1971-1990 Ford Mustang History

1971

The "Big Mustang" entered the market in 1971. The basic platform was lower, longer, heavier and wider with a one-inch longer wheelbase, approximating the mid-size Torino rather than the original ponycar. Prospective buyers faced a dilemma in their search for raw power. Rising insurance premiums, continuing federal insistence on safety and an impending oil crisis were prominent distractions.

Outwardly, the 1971’s features remained pure Mustang. The pony and corral with horizontal bar returned to the center of the grille cavity that now stretched the entire width of the front end. The grille mesh was hexagonal molded plastic. Large headlights were mounted at the extreme outboard end of the grille opening. All three models offered a sloping front end and "hop up" in the rear. To comply with emissions standards, an air injection system was fitted to all except the Boss 351 and SCJ429s.

Mustang found itself in the midst of a dilemma. It had been in a race to pack more power and performance into each model, but tighter emissions controls contradicted those efforts. Consequently, marketing strategy would play down or ignore horsepower in favor of compliance with clean air standards and more emphasis would be put on styling and luxury.

1972

Inside and out, the `72s were virtually the same as the 1971s. One example of the direct carryover is the fact that, for the first time in its history, the Mustang’s front grille remained unchanged. Woodgrain trim, vinyl finished seats and one-touch convertible roof controls become prime selling points and the standard hardtop was the year’s best selling model. At mid-year, a "Sprint" decor option became available for hardtop and SportsRoof models.

1973

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

1974

Answering the call for a lighter, more nimble Mustang, Ford’s Lee Iacocca, dictated that the new Mustang, officially called the Mustang II, which debuted in 1974 would be light, sporty, and more European. Iacocca wanted it to be "a little jewel" and this direction drove every aspect of the new design. Under this new direction, V8s were declared too heavy, and thus the Mustang II was powered by a new 2.3 liter 4-cylinder engine or a 2.5 liter V6.

The 2.3 4-cylinder engine was the first Ford 4 cylinder engine since the last Model B in 1934, and the first metric engine built in the U.S. It was loosely based on the Ford of Europe’s 2.0 liter Cortina engine, although it was so extensively modified that only the nuts and bolts could be shared. The 2.3 liter engine featured an overhead camshaft within its iron heads and was topped by a two-barrel Weber-Holley carburetor which fed fuel through an aluminum intake manifold. The engine was rated at a rather weak 102 bhp. The optional 2.8 liter V6 was a slightly enlarged version of the Capri’s optional 2.5 liter V6 and was rated at a marginally better 119 bhp. This was a far cry from the 275 bhp 351 Cleveland V8 available in the Mustang just two years before. The Mustang was now based on the Pinto chassis, which was not a performance car by any stretch of the imagination. The chassis was heavily modified to give it more of a luxury feel, "mini-limousine" as Iacocca wanted it. The Mustang II was a foot shorter than the original 1965 Mustang and just 300 lbs. heavier, but weight distribution was still horrible with 58% of the weight over the front of the car. It was offered in four-cylinder Mach 1 or "mini-limousine" Ghia form. Ford expected it to be a huge success. It wasn’t. Only 18,000 were sold the first month, compared to 22,000 on the first day back in 1964. Performance was dismal, with the V6 needing almost 14 seconds to hit 60 mph and almost 20 seconds to go through the quarter mile. But the Mustang II was saved by the OPEC oil shortage of 1974. Long lines and high prices for gasoline drove up sales of the more fuel efficientMustang II’s.

1975

The 1975 Mustang II was hardly changed. The grille got a larger eggcrate-type mesh, which was now practically flush with the grille opening Mustang’s lineup for 1975 reprised the hardtop, hatchback, Ghia and Mach I. A 302ci, V-8, rated at 140hp, was squeezed under the hood to give Mustang II needed impetus and was an option on all models. The 2.3 liter four-cylinder was the standard block and 2.8 liter V-6 with four-speed transmission was the other option. The luxury Ghia sported opera windows in the roof pillars and full or half vinyl roof. Other Ghia options included silver metallic paint; stand-up hood ornament, and full length bodyside tape stripes. Two sunroofs were available, either the standard or silver glass version, both manually operated.

