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Mustang!
Saluting The Generation That Kept The Mustang Name Alive - 1974-'78
text by Jim Smart
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The '74 Mustang II was a prompt response to a market that had grown to dislike the larger Mustang. When the Mustang took on weight and dimension in 1971, buyers were unhappy with what they saw in the larger Pony. Mustang sales descended from 198,239 in 1970 to 151,484 in 1971. For 1972-'73, sales dropped to 125,093 and 134,867 units respectively. Mustang sales had never been worse. Ford stockholders weren't happy. Neither were buyers. Believe it or not, the Mustang experienced near-death in the early 1970's. That it survived can be termed a miracle thanks to the guy who spearheaded the nameplate to begin with - Lee Iacocca.
For a time, Iacocca's ascent to the presidency of Ford Motor Company was sidelined with the hiring of former GM boss, Semon E. "Bunkie" Knudsen, who had a lot to do with the larger '71-'73 Mustangs. Many have said Knudsen brought Pontiac styling into Ford and Mercury vehicles in the '70s. Some call this look the Knudsen "nose" or "beak," common to the '71 Ford Thunderbird and Mercury Cyclone, and the '72 Torino. When Knudsen was hired to run Ford Motor Company in 1968, he managed things in ways that pleased some insiders and upset the rest. He pushed for intensee change in a conservative environment. Iacocca was among those who didn't care for Knudsen. In the end, Knudsen was out and Iacocca was in.
To save the Mustang name, Ford needed to respond with a ponycar that would appeal to buyers like the original '65 Mustang. People wanted economy with style. Ford's product planners took a look at the Maverick platform as a potential Mustang entry for 1974. Another program called the Arizona project based the next Mustang not on the Maverick, but the Pinto subcompact.
The Arizona project looked at the Pinto platform seriously because the imported Mercury Capri was selling so well. Other nameplates, like Chevrolet Vega, Opel GT, Datsun 240Z, and even American Motors' Gremlin were what the public wanted. It was impossible to ignore this. The Mustang needed to be downsized considerably.
Ford's Advanced Design studio, headed by the late Gene Bordinat, worked on several design concepts, none of which appealed to Iacocca, who wanted something sportier. Ford looke to the Ghia studios in Turin, Italy, for help on the next Mustang. Ghia managed to come up with a driveable styling prototype. This enabled Ford engineers, stylists, and management to experience the idea firsthand. That Ghia prototype became the first important step toward the next Mustang.
Later on, there was a design competition among four studios: Ford, Lincoln-Mercury, Advanced, and Interior. Each design team was allowed plenty of freedom as long as it was reasonable in terms of cost and taste. Ultimately, a clay hatchback Mach 1, based on the Ghia design won the enthusiasm of Ford management. It was still clearly a Mustang - a slippery hatchback with a mouthy grill, low beltline, and that coke bottle demeanor we remember in the '70-'72 Torino.
Development of the car continued for quite some time before it was decided there would be a hardtop as well. In fact, it was because of Lee Iacocca's persistence that there was a hardtop at all. Product planners and stylists wanted a single body style - the hatchback. Iacocca's postition was simple: Having both a hatchback and hardtop would satisfy two segments of the marketplace that wanted something different. Ford stood to sell more Mustangs by offering variety.
The '74 Mustang project became involved in the area of powertrain. No one could agree on what the car would have for power. Some wanted inline sixes and V-8s. Others wanted more conservative packages, like overhead cam fours and V-6s. This was a tough spot for Ford to be in just three years from the proposed introduction. These issues would have to be ironed out in due course. In the end, there would be an all-new 2.3L OHC four-cylinder engine standard with an optional Ford of Germany 2.8L, Vulcan V-6 power the first year. There were no plans for a V-8 going in. Ironically, Mustang IIs built outside the United States in places like Mexico and South America had a 302ci V-8 engine the first year - 1974.
Lee Iacocca wanted to thrust an all-new Mustang into the marketplace with the same kind of shock value and appeal buyers experienced in 1964. The next Mustang would look nothing like its larger '71-'73 predecessors. Though it was based on the Pinto platform, it wouldn't look or act anything like a Pinto. This called for a higher level of engineering in the new, smaller Mustang.
Because buyers wanted more luxurious automobiles, Iacocca understood that the next Mustang had to be more upscale than the Mustangs it would replace. He wanted elegance in a sporty compact. Ultimately, there would be two body sytles: two-door hardtop and three-door hatchback. Because there was abundant concern about safety and a decline in consumer interest, there would not be a convertible.
As developement of the '74 Mustang continued, many aspects of the design had to be considered. Manufacturing people had to determine if the car could be built, for one thing. It may surprise you that the Mustang II employed new approaches in its assembly, such as seperate fascia, modular tail lamps, and other components designed to simplify production.
