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To conclude this brief overview of the AC Cobra 427 ERA, here is the French translation of the FAQ from the ERA Replicas website. For those considering the purchase of an AC Cobra ERA, many answers can be found on this page. While not exhaustive, it provides valuable insight into the level of quality that defines this exceptional automobile.
Because this choice provides a structure that is stiffer and more durable, while preserving the visual faithfulness to the original.
The chassis is reinforced and stiffened to eliminate vibrations and provide a solid foundation for the suspension.
The E.R.A. 427 was designed from the outset to faithfully reproduce the original car, while correcting several of its weaknesses.
We strengthened the chassis, improved the mounting and composition of the bodywork, and completely redesigned the suspension to make the car more pleasant and confidence-inspiring on the road.
We reproduced the exterior shapes, interior details, and even the appearance of the engine bay.
No other replica offers such a high level of accuracy and finish.
Why not use a donor car?
Why not use a donor car?
Because it would involve too many compromises — in design, performance, and appearance.
Dismantling a donor car to recover parts is also time-consuming, messy, and rarely cost-effective.
Why not use an existing suspension?
Why not use an existing suspension?
No “off-the-shelf” suspension met our technical requirements, either front or rear.
We therefore designed our own system to achieve perfect geometry and balanced handling.
This is an E.R.A. exclusive.
The rear subframe:
isolates differential vibrations,
simplifies maintenance,
and allows the suspension arms to be mounted exactly as on the original.
The entire assembly can be built separately and installed in the car in less than one hour.
Absolutely.
The Salisbury/Dana 44 differential used on Jaguars is the same type fitted to the original 427s.
It handles power very well, except in drag racing with slick tires — and in that case, reinforced half-shafts are available.
Why not use a solid rear axle?
Why not use a solid rear axle?
Because of the engine position: it would make the driveshaft too short, severely limiting wheel travel.
With our independent rear suspension (IRS), you benefit from superior comfort and traction, while remaining faithful to the original architecture.
The body, doors, hood, and trunk are all hand-built in our workshop, using high-performance fiberglass with low-shrink resin.
The inner panels are then bonded and fitted on a jig to ensure perfect alignment and fit.
Superformance kits are delivered “turnkey minus” (everything except engine and transmission).
The quality is good, but at E.R.A., we go further:
more aluminum,
more proprietary components,
and a body shape considered closer to the original by many enthusiasts.
Although it carries the “Shelby” name, the 4000 Series combines, in our view, the drawbacks of both the original car and a kit:
outdated chassis design,
expensive bodywork,
incomplete finishes,
and a significant amount of final work left to the buyer.
Our car, by contrast, is stronger, better finished, and far more enjoyable to drive — even if it does not bear the Shelby signature.
Why bond the body to the chassis?
Why bond the body to the chassis?
This creates a much stiffer and quieter structure, with no creaks or vibrations.
Our body shells do not crack, even after thousands of miles.
Some manufacturers claim that an “unbonded” body reduces stress — this is false: only a well-integrated structure ensures long-term durability.
Does this complicate maintenance?
Does this complicate maintenance?
Not at all.
The removable center tunnel makes transmission and clutch servicing very easy.
What about stone chips?
What about stone chips?
The areas behind the wheels are reinforced with Coremat and an additional fiberglass layer to prevent damage.
Some owners also add vinyl protection or a chip-guard coating.
Is the interior molded as a single piece?
Is the interior molded as a single piece?
No.
We respect the original design: aluminum panels riveted and bonded to the chassis.
The floors and bulkheads are made from 5052H32 marine-grade aluminum, CNC-cut for precision and corrosion resistance.
Is the roll bar functional?
Is the roll bar functional?
Yes.
Single, double, or full roll bars are all structural components, bolted directly to the main chassis rails.
What is the vehicle’s weight?
What is the vehicle’s weight?
The ERA 427 weighs approximately 1,180 kg (2,600 lbs) with a cast-iron Ford FE engine.
This is only about 45 kg more than an original, the difference being due to the stronger chassis.
Versions with an aluminum engine can further reduce weight by approximately 90 kg.
With all Ford engines, you can use the original Toploader 4-speed (rebuilt by Dan Williams or David Kee), or the Richmond Gear 5-speed.
