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  1. #1

    SN95 Ford Mustang : 1994 - 1998

    Hey guys,

    Sorry for putting this together in pieces. It's finished now so no worries. Basically I got this information from my Ford Mustang Book I've had. I had to type everything out and scan the pictures to the computer. I ended up just cutting the pages out so that I could scan them properly.

    Oh well, I'll just buy another one down the road. I wanted this information for everyone! This site is dedicated to the SN95 Community so I thought it would be cool for you all to read. Here are write ups for 1994 - 1998. I'll put together a 1999 - 2004 when I get everything typed out and scanned.

    I hope you enjoy this information.

    - Will

    Ford Motor Company gave the best present possible to Mustang enthusiasts for the popular marque’s 30th birthday in 1994- an all- new Mustang! Well, to be truthful, the car did have 500 carried-over Fox components, such as the powertrain, floorpans, and brackets tucked out of sight, but a stylish new body made everyone forget that its squarish predecessor had stayed on the market several years too long.

    Ford’s Team Mustang introduced the 1994 model on October 15, 1993, after spending three years in an old Montgomery Ward warehouse south of Dearborn. The new Mustang featured grille opening and a body entirely free of sharp edges. The melted-soap styling was attractive, but not aggressively so. It was designed to offend no one, and many cues from the past (such as the long-hood/short-deck profile, functional side vents, and three-element taillights) endeared the car to a new generation of enthusiasts. Considering the group was given a limited budget, it is remarkable that the 1994 model looks so radically different from the 1993 version.
    Team Mustang was given a mandate to eradicate the body flex and noise problems inherent in the Fox chasis. The final product, which was know internally as the SN-95, surpassed its rigidity goals, registering an 80 percent improvement in the convertible’s chassis torsion and a 44 percent increase in the closed model. New technologies contributed to the stiffness, including bonding the front and rear glass to their frames with a rigid urethane glue and making thicker rocker panels and roof rails. The new car also met upcoming federal crash standards that required slamming a 3,000- pound test sled into the vehicle’s side at 33 miles per hour.

    At 181.5 inches from bumper to bumper, the SN-95 was 2.4 inches longer than the Fox had been when it debuted in 1979. The wheelbase of 101.3 inches was a 0.9-inch stretch. Width grew by 2.8 inches to 71.9, and the new roofline was 1.4 inches higher at 52.9 inches.
    As of 1994, the Mustang would no longer be available as a notchback, hatchback, and convertible. Instead, Ford created a coupe whose sporty greenhouse suggested a fastback roof- similar to what the original 2+2 had in 1965- and developed a convertible from that platform. Tuning noise, vibration, and harshness out of the ragtop’s body meant installing a 25-pound mass damper inside the right front fender well.
    Ford hoped to rekindle the kind of Mustang fervor that had led to near-riots at dealerships in 1964, and its advertising drew direct comparisons to the original model. Magazine ads claimed, “It is what it was.” Hundreds of thousands of posters and cards were distributed at car shows displaying a new convertible pony alongside a 1965 droptop. Ford’s marketers worked hand-in-hand with the Mustang Club of America and similar organizations to ensure that vintage Mustang collectors, restorers, and modifiers had every chance to fall in love again.

    Dropping the complex multilevel trim packages of the past, Ford offered the 1994 with two body styles, two engine choices (V-6 and V-8), two transmissions (five-speed manual and four-speed automatic), 11 exterior colors (including Canary Yellow, three shades of red, Bright Blue, and Deep Forest Green), and five interior colors. The V-6 cars were known simply as Mustangs; V-8 models were exclusively Mustang GTs. Prices for the latest version of this American icon were reasonable-$13,355 for the base coupe and $20,150 in convertible form. Moving up to the GT level meant paying $17,270 for a coupe and $21,960 for a convertible. The standard equipment list was longer than ever. It included dual, electric, remote-control mirror; four-speaker stereo; air bags for driver and passenger; console with arm rest; driver-side foot rest; full instrumentation; dual visor mirrors; four-way powered driver’s seat; tilt steering; side window demisters; and extensive Light Group package; and reclining cloth bucket seats with head restraints. Convertibles featured power retractable tops with protective covers, illuminated visor mirrors, power door locks and windows.
    In spite of what the advertisements said, in terms of creature comforts, the new base Mustang was much better outfitted than buyers of the 1965 model could have dreamed.

