427 l92 l76
The co that makes my car also makes a replica of the lola t70 (Gardner Douglas Sportcars)
rather in exact replicas, They specialise in making a car which externally looks close to original, but underneath is very modern, and handles as such.
mid engined, typically ls2, or ls7, porsche transaxle,
WHereas the cob is great all rounder, stowage space adequate for long weekends to le mans, nurburgring etc, which is about 1000 mile round trip for me, the T70 has no real stowage, relatively stiff suspension, and is much more of a track car.
(I wouldnt mind one if i had the spare cash though!!)
rather in exact replicas, They specialise in making a car which externally looks close to original, but underneath is very modern, and handles as such.
mid engined, typically ls2, or ls7, porsche transaxle,
WHereas the cob is great all rounder, stowage space adequate for long weekends to le mans, nurburgring etc, which is about 1000 mile round trip for me, the T70 has no real stowage, relatively stiff suspension, and is much more of a track car.
(I wouldnt mind one if i had the spare cash though!!)
I would think a little peakier cam in the 427 would make controlling the power easier. With that much torque off idle it would come on harder than a little ramp-up to 3500 before it screams. I don't think any cam within reason in that big a motor will make it REAL peaky like a big cammed 346.
And as stated by Slowhawk, the cam is actually too small. You could go with quite a bit more cam and never sacrifice idle quality, idle vacuum, or emissions.
66 deuce
no head work, these are stock heads other than some springs and retainers suitable for 600 lift
I had advice from a couple of vendors (impartial as i already had heads) and recommendations were that for a high torque motor, I could spend a lot of cash porting, and see very little gain on these heads, and maybe even lose out on the torque front.
I continue to read that the inlet is the main restriction on these heads, therefore would rather spend money there first, than porting a head which already flows pretty well. I am awaiting news and availability and testing on the weiand piece.........
My target here, is the max bang per buck in a streetable motor, therefore i have used stock parts for almost the whole build, with no porting/which keeps the costs tight.
Would a larger cam lose much at the bottom end??, I dont have much (read any) real cam knowledge, other that what i read here, and no experience with anything other than my old 346
no head work, these are stock heads other than some springs and retainers suitable for 600 lift
I had advice from a couple of vendors (impartial as i already had heads) and recommendations were that for a high torque motor, I could spend a lot of cash porting, and see very little gain on these heads, and maybe even lose out on the torque front.
I continue to read that the inlet is the main restriction on these heads, therefore would rather spend money there first, than porting a head which already flows pretty well. I am awaiting news and availability and testing on the weiand piece.........
My target here, is the max bang per buck in a streetable motor, therefore i have used stock parts for almost the whole build, with no porting/which keeps the costs tight.
Would a larger cam lose much at the bottom end??, I dont have much (read any) real cam knowledge, other that what i read here, and no experience with anything other than my old 346
Last edited by SPG; Jan 20, 2008 at 02:12 PM.
EDCMAT
This is something i can think about, in the cob a cam change is about 2 hours work, (dont even have to remove the rad as the engine sits so far back in the chassis, so I am ok to see how i get on, and perhaps swap cams if suits.
It does seem that recently there are a few guys getting good numbers, but I really wonder just how streetable some of the cams would be in a light car,
looking at the cams that synergy seem to be using, they are all relatively small, and not that different form what is in here,
If anyone has any specific cam recommendations for this setup, chime in
Steve
This is something i can think about, in the cob a cam change is about 2 hours work, (dont even have to remove the rad as the engine sits so far back in the chassis, so I am ok to see how i get on, and perhaps swap cams if suits.
It does seem that recently there are a few guys getting good numbers, but I really wonder just how streetable some of the cams would be in a light car,
looking at the cams that synergy seem to be using, they are all relatively small, and not that different form what is in here,
If anyone has any specific cam recommendations for this setup, chime in
Steve
Mr Electric
thanks for the comment
My wife auctioned a ride in the cob at a schoole fete a while back for the school fund....... I had just come back from a track day in the 346 ls cob so was "in the groove" if you know what I mean.
Poor chap couldnt talk afterwards, dont think he quite understood that 470hp, 1900lb, sticky rubber, and miles of open, clear twisty dry roads added up to a whole lot of fun.
Here in the UK there is not so much of the Ford vs Chevy thing, so lots of cobs have chevys, and most of the ones now being built by GD are ls(1,2,6,).
I think there is one ls7 cob that i know of, but loads of ls1,2,6.
Most of the cobs are treated a little like hot rods, not really true replicas, though there are some very true replicas over here now, with 427 sideoilers etc, really "old school", but I use mine so much that with our gas at $8 per gallon, it would really hurt the wallet if i had a bb ford doing 7 miles per gallon, hence the EFI LSx thing. (apart from that, for a good handling track car, weight is a killer, so the whole car is built around keeping the balance and weight under control, so a BB Ford wouldnt fit even if I wanted one to,)
I do wonder how well it will go on track days, we'll soon see.
After a couple of "unplanned excursions" last year, notably entering a freeway backwards after a little too much right foot action" I decided to fit traction control to the car . The system fitted also provides launch control , which i hope, may help in making best use of the torque.
"If i can't get it to the ground, it aint worth having"
thanks for the comment
My wife auctioned a ride in the cob at a schoole fete a while back for the school fund....... I had just come back from a track day in the 346 ls cob so was "in the groove" if you know what I mean.
Poor chap couldnt talk afterwards, dont think he quite understood that 470hp, 1900lb, sticky rubber, and miles of open, clear twisty dry roads added up to a whole lot of fun.
Here in the UK there is not so much of the Ford vs Chevy thing, so lots of cobs have chevys, and most of the ones now being built by GD are ls(1,2,6,).
I think there is one ls7 cob that i know of, but loads of ls1,2,6.
Most of the cobs are treated a little like hot rods, not really true replicas, though there are some very true replicas over here now, with 427 sideoilers etc, really "old school", but I use mine so much that with our gas at $8 per gallon, it would really hurt the wallet if i had a bb ford doing 7 miles per gallon, hence the EFI LSx thing. (apart from that, for a good handling track car, weight is a killer, so the whole car is built around keeping the balance and weight under control, so a BB Ford wouldnt fit even if I wanted one to,)
I do wonder how well it will go on track days, we'll soon see.
After a couple of "unplanned excursions" last year, notably entering a freeway backwards after a little too much right foot action" I decided to fit traction control to the car . The system fitted also provides launch control , which i hope, may help in making best use of the torque.
"If i can't get it to the ground, it aint worth having"
Last edited by SPG; Jan 20, 2008 at 04:02 PM.
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Verdad Gallardo Pic of the 427 chassis (not mine, a factory car fitted with SBC), as you can see, not a lot of weight in that, infact, with no diff and wheels fitted, you can pick the chassis up on your own,
The body is made of glass and carbon fibre, with foam crumple zones between the interior and exterior body.
The body probably is heavier than the chassis, but when built, with the ls, and fuel, it weighed in at just around 1900 pounds.
The body is made of glass and carbon fibre, with foam crumple zones between the interior and exterior body.
The body probably is heavier than the chassis, but when built, with the ls, and fuel, it weighed in at just around 1900 pounds.
I agree 100% with Ed and a couple others here. You don't need all that torque down low in a 1900 lb. car. That cam is 'WAAAY' too small! Another thing, with it being a 427 and having all those cubes you won't have a problem soaking up a larger cam. You are definately leaving gobs of power on the table. Oh well, too each is own I guess?! 
Traver
Traver 