Ford Mustang Models from 1987 to 1993

The Ford Mustang's remarkable resurgence from 1982 to 1986 paralleled Ford Motor Company's own financial recovery. After facing severe financial challenges, Ford not only regained profitability but also emerged as Detroit's most profitable automaker. By 1987, it was generating higher annual earnings than General Motors, despite selling only half the volume. This turnaround left critics puzzled, shareholders satisfied, and the automotive media in awe.

This success was no mystery. Under Don Petersen, who became chairman in 1985, Ford streamlined operations by shutting down outdated factories, modernizing facilities, cutting costs, and reducing its workforce (though some employees were later rehired).

These measures, though difficult, were essential to combat fierce foreign competition. Unlike Chrysler, which focused on a single platform like the K-car, Ford introduced a variety of new models with wide-ranging appeal. A significant factor in this appeal was the aerodynamic design philosophy championed by Jack Telnack. His innovative approach, showcased in the 1979 Mustang, not only enhanced fuel efficiency by reducing drag but also gave Ford a distinct edge in a market where design increasingly influenced consumer choices. Amidst a landscape of boxy Chrysler vehicles and indistinguishable GM models, Ford's sleek designs, such as the 1983 Thunderbird and the groundbreaking 1986 Ford Taurus and Mercury Sable, stood out. However, the Mustang's triumph during this era was driven by its performance, not just its looks. The economic recovery beginning in 1982, marked by rising incomes and declining inflation, interest rates, unemployment, and gas prices, further fueled its popularity.

Ford's dedication to continuous improvement, akin to Porsche's approach with the 1960s 911 sports car, played a significant role in the Mustang's success. This included annual power upgrades, new features, enhanced options, and superior craftsmanship. However, despite these advancements, the Mustang began to feel like a nostalgic piece of Ford's history, increasingly overshadowed by newer, more modern sports cars. Yet, sales continued to rise, fueled by nostalgia, even among younger buyers who hadn't experienced the original 'Mustang Mania' of the 1960s.

Despite its success, Ford remained concerned about potential market shifts or strong competition. To stay ahead, the company planned to introduce a next-generation Mustang by 1989 at the latest.

In a surprising decision, Ford initially outsourced the design work for the Mustang to an international partner. Discover how the Mazda-designed vehicle, which eventually became the Ford Probe, was nearly branded as a Mustang.

Ford Mustang Survives Probe

With Mustang sales thriving in the mid-1980s, Ford executives aimed to anticipate shifts in consumer preferences. To maintain this success, they planned a redesign for the late 1980s.

Development for the new model began in early 1982, coinciding with the resurgence of the GT and H.O. V-8 models, which reignited enthusiasm for the Mustang. Codenamed project SN8, the initiative aimed to create a smaller, lighter vehicle reminiscent of the Mustang II or European Capri, featuring aerodynamic styling, front-wheel drive for better interior space, and efficient four-cylinder engines instead of a traditional V-8. However, early concepts failed to impress decision-makers.

After just a year, Ford sought the expertise of its long-time Japanese collaborator, Mazda, renowned for its proficiency in small-car design, which matched Ford's own capabilities.

Ford approached Mazda at a strategic moment. Mazda was already developing the next iteration of its front-wheel-drive 626 series, which featured a coupe—a direct competitor to the Mustang. By collaborating, Ford aimed to reduce costs and create a superior new Mustang. The partnership would yield two distinct models, each with unique styling and sales channels, while sharing a common chassis, mechanical components, and some structural elements.

The plan gained further appeal when Mazda announced its intention to establish a manufacturing plant in Flat Rock, Michigan, close to Ford's historic River Rouge facility, where Mustangs were produced. Mazda agreed to allocate a portion of its production capacity to Ford.

The partnership appeared ideal. Ford would acquire a new Mustang at a fraction of the cost of independent development. Mazda also benefited financially, especially given the strong yen against the dollar, and the arrangement projected a positive, cooperative image. With Japanese automakers capturing significant market share in the U.S., Congress was considering protectionist measures. Mazda's U.S.-based factory, employing American workers, aimed to mitigate such concerns.

Probe Shot Down

Ford underestimated the backlash from Mustang enthusiasts when details of the plan surfaced. While fans welcomed the idea of a new Mustang, the notion of Japanese engineering being involved was met with widespread disapproval.

The Mustang stood as a quintessential American symbol. Enthusiasts were outraged at the idea of branding a 'badge-engineered' import with such a revered name. Front-wheel drive, they argued, might suit compact economy cars, but true performance vehicles deliver power through the rear wheels.