ALL THAT AND A TOILET SEAT
Although traditional enthusiasts love to hate the '74-'78 Mustang II, it was, at the time, the most advanced Mustang ever designed, mostly in the area of "NVH" (noise, vibration, and harshness). Iacocca wanted a Mustang smooth in its approach, devoid of vibration and resonance. This made the all-new Mustang a challenge for engineers eager to meet Iacocca's requirements, especially considering base sticker price would be in the $3,000 range.
Quiet came via a trick, bolt-on component Ford engineers affectionately called the toilet seat. The toilet seat was a bolt-on subframe similar to what we see underneath early Chevy Camaros and Pontiac Firebirds. What made the Mustang's bolt-on "toilet seat" subframe better than GM's was generous rubber isolators between the subframe and body. The subframe would suport (and isolate) the engine, transmission, and front suspension. A more conventional coil-between-the-arms front suspension (also like Camaro and Firebird) was incorporated into Mustang II developement. This was the first time Mustang's front suspension departed from the original coil-over-upper-arm approach.
Ford went one step further with a new kind of rubber sound deadening that was applied to the floorpan area during assembly. This rubber material was heat sensitive and melted into the nooks and crannies when bodies entered the paint bake oven.
To complement the isolated subframe in front, engineers had to go back and rethink the rear suspension. They opted for extra-large shackle bushings, optional stabilizer bar, leaf spring iso-clamps, and those staggered shocks we see on Cobra Jet Mach 1s. Don't choke, but staggered rear shocks were standard on the Mustang II.
Noise, vibration, and harshness had to be dealt with in ways engineers had never dreamed of before. Although the isolated subframe did a nice job of keeping engine noise and road shock out, other areas had to be addressed in the interest of cabin quiet. the 2.3L OHC four had to be redesigned with a larger bellhousing bolt circle to reduce resonance. Powertrain engineers came up with a larger driveshaft diameter to further reduce noise and vibration. Engineers teseted and abused prototypes to determine what rubber density was necessary between the subframe and body. Did you know the Mustang II was one of Ford's first vehicles to be developed and test on the infamous "shake, rattle, rock, and roll" equipment that literally beats the daylights out of a car to find rattles, squeaks, and loose parts? Engineering mules were tested day and night to find flaws. Then, engineers drove the wheels off of them in endurance testing.
If you take a good look at the Mustang II, it was the first Mustang to be equipped with features that protected it from careless motorists, wild and crazy shoppers with runaway carts, and rambunctious neighborhood kids. Urethane bumpers and plastic beltline mouldings afford the new Mustang, added protection.
While engineers refined the underpinnings and driveline, body engineers went to work on superior fit and finish. The Mustang II was engineered with exceptional fit and a solid feel not seen in the Mustang before. This was achieved by looking at the best European cars to see what made them exceptional. Another first for the Mustang II was hidden hardware versus hardware you could see. Screw and bolt heads were hidden to give the car a cleaner appearance. Ford also added improved paint finishes.
Chassis refinements included front disc brakes and rack-and-pinion steering as standard equipments. The rear axle was little more than a small integral carrier, four-lug axle unit borrowed form the Pinto parts bin.
Although the standard 2.3L OHC four seemed more anemic than the 200 and 250ci sixes formerly available in the Mustang, it was actually more powerful with better low-end torque and a crisper throttle response. Also, the 2.3L four was the first American-made "metric" engine, meaning that the inside engine dimensions were all set in metric specifications. What's more, it had hydraulic lifters (called cam followers) instead of the adjustable tappets typically used in OHC four baners. From an emissions standpoint, the 2.3L four was a cleaner buring engine than the inline sixes it replaced. It had two-barrel carburetaion that operated as a two-stage unit. In normal driving, it had a primary barrel. Punch the throttle for wide-open, two-barrel performance. Optional that first year was the enlarged "metric" 2.8L Vulcan V-6, designed and manufactured in Germany for Mercury Capri. This engine exists today in the Ranger pickup as the 3.0 and 40L V-6.
Transmission choices included a standard four-speed with optional C3 or C4 Select-Shift automatic. What made the new four-speed gear box different was single-rail shifting with the linkage inside the transmission. This made the manual transmission simple, clean and functional. It eliminated that awful broomstick in a barrel shifter common in Mustangs prior to 1974.
The Mustang II was so nice in standard form, it surely must have been challenging to spend more for the Ghia package. The Mustang Grande modle available from 1969-'73 was replaced by the Ghia model in the spirit of the Ghia studio's styling influence. Mustang II Ghia was a luxury/touring hardtop with rich appointments like plush upholstery and carpeting, vinyl top, softer suspension, more sound deadening, and "burled walnut tone applique" on the door and rear trim panels. For those desiring a more sporty image, the Mach 1 option returned for 1974 with the same nuances we saw for 1971-'73. At a glance, it was clearly a Mach 1 with matte black graphics, slotted wheels, and raised-white-letter radials. The Mach 1 also had a stiffer suspension for sport handling. Sadly for many performance enthusiasts, the 2.8L V6 was the top option on the Mach 1.
