It was the day of the annual Chicago Marathon when I happened upon our featured convertible. I had completely forgotten that the race was happening that day, but the hoards of people at the CTA Red Line Addison station that Sunday morning gave me an immediate clue that something was up. It didn’t take me that long to piece it together. Besides a brief stint in playing tennis during my freshman year of high school, running was the other sport at which I might have excelled if I had given it half a chance and believed in and applied myself. As a tall, thin teenager, I had enjoyed and done well in the various track activities in my high school gym class.
I was never going to be the biggest, baddest dude, and as an ectomorph, putting on any muscle has always taken me extra effort. I eventually came to see my body type as an asset and not a liability, but as it relates to the marathon, it occurred to me that it must take enormous mental strength within the runner, never mind the physical training, diet, sleep, and various other factors leading up to this event. Mentally, it sometimes takes me significant effort to begin the actual process of writing one of these essays, not knowing exactly what I want to say or how long I want the piece to be. That’s all so minor compared to the runner’s preparation. They’ve made a huge commitment not only to start, but for many of them, to also see it through. To go the distance.
It’s mind-blowing to me that a car like the Ford Mustang has just entered its sixty-second model year of production in a span that has remained completely unbroken. Not even the Chevrolet Corvette can claim this feat, having sat out the ’83 model year while production of the C4 was ramping up. I have to wonder if: a.) there are any of the product planners of the original Mustang program still alive; and b.) if they could have predicted back then that one day the ‘Stang, if personified, would live to be eligible to collect Social Security benefits.
Framing this a different way within the context of running a marathon, the Mustang started strong out of the gate, found its rhythm, hit a few rough patches, soldiered on, and emerged victorious as the last one standing in what had been quite a vast field over the years. And it’s not even done running. I will weep big tears if and when it is announced that the traditional ponycar format of the Mustang will be discontinued.
The SN-95 (or fourth-generation) Mustang almost exactly bisects this model’s entire run so far, having been introduced for the ’94 model year. As I was snapping these photos of this black ’98, the owner returned. She and I had a brief conversation before each of us headed toward our respective destinations. Neither one of us could believe in the moment that ’98 was as long ago as it was. She and her husband had paid cash for it when it was about thirteen years old, if I recall our conversation correctly. It’s the base model with the 3.8 liter V6 with 150 horsepower. At first I had thought it was a GT, but the front fenders have ponies and not the engine callouts on them. By ’98, even the base Mustang could be had with a rear spoiler and these dressy wheels.
As I’ve written elsewhere here at CC, I was in college when the SN-95 had made its debut, and I was instantly smitten. I was driving my own ’88 Mustang LX hatchback at the time and pined for the day when one of these then-new steeds would be within my price range on the used car market. According to a license plate search, this car was even built in Dearborn! It doesn’t get more Ford than that.
The only not-positive thing I remember about these Mustangs was the significant deficit in power and performance in the top-tier models in comparison to the competition from General Motors. Even for ’98, five model years into this generation’s run, the Chevrolet Camaro Z28 boasted a 15-horsepower advantage with its 320-hp 5.7 liter V8 and the Pontiac Firebird Trans Am’s (completely different) 5.7 liter V8 also sported 320 hp. This was against the 305 hp 4.6L V8 in the Mustang Cobra, which in fixed-rood form carried a base price that was 28% more expensive than the Chevy ($26,400 vs. $20,470). The Trans Am started at $25,975. A garden-variety Mustang GT coupe started at $19,970 and made do with a 225-hp version of the 4.6L.
It seems to me that a 95-horse deficit would have been a tough sell for a Ford salesman pushing the GT against the Camaro Z28. For all of these differences and price, power, performance, and potential, the sales race wasn’t even close for ’98: 149,100 Mustangs total against 54,000 Camaros and 33,300 Firebirds. There’s one more subjective measure, though, that’s the elephant in the room. The Mustang’s interior and cargo area were significantly more usable and livable than those of the GM F-bodies. Even a short ride in the front seat of the Camaro, with its huge and obtrusive catalytic converter hump in the front footwell, drove me absolutely bonkers. My knees seemed like they were almost in my face. In my mind and at that time, the Camaro had just effectively become a one-seater. No, thank you.
I do genuinely like all three cars, and I think the styling of the fourth-generation Camaro is still drop-dead gorgeous, especially in its earlier model years. With that said and being admittedly a highly subjective assessment, the concurrent Mustang also rang rings around its rear-drive ponycar competition in personality and affability. Standing across the street from it when I had left the Addison station, it was clear that roughly thirty-years on, this Mustang still had unmistakable presence and inimitable style, identifiable as nothing else but what it is.