Ford heeded the feedback and rebranded the '626 Mustang' (sold by Mazda as the MX-6) as the 1989 Probe, named after Ford's aerodynamic concept cars. This last-minute decision proved both prudent and justified.

While the turbocharged GT version of the Probe was lively and capable, its distinctly foreign character made it unsuitable as a pony car—a category inherently tied to American automotive culture, despite its Dearborn-inspired design.

With demand on the rise, Ford decided to revitalize the aging Mustang, a move made feasible by the company's record-breaking profits. The goal was not only to align the Mustang with Ford's new design philosophy but also to enhance its competitiveness in a fiercely contested sporty-car market, particularly against rivals like the Chevrolet Camaro and Pontiac Firebird.

The outcome was a completely redesigned vehicle, both inside and out. Discover the full details of the 1987 updates on the following page.

The 1987 Ford Mustang

In response to widespread criticism, Ford made the prudent choice to avoid using the front-wheel-drive Mazda platform, which later became the Ford Probe, for the next-generation Mustang.

This decision resulted in the 1987 Ford Mustang, the most extensively redesigned model since the introduction of the Fox generation. While the slow-selling SVO was discontinued, the LX notchback, hatchback, and convertible returned, alongside the popular GT hatchback and convertible. Notably, Ford also decided to discontinue Mercury's Mustang counterpart, the Fox-based Capri, after eight years of unexpectedly lackluster sales.

While retaining its classic silhouette, the 1987 Mustang boasted a sleeker design. The front end featured a smoother profile, with flush-mounted headlamps nestled between triangular parking lights and wraparound turn signals. On coupes, the rear side glass was seamlessly integrated with the body, replacing the previous vertical slats with a broad black band.

Although the side windows appeared larger, the actual openings remained the same, so rear visibility was still somewhat limited. Updated taillamps and black-finished exterior moldings contributed to a more modern look. These modifications also improved aerodynamics, with drag coefficients dropping to 0.40 for notchbacks, 0.42 for convertibles, and 0.36 for the LX hatchback. The GT hatchback, however, had a slightly higher coefficient of 0.38.

The redesign didn't alter the Mustang's dimensions significantly. The wheelbase stayed at 100.5 inches, with overall length at 179 inches, width at 68.3 inches, and height around 52 inches. Track widths measured 56.6 inches at the front and 57 inches at the rear. However, curb weights increased by approximately 100 pounds on average.

LX models maintained a more understated appearance compared to the GTs. Their grille, for example, was a straightforward slot with a horizontal bar and a small Ford emblem. The body-color bumper included an integrated spoiler and wide black rubstrips that extended around the sides, blending into a color-matched rear bumper.

GT models featured sculpted rocker-panel skirts that appeared as add-ons, along with faux scoops near the wheels, a bold spoiler on the hatchback, and intricate 'cheese-grater' taillamps instead of the LX's straightforward tri-color clusters.

The GT's front end, devoid of a grille, exuded a bold and attractive look, reminiscent of the SVO's design. It showcased a wide air intake in a protruding airdam, flanked by circular foglamps. To ensure visibility, large 'Mustang GT' lettering was embossed into the rocker panels and rear bumper cover.

The 1987 Mustang Interior

Given the high cost of altering instrument panels, the entirely new 1987 dashboard suggested that the Fox-platform Mustang might remain in production for several more years—a prediction that proved accurate.

The dashboard design bore a resemblance to Mazda's style. The right side featured a recessed area that created a practical storage shelf and enhanced the sense of cabin space. Drivers were greeted by a vertical instrument cluster and side-mounted rocker switches for lights, hazard flashers, and rear defrosters. Column stalks controlled the wipers and turn signals, while cruise-control buttons were conveniently placed on the steering wheel spokes.

A wide center console descended from the dashboard, housing rotary dials for temperature, fan speed, and air distribution, borrowed from the Euro-inspired Taurus. Four large, square vents lined the center of the dash, echoing BMW's design. Modern touches were also evident in the redesigned steering wheel, armrests, door panels, and seat adjusters.

Enhancements under the hood brought back the exhilarating acceleration reminiscent of earlier Mustang models. Learn more about the 1987 Mustang's engine options on the following page.

1987 Ford Mustang Engines and Acceleration

The most significant mechanical updates for the 1987 Ford Mustang centered on the iconic small-block V-8, which was gaining popularity and nearly matching the 2.3-liter four-cylinder engine in customer demand.

