NAMED FROM ROMAN MYTHOLOGY AND POPULAR FOR OVER 70 YEARS
In the 1930s, Ford designers began work on a vehicle that would have more features and styling than was offered on any other current Ford product. As the vehicle neared completion in 1938, Edsel Ford and Ford Sales Manager Jack Davis decided to launch an all-new brand for the premium range to set it apart from the mainstream Ford Blue Oval products and Lincoln luxury cars. And, with that, Mercury was born.
The vehicles from Mercury would compete with mid-level offerings from GM, Dodge and Chrysler’s DeSoto, but would slot in just below the Cadillac lineup. Mercury filled a niche between our deluxe Ford V-8 and the Lincoln Zephyr V-12.
Henry Ford’s son, Edsel, chose the name for this new lineup. Mercury, the winged god of commerce in Roman mythology, symbolizes dependability, speed, skill, and eloquence. Ford’s vision for the Mercury brand included improved power, ride, handling, stopping distance, internal noise, and enhanced styling.
The first model, the 1939 Mercury 8, sold for $916 and had a 95-horsepower V-8 engine. More than 65,000 were built the first year. The offerings included a two- and four-door sedan, a sports convertible, and a town sedan. Just two short years after Mercury debuted, America entered World War II and production was halted. When the war ended in 1945, Mercury was coupled with Lincoln, and the Lincoln-Mercury Division was born.
In 1949, Mercury introduced the first of its “new look” integrated bodies, which became a favorite of the hot-rod generation. Movie buffs saw James Dean’s customized version of the ’49 Mercury Series 9CM when he drove a de-chromed version of the car in the 1955 movie classic Rebel Without a Cause.
The 1950s featured even more modern styling and innovations such as the industry first fixed sunroof/moonroof on the 1954 Mercury Sun Valley, with a transparent Plexiglas top. In 1957, Mercurys grew wider, longer, lower, and more powerful with what was called “Dream Car Design.” Mercury had entered its heyday as a premium brand with models like the Montclair, Monterey and Turnpike Cruiser.
During the Ford Division’s 1960s “Total Performance” era, Mercury added performance and speed with vehicles such as the S-55 and Marauder, which found some success in racing. In 1967, the Cougar was introduced, which was Mercury’s version of the Ford Mustang. The 1970s saw the introduction of the Grand Marquis, Mercury’s best-selling nameplate. Mercury sales peaked in 1978 at an all-time high of 580,000.
As the humble pickup truck’s place in American culture steadily evolved from simple-but-valued tool to modern fashion statement, it gained a huge fan base. While admiration grew and trucks aged, restorers began returning some of them to showroom shape. Meanwhile, hot-rodders and customizers crafted their own interpretations of the classic pickup.
The years rolled on and certain models emerged as favorites, spawning a vast aftermarket blooming with reproduction and upgrade parts and kits. So widespread is this enthusiasm for classic pickups today that values of the most popular models have swelled substantially during the past decade or so. It’s good news if you already have one, but not so great for anyone on the hunt for a budget-friendly alternative to pony cars or muscle machines.
This 1997 C1500 short-bed Fleetside was located in the Carolinas and hauled north to Vermont, where 1967-’72 Chevy truck enthusiast Glen Sauer picked it up for short money as a low-budget project to build with his son. It had essentially zero rust, but a worn and baked interior and over 200,000 miles.
Consider the 1967-’72 Chevrolet trucks, popular from new and long adored by enthusiasts. Today, they’re nearly as sought after as the muscle cars of the same era, and values have followed suit, making them less accessible to the younger builders trying to get into a vintage project. More recently, the following generation of Chevy trucks— the 1973-’87 “square-body” era—has been following the same trajectory, with values escalating rapidly.
So, where does that leave the aspiring young builder on a budget? Or even the seasoned tinkerer looking to start a new project with a casual cash commitment? Fortunately, GM kept right on building pickups, and its next generation proved to be a winner.
This truck left the factory with a blue cloth interior, but after more than 20 years and many miles worth of service, along with years spent under the southern sun, it was showing its age. Plus, a blue interior didn’t suit Glen’s taste for this project, so this will all be removed.The familiar Chevy small-block V-8 powered most GM ½-ton trucks of the 1988-’98 period. Beginning with the 1996 model year, GM used the Vortec version of its 5.7-liter V-8, with improved cylinder heads and updated fuel injection. This one was rated for 255 hp, and even with more than 200,000 on the odometer, it still runs just fine. Apart from basic maintenance items, they’re going to leave it alone for now.
