I want to thank all of you again for your kind words, I really appreciate all the nice things you have said about my life's work.
The
oil system is not Aviad the pan and tank are Stefs and the pump is a Daily, which I am very happy with since it not only returns the
oil but pulls a substantial vacuum on the engine. I currently run 295/30/18's on the front so the 315/30/18's won't be a big deal. I'll go 1/2" wider on the inner rim since I have room to do that. The rear fenders were flaired by Mr. Shelby when I ordered the car and are actually wider than an original SC spec car.
They offered that option in the early Cobra days along with whatever else you could think of at the time. I have never touched the front or rear fender profile since the car was new. The reason the fronts fit is because the car is essentially a 0 scrub radius car, the spindle and brake package are inside the wheel unlike the originals that have the upper ball joint outside the inner rim. I originally sized the front brakes for 15" wheels so the rotor is only 12" in diameter. I won a front axle set from Baer Brakes at the Optima Challenge so I am installing their 13" rotor and six pot caliper. I have Wilwood
dynalites on now and they have quite a bit of caliper flex which makes the brakes difficult to properly modulate. I am really looking forward to the Baer system improving my braking capabilities. Comparing my car to the Morris KMP is kind of an apples and oranges deal, on high speed stuff he would have a huge advantage because of the extensive aero work he has done. I have more horsepower (same engine builder) and a lot less weight and no aero drag beyond the brick like aero of a Cobra so I would think acceleration and low speed performance would be superior to the Morris KMP. I believe my suspension geometry is superior but I am sure Mr. Morris would argue that his is so that would be a toss up regarding who you choose to believe. My spring rates (trying to answer all the questions here) are 1200 #/" front and 1100 #/" rear for road courses and 1100 #/" front and 1100#/" rear for autox. A better question would be what are your wheel rates for sway bars and springs front and rear but that is secret
. The only way I could ever run these rates is with significant frame stiffening and really good shocks. I know this sounds really high but the car loves it. I hope this covers most of the questions you guys have.
Quote:
Originally Posted by D-CEL
Mr. 3170,
My respect and admiration for you exists on many levels.
Not only do you regularly carry your 40+ year old weapon into battle, you routinely trounce your opponents so completely, that they don’t want to play anymore.
You may have the ultimate “sleeper”
Your competition thinks: “its an original Cobra with big wheels, nobody would dare modify a REAL cobra, How fast can it be?” 
Then there’s your car..
The engineering and individual system detail would be impressive on a brand new race car. That you employ it on an irreplaceable car that many would put on a rotating, mirrored table in their living room, is what makes you “the man”.
Your gallery is filled with so many cool things, almost every picture has something telling in it.
I spent an hour looking and taking notes.
The adjustability designed into your suspension is beyond cool. Your sway-bars are fantastic
all the other things blow me away. (don’t want to give up what you don’t want divulged)
It’s so great to see a Cobra getting a technology infusion. I have always thought if someone put this kind of effort into a Cobra, it would be hard if not impossible to beat (up to 165mph lol)
A couple of questions?
What are your spring rates?
Why the lefty Stef’s oil pan when the rest is Aviaid?
I see your going to change your brake package. Have you decided on a direction? Im a Wilwood dealer, Id love to be involved if I can.
You and your car inspire me. Like Mark said, I bow in your presence.
Jason |