The early nineties were a weird, transitional fever dream for the American car industry. Big displacement was starting to feel a bit "old school," and everyone was looking toward Japan for the next big thing in engineering. That’s exactly how we ended up with the 1993 Ford Probe GT. It wasn't just a car; it was a controversial statement that almost killed the Mustang. Imagine that for a second. Ford actually considered replacing the rear-wheel-drive, V8-powered Mustang with this front-wheel-drive, Mazda-based coupe. Mustang fans revolted, the Mustang stayed, and the Probe was born as its own thing. Honestly? We should be glad it happened because the second-generation GT was a masterpiece of "bubble era" design.
It’s sleek. It’s low. It has pop-up headlights.
If you grew up in 1993, this was the future. While the first-gen Probe was a bit boxy and awkward, the 1993 redesign—internally known as the PN121—was smooth as a river stone. Ford’s design team, led by Mimi Vandermolen, focused on ergonomics and a "cockpit" feel that made you feel like you were piloting a jet rather than a commuter car. But the real magic wasn't the Ford badge on the nose. It was the Mazda soul underneath.
The Mazda Connection: Why the 1993 Ford Probe GT Handled So Well
The 1993 Ford Probe GT was built on the Mazda GE platform, the same bones you’d find in the Mazda 626 and the MX-6. This was the peak of the Ford-Mazda partnership. Under the hood sat one of the smoothest engines ever put in a budget-friendly sport compact: the 2.5-liter KL-DE V6.
It made 164 horsepower.
By today's standards, that sounds like a lawnmower. But in 1993? That was respectable. More importantly, it made that power with a 7,000 RPM redline and a mechanical soundtrack that sounded like a mini-Ferrari. It didn’t have the low-end grunt of a 5.0 Mustang, but it had finesse. You could toss this car into a corner and it would actually stick. Most front-wheel-drive cars of the era wanted to plow straight ahead into a ditch (understeer), but the Probe GT had a rear suspension setup that was surprisingly lively.
The car weighed around 2,900 pounds. It was light. It was tossable. It won Motor Trend’s Car of the Year in 1993, beating out some serious heavy hitters. Critics loved it because it felt sophisticated. It didn't feel like a parts-bin special. It felt like a cohesive, engineered machine.
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That V6 Engine is a Work of Art
Let's talk about the KL-DE for a minute because people still swap these into other cars today. It’s an all-aluminum V6 with dual overhead cams and a variable resonance induction system (VRIS). Basically, it has a series of valves in the intake manifold that open and close at specific RPMs to change the air's path. This gives you a flat torque curve. You don't get that "dead spot" in the powerband that plagued many 90s four-cylinders.
If you've ever driven a 1993 Ford Probe GT, you know the vibration—or rather, the lack of it. It’s eerie. You can stand a nickel on the intake manifold while it’s idling, and it won't fall over. That kind of Japanese-spec refinement inside a Ford body was a total game-changer for the brand.
Inside the Cockpit: Ergonomics Ahead of Their Time
Walking into a 1993 Ford Probe GT feels like stepping back into a very specific era of interior design. Everything is curved. There isn't a sharp angle in sight. The dashboard wraps around the driver, putting the radio and climate controls within a finger's reach.
Mimi Vandermolen, the lead designer, famously made the male engineers wear fake fingernails during the design process. Why? To make sure the buttons and dials were easy to use for everyone. It sounds like a small detail, but it resulted in some of the most tactile, intuitive controls of the 1990s. The seats in the GT were also stellar, featuring aggressive side bolsters and power-adjustable lumbar support. You sat low—very low. Your butt was only a few inches off the pavement, which amplified the sensation of speed.
However, it wasn't perfect. The back seats are a joke. Unless you are a literal toddler or a very flexible grocery bag, you aren't fitting back there. And the motorized passive seatbelts? Those "mouse on a rail" belts that slide along the door frame? They are the bane of every 90s car owner's existence. They break, they jam, and they're just generally annoying. But hey, that was the law back then.
