See, I can appreciate virtually any year of classic Mustang, from the slightly stilted 1964.5 release to the rather bloated '71 to '73 models. As it happens, I worked with Ford from early '76 to late '79 as a Field Service Engineer, so I had many up close and personal dealings with the Mustang II. That's why I get the willies when I see one.

A Changing World

Kent State. Apollo 15. Yom Kippur. OPEC. Watergate. Disco. Social and economic events like these were pounding the North American culture. The heady, euphoric sixties were gone and nobody was at all sure just where the seventies were headed.

At the beginning of the decade, imported vehicles represented one in seven car sales across the United States. In 1972, the average domestic passenger car travelled 14 miles on a gallon of gas, weighed 3857 pounds and delivered 158 horsepower. The average imported car weighed 1760 pounds less, had one-half the horsepower and went 63% further on a gallon of petrol. That same year, a barrel of crude oil sold on the open market for three dollars, which translated to less than thirty cents per gallon at the pumps.

Significant reductions in atmospheric pollution had been legislated by the government. Mandatory use of unleaded gasoline was only a few years away. The national speed limit would drop to fifty-five miles per hour in 1974. When war erupted in the Middle East, the U.S. and other countries supported Isreal. Because of this, several oil-producing nations reduced their output to the world by a total of five million barrels per day, creating a severe shortage.

By the end of 1974, the wholesale price of crude oil had increased by three hundred per cent and the lineups at gas stations were legendary. While the individual events leading to this situation may not have been predictable, the general direction was. North American auto companies were shifting gears -- however slowly -- to build cleaner and more economical passenger cars. The needed technology, unfortunately, was not readily at hand.

Mustang Revisited

The Mustang II had been in development well before the Yom Kippur war of October, 1973. Ford had taken a controlling interest in the Italian design firm, Ghia, three years earlier. Shortly after, Ghia designers delivered a running model of a compact, sporty car which reinforced Lee Iacocca's vision of a future Mustang that was light, nimble and responsive.

Engineering centers were festooned with banners reminding all that "Weight is the Enemy". V-8 engines were out and a newly developed 2.3 litre overhead cam, four cylinder engine became the norm. Any remaining performance enthusiasts would be mollified by a 2.8 litre V-6 from Ford of Europe, which delivered a scant 17 more horsepower than the inline four, "Iron Duke" engine.

As in the beginning, this Mustang's chassis was inherited from another model. The Ford Pinto had been in production since 1970 and its chassis was extensively modified for the Mustang II. At introduction, the Mustang II was a foot shorter than the original 1964 pony, 300 pounds heavier and delivered one more horsepower. Regardless, it was the right car for the times. Mustang sales in 1974 exceeded the prior year by 180 per cent. Mach I and Ghia models supplemented the base notchback and fastback variants.

The V8 engine returned a year later, marking the 1974 model as the only one to offer a four cylinder engine and not an eight. Slowly developing emissions technology addled the engine with a two barrel carburetor and catalytic converter equipped exhaust system. The 302 c.i.d. engine was rated at a paltry 122 horsepower.

Recalling past oil embargo fears, a series of Ford "MPG" models were released, including a Mustang version. I recall at the time, that in order for the company to use that particular designation, they had to pay royalties to the Maine Potato Growers trade association. Despite their best marketing efforts, Mustang sales that year fell by half.

America's bi-centennial year saw the addition of a Cobra II model to the lineup. This appearance package created the first of admittedly few notable Mustang II versions. In 1977, Ford pulled out another marketing card and released a T-top version. For the last year of its production, the King Cobra special edition was notable, if only for its radical graphics. None of these efforts ever motivated unit sales back to anywhere near the introductory level for this car.

As this era of the Mustang disappeared, so did its progenitor: Lee Iacocca. Having become president of Ford in 1970, the company's performance through those difficult times was not appreciated by the Directors. He moved to Chrysler Corporation, otherwise facing involuntary retirement. The man that created the Mustang, however, saw it through its darkest days.

The following year would see the its rebirth as the "Fox", the beginning of an enduring reign and commercial victory of the Mustang against all comers.

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