For the 1988 model year, GM introduced a new line of light trucks under the internal designation “GMT 400.” To the public, the new generation of trucks was often referred to as the “C/K” series, combining the familiar C designation of two-wheel-drive models with the K of 4x4s. The new C/K line offered increased interior space, while appearing leaner and more svelte on the outside thanks to a “cab forward” design with a sloping hood and rounded prow. This was the first time GM had offered extended-cab variations on its pickups, and the traditional “step-side” bed was finally replaced with a new fiberglass Sportside interpretation.
Viewed today, the GMT-400 era of trucks was an excellent blend of then-modern technology merged with traditional pickup dimensions. Though some details are very of-the-period, like the mini quad headlamps of the earlier models and the plasticky dark-argent egg-crate grilles, GM’s stylists smoothed out many of the trim details as the generation evolved, and overall these trucks have aged well. Park a GMT 400 next to a 1967-’68 Chevy pickup and you might even wonder if GM’s stylists looked back for inspiration.
There hasn’t been a new Fox Body Mustang in a Ford showroom for almost 30 years, but this third-generation pony car remains popular with enthusiasts and tuners for several reasons. The Fox Body Mustang runs from 1979-1993 model years. And, Mustang lovers appreciate that the Fox Body is:
Plentiful: Despite Fox Bodies going back to 1979, cars and Fox Body Mustang parts are readily available.
Affordable: The Fox Body offers a reasonably priced Mustang experience for both collecting and modifying.
Uncomplicated: The straightforward nature of the Fox Body platform and mechanicals makes for easy repairs and mods.
With this in mind, let’s look at the history of the Fox Body Mustang and its origins. We’ll answer your “what is a Fox Body” questions on Ford’s longest-running generation of Mustang.
With this in mind, let’s look at the history of the Fox Body Mustang and its origins. We’ll answer your “what is a Fox Body” questions on Ford’s longest-running generation of Mustang.
1976 Mustang Fox Body Concept Car
Let’s head back to the mid-1970s when the U.S. had just come off the first oil embargo that caused oil prices to increase by 300%. At the same time, the effects of the federal Clean Air Act were imposing stricter emission standards and limiting engine performance. The initial waves of the Japanese auto invasion also gained strength as consumers could choose from import sports cars like the Datsun 240Z.
Add in that the Pinto-based second-generation Mustang II was underwhelming consumers, and Ford executives were undoubtedly enjoying heartburn and sleepless nights. So, the need for a re-invigorated Mustang was paramount for the automaker to stay competitive. The race was on to develop the third-generation Mustang.
It began in 1975 when Ford veteran Jack Telnack was tasked to be the chief designer of the third-gen Mustang. Fresh from his company assignments in Europe and Australia, Telnack had visions of a completely new Mustang with design influences from the Old Continent. At the same time, company honcho Henry Ford II mandated specific body characteristics like a blunt front end from earlier Mustangs.
Fox Body Designs Conflict With Henry Ford II’s Instructions
“Thou shalt never do a slantback front end. Henry Ford II only wants vertical front end, and he’ll show us the door if we ever try anything like it.” Ford vice president of design Gene Bordinat was quoted saying in a 2013 Road & Track article. Further complicating Telnack’s task was the requirement that his new creation uses the new Fox Body platform that would first appear in 1978 with the Ford Fairmont and Mercury Zephyr.
Three separate design teams were formed to develop new looks for the Mustang. This included one group based out of the company’s Ghia design studios in Italy, which Ford had acquired in 1970. Design concepts ranged from a fastback coupe to a Mustang station wagon with “woody” body panels. Yes, there could have been a Mustang wagon.
In a HowStuffWorks story, Telnack recounts how he had to convince Henry Ford II of the proposed Mustang’s aero looks as a better choice than the boxy designs of old Mustangs. “I consider the ’79 Mustang a breakthrough car. It was the first project I worked on when I returned from Europe. It was such a departure from anything we were doing here.” Telnack would later go on to design the groundbreaking 1986 Ford Taurus and its jelly-bean body style.
Fox Body Mustang: Through The Years
The 1979 Mustang launched the Fox Body era for Ford’s pony car. We’ll take a year-by-year stroll through history as we explore Fox Body Mustang specs and other essential details. We’ll also point out many of the horsepower and torque numbers, but if you’re looking for more detail, check out our full breakdown of Fox Body Horsepower & Torque Numbers.
1979 Mustang: Details
Indianapolis 500 Pace Car
Ford opened the third generation of the Mustang for the 1979 model year with a dizzying array of engine choices and a completely new car inside and out. Top power comes from the venerable Windsor 4.9L V-8, making 139 hp and 250 lb-ft of torque with a reported 8.3 second time for a 0-60 run. At launch, other powerplant choices include the Cologne 2.8L V-6 with 104 hp and 150 lb-ft of torque and a 2.3L I-4 with 89 hp and 120 lb-ft of torque. A turbo version of the four-banger was offered, which produced 130 hp and 165 lb-ft of torque.
