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1988 Ford Mustang COBRA

Sale price: $US 8,100.00
Last update: 28.07.2020

Technical specifications, photos and description:




Condition:Used
Year:1988
Mileage:67000
Engine:5.0 V8
Power Options:Air Conditioning, Cruise Control, Power Locks, Power Windows
Sub Model:COBRA
Number of Cylinders:8
Model:Mustang
Transmission:Manual
Interior Color:EBONY
Fuel Type:Gasoline
Exterior Color:Black
Trim:ASC McLAREN
Manufacturer:Ford
Vehicle Title:Clean
Drive Type:RWD
Body Type:Convertible
Options:CD Player
:“OVER 100 PHOTOS, PLEASE CLICK THE "SEE DESCRIPTION" BUTTON BELOW TO SEE FULL DESCRIPTION”
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1988 Ford Mustang COBRA for sale
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1988 ASC McLaren MustangFast and Fun!
Clear CA Title

1 of only 1015 produced in 1988
Quickly becoming a sought after model in the already popular Fox Body generation.
This car is a solid driver with some handling upgrades.
DrivetrainVery strong running 302ci 5.0 V8Car fires right up and does not smoke or missLater model Cobra fuel injection and aluminum Valve covers addedK&N filter5 speed manual transmission shifts well through all the gears
Body/ExteriorFactory body with no major dentsPaint is presentable for a driver (she's a 10 footer)Smoked lenses front and rear adds to its aggressive demeanorGround effects in good condition no broken/cracked piecesTop and release hatch in good working orderTop is in good shape with no rips or tears
ChassisGreat handling car!Added strut tower brace under hoodAftermarket Flaming River manual rack added with tighter ratioStops and steers better than factory16" aftermarket chrome 5 spoke "Pony" wheelsNitto Extreme Performance tires in great shape (look almost new)245/50-R16 rear225/50-R-16 front
Interior
Factory interior
$1500 Recaro seat option (last year offered)
No major rips or tears to the upholsteryAll gauges working
MiscNew BatteryNew dual exhaustClear CA titleAmplifier installed in trunkOverall great lil carCould use some TLC/detailing from a new owner and is mechanically sound

See below for some history of the McLaren and mustang

$500 DEPOSIT WITHIN 24 HRSPAYMENT IN FULL WITHIN 7 DAYS OF PURCHASE.
VEHICLES TO BE PICKED UP WITHIN 14 DAYS OF AUCTIONS END
UNLESS OTHER ARRANGEMENTS HAVE BEEN MADE PRIOR TO
BIDDING.
PLEASE FEEL FREE TO ASK ANY QUESTION BEFORE BIDDING





Please view the numerous
photos belowclick thumbnails below for larger images















































































































































$500 DEPOSIT DUE WITHIN 24 HOURS OF AUCTIONS ENDPAYMENT IN FULL WITHIN 7 DAYS OF PURCHASE.
VEHICLES TO BE PICKED UP WITHIN 14 DAYS OF AUCTIONS END
UNLESS OTHER ARRANGEMENTS HAVE BEEN MADE PRIOR TO
BIDDING.


SOLD AS IS WHERE IS
NO WARRANTY EXPRESSED OR IMPLIED
BUYER RESPONSIBLE FOR ANY SHIPPING CHARGES AND MAKING SHIPPING ARRANGEMENTS.

 THE VEHICLE IS AVAILABLE FOR AND WE WELCOME PERSONAL
INSPECTIONS BY YOU OR AN AGENT ON YOUR BEHALF. BY BIDDING YOU INDICATE YOU HAVE
REVIEWED ALL THE INFORMATION AND ARE SATISFIED WITH THE INFORMATION
PROVIDED.



