Manufacturers are increasingly getting it right with cars today being so closely matched in powertrain and capabilities that recommending one over the other has become a matter of splitting hairs. Some manage to duck under the bar though with breathtakingly disappointing cars, none more so than the Indica Vista. It’s a subject I've dwelt upon innumerable times, commenting – in this very column even – on how Tata Motors just doesn't seem to take any criticism and put it to work on their cars. So it’s only right that I now doff my hat and applaud Tata Motors – for in the Indigo Manza it has pulled the proverbial rabbit out of the hat.

Manza is a silly name and no matter how much we’re told it means young steer (deer) or even pretty lady in Italian it is still a silly name that will sound even sillier when used in the vernacular of these parts. So there I was, sitting through the technical briefing and convincing myself that they’ve gone and ruined this one too, when, out of nowhere, somebody uses the words, “based on market feedback”. What? Somebody is actually listening?

The presenter then runs through the new interiors where the speedo and tacho are moved back to where they belong, behind the steering wheel. A good start I think to myself and then notice that none of us in the briefing have strong reservations about the styling. It might be a fat and bulbous boot but compared to other boot-stuck-on-to-hatch jobbies like the DZire and even the old Indigo this is positively handsome. In fact the nose, I think, suits the lines of a sedan better than a hatch.

Right, to the driving then, and I brace myself for the biblically irritating warning buzzer of the Vista. But, to my shock and horror, another of my criticisms has been addressed and the buzzer has been replaced by a pretty refined and expensive sounding beep-beep. The same complaints that we had with the Linea about the powertrain – that it doesn’t feel as refined or as eager as Maruti’s diesel – remain, but it’s not much of a bother.

Tata engineers tell us that they’ve tuned the Manza to have a more relaxed riding style though from somewhere they’ve also found better handling. The steering too is not as dead as a fish though in adding more communication to the helm some unnecessary steering kickback has come into the equation. All said and done though the dynamics are pretty competent and not far off the class benchmarks. Even the ride is decent though some more compliance in dealing with small, sharp bumps would be welcome.

A very impressive car then but we haven’t even come to the meat of the sandwich. Towards the end of the test I slink into the back and am well and truly blown away. The rear knee room is truly enormous and apparently the seat back angle is the same as the S-Class (and if it’s good enough for the S-Class...). To give you a sense of perspective, after I finished with the Manza I returned home in the new E-Class and realised it doesn’t have as much rear space as the Manza!
Of course Tata Motors still makes silly mistakes. The stereo, well designed though it may be, has a display that’s so small that you can’t read anything, made worse by the deep blue backlighting. You can never make out if the fog lamps are active or not. The span from the steering wheel to the indicator stalks requires ape-sized palms. The steering wheel audio controls are too small and even the speedo and tacho are tiny with even tinier fonts.

The Manza though has enough positives to overlook these niggles. Fit and finish is massively improved (though there is still some way to go – in half a day we managed to get something in the front right to rattle audibly), quality levels have gone up, panel gaps have gone down, performance is good, fuel efficiency is even better and dynamics are safe and relaxed. And the pricing makes this ridiculously good value-for-money, a steal even.

When the Logan was launched we compared it to the Indigo and unhesitatingly crowned it the winner. The Logan today is consigned to fleet and taxi sales. While the all-new Indigo debuts at the top of the charts because Tata Motors is finally listening to what we have to say.
Now about that name...

1964 1/2 - 1973

n 1964 the Ford Motor Corporation introduced a car that would change the American car market and became a symbol of a revolutionary decade: the Mustang. It was a compact sporty car offered at an attractive price and aimed at youthful starting car buyers. The car immediately made a big impression and it sold very well; the original Mustang still holds the record for first-year new-model sales (680,989 units between April 1964 and August 1965, when it was replaced by the 1966 model).
Still Ford's division chief Lee Iacocca felt that the Mustang's image needed a boost and he contacted sports car manufacturer Caroll Shelby, famous for the iconic Ford powered AC Shelby Cobra and also involved in Ford's GT40 racing car project. Shelby was asked to modify the Mustang in a way so it could win the Sports Car Club of America's national B-production championship. And so a new competition breed of Mustangs came into life in 1965, finished at the Shelby-American shop in Los Angeles, fitted with Shelby badges and trademarks like the Cobra-logo and named GT-350 for no particular reason*.
The Shelby Mustangs proved to be fast, brutal and successful in competition. Like the exotic Shelby Cobras these extremely powerful cars were street legal and were sold commercially. Though the Shelby Mustangs remained rare these cars had started off the "Muscle Car" era: awe-inspiring compact cars fitted with huge engines which accelerated like rockets and were the dream of every American teenage boy. Unfortunately the Shelby Mustang became a victim of it's own success: the enormous amount of accidents with GT cars, the subsequently high insurance rates and the cheaper less refined competition meant the end for the Shelby Mustang in 1970.