Midway through 1979, the Cologne V-6 was swapped for a 3.3L straight-six with 89 hp and 143 lb-ft of torque. The Mustang was offered in both notchback and fastback body styles. Be sure to check out the Steeda article revolving around the Notchback vs Hatchback when it comes to Fox Body Mustangs.
Special editions for 1979 include the hatchback-only Cobra, which had the turbo-four under the hood, and the Indianapolis 500 Pace Car replica. The first Mustang Indy pace car since 1964, buyers could choose from the V-8 or turbo-four.
1980 Mustang: Details
M81 McLaren Mustang
The second year of the Fox Body Mustang saw no significant changes other than saying goodbye to the Windsor V-8. This powerplant was replaced with a small-block 4.2L V-8 (a neutered version of the Windsor) that offered only 119 hp and 194 lb-ft of torque.
Special editions for 1980 included a tweaked Cobra that had elements from the ’79 Indy pace car: modified grille, hood treatment, and rear spoiler. Thanks to a $25,000 price tag, only five copies of the M81 MacLaren Mustang were sold. However, the M81 did serve as the foundation for Ford’s special vehicle options (SVO) unit
1981 Mustang: Details
For 1981, Mustang carried with no virtually unchanged other than the addition of a t-top roof option and that the turbo-four was entirely dropped from the engine lineup. Cobra power now comes only from the 4.2L V-8. Interestingly, hatchback sales have now exceeded notchback sales for the first time. The trend will continue for the remainder of the Fox Body generation.
1982 Mustang: Details
To the relief of enthusiasts, 1982 Mustang specs include the return of the Windsor V-8, now called the 5.0 H.O. (high output) engine. At the same time, the Mustang GT is relaunched. This legendary combination is one of the hallmarks of the Fox Body Mustang, although the 5.0 could be ordered as a stand-alone option. All things seemed right with the world as the new engine was rated for 157 hp and 240 lb-ft of torque. Ford reworked the Mustang’s trim levels with the base L available only in the notchback, while the upscale G.L. and GLX could be ordered in either body style. The 2.3L four-cylinder and the 3.3L straight-six carried on unchanged.
1983 Mustang: Details
Turbo GT
1983 marks important updates to America’s favorite sports car. After a decade-long absence, a Mustang convertible is returned to the lineup, while a mid-cycle refresh included a new front end and updated taillights. Improvements continue for the Fox Body Mustang as the 5.0 engine now makes 175 hp and 245 lb-ft of torque. The Essex 3.8L V-6, with 112 hp and 175 lb-ft of torque, becomes the sole six-cylinder engine for the Mustang.
Special editions include the Turbo GT, which saw the return of a boosted four-cylinder engine making 145 hp and 180 lb-ft of torque. Thanks to less power and a higher price than the 5.0, the Turbo GT never took off.
1984 Mustang: Details
20th Anniversary Fox Body
There were no significant changes for 1984 among standard Mustangs. The base L model could now be ordered in either notchback or hatchback body style and the mid-tier G.L. and GLX models were blended into a single LX trim. In addition, the Essex V-6 became standard equipment for the convertible.
1984 is perhaps most memorable for special-edition Mustangs. Beyond the carryover Turbo GT, buyers could choose the memorable SVO Mustang (with a turbo four-cylinder making 175 hp and 210 lb-ft of torque) or the 20th Anniversary GT (with a choice of non-SVO turbo four or the 5.0L V-8).
We humans have an odd tendency to collect things: coins, stamps, shot glasses… When we find some object that appeals to us, we seem to want to multiply the joy it brings by finding more of that thing, and in whatever variations may exist. Chasing down those variations often becomes the continuing challenge that makes the collecting exciting — the thrill of the hunt and the conquest of capture.
Following that logic, if desirable items that bring joy and that come in many variations are the basis for a fulfilling collection, cars are a natural focus, and car collecting has been going on since the time the earliest automobiles were deemed “classics,” once they’d become old enough to be somewhat scarce. Traditionally, that has meant at least a few decades beyond manufacture, but a shift seemed to occur in the early 1980s as the muscle cars of the ’60s and early ’70s started to become sought by enthusiasts. In most cases, the favored models weren’t even 20 years old yet, but a couple things happened to hasten the movement: The muscle car era ended rather abruptly in the early ’70s, and the original buyers of those cars started to feel the tug of nostalgia.