    1994 GT

    Price: $13,355 (base) $17,270 (GT)

    Engine: 5.0-liter V-8, 215 horsepower

    0-60 mph: 6.7 seconds (GT)

    Top Speed: 140 mph (GT)

    Mustang engine choices changed slightly for 1994. The four cylinder essentially the same 2.3 liter plant introduced in the 1974 Mustang II – was dropped.
    Base Mustangs received a version of the same 3.8 liter, 145-horsepower v-6 that had been pulling heavier Taurus, Thunderbird, and Lincoln Continental models for several years. Giving the cheapest pony a 38 percent increase in power. The 5.0-liter v-8, a Mustang staple since 1968 received a minor boost to 215 horsepower at 4,200 rpm by way of low profile intake manifold and hypereutectic aluminum alloy pistons.

    Rolling stock was improved with the SN-95 design. Base V-6 Mustangs wore 15-inch steel wheels with plastic covers and 205/65-15 all-season black sidewall Goodyear Eagle GA tires. For a few extra bucks, those same Goodyears could be fitted to three-spoke alloy wheels. GT rims were five-spoke, 16 inch designs wearing 225/55-16 Firestone Firehawk rubber, or buyers could upgrade to three spoke 17-inchers with wide 245/45-17 Goodyear Eagle GTs.

    For the first time in Mustang history, all models received four-wheel disc brakes. An anti-lock brake system was optional. Although sales of the 1994 were nowhere near that of the ’65 model, Ford happily pumped out 123,198 of the new Mustangs. The most popular configuration was the V-6 coupe, at 42,883 units.

    Did you know?

    Of the SN-95’s 1,850 parts, 1,330 were new. To demonstrate how little the ’94 Mustang shared with the ’93, Ford mounted a stripped ’94 chassis on a rotisserie with color-coded parts indicating carryover components. This “Mustang on a spit” was displayed at car shows around the country.

    Last edited by Will; 07-20-2013 at 11:48 AM.

  2. OnyxCobra liked this post.
  3. #2
    1994 SVT Cobra

    Price: $20,765 (coupe) $26,845 (convertible)

    Engine: 5.0-liter V-8, 235 horsepower

    0-60 mph: 6.9 seconds (convertible)

    Top Speed: 140 mph (convertible)

    Production: 5,009 (coupe) 1,000 (convertible)

    Ford’s in house tuner, the Special Vehicle Team, produced hopped-up Cobra coupes and convertibles based on the new-for-1994 Mustang.

    The centerpiece of the premium performance model was a 240 horsepower version of the Mustang GT’s 5.0 liter V-8. The additional power was the result of computer tweaking and a taller Thunderbird intake manifold (made possible by deleting the GT’s strut-tower-to-cowl brace). All Cobras were fitted with Borg-Warner T5 five-speed manual transmissions.
    Cobras were not easily mistaken for standard Mustangs, thanks to unique cosmetic upgrades, such as a front bumper fascia incorporating round auxiliary lights, European-style reflector headlights, and numerous coiled-snake emblems. The Cobra brand made itself known in the passenger compartment as well, with a Cobra-specific steering wheel, floor mats, and white-faced gauges.

    As it had done the precious year, SVT set up its Cobra suspension with softer springs than those on the GT- 400 pounds/inch in front and 160 in the rear. For braking power, SVT applied 13-inch vented discs in front with twin-piston calipers and vented rears measuring 11.65 inches in diameter. All ’94 Cobras received Bosch’s three-channel, four-sensor ABS system as standard equipment. The new Cobra wore the largest tires in Mustang history. 255/45-17 Goodyear Eagle GS-Cs on five spoke, 17x8-inch alloy rims.

    Did you know?

    Not surprisingly, the Mustang was chosen to pace the 1994 Indianapolis 500. Jack Roush modified three Cobra convertibles for race duty, and Ford produced 1,000 Rio Red replicas with saddle leather interiors and saddle tops. Decals were shipped to the dealers inside the cars and left to the buyer’s discretion to install them.

