After finally finishing college and starting a decent (single) income, it was time to move the car up a level from the old 4-banger Probe. I was looking for something with the style of a Mustang, but a little more “giddy up” then the GT offered. Among the competitors included the Eagle Talon Tsi-AWD, Dodge Stealth R/T, Mitsubishi Eclipse GST, and the Mustang Cobra. I’d always dreamed about owning a Mustang Cobra, but when the realization came that financing was actually possible with a slightly older Cobra, I was all over it. I found my Cobra on AutoTrader.com (very highly recommended), which had been owned by an older man who stored it for over 2 years. It had 36K miles on it, and appeared to be stock showroom condition. Keep in mind that stock 97 Cobras are almost impossible to come by, primarily due to the HUGE market of modifications available for it. This one was indeed a true find! Before I get started, it is important to understand first and foremost that I own the convertible version, not a coupe (hard top). Although they are almost identical, some views expressed may not be 100% accurate with the hardtop model. That said, lets quit wasting time and just dive right on into the meat of this review!
Appearance
Outside
The outside of the 97 Mustang Cobra still seems breathtaking to me every time I pull the cover off. Its most noticeable trait is by far the dual massive hood scoops found mid-way up the hood. Although they aren’t functional intake scoops (such as RAM AIR), the looks alone breed a feeling of intimidation from the start. Every Cobra comes off the line with 2 Cobra emblem badges on the right and left fenders, as well as a Cobra rear bumper, which proudly displays the “COBRA” name in a breathtaking impressed underlay. Also located on the rear is the exclusive SVT badge, which proudly displays its seniority over other Mustangs. As with the GT models, the Cobra sports TRUE dual exhaust, although the Cobra comes standard with aluminum polished tips, which isn’t so with the GT. Located in the front grille is the historically significant “galloping Mustang” emblem. Contrary to heavy rumor, not a SINGLE Cobra has ever rolled off the line with a front grille Cobra emblem. However, because some want the Cobra’s image to be apart from the Mustang, it has become almost customary to replace the “galloping horse” with the more representative “Cobra” front emblem available as an aftermarket part. The front bumper also helps to separate it’s look from the lesser Mustangs by simply changing the fog lights to circular lights as opposed to the more “rectangular” looking fogs found on the GT models. Ground effects found on the lateral borders of the car also aid in giving it an intricate look. The convertible top looks smooth with no ugly protruding bars sticking out, as I’ve seen on many other convertibles on the market today. All connecting joints of the convertible top seals smoothly and showed no signs of excessive wear. When the top is down, very little of the top/frame is seen, and with the optional factory convertible top, it looks very nice. However, be warned that the factory convertible boot can be a REAL pain in the butt to put on, especially by yourself. With a little practice, it can become almost second nature. However, until you get the hang of it, I can almost guarantee that is will frustrate you to no end.
Also standard on all 97 Cobras are the 17x8” wheels. Made of diamond cut cast aluminum, they shine almost as bright as chrome. The design, which looks very beautiful, was later on found to be a real pain the butt to clean brake dust from. Wheel wells (between the tire and top part of the fender) yielded a larger gap then I’d have preferred for such a sporty car, but this observation quickly fades when looking at the whole car as a whole. The Cobra, as with most sports cars, includes 4 wheel disk brakes, as well as ABS braking. The front disk brakes are a whopping 13” vented, making it immediately clear that this car is built for speed. Rear taillights are arranged in the newer 3-in-a-row vertical style, as opposed to the older models that used the 3 horizontally compiled bars. Brake lights were very bright, and clear as day. The trunk of the Cobra sadly yields only a squeezed 11 square feet of space, which is hardly enough to even fit a full grown adult in there (not that you’d really want to).
