DeSoto

DeSoto

Active: 1928-1961

Based: Auburn Hills, Mich.

Notable models: Powermaster, Firedome, Adventurer

The DeSoto was introduced in 1928 by Walter P. Chrysler as a mid-level car and was eventually priced just below Dodge. While it was a popular marque, it was eventually killed because it made Chrysler’s lineup too bloated

Fifth Generation (2005-Present)

At the 2004 North American International Auto Show, Ford introduced a completely redesigned Mustang which was codenamed “S-197″ and based on an all-new D2C platform for the 2005 model year. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace, the fifth generation Mustang draws inspiration from Mustangs of the 1960s, notably the 1969-70 models. It was this redesigned aesthetic that inspired Ford’s Senior Vice President of Design, J Mays, to call it “retro-futurism.”

The 2005 Mustang’s unique retro coupe styling complements its muscle car status with an approximate weight to power ratio of 11.5:1. The current Mustangs are manufactured at the AutoAlliance International plant in Flat Rock, Michigan. The base Mustang, equipped with a 5-speed Tremec T-5 manual transmission, is powered by a cast iron block 210 hp (157 kW) 4.0 L SOHC Ford Cologne V6 engine, replacing the 3.8 L pushrod V6.

The Mustang GT features a standard 5-speed manual Tremec TR-3650 transmission with an aluminum 300 hp (224 kW) 4.6 L (281 CID) 3-valve Modular V8 with variable camshaft timing.[citation needed]The current Mustang is also the first mustang to offer a 5-speed automatic with 4 forward gears and an overdrive gear, which is also used the Ford Explorer and Lincoln LS.

Fourth Generation (1994-2004)

In 1994, the Mustang underwent its first major redesign in 15 years. The design, code named “SN-95″ by Ford, was based on an updated version of the rear-wheel drive Fox platform called “Fox-4.” It featured dramatic new styling by Patrick Schiavone that incorporated some stylistic elements similar to those on earlier Mustangs. [16] However, unlike all earlier Mustangs, a notchback coupé model was unavailable. The Mustang was named Motor Trend magazine’s Car of the Year for the third time in 1994.

The base model came with a 3.8 L V6 engine with a diplacement of 232 cubic inches (3797 cc) which was rated at (1994-1995) 145 hp (108 kW) or (1996-1998) 150 hp (112 kW), or (1999-2004) 190 hp (142 kW)[17]. After nearly 40 years, Ford retired its 302 CID overhead-valve small-block V8 and in 1996, the 4.6 liter Ford Modular engine was introduced for the first time for the Mustang rated at (215hp for 1996-1997) (225hp for 1998 model year).[18]

For 1999, the Mustang received Ford’s ‘New Edge’ styling theme with sharper contours, larger wheel arches, and creases in the bodywork, but its basic proportions remained the same as the previous redesign.

Third Generation (1979-1993)

In 1979, the new Mustang was based on the larger Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The Mustang’s interior was re-styled to comfortably accommodate four people, despite a smaller rear seat. The 1979 Mustang had a larger trunk and a larger engine bay for better service access.

The body styles included a coupé (notchback) and a hatchback; a convertible Mustang was offered in 1983. The offered car-trim levels included: “LX”, “GT”, the 1993 “Cobra”, the 1984-86 turbocharged “SVO”, and the 1993 “Cobra R”.

In response to slumping sales and escalating fuel prices during the early 1980s, a new Mustang was being developed. It was to be a variant of the Mazda MX-6 assembled at AutoAlliance International in Flat Rock, Michigan. The prospect of a front-wheel drive, Japanese-designed Mustang lacking a V8 option infuriated enthusiasts who wrote letters to Ford objecting to the change. The result was a major facelift of the existing Mustang in 1987, while the MX-6 variant became the 1989 Ford Probe

Second generation (1974-1978)

Pony cars were in disfavor by 1970, buyers preferred cheaper, fuel-efficient compact cars. The new-for-1974 “Mustang II” model was drastically smaller than the 1973 cars. On assuming the Ford Motor Company presidency, in December of 1970, Lee Iacocca ordered a smaller Mustang for 1974, initial plans required basing the 1974 Mustang on the Ford Maverick, a compact car of like size and power akin to the Falcon’s, the Mustang’s original base car. Those plans went undone in favor of a yet smaller 1974 Mustang based on the Ford Pinto, a sub-compact car.

Such a Mustang could better compete with smaller, imported, sports coupés, such as the Japanese Toyota Celica and the European Ford Capri (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). The introduction of the smaller Mustang II was well-timed — two months shy of the first “Energy Crisis”, in October of 1973. The first-year sales were 385,993 cars, almost that of the original Mustang’s twelve-month sales record of 418,812 cars.

First Generation (1964-1973)

First Generation (1964-1973)

First conceived by Ford product manager Donald N. Frey and championed by Ford Division general manager Lee Iacocca, the Mustang prototype was a two-seat, mid-engine roadster. This would later be remodeled as a four-seat car penned by David Ash and John Oros in Ford’s Lincoln–Mercury Division design studios, which produced the winning design in an intramural design contest called by Iacocca. To cut down the development cost and achieve a suggested retail price of US$2,368, the Mustang was based heavily on familiar yet simple components. Much of the chassis, suspension, and drivetrain components were derived from the Ford Falcon and Fairlane.

The car had a monocoque platform-type frame, which was taken from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. The Mustang grew larger and heavier with each passing year, culminating with the 1971 to 1973 models that were far different compared to the original 1964 model. The automaker was deluged with mail from fans of the original car who demanded that the Mustang be returned to its original size and concept.

Jordan Motor Car

Jordan Motor Car Co.

Active: 1916–1931

Based: Cleveland, Ohio

Notable models: Playboy, Friendly Three, Little Custom

Long before the automotive industry consolidated in Detroit other cities vied for the honor of being the Motor City. The Jordan Motor Car Co. of Cleveland was one such company. Using parts from other manufacturers, Jordan was at first spectacularly successful, returning original stockholders a 1,900% return on their investment. The company failed, however, when it introduced its Little Custom luxury compact, which failed to catch on with buyers and eventually led to the takeover of the company.