FAST

FACTS

According to Mustang Engine Supervisor John Hasse, developing the new DOHC Cobra engine required nearly 4 years. The engine blocks are imported from Italy, and both the head and block castings are supplied by Texit (a division of Fiat)
The Cobra’s V8 was produced off-line using a dozen two-member teams. Each team builds one engine from start to finish, and then signs it off. It was a very similar procedure used by Aston Martin, who was owned by Ford at the time
The engineering team originally considered tubular headers for the Cobra, but testing found that all the tubing shapes that provided meaningful power simply couldn’t bolt on without engine removal. Instead, they used cast iron manifolds that featured high silicon and molybdenum content for durability. The Cobra also employs 6 catalytic converters in its stainless-steel H-pipe dual exhaust system
While the Cobra V8 is part of the Ford modular engine family, it shares very little with the SOHC Mustang GT V8. Unlike the GT’s V8, the Cobra uses a deep-skirt aluminum block featuring iron cylinder liners and six bolt main bearings. It also employs a forged crankshaft (vs cast in the GT) as well as beefier powder-metal connecting rods with full-floating wrist pins. The Cobra shares the same oil pan as the GT, but has a windage tray for oil control
The aluminum manifold features 8 tuned-length “Siamese” runners, designed to aid in high-RPM breathing. Electronic throttles block off the secondary intake ports below 3500 RPM in order to swirl the incoming air/fuel mixture, improving combustion

Key Model Year Changes:

Bodystyle produced from 1996-1998
1997 key updates: New larger radiator fan and updated A/C condenser, the honeycomb grille is deleted to allow more airflow to the radiator, and the rear spoiler finally becomes optional (rather than standard)
1998: Clock pad is deleted from the dashboard, and dual cup holders are added
1999: The SVT Cobra is redesigned (“New Edge” styling)

Specs: