My turn to ask the questions of the Pro's..

[Double Venom]

Jim dropped the ball on the rods and crank before I got a chance to!
The rods are awesome, the crank, although admittedly not an expert, and without pulling it appears to be new as well as the pistons. Took a peek at the heads of the pistons today too.

Appear to be flat topped, couldn't even see relief for the valves.
Rod bolts are undoubtedly ARP's. Everyone knows my feelings about Holley's over the last few years and this was no exception.
Brand new 850 DP, new in the box, straight from Jegs to the shop. The secondary's were hanging up and parts were missing. (Talked to DON and he told me it is normal for these carbs for the secondary's to stick and need to be adjusted.)

What happened to the Holley I once knew!?

I guess Jim has decided to just keep the the cam as is since it's all assembeled, including the heads. We'll also be starting out with the 850 DP.

This ought to get some reaction. It has the 31 spline rebuilt T-10. Tranny appears to be extremely tight (good) right now, but this is only a hand test. OK - open for public debate:
Hydraulic throw out bearing. Yes - No?
Should we change this transmission and go with the T-56 or Tko-r-z?

If you think we should change to the 5 or 6 speed, who has the adapters?

This is really fun!

As you guys can see, Jim is a man of few words, but he is a great guy. He's hoping to at least bring his Chassis to the Fling. Now that will give the public something to talk about!

DV -- Have you seen the count! Add 50 Cobras to that list that are local and don't need to register on the web and you will see that 300 IS a very, very strong possibility!

Are you registered?

[Mike Braddock]

Ed,

Is the tranny really a T-10, or is it a toploader? If it's a toploader, give us the tag number so we can determine whether it's a wide or close ratio box. If you go with a 5 speed, the tremec TKO would be a good option in my opinion, especially with the 'road race' .83 overdrive vs the standard .68 overdrive. You can use the same bellhousing as the four speed you have now (I assume it's a steel scattershield?) and you can go one of two ways (that I'm aware of). (1) You can buy a TKO from anywhere and purchase the 5/8" thick spacer plate that gets sandwiched between the tranny and the bellhousing because the input shaft on the tremec is 5/8" longer than the 4 speed. Or (2) you can buy the TKO from Mike Forte (www.fortesparts.com) who installs a custom input shaft that is 5/8" shorter, so you don't need the adapter.

We swapped out our wide ratio toploader for a tremec 3550 in our Everette Morrison rebuild we're working on, but don't have it on the road yet. If you do the swap you might want to look at installing a removable trans crossmember if it doesn't have one, as it's easy to do at that stage.

Sounds like a very cool project. What year is the chassis? I assume you are using a 9" solid axle rear with a parallel four link and panhard rod? What front suspension is it set up for (vette, mustang II, EM custom tubular)? 335's should fit in the rear with no problems. I'm running 17x11's in the rear and have room to spare. That engine sounds HOT! When are we going to get some pics ?

Mike

What kind of cage do you guys plan on putting in it? Ron, I'd be very interested in seeing yours, so please post pics when you can.

[Mike Braddock]

Ed and Jim,

I forgot completely about this until I was thinking more about your car this evening. One of my friends built a naturally aspirated 460 powered cobra with a Richmond Gear 5 speed but after about 1500 miles, he decided to completely redo the car (he was bored!). The second time around he rebuilt his fresh 460 with a .100" overbore and lower compression pistons and then installed a Vortech YS supercharger. He also went with an automatic trans and has the Richmond 5 speed sitting in his shop--complete with the flywheel, clutch and scattershield for a 460. If you are interested, I can get you his contact information. He's a really good guy and I'm sure he would give you a great deal on the trans. He's located in Jacksonville, FL...

Mike

[Double Venom]

Mike,

Shame on me! I keep calling it a T-10 when it IS a Top Loader. I will see if I can get the numbers off it today. I can take pictures of the car, but I thought you guys would just think, seen one 460 you've seen em all!

Yup, it has the E-M 5- bar set up (pan hard) with an N case 9" . The front end came in with standard and used but re-built M II front end. The front has already been replaced with Tommy Beroths tubular arms using Carrera Coil Overs.

