1994-1998 Mustang General Information

[Darren5.0L]

This reference is under construction

1994 -

Overview-
This was the first model year of the 4th generation Ford Mustang, it featured a totally redesigned exterior with it's now well known "coke-bottle" curved body, a completely new interior which featured the twin pod style dashboard which was reminiscent of the 69-73 Mustang.

The basic chassis however, shares many parts and components between the previous generation and itself. But various improvements resulted in a 44% increase in torsional rigidity and 56% increase in bending resistence in Coupe's and an 80% torsion and 40% bend resistence for the Convertibles, when compared to the 1993 model. On the GT models, handling was further improved with the addition of a strut tower and cowl/firewall brace, and Convertibles benefited from an X-brace taken from the 1993 SVT Cobra R which mounted to the engine cradle. The Convertible featured thicker metal in the rockers, and other stress bearing panels (From 0.8mm to 2.3mm), Ford also saw fit to install better side impact beams to pass anticipated side crash testing which involves ramming the doors with a 3,000 lb test sled at 33 MPH (53 Km/h)

Sizing of the car was also increased over last years' model: (1993 Mustang specs shown in brackets)
All measurements in inches

Wheelbase- 101.3 (100.5)
Overall Length- 181.5 (179.6)
Height- 52.9 (51.2)
Width- 71.8 (69.1)
Front Tread Width- 60.6 (56.6)
Rear Tread Width- 59.1 (57.0)
Tire Size:
Base Coupe P205/65/R15 (195/75/R14)
GT Coupe P225/55/ZR16 (225/55ZR16)
GT Coupe Optional 245/45/ZR17 (N/A)

For the first time in a regular production Mustang, disc brakes were found at all 4 corners of the car. It had Single Piston calipers with vented rotors up front, and a slightly smaller diameter non-vented rotor in the rear. These were mounted to stronger 5 lug hub system that is a popular upgrade for previous generation Mustangs.

Powertrain -
There where 2 main engine options; the 3.8L OHV V-6, found in the base model coupe/convertible and the tried and true 5.0L HO engine, reserved for the GT packaged cars, this was a carry over from the previous years' "Fox" Mustangs. For US customers there was also a 5.0L Cobra option provided as a complete package by the engineers at SVT (Special Vehical Team, Ford's in house performance group) This was also the first year of the electronically controlled AODE (Automatic, Over-Drive, Electronic) transmission. The familiar Borg-Warner (now owned by Tremec) T-5 manual was also carried over from the 3rd generation Mustangs, although it had a revised bellhousing, clutch fork, and tailshaft (5/8" Longer)

Specifications -

Engines:

3.8L V6
Bore and Stroke:
Power: 145 HP @4,000rpm and 215 ft-lbs@ 2,400rpm
Compression Ratio: 8.2:1

5.0L HO V8
Bore and Stroke: 3.00" X 4.00"
Power: 215 HP @4,200rpm and 285 ft-lbs (rpm TBA)
Compression Ratio: 9.2:1

5.0L COBRA V8
Bore and Stroke: 3.00" X 4.00"
Power: 240 HP @4,800rpm and (TQ TBA)
Compression Ratio: (TBA)

Automatic Transmission Ratios (1994 others similar)
1st Gear - 2.40
2nd Gear - 1.47
3rd Gear - 1.00
4th Gear - 0.667 (Overdrive)


T-5 Manual 5 Speed Ratios (1994 others similar)
1st Gear - 3.35
2nd Gear - 1.99
3rd Gear - 1.33
4th Gear - 1.00
5th Gear - 0.675

Final Drive - 2.73 (STD) 3.08 (Optional)