Inside
On the inside, it seemed extremely comfy. However, once you try to fit in the back, it becomes apparent once more that it might as well have been a 2-seater. The backseat, in my opinion, would have been better utilized as an extended trunk (However, the convertible top would have prevented that design anyhow). Anyone larger then a mid-sized child will have to twist and turn to fit in either of the rear seats. Although leather wasn’t standard for the Cobra, it was used on more then 95% of all Cobras that rolled off the line in 1997. The front seats were equally comfy, offering lumbar controls to inflate the lower back portion of your seat. However, I found there to be quite a bit of awkwardness in the seating design on the 97. First of all, the factory seats just don’t offer ANY upper back support, making long trips almost a pain. Also, the car was NOT designed for taller people. I’m a little over 6 foot tall, and with the seat moved all the way back (by means of a power seat, of course), my right knee was still basically digging into the lower dash. Sadly, it makes me wonder what kind of injury would be inflicted to the legs during a severe impact collision. However, don’t fret, for the 1997 Mustang Cobra CONVERTIBLE did drive away with a 5-star rating on both passenger and drivers side. The Coupe model was rated as a 4 on both sides.
The interior of the Cobra was somewhat displeasing and simple, offering the exact same plastic dashboard and doors as any other Mustang that rolled off the line. However, if taken good care of and armor-all’d on normal occasion, this didn’t really pose much of an issue. My car came with the optional Mach 460 sound system, which does an excellent job of hitting all highs and lows of the musical spectrum. A CD player is installed directly below the receiver/tape deck, and works directly in conjunction with the factory deck. To my surprise, the factory CD player reads ALL burnt CD’s with ease, and hasn’t skipped a note! Having worked on (and installed) aftermarket car stereos for over 7 years, I found this factory system to be one of the best I have ever heard…so good that I’m not even gonna replace it.
Visibility from inside that car was decent with the top up, although I found it somewhat tough to see around sharp corners when waiting to pull out into traffic. Nevertheless, leaning how to correctly use all 3 mirrors in a situation such as that easily offsets the compensation for the lowered visibility. Now if the top is down, visibility is tossed to the wind, as with anything else that’s not strapped down to this beast. The driving cluster consisted of the Cobra-exclusive white face gauges. They look extremely cool, but can very quickly become a nuisance during the short 30 minutes or so of late-dawn/dusk. This is because the display is a light green glow, and the faces are white. For a very short amount of time, the gauges actually blend ENTIRELY with the soft green glow, making it actually look like there is NOTHING on the gauges. This could be a problem if you’re accelerating anywhere where speed is strongly enforced. However, during the day as well as darkness, the gauges are very smooth. From left to right, the driver’s cluster includes fuel, engine temp, speedometer, tachometer, voltage (battery), and oil level. The cluster may seem a little plain, but includes all the important info you’ll need while sitting in the drivers seat. I’m getting the impression that the oil gauge is actually a dummy gauge, but that has yet to be confirmed.
Engine Bay
Popping the hood for the first time reveals the not-so-big surprise of the massive V8 engine. As I expected, the engine bay was very full. Wiring was very clean, and kept in logical patterns. Most of the crucial wires were run through harnesses, making the bay look much more organized. The engine case, which covered the manifold, has a beautiful aluminum Cobra emblem stamped on it. The engine was based almost directly in the center of the engine bay, and seemed very well proportioned for the massive size. When changing the oil, the oil filter was very conveniently located on the driver’s side, about 3 feet back from the front bumper and sticking horizontally out to the lateral borders of the car. It is placed somewhat over the steering frame, making a minor obstacle for removal. The oil pan is also located slightly over top of part of the steel frame, making the flow of oil somewhat of a pain when it starts to drip near the end. The engine of the Cobra tends to stay warm for good periods of time, but shows no signs of even getting close to overheating. This is partially due to the new “cooling” upgrade that was made on the Cobra for 1997. In more or a less words, the oil runs by something inside the bay that helps is to remain cooler, even in hot weather.
Engine Stats
Now we come to the shear euphoria felt by most car enthusiasts. The standard engine in the 1997 Ford Mustang Cobra is the massive 4.6-liter, 281cid, 32-valve DOHC 90-degree mounted modular V8. The engine is considered very state of the art, even 8 years after its creation . Every 4.6L Cobra engine that has rolled off the line was hand built by 2 specially certified employees, whose names are signed on an official sticker appended to the left cam cover. However, because of the engine’s uniqueness, its price to replace is VERY expensive ($4K upwards). One of its most commendable features would be the secondary intake ports, which electronically open once the engine reaches 3,250 RPMS. This does 2 different things. First of all, it allows the engine to “breathe” on ALL valves, and ignites a fury of horsepower. However (2nd), because of this, gas usage takes a stammering toll when running the engine above the 3K-RPM range. It is because of this electronic feature that the car is able to get such amazing gas mileage on highway driving. Rated in town at 18 MPG, Ford claims an unbelievable 26 MPG on the highway, making it one of the most fuel efficient V8’s on the market. However, in my own experience, I have yet to get over 23 MPG on the highway. This may be due to a number of different factors that could affect engine efficiency.
