[Editors Note: This article originally ran in the November 2015 issue Grassroots Motorsports.]
For decades the Fox-body Mustang has served as a cornerstone of our scene. Go to any motorsports event and you’re just about guaranteed to see these ubiquitous Fords. The general public, from groders to street racers, has been equally smitten.
Hate to break it to some of you, but those Mustangs date back further than you may think. When the Fox-body Mustang made its debut for the 1979 model year, we lived in a different era: The U.S. and China had just opened diplomatic relations, the Space Shuttle hadn’t yet escaped our atmosphere, and “The Dukes of Hazzard” was the hottest thing on TV. On the sports car front, you could still buy a brand-new MGB or Triumph Spitfire.
While the later half of the ’70s wasn’t exactly kind to performance cars, that new-for-1979 Mustang showed enthusiasts that performance wasn’t dead. Performance might have been taking a breather, but it wasn’t down for the count.
The Mustang’s top engine that year was a 302-cubic-inch V8 making 140 horsepower. Looking for the high-tech alternative? A 132-horsepower, 2.3-liter turbo four could also be fitted. (Remember, this is from a time well before the factories were unleashing 707-horsepower Hellcats and 580-horsepower Camaros.)
Shoppers could also choose from three body styles: convertible, two-door coupe and three-door hatch, the latter with optional, super-snazzy T-tops. Performance numbers would improve as the Mustang entered the ’80s: better heads, an improved camshaft and fuel injection gave the Mustang’s V8 engine 210 horsepower by 1985. Ford offered the optional Mustang SVO for the 1984-’86 model years, with its turbo 2.3-liter four eventually producing 205 horsepower in stock trim.
The Mustang got a big facelift for the 1987 model year: smoother nose and, on the GT models, totally cool side skirts featuring fake brake scoops. The big news could be found under the hood: Even better cylinder heads and pistons bumped the V8, now known as the 5.0, to 225 horsepower.
Where Ford limited the GT package to the convertible and hatchback body, the 5.0 engine and five-speed box could also be fit into any of the downmarket LX models, including the unassuming notchback. Suddenly we had a sleeper–pretty much the same recipe favored by countless highway patrol departments. Aside from the rare, high-output Cobra and Cobra R models sold during the final year of production, the Mustang carried on relatively unchanged through the end of the 1993 model year.
Thanks to the performance offered at a very fair price, Ford sold a metric ton of these Mustangs. While the supply once seemed unending, prices have been ticking upward. Hagerty, in fact, shows an $18,000 value for a Vanilla Ice-approved 1987 Mustang GT convertible, a 50-percent increase since the fall of 2012. At the other end of the spectrum, craigslist still contains a supply of project starters for less than a grand.
Flim Flam Speed & Custom’s Kevin Adolf has been working with Fox-body Mustangs seemingly forever. He says he knows them “way too well.”
Only a few big changes were made throughout the 14 years of Fox-body production, but I would say the 1992 Mustang GT is the best year to buy. It was the first year of clear coat and the last year of forged engine internals, so it has best chance of staying pretty on the outside and making safe power under the hood. All Mustangs before ’92 wore single-stage paint, and in 1993 the pistons went to the weaker hypereutectic versions.
If performance is more important to you than a pristine paint job, any 1989-’92 car would be what you’re looking. Their mass-airflow systems are easier to modify and tune than the speed-density systems found in the pre-1989 cars.
Fox-body Mustangs will definitely show signs of rust in a few common places. The inner fender aprons, bottoms of the doors, and areas covered by the GT body kit are known to collect the moisture, leaves and road grime that lead to rust. Cars delivered to areas that see winter weather were commonly undercoated, but that didn’t make them rustproof.
Failure points to look for specifically are the areas of the rear suspension where the control arms connect to the chassis–more notably the “torque boxes.” A Foxbody car that’s been driven rather “spiritedly” will show twisting and possible tearing in this area.
Door sag is also a very common annoyance. The bushings in the door hinges wear out, which eventually causes the plastic insulator on the door striker to break, leading to a hard-to-shut door. You’ll know it’s a problem when you open the door and it instantly pops out and down. Plus, shutting it properly will usually require a solid slam.
In 2015, the aftermarket for a 22-plus-year-old car couldn’t be stronger. The same companies that were around when these cars were brand-new still provide support for the chassis and the 5.0-liter powerplant. You also have countless new companies dedicating tons of their business to keeping Fox-body Mustang owners well supplied with tons of different aftermarket parts. From suspension upgrades that completely reengineer the stock suspension geometry to support for swapping in a more modern drivetrain (such as a Coyote engine), there’s no limit to what you can do with a Fox-body Mustang today.
Full-length subframe connectors are without a doubt one of the most important upgrades you can make to a Fox body.
If you want to start with only engine bolt-ons, then the usual heads, cam and intake are the biggest three. Getting rid of the heavy restrictions of the stock intake manifold, small camshaft and stock E7 cylinder heads means big gains in the horsepower and torque departments. Of course, some supporting modifications are needed to make sure all this new air is matched with fuel to ensure a safe tune.
