First year of the fox body mustang

The Ford Mustang turns 50 years old next year, and over the past few months the blue oval has been busy reminding us of the sporty coupe's illustrious history. Today, we get a closer look at one of the marque's less celebrated generations: the 1979-1993 Fox Body Mustang.

One of the problems Ford designers faced when tasked to design an all-new Mustang in 1975 involved conflicting expectations. On one hand, designers were given a mission to radically change the design from the previous Mustang II. On the other, they had bossman Henry Ford II insisting on keeping certain design features, such as the upright front end. The rocky years leading up to the third-generation Mustang's development caused Ford to look at what really defined the model. As a result, three separate design teams were formed -- two from Dearborn, Mich. and one from Ford's Ghia studio in Italy -- and each produced their own sketches and clay models to compete for the privilege to design the next Mustang.

A number of concept designs were produced following the guidelines of Henry Ford II, and there were a few that looked like sleeker refinements of the Mustang II. At least two body styles were planned, including the notchback coupe and fastback that eventually made it to production, and at one point there was even a woody station wagon variant. It wasn't until Jack Telnack joined one of the Dearborn teams in April 1975 that things started to change. Telnack was previously vice president of design at Ford of Europe, and would go on to become head of Ford global design in 1980. Under Telnack, the team took more risks with the Fox Body Mustang's design, even going so far as to violate Henry Ford II's cardinal rule with a "slantback" front end.

To arrive at the ultimate design for the 1979 Ford Mustang, which rode on the new 100-inch wheelbase Fox platform, Telnack pilfered design elements from various early Fox Body Mustang concepts. The laidback grille came from a June 1976 clay model, while the quarter window louvers were taken from an April design. By July 1976, the design was complete with a wedge-like front end and quad-sealed beam headlights.

The Mustang Fox Body's legacy is spotted with several milestones, including the resurrection of the Mustang GT, introduction of the turbocharged four-cylinder model (Mustang SVO and Turbo GT), and the first SVT Cobra. Though earlier vintage Mustangs may get more attention, the Fox Body remains popular with enthusiasts and racers.

Check out the Fox Body Mustang concepts in the gallery below. Do you think Ford chose the right design?

When the ’79 Mustang was introduced more than two decades ago, it was a radically different car than the ’78 Mustang II it replaced. For one thing, it was a totally new platform we would come to know as the Fox body. For another, it became the most innovative Mustang platform ever. The Fox platform has its U.S. beginnings with the ’79 Mustang even though the ’78 Fairmont and Zephyr sedans were introduced first. What’s more, the Fox would become the most widely used platform in Ford history, finding happy marriages with Mustang, Capri, Cougar, Thunderbird, LTD, Marquis, Lincoln Continental, and Mark VII. What made the Fox platform different was front McPherson struts with coil springs. In back, a four-link suspension with shock absorbers and coil springs. It was a well-balanced platform, fun to drive, and a great handler with lots of potential for longevity and growth.

The ’79 Mustang was introduced in the fall of 1978 with two body styles—a two-door sedan and a three-door hatchback. Two basic models were offered—base and Ghia. Although we think of the Cobra as a model, it was actually an option package based on the standard Mustang, available only with the three-door hatchback. There was also the Sport option package for those who wanted something between base Mustang and a Cobra.

Three suspension packages were available for 1979 ranging from a soft ride to a stiff competition handler. Handling was the new Mustang’s greatest asset. Four engine choices were available—2.3L OHC four, 2.3L OHC Turbo, 2.8L Cologne V-6, and the 5.0L (302ci) V-8. Three transmissions were available depending upon engine selection. Transmission choices were simple in scope with an SROD four-speed or C4 Select-Shift automatic. Axle ratios ranged from 2.47:1 to 3.45:1 depending on engine and transmission selection.

Ford’s Ghia studios in Turin, Italy, served as the inspiration for the Mustang Ghia luxury model. Introduced first in 1974, the Ghia was an upscale luxury edition Mustang with Ghia badges, optional vinyl top, a more plush interior, courtesy lamps, heavier pile carpeting, abundant sound deadening, rich wood grain appointments, a nicer steering wheel, and a more distinctive trim package. The Mustang Ghia was to 1979 what the Grande was to 1969-’73.

For those desiring a sport-driving experience, there was the Mustang Cobra for ’79. Available with either the 2.3L OHC Turbo four or a 5.0L V-8, the Cobra was equipped with TRX wheels and Michelin metric radials, performance suspension, front disc brakes with semi-metallic linings, color-keyed quarter-window trim, Cobra decals, nonfunctional hood scoop, engine-turned dashboard appointments and full instrumentation, three-spoke Sport steering wheel, and more.

