1974 1975 1976 1977 1978 Ford Mustang

The 1974 Ford Mustang , a dramatically small , lite design , marked a fresh start for America ’s original pony car . It was the brainchild of Lee Iacocca , who mother the first Mustang a X before . Appropriately describe Mustang II , the car eventually would be seen as a low degree in Mustang ’s majestic history . But that ’s certainly not the agency it started out .

Success often stem as much from uncouth sense and dumb luck as from cleverness and strong work . The Mustang II is a case in period . As the smallest , light Mustang since the original , it was a fresh showtime for Ford ’s pony gondola and a novel return to rationalness . And it could n’t have been well timed , introduced just two calendar month before the first " Energy Crisis " upend America . the great unwashed come in droves to see the Mustang II – and to purchase .

First - year sales were a smashing 385,993 cars , within 10 percent of the original Mustang ’s 12 - calendar month output record of 418,812 . Of naturally , the Mustang II was in the oeuvre long before the Organization of Petroleum Exporting Countries ( OPEC ) determine to mash world oil supplies . That it appear at virtually the same sentence was mere coincidence , though a lucky break for Ford .

A classic black Mustang.

In several ways , the Mustang II shows how account repeats itself in the automotive world . For starters , Lee Iaccoca just cognise the market was ready for it in the same fashion he surmise the original Mustang was the proper car for its clip . Pony motorcar were falling from favor by 1970 , with many buyers turning to lower - price , fuel - effective concordat like Ford ’s own Maverick – a immense first - yr achiever itself .

To her potential surprisal , the chairman said he harmonise . " Hopefully we will keep in head what you say here and , hopefully , we will have a product that will be acceptable to you . "

In one nod to the past , Iacocca instituted an in - house conception competition to grow the next Mustang . Get the details on the next page .

For even more on the Ford Mustang, check out the following links.

The 1974 Ford Mustang: Design Competition

In November 1969 , less than two months after Henry Ford II kindle Bunkie Knudsen as Ford chair , new chief Lee Iacocca voiced his own concerns to a group of top - level Ford executives at the toney Greenbrier Resort in West Virginia .

According to writer Gary Witzenburg , this meeting quickly led to " top - priority programme to construct a Modern sporty modest car for the 1974 mannequin year based on … the Maverick shell . A second program , codenamed ' Arizona , ' was to investigate an upmarket variation on the coming ' 71 Pinto subcompact for 1975 . "

Both programs were turned over to Nat Adamson , manager of advanced product planning , who recalled that the Maverick - based car , computer code identify " Ohio , " was ab initio favored . " [ The Maverick ] then seemed like a very modest car to us , " he tell Witzenburg , " particularly when we compared it to that yr ’s much bigger and foresighted Mustang . And the Maverick was selling very well at the prison term . "

But the smaller Arizona catch precedence when three concept exemplar " tested " well against contemporary sportswoman cable car in two Southern California consumer showings . It was the first sign the populace might go for something even smaller than the original Mustang .

But neither of these programs produced anything that quenched Iacocca , design frailty president Eugene Bordinat , or Advanced Design chief Don DeLaRossa . Ohio marriage proposal ended up blowsy and staid , while initial Arizona designs looked like the restyled Pintos they were .

An Assist From Ghia

But then , in November 1970 , Ford acquired a controlling interest in Ghia of Italy , and Iacocca run off no prison term in asking the celebrated coachbuilder to posit concept for his new small sporty car . With typical dispatch , Ghia send over a running prototype in just 53 days , a splosh - nose red - and - calamitous fastback that Iacocca himself drove to and from work .

It greatly accelerated the drive toward the eventual Mustang II . " Aside from the unexampled slant on styling that it gave us , " Iacocca say afterwards , " the fast delivery of that real , alive , drivable sample … coalesced our cerebration and gave us something tangible to look at and contend about betimes in the game , an experience that I had never had before in my career in the company …. It was a slap-up early rise for the whole program . "

Several calendar month later , Ghia provide a second running prototype , a passementerie notchback with an airy " pagoda " cap a la Mercedes SL and bodyside sculpture like that of the first Mustang . This , too , would stimulate Dearborn plan thinking .

