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| Reinvented Hopeful: The Mustang II
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We were also asked to do some proposals for a domestic Capri variation of the Mustang II using front fenders, doors, rear deck lid and both bumpers unchanged. I created sketch proposals using a new rear quarter and tail light panel that featured European Capri themes like the two simulated quarter intake scoops and the "flying buttress" roof line with a slightly inset backlight. These sketches were very well liked, with many favoring this direction over the final Mustang II design. The Mustang II hatchback and notchback coupe models were then both turned over to the Ford production studio for final detail work.
There were two body styles - a three-door hatchback and a notchback coupe. The notchback was produced as a standard model and an upscale "Ghia" version. Both were the same mechanically but the Ghia had a plusher interior, standard body side-moulding trim, pin-striping, a special vinyl roof, and a Ghia emblem. The hatchback was also produced in two models: the standard and the Mach 1. Mechanically, the Mach 1 was the same as the standard model (with the V-6 engine) but was made to look more like a performance car with black paint on the body below the trim and a black panel around the tail lights.
As engineering and design development progressed, the new Mustang was becoming more "mini-T-Bird" and less "American Capri." Program engineers Jim Kennedy and Bob Negstad were given the very difficult task of creating Thunderbird-level road isolation, ride quality and noise reduction with the humble Pinto suspension and drive line components provided by the Arizona package requirements.
Many of the Pinto suspension, steering and driveline components were substantially upgraded for the 1974 model to accommodae the higher quality standards demanded by Iacocca's "little jewel" design strategy for the Mustang II. The Ghia version of the Mustang II had more insulation and sound deadening materials provided throughout than was used in the Lincoln Continental.
Two engines were available for the 1974 Mustang II. Standard was a metric four-cylinder overhead cam engine of all-new design with a displacement of 2.3 liters and manufactured in Lima, Ohio. This was the first four-cylinder Ford engine built in the US since the Model "C" of 1934. Optional was a 2.8-liter version of the Capri V-6 with 119 horsepower. An interesting version of the 1974 Mustang II was built and available only in Mexico with the 302 V8 offered as an option.
Lee Iacocca was confident he had the right car at the right time and Henry Ford extended a personal invitation to Anna Muccioli to a private viewing of the reinvented Mustang, now officially Mustang II, in August 1973. Anna stated, "That's more like it, that's the kind of car it started out to be."
Initial response from the buying public was not as strong as Ford had anticipated. Fewer car were sold in the first month of production than the original Mustang had sold in the very first day of its April 1964 introduction.
The automotive press was also critical of the mediocre performance results attributed to a combination of high weight with low power availability, although the Mustang II did win Motor Trends's "Car of the Year" award for 1974.
As if by divine providence, international events would favor the Mustang II in ways no Ford product planner could have foreseen. In October 1973, OPEC stopped shipping oil indefinitely. Small cars, especially sub-compacts, were sudddenly in huge demand. Domestics such as Chevrolet's Vega and Ford's own Pinto sold out in many parts of the country.
The 1974 Mustang II now found itself in the unique position of being able to offer near sub-compact fuel economy combined with a high level of luxurious trim and comfort in one car. Customers desiring this combination of features soon found the Mustang II was the only game in town and sales really started to take off. In March of 1974, OPEC ended the embargo and resumed shipping oil, but the US car buying public remained wary, resulting in continued strong sales levels for the first year Mustang II. The favorable sales advantage experienced by Ford's new pony would last one year only, with increase competition from Chevrolet's Vega-based Monza and a renewed interest in higher powered performance in 1975.
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