Reintroducing the more efficient, pre-1986 cylinder heads and other intake modifications boosted horsepower by 25, bringing the total to 225. This matched the output of the top Chevy Camaro and Pontiac Firebird option, a 5.7-liter Corvette engine. Torque also increased significantly, reaching a robust 300 pound-feet. The 302 V-8 remained standard on GTs, marketed as the '5.0-liter' despite its actual displacement being closer to 4.9 liters. GTs also received upgraded front disc brakes (10.9 inches versus 10.1) and a retuned suspension.

The four-cylinder engine also saw updates for 1987, replacing the outdated one-barrel carburetor with advanced multipoint electronic fuel injection. While power output remained modest at 90 horsepower and 130 pound-feet of torque, it now paired with the V-8's five-speed manual or optional four-speed automatic transmissions, a significant upgrade from the previous four-speed manual and three-speed automatic. These new transmissions helped optimize the engine's limited power.

A notable change was the removal of the 3.8-liter V-6, creating a substantial gap between the four-cylinder and V-8 in terms of power and performance. As Consumer Guide®'s Auto 1987 noted, 'Ford expects to sell mostly V-8-powered Mustangs this year.'

Ford indeed sold many V-8 Mustangs, but a significant portion were LX models equipped with an $1885 V-8 package that included the GT's enhanced chassis and tires. Demand for the 5.0-liter LX was so high that Ford faced a shortage of engines during the 1987 model year. Buyers were informed that if they wanted a V-8 Mustang, they would have to opt for the GT.

This trend had its reasons. Many found the new GT's design either too bold or unattractive, which likely disappointed Jack Telnack. Others preferred the more subdued appearance of the LX, as it drew less attention from authorities. Additionally, the LX was a more affordable option for those seeking V-8 performance.

1987 Mustang Acceleration

Whether in LX or GT form, the upgraded small-block V-8 delivered impressive straight-line performance, reminiscent of classic Mustang power. Ford claimed a 0-60 mph time of 6.1 seconds with a manual transmission, and most independent tests came close to matching this figure.

For instance, AutoWeek recorded a 0-60 mph time of 6.5 seconds, placing the Mustang GT in the company of high-performance cars like the Corvette, Porsche 928S, and Lotus Turbo Esprit. Just two years prior, the Mustang was a full second slower. Top speed also increased from the mid-130s to nearly 150 mph, outperforming rivals from Toyota, Nissan, and Mazda, and even surpassing Ferrari's V-8 Mondial while approaching the BMW 328's performance. As AutoWeek noted, 'This is the most affordable car in America that can even approach the revered 150 mph mark.'

Advancements in technology enabled Ford, and other automakers, to achieve performance levels once reserved for larger engines. For instance, a 1972 Mustang required an optional 351 V-8, rated between 168 and 275 net horsepower, to reach around 225 net horsepower. In contrast, the 1987 small-block V-8 delivered similar power while being more fuel-efficient, smoother, easier to maintain, and more reliable—a testament to technological progress.

The Mustang combined striking looks with impressive performance, but there was more to it. On the next page, discover what reviewers had to say about the 1987 model's exceptional handling capabilities.

1987 Ford Mustang GT Handling

The 1987 Ford Mustang's redesign wasn't solely focused on aesthetics and performance. Despite its familiar and straightforward chassis, the '87 GT received exceptional acclaim for its engaging and precise handling.

AutoWeek's Phil Berg described the Mustang as 'a car for hedonists, one that inspires solo adventures to remote, traffic-free roads. It makes cornering a thrilling experience, with a firm grip on the wheel. The V-8's quick acceleration ensures less time on straights and more on exhilarating two-lane stretches. It's an intensely personal driving experience.'

Mel Nichols of Automobile magazine noted that the SVO's legacy lived on in the GT. 'Front-end adjustments, including caster changes, minimized camber loss during cornering. The SVO's plastic ball joints, retuned bushings, and reinforced antiroll bar mounts were retained. A redesigned crossmember allowed for improved suspension geometry, accommodating larger P225/60VR15 Goodyear Gatorback tires at 35 psi for reduced rolling resistance.'

Nichols praised the GT's handling as 'predictable and progressive, making driving effortless and enjoyable. The car entered corners smoothly, with understeer maintaining stability before transitioning into neutral and then progressive oversteer. A slight countersteer corrected the tail, while more throttle and steering input kept the car balanced and controlled.'

'From the start, the Mustang exuded confidence, offering a driving experience that was fast, safe, and deeply satisfying. It combined all the essential traits of a sports car with a uniquely approachable character. The key word was 'forgiving.' Even on narrow, off-camber roads, pushing the car hard felt natural and unintimidating.'

