز لاتخاذ خطوة بعيدا عن المهر قطاع السيارات للحصول على نظرة أفضل في السوق والحصول على أفكار جديدة. أنا سعيد لأنهم فعلوا ذلك أيضا. هذا كامارو يستحق الانتظار.    

Wednesday, November 16, 2011

Chevrolet Camaro

Chevrolet Camaro is an automobile manufactured by General Motors under the Chevrolet brand, classified as a pony car and some versions also as a muscle car.It went on sale on September 29, 1966, for the 1967 model year and was designed as a competing model to the Ford Mustang. The car shared its platform and major components with the Pontiac Firebird, also introduced for 1967.

Four distinct generations of the Camaro were developed before production ended in 2002. The nameplate was revived again on a concept car that evolved into the fifth-generation Camaro; production started on March 16, 2009.

First generation: 1967–1969

First-generation Camaro debuted in September 1966, for the 1967 model year, up to 1969 on a new rear-wheel drive GM F-body platform and would be available as a 2-door, 2+2 seating, coupe or convertible with a choice of 250 cu in (4.1 L) inline-6 and 302 cu in (4.9 L), 307 cu in (5.0 L), 327 cu in (5.4 L), 350 cu in (5.7 L), or 396 cu in (6.5 L) V8 powerplants. Concerned with the runaway success of the Ford Mustang, Chevrolet executives realized that their compact sporty car, the Corvair, would not be able to generate the sales volume of the Mustang due to its rear-engine design, as well as declining sales, partly due to the bad publicity from Ralph Nader's book, Unsafe at Any Speed. Therefore, the Camaro was touted as having the same conventional rear-drive, front-engine configuration as Mustang and Chevy II Nova. In addition, the Camaro was designed to fit a variety of power plants in the engine bay. The first-generation Camaro would last until the 1969 model year and would eventually inspire the design of the new retro fifth-generation Camaro.

Second generation: 1970–1981

Introduced in February 1970, the second-generation Camaro was produced through the 1981 model year, with cosmetic changes made in 1974 and 1978 model years. The car was heavily restyled and became somewhat larger and wider with the new styling. Still based on the F-body platform, the new Camaro was similar to its predecessor, with a unibody structure, front subframe, an A-arm front suspension and leaf springs to control the solid rear axle. Road & Track magazine picked the 1971 SS350 as one of the 10 best cars in the world in August 1971. RS, SS and Z28 performance packages gradually disappeared.
A second-generation Camaro

The Z28 package was reintroduced in mid-year 1977, largely in response to enthusiast demand as well as the remarkable success of its corporate stablemate, the Pontiac Trans Am. 1980 and 1981 Z28s included an air induction hood scoop, with an intake door that opened under full throttle.

A 1977 Camaro Z28 reentered the limelight in the box office hit movie, "Transformers" as an Autobot character named “Bumblebee”, Sam Witwicky’s (Shia LaBeouf) first car. One of the most important heroes in the film, Bumblebee was sold on eBay (on July 18 2008) for just over $40,000 USD with proceeds going to charity.

Third generation: 1982–1992

The third-generation Camaro was produced from 1982 to 1992. These were the first Camaros to offer modern fuel injection, Turbo-Hydramatic 700R4 four-speed automatic transmissions, five speed manual transmissions, 16 inch wheels, a standard 4-cylinder engine, and hatchback bodies. The cars were nearly 500 pounds (227 kg) lighter than the second generation model.

The IROC-Z (the IROC stands for International Race of Champions) was introduced in 1985 and continued through 1990. National Highway Traffic Safety Administration (NHTSA) Regulations required a CHMSL (Center High Mounted Stop Lamp) starting with the 1986 model year. For 1986, the new brake light was located on the exterior of the upper center area of the back hatch glass. For 1987 and later, the CHMSL was either mounted inside the upper hatch glass, or integrated into a rear spoiler (if equipped). In 1987, the L98 5.7 L V8 engine became an option on the IROC-Z, paired with an automatic transmission. The "20th Anniversary Commemorative Edition" was offered in 1987, as well as a "25th Anniversary Heritage Package" in 1992 that included a 305 cu in (5.0 L) High Output engine. Beginning in 1988, the 1LE performance package was introduced, optional on street models and for showroom stock racing in the U.S. and Canada. The B4C or "police" package was made available beginning in 1991. This basically created a Z28 in more subtle RS styling.

