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).
Every now and then, another forlorn dust-covered and inoperable GM EV1 makes the rounds on automotive websites and social media. Typically, it’s heralded as the last of its kind or a major discovery, and some people even make attempts to conceal the cars’ locations as if they were archaeological dig sites that needed to be protected from grave robbers and treasure plunderers. However, the reality is that many of the remaining EV1s not in GM’s hands are on public display, have been well publicized, or have become open secrets among generations of engineering graduates over the last 20 years or so. Amazingly, nobody seems to have made an attempt to run down the current whereabouts of all the GM EV1s still in existence, so let’s do so here.
First, a little background. GM built 1,117 EV1s for public release: 660 in 1997 and another 457 in 1999. None were sold to the general public; all were made available via a lease program to customers in California, Arizona, and Georgia. When those leases came to an end starting in 2003, GM took back every single EV1 and decreed that the cars would be removed from the road permanently. The subsequent crushing of many of the EV1s triggered protests from many of those lessees and others who felt that the car and its advanced technology deserved to remain on the road.
That said, GM didn’t destroy every EV1. Similar to what Chrysler did with the Turbine cars, the company donated some EV1s to museums and some to colleges and universities for their engineering students to pick apart and study. In all but one instance, the donated cars were made inoperable, and as part of the deal, GM mandated that the vehicles not be returned to the road.
But how many exactly escaped GM’s crusher? Sources generally claim 40, but that’s not a hard and fast number, and occasionally somebody will claim less—either 15 or 20. One EV1 fan claims there are as many as 180 EV1s, though some of those may be concept, demonstration, or show cars still owned by GM, and some of that number may have been crushed by GM. According to EV collector Steve Hawkins of the Beata collection, 37 total still exist, with nine of those currently in private hands, though as he noted, owners of the cars still prefer to remain secretive and a tight-knit group. “Just in the last couple of years we discovered another complete original car, but the contacts, trust and relationships to get that information developed over a decade of what we call ‘social engineering,'” Hawkins said. “There is another EV1 we are trying to identify now that will likely take years to verify. Our mission is to help every remaining chassis survive for history and education’s sake.”
All eras come to an end, right? The highs and lows of one era might go on to help shape successive eras, but if we can sort out the tangles and messes of history to put a definitive start date on a certain time period, we should be able to mark its conclusion as well.
If so, then just try to pin down the end of the automotive retro design era that started way back in the Nineties.
Pinning down the start of that trend, though not exactly clear cut, is rather simple. While the Concept One/New Beetle gets credit for opening the floodgates, we can trace the beginnings back to the production Miata and the concept Viper in 1989 and, before that, to the 1987 Nissan Be-1 and its pike program brethren. Then, from the late Nineties until the mid-Oughts, it was one heritage-inspired nameplate or body shape or design ethos or concept car after another. You couldn’t swing an automaker executive by his necktie at a car show without him crashing into some sort of retro paint and graphics liveries, retro wheels, retro logos, retro special editions, retro headlamp and taillamp designs, or an actual vintage car trotted out to support the relaunch of its name after 40-something years.
Whatever the retro stuff did for the automakers’ bottom lines, it seemed to have universal appeal. Carmakers around the globe launched their own retro designs and kept mining their back catalogs for material suitable to bring forward a few decades. It became evident that they’d ride the wave as long as they could, despite a chorus of critics growing weary of the trend and wondering if all this retro was just a cover for a bankruptcy of fresh design ideas.
The LX Charger Daytona with a 1969 Daytona at the former’s introduction. Stellantis Media image.
Logically, it would have to come to an end at some point, right? Not all the old designs were icons and trendsetters, so modern designers ultimately had a finite pool of material to draw from. And even if they really committed to replicating older vehicles’ design graduations – as Dodge did with the Charger, for instance – they’d eventually circle back around to the modern designs they had just abandoned.
More than that, the steady march of improving safety standards and increasing fuel mileage requirements made it ever more difficult to incorporate designs from eras in which neither safety nor mileage were much of a concern. Note that dagmars, sparrow strainers, sky-high tailfins, and chrome bumpers never appeared during the retro era; similarly, note that the big round headlamps that pretty much defined any car mimicking its predecessors’ sealed-beams eventually gave way to today’s squinty angry headlamps with far less frontal surface area.
