SSPMUSTANG.ORG’S Documentation Guide for
Special Service Package Mustangs
Version
1.5 May, 2007
Revision
History:
|
Date: |
Version |
Change: |
|
12.19.06 |
1.1 |
Unmarked vehicle usage |
|
03.25.07 |
1.2 |
Addition of Jetsonic equipment diagrams |
|
04.15.07 |
1.3 |
Reformat of sections for clarity of reading |
|
05.15.07 |
1.4 |
Additional radio equipment information |
|
05.31.07 |
1.5 |
Additional illustrations |
Table
of Contents:
3.0 A history of Florida Highway Patrol Mustang
usage:
3.2 Marked Mustang vehicles, defined:
3.3 Unmarked Mustang vehicles, defined:
3.4 SSP vehicle options, defined:
Table A: Sample of FHP Mustang options.
4.0 Mustang exterior information
4.1 Markings/paint scheme, defined:
Table B: Paint scheme/lettering and decals by year
4.4 License plate usage, defined:
5.1 Lightbar usage, Jetsonic, defined:
5.2 Lightbar usage, other, defined:
5.3 Light usage, front/rear, defined:
5.4 Light usage, other, defined:
5.8 Other equipment usage, defined:
Table C: Equipment usage for FHP Mustangs:
6.0 Miscellaneous Information:
6.1 Tire/wheel usage, defined:
Table D: Wheel/tire usage by year
Table E: FHP Mustang usage by year.
7.0 Frequently asked questions:
1.0 Preface:
Welcome to the SSPMUSTANG.ORG FHP restoration
document for SSP Mustangs. The purpose of this document is to help foster an appreciation
for a history of FHP Mustangs and to assist in the restoration effort towards
the same. This is, we believe, a unique entity in the automotive hobby
restoration world. Although other organizations have judging guides that assist
in evaluating correctness of serial numbers, parts, build dates, etc, this
document is the first of its kind in being geared strictly towards those
interest in restoring a Police vehicle. With almost 50 pages and 50 images,
hopefully this document will serve it’s intended purpose.
Although I have been fortunate
enough to have much first hand information on these cars during their active
period with FHP, I would also like to thank Troopers Larry Coggins, Mike
Halfpenny, Don King and Mark Woodhouse for their assistance with specific FHP
information. Also, thanks to Charles Ricks and Emil Loeffler from Ford for
their help in providing information and materials, and also SSMOA members Jim
Young, Bill Roever and Mike McCullers for additional
information and photos.
There is, however, one caveat to mention when reading this
and any other restoration document. Given the vagaries of FHP procedures in
outfitting vehicles, and the passing of time, personnel, and lack of empirical
records, please let this document serve it’s purpose - as a guideline for your
efforts, not an attempt to declare itself the ultimate ‘authority’ in scope.
This document does not pretend to be such, and claiming to do so would simply
be disingenuous and misleading. Although all efforts have been made to include
only truly substantiative information, there is no doubt that conflicting
information can and will surface, so please keep this in mind while reading
through it. We welcome any suggestions for corrections, amplifications or
additional information.
Methods of research for this
document include interviews with both tactical and installation personnel,
review of all related documentation, personal observation, and photographs of
in-service vehicles. Although some commonalities do exist, especially in the
area of vehicle lights and radios, these too exhibit variances from standard.
Unlike other agencies such as the California Highway Patrol, which outfitted
vehicles centrally, FHP, until only recently, relied on localized installation
personnel and procedures. This of course presents a challenge when attempting
to compile information, as does the passing of time and personnel with
knowledge of older equipment. Rather than present anecdotal evidence, the focus
is on empirical findings with respect to equipment and vehicles. If you do see
something that may seem contradictory, please inform me, and I will be glad to
review and make any changes warranted.
If you can extract some measure
of enjoyment from this effort, then that makes it worthwhile. Please keep this
in mind as you read through this, and if you do have any information that you
feel may merit adding, please forward it to me. I hope you enjoy reading this
document, even if you have no interest in restoring a Mustang, and find it
helpful if you do.
Please feel free to forward any
suggestions for improvement or information to me at the website. All photos
contained herein were either taken by me or used with permission.
Regards,
Mike Riley
Webmaster@sspmustang.org
2.0 Introduction:
Can there be anything cooler
than a 5 speed, V8, 2 door Police car? Well, that depends on course what your
vantage point is! If you’re looking at one in your mirror, perhaps not...but
that’s another subject.
Two door, manual shift police
vehicles are nothing new to law enforcement – State and local police agencies
routinely made use of two door, V8, manual shift cars well into the 60’s for
pursuit and patrol use.
Mustangs have been a natural
for car buffs since the infamous 1964 ˝ model, especially with all the
different drivetrain and performance options available over the years. The
Special Service Package is probably one of the more interesting footnotes to
recent automotive events, since it not only captures the essence of
performance, being a light, fast, nimble sports car, but also has the added
appeal for some of us of being a ‘cop car’ - two seemingly diverse sets of
attributes! For those of us who have an interest in doing ‘something different’
from a restoration standpoint, this makes it both rewarding and frustrating
when trying to piece together a puzzle with no clear standards.
This document has been compiled
as a reference for those interested in information on
Although
these vehicles are long gone from the roadways of
3.0
A
history of Florida
3.1
Vehicle history, defined:
In 1983,
The Diplomat, LTD (below), and
Caprice were the stable of FHP’s ‘arsenal’ until the 1983 Mustang was ordered.
Slow and heavy, these cars were at a low point in pursuit vehicle history, and
a replacement was badly needed.
Image #1, 1983 FHP Mustang, first year used, with CJ184 beacon. New 1984
Ford next to it with JS 1-2 Jetsonic that would become standard on Mustangs.