The 4-speed is typically paired with a 3.54:1 or 3.31:1 differential ratio.
The 5-speed, with direct-drive 5th gear, works best with a 2.88:1 or 3.07:1 rear axle ratio to reduce engine speed at cruising velocity.
A Tremec 500 or 600 5-speed can also be used with any engine, typically combined with a 3.31:1 or 3.54:1 differential.
The Tremec TKO or TKO II are suitable for moderate big-block engines, using the same rear axle ratios.
We do not recommend the Richmond 6-speed or the modern Ford T56, which was designed for modular engines.
If you are using a small-block Ford, all of the above transmissions are suitable as well, along with certain T-5 variants.
👉 The best choice depends on your intended use:
For daily driving, the wide-ratio Toploader or a Tremec transmission is ideal: strong acceleration and relaxed highway cruising thanks to overdrive.
Close-ratio versions (Toploader close-ratio or Richmond 5-speed) are more performance-oriented, keeping engine speed within a narrower power band.
We can also adapt the chassis for a C4 or C6 automatic transmission:
the clutch pedal is removed,
the brake pedal is moved to the left,
and an external transmission cooler is required (the standard radiator does not include one).
What about the shifter?
What about the shifter?
On the original Shelby 427, the shifter was angled forward — it may seem unusual, but it is actually very ergonomic.
For those who prefer not to fabricate their own parts, E.R.A. offers a faithfully reproduced shifter and linkage, compatible with Toploader and Richmond 5-speed gearboxes, as well as bolt-on shifters for Tremec and T-5 transmissions.
What type of clutch should be used?
What type of clutch should be used?
Because the car is very light, a standard pressure-plate clutch is more than sufficient.
If anything slips, it will be the tires 😄.
Original Shelby Cobras used magnesium wheels secured by a single center knock-off nut.
Torque was transmitted via six drive pins between the hub and the wheel.
The 289 FIA race cars used a specific design, now reproduced in aluminum by Vintage Wheels and Trigo Wheels, with the correct offsets for E.R.A. cars.
The 427 street cars used 7-inch-wide Sunburst wheels front and rear — no longer available new, but occasionally found used.
Competition versions used a GT40-derived design, 7.5 inches front and 9.5 inches rear — the design currently reproduced by E.R.A. in aluminum.
⚠️ Original magnesium wheels are fragile and require significant maintenance, making them impractical for road use.
➡️ For those who prefer 17-inch wheels, PS Engineering offers center-lock versions.
A 5-lug alternative is also available: same external appearance, mounted on adapters — approximately $1,000 less than the original 6-pin system.
What other wheel options are available?
What other wheel options are available?
For the ERA 427, there are many bolt-on wheels with a Halibrand-style appearance, available at reasonable prices.
You can check Vintage Wheels and other manufacturers.
Offset specifications by width and diameter are available on the E.R.A. website.
For the 427, we use:
235/60-15 front
295/50-15 rear
These sizes replicate the original tire diameters, preserving the authentic stance.
Avon (UK) offers V-rated 15-inch tires in 225/65 and 295/50, imported by Sasco Sport.
In the United States, most high-performance tires are available in 17-inch sizes.
The ERA 427 accommodates:
275/40-17 front
335/35-17 rear
👉 In short: a lot of rubber on the road!
What about a spare wheel?
What about a spare wheel?
With bolt-on wheels, you can use a GM-standard compact spare tire.
With center-lock wheels, E.R.A. offers a special narrow spare wheel designed for this application.
⚠️ Important: driving with different tire diameters on a limited-slip differential should be strictly temporary.
Most owners prefer to preserve trunk space and simply carry a tire sealant can and a mobile phone 📱.
Front: 11” × 1” vented discs with floating calipers — more than adequate for road use.
Optional: 12.1” or 12.8” discs with forged 4-piston Wilwood calipers.Rear: 10.5” × 0.5” inboard discs to reduce unsprung mass.
Optional: 10.5” vented, or, with the optional rear suspension, 11.75” vented outboard-mounted discs.
The pedals are mounted directly to the chassis under the floor, as on the original car, using aluminum pivot plates.
No power brake booster is used: pedal effort is firm but extremely precise.
What about the exhaust system?
What about the exhaust system?