Performance Data-

V6 COUPE (1995)
0-60 MPH - 9.9 seconds
1/4 Mile Time - 17.3 seconds

GT (1994)
0-60 MPH - 6.1 seconds
1/4 Mile Time - 14.9

COBRA (1994)
0-60 MPH - 5.4 seconds
1/4 Mile Time - 14.0 seconds

COBRA R (1995 only)
0-60 MPH - 5.2 seconds
1/4 Mile Time - 13.8 seconds

1995 -
There were no appreciable changes for the 1995 Model year, engine, interior, and options remained the same. A GTS package was added to the line up option packages. This was essentially a Bare Options Mustang that deleted many of the standard features of the Mustang GT. Most GTS cars did not have Foglights, Rear Spoiler, Cruise Control, ABS Brakes, Leather Interior, Mach Sound system, GT seats, Power windows, Power Locks, 17" wheels, but any GTS Could however be ordered with any of the deleted options. Accounting for this it is possible to have a fully-loaded GTS that has all the appearances of a typical GT.

1995 SVT Cobra R

'95 Cobra R side


1995 would prove to be the model year of a pushrod V8 in a Mustang, truly the end of an era in Ford Performance, the Windsor series of motors were to be phased out in the next model year and replaced with the new modular series. SVT (Special Vehicle Team) as we know it, was in it's infancy, having only begun production of cars for the 1993 year. Even then they had only produced two lines, the 1993 Mustang SVT Cobra (as well as an 'R" variant) and the the 1993 F150 Lightning Pickup. While the "R" designation took a one year leave of absence in 1994, the engineers at SVT were very busy preparing to give the pushrod motors one final showing before stepping down as the mainstay Mustang powerplant. This new Cobra R model was intended to be a factory racecar with no pretensions of luxury, and was designed with road courses in the forefront of mind.

A 1995 Cobra R stands out in from the crowd in subtle ways, they were only produced in White, and shared the front fascia of the 94/95 SVT Cobra. They required a special cowl induction hood to clear the higher deck motor, which only has rear vents on the passenger side. This was to combat driver's complaints of early models drawing hot engine air into the cabin during race sessions.

1995 Cobra R Cowl Hood


The unique 17"X9" Silver Five spoke wheels were wrapped with 255/45/R17 BF Goodrich Comp T/A's and were halted in the front by 13.0 in. (330mm) vented disc, PBR twin-piston caliper with embossed "COBRA" lettering.

1995 Cobra R Wheel and Front Brake


A Ford marine block was the base for the special 351 ci motor, which was filled with forged connecting rods, a specific camshaft and topped with GT40 Iron Heads as well as a modified Cobra upper and GT40 lower intake manifold. This particular motor produced 300 HP and 365 TQ, was mated to a Tremec 5-speed manual and final drive was 3.27:1

1995 Cobra R 5.8L GT40 Engine


Race minded performance was also increased with the addition of Eibach springs, Koni adjustable shocks, firmer bushings, engine oil and power steering coolers, 20-gallon fuel cell, and a larger radiator.

1995 Cobra R Fuel Cell


With the intent that this car would be used for SCCA and IMSA series racing, Ford stripped the car of Air Conditioning, Radio, Rear Seat, Fog Lamps, and fitted the car with basic cloth seats found in the V6/GTS cars.

1995 Cobra R Gauges


1995 Cobra R Interior


1995 Cobra R Radio Delete


1995 Cobra R Rear Seat Delete


Below is a bit of firsthand knowledge passed on by one of the few people who raced these cars back in '95. The fellow goes by Jon B Quick online and is always interested in racing chat. here's few exerpts:

From posting the backup racecar for sale

It has 11 Miles on the odometer.

It has spent the last 10 Years under a car cover in the back of the shop

I want $35,000 for the car. The car was decalled similar to the race car but remained bone stock.

VIN# 1FALP42C2SF213741

Vehicle # 225

Ford in all their infinite wisdom built what should have been the Mustang of
all Mustangs. However, when the "Bean Counters" finished with the project it
was nothing short of an embarrasment. Ford built about 250 "Ready to Race" R Model Mustangs. There were rules, supposedly. We had to submit credentials.