Raising Arizona

Around July 1971 , management decide to abandon the Ohio car and moved up Adamson ’s preferred Arizona to 1974 . These were primal decision , because they effectively ruled out using Ford ’s long - serve inline six - cylinder locomotive engine .

Bordinat recall that DeLaRossa " put his studio to work on a clay modeling showing how swelled the Mustang would have to be to accommodate that big I-6 engine . He got me to call Lee over for a spirit at it . Don became , shall we say , very point-blank and told Lee that if we really need to make a little car , we had better start with a smaller engine because this one with this engine in it was getting bigger even before it was designed . Lee fit in with us and that was the end of the I-6 . The next matter we take heed was that the choice of locomotive engine would be a new small 2.3 - liter four - cylinder and a larger - displacement version of the German Capri V-6 , so we were capable to get down to make the rest of the automobile smaller too . "

Still , there was no former consensus on how much smaller the new Mustang should be , though it obviously had to shrink from 1971 - 73 size . There was also contend over whether to offer a notchback , a fastback , or a portmanteau word of both .

In another echo of the original Mustang program , Iacocca staged an intramural plan competition to get thing cast . " Lee think that pitting our guys against each other breed our best material , " Bordinat told Witzenburg . " I ’ve attempt to disagree with him , but every time we do it , we get an exceptionally good car . "

This competition , begin in August 1971 and finally hold up three months , pitted the Ford and Lincoln - Mercury production studio apartment against DeLaRossa ’s Advanced Design group and the Interior Studio under L. David Ash . Talk about " back to the future tense . " Even many of the key thespian were the same as 10 year before .

This aim competition was as heated as the first . Find out what won on the next varlet .

The 1974 Ford Mustang: The Winning Design

Ford President Lee Iacocca , looking to recapture the vibe of the first Ford Mustang for Mustang II , reinstituted the in - family blueprint rivalry that produced the ' 65 model .

Once again , rival squad ferment from an idea clearly defined by Iacocca : " The new Mustang must be small , with a wheelbase between 96 and 100 inch . It must be a sporty notchback and/or fastback coupe ; the convertible is dead and can be forgotten . [ He ’d after think otherwise at Chrysler . ] It must amount as standard with a four - speed manual gear box and a four - cylinder or small six - cylinder locomotive engine . Most important , it must be opulent – upholstered in timber material and carefully built . " At one point , Iacocca declare " the 1974 Mustang will have to be … a small precious stone . "

harmonise to Ben Bidwell , then chief political program product contriver ( he became Ford Division general manager in 1973 and was later Chrysler president under Iacocca ) , high quality was a must for Ford ’s Chief Executive : " He will be out there in the showroom and he ’ll run his finger’s breadth around the modeling , and if it so much as scratch him , some poor son of a throttle will get it . "

Of course , Iacocca also took a neat interest in Mustang II styling . As corporate planning chief Hal Sperlich remember : " He was planning an solely novel kind of domesticated car for a dissimilar form of customer , so naturally he wanted it to wait different from other cars on the securities industry ; dissimilar from the Mustangs of 1971 , 1972 , and 1973 ; different from the Pinto and dissimilar from the Capri , too . "

All this in the end came down to a late - November management review of five full - size corpse models , one notchback and four fastbacks . The easy winner was a fastback from the Lincoln - Mercury group under Al Mueller . Like Joe Oros before him , he painted his mud – in an center - trip up persimmon , not white – so it would stand out and meliorate his squad ’s chances .

