My 'Dark Horse'

Introduction of the philosopher 1

First generation

Production

1969-1973

Body style(s)

2-door coupe

Engine(s)

1969-1970

351 cu in (5.8 L) Windsor- tall deck V8

351 cu in (5.8 L) Cleveland V8

390 cu in (6.4 L) V8

428 cu in (7 L) CJ V8

1971-1973

302 cu in (4.9 L) Windsor V8

351 cu in (5.8 L) Windsor- tall deck V8

351 cu in (5.8 L) Cleveland V8

429 cu in (7 L) SCJ/CJ V8

1969 Ford Mustang philosopher 1

The Ford Mustang was introduced in 1964 as a sporty “pony car” to attract younger buyers into Ford products. After only a few short years of development, Ford saw the need to create performance Mustangs to compete with GM and their release of the Chevrolet Camaro and Pontiac Firebird. While several performance options had existed in the form of works 289’s (from the ’65s on) & works FE engines (new for 1967 with the S-Code Engine), the vast majority of Ford Mustang’s performance mantle was carried by automobiles altered by the legendary Carroll Shelby. 1969 was the benchmark year for Ford Mustang in its proliferation of performance obloquy and engines. No less than 6 works performance Mustang models were acquirable (Boss 302, 429, Shelby GT350, GT500 and the philosopher 1). Additionally, 9 variations of V-8s were acquirable in the ‘69-’70 cars.

The new Mustang chassis, the last of the 1st generation models, granted for larger engines than previous generations and could fit even the monstrous 429 for Ford’s planned homologation of the engine for NASCAR competition. For Ford, the philosopher 1 was introduced as an in-between model, a fit between the lower priced GT and the track oriented Boss 302s and 429s. The philosopher 1 started with the fastback “Sports Roof” body and added several visual and performance enhancing items such as matte black hood with hood pins, chrome gas cap and wheels, chrome exhaust tips (except 351W 2V), and dealer optional chin and rear deck spoilers, and louvers. Standard equipment was a 351W 2V Windsor motor with a 3 speed manual transmission, and a 9″ 28 spline open rear axle. A 351W 4V was optional as was a 390 4V, and the massive 428 4V Cobra Jet or with the “drag pack” option, the 428 4V Super Cobra Jet. A 4 speed manual or 3 speed FMX (small block)/C6 (big block) automatic transmission was optional, and the 428SCJ added a cast iron tailshaft in place of the regular aluminum one to the C6. A “traction lok” rear axle was optional, and the 428 CJ/SCJ included a “traction lok” with a 3.91 or 4.30 ratio, 31 spline axle shafts and a nodular case. In 1970, the 3.91 ratio was a “traction-lok”, while the 4:30 ratio was a Detroit locker. philosopher 1s came with upgraded suspension to varying degrees dependent upon powertrain choices. Huge block automobiles had front shock tower reinforcement, thicker sway bars (no rear bar for 69), and heavier springs and shocks. 428 CJ/SCJ 4 speed automobiles also came with staggered rear shocks. Standard on philosopher 1s was a fierce but cosmetic hood scoop that had integrated turn-signal lights mounted in the back. A more functional option was the signature “Shaker hood”, an air scoop mounted directly to the top of the motor, used to collect fresh air and so titled for its tendency to “shake” above the rumbling V-8 below. The interior came complete with teak wood grain details, full sound deadening material and high-back sport bucket seats. The study philosopher 1 could not have been more appropriate as in 1969, Performance Buyer’s Digest place a new philosopher 1 through its paces at Bonneville, breaking some 295 USAC speed and endurance records. Ford kept the philosopher 1 alive into 1970 and tiny changed outside the visual. New philosopher 1 specific bucket seats, Magnum 500 wheels, recessed taillights on a black honeycomb rear panel as well as new side and rear badging and striping were the main visual differences. Outselling the base GT model, Ford canceled the GT altogether to make the philosopher 1 the primary street performance Mustang.

