In 1978 Ford rolled out an entire new platform which they would base several models on over the next few years. This platform was known as “Fox” and at the time of it’s design no one at the blue oval likely realized that many of the mainstays of that platform would remain in production all the way up until 2004.
For the Mustang 1979 meant an end to the controversial Mustang II and a new beginning. The Fox-body Mustang would usher in a new era for the Mustang nameplate, bringing it into the modern age. Ford had looked at several concepts for that design and finally settled on the familiar shape that would remain in production for 14 model years.
The 1979 model year saw a carry over of the Mustang II engine lineup, including a weak version of the 5.0 that scarcely wheezed out 140 horsepower. The big ticket model that year were the Indy 500 pace cars, available either with the 2.3 turbo four-cylinder engine, or the 5.0. Just 6,000 of these were built.
By 1980 the anemic 5.0 had been replaced by an even worse 4.2 V8, the smallest, most underpowered V8 ever offered in a Mustang. This insult of an engine could hardly muster 119 hp, and many enthusiasts thought it was a joke. The Mustang would remain largely unchanged for 1981.
In 1982 a glimmer of hope flashed across the enthusiast landscape, Ford advertised “The Boss Is Back” in an ad campaign for the ’82 GT. 157 horsepower was on tap, in a car that largely resembled the special edition ’79 pace cars, with it’s ’79 inspired front nose. To this day the ‘82 GT remains a sought after car for many Fox aficionados.
The ’83 model year would see the introduction of the legendary T5 transmission, built then by Borg-Warner. The 5.0 got a four-barrel carburetor and a bump to a slightly better 175 horsepower, over the ’82 models 157. A new nose also accompanied the ’83, which carried into ’84.
Power In The Hands of a Few
1984 saw a SCCA racer begin building his own street going version of the Mustang. Steve Saleen with the help of chassis mastermind Kenny Brown would build only a handful of cars for 1984. His efforts would eventually garner him multiple SCCA championships and make both his and Brown’s name a legend among enthusiasts. Brown would leave Saleen to start his own endeavor only a few years later, but not before leaving his mark on the company, and giving Saleen their famous RaceCraft suspension system.
Ford had hatched a plan to kill the Mustang off after the 1986 model year. Although ’85 had introduced a new nose, and ’86 brought several major improvements including the introduction of EFI, a real dual exhaust system, and the revered 8.8-inch rear end.
The high-priced SVO Mustang rivaled the V8’s for horsepower, but sales were dismal. The UAW convinced Ford to build the Mustang for at least four more years, so as to keep workers going. Ford had planned to replace the car with it’s upcoming sporty front wheel drive car, the Probe, which was based on the Mazda MX-6.
For 1987 the Mustang received it’s final facelift of the Fox-body era. This was the aero-nose, and is the face it wore until 1993. Other major improvements to the car included the all new dash, and revised interior. GT models received a distinct ground effects package, tail lights, exhaust, and spoiler.
In 1988 California bound Mustangs received a mass air flow system. This system made it’s way to the other V8 models for 1989. Another notable change for 1989 included the venerable 140 MPH speedometer which had started to creep in on some of the late 1988 models. Body side moldings were also available in body color instead of black beginning in 1989.
Once again the Mustang had been on the chopping block for 1990. The federal government had now mandated a driver’s side airbag as standard equipment, and Ford had considered either dropping the car, completely redesigning it, or sticking the Mustang name on an updated version of the Probe for the 1990 model year. Instead engineers were able to lose the tilt steering column, and install a driver’s airbag system in the existing chassis.
1990 saw the special edition “7-up” Mustangs that were emerald green with a white top and white interior, available only as an LX convertible. All 1990 Mustangs were supposed to receive a 25th Anniversary badge on the dash.
1991 through 1993 saw few other changes in the Mustang with the exception of the summer edition cars. The Mustang was on track to bow out for good at the end of 1993, but a few years before that would happen passionate fans, wrote in to save the car, and with the help of Ford exec John Colletti pulled off a plan to keep the car viable through the turn of the century.
Top: The '7-up' 25th Anniversary Convertible was the first of many special edition convertibles in the 1990s. Bottom, The Cobra came in three colors but two shades of red, there was Red, Vibrant Red, Teal, and Black. Just over 100 race prepped Cobra R models were sold to owners holding a SCCA license.
The car that made the biggest impact of all was the 1993 Cobra. John Colletti was now the head of SVT and the 1993 Cobra was his first real performance project. Colletti pieced together a set of GT40 heads, a special cast version of the GT40 intake manifold, a unique camshaft, computer, and fuel injectors. He combined that with mild suspension tuning, a unique appearance package, and a few other tweaks to create the most legendary Fox-body of all the 1993 Cobra.
The 235 hp Cobra was the most potent production Mustang in over two decades, not since the Mach 1 and BOSS had bowed out in the early 1970’s had Ford shown such performance. It was the beginning of great things for Mustang performance, and a fitting parting shot for the longest running body style of any Mustang.
