1980 Ford Mustang Cobra

Now that everyone has had a year to get to know the new kid on the block of performance, it's time to dig up the answers to some burning questions. Such as Ford Mustang is this the shape of things to come in performance? And if so, do we like what the future holds?

You readers certainly wasted no time this Mustang welcomed into the fold by voting the most significant new car for 1979. Public purchases internal seconded by ordering more Ford Mustangs and Capris could build. For summer, we had a very good idea why. The Capri held its own against the best competition America, Europe, and Japan had to offer in our "Fuel-Crisis Fun" comparison in July, and the exact same car built a strong second in this month's "American Best-Handling Car "confrontation. So all current estimates, the Mustang / Capri best thing that ever happened to American performance from overhead valve is.

But it has some staying power, or was the Mustang just a flash in the pan first year, a windfall by Ford? The best way to find out is to take an early look at what 1980 has in store, which is exactly why we have tested this Mustang Cobra before the paint dries on prototypes of new models.

One thing is certain: the planners and engineers at Ford of non ROCK back in his executive chair and leave well enough alone. The Mustang and Capri are adjusted and fiddled with the top down. You will have no trouble recognizing 1,980 versions, but there are plenty of minor adjustments to fret over and cheer or complain as you see fit.

First the bad news: it has been the great engine. We say "great" with tongue planted firmly in cheek as 302 cubic inch V-8 1,979 life with a straw sucking two throats just was what was said about the muscle bound. However, the plan this year is a smaller cylinder bore and less scrolling to squeeze one more mile per gallon of gas precious. The new, 255-cubic-inch (4180cc) V-8 also cut 25 pounds of weight out of front-end. What it costs is about ten horsepower compared to 140 hp net power of 302 V-8. Ford says the change brings an improvement in fuel economy of 1.2 mpg.

That is fair enough, given the pressures of the day, but there are a little harder to justify to public loss performance Mustang. It was scrapped The V-6 midyear. Although it offers the best balance between all engine options power-to-weight, Ford of Germany could not supply sufficient to justify V-6 emissions certification. We have driven a car with replacement of V-6 (200 cubic inch inline six), and found it was a real locomotive for low-end torque, a threshing if you push it beyond 4000 rpm.

Right here we suggest you forget about all the engines, but the new V-8 in the Mustang and end this road test, but it is not so easy. A four-speed transmission was not bolted to the V-8 in the Mustang '80, so it's impossible to have your torque and use it well. The Ford distributes Ford also removed. Which brings us to the four firecrackers, exactly what the company had in mind first. Best Idea fleet will deliver 20 mpg by 1980, and the Mustang / Capri must do their part, we are ready for maximum efficiency or not.

As we are gently supported in this corner, you might as well cancel the normally aspirated four as an output. It is strong for his size, but only small to pull about 3,000 pounds with any show of enthusiasm.

So, assuming you're a crazy car red blood changes by itself, enjoying a casual adventure on top of the engine speed, and hopes his Mustang clicking heels in response to a snap of the reins, their options are limited. To one. The only engine of Ford comes even close to delivering on the promise of last year's performance. . . a pause of short trumpet fanfare, please. . . the turbo 2.3.

If you enjoy living with turbochargers or not, you might as well get used to it. These small turnstiles soon be pumping any blood pressure is not left in cars. It's happened here: the 2.3 turbo is the only way to buy a Mustang in 1980 with the heart.

The hardest thing to face future shock is that this car is not fast. Our test car huffed and puffed but could not break the barrier of ten seconds for zero to sixty times. He managed to get above 80 mph in the quarter mile, but turbo lag on the way the process was extended to a boring place 18.2 seconds.