Fourth generation: 1993–2002

The fourth-generation Camaro debuted in 1993 on an updated F-body platform. It retained the same characteristics since its introduction in 1967: a coupe body style with 2+2 seating (with an optional T-top roof) or convertible (introduced in 1994), rear-wheel drive, and a choice of V6 and V8 engines. The standard powerplant from 1993-1995 was a 3.4 liter V6. A more powerful 3.8 liter V6 was introduced as an option in 1995 and made standard in 1996. The LT1 V-8 engine, which was introduced in the Corvette in 1992, was standard in the Z28. Optional equipment included all-speed traction control and a new six-speed T-56 manual transmission; a four-speed automatic transmission was also available. Anti-lock brakes were standard equipment on all Camaros. The 1997 model year included a revised interior, and the 1998 models included exterior styling changes, and a switch to GM's aluminum block LS1 used in the Corvette C5. The Camaro remained in production through the 2002 model year, marking 35 years of continuous production. Production of the F-Body platform was stopped due to slowing sales, a deteriorating market for sports coupes, and plant overcapacity.

Fifth generation: 2010–present

Based on the 2006 Camaro Concept and 2007 Camaro Convertible Concept, production of the fifth-generation Camaro was approved on 10 August 2006. Oshawa Car Assembly produces the new Camaro which went on sale in spring of 2009 as a 2010 model year vehicle. The fifth-generation Camaro was engineered by General Motors Holden in Melbourne, Australia, and is based on the highly-successful GM Holden Zeta RWD platform.

Chevrolet Camaro egy olyan autó gyártását a General Motors a Chevrolet márka, minősíteni pony car és néhány változata is, mint az izom autó

Chevrolet Camaro adalah mobil yang diproduksi oleh General Motors di bawah merek Chevrolet, diklasifikasikan sebagai mobil kuda dan beberapa versi juga sebagai mobil otot

Chevrolet Camaro является автомобильной производства General Motors под брендом Chevrolet, классифицируется как автомобиль пони и некоторые версии и как мышцы автомобиль

Цхевролет Цамаро је аутомобил производи Генерал Моторс, под Цхевролет бренд, класификован као понија аутомобила и неке верзије и као мишића аутомобила

Chevrolet Camaro είναι ένα αυτοκίνητο που κατασκευάζεται από την General Motors με το σήμα της Chevrolet, που ταξινομούνται ως πόνι αυτοκίνητο και μερικές εκδόσεις, επίσης, ως ένα αυτοκίνητο μυών

Chevrolet Camaro é un automóbil fabricado pola General Motors coa marca Chevrolet, clasificado como un coche de pônei e algunhas versións tamén como un muscle car

શેવરોલે Camaro એક શેવરોલે બ્રાન્ડ હેઠળ જનરલ મોટર્સ દ્વારા ઉત્પાદિત ઓટોમોબાઇલ, એક ટટ્ટુ કાર અને કેટલીક આવૃત્તિઓ તરીકે સ્નાયુ કાર તરીકે પણ વર્ગીકૃત કરવામાં આવે છે     

شيفروليه كامارو هي السيارات التي تصنعها شركة جنرال موتورز تحت علامة شيفروليه ، تصنف على أنها سيارة المهر وبعض الإصدارات أيضا سيارة العضلات 

Saturday, November 12, 2011

2011 SLS AMG

The new 2011 SLS AMG “Gullwing” is a retro grand tourer made from an all-aluminum frame. The car is the very first to be completely designed in-house by AMG, Mercedes’ own high-performance unit. The car features a highly tuned 6.2 liter V8 engine that puts out 575 hp, and the transmission is a 7-speed dual-clutch semiautomatic

The Cadillac of Names

First of all, the remixed icon won’t be called the Gullwing or even the SLC as we had believed; its official name is Mercedes-Benz SLS AMG. (That said, Mercedes does refer to the car as the “new Gullwing” in its press materials and also confirms the car will utilize the unique door configuration.) We’re wondering if Cadillac will object to the SLS moniker, but we doubt anyone will confuse this super-Benz with a full-size, four-door Caddy. This might be a good time to mention that we don’t yet know what the SLS will look like. Mercedes is holding back on releasing official exterior pictures of the car, but expect to see images surface early this summer. For now, information from Mercedes-Benz is limited to what’s under the SLS’s skin. Judging by the underlying structure, the car appears as if it will have proportions drawn directly from its 1950s forebear. Even the angles of the front and rear window openings look similar. The gullwing doors will pop off in the event of a rollover to allow occupants to escape.
More Power from AMG’s Stonking V-8

