Ford Mustang 4th Generation 1994-2004 Review

A small facelift was applied to the 1996 4th-generation Mustang - the last of the Fox-body Mustang generations, making use of the Fox-4 evolution of this long-running platform, and bearing the SN 95 Mustang model code. As Ford's "New Edge" styling language swept the globe in the late '90s, it was applied in the shape of a comprehensive facelift to the 4th-generation Ford Mustang as well for its 1999 update. Most of the soft, organic lines are replaced with harder edges, sharper creases, and more squared-off shapes.

At the front, things stay essentially the same, but a retro-inspired honeycomb grille is used for a single model year, before being removed again for 1997.

The droopy headlight clusters make way for larger, sharp-edged, and much more aggressive New Edge units¹ and the front fenders are adapted² to accept these new lights. There is also a larger, more angular grille, now with a chrome frame placed around the Mustang logo³. The front bumper gets slightly sharper creases⁴ and a bigger number-plate holder⁵.

The changes to the 2000 MY Mustangs are limited to the Cobra R, which has smoked headlights. The 2000 Cobra R's smoked headlights are standard on all 2001 Mustangs. The 2001 GT gets the 1999 35th Anniversary special edition's non-functional, recessed hood scoop and side scoops.

For the 2003 model year, V6s get the hood that was first seen on the 1999-2001 Cobra, complete with the rear-facing hood scoop.

The most noticeable change at the rear is the deletion of the previous three horizontal tail-light slits, reverting to a vertical orientation that the '60s Mustangs had.

The rear end looks a lot different and the droopy three-pod tail-light cluster per side with its body-color surround makes way for larger, angular, single-piece units, still with the three-lens theme¹, leaning inward toward a more aggressively squared-off and more deeply recessed number-plate holder². The bumper is all-new, with larger model embossment and a slotted center-lower section to visually break up the expanse of plastic³. The diameter of the GT's tailpipes increases from 2.75 to three inches.

The revised tail lights can be clearly seen in the profile view as well but other than that, the Mustang looks as it did before.

The side sheet metal is restyled with a pronounced and sharply creased C-shaped scallop terminating in a far larger vertical vent on the rear fender, just ahead of the rear wheel¹. The new headlights² and tail lights³ can also be seen clearly in profile, while a three-color 35th Anniversary badge is placed on the front fender for the 1999 model year only.

The interior is carried over mostly unchanged and all the swooping curves and ovoid shapes are now quite at odds with the sharp-edged new exterior styling, as if the exterior and interior are from two different cars. However, there are new dual cup holders¹.

The center console is revised and the old single-DIN radio units are replaced with double-DIN units that do away with the overly small buttons used previously. The switches for the fog lights, traction control, and rear defogger are now located underneath this new radio unit. The cup-holder design is much improved and the convertible's hood switch moves to between the cup holder and gear shifter from its previous position behind the cup holders. In the coupe, this switch's position is taken up by a coin holder.

The interior of the 2003 Mustang receives a silver finish on the shifter ring, instrument bezels, and door locks; the only other change is that the headrests increase in size.

Two engines were offered at launch for the 1994 model year, available either with a five-speed manual or four-speed automatic transmission: A base 3.8-liter OHV Essex V6 with only 145 hp and a 215-hp 4.94-liter OHV small-block V8, also called the Windsor V8, its capacity rounded up to five liters on the badging. This V8 was only offered for 1994 and 1995 before being replaced by the Modular 4.6-liter SOHC V8 that would become ubiquitous in Ford products over the years. Initially matching the OHV 5.0-liter's 215 hp, it was upgraded to 225 hp for 1998. Before its demise, the 5.0-liter powered the 1994 -1995 Mustang SVT Cobra, tuned for 240 hp in this application. The SVT Cobras all used the DOHC version of the Modular V8 in both naturally aspirated and supercharged formats with up to 390 hp. The 2000 Cobra R used a naturally aspirated 5.4-liter derivative of the Modular V8 with 385 hp. The SVT Cobras all had manual transmissions.

Muscle cars aren't expected to be frugal, but the Ford Mustang fourth generation isn't bad for its era. The six-cylinder cars are, expectedly, more economical than the V8s, all getting at least 20 mpg on the combined cycle, up to 21 mpg, while none of the V8s can do no better than 18 mpg combined. A fuel range of around 270-330 miles can be expected with a total capacity of 15.7 gallons. The rare 1995 SVT Cobra R has a 22-gallon fuel tank.

