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Mustang II - The Necessary Generation - Part 2
Lost in a Sea of Sociological and Technological Changes
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From a Gallop To A Trot
An all-new Mustang should have an all-new logo, or so Ford felt at the time. According to Gary Witzenburg's Mustang! The Complete History of America's Pioneer Pony Car, Charles Kereztes, a Hungarian-born Ford interior designer, and accomplished horseman and animal sculpter, is responsible for the Mustang II's revised galloping pony. He studied paintings of American mustang horses in the wild, then created some sketches and clay sculptures for Ford management. There was one figure, in particular, that was a hit with Ford management. And this is the one we've come to know as the Mustang II galloping horse.
Iacocca Takes A Spin...
On December 8, 1972, the first time Lee Iacocca took a drive in the restyled Mustang, he knew the added attention to detail paid off, according to Witzenburg's book. He commented that the isolated subframe had been worth the added cost of development and execution. After spins around the Dearborn test track in two different Mustang IIs, Iacocca know that Ford had a hit for 1974.
And So Does Revson
Six months later in May of 1973, race car driver Peter Revson was invited by Ford to the Dearborn test track to put the Mustang II through its paces. He piloted a four-speed Mach 1 with the 2.8 liter V-6. Revson was pleased with the new import fighter.
Despite all the Mustang II's good points, Ford was concerned about the growing small car marketplace and the hatchback's similarity to the Pinto. There was concern over how to successfully market a new, smaller Mustang, one that was heavier and slower than the 1965 model. How was Ford to sell the public on reality - fule economy, cleaner emissions, and safety? This was a tall order considering press commentss and snickers about the Mustang II's "Pinto" heritage. Press comments were generally optimistic, however, there were complaints of decreased leg room and reduced power. When the Mustang II hit the dealers in September of 1973, there wasn't the rush of buyers Ford expected. Most who came in to view the new Mustang were shocked and disappointed by heavily optioned models they couldn't afford. As a result, sales for 1974 got off to a sluggish start.
Ultimately, as the public came to know the all-new Mustang II - and gas shortages as a result of the Arab Oil Embargo - sales picked up at a brisk clip. Sales that would have gone to the larger Galaxies and LTDs went to the more fuel efficient Mustang II. Automotive magazines of the period slammed Ford for a Mustang that had missed the mark. They didn't feel the Mustang II was competitive enough for the flood of imports it was designed to beat. Witzenburg's book quotes Road & Track who said, "As usual, with such a compromised design, the Mustang lacks the excitement of a more single-purpose car like the 240-Z or even the European of its cousin, the Capri." Magazines complained of the lack of power, which Ford was already hard at work on. For 1975, there would be a 302 V-8.
Despite the negative comments of the automobile magazines, Mustang II sales the first year neared 400,000 units - Ford's target. On top of that, Motor Trend Magazine selected the 1974 Mustang II as their Car of the Year. What's more, Ford added Mustang II production to San Jose in March of 1974 in order to meet demand. There hasn't been a better Mustang sales year since 1974. Increased competition is largely the reason.
Motor Trend explains there reasons for selecting the 1974 Mustang II as Car of the Year, "Mustang II represents an excellent balance between a highway cruiser - no impractical for many - and the smaller urbar/suburban economy car. Simply put, it is the right size at the right time for greatest number of motorists." They went on to say, "The Mustang II is the result of long-range, careful planning toward a goal, and not just a on-shot plunge into a given market area. The car, we suggest, has been totally thought out and conceived."
Sporty Standard Features
The sporty Mustang II came with standard features the 1965 Mustang did not - like a tachometer and four-speed transmission, front disc brakes, rack and pinion steering and a vastly improved suspension system. This autor remembers the Mustang II introduction and that first test drive. The car's cockpit feel, full instrumentation, and positiveness of rack and pinion steering were good first impressions at the time. The snappy attitude of the 2.8 liter V-6 made a solid difference in traffic. It appeared to offer more torque than the 200 six of 1965, with improved fuel efficiency.
As in 1964 - Improvement Of The Breed...
The Mustang II witnessed improvements on the years to follow - 1975-78. The first and most notable improvement was teh 302-2V V-8 for 1975. Getting the 302 to fit was another engineering exercise. Did you know, for example that the 1975-78 Mustang has a longer hood that's 1/2-inch higher than 1974 to make room for the Windsor V-8? And did you know that the grille had to be moved foward and enlarged for improved cooling and access?
