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SN-95s Alive: A Guide to '94-'95 Mustangs and Their Project PossibilitiesAre '94-'95 GTs and Cobras the 'Stangs that time forgot? We don't think so. From the June, 2006 issue of 5.0 Mustang & Super Fords By K.J. Jones Photography by From the 5.0 Mustang archives, K.J. Jones
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The end-product of Ford's... The end-product of Ford's call for something new-the SN-95/Fox-4 MustangGT. It's still front-engined and 5.0-powered-with 215 hp-and,thankfully, it's still rear-wheel-drive. During the development stage,rumors circulated that Mustang would be going to front-wheel motivationwith the SN-95. This new 'Stang was a lot more aerodynamic than priorones, and its reinforced Fox-chassis underpinnings-with more gussets andadditional bracing-made it a big hit with road racers andperformance-driving enthusiasts. The first-gen SN-95s also featured reardisc brakes as standard equipment and strut-tower bracing forengine-compartment rigidity. Horse Sense: The '94 debut of the SN-95 (aka Fox-4) Mustang represented a pretty radical change to our favoriteride's interior/exterior appearance-especially the exterior, as therewas a light-years' difference between the new design and the '87-'93'Stangs we had come to love. It also brought us a year closer to the endof the pushrod 5.0's 16-year run, which, to some diehard 'Stangbangers,was one of the most devastating tragedies in the modern-era Mustang'shistory. When it comes to positioning in the Mustang family's food chain, the'94-'95 'Stang, without question, can today be considered the red-headedstepchild. While they don't absolutely suck, they're still consideredthe Mustang IIs of their time by some 'Stangologists we know. In theory, we're sure Ford had enthusiasts' best interests in mind whenit decided to make the big changes to our favorite ponycar. But thereality is that the first-gen SN-95 ('94-'95) was definitely better interms of drivetrain and chassis, with 215 hp for the GT and 240 hp forCobra models, a stiffer chassis with longer and stronger rocker panelsand roof rails on each side. Plus it was quieter and had improvedhandling characteristics, but it seemed to fall a bit short in otherareas. The '94-'95 cars were 200 pounds heavier than Fox 'Stangs-a quality thatwas frowned upon by many enthusiasts, especially in the drag-racingsector. One of the more dramatic shortcomings was the unforgivingprogramming in the EEC IV engine-management system. Enthusiasts quicklydiscovered that this deja-vu step backward opened the floodgates forfrustration, as simple bolt-on engine upgrades were almost impossible orexpensive because the aftermarket produced few '94-'95-specific 5.0parts or the critical electronics necessary for getting around thethen-newer EEC IV electronics (read more below in "Computer Science"). In asense, the cars were somewhat doomed in terms of additional performance. As we all know, time goes on. Nothing stays the same and enthusiasts'love/hate feelings for the '94-'95 'Stangs are now leaning more towardthe "love" side, probably because of the cars' unique position inMustang history; the last Mustang GT with a pushrod 5.0engine-regardless of its electronic nuances. We saw this same trend afew years ago, when out of nowhere the carburetor-equipped '85 'Stangsexperienced a popularity boom. Maybe it's the "last of a particularfeature" novelty that causes these spikes in popularity, but the reasonthis phenomenon occurs is anyone's guess. The cars are definitely outthere in surprising abundance, and can be purchased at fairly decentprices. In some instances, first-gen SN-95s are being sold for less than'87-'93 Fox 'Stangs. So while the SN-95 spotlight is bright, we're going to take a closerlook at the short history of '94 and '95 Mustangs and offer a fewinsights on how to make yours better.  We found these two '95s, a...  We found these two '95s, a convertible GT...  ...and a Cobra coupe, at the...  ...and a Cobra coupe, at the sameHappy Jack-style used-car lot in Southern California, and we're willingto bet that '94-'95 Mustangs are popping up at similar small dealershipsall over the country.  ...The photos are a good example...  ...The photos are a good example of how a little TLCcan bring back the bling to pretty much any used car. We caught theCobra in its raw, pre-detail form. It was all there and true SVT Snake,but it definitely looked as if it had seen better days-inside and out...  ...The convertible was a detailed,...  ...The convertible was a detailed, front-line vehicle, bone stock andsurprisingly anatomically correct on the interior and exterior. Note thestrut-tower brace on the 'vert? It was standard equipment when the new'Stangs came on the scene, but we didn't think it would be there beforewe popped the hood. Final-edition 5.0s like this are not hard to findthese days. And they're affordable-sometimes selling for less than'87-'93 Foxes-which makes them a plausible choice for anyone consideringbuying a 5.0 Mustang.  What is it with Mustang taillights?...  What is it with Mustang taillights? During the '87-'93 Fox years, theinfamous GT taillights were the love-to-hate lenses that 'Stangbangerswere quick to change to the cleaner-looking LX lenses. Things weren'tmuch different when the SN-95 debuted, as these Mustangs featured thehorizontal tri-bar taillights.  The horizontal taillights...  The horizontal taillights never really scored high on enthusiasts' approval meters. One of the more popular exterior upgrades is replacing the OG taillights with vertical tri-bar tails from '96-'98 'Stangs  Take a close look at this...  