Dialing in Goldberg’s Cobra kit car.
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Car
Shelby Cobra
The Shelby Cobra is a classic sports car that is really fast and has a unique look. It was made in the 1960s and is famous for being a great car for racing, which is why many car lovers talk about it.
Part
clutch
The clutch is a part of the car that helps you change gears. When you press the clutch pedal, it disconnects the engine from the wheels, making it easier to shift gears without stalling the car.
Part
shocks
Shocks are parts of the car that help absorb bumps in the road, making your ride smoother. If they're not adjusted properly, the car can rub against its own body when turning.
Term
suspension
The suspension is what helps your car ride smoothly and keeps the tires in contact with the road. It includes parts like springs and shock absorbers that absorb bumps and keep the car stable.
Term
brakes
Brakes are what help you stop your car when you press the pedal. They create friction to slow down the wheels, allowing you to come to a stop safely.
Term
steering
Steering is how you control the direction your car goes. When you turn the steering wheel, it moves the front wheels to help you steer left or right.
Concept
American muscle car
American muscle cars are fast cars that usually have big engines. They became popular in the 1960s and are known for their strong performance and cool looks.
Part
carburetor
A carburetor is a part of a car's engine that helps mix air and fuel so the engine can run. If it's not working right, the car can have trouble starting or idling.
Term
vacuum leak
A vacuum leak is when extra air gets into the engine that shouldn't be there, which can make the engine run poorly. It can cause problems like rough idling or stalling.
Term
dino
A 'dino' is a machine that measures how powerful an engine is. It tells you how much strength the engine has, which is important for tuning it to perform better.
Car
Cobra
The Cobra is a special version of the Ford Mustang that is designed to be faster and more powerful. Many people like to modify it to make it even better.
Term
twin turbo
Twin turbo means the car has two turbochargers that help the engine produce more power. This makes the car faster and more efficient.
Car
Mach 1
The Mustang Mach 1 is a special version of the Ford Mustang that focuses on performance and speed. It's popular among car lovers for its powerful engine and sporty look.
Term
wide open throttle
Wide open throttle means the gas pedal is pushed all the way down, letting the engine get as much air and fuel as possible. This is when the car can go the fastest.
Term
dyno
A dyno is a machine that checks how powerful an engine is. It helps car tuners see if changes made to the car improve its performance.
Car
Ford Mustang
The Ford Mustang is a famous car that many people love because it's fast and looks cool. It was first made in the 1960s and has been a favorite for car fans ever since, often talked about for its speed and design.
Term
fine tuning
Fine tuning means making small changes to a car to make it run better or feel better while driving. It's about getting everything just right after the main work is done.
Company
Dakota Digital
Dakota Digital makes digital gauges that show important information about your car, like speed and engine temperature. They are known for being very accurate and easy to read.
Part
springs
Springs are parts that help hold up the car and make the ride smoother by absorbing bumps. They work together with shocks to keep the car stable.
Part
coilovers
Coilovers are special parts of a car's suspension that help control how the car rides and handles. They can be adjusted to change how high or low the car sits, which can make it handle better on the road or track.
Car
BMW E46
The E46 is a specific version of the BMW 3 Series, a popular compact car known for being fun to drive and practical.
Company
Maximum Motorsports
Maximum Motorsports is a brand that makes parts to improve the performance of cars, especially Mustangs.
Term
throttle response
Throttle response is how fast a car speeds up when you press the gas pedal. If it's good, the car goes faster quickly when you want it to.
Part
linkage rod
A linkage rod is a part that connects the gas pedal to the engine, helping control how much power the engine produces. If it's not the right length, the car might not go as fast as it could.
Term
full throttle
Full throttle means pressing the gas pedal all the way down so the engine can work at its strongest. This helps the car go as fast as it can.
Term
throttle linkage
Throttle linkage is the set of parts that connects the gas pedal to the engine. It helps the engine know how much power to use when you press the pedal.
Company
CarEdge
CarEdge is a service that uses artificial intelligence to help you negotiate the price of a car with dealers, making the buying process easier and less stressful.
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Hello, welcome to CarCast.
I'm Matt the Moderator, the Andrew here with Bill Goldberg.
You're back in the office, dialing in the Cobra.
So I know it's been a lot of Cobra talk, but I crawled in here away from the car.
More late nights, guys getting just obsessed with getting it done and limited amount of
availability.
Like because you have Clint come over and sometimes Manny comes over and they got to
do it maybe after hours or something, but fortunate to have those guys available.
When you get it, you take advantage of it.
I mean, I didn't know Manny was going to show up last night.
Clint comes over about 6 p.m. and it's turned into a dinner thing, right?
And I don't, per Clint, I usually don't have snacks at the garage because I just get focused
and I don't think about eating, but we've been going right through dinner.
And so last night, for instance, hey, is Clint still here?
Yes, honey.
Would he like dinner?
Absolutely.
How about Manny?
Manny's not coming.
20 minutes later, Manny shows up.
So Manny eats my dinner, right?
So it's just, it's been a revolving carousel of, you know, like I say, whenever I can get
him, I'll take him.
Fortunately I've got some time right now and we're shaking this thing down and it's taken
a long time, but it's fun time.