Production changes

1972 Ford Mustang philosopher 1

With Ford’s withdrawal from Trans-Am officially following 1970, the high end Boss 302 and 429 disappeared and were replaced by the massive street-oriented Boss 351. The 1971 Mustang was larger in nearly apiece dimension, earning the nickname the “Clydesdale”. In a demonstration of defiance by long-time Ford designers over what they felt was far too much GM-style influence brought to the new-for-71 Mustang by recently acquired ex-GM designer Larry Shinoda,and new Ford president (and ex-GM man) Bunkie Knudsen, the old-school Ford trim designers prefabricated sure that the nomenclature ‘FORD’ did not appear stylistically in any visible place either on the exterior nor the interior of the new design. Their statement was meant to show that this was indeed “not really a ‘Ford’ product through and through”. In 1971 the philosopher 1 started with a base engine of the 302ci based Windsor motor, with a 2 barrel carburetor. The lineup of engines included four 351 Cleveland engines: The 2-V, 4-V, the C.J.(Cobra Jet) and H.O.(BOSS 351). The H.O was canceled after mid-year 1971, and shortly thereafter the low-compression 351 ‘Cobra Jet’ became available. The lineup topped out with two 429ci options, the CJ (Cobra Jet) & SCJ (Super Cobra Jet). philosopher 1s, as well as all other Mustang models (except the BOSS 351) were optionally acquirable with the CJ and SCJ motors. The SCJ came with a drag pack V or W code rear gears, oil cooler and a different rotating assembly. 429 Super Cobra Jet engines used a Holley 4-barrel carburetor, while the Cobra Jet engines prefabricated do with a GM-sourced Rochester Quadra-Jet 4-barrel carburetor. The 1971 philosopher 1 Mustang was featured in the saint Bond Film, Diamonds Are Forever (1971). In this film, the philosopher 1 was the first automobile ever filmed to feature the now-famous ‘two-wheeled tilt’ stunt (driven by stunt driver ‘Bumps’ Willert from Davenport, Iowa) as Bond escapes from pursuing Las Vegas police. One of the stunt automobiles used in the Bond film was later featured as Jan Michael Vincent’s automobile in the Charles Bronson film ‘The Mechanic’. Unfortunately for the philosopher 1 in its only appearance in the movie, the automobile was demolished by a bomb planted inside.

In 1972 the 429s were dropped from the lineup, and horsepower dropped crossways the board. The following year also produced the fewest philosopher 1 income of the 1971-73 generation. There are no major differences in the 1971 and 72 Mustangs externally, other than different script on the trunk panel. The only difference externally on the ‘72 philosopher 1 was the deletion of the 71-only pop-open gas cap on the philosopher 1 for the standard Mustang twist-on gas cap for ‘72 philosopher 1s. Apparently, the pop-open gas caps were prone to spilling fuel in a rear end collision, so Ford discontinued their use crossways the board. The 302 was still the base engine, with 2 barrel or 4 barrel 351 Clevelands being the only options in the philosopher 1 lineup.

1973 Ford Mustang philosopher 1

In 1973, the Front end was changed to fit new bumper standards, and a new philosopher 1 grille was made. The philosopher 1 grille in prior years had 2 “sportlamps” horizontally crossways the grill on the left and right side, while the functional parking lamps rode low underneath the front bumper at the outer ends of the valance panel. In 1973, all Mustang models had the sportlamps changed to a vertical orientation at apiece end of the grill, and these lamps served double duty as the parking lamps also. This was necessary since the new-for-73 front bumper was larger and effectively blocked the view underneath the bumper, the previous location of the parking lamps. The rear bumper was also mounted on new bump-absorbing extensions which caused the bumper to deform from the body about an inch farther than before. The philosopher 1 graphics were also updated to a simpler, yet bolder design, which was necessitated by the change in the front bumper. Engine options remained the same as in 1972. One of the most recognizable as well as favourite features of the ‘71-’73 block-off plates in the scoops, so it was a visual, non-functional item. However, they could be prefabricated fully functional on models ordered with the ‘ram-air’ option. This included vacuum controlled ‘flappers’ at apiece scoop, and a massive fiberglass underhood ‘plenum’ that directed cool, outside air into the carburator for increased performance. The ram-air option included a two-tone hood paint treatment in either ‘matte black’ or ‘argent’ (matte silver), coordinated to the color of the philosopher 1 decals and striping. In addition, all ram-air equipped Mustangs of this generation came equipped with large twist-style chrome-plated hood lock pins.