The classic 427 SC used competition side pipes running under the doors.
At the time, appearance was secondary: the pipes were simply painted flat white, sometimes black, using high-temperature paint.
The finish degraded quickly, but a quick spray refreshed the look.
Today, some owners choose a ceramic coating, which is far more durable — Central CT Coatings applies E.R.A.’s coatings, in several colors (silver being the most heat-resistant).
Standard steel pipes are packed with internal fiberglass mufflers and tend to become louder over time.
Chrome versions are available, but the most durable option remains stainless steel pipes:
internally baffled for sound control,
virtually indestructible,
they develop slight heat discoloration, which can be easily polished out.
“Street” versions
Some owners prefer a cleaner, more road-oriented configuration:
under-car exhaust,
no roll bar,
no hood scoop,
“street” dashboard.
The exhaust can exit ahead of the rear wheel (required with the optional outboard rear brakes),
or at the rear, as on the original cars.
⚠️
Overheating
Our standard aluminum radiator with a 2 × 1.25” core is oversized for virtually any engine, including 500 cubic-inch monsters.
In urban driving, the standard electric fan adequately cools most mild big-blocks (climate dependent).
We also offer several fan options capable of cooling just about anything else.
Do you mount the battery at the front?
Do you mount the battery at the front?
In the standard configuration, the battery is mounted above the passenger footbox, roughly in the same location as on an original 427 street car.
Optionally, the battery can be relocated to the trunk to improve rear weight distribution.
The battery can be removed and replaced by removing the engine’s valve cover.
Performance
Depending on the engine, 0–100 km/h (0–62 mph) takes between 3.5 and 6 seconds.
Very well, thank you.
Stopping distance from 60 mph is approximately 135 feet.
Front/rear bias is adjustable to tailor pedal feel.
A car with standard brakes recorded a 0–100–0 mph time of 12.07 seconds.
Grab your calculator!
And ride comfort?
And ride comfort?
Surprisingly good.
Spring rates remain reasonable for such a high-performance car, and the minimal chassis flex greatly enhances the feeling of total control.
Everyone returns from their first drive saying:
“This really is a great car!”
Owner testimonial (kit #490, built 10 years ago):
“I wish my Acura were this solid.”
Another comment (Cobra Club):
“The suspension is so compliant that ride comfort remains excellent, even on 17-inch wheels.”
How does the 427 compare to a modern sports car?
How does the 427 compare to a modern sports car?
You are far more directly connected to the road. Without power steering, you feel more — and it does require a bit more effort. In terms of outright grip, the car holds its own very well against a comparable modern sports car.
With fresh tires, the 427 exceeds 0.95 g with the “street” suspension. And it doesn’t hop from bump to bump — there is plenty of suspension travel.
It’s a car born for Connecticut, where potholes come standard on our favorite roads.
Fuel consumption and reliability?
Fuel consumption and reliability?
Do you really have to ask? 😉
More seriously: the closer the engine is to stock, the better the fuel economy. A mild 390 can achieve 14–18 mpg; with 550 hp, expect closer to 8 mpg.
As for reliability, staying near stock is key: unless you’re willing to spend serious money, more power means more maintenance.
Comfort
Comfort
A short testimonial?
A short testimonial?
“Bob, thanks for the information on car #191. The current owner upgraded the engine and ignition. He loves the handling, and his friend — who owns several big-block Corvettes — says your ERA drives ten times better! He even said it rides as well as his 1985 Mustang 5.0!”
Because we spent years standardizing springs and shocks, you can expect a high level of ride comfort.
Interior ventilation?
Interior ventilation?
We provide footbox vents on both sides (driver and passenger), controlled from the dashboard.
Very few kits offer true interior ventilation.
In addition, we offer optional wheel-well vents to evacuate exhaust heat from the engine compartment.
Winter driving?
Winter driving?
Owner testimonial:
“Bob, I saw your reply to the gentleman asking about winter driving and equipment. I’m entering my third year of winter driving with my 289. I put the top up, and add the side curtains if it’s very cold or wet. I rarely use the heater/defroster, because with the heat flap open the cockpit is more than warm enough. I’ve driven in snow, rain, and pitch darkness. The ERA just keeps on rolling. Tell him one thing: GO FOR IT!”
Not much!