(Alex Ginzburg photo)
The FHP Mustangs were ordered
initially for use on the Florida Turnpike. This road runs from
Starting in 1983, then under
leadership of Col. Bobby Burkett, there were 40 SSP’s
purchased by FHP under DSO 24-0181. These early examples were all 4 speed SROD
cars, 5.0 175 HP versions with the stock aluminum intake, Holley 600 cfm carb, single ‘Y’ pipe
exhaust, and 3.08 gears housed in 7.5” rear ends. Because of the newness of the
Mustang, each car used the same roof light as all other FHP vehicles of the
time - the bulky Federal Signal beacon #CJ184, which dates back to pre-1965! In
1984, after evaluating the ‘less than aerodynamic’ qualities of the CJ184, the
switch was made to the JS1/2 series Jetsonic light bar, which was introduced in
1983; use of this light bar which continued through the program run into 1993
vehicles. The photo above shows the CJ184 along with a new 1984 Ford with the
Jetsonic. The Unity S6 6” spotlight is clearly visible, and all marked Mustangs
had them through 1993. Also of interest is the unique ‘Walnut’ interior with
high back buckets, which would transition to tan and then gray interiors on
later SSP vehicles.
FHP equipment for that first
year was a template for years to come-radar, VASCAR, siren, etc. In this
picture below taken for the Dec. 1983 article ‘Blue Light Special’ for Mustang
Monthly, editor Donald Farr got a very nice, albeit black/white, shot of the
interior of one of 40 Mustangs used. The VASCAR unit is located prominently to
the left of the A/C controls, Micor (used in all FHP vehicles) with special
bracket below dash, Whelen WS-295 siren below glove box, and of course MPH
radar mounted on dash. These cars did not have a center console, so everything
was mounted as best as possible. One interesting note, the wiring is run over
the dash, instead of the usual hole saw attack perpetrated by installation
personnel as seen on later vehicles.
Image #2, 1983 FHP Mustang equipment. (Photo c/o Donald Farr, Mustang
Monthly)
Other interesting items are the
‘stylish’ Walnut (code BE) interior (really screams 80’s doesn’t it?),
certified speedometer, roll up windows, AM/FM radio, and the cruise/tilt
equipped wheel.
Image #3, 1983 FHP interior, unrestored and
original (Mike Riley photo)
Later vehicles through 1993
followed similar equipment options, both with SSP options and emergency
equipment. There were some differences in interior color (tan through 1989),
power options and markings, but for the most part, FHP cars are very similar
year after year. Additionally, unmarked units started to make their appearance
in the late 80’s, and were deployed throughout the remaining years.
The interesting thing regarding
FHP Mustangs is that they were always purchased with manual shift transmissions
for their marked units, and a mix of manual and automatics for unmarked cars.
Contrast this to state agencies like Georgia and Indiana which were automatic
only, and CHP which were manual only vehicles. Although a manual shift
transmission is great for pursuit work, the challenge of shifting and using the
radio and controls simultaneously can present an issue! It’s no surprise then,
when the next 2 door specialty vehicle was purchased by FHP some nine years
later, the B4C Camaro, that these were all automatic equipped cars. Even
agencies like CHP, the largest user of SSP Mustangs and exclusively manual
shift cars, had switched to automatics in their vehicles.
FHP installations did follow,
or were supposed to follow, a protocol for placement of letters, equipment, radio
antennas, decal placement, etc. There was a set of installation guidelines put
forth from
3.2
Marked Mustang
vehicles, defined:
For many years, marked FHP
vehicles have followed a simple design criteria-two tone ‘cream’ and black
paint, ‘State Trooper’ fender lettering, FHP seals on both doors and decklid,
and the use of a blue light. When the SSP Mustang was deployed starting in
1983, things were no different-with the exception of the single blue rotator as
defined above, and the Jetsonic, things were kept in the same motif. This is a
nice constant when interested in restoring one of these vehicles.
As a general observation
(specifics are below) all marked FHP Mustangs used light bars. There have been
reports of a handful of vehicles with lightbar problems where slicktops were
used, but I cannot confirm this firsthand, however several vehicles have been
seen out of service with no traces of lightbar installation or wiring. Most
were Jetsonic equipped (again, with the exception of a handful using the
Federal Signal Vector, pictured in section 5.2), and this was the only light
used until the early 90’s, when deck lights were being deployed. Also in 1984,
the 5 speed transmission became the choice for marked cars, having been phased
in by Ford for mid-year 1983 production (after the run of the initial 40
Mustangs were purchased by FHP).
Image #4, 1993 FHP Mustang, last year used, with FS JS series lightbar
This vehicle is not an in service vehicle,
but is used for displays like the FHP Auxiliary conference here. (Mike Riley photo)
Pictured above is the opposite
of the vehicle in Image #1 - a 1993 Mustang. After 10 years in the program, the
exterior differences are negligible, save for the use of the Accreditation
sticker appearing in 1996, slight changes in lettering type, and of course the
roof light.
The traditional two-tone
cream/black FHP colors can be seen in the same application method on both
vehicles, as can the fender lettering and door seal, and Unity S6 spotlight
placement. One interesting accessory is the use of the stainless steel window
shade, made by Auto-Shade Company of GA, also seen on both vehicles. All FHP
cars observed have had these, however not just Mustangs (see the LTD in Image
#1 above); unmarked Mustangs received them as well. These are very difficult to
find today, so it you see a set and are planning on restoring an FHP car, buy
them!
Image #5, FHP Mustang with Caprices, Jetsonics/stainless vent shades.
(Alex Ginzburg photo)
FHP cars were numbered in 4
digit unit numbers, with a leading ‘0’, and this was designated on the plate
for the vehicle; roof numbers also corresponded to the unit #. There is no
order to the unit number and where the car was deployed, i.e. one Troop could
have a random group of unit #’s, another a different group, etc. If the vehicle
was retired, the tag and subsequent number was transferred over to a new
vehicle, so it was not unusual to see pictures of the same tag on different
vehicles.
The unit # was stamped onto the
key of the vehicle so if you are lucky enough to have the original key this can
often tell you at least what number it was. Additionally, it was often written
underhood on grease pencil or similar, often around the radiator area.
