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Like the original Mustang, which had its foundation flown
in from the economy-minded Ford Falcon, the third generation of the seminal
pony car had borrowed its underpinnings from a rather humble source – the “Fox” platform
1978 Ford Fairmont and Mercury Zephyr; truly forgettable automobiles that
told the sorry tale of a car maker and an industry still trying to sort
out a double whammy of mile-per-gallon mandates and emissions regulations.
But the times were about to change. Debuted in 1979, the new Mustang
was, once again, stylistically more in line with the “pony” principle,
and less the parody of itself that the Mustang II had been. Power was
still on the anemic side, with a 2.3 liter four being the entry level
motor and a 5.0 liter, two barrel-carbed 140-horse V8 on the options
list, and that sad state of affairs got worse the next year, when the
V8 was de-bored to 4.2 liters – and a truly sappy 115 horsepower.
Fewer than 5,000 V8-powered units were sold that year.
For 1982, the V8 was once again at five liters, and was making a more-respectable
157 horsepower in four-barrel trim – which was only available if
a four speed trans was on the build sheet. Shiftless slushers got bolted
to a 120-horse V8 – but a light was dawning on the horizon. In
1984 Ford released a pony sired by the Special Vehicle Operations department,
with a 175-horsepower turbocharged four cylinder engine under its specially
wrought skin. The SVO Mustang was trick, fast, and exclusive – not
to mention an honest-to-gosh performer, and arguably the first enthusiast’s
car to wear a blue oval in many years. Ten thousand were sold in the
two years the SVO was made.
If the force-fed four could make 175 horses – exactly the number
of percherons published for the V8 for the years 1983 and 1984 – then
the eight holes punched in the GT’s five-oh block needed to get
busy. And they did; in 1985, roller lifters, tube headers and a rumbly
exhaust got the number to 210. Fuel injection dropped in for ’86 – and
the rated power dropped down to 200, though with a bump upwards in torque,
from 270 to 285 lbs/ft.
From ’87 to ’92, the 5.0 was a dialed-in unit, making a
steady 225 horsepower. But just before the Fox-based ‘Stang was
retired in ’93 (well, not completely retired– the ’94
used Fox componentry under its swoopier skin), the Cobra got a 235-horsepower
mill to complement the more sedate 205-horsepower V8 in the GT and LX
models.
From SVO to Cobra, from GT to LX, the Fox Mustangs were pretty sweet
cars, and the later variants that the basic shell spawned were desirable
vehicles. We 1:18 heads had a chance, via GMP’s first models based
on the Fox, to shelve a memory or two. But though the GMP was a neat
car in its time, it was a little off the mark, shape wise, and shy of
the features most hardcore collectors wanted to see and experience. |
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All of that has been addressed in this completely new tool – and
Ford guys in general and Mustang guys in particular should find the model
a sweet addition to their pony lineup. It’s a 1993 LX convertible
in Chrome Yellow with a black interior, and like the ’05 GTO we saw
a few months ago, there’s a whole lot of detail and features crammed
into the car’s still-modern skin; working parts include an articulated
suspension, steerable wheels, opening doors, hood, and trunk, and poseable
sun visors. There’s a removable up top with a pop-on boot, a steel
prop rod for the hood, plus a handbrake lever and console you can open
and move. |
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Above all else, it’s the car’s great engineering
and finish that grabs me. The taillights are multi-element units with great
depth and clarity, and the photoetched badging all over the little ‘Stang
gets high marks. The finish is great, shut lines and panel fit is very
good, and the doors swing on real aspect hinges with button magnets to
hold them shut. Bright yellow paint, neat chrome wheels, and a pop-in steel
antenna make a great first impression.
The interior is a nice effort in molded black plastic, with a carpeted
floor, a nice dash with well-represented instruments and seat backs that
tilt. Performing that tilt activates the model’s gee-whiz retractable
shoulder belts, an activity that got a giggle out of my wife. Hey – I
get my giggles where and when I can around here. |
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Frame detailing is equally good, and the various pieces
are mated with a great eye for detail and function. The right rear side
balked a little when I compressed it – but something got back in
line, and the car bounces smoothly now. There are brake lines at each wheel,
and the bracing, sway bars, and linkages all look great in several shades
and textures of titanium, silver, gray, and black. And the trunk is carpeted,
with a lid that swings up on real metal hinges – just like the real
car.
All in all, at a sub-$100.00 price, this is a killer little model. I’m
dying to see where the GMP guys take it next; the Fox-based Mustang menu
was a particularly tasty one. It’s hard to pick a favorite – Mustangs
had so many looks. Here’s to hoping we get to see them all again.
Nice job, GMP. |
