1989 Ford Probe
The "Mazda/Mustang" Comes To Be
By C. Van Tune

We'd been hearing the rumors for some time-Ford was working on a replacement for the Mustang. The aging rear-drive pony car currently being sold was technologically out of date: It was too heavy, sat too high and wasn't the most aerodynamic machine on the road by any stretch of the imagination. Its planned date of termination had already been given a managerial reprieve at least once, and work had begun on a front-wheel-drive replacement due to hit the showrooms in 1988.

Then the public heard the news.

The hew and cry from Mustang lovers nationwide echoed clearly through Ford's Dearborn, Michigan, World Headquarters, when tens of thousands of letters from dyed-in-the-wool Mustangers arrived condemning Ford's decision to go FWD with their favorite car. The message was clear: Continue building the "real" Mustang, a V8 powered, rear-drive tire smoker. To call anything less a Mustang would be well, un-American.

With a mountain of mail resting on the corporate boardroom's meeting table, the powers that be at FoMoCo took a serious look at their project. The Mustang was a nice seller in its present configuration, although it was not designed to be able to integrate the mandated safety equipment (air bags, passive restraints) required by the end of the decade. On the other hand, Ford (as was reminded countless times by those same letters) pulled a marketing gaffe once before with the Mustang when in 1974 it downsized America's premiere pony car to the position of little more than a Pinto with Mustang nameplates. Even though sales were decent for Mustang II models, neither the flashy paint schemes nor the "Mach I" and "King Cobra" special editions could convince performance enthusiasts the machine was anything but a glamorized econocar.

And, although the proposed replacement for the Mustang carried the wallop of a turbo/intercooled engine and a tauthandling suspension, Ford was going to take no chances with its marketing. To wit: If America wants a Mustang, let's give them a Mustang. Production on the car has been stretched until at least 1990.

The new automobile will go into production as planned, however carrying a new moniker, that of Ford's GTP race car: Probe.

Ford is positioning Probe to compete with Japanese and American FWD sport-performance cars. Its primary target is the Toyota Celica, but Ford will be happy to take buyers away from the Nissan 200SX, Honda Prelude, Acura Integra and Dodge Daytona. Three versions of Probe will be offered: GL (base version); LX (luxury) and GT (performance), with the turbocharged GT model sure to appeal to prospective buyers of Dodge Daytona Turbos, Nissan 300ZXs, Toyota Supras and Mitsubishi Starions. Pricing wasn't established as of press time, but we're expecting the GL to come in under $10,000, with the LX model around $11,000 and the GT tallying at approximately $15,000. If Ford can indeed bring the Probe to market for such figures, they'll have a runaway sales success the first year.

The Ford Probe came to be as the result of a cooperative effort with Mazda, who provides the platform (engine, suspension, driveline, size parameters) for the car as well as assembles it at its new Flat Rock,
Michigan, plant. Although the Probe was designed with Mazda's MX-6 as the model, the finished product bears several distinct differences from its fraternal twin.

The body shows the most obvious differences. Whereas the MX-6 uses a standard coupe configuration with a separate trunk lid, Ford designed a three-door hatchback body for the Probe. In GT versions, both cars feature lower front-air dams and rear-deck spoilers, however the Ford takes on a more aggressive look with its retractable headlights, fog lamps and wide grille openings (the upper of which injests air for the intercooler).

Even in base trim, however, the Probe looks more refined. Both cars share the aerodynamic blessing of flush window glass, but Ford saw fit to add integrated side mirrors as well as semiconcealed wipers. Although Probe and the MX-6 share identical wheelbase and overall length dimensions, the GL and LX models sit 1.7 inches lower and 1.4 inches wider than does the Mazda, with the Probe GT measuring a full two inches wider. This combined with the stickier 195/60VR15 Goodyear Eagle VR radials (compared to the same-sized Goodyear GT + 4 HR-rated offerings on the Mazda) give the Probe GT a definite advantage in the hearts of enthusiasts.