Image #6, FHP key with unit number. (Mark Woodhouse photo)
Image #7, FHP roof lettering, 1992/3 Mustangs. (Jim Bridges photo, c/o
Jim Young)
The image above offers a nice
‘bird’s eye view’ of roof numbers on out of service cars. Notice also the spotlights
present on each, and black spray paint haphazardly applied over the cream areas
and FHP decals. Believe it or not, in many instances, this cream paint can be
saved with some lacquer thinner, buffing and a lot of elbow grease to provide a
perfectly presentable paint job for restorations or driving (but not in Fla.!)
This practice has since been superseded by applying a tar-like substance to any
vehicles retired through the central facility, so it is now much harder to do.
The cars would go to a specific
location when put in service, and generally stayed there when personnel changed
assignments. Most Mustangs were driven by only one or two Troopers during their
lifetime and were take-home vehicles. Some did become pool cars in the mid 90’s
after demand for them began to wane due to a lack of new Mustangs coupled with
the deployment of LT1 Caprices. When the cars were retired, the equipment was
simply transferred from old to new vehicle after it was verified that it was
working correctly, and the same kind of equipment would be used in the new
vehicle.
There is often found a DHSMV
property tag in the glove box or other interior location. Besides the vehicle
itself, all components have a corresponding asset tag, including radios,
sirens, lightbars etc. When Troopers received a vehicle or turned one in, the
equipment list and corresponding DHSMV numbers were recorded and signed by a
supervisor. This information would offer a nice roll-up of equipment for a
particular vehicle if you can be lucky enough to find one!
Here is a sample checklist below from a 1993
Mustang from Troop G,
Image #8,FHP vehicle checklist document.
(Mike Riley photo)
The DHSMV tags were
applied by the install personnel to all equipment and recorded; unfortunately
this information is no longer available for research purposes.
3.3
Unmarked
Mustang vehicles, defined:
FHP purchased three unmarked
units in 1988 under DSO 24-0236. These were produced in Jan 1988 and delivered
in March 1988 to Don Reid Ford in
In 1989, more unmarked units
were ordered, again with 5 speeds and blue/blue color combinations under DSO 24
0202; these were also given to Troopers. Equipped with minimal lighting and
usually radar, these units were on the front lines of
Image #9, 1993 unmarked FHP Mustang, last year used. AOD equipped, with
vent shades. (Mike Riley photo)
Because unmarked units went to
supervisory personnel, at least later in the program, these generally used an
AOD instead of a 5 speed, although there are documented instances of unmarked
FHP cars with 5 speeds through 1993; I personally saw one sell for over 7K at
an auction! That particular Reef Blue ’93 was driven by a Sergeant and was
special ordered based on request. There have been also several instances where
marked units were repainted in other colors and deployed as low profile cars
earlier in the Mustang program.
Unmarked units did not have
spotlights unless a Trooper added them, and there are several documented
instances of this also. Unmarked colors included all available Mustang colors,
including Red, Blue, Beige, Calypso Green, White, Silver, Dark Blue, Reef Blue,
as well as Black. Of these, 3 Red cars purchased in 1992/1993 are probably
among the rarest, and as of this date two are accounted for.
Image #10, 1993 unmarked FHP Mustang, taken 1994. (Photo c/o Mike
Kennedy)
Unmarked units generally have
some differences in equipment, but share many of the same SSP options as marked
units including silicone hoses, 2 pc. VASCAR cable, high output alternator,
single key locking, certified speedometer, relocated trunk release, Gatorback tires, etc. Radio usage was the same, but lights
different, depending on what time during the program the vehicle was
deployed.
The last FHP Mustang sold was actually
an unmarked unit from Troop E, unit 1363, black in color. It was sold at
auction in 2003, after 10 years of service! It is now owned by Jim Young who is
working on restoring it. It can be seen along with the last marked FHP Mustang
in the features section here: http://www.sspmustang.org/features/The%20Last%20FHP%20Mustang.htm
3.4
SSP vehicle
options, defined:
The DSO is what makes a Special
Service Mustang ‘special’, and
DSO options generally included the options below.
All cars for FHP carry a 24 DSO prefix for the
Listed below is a sample of
options for cars used throughout the FHP 10 year run:
Table A: Sample of FHP
Mustang options.
|
Item: |
Description: |
Usage: |
|
VASCAR cable |
Two piece design, interfaces with VASCAR unit on
dash |
Unmarked and marked, 1983 on |
|
Bonding straps |
Straps designed to shield against RFI |
inconsistent |
|
Silicone hoses |
Special high pressure molded hoses |
Unmarked and marked, 1986 on |
|
Single key locking |
One key fits all locks |
Unmarked and marked, 1983 on |
|
Stainless vent shades (non DSO option) |
Special Auto-shade metal window rain shades |
Unmarked and marked, 1983 on |
The cars were ordered through Flammer Ford in
An interesting note, when
retired and sold at auction, the Mustangs were typically stripped of all
electronics, yellow areas sprayed with black (it is against Florida statute to
operate a vehicle resembling an FHP unit on a public way), antenna holes ‘duct
taped’, decals either removed or sprayed over, but the spotlights were usually
left intact. In the 80’s the cars were often repainted in a cheap paint job
before selling, but later on this practice was abandoned for the less costly
(and quicker) practice of simply spraying the tan areas and removing or
spraying over decals.
4.0
Mustang
exterior information
4.1
Markings/paint
scheme, defined:
All marked Mustangs came in the
distinctive FHP two-tone Black/Cream paint colors. This paint can be seen coded
on the vehicle buck tag as the example below shows specifying cream roof and
rear deck. The WT-1077 cream paint can be cross-referenced to a current DuPont Chromabase color as G8828. The door tag will also stipulate
the dual colors of black and cream.
Image #11, 1983 FHP Mustang bucktag showing special paint codes. (Mike Riley photo)
The paint was applied in two steps; the cars were painted
all cream first, then black was applied over the front, doors, and quarters.
The ‘break’ on the color is clearly visible and uniform on the top of the rear
quarter and lower A pillar. Inside the trunk the cream is clearly visible, as
well as inside the deck lid. Doorjambs are black.
