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Of course, it helped greatly that an economic recovery took hold in 1982, boosting personal income even as inflation, interest rates, unemployment, bangkok riverside condo for sale and especially gas prices all came down. Even as it got better and better, Mustang increasingly seemed a relic of Ford’s past — and ever more dated next to newer sporty cars. This not only involved more power almost every year but also new features and options, plus much improved workmanship.Yet the more things stay the same, the harder they can be to change, to paraphrase an old saw. As we’ve seen, Ford also helped Mustang’s cause with the same sort of relentless refining that Porsche used to keep its Sixties-era 911 sports car so evergreen.
Many people thought the new GT either too ugly, too outlandish, or both, which must have dismayed Jack Telnack. Others simply preferred their V-8 in the quieter-looking LX because it was less likely to be noticed by the law. Ford claimed 0-60 mph took 6.1 seconds with manual shift, and most magazine tests got close to that. LX or GT, the fortified small-block delivered straight-line performance reminiscent of the good old days. Besides, it cost less that way. Obviously, new technology was allowing Ford (and others) to deliver the kind of performance that had previously been achieved only through big displacement. For example, to get around 225 net horses in, say, a ’72 Mustang, you had to order an optional 351 V-8 rated at 168-275 net horsepower.
A big surprise was deletion of the 3.8-liter V-6, leaving a huge power and performance gap between the four and V-8. Ford did, only a lot of them were LXs with an $1885 V-8 package that also included the GT’s uprated chassis and tires. In fact, demand for 5.0-liter LXs proved so strong that Ford ran short of engines during the ’87 season. Buyers were told that if they wanted a V-8 Mustang, it would have to be a GT. There were reasons for this.
Curb weights did change, for the worse, adding about 100 pounds on average. LXs remained more visually restrained than GTs. GTs wore sculpted rocker-panel skirts that looked like the add-ons they were, plus a dummy scoop ahead of each wheel, a burly spoiler on the hatchback, and busy “cheese-grater” taillamps instead of the LX’s simple tri-color clusters. Below was a body-color bumper with integral spoiler and wide, black rubstrips that wrapped around as body side protection moldings to a color-keyed rear bumper. Their grille, for instance, was a simple slot with a horizontal bar bearing a small Ford oval. At least the grille-less GT face was aggressively handsome — rather like the SVO’s, with a wide “mouth” intake in a forward-jutting airdam with flanking round foglamps.
But Japanese engineering? No way! Mustang was an all-American icon. Front-wheel drive may be OK for little econoboxes, but real performance cars put power to the pavement with the back tires. And looky here, Ford. Dearborn got the message and released the “626 Mustang” (which Mazda sold as the MX-6) as the 1989 Probe (named after Ford’s recent series of aerodynamic show cars). How dare they put the name on a “badge-engineered” import.
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