You know, it's not like sitting and having to do brake lines.
It's, we're having to install a clutch.
It's, hey, you know what, we need to adjust the shocks because it's rubbing when, you know,
when I'm turning to the left or whatever.
So it's just fine-tuning stuff.
So now the process is like you're, you know, you're getting in the car with,
you know, Manny or Clint or somebody and, you know, you're trying to drive the car around,
around the garage, around the property, I don't know, off the property, just somewhere around to
to see how it reacts, how's the suspension, how's the engine?
You got to shake, you know, you got to shake everything down.
Yeah, the brakes feel good, the steering feels good.
Everything feels good.
You know, so I mean, I had some guys over.
So I told, so there's a shop next to Manny's that's next to Clint's and it's called Snake Eater
and they do all my stuff, which is 60s and 70s, you know, 50s to, to a modern muscle car.
That's all they do, American muscle car.
And I met them when I met Manny and I told them as we walked through that there's going to be
a time when Manny's going to pass the baton to you when we get done with this Cobra.
And it's going to be time to work on every carbureted car in my garage, get everything running,
you know, a wheel cylinder, everything, whatever it may be.
And so we're driving the Cobra and the carburetor, we can't get it to idle.
And Kent Waters, who built it for Ernie, loves to FaceTime with me because I'm his pupil, right?
Yeah.
But this is something I want to learn real time, hands-on.
So I, I called these guys at Snake Eater and it was time to pass that baton because the car's
ready, 99%, but it's not tuned. And we need, we need a guy with a good ear, right? And experience.
And I joked to Manny and to Clint that I guarantee you, we were having so much problem, we couldn't
keep it running. I couldn't feed enough fuel to it to keep it idling. And I said, I guarantee you,
Brad's going to come over with a screwdriver and it's going to take him five minutes and
he's going to get this thing running perfectly. Well, and behold, it was even less than that.
Because we had a vacuum leak, right? So with air cleaner on, the screw holding the air
cleaner on, it creates the vacuum. We didn't even think about that. We, Manny and Clint and I
brought it up, but we couldn't find it. It was right in front of our face. Brad puts his hand
over the carburetor, you know, the primaries and then the secondaries and then it's a vacuum leak.
So he puts his finger over the hole, tunes the carburetor, takes him three minutes.
So it's good to now be able to have those guys come over and work on my classic stuff,
all the carbureted stuff, because now I can learn from guys who know by sound, you know, who,
I am so jealous of these guys who can tune a carburetor, you know, in a minute.
It's such a fine art, but it's so easy to learn, I would imagine. I've got to learn and I'm going
to be like a kid in the candy store out here. Yeah. You know, I meant to ask before, is there,
is there a dino in town? Does anybody have a dino shop? Because I'm curious, I mean,
also part of the tuning process, you know, one, yeah, I think we're all kind of curious and
what kind of power that Cobra is actually making. So it'd be interesting to see that thing on a
dino. But the other cars in the garage you're talking about, as you get them up and running and
how do they run through the gears, you know, summer manuals, maybe some automatic and
doing that process on a dino and, you know, some of those cars aren't about big power,
they're just about drivability. Absolutely. And, you know, at a case and point yesterday,
when I take the Cobra out and I take a right down my road and they're doing, there's a monstrous
mansion at the end of the road and they have 18 wheelers coming in daily. And so I didn't even
think about it, but the road's kind of crap to the right, all pebbles. Yeah. So the moral of the
story is, and you bring up a great point. It's a great thing to have access to a dino.
I'm not going to blow my, I'm not going to chew my tire, my, my brand new competition, you know,
good year tires. I'm not going to chew them up on the road. I'm not going to,
you know, there's so many advantages to having a dino, you know, and especially in a car like
the Cobra, because as I'm talking to Beatty, how do you realistically break a car in that
since 94 only has 20, 20 or 250 miles on it? Yeah. Every time I drive that car, I drive it hard.
And so how am I going to break that new stuff in? So a dino is a great option.
Yes, it is. The, the twin turbo Mach 1, when I had that, when I would take it to full throttle
customs and Ray was tuning it. Yeah, we wanted to get the dino numbers on it, but he spent,
I don't know, a day, you know, like a full day, maybe day and a half on dialing in that tune
throughout the power band. It wasn't all about wide open throttle. It was about how does it
cruise? I bitch and moan at Gearhead because when I get my cars back, they don't take them
on the road very much. They'll test them on the track. But I have 300 miles on it or 400 miles,
more miles on it. I'm like, what the hell did you go? He goes, I didn't go anywhere. I was on
the dino tuning your car. Yeah. So yeah, I mean. Yeah, that's a good point. Right. You know,
you're on the dino for a day, you realize, oh, you know, they're doing some, they're doing some
passes, they're doing some cruising speed stuff. Because when we looked at the dino graph for the
Mach 1, separately, we looked at all of his files where he's looking at the air fuel ratios and
where is it at idle, where it is at wide open throttle, are we cruising, are we burning too
much fuel at cruising speed, wasting fuel for no reason? Like, can we lean it out a little bit?