But though amazingly fiddling alter for production , the design got mixed printing press reviews , and some critic felt that the notchback derived from it was a hodge - podge . The fastback was considered more handsome , though it was n’t a " classic " shape like the ' 65 Mustang . It was , however , more pragmatic by dint of its European - style lift - up rear " doorway , " a first for a Mustang and another hike for the popularity of hatchback consistency styles in America .

First-Class Cabin

inner intention was less debated , though no less Byzantine . Forsaking usual design practice , studio chief Dave Ash decide to make his " seating buck " unusually realistic to convey a sense of being in a real automobile . He even confiscate exterior sheetmetal and four wheels .

" It was a time - consuming affair to build , " he say later on , " but it served its intention very well . We did n’t have to go through an elaborate serial publication of meetings to determine everything . It was all approved right here . We were on a crash basis to get it done , and it was very sky-high received . "

Ash later fink that his team was part inspired by the ilk of Jaguar , Rolls - Royce , and Mercedes . " We put everything in that we could conceive of that connotes restrained elegance , plus the get - up - and - go that order Mustang – something of a ardour breathing time …. It ’s a sort of a mini T - Bird . "

Unlike the monolithic , heavy grave duplicate - cowl official document control board of 1969 - 73 , the Mustang II panel was command by a mere big oblong now ahead of the driver . This put all controls cheeseparing at hand , yet still had room for all necessary warning light and instruments . amazingly , the latter included a received tachometer , temperature standard of measurement , and ammeter .

Seats were ab initio cover in pleated fabric , vinyl radical , or optional leather – unusually plush for a small auto . They had no rakehell adjustment , cited as a literal sore compass point by some road - testers , but were definitely more comfortable than previous Mustang seats .

Rear legroom was limit , but the fresh car was run across as being used primarily by one or two adults who would sit down in the front . Back - seat room would be sufficient only for a brace of little children or for an grownup rider to be well-situated for a light meter . Another sound reflection of Ford ’s first pony motorcar .

The winning pattern was a fastback , but two body dash would be offered . On the next page , learn how a notchback also found its style into the 1974 Mustang batting order .

The 1974 Ford Mustang: Notchback by Default

How the notchback version of the 1974 Ford Mustang do into being is in fact an interesting lesson in corporate decision - making , and in the challenges present those who have to execute those decisions .

The notchback concept shown at a November 1971 executive review of intention concepts , submitted by Advanced Design tribal chief Don DeLaRossa ’s flock , had been nicknamed " Anaheim " after it bombed at a September consumer clinic in Disneyland ’s hometown .

But Iacocca , suspecting researchers had missed something , decided to give it one last chance at a San Francisco session in February 1972 . Reaction was positive , so it was make up one’s mind to do a " trunked " version of the approved fastback – this with barely 16 months entrust before yield was scheduled to start . " It seems we go through that with every Mustang programme , " said Jack Telnack , who after replaced Eugene Bordinat as company design chief . " We always start with the fastback …. Then we find out the surveys still say fifty - fifty [ preference ] and we have to add the notchback . "

DeLaRossa long maintained the Anaheim should have been prefer as the topic model . As he later told generator Gary Witzenburg : " [ If ] we need to design a modern second propagation of Mustangs , why not recapture some of the look of the renowned original model of 1965 ? That was a notchback . The fastback Mustangs were offshoots that come in later . " He could have added that the notchback had always outsold the fastback , something that may have come about to Iacocca too .

In any case , Iacocca certainly fuck the sales necessity of having two body types , and he ’d liked the Anaheim from the first , though maybe not as much as the Mueller fastback . Interestingly , Ford also investigated a turn off - down two - seat fastback in February ' 72 , but it was never seriously in the running .

DeLaRossa recalled that , " When we started the Mustang II , I said to Lee Iacocca that we should not leave the original Mustang was a notchback – that was followed with a fastback – so lease ’s not do a fastback first . Let ’s do the notchback first . My recollection is that that made sense to him . So I got to process on a notchback right aside at Ghia , and a version of it in Dearborn .

