Michael Johnson Associate Editor
April 1, 2002

Horse Sense: Glenn and Dianna Sullivan founded Sullivan Data Management in 1990. According to the Sullivans, the company "dedicates all of its resources to designing, installing, and servicing local and wide area networks for our client companies in lower New York State." It currently supports an installed base in excess of 75 networks.

It's morning. You head to the garage and get in your Mustang to go for a spin. You can't wait to hear the intoxicating sound of a supercharger combined with the unmistakable rumble of a Ford V-8. You pull the driver door open and black leather nestles your big ol' behind. Push in the clutch, turn the key, and Ford's finest comes to life. After a brief warm-up period, the rpm settle down and the supercharger says good morning in its typical vernacular. You stick the shifter into First and then back into Reverse to exit the confines of the garage. Once on the street, you bring the revs up to 4,000 rpm and side-step the clutch. The BFGs scream bloody murder as the rpm scurries past redline, leaving yet another set of black marks riddling the pavement on an otherwise quiet country road.

Glenn's '95 Cobra relies on a heavy dose of pushrod power in the form of a 327 that almost found its way into Mike Freedman's '95 Cobra Renegade car. Unfortunately, on its last outing Glenn lifted a head gasket. But not to worry-he has a few secrets up his sleeve to get the Cobra back on the prowl once again.

What you've just experienced is a typical day in the lives of Glenn and Dianna Sullivan. But what makes the Sullivans' situation a little different is not only do they have a pair of Mustangs in the garage, but they're also SN-95 Cobras, equally capable of shredding a pair of BFGs.

To give you some background on Glenn, his automotive desires have been all over the map. His first performance car was a '68 Coronet R/T with a warmed-up 440. Then he owned a '69 427/435hp Corvette. In the late '70s he was into Porsches, owning a string of 911s, one of which (a 911 S turbo) almost took his life. After that incident, he took some time off from his car hobby, but by the late '90s he was ready to jump back in. Glenn says Porsches get really fun around 120-125 mph, but his earlier experience showed him he needed a car he could enjoy for small sprints (0-60 and quarter-miles).

In the fall of 1997, Glenn began the search for an "American hot rod." Not aware of the Mustang Cobra's existence, his first quest for a power fix took him to a Chevrolet dealership to check out a Camaro SS. "When I drove the car, I couldn't believe how terrible the ride and build quality was," Glenn says. "The seating position was almost like lying down, and the car rattled and squeaked like crazy." Then there was the hump on the passenger side to make room for the catalytic converter. Glenn told the salesman that even though the car was indeed fast, the poor build quality would keep him from signing on the dotted line. In a bizarre twist, it was the Chev-rolet salesman who suggested Glenn take a look at the Cobra. "So in January 1998," Glenn says, "in the freezing cold weather, I testdrove the Cobra and liked it so much I bought it that day."

Dianna's '98 features the staples to building horsepower, with an otherwise stock 4.6 Four-Valve, a Vortech S-Trim, a Pro-M 77mm mass air meter, a Bassani X-pipe, and a Vortech T-Rex fuel pump. Even with these few mods, the Cobra belts out 426 hp and 360 lb-ft of torque.

After driving the '98 for more than a year in stock form, and being humbled by a few Camaros, Firebirds, and Corvettes, Glenn began the search for more power. "The name LaRocca's Performance came up over and over in all the magazine articles I read, so I gave them a call and spoke to Jimmy Chahalis (aka: Jimmy C)," Glenn says. Jimmy C walked Glenn through a process of turning his mild-mannered 255-rwhp Cobra into a 426-rwhp Camaro killer.

To get to that horsepower level, LaRocca's added a Vortech S-Trim, a Pro-M 77mm mass air meter and fan controller, a Bassani X-pipe, a Ford Racing Performance Parts King Cobra clutch, 3.73 gears, an F-250 Traction-Lok, and Moser 31-spline axles. Auto Meter Phantom boost and electronic fuel-pressure gauges were added to the A-pillar, while a set of FRPP 17x9 Cobra R wheels wrapped in BFGoodrich Comp TA treads finished off the outside. Glenn says the result of these additions added up to a "powerful, reliable sports car that can hold its own against almost anything the General has." On street tires, the '98 has run a best of 12.90 at 113 mph with a 2.1 short time.

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.

Dianna Sullivan's '98 Cobra
ENGINE AND DRIVETRAINdifferential, Moser 31-spline axles
Blockand 3.73 gears
Stock 4.6 Cobra 
DisplacementELECTRONICS
281 ciEngine Management
CrankVortech/Superchips chip
Stock CobraInjectors
RodsStock
StockIgnition
PistonsStock
Stock 
CamshaftsSUSPENSION AND CHASSIS
StockStruts/Shocks
HeadsStock
StockSprings
IntakeStock
StockRear Suspension
Throttle BodyStock
StockCaster/Camber
ExhaustStock
Stock headers, Bassani X-pipeWheels
and stock after-cat17x9 Cobra R
Power AdderTires
Vortech S-Trim, 9 psiBFGoodrich Comp TAZR 255/45
Transmission(front), 275/40 (rear)
TTC T45, Star PerformanceBrakes
(SPEC) clutch, Pro-5.0 shifterStock Cobra
Rearend 
8.8 with {{{Ford F-250}}} Traction-Lok 
5.0 Tech Specs
ENGINE AND DRIVETRAINRearend
Block8.8 with {{{Ford}}} {{{F-250}}} Traction-Lok
FRPP {{{A4}}}differential, Moser 31-spline axles
Boreand 3.73 gears
4 
StrokeELECTRONICS
3.25Engine Management
DisplacementAutologic chip/ LaRocca's
327 ciPerformance-tuned
CrankInjectors
Scat Pro Comp BilletMSD 50 lb/hr
RodsIgnition
Oliver BilletCrane HI-6
Pistons 
JE/SRP forgedSUSPENSION AND CHASSIS
CamshaftStruts/Shocks
Comp Cams hydraulic rollerStock
HeadsSprings
Edelbrock Victor Jr. Stage III {{{Fox}}}Stock
Lake-portedRear Suspension
IntakeStock
Stock Cobra Extrude HonedCaster/Camber
Throttle BodyStock
Stock CobraRollcage
ExhaustRhodes Custom Auto Works
BBK long-tubes andWheels
H-pipe (both Jet Hot-coated),17x9 Cobra R (front), 17x10.5 (rear)
DynoMax Super Turbo after-catTires
Power AdderBFGoodrich Comp TA ZR 255/45
Vortech T-Trim, 18 psi(front), 315/35 (rear)
TransmissionBrakes
TTC TKO, Ram clutch, Pro-5.0Stock Cobra, Hawk brake pads
shifter