New wheels became available. These were a cast aluminum spoke-type wheel. The styled steel and forged aluminum wheels were also available. A Rallye Package for the 2.8 liter V-6 or 302 V-8 meant better handling. It included Traction-Lok differential; competition suspension; extra cooling package; bright metal exhaust tips, and leather-wrapped steering wheel, among others. California-bound 302s got catalytic converters and all engines benefited from electronic ignition. Steel-belted tires were standard equipment.

Late in the model year, an MPG version of the Mustang II was made available. Using the 2.3L four-cylinder engine and a lower numerical rear axle ratio, 3.18:1 vs 3.40:1, the MPG Mustang was designed to deliver better mileage. The Competition Suspension, available by itself, included heavy-duty springs, Gabriel adjustable shocks, a rear stabilizer bar and 195/70x13 B/WL tires. There was also the regular Luxury Interior Group (standard on the Ghia) which included a choice of vinyl or cloth and vinyl seat trim, deluxe door and rear seat quarter trim, door courtesy lights, color-keyed deluxe belts on hardtops, shag carpeting, rear ashtray, parking brake boot and, as Ford called it, a super sound package.

In terms of sales, however, 1975 was a tough one for the entire industry. In defense of all auto makers, unemployment, inflation, regulations for fuel economy, the 55 mph national speed limit, and emissions and safety considerations were severe sales deterrents. Mustang production for 1975 was reduced by more than half compared with 1974 — 188,575 units.

1976-1977

As the Mustang II entered its third year, change over the last two model years was minimal. Even with slightly modified trim options, the basic car could hardly be distinguished from its 1974 and 1975 counterparts. There were two options departures, however. Ford had acquired the rights to the Cobra name made famous by Carroll Shelby.

In an effort to regenerate the sports car image of the 60s, Mustang introduced the Cobra II trim option in 1976, priced at $325. Available only on the hatchback, it consisted of a sports steering wheel; brushed aluminum appliqués on door panels and dash; front air dam; simulated hood scoop; flip-out rear quarter windows with louvered covers; ducktail rear spoiler; styled steel wheels with trim rings, and radial tires.

The coiled cobra and/or appropriate Cobra II signage was applied to rocker panels, grille, front fenders and rear. For 1976, exterior color schemes were blue-on-white or gold-on-black, reminiscent of the LeMans paint and stripe theme from the Shelby GT-350. Additional color schemes were added for 1977, green on white, white on blue and red on white. The success of the Cobra IIs inspired Ford to move production from an outside vendor to within the Dearborn plant in 1977.

In keeping with its equine image, Mustang also offered the "Stallion" trim package for the youth market, again on the hatchback edition. (it included silver body sides and rear deck, but black everywhere else — hood, roof, moldings, grille (absent the pony), rockers panels, lowers fenders, lower doors, lower front and rear bumpers and lower quarter panels. The package also added styled steel wheels, bright moldings on the lower bodyside and Stallion fender decals.

The basic engines remained the four-cylinder, 2.3 liter and six-cylinder, 2.8 liter engines and the 302ci V-8 helped fulfill the promises inherent in the Cobra II package. The latter became available with a four-speed manual transmission, an improvement over 1975’s automatic only, and the V-6 offered an automatic at extra cost. New for `76 were catalytic converters on all models; windshield wiper controls were now mounted on a steering column, and intermittent wiper option was added.

1978

Change was in the air — 1978 would mark the final year for the Mustang II, the Mach 1 model and the Cobra II option packages. Halfway through Mustang II’s existence, Ford management decided a totally new Mustang was needed, a third generation of the youth-oriented, stylish sports car "for the masses". Tops on Mustang’s 1978 menu were the King Cobra fastback option. Priced at $1,277, it included black rear window louvers; black-finish on the grille, headlight bezels, window molding and wiper arms; a large snake decal on the hood and tape stripes on roof, rear deck and wrapped around the lower portions of the body from front valance, across fender bottoms, wheel wells and rocker panels to the rear wheel wells. King Cobra lettering graced the doors, arm dam and decklid spoiler. Total units produced with the King Cobra option was a mere 4318.

