April 1, 2005

John kept a lot of the parts on this car stock or near-stock for as long as he could. And a lot of that engineering makes it more streetable-an attribute that Mike sure is happy with. We think we would be kind in saying that 38 lb/hr injectors are marginal for this application. But, John has kept the boost low (12 psi) and the rpm range sane (Mike shifts around 5,500 rpm), so the whole thing seems to be working well together for now. For this kind of motor, with 18-plus psi, we'd like to see at least 72 lb/hr injectors in the car. But, for driving back and forth to car shows with a quick blast through the bottom two gears at a stop light, Mike has the perfect mix of parts.

Is the finished project just what Mike wanted? You bet. Here's how Mike summed up his Cobra: "It's a fun car for me. I drive it to all the shows. I bought it brand new, and over the last 10 years, I've just added a little bit at a time. Oh, I drive it. I've gone to St. Louis, all over Illinois, and to Bowling Green for the NMRA World Finals. It uses a lot of gas, but it'll go anywhere I want it to!"

John recently built and dyno tested a clone to Mike's car, and it cranked off 644 rwhp without breaking a sweat. That car runs 10.80s with ease, so Mike thinks he's right in that same performance range. Like many street cars that are on that edge of street and race, Mike has some tough decisions to make for the future of this Cobra. To his credit, he already knows that he needs more fuel system (at least 50 lb/hr injectors and the lines, rails, and pump to feed them), some exhaust upgrades, more suspension, and a roll cage. He's already been told that he's no longer welcome at his home track, Indianapolis Raceway Park. So, a cage is a must-do if he ever wants to get back to the track.

Perhaps the most dangerous part of this car is that Mike is still running around with the stock rear differential and axles in place with just a set of 3.73 gears added. With this kind of power, puking an axle at 100 mph is a reality, so we were relieved when Mike told us the spool and race axles are in the mail.

So, the modifications and upgrades continue for Mike Green, perhaps just like your project Mustang. Where they stop, no one knows for sure. Mike's wife is so attuned to the attraction that he has for his Cobra that she teases him by calling the car "Precious." To that we say, "It's OK, Mrs. Green, it is only going to get worse now that the car has been featured in the pages of 5.0 Mustang & Super Fords magazine!"

Block Stock {{{Ford}}} block with two-bolt mains and stud girdle
Displacement 331ci
Cylinder Heads Edelbrock Performer ported by Indy Cylinder Heads (63cc combustion chamber)
Camshaft Custom Anderson Ford Motorsport blower grind (hydraulic)
Intake Manifold Extrude Honed Vortech upper/Ford truck lower
Throttle Body Accufab 75mm
Power Adder Vortech S-Trim with Anderson Ford Motorsport Power Pipe
Exhaust FRPP ceramic-coated short-tube 15¼8-inch headers; MAC 21¼2-inch H-pipe; Flowmaster after-cat
Fuel System 255-lph in-tank pump with Vortech T-Rex external kicker pump
Transmission Tremec 3550 five-speed
Rearend Stock 8.8-inch with 3.73 gears
Engine Management Stock with SuperChips Custom Tuning chip
Ignition MSD 6DTM ignition and Blaster coil; Taylor Pro Race 409 ignition wires
Gauges Auto Meter tachometer; Auto Meter water, oil, fuel boost gauges; Computech EGT
K-Member Stock
A-Arms Stock
Springs Kenny Brown 111/42-inch lowering springs
Struts Lakewood 70/30
Wheels AFS 17x8 Cobra R
Tires Nitto 255
Brakes Stock Cobra
Springs Kenny Brown 111/42-inch lowering springs
Shocks Lakewood 50/50
Control Arms Stock
Traction Devices Kenny Brown upper and lower control arms; Kenny Brown “Track-It Plus” suspension
Wheels AFS 17x10.5 Cobra R
Tires Nitto 315-35R
Brakes Stock Cobra
Chassis Stiffening Kenny Brown subframe connectors