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2003 Ford SVT Mustang Cobra
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| Venom Added |
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| Updated |
Jun 10, 2004 22:23:32 |
| Rating |
 1343 ( -80 -5.95% ) | | Author | Dan Lyons |
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Description:
2003 Ford Mustang SVT Cobra convertible
Venom Added
Writer's Notes
Test Vehicle:
2003 Ford Mustang SVT Cobra Convertible
MSRP: $37,370
As tested:
$38,995
Showroom appeal:
Sharper fangs for Cobra this time 'round
Plus:
Fine, strong engine, lots of performance for the buck
Minus:
Aging cabin ergonomics, new models around the corner
The car launches with authority, and can cook tires as fast as you're willing to pay for them.
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These days, the SVT Cobra is a snake of many skins. Traditionally, Mustang matched up against Chevy's Camaro in the marketplace. Both were natural rivals, sharing a similar history and similar roles. Both were offered in models ranging from six cylinder sporty coupes to V8 high performance cars. It was a fair match up between native born middleweights. Then, a funny thing happened - Camaro disappeared. On the face of it, from a marketing perspective, this seems all to the good for Mustang. When your principal competition packs its tent and goes home, you figure to pick up market share just by still being there. However, while Chevy no longer has Camaro, they do have Corvette. And, until the GT(formerly GT40) super coupe gets to market, there isn't a high end, high po, halo car in Ford's stable, like the Corvette ZO6. Consider too that waiting in the wings is an entirely new Mustang for 2005. While it's not yet here, the trumpets heralding its arrival are getting loud enough to turn the heads of would-be buyers.
As a result of all of this, the 2003 SVT Cobra shoulders many loads. It serves as Ford's performance flagship against all comers: harassing Corvette, until reinforcements arrive and maintaining interest among Mustang loyalists, until the premiere of the new generation of ponies.
The latest Mustang Cobra seems to take all this in stride, emerging from the Ford Special Vehicles Team stable at full gallop. The 2003 Cobra packs a supercharged version of Ford's 4.6 liter V8 under the hood, with power numbers that are a stunning advance over the previous model. The 2001 Cobra made 320hp and 317 ft. lb. of torque. Respectable muscle, but downright puny compared to the 2003 Cobra, which rates a supercharged 390hp and 390 ft. lbs of torque. The difference in thrust is about as evident as the numbers suggest. Unlike the previous muscle Mustang motor (the 5.0, aka the 302, to Detroit Iron heads) Ford's 4.6 DOHC motor is known more for its high end than its work down low in the rev range. With the blower, that's all changed. Much of the influence of the Roots-type, Eaton supercharger is felt down low in the rpm range - 390 ft lbs of torque are available at 3,500 rpm. The car launches with authority, and can cook tires as fast as you're willing to pay for them. Sub five second 0-60 times are possible, along with a mid thirteen second quarter mile. If Ford had slipped something similar under the hood of the Marauder, there probably would still be a Marauder.
The last Cobra packing this much muscle - the 2000 Cobra R - also sported a big wing to keep it all planted. Absent any such tail force this time 'round, an electronic limiter steps in at 155 mph. The motor is linked to a six speed manual transmission. The added gear spreads the big engine's power over a wider band, though the shifter's location makes it a long reach for many people. In sixth gear at 70 mph, the engine cruises along at a completely unstressed 2,000 rpm. Even with this overdrive drop-off, the tradeoff for this Mustang's muscle is blah gas mileage (16/22) - a fact which undoubtedly lands flat in the land of "Who Cares", for Cobra intenders. After all, if mpg's are your main concern, you are more likely to be focusing on Focus than you are musing on Mustang.
Looking past the new engine (not easy, with all that tire smoke about) The other big benefit of the SVT over Mustang basic is IRL - Independent Rear Suspension. Still available only on Cobra and not on Mustang, IRL is most noticeable on twisty roads, where the Cobra steps over obstacles in mid turn that non-IRL cars would balk at. This year, SVT coupe models have higher spring rates, while convertibles (like my test car) remain the same as the last ('01) models. Cobra corners flat and the ride is reasonably smooth. The suspension setup feels stiff, and that, along with the tall wheel/short sidewall combination telegraph expansion joints and road bumps into the cabin. There is noticeable cowl shake on rough pavement, but the overall feel is not harsh.
The SVT package includes select modifications to the mostly Mustang interior. Chief among these are a set of suede/leather power bucket seats. I logged about 1,000 miles behind the wheel in a recent week and found that the buckets hold you nicely in place when you're hard charging and provide good support on long hauls. As with every Mustang model in this generation, the longer your inseam, the more likely it is that front seat travel is going to come up a little short. Since the typical back seat occupant in any Mustang figures to be a bag, briefcase or backpack, and since most luggage has little in the way of legroom requirements, I've never understood why Ford didn't lengthen the tracks and allow the driver to back the front seat right into the back, if he/she wants to. Otherwise inside, a full set of white faced gauges is on hand to keep the driver informed, and some metal brightwork has been added to gearshift knob and pedals. Embroidered Cobra logos are stitched into the seatbacks.
The SVT Cobra handles its multiple roles with aplomb. There are notably few cars that can match it on a muscle for money basis. These efforts by Ford's resident super tuners should keep some attention on the here and now when it might otherwise drift to coming attractions.
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---Story and photos by Dan Lyons
photos © Dan Lyons 2002 |
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