For 1975, radial tires became standard while Ghia buyers got an "opera" quarter window. New options included cast aluminum wheels, steel belted radial tires, and even a 3.5 gallon auxiliary fuel tank. With the optional 302 V-8 came a C-4 SelectShift automatic transmission, power steering and brakes, stiffer springs and shocks, and anti-sway bars. Even Gabrial adjustable shocks were optional. The nasty seat-belt interlock "feature" went away mid-year 1975 when the government backed off on this silly, "people found a way to by-pass" safety device. For those who don't remember, the seat-blet interlock feature prevented engine start until seat belts were fastened. A combination of hate mail and mechanical problems with this safety device put an end to its use in new cars from Detroit.
Mustang II MPG debuted in 1975, offering buyers a specially tuned and modified (modified?) 2.3 liter four with a 3.18:1 axle ratio. This helped the pinch of higher fuel prices, but did nothing for performance. The Mustang II MPG was EAP rated at 34 miles to the gallon.
What excites Mustang buyers isn't fuel economy, which Ford promoted most, but performance. Performance was a dirty word in 1975-76, and Ford did little in terms of advertising to reflect its availability. The hot news was gas mileage and safety, not cubes and performance.
On the lighter side, performance was available in the new 1976 Cobra II, which outperformed its Chevy Monza competition with ease. It also outsold Monza, Olds Firenza and Buick Skyhawk combined. Available with either the 2.3 liter four or 302- V-8, the Cobra II was an image car in search of respect. With the 302 V-8, it was a match for any American production car of the day, and could toss doors in the weeds with moderate effort - and with a 302 smogger.
Originally conceived by Jim Wangers' Motortown of Detroit, the Cobra II was expected to fail because few at Ford believed it would pass for a performance vehicle. The Cobra II was so successful, however, that Ford went from farming its producition out to Motortown, to assembly and Cobra II conversion at the Dearborn assembly plant. Jim Wangers is the father of the Pontiac GTO, by the way.
Sales of the Cobra II panned out to be more successful than anyone expected, despite laughter at Ford's attempt to bring back the Shelby image in a lesser vehicle. Cobra II sales encompassed 25,259 units the first year.
A Bureaucracy At Work - 1977 vs 1978
For 1977, sales declined to a disappointing 11,948 units, including a small, undetermined number of 1978 models sold as 1977 serial numbered and titled vehicles. The reason the first 1978 models were re-serial numbered as 1977 models is simple. Both the Senate and the Congress passed seperate bills to extend 1977 emissions requirements into 1978. Then they went on recess before acting on a measure that affected both bills, leaving the automakers unable to build and ship 1978 model vehicles.
Ford decided to build carryover 1977 vehicles (Pinot, Bobcat, and Mustang II) from June through August until the Congress made a decision on the bill.
Another performance oriented Mustang II, the Stallion, appeared in 1976. However, it didn't see much recognition. Comprised of blackout treatments and catchy graphics, the Stallion was a subtle alternative to the flashy Cobra II. Later renamed Stallion II, the idea never really caught on and Cobra II stole the show.
For 1978, the single biggest step for the Mustang II emerged in the King Cobra. The King Cobra was a bold step for the Mustang carline, drowning in a sea of emissions and safety requirements which seriously injured its performance image. Perhaps a little too late in the game, the King Cobra served to enhance the Mustang II's reputation.
Internally, the King Cobra wasn't much different than the 1978 Cobra II. Both were handlers. The King Cobra enjoyed chassis refinements and brake cooling ducts not available for Cobra II buyers. Its shocks and springs were as unique in function as the car was in appearance.
Produced in very limited numbers during the last half of the 1978 model year, the King Cobra had unique "snake" hood decals with "5.0" graphics and a reversed hood scoop. There was a rear deack spoiler, front air dam, blacked-out grille sans emblems, and even an optional T-Roof with a Targa band. Three colors were available for King Cobra buyers - Silver Metallic, Bright Red, and Black. Less than 5,000 units were produced, making the 1978 King Cobra one of the rarest Mustangs out there.
It's easy to want to kick the Mustang II around, like the ugly little red-headed step kid most feel it is. But the Mustang II was a valuable learning curve that lead Ford to better pony cars in th 1980s. Though it has been said many times, the 1974-78 Mustang Ii was the right car at the right time because it kep the name and spirit alive, for which it is owed a great debt.
The Mustang II brought Mustangers better suspension and steering packages, lighter weight V-8 performance, and styling that was exceptional for the time. Let's tip the hat and give credit where credit is due. While there's littel to like about the Mustang II MPG, there's everything to like about the Ghia, Mach 1, and Cobra models because they offered comfort, performance, and choice in a prettly little filly that kept the dream alive during one oc the most challenging periods in automotive history - the 1970s.
<-- Part 1
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