Take a close look at this one. Yes, the body scoop just behind the door,which also has those darned horizontal, tri-bar taillights, is thetelltale sign that this unique whip is a first-gen SN-95 GT disguised asan '03 Cobra. We saw this '95 'Stangbra at the NMRA World Finals lastyear and there's no doubt it represents the extreme side of mods that'94-'95 Mustang owners can throw at their cars-total customization. Incase you're wondering-yes, the faux New-Edge Snake does have a Cobrainterior and a Vortech-blown, Four-Valve powerplant between those frontfenders. There's a major width difference between the SN-95 'Stang andthe '99-'04 New Edge cars, so there's no doubt that front-fender-fusionlike this required a lot of time and patience.  While it didn't happen from...  While it didn't happen from the outset-Fox-loyal, drag-race-minded'Stangbangers were slow to embrace the new cars, mainly because of theadditional 200 pounds the SN-95s carried over earlier Mustangs-'94-'95'Stangs have made a name for themselves on the dragstrip and now areprevalent in many heads-up racing sanctions. This is the PSCA's '05 TrueStreet champion Manny Figueroa's nitrous-inhaling '95 GT in one ofManny's trademark, tire-blazing burnouts. The road course and winding... The road course and winding highways were the true, natural environmentfor the '94-'95 Mustang. The cars featured a wider track, nearly aninch-longer wheelbase, and better steering geometry than the Fox'Stangs, which provided increased control during spirited runs. Thereare quite a few upgrades that can be made in the suspension area. Firstand foremost, lowering a '94-'95 is a great way to improve its handling,but adding pieces such as a torque arm and Panhard bar, bigger brakes,and a good set of performance tires really help transform these carsinto seriously fun corner-carvers. 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.... 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... Looks like any ordinary 5.0 long-block, doesn't it? Look again. Subtledifferences, such as the water pump, timing cover, and even many of theaccessory brackets (not shown) set the '94-'95 engines apart from theirpredecessors and limit the opportunities for using those parts fromearlier cars, which can be a bummer if something like a water pump isneeded in a crunch. The owner of this ride is stepping up his game withthe addition of aluminum heads, a few more cubes-this one is bored andnow displaces 306 ci-a good crank/rod/piston trio and, of course, acentrifugal supercharger. 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...  One dramatic difference between early EFI 5.0s and the '94-'95 is in thedistributor and ignition components. The first-gen SN-95s featuredaccessories that were moved roughly 1 1/4-inches closer to the blockthan they were on early 5.0s...  ...These accessories were...  ...These accessories were prone to excessiveunderhood temperatures, which led Ford to use a closed-bowl distributorfor the engines in the new Mustangs and move the ignition modules suchas the TFI and SPOUT connector to the passenger-side fender. This changemakes upgrading to an aftermarket ignition system a bit more challengingbecause there is a big difference between the Fox and SN-95 TFIelectronics, and the separation of distributor and TFI module makes fora major wiring project. Save yourself the nightmare of cutting andsplicing wires in order to make things work, and get the correct'94-'95-specific distributor and wiring kit for an ignition upgrade.  One popular upgrade for these...  One popular upgrade for these 5.0 engines is to swap the intake manifoldand throttle body with better-flowing, aftermarket pieces, such as theGT-40 piece shown on this '95. This upgrade can't happen without usingthis throttle-body adapter elbow and spacer plate from FRPP (PNM-20201-ASI) or Edelbrock (PN 3835). Swapping to a Fox-stylethrottle body is an increasingly popular, but more complicated, optionon these cars. Search the Stangnet.com forums for a good how-to.  Meziere Enterprises offers...  Meziere Enterprises offers a new, bolt-on electric water pump that'sgreat for low-speed/heavy-traffic cooling. It's made to fit the slightlydifferent timing cover on '94-'95 5.0s (PN WP374). The pump is builtinside the constraints of the factory dimensions and incorporates anidler assembly, which allows you to retain the factory serpentine beltand drive all of the other engine accessories without any modification.The Meziere pump also has the ports for factory heater and bypass hoses,and it comes with an unlimited-mileage, two-year warranty.  On the left is an example...  On the left is an example of the stock exhaust header that is, like somany other parts, specific to '94-'95 Mustangs. Tighter engine confineswarranted a slight redesign for headers on the first-gen SN-95s, andtighter EPA regulations on emissions warranted the addition of an EGRtube that plumbed directly into one of the header tubes on the passengerside of the engine...  ...Aftermarket short-tube...  ...Aftermarket short-tube headers-such as the MACpieces in this photo are popular, bolt-on improvements tothe exhaust systems on these cars and include the bung for connectingthe EGR tube.  Supercharging any Mustang...  Supercharging any Mustang is always fun. But aside from the EEC/tuningdrama that must be sorted through with the addition of a blower, theactual bracketry is critical on '94-'95 5.0s. Once again, equipmentthat's specific to those two years must be used if you're working with akit. Custom brackets can certainly be fabricated, but you're in forheadaches if you try to install a blower on these cars using Fox 5.0mounting hardware. The blower assembly will sit too high, creating beltand other issues that can be avoided if the correct pieces are used.
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