Motor Trend's Rick Titus criticized Ford's brake setup, particularly for racing. 'While the front vented discs were enlarged, the rear still used outdated Pinto drums. Rear disc brakes, once featured on the SVO, were absent. This was disappointing for a car marketed as a performance icon, especially when Ford reserved its best braking systems for smaller, less performance-oriented models.'

Nichols also lamented the small rear drum brakes but praised upgrades like a reinforced axle, retuned rear suspension bushings, a rear antiroll bar, and high-quality gas-pressurized shocks on all four corners.

Reviewers agreed that the Mustang's pricing was reasonable. Find out more about their thoughts on the next page.

1987 Ford Mustang GT Prices and Sales

Despite the costs often associated with progress, the 1987 Ford Mustang remained an affordable and exceptional choice.

Motor Trend's Rick Titus highlighted the significant improvements in sound insulation. 'Corrugated firewall panels and advanced sound-deadening materials gave the '87 Mustang a solid, refined feel. This was immediately noticeable when closing the door. Road noise and engine vibrations were drastically reduced, yet the iconic rumble of the Ford small-block V-8 still delivered an exhilarating driving experience.'

Consumer Guide® also praised the Mustang's value proposition. 'While not flawless, the Mustang GT is well-built and delivers outstanding performance for the price. Even with a full suite of options—air conditioning, premium sound, cruise control, and power windows, locks, and mirrors—our hatchback totaled $14,352. This made it a remarkable bargain compared to competitors like the IROC-Z Camaro, Toyota Supra, and Nissan 300ZX, which could cost $5,000 more.'

Reviewers frequently highlighted the Mustang's exceptional value for money, a sentiment that persists to this day. Even General Motors acknowledged this advantage.

As a Chevrolet engineer explained to AutoWeek's Christopher A. Sawyer in early 1988: 'We're in a tough spot because the Camaro is more expensive to produce. A nearly loaded T-roof IROC will cost over $20,000, while a comparable Mustang is about $3,500 less.'

The advantage of sticking with a proven design is clear. Once initial tooling and development costs are covered, and without significant later modifications, prices can remain competitive while maintaining healthy profit margins.

However, a superior car and 'best buy' reputation don't always translate to higher sales. Despite the extensive 1987 redesign, Mustang sales dropped by over 65,000 units. Still, 159,000 total sales was respectable, especially considering the impact of tax reform that eliminated the deduction for car loan interest starting January 1, 1987. The $200 million facelift, which included upgrades to the Dearborn assembly plant, was a substantial investment but would soon pay for itself.

Sales quickly rebounded, and the Mustang extended its lead over GM's pony cars, even with only minor updates through the end of the decade.

Given the popularity of the 1987 redesign, it was no shock that the 1988 model saw few changes. Explore the updates for the next few model years on the following page.

The 1988 and 1989 Ford Mustang

As Ford prepared to launch the 1988 Mustang, it was clear the Fox platform was aging. However, the redesign team had done an excellent job masking its age, and the Mustang's blend of affordability and performance remained as appealing as ever.

'The Mustang has always been legendary, but it's the exceptional performance-to-price ratio that truly attracts buyers,' noted AutoWeek's Christopher A. Sawyer. 'Whether willingly or reluctantly, both Ford and GM agree that the Mustang offers the best value in its class.'

Other publications echoed this sentiment. In 1988, the GT earned a spot on Road & Track's 'Ten Best Cars in the World' and Car and Driver's 'Ten Best' lists. The following year, Motor Trend honored the GT as one of its 'Top Ten Performance Cars.'

Only two changes were made for 1988: a higher-capacity battery for LX models and the removal of the T-bar roof option. The latter was no longer necessary, as convertible sales continued to thrive.

Sales for the 1988 model year surged to 211,225 units, followed closely by 209,769 in 1989. These figures were particularly remarkable given steadily rising prices, which increased by around $900 in 1987, another $700-$1,100 in 1988, and an additional $300-$400 in 1989.

Looking for the Silver

In 1989, Ford responded to recent sales trends by introducing the LX 5.0L Sport, a distinct trio of models based on the LX V-8 package, and equipping them with the GT's multi-adjustable sports seats. The only other notable update that year was the inclusion of standard power windows for convertibles.

By 1989, only the four-cylinder LX notchback and hatchback remained priced below the psychologically significant $10,000 threshold. GTs had risen to $13,272 for the hatchback and $17,512 for the convertible, making the new V-8 LX Sports an attractive option at $13,000-$17,000. The 1989 models performed nearly as well, with 209,769 units sold.

