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'75 NEW CARS MUSTANG V8 More muscle for Ford's new pony. By John Lamm FIRST DRIVE TEST The whole affair was frustrating. We had waited a year to get hold of a real production Mustang II V-8 and now that we had one, here came the rain. So while the first drops splattered on the windshield, we hurried out in a 1975 Mustang II Mach 1 V-8, complete with catalytic converter, to the handling course at Ford's Dearborn test track. The word that came to mind when driving this new model was "finally." Not just relief at getting the car, but at the Mustang II finally getting a V-8. The engine used is the 302-cubic-inch version with two-barrel carburetor and single exhaust. No 1975 horsepower figures are available as yet. But it is enough, as even those of us involved with Mustang II as Car of the Year admitted that it could have used a quicker engine option. With the gas crunch of the last year, the V-8 option wasn't missed in the 1974 Mustang II, but it would have been in 1975, particularly with advent of the Chevrolet Chaparral V-8 coupe. Ours was a pre-production prototype, so we couldn't get too rough with the car or check 0-60 times, but we were able to drive it quickly. It doesn't feel as much like the original Mustang V-8 as it does the 1974 Capri V-6. Perhaps the contemporary environment and similar size of the new Mustang and Capri influence that comment, but that's the impression that surfaced. Luckily, we were able to drive both 1975 Mach 1 and '75 Ghia versions of the car. The former's suspension felt best with the V-8, more able to take advantage of the additional power. The Ghia owner might be just as happy with a V-6. Both cars were comfortable with the V-8 -- and with good reason. As suspected, the Mustang II was designed with the V-8 installation in mind. That meant minimal changes were needed to accommodate the larger heavier powerplant. Mechanically, it required revising the radiator support and moving that cooling unit three inches forward. The No. 2 crossmember and reinforcements were strengthened and in the suspension, the shock absorbers were retuned. Moving the radiator forward meant a few external changes to make room, the most obvious bringing the front grille out flush with the grille opening. The leading edge of the hood had to be raised about a half-inch. While they were fussing with the grille, Ford stylists enlarged the "eggcrate" design holes. In addition, there is a new "auxiliary four-gallon fuel tank" that comes standard with the V-8. Axle ratios on all Mustang IIs have been dropped from 3.55:1 to 3.00:1 for 1975 to further "improve" fuel economy. The V-8 will be available only with a three-speed automatic transmission and power brakes and steering. Don't lose heart, though, as there will be a Rallye package available just as with the original Mustang (when it was called the Rally Pac). The temptation is to compare the new Mustang V-8 with the original V-8, a comparison that anti-smog regulations have made invalid. In 1966 eyes, the new Mustang II V-8 would have been rated a bit slow. In 1975 eyes, it is one of the nicest packages around.  As appeared in Motor Trend, August 1974
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