Hello everyone,
Rather than split this up and make individual posts, I will go ahead and try to consolidate this into one on-going thread. Some of you guys know me from corral.net where I spent several years documenting the build of my 93 Coupe (the white one on BBS RK Plasmas shown here). Since then I’ve moved on to this 1996 Cobra and have had a good time daily driving and tinkering with for the past year. So far I’ve added the following mods:
- MGW Shifter
- FMS 4.30 Gears with rebuilt trac-lock
- FMS Aluminum Driveshaft
- MM Full Length Subs
- MM Panhard Bar
- MM Height Adjustable Rear Lower Control Arms
- H&R SS Springs
- Tokico Blue shocks/struts
- 2004 Cobra A-arms/Spindles
- Replaced every bushing in the car
- New Clutch/Brakes
- 18x9/18x10 Saleens with 265/295 BFG KD2’s
The car is pretty much where I want it to be in terms of looks and suspension/brakes. Now that those items have been addressed, I’d like to focus a bit of energy into freeing up some power. After talking to several member here and reading up on mods, I’ve decided to move forward in the following way... Please feel free to provide any input you may have on the related topics and steer me in the right direction.
First, I’d like to begin by taking the car to my local dyno and obtaining a baseline pull to know what my starting point is. Once I have this information, I plan on adding the following:
Exhaust: I have read that the header removal/install on these 96-98 Cobras can be very time consuming in that the k-member needs to be dropped, or the engine must be elevated. Along with that, I live in CA, and therefore the car must be easily smoggable with no major labor of swapping parts. As a result, I will keep the stock exhaust manifolds, at least for now. How bad are they and how much am I sacrificing by not going to long-tubes for an N/A application? Also, do all 96-up Cobras have the same OEM exhaust manifolds, or do the Terminators have higher flowing manifolds? The rest of the exhaust will be 2.5” BBK H-pipe and 2.5” Catback (Probably Dynomax SuperTurbo).
CAI: After doing several searches, the JLT True CAI kit which locates the filter into the fender, seems to be a popular choice. It offers 4” diameter piping at the compromise of not being able to run the stock 96-98 Cobra strut tower brace. Although this isn't a big deal for me, are there any recommended CAI kits that perform as well as JLT but will allow the STB to be retained?
Pulleys: My plan is to go with the Steeda Power Pulleys Part# 701-0002
Once these mods are completed, I’d like to get a 2nd baseline run before moving on. Once I have these numbers, I’d like to take it a step further with the following:
Short Runner Intake and IMRC deletes: I have corresponded a bit with “na svt” and “98 N/A 4V” who were both helpful and seem to be experienced in the runner shortening process. Aside from shortening the runners by 1.5-2.0”, is there any benefit to doing gasket matching or light porting to the lower intake? As far as the IMRCs go, I intend to do a home delete using JB weld/epoxy and gasket matching the individual ports. I found some good information here if anyone is interested:
Project 'Home-Brewed' Intake Manifold
http://www.svtperformance.com/forums/sn95-cobras-24/655037-98-n-4v-shortrunner-dyno-results.html
180 Degree Thermostat: I have been told that 96 Cobras had some cooling issues that were not present in the 97-98 cobra models, but I have not been able to find anything to support this nor have I experienced any cooling problems myself. In any case, I do plan on adding an 03-04 Cobra thermostat which is rated at 180 degrees stock. I just picked up the Stant stat at Pepboys yesterday actually. If anyone is interested in learning the difference between the 96-98 Cobra thermostat and the 03-04 Cobra thermostat, click here:
http://www.svtperformance.com/forum...tween-terminator-96-98-cobra-thermostats.html
Tune: As far as the tune goes, I will have to do some more research on the topic before I can ask the right questions. However, I am being told that the Xcal is the ticket. With the tune I will also have to delete the IMRC code (due to the deletes), and adjust the temperature that the e-fan comes on due to the thermostat swap. Can anyone explain the process that most tuners typically use to find max power? They are adjusting timing and A/F right? So what sequence do they typically follow for a simple N/A bolt-on car to find that max power? Any literature on this would be greatly appreciated. I plan to research this thoroughly before handing any dough over to a tuner. Also, data-logging is important to me and I’d obviously prefer whatever means gives me the most flexibility and monitorability.
Once all these mods are completed, I intend to go in for a dyno tune to maximize the combo and compare it to the previous two dyno results.
Now for a few black horse questions that I have heard mixed opinions on:
1.) Throttle body – at this stage is there any benefit to adding a larger diameter TB? In the fox world there is almost no benefit to moving to a larger TB than the stock 58mm if the engine is stock. Keep in mind, I do plan on doing the short runner intake on the Cobra.
2.) MAF – The stock 96 Cobra MAF is 80mm, so I don’t think it will be a bottle neck for my N/A application. Unless I stand to gain more than 5rwhp, I’d rather stay away from spending money on this. I am always hearing about guys using the Lighting 90mm MAF (which uses larger injectors). What needs to be modified to use this MAF (with 24lb injectors) and how much power do I stand to gain given my mod list?
Is 300rwhp possible with this list of parts w/o long-tubes? I have looked in depth at the svtperformance 96-98 Cobra dyno thread linked below, and it seems possible, however, I don’t have a good feel for how restrictive those factory Cobra exhaust manifolds are?
http://www.svtperformance.com/forums/sn95-cobras-24/505250-new-sn95-cobra-official-dyno-thread.html
Eventually the car will see some strip action, but I don’t see that happening anytime soon.
I will also be at the Fabulous Fords Forever Show in Knott Berry Farm next Sunday, 4/25/10. If you see my car, come by and say hello.
Thank you guys for your help!