Many anticipated a special edition Mustang in 1989, marking the original pony car's 25th anniversary. Ford had previously released a 20th-anniversary package in 1984, setting expectations for another commemorative model.

However, no silver-anniversary edition was immediately unveiled, sparking rumors that Ford was preparing something extraordinary. Speculation throughout 1988 suggested a high-performance GT with a reinforced suspension to accommodate a 351 V-8 engine, borrowed from Ford's truck lineup and enhanced with twin turbochargers to deliver a staggering 400 horsepower, rivaling Ferrari's performance.

At least one prototype was developed and constructed by Jack Roush, a long-time Ford collaborator. However, the project faced setbacks due to development delays, fuel-efficiency issues, and the high costs associated with producing the planned 2,000 units.

Rumors also circulated about a less extreme high-performance version, featuring 260-275 horsepower, enhanced suspension, unique body modifications, and possibly four-wheel disc brakes from the SVO. There was even speculation about incorporating the supercharged 3.8-liter V-6 from the 1989 Thunderbird Super Coupe. However, none of these ideas materialized.

Ford chose to celebrate the anniversary with special events rather than a dedicated model. Learn more about these celebrations on the next page.

The Ford Mustang 25th Anniversary Celebration

With the Mustang enjoying a successful run, many enthusiasts anticipated a high-performance edition for its 25th anniversary in 1989. However, reports of such a model turned out to be unfounded.

Just before the April 1989 anniversary of the original 1965 Mustang's debut, a Ford spokesperson explained to AutoWeek why no silver-anniversary model was released.

'First, we aimed to create more than just a cosmetic upgrade. If we couldn't deliver a proper vehicle, we chose not to proceed. Second, the company didn't feel it was appropriate to endorse someone else's work'—referring to the high-performance Mustang proposed by Jack Roush, a long-time Ford collaborator.

'We never seriously considered that car,' the Ford representative stated, 'because we believed it was excessive.' In fact, AutoWeek reported, 'Ford never contemplated seeking external assistance for the anniversary Mustang.'

It's reasonable to question whether a significant marketing opportunity was missed due to inadequate planning. Was it truly preferable to take no action if a 'proper vehicle' couldn't be developed?

Mustang enthusiasts continue to debate this, but there was clear disappointment at the time. Ford's sole acknowledgment of the 25th anniversary was minimal: a small dashboard emblem featuring a galloping horse logo, added to all models produced between March 27, 1989, and the end of the 1990 model year.

Party Time

Ford marketers couldn't overlook such a significant milestone. The centerpiece of the celebration was the American Pony Car Drive, a six-week, 7,000-mile cross-country journey involving over 100 European Mustang owners and their vehicles.

Starting in Jacksonville, Florida, participants traveled west to Southern California for 'Fabulous Fords Forever,' a major classic car event showcasing Dearborn's finest. The event took place on April 16, just one day before the 25th anniversary of the Mustang's debut at the New York World's Fair.

The group then traveled back east to Dearborn for a tour of the Mustang factory and additional celebrations. From there, they continued to Baltimore before boarding a ship home. The Pony Car Drive made stops in approximately 25 cities, where local Mustang enthusiasts warmly welcomed them. Some even joined the rally, an idea originally proposed by a Mustang fan from Switzerland.

Sorry, Lee

On the same April Sunday, Ford hosted a grand celebration at the Dearborn plant, which had recently produced the six-millionth Mustang. The event garnered significant media attention, including a Wall Street Journal article addressing the delicate issue of inviting the Mustang's 'father,' who was then Chrysler's chairman.

The article quoted a Ford executive stating that the company nearly extended an invitation to Lee Iacocca, 'but we couldn't bring ourselves to do it.' Instead, the Journal noted, 'Ford turned to surrogate fathers. The primary figure was Jack Telnack, who joked, 'I'd like to claim I was the father of the original Mustang, but my main contribution was designing the wheel covers.' When asked who the true father was, Telnack replied, 'There were several…Joe Oros and Dave Ash led the design. A team of six or seven product planners, including Don Petersen, played key roles. And, of course, there was Lee Iacocca.'

Ford Chairman Petersen acknowledged Iacocca more generously during an event in Southern California, stating, 'Fortunately, Lee Iacocca kept our spirits high' during the program's early stages.

True to his nature, Iacocca took a subtle jab at his former employer. As the Journal reported, 'Ford worried that Iacocca might overshadow the event and promote Chrysler products. In fact, he did just that in a brief prepared statement. 'Like our minivans,' Iacocca remarked, 'the Mustang resonated perfectly with customers.' The story ended humorously: 'One Ford official explained the decision not to invite Iacocca this way: 'Hell, he might have actually shown up.''

