That's not really a comparable situation, very few parts are shared between the fox platform and the heavily reworked sn95 platform, while on the other hand a pre-facelift sn-95 and a post-facelift share almost everything except the outer body parts.
I meant it as there are people who don't consider them foxbodies just like how there is people who don't really consider the new edge an SN95 my guy. I feel as if it is a comparable situation, if you don't think it is then cool but oh well
I guess you learn something new every day... Anyways, I've been messing with materials in what free time I have. I think I've almost got them dialed, but I need to re-bake the AO in a higher resolution and without all the ancillary parts leaving shadows in it lol.... AO maps are removed from this screenshot btw, as the AO currently looks bAD lol... Another reason it looks bad is I need to re-export the model with the correct shading settings in blender as those DO carry over for some reason. Also you CAN make skins now, it just won't work properly for me yet... You have to change which texture you're pointing at in the "materials" file. The "paint design" ones DO show up in the selector, but when you pick them it's just a blank skin. (Only R from RGB) I had to lol Will post more once I have more.
I'm gonna post some specs here that will help out with the mechanical aspects of the car, hopefully it will make your work easier. These only apply to 94-98 Mustangs. --- Post updated --- Ok so some of these are really obvious but there is some stuff that many people don't know, here we go: 94-95 GT's - 5.0L HO Windsor motor - 215HP @ 4200 RPM & 285LB/FT @ 3400 RPM, Max 6250 RPM 96-97 GT's - 4.6L 2V Modular motor - 215HP @ 4400 RPM & 285LB/FT @ 3500 RPM, Max 6050 RPM 1998 GT's - 4.6L 2V Modular motor - 225HP @ 4750 RPM & 290LB/FT @ 3500 RPM, Max 6050 RPM 94-95 V6's - 3.8L Essex motor - 145HP @ 4000 RPM & 215LB/FT @ 2500 RPM, Max 5450 RPM 96-98 V6's - 3.8L Essex motor - 150HP @ 4000 RPM & 215LB/FT @ 2500 RPM, Max 5450 RPM 94-95 Cobra's - 5.0L HO Windsor motor - 240HP @ 4800 RPM & 285LB/FT @ 4000 RPM, Max 6250 RPM 96-98 Cobra's - 4.6L 4V Modular motor - 305HP @ 5800 RPM & 300LB/FT @ 4800 RPM, Max 7000 RPM 95 Cobra R's - 5.8L Windsor motor - 300HP @ 4800 RPM & 365 LB/FT @ 3750 RPM, Max ? RPM Notes: 94-95 V6's had a soft rev limiter, 96-98 V6's had a hard rev limiter 94-95 GT's with the T5 five speed manual had a standard 2.73 rear gear with an optional 3.08 rear gear 94-95 GT's with the AODE four speed automatic had a standard 2.73 rear gear with an optional 3.27 rear gear 96-98 GT's with the T45 five speed manual had a standard 2.73 rear gear with an optional 3.27 rear gear 96-98 GT's with the 4R70W four speed automatic had a standard 2.73 rear gear with an optional 3.27 rear gear All V6's had 2.73 rear gears All 94-95 Cobra's had 3.08 rear gears All 96-98 Cobra's had 3.27 rear gears All GT's/Cobra's had the 8.8 Trac-Lok (limited slip) rear end All V6's had the 7.5 open rear end All Cobra R's had 3.27 rear gears 94-95 GT's/Cobra's - T5 - 1st: 3.35, 2nd: 1.99, 3rd: 1.33, 4th: 1.00, 5th: 0.68, Reverse: 3.15 94-98 V6's - T5 - 1st: 3.35, 2nd: 1.93, 3rd: 1.29, 4th: 1.00, 5th: 0.73, Reverse: 3.15 96-98 GT's/Cobra's - T45 - 1st: 3.37, 2nd: 1.99, 3rd: 1.33, 4th: 1.00, 5th: 0.67, Reverse: 3.22 94-95 GT's - AODE - 1st: 2.40, 2nd: 1.47, 3rd: 1.00, 4th: 0.67, Reverse: 2.00 96-98 GT's - 4R70W - 1st: 2.84, 2nd: 1.55, 3rd: 1.00, 4th: 0.70, Reverse: 2.32 95 Cobra R - TR3550 - 1st: 3.27, 2nd: 1.98, 3rd: 1.34, 4th: 1.00, 5th: 0.68, Reverse: 3.00 New Edge Swap Option - TR3650 - 1st: 3.38, 2nd: 2.00, 3rd: 1.32, 4th: 1.00, 5th: 0.67, Reverse: 3.38 New Edge Swap Option - TR3650 - 1st: 3.38, 2nd: 2.00, 3rd: 1.32, 4th: 1.00, 5th: 0.62, Reverse: 3.38 Aftermarket - Tremec TKO - 1st: 3.27, 2nd: 1.98, 3rd: 1.34, 4th: 1.00, 5th: 0.68, Reverse: 3.00 Aftermarket - Tremec TKO - 1st: 2.87, 2nd: 1.89, 3rd: 1.28, 4th: 1.00, 