Professional Racing Liscense, Pro Race History ang agree to race in the IMSA
Endurance Championship Series. Then Ford sold us these $20,000 "Super Stangs"
for $40,000. They were made available so late that some of the teams went to the factory to pick theirs up. The installed the required safety equipment on the way to Sebring, the first race of the season. By the middle of the first
season, with a lot of begging and another $35,000 worth of parts allowed by
IMSA to help make the R Mustang competitive, we were able to get within 8
seconds a lap with the Firebirds. Ford built the cars and there were no spare
parts available. If you crashed your car you were done.

We found out about the no parts issue and bought two cars. The car pictured in my post was the parts car. The engine, transmission and fuel cell were removed to allow easy access to whatever parts we might need. The car was decalled just like the race car then placed on jack stands in the paddock ready and waiting. We never needed to violate the parts car and it is as it was then but tucked away in our shop.

We sold the car pictured to Joe Safina at the Road Atlanta Race of season two. The folks at Pontiac and Andy Pilgrim, a long time friend, convinced me to come over to the Pontiac side. They sold me their back up car which Andy
Pilgrim and Joe Varde had used to win at Daytona. For $27,500, ready to race.

Just as a test, before delivering the R Mustang to Safina, I ran a practice
session with the Mustang, delivered it to Safina and then ran the next
practice session with the Firebird. We picked up 3 seconds a lap. Later in the
infamous race in the rain, with the giant wreck and all, we actually led a few
laps with no door and an unfimiliar car full of water. We still have this car
also.

Back to the parts car. The car has slight damage to the nose cover and front
fenders (paint only). The rear bumper cover has slight damage also (paint
only). The hood also has slight paint damade in the front corner. The roof has a few scratches (paint only). The engine is on an engine stand, the
transmission and fuel cell are on a shelf. The origional cell was sold and was
replaced with an origional FuelSafe Fuel Cell that is still in the box. The
rest of the car is as it was delivered from Ford with 12 miles on the odometer.

Feel free to post this, it makes for a good story. The Safina #80 was my
origional #11. This is the car wrecked at Watkins Glen. I beleave it was
wrecked after the Sears Point Race in an accident, while in the trailer, on
the way home. You would have to ask someone who went to that race. We didn't go to that one. The car can be definately identified by work done with a hole saw. Over 20 pounds of holes were cut into every place they didn't show. At the first weigh in it was 280 pounds lighter than everyone elses cars. We had a very interesting conversation about this, with IMSA!

I have several VHS tapes of the #11 Mustang both the television feed and from the in car camera. I even have the incar from the Firebird showing the Safina crash. The last I heard of the #11/#80 Mustang was that the car was going to be auction off for an unpaid bill. I inquired about this and found out that the car was only a shell.

I will sell the twin to the #11 Mustang for $35,000.

If you have any further questions, please dont hesitate to contact me.

Thanks,

Jon B. Quick
832-724-4197

From another member on the forum in response to Jon B. Quick's Post

The Cobra Rs came off the assembly line just a few days before the 1995 season started. Paul Hacker managed a fourth place at the first race at Sebring.

The Firebirds had been racing in the series for a long time. They were fully sorted race cars. The drivers and cars had many laps at the tracks. It took the Cobra drivers a few seasons to consistently run upfront.

They lost to the Firebirds by one point in 1997 and by a few points in 1998. They won the series in 1999 as they won six of the ten races.

I attended the race at Road Atlanta that Jon mentioned. I watched every session throughout the entire weekend and visited each of the teams between sessions. I remember that the Pontiac teams were very well funded. They went out on fresh rubber all weekend (sometimes just scuffing the tires for the final), and I counted four spare engines in one trailer (BTW, they were Chevy 350ci engines). It was obvious that Pontiac was financially involved. Andy Pilgrim was a professional driver.

I'll let history be the final judge. We'll see how many Firebirds come out to the vintage races and how many Cobra R's show up. We'll see how the collector market places a value on the Firebird vs. Cobra R. I'd give my opinion, but it could be construed as biased.

Jon B Quick's #11 Racecar


Ford rapidly presold all 250 examples before production began.