The powerplants for the three models of Probe compare identically to those offered for the three models of MX-6. For the base and LX models of Probe, that translates to a 2,184 cc inline four with a single overhead camshaft and three valves (two intake, one exhaust) per cylinder. Utilizing electronic multiport fuel injection and 8.6:1 compression, output is 110 hp at 4,700 rpm and 130 lbs/ft of torque at 3,000 rpm.

Performance is quite good with the five-speed manual and this engine, however begins to fall off a bit when the optional four-speed overdrive automatic is used. Weighing in at 2,810 pounds, our automatic LX-model test car ran 0 to 30 mph in 3.6 seconds, 0 to 60 mph in 10.6 seconds and the quarter mile in 17.83 sec/78.6 mph. There's a slight chirp of the front tires when leaving the line under full acceleration, but from there on it's not too exciting. Power delivery is smooth all the way to redline, although the mushy shifting transmission makes holding 'er in gear that long merely an exercise in futility.

If you want performance, jump into the Probe GT. Under its hood lies a turbocharged and intercooled version of the standard 2.2-liter four, producing 145 hp at 4,300 rpm and 190lbs/ ft of torque at 3,500 rpm, and running a compression ratio of 7.8:1. The IHI turbocharger features a water-cooled center section and a computer controlled wastegate that permits the boost to "flash" to 9.2 psi, and then settle to a constant 7.3 psi, if conditions are favorable to do so. Additionally, the engine control computer adjusts the ignition timing according to signals received from the piezoelectric knock sensor, while a two-memory-map function automatically tailors ignition characteristics for use with either regular or premium gasoline.

Utilizing slightly higher manual transmission gear ratios than its nonturbo siblings (there's no automatic available on Probe GT models, unlike with the MX-6), the GT puts that pressurized charge air to good use with acceleration times that are outstanding for a vehicle in this class. Carrying a curb weight of 2,870 pounds (165 pounds more than a comparable MX-6 due to the heavier glass hatchback arrangement), our GT blasted out of the hole with spinning wheels to record a best 0 to 30 mph time of 2.7 seconds and 0 to 60 mph run of 7.4 seconds. Since we were dodging showers all day during our test and photography session at the Ford Proving Grounds, the track was too damp to allow full-throttle use from a standing start. Our best runs were made leaving the line at a conservative 2,300 rpm, and then smoothly increasing the throttle. The turbo engine loved the 36-degree ambient temperature and damp air, however, and screamed down the quarter mile in a blistering 15.39 seconds at 92 mph. There's probably more to be had from the car on a dry day with similar temperatures, since we encountered more than a moderate amount of tire slip with the 1-2 gear change.

While the Probe shares with the MX-6 essentially the same suspension design (MacPherson front struts with lower A-arms and coil springs, and fully independent four-bar rear link with single-trailing arms and upper strut-mounted coil springs) in the handling department these two cars feel as if they've been designed with two different types of drivers in mind. And, in fact,. they have. Ford and Mazda had in-depth discussions early on about the handling posture of their new cars. Mazda wanted the typically Japanese style of fairly high amounts of body roll and a comfortable highway ride. Ford wanted more of a "driver's feel" to the car and insisted on being able to tune its car's suspension with unique spring rates, stabilizer bars, shocks, bushings and toe alignment settings.

Even though both cars feature the Mazda-designed auto-adjusting suspension that allows the driver to select "soft," "normal" or "sport" settings for the shocks from the cockpit, the Probe feels much flatter and responds much quicker to changes in steering input. In fact, the suspension on the Probe GT is dialed in so well that you'll have a hard time determining if the car is front or rear drive. It is actually that neutral.

Augmenting the suspension's great feel is the speed-sensitive power-assisted steering that the GT model receives. While the base and LX models steer via a conventional power rack-and-pinion unit, Probe GTs will be outfitted with a power rack-and-pinion system which uses speed and steering angle sensors to aid it in increasing the assist for parking maneuvers or reducing the assist for improved road feel at highway speeds. The unit performs excellently, and doesn't exhibit the annoying "on/off switch" feel of a similar system used in the Acura Legend, which suddenly becomes so grossly over-assisted below 20 mph that it gives the driver the feeling he's piloting an American land barge from the late 1950s.