Because of the popularity of the ram-air option, but because of the trouble getting the ram-air option approved for emissions reasons, Ford offered an ‘exterior decor’ option in 1973 that consisted of the two-tone paint treatment and the hood pins, but without the actual functional components of the ‘ram air’ system. The only engine that the functional ‘ram-air’ option was acquirable on in 1973 was the 351 2-V, even though the 351 4-V ‘Cobra Jet’ was optional on apiece model.

Mustang II – philosopher 1 package

Second generation

Production

1974-1978

Body style(s)

2-door coupe

Engine(s)

2.8L V6

302 cu in (4.9 L) V8

Transmission(s)

4-speed manual

The philosopher 1 was the performance package, fitted with the 2.8 L V6 rated at 105 hp (78 kW). The 1974 philosopher 1s outsold the previous 4 years with the V6 in the light for its size 2,700 lb (1,200 kg) II. Next year the 302 was brought back into the Mustang, giving a much needed performance boost. At 140 hp (100 kW) and 240 lbfft (325 Nm) of torque, the MII was acquirable with a 4-speed manual. It formed the top end of performance in the Mustang IIs. With 1976 came the introduction of another “performance” model, the Cobra II. In 1977 tiny changed but the grille of the Mustang and 1977 evidenced to be the lowest selling year of the philosopher 1 yet, selling only 6,719 cars. It is also worth noting that four of the five years of the Mustang II are on the top-ten list of most-sold Mustangs ever. Nothing changed for 1978 other than Ford adding yet another performance model to the lineup, the King Cobra. This became the final year for the Mustang II as well as their performance models. The philosopher 1 study was discontinued.

philosopher 1 reborn

Ford Mustang philosopher 1 New Edge

Manufacturer

Ford Motor Company

Production

20032004

Class

Muscle car

Body style(s)

2-door liftback

Platform

Ford Fox platform

Engine(s)

Modular 4.6 L (281 CID) DOHC 32 Valve V8

Transmission(s)

4-speed automatic

5-speed manual

Wheelbase

101.3 in (2573 mm)

Length

183.2 in (4653 mm)

Width

73.1 in (1857 mm)

Height

53.1 in (1349 mm)

During the 1990s, the preeminent performance Mustang was the SVT Cobra. Following the departure of the Fox chassis in 1993 and the arrival of the SN-95 in 1994, Ford also sought to eliminate the 302. (Now marketed as 5.0 Liters; even though 302 CID is closer to 4.9 L ) Drawing on its newly developed OHC structure engines known as the Modular, SVT created the 1996 and up Cobra around several variations of the 32 valve, all aluminium 4.6 liter (281 CID) V-8. Below the SVT in performance was only the GT, reintroduced in 1982 with the 302 HO “5.0″, later turning to the 16alve SOHC V-8 in 1996. While still well behind GM competition in acceleration (the base Camaro Z-28 engine from 1993 and up prefabricated 275 hp (205 kW) and rose to 305 hp (227 kW) in 1998), the income on the new SN-95 style automobiles increased, so that by 2002, Mustang income topped the combined income figure of the Firebird and the Camaro. With GM’s withdrawal from the “Pony Automobile wars” in 2002, Ford had a free hand at the whole market but nonetheless created what was arguably the fastest stock Mustang up to that point in time with the 2003-2004 SVT Cobra. However, concerns over a price gap between the GT and Cobra, as well as interest in keeping income up before the release of the all new 2005 S197 Mustang prompted the creation of two one-of-a-kind mid-range performance models: The 2001 1/2 Bullitt GT and the 2003 and 2004 philosopher 1 both credited to Team Mustang led by Scott Hoag.