While on the subject of gas mileage, it’s very important to keep one primary thought in mind. This car requires premium gas (92 octane or higher). Because of the elevated gas prices, only a handful of people would be willing to buy premium on regular occasion. The car is ABLE to run on unleaded, although it is very strongly not advised, primarily because of the problems it may cause in the future. Using underrated octane will create engine knock and pinging. Undoubtedly, this is not a smart thing to do to a $4K engine. The engine purrs beautifully when started up, and roars forth with enthusiasm even on startup. No sudden drops or unsteady idling is noted as of now, making the engine completely solid.
At the flywheel, the Cobra is rated at a heafty 305 horsepower, while it is closer to about 260-275 horsepower at the wheel. Redlining at 6800 RPM, it’s apparent that this is not your average engine. Fuel cutoff/rev limiter occurs at 7000 RPM, making this one of the highest revving ford engines to date. If you’re not able to drive a manual transmission (AKA stick shift), you’ll have to move on to a different car. The Cobra is only offered on a 5-speed manual, which is the new Borg-Warner T45 used in last years model as well. The clutch on the car is VERY heavy, making it a somewhat punishing task to continually keep shifting in a 2-hour traffic jam. As a matter of fact, this is actually one of the heaviest clutches I think I have EVER felt on a car. However, it stands to reason that this is because of the excessive amount of horsepower that the car has to haul around. Yet, during regular daily driving, you’ll find yourself quickly adjusting to the Cobra’s clutch.
The Cobra seemingly excels in all RPM ranges, beginning as low as 1000 RPM. However, to really get a pull out of her, it is vital that you at least cross the 3K-RPM line to open up those heafty extra ports, which allow the engine to breathe freely. It really starts to get up and go around 4500 RPM, but doesn’t start screaming until around 5500 RPM. The car peaks on horsepower at 5800 RPM (with 305 HP). Even at 5800, it will pull with mouth-watering force all the way up to the rev limiter at 7000 RPMS. Because of the extremely high amount of horsepower, running applications such as the A/C are not even noticeable on it’s pull. The Ford SVT team should indeed be commended upon creating such a monster. Aside from its 2003-2004 390-horsepower brothers, the car is without a doubt, the quickest stock Mustang you’ll find.
Performance/Ride Quality
As for road stats, completely stock, the Cobra runs 13.99 @ 101.6 MPH in the ΒΌ. Ford’s recorded times are slightly better then both “Car and Driver” and “Road & Track” recorded, although all the times are within .3 seconds. The Cobra doesn't technically have a governor, but somehow has a listed top speed of 152 MPH. I’ve personally only had it up to 110 MPH in 3rd gear, and it was still pulling hard. With that statement, it also starts to become apparent why you don’t see many 16-year-olds driving around such a beast. Braking was much heavier then what I’d like, but for a car that weighs in at 3,531 lbs, it’s about what you would expect. 60-0 braking distance is around 127 feet, making it substantially better then most of it’s competitors (such as the Pontiac Trans Am or Chevy Camero SS). All Cobras come with ABS, however I’ve yet to use it, so I’m not really able to comment on that aspect at this time. Turning and cornering was yet another red flag against the car, making it extremely susceptible to spinouts. Driving in any type of weather other then dry tosses traction to wind, especially on turns. For example, while driving in the rain and attempting to take a turn at 15 MPH in 2nd gear, the car fishtailed out close to 45 degrees while hardly applying any gas. However, dry, sunny weather driving is a most pleasant experience, making the car extremely exciting to drive.