We’ve been celebrating those same cars ever since, but what about the second coming of Detroit’s performance wars? That next wave of factory-built hot rods began right around the time the earlier muscle cars first began to climb in value thanks to enthusiast interest. Shouldn’t those later models have followed suit?
1992 SAAC MK1
The 1992 SAAC Mk 1 was a special edition produced to honor the efforts of Carroll Shelby during his Ford period while also yielding a Mustang that outperformed standard 5.0 models. Only 62 were produced, and this one has just 13 miles.
“A good friend is into ’40 Fords; he used to make fun of these cars,” Dave W. says, standing in the building that houses his gathering of Mustangs from Ford’s Fox era. That sort of sentiment was not unusual from traditional auto enthusiasts, who still tend to view cars of the ’80s as “late models” that don’t warrant collector interest. Perspective plays a role — some people may not recognize that an ’83 Mustang is about to turn 40. To others, these cars were produced in numbers too great to be considered “rare.” But to Dave, there’s a vast performance history to highlight from this period of Ford’s past. Plus, a whole new generation of fans are now getting nostalgic.
“I have such fond memories of these cars — that’s a big part of their appeal,” he explains, but we couldn’t help but wonder why a Mustang fan had nothing from the model’s earliest days. “I’m not as into the early cars because I didn’t grow up with them; I grew up with the Fox cars — those were the years I followed them.”
Dave started out on the path to the Blue Oval camp early. “My grandfather worked for Ford and took me to the Metuchen [New Jersey] plant a few times when I was young. They weren’t building Mustangs anymore — it was Ranger trucks then — but the Ford influence set in.” Like so many car-crazed kids, Dave saved up his money and was able to buy a 1985 Mustang GT in 1987, citing reasons beyond the Dearborn connection. “The 5-liters were accessible and affordable; the IROCs and Trans Ams seemed expensive.
From there, the hook was set. He bought an ’89 Mustang LX 5.0 later, but when he started a business, the fun cars had to go for a while. Once the business grew, he was able to get back into it. “At first, I focused on ’85s and ’86s, since those were the cars I got started with,” Dave says, but it was just the spark for what he would soon pursue. When a friend and fellow Mustang enthusiast showed him some of the extremely low-mileage examples of the same-era cars, Dave was fascinated by their “Day One” time-capsule quality. It changed the course of his own collecting.
“Then I said, I really want to have a great collection of the best cars of this era. I want people to be able to see what they were like when they were brand new. I often call these ‘no-mileage’ cars, because a ‘low-mileage’ car can have 15-20,000 miles in most people’s view. The cars I am interested in usually have less than 100.”
The precedent established by muscle car collecting helped to create some real gems among the cars that came later — enthusiasts were more aware of the collector appeal of examples that were hardly used, as opposed to those that had been restored to that state. But many of the cars now in Dave’s collection take the “it’s only original once” mantra to the extreme, presenting not simply as they might have been in the showroom, but as they were rolling off the transport truck. An early addition to this gathering exemplifies this and came from Dave’s friend — the one who’d first piqued his interest in essentially untouched cars.
“The ’90 LX notchback is one my friend bought years ago from a Ford dealer’s personal collection. The car had never been prepped and was still on MSO [Manufacturer’s Statement of Origin]. It was in their warehouse, and when the dealer finally decided to part with it, my friend got it — there are still only around 81 miles on it now,” Dave explains. Looking at this specimen will trigger a memory jog for anyone who ever paid attention to Fox Mustangs when they were new. The details of the factory paint surface quality, the single narrow pinstripe, the finish on the “10-hole” wheels, which have never had their center caps installed. It really is a trip, particularly on a model that was not typically saved on speculation of future value — these cars were bought to be driven, yet this one still has the factory crayon markings in the windows.
The Single-Rail Overdrive, otherwise known as the SROD, is considered a “wide-ratio” 4-speed gearbox and features a smooth aluminum case with fully synchronized forward gears. The reverse was left unsynchronized. The input shaft is a 10-spline while the output shaft is a 28-spline. On the VIN Door Tag, the Transmission Code is the number 6. Because the SROD is unable to handle the increased horsepower, they are rarely seen being used in anything other than in a restored Ford Mustang.
Gear ratios for the SROD Mustang Manual Transmission are:
SROD GEAR RATIOS
Year……………………..