While the braking system used on the Probe and MX-6 are identical in design, there are differences in applications. The Probe GL and LX models feature power-assisted ventilated front disc/rear drum brakes with 10.4-inch diameter discs and nine-inch diameter drums; conversely, MX-6 DX and LX customers receive 10.4 inch ventilated front discs and substantially larger 10.5-inch rear drums. GT models of both companies' offerings receive disc brakes at all four corners, 10.4 inch at the front and 10.2 inch at the rear. Available at extra charge (for GT only) is the excellent Teves-designed ABS system that makes the stops arrow-straight each time. Interestingly, our stopping distances for the ABS-equipped Probe GT and non-ABS LX from 60 mph were practically identical, with 115 feet required for the GT and only 116 feet needed for the lighter LX.

Not only does the Probe GT accelerate, handle and brake with the alacrity of a world-class performance car, its driver and front-seat passenger are treated to first-class accommodations in comfort and ergonomics. The fresh looking instrument panel borrows a bit of Porsche-designed technology by including a tilting steering column and gauge cluster assembly that moves together to provide a clear view of the instruments regardless of adjustment setting. Switches for lights, wipers and turn signals are mounted within easy reach, and the gauges themselves are quick reading analog dials featuring a 120 mph speedometer and 8,000 rpm tach, as well as similar instruments for fuel level, coolant temperature, voltage, oil pressure and turbo boost. The GL and LX share the same cluster design, however only the LX receives the tilting column. Available as an option on the LX is an electronic instrument panel featuring the usual assortment of bar graphs and multicolored LED readouts.

To the right of the instrument binnacle is a center panel housing the standard AM/ FM stereo radio, ventilation controls and twin air ducts. Various upgraded sound systems are available as options, as is a trip computer which mounts under a retractable cover above the air ducts. Switches for the optional electric mirrors and adjustable suspension are mounted on the center console, as is the shifter and parking brake handle.

Even with the base GL model, seat comfort and support is premium, with height-adjustable cloth buckets fitted for front passengers. The LX model receives upgraded upholstery as well as sport seats with lumbar support, side bolsters and articulated headrests. The rear seats split and fold down to give access to the luggage compartment for a total of 40.9 cubic feet of storage space, or 11.9 cubic feet with rear seat backs in place.

Ingress to and egress from the Probe's interior is easy through its wide doors, outfitted with vertical exterior handles as is the rage nowadays. Drivers much over six feet tall may complain of the tightness of headroom, especially if the optional sunroof is installed, but otherwise there's adequate room for four passengers providing no one's legs are too long.

With only two on board, the Probe seems a nigh perfect combination of form and function. The seats are comfortable yet quite supportive, the controls are logically placed about the cockpit, and the pedals are positioned to make heel-and-toeing a breeze. Every switch and lever operates with a quality feel, and gives the occupants subtle clues that they're in a first-rate automobile.

Whether the model you choose is the base GL, upscale LX or sport-oriented GT, you'll be rewarding yourself with an intelligently designed, sophisticatedly manufactured automobile that will compare favorably to about anything it is judged against in its price range.

TEST RESULTS
ACCELERATION:
0-30 mph	2.7 sec
0-60 mph	7.4 sec
Standing ¼-mile	15.39 sec/92.0 mph
Top speed	125 mph
BRAKING:
30-0 feet	27 ft
60-0 feet	115 ft
HANDLING:
Lateral acceleration	0.83 g
FUEL ECONOMY:
Observed city	N/A
Observed highway	N/A
Miles per tankful (maximum)	N/A
SPEEDOMETER ERROR:
Indicated 60 mph is really	61 mph
CALCULATED DATA:
Pounds per horsepower	19.8
Horsepower per cubic-inch (liter)	1.09 (65.9)
Engine rpm at 60 mph, top gear	N/A
RATINGS:
Acceleration
Braking
Handling
Stability
Smoothness
Comfort
Ergonomics
Instrumentation
Seats
Driving Position
Interior Room
Cargo Capacity
A/C, Heater
Sound System
Int Appearance
Ext Appearance
Dollar Value
Fun-To-Drive Value
Head-Turning Value
LEGEND:
Excellent
Very Good
Good
Fair
Poor