" When Lee examine the Anaheim , " DeLaRossa continued , " he said to me , ' It ’s terrific , but it does n’t have enough ' Mustang ' in it . It ’s almost like it ’s too modern , too much of a departure . ' And much to my mortification , there was a young interior decorator , Fritz Mayhew , who ship on doing a fastback .

" It was very attractive . And damned if Lee did n’t buy it . A 180 degrees from what we had verbalise about . So then all hell broke loose seek to make a notchback out of that car . There was no way , and that account for the unknown looking of the Mustang II notchback . It never looked correct . The C - column looked like a tree trunk growing out of the stern panel .

" The Mustang II was a balmy achiever and just hung around , " DeLaRossa concluded . " I had trouble adjusting to that . I believe the car I did would have been gangbusters , but that ’s lifespan in the creative business . "

When it polish off showroom , the 1974 Mustang was noticeably smaller than its predecessor . Get the numbers on the next page .

The 1974 Ford Mustang

Though it retained the key signature long - exhaust hood / short - deck proportions , Mustang II was visibly diminished than the master copy . The genuine target area was sporty import coupe . Against the ' 65 it was nearly six inches shorter in wheelbase ( at 94.2 inches ) , 6.6 inches shorter overall ( at 175.0 ) , two inch slimmer ( 68.2 ) , and 1.1 inches lower ( 49.9 ) .

There were spectacular departure against the bulky 1971 - 73 models , the II being some 20 inch shorter overall , nearly 13 inch pruner between wheel nitty-gritty , four inches narrower , an in depressed , and – the important part – low-cal by a humongous 400 - 500 pound . The progressively popular Toyota Celica had a 1.3 - in recollective wheelbase than Mustang II but was 11.1 in inadequate , 5.2 inches slimmer , and 2.5 inches taller .

To prepare the public for Mustang II , Ford run up a lightly disguised concept reading as a 1973 automobile - show drawing card . Called Sportiva II , it was essentially the production car recast as a " targa " convertible , with a posit rollover bar between removable roof sections . It would have been a great salesroom lure , but the ragtop market place had collapsed and Iacocca had ruled out a raw undetermined Mustang – another break with the past .

This pull up stakes a base - trim notchback and fastback , a sportier Mach 1 fastback , and a vinyl group - clear Ghia coupe , replacing Grande as the luxury model . All were fixed - pillar styles , not pillarless design . Fastbacks offer summersault - out rearward - quarter window as a $ 29 option .

Not Just a Sporty Pinto

At promulgation clock time , some observer suggested Mustang II was just a sporty Pinto . Of course , that was how it start . And sure enough , a good many components were shared . Even wheelbase was the same .

But the Pinto was in reality upgrade for ' 74 to take advantage of factor and features designed for Mustang II . For exemplar , both models utilize unit construction – another first for the pony car – and shared a introductory helix - spring front dangling with unequal - distance upper and lower arms .

For the Mustang , however , the lower weapon as well as the drivetrain were cradled by a U - shaped safety - mounted subframe ; the Pinto ’s front suspension abscond directly to the chief social organization . The subframe , a brainstorm from program engineer Bob Negstad and Jim Kennedy , greatly reduced road daze and driveline vibration reach the cabin . It also contributed to more precise steering and a quiet drive versus the Pinto .

Stingy caller controller okay the added disbursement in light of the Mustang ’s be after higher merchandising cost . Witzenburg notes the " throne seat " ( as the subframe was be intimate internally ) " come to be regarded as the individual most crucial element of the Mustang II material body . "

There were other differences , too . For example , Mustang II share the Pinto ’s single-foot - and - pinion guidance but climb on it other than , again to minimize shock , and put up optional power assist ( which Pinto did not at the time ) . At the posterior , Mustang folio springs were two inches longer than Pinto ’s , and jounce absorber were flounder as in premature high - execution Mustangs .

