Images courtesy Early Ford V-8 Foundation.
With the Early Ford V-8 Foundation set to inherit about 60 vehicles from donors and members—and with enough space in the foundation's museum for maybe four more cars—foundation officials have decided to put their $9 million Rotunda replica plans on the back burner and instead focus on a $1.3 million expansion that will double the size of the existing museum.
The expansion plans, revealed over the Labor Day weekend, call for an 8,700-square-foot addition on the western side of the existing 8,040-square-foot museum, located on 13 acres just outside of Auburn, Indiana. All but 700 square feet of the addition will be used for exhibit space, which means room for another 45 to 50 cars, according to Frank Scheidt, the foundation's newsletter editor. The existing museum, which includes a gift shop and other facilities, currently houses 16 vehicles as well as the museum's various engine displays and other automobilia.
Josh Conrad, the museum's collection coordinator, said the foundation's officials are just trying to prepare the museum for the future with the expansion. "A lot of guys are sending us one or two cars at a time because they don't want to see them hot rodded," Conrad said. "But we also have bigger collections—17 cars, 26 cars—promised to us that could come at any time. Where are we going to put them?"
Since 2007, the foundation has been making plans to build a smaller replica of the Rotunda—the Albert Kahn-designed gear-shaped exhibit hall originally built in 1934 for Ford's display at the Chicago World's Fair and later moved to Dearborn, Michigan—to serve as the museum's multipurpose room. However, those plans have only progressed as far as preliminary drawings. "The trustees just weren't comfortable spending $9 million on it," Conrad said.
He noted that foundation officials haven't entirely dropped the Rotunda replica plans. Rather, the $100,000 that the foundation has raised for the Rotunda since 2009 will now go toward the museum expansion and the existing fundraiser for the expansion will continue indefinitely. "We've laid the building out so we can put the Rotunda smack dab in the middle of the existing museum and the expansion," Conrad said. The plans for the expansion also include one corner set up as a Ford dealership's showroom floor.
According to Scheidt, the foundation may break ground on the addition next spring, depending on the success of its current fundraising campaign.
For more information on the Early Ford V-8 Foundation and museum, visit FordV8Foundation.org.
Recent
Photo: Ford Motor Company
Author with his 1985 Ford Mustang GT.Photo: Wes Duenkel
My initial relationship with Mustangs was less of a love affair and more a marriage of convenience. Ever since that first Fox-body GT, Mustangs have repeatedly ticked the boxes of what I like: modest size, V-8 soundtrack, stick shift, and copious customization potential. Familiarity bred comfort. It’s only as I approach thirty years of Mustang ownership that I realize, “Huh, I really LIKE these things.”
It's from this perspective that I’ll share frank advice for novice late model Mustang shoppers.
By “late model,” I’m referring to 1979-current Mustangs. They span five generations and forty-five years: 1979-1993 (3rd generation), 1994-2004 (4th generation), 2005-2014 (5th generation), 2015-2023 (6th generation), and 2024-present (7th generation). Rather than discuss each generation individually, I’ll approach this from an attributes angle: What you’ll like about a Mustang…and what you’re probably going to hate about a Mustang.
(Note: we’re only going to discuss V-8 Mustangs because nobody cares about the others. Change my mind.)
Exterior Styling
Yeah, it’s subjective. Each Mustang generation has a “vibe.” You want to resist the urge to look back at your parked Mustang, not be embarrassed by it.
1979-1993: Fox-body
Photo: Hemmings Archives
The Fox Mustang styling is kinda polarizing. You love it or hate it. They’re boxy and edgy. As my teenage son’s friend quipped upon viewing his first Fox-body Mustang: “I’m not sure if this car is cool or ugly.” It’s both! If you’re into the Radwood scene, grew up careening down country roads at triple-digit speeds either in (or behind) a 1979-1993 Mustang, it’s going to bring back memories. That’s the point.
1994-2004: SN-95
Photo: Hemmings Archives
The SN-95-era Mustangs are aesthetically “husky.” While it structurally continued with the same chassis as the Fox, the SN-95 was complete rejection of the previous generation’s hard-edged design. There’s not a straight line on (or in) a 1994-'98 model Mustang. A facelift in 1999 brought some sharp creases back to the exterior sheet metal, but the interior was unchanged. Because the 4th generation continued with the 3rd generation’s underpinnings, SN95s are basically flabby (in both proportions and weight) Fox Mustangs. Wonky proportions notwithstanding, the styling resonates with some owners, and their popularity is starting to tick up.