1st
2nd
3rd
4th
Reverse
1979 To Early 1983
3.07
1.72
1.00
.70
3.07
The SROD can be found behind:
1979 Ford Mustang GT 5.0L V8
1982 to early 1983 Ford Mustang GT 5.0L V8
BORG WARNER/TREMEC T5
The venerable T5 Transmission is the longest-running transmission style used in the late model Mustang. The heavily ribbed cast aluminum case serves as the home for fully synchronized 5 forward gears and reverse and features a 10-spline input shaft with a 28-spline output shaft. There were many variations over the years, so stick with me here. 1983 1/2 to 1984 Mustang T5 manual transmission is called a Non-World Class, or NWC. They are the least desirable of the V8 T5 manual transmissions as the gear metallurgy, synchronizer design, and bearing arrangement were based on old technology.
In the 1985 Mustang model year, the T5 was “upgraded” to a World-Class, or WC unit. This added a much better synchronizer design, wide-ratio gearset, needle bearings for 1st, 2nd, and 3rd speed gears, and improved metallurgy throughout. In 1989, the metallurgy was once again improved on the 2nd Speed Gear, 3rd Speed Gear, and Countershaft Cluster Gear. The tooth pitch of 2nd and 3rd was revised for strength and the gear ratios were slightly altered. 1992 brought about a welcome upgrade in synchronizer facing material from organic to carbon fiber. The reverse synchronizer assembly was also revised for better engagement.
In 1993, for the Cobra and Cobra R Mustang, the countershaft cluster gear received a special coating and the input bearing was upgraded from a Torrington style to a tapered roller bearing. 1994-1995 Mustang T5’s shared the same features as the Fox last variants, but the input shaft and input bearing retainer were a longer length. 1994-95 T5 will not fit Fox Mustang and 1983-93 T5 will not fit 1994-95 Mustangs without extensive modification. 1983-1989 Mustang T5 was equipped with a yellow 7-tooth speedometer drive gear and 1990-1995 Mustang T5 was equipped with a light green 8-tooth drive gear. Gear ratios over the years for the Ford Mustang T5 are:
BORG WARNER/TREMEC T5 GEAR RATIOS
Year……………………..
1st
2nd
3rd
4th
5th
Reverse
1983 1/2
2.95
1.94
1.34
1.00
.73
2.76
1984
2.95
1.94
1.34
1.00
.68
3.15
1985-1988
3.35
1.93
1.29
1.00
.68
3.15
1989-1995
3.35
1.99
1.33
1.00
.68
3.15
The T5 can be found behind:
1983 to 1993 Ford Mustang LX and Mustang GT 5.0L V8
1993 Ford Mustang Cobra and Cobra R 5.0L V8
1994 to 1995 Ford Mustang GT and Cobra 5.0L V8
FORD RACING/TREMEC SUPER DUTY T5
This Mustang transmission justified its own mention due to its significance in the aftermarket as both a restoration and a performance part. Basically, the T5 “Z” spec takes all the good updates and rolls them into one transmission. The aluminum case is the latest revision and is the strongest offered on a production T5. Second, Third, and countershaft gears are all double moly. All of the synchronizers are the latest revisions, with the 3rd and 4th featuring a carbon fiber facing. It has the 93 Cobra-style input pocket bearing and is already equipped with a steel input bearing retainer. It has the standard-issue 10-spline 1-1/16 input shaft and 28-spline output shaft. The speedometer drive gear is the desirable 7-tooth. Gear ratios for the LRS-7003A Heavy Duty T5 Manual Transmission are:
FORD RACING/TREMEC SUPER DUTY T5 GEAR RATIOS
Year
1st
2nd
3rd
4th
5th
Reverse
1983-1993
2.95
1.94
1.34
1.00
.63
2.76
The Ford Racing M-7003-Z T5 is a direct bolt-in for:
In the 80s, Buick was attempting to shift its brand perception. “It had this old guy image,” said Mike Thodoroff, who worked with the brand for six years during this time. “It was trying to change.”
One of the key ways this was attempted (and accomplished) was through the creation of a halo performance car: the GNX. This rear-wheel-drive G-body coupe, with its formidable turbocharged and intercooled V-6 power and go-fast accessories, placed Buick in a sinister position as the doom lord of unexpected performance.
The performance of the GNX was unmatched in its day but was not followed by more Buick muscle cars. Not that Mike Doble didn’t try. Photo by Barry Kluczyk.
The GNX was the brainchild of Mike Doble, the heralded head of the skunkworks Buick Advanced Concepts division. But Mr. Doble didn’t stop with the GNX. Working with a pair of local prototype fabricators, ASC and SVI, and the engine builders at McLaren, he attempted to bolt Buick’s go-fast technologies onto nearly any car he could get his hands on.
An otherwise stock-looking Riviera.But under the hood, turbo power.