The most logical next step is to open up the exhaust so all that air can escape. A nice set of long-tube headers and a catted X-pipe gives the 302 a nice bark and tons more power.
Aside from engine modifications, stepping up the rear gear ratio is a very good idea. Some of these cars came with a 2.73 rear ratio, so a jump to a 3.73 or 4.10 makes them feel like they’ve gained 100 horsepower. The seat-of-the-pants difference is huge in every gear.
Planning on upping the horsepower or taking your car to the track? You’ll definitely want to upgrade to rear disc brakes. To take it further, use this opportunity to easily upgrade to fivelug wheels and increase your front brake size.
A very common brake upgrade is to install front spindles, hubs, two-piston PBR calipers and 13-inch rotors from an SN95 Mustang Cobra. Running these larger brakes up front will most likely make you upgrade to 17-inch wheels, but there are some select 16-inch wheels that fit if you’re lucky.
The rear-disc conversion is equally easy whether you stick with four-lug wheels or upgrade to five-lugs. It’s just a matter of buying OEM Ford parts from the models and years you want. It all bolts together like it was meant to be there. A few companies have already packaged together everything you need, and with a click of a mouse button it can all ship to you. You can install it on your car in a few hours with tools just about everyone has.
In reply to David S. Wallens:
My one, and only new car purchase... it was mid model year 1980. I came into a small amount of cash, and I decided to buy a new car....
Cars on the list came down to an overpriced leftover Mustang Indy Pace car, or a Capri with a few special ordered bits....
The Ford dealer wouldn't budge, so I ordered the Capri... Recaros, no A/C, TRX wheels/tires/suspension. Soon to be mods included running the Ferrari TRX tire (220, instead of 190), Koni Reds, Racer Walsh sway bar kits, and a Racer Walsh adjustable boost kit... 132 hp... HAHAHA, closer to 170 with water/alcohol injection 
Ford built the engines with undersized pistons (dumb) many of those early turbo engines failed... I had 2 fail under warranty. An engine fire was what eventually led to its sale. 
Funny, I just drove an 86 5.0 GT the other day. Fun car, way smaller than I remembered them. Unfortunately the one I was looking at was a little too rough even for me. The word is out and prices on these are going up quick.
For years we pretty much took these cars for granted. There will always be a never-ending supply, right? Now, yeah, it's getting hard to find a good one, especially a 5.0/5-speed.
I was gifted with three AX runs in a students 87 GT. It was a perfect survivor car, 45k miles and immaculate. On the stock size (and hardness) tires it was brilliant. Good power modulation. Great steering. You could hang it out and just hold it with power as long as you wanted. One of my favorite cars that I've been allowed to drive.
And no, it wasn't fast, but I didn't care in the least.
Great article! I own a mint, low km LX5.0L Notchback with windup windows and no AC. I love it, drive it on Sarurdays and autocross it on Sundays. Each year I own it I intend to upgrade it, but keep all the stock bits, just in case I do get a crazy offer for it. Last year I bought a used Corbeau race seat, rims and Dunlop Dirreza's. This year I want to do a 3:55 rear end, shocks/springs and rear disc brakes. Everything is just a click away on the computer, there's so much stuff out there for these cars. In my younger years I always had F body (Firebirds) and did my fair share of looking at these foxbody tail lights. I'm hoping I can keep it so my son and daughter can drive it, few years to go yet.
There is something just so right about a notchback 5.0 Mustang. Thanks for sharing.
I hate that I can't keep from doing this, and I know I'm over sensitive to the subject because I drive a Fairmont, but...
Why do people keep calling them Fox body (or Foxbody)? It's the Fox chassis people! Ford never used body codes (like a GM F-body or a Mopar B-body). The body parts of a Mustang do not fit on the other Fox chassis cars without modification. Other Fox chassis cars include the (Ford/Mercury) Fairmont/Zephyr ('78-'82), Thunderbird/Cougar ('80-'88) LTD/Marquis ('83-'86), and Granada ('81-'82), as well as the Lincoln Continental ('83-'86) and Mark VII ('83-'93). I realize that it just rolls off the tongue, but can't we please acknowledge the other equally good/bad Fox cars, and the adaptability of the platform?
All right. I'm done.
I love the fox platform. Ive owned 302 cars and a few i 2.3t swapped. The foxbody was a huge help in keeping the aftermarket alive, so many people stuff whatever motor they like in them for stock suspension drag racing. Its made cheap parts cars hard to find!
It was used in so many models that makes it fit all kinds of needs. Family outgrew the notchback so i found a wagon. It covers my wagon love and my favorite platform!
I agree, but I may be biased
If you spent your early driving years in the mid 70's to mid 80's like I did, the Mustang 5.0 GT was the first non-pathetic, attainable and practical thing to come to the market. I always wanted one, but I never got it (until last year).
I also love them for perpetuating an essentially endless supply of Ford 302 motors, (with decent EFI even!) to serve as donors for whatever craziness the collective spits out.
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