Not enough Mustang owners have submitted their real-world fuel-consumption figures to the EPA for the organization to publish a meaningful average, so we have just the EPA estimates to go on.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

Safety standards were very different in the '90s and all the crash-test scores available for the Mustang are pre-2011 scores, the year when the NHTSA revised its test to become significantly more stringent. These results can therefore not be compared to modern cars' scores. At launch, the 1994 Mustang coupe was rated four stars for both frontal impacts - driver and passenger. The first time the convertible was tested was in 1996 and it scored five stars for both categories, scores that were maintained for 1997. By 1998, safety was improved but only the coupe was tested; it now achieved a frontal score of five stars for the driver and four for the passenger, with driver and passenger side crashes conducted for the first time for which it scored three out of five in both. 1999 - 2000 Mustangs mostly maintained these scores, except for the driver's frontal crash, which dropped back to four stars. The 2001 coupe received five stars for both frontal crashes and three for both side crashes. The convertible was tested again, but only for the side crashes, for which it scored just two stars for the driver and three for the passenger. These scores held for the 2002 - 2004 model years as well.

Very few standard safety features were fitted to the 1994 Mustang and there were only two airbags. It was the first Mustang with standard disc brakes on all four wheels and the first to offer ABS - although the latter remained on the options list and wasn't standard at the time. Ford's Passive Anti-Theft System using a coded key is standard on the 1997 Mustang. For 1998, second-generation depowered front airbags are used and remote keyless entry is standard. The 1999 facelift gets access to optional switchable electronic traction control and the GT gets standard ABS and traction control. 2000 Mustang coupes and convertibles both receive a child-seat anchoring system. From 2001, the V6 Premium also gets standard ABS and traction control and these become an option on the V6 Deluxe.

The two main trim levels are the base V6 cars and the V8 GT cars, both available in either manual or automatic and in coupe or convertible. The SVT Cobra and SVT Cobra R models are the performance editions and these varied quite a lot by year and were limited to the manual transmission. The lineup received barely noticeable exterior tweaks for 1996 - most notably, vertically orientated tail lights echoing those of the '60s Mustangs were added and a retro-inspired honeycomb grille was introduced. The steering and suspension tuning was revised too.

The most noticeable range-wide change for 1997 is the loss of the short-lived honeycomb grille. All 1998 Mustangs lose their dash-top-mounted clock pod - the clock is moved to the radio display - and gain power locks and windows. There aren't any other changes and this is the last year of the "round-body" Mustang before the debut of the New Edge 1999-2004 Mustang facelift. This facelift coincided with a substantial power boost for all engines, as well as retuned steering with more feel and a tighter turning radius and recalibrated suspension with increased rear wheel travel to improve the ride.

For 2000, nothing much changed except for a new glow-in-the-dark trunk-lid release and the return of the Cobra R. All 2001 Mustangs get the 2000 Cobra R's smoked headlights, as well as much-improved cup holders, a revised center console containing a double-DIN audio unit, and a tissue holder in the center armrest's storage area. The switches for the traction control, fog lights, and rear-window defogger were moved to just underneath the radio and in the convertible, the switch to operate the electric top is no longer behind the cup holders, but between the cup holders and the gear shifter. In the coupe, this space is occupied by a coin holder instead. The SVT Cobra was not available for all model years and although some sources state that there was a 2002 SVT Cobra in the US, this is incorrect. Around 100 2001-spec SVT Cobras were made for 2002, but they were all exported to Australia and converted to right-hand drive.

In the below trims section, every trim inherits all the equipment from the previous trim, plus whatever extra we mention.