4.2
Decal usage, defined:
FHP
decals measure 12 7/8” in diameter, and the ones used on SSP Mustangs (all
years) were of the non-reflective variety. Also, these decals are side
specific, with the state flag waving backwards depending on which door it went
on. The border of the bottom of decal is placed directly over the side molding,
which was not deleted like some other states (CHP for instance) would require;
deck lids used a driver’s door decal. A passenger side door decal is pictured
below:
Image #12, FHP door seal driver’s door.
(Mike Riley photo)
Front fender lettering was both
reflective and non-reflective type, being a 3” or 3 ˝” sans-serif 3M product,
and is positioned along the break on the fender. The front fender lettering
measures 38” long. There are typically differences in the spacing between the
words ‘State’ and ‘Trooper’; in some cases the spread may range from 3” to 7”
apart. Letters are ˝” in width, and may vary to either 3” or 3 ˝” in height.
This was applied as a single transfer decal.
Image #13, FHP fender lettering, typical, accreditation decal, door
seal. (Mike Riley photo)
The blue ‘Accreditation’ seal
below started appearing approx. 1996 on FHP cars, therefore any car still in
service during this time may have had this decal affixed to the front fender.
This decal measures 4” x 5 Ľ” and is affixed over the 5.0 emblem on the fender,
and the location can be seen in the photo above. This has been changed to a
slightly smaller version over the years but the image is still the same.
Image #14, FHP accreditation decal used on post 1995 vehicles. (Jim
Young photo)
For 1989, a
30th Anniversary seal was added, along with a 50 year commemorative
rear plate, to all FHP cars. The seal was added just above the 5.0 emblem, as
seen on the close-up photo image below.
Image #15, closeup of FHP Anniversary emblem.
Image c/o FHP.
4.3
Lettering
usage, defined:
Rear deck lettering was used
only on later marked FHP vehicles, being a 2” black sans-serif letter. The
lettering was usually applied across the deck on either side of lock, although
there have been examples that have all the letters situated to the left of the
lock cylinder, and also smaller letters in black were used. This has been seen
and documented on other vehicles also. The ‘LX’ emblem was present on all newer
Mustangs, unlike some departments that used decklid delete components as part
of the DSO.
Image #16, small rear deck lettering, deck lid seal, Whelen rear deck
strobes. (Mike Riley photo)
Roof numbers were used on all
marked vehicles. These measure 38” long x 16” high, and are a 2 ˝” black
sans-serif number. These were applied as a single transfer unit. The letters
were situated behind the Jetsonic lightbar, centered between the area of the
rear quarter glass. (see image #, above)
Image #17, Late 80’s
SSP with Anniversary emblem, front unit plate. (Alex Ginzburg
photo)
Table B: Paint scheme/lettering and decals by year
|
Year |
Door Decals: |
Fender Lettering:* |
Deck Lettering:** |
Roof Numbers:*** |
Other: |
|
1983 |
Standard,
Non-reflective |
Gold
Sans Serif Non-reflective |
No |
Yes |
|
|
1984 |
Standard,
Non-reflective |
Gold
Sans Serif Non-reflective |
No |
Yes |
|
|
1985 |
Standard,
Non-reflective |
Gold
Sans Serif Non-reflective |
No |
Yes |
|
|
1986 |
Standard,
Non-reflective |
Gold
Sans Serif Non-reflective |
No |
Yes |
|
|
1987 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
No |
Yes |
|
|
1988 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
No |
Yes |
|
|
1989 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
No |
Yes |
50th
Anniversary fender seal |
|
1990 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
No |
Yes |
|
|
1991 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
No |
Yes |
|
|
1992 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
No |
Yes |
Accreditation
sticker**** |
|
1993 |
Standard,
Non-reflective |
Gold
Sans Serif reflective |
Black
2” Sans Serif Non-reflective |
Yes |
Accreditation
sticker**** |
uu = Usage uncertain
* Letter size 3” high x ˝”
wide x 38” long
** Rear deck lettering
started showing up approx. 2000; any Mustangs in service at this time may have
had it.
*** Roof number dimensions
16” high x ˝” wide x 38” long
**** Accreditation decals would
have bee found on any cars still in service after 1995
4.4
License plate
usage, defined:
License Plates vary in usage,
starting in 1983 with one rear plate only, to front and rear during mid 80’s
with unit number, then back to single rear plate only with rear in the 90’s.
There are at least 4 different types of plates that were used, listed below are
examples of two, a 1989 Anniversary Plate, and a later 90’s blue/white single
rear plate.
Images #18/19, 1989 Anniversary plate, later single blue/white plate
with Troop decal and unit #. (Mike Riley photos)
Other variations include a
matching front/rear in the same blue/white color and yellow/dark yellow
lettering. Note the Troop sticker affixed to the plate on the right. A plate
stayed with the vehicle during it’s in service deployment.
5.0
Mustang
equipment usage
5.1
Lightbar usage,
Jetsonic, defined:
For the first year, a Federal
Signal CJ184 Beacon with blue lenses was deployed (see image #1, above). After
that, and for the duration of the SSP program with FHP, a Federal Signal
Jetsonic 48” lightbar was used on all Mustangs, with some exceptions, notably
the Vector equipped cars. Based on the JS1 which was introduced in 1983 by
Federal Signal, this lightbar was actually a JS2, due to a 100w speaker and PC
control board not available on the JS1; Oddly enough however, FHP documentation
refers to it as a JS1.
The JS
series lightbars were initially equipped with a single Bosch motor which turned
the chain controlling the rotators. These lightbars were unique in that they
were chain driven/gear rotator design with 4 flashers. The
"brain" utilizes the rotators as flashers; they rotate to a
predetermined spot, and then stop rotating and flash. Because of the slow
rotational speed, there was an old trick among Troopers to substitute a rubber
band for the chain to ensure the rotators would turn much faster! These
lightbars were ‘high current’ draw devices, not only because of the motor
assembly, but also the 50w Halogen bulbs that were used. High output
alternators were ordered on all FHP cars after they became available to help
support the demand for enough juice to run these (and all the other required
items) being fitted in the cars.