5th: 0.64, Reverse: 2.56 Aftermarket - Tremec TKO - 1st: 2.87, 2nd: 1.89, 3rd: 1.28, 4th: 1.00, 5th: 0.82, Reverse: 2.56 Aftermarket - Tremec TKX - 1st: 3.27, 2nd: 1.98, 3rd: 1.34, 4th: 1.00, 5th: 0.72, Reverse: 3.00 Aftermarket - Tremec TKX - 1st: 2.87, 2nd: 1.89, 3rd: 1.28, 4th: 1.00, 5th: 0.68, Reverse: 2.56 Aftermarket - Tremec TKX - 1st: 2.87, 2nd: 1.89, 3rd: 1.28, 4th: 1.00, 5th: 0.81, Reverse: 2.56 94-97 - 15.4 gallon fuel tank 98 - 15.7 gallon fuel tank 5.0L Windsor motor: Average of 550 flywheel horsepower (give or take 10 percent) before block splits, 6500 RPM max on stock motor before both bottom and top end are at their breaking point, bottom end is pretty stout for power with a cast crank, forged rods, and either forged pistons, or hypereutectic cast pistons on 1993 and up engines. 4.6L 2V Modular motor: Highly debated average of 500 flywheel horsepower (give or take 10 percent) before bottom end lets go, 6500-6800 RPM max on stock motor before oiling issues and bottom end begin to be a major concern, 7200 RPM will grenade the bottom end in seconds. the cracked powdered metal connecting rods are the main weak point in the 2V, the pistons are hypereutectic, but lighter than the 5.0L, the crank is cast. Block should be ok for around 1000 flywheel horsepower. 3.8L Essex motor: Average of 350 flywheel horsepower before bottom end lets go, 6500 RPM max on stock motor before bottom end reaches breaking point, top end will go to 6300 GT's had either 16 inch 5 spoke wheels from 1994-1998 (16X7.5, 225/55/16), 17 inch "Tri-Bar" wheels from 1994-1995 (17X8, 245/45/17) or 17 inch 5 spoke wheels from 1996-1998 (17X8, 245/45/17). Cobra's had 17 inch 5 spoke wheels from 1994-1997 (17X8, 245/45/17), with 1994-1995 models being all brushed silver, and 1996-1997 models having a darker brushed silver face with black inserts. 1998 Cobra's had a wheel resembling the 1995 Cobra R wheel, although with a different size (17X8, 245/45/17) V6's had 15 inch 3 spoke wheels from 1994-1998 (15X7, 205/65/15), with 1994-1995 models having three slots per spoke, and 1996-1998 models having one big slot per spoke. Some special editions that were made during 94-98: (1994-1998) Cobra: The Cobra was a nicer and higher performance version of the GT. The GT, with it's dated 5.0L was severely lacking in power compared to the Camaro's 5.7L LT1 (LS1 starting in 1998), and it showed. Following the 1993 only Fox Body Cobra, a Cobra variant of the SN95 Mustang was introduced in 1994, sporting more comfortable and better handling suspension, bigger front brakes with dual piston calipers, GT40 cylinder heads and intake, and many more features standard that were optional on the GT. The Cobra was also equipped with a slightly lighter flywheel, a unique camshaft compared to the GT's to make up for the lost bottom end grunt from the GT40 upgrades, and 3.08 gears for a little bump in acceleration. The Cobra rode on 17X8 Cobra 5 spoke wheels with 255/45/17 tires, and had a white faced gauge cluster, with the speedo going up to 160 MPH instead of the black faced 150 or 120 MPH in the GT's and V6's. Outside, the 1994-1995 Cobra's were set apart from the GT's with Cobra fender badging, front bumper, headlights, and spoiler (known as the crab claw) with the third brake light integrated. This also meant that 1994-1995 Cobra trunks were unique in that they didn't have a third brake light, as it was in the spoiler. 1994 Cobra's also did not have the SVT badge on the trunk, unlike the 1995 and up Cobra's. The rear bumper was taken from the V6 Model with "MUSTANG" printed on it. 1994-1995 Cobra's were only available in Rio Red, Black, or Crystal White, with either a black or saddle interior, both available in leather or cloth. 