From the December 1991 issue car and driver.
These are bad things: death, taxes, and staying up late watching reruns of “The Love Boat” and missing the pool scene. These are good ones. An abandoned whiskey bottle, a sanitary American Standard loaded with the latest periodicals, and a big, torquey, exhaust-belching American V-8 engine.
Want to guess what we think about the SAAC Mark 1 Mustang?
However, before we continue, we need to make two things clear. First, SAAC stands for Shelby American Automobile Club, and second, Carroll Shelby has nothing to do with this car. Sure, he built the original big-bicep Mustang, the Vesuvian 1965 Shelby GT350, but his involvement with this circa-1992 model was nothing more than a blessing. (Chrysler has contracts under his last name, so it’s understandable that he would be upset that others would use that last name.) The Shelby American Automobile Club was named after Shelby’s famous nickname. It states that the club has the right to incorporate it as part of its name. So when SAAC members started asking for a new Ford-built Shelby, club founders Rick Kopech and Ken Eber decided to enhance Ford’s current Mustang GT and add some “SAAC” badges. was able to offer just such a car. Look! “Shelby” mark 1 here.
That’s not to say the SAAC Mark 1 isn’t a worthy successor to the GT350.
Like the original, this is a car built by Mustang enthusiasts, in this case key members of SAAC. Special thanks to Dave Wagner, former manager of Ford’s Power Product Operations Group. Wagner, who was in charge of supplying Ford’s hardware to aftermarket specialty manufacturers (such as Saleen Autosport), knew where to turn in-house for the parts he needed for the Mark 1.
For example, the Mark 1’s engine is essentially the same powerplant developed for the stillborn 25th Anniversary Mustang. By the way, his basic 4.9-liter V-8, not that different from the original his GT350’s engine, has been upgraded with “GT40” heads, a new intake system, and a 65mm throttle body. The engine exhausts through a stainless steel Borla exhaust with a low-restriction muffler. Output he rises from his 225 hp at 4200 rpm to 295 hp at 5250 rpm. Torque increases from 300 lb-ft at 3200 rpm to 348 lb-ft at 3550 rpm.
Other parts, including the Mark 1’s massive disc brakes, came from the dumpster of Ford’s Special Vehicle Division. The five-speed shifter is a heavy-duty Hurst unit, and the suspension, with higher spring rates and Koni shocks, is constructed from parts of his 1991 and ’92 production Mustangs. Handsome mag wheels shod with Goodyear 245/50ZR-l 17s complete the package.
There are almost no changes in appearance. The cockpit with roll bar on all Mark 1s is black. The standard Mustang seats are covered in distressed black and blue leather. Like the original GT350, the Mark 1 is available only in white with bright blue racing stripes.
Conversion work will be performed by Livernois Inc. of Dearborn, Michigan. Libanova removed the stock GT’s engine and replaced it with his dyno-tested SAAC unit (the stock powerplant will be converted for the future Mark 1), and he completed the remaining adaptation work in two to three days. Masu. Kopec says the company will eventually be able to produce about five cars a week.
SAAC Car Company will build up to 250 Mark 1s, which will be sold exclusively to SAAC members. (However, Kopec says that anyone who wants to buy a Mark 1 can become a SAAC member for a small fee.) After production of the Mark 1 ends, the company sells similar cars (yes, the Mark 2 and The plan is to make the new version available to the public. Through 12 selected Ford dealers.
The SAAC Mark 1’s low-volume production goal seems prudent given its impressive price tag of $40,995, including gas gulp and luxury taxes.
What features does the Mark 1 have over the standard GT?
Certainly faster. The sprint to 60 mph takes just 5.3 seconds, and the 160 mph sprint to 400 mph is completed in 14.0 seconds. His last V-8 Mustang we tested hit 60 mph in 6.2 seconds, and he ran the quarter in 14.8 seconds. However, our test car’s top speed was a disappointing 163 mph, only 2 mph faster than the standard His V-8 engine. One reason for that is that our test car was equipped with his optional 3.55:1 rear end. This is great for offline response, but too short for cruising with a large group. Wagner claims that his standard 3.27 rear axle on the Mark 1 provides a better balance between acceleration and top speed.
In another sense, the Mark 1 is less complete than its cheaper sibling (that’s $25,000 cheaper). The Mark 1’s 0.85 g skidpad is only marginally better than the stock Mustang V-8. Also, its 185-foot stopping distance from 110 mph is longer than a standard Mustang.
Still, the Mark 1 is fast, playfully flashy, and has a nice-shifting, rev-happy V-8 engine that makes noise right off the bat. brit chase scene. In other words, it looks a lot like the original GT350.
Of course, that doesn’t mean the SAAC Mark 1 Mustang is a good value. But it sure will be good.
specification
specification
1992 SAAC Mark 1 Mustang
Vehicle type: front-engine, rear-wheel drive, 4-seater, 2-door coupe
price
Basic/Tested: $40,995/$43,030
engine
SOHC 16-valve V-8, iron block and heads, port fuel injection
Displacement: 302 inches34942 cm3
Power: 295 hp @ 4200 rpm
contagion; infection
5 speed manual
size
Wheelbase: 100.5 inches
Length: 179.6 inches
Vehicle weight: 3342 lbs.
CD Test results
60 mph: 5.3 seconds
100mph: 13.6 seconds
1/4 mile: 14.0 seconds @ 160 mph
130mph: 38.2 seconds
Rolling start, 5-60 mph: 5.8 seconds
Top speed: 163 mph
Braking, 70–0 mph: 185 feet
Road holding, 300 ft skidpad: 0.85 g
CD Fuel efficiency
Actual value: 16mpg
EPA fuel economy
City: 15mpg
CD Test description