Ford Problems

Aussies tend to keep their cars longer than those in other countries so they’re less influenced by automotive fashion and go for cars that will remain good looking over the long run. Although Ford had high hopes the Ka would be a winner when they launched the stylish little hatch here in 1999, it was always going to struggle to attract buyers when Ford priced it out of the main event.Ford hoped the Ka would win the hearts of the young and young at heart with its cute styling and European cache, but the small hatch market is the most price sensitive and competitive market segment of all and no amount of cute styling was ever going to win over buyers whose budgets stretched to $13,990 drive away and no further.Every carmaker has struggled when trying to convince hatch buyers to spend more to get a car that is better engineered, styled, built or whatever message their marketing whiz kids are pushing at the time. The reality is that if you don’t compete on price you’re pushing the proverbial up hill.Added to the Ka’s problem was that it came after the successful Korean-built Festiva and was perceived by many as a Festiva replacement. It wasn’t, the Festiva was typical of the hatches that occupy the bottom end of the market, and the Ka was anything but.Those dilemmas aside the Ka is an interesting little and is worth a look if you like the styling and are impressed by its European heritage.MODEL WATCHThe Ka was launched in the middle of Ford’s plunge into edge styling, designs with clearly defined lines and shapes that gave their cars a clear character. It was the same era that produced the ill-fated oval-shaped Taurus, and the equally ill-fated AU Falcon.The problem with such out-there styling is that it usually polarises opinion, and that can affect sales. A car might appear stylish to one person and ugly to another. On top of that the Australian buyer is one of the most conservative in the world and often shuns cars that make them stand out.Compared to the Festiva it followed, and others like the Toyota Starlet, Nissan Micra, Hyundai Excel and the like the Ka was radical and Ford boasted as much at its launch.“We set out to create a real ‘icon’ and that’s what we've done,” said Ford design boss, Scott Strong at the time.Strong went on to say he hoped the Ka would become a new millennium Mini. Unfortunately the Ka won’t go down in the history books as a classic, it’s no modern day Mini.Where the Mini was simple, clean and non-threatening, the sort of car you wanted to cuddle like a cute little puppy, the Ka was aloof, haughty, and challenging.Still, for those who appreciated its slick styling and wanted the perceived quality that comes with a European build plate in a market segment dominated by Asian brands the Ka held the potential to set them apart.It was also well equipped compared to most of its rivals, but its higher price put price conscious buyers off.There was only one body style, a three-door hatch, one engine, one trans, it had air-con, sunroof and a CD player so there wasn’t much decision making involved in the Ka buying process.While the styling stood out there was nothing outstanding about the Ka’s mechanical package, which consisted of a fairly mundane overhead valve four-cylinder engine, a five-speed manual gearbox and front-wheel drive.The fuel-injected 1.3-litre four-banger pumped out 43 kW at 5000 revs and 100 Nm at 2500 revs running on regular unleaded fuel. The resulting performance was adequate rather than spirited.The five-speed gearshift was rubbery, a little imprecise as a result, but typical of bread and butter European front-wheel drive fare.The suspension was a combination of MacPherson Strut at the front and torsion beam at the rear, and the steering was power assisted, which resulted in agile and responsive handling. It was perfect for zipping around town.Brakes were disc front and drum rear, again fairly ho hum in technology terms, but they were well up to the task of stopping the 955 kg Ka.Outside Ford flagged its range of funky colours with funky names, like Karyptonite, Kaligula, Kalypso, Kayak and Kakadu, but all of them were dark and very drab if they weren’t kept clean. If you selected one of these colours your Ka came with body coloured bumpers.There were other colours, like Kandy, Karome, Karisma, and Karbon, again with funky names, but they too were uninspiring. These latter colours came with charcoal bumpers, which made them look even more depressing, especially once the car had been on the road for a while and the bumpers began to fade.The funky styling theme continued inside, it was attractive enough, but dated quickly. The front bucket seats were comfortable, and the rear seat back could be folded to increase the luggage capacity.Driver and front passenger air bags were standard, while security was provided with an engine immobiliser.Funky sounds