    1994 SALEEN S-351

    Price: $34,990 (S-351 coupe) $40,990 (S-351 convertible) $45,990 (SR)

    Engine: 351-cid V-8, 371 horsepower / 351-cid V-8, 480 horsepower

    0-60 mph: 5.9 seconds (S-351 coupe)

    Top Speed: 170 mph (S-351 coupe)

    Production: 44 (S-351) 2 (SR)

    The Saleen S-351 transformed Ford’s new Mustang coupes and convertibles into Corvette killers. The centerpiece of the S-351 was a stock 351-cubic-inch SVT Lightning V-8 block, to which Saleen engineers added Edelbrock aluminum heads, a roller camshaft and lifters, 65-millimeter throttle body, 77-millimeter mass air sensor, and an EEC-IV engine management system to produce 371 horsepower. A heavy duty Tremec five-speed transmission and 3.27:1 rear gears completed the standard performance package. Saleen offered a Vortech supercharger late in the 1994 season, which boosted the S-351 to a staggering 480 horsepower.

    With its redesigned front and rear fascia, Racecraft suspension system, BFGoodrich Comp T/A radials on 18-inch Speedline magnesium wheels, Recaro sport seats, and unique aerodynamic package, the S-351 had the highest level of Saleen-specific equipment to date, and the crew spent 120 man-hours making the conversion. A super-rare SR model, available only in coupe form, came standard with the supercharged engine and competition grade suspension and brakes. Even the interior was built for the track, with a four point roll bar, safety harnesses, and racing Recaro seats trimmed in cloth. The SR was a homologation model intended to get Saleen into Sports Car Club of America competition.

    In spite of its larger engine, the SR- at 3,094 pounds – weighed substantially less than a stock Mustang GT.

    Did you know?

    Saleen debuted its S-351 and SR models (along with a V-6 Sport by Steve Saleen) during the Mustang’s 30th anniversary show at Charlotte (North Carolina) Motor Speedway in April of 1994. Also attending the show was a Mustang fan from Arkansas, U.S. President Bill Clinton.

    Last edited by Will; 07-19-2013 at 05:37 PM.

  4. #3
    1995 SVT Cobra R

    Price: $35,499

    Engine: 351-cid V-8, 300 horsepower

    0-60 mph: 5.2 seconds

    Top Speed: 152 mph

    Production: 250

    SVT flexed its muscles again in 1995 with a second competition-ready R model Cobra.

    While its standard ’95 Cobra won fans with a 240-horsepower, 5.0-liter V-8, SVT took the R to a new level by squeezing a 300-horsepower, 5.8 liter (351-cubic-inch) under its uniquely domed fiberglass hood.

    This marked the first (and last) time in 21 years a factory-built Mustang was equipped with a 351. The special engine started with a Ford marine block, to which the company added a special cam, aluminum alloy pistons, GT40 heads and lower intake, and a specially designed upper intake manifold.

    SVT installed a heavy-duty Tremec five-speed manual transmission and 3.27:1 rear axle gears to augment the R’s acceleration. Since it was intended for use on the racetrack, the R was stripped of unnecessary weight, including the air-conditioner, radio, power windows and locks, rear seat, soundproofing materials, and fog lamps. The suspension was enhanced with Eibach springs, Koni adjustable shocks, firmer bushings than the street Cobra used, and five-spoke wheels measuring 17x9 inches with 255/45-17 BFGoodrich Comp T/A radials. SVT pulled the stock gas tank and installed a 20-gallon racing fuel cell.

    All ’95 Cobra Rs were dressed in Crystal White paint with saddle cloth interiors.

    Did you know?

    Ford tried to keep the ’95 Cobra R on the track and away from speculators by requiring that all 250 copies be sold to holders of competition licenses granted by SCCA, NHRA, IMSA, IHRA, and other sanctioning bodies. Considering how many no-mile examples have been spotted at auctions and for sale online, their attempt was not entirely successful.

    Last edited by Will; 07-19-2013 at 05:32 PM.

  5. #4
    1996 SVT Cobra

    Price: $24,810 (coup) 27,580 (convertible)

    Engine: 4.6-liter DOHC, 305 horsepower

    0-60 mph: 5.9 seconds (coupe)

    Top Speed: 152 mph (coupe)

    Production: 10,006

    The year 1996 marked a massive change for late-model Mustang powerplants. Ford’s Mustang GT lost its beloved 5.0 liter pushrod engine and gained a 4.6 liter V-8 with single overhead camshafts. The 4.6 was down 31 cubic inches from its predecessor, but it matched the outgoing 5.0 liter’s horsepower.