As mentioned previously, the Cobra does put forth an extremely good effort on gas efficiency for a sports car. Stats for the car read 18 MPG in town, and 26 MPG on the highway. My personal findings have been almost smack dab in-between. On the average, I’ll normally get about 19 miles in town, but only about 22 MPG on the highway. Cruising on the highway creates a very comfortable and smooth ride, ranging the smoothest from 60 to 100 MPH. Because the car is geared lower for top speed, at 60 MPH in 5th gear, you’re looking at an amazing RPM of about 1900. This also helps to account for the gas mileage the car is able to accomplish on the highway. Despite the well-known rattle of rimless windows, I’ve yet to have any problems with the windows rattling when rolled down.
Options
The 1997 Cobra has a large number of options that come standard, and a short list of only 6 that are optional. The standard options include: Dual Air Bags, Tilt steering, ABS (Anti-Lock braking system), articulated sports seats w/dual power lumbar controls, Premium AM/FM stereo cassette, Power Mirrors, Power Windows, Power Door Locks, Power Deck Lid Release, Power Convertible Top (if convertible model), Rear Window Defrost, Air Conditioning, Cruise Control, Front Floor Mats, Dual Illuminated Visor Mirrors, Keyless Entry, and Passive Anti-Theft System. The six other optional options available on Cobras are: Leather Seats, Mach 460 sound system, Compact Disk System, Total Anti-Theft System, California Emission System, and oddly – a Rear Deck Spoiler. Why the spoiler isn’t listed as a standard option is beyond me, especially considering the fact that I don’t think I have ever seen one without a spoiler.
Prices
Last month I purchased my Cobra for $15,350 from a private owner. However, dealerships and owners alike tend to list 97 Cobras anywhere from $10K to $19K depending on mileage, shape, convertible/coupe option, and overall condition. In 1997, the Cobra was listed at a base price of $26,600, but usually ran around $28,000 after all options were added to. While the prices of Cobras keep them from being overpopulating, it is important to realize that the resale value of a maintained Cobra is very high (and will remain high), especially for a convertible – mostly because of its very low, limited production numbers. The stats for 1997 Cobra productions are as follows: 3088 convertibles, 6961 coupes – for a grand total of 10,049. This may seem like a large number until you realize that in the same year, over 90,000 Mustangs (not including Cobras) rolled off the line (90,205 to be exact).
Lastly, you have the dreaded insurance. On an insurance scale used by Webb insurance company, the Cobra rates at a 26. So what does that mean? Well, my 1997 Ford Probe is a 16, and my 1993 Toyota Camry rates an 8. In other words, it’s rated VERY high on the insurance scale. Believe it or not, below only the Dodge Viper and Chevrolet Corvette, this is the 3rd most expensive domestic car to insure. A 40-year-old man with a completely clean driving record could expect about $2500 a year for full coverage. However, with a single speeding ticket, prices can quickly jump up past the $3K a year and go very upward. According to emissions, annual fuel quote estimates are right around $1600 under normal driving on premium fuel. Combined with insurance you could very easily be looking at over $4,000-5,000 a year just to own the car. Obviously, this car isn’t going to be for everyone.
Repairs
As with any type of exclusive car, prices on repairs can get pricey very quickly. Because of it’s highly sophisticated engine, many shops simply will not work on it, driving you back to the last resort, a Ford Dealership. As a general rule of thumb, prices can be expected to be around 2x as expensive as most other cars.
Overview
If it isn’t apparent by now, the Cobra spells out 2 very clear distinctions. Power and Money. As mentioned numerous times, the Cobra isn’t for everyone - and quite frankly, is very expensive to own. However, those that are able (or choose) to see past the hefty price tag and running cost will find themselves behind the wheel of a sleeping giant. There isn’t much that can compare to the feeling of the wind in your hair, cruising down a long winding road, and with roar of a big V8 under the hood. If “stoplight racing” is your cup ‘o tea, you’ll find the Cobra has enough horsepower to blow the doors off 95% of the cars you’ll run into in daily driving. The Cobra also tends to get endless looks, especially a well maintained convertible. If you’re simply looking for a car to get you from point A to point B with a little style and giddy, a Mustang GT may better suit your needs. However, if you’re looking for a car that can’t tell the difference between point A and B (because it’s such a blur), you may have landed on a gold mine. Just be sure you’re willing to withstand all the venom that this snake can bite you with!
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