Rather than split this up and make individual posts, I will go ahead and try to consolidate this into one on-going thread. Some of you guys know me from corral.net where I spent several years documenting the build of my 93 Coupe (the white one on BBS RK Plasmas shown here). Since then I’ve moved on to this 1996 Cobra and have had a good time daily driving and tinkering with for the past year. So far I’ve added the following mods:
- MGW Shifter
- FMS 4.30 Gears with rebuilt trac-lock
- FMS Aluminum Driveshaft
- MM Full Length Subs
- MM Panhard Bar
- MM Height Adjustable Rear Lower Control Arms
- H&R SS Springs
- Tokico Blue shocks/struts
- 2004 Cobra A-arms/Spindles
- Replaced every bushing in the car
- New Clutch/Brakes
- 18x9/18x10 Saleens with 265/295 BFG KD2’s
The car is pretty much where I want it to be in terms of looks and suspension/brakes. Now that those items have been addressed, I’d like to focus a bit of energy into freeing up some power. After talking to several member here and reading up on mods, I’ve decided to move forward in the following way... Please feel free to provide any input you may have on the related topics and steer me in the right direction.
First, I’d like to begin by taking the car to my local dyno and obtaining a baseline pull to know what my starting point is. Once I have this information, I plan on adding the following:
Exhaust: I have read that the header removal/install on these 96-98 Cobras can be very time consuming in that the k-member needs to be dropped, or the engine must be elevated. Along with that, I live in CA, and therefore the car must be easily smoggable with no major labor of swapping parts. As a result, I will keep the stock exhaust manifolds, at least for now. How bad are they and how much am I sacrificing by not going to long-tubes for an N/A application? Also, do all 96-up Cobras have the same OEM exhaust manifolds, or do the Terminators have higher flowing manifolds? The rest of the exhaust will be 2.5” BBK H-pipe and 2.5” Catback (Probably Dynomax SuperTurbo).
CAI: After doing several searches, the JLT True CAI kit which locates the filter into the fender, seems to be a popular choice. It offers 4” diameter piping at the compromise of not being able to run the stock 96-98 Cobra strut tower brace. Although this isn't a big deal for me, are there any recommended CAI kits that perform as well as JLT but will allow the STB to be retained?
Pulleys: My plan is to go with the Steeda Power Pulleys Part# 701-0002
Once these mods are completed, I’d like to get a 2nd baseline run before moving on. Once I have these numbers, I’d like to take it a step further with the following:
Short Runner Intake and IMRC deletes: I have corresponded a bit with “na svt” and “98 N/A 4V” who were both helpful and seem to be experienced in the runner shortening process. Aside from shortening the runners by 1.5-2.0”, is there any benefit to doing gasket matching or light porting to the lower intake? As far as the IMRCs go, I intend to do a home delete using JB weld/epoxy and gasket matching the individual ports. I found some good information here if anyone is interested:
Project 'Home-Brewed' Intake Manifold
http://www.svtperformance.com/forums/sn95-cobras-24/655037-98-n-4v-shortrunner-dyno-results.html
180 Degree Thermostat: I have been told that 96 Cobras had some cooling issues that were not present in the 97-98 cobra models, but I have not been able to find anything to support this nor have I experienced any cooling problems myself. In any case, I do plan on adding an 03-04 Cobra thermostat which is rated at 180 degrees stock. I just picked up the Stant stat at Pepboys yesterday actually. If anyone is interested in learning the difference between the 96-98 Cobra thermostat and the 03-04 Cobra thermostat, click here:
http://www.svtperformance.com/forum...tween-terminator-96-98-cobra-thermostats.html
Tune: As far as the tune goes, I will have to do some more research on the topic before I can ask the right questions. However, I am being told that the Xcal is the ticket. With the tune I will also have to delete the IMRC code (due to the deletes), and adjust the temperature that the e-fan comes on due to the thermostat swap. Can anyone explain the process that most tuners typically use to find max power? They are adjusting timing and A/F right? So what sequence do they typically follow for a simple N/A bolt-on car to find that max power? Any literature on this would be greatly appreciated. I plan to research this thoroughly before handing any dough over to a tuner. Also, data-logging is important to me and I’d obviously prefer whatever means gives me the most flexibility and monitorability.
Once all these mods are completed, I intend to go in for a dyno tune to maximize the combo and compare it to the previous two dyno results.
Now for a few black horse questions that I have heard mixed opinions on:
1.) Throttle body – at this stage is there any benefit to adding a larger diameter TB? In the fox world there is almost no benefit to moving to a larger TB than the stock 58mm if the engine is stock. Keep in mind, I do plan on doing the short runner intake on the Cobra.
2.) MAF – The stock 96 Cobra MAF is 80mm, so I don’t think it will be a bottle neck for my N/A application. Unless I stand to gain more than 5rwhp, I’d rather stay away from spending money on this. I am always hearing about guys using the Lighting 90mm MAF (which uses larger injectors). What needs to be modified to use this MAF (with 24lb injectors) and how much power do I stand to gain given my mod list?
Is 300rwhp possible with this list of parts w/o long-tubes? I have looked in depth at the svtperformance 96-98 Cobra dyno thread linked below, and it seems possible, however, I don’t have a good feel for how restrictive those factory Cobra exhaust manifolds are?
http://www.svtperformance.com/forums/sn95-cobras-24/505250-new-sn95-cobra-official-dyno-thread.html
Eventually the car will see some strip action, but I don’t see that happening anytime soon.
I will also be at the Fabulous Fords Forever Show in Knott Berry Farm next Sunday, 4/25/10. If you see my car, come by and say hello.
Thank you guys for your help!