Customers could also acquire the 302ci V-8; Rallye Package; power steering; power brakes; heavy duty springs; adjustable shocks; rear stabilizer bar, spoke wheels and Goodrich 70-Series T/A radial tires. Also new options for `78 were variable ratio, electronic voltage regulator; two rear-seat cushions replacing the full-length seat, and styled steel wheels with white trim rings or forged aluminum wheels in white or natural aluminum. The Cobra II got a new tape stripe treatment, and black rear window louvers, similar to the Sport Slats of 1969-70 Mustangs, were made part of the package. The production total for the Cobra II took a plunge in 1978 to only 8,009 units. The Fashion Accessory option consisted of Fresno cloth seat inserts; driver’s side lighted vanity mirror; four-way manually-adjustable driver’s seat; coin tray; door pockets; illuminated entry system and exterior stripe treatment.

Corporate Average Fuel Economy (CAFE) rules were introduced in 1978 by the federal government. For the auto industry it meant that every car sold must meet Environmental Protection Agency (EPA) ratings for fuel economy or face stiff fines for non-compliance. The requirements were arbitrarily set at 18 mpg for 1978; 19 mpg for `79, and on upward until 27 1/2 mpg was reached in 1985. With these challenges about to have an impact on a vehicle’s size, weight, and efficient performance, Ford was ready for a third generation Mustang.

Year end results for Mustang were favorable, however. 1978 production hit 192,410 units; second only to 1974 when the Mustang II was introduced. During their five-year run, 1,107,718 Mustang IIs rolled off Dearborn and San Jose assembly lines and they served to bridge the gap between the last of the traditional Mustangs and an exciting new generation designed for more demanding times.

1979

The new Mustang (the "II" was dropped) based on the new Fox platform debuted in 1979. Compared to the 1978 Mustang II, the new Mustang was 4.1 inches longer, with a 4.2 inch longer wheelbase, yet weighed nearly 200 lbs. less. The Mustang was available in either two door coupe or three door hatchback models, as well as an upgraded trim and appearance Ghia trim.
Three suspension setups were available with the top of the line Special Suspension package including retuned shock absorber valving, front and rear springs, and front and rear stabilizer bars along with metric sized cast-aluminum wheels and, for the first time on a Mustang, non-US tires (Michelin TRX performance radial tires). Lessor Mustangs had to make do with other radial or bias-ply tires. Despite the improved suspension, handling still suffered from the 60/40% weight distribution when equipped with the heavy 302 V8. A total of six engines were available, from the carryover 2.3 liter I4 now producing a mere 88 bhp up, a new 200 cubic inch (3.3 liter) 85 bhp I6 to the now 10 year old carryover 302 V8. A new turbo-charged 2.3 liter I4 was introduced which was rated at 143 bhp and its lighter weight gave the Mustang better weight balance than the heavy 302 V8. But the turbo was a mixed blessing. It generated more horsepower than the old tech V8, but there was substantial turbo lag which hurt driveability and performance. The Turbo engines also suffered from oil lubrication problems that caused some turbos to fail and others to ignite(!) Clearly, the Turbo Charged engine was not quite perfected yet. A Cobra package was available which included the Turbo Charged I4, TRX tires and wheels, and additional trim items. Also available was a new "flip-up, open-air roof" which was the closest thing to a convertible available in 1979. The Mustang was picked to pace the Indy 500 race for 1979, and Ford celebrated by producing about 11,000 Indy Pace Car Replicas which featured outlandish decals and functional Recaro reclining bucket seats.

