When is a Ford not a Ford? The answer is when it is a 1992 SAAC Mk I. This classic might look like a Fox-body Mustang with a set of alloy wheels and fancy paint job, but the Window Sticker confirms the manufacturer as SAAC. The story of its inception is slightly convoluted, but this model set the tone and broke the ground for the later production of the SVT Cobra. Only around 65 examples of the SAAC Mk I were produced, although sources vary slightly on that figure, and this one is a pearl. It presents superbly and remains completely unmodified. It is located in Newfield, New Jersey, and has been listed for sale here on eBay. The owner has set a BIN of $98,900, although there is an option available to make an offer.

The story behind the SAAC Mk I is an interesting one, and it is a testament to a small group of dedicated enthusiasts. These individuals craved a modern interpretation of the legendary Shelby GT350 based on the then-current Fox-body offering from Ford. However, there was one rather vital fly in the ointment, which was that the illustrious Mr. Shelby was deeply involved with Chrysler, who wasn’t keen on him being involved in any Ford Product. Shelby American Auto Club’s Ken Eber and Rick Kopec approached Shelby, who saw the merit in the concept, and gave his blessing for them to start the SAAC Car Company, and it was this that got the ball rolling. The first order of business was to recapture the appearance of the GT350, which involved taking an Oxford White Mustang GT and applying a set of iconic Guardsman Blue stripes produced by 3M. SAAC installed an LX rear spoiler, tail-lights, and unique side skirts, while the GT front spoiler ditched the foglights in favor of brake cooling ducts. Rounding out the exterior package, every SAAC Mk I rolled on a set of Australian-made 17″ Simmons wheels. Our feature car presents superbly, and it is hard to find much of which to be critical with this classic. The paint shows no evidence of marks or flaws, even around the prone frontal region. The 3M stripes are crisp and sharp, while the panels are laser straight. There is no evidence of rust, while the Simmons wheels are free from stains or physical damage.

The SAAC Mk I was not merely an appearance package because the company wanted to ensure that the vehicle possessed the performance credentials to back its good looks. A gentleman by the name of David Wagner was an SAAC member and Manager of Ford’s Power Products Operation Group. He was critical in this model’s development and was essentially the “go-to” man between SAAC and Ford. By raiding the Ford Parts Bin and adding products produced by SVO, a unique 5.0-liter V8 emerged as an integral part of the process. Supporting this project proved a crucial move by Ford because this engine went through the entire emission testing and certification process as a single unit rather than as a series of separate components. This strategy saved a considerable sum of money, while the motor became the basis for the legendary SVT Cobra. SAAC took the base V8 and added the GT40 heads, the matching GT40 aluminum upper and lower intake, and a 65mm throttle body. Those additions got the gases into the engine more effectively, while ceramic-coated headers and a 2½” mandrel-bent exhaust disposed of the spent gases. By adding a few further performance pieces, this sweet little V8 now pumped out an impressive 295hp. There’s no point having all of those ponies if you can’t get them to the road. Bolted to the back of the motor is a 10½” Centerforce clutch and pressure plate, a 5-speed T5 manual transmission, and a 3.27 Traction-Lok rear end. Power steering was a standard feature, as were upgraded 4-wheel disc brakes. Was the car fast? SAAC never produced any official performance figures for the Mk I, but contemporary motoring publications consistently achieved ¼-mile ET figures in the low-13-second region. So yes, this was a fast car in 1992. The engine bay of this car presents as immaculately as the exterior, which is hardly surprising when you consider that the car has accumulated a genuine 3,611 miles during its lifetime. The owner doesn’t mention whether he holds evidence to verify this claim, but this is possible given that he has the original dealer documentation and Window Sticker.

In keeping with a classic with a four-figure odometer reading, this vehicle’s interior is spotlessly clean. There is no evidence of wear or physical damage. The dash wears the obligatory plaque on the passenger side with the car’s SAAC Build Number, while the gauge cluster is the type you would expect to find in the production Mustang GT.  The plastic and carpet show no evidence of wear, while the same is true of the leather-wrapped wheel. The Mk I also brought enough luxury touches to make any trip a comfortable experience. As well as air conditioning, there are power functions for the windows, locks, and exterior mirrors. When you add a rear defroster, cruise control, Hurst Competition short-throw shifter, driver’s airbag, and a premium Kenwood AM/FM radio cassette player, it all looks pretty comfy.

The SAAC Mk I was never a cheap car, so further interior luxury touches were required to help the vehicle stand out from a garden-variety GT. The company removed the standard upholstery and door trims, and in their place, SAAC installed leather upholstery with distinctive stripes and the “SAAC” logo. One final nod to this car’s heritage was the company’s decision to install a four-point rollbar, which they referred to as an “Interior chassis stiffening brace and cover.”

When this 1992 SAAC Mk I rolled out of the factory, it cost its original owner an eye-watering $41,845. That was not an insignificant sum in 1992, and the car was initially only available to registered SAAC members. The company offered the Mk I in this single color combination, and various sources quoted production figures of 62 or 65 cars. The discrepancy may be attributed to the company’s decision to produce three prototypes, and it would seem that the figure of 65 could comprise those vehicles plus 62 production examples. SAAC followed the Mk I with a Mk II version, and it offered additional color choices, plus, following some demand, an automatic transmission option. However, after expending considerable time and effort developing the automatic, SAAC found no buyers. A Mk III version was also in the development phase when Ford introduced the SVT Cobra. This effectively spelled the death knell for the SAAC because it offered similar performance, but economies of scale meant that Ford could produce the Cobra at a lower price than SAAC. The BIN on this example is far higher than I would expect, but its odometer reading probably makes it one of the lowest-mileage examples in existence today. With 93 people watching the listing, it will be interesting to see if the owner achieves his sale price.