Ford Opens Its Order Books For Mustang Mach-E Electric Crossover

Ford Opens Its Order Books For Mustang Mach-E Electric Crossover

Ford sent us this faceted pony as an invite to the Mach-E reveal, which takes place on Sunday in Los Angeles. If you think you need a faceted pony in your life, it will be up for grabs in our end-of-year giveaway. Ford also asked us to download an augmented reality app. Here's what it did. The glacial pace at which some of the world's major automakers are electrifying their product line-ups can be rather frustrating. I've been particularly critical of Ford, although there's clear evidence that the Blue Oval wants that to change. 500 million in Rivian, an electric vehicle startup that has also seen big investment from Amazon. And it's going to use Volkswagen's MEB architecture to build battery EVs for European markets. But next year, before either of those efforts bears fruit, we'll get to see Ford's first in-house, long-range BEV hit the showroom. And now it's official鈥攖he new vehicle will be badged the Mustang Mach-E. Right now there aren't really any more details to share. 500 deposit down once the car is unveiled by Idris Elba via livestream, in both the US and EU. As of now, all I have to officially share are the above photos of the plastic, faceted pony that Ford sent out as an invite and the augmented reality version taken with the event app that Ford made me download. If you're particularly taken with the stealth-horse, keep an eye out for our end-of-year charity drive, as it will be up for grabs (along with a very heavy Mustang Shelby GT500 supercharger paperweight). But people buy crossovers, and Ford wants to sell BEVs, so purists be damned, I guess.

That, in turn, meant engineering with a keen eye on weight. In addition, the program aimed at improved space-efficiency, meaning more interior room for a given external size, plus lower manufacturing costs through careful engineering and maximum component sharing among the various Fox-based models. Planners said the platform could be shortened somewhat for Mustang, and it was: by 5.1 inches in wheelbase, to 100.4. Mustang II engines -- 2.3-liter overhead-cam four, 2.8-liter overhead-valve V-6 and 5.0-liter/302-cubic-inch V-8 -- would be retained. A Ghia idea, also from early '76, shows a different take on the "formal" look ultimately rejected. Recalling 1965, curb weight was pegged at a comparatively lean 2700 pounds. The interior would be larger than Mustang II's but still planned for comfortable seating in front and "occasional" seating in back for children or smaller adults. Like the original Mustang but unlike the II, stylists were directed to do a notchback first, then a fastback version of it.

After reviewing several full-size fiberglass models, management chose the distinctive offering from Telnack's group. Remarkably, the only changes made for production were substituting an eggcrate grille insert and adding simulated louvers behind the rear side windows. The fastback ended up with a vestigial rear deck instead of a full-sweep roofline. This shortened the hatch to reduce maximum opening height and make it easier to pull down. The 1979 Mustang's styling was all about reducing the drag coefficient and improving mileage. Keep reading to learn how the design team sculpted a sleek, aerodynamic Mustang. Ford's in-house competition for the new Mustang resulted in a leaner design that emphasized aerodynamics. The result was so successful that the production model would end up looking remarkably similar to the winning design. The Mustang's winning design team consisted of light-design chief Fritz Mayhew and executive director of design Jack Telnack. The team also included pre-production-design executive David Rees and pre-production designer Gary Haas. The shape they evolved was a subtle wedge: slim in front, with the hood sharply tapered from a rather high cowl -- actually an inch taller than that of the Fairmont/Zephyr.

The '79 Mustang coupe shows how the design evolved into a subtle wedge: slim in front, with the hood sharply tapered from a rather high cowl. 1.4 million to total program cost, all involved agreed it was justified. Witzenburg noted another advantage of Telnack's change: Drivers could see four-feet closer to the nose than in a Mustang II. Telnack recalled, "but we weren't accepting anything on this car as gospel." That included traditional Mustang styling signatures like the galloping grille pony and C-shaped side sculpturing. The latter was abandoned for smooth, slightly curved sides, while the horse was maintained in a small "pony tricolor" logo for a circular hood medallion just above the grille. Once approved, '79 styling was refined in the wind tunnel to trim air drag and thus enhance fuel economy. The applied rear-roof slats hindered over-the-shoulder vision, but they weren't Telnack's idea. Indeed, he directed his team to always be mindful of the "form follows function" ideal. It's worth noting that the drag figures Telnack cited were good for the time but would soon seem mediocre.

The Fox-based 1983 Thunderbird, for example, arrived with an altogether more impressive Cd of 0.35. While the difference may not seem dramatic, it represents a reduction of more than 20 percent, and shows just how quickly standards can change. Incidentally, Telnack directed that effort too. In the end, the '79 Mustang was some 200 pounds lighter on average than Mustang II despite being slightly larger in every dimension. Keep reading to learn how Mustang designers explored the use of lightweight materials to enhance both fuel economy and performance. For performance as well as fuel economy, engineers working in the 1979 Mustang used lightweight materials wherever feasible, including plastics, aluminum, and high-strength/low-alloy (HSLA) steel. A significant new plastics technology appeared in color-keyed bumper covers of soft urethane made by the reaction-injection molding (RIM) process. HSLA steel was used for rear suspension arms and the number-three frame crossmember, while aluminum featured in drivetrain components and the bumpers of some models.