Reliability and What to Look For Today
If you’re looking to buy a 1993 Ford Probe GT today, you’re looking for a needle in a haystack. Most of these were driven into the ground by the early 2000s, victims of "Fast and Furious" style modifications and deferred maintenance. Finding one that hasn't been "stanced" or fitted with a cheap eBay turbo is a challenge.
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The engines are actually quite stout, but they have a few Achilles' heels:
- Distributors: The internal igniter tends to overheat and die. If your Probe suddenly won't start, it's probably the distributor.
- Hydraulic Valve Lifters (HLA): They get "clacky" if the oil isn't changed religiously. It sounds like a sewing machine.
- The Crankshaft Position Sensor: Often fails and causes random stalling.
- Rust: Check the rear strut towers. If they are crunchy, the car is basically parts.
Parts can be a bit of a headache too. Since it's a Ford-Mazda hybrid, you'll find yourself searching for Mazda MX-6 parts more often than Ford parts. Some components are discontinued, so you’ll spend a lot of time on forums and in Facebook groups like "Probe/MX-6/626 Owners" to find what you need.
The Competition
In '93, the market was crowded. You had the Honda Prelude with its fancy four-wheel steering. You had the Mitsubishi Eclipse/Eagle Talon twins with their optional AWD and turbos. You had the Toyota Celica.
The 1993 Ford Probe GT carved out a niche by being the "grown-up" choice. It didn't have the peaky, high-strung nature of the Honda or the reliability headaches of the DSM (Mitsubishi/Eagle) cars. It was a balanced, GT-style cruiser that could still hunt apexes on the weekend. It was the car for the person who wanted a sports car but also wanted a liftgate and a usable trunk.
Why Nobody Talks About It Anymore
It's a shame the Probe nameplate died after 1997. It was replaced by the Mercury Cougar, which... let’s just say it didn't have the same soul. The Probe suffered from an identity crisis. Ford fans didn't like that it was a Mazda. Mazda fans just bought the MX-6. It was a car without a country.
But drive one today and you'll see. The steering is heavy and communicative. The V6 wails. It feels mechanical in a way modern cars—with their electric steering and fake engine noises—just don't. It’s a 1993 time capsule that reminds us that Ford was once brave enough to try something completely different.
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Practical Steps for Potential Owners
If you're serious about hunting down a 1993 Ford Probe GT, here is how you do it without losing your shirt.
First, skip the automatic transmission. The 4EAT auto in these cars is a slushbox that robs the V6 of all its personality and is prone to overheating. The 5-speed manual is the only way to go. It has short throws and a mechanical "click-clack" feel that makes every gear change satisfying.
Second, check the VRIS solenoids. These are the little vacuum-actuated valves I mentioned earlier. If they aren't working, your car will feel sluggish. You can test them with a simple vacuum pump or even by watching the linkages move while someone revs the engine. It’s a $20 fix that can restore 15% of your power.
Third, look for the "Trans-Am" package or the rare colors. In 1993, Bright Turquoise Metallic was a thing. It's hideous. It's amazing. It's so 90s it hurts. Finding a GT in a weird color with the original five-spoke "swirl" wheels is the ultimate prize for a collector.
Finally, join the community. The Probetalk forums might not be as active as they were in 2004, but the archived knowledge there is gold. Everything from vacuum line diagrams to engine swap guides is documented.
The 1993 Ford Probe GT isn't going to win you many drag races in 2026. A modern minivan might actually give you a run for your money at a stoplight. But that’s not the point. The point is the way it makes you feel when the tachometer sweeps past 4,000 RPM and the intake runners open up. It’s a reminder of a time when Ford was willing to take a massive risk on a sleek, Japanese-engineered coupe.
Keep the oil clean, watch the timing belt (it’s a non-interference engine, so it won’t explode, but it will leave you stranded), and enjoy one of the most underrated handling machines of the 20th century.