Following the stir caused by the retro 2001 “Bullitt” (A lightly altered 2001 GT, titled for the famed chase Mustang driven by Steve McQueen in the motion picture “Bullitt”) Ford saw the value of heritage in the Mustang study and as a follow up, sought to revive the philosopher 1 name. While similar to the Bullitt in the use of the Cobra’s 13 in (330 mm) Brembo front brakes, one-of-a-kind Tokico gas shocks and struts, and lower and stiffer springs, the philosopher 1 received a massive performance acquire over the base GT and even the 265 hp (198 kW) Bullitt in the form of a one-of-a-kind variant of the DOHC 32alve 4.6 Liter Modular V8. Commonly known by philosopher 1 owners as an “R” code DOHC, (for the one-of-a-kind VIN engine R code) this all-aluminium engine features the same high flow heads as the 20032004 SVT Cobra, 20032004 Mercury Marauder, 20032005 Lincoln Aviator, and the 20032009 Australian Boss 5.4 L V8s (see Ford of Australia Boss 5.4 L), the engine also has intake camshafts sourced from Lincoln’s 5.4 Liter “InTech” V8 to wage more mid-range torque. The philosopher 1 engine had a 10.1:1 compression ratio in contrast to the 1999 and 2001 Cobra’s 9.85:1, and the philosopher 1 was equipped with a Windsor Aluminum Plant or WAP block one-of-a-kind from the Teksid aluminium blocks used in the 19961999 Cobras. The philosopher 1 also featured a relatively high redline of 6,800 rpms (5-speed cars) and fuel cut off at 7,050 rpms or 5800 rpms (4-speed automatic). While on paper the 305 hp (228 kW) ratings seem a loss when compared to the 1999 and 2001 SVT Cobras which produced 320 hp (239 kW), in practice the philosopher 1 engine produced similar peak horsepower and substantially more torque.

Further differences included the use of Ford’s 8.8-inch (220 mm) solid rear axle with a 3.55 final ratio (As opposed to SVT’s Independent Rear Suspension) also the availability of a 4 speed automatic in addition to the Tremec sourced 5 speed manual. Factory steel “Box” cross section subframe connectors were also added to increase chassis strength for both the added handling and to deal with the prodigious torque over the stock GT. Style wise, the philosopher 1 was very distinct from other Mustangs as it drew heavily from the 1970 philosopher 1. In addition to the matte black spoiler and hood stripe, flat black chin spoiler, philosopher 1 rocker panel stripes and philosopher 1 badging on the rear, there were also faux Magnum 500 polished 17×8 alloy wheels. A retro themed interior was included with well bolstered dark grey leather seats featuring 70’s style “Comfort Weave” textures, a 1970s style gauge cluster and a machined aluminium shift ball. An optional 18G interior upgrade package included stainless steel pedals, a 4-Way head restraint, aluminum completed shift boot trim ring and door lock posts, and aluminium look bezels on the dash. The most noticeable difference visually from other Mustangs was the bulging hood with cut-out and the return of a semi-legitimate “Shaker Hood”. While physically same in placement and function (the scoop is stated to be built on the same tooling as the 1970 philosopher 1) it only provides a portion of air to the motor routing to the air box ahead of the MAF. It does function well as a cold air “snorkel” and a partial Ram Air at speed.

2004 saw only minor cosmetic changes to the philosopher 1. 2004 philosopher 1s can be identified by bare aluminium completed valve covers, as opposed to the 2003’s black completed covers. Outside, 2004 philosopher 1’s wear 40th anniversary tags ahead of the doors while the 2003 has the traditional Mustang Running Pony and Tri-Color bar. The lone interior change was the deletion of the overhead “cargo net” mounted on the headliner. Despite pre-production rumors, the horsepower and torque ratings were not increased in 2004. Power rating was 305 hp (227 kW) and 320 lbft (434 Nm).