There were quite a few special editions over the years as well:

• 1994 Indy 500 Pace Car Replica edition. The Indy 500 selected the 1994 Mustang SVT Cobra as its pace car, so Ford turned all 1,000 of the 1994 SVT Cobra convertibles they made into Indy 500 Pace Car editions instead, not selling them in standard form. This special edition comes in Rio Red only and has brown Saddle leather upholstery, a matching vinyl soft top, Indy 500 badging and seat embroidering, and "Official Pace Car" decals (supplied to the buyer but not installed).
• 1995 SVT Cobra R. Joining the normal SVT Cobra for 1995 was a special one-year-only SVT Cobra R, fitted with a 300-hp 5.8-liter V8 mated exclusively to a Tremec 3550 five-speed manual transmission and in only one color scheme, namely white paintwork and Saddle cloth upholstery. A bespoke, taller fiberglass hood is used to clear the large engine. To save weight, it has no fog lights, back seat, air-conditioning, or power adjustment for the windows or seats. The slots vacated by the fog lights cool the front brakes, set inside 17-inch, five-spoke 'R' alloy rims. The chassis features progressive heavy-duty springs, a front strut-tower brace, and thicker stabilizer bars. Only 250 were manufactured and they could only be obtained if you had a valid competition license.
• 1996 Mystic Cobra. Serving as a limited-edition technological showcase for its new Modular SOHC 4.6-liter V8, the coupe-only Mystic Cobra is painted in color-shifting BASF paint. Of the 1,999 made, only nine have black cloth upholstery; the other 1,990 have black leather.
• 1997 SVO Woodward Dream Cruise. This Detroit-area dealer special commemorates the 1995 one-day Woodward Avenue Dream Cruise from Detroit to Pontiac conducted by a small group of fans and then made into an annual event. The car uses the 1965-1966 Mustang Shelby GT-350's blue-over-white color scheme with white for the paint and 17-inch wheels, and blue Shelby-style Razor Blue center-body stripes. It has a BORLA stainless-steel exhaust, chrome hood pins, Shelby-style quarter-panel air intakes, Woodward Dream Cruise badging, and a numbered plaque; only 58 were made.
• 1998, 2000 GT Spring edition. Available only on GTs in either coupe or convertible, the Spring edition is a cosmetic package comprising 17-inch alloy wheels and factory-applied black hood stripes. For 1998, only the Spring edition and the Cobra had access to the Chrome Yellow exterior paint job. The Spring edition returns for 2000, gaining the side scoops and hood of the 1999 Limited Edition 35th Anniversary and 2000 GT, and carrying over the available retina-searing yellow paintwork. For 2000, 3,091 of these packages were made available.
• 1999 Limited Edition 35th Anniversary. This limited edition was quite freely available, with 2,318 coupes and 2,310 convertibles equipped with this package. It previewed a few features that would only become available later on the 2001 GT, such as a raised rear spoiler and a taller hood scoop. The only available paint colors are white, black, silver, or red. There is a blacked-out panel between the tail lights, it has five-spoke 17-inch alloys, and the upholstery is in black leather and vinyl with a pony logo, as well as satin-silver finishing on the shift knob and door trims. Both the bespoke gauge cluster and floor mats bear the 35th Anniversary logo.
• 2000 SVT Cobra R. The race-ready Mustang SVT Cobra R returns after five years and instead of the old 300-hp 5.8-liter Windsor OHV V8, it is now powered by a 5.4-liter version of the new DOHC Modular V8 that produces 385 hp and 385 lb-ft of torque. To be eligible to buy one of the 300 made, a buyer had to be in possession of an NHRA or SCCA license. All 300 were painted red and equipped with cloth Recaro bucket seats, lowered Eibach springs, Bilstein shocks, Brembo brakes with four-piston front calipers, a removable front splitter, smoked headlights, 18-inch alloys, and a race-style fuel cell.
• 2001 Bullitt. We list it as a trim lower down too - and you can read more about it there - but the Bullitt is also a special edition, inspired by the 1968 GT-390 driven by Steve McQueen in the movie of the same name. Because it was built in relatively large numbers - 5,582 in total - it is often just regarded as a normal 2001 trim level.
• 2003 Centennial Special Edition. For Ford's centenary celebrations, it created Centennial Special Edition models of some of its trucks and cars, including the Mustang. This Mustang, based on the GT Premium, cost only $995 at the time and adds 100th Anniversary fender badges and seat embossing, and Premium Verona-grain Imola leather upholstery. The only paint color is black. Ford made 1,323 convertibles and 717 coupes.
• 2003 SVT Cobra 10th Anniversary Edition. The 2003 SVT Cobra with its 390-hp supercharged V8 celebrates ten years since SVT introduced the 1993 SVT Cobra R - its first product. Available as a coupe or convertible, it has unique 17-inch alloys in Dark Argent paint, a choice of red, black, or silver paintwork, red brake calipers, SVT 10th Anniversary badging inside and out, red leather upholstery, and fake carbon-fiber interior finishes. Only 2,003 were made.
• 2004 40th Anniversary special edition. Although Ford made 5,700 of them - which doesn't make them that rare - the 40th Anniversary package that celebrates 40 years since the first Ford Mustang, was limited to 2004. Offered in both V6 and GT trim, paint colors were limited to Crimson Red (exclusive to this package), Black, and Oxford White, with Arizona Beige rocker stripes, matching dual trunk and hood stripes, a Parchment interior, aluminum pedals, metallic gray finishes for the door-lock knobs and the shifter bezel and boot, and silver interior trim.
• 2004 Mystichrome Cobra. Along with the other 40th anniversary special editions for 2004, the 2004 Mystichrome Cobra also celebrates this milestone, but as a reboot of the 1996 Mystic Cobra, this time with reformulated and improved color-shifting paint made by DuPont and supplied to Ford by BASF.