Or what does it need? And to get that drivability and also, as you do a partial throttle acceleration,
like on ramp, at a freeway or something like that, do you get any little hesitation or is there any
drops in power or anything like that in there? And you will notice that.
Well, I would imagine that way to maximize your tuning is to be able to do that.
Either that or do like I'm doing, but you have to have a guy with a laptop that's connected,
sitting in the passenger seat, looking at all the gauges and looking at this and,
you know, how practical is that? So yeah, dino. Honestly, that's part of the fine
tuning as well, is that something that Ray would do as well would be get it out on the street and
then drive it. Once it's done, what he's need to do on the dyno, then make sure you drive it on the
street and it feels the same. Well, yeah, a dyno is not going to tell you if you're going to rub in
your right rear because your socks not. Yeah. And so, and his dyno is good. It's a Mustang dyno
where it has a load. You can simulate the load. So, you know, it's not just freewheel spinning
back there, but. That's present. A Mustang dyno? I know. It confuses everybody when I say that,
but that's the brand of the dyno. And Dynojet good as well. They have a load of one as well that puts
but yeah. So, and then get it out on the street and do some fine tuning on it. You know, it might
be an interesting idea. So, all right. So, you guys are getting, you're in the Cobra. So, like,
you know, maybe Clint comes over, he rides shotgun, you drive it a little bit, you start,
you know, can you make adjustments while you're doing it? Or are you just taking notes while
you're doing it? Like. Everything. What we're doing is, well, we're taking mental notes, but,
you know, Clint will come over and as much fun as it is being the passenger in one of those. He's
completely locked into his screen. These Dakota digital gauges are great, man. I mean, the app
that they have with it, you can monitor every single thing and you can adjust while we're going,
right? So, speed calibration, we're just doing all the basics at the beginning now. But, you know,
first and foremost, you're going to check the, you know, our issue has been our shocks. We had no
clearance in the beginning now or no, excuse me, we had like six inches of clearance in the beginning
that we changed the shocks, changed the length of the shock itself and then changed the springs and
so we've been in and out of the garage. We've probably taken it out three or four times to shake
it down, whether it's the carburetor, everything. Five or six times to just adjust the shocks and
we've adjusted them, you know, at quarter inch increments and, you know, because I don't want to
go too high, too much of a gap. I want to teeter right on the edge, but I think we're about there.
You know, it's a tedious process, but it's got to be done.
Right. So, as we mentioned before, in the back, it has like, I guess they're kind of inboard.
Yeah, they have the inboards. There's four coilovers back there, two on each side for that
independent rear. One's inverted. One set's inverted, remember?
One set's inverted. That's a clearance issue. Yeah, there was a clearance issue. So,
would they react the same inverted? Not exactly the same, I don't think.
All I can say is the only reason why I even knew it was an option was from the manufacturer.
I've been dealing with them from the beginning. They say there's absolutely no issue and if you
have clearance problems, you know, that's why people do it. But did they say the inverted one?
I wouldn't think by any stretch of the imagination that he would suggest for me to do it if the
performance was different or less, but I mean, Logic's probably going to tell you that, you know,
it's going to react differently being inverted. I don't know.
Yeah, because when you change the angle of the coilover, it effectively changes the spring rate
slightly. And I'm thinking if one's inverted, then maybe this...
The spring rate would be the same. It should be the same if it's at the same exact angle.
Yeah. I mean, and if you thought that it wasn't, you could invert the other two.
Is there a clearance issue if all four were inverted?
No, that'd be great. It'd be a hell of a lot easier to adjust them.
You know, like, you could just invert the other two. Just, you know, there's no clearance issues
and you have better access to the coupler to adjust it.
Oh, yeah. Me and the couplers have become really good friends. And the tool to adjust that,
somebody's got to come out with a better tool.
Yeah. It's freaking horrible.
The tool that, like, they send you and it has, like, little grooves that it snaps on and go,
but it doesn't have, like, big enough teeth on it, you ever notice? And,
uh, yeah, it's just, I've noticed it too, because I've done, like, KWs, which I love.
I did KWs on my BMW, my E46 BMW. And then I got Tukiko. I got Tukikos on the red Mustang,
but a maximum motorsports coilover conversion. And each of those guys sent, like, a tool to
adjust that. No one's got a good one. And, yeah, it's, it's like, it needs, like, more of a,
like, it can't be super thin in the teeth, like, so thin. My problem is not the front tooth. My
problem is the rear and keeping it flush with the nut, right? Because it always wants to,
and I can't see. So it's just by feel. Yeah. So to keep it flush, then you can crank it.
If it's not flush, then every time. Every time. It, the tooth slips off. Yeah.
I hate it. 100%. But Manny taught me, and I picked this up yesterday,
dependent upon the spring and its, and its tension, he adjusted them by turning the spring
itself, just by continually turning the spring as much as he could until it compressed enough
to where he couldn't turn it. But I'm like, what are you doing over there? I'm breaking my hand off
with this fricking tool. And you're just spinning them with the spring. So, yeah, I mean, that's
right. Now, there's another one that comes down and locks it like another, like, yeah,
the threaded couplers. And along the way, when I first started,
when, when you, when you start and you go the wrong direction, talk about a waste of fricking
time, because, you know, you put all this effort towards, you know, three or four cranks, and then
you find out that it's the, you're, you're decompressing it instead of compressing. Right.