According to interviews with Mr. Doble and Mr. Thodoroff, these projects included the downsized mid-80s front-wheel-drive Buick Riviera and the front-wheel-drive Reatta. Because of the crudeness of the era’s turbochargers, torque steer was a huge issue. “If you nailed it, it made an immediate right turn,” Mr. Doble said.
To counteract this, these cars became test beds for emergent technologies. “We worked with Saginaw Steering Gear. And they came up with a couple innovative features,” said Mr. Thodoroff, whose team was responsible for shaking down the prototypes.
Similarly, this looks like a stock Reatta from the outside but has a surprise in the engine bay.
The first was the primary implementation of electronic steering on a GM car. “There were magnets built into the system, and when it sensed a rapid increase in the input of the steering wheel, the magnets would activate and it would dull it, and actually pull on the steering wheel in the opposite direction,” Mr. Thodoroff said. (This system eventually became Magnasteer, first introduced on the Oldsmobile Aurora before spreading across the GM lineup.) The other was conical-shaped unequal-length half-shafts. The group even built an experimental rear-wheel-drive Reatta, to take full advantage of all that V-6 turbo power.
The twin-turbo kit from Legend Industries transformed DeLorean’s PRV V-6, and the potential was hard to deny. Courtesy Fred Dellis & Chris Theodore
Forty-two years ago, as rumors of strife and impropriety were only beginning to swirl around his fledgling car company, John Z. DeLorean entertained the idea of boosting his stainless steed. If ever a fast-looking slow car deserved more oomph, it was the DeLorean DMC-12 and its anemic 2.8-liter V-6. New York’s Legend Industries had just the thing—a twin-turbocharger upgrade that transformed the car from lamb to lion. For a tumultuous few minutes, engineer Chris Theodore and his colleagues thought they were on to something …
One day in mid-May 1980, I was sitting at my desk in Chrysler’s Highland Park Engineering Center when the phone rang. “My name is Fred Dellis,” said the voice on the other end. “I understand you’re an expert in turbocharging.”
“I have some experience,” I said. What can I do for you?”
Dellis told me he was president of Legend Industries, that they had several turbocharging programs in the works, and that Legend was looking for a vice president of engineering to lead them. I was gainfully employed at the time and told him I wasn’t interested. “You will be,” Dellis said.
He turned out to be quite persistent, and the calls continued. Finally, I decided it wouldn’t hurt to check out a potential opportunity, even if I was happy at Chrysler, so my wife and I flew to New York on a Friday evening to spend a weekend with Dellis. It was the beginning of a two-year saga I will never forget.
He turned out to be quite persistent, and the calls continued. Finally, I decided it wouldn’t hurt to check out a potential opportunity, even if I was happy at Chrysler, so my wife and I flew to New York on a Friday evening to spend a weekend with Dellis. It was the beginning of a two-year saga I will never forget.
The next morning, we were off to Long Island to visit Dellis’s Porsche/Fiat dealership in Amityville, where he introduced some of the Legend officers. In addition to his dealership, Dellis had successfully started an aftermarket turbocharging company called Windblown Systems. Emissions testing had already been completed and the kits could be dealer-installed; Windblown had even set up distribution throughout the country for Porsche 924 and VW Rabbit/Scirocco turbo kits that provided a full warranty. But Dellis wanted to take turbocharging to the OEM level. He already had a contract in hand from Fiat of North America to build a thousand Fiat Spider Turbos. He had also been in contact with John DeLorean, he said. Then he showed me the cryptic series of notes he had exchanged with John:
Dellis: “Are you interested in a turbocharged DeLorean?”
John: “Yes.”
Dellis: “Shall we meet?”
John: “Yes.”
Dellis: “When?”
John: “June 10.”
It was the John DeLorean part of the business that intrigued me. Every car guy dreams of designing his own car and starting his own car company. John looked like he might pull it off. Knowing that I would never fulfill my own dream, the next best thing would be to have a hand in helping someone else fulfill theirs.
“What will it take to bring you on board?” Dellis asked me. Before I’d even finished telling him I needed to think about it, my wife blurted out a figure. Dellis topped it, and now I was stuck. Joining Legend was a risky proposition, but I couldn’t resist the John DeLorean hook. Back in Detroit, I gave my notice at Chrysler and began preparing for the move. Then came another call from Dellis: “I need you to put together a proposal for John,” he said. “We’re meeting with him in two days.”
Proposal in hand, on June 10, 1980, I flew to New York. Dellis and I estimated the cost of the proposed twin-turbo, twin-intercooled package and headed to John’s office at 280 Park Avenue. Taking the elevator to the 43rd floor, we entered the magnificent lobby of DeLorean Motor Company.
