$9500 for 95 SVT Cobra?

[seth21w]

I've had probably 10 94-98 mustang's and rangers and everyone of them break it maybe fixed now but it surely has happened in the past look closely at the miles on the carfax as well.

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[Cobra Jet]

Pretty sure they didn't have the tubular GT40 upper, the only vehicle that got that was the Lightning, and the Cobra R

The 94/95 Lightning’s had the true tubular GT40 upper intake, which was eventually sold via Ford Racing to the masses. That upper intake can be used in any 5.0 or 5.8 application with a matching GT40 lower (the lower is specific if 5.0 or 5.8 and aren’t interchangeable). The Lightning GT40 upper had the “Lightning” labeling with lightning bolt and the “Mustang” GT40 tubular sold through Ford Racing had the Mustang Pony attached to the intake plate. Both intake plates today, by themselves separate of the upper intake are considered “rare” and expect to pay a good amount for either in good condition.

——

The 1995 Cobra R had the exact same upper GT40 as the 1994/95 Cobra 5.0’s. The ONLY difference was the 1995 Cobra R GT40 upper said “Cobra 5.8”, whereas the 94/95 said “Cobra 5.0”. The upper intake design and physical appearance was exactly the same for the 94/95 5.0 Cobra and 95R Cobra 5.8.

 

[Cobra Jet]

Aside from the odometer issue, here’s some very common 94/95 5.0 issues to be aware of:

1) The factory fuel lines from the fuel rail to the mains were susceptible to degradation and leaks, resulting in engine fires. There is a huge sticky over on Corral.net in the 94/95 section that contains all the tech and DIY fix. Years ago Corralers were able to get proper fittings designed so that owners could make their own replacement lines (those fittings did not exist prior to that effort).

2) The CCRM modules were a common failure. These were a large black box with (2) harnesses connected to it, mounted on a support on the back side of the radiator. The units commonly failed due to engine bay heat being so close to the engine. This module contains circuitry and relays for fuel pump and fans - once it fails it’s shot and needs a replacement. Luckily this module was used on other Fords of the time period, so you could get one from another Ford and use it as a replacement. DIY to prevent CCRM failure was to move it from its factory location into the passenger side outer fender well, or behind passenger headlight (enough factory harness existed to perform the relocation).

3) Distributor pick up failure on high mileage units. Inside of the dizzy, the magnet for the pick up would normally separate or break completely off. This would occur at the most unexpected times. When it starts failing, driver may experience intermittent rough engine operation, bouncing idle, stalling or hard starts. When it fails completely, the car will immediately shut down and will not start (similar to prior 86-93 TFI failures). Fix is to replace entire dizzy with new remanufactured unit for a 94/95. Note: cannot use prior 86-93 dizzy in a 94/95 - there’re totally different from each other due to the 94/95 redesign.

4) Electric fan plug failure. There was a TSB or recall, can’t recall which at this point, but common failure was the harness plug for the fan would deteriorate and cause fan failures. Fix is to replace/splice plug with upgraded part through Ford or Dorman.

Aside from the above minor concerns on a 25yr+ Mustang, the SN95 is just as a reliable platform as the prior 86-93 5.0’s...

 

[Biggus Dickus]

Let me ask: How are you with the torture-chamber ergonomics that were the 1994-2004 Cobras?

I appreciate your enthusiasm, but old cars for old guys like me are best left to look at.

 

[Cobra Jet]

Let me ask: How are you with the torture-chamber ergonomics that were the 1994-2004 Cobras?

I appreciate your enthusiasm, but old cars for old guys like me are best left to look at.

LOL... surely the SN95 (and prior Mustang generations) are inferior to the stock S550 suspension characteristics and interior refinements, but of the time the factory suspension was still tolerated for daily driving.

My 94 Cobra still gets plenty of compliments and has won its fair share at car shows over the years. It was also selected as part of a NITTO Tire Ad Campaign years ago - which ran as a centerfold, separate pages within and on back covers of several Mustang magazines. Nitto was kind enough to even send a 24x30 full size poster of the ad too.

Here’s a pic:

 

[Biggus Dickus]

LOL... surely the SN95 (and prior Mustang generations) are inferior to the stock S550 suspension characteristics and interior refinements, but of the time the factory suspension was still tolerated for daily driving.

My 94 Cobra still gets plenty of compliments and has won its fair share at car shows over the years. It was also selected as part of a NITTO Tire Ad Campaign years ago - which ran as a centerfold, separate pages within and on back covers of several Mustang magazines. Nitto was kind enough to even send a 24x30 full size poster of the ad too.

Here’s a pic:

I like looking at that car. The 94-98 SVTs are nice looking cars.

I had a 1990 GT vert, 2001 GT, 2003 Cobra Coupe and 2003 Cobra Vert. For a 6'2" long-legged dude I can't believe I put up with them as long as I did. My 5'3" wife did a lot better because the shifter was close to her.

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