1.) How much does it weigh when completed?
Chuck Millers JBL weighs something like 2450lbs. I believe the san diego cobra club has scales so one of the members might know exactly. My JBL is little heavier and weighs something like 2550lbs without me in it. I think it weigt depends on the builder to some degree. What is the average FFR weigh? I thought it was closer to 2400lbs? I would guess the average JBL might be around 2500lbs. I know for a fact that my fiberglass body weighed something like 93lbs because I carried it around the driveway often and hoped on the scale with it once (that weight does not include hood or trunk etc). I think FFR builds the lightest cobra, but I think the difference is 100-150lbs lighter than the other choices. The biggest variance in weight in cobras is chassis and then engine choice. I see the fiberglass bodies in most cobras as being fairly close in weight. My guess is that the FFR chassis is 50-100lbs less than other manufacturers, and if a builder choose a 302 mill, then there would be additional weight savings. Thoughts? I think you could also get other manufacturers cars down to 2000lbs, but you have to work at it since you are probably building a race car at that point.
2.) What's the wheel base on it?
3.) How big of an engine will it support?
The current model supports small blocks. As FFR2372 wrote, Dave and Richard are working on adjusting the frame to accept the new trick Ford 4.6L mod dohc engines which are very wide and this would then allow a big block.
4.) What's the weight distribution?
44% Front and 56% Rear
Why? Because Richard Hudgins was a racer that drove like a bat out hell coming off the corner. He designed the car to match his style.
By the way, if you ever want to get your weight and bias at home, you might invest in a set of Ruggles' scales.
I have a set and they come in handy. I need to build a better set of ramps to get onto them though. Now an even better solution is available and I wish I had found these first. Speedway offers a set of mechnical scales around the same price.
Fred, here is a nice write up on the bars from the Torborg's site
You tend to find these driver adjustable blade setups in certain race car classes. I can sometimes find cars with them when searching on google. Carroll Smith mentions them in one of his books.
Here is a description from Richard Hudgin's site. In this first picture the blade is flat and is in the easiest position to bend. It only takes 80lbs of force to bend the blade 1". This would be a soft setting for perhaps a bumpy track or rain.
In this next picture the bar is verticle and very difficult to bend. The same bar now requires over 1000lbs of force to deflect the blade one inch. This might be used on a very smooth or very fast track.
There are a couple of ways to control them. Chuck Miller's car uses two additional mini gear shift like levers that mechanically move a throttle cable and pivot the blades. Most systems use that method. Scott and Richard could not leave well enough alone and decided to make the system electronic. Now the arms are operated via a dash switch that has 10 leds to indicate the current position.
I think the question on chassis stiffness can be settled in 30 seconds and mathematically. To this date, I know of only two manufacturers who even know their chassis overall stiffness. Bob Putnam's ERA and Richard Hudgin's JBL
ERA 2400 lbs per degree.
Body and inner panels add at least an additional 500 lbft/deg
JBL 4375 lbs per degree.
24.5 HZ Standard without cage and stressed engine. The JBL has been tested with both the Beam and Frequency methods for stiffness rating.
I'd be interested in hearing other manufacturers tested stiffness ratings.
Hey! I just found another reference for "blade adjusters". Check out the Skip Barber book "Going Faster".
On page 209, there is a great diagram and explanation of cockpit adjustable anti rollbars which they call "blade adjusters"
hope this info was interesting
[ July 26, 2002, 05:17 PM: Message edited by: andy dunn ]