These days the Shelby Mustang is a true blooded classic with a devoted and enthusiastic following. Driving these cars still offers a huge thrill, uncluttered by modern gadgets like traction control and automatic brake assist. The impressive roar of the engine and the demanding, involving drive sets it apart from everyday driving and adds a bit of fear to the excitement: this is no well-groomed means of transport but a pony with a bite and it needs an experienced master. I like that kind of character in a car, and that's why I hope you'll enjoy this tour around six years of Shelby Mustangs.

The date was April 17, 1964. Intermediate sized muscle cars, with big block engines were gradually replacing the fullsized muscle car. Lee Iacocca, Ford's General Manager, had always invisioned a small sports car to be the next hot item in the street wars. Ford decided that instead of improving their lackluster intermediate, they would do the competition one better and introduce a whole new breed of automobile, the pony car. Originally designed as a two seater in the European tradition, Iacocca realized that true success depended on volume sales. Therefore the Ford Mustang was introduced as a 1965 model that was based on the compact Falcon to lower production costs. It came with an obligatory back seat and a multitude of options that would give the buyer an opportunity to customize their purchase, and generate extra profits for Ford. Plymouth faithful stress that their Baracuda beat the Ford Mustang to market by two weeks. But it was the Mustang, which racked up over 22,000 sales its first day and one million sales in its first two years, that turned the market and people's attention to the pony car. The pony car class that the Ford Mustang helped create is the only class of muscle car that still exists today.

1965 Ford Mustang

The Ford Mustang debuted as a simple sports car powered by a 170 cid six cylinder and a pair of V8's. Originally named for the fighter plane, the P-51 Mustang, preliminary allusions were made to the horse, and the horse motiff quickly became the emblem for the Mustang. Buyers loved its low price, long hood, short trunk styling, and its myriad of options. Ford loved its high volume sales and visibility. In mid 1964, Ford introduced a sporty 2+2 fastback body style to go along with the hardtop coupe and convertible. Enthusiasts also cheered the new "K-code" 271bhp 289 cid V8 that finally put some performance to match the Mustang's good looks. For those that wanted more, the legendary Carroll Shelby and Ford collaborated to produce the Shelby GT-350, a Ford Mustang fastback specially tuned by Shelby. The 289 V8 produced 306bhp in street tune and around 360bhp in special GT-350R race tune. These Shelby's had no back seat, were only available in white and were fully race ready.

1966 Ford Mustang

1966 saw further refinement of the Mustang. The gauge cluster was redone to seperate the Mustang from its Falcon roots while the 260 cid V8 was replaced with 2 and 4 barrel versions of the 289 cid V8. The Shelby GT-350 was still available, though its race image was being dilluted by the addition of an automatic transmission, a choice of four colors, and special examples that were prepared for Hertz Rent A Car (known as Shelby GT-350H) for rental to weekend drag racers. Available on the GT-350 through 1968 was a Paxton supercharger which would boost horsepower by as much as 40%.

