Considerable effort went into improving the readability of the Cobra's instrument cluster. Not only does it feature electroluminescent lighting, which drastically improves readability at dusk versus traditional back-lit gauges, but also the numbers and lines-particularly on the tach-were enlarged. After all, when the car is moving this fast, it's important to get the details in a hurry. Also, the steering wheel features larger-diameter padding, which is more comfortable to grip but not quite as plush as the FR500 wheel available via the Ford Racing Performance Parts catalog.
Of course, no car is absolutely perfect, and one area for griping would be the brakes. Don't misunderstand us, they work well. But the '03 Cobra is heavier and faster than the prior car, and the two share the same brakes, albeit with differing pad compounds. Though the standard brakes will be fine for most normal drivers, those who want to push the car to its potential may eventually find the brakes as the limit. In fact, this is the only time we can recall driving a new car at a Ford program where the track vehicles sported aftermarket pads to stave off brake fade. Following the exhaust, the brakes might just be the next aftermarket upgrade for the all-out performance crowd.
Perhaps the only other complaint might be the price. Sure, a mid-$30,000 Mustang sounds like an expensive proposition, but consider taking your $28,000 '01 Cobra and adding a built short-block, a supercharger, an intercooler, and a six-speed transmission. You'd easily make up the cost difference and leave your factory warranty in shreds. When you look at it that way, this car is an absolute bargain. Think about it. A 400hp Mustang with perfect driveability, competent road-course performance, 12-second quarter-mile capability, and a factory warranty. The only question now that SVT has raised the bar so high is, what will the engineers do for an encore?
| 5.0 TECH SPECS |
| ENGINE AND DRIVETRAIN |
| Engine Configuration | Longitudinally mounted, 90-degree V-8, cast-iron block with aluminum heads, fully counterweighted forged crankshaft |
| Bore x Stroke | 90.2mm x 90.0mm |
| Displacement | 4,601 cc; 280 ci |
| Compression Ratio | 8.5:1 |
| Horsepower | 390 at 6,000 rpm |
| Torque | 390 at 3,500 rpm |
| Specific Output | 84.8 hp per liter |
| Redline | 6,500 rpm (fuel shut-off occurs at 6,500 rpm) |
| Valvetrain | Double overhead camshafts, chain drive to exhaust cams, secondary chains from exhaust to intake cams, roller finger followers with hydraulic lash adjustment, oval-wire beehive-shaped valvesprings, four valves per cylinder |
| Intake Valves | Two per cylinder, 37mm head diameter |
| Exhaust Valves | Two per cylinder, 30mm head diameter |
| Ignition System | Distributorless coil-on-plug |
| Fuel System | Sequential electronic fuel injection |
| Induction System | Eaton Corporation Generation IV Roots-type supercharger with water-to-air intercooler |
| Boost Pressure | 8.0 psi maximum |
| Intake Manifold | Cast aluminum, tuned equal-length runners |
| Throttle Body | 57mm twin bore |
| Mass-Air Sensor | 90mm diameter |
| Exhaust Manifolds | Cast iron |
| Exhaust System | Dual, stainless steel, 2.25-in diameter; 3.0-in polished exhaust tips |
| Rear Axle | 8.8-in ring gear with 3.55:1 limited-slip differential, aluminum case |
| Driveshaft | Aluminum, with hardened yoke, 1350 U-joints |
| Transmission | TTC T56 six-speed manual |
| Clutch | 11.0-in single-plate |
| Halfshafts | 31-spline with increased capacity |
| GEAR | RATIO |
| First | 2.66 |
| Second | 1.78 |
| Third | 1.30 |
| Fourth | 1.00 |
| Fifth | 0.80 |
| Sixth | 0.63 |
| Reverse | 2.90 |
| Final Drive | 3.55 |
| SUSPENSION AND CHASSIS |
| Front | Modified MacPherson strut system with gas-charged Bilstein monotube dampers and separate 600-lb/in coil springs (500-lb/in on convertible), 29mm tubular stabilizer bar |
| Rear | Multi-link independent system, cast-iron upper control arms, aluminum lower control arms, fixed toe-control tie rods, aluminum spindles, gas-charged Bilstein monotube dampers, 600-lb/in coil springs (470-lb/in on convertible), 26mm tubular stabilizer bar |
| Steering Type | Rack-and-pinion, power assist |
| Gear Ratio | 15.0:1 |
| Turns Lock-to-Lock | 2.5 |
| Turning Diameter | 41.7 ft |
| Brakes |
| Front | 13.0 in (330 mm) vented Brembo disc, PBR twin-piston caliper |
| Rear | 11.65 in (296 mm) vented disc, single-piston caliper |
| ABS | Four-channel, four-sensor system |
| Wheels | 17x9-in, five-spoke, cast-aluminum alloy, machined surface, exposed lugs, optional chrome wheels available |
| Tires | Goodyear Eagle F1, 275/40ZR-17 |