2005-2014: S197
Photo: Bryan McTaggart
The S197-chassis Mustangs put 1960’s styling on a modern chassis. If you dig retro styling in a modern, roomier, and safer package, a 5th generation Mustang is for you. The 2005-'09 models “got the band back together” with body panels, lighting, and a greenhouse that isn’t just a nod to the 1965 Mustang—it’s a reunion tour. Sure, the guys put on a few pounds over the years, but their teeth are straighter and whiter, and they all stopped drinking. While it’s not the same old hellraiser, there’s a lot to like here. The 2010 Mustang got a facelift that was further updated again in 2013.
2015-2023: S550
Photo: Ford Motor Company
The S550-era Mustangs are the first of the breed to be officially sold worldwide and were designed to resonate with the diverse tastes of global buyers. It’s sleek and athletic. It was so good that its silhouette is visible in worldwide models from BMW and Kia. A 2018 facelift shrunk the schnoz a bit to improve both aerodynamics and aesthetics. It’s a very “safe” design that will likely age well. Where the S197 is an A-10 Warthog, the S550 is an F-16.
2024-Current: S650
Photo: Ford Motor Company
If you want a brand-new pony car straight off of the dealership lot, the S650 is your choice for Mustang. While the S650 is basically a continuation of the S550 chassis (see also: Fox to SN95 chassis), Ford’s stylists took the defeated Camaro as the pony car battle’s war bride, and the seventh-generation Mustang was spawned. Good thing or bad thing? You decide.
Interiors
If the interior isn’t a noisy, punishing sweatbox…is it still a Mustang? Discuss.
Fox-body
1980 Ford Mustang Ghia interior. Note the flat-faced Fairmont-inspired dashboard and fragile center console.
Photo: Bryan McTaggart
The Fox-body Mustang's ergonomics are notoriously bad. If you’re tall or short, a Fox Mustang is not a fun place to be. Lanky drivers can’t slide the seat back far enough, and short drivers can’t reach the shifter. The steering wheel generally faces the door handle and can’t tilt if it’s an air bag-equipped 1990 and newer model. All the seats are soft and unsupportive by current standards. 1979-1986 models have a boxy dashboard and a wire-thin steering wheel. 1987-1993 models got an updated (and iconic) interior with a surprisingly long dashboard storage tray so your spare change and Blockbuster Video membership card slides around in corners more than the live rear axle. If you don’t know what either of those are, this is only the tip of the iceberg of surprises awaiting uninformed Fox Mustang shoppers.
1987-up Mustangs featured a face-lifted interior. Those cupholders are an aftermarket addition, taking the place of the ashtray.
Photo: Hemmings Archives
No, there ain’t any cupholders for your iced coffee, Karen. But if you’re of average proportions, outward visibility is refreshingly good and the back seats are surprisingly comfortable. There’s even an ashtray back there. The interiors on Fox Mustangs are cosmetically and structurally plastic—most of which is either cracked and broken…or will be soon. A Fox Mustang creaks, rattles, and twists like a pirate ship full of empty spray cans in a windstorm. Speaking of wind: there’s lots of that noise too. And if your Fox Mustang has some type of hole in the roof—be it a sunroof, T-tops, or (thoughts and prayers) a convertible, not all water will stay on the outside. If your Fox Mustang hasn’t had its heater core changed yet, then know that coolant can (and will) leak from there, too.
SN-95
The SN-95 interior and its 1960s Mustang-inspired "dual cowl" treatment was first previewed on the 1992 Mach III concept car.
Photo: Hemmings Archive
SN-95 Mustangs inherited the weird ergonomics of the Fox generation and added droopy plastic that melts around you like a shop class vacuum forming project. The optional leather seats cracked just looking at them, so don’t be surprised if the seating surfaces look like Clint Eastwood’s face when you trapse across his lawn. (Aftermarket seats go a long way to increasing comfort and aesthetics in one fell swoop.) The 4th generation’s arched greenhouse makes taller drivers even more miserable than they are in a Fox Mustang, with rear headroom suffering the most. The interior is quieter than the Fox, with less wind noise and more sound deadening, which means you can hear more of the interior panels creaking. But hey, at least there are cupholders.
S197
The S197 retained the dual-cowl theme but didn't leave the front passengers feeling claustrophobic. Certain models had adjustable gauge backlighting, allowing drivers to change colors as they pleased.