Spring rate were computer - aim to check each exceptional car ’s equipment and weight . The Ghia notchback , for example , came with very sonant context , while the optional competition suspension had the plastered springs , along with a thicker front antiroll bar , a rear bar , and Gabriel adjustable shock absorbers .

The 1974 Mustang was available with V-6 or four - piston chamber king . Find out what other choice were useable on the next page .

1974 Ford Mustang Engines and Options

Ford President Lee Iacocca masterminded the Mustang II , creating a smaller , more fuel - efficient car to compete with sporty import . Iacocca had eliminated the uncoiled - line six - cylinder engine in favor of a more thick V-6 , and per his order , locomotive engineer generate no thought to providing a V-8 engine , a breakout with Mustang custom – and something Ford would soon repent .

Initial engine choices contain a fresh 2.3 - litre ( 140 - cubic - inch ) single - overhead - cam inline four - cylinder and a 2.8 - litre blowup of the Capri ’s overhead - valve V-6 . The four , sometimes called the " Lima " locomotive engine after the Lima , Ohio , plant that supplied it , was the first American - built locomotive engine designed to metrical dimensions . That was n’t surprising . Originally slat for some of Ford ’s heavy European cars , it was in reality a bored - and - stroked version of the Pinto 2.0 - cubic decimetre .

A novel feature was " monolithic engine timing . " After each engine was assemble , an electronic machine hook to a computer was connected to two engine sensors , an index point at the rear of the crankshaft and an electrical terminal between the distributor and coil . The reckoner compare readings from each sensor , then set timing automatically by means of a distributor adjustment . The computer ’s high stage of preciseness made this technique very utilitarian for meeting increasingly rugged discharge standard .

The V-6 was basically the same engine offer up in U.S.-market Capris from 1972 . It used the same camshaft , valvetrain , pushrods , and allocator as its European parent but was bored and stroked for American service , capability increase from 2.6 liter ( 155 cid ) to 2.8 ( 171 cid ) . At the same sentence , Ford switched from siamesed to separate exhaust system port for improved performance and thermic efficiency .

Supplied only with double exhaust , the V-6 was optional for any Mustang II save the Mach 1 hatchback door , where it was stock . Like early 2.0 - liter Pinto fours , it was spell from Ford ’s West German subsidiary in Cologne .

The Mustang II ’s standard four - speed gear case was basically the four - swiftness unit from the British Ford Cortina as used in the Pinto but strengthened to treat the Mustang ’s more powerful engines . Of naturally , SelectShift Cruise - group O - Matic was available ( at $ 212 ) . Brakes were usefully raise to standard 9.3 - inch front disk and 9 x 1.75 - inch rear drums .

Predictably , most Mustang IIs exhibited " American " drive and handle characteristics . The Mach 1 was both more capable and entertaining with its standard V-6 ( $ 299 extra on other manakin ) , but no ' 74 Mustang II was Sixties speedy . The car was heavy for its size of it ( curb free weight was a porky 2650 - 2900 pound ) , so a V-6 with four - focal ratio would do 0 - 60 mph in a lackluster 13 - 14 seconds and reach only about 100 mph , a far yell from the Boss and big - block solar day .

As if to signal the reduced performance , the trademark run - horse allegory became a less muscular steed that seemed to be canter . It was create by interior intriguer Charles Keresztes , inspired by the work of noted westerly creative person Frederic Remington .

Less for More?

Despite its terrific first - year sales ( and winning Motor Trend ’s 1974 " machine of the Year " award ) , the Mustang II was n’t an inst bang . With the economy still harry by " stagflation , " early buyers favored low - priced models with few trumpery , whereas Ford output preparation had assume just the opposition .

requirement picked up pace once the oil trade embargo hit and retentive line formed at gas pump . Ford tight align the model mix , but some sales were believably lost anyway because Mustang II looked to some people like less gondola for more money .