1995 was the only year that the Cobra could be had with a 5.0L and a convertible top, and all of them were painted Black and had black soft tops, and a saddle leather interior. A removable hardtop option was available for 1995 Cobra's only. Originally meant for all Mustang convertibles, it was not popular due to the price, weight, and difficulty of removing and installing. Only 499 were made. Total Cobra production numbers for 1994 was 6009, and 5258 for 1995 (including the 250 Cobra R's). In 1996, the Mustang went to the Modular motor and that meant the Cobra too. It was now powered by the 4.6L 4V V8, which was also hand assembled, as all Cobra motors were to be, starting in 1996. Behind it was a T45 transmission, sending the power to 3.27 rear gears. The interior of the car was relatively unchanged, except for the updated Modular gauge cluster, which went up to 8000 RPM instead of 7000 RPM in the 5.0L cars. The Cobra cluster was still white, and went up to 160 MPH. The outside of the car had some minor changes. Apart from the 4.6L tail lights, the 1996 and up Cobra's had a Cobra specific hood and rear bumper, which was essentially a V6 bumper with "COBRA" printed on it. The trunk now had the third brake light again, and the spoiler was a carryover from the GT. The Cobra specific wheels carried over from the 1994-1995 Cobra's albeit with a slightly new paint scheme. Interior colors and materials remained the same from 1994-1995 Cobra's. Outside paint colors changed slightly, with 1996 offering Laser Red, Black, or Crystal White. Mystic was a new color, available for 1996 only. It changed colors at different angles and light intensities. Green, Amber, Gold and Purple were the colors that could be seen in Mystic paint. Only 1999 Mystic Cobra's were produced. Convertibles now had black, saddle or white for soft top colors. Production for 1996 was 10,003. 1997 Cobra's were essentially a carryover from 1996, with the few differences being a honeycomb grill delete (honeycomb grills were on 1996 Cobra's only), and the spoiler now being optional. Pacific Green was added to the 1996 color lineup for 1997. Production for 1997 was 10,049. 1998 Cobra's were a carryover from 1997, with the few differences being the absence of the dash clock (like all 1998 Mustang's), and new 17X8 Cobra R style wheels. 1998 Cobra colors changed slightly. Laser Red, Black, Crystal White, Bright Atlantic Blue and Chrome Yellow were the colors for 1998 Cobra's. Production for 1998 was 8654. (1994) Cobra Indy Pace Car: The Cobra Indy Pace Car was a special edition of the Mustang Cobra, made after the new at the time SN95 Mustang was chosen as Motor Trend's car of the year. Available as a convertible only, they only came in Rio Red with a tan soft top and saddle interior with leather seats, with special Indy Motor Speedway embroidery on the headrests. (1995) Cobra R: The 1995 Cobra R was a beefed up successor to the 1993 Cobra R before it. Over the standard Cobra, it featured special suspension upgrades, a 22 gallon fuel cell as opposed to the standard 15.4 gallon fuel tank, removal of all unnecessary features like A/C, radio, and rear seats, and a 3.27 rear axle ratio, only found in some automatic SN95's up to that point. Apart from being a stripper model, it was very unique as the powertrain was quite different compared to other SN95's using a Cobra R only 5.8L V8 with GT40 style cylinder heads and intake (a Cobra R specific hood was required to clear the engine), along with a TR3550 transmission. It rode on some Cobra R specific 17X9 5 spoke wheels that have been replicated constantly and are highly sought after. All this while remaining street legal. Only 250 were made and either an NHRA or SCCA license was required to buy one from Ford to show that the car was intended for racing use after the 1993 Cobra R's were quickly scooped up by collectors, however, many of these cars were purchased by collectors regardless. Every one produced was Crystal White with a saddle interior. (1995) GTS: The Mustang GTS was essentially what the LX was to the Fox Body. A Mustang with the power