John’s secretary, Marian Gibson, came out to escort us to his office (it was Marian who would later become a whistleblower to the British government). John was standing behind his desk as we walked in. “So you’re the guy who likes to write letters,” he said to Dellis. “Well, Mr. DeLorean,” Dellis said, “it got me in this office today.”
The whole discussion that day was very casual. I took John through the proposal, and Dellis closed the presentation with the price of the kit. Before the meeting was over, we all agreed to draw up a contract. I couldn’t believe how easy it had been, even though it was what I call a “something for nothing” deal that would be hard for an automaker to refuse: Legend would do all the engineering, development, and tooling up front, with those costs amortized into the piece price. Dellis was on cloud nine when we left DMC, and we went out on the town to celebrate.
The Eighties were when American automakers affected European accents. A new generation of consumers appreciated the understated styling, buttoned-down road manners, and real or imagined prestige that vehicles from Germany, England, Sweden, Italy, and France offered. Even true-blue American icons like Ford’s personal luxury car, the Thunderbird, looked overseas for inspiration, the result being the Turbo Coupe that the company hailed as “A World Class Touring Car.” This popular flagship forever changed buyers’ perceptions of the Thunderbird, and nearly 40 years later, its surprisingly contemporary driving characteristics make it a modern classic worth owning.
The ninth-generation Thunderbird, which still shared Fairmont-derived Fox-platform underpinnings with the Mustang, rocked the market upon its 1983 debut. Adding fuel to the fire was the unprecedented Turbo Coupe. Introduced midyear, this top-of-the-line, forced-induction variant attracted well-heeled enthusiast buyers, those to whom its advanced appearance and technical innovations strongly appealed, to Ford showrooms.
While the 1983 Mustang looked trim, even the hatchback version of that pony car was a brick (0.44 Cd) against the new Thunderbird. Surprisingly, its smooth lines were a development of a Lincoln design proposal from Ford’s Luxury and Intermediate Studio. Gone were the 1980-’82 model’s formal lines, padded vinyl roofs, opera windows, and stand-up hood ornaments. Now we had a downsized two-door whose careful detailing resulted in a 0.35 coefficient of drag, in Turbo Coupe form accented with Euro-style blackout trim and sporting a thrifty four-cylinder making more horsepower on demand than the traditional V-8 more than double its displacement.
While it would retain exposed quad sealed-beam headlamps through 1986, the Thunderbird featured hidden windshield wipers and wrap-over doors concealing the rain gutters, these working in concert with the high rear deck and subtle lip that managed the wind. Turbo Coupes were further distinguished with dark headlamp housings, a front bumper with integral Marchal fog lamps and deep chin spoiler, and bold 14-inch alloy wheels. Inside, special fascia finishes, comprehensive gauges and diagnostic lamps, articulated front sport seats, and a leather-wrapped steering wheel and gearshift knob set the high-performance variant apart.
The Thunderbird Turbo Coupe evolved steadily, gaining an available automatic transmission in 1984 and a color-keyed grille, redesigned instrument panel, larger wheels, and a more powerful engine in 1985. This model took a major leap for 1987, when Motor Trend named it Car of the Year. A planned mid-cycle facelift ended up much more, the Turbo Coupe gaining flush-mounted window glass, a ducted hood, composite front lighting, a “bottom-breather” front bumper, and a smoother rear end. Mechanical updates included an intercooled engine, Programmed Ride Control electronic suspension, anti-lock brakes, 16-inch wheels, and more. A 22-gallon fuel tank ensured impressive high-speed-cruising range.
Ford’s premium two-door was a hot property in its ninth generation, selling nearly 884,000 examples. The North American Turbocoupe Organization (“NATO,” online at turbotbird.com) distills the Turbo Coupe from that total, suggesting 128,533 units were built over six model years, the final two selling the most copies. This Thunderbird benefits from its mechanical relationship to the Fox Mustang, but its unique body and sophisticated electronics pose more challenges for today’s restorers. Thankfully, these well-engineered sports-luxury cars are notably tough and enjoy a passionate, engaged enthusiast following that help each other with parts and information. Values are starting to tick up, with classic.com listing average sale prices nearing $12,500 and rising, so if you’ve always wanted a Turbo Coupe, now is your time to soar.
The dashboard of 1983 and ‘84 Turbo Coupes was held over from the 1982 Thunderbird, albeit enhanced with a different finish and instrumentation.Thunderbirds received an updated dashboard for 1985 that was retained through the major 1987 revamp. The electronic systems in Turbo Coupes are largely reliable, but replacements are rare.
