So you are in agreement too. He said that all the fox verts were notches cut up by ASC McLaren or other companies, and the shipped back to Ford. Sounds like an incredibly innefficient way of doing things. I never paid attention to such things, because there is no power on earth that would make me want to own a convertible.
Kurt
Kurt
Ive heard this a few times actually... not sure if its true... i think the fox verts started with the 1983 GLX. so i guess i might have to do some research to find out for sure.
"The 1983 Ford Mustang Convertible
The notchback Carriage Roof option was also missing, but it wasn't missed because the real Mustang convertible was back after 10 long years. Since the early Seventies, a number of small aftermarket converters had been doing good business by snipping the tops from Mustang notchbacks (and other cars) to satisfy a small but steady demand for top-down motoring. Ford wanted a piece of this action for itself.
Unlike the Buick Riviera and Chrysler LeBaron ragtops announced at about the same time, the Mustang was engineered in-house and mostly built at the factory. Only top installation was farmed out, Ford tapping Cars & Concepts of Brighton, Michigan, which more or less built those other two convertibles.
1983 Ford Mustang GT V-8 convertible
This '83 GT V-8 convertible followed the GLX luxury version. First-year sales
way outstripped Ford's estimates.
"[W]e decided that we wouldn't let the vendors do our job," Edsel Ford II told Car and Driver. "We would make sure that when someone buys a Mustang convertible, it lives up to our standards of quality."
A small area of the big Dearborn plant was set aside for turning notchbacks into convertibles. As C/D's Michael Jordan related, this involved removing the roof; reinforcing the windshield pillars and cowl/dashboard area; substituting stiffer rear-quarter panels; and adding side members (just above the rockers), a thicker taillight panel, and a stiffening crossmember between the rear wheel arches.
Like the Riviera ragtop but unlike the LeBaron, the Mustang convertible featured roll-down rear quarter windows and a tempered-glass rear window, plus standard power top operation. Any drivetrain was available save the four-cylinder/automatic combination, and any trim level at first so long as it was top-line GLX.
Despite a slightly intimidating $12,467 base price, sun-loving Mustangers happily snapped up 23,438 of the new '83 ragtops. Again, Ford had underestimated itself, having predicted only about 7000 sales for a long model year starting in mid-'82. A GT convertible was inevitable, and it bowed as a midseason '83 priced at $13,479.
The 1983 Mustang Turbo GT was a midyear addition that came in hatchback and convertible form. Learn more about the Turbo GT on the next page.
"
The notchback Carriage Roof option was also missing, but it wasn't missed because the real Mustang convertible was back after 10 long years. Since the early Seventies, a number of small aftermarket converters had been doing good business by snipping the tops from Mustang notchbacks (and other cars) to satisfy a small but steady demand for top-down motoring. Ford wanted a piece of this action for itself.
Unlike the Buick Riviera and Chrysler LeBaron ragtops announced at about the same time, the Mustang was engineered in-house and mostly built at the factory. Only top installation was farmed out, Ford tapping Cars & Concepts of Brighton, Michigan, which more or less built those other two convertibles.
1983 Ford Mustang GT V-8 convertible
This '83 GT V-8 convertible followed the GLX luxury version. First-year sales
way outstripped Ford's estimates.
"[W]e decided that we wouldn't let the vendors do our job," Edsel Ford II told Car and Driver. "We would make sure that when someone buys a Mustang convertible, it lives up to our standards of quality."
A small area of the big Dearborn plant was set aside for turning notchbacks into convertibles. As C/D's Michael Jordan related, this involved removing the roof; reinforcing the windshield pillars and cowl/dashboard area; substituting stiffer rear-quarter panels; and adding side members (just above the rockers), a thicker taillight panel, and a stiffening crossmember between the rear wheel arches.
Like the Riviera ragtop but unlike the LeBaron, the Mustang convertible featured roll-down rear quarter windows and a tempered-glass rear window, plus standard power top operation. Any drivetrain was available save the four-cylinder/automatic combination, and any trim level at first so long as it was top-line GLX.
