Launched in 1964, the tempting prospect of affordable power made the Ford Mustang the fastest-selling car ever in its first-year production.

It went on to cinematic stardom when Steve McQueen drove a ’68 fastback in the ever-so-stylish film Bullitt, and motorsport enthusiasts were enchanted by the antics of the charismatic Parnelli Jones and others in Trans Am racing.

It’s obvious why the first-generation Mustang is one of the most popular American classics in the world today, but what about the second?

The Mustang II was introduced for the 1974 model year and lasted only until 1978. Available as a coupé or hatchback, with two-plus-two seating, it’s now very obscure. 

Why so? Its misfortune stemmed from the fact that it was a child of the fuel crisis and ever-tightening legislation which prioritised safety and emissions over lovely things like powerful engines and dynamic styling.

Essentially, its name has been its undoing. The first-generation was the affordable pony car, the racer and the film star, and the Mustang II was not.

By any other name, it would be celebrated for what it was – a compact, semi-sporting coupé which was very well received when new because it answered America’s prayers for something smaller and more economical than pre-fuel crisis cars.

It did have some silver-screen kudos of its own, too – the delightful Kate Jackson and Farrah Fawcett both drove Mustang IIs in Charlie’s Angels.

Sharing a platform with Ford’s super-economy model, the Pinto, it could be had in basic trim or as the sporty Mach I and luxury Ghia, with its half-vinyl coach roof and opera windows. 

A small 130ci (2.3-litre) straight-four was standard, but a V6 and the well-known 302ci (4.9-litre) V8 were optional. Power output of the latter between 1976 and 1978 was 139 b.h.p. – not bad for a cheap coupé in the regulation-choked ’70s.

Unusually for an American car, a right-hand drive version was made for the British market, not that you’d guess. With the Capri’s popularity, there was minimal demand for the Mustang II in Britain and very few sold.

Even though 1,107,718 Mustang IIs were built, of which 240,912 were Ghias (1976 Ghia production being 37,515), survivors in Britain are almost mythical.

There is little clue as to this Mustang’s early history, save that the VIN plate reveals it was built in Ford’s Dearborn factory and it carries a North-West London registration. 

A Mustang Owners’ Club sticker in the window suggests a period of enthusiast ownership in the past. In 2007, it was purchased by its previous owner, initially with the intention of using it as a spares car for the ’78 Mustang he had bought a year earlier. 

However, it turned out to be a much better car than he’d expected, so he kept them both alongside one another.

Things changed in 2010 when he started a family, and with children to feed and businesses to run the Mustangs were laid up in a garage. Unfortunately, space constraints forced them out of that garage in 2019 and into the garden of a spare, unoccupied house in leafy suburban Surrey, with some temporary canvas garages affording them only minimal protection.

The vendor, a friend of the previous owner, acquired them somewhat unexpectedly in December 2021 when he purchased the land on which they are sitting.

They have suffered a bit from their exposure to the elements, but both are eminently restorable and should make very rewarding projects for anyone who fancies an unusual American classic.

The Mustang comes with its current V5, a copy of Chilton’s Repair and Tune-Up Book for the Mustang II, and some tax discs from 2008 and 2010.

Some digital photos will also be supplied showing the Mustang in happier times.

Unfortunately, when this Mustang was parked it was left with the driver’s window open, so mould has started to form on certain surfaces such as the steering wheel and the door pulls. It’s a pity because the interior is so original, and so wonderfully reminiscent of the 1970s with its thick carpets and buttoned velour upholstery.

Since the seats, carpets, door cards and dash are actually in pretty good condition, we are hopeful that most of the interior can be cleaned and renovated, without the need for too much actual restoration work. 

The top of the dash is particularly good because it does not appear to have succumbed to the effects of the sun. The wooden dash inserts are showing a few cracks and a general patina, but we think they could be preserved as they are and still look presentable.

Certainly, the rear seats and headlining are in very good condition, although one of the rear carpets has been soaked in water for a long time.

The boot does not look to be in a bad way at all, and the boot floor looks quite solid. It would probably benefit from a new carpet, though, as the existing one is torn.

A few optional extras were specified when new, most obvious of which is the Media Velour trim package, a sumptuous option offered only with the Ghia, in the Chamois colour. Other extras include the digital quartz crystal clock, SelectAire air conditioning and centre-console storage tray.

Despite some obvious outward deterioration in the way of flaking paint and some surface rust across the roof and boot lid, we really don’t think this Mustang is in a bad way. 

As far as we can tell it, seems to be quite structurally sound, although there are some areas of bodywork which will need attention around the sills, door bottoms and lower wings. 

Due to water sitting for some time in the offside rear passenger’s foot space, there is a possibility that that section of floor has begun to corrode. Happily, the vinyl landau roof appears to be in very good condition and we don’t think it will require anything besides a good clean.

A few splits are beginning to appear in the bumper overriders. While it may appear that one overrider it missing from the rear bumper, it is actually present and stored in the boot.

Of course, the tyres have gone flat and should probably be replaced, but the forged aluminium wheels should be cleaned and retained. Slot mags were an extremely popular wheel in the 1970s and, though many were fitted as aftermarket items, most manufacturers also offered them as an option.

Indeed, they were an option on the Mustang II and the centre caps indicate that this set is original to the car.

The Mustang is sold as a non-runner. Although it was running in 2010, the engine shows visible external signs of exposure to damp and it may be that the internals have been affected, too. 

Since the air filter was removed (though it is still with the car), moisture may well have been present in the carburettor for some time. In order to get the engine running, it is probably going to be necessary to dismantle it to some extent, possibly replacing a number of parts along the way.

While we don’t know the condition of the other mechanical systems, 12 years of inactivity is likely to cause them to deteriorate somewhat, and all sorts of problems could potentially arise from the brakes seizing to the fuel tank corroding. 

While the state of things may not be bad at all, bidders should be prepared for the possibility of the car needing quite a comprehensive mechanical restoration.

The good news is that the Mustang II shares many of its parts with other Fords and the small-block V8 was built by Ford from 1962 to 2002, so new and second-hand parts and even whole replacement engines are very easy to come by.

You can source almost any mechanical part, even if it has to be imported from the States, and if you do experience any problems then there are numerous American car specialists in this country who could point you in the right direction.

The Mustang II has always been the Mustang most overlooked by enthusiasts, and that’s a great shame. It may not have had the performance credentials of the first and third generations, but it did what was absolutely necessary for ensuring the Mustang’s survival through a difficult period for the American auto industry. 

We can appreciate it for what it is – a small, good-looking and relatively economical coupé with no shortage of luxury trimmings.

This car is obviously only for those who are prepared to commit to a serious restoration, but it’ll be well worth tackling. If you value scarcity or anything a little unusual, the Mustang II is a great car to own because, even though they were sold new in Britain, they’re as rare as hens’ teeth today. 

Even at American car shows, Mustang IIs are hardly ever seen, so when one does show up it draws an interested crowd.

Even though it’s something of an underdog, there are so many things going for it. Despite its rarity, the fact it shares components with many other American Fords means you shouldn’t have any difficulty finding replacement parts.

Because it’s compact and right-hand drive it could hardly be better-suited to Britain, and the best thing – it’s got the famous Ford 302 V8, detuned a little but still packing plenty of power.

If we were looking for an American car to restore, we’d be sorely tempted.


Notice to bidders