The road course and winding highways were the true, natural environmentfor the '94-'95 Mus
As we mentioned, one of the biggest drawbacks of the '94-'95 Mustangswas their engine-management system. While they both relied on EEC IVtechnology, there were significant differences between the '94-'95electronics and the EEC-IV systems of '87-'93 'Stangs.
In 1994, Ford engineers were forced to make changes to EEC programmingin order to comply with stringent emissions standards. These changesseverely limited an enthusiast's ability to make powertrainmodifications because even minor upgrades usually resulted in difficultystarting the engine and poor idle quality.
Many enthusiasts claim they have made changes such as cold-airinduction, underdrive pulleys, 3.73 gears, transmission shiftkit/reprogram/torque converter, exhaust, and a Kenne Bell 6-psisupercharger-to their '94-'95 5.0s without experiencing any of theaforementioned results. But one way to ensure a good outcome is bymanipulating the EEC IV programming, which can be done with either acustom-programmed chip or a plug-and-play wiring harness that works witha pre-'94 computer.
Today, Pro-M wiring harnesses can still be found on eBay and variousclassifieds on Mustang Web sites. The wiring allows use of an earlierEEC IV in the '94-'95 Mustang. While doing research for this story, wecame across the owner of a '95 GT who had installed the Pro-M harnessand the popular A9L EEC IV computer. The car was equipped with AFR 165heads, a ported Trick Flow intake, 24-lb/hr injectors, a calibratedPro-M meter, and a high-flow exhaust. According to the owner, all of theparts caused severe knocking and surging idle when they were initiallyinstalled. But with the A9L handling the air, fuel, spark, and timingparameters, the driveability problems went away and the car ran strong.
351W powered '95 Cobra R. Only 250 of these cars were produced.
One of the things that makes our passion cool is there have beenspecial-edition or limited-edition Mustangs built for eachgeneration/body style since the car's inception. Of course, the lowproduction numbers make these 'Stang's rare, but the sight of one todayin its showroom-new shine really makes them special. This is a sample ofearly SN-95 "timeless classics"-the '94 Boss was a Boss 429-poweredone-off built at the behest of former SVT main man John Coletti. It wasa reincarnation of the original Boss Mustang and featured styling thattipped its hat to the OG Boss, the late Larry Shinoda, the '95 MustangGTS-a direct descendant of the race-car-friendly 5.0 LX, a bare-bones,no-option, no-nothin' 5.0 Mustang-and the big daddy of the lot, the351W-powered, everything-deleted, only-250-made, 300hp, '95 Cobra R thatis, for all intents and purposes, the epitome of a street-legal racecar.
5.0 vs. 5.0 . . . What's the Difference?
Looks like any ordinary 5.0 long-block, doesn't it? Look again. Subtledifferences, such as
While '87-'93 5.0 engines share displacement specs with their '94-'95replacements, Ford infused a few changes in the later engines thatlimited the amount of interchangeability between the early and SN-955.0s.
The intake manifolds, air-inlet tubes, and throttle bodies aredifferent-'94-'95s featured a 70mm throttle body, an upgrade from the60mm stock units on earlier 'Stangs-as are the location of the ACTsensor and the distributor SPOUT. The '94-'95 front accessory bracketsare different-about 1 1/4 inches closer to the engine-and, in aflip-flopped version of the mounts found on '87-'93s, the A/C compressorsits low and the power-steering pump is mounted higher. The new carmarked the introduction of the electric cooling fan instead of amechanical, clutch-fan setup, and alternators were upgraded to 130A from65A. The '94-'95 Mustangs had a unique bellhousing to accommodate a5/8-inch longer input shaft in their T5 transmissions. So,theoretically, only '94-'95 T-5s and bellhousings can be used ineither-year Mustang.
Some 'Stangfreaks install Tremec 3550 or Z-rated T5 transmissions in'94-'95 cars. With this type of swap, a half-inch aluminum or steeldriveshaft spacer, a Fox-Mustang bellhousing, and longer driveshaftbolts are required to compensate for the 51/48-inch difference.
The most important differences in engine parts are probably in thetiming cover and water pump. Usually, they are parts that were changedin engine builds and water-pump or timing-chain replacements. Because ofthe '94-'95 water pump's reverse-rotation, however, attempting to useany other nonspecific 5.0 pieces will not work.
Because of their brief two-year run, finding salvaged '94-'95 5.0 partsisn't as easy as it is for the previous-generation 'Stangs. The Internetis your friend in this area, so visit eBay (www.ebay.com), theclassified sections of the Corral (www.corral.net), NMRA (www.nmraracing.com),and Fun Ford Weekend (www.funfordevents.com). Also check out your local 'Stang shop to find the correct partsyou're looking for to help make your project, especially a show-qualityresto, go smoothly.
Almost any late-model, Mustang enthusiast Web site is a good place tocheck for ideas and advice on mod projects for '94-'95 GTs.
One dramatic difference between early EFI 5.0s and the '94-'95 is in thedistributor and ig
...These accessories were prone to excessiveunderhood temperatures, which led Ford to use
One popular upgrade for these 5.0 engines is to swap the intake manifoldand throttle body
Meziere Enterprises offers a new, bolt-on electric water pump that'sgreat for low-speed/he
On the left is an example of the stock exhaust header that is, like somany other parts, sp
...Aftermarket short-tube headers-such as the MACpieces in this photo are popular, bolt-on
Supercharging any Mustang is always fun. But aside from the EEC/tuningdrama that must be s