were delivered via an AM/FM radio sound system with a single CD player, and you could keep your cool with the standard CFC-free air-con. The power sliding sunroof was a nice touch.IN THE SHOPGo for a Ka that has been treated with kindness. Many were bought by non -caring owners who left them out in the street at night, under trees during the day, and regularly bumped into things on the run.Check engine vitals to make sure they’re kept up to the mark; negligent owners rarely do the basic checks.Many buyers of cheap and cheerful chariots rarely give up a night on the town to pay for a service so carefully check the service record and walk away if there’s a hint of neglect.Mechanically there isn’t much to go wrong with the Ka; its mechanicals are relatively simple and well proven.For better resale value in the future buy a Ka with the body coloured bumpers, they look better now and will look better to the next owner when you want sell. The alternative charcoal bumpers make it look down in the mouth, and look even worse when the inevitably fade.OWNER’S SAYKate and Bryce Wilson have enjoyed 23,000 trouble free motoring in their 2001 Ka. They bought it as a round town car, but have also driven it extensively on long journeys, and thoroughly enjoy it. They love the styling, and their only complaints are minor. The seats are a little tiresome on a long trip, and they would like a cruise control.LOOK FOR• Some say it’s cute others find its styling challenging. Whichever camp you fall into be ready to be noticed if you buy a Ka.• Well equipped little car with standard air-con, electric sunroof, CD player and dual airbags for safety.• Old tech overhead valve four-cylinder puts out a modest 43 kW of power, not a lot in today’s terms, and performance is a little soggy as a result.• Build quality is reasonable although not up to the standard of some Japanese rivals.• Check the bumpers, particularly around the corners for damage caused by careless young things driving into objects while talking on their mobiles, the Ka is a swinger. If it looks as if it has been driven without much care walk away.• Go for the body coloured bumpers, they look much better, and don’t fade like the grey bumpers do.• Mechanically there is little that regularly goes wrong with the Ka so you should expect a largely trouble free run.• At $11,000 for a four-year-old model the Ka still carries a pricey tag, look at buying a new car for just a little more.

It’s hard to imagine looking at today’s sales figures, but there was a time when Ford had the top selling small car in the land. It was only a decade or so ago that the Laser was Australia’s most popular small car.The Laser was based on the Mazda 323, but Ford’s designers gave it a cosmetic makeover and the company’s marketing people came up with a slightly different model line-up to differentiate it from its Hiroshima cousin.MODEL WATCHThe KF kicked off the third generation of the Laser. It was roomier inside thanks to an extended wheelbase, which resulted in more legroom, and was wider, which gave it more elbowroom.Two main body styles were offered by Ford – a five-door hatch, a four-door sedan – and there were four levels of specification – L, GL, S and Ghia. There was also a three-door TX3 sporty hatch, but we’ll focus on the mainstream models here.Ford stylists based in Japan did the cosmetic rework to provide some differentiation from the Mazda 323. Their work resulted in a mildly revamped nose with a different grille and bumper, rear lights and wheel trims. Inside, the little Ford had different a steering wheel, dash and instruments, and trim.The body was stiffened in an attempt to reduce the noise, vibration and harshness complained of in earlier Lasers, but it still came in for some criticism. The hatch was rated a little noisier than the sedan.Refinements to the MacPherson Strut front suspension and MacPherson Strut, twin trapezoidal link rear suspension resulted in more responsive steering and sharper handling, along with a more comfortable ride.New speed sensitive power-assisted rack-and-pinion steering was warmly praised for its precision and tight turning circle.All models benefited from more powerful brakes, a combination of disc front and drum rear was used on most models. But it was before the time of anti-skid electronics on small cars so drivers had to rely more on their skill to avoid collisions.Three engines were employed in the Laser. The L and GL models had a 1.6-litre single overhead camshaft 16-valve four-cylinder engine fed by a carburettor, the S and Ghia got a fuel-injected single overhead camshaft, 16-valve 1.8-litre four-cylinder engine.The 1.6-litre engine was more powerful than the engine in the previous model and had 64 kW at 6000 revs with 123 Nm at 3100 revs. While it wasn’t as spirited as the 1.8-litre engine it was smooth and flexible with good