Here’s the latest photo of my engine. I think these screens look the best.
I purchased them from Jim Inglese.

http://www.clubcobra.com/photopost/d...Screens_sm.JPG

Regards,

LightNFast

Great engine, congratulations.
I ordered my 48 IDA's from Jim Inglese two weeks ago.
I'm very curious...

best of both worlds:
 

I thought this was a great idea- lots of filter, completely clean look when the hood is open.

I have had good luck with stack filters from Bills B Racing for my Berg IDAs (didn't seem to affect airflow much).

Bills B Racing

I'm really happy with the screens that came with my system. They've got circlips that sit behind the trumpet flanges to hold them in position. Once you've cut the foam to size the mesh pushes in from the underside and locates itself into a groove on the inside of the filter. :D

http://www.clubcobra.com/photopost/d...0/P1000553.jpg

http://www.clubcobra.com/photopost/d...0/P1000560.jpg

http://www.clubcobra.com/photopost/d...0/P1000349.jpg

http://www.clubcobra.com/photopost/d...0/P1000210.jpg




Regards.

[/b]Hey cobra… Thanks!

I think you made the right decision going with Jim. He will be there for you if needed…. and long after the sale too.

Welcome to the Weber family!

And to all the EFI guys here, I really do appreciate these systems as well… Very, very nice!

Regards,

We did an EZ-EFI engine a few months back. I posted this on the FE forum back then - but it fits into this discussion. It still worked out pretty well and serves as a good example of the stuff we can build these days. The only factory Ford part on this one is the timing pointer....

The engine is a 454 cube FE destined for a Cobra. The customer wanted a lightweight engine with good driveability, decent power and visual "punch". For nostalgia reasons he wanted to stick with Ford FE factory dimensions as to stroke and relative bore size.

We used a Pond block with a 4.250 bore, coupled with a custom 3.98 stroke steel crankshaft courtesy of the incomparable Adney Brown at Performance Crankshaft. The Scat H beam rods and 10:1 Diamond pistons completed the rotating assembly. Heads are our Stage X Edelbrocks with the 2.200 intakes and 1.710 exhausts. Cam is the same custom hydraulic roller we've used in the past - .594/.598 lift, 234/240@.050 duration. Rockers are bolt on T&Ds, damper is Romac, ignition the standard MSD billet (THANKS to the forum for getting me some of these when the supply dried up!!!)

The visuals come from the TWM injection system up top. It is an angled unit for Cobra hood clearance, with short polished trumpets. Injectors are 36 pounds, no IAC this time, and an adapter connection was used to couple the TPS to the EZ-EFI wiring harness. The controller was a FAST EZ-EFI multiport kit. We'd used - and reported on - this system before on an Edelbrock multiport intake. This was our first try with the Weber lookalike independant runner setup - prior IR engines used the more sophisticated (means expensive) FAST XFI or Big Stuff III systems. The EZ-EFI has no ignition functions at all - a normal curved distributor is used.

The engine fired fairly quickly with no real drama. Just like before, the EZ-EFI did its thing, learning as it ran - but only after reaching a temperature of 180 degrees. The initial map loaded into the computer was very rich. And again we noted that it took a while to get and correct data at each load and RPM point - maybe 30 seconds to a minute was required before the computer moved the mixture to the target A/F ratio. Not a big deal holding steady state at various loads at modest RPM - but kinda nerve wracking holding the new engine at 5000 RPM for a solid minute. The carry away message here is that if you install one in the car you should expect to require a fair amount of driving to get the system calibrated.

Actual power and torque were reasonable and in line with expectation with peaks of 541 HP and 550 TQ - Its worth noting that we had to wrestle with the idle settings on the TWM a bit - I'll blame that on my own lack of familiarity with the fairly complex linkage setup - but we eventually got a really nice 900 RPM idle that varied by only SINGLE digits on the digital tach. Pretty cool.

Also worth noting that the customer has had subsequent control box issues - not sure whether they were related to the unit itself or installion - but Comp/FAST did replace at least one control box. Keep your receipt...

Youtube link below. Turn it up - she does sound pretty good!
427 based 454 EFI FE Ford - YouTube







Barry Rabotnick
Survivalmotorsports.com

Hi all, I'm brand new to the world of Cobras so bare with me...

I just purchased a SPF with a crate Roush 351w/427SR block, I'm 100% sure that I'll be building a new motor in the future but for now I want to get rid of the carb and switch to a fuel injection system.

Ok heres the question... Is the 8 Stack injector system only for the "old" look. Ive been reading and looking around and the FAST EZ 2.0 system comes with a bolt on 8 throttle bodie system of its own, is something wrong with the full FAST EZ 2.0 set up other than the lack of cool factor look that the 8 Stack set up brings to the party?

If you don't care about the looks of your car or engine etc, then don't spend the extra money on the setup I have. FAST makes an incredible product, you cant go wrong with it.

Ok that's what I was looking for.... I'll be upgrading the heads, cam and intake on this block as well.... I may do the 8 Stacks on a new motor but who knows.

Thanks

From your avatar picture it seems like you do care about the looks of your car with the black wheels etc. You may as well make under the hood look as good as your exterior. When I show people my Cobra, their jaws don't drop until I lift the hood...

Lol!!!!!!! Yea it's pretty cool, black with carbon fiber stripes. I'm a little younger than the average Cobra owner so the crowd that I run with are still buying 69 Camaros so me pulling up in the Cobra will shock the crowd enough.

Where can we big pics of the car? It sounds awesome.

I have a few on my phone, I'm new to this forum so I'm figuring out where to post things but I'll have some pix up within a few days. The car was a SPF show car and only has 1600mi. I just purchased it I haven't even took it home yet because I'm out of town on business.

Some helpful information.

http://m.youtube.com/watch?v=2tJ4kqgRGvc

The 8 stack system if for anybody who likes the look; old or new, big block or small. It's your car, do what makes you happy.

8 stack systems can be a bit tricky to set up. And they can be a bit difficult to learn how to tune them. Once you figure that out, they're a real joy to drive. The Individual Runner (IR) systems tend to make a really flat torque curve. And the look is just killer; especially the billit versions.

The basic EZ 2.0 set up uses a central throttle body and port injection. That's a good system that's very easy to install, tune, and drive. The large central plenum is very forgiving. Not stunning to look at, but very user friendly.

An engine needs to be set up right from the beginning to use an IR system. The valves cannot be much bigger than the throttle bodies. If you have 50mm TB's and 2.08" valves, you'll lose all your intake charge velocity and all your low end power. Keep the valves a bit on the small side (by today's standards).

You can use any cam you want, and it will run and make good power. BUT, cams with short LSA's and a lot of overlap are not very friendly to IR systems. Take a look at the cams available from the Inglese web site - 115* LSA, and short duration.

Because of available equipment, these 8 stack systems can limit your ultimate top end power. But that's with big power, like 650-700HP plus. The problem is not the IR system, it's just that nobody make TB's >55mm; not that I could find, anyway.

My TB's are 52mm (2.05"), and the intake valves are 2.02". I tried a set of Brodiox heads with 2.08" valves. Lost all my low end power. I have considered finding a set of heads with 2.05" intake valves, just to see what would happen.