If it's easy to spin, it's, you're letting tension out. If it's hard to spin, you're, you're, you're,
you're adding the tension to it. So I don't know, here's a thought. If you have to go down there
again underneath the car again to dial it in more, maybe flip those other two.
I might, man. I mean, it's such a pain in the butt to mount them. It's the, the rears are a
lot easier than the fronts. But yeah, am I, if I have a problem again, and I have to go in and
adjust them, I'll call, I'm going to call them first and ask, because I don't see any issue with it
whatsoever. But yeah, why not make it easier. I mean, it might make it easier. Like, if you
got to go down there and, well, two things is, is if you're going to flip them anyway, when you
take those other two off on the bench, you can adjust them again. So at least you like, if you
got, you know, believe me, and then you could put them back up there. If you're like, well,
if we're going to take them off anyway, I've come to the conclusion, and I've probably stayed in
this on the podcast before that I can embark upon restoring anything after restoring this Cobra.
Because anything, unless it's a mini or something, it's going to have more space to work in.
Yeah. Anything. It's going to have, it's going to have some more space.
That's an understatement. That's the little man. Yeah. Yeah, it'll have more space. Yeah, more space.
I can't even put my freaking, so, so the, so here, another, when you're shaking things down,
everything becomes apparent. The throttle stuck. Right. So you were saying it was sticking on my Cobra?
You said it was kind of where the clutch isn't adjusted enough to where I'm comfortable on it yet.
So obviously, if the throttle sticks, what are you doing instantly, right? Other than
shutting the car off, you're slamming the clutch. Well, if it's uncomfortable, it's a process, right?
So that was terrifying. I depress the throttle and it hits the door, the peekaboo door,
for the spark plug. Yeah, in the transmission tunnel. Yeah. And so what I did, the first thing
I did was something cosmetic and something that looked better on the car. I put the
Sparco pedals on it, right? Yeah. The pedal covers, not the pedals themselves, but the covers.
Well, it's a quarter of an inch more than the existing throttle pedal had.
So that's the quarter of an inch that hit the freaking door and stuck the throttle. Oh, I see.
Because last, yeah, all we did was take, take the pad off and man, it's great now. No problem.
Complete throttle response, picks back and forth. I can't even, so I need a longer linkage rod
because I'm not even getting full throttle right now. There's about, I don't know,
half an inch that I'm not pulling. I can do it up at the linkage manually,
but through the pedal, I can't get full throttle. So firstly, thank God, it's a wonder.
Yeah, it's probably not the worst problem to have right now. I may never need it,
but it would be nice to have it. So, you know, that's all I'm saying.
Right. So last week when we were talking, we were talking about the throttle linkage
possibly hitting and was slightly hitting, but it wasn't getting stuck and it wasn't getting jammed up.
But no, but I rectified that because I took the, you know, the, not the adapter, but the,
the little, the loom, the loom, what do you call it? The ones that hook the plug wires together?
Yeah, just the wire looms. Yeah, for the clip for the spark plug wires. Yeah.
The separators, the wire separators. Wire separators, but these are the race kind,
right? So they mount to the head and then they have the piece that hooks to the look,
to the plug wires and then you can adjust it. Well, I just completely took it off.
Yeah. Which in itself was a pain in the ass to get to it. So I had to take the linkage off just
to get to the bolt and did it. So now we've got full pedal. It's, it's, it's, it's normal now.
You know, actually the root that I have now is much smoother than it was in the, in the beginning.
Okay. When I first got the car. So.
But then when you put the, the pedal cover on, then it would hit. So that stuck. So then you
took the pedal cover off and then I don't know, can you move it slightly or shave it down?
Or if you want to use that pedal cover, you can. It was purely aesthetics. Yeah.
I don't care. I could care less. Yeah.
Nobody can see the freaking pedal anyway. It's so far down there and it's in a tiny little
cavernous hole, you know, that I mean it's not a, it's not a front and center, you know,
piece of aesthetics. So I don't, I could care less. I don't care if it was pink or purple,
man. It doesn't matter as long as it works. As long as it's functional. So now it's functional.
I just have the little tiny pedal. So yeah, that was our issue. And I mean, it's just one thing
after another. You know, we, the rev limiter is set too low. We had no idea where, where to set it
in the beginning. So I take it out of the street, you know, shift from first to second. I hear it
instantly. The clutch, it's a quad disk clutch. Yeah. Chatter is going into first gear.
Is it, is it the throw out bearing? Is it the clutch itself? Well, no, it's just
the characteristics of that quad disk clutch, right? And shifting from any other gear, it's
butter. Absolute butter. It starts off with a little chatter. So what? It is what it is. So
we're just learning the ins and outs of what we've got, dealing with the Dakota digital and
dealing with, you know, setting up all the gauges and, you know, it's, it's fun, applicable stuff.
We don't have to be laborious and do brake lines right now. So you talk to Will Beatty about the
clutch as well? Yeah, absolutely. These guys hate to talk to me right now. They love talking to me
because they're walking me through the cool parts. You know, kid, I got to call a digit kid about
that fifth gear because like I said, I don't think I'll ever, I'll be on the Gumball rally going
180 miles an hour down the I-5, I think, and I'll hit it. But I don't know, man. I don't know.
