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The Story of the Original Mustang: The Final Three Model Years (1971–1973)

The series dedicated to the first-generation Ford Mustang draws to a close with an overview of the 1971–1973 models. The iconic pony car would become bigger and heavier yet again, but this time the change didn’t meet expectations. Coupled with changing emission regulations and the beginning of a troubled era for the U.S. economy, the redesign would eventually lead to the downfall of the original Mustang.
1971 Ford Mustang Mach 1 16 photos
Photo: Ford Motor Co.
1971 Mustang SportsRoof1971 Mustang SportsRoof1971 Mustang SportsRoof 429 SUper Cobra Jet1971 Mustang Mach 11971 Mustang Mach 11971 Mustang Mach 11971 Mustang Hardtop1971 Mustang Mach 11972 Mustang Hardtop1972 Mustang Grande1971 Mustang Boss 3511971 Mustang Boss 3511973 Mustang Mach 11973 Mustang Sprint Convertible1973 Mustang Convertible
In the early seventies, the pony car segment was beginning to crumble due to stringent emission standards and exorbitant insurance premiums.

Despite this, the second extensive redesign of the company’s popular sports car would go on as planned. Greenlighted by now ex-Ford president Semon "Bunkie" Knudsen in 1968 and drawn up by Gail Halderman, it was introduced in late August 1970 for the following model year.

After becoming president of Ford Motor Company a few months later, Lee Iacocca commissioned the creation of the Mustang II, which would become smaller and more economical. Thus, the final iterations of the first generation would not benefit from much attention from the development team.

1971: The Last Major Redesign of the First Generation

1971 Mustang Mach 1
Photo: Ford Motor Co.
The upgraded Mustang maintained a basic resemblance to the past models, yet it was noticeably different. It was heavier than ever before and arguably uglier.

For the first time, the wheelbase was extended by one inch (2.54 cm) as it had to gain width and length to accommodate the 429 engines better. The new range-topper was the 370-hp 429-cu in (7.0-liter) Super Cobra Jet version of the 429 Boss powerplant introduced in 1969. The latter was discontinued, along with the 427, the Boss 302, and the 200 six-cylinder. The 250 inline-six was now the standard Mustang engine.

Apart from the Super Cobra Jet available in stock and ram-air versions, the V8 offerings consisted of the now-underpowered 302 Windsor and four 351 Cleveland variants, with outputs that ranged from 240 to 330 hp.

1971 Mustang SportsRoof 429 SUper Cobra Jet
Photo: Ford Motor Co.
The most powerful of the 351s now stood under the hood of the Boss model. With no Shelbys around, it became the top performance model of the nameplate. It was equipped with a competition suspension, a four-speed gearbox with a Hurst shifter, and power front disc brakes.

Next came the Mach 1, which customers could get with any of the available V8 engines. The blacked-out hood with motorsport-inspired locks was now moved to the Boss 351, and this model received a body-color version that came with a wide black stripe. Also, the Deluxe interior was not offered as standard anymore, but as a $130 option.

The upscale Grande model returned and continued to offer many luxury options such as a vinyl roof, plush interior with premium cloth-upholstered high bucket seats, or a deluxe two-spoke steering wheel.

That year, 149,678 units were sold, a 36% drop from 1970. It was mostly due to the unsuccessful redesign, which saw the models gain 400 pounds (181 kg). With the added weight, most of the V8s were now underpowered, and the Mustang became pretty dull. As a result, customers were starting to avoid these slow gas guzzlers in favor of smaller, more fuel-efficient cars.

1972-1973: The Fall Into Obscurity and the End of a Legend

1972 Mustang Grande
Photo: Ford Motor Co.
Ford managed to be so successful with the Mustang brand during the ‘60s by listening to what the market demanded. However, the ‘70s saw a shift in strategy that ultimately proved unsuccessful.

The 1971 redesign was a prime example of that. As we saw above, the added weight, dull exterior styling, and lack of any major engine improvements led to poor sales figures.

Sadly, due in part to stricter emission regulations and the troubled economic landscape, the following two years didn’t bring new hope for the iconic pony car, as it continued to slide into anonymity.

1973 Mustang Convertible
Photo: Ford Motor Co.
In 1972, the Boss model was dropped from the lineup, along with both versions of the big-block 429. Weighing a little over 3,500 pounds (1,587 kg), the car now came standard with a 98-hp 250-cu in (4.1-liter) six-cylinder.

The base V8 was a 136-hp 302 Windsor and the 351 Cleveland units made 168 hp with a two-barrel carb and 248 hp with a four-barrel version. A mid-year upgrade saw the introduction of a 266-hp 351 Cleveland HO powerplant, but it was too little, too late.

For 1972, the standard six-cylinder and the 302 gained 3 hp and 4 hp respectively, while the 351 HO was withdrawn. The two-barrel 351 now made 177 hp, and its four-barrel sibling was pushed to the same power output as the now-defunct HO, so the Mustang was as boring as ever.

1973 Mustang Mach 1
Photo: Ford Motor Co.
If 1969 was the best year for the variety of performance models, the final two years of the first generation left the Mach 1 as the sole option. Since the available engines were grossly underpowered, the Mach 1 was obviously unappealing. A little over 50,000 units were sold between 1971 and 1972, a huge drop compared to the 72,458 cars sold in 1969.

Ford continued to offer the luxurious Grande and added a limited-edition model called Sprint in February 1972 to try and spice up the lineup. It was designed to promote the 1972 Olympics and participate in the Washington D.C. Cherry Blossom Parade. Customers could choose between two packages that came with unique paint jobs and included the optional Exterior Decor Group.

Overall, 259,960 Mustangs were produced in the final two years. To put it into perspective, between late August 1964 and July 1965, more than twice as many were built.

1973 Mustang Sprint Convertible
Photo: Ford Motor Co.
The 1973 car was 12.2 inches (31 cm) longer and 5.9 inches (15 cm) wider than the original model released in April 1964. It was also 4 inches (10 cm) taller and 575 pounds (261 kg) heavier. That was a 22% weight increase, and it came with no significant increase in power.

Even though the first generation’s story doesn’t have a happy ending, it remains one of the most fascinating in the history of the automotive industry. The original Mustang and its many variations succeeded in creating a new breed of cars that have since become legendary.

Although the subsequent two generations had little in common with their ‘60s and ‘70s counterparts, future modern iterations would be heavily influenced by them, reclaiming the aggressive, high-performance attitude for the Mustang nameplate.
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About the author: Vlad Radu
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Vlad's first car was custom coach built: an exotic he made out of wood, cardboard and a borrowed steering wheel at the age of five. Combining his previous experience in writing and car dealership years, his articles focus in depth on special cars of past and present times.
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