1967 Ford Mustang

1967 saw a massive restyle of the Ford Mustang. Changes included bulkier sheetmetal below the beltline, a more aggressive grille, a concave tail panel, and a full fastback roofline for the fastback body style. The engine compartment was also increased and Ford dropped in its big block 390 to compete against the new Chevrolet Camaro SS396. Although the 390 was slightly detuned for the Mustang, its popularity sealed the end of the high performance 289 cid engine, which was later dropped from the lineup. Of greater interest to enthusiasts was the availablitity of another Shelby-tuned Mustang. The GT350 was still powered by a modified 289 V8, though output dropped to 290bhp. The new GT500 was powered by a reworked 428 V8 (some were reportedly built with the even more powerful, race ready 427 V8). The 1967 Shelby's were more civilized and sported numerous luxury options, which seemed to appeal to buyers. These would be the last Shelby Mustangs actually built by Shelby-American. All future models would be built by Ford with little Shelby involvement.

1968 Ford Mustang

The 1968 Ford Mustang received a simpler grille and side trim and a limited number of 427 engines were slipped into the engine bays. These 427 engines were slightly detuned but still cranked out 390bhp, enough to strike fear on the streets. Then on April 1, 1968, Ford unveiled perhaps its most famous line of engines, the 428 Cobra Jet. It was based on the regular 428 but included larger valve heads, the race 427's intake manifold, and an oil-pan windage tray. It had ram-air induction and breathed through a functional hood scoop. Output was listed at 335bhp but was rumoured to be around 410bhp. The Shelby's were still available, joined by an available convertible model and renamed the Shelby Cobra. The GT-350 dropped its 289 cid 306 bhp engine and gained a 302 cid 250 bhp engine. Midway through the year, the GT-500 was dropped and was replaced by the GT-500KR ("King of the Road"). The GT-500KR sported the new Ram Air 428 Cobra Jet, still underrated at 335 bhp.

1969 Ford Mustang

The Mustang was restyled for 1969, gaining 3.8 inches of length, all ahead of the front wheels, and about 140 lbs in curb weight. The Mach 1 body style debuted in 1969 and came standard with a 351 cid V8 but could also be had with the 428 Cobra Jet, which now came in three states of tune. The first was a non-Ram Air version, followed by the Ram-Air version which breathed through a shaker hood scoop. Topping the list was the new Super Cobra Jet which came with the Drag Pack option. The Super Cobra Jet used the shaker hood scoop, a modified crankshaft and stronger connecting rods. The Drag Pack also came with limited-slip 3.91:1 or 4.30:1 rear axles and no air conditioning. All three engines were underrated at 335bhp. All this power overwhelmed the rear tires, which suffered from a 59/41% f/r bias which also hurt handling. But then, these Mustangs weren't built for curves, just straight 1/4 mile lines.

The circle tracks were reserved for the Boss series of Mustangs. Named after stylist Larry Shinoda's nickname for Ford president Semon "Bunkie" Knudson, the Boss Mustangs were built to qualify the 429 V8 for NASCAR. The Boss 429 package came with a race ready 429 cid V8 with ram air induction, an aluminum high riser and header type exhaust manifolds. Mandatory options included a four speed manual and a 3.91:1 Traction-Lok axle. Also included were an oil cooler, trunk mounted battery, race suspension, and the best interior Mustang had to offer. Although impressive on paper, the Boss 429s failed on the street where their dependence on high revs hurt their street starts and the initial batch had incorrect valve springs that would stop winding at 4500rpm instead of 6000rpm. Nevertheless, it had good handling and would last through 1970. To combat Chevrolet's Camaro Z/28 in Trans Am racing, Ford built the Boss 302 which used a 302 cid V8 treated to the cylinder heads from the racing 351 cid engine and Ford's largest carb. It was underrated at the same 290bhp as the Camaro Z/28's engine and was available with the shaker hood scoop. Shelby Mustangs were still available, though they were more luxury oriented then ever before.

1970 Ford Mustang

Both the Boss 302 and 429 continued into 1970. The 428 Cobra Jet continued as the top engine choice for the Mach 1 Mustang. New for 1970 was the 429 Cobra Jet, standard in the Boss 429. The 429 Cobra Jet was rated at 370 bhp while the Super Cobra Jet was rated for 375 bhp. This would be the last year for the Shelby Cobras, which were in fact left over 1969 models with some minor trim changes. A not so great end for a once great performer.