1996 -
This was the first year of the 4.6L SOHC "Modular" engine in the Mustang, as well as the new Cobra offering which featured the 4.6L DOHC (32 Valve) motor. The tail lights were changed to a vertical "tri-bar" design which is a popular swap into the 94-95 Cars. The Fender badge was also changed from the previous 'GT Mustang" to a new "GT 4.6L" which of course boasted the new motor. Also worthy of note is a one year run of a new color, "Bright Tangerine Orange" it was only found on GT's and only applied to 829 cars by the end of the model year. Option code 248A was offered to customers who wanted a similar car to the 1995 GTS, but Ford however had officially dropped the GTS designation. The V6 Engine also received a 5 HP boost bringing the total Brake Horsepower up to 150.

Specifications -

3.8L V6

Bore and Stroke: 3.180" X 3.39"
Power: 150 HP@4,000rpm and 215 ft-lbs @2,750
Compression Ratio: 9.0:1

4.6L SOHC

Bore and Stroke: 3.60" X 3.60"
Power: 215 HP@ 4,400rpm and 285 TQ

4.6L DOHC 32V

Bore and Stroke: 3.60" X 3.60"
Power: 305@ 5,800rpm and TQ (TBA)

Performance -

V6 COUPE
0-60 MPH - (TBA)
1/4 Mile Time - (TBA)

GT
0-60 MPH -TBA
1/4 Mile Time - TBA

COBRA (199
0-60 MPH - 5.4 seconds
1/4 Mile Time - 14.0 seconds

1997 -

There were no changes for 1997, with the exception of a redesigned Anti-Theft system.

1998 -
This would prove to be the last year of the new for '94 design, to be replaced with the "New Edge" body style which made it's debut in the 1999 model lineup. There were no major changes to the overall car but the dashboard clock found on the 94-97 models was now featured as a function of the stereo system.

VIN Decoding -
Unsure of what you are looking at? here's how to tell:

VIN Example:
1FALP4046RF000001

1FA - Ford Motor Company

L - Restraint System ( L = air bags and active belts)

40 - Body Code (40= V6 Coupe, 44= V6 Convertible, 42= GT Coupe, 45= GT Convertible)

4 - Engine Code (4= 3.8L V6, E= GT 5.0L V8, T= GT 5.0L V8, D= 5.0L Cobra V8,
C= Cobra R 5.8L V8, W= 4.6L SOHC, V= 4.6L DOHC Cobra)

6 - Check Digit (This may vary)

R - Model Year (R= 1994, S= 1995, X= 1996, V- 1997, W= 199

F - Assembly Plant (F= Dearborn)

000001 - Consecutive Unit Number

[boss429]

good read man,
thanks for the knowledge

[Darren5.0L]

Updated- 1994 Mustang Overview.

[Darren5.0L]

Update- Added 1995 Cobra R info

[Darren5.0L]

Updated, added 1995 Cobra R photos and posted some background info provided by an actual driver from the 1995 series.

[Violator]

Forgot to tell them about the very first digit. Designates the build country of origin. 1. U.S.A.
2. Canada
3. Mexico

Mind you, doesn't really have much to do with mustangs now does it?

[Darren5.0L]

noted and will add it in.

[Pro SC]

I guess you do not consider an svo mustang a regular production model?

[SonicStang]

very good read, appreciate it!

[96GT Tangerine]

I enjoyed that, even saw a mention of my Tangerine 248A. If it does help you out my best 1/4 time completly stock is 15.25... Yes it is a little slow.

[FastGT]

I know this is old, but i just joined and read, very cool to read, especially about the cobra R, i love that car

[460mustang]

interesting stuff

[Darren5.0L]

I had forgotten even writing this article, it's been awhile.

Now that I have access to further resources I should try to finsh it up and adjust the formatting somewhat.

Added: Transmission gear ratios

[Arbour88]

Very nice read indeed Darren.

Thanks for sharing.

John