Everything About the SN95 Mustang (1994-1998) Models

3.8L OHV V6 Mustang Engine & Specs

• 145 HP & 215 TQ
• Originally offered with a 5-speed manual transmission or AODE 4-speed transmission
• The AODE transmission was replaced in 1996 by a 4R70W 4-speed auto transmission
• Gained 5 HP in 1996 from a new powertrain control module (PCM)
• Base model SN95 Mustang engine

5.0L “Windsor” V8 Mustang Engine & Specs

• 215 HP & 285 TQ
• 4.94L capacity marketed as a 5.0L
• Stopped production after 1995

4.6L “Romeo” V8 Engine & Specs

• 215 HP & 285 TQ
• Single overhead cam design
• Subtle differences to Windsor platform – valve cover bolt patterns, front cover bolts, and use of jack screws instead of dowels
• Received 10 additional horsepower in 1998 thanks to PCM calibration and updated fuel system

There’s no skipping around the fact that the SN95 was continued to be built on Ford’s Fox platform, though it underwent some serious changes before the 1994 model was released—actually, Ford allotted $700 million to develop the SN95.

Two main concerns for the Ford engineers was to improve the Mustang’s handling and reduce noise, vibration, and harshness (NVH) in comparison to the outgoing Foxbody.

The front suspension on the pony was reconstructed with longer lower control arms, new spindles, anti-roll bars and other improvements.

A four-bar link solid axle was used in the rear. The chassis itself was stiffened considerably to reduce flex—56 percent stiffer and 44 percent more rigid in the torsional plane. Four-wheel disc brakes were also equipped to the SN95 and ABS was optional.

In comparison to the Foxbody, the SN95 received a serious makeover both inside and out. The body of the new model was much sleeker and more aerodynamic than its predecessor, while still retaining some of the classic Mustang styling cues like the small cowlings on the hood.

Ford also modernized the inside of the SN95 with a dual-cockpit design reminiscent of the Thunderbird from the early 90s.

• Updated front suspension components – longer lower control arms, anti-roll bars, new spindles 
• Stiffened chassis for reduced flex
• Dual-cockpit interior design
• Sleek exterior styling

In January of 1994, Ford unsurprisingly reintroduced the GT model to the lineup. Really, how could the Mustang exist without the iconic GT?

Keeping the SN95 GT’s wheels turning was a V8 powerplant, which came in two different iterations over the model’s lifespan. From 1994-1995, the Windsor 5.0L V8 was in charge of powering the GT, but was replaced by the Romeo 4.6L SOHC V8 in 1996.

Despite the difference in capacity, the two engines had the same output—215 HP and 285 TQ. The Romeo 4.6L did, however, receive an additional 10 horsepower in 1998.

Specific to the GT was also a stiffer suspension setup for sharper handling, a 3.08:1 rear axle ratio (changed to either 3.27:1 or 3.55:1 in later years), and dual exhaust.

• Windsor 5.0L V8 engine (1994-1995)
• Romeo 4.6L V8 engine (1996-1998)
• 16” wheels 
• Stiffened suspension
• Dual exhausts

As a one-year submodel, the Mustang GTS of 1995 was essentially a “stripped down” version of the GT. To shred unneeded weight and improve track performance, Ford ditched the fog lamps on the front air dam and eliminated the rear decklid spoiler, as well as various other non-performance related parts.

It wasn’t long after the introduction of the base model and GT Mustang that Ford’s Special Vehicle Team (SVT) introduced the 1994 Cobra.

A modified version of Windsor 5.0L V8 powered the upper-spec Cobra, pumping out a 240 horsepower and 280 lbs-ft of torque in ’94 and ’95. The jump in output was attributed to the use of the GT-40 cast-iron cylinder heads and a Cobra specific upper intake.

To keep the added power under control, it was also given larger dual-piston brakes (13” front and 11.65” rear brake discs), a standard ABS function, 17” wheels and premium Goodyear tires.

In 1996, the Cobra received another jump in horsepower. This time it was powered by an all-aluminum, DOHC 4.6L V8 engine, which was capable of producing 305 HP and 300 lbs-ft of torque.

• Windsor 5.0L V8 producing 240 HP – 1994 and 1995 
• Romeo DOHC 4.6L V8 producing 300 HP – 1996 to 1998
• Dual piston brake calipers clamped to larger brake discs
• 17 inch wheels

Following the success of the 1993 Foxbody Cobra R, Ford’s SVT team went all out once more in creating a track-oriented weapon—enter the 1995 Cobra R.

The engineers behind the project stripped it of any unnecessary features, like the back seat, radio, power steering and windows, and A/C unit.

Next, the team modified the Windsor 5.0L V8 engine, getting it to pump out 300 HP and 365 lbs-ft of torque. To handle the extra power, a Tremec 3550 5-speed transmission was fitted.

Finally, the Cobra R received heavy, progressive suspension spring rates, thicker stabilizer bars, and a front strut tower brace to boost performance on the track.

• Modified Windsor 5.0L V8 engine
• 300 HP & 365 TQ
• 22-gallon fuel cell
• Tremec 3550 5-speed transmission
• Updated suspension and chassis pieces

Because the New Edge Mustang is built upon the same basic platform as the 1994-1998 SN-95, most builds take advantage of the same aftermarket parts. Read on to find out about the most common modifications for your Pony!

Aftermarket Gearing: Looking for a quick bang-for-the-buck upgrade? Swapping the rear-end gear ratio (axle ratio) in the differential is relatively inexpensive and can improve your Mustang’s response by leaps and bounds.

Typically, owners choose to steepen their axle ratio in order to improve acceleration off the line, though it can work in the opposite manner if desired. Changing a gear does not alter the horsepower output of your Mustang, but rather manipulates the power band.

Fitting an aftermarket exhaust to your New Edge is the most common piece of advice from a Mustang enthusiast. Whether you’re in it for raw horsepower or just looking for a throatier sound, there are options for your build.

It’s all about the mid-pipe. With different styles of mid-pipes available—H-Pipes, X-Pipes, and Y-Pipes—you can tune your pony’s performance to fit your needs.

Swapping out the stock unit for an aftermarket piece will improve flow of gasses, therefore improving horsepower and also changing the sound characteristic. Read here to learn all about choosing an exhaust for your Mustang!

Whether your Mustang build is going to be a track weapon or street machine, upgrading your pony’s suspension can pay dividends to its handling and ride quality. Know what you are going to be asking of your Mustang when choosing your upgrades.

Coil-over kits come at a relatively inexpensive cost and are highly beneficial to the responsiveness of your car’s handling. These kits are most popular for their easily adjustable ride height, reduction of body roll and nose diving, and improving outright handling without making the ride too harsh.

Air lift systems are also a popular choice, although much more expensive than a coil-over setup. These systems work by regulating airflow to aftermarket airbags that are used to replace your Mustang’s OEM springs. An Air Lift system is highly adjustable, allowing the car to be slammed nearly 4” below and raised 1” above stock height.

It also allows for a high adjustability of compression and rebound damping. That said, you could slam your pony for a meetup, then adjust it to handle a racetrack, drag race, daily drive and just about anything in between.