[JakeM]

Looks great man! Totally different.

[ChrisJ]

JakeM would you like to do an article on this?

[01Roush4.6]

Thats alot of nice work. You did some great custom pieces. Personally i wouldnt have spent that much time and $ on that car, But its really nice!

[69FB]

This build is totally awesome! When you bring the car over to Florida you should do the Hot Rod Power Tour. It's sponsored by GM Performance but we took my brother's 2007 Shelby GT/SC on it.

[4.6DreameR]

That car...... it makes me......

[Zzz...Zzz]

Pump gas dyno bit over with, next up is e85 and quite a bit more boost for the mod motor...

Zzz...Zzz granada in the dyno - YouTube

Zzz...Zzz granada in the dyno - YouTube

[Jeremy AirLift]

Wow way cool project!!!

[JakeM]

Bump! Zzz... Zzzz I'm going to shoot you a PM later today.

[WickedSnake00]

Holy hell.

I've seen some crazy Cobra TT builds, but nothing quite at this level. Definitely impressed by all the custom fabrication, in particular the cantilever coil over suspension for the IRS.

But of course as someone else running a boosted Cobra motor I've got some questions. What internals are you running on that motor? What compression ratio, or what dish pistons? Any modification to what I'm presuming are B-heads? Are you using the IMRC's? What are the specifications on the turbochargers? What cams? Have you upgraded all the IRS bushings? What exactly are the half-shafts upgraded to?

And last, your intake manifold fabrication intrigued me with the front throttle port configuration. I'm just wondering if that makes any difference versus the side port, and if it causes any cylinder lambda control issues. I imagine at high boost the pressure compensates for the flow path though. I think you may have some room to play with on the intake manifold design though, perhaps dual plenum or some throttle body optimization.

Sorry for all the questions, I'm an engineer in the auto field, what can I say?

Hell of a build though.

[Zzz...Zzz]

Well ,first of, thanks for actually understanding what this is(!), not everybody does, but this is the 4 door saloon your everyday supercar does not want to meet, it WILL loose.

I´ll answer some of you queries.. Rods are 300m steel ones, pistons are JE, static comp is 9.4:1,there is also a kind of cradle in the bottom end between the oil sump and block cnnection all mains and all sides of the block in a rigid frame. Cams are not to wild, but timed to sacrifice torque on lov revs and give power upwards in the rew band. We rev to 8500.
B heads yes, severely modified.No IMRC plates, that is only needed on a engine with multiple errors in the flow design.
Turbos are custom items from Comp turbo with billett impeller wheels, capable of 1100hk each.
Irs has no bushes, just solid mounts, controll arms has bushes from steel and a special nylon compound.
Half shafts are std 31 sline ford ones, we have some new ones but want to see how much the oem items can handle. Albeit we have a valve on the release bearing pressure line, that makes sure we always has some slippage each time time the clutch is dumped, this removes drivline shocks that otften kill driveline components, thats also why we have a 4 plate tilton carbon clutch, to allow for this slippage...!
I have yet to see one inlet made for the mod motor that is correct made. The one on my engine is.(somewhat bold of me to say but.. i concer..)
Volume if inlet is wrong(to small) in 9 out of 10 inlets i see made up out there.
A side port will always favour one side of the engine = no natural equality of distribution. And volume of them is wrong, you need at least twice the volume of your engine, inside of the inlet.
Inlet is based on a 98 cobra type b heads, inlet.
Some pictures from the making...