It's neat to have it and the transmission is great. Yeah. But this was a packaging issue. It was
like trying to get the six-speed in there, which you weren't going to use anyway, as you're saying,
but it's a bigger transmission. And having this, the TKX, the smaller case, the packaging,
the multiple shifter locations, you know, the torque capacity, like it was, it's a home run.
And as we said, maybe it does it now on all of us. Well, yeah. And for me, you know, I've learned
that that TKX is a wonderful package because of the reasons that you just said. But for me, I only
was lusting after it because I can move the location of the shifter. Yeah. And it would fit.
Yeah. If you don't use it. If you had another gear, so what? I didn't care.
Yeah. It solved the issues of driving that car. Absolutely. Now it's really comfortable. Now it's
to the point where I must admit, it's even more scary because I'm comfortable in it now. And it's
driving experience as opposed to like a monkey hump in a football. You know, I was, I was extremely
uncomfortable in there before, whether it's the steering column and the location, whether it's
the steering wheel itself, because it was the old style, you know, wooden wheels. Yeah. After two
handed just to turn the dam to get a grip on it. So I mean, there's little tiny things to suspend
every single thing that we did to it turned out to be fantastic because it gave us the things
that we didn't have, which ultimately is comfort. And when you're comfortable in a car, as you know,
the driving experience not only is more enjoyable, but it's more,
if it's performance oriented, you tend to push it a little bit more because of the comfort level.
You don't feel uncomfortable. Right. There's a confidence level as well. You're uncomfortable
in a really wildly high horsepower car. You're not going to push it as far as you would if you were
like, oh man, this is great. Let's go. You know. Yeah. So I'm just trying to picture you and Clint
right and side by side in that thing. Yeah, it's pushing it. It's truly test of the shocks. Yeah,
that's going to say that's why it feels like it's sagging or whatever in the back because
two big dudes in there. Man, we're testing the threshold of the bill states.
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All right. Well, listen, it sounds like it's it's it's getting there. Like you said,
I mean, now that you sort of talk about it out loud, it's it's cool to shit. Like it's turning
out to be it's freaking awesome, man. It's it truly is beyond what I originally set it out to be
for me because I didn't really think that I would be that comfortable ever in that car. It
you know, without now I have to point the finger at me. An issue with the foot well is that when
I installed the carpet for the first time ever in a car, I put two to think of padding in it.
So that reduces my foot, my heel travel. Yeah. You know, up and down on the clutch. So if I'm
depressing the clutch with these big 14s, I need every bit of space I can so that my heel doesn't
catch on the little foot well that's it recessed in there, right? Because now I'm depressing the
clutch and the heels catching on that that corner edge and I can't fully depress it. So it's little
things like that. And then I tried to go no shoes. And oh my god, a quad disk. It right through my
it tried to embed in my foot. Yeah. So I mean, hey, the the pluses are far outweighing the
minuses the and the minuses as I told Manny and Clint and Brad yesterday. The minuses have all
been really small. We have no leaks in this thing. Yeah, that's good. The brakes are performing well.
I've got to break them in quite obviously. Everything, excuse me, everything that was
added to the car and changed on the car is great. The things that are apparently small problems now,
i.e. the windshield frame are things that were existing prior to us changing the things that
we did on the car. Yeah, right. You know, in the frame, how are you going to fix the window frame?
We've tried like 10 different times to do it. So it's metal, obviously, and it's got the glass in
it. So the and it's and it's obviously curved a certain way from the factory. Well, these cars
aren't exact by any means. Yeah. And so I've got gaps, you know, we've adjusted there's two bolts
on either side of the frame of the windshield. And we've adjusted them forward backward. I pulled
on it this way, that way, four guys trying to manipulate it and mold it to where it fits on the
I can't get it to fit. So I can literally almost stick my finger underneath the dash.
And I see it up under the the molding, the rubber molding on the other side of the metal. And so
how do you fix that? That's the question of the day.
So my my thought would be, right, because that fiberglass body, you know, it's not going to be
perfect compared to the window frame. And I made so it's fastened on the ends, maybe it's touching
in the middle, but somewhere along the sides where it curves in the middle, it's not touching like
it's like this. So imagine this finger is the the the body. Yeah.
And it's up, it's up like that. So underneath, what might be interesting, here's just the thought
would be the entire window frame, when it sits on the body of the car, it needs something between
the body and the window frame. And and how do you mold it to shape and how do you do whatever?
I'm I'm I'm thinking you scan it and 3d print it and you make a piece like a like a plastic piece.
Like the width of the car, you could probably do it in two or three pieces that kind of come
together. But you would scan it, look at the gap, and then you would 3d print, you know, like a plastic
or or some type of, you know, you know, depending on the diameter of it, like you want harder,
softer, whatever, to give it a little bit of squish. Like when I did the when we 3d printed the
door handles on my truck, we made gaskets for I was like, we don't, I was like, and the I'm sorry,
for the mirrors, I was like, well, you can't buy the gaskets for making a new thing. He's like,
no, no, no, I'm gonna 3d print gaskets. He made like a plastic gasket that has a little bit of
give to it. Right. E3d printed it looked like a flat gasket.