Vinyl: the texture often feels even more “leather-like” than the leather shown in photos. Most people can’t tell the difference.
Leather: slightly softer to the touch and with that unmistakable leather smell, but it requires more care. We buy full hides so both seats come from the same hide for consistent texture.
Our cars offer more space than any other standard-wheelbase replica and comfortably accommodate drivers up to 6’3” (1.91 m).
We extended the footboxes by about 2 inches compared to the original, and the pedals are adjustable.
For very tall drivers, we can install a larger clutch master cylinder to gain about 1.5 inches of legroom (at the cost of higher pedal effort).
If you are especially tall, we recommend a “butt-in-seat” test fit.
For long torsos, seat padding can be reduced to lower your seating position.
The steering column height is also adjustable using spacers.
Seating dimensions with standard configuration
“I’m 6’4” (1.93 m) — my ERA fits me like a glove. I came in for a seating measurement; they moved the pedals back (larger clutch master cylinder), reduced the seat padding, and lowered and moved the seat rearward. And yes, I’m looking straight through the middle of the windshield, not over the top like in a ‘clown car’. Here’s a photo of the back of my head as I drive away…”
— Pat T, #732 (6’4”)
Equipment / Options
Equipment / Options
Do you offer a soft top?
Do you offer a soft top?
Of course! The optional soft top is a faithful replica of the original, attaching to the windshield frame and rear Lift-a-Dot fasteners.
It uses a removable hoop over the driver.
When not in use, the entire assembly folds up and stores in the trunk.
If you have a roll bar, some modifications are required. Side curtains are also available.
What about the trunk?
What about the trunk?
Fully finished and large enough for a weekend trip (as long as you don’t change outfits too often 😉).
It can even accommodate a golf bag, provided the overall length is under 47 inches.
Can I have a radio?
Can I have a radio?
Yes — either mounted on the tunnel or hidden in the glove box (with the “street” dashboard).
There is space for four speakers: two on either side of the footboxes and two behind the seats.
That said, most owners prefer listening to the music of the engine…
The 427 “competition” version (as opposed to the “street”) had the speedometer in the center and no glove box.
Street versions placed the tachometer to the left of the steering column and used a glove box in front of the passenger.
E.R.A. offers both layouts and can add a glove box to a competition dashboard if desired.
What turn-signal switch do you use?
What turn-signal switch do you use?
The car is designed for a Triumph Spitfire stalk or the original VW-era switch (!) on our reproduction steering column.
The original configuration placed the stalk on the right side of the column, but many owners choose to mount it on the left.
What about the 427 tail lights?
What about the 427 tail lights?
427 race cars used a single rectangular tail light, similar to the earlier 289 models.
Later street cars used round tail lights with separate reflectors.
Our standard kit includes the rectangular lights; the round lights are optional.
I’ve seen different hood scoops. Which do you offer?
I’ve seen different hood scoops. Which do you offer?
The standard E.R.A. 427 kit comes with a smooth hood (no scoop) and a separate riveted scoop, faithful to the original race look.
Street cars originally had no scoop, although many were fitted with one later.
For aesthetic reasons, some original scoops were integrated into the hood, but never in stock configuration.
An integrated-scoop hood is available as an option on the 427.
Original Shelby cars were hand-formed in aluminum, resulting in significant variations from car to car — and even side to side!
As standard, we chose the most visually balanced version.
However, we can accentuate the rear flare if desired (optional).
(Comparison available.)
What is that curved panel sometimes seen in the radiator opening?
What is that curved panel sometimes seen in the radiator opening?
Original street cars used an air deflector intended to direct airflow toward the radiator.
It was not used on competition versions.
Can the chassis be powder-coated?
Can the chassis be powder-coated?
Yes. A special oven-baked coating, resistant to chemicals and impacts, is available — very durable and very attractive.
It’s impossible to be 100% certain of the exact distribution, but Computerworks shared its research on Club Cobra:
It appears that a few early “Comp” cars had standard-rotation speedometers… while the rest of the Comp and S/C cars used reverse rotation.
The first series of 427 street cars (CSX31xx) used standard gauges, while CSX32xx and later used reverse-rotation units.
This may not be perfectly accurate, but it is very close, based on period photos and existing cars that appear to retain their original instrumentation.
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