The 4th-gen Mustang scored high marks for its interior and although it cannot be regarded as impressive by today's standards, the interior was comfortable, spacious, and a nice place to spend time by '90s standards. Thanks to comfortable seats, an attractive design, and acceptable materials, Ford never made wholesale changes to the interior but only detail refinements to make it easier to use while changing up colors and materials. However, it started showing its age in its twilight years and by 2004 it was dated, the seating position was slightly awkward, and ergonomics had started to lag behind.

Be that as it may, space is good and the Mustang coupe's front and rear legroom measurements of 42.6 and 29.9 inches compare favorably to the tighter Camaro's 43 and 26.8 inches, respectively. Be that as it may, the rear seat is no place for adults, even if it offers three inches more legroom than a Camaro. Its trunk space of ten cubic inches is less than the Camaro's 13 cubes though. The Camaro's advantage holds when the convertibles are compared, but there's little in it - the Mustang convertible offers seven cubic inches and the Camaro, eight.

The Mustang's lubrication services are 5,000 miles apart and should cost less than $300 at an independent dealership. The 30,000-mile service is a bigger one and also requires the replacement of the cabin and engine air filters, as well as the fuel filter - this will probably amount to more than $800. The spark plugs last 100,000 miles. Cam chains should last between 120,000 and 150,000 miles and should be replaced sooner at the faintest hint of a chain rattle.

Lubrication services for the Mustang are spaced out at 5,000-mile intervals and generally cost less than $300. The oil and filter together cost between $62 and $72, depending on the engine. To determine the oil capacity and type for your model, consult your owner's manual. The 30,000-mile service is a bigger one and also requires the replacement of the cabin and engine air filters, as well as the fuel filter - this will probably amount to more than $800. The spark plugs last 100,000 miles, at which time the PCV valve and engine coolant must also be replaced. This service will likely exceed $1,100. Spark plugs cost around $30 per set on the V6 and the Windsor V8, while the naturally aspirated 4.6-liter V8's spark plugs are around $40 per set and the supercharged Cobra's $48 per set. Although many manufacturers prescribe lengthy or no fluid changes for automatic transmissions, we would not postpone these beyond 60,000 miles on performance vehicles such as the Mustang to ensure transmission longevity. For the record, Ford prescribes a 150,000-mile interval for automatic transmission oil changes.

Technical Service Bulletins according to the NHTSA. Check service book for:
Here is the list of 1994-2004 Ford Mustang 3.8L V6 and GT recalls:

Several 1994-2001 recalls were for non-compliant or missing reflectors or aftermarket combination lamps and should have been attended to long ago. There were a few Ford Mustang airbag problems, with recalls issued for faulty airbag inflators and improperly deploying airbags on many 1994-1997 Mustangs. The parking-brake pawl on 1994-2001 Mustangs with manual transmissions can skip a few teeth, allowing a vehicle to roll away; this recall affected more than 400,000 vehicles in total. The bond between the inner and outer hood panels on 1994-1996 models were known to fail, resulting in the separation of the parts - a recall for this issue covered nearly 770,000 vehicles.