The Mary Leontyne Price escalation was certainly striking , even allowing for the " little jewel ’s " redundant standard equipment . The basal coupe started the year at $ 3081 , up $ 321 from its ' 73 counterpart – which came with a six - cylinder locomotive engine , not a four . The fastback was up $ 455 to $ 3275 , the $ 3427 Ghia was $ 481 costlier than the last Grande , and the V-6 Mach 1 , at $ 3621 , was up $ 533 from its V-8 predecessor . Though prices would go even higher , sales held up quite well through end - of - the - line ' 78 .

pick were fewer than in recent years , but more than sufficient . Besides air conditioning ( $ 383 ) and various radios and tape players , the ' 74 listing showed power steering ( $ 106 ) , ability bracken ( $ 45 ) , contestation / takeout sunshine-roof ( $ 149 ) , antitheft alarum ( $ 75 ) , console ( $ 43 ) , electric rear - window deicer ( $ 59 ) , rocker - panel trim , protective bodyside moldings , fold - down rear seat ( $ 61 ) , and " Glamour Paint . "

A $ 100 Luxury Interior Group for base automobile and Mach 1 save most of the Ghia ’s upscale appointments ; its extra noise insulant was available for other models in a " Super Sound " package ( $ 22 ) . All fashion model offered a Convenience Group ( dual door mirror and such ) , a Light Group ( courtesy lamps and extra warning lights ) , and a new Maintenance Group ( $ 44 ) with a store manual , basic tools , fire asphyxiator , and other detail for wayside emergencies .

Tempting enthusiasts were Traction - Lok differential ( $ 45 ) and the comp suspension ( only $ 37 ) with adjustable shock absorber , wider tyre , and rearward antiroll bar . These detail were also part of a V-6 Rallye Package along with laborious - tariff cooling , chrome exhaust tips , recruit - white - missive tire on styled - sword wheel , twin outside - adjustable door mirrors , leather - rim steering steering wheel , and quartz digital clock .

The biggest option for 1975 was the counter of the V-8 railway locomotive . The next page tells all about it , along with other 1975 options .

The 1975 Ford Mustang

Ford had ushered in a new epoch of Mustangs in 1974 with its smaller , more upscale Mustang II redesign .

Among change in the second model year , the 1975 Ghia hardtop model added a flip out - up glass " moonroof " option ( $ 422 ) and a $ 151 Silver Luxury Group with cranberry - coloring material crush - velours upholstery , silver paint , matching half - vinyl top , and standup hood ornament . At the same time , Ghia rear - quarter glass was abbreviated into " opera house " windows , a democratic luxury - car styling fad of the day .

A fold - down rear ass was now standard for fastbacks , and cast - aluminum bicycle and sword - belt stellate tire were newly optional across the board . So was an " extended - stove " ( 17 - gallon ) fuel tank ( $ 18 ) , a tacit price of admission that even these radically " downsized " Mustangs were rather thirsty . Mid - model year brought fond relief in a special " MPG " notchback and fastback with catalytic convertor , which eliminated the need for some total - on discharge ironware and reserve railway locomotive retuning for better mileage and drivability . The MPG modelling then disappear , though not their " cat con . "

But the big word for ' 75 was the return of V-8 major power , answer client pleas for more performance . Optional through ' 78 , this was , of course of instruction , the familiar small - closure 302 - three-dimensional - column inch building block , initially tuned for 122 final horsepower , then 139 .

Unlike many 2nd - twelvemonth updates , this one was quite involved . As production development vice Chief Executive Harold McDonald told historiographer Gary Witzenburg : " We had a very difficult time … because there had n’t been provision made for [ a V-8] … The toughie had to be much prospicient and a half - inch higher for clearance , we had to commute the radiator support and move the radiator forward three inches , change things along the firewall , beef up [ the frame ] and mount the engine differently … but we did n’t have to move the stride or change suspension mount full stop . "

However , springs , brakes and other components were beefed up to plow the heavier V-8 , and all models regardless of engine assume larger grille eggcrates .