Powering the SLS is a revised version of AMG’s now-familiar 6.2-liter 32-valve V-8. In the SLS, the engine makes 563 hp at 6800 rpm and 479 lb-ft of torque at 4750 rpm. Revisions to the engine for use in the SLS include a new magnesium intake with eight separate velocity stacks; two electronically controlled throttle plates feed the new intake. On the exhaust side, a new equal-length exhaust manifold reduces backpressure. Lubricating the engine is a new dry-sump system that allows the engine to sit low, thus reducing the center of gravity. But the engine doesn’t just sit low; it also sits behind the front axle line, an arrangement that is partially responsible for the SLS’s claimed 48 percent/52 percent front/rear weight distribution.

La SLS AMG nouvelle "Gullwing" est une routière rétro grande faite à partir d'un châssis tout en aluminium. La voiture est la première à être entièrement conçu en interne par AMG, Mercedes propres à haut rendement unitaire. La voiture dispose d'un moteur très à l'écoute 6.2 litres V8 qui émet 575 ch, et ​​la transmission est un 7-vitesses à double embrayage semi-automatique

Новый SLS AMG "Gullwing" является ретро Grand Tourer из полностью алюминиевый каркас.Автомобиль первых, чтобы быть полностью оформлен в дом-AMG, собственный высокопроизводительное устройство Mercedes.Автомобиль имеет очень настроены 6,2 литровый двигатель V8, который выдает 575 л.с., а передача 7-ступенчатая с двойным сцеплением полуавтоматической

وSLS AMG الجديدة "Gullwing" هي السيارة السياحية الكبرى الرجعية مصنوعة من إطار من الألمنيوم. السيارة هي الأولى التي تكون مصممة تماما في المنزل بواسطة AMG ، مرسيدس الخاصة عالية الأداء وحدة. السيارة تحتوي على ضبطها للغاية 6.2 لتر محرك V8 الذي يضع من 575 حصان ، ونقل هو 7 سرعات أوتوماتيكية مزدوجة القابض

La nuova SLS AMG "Ali di gabbiano" è una tourer retrò reso grande da un telaio interamente in alluminio. La vettura è la prima ad essere interamente progettato in-house da AMG, Mercedes 'proprio ad alte prestazioni. La vettura dispone di un grande sintonizzati 6,2 litri V8 che mette fuori 575 CV, e la trasmissione è un 7 marce a doppia frizione semiautomatica

Den nye SLS AMG "Gullwing" er en retro grand tourer laget av en alt-aluminiumsramme. Bilen er den aller første til å bli fullstendig utformet internt av AMG, Mercedes 'egen høy ytelse enhet. Bilen har en svært innstilt 6,2 liters V8-motor som setter ut 575 hk, og overføringen er en 7-trinns dobbel clutch halvautomatisk    

Sunday, November 6, 2011

Ford Mustang


The Ford Mustang is an automobile manufactured by the Ford Motor Company. It was initially based on the second generation North American Ford Falcon, a compact car. Introduced early on April 17, 1964, as a "1964½" model, the 1965 Mustang was the automaker's most successful launch since the Model A.
The model is Ford's third oldest nameplate in production[citation needed] and has undergone several transformations to its current fifth generation.

Ford Mustang - First generation (1964 - 1973)

As Lee Iacocca's assistant general manager and chief engineer, Donald N. Frey was the head engineer for the T-5 project—supervising the overall development of the car in a record 18 months[—while Iacocca himself championed the project as Ford Division general manager. The T-5 prototype was a two-seat, mid-mounted engine roadster. This vehicle employed the German Ford Taunus V4 engine and was very similar in appearance to the much later Pontiac Fiero.

It was claimed that the decision to abandon the two-seat design was in part due to the low sales experienced with the 2-seat 1955 Thunderbird. To broaden market appeal it was later remodeled as a four-seat car (with full space for the front bucket seats, as originally planned, and a rear bench seat with significantly less space than was common at the time). A "Fastback 2+2" model traded the conventional trunk space for increased interior volume as well as giving exterior lines similar to those of the second series of the Corvette Sting Ray and European sports cars such as the Jaguar E-Type. The "Fastback 2+2" was not available as a 1964½ model, but was first manufactured on August 17, 1964.