The most interesting car collection you’ve never heard of lives in a subdivision just outside Princeton, New Jersey. Nestled between patches of bucolic farmland and aging equestrian stables, in the cool shadow of a nature preserve, the neighborhood looks like any other. Drive past too quickly and you might miss the vast horde of Saturns, fanned out in the driveway of a single house like paint swatches in a catalogue. Before that rainbow array of plastic body panels stands its caretaker, a soft-spoken 26-year-old woman named Jessieleigh Freeman.
She fiddles with a scrunchie on her wrist and purses her lips as I wander, speechless, among the coupes, sedans, and wagons. “Seventeen of them,” she says, one hand idly playing with the Saturn pendant on her choker necklace. “I’ve got one in every body style—a few doubles, even.” The skateboard she carries displays the same two words you’ll find all over her Instagram: Saving Saturn.
How did Saturn get to the point that it needed her help? At the outset, the new brand lived up to its slogan, “a different kind of car company.” It was announced as the newest addition to GM’s household in 1985, the result of a bright-eyed dream that an all-American economy car with a unique approach could best Japan’s imports. Like the United States, Saturn was indeed a Grand Experiment. Most people remember the brand’s plastic body panels, meant to stave off rust, but Saturn’s true brilliance lay in the approach it took to people. Attempting to operate outside of the way Detroit had long done business, Saturn built its first plant in Spring Hill, Tennessee. Employees were recruited from various GM factories, and these people were eager to join an energetic culture offering the promise of a clean slate. Having signed up with Saturn, they then benefited from an unprecedented arrangement with the UAW chapter that allowed them to sidestep the complex web of union job classifications, participate in key decision making, and earn wages based in part on quality and productivity goals. GM even instituted a profit-sharing program in place of the traditional fixed-income pension. At retail locations, Saturn pioneered no-haggle pricing that immediately attracted thousands of hopeful customers.
This concept was so appealing that demand for new Saturns outstripped the Spring Hill plant’s production capability for the first five years. The brand’s early years were by and large successful, with massive customer satisfaction and an eclectic owner demographic that seemed all-in.
Not everyone at General Motors shared that enthusiasm. The rest of the company lived on the main deck of a corporate battleship—the kind of place where a proposed update to the bathroom tile might have to pass through multiple floors of executives—and it didn’t take long for resentment to boil over. Saturn was sucking up valuable resources, and as the brand’s initial momentum waned, the goodwill that had paved the brand’s road ran dry. The original S-Series ended production in 2002, by which point the larger L-Series line was being produced under traditional UAW labor rules in a Delaware plant. Soon after came the Vue SUV, the Ion sedan, the Relay minivan, and the Sky roadster—all of which were based on other GM models, and not unique to Saturn. An attempt to sell the brand to Penske fell through, and the dealership body closed for good in October 2010. That’s the end of it.
But not for Freeman. When she talks about her cars, she speaks slowly, surveying the breadth of her collection.
It was a gamble for American Motors Corporation’s Jeep division to introduce the “XJ” Cherokee, using a venerated nameplate on a new 4×4 that was very different from any Jeep that came before. This compact, efficient, and stylish people mover was thoroughly reimagined for the 1980s and became an immediate best seller in its first year on the market. With decades of hindsight, the XJ Cherokee proved a winning formula with incredible longevity, and 1984 was where it all began.
Images from the Hemmings Brochure Collection, courtesy of Bruce Zahor
The Cherokee and Wagoneer being sold in 1983 had their origins in the early 1960s, being large, six passenger, two- and four-door SUVs. Those “SJ”-chassis models were powered by inline-six and V-8 engines, and their traditional body-on-frame construction was rugged, if not particularly intended for daily driven on-road comfort. A clean-sheet replacement for those near 4,000-pound, 186.4-inch-long trucks had long been in the making, and the new versions of these models reached AMC/Jeep showrooms for the ’84 model year, having modernized four-wheel-drive motoring.
The crisply attractive design shared by the new Cherokee and Wagoneer variants was drastically downsized, their “UniFrame” integrated chassis-bodies measuring 21.1 inches shorter, on a 7.3-inch shorter wheelbase, and weighing in an average of 800 pounds less than the original design that stayed in production as the upmarket Grand Wagoneer. The XJ came as a basic two- or four-door Cherokee, a well-trimmed two- or four-door Cherokee Pioneer, a sporty two- or four-door Cherokee Chief, and as a plush four-door Wagoneer and premium Wagoneer Limited.
Read on
Share this:
Privacy & Cookies: This site uses cookies. By continuing to use this website, you agree to their use.
To find out more, including how to control cookies, see here:
Cookie Policy