Some Mustangs over the years have had less of this je ne sais quoi, admittedly. For example, I wouldn’t want to show a member of Generation Z a picture of a 1983 Mustang L notchback with the vegetable-slicer hubcaps and ask them to identify the make and model of what they were looking at. I’m pretty certain that what some of them might say would hurt both my feelings and the Mustang’s, and nobody wants that.
What I will say is that six decades is a long time to be in the game, much like 26.2 miles (or 42.2 kilometers) is a long way to run. But here we are at the end of 2025 with a new, 2026 Mustang available for purchase. It may no longer be the inexpensive compact sporty car for any budget, but the Mustang has certainly gone the distance… and then some.
Lakeview, Chicago, Illinois.
Sunday, October 12, 2025.
I have always liked these, and found them fresh after so many years of the Fox body cars. I seriously considered making a home for one of these back when they were still reasonably plentiful at maybe a decade or more old, but I never found the right one. But then my requirements were tight – it had to be a convertible, a V8, a stick, and a clean original (as opposed to a modded or thrashed out car). Even though this one would not have made my cut back in the day, it is a great car to look at, and a quick chat with a happy owner is always a plus.
JP, I agree that an enthusiastic conversation with another car person about his or her car only adds great things to the experience.
On my Great Michigan Adventure 2025 road trip from this past August, I was in greater Detroit when a car that checks all the boxes you described above pulled up next to me in traffic with a “for sale” sign (“serious inquiries only”) and what looked like a very affordable price tag.
If that “serious only” thing wasn’t on the sign, I might have flagged down the driver. How fun, though, would have been to end up with one of my dream cars (and dump my rental at a Michigan office) during that trip!
6 decades is quite an accomplishment! I recall sitting in one on the “Magic Skyway” at the 1964 World’s Fair. Maybe it was that early exposure, but I have always thought that the convertible Mustangs are more attractive than their hardtop versions. This on you’ve found is definitely a sharp car.
Jeff, I will agree that in most iterations, most body styles of Mustang have lent themselves nicely to convertible versions. I even think the Mustang II-based, targa-roofed Sportiva II concept car was good-looking.
These seem to have improved tremendously since 1998. At that time, I respected them but didn’t really like them. Now the like has grown.
These are also robust cars. A family member’s stepson had, consecutively, two different ’98 V6 Mustangs. He wrecked both. After the second wreck two were made into one, which he drove for a while before wrecking that one. It was overhauled and he drove it more. Not sure what happened to it, but given his track record, I likely know…
Jason, the one you described (the Frankenstang) sounds like a modern-day equivalent of Eleanor from the original “Gone In Sixty Seconds”! I hope his lives a while longer than we might assume.
I have to admit; this is my Least favorite body style of the ‘newer’ Mustangs. Just based on looks alone.
(I’ll also admit, I’m more of a Chevy guy). I rode in the back seat of a 94 (4 times) when they 1st came out, and damn if it ain’t cramped back there. Barely beats walking, (but beat it none the less).
But, as I always say, I’d still own one (convertible 5.0) if the price was right. (As long as I don’t have to sit in the back ‘seat’).
Also, I wouldn’t care so much about the 6 cyl version ‘power wise’, but it can just NEVER sound as good as a V8.
If you think this Ford barely beats walking, wait until you see what I have queued up for 11/25.
It’s amazing to think about how many generations have grown up with Mustangs being just a staple of life – not only has it survived for six decades, but it’s maintained its position as one of the most well-recognized car models, even among non-car people.
I wasn’t terribly fond of this Mustang generation when it debuted, and even now, I prefer the generations before and after. But I love seeing examples of these that are still on the roads. I’m glad you got to chat with this car’s driver!
Regarding running, about 20 years ago or so I figured I’d give it a try, and I planned to go for a run every morning. I hated it. Even though I enjoy walking, that didn’t translate into an appreciation for running at all. I gave it up after a few weeks. Lots of respect, though, to folks who can run a marathon – it’s something I find hard to comprehend.
I have never not liked these. I’m fact, I’m pretty sure I have a poster-sized fold out of a ’94 convertible in storage somewhere. That poster adorned my college dorm walls for probably two whole years.
Running is a nonstarter for me, and has been for years. I can still sprint to make trains and buses, etc., but the ol’ knees just aren’t what they used to be. Just looking at the marathon made me want to take a bottle of Advil.
There’s at least one SN95 in my neighborhood, and quite a few around town, while Fox-body Mustangs have almost disappeared here. I don’t know if it s just age, or if there is something about these that will make them last longer … perhaps by not getting wrecked or hot-rodded, rather than any intrinsic quality. I have rented at least one of this generation, and the one I remember was a convertible, but other than leaving the top down while parked, only to be reminded that it does rain in New England in summer, it wasn’t a particularly memorable car to drive.