Goldberg’s NASCAR-Powered Cobra: Build Notes, Problems Solved, and What It Took
Watch the full build video here: https://youtu.be/k5xyvUYzQzs?si=nNElQIcDy8TFOUQY
This Cobra isn’t “just” a fast street car. It’s a NASCAR-blooded combo: an Ernie Elliott built small-block Ford (~348ci Cup engine) adapted for pump gas, topped with a Holley HP carb (Cup-car modified), and an Edelbrock single-plane intake that’s been custom ported. Behind it is a Tremec 5-speed, and ignition is handled by an MSD billet distributor and an MSD 6A box (we’ll be upgrading to an MSD 6AL Ultra soon).
The hardest part of this job wasn’t a single broken component.
It was missing information.
No build sheet. No carb specs you can trust. No timing card. No “known good” baseline. So we did what we do in the shop when the internet can’t save you:
Slow is smooth, smooth is fast — and we built our own baseline from scratch.
The first problem: too many unknowns
When you don’t have documentation, you treat the engine like a live grenade until proven otherwise.
Our rule:
Set a safe initial timing
Jet conservatively
Monitor AFR and vacuum
Make one change at a time
Record everything
That’s how you keep a rare/valuable combo alive while you learn what it wants.
Ignition strategy: safe first, then sneak up on it
This engine was running locked distributor timing. That’s common in race combos, but it changes how you think about drivability and heat management.
What we did:
Start with a very safe initial timing value
Confirm idle stability and light-load behavior
Watch for signs of unhappy combustion (heat, lean spikes, unstable vacuum)
Step toward the engine’s “happy place” only after it proves it’s stable
Why it matters: unknown compression + unknown cam events + unknown fuel curve = you don’t “send it.” You earn it.
Carb strategy: conservative jetting + data (not vibes)
The carb is a Holley HP with Cup-car modifications. That’s not the same as an off-the-shelf street carb, and the usual “out of the box” assumptions can get expensive fast.
Our approach:
Start rich/safe on purpose
Use AFR and vacuum trends to decide direction
Make small steps
Confirm results under consistent conditions
We weren’t trying to set a record on day one — we were building a repeatable, predictable tune that wouldn’t hurt the engine.
What we monitored the whole time
If you’re tuning by ear only, you’re gambling.
We watched:
AFR trend (not just one number)
Manifold vacuum at idle and transition
Throttle response off-idle / part-throttle
Restart behavior hot and cold
Heat behavior (underhood + coolant temp trends)
The reality of a NASCAR-heritage street build
Race engines are often happiest when they’re hot, loud, and living at RPM.
Street cars are happiest when they idle clean, start when hot, and don’t punish you in traffic.
Bridging that gap is the craft.
Combo overview (what’s on this Cobra)
Engine: Ernie Elliott built SBF ~348ci Cup engine, adapted for pump gas
Intake: Edelbrock single plane, custom port work
Carburetion: Holley HP carb, Cup-car modified
Ignition: MSD billet distributor + MSD 6A (upgrading to 6AL Ultra)
Transmission: Tremec 5-speed
We’ll add more as we document the next phases.
Need help with a high-performance carb or ignition setup?
Snake Eater Performance is a veteran-owned shop in Comfort, TX, specializing in classic performance builds, carburetion, EFI conversions, diagnostics, and custom fabrication.
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