of the GT, but for less. Offered for 1995 only, it was essentially a mix, with the powertrain and suspension of a GT, and the body of a V6. Manual cloth seats, crank windows, no fog lights, no ABS, no spoiler, no cruise control, just whatever was needed to go fast (except for power steering and A/C), all while not being able to be seen as a special edition except to the trained eye, as the GTS did not have any special badging denoting it as something special. All the features that were offered for V6 cars could be added though if requested. Only 6370 were produced, with the majority being 5-speeds. (1996-1998) 248A: The 248A was a package that could be ordered for the Mustang GT which mimicked the GTS to a tee. Technically, it is not a special edition like the GTS is, but it is so close that it is considered one by most SN95 enthusiasts. Common modifications for SN95's: Suspension: Lowering springs are common modifications done to SN95's because of their higher than average stance from factory. Ford Racing offers B and C springs, B being a variable rate spring for a comfortable ride, and C being a fixed rate spring for more predictability. Other manufactures make lowering springs as well. Ring and pinion ratios: 3.31, 3.55, 3.73, and 4.10 gears are all common upgrades for SN95's, with 3.31's and 3.55's often used for boost applications. The ratios mentioned are what Ford Performance offers for the 8.8 rear axle. There are several more ratios available from other suppliers, including ring and pinion sets for the 7.5 rear axle, but Ford Performance sets have a reputation of being dropped in, with no adjustments in regards to shimming, and being perfectly silent. Aftermarket sets seemingly don't share this quality. GT40 upgrades (5.0L): GT40 upper and lower intakes are a very common upgrade for SN95's with the 5.0L HO engine. The easiest GT40 intake swap on the SN95 would be the 1994-1995 Cobra upper and lower intake. Because of the price tag of Cobra intakes, Ford Explorer/Mercury Mountaineer 5.0L intakes have been increasingly common. They are cheaper, flow the same, and can be used on SN95 style throttle bodies with the elbow adapter (like any Fox Body style intake can). Some people like the Fox Body Cobra intake for the looks, but it will provide the same amount of power as the SN95 Cobra intake, and the elbow adapter will be needed. Lower GT40 intakes are the same between the Cobra and the Explorer/Mountaineer, and any very small difference in the upper intake is related to casting quality. GT40 intakes should be good for anywhere from 7-17 flywheel horsepower on a stock motor depending on the condition. GT40 cylinder heads can be divided into different categories. 3 Bar and 4 Bar. The 3 Bar heads are found on Cobra's, and 1996 to mid-1997 Explorer's/Mountaineer's. They should be good for 20-35 flywheel horsepower on a stock motor depending on the condition. 4 Bar heads (also known as GT40P heads) are found on mid-1997 to 2001 Explorer's/Mountaineer's. These heads out of the factory are better performers than the 3 bar heads, with better spark plug location, and smaller combustion chambers for added compression. These heads are not very popular though as the spark plug location makes changing them difficult, and only certain headers can be used. Power gains should be minimal over 3 Bar heads. Ford Racing has also made various aluminum versions of the GT40 heads (GT40X, GT40Y) and other styles that resemble them that offer more power and weigh about half the cast iron GT40 heads weigh. PI upgrades (4.6L): The PI upgrades are like what GT40 upgrades are for 5.0L's. Cheap, easy power. PI heads should add between 15 and 18 flywheel horsepower on a stock motor depending on the condition. The PI intakes should add between 17 and 21 flywheel horsepower depending on the condition. PI cams will net between 14 and 19 flywheel horsepower depending on the condition. The