1980

Minor changes in styling were incorporated in 1980. For the first time halogen headlights, P-metric radial tires and a maintenance free battery were available. Recaro reclining front bucket seats with adjustable thigh and lumbar supports, first used on the `79 Indy Pace Car replicas, were a fairly expensive option at $531. The special Cobra option also benefited from the Indy experience. The 1980 Cobra inherited the front and rear spoilers; simulated hood scoop; standard 2.3 liter turbo engine and sport-tuned exhaust system.

1981

The 2.8 liter V6 was dropped for 1981, with the 3.3 liter V6 receiving a slight boost in power up to 91 bhp. The Turbo Charged I4 continued and was still the standard engine in the Cobra package, although buyers could substitute the 255 V8 as a $144 credit. But by the end of the model year, the Turbo Charged engine was dropped (due to nagging reliability problems) and the V8 became the standard engine in the Cobra. Midyear, Ford introduced a four-speed plus overdrive (effectively five speed) manual transmission. This transmission could be hooked up to a new Traction-Lok rear axle, which was a limited slip differential that was vastly improved from its late 1960’s iterations and finally was able to somewhat control axle hop and wheel spin. The 1979 Replica T-Top option was brought back, which led to some aftermarket convertible conversions. Ford didn’t seem to notice (or care) about this pent up demand for Mustang convertibles.

1982

Ford advertisements heralded...The Boss is Back! And it was, except it was identified as the Mustang GT — making its long-awaited return after 13 years and replacing the Cobra and the Ghia. The GT’s 302ci V-8, called the 5.0 liter "High Output" (HO) engine, was re-introduced bringing with it 157 horses. While available as an option on any Mustang, it was standard issue for the GT. In keeping with its "Euro" look, management decided to likewise revise the nomenclature and classify Mustang models with the initials "L," "GL," "GLX" and, of course the old standby "GT," in upwardly pricey and option-rich order. The GLX was equal to the Ghia and the GT was the equivalent of the Cobra. The engine lineup was a carryover from preceding years, with the exception of the 4.2 liter V-8 with automatic transmission

1983

The convertible finally returned for 1983. All Mustangs also received a redesigned grille and taillights. In addition, engine choices were shuffled up, mainly for the better. The 3.3 I6 was dropped, and replaced with a new 3.8 liter V6 rated at 112 bhp. The 2.3 liter I4 Turbo Charged engine returned, completely reworked and more reliable due to the use of electronic fuel injection, and was rated at 145 bhp. But the big news was the replacement of the old two-barrel carb on the 5.0 liter V8 with a new four barrel Holley carb which resulted in 175 bhp. To handle this power, GT models used 205/70R14 tires in place of the previous 185/75R14s.

1984

To mark the 20th anniversary of the Mustang, Ford released a special Twentieth Anniversary GT model. This featured a GT350 badge were it had been 19 years before. Unfortunately, although Carrol Shelby had licensed the Cobra name to Ford, the GT350 and GT500 names were not licensed. Ford had to discontinue using the GT350 name, making this a one year only model. The 20th Anniversary GT was offered with either the turbocharged inline 4 or the 5.0 liter H.O. All cars were Oxford White with Canyon Red stripes.

A total of 5,260 20th Anniversary GTs were built, of which 3,333 were V8 coupes, 1,213 were V8 convertibles, 350 were I4 turbo coupes, and a mere 104 were I4 turbo convertibles. Both the 3.8 liter V6 and the 5.0 liter V8 H.O. replaced their carbs with a new throttle-body electronic fuel injection system. Although power for the H.O. engine dropped from 175 bhp to 165 bhp, everything else improved from cold starting, to throttle response, to fuel economy. Eager to rebuild its performance image, Ford introduced its Mustang SVO for midway through the model year as a 1984 1/2 model. Named for its Special Vehicle Operations unit, the SVO Mustang was designed with performance in mind. Available only as a Black three door hatchback, the SVO came with a modified 2.3 liter Turbocharged Inline 4 with a new intercooler for the turbo which raised power from 145 bhp to a stout 174 bhp. The SVO was quite a performer as the improved Turbocharged engine was coupled to Ford’s Traction-Lok differential and a final drive ratio of 3.45:1, which gave it decent acceleration.