Despite the celebrations, fans still yearned for a special anniversary model, and many turned to the heavily modified Saleen as an unofficial substitute. Learn more about the 1989 Saleen SSC Mustang on the next page.

The 1989 Saleen SSC Ford Mustang

While Ford didn't produce a 25th-anniversary Mustang, Steve Saleen stepped in with his SSC, unveiled on April 17, 1989. Based in California, Saleen was an experienced SCCA Trans-Am and Formula Atlantic racer with a business degree and a collection of Shelby Mustangs.

Inspired by the return of the H.O. V-8 in 1982, Saleen aimed to emulate Shelby by transforming stock Mustangs into high-performance vehicles. For the first five years, he focused on non-powertrain upgrades to avoid the costs of emissions certification for modified engines.

Saleen introduced suspension enhancements under the Racecraft brand, along with custom wheels, tires, aerodynamic components, sporty aesthetics, and interior upgrades like additional gauges and improved seating.

He began with three GT hatchbacks in 1984, later collaborating with Ford to receive conversion-ready hatchbacks and convertibles. These vehicles received a unique factory order code, as Ford agreed to sell Saleen Mustangs through select dealerships while maintaining warranties on unaltered parts. Saleen guaranteed its modifications, producing 132 cars in 1985, 201 in 1986, and 280 in 1987.

Each Saleen was uniquely configured, leading to varying prices. Models from 1985-86 started at $17,000-$20,000 for coupes, while a 1988 Saleen convertible cost around $25,000. Sales peaked at 708 units in 1988.

Saleen Super Car

Until 1989, Saleen's vehicles were essentially standard Mustangs with minimal powertrain modifications. However, the 1989 SSC, or 'Saleen Super Car,' marked a significant departure.

Starting with a V-8 LX hatchback or convertible, Steve Saleen enhanced the engine by enlarging the ports, adding a larger throttle body, a new intake plenum, upgraded rocker arms, stainless-steel tubular headers, Walker Dynomax mufflers, and a heavy-duty cooling system. These changes resulted in 292 horsepower, all while remaining street-legal across all 50 states—an impressive feat for a 'tuner' car facing strict EPA regulations.

Additional SSC features included a heavy-duty Borg-Warner five-speed transmission with Hurst linkage, all-disc brakes from the discontinued SVO, three-way electronically adjustable Monroe Formula GA shock absorbers with a cockpit switch, and wide 245/50R16 tires mounted on five-spoke, eight-inch-wide DP wheels.

The interior featured bolstered FloFit leather seats, matching door panels, a 200-mph speedometer, and a powerful CD stereo system in place of a back seat. According to Mustang historian Brad Bowling, 'the price tag for this unofficial 25th-anniversary model was $36,500.'

Tony Assenza reviewed the SSC for the May 1989 issue of Car and Driver. He noted that the suspension was 'inspired by Steve Saleen's experience racing Showroom Stock Mustangs in SCCA.' Assenza detailed how 'the chassis is significantly reinforced by what Saleen calls a 'Chassis Support System.' This includes a triangulated tube structure connecting the front strut towers to the firewall, a rear chassis brace resembling half a roll cage, and a K-member beneath the front box section. These modifications create a rigid, purpose-built car designed for carving through winding roads and dominating stoplight races.'

The SSC delivered impressive performance, achieving 0-60 mph in 5.9 seconds and completing the quarter-mile in 14.2 seconds at 98 mph. While the ride was firm, the cabin noisy, and city driving less enjoyable, the car excelled in its intended role.

As Assenza concluded, 'If you can overlook its rough edges and justify the high price, this car will make you the talk of the neighborhood, just like Carroll Shelby's GT350 did in its day.' However, only 161 SSC models were built in 1989, alongside 734 standard Saleen Mustangs.

Ford missed the opportunity to capitalize on the anniversary's momentum, as a weakening economy caused sales to plummet in 1990 and 1991. Discover what these model years had to offer on the next page.

The 1990 and 1991 Ford Mustang

Ford celebrated the Mustang's 25th anniversary with special events, and enthusiasts embraced a high-performance version from customizer Steve Saleen. However, the celebration was short-lived.

After the anniversary festivities, the Mustang continued largely unchanged for the next three years, except for a dramatic decline in sales. This downturn was partly due to the lack of updates, but the primary cause was the onset of a severe recession.

