Ford Mustang SVT Cobra

The Ford Mustang SVT Cobra is a sportscar built by Ford since 1993. It is generally the highest performance version of the Mustang built by Ford, sitting in the model range above the Mustang GT model. On rare occasion, Ford produces a higher-performance Cobra R variant.

1993

Ford introduced the Cobra variant of the Mustang in 1993 to help boost sales and the overall image of the Mustang, although in later years Ford's focus for the Cobra was as a competitor to Chevrolet's Camaro SS and Pontiac's Trans AM WS6. It shared its platform with the Fox-bodied Mustang GT, but featured an upgraded suspension system and a high-output version of the GT's 5.0 liter OHV V8 producing 235 hp (175 kW) and 280 ft·lbf (379 Nm) of torque.

Ford debuted a Cobra R as a late '93 model, a more track-oriented version of the Cobra featuring larger brakes, altered spring rates and shocks and a new 21mm rear anti-roll bar. In keeping with its more track-oriented nature, non essential items such as air conditioning, sound deadening, stereo system and rear seats were not present on the Cobra R to minimize its weight.

1994-1998

Ford introduced a completely re-styled Mustang for the 1994 model year, but the vehicle was mechanically similar to the outgoing model, and rode on a version of Ford's aging Fox platform. Ford re-introduced the Cobra for '94 featuring the new styling as well as larger brakes, a revised suspension setup and wider wheels than the outgoing version, but the engine was essentially a carryover.

In the wake of the '93 R’s unexpected success, SVT engineers developed a more powerful R-model based on the1995 Cobra. Top priority became addressing customer requests for a larger, more powerful engine and more fuel capacity. In response to those requests, SVT replaced the Cobra’s 5.0L V8 with an SVT modified version of Ford’s 5.8 liter Windsor V8, re-engineered to produce 300 horsepower and installed a 20 gallon fuel tank. To handle the torque of the more powerful engine, a Tremec five-speed manual transmission was installed. Again, weight-savings was targeted, so there was no back seat, radio or air-conditioning – not even fog lights, which were omitted to provide ducts for getting cool air onto the front brakes. Heavy-duty progressive-rate springs, thicker stabilizer bars and a front strut tower brace helped improve handling on the racetrack. Only 250 vehicles were built, available only in white, each with a unique center-tiered fiberglass hood tall enough to clear the engine and induction system.

For 1996, Ford finally did away with the aging 5.0 liter OHV V8, replacing it with a new 4.6 liter, SOHC, "modular" unit that was smoother, had slightly better fuel economy, and was able to meet pending emissions standards; peformance, however, was roughly the same. The new engine became standard equipment in the Mustang GT, but the SVT division wanted and needed more for the Cobra in order for it to compete with the more powerful Camaro models. They did this by taking the existing 280HP DOHC 32V all aluminum modular engine and massaging it to produce 305 horsepower at 5800 rpm and 300 lbs.-ft. of torque at 4800 rpm, making the Cobra capable of running 0-60 miles per hour in 5.9 seconds. The '96 model proved capable of performance levels matching those of the '95 Cobra R.

1999-2001

With the introduction of a new Mustang in 1999, came a new SVT Cobra. All 1999-2004 Cobras featured independent rear suspensions, unique to the Cobras. The new Cobra had an upgraded 4.6 L DOHC engine with 320 hp (239 kW) and 317 ft·lbf (429 Nm) of torque. In 2000, a special Cobra R came in limited production of 300 with a 5.4 L DOHC engine that produced 385 hp (287 Kw) and 385 ft·lbf (521 Nm) of torque. Due to problems with the 1999 Cobras producing the claimed power, the 4.6 L Cobra was not produced in 2000. The Cobra came back in 2001 with the same power and the problem fixed.

2003-2004

Debuting in early 2002, the 2003 Cobra came with a supercharged 4.6 L DOHC engine with 390 hp (291 Kw) and 390 ft·lbf (528 Nm) of torque. It was later learned that SVT had underrated the Cobra, as many owners have reported an average of 430 hp and 430 ft·lbf of torque. Numerous improvements were made to the driveline to handle the additional power output. A cast iron cylinder block was used in place of the aluminum block which had been standard on 1996-2001 Cobra models. The motors internals were also strengned through the use of forged pistons and Manley H-beam connecting rods. Other improvements to the driveline include the use of a Tremec T-56 six speed transmission and stronger 31 spline half shafts in the independent rear suspension. The only major addition to the 2004 model was the optional Mystichrome paint scheme. While in production, SVT had codenamed this model the "Terminator" since it was supposed to finally put an end to any competition between the Cobra and the Trans Am / Camaro. The 2003-2004 SVT is heavily noted as one of the best bangs for the buck. Owners are reporting as much as 650 rear wheel horsepower to a stock rotating assembly with the use on a 2.3L Whipple or 2.2L/2.4L Kenne Bell twin screw supercharger and increased boost pressure.

2007

The 2007 SVT Cobra is now called the Shelby GT 500. The SVT Team unveiled what is being called the most powerful factory Mustang ever at the New York International Auto Show on March 23rd, 2005. The 475-plus horsepower and 475 lb/ft of torque, supercharged 5.4-liter, V-8 is the first production vehicle in a string of specialty Mustangs that SVT will help deliver. The final design and specifications will be released at the Detroit NAIAS January 8-20th 2006.

However some information on the GT500 has leaked to the automotive press the past few weeks:

Transmission/Gearing/Clutch: First gear is 2.97:1 (vs. 2.66 on the ’03 and ‘04s). Rear-end ratio is 3.31 (vs 3.55 on the ’03). So overall gear ratio in 1st is 9.831 (vs 9.443 on the ’03). Clutch is a double-disk unit (215 mm = 8.44 in) sourced from Valeo. (Smaller diameter reduces polar moment of mass inertia so less inertial loss during acceleration.)

Engine: Wet-sumped 5.4L iron block). Static compression ratio is 8.4:1 (same as Ford GT, but vs. 8.5:1 on the ’03 Cobras.) Ford GT crank. Mahle connecting rods which the engineers claim are on par w/ the Manleys in the ‘03s, but less expensive. Heads are directly from the GT, including cams, valves, springs and ports and even have the same part number! Redline is 6,000 rpm and fuel shut off is 6,250.

Supercharger: Due to availablity issues of the twin screw Whipple shown in the early prototype, the Eaton M122H (H for hybrid…revised 5th-gen blower) Roots-style blower will be used. It has redesigned rotor and port design over the M112 currently used in the 2003/04 Cobra. Eaton is currenlty claiming a 15% improvement in adiabatic efficiency over the M112.

Weight: 3850 lbs with F/R distribution of 57/43.

Suspension: Stock Mustang GT K-member. Revised bushings, spring rates and shock rates. Current press runs say it feels better (handling-wise) over bumps and in turns than the IRS on the ’03.

Brakes: 14” front disks with 4-caliper Brembo pinchers. Rears are stock Mustang GT, but different pads.

Tires: 285/40ZR18 rear and 255/45ZR18 front GY Eagle supercar.

Designed in the unmistakable image of Shelby Mustangs of the 1960s, the Shelby GT500 melds SVT's modern engineering with the big-block performance that made the original GT500 the king of the road.