Unlike many limited edition cars, 2003 philosopher 1 owners had a variety of stand out colors from which to choose. Originally the automobiles were offered in Black, Dark Shadow Grey Metallic, Torch Red, Zinc Yellow, Oxford White and the philosopher 1 only Azure Blue. In 2004 Zinc Yellow was dropped as an option and replaced with a more vibrant yellow called Screaming Yellow, as well as an all new color called Competition Orange.

With such improvements in power and a relatively light curb weight of 3,380 lb (1,533 kg), the 2003 Mustang philosopher 1 posted entrepot test numbers that were impressive given its $29,305 price tag. Magazine tests by Motor Trend found numbers from 13.88 seconds at 101.9 mph (164.0 km/h) for the automatic equipped 2003 philosopher 1 with a 5.6 seconds 0-60 mph, up to the 5 speed’s blistering 13.2 seconds at 106.7 mph (171.7 km/h) with a 4.7 second 0-60 mph time. All this while maintaining a decent 63.5 mph (102.2 km/h) on a 600-foot (180 m) slalom and 0.85 g’s on the skidpad, though the higher CG of the larger DOHC motor has created a tendency to understeer more than the IRS equipped SVTs and lower CG and lower curb weight Bullitt GTs with the same basic suspension and brakes.

Limited in production, the 2003 and 2004 philosopher 1s ended with the New Edge body platform, the discontinuation of the Fox framed unibody, and the introduction of the first new frame design since 1979 the s-197 with 9,652 2003’s and 7,182 2004’s being built, contrary to the philosopher 1 originally being advertised as a one year limited run model with production set at 6,500 cars. Plans at Ford again call for a mid-range model between the Mustang GT and Shelby GT500 (Shelby has already set out with a GT-H for Hertz rental like the legendary GT-350, as well as a buyable version) but it is unlikely to be another philosopher 1 as rumors are that either the Boss or the Bullitt study will be used again.

Popular philosopher 1 engines

Wikimedia Commons has media related to: Ford Mustang

302ci Windsor- Short deck

Ford Boss 351 engine

351 Cleveland

351ci Windsor- tall deck

428 CJ

429 SCJ/CJ

Modular

References

^ “2003 Ford Mustang philosopher 1 – First Drive & Road Test Review”. Motor Trend. 2005-02-07. http://www.motortrend.com/roadtests/coupe/112_0310_2003_ford_mustang_mach_1/index.html. Retrieved 2009-10-02. 

^ “2003 Vortech Mustang philosopher 1 – Tuners”. Motor Trend. 2004-04-01. http://www.motortrend.com/features/performance/112_0404_2003_vortech_mustang_mach1/index.html. Retrieved 2009-10-02. 

^ “TheMustangSource.com | Timeline: 2003 Mustang”. Bradbarnett.net. http://bradbarnett.net/mustangs/timeline/99-04/03/. Retrieved 2009-10-02. 

^ “TheMustangSource.com | Timeline: 2004 Mustang”. Bradbarnett.net. http://bradbarnett.net/mustangs/timeline/99-04/04/. Retrieved 2009-10-02. 

^ “FORDMUSCLE webmagazine: Feature Automobiles 2003 philosopher 1″. Fordmuscle.com. 2002-03-27. http://www.fordmuscle.com/archives/2002/03/mach1/. Retrieved 2009-10-02. 

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Ford Mustang production models and variants

Ford Mustang generations

1964-1973  1974-1978  1979-1993  1994-2004  2005-present

Ford in-house variants

SVO  SVT Cobra  Special Service Package  California Special  philosopher 1  Boss 429  Boss 302  Boss 351  Bullitt  FR500C  GT500/KR  Mustang I  Giugiaro

3rd-party models

Shelby Mustang  Roush Mustang  Steeda Mustang  Saleen Mustang

Categories: Ford Mustang