Officially, there have been 300 modern Cobra Jets built since its debut in 2008—just 50 models are made in each production run, with of course dozens of clone cars built to NHRA specs. Most of those vehicles have found a home in Stock Eliminator or Super Stock, while many have been parked in a bubble for posterity. Of those hundreds of cars in competition, there are a growing number of outlaws lurking—Cobra Jet owners who who don’t want to race in index classes, and they’ve found a home in the National Mustang Racers Association (NMRA).
Tommy Annunziata purchased this 2014 model Cobra Jet as a means to get back into drag racing, but the casual purchase quickly became a serious racing venture once he got together with longtime partner, friend, tuner, and Mustang legend, Jim LaRocca. The two New Jersey racers had ransacked the Mustang fields in the early years of the NMRA, and they decided to make a go at it again in the NMRA’s Coyote Modified class. Joining the ranks made them the fourth Cobra Jet to do so, adding some flavor to a class filled mostly with Fox-body Mustangs and a few S197 Mustangs.
Annunziata and LaRocca added a radical Coyote engine under the hood and frequently go up against the likes of turbocharged and centrifugally supercharged competitors in a 7-second arena. Despite the quick times, the New Jersey racers have kept the Cobra Jet close to its heritage, and the car has run an official best elapsed time of 7.80-seconds and 175.37 mph, earning them the high-speed record in the category. Unofficially, the car has run 7.69 at 177 mph during a test session, putting Annunziata under the current NMRA ET mark of 7.74, held by John Kauderer in a turbocharged 2014 Cobra Jet.
Fuel System/Engine Management
To upgrade the fuel system, the team added Aeromotive’s Pro Series pump and Deatsche Werks 2000cc fuel injectors to ensure that there is plenty of VP Racing Fuels C16 being fed to the cylinders. Holley’s Dominator EFI engine management keeps control of it all.
NMRA Coyote Modified rules restrict displacement to just 305ci, but there are few other limits to the short-block modifications. LaRocca and Annunziata turned to Pro Stock legend Tom Martino to build the bottom end. A Ford Performance M-6010-M50R aluminum block was the starting point. Martino then added a stock-stroke, billet Winberg crankshaft. It swings eight Manley I-beam connecting rods and custom Mahle pistons with Total Seal rings.
Kris Starnes Racing ported the factory Cobra Jet cylinder heads and Jim LaRocca designed the custom camshafts, which were ground from custom-made cores. LaRocca has a vast amount of experience in designing camshafts and drew upon his consulting work with many top Cobra Jet teams to come up with the outlaw cams. He uses MMR phaser lockouts and guides to round out the valvetrain.
The centerpiece to the engine combination is a massive, 3.6L Whipple twin-screw supercharger and Whipple’s Big Bore throttle body, which flows a healthy 3,250 cfm. The team mounted it directly to the back of the supercharger, eliminating the nearly 180-degree bend from the factory blower setup. LaRocca designed a custom pulley and tensioner system to keep the blower belt on the front of the engine during high rpm runs down the drag strip. Boost is listed at 24-25 psi at peak engine speed, which is more than 8,000 rpm. Expelling the spent gases is the job of custom long-tube headers from Kooks Exhaust & Headers.
The 1,400hp engine is backed by a Rossler TH400 three-speed transmission and a custom Coan torque converter with a 6,000-rpm stall speed. The torque converter is a critical component to getting the Cobra Jet to leave the starting line with 1.15 sixty-foot times. Also contributing to the quick short times and overall performance are Santuff shocks and struts, UPR rear control arms, BMR front control arms, and original Cobra Jet equipment including the anti-roll bar and Panhard bar. The Strange Engineering 9-inch housing is filled with 40-spline gun-drilled axle. The car rolls on a pair of Mickey Thompson ET Radial Pro (275/60R15) tires. Race weight is a robust 3,300 pounds with Annunziata behind the wheel.
Tamraz’s Parts Discount Warehouse has moved to a new location! Tamraz’s has becoming a Titan in the automotive classic car parts industry, and day by day we are working towards providing the best possible customer experience. With our new location, we’ve started moving shipments 70% faster. Will call is available anytime we are open , so stop by and say hi!
Burnouts, Burgers & Beers. It’s all every gear head thrives for when the sun arrives for the summer months. So don’t throw your project under a tarp in your garage to leave it there for another year to come. Get a grip on your gears, so you can join the rest of the rebellious revolutionists for the 2017 summer season. Don’t end up like those who have had the same project for 25 years. Be different, otherwise some of these other street screamers are going to outrun you quicker then you can blink.
Be the one that outruns them before they can blink.
All of the cars below were selected by a survey that was taken last month on partstopower.com. These are all street & strip beasts that couldn’t be resisted by anyone that had the love for both fashion and function. There are 5 listed vehicles with photos, as well as some specs for each individual vehicle.