    With the SVT, the pushrod design was replaced with a 305-horspower, 4.6 liter with double overhead camshafts that had been serving the Lincoln line for several years. Its block was cast by the Teskid company in Italy, then shipped to Ford’s Romeo, Michigan, plant where it was assembled with four-valve heads, twin 57 millimeter throttle bodies, and a German built crankshaft. Cobra motors were hand built by 12 two-person teams on the Niche Line, and each received a personally autographed metallic plate on the passenger-side camshaft cover. The Cobra’s DOHC setup made the engine physically taller, which required a special domed hood for clearance.

    Borg-Warner’s new T-45 five-speed manual transmission served in both the Mustang GT and Cobra, although many enthusiastic SVT owners experienced reliability problem with shift forks and synchronizer gears.
    Strangely, SVT downsized its Cobra tires for 1996, dropping to a 245/45-17 from the previous year’s 255/45-17. The new tire/wheel combo weighed one pound less, creating lower unsprung weight.

    Did you know?

    SVT’s most popular Cobra color for 1996 was Black (3,175 cars). Its least-ordered color was Crystal White (1,929). The Cobra was also available in Mystic- a scheme developed by GAF that changed from green, purple, blue, or black, depending on angle and intensity of light. The $815 option sold to 1,999 coupe buyers.

    1996 SALEEN S-281

    Price: $28,990 (coupe) $33,500 (convertible)

    Engine: 4.6-liter SOHC, 215 horsepower

    0-60 mph: 6.8 seconds (est.)

    Top Speed: 140 mph (est.)

    Production: 438

    Steve Saleen’s S-351 was an exciting performance machine, but its super-high price was pushing Saleen faithful fans away from the brand. In 1996, coinciding with Ford’s introduction of the 4.6-liter V-8 to its Mustang line, Saleen created the S-281- essentially the S-351 suspension and body wrapped around a Mustang GT. At an entry-level price below $30,000, it was the most affordable Saleen in three years.

    Called S-281 after its engine displacement, it featured massive 245/40-18 BFGoodrich rubber on 18-inch, five-spoke alloy wheels. For those wanting to pay for more goodies, Saleen offered 18-inch magnesium wheels, Recaro seats, a carbon-fiber hood, 3.55:1 rear axle gears, and the Speedster package-a hard tonneau cover for the back seat of a convertible and a two-point padded roll bar.

    Acknowledging its fan base, Saleen included one-year memberships in the Mustang Club of America and the Saleen Owners & Enthusiasts Club with the purchase of an S-281. The company sold more ’96 S-281s than it had any other single model in the previous six years. Even the Budget rental car company purchased 30 S-281 convertibles to use at its premium locations.

    Did you know?

    When customers requested it, Saleen would build one of its S-281 coupes or convertibles on an SVT Cobra platform. The program was not advertised, but many enthusiasts felt that combining the Saleen body and suspension with SVT’s DOHC engine made the perfect Mustang package. Only 11 such Saleen Cobras were built in 1996.

    Last edited by Will; 07-19-2013 at 06:05 PM.

  6. #5
    1998 Ford Mustang

    Price: $15,970 (coupe) $20,470 (convertible) $19,970 (GT coupe) 23,970 (GT convertible)

    Engine: 3.8-liter V-6, 150 horsepower / 4.6-liter V-8, 225 horsepower

    0-60 mph: 6.8 seconds (GT)

    Top Speed: 140 mph (GT)

    “This Horse Is Rocking,” read the Mustang ads for 1998. Ford made only minor changes to its successful formula, such as the inclusion of polished aluminum wheels, a premium sound system with casstte and CD capability (standard on base coupe and convertible), and Ford’s securiLock anti-theft system.

    Two new option packages were available to buyers: the $595 GT Sport Group (including 17-inch aluminum wheels, striping on hood and fenders, a leather wrapped shift knob, and an engine oil cooler) and the $345 V-6 Sport Appearance Group (with 16-inch cast-aluminum wheels, a rear spoiler, and a lower body accent stripe), which was available on base models only.