Ford Mustang - Second generation (1974–1978)

Lee Iacocca, who had been one of the forces behind the original Mustang, became President of Ford Motor Company in 1970 and ordered a smaller, more fuel-efficient Mustang for 1974. Initially it was to be based on the Ford Maverick, but ultimately was based on the Ford Pinto subcompact.

The new model, called the "Mustang II", was introduced two months before the first 1973 oil crisis, and its reduced size allowed it to compete against imported sports coupés such as the Japanese Toyota Celica and the European Ford Capri[citation needed] (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). First-year sales were 385,993 cars, compared with the original Mustang's twelve-month sales record of 418,812.

Ford Mustang - Third generation (1979–1993)

The 1979 Mustang was based on the longer Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The interior was restyled to accommodate four people in comfort despite a smaller rear seat. Body styles included a coupé, (notchback), hatchback, and convertible. Available trim levels included L, GL, GLX, LX, GT, Turbo GT (1983–84), SVO (1984–86), Cobra (1979–81; 1993), and Cobra R (1993).

Ford Mustang - Fourth generation (1994–2004)

In 1994 the Mustang underwent its first major redesign in fifteen years. Code-named "SN-95" by the automaker, it was based on an updated version of the rear-wheel drive Fox platform called "Fox-4." The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs. For the first time since 1974, a hatchback coupe model was unavailable.

The base model came with a 3.8 OHV V6 (232 cid) engine rated at 145 bhp (108 kW) in 1994 and 1995, or 150 bhp (110 kW) (1996–1998), and was mated to a standard 5-speed manual transmission or optional 4-speed automatic. Though initially used in the 1994 and 1995 Mustang GT, Ford retired the 302 cid pushrod small-block V8 after nearly 40 years of use, replacing it with the newer Modular 4.6 L (281 cid) SOHC V8 in the 1996 Mustang GT. The 4.6 L V8 was initially rated at 215 bhp (160 kW), 1996–1997, but was later increased to 225 bhp (168 kW) in 1998.

Ford Mustang - Fifth generation (2005–present)

Ford introduced a redesigned 2005 model year Mustang at the 2004 North American International Auto Show, codenamed "S-197," that was based on the new D2C platform. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace,[39] the fifth-generation Mustang's styling echoes the fastback Mustangs of the late 1960s. Ford's senior vice president of design, J Mays, called it "retro-futurism." The fifth-generation Mustang is manufactured at the AutoAlliance International plant in Flat Rock, Michigan.

For the 2005 to 2009 production years, the base model was powered by a 210 hp (157 kW) cast-iron block 4.0 L SOHC V6, while the GT used an aluminum block 4.6 L SOHC 3-valve Modular V8 with variable camshaft timing (VCT) that produced 300 hp (224 kW). Base models had a Tremec T-5 5-speed manual transmission with Ford's 5R55S 5-speed automatic being optional. Automatic GTs also featured this transmission, but manual GTs had the Tremec TR-3650 5-speed.

Ford announced in July, 2007 that all 2008 Mustangs would have seats containing material derived from soybeans.[41] A new option for the 2009 Mustang was a $1,995 glass roof.[42]

The 2010 model year Mustang was released in the spring of 2009 with a redesigned exterior and a reduced drag coefficient of 4% on base models and 7% on GT models. The engine for base Mustangs remained unchanged, while GTs 4.6 L V8 was revised resulting in 315 hp (235 kW) at 6000 rpm and 325 lb·ft (441 N·m) of torque at 4255 rpm.[44] Other mechanical features included new spring rates and dampers, traction and stability control system standard on all models, and new wheel sizes.
All the Mustang's engines were revised for 2011, and transmission options included the Getrag-Ford MT82 6-speed manual or a 6-speed automatic. Electric power steering replaced the conventional hydraulic version. A new 3.7 L (3.72 L or 227 cu. in.) aluminum block V6 engine shaved 40 lb (18 kg) from the outgoing version. With 24 valves and Twin Independent Variable Cam Timing (TiVCT), it produced 305 hp (227 kW) and 280 lb·ft (380 N·m) of torque. GT models included a 32-valve 5.0 L engine (4.95 L or 302.15 cu. in.) (also referred to as the "Coyote" engine) producing 412 hp (307 kW) and 390 lb·ft (530 N·m) of torque on "premium fuel" (91 octane). Power dropped to 402 hp (300 kW) and 377 lb·ft (511 N·m) when using "regular fuel" (87 octane). Brembo brakes are optional along with 19-inch wheels and performance tires There is much speculation to the actual output of Ford's 5.0 powerplant. Various dynometer tests have revealed that Ford Motor Company underrated the engine, according to the tests the engine is closer to a power of 435hp and 404 ft. lbs tq.