The JS
lightbar used only blue and clear filters, and again, was the rotator variety,
not strobes unlike other agencies deploying these lights. Clear filters on the
ends, two clear takedowns on the front, and the rest are blue on the Jetsonic
equipped cars. The siren was a 100w unit mounted in the middle; unmarked units
also used a 100w siren mounted facing down or inwards, just below the headlamp
housing, on the drivers side.
FHP had a ‘signature’ of using the two outboard fronts as
takedowns, along with the alley lights. This, coupled with the Unity S6 6”
spotlight on the marked units, provided additional lighting for nighttime
traffic stops.
As this poster on the next page from the early 90’s illustrates,
it provides us a nice head-on view of what was no doubt an image many drivers
in
Image #20, FHP promotional poster.
The image below
gives us a nice exploded look at the various components including the optional
takedowns/strobes (47-49), rotators, siren and housing for the lightbar. This
is a 1984 updated version of the original JS series design drawing.
Image #21, JS series with options, image
c/o EV Lighting Co.
This bar called for
omission of the front mirror with the takedown option, which can be seen in the
image on page 23.
The next image
provides us with a little different view up close, with very nice detail on the
optional units including takedowns, as well as the various mirror
configurations supported by this particular series of lightbar:
Image #22, JS series with options, image
c/o EV Lighting Co.
Finally, a fully
exploded view of all components to help tie it together is illustrated on the
next page. It also has nomenclature for other agencies including CHP, and
provides an interesting contrast to the available options for this versatile
and widely used lightbar, as it this particular image shows other options not
used on FHP lightbars, including strobe power supply:
Image #23, JS series with options, image
c/o EV Lighting Co.
Because of the slow rotational
speed of these units, Federal Signal started offering a kit to convert these to
independent rotators in the early 90’s. This unit used the chassis as a ground,
and would fit right in with some wiring changes. Not only did they draw less
current, but offered better performance and reliability. In response to Trooper
complaints about safety, some of these bars were converted to this modified
design on the newer cars, so if you have a mid-late FHP Mustang, either style
of bar may have been deployed; on earlier cars, the chain style is observed.
Again, exceptions are the rule.
The lightbar was mounted just
forward of the rear quarter window and approx. halfway across the door. FHP, up
until only recently with deployment of the new Javelin LED lightbars, has used
exclusively blue filters in the domes. Pictured below is a nice shot of
Jetsonics in similar trim, with accreditation decals, telling us this is a
mid-late 90’s photo; notice also the stainless vent shades.
Image #24, Jetsonic lightbars with clear takedowns, front plate.
Accreditation decals place date circa 1996. (Alex Ginzburg
photo)
Aside from the Jetsonic, lack
of radar unit can be seen if looking closely at this image; rear decklights are visible. Additionally, the famous ‘nose
fade’, visible on the plastic cover over the marker light, is something common
on Mustangs after a few years of being outside – the
Image #25, Jetsonic lightbars with/without takedowns. (Photo c/o Alex Ginzburg)
Remember, though, that
exceptions are the rule with FHP equipment. Looking at our picture of the ‘89
Anniversary Mustang from above, we notice one additional detail; the lightbar
on the Mustang in the image below has only blue filters, yet the Crown Vic next
to it not only has clear takedowns but center units as well! Again, variances
did occur and should be expected when restoring a vehicle.
To control the usage of the
Jetsonic, the JSS switch panel (Federal Signal) was used through later
vehicles; it is shown in the picture below underneath the radio head. No longer
available from Federal Signal, these items are very tough to find, and if you
are serious about a restoration, keep your eyes open for one!
The JSS controller was
initially used for the Jetsonic up through early 90’s, after which the Federal
Signal standard 4 switch toggle was deployed. This item had an amplifier box
for the siren and designed to support FHP’s new FedSig
Vector lightbar, hence for later usage these were substituted when a
replacement was needed.
This picture below illustrates
a somewhat typical setup, with the PA 200 being screwed onto the right console,
and crude L-bracket to fasten electronics. Contrast this to some of the other
installation images below in section xx and you can see how things
change-sometimes within the same troop!
Image #26, Mustang controls including JSS. (Mike Riley photo)
One should note the position of
the shifter in relation to the radio head, siren box, and lightbar toggle;
these are all in proximity, a necessity under pursuit situations. The Mustang
did not have a great deal of options for mounting, of course, although
comparing FHP’s location to agencies like CHP, where the AM/FM radio was
removed to facilitate equipment installation, or Georgia, who used an actual
equipment stand, is interesting. These agencies seemed to have given a bit more
thought to an organized placement within the cars!
The image above is a 1993 car,
hence the gray interior and manual crank windows. Odd that after several years
of purchasing power windows and locks, the manual options were brought back for
1992/1993 vehicles.
5.2
Lightbar usage,
other, defined:
A Vector lightbar was used (and
is still used by FHP on other vehicles) on a handful of Mustangs. The 1989 SSP
in the image below shows the Vector with yellow lightstick. The CB antenna is
also an interesting note, added by the Troopers themselves. Notice lack of rear
deck lights; roof numbers are present. Black wheels are also a very nice look
on these cars, and many enthusiasts add them even if not ‘correct’ for their
year.
Image #27, FHP Vector equipped, rear view. (Alex Ginzburg
photo)
Viewing the front of the
vehicle in the first image below, a siren is crudely attached to the center of
the bumper! Whether this was for testing, or just an anomaly, is unknown. The
siren was used in this general location on pushbar
equipped vehicles, but typically not Mustangs. The bottom image of a later SSP
has the Vector installed slightly forward of the roofline.
Image #28, Vector equipped Mustangs. (Photo c/o Mark Woodhouse)
5.3
Light usage,
front/rear, defined:
On cars that did use rear deck
lights, two different varieties of Dash-Master strobes were generally used, the
Whelen Dash-Master and the Tomar self-contained strobe. The Dash-Master, much
more common, is shown below; notice the two different mounting brackets, one
which extends out, and one which mounts underneath. Both of these were simply
screwed into the package tray with sheet metal type screws, bolts, paper clips,
or whatever else was in the garage!