But I did that for me for the shifter. Yeah. Maybe you 3d print a piece that fits
underneath the windshield frame and between the body. And you know, maybe it's like three pieces
that come together because it would have to be it would have to be so thin at the ends. But it would
have I mean, that's that's bandating it. I'd like to get the frame I'd like to be able to bend the
frame somehow to where it fits more flush on the body. Because then the glass might not fit.
It's a symmetrical gap. It's not rigid in that it touches here and touches there. No, it's it's
completely straight across. And it arches though, obviously, because of the contour of the car.
But it's just that much, man. And it's covered. You can't see through it because of the molding,
the rubber molding that's on the front of the frame that is is hangs off. It goes into the frame.
And then once you mount it, it, you know, it, it, it hangs over it, right. My references are horrible.
But it hangs over it and it makes the transition flush. Well, that covers the hole or the gap.
So unless you know it, you don't know it's there. But my issue is,
what if wind got under there somehow? Or I don't know. I mean, it's just I don't like it not flushed
first off. Yeah. And just and it and it wobbles a tiny bit because it's not flush. So maybe your
idea about a gasket. Yeah, like you, you 3D print a gasket, it's some sort. You know, maybe just off
to the front and the back. But if it had one right at the flush, the bottom of it, that would be the
ticket, I would think. I mean, if you bend the frame, the windshield is probably not going to fit
the way it fits. If you, if you take the windshield frame off and then you add weld, you add metal
to it and then re-sericode it. You know, that's how you do it in metal. But you know. Yeah,
it's just one of those things and dealing with a custom car that piece, you know,
if you 3D print some pieces, it at least tell you if it fixes your issue or not. And then you can go,
all right, do we want to make something official? Do we want to, you know, leave these pieces in
here? Do we, you know, is it taking the wobble out? Is it fixing, is it filling the gap? Is there
something that we can, you know, was it capable of doing? Did we, did we 3D print like two or three
pieces? Because if it's hidden like behind like a rubber gasket or the molding or something,
now you can maybe from the inside or wherever go, yeah, maybe if we 3D printed a piece here,
piece here. I'm going to be perfectly honest with you. And I'm not even going to go to the 3D
printing thing. And you already gave me an idea. I'm going to take the frame out. I'm going to
turn it upside down. And I'm just going to get the 3M double stick freaking molding that I put
for the trunk for that I put for the doors. And I can carve it out. I can trim it down to where,
you know, it's, it's thinner here and thicker there. And that's going to fix it.
That'll fit that. Right. Cause you're just trying to fill the gap.
And that's it. What I'm saying is, is like, I, I agree with you completely. I like where your
take it off, try some like double stick tape or something, see if it fixes the issue. And then
you can decide if that's the permanent solution. At least you did it cheap and easy and said,
all right, what is it doing now that the double stick tape, if you could see it,
then I would worry about its aesthetics, but you can't see it. Yeah. So there's no reason
to not get the molding that you just pull, pull the tape off of it and you fucking stick it at
the bottom. Right. And it'll, it'll, it'll form itself because of the distance. Cause it's a little
bit of foam tape. It's a little bit of like foam tape. If you're just filling the gap, yes. If
you're trying to create some more stability, I don't probably not going to do that that much.
If I, if I'm trying to create stability, then yes, I'll have somebody 3d print something that
hold, that's like kind of a base for it. Yeah. Right. That has a groove to where the bottom of the,
or the bottom of the frame could sit in it and it holds it from going forward or backward.
Yeah. I just don't think I need that. I think, I think that if it was just, if it had contact in
the middle and you know, whether it was a rubber, a quarter inch piece of rubber or whether it was
carbon fiber, 3d printed plastic, that's all I need is to have the assurance that that gap
is taken care of, whether it's from a pliable substance or whether it's from hard plastic or
carbon fiber or whatever. But yeah, I just want the easiest, the easiest route to make it more
functional than it is right now. For now, yeah, shove something in there, some double stick tape
or something. That's basically what it is. Just to see if it, if it starts to fix the issue and then
you can figure out like, hey, I don't see how that won't. Yeah. It's just simple. Because like I say,
it's not a function issue. These four bolts are tight as dog shit. You can't get any tighter.
Yeah. So the windshield's not going anywhere. It's not like it's going to move up or down.
It's just the fact that it wobbles a tiny bit when I'm shifting this monster, right?
Especially getting into first gear when the clutch chatter, it goes right. So I just want
to get that out of it. Yeah. And it might be a little bit of a sound issue when I'm at speed on
the road. So I think that definitely is going to work. Like no doubt. So thank you. All right.
Well, there's your assignment for the day. There's my assignment. Because you don't need the guys for
that one, I don't think. You could take that one too long. I'll need the guys for that one. Yeah.
For sure. Yeah. I couldn't have done it without Clint, man, when the wiring. He used to work for
Peterville. Yeah. Yeah. You mentioned that. And I mean, what better person to tackle the wiring?
New Bern was going to come and do it. But his schedule didn't tie up, right? So
he chimed in and I'm like, man, I got somebody on. I got my buddy on it. And Clint's taking it.
