AC Cobra Replica - ERA#326
Text and Photos by Michael T. Stolarchuk

1990 was the last season of my discontent. After having bought several fast cars, and watching their value drop, I wanted to build something which had more value when I was done.

Click on a photo to enlarge:

I started by learning quite a bit about older mustangs. In half a year, I bought a Red 1970 Mustang Mach 1. It's a 351W, 4 speed (currently with an automatic). While looking for parts for it, I found someone selling a fresh 427 side oiler with Medium Riser heads. Well, the price wasn't cheap, but it wasn't sky high. And although the seller wasn't going change the price, he was willing to throw in a small block toploader. And the right place to put that engine was in a AC Cobra. So I picked the best replica manufacturer in my opinion, and got in line to get many of the parts.

The engine is a stroked 427; it has the bore of a 427, and uses a 428 stroke. The crank is actually a Moldex billet, its not a crank from a 428. The actual displacement is a bit above 455 ci. At left is a picture of the block with the crank in place. The billet crank is matched to Carillo billet rods, and has TRW pistons. The rings are Total Seal. The C5AE medium riser heads have stainless valves with 10-degree locks in titanium retainers. The aluminum rockers-rollers are from Dove, with H.T. heavy rocker shafts, and spacers have been used to decrease rocker side play. Currently, the shafts are held in place by C5AE rocker stands, though I am toying with the idea of using blocks to increase rigidity. The camshaft is a Lunati roller, with pushrods from Crane.

The intake is an original aluminum sidewinder. There are two different carbs. Each one has plenty of flow for the engine, and I haven't decided which one I will use in the long run. There is a flowed 750 (to 930) and a custom three barrel Shelby style, both Holly. The three barrel ought to flow over 1050, though that hasn't been verified. Fuel is provided by dual 3/8" lines, pumped from the rear by Holly electric fuel pumps. At left is a picture of the engine planted into the car before the body was installed. This was during the time when the engine was first started, to ensure all mechanicals operated before any body work was done.

The flywheel is an aluminum Webber 11 1/2" with a Hayes clutch, and McCleod plate. The short tail-shaft, big-in, big-out, toploader is bolted to a Lakewood scatter shield. It connects up to a Hurst shifter, with an original handle.

The 31-spline slip-yoke connects to a 14" driveshaft, which is attached to a custom Ford 9" independent rear drive. Inline calipers from '88 Mark VII rear brakes are used on 11 1/2" rotors. Balance bars join from the center of gravity of the car to the rear hubs. The front brakes are Wilwood 6 piston calipers on 12" rotors. Wheels are Centerline. Tires are currently Goodrich Comp T/A (265/50 R15 front, 295/20 R15 in the back). After the car passes inspection, other tires are likely to be picked. At left is a picture of the completed rear end.

Ignition system is MSD based, with a timing ramp control, and cockpit adjustable retard. The external oiling system includes a Canton Accusump, with electic gate, a Earl's oil cooler and temperature sensor, and dual oil filter. To deal with the high pressure, high volume oil pump in the block while the oil is cool, there is an external oil pressure relief valve, which dumps oil back into the pan.

The headers are bent 2 1/2" tube, which have been high temp coated. Several of the headers have bosses for an oxygen sensor, which can be used to determine whether the mixture is rich or lean.

In April of 1995, I attended a Ford show in Columbus, Ohio. This was one of the best shows I've ever been to. It was different going on Sunday rather than Saturday. Maybe it was calmer, or maybe car stuff had died down a bit. That would be good news ... there was time to talk to vendors, some nice components on display. I bought a pair of cheap rocker covers for $25, end stands for the FE, new FPP rockers and pushrods. Best of all, though, I found a set of spindles for the '70 MachI ... complete with calipers, dust covers, hubs, and even flex cables. The rotors seem shot ... but I'd want new ones anyway.

The rockers were replaced with FPP bushed rockers. Some `MR' stands for the shafts were replaced with FPP end-support stands. Since I've never viewed the end shaft displacement at high rpm, I really don't know what the actual effects are.

I also cut the top off of one of a really cheap pair of rocker covers. I then bolted the cover in place to view oiling when the engine runs. It took a long time for the shafts to warm up enough to bleed oil. It was interesting to watch, and makes me believe one of the valve seals are broken ... But I wasn't able to get any additional oil into the valve by squirting oil onto the valve areas .... maybe next time I try this, I'll dump a quart right into the open valve cover to see what effect that has. It makes me wonder if the internal oil leak is due to intake mating problems. I do know I'll open the engine up this year to see where the oil is going.

Read end from a different angle of view	Close up of the Rear Differential