2013 Chevrolet Camaro RS. GM Media photo
So with logic and legislation poised against the permanence of retro design, exactly what was its sell-by date? That all depends on how we characterize the end of an era. Did it come with introduction of the last retro vehicle? If so, then it’d be sometime in the late Oughts when the Chevrolet HHR (2006), Fiat 500 (2007), Dodge Challenger (2008), and the fifth-generation Chevrolet Camaro (2010) all debuted.
As we get ever-so-close to the start of 2021 Ford Bronco production at the Ford Michigan Assembly Plant, which kicks off next month, it’s even more interesting to take a look back at the last time a Bronco rolled off the assembly line – the 1990s. And this classic clip contains 20 minutes of footage of exactly that – last-gen Ford Bronco production at the old Michigan Truck Plant, as it was formerly known.
The video is also set to a narration discussing the history of the Ford Bronco leading up to today, which is a nice touch. It then moves on to a discussion of the plant, which used to build both the full-size Bronco and the Ford F-Series pickup. Back then, nearly 2,000 employees worked at the plant. The facility originally opened way back in 1957, right on the edge of a small town – Wayne, Michigan.
Hagerty’s Editor-at-Large Sam Smith takes a look at the Fox-body Ford Mustang and offers a general overview of the highly affordable but highly variable third-generation pony car. With an easy-to-modify structure, Sam not only covers the pluses and minuses of the Mustang’s massive aftermarket, but also the nuances of owning, buying, and maintaining this iconic classic.
Whether you call them “modern classics,” “youngtimers,” “Radwood cars” or something else, enthusiast automobiles from the late 1980s, 1990s, and early 2000s are having a moment right now. Over the last few years, most enthusiast cars from that era have made that all-important transition from “used” to truly “collectible.” Of course, how one defines collectible is up for debate. All cars are collectible to some degree, but what we keep an eye out for is when a car stops depreciating and prices start moving up, spurred on by either a large auction sale, demographic shifts in the hobby, changes in the economy, or some other combination of factors.
Clinton-era cars are definitely hot right now, and that makes sense when you look at the market conditions. The folks who took their driving test in the mid-1990s are now in their 40s. The cars themselves are 20-30 years old, and the cruel forces of attrition (rust, wrecks, neglect, etc.) have taken their toll. But most of the headlines and heat in the ’90s car market focus on imports: think six-figure Supras, E30 M3 BMWs, and super low-mile Hondas. Meanwhile, two of the biggest names in the business—Mustang and Corvette, to be specific—plod along at middling prices while their peers from Japan and Germany soar. In the 1990s, both of these home-grown automotive heroes offered big and (relatively) powerful V-8 engines, rear-wheel drive, and the conveniences of modern cars. So why are they still cheap even as Honda Civics sell for $50,000 on Bring a Trailer?
Nothing puts this predicament into high relief quite like values for the #2 (Excellent) condition 1995 Miata ($18,300), which is now worth more than a 1995 Corvette coupe, a car with more than double the horsepower and triple the torque. A Mustang coupe in the same condition costs $11,100, on average. Why has appreciation for nearly every performance car from the ’90s outpaced both America’s sports car and America’s pony car? The answer is a mix of subjective preference and hard production numbers.
A new Mustang GT hit the ground galloping in 1982 and Ford shouted its return with the slogan: “The Boss is Back!” Hitching the Boss legend to this new pony made good marketing sense, but the Fox was no retro-themed throwback. It would go on to inspire a new generation of enthusiasts and launch dedicated magazines and websites, as well as become a darling of the aftermarket.
Old-school, American rear-drive performance mounted a comeback in the 1980s, ushered in by cars like the Buick Grand National, the Chevrolet Monte Carlos SS, and the Camaro IROC-Z. But, when new, these vehicles were priced out of reach of many young people on entry-level salaries. Also, the GM contingent offered manual transmissions only as exceptions rather than the rule.
Not so the 5.0. Ford priced the Mustang GT affordably and, beginning in 1983, offered a real-deal Borg-Warner T-5 fives-peed manual transmission. For ’86, Ford dumped the Holley carburetor and made multiport fuel injection plus a roller camshaft standard—exotic parts for a low-dollar production car back then.
While Chevrolet charged a premium for all the good stuff, Ford lowered the price by offering the el-cheapo LX with a 5.0 powertrain. Not only was it less expensive, but the notch-window body style, exclusive to the LX line, was lighter than the hatchback/convertible GT.
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.
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.
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