Specifications
Common Problems
Common Modifications
(most of this was borrowed from the Ford brochure)
| Configuration | Longitudinally mounted, 90-degree V8, cast iron block and heads |
| Bore x Stroke | 4.00 in. x 3.00 in. |
| Displacement | 302 CID/5.0 Liters |
| Compression ratio | 9:0:1 |
| Horsepower (SAE net) | 235 hp @ 4,600 rpm |
| Torque | 280 lb./ft. @ 4,000 rpm |
| Redline | 6,000 rpm (fuel shut-off at 6,250 rpm) |
| Engine electronics | Unique Cobra calibration |
| Pistons | Hypereutectic cast alloy |
| Cylinder block | Cast iron |
| Cylinder heads | GT-40 design cast iron |
| Accessory pulleys | Underdrive style |
| Valvetrain | High lift roller camshaft, roller lifters, 1.7 roller rocker arms |
| Intake valves | 1 per cylinder, 1.84 in head diameter |
| Exhaust valves | 1 per cylinder, 1.54 head diameter |
| Ignition system | Distributor |
| Fuel system | Sequential electronic fuel injection |
| Intake manifold | 2 piece GT-40 cast aluminum |
| Air-mass sensor | 70mm diameter |
| Fuel injectors | 24 lbs/hr |
| Exhaust manifolds | Tubular stainless steel |
| Exhaust system | Dual, stainless steel, 2.25 in. diameter tubes |
| Assembly | Cleveland engine plant, Cleveland, Ohio |
| Clutch Fan | Special Calibration to reduce drag |
| Oil Cooling | Air-to-Oil Cooler |
| Cooling | Heavy duty aluminum two-core |
| Rear axle | 8.8 in. limited-slip differential |
| Driveshaft | Steel, with hardened yoke |
| Transmission | Borg-Warner T5 5-speed manual |
| Gear | Ratio | Speed |
| 1st | 3.35 | |
| 2nd | 1.99 | |
| 3rd | 1.33 | |
| 4th | 1.00 | |
| 5th | 0.68 | |
| Reverse | 3.15 | |
| Final drive | 3.08 |
| Front | Modified MacPherson strut design with separate spring on lower arm, Koni dual adjustable struts, 750/850 lbs./in. progressive rate coil springs, 31 mm stabilizer bar |
| Rear | Rigid axle, upper and lower trailing arms, Koni dual adjustable shocks, two leading hydraulic links, 240/360 lbs./in. progressive rate coil springs, 21mm stabilizer bar |
| Type | Power assist, rack and pinion |
| Gear ratio | 14.7:1 (on center) |
| Turns, lock to lock | 2.2 |
| Turning diameter | 40.8 feet |
| Cooling | Air-to-oil cooler |
| Front | 13.0 in. vented disc PBR twin-piston aluminum calipers with cooling fins |
| Rear | 10.5 in. vented disc, single piston caliper |
| ABS | N/A |
| Wheels | Cast aluminum 6 spoke, 17 x 8 in., 5 lug design |
| Tires | Goodyear Gatorback P245/45ZR17 |
| Exterior | Vibrant Red Clearcoat |
| Interior | Opal Grey Cloth |
| Wheelbase | 100.5 in. |
| Length | 179.6 in. |
| Height | 51.1 in. |
| Width | 69.1 |
| Track f/r | 57.9 in./57 in. |
| Head room | 37 in. |
| Leg room | 41.7 in. |
| Curb weight | 3,125 lbs. |
| Fuel tank | 15.4 gal. |
| Weight distribution f/r % | 57/43 |
| 0-60 | 5.7 seconds |
| Quarter mile | N/A |
| Top speed | 140 mph |
| Braking, 60-0 mph | NA |
| Braking, 80-0 mph | N/A |
| 80 ft. slalom | N/A |
| 100 ft. skidpad | N/A |
Unique rear marker lights
Gloss Black Rims with polished lip and chrome center cap
Federal Emissions Warranty
Shifter
An aftermarket shifter is one of the first modifications most Cobra owners make. An aftermarket shifter provides a shorter throw, better shift feel, pre-loads the 2-3 shift to eliminate missed shifts, and provides adjustable positive shift stops to protect the shift forks. Some people have pointed out that the transmission noise level increases after this modification, but most people agree that it is worth a little extra noise to gain the benefits it provides. Listed below are some of the popular aftermarket shifters:
B&M Ripper
Hurst
Pro 5.0
Steeda Tri-Ax
Gears
Changing the rear-end gear ratio is one of the most popular modifications.
Subframe Connectors
Subframe connectors are also a popular modification. These add strength by connecting the front and rear subframes with a solid piece of round or square tubing. It is generally accepted that these must be welded on for them to be of any value. One thing to consider is that subframes are illegal in several SCCA autocross classes (but they are legal in the new Street Modified class).