Some 1994 Mustangs can suffer damaged front-seat wiring, which could short out can cause a fire. Various 1995 Fords, including the Mustang, were recalled for the bearing in the engine's cooling fan that may overheat, melt an electrical connector, and potentially cause an engine fire. Only 1,300 1995 Mustangs were recalled to replace incorrectly manufactured tie-rod ends of which the balls studs may fracture, leading to a loss of directional control and increasing the risk of an accident. Another suspension-related recall was for replacing 1999 and 2000 Mustangs' rear-suspension knuckles that may fracture. Some 1998-2004 Mustangs fitted with aftermarket Purolator fuel filters were recalled because the filters' quick connectors could leak fuel, posing a fire risk. There were a few misdiagnosed Ford Mustang V6/GT fuel-pump problems that were, in actual fact, the result of the fuel-filter problem. In another fuel-related issue, some Ford Mustang fuel-injector problems were noted, with 1998 models with the V8 engine recalled for a bad joint on the fuel-rail body that could cause a fuel injector to become dislocated, resulting in a fuel leak and fire risk.

In a big cruise-control recall affecting many Fords, 1998-2000 Mustangs were included due to a throttle cable that may jam, preventing the cruise control from disengaging and potentially causing an accident. In another speed-control-related recall, apparent 2003 and 2004 Ford Mustang cruise-control problems - only relevant to Cobra models - had less to do with the cruise control and more due to an accelerator pedal that may jam open by getting stuck on the floor mat. A small number of 1998 Mustangs were recalled to replace a damaged steering input shaft that could cause heavy steering and difficult vehicle control - this is one of the few Ford Mustang power steering problems reported. The 1999 and 2000 Ford Mustang seatbelt recalls were issued to replace faulty seatbelt retractors. A recall of 2000 MY Mustangs related to the HVAC system removed a coolant-system blockage at the heater core that prevents the climate control system from producing warm air and/or effectively defogging the windshield.

Here are a few useful OBDII error codes you may encounter:

• The Ford Mustang P0122 code means there is a problem with the throttle position sensor (TPS).
• On any 4th-gen Ford Mustang V6/GT, a P0136, P0155, P0156, P0420, P0430, P1131, P1143, or P1151 code indicates a problem with the oxygen (O2) sensors, their circuits, or their readings.
• The 1994-2004 Ford Mustang OBD II codes P0171 and P0174 both indicate the presence of vacuum leaks.
• The Ford Mustang P0175 and P0193 error codes indicate fuel-injection problems. P0175 means the system is running too richly and P0193 means the fuel-rail pressure is too high.
• On any 1994-2004 Ford Mustang V6 or GT, a P0301, P0302, P0303, P0316, P0320, P0340, or P0351 code would all indicate problems with the ignition system. The first four are misfire codes, P0320 means the distributor/ignition engine-speed circuit is malfunctioning, P0340 means there is something wrong with the camshaft-position sensor, and P0351 means an ignition coil is malfunctioning.
• The Ford Mustang P0411 error code means that there is a problem with the flow of the air-injection system.
• On a 1994-2004 Ford Mustang V6 or GT, P0442, P0445, P0455, P1443, and P1444 indicate problems with the evaporative control emissions system. P0442, P0445, and P1443 indicate problems with the EVAP system purge-control valve's flow, P0455 means an EVAP hose is leaking, and P1444 indicates a problem with the purge-flow sensor circuit.
• On a 1994-2004 Ford Mustang V6 or GT, OBD 2 codes P0453, P0460, P1233, P1237, or P1450 indicate fuel-tank-related problems and often occur in conjunction with the EVAP codes listed at the previous point. P0453 means the fuel tank pressure is too high, P0460 is for a fuel level sensor malfunction, P1233 means the fuel pump driver module is disabled, P1237 means there is a problem with the fuel pump secondary circuit, and P1450 indicates a failure to bleed up the fuel tank vacuum.
• P0500 on a Ford Mustang means that there's an issue with the vehicle's speed sensor.
• On a Ford Mustang P0708, P0712, and P0720 are all automatic transmission error codes. P0708 means there is a transmission-range error, P0712 is a fluid temperature sensor issue, and P0720 is an output shaft speed sensor error.
• The Ford Mustang P1000 code means the OBD-II monitor test has not been completed, possibly due to the battery having been disconnected.
• On a Ford Mustang, P1260 usually indicates a problem with the immobilizer.

