Ford Mustang
Engines for the 1974 models included the venerable 2.3 L I-4 from the Pinto and the 2.8 L Cologne V6 from the Mercury Capri. The 1975 model year reintroduced Windsor V8 that was only available with the C-4 automatic transmission, power brakes, and power steering. This continued through production end in 1978. Other transmissions were the RAD 4-speed with unique gearing for all three engines, and the C-3 automatic behind the 2.3 L and 2.8 L. The 5.0 L designation was not applied until the 1978 King Cobra model. All 302 equipped Mustang II's, except the King Cobra received an updated version of the classic Ford "V8" emblem on each front fender.
Chrysler PowerFlite transmission
Chrysler was the last of Detroit's Big Three automakers to introduce a fully automatic transmission, some 14 years after General Motors had introduced Oldsmobile's Hydramatic automatic transmission and nearly three years after Ford's Ford-O-Matic. Packard's Ultramatic debuted in 1949, and Studebaker's Automatic Drive was introduced in 1950. The PowerFlite was simple in its construction and operation, with fewer parts than competing transmissions. It was also quite durable, being used behind every Chrysler Corporation engine from the lowly Plymouth Six to the Imperial's Hemi V-8. Unlike most other automatic transmissions, PowerFlite did not feature a "Park" range, making it necessary to use the handbrake whenever the car was parked. All Chrysler products at the time had a parking brake independent from the vehicle's wheel brakes, a single brake drum mounted on the driveshaft, just behind the transmission. This had the (intended) effect of locking both rear wheels in the same way that the "Park" setting did in other transmissions.