The 1990 model year introduced federally mandated 'passive restraints.' The Mustang complied by adding a driver's airbag to the steering wheel, which unfortunately removed the tilt-wheel feature. Door map pockets and clearcoat paint became standard, while leather interior trim was added to the options list.

In mid-January, Ford unveiled a 'Limited Edition' LX 5.0L convertible, with 3,600-3,800 units produced. Priced at $18,949, it featured 'deep emerald green' clearcoat metallic paint, color-matched bodyside moldings, GT aluminum wheels, a white convertible top, and a white leather interior with GT-style sport seats. An optional 'special value package' included air conditioning, cruise control, a premium AM/FM/cassette stereo, and a clock.

Ford avoided marketing this as a belated anniversary gift, though a press release noted that 'the Mustang lineup, which celebrated its 25th anniversary in 1989, continues to lead in value for the 1990 model year.'

Despite rising prices, the Mustang remained competitively priced: under $9,500 for a four-cylinder LX notchback and less than $19,000 for the top-tier GT convertible. However, sales dropped nearly 50%, with only 128,189 units sold for the model year.

Sales continued to decline in 1991, falling to 98,737 units. Minor updates were introduced, including a boost to 105 horsepower for the four-cylinder engine, thanks to a new eight-plug cylinder head, though this mainly appealed to fleet managers. Convertibles featured a redesigned power top that folded more neatly, and automatic-transmission models included a new safety feature requiring the brake pedal to be pressed before shifting out of Park.

V-8 models received stylish new 16-inch five-spoke alloy wheels, an inch larger than before. LX 5.0s transitioned from the firm-riding Goodyear Eagle GT+4 tires to more comfortable 225/55ZR16 all-season Michelins. GTs kept the unidirectional Goodyears in the same size but offered the Michelins as a no-cost option.

Prices saw a slight increase, with the base LX notchback surpassing $10,000, while V-8 convertibles remained under $20,000.

Sales hit their lowest point in 1992, setting the stage for a potential rebound. Learn how the Mustang began its recovery on the next page.

The 1992 Ford Mustang

Since 1988, updates to the Mustang had been minimal, and 1992 was no exception. The most notable changes included color-matched bodyside moldings and bumper rubstrips to enhance the LX's appearance. Additionally, outdated options like whitewall tires and wire-wheel covers were finally removed from the lineup.

Sales plummeted to a record low of 79,280 units for the 1992 model year. The only consolation for Ford was that the Chevrolet Camaro and Pontiac Firebird were declining even faster, allowing the Mustang to extend its sales lead. Notably, even during this downturn, the Mustang consistently outsold the Probe, its intended successor.

Surprisingly, the Mustang's 'vintage' charm became a selling point. Buyers were growing tired of high-tech, cookie-cutter sporty imports, which lacked individuality. The Mustang, however, stood out with its bold, brash, and old-school character, flaws and all, making it uniquely appealing.

By maintaining its classic identity, the Mustang carved out a niche of its own. This distinct personality was evident in two 1989 performance magazine reviews.

Motor Trend tested a new five-speed LX 5.0 hatchback, praising its 'abundant, smooth torque at any RPM and the thrilling performance it enabled.'

This remark came during a 'Bang for the Buck!' comparison of 16 vehicles, including the Plymouth Laser RS Turbo, Nissan 300ZX, Ford's supercharged Thunderbird, and even a 245-horsepower Chevrolet Corvette.

In acceleration, braking, and handling tests, the Mustang ranked as high as fourth only in the quarter-mile, completing it in 15.38 seconds at 91.5 mph (a 20th Anniversary Pontiac Trans Am turbo led with 14.18 seconds at 98.8 mph). The Mustang placed mid-pack or lower in skidpad, slalom, and road-course evaluations and came last in braking, requiring 159 feet to stop from 60 mph (the 300ZX stopped in just 120 feet).

However, with a starting price of $12,765, nothing could rival its overall performance for the price. Motor Trend crowned it the winner, stating, 'The Mustang truly embodies the idea of Bang for the Buck. It's likely the most fun you can have for the money in America today.'

In a similar comparison, the July 1989 issue of Car and Driver assembled eight sporty coupes to determine, 'What's the most enjoyable car you can buy for $20,000?'

All contenders were either Japanese-built or designed, except for a five-speed LX 5.0, which placed fourth overall in performance, ergonomics, styling, utility, and driving enjoyment. While not the most refined, the LX was the most budget-friendly—and the fastest, achieving 0-60 mph in 6.2 seconds and completing the quarter-mile in 14.8 seconds at 95 mph.

