1978 Cobra II

my dad owns a tow company and one day years ago he towed a 78 cobra II on a DUI or something and the guy never came back for it and we ended up keeping it. my only question is did they make a blue cobra II because my dad says they only made white ones (also i was thinking now that im done with my maverick i could start on anouther project *hint*hint*)

 

In 1976, the Cobra II was available in White with Blue stripes. Four other combinations were added later which were Black with Gold Stripes, White with Red Stripes, White with Green stripes and Blue with White stripes. The King Cobra on the other hand was available in just about any color combination you could think of.

 

thanx it could be a 76 now that you metion it (it sitting on my dads land in the country)

 

I'v heard that some also came with a traction lock 8inch rear. Might be worth looking. I have saw several blue cobras myself also.

 

Me too, I think I read that they were common on V6 with 4 speed.

 

Look at the axle tag(under the yoke area) if its still there. Thatll tell you if it has a Traction-Lok, also what gears it has. If it doesnt then just lift the car, put it in gear and turn the tires by hand. If they both turn the opposite ways its open. If they turn the same way then you hit the jackpot. They are very rare. 5 years of junkyarding and I still havent found one.

 

I’ve read in FORD pamphlets that 1976 Cobra II only came with a V-6, no V-8 offered back then. In fact I read they had to get with the FORD Mexico Techs for the V-8. There are a lot people since then that have put V-8's in. Love the Mustang II fastbacks restore & keep it.
They are COOL!!!

 

That's interesting. I have a 76 Mach-1, and it was a factory V-8 car.....you'd think if they put an 8 in the lesser model Mach-1, they'd certainly have made them available for the Cobra II's.

then again, we're talking the mid 70's, alot of stuff Detroit did with cars at that time didn't make much sense.

 

Yep your right I guess some got the V-8's it became available in 75 but most adults seemed to realy want to pinch pennies when gas was under a $1.00, all the 1976 Mustang II Cobra's that were for sale before I bought my Maverick were all V-6's and recently the ones I've seen on Craiglists read V-8 conversion done.

Here's some text from the Mustang II.org club's articles I Love Mustang II's but its comical how they trash it in parts of various articles ; The Mach I is very much a different car. The three-window hatchback styling denotes sports car. The Mach I interior has leather-like vinyl upholstery. The 2.8 .liter V-6 simply does not have the hustle to go with the image. We were able to spin the tires coming out of the hole at Irwindale Raceway, and even get a slight chirp shifting to second, but there was no pulling power as the tachometer climbed up through the numbers. Zero to sixty times of 14.2 seconds are about five seconds on the wrong side of hustle. Passing speeds of 6.2 seconds for 40-60 mph and 8.1 seconds for 50-70 mph are slow.

RARELY CAN AN automobile company take a car designed for a 4- or 6-cyl engine, stuff in a heavier, thirstier V-8 and have us liking, much less praising, the results. But that's exactly what happened with the 302-equipped 1975 Mustang II prototype the Engineering Editor recently had a chance to drive at Ford's Dearborn proving grounds. Those close to the automotive scene will probably find such a move somewhat anticlimactic: Mustang IIs with the 302 V-8 have been available all during 1974 in Mexico. There it was a question of necessity, not need. Ford builds a 302 V-8 in Mexico but not a 4-cyl or a V-6. Because a certain percentage of each car must be local content, that is, contain parts made in Mexico, using the V-8 was a prerequisite for building cars. Emission regulations are less restrictive south of the border so lack of cooling (one of the primary reasons a V-8 wasn't available in U.S. Mustang IIs in 1974) is less of a problem. A necessary compromise, however, is that air conditioning can't be ordered in Mexican 302s-an untenable situation to comfort-conscious North Americans. Fitting the 302 to U.S. Mustangs wasn't just a case of yanking out the 4-cyl or the V-6 and stuffing in the V-8. Several modifications-some major and some of a more subtle nature-were required. Structural changes include moving the radiator yoke forward, strengthening the side rails on the second crossmember and bringing the grill flush for better cooling as well as providing space for the longer V-8. The heavier V-8 (it's 213 lb heavier than the 2.8-liter V-6) also required an upgrade in suspension components: spindles, lower control arms and compression struts are all of heavier gauge material. To facilitate assembly and for common use of parts all 1975 Mustang IIs incorporate these changes. Larger tires are needed with the V-8, too : 195/70-13 radials on 5 1/2-in. steel rims are standard with 6-in. aluminum wheels optional as in 1974.

Those who expect the 302 Mustang II to usher in a new era of mini-muscle cars should head back to their 396 Chevelle’s and 383 Roadrunners post haste. The Mustang's engine is in a low state of tune and stresses smooth, quiet acceleration rather than brute horsepower.

What to do? Well, if you're an unhappy Mustang II owner you could replace all the V-6 emblems with 4-cylinder stickers and save yourself the embarrassment of explaining why your car is so slow. Or you could trade in your 1974 Mustang on a 1975 with the 302 V-8. This is not only a very expensive alternative (in first cost and fuel consumption), but initially the 302 will be available only with an automatic transmission. What's the solution to this dilemma? One is turbocharging, or specifically the turbocharged V-6 Mustang II from Spearco Performance Products, Inc, 2054 Broadway, Santa Monina, Calif. 90404 (213 828-9552). George Spears, the man behind Spearco, has engineered a complete turbocharging kit for the Mustang II with V-6 and 4-speed transmission. The kit features a Rajay turbocharger and was designed to be a bolt-on installation; no welding is required, nor is it necessary to relocate the battery or battery box. Because the Mustang engine compartment is extremely crowded and space is limited with the turbo installation, Spears recommends that the kit be installed by an experienced mechanic with tools for working in confined quarters. Installation time under these conditions is approximately 10 hours; someone less familiar with mechanical things

 

update: its actually not a cobra II but a stallion with a hopped up 302 or 351, thought the guy who had it spray painted EVERYTHING blue

 

very rare car being a stallion..

 

actually after doing some research i have come to a conclusion: it is a stallion OR a cobra II. the reason is because it has a silver coat up under the blue (assumingly stallion) a stallion steering wheel, but it has a cobra II hood, it also has the stripe seperating the top and the middle where the stallion would be two toned. the next i see it i will pull the vin

 

The stallion steering wheel came on normal mustang IIs as well as the cobra. If you get a marti report you can have it authenticated as a real "whatever" the car is.

 

Mustang II Cobra or Stallion what a find now alll you need is a Pinto.

 

its also a T-top, my dad also has a 1980 strasky and hutch edition pinto
the build date on the II is also 9/76 but i found the registration card and it said its a 78
the DSO on it is also 25