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Mk IV, Superblower, CRS and other Continuation Cars Forum / Re: Project Last Anglo-American Hero
« on: January 20, 2018, 23:46:37 »
Hobo, thanks for your reply which I found interesting. I am under no illusion regarding the car that I hope will materialise from my work. I have for years read the problems of the Mk IV FE conversions and not come across one happy owner. But not everybody wants a crazy, overpowered, ultimately uncontrollable car. However, there are many happy owners of the big block cars, although they are US based and mostly of course replicas. The secret of car modification is to be able to develop it yourself and be capable of doing that. Professional shops dont have the time to get it right or come up with new ideas. They are always under pressure timewise so can’t sit still and think about how best to solve the problem. I have my own engineering facility and have built several cars. My aim is a outrageous road car for fun only. However I am going to unusual lengths to ensure its serviceable. For example the gearbox and clutch will be removable without needing to move the engine. The Cobra isn’t a very practical car for all weathers here in the UK, so it’s always going to be a special occassion car.
I agonised about the 347 and 331 and I know they can offer enough power and would have been a vastly easier prospect. In the end my mind was made up, when I realised that the car has already the 427 chassis, the 427 body and the 427 suspension, so I wanted to experience the full fat experience before they stop selling petrol.
By the way, the Mk IV is perfectly balanced with the all iron 302, so if your getting a Windsor stroker, I’d keep it iron block with aluminium everything else...or it might be very tail happy.
Incidentally, I read and my engine builder advised that the 0.64 5th is not the best choice on the TKO 600 in Cobra, despite the power delivery. The drop is too much, always in and out of 4/5. Most owners regret and want the progressive 0.82. I’m running a 3.54, but might need 3.31.
I’m wondering with over 500 hp what exhaust pipe diameter you have after the primaries and whether it the cockpit is cooler or hotter with the underfloor exhaust? Suppose you can’t tell, if you just changed the rad and I’d also be interested to know of the dimensions of that if it works well.
I agonised about the 347 and 331 and I know they can offer enough power and would have been a vastly easier prospect. In the end my mind was made up, when I realised that the car has already the 427 chassis, the 427 body and the 427 suspension, so I wanted to experience the full fat experience before they stop selling petrol.
By the way, the Mk IV is perfectly balanced with the all iron 302, so if your getting a Windsor stroker, I’d keep it iron block with aluminium everything else...or it might be very tail happy.
Incidentally, I read and my engine builder advised that the 0.64 5th is not the best choice on the TKO 600 in Cobra, despite the power delivery. The drop is too much, always in and out of 4/5. Most owners regret and want the progressive 0.82. I’m running a 3.54, but might need 3.31.
I’m wondering with over 500 hp what exhaust pipe diameter you have after the primaries and whether it the cockpit is cooler or hotter with the underfloor exhaust? Suppose you can’t tell, if you just changed the rad and I’d also be interested to know of the dimensions of that if it works well.