This should show that there is no power under the hood, but it takes much more than worth a quarter-mile of patience to let it out. Ford turbo boost is tuned for high rpm. At low speeds, suffering from small-displacement-usual big-car syndrome are all familiar with: it feels like a millstone had been tied to the ceiling. To get rid of the ballast, you have to keep your right shoe locked to the floorboard therefore the turbocharger and the engine have time to turn a lot of rpm. With three of the largest in the tachometer, things begin to happen, at first gently, then harder than small motor waves in a medium - sized one. Once you are on the rise, emotion hard to redline of 6200 rpm, and if you follow revolutions and hurry their shifts, can move quickly in a turbo Mustang. There is a symphony Diablo soundtrack under the hood strong enough to drown the pain of hard rock 60 watts, "but the 1980-edition turbo engine does produce horses of force proportional to this racket.

For 1980, engineers have not bothered looking for more movement, but have covered his tracks again to make the system work better in the turbo everyday use. Weak links have been fixed, and certain refinements lost in the initial race to supercharge the Mustang has been tuned. Engineers say it is better cold start and high altitude compensation improve during 1979. The fan is driven electrically to save energy during acceleration and do a better job of managing water and temperatures under the hood.

The detonation of high speed was a problem whim in 1979, and although we noticed again in this test car, engineers insist on a solution he is at hand. Promise that 1,980 production cars will not rattle at all. (Interestingly, Ford experiments with GM knock sensor / spark retarder have not yet borne fruit. Type The effort continues, however.)

Although the Mustang turbo is a bitter pill to swallow in its new low-power, there is a layer of caramel class. Several improvements for 1980 have done what is wrapped around the significantly more delicious than last year motor. For starters, the Indy pace car-parts have been used to sweeten the Cobra package (includes all haberdashery hot-shot more TRX suspension, 2.3 turbo engine, alloy wheels, rear drum brakes, aluminum and tuned sports exhaust). To replace JC Whitney-looking hood scoop last year, a new wedge on the carburetor going edge of the Mustang to the base of the windshield. IMSA style a front and a rear spoiler skirt tune aerodynamics, while a pair of Marchal driving lights shine from deep holes in the nose cone of the Mustang. Fortunately, packers graphics options have remained hood super-snake a separate check in the order blank, so you do not have to flaunt false bravado, if you do not mind.

Inside, the improvements are even more significant. Door handles have been moved from the ground level to the upper corners ahead of the doors, where they belonged in the first place. And in an unprecedented move in the annals of American automaker Ford manufacturing genuine Recaro seats added to the list of options. The engineers complained about how terrible seats manufactured in Ford Mustang resulted in the time of introduction a year ago; we agreed wholeheartedly, but we never expected such a fast effective solution. Seats are essentially N-wide Recaro models, open mesh headrest, infinitely adjustable backrests and upholstery material Ford himself. (Reports later said the hallucinogenic pattern used both in the replica pace car and prototype 1980 show will be replaced by a look of fainter corduroy.) In any case, these seats Recaro are easily worth the price of admission . But be prepared for a lot of late dinners while looking for the long way home from work only to maximize his time in the chair.

Mustang fundamentals are essentially intact for 1980. Customers bought the expensive but effective TRX suspension of handling mass last year, so it has been left alone except for some minor clash ReValving for driving. TRX as good as the concept is, still would appreciate less understeer, more responsive steering and better location of the rear axle Mustangs and Capris. Do not expect any change soon, however, because at this time the engineers are quite happy with what they have wrought. There Fairmont police components (larger stabilizer bars) outstanding allowing subtle changes character Mustang in the privacy of your own garage.

Ford has refined detail lucky for you is the front-rear balance brake. It was a country mile in 1979 (too much rear brake), and corrections have cut about 30 feet from seventy to zero braking distance.

The latest good news is that we have a five-speed transmission is on the way for the Mustang and Capri. Both normally aspirated and turbocharged four-cylinder engine cars will benefit, although you will not see the new gearbox before mid-year.

Like it or not, the Mustang Cobra is the state of Made in USA performance art. Power is out of fashion, acceleration is fading as we see, but for once we will be getting something in return for the sacrifices. The law of the land promises phenomenal performance gasoline. And the new Mustangs, slower being packed with every imaginable maneuver anti-boredom from turbos AiResearch Marchal driving lights, for a couple of Ford engineers and planners who appreciate cars as much as we do. I just hope to stay in power longer than the Mustang did.