Photo: Hemmings Archives
The S197 Mustangs silenced many gripes with previous generations. Pre-production focus groups got us a vastly updated interior with a steering wheel that actually faces the driver, a reachable shifter, seats that don’t fall apart, and a roof that accommodates tall people. The standard seats are “meh,” so the optional Recaro seats are a plus. The back seats are sunk down far enough to yield good headroom so your passengers can ponder why they’re sitting atop a live rear axle rather than an independent rear suspension… but I digress. The throwback styling continues with the dual-cockpit dash pad and gauge cluster. The modern engineering and manufacturing techniques yielded massive strides in eliminating interior panel creaks and rattles and you can hold spousal discussion without shouting (at least over the wind and road noise). After you tire of arguing with your spouse, you can do the same with the SYNC system. Don’t worry: SYNC won’t understand you either. At least the cupholders are well-designed.
S550
The S550 Mustang's interior was an evolution of the S197's overall design - clean, functional, and driver-focused.
Photo: Ford Motor Company
S550 Mustangs have a more immersive cockpit over the previous generation, where drivers feel more “in” the car versus “on” it. While it accommodates the driver and front passenger as well as the S197 Mustang, even average-height adults’ heads are squished against the sloping back glass if passengers are banished to the back seats of an S550 Mustang. The center stack has an infotainment system that is less irritating than previous offerings. A digital gauge cluster was optional on later models, which is either cool or gimmicky depending upon your attraction to tech. Again, the optional Recaros are brilliant. Get them if you can. Thick glass, copious sound deadening, and a creak-free instrument panel make the inside of an S550 very quiet pleasant. Aside from contemporary sports-car-style outward visibility, there’s not much average buyers would complain about. Weird.
S650
The S650 enters the modern era with screens. Gauges can be changed, including a late-1980s Fox Mustang-themed design and a 1968 Mustang-inspired layout.
Photo: Ford Motor Company
S650 Mustangs feature a more “driver focused” cockpit with big screens that replace much of the mechanical switch gear. Utility and functionality is debatable. Fortunately, when you start actually driving the thing, it’s very much business as usual from the previous generation S550 Mustang. The greenhouse is a structural carryover, so all that’s good (and bad) with the S550 continues with the S650…including the optional Recaro seats. The park brake handle perseveres, but it’s now connected by wire to electric rear park brake calipers. The result is the park brake handle action is springy and lifeless—unless you use it in “drift brake” mode. Grab those cell phones and step away from the curbs, folks.
Driving Experience
Aside from looking at or sitting in a Mustang, the allure of Ford’s pony car is about driving it, right? Strap in... and try not to die.
Fox-body
Courtesy of MotorWeek
These Mustangs drive like 1980’s econoboxes with too much torque, because that's exactly what they are. If you’re expecting blissful performance from a Fox Mustang, prepare to be disappointed. Just remember the famous quote, “Never meet your heroes.” Scores of Mustangs ended their lives (and sadly, the lives of their occupants) wrapped around roadside objects because the drivers didn’t respect the limits of themselves, the cars, or the drivers around them. 1979-1993 Mustangs aren’t bad, it's just that they’ve been hyped up so much that drivers have forgotten how miserable cars were back in the 1980’s. Over-boosted steering, squishy subpar brakes, stiff clutches, schizophrenic handling, harsh ride - this was all typical. And Mustangs were not the worst offenders (I’m looking at you, GM F-body!) A chassis designed for the 55-mile-per-hour speed limit is glaringly out of its element on 70+ miles per hour highway speeds. But getting to the double nickel is a hoot! Squeeze the gas on the five-oh and woah, you’ve buried that speedo needle. Speaking of “woah,” don’t expect the brakes to save you. Most Fox Mustangs only had 11-inch discs on the front and puny drums in the rear. (Cue the Mustang geeks arguing in the comments about the outliers with rear discs.) If things go bad, only 1990-1993 Mustangs have a driver’s side air bag…and it’s unlikely that it still works.
If you’re expecting a Fox Mustang to knock your socks off, that depends upon how rough the pavement is. Some buy a 4th generation Mustang expecting legendary performance and are sorely disappointed. Stock Fox Mustangs barely crack 200 horsepower. With about 3,300 pounds to lug around and plenty of low-end torque to do the lugging, they roast the puny 225mm-wide tires readily. But once the needle gets past 4,000 RPM, it’s a snooze-fest. Doubly so if the 5.0 is mated to an automatic slush box. The popularity of centrifugal supercharging and it’s top-end kick makes sense after driving a bone-stock Mustang five-liter: boost picks up where the factory power curve noses over.