Images #29/30, Two varieties of rear deck strobes. (Jim Young/Mike Riley
photos)
These were used with a 2 outlet
Federal Signal power supply, 2SPS. This was typically mounted on the X-member
behind the rear seat, again with only a couple of sheet metal screws-nothing
fancy here.
Image #31 Typical two head power supply used with rear deck lights.
(Mike Riley photo)
Pictured below, Tomar model DST
self contained strobes, only used in 1992-1993 and on several hundred cars.
These were a ‘hybrid’ unit, as you’ll notice they are branded as Federal Signal
but were actually manufactured by Tomar. Unlike the units above, they did not
use the typical two head power supply. It’s easy to spot a car that used these
thanks to the unique ‘D’ shaped impression left on the package tray. The
Unfortunately, these units had
a tendency to get very hot and actually distort the lenses, so trying to find a
functioning set can be quite a challenge. They can be fitted with externally
powered strobes, but will be very tight.
Image #32, Tomar blue self contained strobes. (Mike Riley photo)
Image below shows front and
rear of unmarked FHP SSP Mustang with original equipment. Some FHP marked cars used
‘pancake’ style lights on the dash, instead of Federal Signal mirror strobes,
as did most unmarked units. Again, variances in equipment. The round Tomar
strobes can be seen to right.
Image #33, FHP 1992 unmarked Mustang. (Mark Woodhouse photo)
There were a variety of dash
style lights used on FHP cars; these appear to have been used mostly on
unmarked units, but the example on the 1993 car below clearly shows one on a
marked vehicle.
Image #34, 1993 marked Mustang with Dash reflector. (Photo c/o Alex Ginzburg)
As an aside, this particular
car was located in Troop C, Pinellas, and was a pool car during the last few
years of service. Radar antenna can be seen mounted to the right of the inside
mirror. One other interesting note, use of front license plate and
accreditation decals.
Additional examples of dash
lights are examples like the ECC industries model LC-11 pancake style light
below. Originally installed as equipment on a 1992 Mustang, it is a simple plug
in unit. Fastened to the dash with a simple bracket, with – what else? – panhead style screws.
Image #35, closeup of ECC model LC-11 dash
light. (Mike Riley photo)
5.4
Light usage,
other, defined:
Although wig-wags and corner
strobes were not installed by FHP, they were occasionally added, but are not a
common item, and are seen only on a handful of later cars. If the Trooper
decided he wanted them, they would get added. Traffic backers were not
typically installed and have not been observed on Mustangs.
Spotlights were standard on all
FHP marked units, and were the Unity chrome S6 6” with ‘K’ model shaft and
plastic handle. These were used with the Mustang 221 bracket, and were mounted
exactly 3” from the base of the driver’s A-pillar. The wiring on these was
quite often run into the fuse box with a pigtail splice.
These spotlights are still
readily available through various suppliers and from eBay. Although not overly
difficult to install, be sure to measure twice and drill once! Unity provides a
very nice template as part of the installation kit if you decide to install
your own.
5.5
Radio usage,
defined:
The Micor was used throughout
the entire Mustang run for FHP. The example below is an actual FHP single head
unit, complete with correct wiring harness and speaker. This unit was obviously
quite well used! Notice the toggle on the bottom of the speaker, and the
special ‘clamshell’ bracket for radio. These can be difficult to find.
Image #36, FHP single scan Micor setup, with wiring. (Mike Riley photo)
A dual head unit was phased in
starting in the early-mid 90’s. It uses the same cabling and electronics, the
primary difference being a separate scan head (see image #37 below). These were
installed alongside the earlier units for several years.
In some areas, a repeater
system was used, but this varied by Troop, and was largely a matter of how
rural an area was. For example,
Internally, equipment included
a standard complement of radio, switch controllers, and microphones. It’s
usually easy to spot an ex-FHP car by the 3 distinctive holes that hold the
crude ‘L’ bracket for the radio head and lightbar controller on the dash.
Although some units had Micor radios mounted directly to the dash, many used
this L bracket design, but not all. Some would screw the Micro clamshell into
the side of the console, along with the siren. The Mic brackets could be placed
on the side of the dash, as seen below, on top of the bracket, on front of the
dash - I have seen installation holes for all of these locations for many
retired vehicles.
Here’s a look inside a marked
1993 Mustang with the typical placement of equipment:
Image #37, 1993 FHP SSP typical equipment layout. (Mike Riley photo)
800 MHz radio head, Federal
Signal JSS switch box, and PA 200 siren placement can be seen from this view.
Also the Motorola speaker mounted on the dash, L bracket held on 3 Ľ”: bolts,
and a larger hole to the left for the radio wiring. Trooper had added extra
cigarette lighter outlet below. PA-300 sirens were used in mid-80’s and later,
Whelen WS-295 or PA-200 units on older vehicles.
A central wiring bus was used
for running the equipment off a 12v source. This was mounted under the dash,
and the corresponding radio equipment was mounted in the trunk. A look at an FHP
unit will reveal trunk placement of the electronics for both Micro and Astro radio systems.
Here’s another look at a
different mounting location for an unmarked vehicle. Micor dual scan unit,
different switch box, Micor speaker mounted down low…
Image #38, additional FHP control setup. (Mike Riley photo)
…and below we have the rest of
the equipment mounted up on the dash. Interesting, and how many holes are
drilled in the poor dash and console is anyone’s guess! Unfortunately, like
most ex-police vehicles, I have seen very few devoid of the ‘drill happy’
installers, but this was long before manufacturers offered the slick pre-built
racks that they do now on vehicles.
Image #39, additional FHP control setup with 800 MHz radio. (Mike Riley
photo)
Image #40, radio speaker bracket location. (Mike Riley photo)
Antennas ranged from a single
to as many as 3 depending on which Troop the car operated in. The Micor
equipped cars used a 19” unity gain antenna. The 800 MHZ cars used the smaller
3.3” antenna. These were usually mounted center of the decklid, and in the case
of two, the second one in center of the roof. On earlier cars and through
approx 1986, these antennas are seen located on either side of the rear
decklid, on top of the quarter panel.