I guess we´ll talk more later, have to get to bed

Thanks for the comments, glad you liked it, and i liked your questions

/J

Originally Posted by WickedSnake00 Holy hell. I've seen some crazy Cobra TT builds, but nothing quite at this level. Definitely impressed by all the custom fabrication, in particular the cantilever coil over suspension for the IRS. But of course as someone else running a boosted Cobra motor I've got some questions. What internals are you running on that motor? What compression ratio, or what dish pistons? Any modification to what I'm presuming are B-heads? Are you using the IMRC's? What are the specifications on the turbochargers? What cams? Have you upgraded all the IRS bushings? What exactly are the half-shafts upgraded to? And last, your intake manifold fabrication intrigued me with the front throttle port configuration. I'm just wondering if that makes any difference versus the side port, and if it causes any cylinder lambda control issues. I imagine at high boost the pressure compensates for the flow path though. I think you may have some room to play with on the intake manifold design though, perhaps dual plenum or some throttle body optimization. Sorry for all the questions, I'm an engineer in the auto field, what can I say? Hell of a build though.

[WickedSnake00]

The multiplate clutch is definitely a good idea, especially seeing how small in diamater it is. That must save a ton in rotational inertia.

As far as the intake I didn't know those velocity stacks were custom fabbed! Definitely kudos for design on that one. Also I would then assume that the side inlet terminates right at the inlet then. I had assumed it went down into the lower intake to form a common plenum like the 2v intakes. A side inlet that runs to the bottom coupled with those velocity stacks would have been stellar! Then again I fully understand that the packaging doesn't always allow optimization like that, and we regularly have to make those sacrifices here at work.

Good to hear the bushings in the IRS are upgraded all around. They are the bane of the existance of us Cobra guys that are running it.

I'm also shocked that you're still running the OEM 31 spline halfshafts. That certainly gives me faith that mine can handle what I'm putting out with my puny build if yours are working thusfar.

Glad I subscribed. Keep up the good work!

[Zzz...Zzz]

Originally Posted by WickedSnake00 The multiplate clutch is definitely a good idea, especially seeing how small in diamater it is. That must save a ton in rotational inertia. As far as the intake I didn't know those velocity stacks were custom fabbed! Definitely kudos for design on that one. Also I would then assume that the side inlet terminates right at the inlet then. I had assumed it went down into the lower intake to form a common plenum like the 2v intakes. A side inlet that runs to the bottom coupled with those velocity stacks would have been stellar! Then again I fully understand that the packaging doesn't always allow optimization like that, and we regularly have to make those sacrifices here at work. Good to hear the bushings in the IRS are upgraded all around. They are the bane of the existance of us Cobra guys that are running it. I'm also shocked that you're still running the OEM 31 spline halfshafts. That certainly gives me faith that mine can handle what I'm putting out with my puny build if yours are working thusfar. Glad I subscribed. Keep up the good work!

The engineer in you is on top of things here I can tell!! The diameter of the clutch is doing alot of good stuff in terms of rotation inertia, it weighs the same as two bags of chips!! And is key to cope with the clutch slipppage each time the cluthc is dumped, wich again is key to save the driveline, and I believe this is the reason for why the oem half shafts still is fine. Shockloading of components seldom does any good.

All of the external parts are custom made, and as we have veery limited tooling to play with, it takes a while to get it completed...!
The velocity stacks(we call it runners in europe i guess?!) in finely calcutlated so that total inlet runner length and complete volume is fine tuned to the engine. Even the total length of the exhaust manifolds is precalculated to be at a specific length to comply with the harmony of every aspect of the engine.

The irs X-frame has no bushings, it has new attachment points and is solid bolted to the rear frame of the car, and all 4 of those is in direct contact with the roll cage to better distribute shock loads all over the car.
The standard rear IRS mounts are nothing but shockingly bad,any cobra owner should get rid of those and would instantly have a new car

Thanks again for looking, liking and commenting!! I´ll have a look at your projects soon as well

Actually thinking of taking the car over here to the us later this year, as I am currently living in florida!

Joel

[Zzz...Zzz]

dyno at it´s limit - YouTube

dyno at it´s limit - YouTube

[Zzz...Zzz]

Zzz...Zzz teaser...! - YouTube

Zzz...Zzz teaser...! - YouTube

[SWR]

Originally Posted by WickedSnake00 As far as the intake I didn't know those velocity stacks were custom fabbed! Definitely kudos for design on that one. Also I would then assume that the side inlet terminates right at the inlet then. I had assumed it went down into the lower intake to form a common plenum like the 2v intakes. A side inlet that runs to the bottom coupled with those velocity stacks would have been stellar! Then again I fully understand that the packaging doesn't always allow optimization like that, and we regularly have to make those sacrifices here at work. Glad I subscribed. Keep up the good work!

