Legions of loyal Ford Mustang enthusiasts have eagerly awaited the emergence of the first aftermarket components for the modular-engined '96 Blue Oval ponycars. After a successful decade of tuning the venerable 5.0-liter V-8, creating a whole power-minded industry in the process, speed freaks have been faced with the monolithic OBD-II emissions hurtle that stands in the way of supertuning the new high-tech SOHC and DOHC V-8s.
A legendary name in aftermarket performance, Kenne-Bell has burst through the gates with a supercharged Mustang Cobra touting the first tweaked 4.6-liter to hit the market. According to Jim Bell, president of Kenne-Bell, the goal was to add a solid dose of power for a moderate price. Awaiting final CARB emissions approval, the five-psi twin-screw Whipplecharger kit is solely responsible for the brutish, tire-shredding character of this king Cobra. As our testing revealed, Kenne-Bell's mission was accomplished with the over-the-top spirit that advanced commuting from crowded, sign-riddled buses to limited-passenger space shuttles.
Starting with the already formidable 305-horsepower Mustang Cobra, Kenne-Bell had its sites set on membership in the earth-shaking 400-horsepower-plus club. Its horsepower enhancer of choice is an easy-to-install Whipplecharger TS1000-5 supercharger kit. With a mild five pounds of boost, output jumps to a rear-wheel output of 327 horses, which equates to approximately 392 net flywheel horsepower. The efficient, self-oiling 'charger single-handedly lowered the Cobra's quarter-mile times from a stock 14.0 seconds at 101.7 mph to a blistering 13.2 at 109.4. More power may be available soon from a pulley change, raising boost pressure to eight pounds, and an accompanying computer-chip swap to produce an additional 60 or so tarmac-chewing horsepower.
The benefit of this Lysholm-type blower is the immediate throttle response, which rewards hard accelerator stabs with neck-snapping, seat-wetting acceleration. On the street, the car feels muscular but restrained in casual driving. When called upon, the engine wakes up with an angered god's fury, screaming for vengeance as the tach needle climbs toward six grand. With this tail-wagging power held in check only by the driver's self-preservation instincts, the modified Cobra demands an open road or track to explore its full potential.
To balance its Camaro-clobbering straight-line abilities, Eibach progressive-rate springs were installed at all four corners, lowering the car two inches and helping reduce body roll. Global West front camber plates were installed to maintain a flat contact patch, while TSW Hockenheim R alloy wheels were wrapped with sticky Goodyear 275/40ZR17 GS-C tires, providing a sharp appearance and improved traction. The 60-0-mph stopping distance of the respectable factory brakes was reduced from 121 feet by fitting massive 13-inch Baer Racing Pro Race brakes at front and rear. These beefy vented and cross-drilled discs provide a lunch-launching stopping distance of only 108 feet from 60 mph.
On the road course at Firebird Raceway, the Kenne-Bell Cobra maintained a tenacious grip on the pavement providing the acceleration remained smooth. Over-eager throttling prompted an immediate oversteer reprimand as the boost hit and muscled the rear loose in typical Mustang fashion. Straightaways seemed measured in inches as the Cobra blasted into triple-digit speeds with a fevered rush.
Timed laps around the road course displayed the merits of this car's aftermarket components by providing consistently low numbers. Rounding the timing tower, the Cobra's roar was muffled by the stock exhaust system, but there was no masking the sound of the hi-po V-8. In a blurred streak of white lightning, the Cobra flashed by the timing gear registering a low 1:02.9, dusting all (by at least one second) but the Lingenfelter Corvette. With similar success on the slalom, the Cobra slithered through the cones at an average speed of 68.3 mph, 0.9 mph faster than in stock form.