The 1970s were a time of change for the American automobile industry. Around 1973, the original muscle car era ended and the horsepower war was laid to rest, at least for a decade.

The cars of the mid-to-late 70s will be remembered as being not as good as the 60s predecessors. Also, in my own opinion, not particularly attractive – being rather square and featuring those awful front clips and 5mph bumpers.

Automakers spent the decade tackling issues like improving fuel economy, sorting out emissions, introducing better safety equipment – much of which demanded by the government.

Dusk of power, dawn of luxury

New understanding of the impact of automotive emissions and leaded fuels on the environment and public health prompted the government to take action against pollution.

As a result, automakers implemented emissions control devices such as catalytic converters and exhaust gas recirculation systems. Engines were further detuned and the removal of lead in gasoline also forced reduction of compression ratios, thus power and torque.

The final blow for power was switching from gross to net horsepower ratings. By 1975, US-produced vehicles were marketed with half the horsepower they had in the past decade.

To top this off, insurance companies hiked up the insurance premiums for high-performance muscle cars, since they were often driven irresponsibly and caused accidents, many of which fatal. We should note here that while seat belts were required in all vehicles since 1968, the first law that required occupants to actually use them was passed in 1984.

A series of oil crises and recessions made huge gas-guzzling engines considerably less attractive. And since they no longer offered the power and acceleration of 1969 levels, the demand for high-performance cars died.

The big three began downsizing many of their models, cutting out the excess weight and trimming dimensions to maintain adequate performance on the road. If they couldn’t make cars fun and powerful, automakers decided to make them at least comfortable and offer more luxury features.

The average driver loved the idea.

During the 1970s, demand for compact and luxury vehicles increased inversely proportional to the demand for muscle cars. Cars like the Ford Pinto, Ford Granada, Oldsmobile Cutlass, and of course, the everlasting Chevrolet Impala formed the landscape of the 1970s American automotive industry.

Ford Granada – 70s middle-class American car

Ford Granada, the North American version, was a compact luxury sedan, produced between 1975 and 1982.

Initially, Ford developed the Granada as a replacement for the Maverick. After 1973, however, demand for compact cars was high and the Blue Oval decided to keep both, repackaging the Granada into a premium version of the segment.

The car was created on the chassis of the 1960s Ford Falcon, making it mechanically similar to the first generation of Ford Mustangs and Mercury Cougars, with a wheelbase sitting at 109.9 inches.

Designwise, Ford wanted to embody some of the styling cues used in European upmarket sedans such as the Mercedes-Benz 280. This marked a sharp departure from the coke-bottle style that dominated the late 60s and early 70s.

The Granada came equipped with a 200 ci (3.3 L) I6 engine as a standard with a 250 ci I6, as well as 302 ci V8 and 351 ci Windsor V8 also available. The 3-speed manual transmission was the default with a 3-speed auto and 4-speed manual optional.

The standard brakes were 11-inch front discs and 10-inch rear drums. Power four-wheel disc brakes were optional with an additional anti-skid system (ABS).

In 1970, Ford Motor Company purchased Carrozzeria Ghia SpA – an Italian design and coachbuilding firm. As a consequence, in 1973, many Ford cars would feature the Ghia name as their top trim versions. The 1975 Ford Granada made no exception.

The Granada Ghia featured a vinyl roof, redesigned interior with either cloth or leather seats and wood-trimmed dashboard. It also included the 351 Windsor V8 and 3-speed automatic as standard along with power brakes.

Poor man’s Mercedes?

Priced at around $4,000 in 1975, the Ford Granada was marketed as the wanna-be Mercedes for the middle-class American. It was nearly as luxurious as the top-of-the-range LTD with as much exterior and interior plush as Ford could put on it for the price.

The Granada also cost 5 to 6 times less than the Mercedes 280.

But a Mercedes it was not.

The Granada Ghia with its 351 Windsor V8 could only muster up to 143 horsepower. This was enough to propel the 3,392 lb car from 0 to 60 mph in around 13 seconds. No, that’s not a quarter-mile time. 

The I6-powered versions were even more tragic, taking more than 20 seconds to reach 60 mph.