But driving isn’t all about speed, right? Add some Flowmaster mufflers and you’ll sound cool while hustling up the onramp. You’re going to hear it anyway. The windows are rolled down because the air conditioning probably doesn’t work.
SN-95
Courtesy of MotorWeek
1990s Mustangs drive like mature Fox-body Mustangs, so if you can stomach the styling, SN-95 Mustangs are more enjoyable than a Fox. With more weight comes less noise, vibration, and harshness. The air conditioning might even still work. While the first two years carried over the trusty five-oh pushrod engine, 1996-2004 models featured Ford’s 4.6-liter, overhead cam, modular V-8 engine. Even if the early “mod” motors were disappointments from a horsepower and torque perspective, they certainly are smoother and remain extremely reliable. At least all the bolts were finally metric.
Strides in safety are significant over the Fox Mustang, too. Driver and passenger-side air bags, anti-lock brakes, and optional (and primitive) traction control make SN-95s less lethal.
After leaving niche “high performance” variants to specialists like Saleen, Ford offered an in-house low-volume model: the Mustang Cobra. These Mustangs offer performance and a driving experience that’s significantly better than their GT counterparts in every way. Pricing aside, there’s no reason not to opt for a Cobra over a GT. Each subsequent Cobra offered more performance than the last, especially in the braking department.
The 2003-2004 Mustang Cobra aside, SN95 Mustangs are very slow. Especially if there’s only two pedals. All automatic transmissions in these cars were buzz killers. You can’t expect to win any stoplight duels with an SN95 Mustang, but that doesn’t mean they’re not fun to drive. Sometimes driving a slow car fast is more rewarding than driving a fast car slowly. (At least, that’s my excuse.)
S197
Courtesy of Adam Kriete
The S197 Mustangs weren’t much faster than the outgoing model because the added horsepower and torque was offset with more weight. It wasn’t until the 2011 model where Mustang got the engine it arguably deserved: the five-liter “Coyote” V-8. With over 400 horsepower on tap, the Coyote really transformed the Mustang’s reputation from plucky puppy dog to an outright Doberman Pinscher. Mated with a six-speed manual gearbox, Coyote-powered Mustangs hurt feelings—and tires. Power discrepancies aside, all S197 Mustangs offer a driving experience that’s leaps and bounds ahead of anything before. Credit goes to a modern chassis where engineers weren’t forced to make as many compromises. Even the live rear axle (retained for reasons that remain debatable) was adequately tamed. Ford finally did a thing!
The 2005-2014 Mustang’s steering feels decent, you can skip leg day and still operate the clutch, the shifter knob easily falls in hand, and the V-8 soundtrack remains. The stiff chassis really pays dividends on rough roads: approaching potholes or bridge transitions is not a sphincter-stressing experience. Safety is enhanced with multiple air bags, modern brakes, and extremely effective traction control and anti-lock brakes. If safety is a priority (which it always should be) then I strongly recommend an S197 Mustang. There’s a lot to like. The biggest change (in my mind) was the five-speed automatic transmission doesn’t completely ruin the driving experience with sluggish performance. But get the stick anyway.
S550
Photo: Hemmings Archives
These Mustangs are a joy to drive. Tons of power, responsive chassis responses, fabulous brakes, engaging driving position, and sure-footed handling make the S550 Mustang a go-to recommendation for the casual Mustang owner. It offers the most rewarding driving experience for the average driver partly because it requires the fewest compromises. The S550 Mustang is a highway weapon. My snark switch is turned off because it’s a great car to drive. Steering feedback could be better and the brakes less boosted, but these are a matter of preference rather than failings. The quiet cabin allows the exhaust sound to dominate the driving experience. While the automatic transmission options don’t suck, the manual gearboxes are so good you’re missing out by opting for two pedals. If you’re sitting in the Recaro seats, you’re going to love it even more. Clearer communication from the chassis to your torso transforms the driving experience more than you’d expect.
S650
Photo: Hemmings Archives
Mustangs carry on the theme from the previous generation by retaining much of the same running gear. Steering feel is improved with a shaft that eliminates a rubber isolator. If you close your eyes while driving (not recommended), you’d be hard-pressed to differentiate between the S650 and S550 chassis—and that’s a good thing.
Service and Reliability
While a Mustang might be great to look at and drive, is it a headache to own and maintain? Is it going to strand you? Yes. No. Maybe.
