Horse Sense: When the '96 GT made its debut, it featured the 215hp Two-Valve SOHC engine.
Clearly, the darkest period in the Mustang's performance history was '74-'78. There are some who will disagree, but that period's Mustang II was a shadow of its former self. Because they're still Mustangs, deuces still have a cult following, although many in the Mustang hobby barely acknowledge them as cars, much less Mustangs.
Fast forward 20 years and the birth of the SN-95 Mustang was supposed to be a triumphant event. It was supposed to help usher in Ford's modular engine program, which promised increased horsepower and greater fuel mileage over the Fox Mustang's pushrod combination. Instead the '94 still had a pushrod engine, but also an increased beltline, carrying a couple hundred pounds more than a Fox. We loved that car so much because it was mod-friendly and lightweight. We didn't want to see those characteristics fade.
Change, however, was in the air. A lower hood line meant a revised intake manifold, and a funky air intake system made modifications more difficult than with our beloved Fox Mustang. Add to that a more complex, less adaptable computer system, and the SN-95's debut stunted much of the Mustang's momentum heading into the new century. The modular engine finally made its debut in '96 in Two- and Four-Valve form, however, it made modifications even more difficult. For these reasons, the SN-95 Mustangs are known as the proverbial red-headed stepchildren of late-model Mustangs.
One person trying to change that sentiment is Romeoville, Illinois' Derek Kulach. What you're looking at here is a '96 Mustang GT, perhaps the most-underachieving SN-95 of them all. Ask any late-model Mustang enthusiast which model to avoid and I guarantee they'll say a '96 GT. Sure one can add bolt-ons to such a car, but there aren't many to choose from.
Derek wasn't that concerned with the lack of aftermarket support. He had dealt with that before with his T-bird Super Coupe. He solved that car's lack of power by swapping in a Lincoln Mark VIII Four-Valve engine. An engine swap was nothing new to Derek, and he had the same thing in mind for the GT.
He bought the car as a shell and went one step further by totally gutting the car. Again wanting Four-Valve power, he found a wrecked '03 Cobra, set the cars side by side in the garage, and swapped everything but the bodies.
He didn't leave well enough alone though before making the swap. Derek gave the engine a few more cubes with a 0.030-inch overbore with corresponding Manley pistons for a more boost-friendly compression ratio. The 8.5:1 compression ratio works perfectly with the engine's Kenne Bell supercharger, capable of putting out 20 pounds of boost.
Once Derek completed the swap, he turned to Bob Kurgan for tuning, resulting in almost 600 hp to the tires on pump gas. At US 41 Dragway, Derek ran the car down the track, resulting in a an 11.37 at 127 mph with an 1.80-second 60-foot time on Mickey Thompson E/T Street radials. With a changeover to Billet Specialties big 'n' littles with Mickey Thompson E/T Drag slicks, that time plummeted to a 10.68 at 132 mph with a 1.51 60-foot.
To live in that environment, Derek also upgraded the Cobra's T56 with a 26-spline input shaft and a SPEC Stage 3+ clutch with a '99 Cobra steel flywheel and an MGW shifter. Derek and his brother, Mike, swapped everything over to the GT's body. The only thing left from the '96 GT is the shell and the rearend. Having both cars sitting right next to each other made the swap less of a headache than having to track down the odds and ends needed to make it seamless.
Derek now uses the GT mostly for a weekend car, but he wanted to build a fast stick car. He wanted to be able to drive the car whenever he wants, and not have to worry about it.
Now the only thing Derek needs to worry about is automotive envy.
Derek's GT wears a Cobra nose and Cervini's Auto Designs Cobra R hood, but the rest of the
Derek's brother Mike shaved all the emblems prior to the car's painting at Collision Revis
Just like under the hood, the inside of Derek's GT reeks of '03 Cobra, but that's not a ba
No Two-Valve here-this GT gets its motivation from a Twin Screwed '03 Cobra engine. The en
5.0 Tech Specs
1996 Ford Mustang GT
Engine and Drivetrain
Block '03 Cobra
Displacement 284 ci
Crankshaft Stock '03 Cobra
Rods Stock '03 Cobra Manley
Heads Stock '03 Cobra, Ford Racing cam and coil covers
Camshafts Stock '03 Cobra
Intake Stock '03 Cobra, ported lower
Power Adder Kenne Bell 2.2-liter Blowzilla w/Metco 4-pound lower and BilletFlow 3.10-inch upper pulley, Nitrous Express wet nitrous system, Lightning Force Performance heat exchanger, Canton Racing Products reservoir
Throttle Body Accufab
Mass Air 90mm w/custom pipe, DiabloSport MAFia
Fuel System '03 Cobra tank and rails w/Ford GT fuel pumps, Siemens-Deka 60-lb/hr injectors
Exhaust Bassani mid-length headers, Bassani X-shape crossover, Magnaflow mufflers with dumps
Transmission T-56 six-speed w/26-spline input shaft, SPEC Stage 3+ clutch, '99 Cobra steel flywheel, '03 Cobra driveshaft, MGW shifter
Rearend 8.8 w/Ford Racing Performance Parts 3.73 gears, Detroit True-Trac differential, Moser Engineering 31-spline axles, and ARP studs
Engine Management Stock w/Kurgan Motorsports SCT X-Cal II tune
Ignition Weapon X coils, NGK Iridium spark plugs
Gauges Auto Meter, Innovate air/fuel
Chassis and Suspension
K-member PA Racing tubular
Control arms '03 Cobra
Springs Ford Racing "B" springs
Struts Strange Engineering 10-way adjustable
Wheels American Racing Torq-Thrust II 17x91/2-inch
Tires Toyo Proxes 245/40
Springs Eibach Sportline
Shocks KYB adjustable
Control arms Steeda Autosports uppers and lowers
Wheels American Racing Torq-Thrust II 17x11
Tires Nitto 555R Extreme Drag radials
Chassis Stiffening Maximum Motorsports subframe connectors