I run the factory top-loader with factory Hurst shifter connected to the motor with Lakewood bellhousing and run a Ram sintered bronze 6 puck disc since I wasted several clutches doing 7,000 RPM burnouts. I stayed with the factory SCJ intake and under the factory Shaker I run a Quick Fuel Holley modified by C&S and it flows 1,000 CFM to feed the stroked motor. When people ask me why I don’t have tailpipes, I tell them because I like to set off car alarms in parking lots which is easy to do with the exhaust pounding the pavement. The factory exhaust had to go so I installed Hooker Super Competition headers and 3” pipes into Dynomax Super Turbo mufflers with 3” dumps. I massaged the heads with bowl porting and clean up on the intake side and heavy porting and raising the roof on the exhaust side. I worked over the factory heads with light weight valves and titanium valve keepers with Harland Sharp roller rockers, so I could clear the factory Aluminum valve covers. Yup, that’s now a 429 Super Cobra Jet stroked to 557 CI with 11.8 to 1 compression. I built my 1970 Ford Torino present motor with a forged steel crank with 4.5” stroke and bored the block to 80 over. Out that motor came and in went a fresh 429 that was on a stand just to get by till I built a new motor for my burnout machine. I had some overheating problems and that motor only lasted 1 year before it spun a bearing at 7K RPM. So the 7K shifts came next.Īfter years of abuse the factory Super Cobra Jet rod finally gave up so out came the 429 and in went a 429 SCJ stroked to 512 cubic inches. Then Super Ford Magazine did a cam test in a 429 SCJ and the exact cam I had pulled to 7,200 RPM before it fell off. The very next day I removed the factory 6,150 rev limiter and 6,500 RPM shifts became the new norm. Old racer told me he shifted his 429 SCJ at 7,500 RPM in the 1/8th mile with 5.14 gears. Without prior experience I rebuilt the 429 SCJ by following the factory rebuild manuals, but soon got bored of car shows and started messing around with it to make it faster. By 1989 the Calypso Coral 1970 Torino Cobra was on the road. The rear window louvers were added and came from the Yellow Cobra. Found a 4-door with a nice flat hood and cut the holes for the shaker and hood pins. Since both the Yellow and the Orange Cobra had bent hoods I had to get another one. I found a wrecked Cobra that was stripped and had been inside since the mid 70’s. The interior from the yellow Cobra was nice so I used it. I stripped the body to bare metal, primed it, and sanded it 2 times before applying PPG Deltron and Deltron Clear. I restored the body and painted it in my Body shop during the evenings and weekends. I really wanted a Yellow Torino Cobra but since the Orange one was rust free and had zero drivetrain and mouse infested interior, I combined the two cars to what I have today. Once again, a few days later I owned that car as well. Searching everywhere for body parts I had no luck, but one day a friend gave me a tip that there was a Calypso Coral 1970 Cobra sitting in a field ditch behind a barn. I ended up owning that car when I turned 16, but got rid of it shortly after that because I spun the bearings and when it was running the Police followed me everywhere thanks to my brother’s burnouts all over town.īut I was already hooked and in 1987 while at a Cruise In my wife spotted a Rusty Yellow Ford Cobra Torino sitting for sale. That thing would burn rubber forever with one of my brothers behind the wheel. My obsession with the 70-71 Torino started when my sister bought a 1970 Ford Torino GT with a 351C 4V. Check out the video I put together and then read the story told by Dave below. Then I got in touch with Dave, and now have the Calypso Coral 1970 Ford Torino full story. I first featured a burnout video of Dave Watson’s 429 SCJ Torino Cobra and it went crazy on social media.
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