Michael Johnson Associate Editor
April 1, 2002

After owning the '98 for almost three years and deciding it was time for something a little more serious, Glenn handed over the keys to Dianna. Not only did he want a serious Mustang, but he also wanted the ultimate street sleeper-a stock-appearing car, with quiet mufflers and big, supercharged Renegade power under the hood.

Acquiring another Cobra seemed natural, but this time it was to be of the pushrod variety, and it had to be Rio Red with a black leather interior. Glenn's three-month search culminated in southern Illinois where he found exactly what he was looking for. He went to Illinois, bought the car, and drove it home in December 2000. He had barely stepped through his front door when he had Jimmy C on the phone laying forth a plan to accomplish his goal of a street-brawlin' sleeper.

As with Dianna's '98, Glenn's '95 is downright scary-stock-looking to the layperson's vantage point. However, the not-so-subtle 315/35 BFGoodrich Drag Radials residing at the rear tell the story that there may be more to this Cobra than meets the eye. To get the most out of the 315s out back, Glenn put into service a pair of 17x10.5 Cobra R wheels.

Around the time of this twisted web, Mike Freedman was in the throws of getting out of Super Street Outlaw and planning an attack on the Renegade ranks. He had the components to put together a wicked 327, but in Renegade that size of an engine carries a weight penalty, so he decided on a smaller engine combination. This left the components looking for a new home. Here's where Glenn swooped in and acquired the components, which included an A4 block, a Scat crank, Oliver rods, and many other top-quality bottom-end parts to complete the short-block. Glenn scooped 'em up and carried everything over to The Engine Shop in Brooklyn, New York, to have the short-block built. He then relied on LaRocca's Performance to finish off the engine with Fox Lake-ported Edelbrock Victor Jr. heads and the stock Cobra intake, which had been Extrude Honed.

For a power adder, Glenn once again turned to Vortech for one of its T-Trim superchargers, capable of pumping out 18 pounds of boost. Remember, Glenn wanted quiet horsepower. Well, he accomplished that goal as well by implementing BBK long-tube headers, a BBK high-flow H-pipe, and a DynoMax after-cat featuring Super Turbo mufflers. As a witness to the sound of this car, we can tell you there's no hint of the beast that lies beneath the hood. How much power you ask? How about a streetable, detuned 583 hp and 521 lb-ft of torque to the wheels on LaRocca's Dynojet. With this much power on tap, the beast earned the nickname "Big Red."

The office of the '95 tells a different story than that of Dianna's '98. The Rhodes Custom Auto rollcage is a sledgehammer-subtle way of giving away the power capabilities found within. However, with the presence of every option, the Cobra is far from uncomfortable.

With this kind of power, you'd think 10s would be as easy as putting the shifter in First, right? Well not exactly. The 10s have eluded him so far, but not for lack of trying. At a recent Superstallions of the Net (www.superstallions.com) event held at Cecil County Dragway, Glenn had already run an 11.46 at 126 mph on BFGoodrich Drag Radials when he lined up for another go. Everything was going great when suddenly the car nosed over at about the 1,000-foot mark. Back in the pits, the copious amounts of smoke billowing from the tailpipes told the story of catastrophic head-gasket failure.

Despite such troubles, Glenn remains undeterred. As a matter of fact, he has already set in motion another round of upgrades. He told us his plans, and we would tell you, but we're sworn to secrecy. There is one thing we can tell you. The beast will be back-bigger and meaner than ever. You heard it here first.