1980-’81
You could call ’80-’81 the lull before the storm of performance cars to come in the ’80s. In 1980, America had just been body-slammed with its second OPEC oil crisis, which means performance was one of the last things on anyone’s mind in Dearborn. So underhood performance only grew worse.

It may interest you to know that 1980 was the first year the Mustang received halogen headlamps. It was also the first year the Mustang ever had an optional V-8 smaller than the 260ci small-block available the Mustang’s first year. The de-cubed 255ci small-block was a weak attempt by Ford to develop a V-8 that would offer better fuel economy than the 302 it replaced. In fact, the 302 wasn’t even available in the Mustang in 1980-’81. Ford took the 302’s three-inch stroke and married it to a smaller 3.68-inch bore. But this is where the similarity ends. The 255 had different cylinder-head porting designed to improve low-end torque and reduce emissions. Buff magazines of the period experimented with the 255 without much success. It was never considered a performance engine.

Production and supply problems with the 2.8L Cologne V-6 put Ford in the position of having to return to the Mustang’s original six-cylinder power plant—the 200ci inline six. The 200ci six actually returned late in the ’79 model year in a few units and continued in service through 1981. Standard Mustang power for 1980-’81 was the 2.3L OHC carbureted four. The optional 2.3L OHC carbureted turbo four remained a Mustang engine choice through the end of the ’81 model year.

The Ghia returned for 1980-’81 with few changes. Cobra returned with some minor changes not worthy of mention. Ford fitted the Cobra with the same front air dam used on the ’79 Indy Pace Car. Either the cowl induction style hood or a hood scoop was available.

The standard Cobra engine was the 2.3L OHC Turbo four. Optional was the 4.2L (255ci) small-block V-8. Believe it or not, a 2.26:1 rear-axle ratio was used with the 4.2L V-8. Only a C4 Select-Shift automatic was available. After a vanishing act for several years, Traction-Lok returned for 1980. The year 1980 was also the first for radial tires as standard equipment.

Inside, the Mustang was virtually unchanged aside from minor trim changes. Recaro front bucket seats were again offered as a rather expensive option. An optional T-top was offered for the first time on the Mustang in 1981. It is important to note that 1981 was the last year a Mustang was assembled at the Milpitas plant near San Jose, California. Ford closed the San Jose plant as a result of California’s tougher pollution standards. The plant is a shopping mall today, known as The Great Mall of Milpitas, built using the plant’s architecture and offering a factory theme.

1982—Mustang GT!
Mustang sales couldn’t have gotten any worse than they were in 1981. That year, Ford sold 127,093 units, down a whopping 113,971 units from ’80’s 241,064. Worse news was yet to come—119,314 units in 1982. Ford’s product planners were concerned about the future of this genuinely American nameplate. It had been one of Ford’s best sellers ever, breaking all records, with over a million units the first two years (eclipsed by the Maverick’s success in 1970).

Ford understood that to sell the Mustang’s primary image—performance—it had to build Mustangs that inspired buyers to visit showrooms. In the fall of 1981, we became acquainted with a old and familiar designation that had been absent for 12 years—Mustang GT. Mustang GT roared onto Main Street for 1982 with a warmed-up 5.0L High Output V-8 that signaled an improvement in the performance picture. The new 5.0L High Output V-8 had a lighter block, high-performance 351W marine camshaft, double-roller timing chain, and horses numbering 157. Beneath the dual-snorkel air cleaner was a Motorcraft 2150 two-barrel carburetor.

The ’82 Mustang GT was an exciting change in the Mustang with the Cobra-style front air dam, nonfunctioning hood scoop, traction bars, and dual European-style exhaust tips on the left-hand side. Believe it or not, the TRX wheels and Michelin radials were optional. The GT suspension used stiffer springs along with front and rear stabilizer bars.

Inside, the GT had an all-business façade with full instrumentation, blacked-out knobs and controls, and low-back bucket seats with headrests. Reclining Recaro bucket seats were a high-cost option.

Elsewhere in the Mustang lineup for 1982, the Ghia name was dropped and replaced with GLX. The GLX was a luxury package on a par with the Ghia. Lots of foo-foo inside and out. The 255ci small-block returned one more year as an option in all Mustang models except the GT. Gone was the chronically ill 2.3L OHC Turbo four. Standard was the 2.3L OHC four popper. Optional was the 3.3L (200ci) inline six. Those dinky 13-inch standard wheels were dropped in favor of more stable 14-inch rollers and skins.

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