CB Radios were not equipped by
FHP but some Troopers would add them. Antenna placement also included either
side of the rear deck lid, on top of the quarter, or basically anywhere it
would fit! I have seen unmarked Mustangs with 3 antennas spread across the
decklid in even spacing increments as well.
Although not a Mustang, I have
included the image below of the Crown Vic to help illustrate exactly how much
‘flexibility’ can be exercised at times with both lights and radios - how many
can you count?
Image #41, Crown Vic with LoJack and extra equipment. (Mike Riley photo)
Along with the Micor
(documented in usage for the entire program), and the 800 MHz units such as the
Astro, portables were also used with repeaters as
outlined above.
5.6
Siren usage, defined:
FHP Mustang siren usage
includes Whelen and Federal Signal. As seen in our 1983 vehicle above, image
#2, a WS-295 is mounted below the radio. FS PA-200 (chrome) and later FS PA-300
(black face) units would replace the Whelen as standard units. Images #36 and
#37 depict typical mounting locations for the FS units off to the side of the
center console. The wiring pattern for all of these units is very similar and
both share the same plastic pigtail connector on the rear. Again, unmarked
units utilized a 100w downward facing speaker behind the front left headlamp,
and the Lightbar equipped cars used the center 100w speaker.
Image #42, early/late FHP sirens used. (Mike Riley photo)
Image #43, PA300 installed in FHP Mustang. (Mike Riley photo)
5.7
RADAR usage,
defined:
The important thing to remember
is there are widespread differences in how the cars were equipped. When dealing
with Radar units, even today there are a few different varieties of RADARs in use, that is because of the vendor that was used
at the time of purchase or if the RADAR was purchased by the county, under a
grant, or given as an award. Since all
of FHP fines goes to the county, some counties have bought FHP the RADAR since
it is used to make them money, some federal safety grants supplied FHP with
another type of RADAR, and lastly, there have been a few award programs that
awarded the top speed enforcement Trooper with another kind of RADAR.
FHP radar varied in usage.
Because money for radar units came from a variety of sources, there was no
standard unit, although Kustom K band units seemed to
prevail during mid 80’s thru end of service life for Mustangs. Other brands
were used, and even newer Ka band units have been documented in FHP Mustangs.
Again, radar units came from several different sources, including the various
counties, so there really is no such thing as a ‘standard’ radar unit.
Most were single antenna units
but dual antenna setups were also used. The typical Kustom
Signal bracket is shown below, along with KR-10 unit. This type of setup can be
seen in the poster in Image #, above.
Image #44, FHP K Band radar unit. (Mike Riley photo)
Of additional interest is this ‘special’
bracket shown for dash mounted antenna, made by R & R Electronics of New
Jersey. It is unclear how many of these were actually ordered, but the
triangular shape and suction cups make for a very nice installation method.
Image #45, special angular radar bracket made for FHP. (Mike Riley photo)
5.8
Other equipment
usage, defined:
This unusual item was found on
many FHP cars...know what it is? Give up? It’s used to kill the engine when
toggled and if someone presses the brake, or the clutch on 5 speed cars.
Mounted to the lower left of the console, and also used on Caprices and Crown
Vics. Mfg name ‘Pollack’.
Image #46, special kill switch used by FHP, taken from 1993 Mustang.
(Mike Riley photo)
Additional equipment carried in
the Mustangs includes shotguns, which were carried loose in the trunk, unlike
other agencies that used custom dash or behind the seat mounts, first aid kits,
fire extinguishers, and flares.
The large plastic dome light
below was used in all FHP vehicles and was dealer installed. It would render
the internal dome inoperable when installed, and was painted with red spray
paint some times by personnel to reduce nighttime visibility.
Image #47, typical dome light in Mustang. (Mike Riley photo)
Table C: Equipment usage for FHP
Mustangs:
|
Year |
Lightbar: |
Deck
lights:* |
Dash
Lights:** |
RADAR:*** |
VASCAR: |
Radio: |
|
1983 |
CJ184 |
No |
No |
Yes |
Yes |
Micor |
|
1984 |
Jetsonic |
No |
No |
Yes |
Yes |
Micor |
|
1985 |
Jetsonic |
No |
No |
Yes |
Yes |
Micor |
|
1986 |
Jetsonic |
No |
No |
Yes |
Yes |
Micor |
|
1987 |
Jetsonic |
No |
No |
Yes |
Yes |
Micor |
|
1988 |
Jetsonic |
No |
No |
Yes |
Yes |
Micor |
|
1989 |
Jetsonic |
No |
No |
Yes |
Yes |
Micor |
|
1990 |
Jetsonic |
No |
Yes** |
Yes |
Yes |
Micor/800 MHz Spectra |
|
1991 |
Jetsonic |
-Whelen Dashmaster |
Yes** |
Yes |
Yes |
Micor/800 MHz Spectra |
|
1992 |
Jetsonic |
-Tomar/Fed Signal* -Whelen Dashmaster |
Yes** |
Yes |
Yes |
Micor/800 MHz Spectra |
|
1993 |
Jetsonic |
-Tomar/Fed Signal* -Whelen Dashmaster |
Yes** |
Yes |
Yes |
Micor/800 MHz Spectra |
* Self
contained unit. Approx 300 sets purchased for use 1992-1993 period.
** Mostly
unmarked units only, either Federal Signal Mirror strobe or Pancake style
light.
*** Radar
usage varies, Kustom K band most common, MPH also
used.
**** Wigwags
and CB were installed depending on request.
***** The JSS
controller was initially used for the Jetsonic up through early 90’s, after
which the Federal Signal standard 4 switch toggle was deployed. This item had
an amplifier box for the siren and designed to support FHP’s new FedSig Vector lightbar, hence for later usage these were
substituted when a replacement was needed.