By Matt Litwin from Muscle Machine Magazine No 2014...
If Ford truly has a
cornerstone automobile, it's the Mustang. One could, of course, reason
the Model T, or even Thunderbird, as more suitable candidates, as each
represents significant milestones in their own right. The T saved Ford
as a company while affordably motorizing the masses. The
T-Bird--initially Corvette's only domestic competition--paved the path
for the personal luxury car boom for the better part of three decades.
But
the Mustang is different. Due to its expansive list of standard and
optional features since its mid-1964 introduction, it has appealed to
everyone from the economically minded motorist to the high-performance
gearhead. And, in spite of a pair of near-death experiences along the
way, the Mustang's versatility and legendary performance prowess have
been bolstered by 50 years of continuous production, much to the chagrin
of its rivals. Yet,
despite what the Mustang has come to symbolize for the millions who
have held title to their own examples, it has been absent from the
sports roadster market. Consider this: All of the basic traits that
would put it on the same playing field as the imports have existed since
day one, including the long hood/short rear deck profile, the sleek yet
timeless styling, and, except for a 10-year hiatus, a convertible top.
Its technical exclusion from said market boils down to one simple fact:
The Mustang has been burdened with two extra seats. Truthfully, even
this assessment is not absolutely correct, since, for a time, the
Mustang could have been obtained as a true two-seater, courtesy of
ASC/McLaren. The
concept of combining European roadster flair with Ford's pony car
sprouted its first roots in the early Eighties when Detroit customizer
Peter Muscat decapitated a Mustang and fitted his own convertible top
and tonneau cover. Believing there was a market for such a car, Muscat
approached American Sunroof Company (ASC) founder Heinz Prechter, who
was already working on a project with McLaren.
Shortly
thereafter, the concept was presented to Ford, which was already
relaunching the Mustang convertible. The same body style, however, would
be conspicuously absent from Mercury's Fox-platform Capri. Mercury
supplied ASC/McLaren specially modified coupes, beginning with the 1984
models. Production conversions included a custom interior, special body
moldings, front air dam, rear spoiler, wheels and graphics. Already
planned as a low-production vehicle, output was stifled by a sticker
price well in excess of $20,000--far beyond the cost of a production
Mustang convertible, even in GT trim. Capri sales, however, were in
steady decline, and by the conclusion of the '86 season Mercury
discontinued it; thus conversion work shifted to Mustang for '87. Like
Mercury, Ford sent fixed-top coupes to ASC/McLaren. Again, appearance
mods continued; however, unlike ASC/McLaren's work with Buick during the
same model year, this collaboration did not result in engine
modifications. Even without mechanical tweaking, ASC/McLaren Mustangs
still ended up costing more than $20,000. This, coupled with a downturn
in the economy and disputes between Muscat and Prechter, led to the
demise of the entire project by 1990.
Side skirts and
exceptionally discrete badging were hallmarks of the ASC/McLaren
conversion project. So, too, was the custom-made top with its
three-piece rear-window cutouts.
During
the four-year span, just 1,806 Mustangs were converted, 1,015 of which
were done in 1988, making them bona-fide rarities in the muscle car
community. Today, ASC/McLarens are supported by a well-organized club
and parts network. In addition, the ASC/McLaren Mustang is a
comparatively affordable muscle car, although performance cars from the
Eighties have seen a recent upswing in collectability among enthusiasts.
ENGINE
The ASC/McLaren Mustangs were equipped with the 5.0-liter (302-cu.in.)
V-8, and timing could not have been better. Ford, recognizing increased
competition from Chevy's Camaro, made adjustments to the existing
electrically fuel-injected engine that boosted output from the previous
year's 200 hp to 225. This was achieved by installing a larger intake
plenum and a 60-mm throttle body, revised Ford truck cylinder heads and
9.0:1 compression forged pistons. For all intents and purposes, the
engine, installed standard in every Mustang GT, changed very little
during this four-year span. What
to watch for: During the 1988 model year, Ford made a running change to
the high-output 5.0 when a mass airflow sensor--used for fuel
metering--replaced the previously employed speed-density system;
however, this only affected cars sold in California. This change was
then made to all 5.0 H.O. engines for the 1989 model year. On paper it
may seem a minute gesture in the name of efficiency, but the mass
airflow sensor has made it easier for owners to make performance
modifications without sacrificing drivability, as this system is less
sensitive to manifold vacuum readings. Even if you have found an '87
edition, performance alterations can be made with ease, thanks to an
expansive aftermarket network. It should be noted that, even modified,
the 5.0 engine has long proven itself as a durable unit, able to
withstand most punishing conditions and driving styles.
Below the ASC/McLaren hood was a standard high-output 5.0-liter
V-8. Unlike some other notable Mustang conversions, McLaren did not make
any performance modifications to the 302-cu.in. engine during the four
years of conversion work.