Man, they're having a lot of fun coming over here. I think sometimes they just show up because
they want to show up and hang out, which is fine. But man, it's been such a fun process. I've learned
so much throughout with these guys. Yeah. Now they're like, what's next? Yeah, right? Yeah,
they're good dudes. Yeah, good guys. Because we've had them both on the show now at this point.
They both have their own lives, but they've taken time to put aside some time when they can.
Their wives probably love it. But it's just been the whole car experience, right?
So this car forever, it would not only be a car that I know that I touched every single bolt of.
That's another thing. I was driving around and I found a bolt in the middle of the driveway.
I knew exactly where it went. Exactly where it went. So I mean, yeah, it's all fun.
Like I say, it's a story. Every car has got a story. And this one, not only did I
have everything to do with redoing it, it was a great experience along the way.
Yeah. Well, it's good. So when do we get to start seeing some videos and stuff?
When we start to see this thing in action? I got a new company together. And I've said this a
trillion times in the past, but I think we're at the point now where I've got so much content and
I've got a group of people that are going to work on it that it'll start coming out like ASAP.
Like next week will be the first video drop. So hopefully I can get a schedule and get back
on the horse and get this thing done properly because I just I obviously showed to everybody
that I couldn't do it myself. So the body going on, the frame, that entire video will be next week
and then we will get everybody up to speed as to where we are currently with it,
which is driving it and shaking it down. Yeah. But I won't put the video of us overflowing the
sub tank. The sub tank. That's amazing. So here's an example for you. My list was down to like
three pieces, right? So breather tube, this, that. So I brought breather tube up and Clint and Manny
were like, Manny knew what I was talking about on the gas tank, right? But I had forgotten how
it was constructed in the original build. But I did remember that it was hardwired,
right? It was hard lined. And so I, so I only found the fitting by overflowing the gas and it
puking out. Oh, I see. There's the breather tube, right? Yeah. I can strike that off the list.
Then I picked up the phone and called Clint and asked him about it because I forgot about the
routing and then tried to find out if it needed to be hardwired or not hardwired, but hard lined.
Yeah. Yeah. He used a hard line for the breather. Yeah. But there's no reason to do that now. So
we're going to get a five sixteenths tube and put a charcoal filter at the end of it. Yeah,
I was going to say a friend of mine introduced those to me and he tried a few and he's like,
this one's found one that he liked. There's a company making like those charcoal filters and
where you place them is kind of key and really helps any of that fuel smell, that gas smell.
So I affixed the five sixteenth hose to it. You know, it's about a foot so it hangs down. So imagine
changing the spring rate on four shocks with that blaring in your nose.
That'll make your eyes water. It was horrible. I mean, so you'd rectify one thing and you have
another issue. So I called Clint and he's like, shove it in the frame. I'm like, what? Shovel it
in the frame. But yeah. Yeah. It needs to be a certain height. I found that out. Yeah, it can't.
Yeah. There you go. It needs to be like above the tank, the charcoal filter.
Yeah, it does. But you learn these things through trials and tribulations. And fortunately,
as I said, the stuff that's gone wrong has just been a little trivial stuff. I mean, I haven't
blown anything up, haven't caught anything on fire. Yeah. Listen, it's good. I mean, we knew you
need to work out some of the bugs and fine tune it. But everything that you've been talking about
is one step closer. Like each one is like a little win. You're like, oh, you know, last week you were
like, eh, the throttle linkage hits the spark plug wires a little bit. I can live with it. But you
know what? You ended up fixing it anyway. Yeah. It just got one of those things where you're like,
I could fix this. This is dumb. I can fix this. Like, let's do it. Then you try the battle.
One thing that came up was, and I'm really pissed off about it because I thought it was funny,
when I'm driving around the garage and Clint's in the passenger seat or anyone else for that matter,
if I hit a certain speed at a certain, you know, G force, I can make their door fly open. So the
fact that they fixed that yesterday, I'm pretty pissed off about that because that took the giggle
factor out of my coat. I can't eject people immediately. Yeah. But you know, you were talking
about the doors last week, too. Go ahead. The mechanism for these things is not like you've
got to come up with something. Yeah. Manny hasn't put a cobra out with these mechanisms on them.
And I can't wait to change it. We spent an hour trying to adjust them last night. I can't stand
them. It's the worst thing on that car, 100%. Yeah. And it's a little small thing, but when
you're getting in and out of the car, testing it, shaking it down, I mean, you have to open that
door 15 times. That's 15 pain in the ass, you know, experiences. And it's just, it needs to go back
to the old school. Yeah. What does Manny use as the latch on his doors? Don't know. I have no idea.
I haven't even looked at them. Yeah. But I know they're completely different and they're archaic
and they're extremely simplistic. So I want it, whatever it is, I want it because...
Yeah. How are they mounted? Does it have similar mounting points or, you know?
It does. Similar mounting points. It can transition right over. You're not going to have to fabricate
a lot of stuff by any means. Use the same striker. Okay. Yeah. So that might be the solution there.
Oh, it is the solution. I haven't seen it and I'm doing it because this one sucks so bad.