Mopar, just like all other car groups, has it’s specials. This 1970 Plymouth Roadrunner GTX is one you mat recognize if you watched any of the The Fast & The Furious movies. Dom’s 1970 Roadrunner is like an imprint on the muscle car pyramid, next to the 1970 Dodge Charger he destroys in the first movie, which made everyone cringe (or cheer) time and time again when watching this epic 1/4 mile showdown.
Beyond this car’s specific style, the factory Plymouth Roadrunners had a far more simplistic look then the Plymouth above, due to the limited aftermarket that was set aside for street racers and drag strip screamers. So, as the 70’s rolled inter way, the cousins of this very automobile were soon after seen on the streets to represent the competition, until 1971 when there was another body style change when short and curvy trends came into play. However, the motor options that were produced with the factory vehicles always stayed the same. You either received a 440 CI 6-pack or a suped up 426 HEMI outfitted with a 3-speed auto or 4-speed manual transmission, or a 383 CI in the 60’s. Along came a 8 3/4 rear end or an unlikely Dana 60, which only came sometimes with the 426 HEMI Package.
With the aftermarket, many have built the dream edition of the Roadrunner GTX, or they’ve made all-original concepts that are so to-the-tee that you couldn’t part the VIN from the build, which forced competition between who could be the best classic and who was the higher street racer. All of which are competitions worth fighting to the top for.
This car is one of the greatest references in muscle car and classic history. When your looking for automotive parts through a speed or body shop, you are guaranteed to find both small block and big block Chevy parts. With the wide-spread aftermarket for these vehicles, you can’t go anywhere without finding yourself bathing in parts for a bone stock Camaro SS and RS. It’s iconic body style is known world-wide, along with the motor enumerations and drivetrain specifications.
The specific build of this car is unknown, however, it’s predictable that the motor is either a 350, 396, or a 427 CI big block. It is also detectable that the car is likely outfitted with a 3 speed or 4 speed manual transmission, since these are all common options that are outfitted with anything from the first gen Camaros.
When this car was suggested, it was found that a multitude of sources gave this car more credit just because of it’s availability and cheap replacement parts. Between it’s purchasable factory race parts and the high horsepower, there was no changing the popularity that came with this common and dominant street machine. It’s one of the few cars that are found on the street that is defined as one the world’s and nation’s “classic head-turners”.
One legend that shines in the darkness, is the 1970 Pontiac Firebird Trans Am. As this car is practically the devil in disguise, few dare step in the way of this flaming Phoenix. As this car was built to represent the prime of 1970’s modern muscle, it was outfitted with a variety of different style designs that were on point in previous years. Now, the car’s design is decisive among the Pontiac Firebird fanatics.
With this specific Pontiac Firebird, you can see it has all kinds of common trends that fluctuate through all classic cars. For a reference, all of these cars in the 1970’s had hood vents that allowed for extreme air intake and custom aerodynamics. Along with gas guzzler came a variety of perks, depending on how much money you were willing to spend. The car came in small block and big block options. It also came factory with the option to get a manual or automatic transmission. With it’s ability to scream past any small time car on the street, it found itself climbing the muscle-car mountain of power.
The car had a multitude of slick and stubborn choices you could make when making your car out on paper at the factory. When Pontiac had the car from Smokey and the Bandit was on the assembly line, it was far more favored by those that had seen the movie, however, this car in long term became loved by the GM fans.
Unlike any other expensive car that drives on the roads of America these days, this 1968 Ford Mustang has a little bit of tweaks and adjustments then any other standard driving automobile that cruised the roads. Every curve and corner on this car was modified to be perfected by the top of the line enthusiasts that had a place in the Ford headquarters.
This specific car, customized by some of the craziest and creative people on the planet, had top of the production lines in the 1960’s. It had a variety of selected parts that both the community loved and that the creators found the most performance positive. So with their list getting bigger and far more costly than Ford could afford, they cut their production number to 3 times smaller than they had originally established. However, with such numbers reduced, the builders had more time to turn their focus towards every little detail the car was entitled to. Soon enough, there was a solid production of 933 GT500KR Fastbacks, as well as 318 GT500KR Convertibles.
This car was easily given the reputation it was built to receive. People all over the nation were compiled by the awe that Ford reigned down on the United States car culture. It became a legend that was far to fast for any GM or Mopar driver could stand up against until the 1970’s. The car had been born into a new era, where it’s limit would be challenged more than anticipated.
The 1970 Dodge Challenger R/T HEMI, has no words to say and a lot of power to make. This car is still at idle for one of the greatest muscle cars ever to be produced in the top tiers of classic cars. It represents a prime in the horsepower wars of the 1970’s, while it also stands as a monument for the classic car philosophies that still lies in the blood of many Americans nationwide. This vehicle could rarely ever be outsourced by another automobile in it’s time, because it got so much love from enthusiasts.