1971 Ford Mustang

Ford's decade of "Total Performance" was drawing to a close. The Mustang grew by 2.1" of length, 2.8" of width, 1" of wheelbase, and about 100 lbs. Coupled with this weight gain was the disappearance of the Shelby models and the Boss 302 and Boss 429 models, and the weakening of the remaining engine choices. The 351 engine was detuned from 300 bhp to 285bhp while the 429 Cobra Jet dropped 5bhp to 370bhp. The performance banner was carried by the Mach 1 Mustang and the new Boss 351 model. The standard engine for the Mach 1 was the 351 Cleveland V8 with 285bhp but a 330bhp version was also available. The 429 Cobra Jet sported 370bhp while the top power choice was was the 429 Super Cobra Jet Ram Air. It had 11.3:1 compression, and generated 375bhp but its 1/4 mile times were slower than the Boss 351. The Boss 351 enjoyed a lower weight and a race bred 351 engine that had a radical solid-lifter cam, 11.0:1 compression, ram-air induction and came with a Hurst four-speed transmission and 3.91:1 Traction-Lok differential. This would be its only season as Ford performance would continue to decrease.

1972 Ford Mustang

Following industry lead, all power ratings for 1972 and later were listed in net ratings which included all accessories. This lead to some drastic drops in power listings which, coupled with the drop of all big block options, sealed the end of Ford Mustang performance. The Boss 351 was dropped leaving only the Mach 1 with any claim to performance. The top engine option was just a 275bhp 351 Cleveland.

1973 Ford Mustang

All engine choices' power ratings dropped again as emission controls tightened. New federal guidelines resulted in mandatory bumpers that could withstand a 5mph collision, all of which didn't help the bloated styling. The top engine option was a weak 351 V8 producing just 156bhp and the performance oriented Ford Mustang would fade away as the restyled Mustang II would debut in 1974 with no claim to any performance.

Stats-

1965 Ford Mustang

Production:

2D Hardtop: 501,965
Fastback: 77,079
Convertible: 101,945

Engines:

170 I6 101 bhp.
200 I6 120 bhp.
260 V8 164 bhp.
289 V8 225 bhp.
289 V8 271 bhp.
(GT-350) 289 V8 306 bhp.
(GT-350R) 289 V8 360 bhp.

Performance & Specs:

Bore × stroke 101.60 mm × 72.90 mm
4 in × 2.87 in

Cylinders V-8 in 90.0° vee

Displacement 4.7 litre
4727 cc
(288.459 cu in)

Sump Wet sumped

Compression ratio 9.30:1

Fuel system 1 carburettor

Maximum power 202.8 PS (200.0 bhp) (149.1 kW)
@ 4400 rpm

Specific output 42.3 bhp/litre
0.69 bhp/cu in

Maximum torque 382.0 Nm (282 ft·lb) (39 kgm)
@ 2400 rpm

bmep 1015.5 kPa (147.3 psi)

Specific torque 80.81 Nm/litre

Coolant Water

Bore/stroke ratio 1.39

Unitary capacity 590.88 cc/cylinder

1966 Ford Mustang

1967 Ford Mustang

(Shelby GT500)

Type V-8,iron block, water cooled

Head Cast iron, removable

Valves Overhead, pushrod/rocker-actuated

Max BHP 355 bhp @ 5,400rpm

Max Torque 420 lbs.-ft @ 3,200rpm

Bore 4.13"

Stroke 3.98"

Displacement 428cid, 7051cc

Compression Ratio 10.5:1

Induction system Dual Holley four-barrell, 600 cfm Holley# Front R-2804, Rear R-2805

Exhaust system Standard, dual exhaust

Electrical system 12-volt distributor system

Fuel consumption 13-15 mpg

Frame Unibody, welded

Body Steel & fiberglass hood, side scoops and rear

Front suspension Unequal arms, coil springs, adjustable tube arms, anti-sway bar

Rear suspension Live axle, multi-leaf, semi-elliptical springs, tube shocks

Tire type and size Goodyear Speedway 350, ES 70-15

Wheel Size 15.6x6.5" or optional 15x7" (Even though the standard wheel was a steel rim with a Ford/Shelby wheel cover the most common wheel was the Kelsy-Hayes steel wheels or the 10-spoke Shelby cast aluminum 15"x7".)