TRANSMISSION
As with the Mustang GT, the ASC/McLarens were offered with a Borg
Warner T-5 five-speed manual transmission as standard equipment. It was a
unit that had been introduced to the Mustang in 1983 and was further
upgraded in subsequent years; the '87-'90 versions are of the "World
Class" variety. The four-speed automatic overdrive (AOD) transmission
was offered as an option. Both are reliable units that last for many
miles of standard driving, and both can be upgraded for more severe duty
if necessary. What
to watch for: All Borg Warner T-5 manuals were filled with Mercon
Dextron II/III automatic transmission fluid due to the tiny oil transfer
holes that lubricate the needle bearings. It is important to use the
correct fluid (many of these T-5s were filled with heavy-weight gear
lube by inattentive service mechanics) and to monitor fluid levels to
help the unit's longevity. Additionally, there were two upgrades, the
first of which came in 1989, with a running change from a seven-tooth to
eight-tooth speedometer drive gear. For 1990, the torque capacity was
increased by installing second and third gears made from improved alloys
with a coarser pitch.
CHASSIS
Starting in 1979, the Mustang had been constructed on the unit-body Fox
platform featuring - with minute variations - a 100.5-inch wheelbase.
Supporting the McLaren version was a stock Mustang GT independent front
suspension system consisting of struts, performance springs and a
1.3-inch anti-roll bar. At the opposite end was the Mustang's
Quadra-Shock system, comprised of two vertically installed gas shocks
working in unison with two conventional gas shocks horizontally mounted
to the differential--the durable 8.8-inch Traction-Lok--to prevent
unwanted twisting and wheel hop; an 0.83-inch anti-roll bar was also
included. The Mustang GT's power front disc/rear drum brake system was
standard equipment. The
other significant change has to do with the unit-body structure. With
the removal of the Mustang LX's fixed top, structural rigidity was
compromised, a condition that was rectified with the installation of
reinforced rocker panels. This was a deviation from practices employed
during the Capri program, which added bracing below the rear cowl.
What
to watch for: The 1987 and up Mustangs featured revised front-end
geometry with new strut housings. Strut travel was also increased.
Combined, it provided the Fox platform with greater cornering stability.
Additionally, the aftermarket industry has been providing suspension
and brake upgrades for many years. Although owners of truly rare cars
tend to maintain stock characteristics, it's still possible to find an
example with such upgrades installed.
BODY & INTERIOR
Contrary to what one may think, Ford did not send incomplete,
body-in-white LX coupes to ASC/McLaren. Each was complete, including the
aforementioned 5.0 engine and GT underpinnings. Henry Huisman, who
worked at ASC and is now the owner of Paradise Automotive--supplier of
NOS, reconditioned and used ASC/McLaren parts in Odessa, Florida
(www.ascmclaren.com)--tells us they were also fitted with the GT front
fascia from the factory. "Once
they took delivery of the car, they cut the top off and removed the
interior in order to fit their own manually-folded top and power metal
tonneau cover. Like the Capri, they pulled the windshield back about 20
degrees, which necessitated the installation of side windows unique to
these cars. They also added side skirts, taillamp covers and a rear
spoiler, and removed the stock emblems," explains Henry.
Once
the exterior modifications were completed, the cars were then painted a
variety of special colors, which varied from one year to the next.
"Ford shipped the cars, usually finished in silver or black, so in most
cases the door sticker--which would have the paint code--will not match
what ASC/McLaren ultimately applied. The underside of the hood should
still exhibit the original Ford color," cautions Henry.
Interiors
were also extensively modified. With the rear seat removed, additional
storage was made available, à la Corvette, below the stowed top and
corresponding cover. The front seats were given extra padding and
re-covered in embroidered leather; door panels and the armrests were
also redesigned. Standard Mustang GT instrumentation remained, however. Standard
features included power steering, tinted windows and even air
conditioning later in the series; however, options such as a Whistler
radar detector and Recaro bucket seats were few. The Recaros were
dropped after 1988, mostly due to the fact few buyers selected the
$1,500 option.

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