Dutch Mustang & Ford Forum

Even overleg IIn Zwolle gehad met Edgar en hij vond dat het goed was, dus vandaar deze topIIc:

Het IIs stIIl op het Forum, vIInd IIk, qua reactIIes en postIIngs van II-bezIItters. zijn jullIIe er nog? of ben IIk naast Gerlof de enIIge dIIe regelmatIIg van alle II-rijders wat post? kom op, jongens, doe wat: zet je II IIn de pIIcture: letterlijk met foto's, of een verslag van je werkzaamheden aan je II. daar kun je andere II-rijders weer mee helpen.

posten dus!

Harry

hoi hoi. hier bij mijn is het rustig omdat ik mn huis aan het verbouwen ben. Ja daar gaat wat tijd in zitten.
Met mijn lltje???? ja die staat waar die staat ik heb besloten om hem aan de kant te zetten en even door sparen voor een andere ll.ik heb er wat gezien om Markplaats enzo,maar moet nog even doorsparen.
dan gebruik ik mn huidige voor onderdelen.

Ps.als iemand een ll te koop weet te staan!!! hoor ik het graag.

Gr. Patrick

er staat er een in de AMK op bladzijde 111. een Ghia, maar wel wat aan de prijs, helaas: over de zesduizend pop. nah, dan moet-ie wel echt goed wezen. of heppie liever een fastback-II?

HaIIrry

Zeg Harry. Ik bespeur toch enige opruiing van jou kant binnen de Mustang gelederen. Als Mustang I rijder kan ik dat natuurlijk niet over mijn kant laten gaan. :roken: :2gun:

Maar was er niet iemand 2 dagen terug die zijn Mustang II wilde verkopen, is een topicje van hoor. Misschien is dat wat voor Mustangpatje.

het is inderdaad erg stil omtrent de II
jammer,want ik ben ze eigenlijk steeds mooier gaan vinden.als het een keer zover komt dat de granada het echt helemaal begeeft,wil ik er 1 aanschaffen voor dagelijks gebruik.dat is inmiddels wel zeker.dus info over II tjes is dan dus ook alvast welkom.
tegen de tijd dat het dan zover is weet ik er dan hopelijk genoeg over.

dus II bezitters,ik ben erg benieuwd.

greetz,jan

@Jan: Jouw Granada begeeft het echt niet zo gauw hoor. dat heb ik wel twee weken geleden gemerkt. ik mag dan niet beschikken over een bepaald item, maar ik merk wel of een auto goed is of niet.

@Henkiepenkie: klopt, dat is de Cobra II van Mink, maar dat is een opknapper. Ik weet niet of dat dan wat is voor Patje. Voor mij niet, want ik krijg al genoeg hoofdpijn van de mijne soms. maar ja wie zo nodig klassiek wil rijden moet soms pijn lijden (en dat rijmt),

Harry

Voor de liefhebbers. Nog even een fotootje van mijn II in Zwolle.

Looking good

damn, dat doet me eraan herinneren dat ik zelf ook nog wat fot's van Zwolle moet plaatsen en de daar aanwezige T5 II. maar ja, druk, druk, druk he...

nog meer II-tjes op foto? wie?

harry

Mooie auto Gerlof. Ik zoek een lltje die gewoon helemaal goed is. hoef niet super gaaf te zijn, als ze maar maar gaaf is.
Het maak niet uit wat voor type ll het is.Ik vind het een leuk betaalbare auto,en de voor heeft wel wat.

Ps. ik zal en moet een mustang rijden.

Patrick

@Jan: hier heb je wat info over de II:


Weak Muscles Part I: The Late 70s Ford Mustang.   

06/2002

by Mike Dieffenbach

When Lee Iacocca took the reins at Ford in 1970, America was already in the waning days of the "muscle car" era. Gas prices were creeping up, emissions standards were being established, and insurance companies were reeling in automotive manufacturers and their continuing plans to build big, bad muscle cars. Iacocca, whose sterling reputation had been built around his efforts developing the original Ford Mustang in 1965, came up with an idea how to consolidate Ford's future efforts in manufacturing cars that conformed to the painful new realities all carmakers faced.

The Regulators and Regulations
It was a very pivotal year, 1970. It changed the face of the American road. Congress amended the Clean Air Act that year to establish air quality standards to protect public health -- setting parameters below the levels at which demonstrated health effects occurred. On April 22, 1970, "Earth Day" became a part of the American lexicon. It was a grass-roots movement born out of the late '60s protest movement focusing on clean air and water. Also, in 1970, the Environmental Protection Agency was established.
The Organization of Petroleum Exporting Countries (OPEC), founded in 1960, became aware of its influence on the economic interests of its customers. In 1970, they began raising the tax rate and posted prices of their products. And then there were the insurance companies.