First post here.. Joel posted the link on his FB page, so he kinda dragged me over without knowing.

As far as your earlier posting saying

I imagine at high boost the pressure compensates for the flow path though.

I have to say... not really. Boost psi is just a measurement of restriction to flow. Make the engine flow well - that is NOT saying "make the ports big as a manhole so you can stand in it with your angle grinder" - and all ducting even better, you make more horses for less boost. If you can't make any part of the system flow any better, add boost.

As the head-and-intake-plenum-porter-and-fabricator-guy of this stuff I can say placing the stock plenum on it killed off way over 20% of the potential head flow after mods.. And running a stick like 99% of everybody over here Joel didn't want an intake with runners tuned to 4000 rpm, he was looking for around 8000 rpm as the hp peak.

So, I made runners that has slightly larger internal area than the modified ports' combined MinCSA and the correct taper and lenght for the rpm he wanted to run. Real easy ( just had to split the intake into 3 big pieces and rebuild the whole thing with 60% of it in new alu, a gazillion amperes and a couple pounds of filler wire. Besides quite a few hours on the flowbench, I might add).

And, I made sure it made the head GAIN flow with the intake on compared to just having a .5" clay radius on on the intake flange. Just a percent or so, but it all helps when you add stuff up.

Also, the flow from the TB goes in the front, disperses in the bigger internal area of the plenum and then it's ready for each cylinder to take a gulp of rather static air. Well, the air isn't really static, but atleast it doesn't stay moving on the direction it has and forcefeed one or two runners more than others. On boosted app's it's distribution, distribution and then some distribution that matters. And a bit of flow..

[WickedSnake00]

Originally Posted by SWR First post here.. Joel posted the link on his FB page, so he kinda dragged me over without knowing. As far as your earlier posting saying I have to say... not really. Boost psi is just a measurement of restriction to flow. Make the engine flow well - that is NOT saying "make the ports big as a manhole so you can stand in it with your angle grinder" - and all ducting even better, you make more horses for less boost. If you can't make any part of the system flow any better, add boost. As the head-and-intake-plenum-porter-and-fabricator-guy of this stuff I can say placing the stock plenum on it killed off way over 20% of the potential head flow after mods.. And running a stick like 99% of everybody over here Joel didn't want an intake with runners tuned to 4000 rpm, he was looking for around 8000 rpm as the hp peak. So, I made runners that has slightly larger internal area than the modified ports' combined MinCSA and the correct taper and lenght for the rpm he wanted to run. Real easy ( just had to split the intake into 3 big pieces and rebuild the whole thing with 60% of it in new alu, a gazillion amperes and a couple pounds of filler wire. Besides quite a few hours on the flowbench, I might add). And, I made sure it made the head GAIN flow with the intake on compared to just having a .5" clay radius on on the intake flange. Just a percent or so, but it all helps when you add stuff up. Also, the flow from the TB goes in the front, disperses in the bigger internal area of the plenum and then it's ready for each cylinder to take a gulp of rather static air. Well, the air isn't really static, but atleast it doesn't stay moving on the direction it has and forcefeed one or two runners more than others. On boosted app's it's distribution, distribution and then some distribution that matters. And a bit of flow..

As an automotive engineer I'm fully aware of what you said.

I just meant that in general terms, higher boost (in terms of actual port gage psi versus restriction) will more effectively "force" the intake charge to evenly distribute. It's like poking 8 holes in a water bottle. Let the water flow in under very little pressure and you'll get more spouting out some holes versus others. Crank up the pressure on the incoming water and the streams will be more even, thus the flowpaths are less relevant in that condition.