PI cams and intake alone account for most of the power increase via airflow, but the cylinder heads, unlike most GT40 upgrades on the pushrod motors, bump the compression up quite a bit, making premium fuel necessary, due to the NPI motors having a smaller dish in the pistons than the PI motors have. Transmission swap (Manual 5.0L): The stock T5 in the 1994-1995 GT's are only rated for 300LB/FT (310 LB/FT in the Cobra's), and they have been known to break pretty easily under abuse in stock applications. A T5 out of a 1994-1995 V6 Mustang is a direct swap, so long as the slightly different gear ratios and lesser 265 LB/FT rating are acceptable in the application. The 1999-2004 V6 T5 is exactly the same as a 1994-1995 GT T5, but with an electric speedometer pickup. A TR3550 is a common swap, although most people swap in a T5Z, a heavier duty version of the standard T5, with gear ratios matching the Camaro V8 version, with a 0.73 overdrive optional as opposed to the standard 0.63 overdrive. It is an aftermarket transmission boasting a 330LB/FT rating, with different overdrive gear ratios available. Another transmission used for heavier duty applications are various versions of the TKO and TKX, with 600FT/LB torque ratings. Different bellhousings may be required for aftermarket transmissions. Transmission swap (Manual 4.6L): Like the T5, the T45 was pretty weak, and can break in stock applications. Many people turn to the TR3650, found in the mid-2001 and up New Edge GT's. They have a higher torque rating, and a very highway friendly 0.62 5th gear in 2002-2004 versions. If these transmissions don't do the trick, a Quick Time bellhousing will allow the transmissions found behind the 5.0L (and all the aftermarket transmissions designed for it) to be bolted behind the 4.6. Will add more later
Since it is a heavily reworked version of the SN95, will it receive openables as well as working shifters?
Thanks, I actually did a little of this already, but compiling information is REALLY boring, so I'm glad you're knocking that out so I don't have to bother lol. (I only really had rear-end ratios and the number of speeds in the given transmissions, nothing that in-depth) In a word, YES. NOW, I have not yet started working on those since I'm trying to get materials nailed-down first thing. The first time I reworked the whole .jbeam was before openables were vanilla soooo.... And yeah I just never got to the shifter. It's EASY to do though, once all the appearance stuff is acceptable (to me lol) I should be able to knock the .jbeam stuff out in a couple days. Thanks lol I AM working on the police skin, but it's not finished yet. That "Amuricka" one was a throw-together for testing and it took me like 40 seconds to make. I wanted the police one to look better and more polished before I shared it lolol No REAL progress to share since last post, I've been kinda busy IRL. I'll get back-back into it after Valentine's Day. (hopefully)
you should see if the CMS 2018 SN95 mod or Assetto SN95 mod (or forza's cobra R) could be of any help
As frustrating as this may sound, I'd prefer to work through the issues this mod has as it's helping me to learn things I wouldn't want to (or have to) learn otherwise. I hope you can understand, and I apologize for taking so long. I just don't have loads of free time these days. Anyways, I've got the police interceptor skin in half-decent condition. I'm still having trouble getting skins to show up when I select them, that'll be my next target AFTER I finish assigning and implementing the rest of the new materials I'm working on... (You can see by the orange trim that I've broken the old "Black" texture, which was literally ONLY a baseColorMap and nothing else lol... I'm replacing it with "sn95_trim" which will be more than just solid-black and will also have other layers besides a solid black baseColorMap lololol) Here is a screenshot of the WIP