Concerned with the rise of young drivers (under 25) and the increase of high-output engines with manual transmissions, some insurance companies jacked their rates into the stratosphere, while others freaked out and denied coverage altogether.
In November of 1970, Ford gained controlling interst of the Ghia design studios in Italy. Iacocca used this leverage to have the famed coachbuilder to build a concept for a new, smaller Mustang.

The Boss Is Lost?
The first generation Mustang got its last facelift in 1971.  It also lost two of its most exotic powerplants -- the Boss 302 and the heavy-metal Boss 429. Though those Boss engines only lasted two years, in the 1969 and 1970 models, they are truly legendary now 30 years later. In their place a Boss 351 was offered.
With a longer snout, concealed wipers, a new grille, flush door handles and an overall length increase of two inches over the 1970 Mustang, the design had become too large to be considered a "pony car" in many people's eyes. When compared to the 1965 model, the 1971 Mustang was five inches longer, plus it was wider and heavier. Its European styling still said Mustang, but it was viewed by most as a muscle car and not the sporty little pony car it had started as. The 1973 model was the last time the Mustang offered an engine larger than a 302 until 1995. And it was the last Mustang to offer a convertible until the 1980 model.
The Mustang added minor changes in 1972 and 1973, mainly in the options. Total production of 134,867 in 1973 was less than half of that of the 1968 model. When the 1974 Fords hit the show room the Mustang had changed, really changed.

From Lion to Lamb
The 1974 Mustang II officially ended one era in automobile manufacturing history and began another. Initially marketed as luxury sub-compact measuring 175 inches (seven inches shorter than the '65 and 19 inches shorter than the '73), the car eventually gained acceptance as an economy car with its base 2.3 liter four cylinder. The four bangers produced an abysmal 95 hp, while the optional 169 ci two-barrel six cylinder upped the ante to an only slightly better 105 hp. The famous Mustang logo on the grille was even different. The original pony car featured a "pony" at full gallop. The Mustang II, true to form, had a logo in which the horse seemed to be trotting. Like the original 1965 Mustang, this was a car designed to be practical and affordable. There was the base model, which offered good handling and a touch of luxury, priced at a mere $2,895. The good-looking Mustang II Ghia notchback offered more distinctive luxury -- there was lots of leg room in the comfortable front seats. Finally, the three-door hatchback Mach I was a sportier-looking car, though it lacked sports-car power. The cars logged 20.72 and 19.47 mpg respectively when tested by Motor Trend in December 1973.
What astounded many was the sales figures the Mustang II recorded. Snubbed as a cheap knock off (it did retain some basic styling of the original Mustang), Ford sold 338, 136 of the 385,993 Mustang IIs produced in its first year. Motor Trend magazine named the Mustang II "Car of the Year."

Let's Dress This Baby Up
The 1974 Mustang II did offer options to the buyer. The car came in a two-door hardtop coupe, a three-door fastback, a two-door Ghia and a two-door Mach I (which was phased out on the Mustang II after '74). There was the Convenience Group which had dual color-keyed remote control door mirrors, right visor vanity mirror, rear ashtray, and day/night mirror among other features. They offered the Luxury Interior Group, the Maintenance Group, the Light Group and the Rallye Package. The available packages and individual options did change frequently from year to year.

The Pony and the Pinto
One of the big raps against the Ford Mustang was its relationship to the pint-sized Pinto. The Mustang II suspension is based on Pinto components (likewise the original Mustang was based on the Falcon). The subframe and front suspension parts of the Mustang II are identical to the Pinto. The Mustang II had a unitized body, which utilized a front subframe, cradling the engine and transmission. The Mustang II had an insulated subframe that used six rubber-washered mountings to cushion it from the main platform thereby reducing vibration. Imagine, if you will, a muscle car enthusiast's dismay when he learned that the legendary nameplate shared parts with the little-respected Pinto. It's like swapping parts between a Camaro and a Vega (even though many of their steering components were interchangeable). In reality, about 10 percent of the chassis parts -- front wheel spindles, brake discs and brake master cylinder, universal joints and others are common among Mustang and Pinto. If you compared another Ford product, the Thunderbird, with the Ford Torino you'd see about the same percentage of parts being used between the two. Yet most guys never accused the boat-sized T-bird of being a re-skinned Torino!