Some owners of Mustangs equipped with the five-speed manual transmission on 1994-2001 cars have complained of vibrations through the clutch pedal and apparently, these are both commonplace and normal, not indicating a fault with either the clutch or the gearbox. There seem to be several cases of the clutch packs in the Traction-Lock limited-slip rear differential of 1994-1996 Mustangs having been over-shimmed, leading to chattering noises that can be heard and felt when making tight turns after having driven on the highway. Quite a few cases of the magnet used in the camshaft-position sensor dislodging have been noted, or the entire sensor coming loose, around the 102,000-mile mark, causing chirping noises at idle; in a Ford Mustang, the P1309 OBD-II error code usually accompanies this problem. Replacing the magnet and synchronizers costs around $110.

The serpentine accessory drive belt on 2000-2002 V8 Mustangs with manual transmissions seems to derail quite easily in wet weather conditions, presumably exacerbated by engine movement during gear shifts. The belt tensioner, water pump, and water-pump pulley must be replaced by updated components that prevent this from happening. As expected from an old car, there are various random 1994-2004 Ford Mustang electrical problems and charging, starting, battery, and stalling issues. Quite a few 1999 Mustangs' exhaust rattles were traced to a loose muffler heat shield that costs around $650 to replace. Owners have noted some OBD-II Ford Mustang GT P1401 and P1405 throttle-body problem codes so have this item checked if throttle response is inconsistent. You're also likely to come across an increasing number of Mustang muffler problems as these cars' exhaust systems age and start to rust through, especially in rust-belt states.

Some areas remain largely problem-free and have reported few issues:

• Despite the well-documented head-gasket issue of earlier engines, 1994-2004 Ford Mustang 3.8L V6 PCM, power, vibration, and intake-runner control problems are rare.
• There aren't any more than average Ford Mustang Convertible problems, but all soft tops deteriorate with age if exposed to the sun a lot and mechanisms can play up, so test the roof on the test drive.
• The number of 1994-2004 Fox-body Ford Mustang V6 or V8 anti-theft system, fuel-gauge, ECU, PCM, GEM-module, charging, ignition switch, instrument cluster/fuel gauge/tach, speedometer, odometer, lighting, Mach 460 audio, power-window, starting, and other electrical problems reported are no more than what is average, although all of these occasionally play up, especially because the 4th-gen Mustang is now quite old.
• In terms of the power-steering system, Ford Mustang 4th-gen models don't seem prone to any premature failures, but being a hydraulic system and not a modern electric system, it may develop leaks with age and the pump may fail if the fluid is low.

We would avoid all the V6s up to 1998. The 1994 and 1995 V6s still had a tendency to blow their head gaskets and all the way to 1998, they remained weak, not offering the type of performance expected of a Mustang. The Modular 4.6 V8 in its 1996-1998 format is best avoided too because it simply offers too little power for a Mustang and lacks the bottom-end punch of the old 5.0-liter 302 V8 - in addition to not even coming standard with ABS brakes. All V6s up to 2000 also lacked ABS, so if safety is important to you, lacking even this basic feature should kick them off your shortlist.

1999 and newer seems to be the way to go; not only does this year introduce the more attractive New Edge styling, but ABS brakes become standard on the V8 GT. Only from 2001 is ABS also standard on the V6 Premium. All 1999+ engines are adequately powerful to satisfy and if you don't mind the 193-hp V6, we'd suggest going for a manual 2001 Premium, which has a good spec sheet and standard ABS. A V8 performs well enough with the automatic transmission if you opt for the 1999+ 260-hp engine, in which you also get standard ABS. The 1999-2001 models offer a good balance of value for money and relatively few problems. Newer models are also good, but watch out for hood rust from 2002 onward.

The fourth-generation Mustang was a bit soft around the edges for enthusiasts but this was addressed by the 1999 facelift, which brought more power and better safety. A manual facelifted GT is a fast and satisfying performance coupe and excellent value for money. If you can get your hands on one of the special editions, you'll pay more, but the Bullitt is not too rare and is likely to appreciate in the future. But you can enjoy a proper V8 muscle car in the GT without having to opt for some rare special edition. It's the affordable and accessible V8 American muscle car that the Mustang has always been. Opt for later models to get more safety and keep our provisos in mind and you'll have an old-school muscle car in the best American tradition.