The Shelby GT500's 5.4 L supercharged V8 block was made of aluminum making it 102 lb (46 kg) lighter than the iron units in previous years. It was rated at 550 hp (410 kW) and 510 lb·ft (690 N·m) of torque.


野马是急功近利当它首次亮相在其第18销售超过万辆汽车今天美国传奇第一种模式提供了多种发动机选择一个微不足道的直列6可以勉强鼓起超级强大的K -守则”V8发动机,生产了271马力105马力1964运行只有一个为期半年的释放,但1965年的模型证明福特,他们挖掘一些美国家伙真的想

Ford Mustang, den amerikanske legenden

The Mustang ble en umiddelbar suksess da den debuterte, og solgte mer enn en million biler i sine første 18 måneder, og i dag er det en amerikansk legende. Den første modellen tilbudt en rekke motor valg, fra en ynkelig inline 6 som knapt kunne mønstre 105 hestekrefter til superkraftig "K-Code" V8, som kvernet ut 271 hestekrefter. Denne 1964 kjører bare var et halvt års utgivelse, men 1965-modellen viste seg å Ford at de hadde banket inn noe den amerikanske fyren egentlig ønsket.

Ford mustang, il mito americano

Il Mustang fu un successo immediato quando ha debuttato, vendendo oltre un milione di vetture nei primi 18 mesi, ed oggi è una leggenda americana. Il primo modello ha offerto una varietà di scelte motore, da una misera linea 6 che riusciva a malapena a mettere insieme 105 cavalli per il super-potente "K-Code" V8, che sfornato 271 cavalli. Questo 1964 è stato eseguito solo un semestre di rilascio, ma del 1965 modello si è rivelato a Ford che avevano sfruttato in qualcosa il ragazzo americano voleva davvero.

Ford Mustang, la légende américaine

La Mustang a été un succès instantané lors de sa sortie, en vendant plus d'un million de voitures dans ses 18 premiers mois, et aujourd'hui c'est une légende américaine. Le premier modèle offre une variété de choix de moteurs, d'une ligne chétifs 6 qui pouvait à peine rassembler 105 chevaux pour le super-puissant "K-code" V8, qui déversées 271 chevaux. Cette course 1964 était seulement un communiqué de la demi-année, mais le modèle 1965 s'est avéré qu'elles avaient Ford puisé dans quelque chose que les gars voulaient vraiment américaine.



فورد موستانج، وأسطورة الأمريكية

وكان الفرس نجاحا فوريا عند بدايتها، وبيع أكثر من مليون سيارة في الأشهر ال 18 الأولى، واليوم انها أسطورة الأميركية. عرضت أول نموذج مجموعة متنوعة من خيارات المحرك، من سقيم 6 المضمنة التي يمكن حشد بالكاد 105 حصانا إلى قوة عظمى "رمز ك" V8، والتي تمخضت عن 271 حصانا. وكان هذا السباق 1964 سوى الافراج نصف السنة، ولكن نموذج 1965 ثبت فورد أنها داعبت شيء الرجل الأميركي يريد حقا.

Ford Mustang, American Legend

Мустанг был мгновенный успех, когда он дебютировал, продав более миллиона автомобилей в первые 18 месяцев, и сегодня это американская легенда.Первая модель предлагает широкий выбор двигателей выбор из тщедушного встроенный 6 видно, что едва мог собрать 105 лошадиных сил для супер-мощный «К-код" V8, который выходящих из стен 271 лошадиных сил. Это 1964 пробег был всего полгода релиза, но в 1965 году модель оказалась Форда, что они что-то постучал в американский парень действительно хотел.