6.0
Miscellaneous
Information:
6.1
Tire/wheel
usage, defined:
FHP substituted Gatorbacks
for the stock Mustang tire on Mustangs. These are tough to find now for
restoration purposes. Both GTII and VR60’s have been observed in newer cars.
Tire and brands are listed below:
Table D:
Wheel/tire usage by year
|
Year/Equipment |
Rim
type |
Size |
Wheel
Cover |
Tire |
Size |
|
1983 |
Stock 14 x 6 |
14” |
LTD II/Pinto spec |
uu |
|
|
1984 |
Stock 14 x 6 |
14” |
LTD II/Pinto spec |
uu |
|
|
1985 |
Police 15 x 7 |
15” |
Special Police |
uu |
|
|
1986 |
Police 15 x 7 |
15” |
Special Police |
uu |
|
|
1987 |
10 hole 15 x 7* |
15” |
Ford Oval |
GTII |
225/65VR15 |
|
1988 |
10 hole 15 x 7* |
15” |
Ford Oval |
GTII |
225/65VR15 |
|
1989 |
10 hole 15 x 7* |
15” |
Ford Oval |
GTII |
225/65VR15 |
|
1990 |
10 hole 15 x 7* |
15” |
Ford Oval |
GTII |
225/65VR15 |
|
1991 |
10 hole 15 x 7 |
15” |
Ford Oval |
GTII/VR60 |
225/65VR15 |
|
1992 |
10 hole 15 x 7 |
15” |
Ford Oval |
GTII/VR60 |
225/65VR15 |
|
1993 |
10 hole 15 x 7 |
15” |
Ford Oval |
GTII/VR60 |
225/65VR15 |
*1987-1989 and possibly some 1990 cars used black
painted wheels, otherwise alloy.
6.2
Vehicle usage,
defined:
As noted in section 3.0, 1983 marked the first year for Mustang usage.
FHP purchased vehicles in increasing numbers, with 1989 and 1990 representing
large quantities. 1987 usage is currently unknown, but research continues to
try and complete the picture.
The numbers below were compiled from
FHP sources, and also the excellent work done by Charles Ricks.
Table E: FHP
Mustang usage by year.
|
Years used: |
Total: |
1982 |
1983 |
1984 |
1985 |
1986 |
1987 |
1988 |
1989 |
1990 |
1991 |
1992 |
1993 |
|
Per Year: |
1663+ |
0 |
40 |
50 |
66 |
147 |
X |
270 |
354 |
196 |
179 |
197 |
164 |
For a listing of FHP Mustangs click on our
VIN registry page at http://www.sspmustang.org/vin_registry.htm.
7.0
Frequently
asked questions:
Q) How can I tell if my Mustang is/was an FHP car?
A) There are several very good
‘clues’. First, the obvious external markings, two tone paint, signs of roof numbers,
etc. This is quite uncommon now, as most FHP cars have long been auctioned off,
and repainted black or some other solid color. Unlike agencies such as CHP,
where a tell-tale speaker cutout was often visible, once a car has been
painted, it can be difficult to determine by casual inspection whether it is
even an SSP at all, much less an FHP car. If you can get an up close look,
check for the following:
-
Interior: Large
screw hole in dash, many screw holes on console and dash, tan interior
1984-1989, gray 1990-1993. No power on 1992/93 cars. There is often significant
wear in the left side of drivers’ seat from the duty belt. The presence of the
DHSMV asset tag in the glovebox or other location is also a good sign.
-
Exterior: Signs
of cream paint in trunk, under hood, under roof moldings, etc. Spotlight may or
not still be present, perhaps small antenna holes in decklid or roof. If 87-89,
black wheels may be present.
-
Vehicle
info: The driver’s door tag (sample below) should have a 6 digit DSO with 24 xxxx for some group of numbers. The VIN may or not be
listed in our VIN Registry page, which can also provide a clue on unit #.
Bucktags will list the agency with the 24 DSO (see image #10 above). Also,
CARFAX may provide clues with respect to vehicle history. Lastly, FHP vehicles
were coded as POLICE on the title, and the unit’s # was often written on in
hand, along with Troop. If you are lucky enough to have this, it is very
helpful info.
Please keep in mind these
points make the assumption you have already established that the car is indeed
an SSP Mustang-For help with that, please see our FAQ section here: http://www.sspmustang.org/FAQ.htm
Q) How can I tell which equipment my car should have had?
A) Well, hopefully the document
has provided some insight for you. Please keep in mind this is only a
guideline. While some items are more certain of others, be very careful of
absolutes. A little detective work, i.e. outlines on package tray for deck lights,
matching up interior holes, etc will help provide some insight into the
specific type of equipment the car may have had. There really is no ‘master
list’ like other agencies.
Q) How can I tell which Unit # my car was?
A) This is a very common request
from people who purchase a vehicle. There are several things that can tell you
which unit # was assigned:
-
Original title: The original title from auction had
the unit # and Troop written on it. This can provide an idea of where it
served.
-
Vehicle Key: The key may have the unit # stamped on
it as in image #6 above. This is practice that was used quite recently as well.
-
Supporting documents: If you look hard enough, many
times the cars were given extended warranties which have the unit # listed, or
there may be other original documentation accompanying the car. Many people
have been lucky enough to acquire cars with complete maintenance records! Also,
items like credit card receipts, business cards, or other documents that may be
stuck behind a seat or in the trunk can offer a clue as to the history of the
card.
-
Our VIN Registry page may be of help, there may be
handwritten markings under the hood, service records, credit card receipts in
the car-you never know. It’s worth a good look and you may be pleasantly
surprised!
Image #48, FHP fuel card with unit number. (Doug Rogers photo)
Q) How can I tell where my car served, or who drove it?
This is difficult to tell. Some of the previous
hints may apply. Keep in mind that it has been many years now since these cars
were routinely in service, personnel have retired, moved on, etc. With the
passing of time it will get only more difficult, unfortunately. Carfax can offer a history on where the car was, as well as
when it may have been retitled, i.e. auctioned.
All information copyright.