Visually, SVOs could be identified by their unique bi-level rear spoilers, their hood scoop, and the "drooped" nose that incorporated no grille. All cooling air was taken from openings below the front bumper. In addition, the SVO Mustang featured a perfected four-bar link rear suspension system. For hard core enthusiasts, a special option, 41C, was available

which not only deleted the radio, but also removed the power door locks, power windows, and air conditioning, saving the buyer $1,253 and nearly 100 lbs. compared to the regular SVOs.

1985

The big news for 1985 was improvements to the 5.0 liter V8 H.O. The engine received true dual exhausts, and 1960s era stainless steel tube headers. Along with a longer duration lift cam and hydraulic roller valve lifters, power output increased to a respectable 210 bhp.
The SVO continued into 1985, now in Dark Charcoal Gray instead of Black and new flush-mounted halogen headlights which improved visual appeal. New P225/60VR16 Goodyear Gatorback tires and a new 3.73:1 rear axle ratio shaved nearly half a second in the quarter mile and raised trap speed by 4 mph. The steering ratio was improved from 20:1 to 15:1, and the price dropped slightly. But the big news was the introduction mid-year, of a newly improved Turbo Charged I4 with an increased boost (from 14 psi to 15 psi), dual exhausts, and a wilder camshaft, which resulted in a power increase to 205 bhp.

1986

The regular turbo charged I4 was dropped for 1986, while the SVO engine was slightly detuned for 1986, its last year, to meet the requirements of lower octane gas. A total of 9,842 SVOs were sold over the three year period, less than the first year target of 10,000. Although it helped the Mustang’s performance image, its marginally better performance didn’t justify the almost $4,000 price premium over a Mustang GT. And it never got the European car shoppers that were its original target.

1987

Ford decided it was time to give the Mustang’s Fox platform a facelift for 1987. After all, improved economic conditions in the country, a drop in gas prices brought about by an oil glut and a whole new generation of prospective buyers (the sons and daughters of baby boomers) were generating demand for "hot" cars.
The GT acquired a "ground effect" skirt up front that wrapped around the rocker panels to the rear end. The rounded front adopted the SVO’s flush-mounted headlights inboard of wraparound parking/turn indicator lights.
The standard engine on LX models remained the 2.3 liter, four-cylinder. With fuel injection replacing the one-barrel carburetor on the four-cylinder for `87, power increased insignificantly to 90hp. The 3.8 liter V-6 was dropped from the engine lineup in 1987. The only option was the 5.0 liter V-8 HO which, thanks to a larger throttle body and better flowing cylinder heads, was capable of 225 horses. Suspension was also improved with the use of SVO technology, notably plastic ball joints, better rear stabilizer bar and modified McPherson struts.

1988

The 1988 Mustang underwent no big changes from the previous year. Some early models were built with T-roofs, although that option had been discontinued in 1987. Both the LX and GT came in both coupe and convertible configuration and, as before, the standard LX engine was the 2.3 liter, four-cylinder with overhead cam. The 5.0 liter, 220hp was optional on the LX and standard on the GT.

1989

Again, the 1989 Mustang offered little change from the preceding two model years. The LX package on all three model types, equipped with the optional 5.0 liter V-8 engine, was designated the LX 5.0 Sport. The GT’s adjustable seats were also part of the option. Power windows and power door locks were made standard for both convertible groups and the 85 mph speedometer was upgraded to 140 mph on all GTs. Standard equipment included a five-speed manual transmission; tinted glass; console with arm rest; power steering and brakes; remote mirrors; AM/FM stereo.

1990

For the fourth year in a row, no major styling or mechanical changes were introduced to the `90 Mustang. A driver’s side air bag was added housed in the steering wheel hub. Both the LX 5.0 liter and GT Mustang received the 140 mph speedometer.
A limited edition LX convertible was offered, 2,000 units in all, that featured a deep emerald green clearcoat metallic exterior with white interior and white top.