2nd time around
2nd Time around – light-weight Side-Oiler
With my second build, I was able to ‘step the game up’, just a little bit. I had placed an order for a Bear side-oiler block but was having issues with long lead times. I was fortunate enough to find a new, un-used Shelby aluminum block.
I combined the lite-weight block with the other aluminum pieces and ended up with a complete engine weighing in less than 450 lbs.
The new TrickFlow aluminum heads were a pleasant surprise. Ported from the factory, they should be good for at least 600HP.
I learned on the first car, the pedigree really gets boosted by being a side-oiler. No doubt, it is at the top of the heap. I included the top of the line internals with it – there was no expense spared on this build.
If it’s a 427, it’s gotta be a FE !
This is the first build information, left here for those who may wish to learn other ways to keep the period correct look
As I began my research, I asked a number of different owners if they had any regrets in their build or car. A couple comments that I got back steered me to my choice of engines.
- 1) From the small block guys, it was common to hear, “I wish I had gone up to 427 so I so say it’s a 427 when someone asks what’s in it”
- From those that knew Cobra’s, they stressed the use of a ‘FE’ block was more important than the actual cubic inches. It would give the actual appearance of the classic Cobra.
Enter the dilemma. My budget wouldn’t allow a 427 FE Side Oiler, the classic Cobra engine. Not only are the blocks scarce and expensive, anytime you order a part and say it’s for a 427, the price TRIPLES! Parts for the 390 & 428, both “FE’s” are considerably less and much more readily available. I decided to go with the 390 when I found a couple blocks for next to nothing.
But as I began putting together all the pieces, I still struggled with the Cubic Inch thing. The badge on the side of the car says “427”, not 390. As I built my budget projections, I found that the cost of a stroker kit for the 390 was only a few dollars more than reworking the pieces I had. That would get me over the size hang-up. The fact that most if not all ’66 Cobras were built with the 428 motor made it even better.
It’s a slight stretch on originality, but my car has a FE that has 431 cubic inches, same size as a 428 with a clean up bore job. Sounds the same, runs the same, and as a side benefit, the rotating assembly is internally balanced.
The links to the right give a little more details and experiences with the various components.
Oh, and before you say it, I know the tri-power setup is not period correct for the Cobra. But the WOW factor it provides more than makes up for it.