Fox-body
Photo: Hemmings
Fox Mustangs are old cars by now—and they have old car problems. Fluid leaks (exacerbated by the popularity of synthetic lubricants) are all but guaranteed. “If there ain’t oil under it, there ain’t oil in it.” Valve covers, rear main seals, and oil pan gaskets weep with age. Rubber seals, once supple and compliant, are now shrunken and brittle. 1980’s electronics are also beyond their service life, as many of the components, such as capacitors, are leaking and no longer have their, uh, capacitor-ness. Some of these magic boxes (such as the fuel injection computer) are available rebuilt from the aftermarket—but some (like the air bag diagnostic module) are currently unobtanium. That blinking air bag light is going to be a fact of life. Refrigerant for the air conditioning is no longer available, so reviving the A/C is not easy if you don’t like sweating. Don’t get me wrong: a Fox Mustang can still be a reliable daily driver, but if much of it is original, bring tools. If reaching your destination without turning a wrench as an accomplishment, then a Fox Mustang is for you. But if you (or your wife) is in labor, don’t drive the Fox. Much of the reliability of a Fox Mustang is a function of how it was treated or how much has been replaced or updated. Fortunately, Fox Mustangs are very simple and conventional. You don’t need fancy diagnostic devices or special tools to work on them. If you’re ambitions, crafty, and bored—a Fox Mustang is a great project. However, if you’re not a do-it-yourselfer, a Fox Mustang will keep your mechanic busy and your wallet empty. So unless you like spinning your own wrenches, find something newer.
SN-95
Photo: Hemmings Archives
Mid-'90s Mustangs are less of an ownership gamble than the previous generation. Through the decade of production the SN-95 Mustang got updated components that brought contemporary reliability. 1996-up OBD-II diagnostics made tracking down basic issues a bit easier, and the modular V-8 engine family (also in 1996-up models) reduced fluid leaks. Air conditioning did away with the old freon refrigerant and is more serviceable. However, the large physical size of the modular V-8s makes servicing anything out of arm’s reach challenging. Be prepared to cuss... a lot. Years of ethanol-spiked fuels have taken their toll on these early fuel systems, so failed fuel pumps are common. With Fox and SN-95 Mustangs, mileage is less of a factor than outright age. Speaking of mileage: if a prospective SN-95 Mustang has a mechanical odometer (1994-1998), don’t trust what it says. The gears on these units often disintegrated years ago, and the odometers no longer track miles. Wonderful.
S197
Photo: Hemmings Archives
These Mustangs are less “classic cars” and more “used cars” at the moment. With this generation, milage is a larger factor over outright age. If a 2005-2010 three-valve V-8 Mustang is making noise, chances are it’s the timing components. It’s a common issue, and replacement parts are plentiful. When test driving an S197 Mustang, typical used car buying logic applies: if your senses suggest something doesn’t look, feel, sound, or smell right, have it checked out or find a better Mustang. The S197 chassis is the roomiest of the modern generations, so working on a 2005-2014 Mustang is a breeze. Modern assembly techniques focused on speed and cost mean fasteners are few and easily accessible. The aftermarket is awash in parts for these cars, making the S197 Mustang is also a great “first Mustang project.” You’re going to spend less time fixing broken stuff and more time making the Mustang faster or louder (and maybe both)!
S550
Photo: Hemmings Archives
Mustangs are more sophisticated and confined than the previous generation, but everything is in the same spot and is built similarly. The biggest departure chassis-wise is the independent rear suspension (IRS). It’s significantly more complex than the live rear axle—good thing the IRS is robust. The S550’s engine compartment is more confined than the S197’s, but if you have small hands or patience, it’s not too bad. Fluid connections are mostly a click-together affair, so that’s a plus. S550 Mustangs are young and plentiful, meaning finding one that’s clean and straight is not difficult. Effort in pre-purchase inspection will yield dividends in service and reliability for years to come.
S650
2024-current “S650” Mustangs are new and under warranty. Enough said.
The Bottom Line
Photo: Hemmings
Spanning 45 years, "late model" Mustangs have something for everyone. If you’re a crafty do-it-yourselfer, want people to chat you up at stoplights, and don’t care if something breaks along the way…shopping for a 1979-1993 Mustang is for you. If you’ll take flabby styling in exchange for a slightly more refined driving experience, enhanced reliability, and a classic soundtrack…consider a 1994-2004 Mustang. Looking for a great project car with retro aesthetics but modern performance that won’t strand you or break the bank? A 2005-2014 Mustang is on your list. If you’re new to Mustang ownership, want to drive it daily and experience what makes the internal combustion V-8 engine the greatest mechanical contraption in human history…find a 2015-2023 Mustang. If you want a new Mustang because it’s, well, new: the 2024 Mustang is it.