midrange torque.The 1.8-litre engine delivered more spirited performance and is clearly the one to chase now. The single overhead camshaft engine gave 76 kW at 5500 revs with 150 Nm at 4000 revs.The choices of transmission were a smooth shifting five-speed manual ’box and three-speed auto for the 1.6-litre engine, while a four-speed auto was offered on the larger engine in addition to the five-speed manual.When you ticked the ‘L’ or ‘GL’ box on the order form you got an AM/FM radio-cassette, cloth trim and steel wheels with wheel caps, but if you stepped up to the ‘S’ you drove away with alloy wheels and power steering as well. Go all the way and tick the ‘Ghia’ box and you also got central locking and power mirrors.The KH/KHII updates followed in 1991 and ’92 and mainly brought some minor styling changes.IN THE SHOPThe KF Laser is getting on in years now and like all old cars should be approached with care. It’s worth having a mechanic or at least someone with mechanical knowledge give the car you choose a thorough going over before purchase.On average the KF will have done close to 250,000 km so there’s every chance it will have a number of problems simply because of its age and the mileage done.Start by checking the service record, older cars tend to be neglected by owners who simply ignore it or can’t afford it. Neglected cars should be avoided, they are trouble, so look for cars that have been well cared for, even if they take longer to find.The engines are generally robust and reliable and will go for a long time if they’ve been serviced, which really only means a regular oil change. The cam timing belt needs to be changed every 100,000 km, if you don’t you face the prospect of a belt breakage, which will have you grinding to a halt on the side of the road. Internal damage is unlikely if it does break.Go for the 1.8-litre engine, it’s the one with the best performance and the most fun to drive.Gearboxes are generally reliable, listen intently for noises in intermediate gears, and make sure the manual engages smoothly without baulking. If it does baulk it may mean the clutch is nearing the end of the road.The body tends to stand up well, but look for rust, particularly around the windscreen and rear window.Inside, look for cracked dash pads, torn seats, and worn seat belts.The good thing is that because it was such a big seller there are plenty of cars around, and plenty of spares to fix them when they break down.IN A CRASHNo airbags or anti-skid ABS brakes here; safety is down to the body shell, seat belts and the driver’s ability.The body shell will provide the protection needed, provided it hasn't been in a big crash or heavily rusted, the seat belts should be in good condition and not worn, and the driver needs to know how to brake without locking the brakes.OWNERS SAYTed Endacott recently bought a 1991 Ghia 1.8 manual after checking through a host of Camrys, Corollas, Pulsars etc. The 1.8-litre fuel-injected SOHC motor has the extra grunt to run air-conditioning and to haul a load of passengers. He says it’s well worth chasing this motor. In manual form it sips fuel at 8.5 L/100 km in city traffic and 6.5 L/100 km on the highway. Engines sometimes die around 200,000 km, but pampered models often run past 300,00 km. These are tough and durable. The five-speed manual gearbox is fun to use. Fifth gear is tall, with revs around 2600 revs at 100 km/h. There is an irritating gap between first and second, but other ratios are close. Expect around 100,000 km between clutch replacements. The steering is precise with no torque steer and the handling is sporty. The seats are comfortable, the interior is spacious, air con/heating is good, boot space generous. It is a well-designed little car.LOOK FOR• record of regular servicing• roomy interior• good performance form 1.8-litre fuel-injected engine• good fuel economy• age is starting to weary themTHE BOTTOM LINEA good one is a great little car with a good-sized interior, good performance, handling and fuel economy.VERDICT65/100

The Probe sports coupe was conceived as a replacement for the ageing Mustang when the iconic Ford lost most of its gloss with American buyers. Ford Probe was going to carry the stampeding horse badge until a few passionate Ford insiders decided to mount a rescue mission and save the endangered horse.They succeeded and the Mustang carried on in much the same form it had, V8-powered of course, and it eventually came here briefly in 2001. Whether the V6-powered Probe would have kept the Mustang badge alive is now a matter of conjecture, the fact is that it never got the chance. Suffice to say the Mustang is still with us, and the Probe isn’t.There was good reason to believe the Probe would be a great car. It was the product of a joint venture between Ford and Mazda, and the idea of a car styled in the US with solid reliable Japanese