Mustang II Meets Monza

Others were bound to follow Ford’s lead, and Mustang II got new competition for 1975 in Chevy’s Monza 2+2, a sporty version of the bow-tie brand’s subcompact Vega. Monza’s optional 4.3-liter (262-cid) V-8 looked no match for Mustang’s “5.0,” and in straight-line acceleration it wasn’t. Yet after a two-car shootout, Road & Track recommended the Chevy for its fresh, Ferrari-like styling and comfort, ride, handling, and fuel economy that were all judged superior to the Ford’s.

A twelvemonth originally , reporting on a four - speed Mach 1 , R&T say " it would be unrealistic to ask Ford of Dearborn to produce a European - type showy car . rather they ’ve come up with a distinctively American rendering of a jazzy compendious … [T]he car ’s great weight and poor balance make some [ functional ] choice virtually necessary … [But ] if you ’re not devil by such consideration , [ Mustang II ] is solid , well - build , quiet and plushy – and not at all unpleasant to drive … as long as you do n’t ask too much of it . "

Though gas started flowing freely again in March 1974 , a sluggish economical recovery depressed auto sale into model - twelvemonth ' 75 . Mustang II was not resistant , volume devolve over 50 pct to 188,575 . Yet even that was far more supporting – and profitable – than the tepid step of 1971 - 73 .

Sales were buoyed in 1976 , in part by the pop Cobra II . Find out what was include in this mostly cosmetic package on the next page .

The 1976 Ford Mustang

Sales of the 1976 Ford Mustang totaled 187,567 , helped in this bicentennial yr by introduction of a clipping option evoking the former , with child Shelby - Mustangs . call " Cobra II " and available for fastbacks only , it was advise by Jim Wangers , the advertising whiz who ’d helped make the legendary GTO for Pontiac in the former 1960s .

Wangers betray Ford on the Cobra II idea with the agreement that a company he have , Motortown , would cook up most of the package ’s styling add - ons and install them at its small plant near the Dearborn Mustang manufactory .

The Cobra II debuted as a $ 325 option , but another $ 287 was required for a " Cobra II modification package " to ready the stock certificate fastback for all kinds of supererogatory stuff . at once plain were louvered covers on the rear - stern - windows , a front air dyke , a rearward spoiler , and a simulated hood airwave scoop .

Also let in were a " blackout " grille , styled - steel wheels with trim rings and radiate tires , and bold role model badges . Broad Shelby - trend racing stripes were applied to the hood , roof , trunklid , and rocking chair dialog box in either drear against white blusher or gold over black . Other coloration combination were total in subsequent model years . The interior was spruced up with a sports steerage wheel and brushed - Al accents , plus dual outside - control door mirror .

Purists laughed at the Cobra II , specially with the stock four - cylinder engine , but historiographer Gary Witzenburg observed that " in good order equip , the matter in reality performed pretty well by 1976 standards . " by the bye , the option was available for the Mach 1 as well as the stem fastback , making a car so equipped a Mustang II Mach 1 Cobra II .

Nobody laugh when route racer Charlie Kemp ran a wildly modify fastback in the International Motor Sports Association ( IMSA ) GT course of study during 1976 . Though far from stock and not sanctify by Ford , it looked enough like a Cobra II to cheer Blue Oval partisans . Unhappily for them , Kemp ’s elevator car was competitively fast but unreliable and often end up in the DNF ( did not finish ) column . It scored no victories in one of the Mustang II ’s few attack at contention .

No less elusive than the Cobra II was the Stallion , another all - show / no - go 1976 package that was also offered ( in slimly different cast ) for that yr ’s Pintos and Mavericks . Again restrict to fastbacks , it delivered acres of disgraceful key on hood and roof , silver gray elsewhere , and form - aluminum wheels , all countersink off by snorting horse’s - head front - buffer decals . One other bit of ' 76 news demand the Ghia moonroof , which was now optional for other models and with either silver or brown tincture .