Despite a slightly intimidating $12,467 base price, sun-loving Mustangers happily snapped up 23,438 of the new '83 ragtops. Again, Ford had underestimated itself, having predicted only about 7000 sales for a long model year starting in mid-'82. A GT convertible was inevitable, and it bowed as a midseason '83 priced at $13,479.
The 1983 Mustang Turbo GT was a midyear addition that came in hatchback and convertible form. Learn more about the Turbo GT on the next page.
"
Yeah...it kinda sucks, but I'm going to tear it apart tommorow and get it sorted. Usual setbacks heh.
It was a Champion Fiberglass hood if anyone was wondering.
People want targas because they are freaking sweet. Although some people prefer strictly hardtops; I think all cars are best enjoyed in the open air. That and convertibles just don't offer a sexy roofline, which is not to say I wouldnt enjoy one. Yes, a cage is mandatory.
As far as convertibles and sunroof conversions; ASC (which is an entirely separate company and only was working in conjunction with McLaren) have done just about EVERY vehicle from the big 3 produced in North America since like 1964. Not to mention are farmed out to build one offs and concept to production work like the Viper and the full responsibility of the SSR pickup truck.
How do I know? I've done sponsored and award winning work through ASC right outside of Detroit. Been through their design house, fabrication and modeling facility, product R&D, demonstration and showroom, along with touring the 2 plants which build and assemble the SSR pickup.
Just about EVERY convertible you know of (unless designed AS a convertible) has started life as a hartop and has been hacked and reinforced. Literally each and every one. It was simply ford's choice NOT to make a targa version of the mustang. Likely because it has never historically been a targa car, they already offer a vert, and (lets face it) it's a cheap car designed to be sold near fleet amounts in lower trim form. It's no halo nor deserving. Sucks though as it really would have been a fun option to have. I beleive the only thing they really went crazy on was the actual 1994 Cobra converibles and their optional removable hardtops since it really was the groundbreaking hot car from them in the day. Even that I believe was ASC built.
$.02
Don't forget those hoodpins!!!!!!!
It was a Champion Fiberglass hood if anyone was wondering.
People want targas because they are freaking sweet. Although some people prefer strictly hardtops; I think all cars are best enjoyed in the open air. That and convertibles just don't offer a sexy roofline, which is not to say I wouldnt enjoy one. Yes, a cage is mandatory.
As far as convertibles and sunroof conversions; ASC (which is an entirely separate company and only was working in conjunction with McLaren) have done just about EVERY vehicle from the big 3 produced in North America since like 1964. Not to mention are farmed out to build one offs and concept to production work like the Viper and the full responsibility of the SSR pickup truck.
How do I know? I've done sponsored and award winning work through ASC right outside of Detroit. Been through their design house, fabrication and modeling facility, product R&D, demonstration and showroom, along with touring the 2 plants which build and assemble the SSR pickup.
Just about EVERY convertible you know of (unless designed AS a convertible) has started life as a hartop and has been hacked and reinforced. Literally each and every one. It was simply ford's choice NOT to make a targa version of the mustang. Likely because it has never historically been a targa car, they already offer a vert, and (lets face it) it's a cheap car designed to be sold near fleet amounts in lower trim form. It's no halo nor deserving. Sucks though as it really would have been a fun option to have. I beleive the only thing they really went crazy on was the actual 1994 Cobra converibles and their optional removable hardtops since it really was the groundbreaking hot car from them in the day. Even that I believe was ASC built.
$.02
Don't forget those hoodpins!!!!!!!
Hanky:
Sorry to hear about your hood--that sucks! Glad no one was hurt.
I assume the question is still open...
I'd recommend selling. You haven't been happy with it from where I sit, and it's a GREAT opportunity that you probably won't see again. And, I think your most recent incident will just add to your mounting frustrations.
Sorry to hear about your hood--that sucks! Glad no one was hurt.
I assume the question is still open...