1975
After a stellar first year in terms of sales, Ford wasn't too eager to change the Mustang II much. So they made improvements, like the optional 302-2V V-8 with either four-speed or C4 Select-Shift. An optional moon roof for '75 gave convertible buffs a chance to relive memories of motoring with the top down. The Silver Luxury Group option is a Ghia option we remember most because it was silver with a vinyl top and rich crushed velour burgundy interior. It also had a then-groovy stand-up Mustang II hood ornament.
The '75 Mustang II fascia and hood changed to accomodate the larger optional V-8. The radiator was moved forward, which mandated a narrow fascia and longer hood. This makes the '75-'78 Mustang II clearly identifiable from 1974. Another dramatic change for 1975 was the use of catalytic converters on all cars. For those of you who remember the era, there was a rotten egg smell whenever you follow a '75 Ford. Ford opted for a larger 17-gallon fuel tank for 1975 to give the deuce added range. Ghia models received a revised quarter window that looked more like an opera window, popular at the time. This opera window was actually little more than an insert in the quarter window location. The Mach 1 continued virtually unchanged. One gee-whiz option was the Mustang II MPG with the 2.3L four and little else worth mentioning.
1976
Because '75 Mustang II sales were virtually half of what Ford saw in 1974, considerable imagination had to be infused into this carline. For started with an optional T-top to get consumers excited. After tha, they offered buyers variety, like the optional Stallion in silver and black. The Stallion was strictly a paint-and-tape package also available for the Maverick and Pinto. Aside form some minor trim changes, the Ghia hardtop continued virtually unchanged from 1975.
For just an additional $599, buyers could order the Cobra II, available for the first time in 1976. Ford tells us the Cobra II was a genuine attempt to restore the Mustang's performance image. Visually, it did. Cobra II gave buyers more, like a dressy visual treatment with racing stripes and the Cobra snake, sporty wheels, heavy-duty suspension, quarter window louvers, blacked out grille, hood scoop, rear deck, and front chin spoilers. Inside, the Cobra II had a brushed aluminum dashboard with full instrumentation. What the car lacked was power. Believe it or not, the Cobra II was available with all three engines - the 2.3L OHC four, 2.8L OHV V-6, and the 302ci V-8. All in all, the Cobra II was a fun car to drive and be seen in. Although we didn't see many of them to begin with, the Mach 1 option continued for 1976 in the tall shadow of the Cobra II.
1977-78
We address teh '77-'78 Mustang II together because both model years have a lot in common in terms of changes and options. Ford promoted the Mustang II in 1977. Despite those efforts, Mustang II sales continued to decline. Sales were 385,993 units in 1974. By the end of the '77 model year, sales were down to 141,212. Poor sales numbers weren't directly affected by the Mustang II's image. A faltering economy and changing demographic priorities hurt sport car sales across the board in the '70s.
In 1977, Ford changed the Mustang II's grille to satin black, again with the familiar galloping pony logo amidship. The Ghia model continued with minor trim changes and the trendy opera windows. Cobra II graphics didn't really change for 1977. The Cobra II was just available in more color choices. As in 1974-'76, the Mach 1 remained virtually unchanged and was certainly no match for the Cobra II. What stopped most buyers dead in their tracks was the $8,000 sticker price.
For 1978, the Cobra II was revised with a loud "look at me!" paint-and-tape package so popular at the time. It was a "look at me!" theme because there wasn't the power to back it up. Sales reflected public opinion at just over 8,000 units, down considerably from 1976-'77. In fact, Ford sold nearly the same number of Mach 1s in 1978 at just under 8,000 units.
When we examine the Mustang II chapter in automotive history, we find it was a too-little, too-late scenario like Chevrolet's Impala SS, Buick's Grand National, and Pontiac's Fiero. The greatest improvements in the Mustang II were saved until the end of production in 1978. Enter the Mustang II King Cobra. The King Cobra began life as a concept vehicle behind the scenes at Ford. It was a sharp, stealthy Mustang II hatchback with front air dam, rear deck spoiler, heavy-duty suspension, blacked out grille, dazzling graphics, a bitchin' array of colors, lace-spoke wheels, raised-white-letter radials, brake cooling ducts, and a well-appointed interior.
The '78 King Cobra was a more tasteful approach to the Cobra concept. Ford sold nearly 5,000 units. The main reason King Cobra sales didn't go off the charts was availability and timing. These cars came along late in the '78 model year, too near the end of produciton to be of much value to Mustang sales.
If you are interested in learning more about the Mustang II, go to www.mustangii.com, where you'll find a wealth of info, including a VIN decoder as well as a door data-plate decoder. Very cool.
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