The next two model years also had some showy packages , but performance and open - air driving also made a takings . receive out more on the next page .

The 1977 and 1978 Ford Mustang

The 1977 Ford Mustang gained a Ghia " Sports Appearance Group " keyed to black or tan paint . This have many colouration - keyed items include console , three - spoke sports direction wheel , cast - aluminum rack with chamois - colouring material spokes , and a proboscis baggage rack with clench - down straps and bright buckles .

All Mustang models now offer optional " lacy speak " aluminum wheels in chrome or with bloodless - painted spokes and red trimming rings . A Corvette - style T - top roof with matching lift - off crank panels make it as a fastback choice . Two - toning was now uncommitted on most models .

But all this was just engild a conversant lily , and Mustang II model - year sales skidded to 153,173 unit of measurement . Another 8481 were built to ' 77 specs but sell as " interim " ' seventy-eight to get around a temporary emissions - related regulatory snag .

All Hail the King Cobra

Ford ostensibly did n’t track Cobra II installations , and in retrospect the package symbolise the dismal " blusher - on performance " that was about all Detroit could propose in the Seventies . Even so , the Cobra II proved quite democratic and was continued . Moreover , its achiever move frailty president Gene Bordinat to lay his designers process on an even more hard - core fastback software system . It arrived with the " real " ' 78s as – what else ? – the King Cobra .

Priced at $ 1253 , the ensemble put a huge Snake River decal on the hood and tape stripes on the roof , rear deck , rock ‘n’ roll musician panel and A - pillar , around the wheel wells , and on the standard front aviation dam . " King Cobra " was writ large on each door , the line dekametre , and a standard rear spoiler . Grille , windowpane moldings , headlamp bezels , and wiper arms all got the " blackout " treatment , while the flair got another superman of brushed - aluminium trim .

The King Cobra was take over an " IMSA Cobra " software program suggest by Wangers and pattern on the Charlie Kemp race car . Instead , Ford added a stealthy $ 163 Rallye Appearance Package that adorned fastbacks with gilded accent against black paint , plus color - coordinated cloth upholstery .

All ' 78s profit from a stock electronic voltage regulator and , with optional major power steering , varying - proportion gearing ( replacing fixed - ratio ) . The Ghia adopt " Wilshire " material seating area . A young Fashion Accessory Package spruced - up the standard notchback by tote up door pocket , stripy fabric upholstery , lighted vanity mirror , and four - room manual driver ’s seat , all clearly aimed at women purchaser .

Fortunately , such sexist appeal were on the elbow room out . Otherwise , 1978 was a quiet year for Mustang II . It was also the last , yet sales jumped to 192,410 , helped by an economy now full recovered from the flatulence crush .

Despite its popularity when new , the Mustang II has few fans today . Its styling has not aged graciously , and many find its " less pony car " nature an unhappy monitor of an unhappy era for American machine . But the Mustang II observe the pony car life alive in the face of those very rough times , thus pave the way for even better Mustangs . That ’s no diminished achievement and reason enough to respect Iacocca ’s " little jewel . "

For even more on the Ford Mustang, check out the following links.#

The 1974 Ford Mustang: Design Competition#

An Assist From Ghia#

Raising Arizona#

The 1974 Ford Mustang: The Winning Design#

First-Class Cabin#

The 1974 Ford Mustang: Notchback by Default#

The 1974 Ford Mustang#

Not Just a Sporty Pinto#

1974 Ford Mustang Engines and Options#

Less for More?#

The 1975 Ford Mustang#

Mustang II Meets Monza#

The 1976 Ford Mustang#

The 1977 and 1978 Ford Mustang#

All Hail the King Cobra#