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.
I started by learning quite a bit about older mustangs. In half a year, I bought a red 1970 Mustang Mach 1. Its 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 is in a AC Cobra. So I pick the best replica manufacturer, and got in line to get many of the parts.
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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. Here is a picture [28k jpeg] 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 decrese 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. Here is a picture [45k jpeg] 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 mechanical 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 scattershield. It connects up to a Hurst shifter, with an original handle.
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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. Here's a picture of the completed rear end [38k jpeg] of the bay.
Another shot of the same end, at a different angle [37k jpeg]. And a close up of the center section [32k jpeg] of the differential.
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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.
This one is a passenger side view taken after the car was painted.
This one is a front shot of the engine bay, after painting
Same angle but a bit closer, showing more detail of the bay.
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