It also had a stock Ford Bellhousing but there is a brand new Lakewood on the floor that should be installed today. BUT, if you can let me know what your friend would want for the entire set up, I'll pass the word to Jim and see what he thinks.

The cage will be built by me and will meet the NHRA's 9-second standards. The side bars will hopefully be removable if we can engineer that in and still pass the requirements.

I've got to throw in an "atta-boy" here for E-M! Bob has been fantastic and could care less if this is a "second hand" buy in. He has called me just to find out if I need anything else, or if I need any tips or help on the assembly. I am even more impressed than I was with E-M!

One more quickie for this morning, it does have the removeable crossmember.

DV -- 300 and 1/2 Cobras are NOT enough! Are you registered?

[dalola]

Ed, Jim,

Nice to hear there's another 460 soon to be terrorizing the area!

It seems you are getting plenty of advice on the engine, so I'll avoid that. My question is, how did you determine comp. ratio without removing the heads? I'm sure you know, to get a true measurement, one must cc the chambers, the cylinder bore for top of piston volume, and also figure headgasket thickness and crush, and a few other things. There just are no short cuts here. If it were me, I'd be pulling those heads, and figuring a true comp. ratio. That is critical to everything else you plan with the engine.

If you are interested, I can send you the formula and worksheet we use here at Honda for measuring comp. ratio's on our prototype engines. It's easy, once you have all the data...just plug it in, and let the pooter do the math! Great for dummies like me!

Best of luck with your new project, and welcome aboard Jim!

See you guys Sunday at the meeting???

~Dave

[Double Venom]

Dave, et al,

All the numbers I have supplied came with the "builders sheet". None have been verified with the exception of actually checking out the Rockers, Rods, etc. All meet the sheet so far.

DV

[cobrashoch]

Ed/Jim - West Harrison is about 90 miles south of me and I live on the south side of Indy. It sounds to me you have got a firm handle on this thing. Still want for me to visit these folks? I will if you want but you have answered all the right questions to my mind. If I was to build a mild street cobra to run on pump gas one of the ways I would build the engine was using the combo you described by this builder. Mild cam with aluminum heads and 10.5 C.R. is a neat combo for a engine on pump gas. I would like to see more cubes there if he really wants to to go that fast, but there is many things that can be done later as you well know. I wonder out loud why this builder elected to use a roller when hydrqaulic lifters would have been enough with this cam grind? O-well, it's not the engine , its the settup that counts as you well know. Pictures still commin' at ya.

Later- cobrashock

[cobrashoch]

Dalola - I've misplaced it but a compression ratio can be calculated using a old fashion compression test if you know the piston diameter. Of course you would have to test all 8, 6, or 10 holes to get the hightest number. Maybe someone out there can remember that formula, as I can't but I do remember it was simple.
cobrashock

[Mike Braddock]

Ron,

Does that method work on a fresh motor in which the rings aren't yet seated?

Ed and Jim, I left a message for my friend to call me about those parts, so I'll pass on the information after I speak with him.

Mike

[Jahred]

Me again - more oil problems.

Started up the New 514. Have babied it, running great. Today though I developed an oil leak. Nothing serious but by the time I got it home and attempted to analyze it was losing oil very rapidly. My mechanic thinks it is because i have a cheap remote oil filter adapter plate. I ordered it from Summitt. He is recommending billet aluminum from Cannon.

I need to get up on jacks. Oil is coming from that area but could not confirm specifically. Anyone use the Summit unit and have problems? Anyone use the Cannon unit and have feedback? Thanks. Happy to have caught this before I had real trouble.

[Mike Braddock]

Johnny,

The cast aluminum oil remote oil filter adapters are an expensive accident waiting to happen. These adapters like to crack right in the middle of the NPT threads, often taking an expensive motor along with it. For about $60 you can order the nice billet Canton unit from Mike Forte at www.fortesparts.com . He's got them in stock ready to go out the door. You can call him at (781) 273-9900. If you run a remote oil filter, which most of us do, it's a wise investment, in my opinion...

Mike

[Double Venom]

Cobrashoch,
Before I forget again, the trip isn't necessary unless you feel like it. Totally up to you.

Jim is in total upheaval over the cam Doesn't know whether to leave as is, or actually step up to the last hot "streetable" cam.