mechanicals underneath was attractive.What wasn’t quite so evident was that both companies had lost their way at the time and were searching for a future direction.For Ford, its typically American cars were on the nose with its customers who appreciated the build quality and reliability that came with most Japanese cars and it wanted to get some of those qualities into its own showrooms by cosying up to Mazda.Mazda meanwhile was in a product slump, and they admit so now that the brand is up and running again with its current crop of neat new cars, so they were down on confidence and trying to rebuild.It wasn’t the greatest recipe for a new model, and the Probe was caught in the middle. On top of that Ford Australia was thrashing around in a feeding frenzy grabbing every new model that came out overseas and bringing it in without apparent rhyme or reason. It was the Taurus era when the logic of some of the decisions made along mahogany row at Broady was beyond comprehension.Just four years after its debut in 1994 the Probe quietly slipped into history, replaced by the European-built Cougar, itself now also relegated to history.MODEL WATCHFord’s stylists produced a sexy two-door coupe shape, with pop-up headlights, sculptured sides, large wraparound rear glass and smart body-coloured bumpers. It looked good from all angles and remains an attractive car even now, more than 10 years after it was launched here.Inside there wasn’t heaps of room, headroom was rather tight which made it cramped for tall people. There was seating in the rear for two, but it’s really cramped and not a comfortable proposition for long periods of time.The front cloth-trimmed seats were comfortable enough, the driver enjoying power adjustment while the passenger had to make do with fewer adjustments.Under the saucy skin the Probe was mostly Mazda, based as it was on Mazda’s 626/MX6 platform and with the 626/MX6 mechanical package.Power was provided by Mazda’s smooth sequential multipoint fuel-injected 2.5-litre quad-cam V6. At its peak the output was 121 kW at 5600 revs and 213 Nm at 5000 revs.With a variable length intake the V6 pulled enthusiastically from low revs right through to its 7000 rpm red line, demonstrating admirable flexibility throughout.A five-speed manual gearbox was the standard fare, its ratios were well matched to the engine, its shift light and precise like Mazda’s typically are. There was also a four-speed auto available as an option, but quite why you would want one when there’s such a sweet manual available and such a willing engine under the bonnet is beyond comprehension.The drive is through the front wheels as you would expect with the Mazda underpinnings, but the handling is quite well balanced and responsive.MacPherson Strut front and Mazda’s ‘Quadralink’ rear steer rear end combine to give the car a nice balance on the road, but its ride was bone jarring. That was despite the decision to use the softer European suspension settings, which felt better suited to our roads than the American ones Ford’s local engineers felt were much too hard. Even so the Probe relies heavily on its wide 225/50 tyres for its impressive grip.Steering is power assisted rack and pinion and well weighted at all speeds, and the brakes are ABS-assisted discs all round.The Probe came with just about everything as standard fitment, from ABS, air-con, dual airbags, cruise, power windows, mirrors and driver’s seat, alarm, remote central locking, immobiliser, radio-cassette sound. The only option available was the auto trans.Colours were also limited, to red, white, blue and black, and you could only have black trim.A rear spoiler became standard when the SU replaced the ST in March 1996, while new swirl patterned alloy wheels distinguish the SV released in Feb 1997. By Jan 1998 the Probe was gone.IN THE SHOPMost Probes hold their looks, most appear to be well looked after by caring owners and don’t seem to fall into the hands of owners who couldn’t care less about their cars.Look closely for minor parking lot scrapes down the sides and on the bumpers as they have little to protect them from the everyday traumas of life on the road and parking lot.Mechanically the Mazda engine, gearbox and driveline tend to stand up well, listen for any grinding noises that might indicate CV joint damage.Solid body means few squeaks and rattles, and good interior hardware stands up quite well to harsh Aussie sun. Look carefully around the hatch for any distortion that might suggest a rear-ender.LOOK FOR• cramped interior can be uncomfortable, and there’s not much room in the rear.• hard bone-jarring ride will test your back.• sexy styling still looks good on road today.• sweet Mazda V6 really sings.• well equipped with just about everything you could want apart from a CD player.• nice manual gearbox with smooth precise shift that’s a delight to use.