Snake Bite Proves Healthy
When the Mustang II finally tucked a V-8 under its hood it recaptured a fraction of the allure of the original pony car. This was done by introducing the Cobra II and, to a lesser degree, the Mach I and the Stallion option packages. A closer look reveals, however, the Mustang II wasn't allowed to get too venomous. In 1975, the pokey 122 hp V-8 was tucked under the hood. The horsepower increased the next year as the Mustang's 302 V-8 produced 139 hp. Also in 1976, in an effort to rekindle the Shelby Mustang magic of 1965, the Cobra II package was installed by Motortown Corp. They dressed it up with stripes, spoilers, louvers wearing snake emblems, interior door panel emblems, and the signature grille snake emblem. A total of 25,259 Cobra IIs were sold in America's bicentennial year, 1976. Ford was dutifully impressed by that successful sales figure. Cobra II's were factory produced in 1977-78. There were several differences between the Motortown Corp.'s '76 Cobra and the '77 and '78 factory model Fords, most of them were cosmetic. Outside, a wider stripe pattern was used along the sides of the car. More color options were included, too. In 1976, the Cobra II could be purchased in white/blue stripes, blue/white stripes and black/gold stripes. In the final two years, the blue and white Cobra II was eliminated but white/red stripes and white/green stripes were made available. Inside, the '77 and '78 trim on the instrument panels and brake handle was changed to black. The steering wheel, a two-spoker in '76, became a three-spoke wheel.

So Then What Happened?
The often-maligned Mustang II's demise came just about the same time as Iacocca's at Ford Motor Co. As president of the company, Iacocca was at odds with CEO Henry Ford II, the grandson of the company's founder. Ford had established the new position of deputy CEO and had given it to Philip Caldwell (who went on to succeed Henry II as chief executive). Iacocca had hoped to someday be the first person outside the Ford family to head the automotive giant, but to no avail. Caldwell's ascendancy signaled that he was heir apparent, not Iacocca. In July 1978, Iacocca was unceremoniously "fired" by Henry Ford II.
The Mustang II began to lose favor as far back as 1975 in just its second year, when sales slipped dramatically and Ford design teams were beginning to develop a new platform -- the "Fox body" chassis which began with the 1978 Fairmont. Also, new government regulations, the Corporate Average Fuel Economy (CAFE) laws written by Congress, were to take effect in 1978. The CAFE standards rose for passenger cars for model years 1978-1980 and called for an eventual doubling in new car fleet fuel economy. In 1974, American passenger cars averaged 14.8 mpg; the new law required an average of 18 mpg in the 1978 model year and required an average of 27.5 mpg on the highway by 1985. The modestly popular Mustang II didn't fit Ford's long-range planning in that regard.

When the automaker introduced the Fox-body Mustang in the fall of 1978, it was a midsize automobile with an overall length of 179.1 inches. Though longer, it actually weighed less than the Mustang II due to advancements in the mass weight of production materials. It also got up the road quicker due to that fact, plus it was more aerodynamic. The new Mustang's final design came from the team headed by Jack Telnack, and including Fritz Meyhew and Dave Rees. Though the new Mustang enjoyed a sales increase of approximately 140,000 vehicles, its sales figures also slacked off over the years like its predecessors -- the legendary original 'Stang and its "lost pony" follow-up the Mustang II.

Harry

binnenkort meer over mijn Mustang II Twin Turbo project....

Als jouw Ghia dan net zo wordt als die II op jouw avatar, dan hou ik me hart vast, haha...

...hahaharry

aan mijn kant was/is het ook stil geweest. Maar dat heeft rpesoonlijke redene.

Nu ik weer wat meer tijd heb en kan besteden aan mijn II-tje zal ik ook wat gaan posten.

FF vraagje tussen door wiol mijn auto roest vrij en laten spuiten maar ben nog steeds niet uit aan de kleur. Iemand suggesties??

Maikel

Mustanghenkie schreef:Zeg Harry. Ik bespeur toch enige opruiing van jou kant binnen de Mustang gelederen. Als Mustang I rijder kan ik dat natuurlijk niet over mijn kant laten gaan. :roken: :2gun:

Maar was er niet iemand 2 dagen terug die zijn Mustang II wilde verkopen, is een topicje van hoor. Misschien is dat wat voor Mustangpatje.

mijnes staat for sale jammergenoeg en de andere ford ook