Who hasn't faced all these decisions before?

Now it's time for the Pro's to step in again. We're in the, "what is it" phase?

Not sure but believe the motor is an '71: 8Y883876

The tranny:
C8AR 7008 1
DOZR - 7A040 A

Mike: The Chassis is a '97.


Wide ratio or close transmission? Why?

DV -- The DVSF needs your support and attendance! Have you bought your raffle ticket yet? Aw-c'mon, you can come!

[John Mahan]

DV, I have a 460,560hp in my cobra. It has alum. cobra jet heads and I run a holly 850, no choke. I have driven several 750 equipped 460's and not enough stuff goes thru them! Another note on a 460---try an aluminum flywheel. Mine cranks like a small block chevy! On the choke thing--today it is 49 outside and it was hard to get warm, but most driving is done in warmer weather and I don't miss a choke.
John Mahan
Cobra 1006 @aol.com

[Double Venom]

John,
We've been discussing an aluminum flywheel. Supplier?
Didn't see one in Jegs.

Thanks fella.

DV

[Jahred]

John. Can you comment in anymore detail on the aluminum flywheel? Surprised that made a noticeable difference. Anyway to quantify that or add some flesh to those bones???

[Jahred]

Oh, and MIKE, thanks much for the input. In the process of doing just that. In the meantime will try to see if a shorter filter will fit. FORD told me most of their Cobra engine trouble related somehow to moving away from standard filter set ups. They recommended bagging all the extra hardware!. But heck. What fun would that be, right? Anyway, engine number two has dodged a bullet for now.

[John Mahan]

DV- the flywheel on my 460/560hp crate motor is a McLeod. Depending on engine year, you can get either 0 balance or the 28 balance. It gives much better response, and low rpm is smooth. The difference is noticeable---Drive mine at the Fling,you'll see.
John Mahan

[Double Venom]

Anyone got any comments on the above tranny information?
DV

[Mike Braddock]

Ed and Jim,

My apologies for not getting back to you sooner. Chappy was out of town until last night. I spoke with him about the Richmond and he still has it and is ready to let it go. So...here's the scoop on it:

It's the Street Five Speed version with the 26 spline 1-1/8" input and 32 spline output. He had a small input shaft toploader before this one and twisted the input shaft in two. (He said he'll throw that in as a bonus ). The part number is 71-5812. Here's Richmond's site where they have all the information on this tranny:

http://www.richmondgear.com/index.html

The ratios are as follows: 3.28 2.13 1.57 1.24 1.00 .

He has the following with it:

• Hurst shifter (designed for this tranny) and linkage
• Extra box of new syncros and bearings should it ever need rebuilding (he's a very thorough guy)
• Lakewood 460 bellhousing and 1/4" custom intermediate plate
• New Ford flywheel redrilled for diaphram clutch (vs stock long clutch)
• High performance diaphram clutch with spring hub ($400+). He says this clutch holds the power with no problem (he had 600-650 hp), requires VERY little pedal effort, does not chatter and is totally streetable in its release manners.
• All the clutch linkage (mechanical)
• The tranny mount
• The 32 spline output yoke
• All the adapters required to run the speedo (it requires a GM speedo cable and adapters, all of which he bought new)
• And probably all the hardware for the installation (he's going to check this)

Tranny was purchased in '89, had 2600 miles put on it in '95 or so and then it was pulled out when he rebuilt the whole car with a blown 460 and an automatic. He would like to sell everything as a package deal. If you are interested, email me and I'll send you his phone number. This tranny now sells for $1900 through Summit. Add up the prices and he's easily got over $3k in everything. The first 1k miles were spent breaking in the tranny and sorting the car.

The last thing I'll say about this is this. Ed, this man is very much like you. When he does something, he does it right. No shortcuts, no excuses. I know you would not be sorry if you buy it.

Mike

[Mike Braddock]

Ed,

That four speed doesn't have an aluminum tag on it with a number that starts with RUG or HEH on it anywhere? According to David Kee's excellent site, it has a 28 spline output shaft and came out of a 1968-69 LTD, Galaxie or Custom 390. Check for the RUG number and we'll know whether it's a close or wide ratio box.

Mike