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<br>Marketers had put a Roman numeral on the 1974-1978 Ford Mustang II to emphasize just how different it was from previous Mustangs. For the same reason, they removed the suffix when they launched the new generation with the 1979 Ford Mustang. To drive home the point that this was a new Mustang with renewed spirit, they also came up with a [https://www.bing.com/search?q=freshened%20running&form=MSNNWS&mkt=en-us&pq=freshened%20running freshened running] horse emblem that looked more like its muscular old self. The car attached to it looked nothing like any Mustang before. Clean, taut, and crisp, it combined the best of American and European design thinking, yet had a uniquely "Mustang" kind of sporty elegance. Admittedly, some old shortcomings remained: problematic handling, a less-than-ideal driving position, limited passenger room, and workmanship that didn't compare well with that of European and Japanese cars like the BMW 3-Series and Toyota Celica. But no car can be faultless, especially one so affordable. By almost any standard, the '79 Mustang marked a second revolution for Ford's pony car.This basic design would be good enough to continue without fundamental change for no less than 14 years, an eternity in the auto business.<br><br><br><br>Even more remarkable, a subsequent retooling enabled it to ride on another 11 years -- and outsell its two remaining rivals along the way. Dearborn Changes CourseThe '79 Mustang was the result of a bold decision taken a good six years earlier. Even before the Middle East oil embargo, Detroit began to realize that many of its cars had simply grown too big. With Washington's endless stream of safety and emissions rules, the Big Three began to wonder if fuel-economy standards wouldn't be next. Indeed, April 1973 ushered in a new mandate for vehicle window stickers showing mileage figures for city and highway driving as calculated by the recently established Environmental Protection Agency (EPA). The numbers weren't very accurate at first, but the implication was clear. Then the gas crunch hit. Mustang's needs as a sporty, agile, European-style product… We said, okay, we're going to have a series of cars off of a platform as yet undefined, and what should that platform be?<br><br><br><br>We decided first off that it was going to be a sporty platform, because we knew the focal point of it was really Mustang. Anything we did…to help the Mustang would probably benefit any other car we took off of it. Though all this added a sizable $1.4 million to total program cost, all involved agreed it was justified. Witzenburg noted another advantage of Telnack's change: Drivers could see four-feet closer to the nose than in a Mustang II. Also helping "aero" -- and looks -- were a modest lip on decklids, a curved rear window on the notchback, a small spoiler built into front bumpers, and Mustang's first rectangular headlights (newly allowed by Washington), a quartet that also helped slim the nose. Telnack recalled, "but we weren't accepting anything on this car as gospel." That included traditional Mustang styling signatures like the galloping grille pony and C-shaped side sculpturing. The latter was abandoned for smooth, slightly curved sides, while the horse was maintained in a small "pony tricolor" logo for a circular hood medallion just above the grille.<br><br><br><br>The [https://slashdot.org/index2.pl?fhfilter=applied%20rear-roof applied rear-roof] slats hindered over-the-shoulder vision, but they weren't Telnack's idea. Indeed, he directed his team to always be mindful of the "form follows function" ideal. It's worth noting that the drag figures Telnack cited were good for  [http://shinhwaspodium.com/bbs/board.php?bo_table=free&wr_id=4239774 Visit Prime Boosts] [http://ptshow.xyz:8418/maurinewolcott Prime Boosts Reviews] Pills the time but would soon seem mediocre. The Fox-based 1983 Thunderbird, for example, arrived with an altogether more impressive Cd of 0.35. While the difference may not seem dramatic, it represents a reduction of more than 20 percent, and shows just how quickly standards can change. Incidentally, Telnack directed that effort too. In the end, the '79 Mustang was some 200 pounds lighter on average than Mustang II despite being slightly larger in every dimension. Keep reading to learn how Mustang designers explored the use of lightweight materials to enhance both fuel economy and performance. Want to find out even more about the Mustang legacy? Saddle up for the complete story of America's best-loved sporty car.<br><br><br><br>How the Ford Mustang Works chronicles the legend from its inception in the early 1960s to today's all-new Mustang. With Lee Iacocca back in the saddle, Ford's pony car revisited its roots in the mid '70s. Learn about the dramatically smaller, lighter design of the Mustang II in 1974-1978 Ford Mustang. When the going gets tough, the tough go racing -- or so said the new hard chargers who took command at Ford in the early '80s. Learn more in 1982-1986 Ford Mustang. The Ford Mustang is central to America's muscle car mania. Learn about some of the quickest Mustangs ever, along with profiles, photos,  [https://safeareamain.com/bbs/board.php?bo_table=free&wr_id=78110 Prime Boosts Official] and specifications of more than 100 muscle cars. A significant new plastics technology appeared in color-keyed bumper covers of soft urethane made by the reaction-injection molding (RIM) process. HSLA steel was used for rear suspension arms and the number-three frame crossmember, while aluminum featured in drivetrain components and the bumpers of some models.<br>