materials as viewed in blender. Again, these are still WIP, so don't expect everything to look exactly like this in-game lol Again, again, I'm still working on "sn95_trim" as you can tell by the white grill, and I still haven't removed all of the old solid black texture, as you can see by the interior mirror. I also haven't finished "sn95_lights," as it's still totally opaque, but I'm getting there. It's a work IN-PROGRESS lol Since the last post all the real progress I've made has been in filling holes in the model (There were LOTS) and making UV maps for things and creating and assigning new materials. I also re-modeled the door-hinge-area on the body as it was BAD and I'm gonna have to scrap the current covertible body since it has soooooooooooooo many carry-over issues from the old coupe body. Once the coupe is tolerable though, it'll be easy to copy/paste it and cut the roof off like I did last time lol. Anyways, progress has been slow because I've been VERY busy IRL lately. I've only worked 2-3 hours on it since last post, to put it in perspective. I apperciate your continuing patience LOL
That is great, I didn't mean to rush you at all, I've made a couple mods myself but they were nothing compared to this and even they took a long time. I just meant to be of assistance. Looks awesome.
Thanks. Yeah, I didn't take it as you rushing me, I just wanted to make my intentions known. I had an hour today so I took a whack at the 1996+ taillights. Not done, just a start... A side-by-side comparison of pre vs post 1996 taillight (I've also only made the left one lol [just a mirror-job to do yet, but ye]...) ...And here's more of a glamor-shot lol Don't mind the UV checker, it's only there to help me line things up so skins are a little less tedious to make once this thing is released. Also the taillight materials aren't done yet, they're "fudged" from the existing texture and they don't fit that well. I'll keep postin' 'em when I got 'em.
https://www.beamng.com/resources/200bx-with-vector-lightbar.16615/ Idea the lightbar talk to kemro to use
I'm beginning to think the "br" is for Brazil, no offense... I'll make a lightbar when I come to that, it's low-priority until the base car is finished. Anyway, I got bored of messing with materials so I made an exhaust. I used a photo for reference, but I feel like it still isn't that close... V6 Exhaust... GT Exhaust... IRS Exhaust... I also had to modify the underside of the floor, as before it was totally flat aside from the tunnel. I also modified the IRS subframe to move the differential pumpkin up since it sits higher IRL than I had positioned it. This also made room for the exhaust to fit under without hanging down like 30 feet lol Oh, and I added a jank transmission-crossmember. The new exhaust is sort-of modular so in-theory you could mix-and-match to make your own exhaust, or more likely I can mix and match which models I call on in the .Jbeam so I don't have to make 50 exhaust model variants... It starts with (one thing- I don't know why...) the catted downpipes... Into your choice of H... ...or Y pipes... Into one... ...or two mufflers... Then into one... ...or two axle pipes, or... one... ...or two IRS pipes... The possibilities are endless! good-enough lol I also threw together some axles for the IRS since it's been needing them for a good long while. I had to modify the upper arms since the real ones have reliefs for the axles and mine didn't lol... Also had to modify the swaybar so it didn't clip through. Anyways, I'll keep puttering-along and posting posts when I have posts to post.
Nice updates. I can't speak to the V6 exhaust but both versions of the V8 exhaust look accurate based on the old eyeball anyway. Same with the IRS setup. If you need pics of something specific just let me know. Keep up the good work!
I second that, looks identical to my factory H (although the last guy cut the main cats out, bastard)