Wheelbase 108"

Front track 58"

Rear track 58"

Overall height 51.6"

Overall width 70.9"

Overall length 186.6"

Ground clearance 6.5"

Crankcase 5 quart

Cooling system 20 quart

Gas tank 18 gallons

Curb weight 3,370 lbs.

Weight Distribution 56.4/43.6%

Type Single dry disc

Diameter 10.5"

Actuation Mechanica

Type Four speed, full syncromesh, Ford Top Loader or optional C-4 Ford automatic Four speed, full syncromesh, Ford Top Loader or optional C-6 Ford automatic

First 2.32:1

Second 1.69:1

Third 1.29:1

Fourth 1.00:1

Front 11.3" Kelsey-Hayes discs

Rear 10x2.5" drums

3.89:1 4 speed

3.50:1 Automatic

3.25:1 4 speed

3.50:1 Automatic

Drive axles - type Enclosed, semi-floating

Type Power Assist Recirculating ball
Turns, lock to lock 3.5 4.75

Turning circle 37'

Ratio 16:1

0-30 mph 2.8 secs 2.8 secs

0-60 mph 4.8 secs

Quarter Mile 13.6 secs @ 106 mph

Top Speed 133 mph @ 5,100 rpm

3rd gear 93 mph @ 5,500 rpm

2nd gear 68 mph @ 5,500 rpm

1st gear 51 mph @ 5,500 rpm

1968 Ford Mustang

(Cobra Jet) 428/335: 0-60 in 5.4 sec, 1/4 mile in 14.01@101mph.

Wheelbase 2743 mm 108 in

Track front

Length 4663 mm 183.6 in

Width 1811 mm 71.3 in

Length:wheelbase ratio 1.7

Bore × stroke 105.00 mm × 101.20 mm

4.13 in × 3.98 in

Cylinders V-8

Displacement 7 litre

7010 cc

Type OHV
2 valves per cylinder
16 valves in total
Compression ratio 10.60:1

Maximum power (Gross) 339.7 PS (335.0 bhp) (249.8 kW)

Specific output 47.8 bhp/litre

0.78 bhp/cu in

Maximum torque(Gross) 597.0 Nm (440 ft·lb) (60.9 kgm)@ 3400 rpm

bmep 1070.2 kPa (155.2 psi)

Specific torque 85.16 Nm/litre

0-60 mph 5.50 s

Standing ¼mile 13.90 s

Top speed 204 km/h (127 mph)

1969 Ford Mustang

(Boss 429) 429/375: 0-60 in 6.8 sec, 1/4 mile in 14.0 sec @ 103mph.

Engine Type: ohv V-8

Displacement, cid: 429

Fuel system: 1 x 4bbl.

Compression ratio: 10.5:1

Horsepower @ rpm: 375 @ 5200

Torque @ rpm: 450 @ 3400

0-60 mph, sec: 6.8

1/4 mile, sec. @ mph: 14.0 @ 103

1970 Ford Mustang

1971 Ford Mustang

1972 Ford Mustang

1973 Ford Mustang

First Generation

1964 1/2 - 1973

Chaudhry Raj Singh Tomar,
Head Journalist, IBH Automobilia

Monday, February 15, 2010

Automobilia Fan Club

Saturday, February 13, 2010

Free Hands!!!

What's in a name?

When the Logan was launched we compared it to the Indigo and unhesitatingly crowned it the winner. The Logan today is consigned to fleet and taxi sales. While the all-new Indigo debuts at the top of the charts because Tata Motors is finally listening to what we have to say.
Now about that name...

Followers

Know the Editor

Monday, February 15, 2010

Automobilia Fan Club

Saturday, February 13, 2010

Free Hands!!!

What's in a name?

When the Logan was launched we compared it to the Indigo and unhesitatingly crowned it the winner. The Logan today is consigned to fleet and taxi sales. While the all-new Indigo debuts at the top of the charts because Tata Motors is finally listening to what we have to say.Now about that name...

When the Logan was launched we compared it to the Indigo and unhesitatingly crowned it the winner. The Logan today is consigned to fleet and taxi sales. While the all-new Indigo debuts at the top of the charts because Tata Motors is finally listening to what we have to say.
Now about that name...