A Mitsubishi Eclipse GS Turbo claimed victory in this test, but it cost $16,000 and was only marginally faster than the LX at top speed. 'If the Mustang were priced at $20,000, its age and shortcomings might have been a drawback,' Car and Driver noted. 'But at $13,671, including a host of comfort features, the LX 5.0 is an unbeatable performance bargain.'

Performance was driving Mustang sales more than ever. For instance, in 1991, V-8 models outsold four-cylinder versions by a two-to-one margin, with LXs making up nearly half of sales. Additionally, 49% of V-8 buyers opted for the five-speed manual transmission, a remarkably high figure for an American car. In contrast, manual transmissions accounted for just 13% of 1991 Camaro sales and 30% of Corvette sales.

By 1992, the current Mustang generation was showing its age. However, the lineup concluded on a strong note in 1993 with the introduction of the Cobra, which is detailed on the next page.

The 1993 Ford Mustang Cobra

Mustang sales reached a historic low in 1992, and the aging platform was showing its limitations. However, by the 1993 model year, the economy began to recover, and Mustang sales climbed to 114,228. This resurgence was somewhat unexpected.

The Mustang remained largely unchanged, yet it now faced competition from the sleek, all-new Camaro and Firebird, which boasted a 275-horsepower version of the latest 5.7-liter Corvette V-8. Compounding the challenge, Ford admitted to overstating the Mustang V-8's power, reducing its output from 225 to 205 horsepower, along with a drop in torque.

However, the introduction of a high-performance Cobra hatchback more than compensated for these setbacks. Road & Track hailed it as the 'best of an aging breed,' and by nearly every metric, it lived up to that praise.

Developed by Ford's new Special Vehicle Team (SVT, the successor to SVO), the Cobra featured a high-output 302 engine producing 235 horsepower. This was achieved through GT40 cylinder heads with larger ports, a tuned-runner intake manifold, an upgraded camshaft, and other performance enhancements. With 285 pound-feet of torque, power was delivered via a reinforced five-speed manual transmission—the only option—and controlled by high-grip 245/45ZR17 Goodyear Eagle performance tires.

The Cobra also introduced rear disc brakes, a feature absent since the SVO. Ford emphasized a 'balanced' suspension setup, defying traditional performance car norms with softer springs, shocks, and bushings, along with a smaller front stabilizer bar compared to the GT.

Inside, the Cobra mirrored the GT's interior, while its exterior remained understated, similar to the LX. Key identifiers included SVO-style taillights, sleek seven-spoke alloy wheels, and a unique front fascia with a small galloping horse emblem. The only potentially divisive element was a prominent rear spoiler.

As for speed, Road & Track recorded a 0-60 mph time of 5.9 seconds, a quarter-mile time of 14.5 seconds at 98 mph, and a 0-100 mph sprint in under 16 seconds.

Regarding refinement, Car and Driver's Don Schroeder described the Cobra as 'a smoother, more compliant car [than the GT]. While it may feel less tightly controlled, the Cobra maximizes tire performance and rewards skilled driving with higher limits and cornering speeds.'

However, some skeptics viewed the Cobra as a tactic to prevent Ford's aging pony car from being overshadowed by GM's newer Camaro and Firebird. Motor Trend even labeled it a 'stopgap measure until 1994.' Yet, it showcased the Fox platform's durability and adaptability. With only around 5,000 units produced, the 1993 Cobra remains a coveted example of this enduring model.

The 1993 Ford Mustang Cobra R

Even more collectible is the Cobra R, with just 107 units made. The 'R' denoted its racing purpose, limiting it to track use. Modifications over the street-legal Cobra included larger front brakes, a competition-grade cooling system, track-tuned suspension, wider wheels and tires, and additional structural reinforcements.

In a nod to Carroll Shelby's legacy, Ford removed the back seat, air conditioning, and most power features to reduce weight by about 60 pounds—minor for the road but critical for the track. Every R-model sold at its full $25,692 sticker price, compared to roughly $20,000 for a standard Cobra, which was already a remarkable value.

Finally, Time for a Change

In any case, the 1993 Cobra was a delightful surprise for the Mustang, a model that had remained largely unchanged for years. Meanwhile, Ford's leadership saw significant shifts. In 1990, Donald Petersen retired early, making way for Harold A. 'Red' Poling as chairman and Philip E. Benton, Jr. as president.

By late 1993, Alex Trotman had assumed both leadership roles, introducing an ambitious new direction for Ford. This vision included the highly anticipated arrival of the next-generation Mustang.