The Laser was a shining light for Ford during the 20-plus years it was part of the blue oval’s family. The Mazda-based small car was popular, from the first model in 1981 right through to the last, which was replaced by the Focus in 2002.Such was the popularity of the Laser badge that it’s hard to understand why Ford dropped it in favour of the Focus, which was a completely unknown badge here.The Lasers that preceded the KJ were pretty much just rebadged Mazda 323s, but the KJ was an attempt to move a little further away from the Mazda. For the first time there was even a unique body style, one that wasn’t included in the Mazda catalogue.It was also unique in that it was imported from Japan whereas the preceding models had been built locally at Ford’s Homebush plant in Sydney.MODEL WATCHFord raised the wraps on the KJ Laser late in 1994 with an expanded range of three models encompassing three quite different body styles.There was a four-door sedan, which made use of the Mazda 323 body with unique Ford-styled sheetmetal front and rear. A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed squarely at the youth market.Ford’s stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, and sharper boot and tail lamps to distinguish the rear.Like most new models, the KJ Laser was bigger than the model it replaced. Its wheelbase was 105 mm longer than the KH’s, and the track was 30 mm wider, adding up to significantly more head and shoulder room in the front, and 25 mm more legroom in the rear.It was the Liata five-door hatch that really started the move away from the Laser’s 323 roots. Ford regarded the Liata as the main model in the Laser range, having recognised the popularity of hatches in the local market.When small sedans were typically bought by older buyers locked into tradition, the hatch appealed to younger buyers, mostly families, who appreciated the flexibility a hatch gave them.The Liata was a smoothly styled hatch that showed that hatches didn’t have to be unpleasant boxes to deliver the function hatch buyers valued so much. Apart from a sportier grille the Liata was the same as the sedan forward of the windscreen, but from there back it was all new.With a steeply raked roofline, spoiler mounted on the rear window, and large roundish tail lamps it cut a dashing profile. It was also slightly shorter than the sedan, due to its shorter rear overhang, but that didn’t impact on its interior roominess.There was no mistaking a Lynx, nor was it possible to mistake its purpose. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, its sharply bobbed tail with a spoiler mounted on the rear glass, and its egg-shaped rear lamps all making a bold statement that no Laser had previously done.The Lynx sat on a 100 mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was delivered by one of two engines, a 1.6-litre ‘economy’ engine, or a larger 1.8-litre ‘performance’ unit.Both were double overhead camshaft engines, with sequential fuel-injection and variable intake, which was designed to deliver torque at the low end when the intake tract was longer, and power at the top end when the tract was shorter.The 1.6-litre so-called ‘economy’ engine was standard in the LXi and Liata. It produced 80 kW at 6000 revs and 143 Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed KH engine.The larger 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. A similar unit to the smaller 1.6-litre engine it put out 92 kW at 6000 revs and 160 Nm at 4000 rpm, a slight increase over the KH’s 1.8-litre.Drive was delivered to the front wheels through an upgraded five-speed manual, which featured synchromesh on reverse for smoother selection of reverse gear, or a four-speed electronic auto.Underneath the shapely skin lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.All models had power steering, retuned for reduced effort and improved on-centre feel. Brakes were discs all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx.Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment, and upgraded sound systems.Dual airbags were initially only available as an option on the models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.The entry-level model on the Sedan and Liata was the LXi, and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows, and four-speaker sound.IN THE SHOPThe KJ was imported from Japan instead of being built here, and that means better build quality.Add to that a stiffer body than those of the preceding models and you have a car that stands up well to the rigours of a life in the daily grind of our cities. The KJ is not a car that suffers from rattles and squeaks, unless it has been involved in a crash and poorly repaired.Check carefully for the tell tale signs of crash repairs, like colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.Mechanically the KJ is sound, the engines are reliable and give little trouble, but look for a service record to ensure your potential buy has regularly seen the inside of a reputable service shop.OWNERS’ VIEWSWally Turner bought his 1.8-litre auto Liata hatch new in 1994. It has now done 115,000 km, and he’s more than happy with it, having only had to replace the tyres and the water pump. Wally says he gets 8 L/100 km on the highway and 10 round town.David McClean says his 1994 1.6-litre Liata LXi five-door hatch has 100,000 km on the odometer and is running like a dream. David says the 1.6-litre has sufficient grunt, the space in the back when the seats are down is great. The only negative is the visibility out the back window.LOOK FOR• stylish small car, apart from wild Lynx• good reliable Mazda mechanical package• roomy interior will handle four adults with their luggage• well balanced and responsive handlingTHE BOTTOM LINE• attractive styling with Mazda build quality, safety and reliability make the KJ was good buy as a second car or first car for beginner drivers.RATING65/100

It’s hard to imagine a car that has made a more spectacular debut than the Mustang did in April 1964. Stories abound of Americans queuing at dealerships just to get a look at the snappy new car; there’s even a story of a truck driver driving through a showroom window so distracted was he by the ’stang. Another goes that one buyer slept overnight in his car, right there in the showroom, while his bank cleared his cheque.Demand was such that sales outstripped production by 6000 vehicles by the end of the first day of sales. Its success was assured.Can you think of any car that has caused such a commotion on launch? I can’t, but I can tell you that 40 years on the Mustang turns heads today just as much as it did back in 1964.Now doubt about it the Mustang today is the most popular classic car, bar none. It’s also one of the most practical classics, comfortable and reliable with a simple mechanical package and a ready supply of parts.In the early 1960s Ford needed a sporty car to combat new models from rival carmakers, and the quickest way to do it they decided was to tweak the Falcon underbody a little, throw in some Fairlane engines and transmissions, and top it off with a sexy new two-plus-two body.Production started in March 1964, the launch was at the New York World’s Fair in April; the rest is history.MODEL WATCHThe first Mustangs are referred to as ’64 ½ models because they were introduced in April 1964, halfway through the 1964 model year.American model years traditionally begin in the August of the preceding year, so the 1964 model year began in August 1963.Those ’64 1/2 Mustangs came in coupe and convertible variants only, the fastback wasn’t introduced until the ’65 model was unveiled a few months later in August 1964.Initially engine choices were a 170 cubic inch six-cylinder engine, an ‘economy’ 260 cubic inch Windsor V8 which came with a two-barrel carburettor, and two 289 cubic inch Windsor V8s, a low compression with four barrel carburettor and hydraulic valve lifters, and a high compression ‘ho-po’ with four barrel carburettor and mechanical lifters.In 1965 the six was enlarged to 200 cubic inches, and the 260 cubic inch V8 was replaced by a two-barrel 289.Transmission choices for the six consisted of three-speed and four-speed manuals, there was a three-speed manual for the 260 cu. in. V8, and four-speeds for the 289s. All except the ‘hi-po’ 289 could be ordered with Ford’s Cruise-O-Matic three-speed auto.The suspension was basic, consisting of upper and lower control arms, coils and an anti-roll bar at the front, and semi-elliptic leaf springs at the rear.Manual steering was standard, but power steering was an option.Brakes were drums all round, but power assistance and front discs were available as options.Like all American cars of the time there was a long list of options available – trim, wheels, tyres, brakes, power steering to name just a few – and it needs careful study to fully understand.Subtle changes were made to the Mustang at each model change. They were mostly confined to the grille, badges and rear quarter panel ‘air scoop’ trim.BREAKING THE CODESMustang enthusiasts talk in codes, which refer to the engine fitted to a car. It’s a letter, the fifth digit of the car’s VIN (Vehicle