Glad we had this chat. Welcome to the Mustang cult.
Cobra 5.0-Liter V8
Like any good performance car, the '94 Cobra's engine is something special. The SVT gang started with the GT's 215-horsepower, cast-iron 302 V8 and extensively reengineered it. They specced so-called "GT-40" cast-iron cylinder heads, which were freer breathing and were fitted with modified roller-rocker arms for reduced friction along with higher-rate valve springs for more precise opening and closing of the valves. A free-breathing, two-piece intake manifold was designed to enhance airflow, particularly in delivering more mid-range torque. Stainless-steel headers and a revised camshaft were also part of the package. SVT reprogrammed the EEC-IV engine computer for the modified small-block V8.
Those engineers were able to increase output to 240 horsepower at 4,800 rpm. Peak torque remained unchanged at 285 lb-ft, but Ford insisted that the mid-range torque delivery was more robust than with the standard V8. Instrumented tests from 1994 magazines showed a measurable improvement in acceleration. Car and Driver tested a standard Mustang GT coupe, which weighed 3,400 pounds and hit the 0-60 mph run in 6.1 seconds and the quarter-mile in 14.9 seconds at 93 mph. Its test of a 3,578-pound 1994 Cobra Convertible, like the car on Hemmings Auctions, managed to complete the same tests in 5.8 seconds and 14.6 seconds at 96 mph, respectively. The magazine’s test from 0-130 mph resulted in the Cobra droptop hitting the mark in 35.2 seconds, shaving an impressive 9.5 seconds off the GT coupe’s run.
Other Improvements
But Ford didn’t just improve the engine. The Borg-Warner five-speed manual got upgraded bearings and phosphate-coated gears, the latter done in the name of increasing longevity. The 3.08-geared rear end featured a limited-slip differential. Dual-piston calipers with massive 13-inch rotors up front were paired with 11.4-inch rear rotors; standard GT models made do with 10.8-inch and 10.5-inch rotors, front and back. Though equipped with 17-inch Z-rated tires, the Cobra’s suspension was actually a bit softer than the GT’s. The front anti-roll bar was a slightly narrower diameter and the rear bar was slightly wider for a bit of extra stiffness to ward unwanted understeer.
Performance, of course, doesn’t mean much if you can’t arrive with some sense of authority, so SVT also redesigned some of the body extremities, such as a deeper front bumper cover and air dam that included revised headlamps and big, round driving lamps below. A unique rear wing was part of the package. The wide 17-inch alloy wheels were also exclusive to Cobra. Commemorating the Cobra Convertible as the Indianapolis 500 pace car for 1994, each Cobra Convertible came with a decal set in the trunk, making its application optional for the owner. In lieu of the SVT badge on the trunk, the Convertible had the Indianapolis Motor Speedway “winged wheel” badge applied, which was mimicked with embroidered versions of that same logo on the no-cost optional leather seats.
Low-Mileage Example
Cobras were also well equipped before options, with standard air conditioning, articulated sport seats with power adjustability for the driver, premium sound system with CD player, cruise control, and a host of powered accessories. The Cobra was as much a luxury Mustang as it was a top performer. Another unique Cobra touch were the white-faced gauges.
While you can no longer buy a new one, this 1994 Ford Mustang SVT Cobra Convertible, finished in Rio Red with Saddle Indy leather, appears to be about as good as it gets. This example showed just 1,818 miles on its odometer at the time of submission. The seller indicates that the car remains “one of the cleanest and most original examples known," with even the tires original from delivery.
Well-Documented Cobra
Indeed, the wheels exhibit no curb rash or scratches, the paint shines and only the driver’s seat exhibits the tiniest bit of wear. As number 631 of 1,000 built, it is indeed rather rare. The seller has also included with the listing a host of original documentation, such as the window stickers, owner’s manuals, Ford SVT paperwork and more.
As far as collectible fourth-gen Mustangs go, this one appears to have been well preserved and presents as all but new. Take a look at this one over at our Hemmings Auctions section and let us know what you like about this rare, high-performance pony car.
Interested in a new or late model used car?
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