Club Cobra - Fe 427 hp?

Club Cobra (http://www.clubcobra.com/forums/)

- ALL COBRA TALK (http://www.clubcobra.com/forums/all-cobra-talk/)

- - Fe 427 hp? (http://www.clubcobra.com/forums/all-cobra-talk/105530-fe-427-hp.html)

Tires are also a 1 to 3% variable on a dyno. Tires can "rob power", inflation psi, traction, tread design. One thing is for sure, when you change something (rear gear ratio, trans ratio, tires, even oil if a different type AND at a different temperature), you need a new base line before you begin tuning again.

These variables are the big reason it's impossible to say how much percent of parasitic loss you can expect from one car to the next. Could be 17%, could be 25%, with seemingly duplicate spec cars!

A chassis dyno is liking weighing yourself with your clothes on. Wet cloths? Dry cloths? Empty pockets? Boot, shoes or barefoot? :)

I love the passion here!! I check back in two weeks after my last post and your still trying to help, Thank you!!

One post did catch my attention from CobraEd, I guess I really don't know what engine I have. Been told it was a 427. The date code on the block reads December 14, 1967 (7L14). Not sure when the production line began or ended for the 427.

Also, to go back to my tunning question, I turned the fuel mixture screws out to add some fuel to my 2 edlebrock carbs. This greatly reduced the popping from the pipes. The timing is at roughly 21 degrees at 1000 rpm. The new pro billet MSD distributer has the factory springs and the MSD 6AL2 seems to be working fine. I do however, have a small stutter when I try to accelerate quickly, smooths out fine and climbs right to 6ooo rpm without any fuel starvation issues. I'm going to blame the dual 4 setup and not the ignition (ignition is new from 6AL2 to the plugs).

Anyone know someone in Tampa that can tune this once and for all? I'd like to accomplish a reliable daily driver feel.

Thanks again,

Mike

Mike that stutter is most likely to lean on the main jets. That is fairly common with dual carbs, because of the large air flow they need to run well on the "rich" side. Sure you can get by with smaller jet's, more stumble when it's cold, get's much better after the engine is good and hot, better mpg with smaller jets. But you will always have a bit of hesitation. Go BIG. I'd start by going at least 5 or 6 sizes of jets larger than you have now just to see if your headed in the right direction. If 5 or 6 size increase feels like to much, drop back a size or two. Jets don't cost that much.

I went from a 64 to 72 and I really like it, NO bog at all!