Identification Number) that is stamped on the inner guard on the left side of the engine bay, and on the warranty plate, which is on the rear face of the left hand door.The codes are: U – 170 cu. in six (1964); F – 260 cu. in. V8 (1964); D – 289 cu. in. four-barrel carb. V8 (1964): K – 289 cu. in. hi-po V8 (all years); A – 289 cu. in. four barrel carb. V8 (1965/66); C – 289 cu. in. two barrel carb. V8 (1965/66); T – 200 cu. in. six (1965/66).It’s important to understand them, and check them, because they effectively determine a car’s value.IN THE SHOPThe first thing to understand about the Mustang is that it’s a 40-year-old car and like all old cars it will probably have plenty of problems.We all like to dream of finding a pristine one owner low mileage car, but the reality is that most of them have been driven into the ground by owners who never thought of them as classics.Hope for the best, but be prepared for the worst. That way you won’t be disappointed with what you find, and you might even be delighted when you don’t find as many problems as you expected.The early Mustang entered the classic car world quite a long time ago, so most of the good cars have been snapped up. There are some good, low mileage cars left in the US, but they’re now bringing top dollar as owners come to realise their worth.Most of the cars that are left are the ones that have had a hard life, possibly a crash or two, been fixed by back yard mechanics, and have generally been neglected. Expect to find plenty of rust, bad smash repairs, shot mechanics and stuffed trim.The good news is that parts are readily available at quite reasonable prices, so anything and everything can be fixed. No car is beyond salvation, it all comes down to the depth of your pockets.When checking for rust lift the carpets and check the floors, there’s every chance the floors will be rusted through. The rear floors are particularly prone to rusting, so check there, and check the right front floor, under the heater on a LHD car, as most heaters leak and rust eventually sets in.Check the sills carefully for rust, inside and out. It’s a relatively simple fix on coupes and fastbacks, but it’s not so easily repaired on convertibles because the sills provide much more of the body structure on a soft top than they do on the hard tops.Check the boot floor as these rust as well, and check the usual locations in the bottoms of the doors, bottoms of the front guards, and the rear quarters.Rust, even extensive rust, doesn’t mean the car can’t be repaired, but the more rust the greater the cost of the repairs.Mechanically the Mustang is pretty robust, the problem is simply one of age and miles done. The Windsor V8 is a sweet little engine and is pretty tough, but expect it to have worn bores, rings, and bearings. If it hasn’t been rebuilt, then plan on doing it.If you do rebuild the engine do all in your power to keep the original engine and resist the easy way out of replacing it. A ‘numbers matching’ car will always be worth more than a car of mixed heritage.Same with the transmissions. Both the auto and the manual ’boxes are robust, but will most likely need to be rebuilt.There’s nothing sophisticated about the brakes, steering or suspension. All do the job quite well, but will almost certainly need to be rebuilt if they haven’t already been done.Inside, expect the trim to be split and torn, the plastics broken or missing, but the good news is that they’re all readily available from suppliers here or in the US. Trim kits are available in original materials, patterns and colours to recover seats, all interior hardware can be sourced, right down to the smallest part.Electrics are a problem with the Mustang. They’re not as unreliable as the infamous Lucas electrics, but don’t expect instruments and other electrical equipment to work properly.Conversion techniques have improved out of sight over the past 20 years or so, and there are lots of dodgy older conversions out there that don’t steer or stop the way they should. Carefully check the conversion, look for poor welding, cut and welded steering arms, large turning circles that indicate potential problems.Cars that were converted back in the 1970s and ’80s should be taken to an expert for a thorough check of the conversion to make sure they’re safe.LOOK FOR• extensive rust and bad crash repairs• worn out engines, gearboxes, suspension, steering and brakes• split or torn trim• dangerous right-hand drive conversions• six cylinder models now fitted with V8 engines• ready supply of affordable genuine or reproduction parts• check the code