    It should be noted the 4.6-liter SOHC V-8 gained 10 horsepower for the 1998 to achieve a rating of 225. This boost was not enough to put the stock GT in the same performance ballpark as GM’s Pontiac Firebird and Chevrolet Camaro, each of whose 5.7-liter V-8s was packing 275 horspower managed by Corvette-sourced six speed Borg-Warner T-56 manual transmissions. (The Mustang made do just fine with Borg-Warner’s T-45 five-speed.)

    For a real kick in the pants, Ford enthusiasts had to step up to SVT’s Cobra, with its 305-horspower DOHC 4.6-liter V-8.

    Did you know?

    Mustangs with four-speed automatic transmissions were considered low emission vehicles (LEV) in California, New York, Massachusetts, and Connecticut- four states with very stringent standards- in 1998. Mustang popularity increased this model year, with 175,522 ponies going to new homes.

  7. #6

    MustangChris's Avatar
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    this is awesome man!! Do you have a link to the book this came from?

    Quote Originally Posted by rz5.0 View Post
    Everything is better when you nuke it

  8. #7

    Ford Mustang: (First Gear) by Brad Bowling

    It's a good book!

  9. #8

    Mack's Avatar
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    In addition to the great information above, I thought you might like some pics on the development of our beloved Mustang. By accident I acquired a book called "Mustang: the next Generation" by Bob McClurg from 1994. It describes the complete history of the Mustang - then 30yrs old. And because the all-new SN95 was just out, there's a lot of attention for the development of the SN95, the promotion and the specs of this model.

    Excuse my low-tech but I just took some photo's of some pictures in the book.

    First idea - 1989

    Clay model - 1990

    Model - 1989 - things like the lower bumper and sidescoops are recognisable

    Winner of Ford's design competition, 1990 - the SN95 but not quite

    Clay model, 1990

    Door design, 1991

    Presenting: the all-new 1994 Mustang

    Last edited by Mack; 07-20-2013 at 04:20 AM.

    1998 BAB Mustang GT Supercharged
    View my SN95 t-shirts at

  10. #9
    Very cool read. I'd like to add a little from the early design. Most may know but some may not. The original idea of the 94 mustang was to build it on a FWD platform which they still used, only under a different name. I still see that big GT on the back of them every once and awhile and think, "I'm sure glad I'm not driving that".


    (50th anniversary newly released photos of SN 95 designs) ...From THE SKETCHES ARE CRAZY.

    The story of the fourth-generation Ford Mustang is really that of three separate cars – the 1979 Mustang, the 1989 Probe, and, ultimately, the 1994 Mustang. The three cars and programs spanning the better part of two decades encompass the seismic shifts in the automobile market during that tumultuous era.

    The 1979 Mustang was born in an era when safety and fuel economy regulations were already the norm. After launching the 1974 Mustang II with only four- and six-cylinder engines, Ford heard the customer demands that Mustang always should have a sporty V8 option. However, they still wanted more interior room, handling refinement and progressive styling. The stodgy shapes of the '70s were getting tired, so this thoroughly modern "Fox" Mustang delivered on all fronts.

    While the 1979 model had restored much of the spirit of the original 1965 model, its introduction was followed by a confluence of world politics that would begin changing consumer opinions about the segment. The sting of the 1973 OPEC oil embargo with shortages, outrageous gasoline prices, long lines and fuel rationing left a deep scar in the driving public's mind. Those fears were revisited with the 1979 Iranian oil crisis.

    President Carter made his infamous "Crisis of Confidence" speech that year, and fuel economy was again a primary concern of buyers. Frugal and even sporty front-wheel drive offerings from Japanese and German competition were grabbing ever more market share. The world was turning to front-wheel drive as a way to save money at the pump, Ford took notice.

    By the mid-1980s, Mustang sales were flagging, and the decision was made to phase out the rear-wheel-drive Fox platform out and move to front-wheel drive. Work began on an all-new platform produced in partnership with Mazda. The plan called for this new car to be introduced as "Mustang" and sold alongside the Fox-platform car, which would be relabeled "Mustang Classic."

    As "Mustang" picked up in popularity, the "Classic" would be quietly put to bed. The entire development budget for Mustang shifted to this FWD program, and by early 1987 prototypes were testing around Dearborn. This huge shift in vehicle strategy began leaking out, and angry enthusiasts began a letter-writing campaign in protest. On April 13, 1987, Autoweek magazine published a cover story titled "The Next Mustang," which laid out the plan in full.