Further hampered by its outdated rear leaf spring suspension, longer suspension travel, soft rubber bushings and not particularly quick or accurate steering, the Granada was the furthest thing from a sports car, despite having two sport trim packages.

Yet all these facts considered, the American car buyer loved it.

During its first three years on the market, Ford sold 970,000 cars. This is almost half of the vehicle’s total production numbers between 1975 and 1982.  Sales peaked in 1976 with 548,784 units making the Ford Granada the second best-selling car in the USA (for the year).

Ford Motor Company badge-engineered the Granada into no less than 3 separate vehicles – the 1975 Mercury Monarch, the 2nd generation 1981 Mercury Cougar which replaced the Monarch and the 1977 Lincoln Versailles, neither of which lived longer than the Granada itself.

The success of Ford Granada was more a product of good marketing, rather than good engineering. Perhaps a stroke of luck in timing as well.

Why on earth should we then care about the Ford Granada at all?

Well, the Ford Granada might not have left a remarkable trace in automotive history. However, it left a deep and very personal impression in one Cody Bennett, which I had the pleasure to talk to.

Bennett Express – Cody Bennett’s 1977 Ford Granada Ghia

Cody Bennett is a 3rd generation car enthusiast from Canada. His grandfather had a number of classic cars, one of which – the 1979 Mercury Bobcat 2-door – passed down to Cody.

The story of Cody’s 1977 Ford Granada Ghia goes back to the days before he was born. His dad had the same one when he met his mother. It was involved in a head collision and ultimately trashed.

Cody had been searching for 8 years for the right model to buy, restore, and gift to his father. He found this one last year in Alberta, Canada in a tragic condition.

Originally white with a blue interior, the Granada had changed hands several times. Over the years, a tractor-trailer had smashed the driver’s side quarter panel and the car suffered heavy rust damage. Three-quarters of the floor had rusted out along with both rear quarter panels and parts of the frame.

Unfortunately, Cody’s father passed away before he got a chance to restore the old rust-torn Granada.

Undeterred to make a tribute to his loving father, Cody pressed on with his plans. Due to Covid-19, both he and his long-time friend James were left out of a job.

James Russell is a professional automotive technician and car enthusiast since childhood. His stepdad would take him to car shows, only to find him crawling under some oldschool classics in absolute fascination.

Left with plenty of time on their hands, Cody and James embarked on a restoration project that lasted 70 days, most of which was spent patching the frame and body to a decent condition. After all the welding and bondo work was finished, Cody, driven by budget constraints, mustered up and painted the car himself.

His dad’s original Granada was red with a white vinyl top. Cody wanted to make a tribute but add his own style as well. Armed with a Mastercraft paint gun, Tremclad paint, and mineral spirit thinner, he performed a pretty good DIY job.

The original 351 Windsor V8 still rumbles under the hood, along with the factory transmission and drive train. Mechanical upgrades include renewed valve cover gasket, oil pan gasket, differential seal, and new shocks on all four corners. The power steering pump was replaced with an identical unit, as well as some steering lines.

Cody has some upgrades planned for the near future that might just give his Granada some juice. The Granada was never a performance vehicle. However, the 351 Windsor has huge power potential, and beefing up the rest of the drive train could give the car some muscle.

On the list are a 4-barrel 650cfm Holly carburetor, а new cam, beefed up transmission gears and shafts, as well as a 9-inch positraction rear end.

Bennett Express was the name given to the family vehicle whenever it needed to go fast – usually to the horror of Mrs. Bennett. It’s Cody’s turn to run the express line now.

“This car will never be sold and kept in my family as long as gasoline is being sold.”

I totally get doing one Granada, but Cody and James have two more lined up for restoration – a 1978 model with a 1980 front clip and a 1977 one that’s probably going to end up as a parts car. The 1979 Mercury Bobcat he inherited from his grandfather needs work and new paint. And there is a 1969 Mustang Coupe lined up for full restoration…

Good thing James is a master welder. These two have enough work to last a few pandemics.

So there it is, the 1977 Ford Granada Ghia, made special not by its qualities as a great vehicle, but the stories people have to share around it.