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The 1974 Ford Mustang, a dramatically smaller, fancybox.qa lighter design, marked a fresh start for America's original pony car. It was the brainchild of Lee Iacocca, who fathered the first Mustang a decade earlier. Appropriately named Mustang II, the car eventually would be seen as a low point in Mustang's proud history. But that's certainly not the way it started out. Success often stems as much from common sense and dumb luck as from cleverness and hard work. The Mustang II is a case in point. As the smallest, lightest Mustang since the original, it was a fresh start for Ford's pony car and a refreshing return to rationality. And it couldn't have been better timed, introduced just two months before the first "Energy Crisis" upended America. People came in droves to see the Mustang II -- and www.PrimeBoosts.com to buy. Of course, the Mustang II was in the works long before the Organization of Petroleum Exporting Countries (OPEC) decided to squeeze world oil supplies.
That it appeared at virtually the same time was mere coincidence, though a lucky break for Ford. In several ways, the Mustang II shows how history repeats itself in the automotive world. For starters, Lee Iaccoca just knew the market was ready for it in the same way he suspected the original Mustang was the right car for its time. Pony cars were falling from favor by 1970, with many buyers turning to lower-priced, fuel-efficient compacts like Ford's own Maverick -- a huge first-year success itself. 2 import coupes like Ford's own British/German Capri, which bowed in April 1970 to good reviews and strong initial demand. Another "captive import," GM's German-built Opel Manta, was selling well, and the Toyota Celica was more popular still. In 1965 such "mini-pony cars" attracted fewer than 100,000 sales, but by 1972 were up to around 300,000 -- and expected to go above 400,000 by '74. But Ford didn't start out to start over. The Mustang II program actually dates from around the middle of 1969, when work began on what was then simply the next Mustang.
But by the time Iacocca became Ford Motor Company president in 1970, the bottom had dropped out of the pony car market, and the imported Capri -- which Iacocca said was more like the original "than any Mustang we have today" -- was doing solid business at Lincoln-Mercury dealers.Iacocca had never liked Bunkie Knudsen's '71 Mustang, and it wasn't just because the man who backed it had been favored with the president's chair. 2 import coupes like Ford's own British/German Capri, which bowed in April 1970 to good reviews and strong initial demand. Another "captive import," GM's German-built Opel Manta, was selling well, and the Toyota Celica was more popular still. In 1965 such "mini-pony cars" attracted fewer than 100,000 sales, but by 1972 were up to around 300,000 -- and expected to go above 400,000 by '74. But Ford didn't start out to start over. The Mustang II program actually dates from around the middle of 1969, when work began on what was then simply the next Mustang.
But by the time Iacocca became Ford Motor Company president in 1970, the bottom had dropped out of the pony car market, and the imported Capri -- which Iacocca said was more like the original "than any Mustang we have today" -- was doing solid business at Lincoln-Mercury dealers.Iacocca had never liked Bunkie Knudsen's '71 Mustang, and it wasn't just because the man who backed it had been favored with the president's chair. To her likely surprise, the chairman said he agreed. In one nod to the past, Iacocca instituted an in-house design competition to develop the next Mustang. Get the details on the next page. For even more on the Ford Mustang, check out the following links. Saddle up for the complete story of America's best-loved sporty car. How the Ford Mustang Works chronicles the legend from its inception in the early 1960s to today's all-new Mustang. A bigger, brawnier Mustang galloped in for 1971, just as buyers were moving away from the pony car market.