I'd recommend selling. You haven't been happy with it from where I sit, and it's a GREAT opportunity that you probably won't see again. And, I think your most recent incident will just add to your mounting frustrations.
Yeah, the kid still hasn't left me alone...I'm trying to get it fixed as fast as I can heh.
Tore it all apart today. Hood is junk-o. Really mangled the one hood hinge bracket and tore the metal anchor from the unibody
Went to work ripping the interior apart to remove the headliner. I WANT TO KICK WHOEVER AT FORD WHO DECIDED TO USE INDUSTRIAL GLUE TO FASTEN THE HEADLINER TO THE ROOF IN THE NUTS!!!!
Really? Was that strong of glue really nessesary? Idk if any of you have tried to remove one but you WILL bow your roof in an inch or so just trying to get the headliner separated. Thank God there is tension and it springs back...I was just waiting to add creases to it.
So anyhow, I got out my body hammers only to realize that the majority of my dents are concealed above the metal windshield bracing and will need to be tack welded and slide hammered out....sucks as I thought I could save a few $ trying to sort it myself.
I'm definately going to miss the car; there is NO doubt about that. It looks and sounds amazing. However I am trying to make it something it is not, and perhaps am asking too much for the platform. For that and financial reasons it's best I move on before the moneypit grows ever deeper.
I've been a vette freak since I was 3. We've had a 69 in the family for 40yrs and I think the car will fit all the bills my mustang is lacking. Mostly seating position, a 'drivers' or sports car, a 6spd, targa, and the mod happy LS1. Although I will be skipping the ws6 ls1 car Ive wanted since 8th grade I think I will thank myself later for getting a lighter more engineered car. Been kicking around one of those STS turbo kits for a 'future mod.'
I kicked around the idea of going and buying the cleanest vert roller I could find and BOSS 351 swap it with a single turbo and a t-56; but it's still going to have my other dislikings.
I'll get some pics up when I can.
Tore it all apart today. Hood is junk-o. Really mangled the one hood hinge bracket and tore the metal anchor from the unibody
Went to work ripping the interior apart to remove the headliner. I WANT TO KICK WHOEVER AT FORD WHO DECIDED TO USE INDUSTRIAL GLUE TO FASTEN THE HEADLINER TO THE ROOF IN THE NUTS!!!!
Really? Was that strong of glue really nessesary? Idk if any of you have tried to remove one but you WILL bow your roof in an inch or so just trying to get the headliner separated. Thank God there is tension and it springs back...I was just waiting to add creases to it.
So anyhow, I got out my body hammers only to realize that the majority of my dents are concealed above the metal windshield bracing and will need to be tack welded and slide hammered out....sucks as I thought I could save a few $ trying to sort it myself.
I'm definately going to miss the car; there is NO doubt about that. It looks and sounds amazing. However I am trying to make it something it is not, and perhaps am asking too much for the platform. For that and financial reasons it's best I move on before the moneypit grows ever deeper.
I've been a vette freak since I was 3. We've had a 69 in the family for 40yrs and I think the car will fit all the bills my mustang is lacking. Mostly seating position, a 'drivers' or sports car, a 6spd, targa, and the mod happy LS1. Although I will be skipping the ws6 ls1 car Ive wanted since 8th grade I think I will thank myself later for getting a lighter more engineered car. Been kicking around one of those STS turbo kits for a 'future mod.'
I kicked around the idea of going and buying the cleanest vert roller I could find and BOSS 351 swap it with a single turbo and a t-56; but it's still going to have my other dislikings.
I'll get some pics up when I can.
yeah get the C5 buddy. if i could afford one, thats what i would have. more power, better handling and a real sports car and thats in stock form. plus they have one mean ass stance. good luck buddy
Get the c5. I plan on getting a c5z06 after deployment, corvettes are better in way too many ways and they arent too expensive right now.
i cut the roof off of a mazda pickup , it took a really long time to make it look good and i lost a bunch of money on it when i sold it, to get my 95