And most of my thoughts I've found were a result of not knowing the internals of the 96-01 Cobra intakes. Quite honestly I thought those runner length tuned velocity stacks were OEM, because they looked like they should have been there in the first place! That is quite the compliment for your design and craftsmanship.

Regarding the idea of the stock TB placement, that was also a misconception. I figured that the intake ran from the TB on the top and plunged down between the runners and distributed the charge to the large common plenum in the lower part of the intake. This was based on the fact this is how the design is in the 2v intake manifolds. Not to mention you can use the 03/04 Cobra Accufab single blade TB, which flows something obscene like 1800cfm.

But I certainly do like the design. It's leaps and bounds ahead of the common high rise sheet metal box-type intake manifolds most of the Cobra guys are using. Quite honestly it's got me sketching intake manifold designs, ready to pick up a spool gun and trade my ported Eaton for some twins.

[08blkgt500]

yep. didn't lose any awesome-ness since the last time i saw this. amazing piece of machinery!

[nicksranger01]

OH MY GOD, what an amazing machine you built there, that would be awesome to see this car hit the Top Gear track and rape everything in sight

[SWR]

Originally Posted by WickedSnake00 I just meant that in general terms, higher boost (in terms of actual port gage psi versus restriction) will more effectively "force" the intake charge to evenly distribute. It's like poking 8 holes in a water bottle. Let the water flow in under very little pressure and you'll get more spouting out some holes versus others. Crank up the pressure on the incoming water and the streams will be more even, thus the flowpaths are less relevant in that condition.

Try opening and closing those 8 holes in sequence at WOT (Wide Open Tap ) and you'll see - besides getting VERY WET - that analogy needs a little adjustment...

I have seen OEM intakes run with less than 1% difference in needed fueling adjustment per cylinder at 15 psi (near stock boost) where it would be spouting more (be more uneven) following your analogy, at 30 psi it needed 5.3% higher DC on the rearmost cylinder's injector to stop melting pistons. Air has considerable mass and wants to keep going when it enters the plenum at 300+ (or more, considering the widespread use of too-small pipes I see) fps, even more so when you triple the density... the localized pressures right over every bellmouth dictates how dense the mass going in is, and hence it dictates the needed fuel. Fuel trims are nice to look at when determining if a plenum does it's job. Or, if an engine keeps killing one piston for no apparent reason....

And most of my thoughts I've found were a result of not knowing the internals of the 96-01 Cobra intakes. Quite honestly I thought those runner length tuned velocity stacks were OEM, because they looked like they should have been there in the first place! That is quite the compliment for your design and craftsmanship.

Thanks a lot for the endorsement, it was a true hell making a round bellmouth turn into a tapered oval section that one inch later split and turned into one square port and one round port... and repeating it 8 times within the confines of the stock plenum. For the next one I think CNC is my friend...

Regarding the idea of the stock TB placement, that was also a misconception. I figured that the intake ran from the TB on the top and plunged down between the runners and distributed the charge to the large common plenum in the lower part of the intake. This was based on the fact this is how the design is in the 2v intake manifolds. Not to mention you can use the 03/04 Cobra Accufab single blade TB, which flows something obscene like 1800cfm.

Joel's TB flows a tested 1530 cfm @ 20.4", and being blow-through it should easily be enough for 2000 hp with no adverse velocities in the path..

But I certainly do like the design. It's leaps and bounds ahead of the common high rise sheet metal box-type intake manifolds most of the Cobra guys are using. Quite honestly it's got me sketching intake manifold designs, ready to pick up a spool gun and trade my ported Eaton for some twins.

Thanks. I'll see if I have more pics of it taken during construction and post them up if you - or any others here - want to see what went into it...

[Zzz...Zzz]

It should now be clear to most, that if you want the ultimate in head, inlet and flow design, SWR Performance with founder Bjørn, is the way to go, a true gem in terms of complete understanding of what´s going on, and the ability to actually give you exactly what you ask for in order to reach your desired performance in a complete un-compromised fashion