    As hundreds of thousands of letters poured in, the overwhelming public outcry against converting the Mustang to a front-wheel-drive platform led the company to make a rare strategy change. Too much money had been spent to abandon the program entirely. Instead, the new car adopted the name that had been used on a series of aerodynamic concepts, and the Probe was introduced in 1988 as a 1989 model.

    The design refresh that was planned for Mustang at the same time went ahead, minus the "Classic" suffix on the badge. In many ways the strategy had not changed – the Probe and Mustang would sit in the same showroom and compete directly. Program management considered this the purest way to decide the future of the Mustang.

    The Probe was expected to handily outsell the Mustang and validate the original strategy that created it and lead to end the rear-wheel-drive platform. There was just one small glitch in the grand plan: Mustang sales picked up and Probe sales faltered. The market had spoken, and a new Mustang was ordered in 1989 - with the internal project code of SN-95. Despite the Probe situation, two parallel redesign proposals were launched – another attempt at a front-drive car and a thoroughly contemporary rear-drive layout with traditional long-nose/short-rear-deck proportions.

    There was very little money for the unexpected program, so engineers would have to be creative. The front-wheel-drive concept proceeded along interesting lines, using the CT-20 platform that underpinned the compact Escort of the time, an even smaller car than the Probe. Many of these concepts never made it past the drawing-board stages but a significant evolution in styling was evident over the months of design work. A variety of shapes were considered, including radical fastbacks, shooting brakes and two-seaters with combinations of retrospective and futuristic design elements.

    Ultimately the only FWD clay model to be produced was a conservative, albeit handsome, car that would have been right at home next to the Probe in the showroom. High-level engineering talks were kicked off to examine the feasibility of packaging the forthcoming 4.6-liter V8, although no transaxle was available to handle the output. Ultimately, the decision was made that the market would simply not support a Mustang based on Ford's entry-level compact car, no matter how extensive the redesign was. The writing was on the wall, and the CT-20-based effort ground to a halt by the end of 1990 while the RWD concept moved forward.

    Mustang, however, remained in a precarious position. Failure would put the car's future in peril entirely, so successful execution was crucial. Because there was no budget for an all-new platform, the new car would ride on an updated version of an existing platform. A shorter wheelbase version of the still-fresh 1989 Thunderbird was considered because it featured a fully independent suspension, but it was deemed too expensive to hit the Mustang price target. Thus a significantly refined version of the existing Fox chassis - dubbed Fox-4 - was approved.

    Approximately 80 percent of the platform was reworked and topped with a completely different skin. Program manager John Coletti wanted the car to have a more aggressive character. Rather than a vehicle for every demographic, it would move toward a more performance-oriented position. After eschewing most classic Mustang design cues on the third-generation model, design director Patrick Schiavone brought back some heritage elements like the side C-scallop, open grille with galloping pony emblem, tri-bar taillights and a dual-cockpit cabin.

    Early styling proposals were unimpressive, pedestrian even, but eventually three different themes were commissioned. Each was assigned a famous name from mild to wild - Bruce Jenner, Arnold Schwarzenegger and Rambo.

    In the competition among the three themes, each featured the design cues that said Mustang, but stretched and tweaked in different ways. Jenner was an extremely conservative design – rounded edges, smooth curves and styling in line with what would become the "Ovoid" design language that would eventually debut on the DN101 Taurus in 1996.

    Rambo was a highly aggressive design with deep front and rear fascia sculpting, a fastback shape, strong shoulder lines and sculpted fender wells. Schwarzenegger split the difference. The car wore its proportions well and featured a traditional but muscular coupe profile, good interior room and visibility, modern styling and a set of tri-bar tail lights stacked horizontally rather than the traditional vertical layout. This theme was selected as the basis for the 1994 Mustang.

    By the time the new Mustang hit the streets in 1993, the Schwarzenegger theme did undergo some additional development. The lower front fascia was opened up for cooling and aesthetic purposes. The hood inlets were tamed down with inserts, and the wing mirrors and spoiler were refined for aerodynamic performance. Speaking of which, for a brief period an interesting roof spoiler was considered for the SVT Cobra coupe version of the car, but was dismissed due to cost issues.

    - I had no idea about the Taurus until this article.
    2001 Laser Red SVT Cobra Convertible
    Build #445
    "Dead Pool"



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