Specifications
Common Problems
Common Modifications
(most of this was borrowed from the Ford brochure)
| Configuration | Longitudinally mounted, 90-degree V8, cast aluminum block and heads, iron cylinder liners, fully counterweighted forged crankshaft |
| Bore x Stroke | 90.2mm x 90.0mm |
| Displacement | 4,601cc/280cid |
| Compression ratio | 9:85:1 |
| Horsepower (SAE net) | 320 hp @ 6,000 rpm |
| Torque | 317 lb./ft. @ 4,750 rpm |
| Redline | 6,800 rpm (fuel shut-off occurs at 7,000 rpm) |
| Main bearing caps | Nodular iron 6-bolt (cross-bolted) |
| Pistons | Hypereutectic cast alloy shallow skirt with friction reducing coating on sliding surfaces. |
| Rods | Sinter-forged alloy, fracture-split big ends |
| Crankshaft | Forged by Gerlach-Werke in Homburg-Saar Germany |
| Flywheel | Nodular iron |
| Valvetrain | Double overhead cams, chain drive to exhaust cams, secondary chains from exhaust to intake cams, roller finger followers with hydraulic lash adjustment, oval-wire beehive-shaped valve springs, four valves per cylinder |
| Intake valves | 2 per cylinder, 37mm head diameter |
| Exhaust valves | 2 per cylinder, 30mm head diameter |
| Ignition System | Distributorless coil-on-plug |
| Fuel system | Sequential electronic fuel injection |
| Intake manifold | Cast aluminum, tuned equal length runners |
| Throtle body | 57mm twin bore |
| Air-mass sensor | 80mm diameter |
| Exhaust manifolds | Cast iron |
| Exhaust system | Dual, stainless steel, 2.25 in. diameter, 3.0-inch polished exhaust tips |
| Assembly | Assembled at Ford's Romeo, Michigan engine plant on a dedicated niche engine line staffed by 12 two-person teams who sign the engine when it is completed |
| Rear axle | 8.8 in. ring gear with 3.27:1 limited-slip differential, aluminum case |
| Driveshaft | Steel, with hardened yoke |
| Transmission | Tremec 3650 5-speed manual |
| Clutch | 11.0 in. single-plate |
| Gear | Ratio | Speed |
| 1st | 3.37 | 45 mph (72 kph) |
| 2nd | 1.99 | 77 |
| 3rd | 1.33 | 115 |
| 4th | 1.00 | 150 |
| 5th | 0.67 | |
| Reverse | 3.22 | |
| Final drive | 3.27 |
Accomplished by engine ignition timing, cylinder cut-off, brake application. Linked to ABS module and engine control module. Driver-controller on-off switch
| Front | Modified gas-charged MacPherson strut, with separate 500 lb/in spring on lower arm, 28mm stabilizer bar |
| Rear | Multi-link independent, steel upper control arm, aluminum lower control arm, fixed toe-control tie rod, aluminum spndle, gas chaged tubular shock absorber, 470 lb/in coil spring, 26mm tubular stabilizer bar |
| Type | Power assist, rack and pinion |
| Gear ratio | 15.0:1 |
| Turns, lock to lock | 2.5 |
| Turning diameter | 37.9 ft. |
| Front | 13.0 in. (330mm) vented Brembo, disc PBR twin-piston caliper with embossed "COBRA" lettering |
| Rear | 11.65 in (296mm) vented disc single piston caliper |
| ABS | Four channel, four sensor system. Linked to all-speed traction control |
| Wheels | 17 x 8 in., five spoke, forged aluminum-alloy, painted surface, exposed lugs |
| Tires | BFGoodrich Comp T/A ZR, 245/45ZR-17 |
| Exterior |
Crystal White Clearcoat, Ebony Clearcoat, Laser Red
Tinted Clearcoat, Performance Red Clearcoat,
Silver Clearcoat Metallic, True Blue Clearcoat, Mineral Grey Clearcoat,
Zinc Yellow Clearcoat
|
| Interior | Dark Charcoal, Medium Parchment |
| Wheelbase | 101.3 in./2,573mm |
| Length | 183.5 in./4,661mm |
| Height | 53.2 in. (53.5in.)/1,351mm (1,359mm) |
| Width | 73.1 in./1,857mm |
| Track f/r | 59.9 in.; 59.9 in./968mm; 901mm |
| Head room | 38.1 in.; 35.5 in/968mm; 901mm |
| Leg room | 41.8 in./29.9; 1,062mm/759mm |
| Curb weight | 3430 lbs. (3,560 lbs.)/ 1,557 kg (1,617 kg) |
| Fuel tank | 15.7 gal./59.4 liters |
| Weight distribution | 55.55/44.55 (f/r) |
| (Numbers in parentheses are for Convertible) | |
| 0-60 | 5.4 seconds |
| 0-100 kph | 5.6 seconds |
| Quarter mile | 13.8 seconds @ 102 mph |
| Top speed | 150 |
| Braking, 60-0 mph | 127 ft. |
| 100 ft. skidpad | 0.90g |
White-faced Instrument Panel
"COBRA" Embossed Steering Wheel Center Cover
Clear Headlight Lenses
Cobra Badges on Front Fenders
SVT "COBRA" Emblem on Left Rear
3-year/36,000-mile bumper-to-bumper limited 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-AxPlease note that the 2001 Cobra uses a different transmission than the 99 Cobra. Make sure that the shifter you are ordering is specifically for the Tremec 3650 transmission and not the T45
Gears
Changing the rear-end gear ratio is one of the most popular modifications. The factory 3.27:1 gears are generally considered to be inadequate for most applications. Switching to a lower (numerically higher) gear ratio will really wake up the 32V motor. 3.73, 4:10, and 4:30 gears seem to be the most popular choices.
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).
Exhaust H or X Pipe
The factory catalytic converters are very restrictive, so replacing the stock "H" pipe with an aftermarket pipe with high flow cats is a fairly easy way to gain horsepower. A 10-15 HP gain on an otherwise stock Cobra is pretty common.
One of the more popular brands is Bassani, who manufactures a very nice stainless steel "X" pipe.
Underdrive Pulleys
Underdrive pulleys are another easy bolt-on that adds a few horsepower. These free up power that is otherwise used powering the engine accessories (such as the alternator, compressor, water and power steering pumps.) However, proper installation is critical as some owners have reported crankshaft damage after installing underdrive pulleys. Also, make sure you get pulleys that include a replacement crankshaft dampener instead of the type that bolt a new pulley over the existing dampener as these have been reported to work much better.
One of the most popular manufacturers for underdrive pulleys is ASP.