It's absolutely horrible. It's almost as bad as the handles for the hood because if you remember,
I don't know if you've ever taken a ride with me in that car, but prior,
I'd have to adjust those handles at every stoplight. I have to go up over the windshield
and tighten it up again because it shakes so much. Yeah. Yeah. We drove that car down here in
Poncell before the rebuild. Yeah. It's so much different, man. Wait till you drive it. Yeah.
Yeah. I've got to plan a trip to get out there. Finally, check out the garage, see some of the
new stuff, say hi to Wanda, see what's going on. Absolutely. It's changed exponentially,
changes every week, but tell Kid that our next project is the one that he so
willingly is going to help me out with is that I want to drop that four or five
speed in the 2500, the truck. Yeah. So Seema's coming up. I've been working on
booking some meetings, booking interviews, just who we're going to sit down with and
grab a couple interviews while we're there. I'm trying to grab a little bit of everything.
Yes. I'm talking to my kid from Tremac. We're going to go out and see his truck
and his Mustang. Kenapa, or I'm sorry, Meyer, I don't know. I don't have an interview set up
with him because we can do that here locally. So I was trying to grab people that I don't
normally get to see in LA, but I talked to Mark Gerhardt from Holly. Jason Angle, who is that
classic recreations doing the Mustangs. He's got a new company called Trick Rides,
and I think he's got like an all carbon fiber, maybe it's a 69 Mustang. I'm going to talk to
him about that. I'm going to talk to Ring Brothers about their cars. I'm going to talk to...
Yeah, they're the best. We've been on the phone a few times back and forth.
Rockford Fosgate, they've got some stuff on the audio side. I'm going to talk to those guys as well.
Oh, even Escort, radar detectors, they've got some new technology.
Wow, they're still around. I didn't even know they were still around.
It's a big thing, and they're doing all kinds of crazy stuff. And radar detectors, by the way,
have gone like, there are some sophisticated systems where the gear alone is like $4,000.
Like if you're really into it, it's a lot cheaper to have a good relationship with the police force.
Yeah, it's a lot cheaper than doing that. But I just wanted to touch on that because I still
know it's a popular item around the country in the States where it's legal or whatever.
But yeah, so working on a bunch of that stuff to get that scheduled and...
Yeah, our friends from Hero Covers, we're working on a cover for a Ring Brothers car.
And because it's Ring Brothers that it's me, I love the Hero Cover guys, but I've already,
you guys, I was like, don't... I was like, I need to get you specs and everything on this car because
it needs to be perfect and it's hand-built. You can't go, oh, it's similar to a Mustang or similar
to this shape. Okay, in the same vein of your stress level in making sure that Cody
and Hero Covers does every single detail perfectly, imagine building one for Bruce Myers'
first competition cover, which is what we're doing right now. So it feels the same thing you do,
believe me. We did. I mean, we got the specs on the car. Fortunately for us, the Rings had
like a rendering of the car with the full measurement specs, not just like the length
and how tall the car is and the wheelbase, but now they gave me like the length of the hood
and the length from the front of the hood to like the heat extractors and the width of stuff and how
high the hood is and how high the roof is. And so we can get a lot more measurements. And so Nancy
Ring said that over to me. She's like, you're probably going to need this. So I was like, oh,
my God, this is perfect. I can't believe you got all the measurements in here just nailed. So
so now I'm looking forward to that. And when they when they launched their cars, they had
photo shoots done. And I think that Larry Chen, Larry Chen, who's, you know, the best in the
business, he shot all the detailed photos of this car. So when I said, you know, this is carbon
fiber and this is what the HRE wheels look like that are custom built. And you know, I was like,
this is the, you know, I was like, now you got all the more photos, more details than you could
possibly imagine. There's no reason not to hit it. So anyway, that'll be kind of cool to see
that as well. But yeah, looking forward to it. Yeah, I think we're out of time for today. You
got your assignment work on that windshield. Yeah, what am I going to do first? We're
I don't know. It's funny, man. There's not too many things to run to right now. So
yeah, I guess I'm going to have to go to the windshield, but I can't because I'm by myself.
Well, if I had one of those safe light things that they have on their truck, I could do it.
Yeah, the little suction cup arm that moves the thing around. Yeah. Yeah, that's good.
All right. All right, we're going to wrap things up and we'll have next week we got,
I think, one more week here and then SEMA. So SEMA week, we won't record a show in the studio,
but I'll be recording shows while I'm out there and try to get them released. Some of them,
not all of them, some of them during the SEMA week. So we got plenty of content for that.
So one more week here in the studio and then we'll figure out how we're going to do the next.
Thanks, guys. Until next time. I hope so. Until then, keep the air in the spare and the bag in the wheel.
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About this episode
Bill Goldberg shares his ongoing journey of fine-tuning his Cobra kit car, detailing the late-night sessions with friends Clint and Manny. The episode dives into the challenges of adjusting shocks, tuning the carburetor, and ensuring the car's performance meets expectations. Goldberg discusses the importance of hands-on learning and the camaraderie that comes with working on classic cars. Listeners will appreciate the practical tips on tuning and the humorous anecdotes about the quirks of the Cobra, making it a relatable experience for car enthusiasts.
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