This automobile was produced in lower numbers as it was constructed through 1970-1974. The Challenger had a simple collection of colors that it was sold with, along with a consistent set of motors that the car was assigned with in the factory. Dodge also priced the car based on the color and wheel set you chose when you purchased the car from the dealer. The car came in anything from the doggie-dish to the deep-dish and everything in between. For a car that is highly developed for it’s time, it got little traction in some cases of cold and hot weather, which is expected with most cars. However, it was very poor when it came to this certain vehicle because of the tire material that they used off the factory assembly line.
Afterwards, this car got a variety of aftermarket options for many of the items that this automobile was constructed with. One example would be the air intake. The hood was reproduced in small proportions so that the shaker hood could be used, due to it’s better aerodynamics and air flow. With this car’s performance, there was little to be beat.
HOT ROD Power Tour 2017 Is Presented By Chevrolet Performance and Driven By Continental Tire
Yes, those are Iowa bugs splattered all over the grille of a 2017 Corvette Grand Sport Convertible. It’s Sunday and we just finished driving the car on the first leg of the 2017 HOT ROD Power Tour from Arrowhead Stadium in Kansas City, to the Iowa Speedway in Newton Iowa. The car is so easy, new, and fast, it made us feel like we were somehow cheating a little bit. Then we got over it when the car barked Second in Track Mode.
Chevrolet Performance brought it and a fleet performance variants, including Camaros and Corvettes with us to run the entire tour from Kansas to Bowling Green, Kentucky. Let’s some of the details out the way.
First, the car is capable of 185 mph. That’s not firsthand knowledge, it’s info from Chevrolet testing and the air math that says 460 hp and seven speeds in a 3,500 pound car should get you there. We bring it up because it might sound low compared to 650 from the Z06 and all the other huge numbers coming out of Detroit these days. In this touring style roadster, 460 is the perfect blend of passing and hill climbing pop and some mid-20s mpg to get where you are going without exiting the fun for everything with a gas pump.
Cruising it late in the evening with the top down, we noticed some little details that make this a great freeway bullet. First, the side and rear view mirrors auto dimmed with a blue overlay to cut headlight glare. Second, there is little or no wind noise with the top down and 70 mph (the freeway limit in Iowa), and finally, the cruise control re-activates after you downshift for passing and click it back into Seventh to get back in the right lane.
There is a heads up display (HUD) that gives you both your speed and the local speed limit for comparisons sake and shows you radio stations as a ghostly apparition floating on the windshield. Combine those goodies with the big fat dial on the console that switches modes from T for touring to Tr for open exhaust and track suspension settings, and you have the very coolest way we’ve seen to be a Corvette guy on the Power Tour. You know the one. All we are missing is a matching jacket and aviators.
Next stop, the Mississippi Valley Fairgrounds in Davenport, Iowa where you can spectate this beautiful GS for free!
In the words of Bentley Motors: “There are few cars that embody the glamour, speed, and power of the prewar Bentley era better than the ‘Blue Train’ Bentley Speed Six.”
Proof of the Blue Train’s influence, Ken “Posies” Fenical and the crew at Posies couldn’t agree more with Bentley. So much in fact that in 2008 they debuted the Euroliner at SEMA; a car built, in Posies’ words, “to emulate the sporting and touring cars from the ’30s, namely the Bentley Blue Train.”
Facing the Euroliner head-on, its split-windshield and long louvered hood is reminiscent of the Le Baron–bodied 1932 Chrysler Imperial. Look down each side and its dual side-mount spare tires, suicide doors, and lack of full running boards in-between swooping cycle fenders scream Bentley Blue Train.
The body began as a Brookville 1932 Ford three-window coupe body and was then extensively modified to serve as the cab for the Euroliner. Posies explained to STREET RODDER: “To begin the first stage of the project the entire rear of the body was removed from below the rear window with only a small portion of the quarter-panel remaining behind the door post. Next the cowl and front portion of the roof was split along the centerline. The cowl and roof header were widened 6 inches, eliminating the rear to front taper of the 1932 body, giving the Euroliner a more pronounced squared body. To finish the body change, the rear of the roof was cut from the body and moved rearward 1-1/2 inches.
“The body was then set on the frame and the rest of the panels were started. The firewall was fabricated from two pieces joined with a vertical seam. Three large beads were rolled into the pieces that radiated from the lower center point of the firewall. Toeboards were then built that continued the beads on the front and then disappeared under the car.
“The rear of the body was ‘cabbed’ by using a single panel that enclosed the rear of the body that carried on with the same three beads theme as the firewall. Rear corner panels were formed to meet the side and rear panels. The stock 1932 Ford bodyline was carried through the corner panels across the rear panel. Lower rear filler, floor panels, and driveshaft tunnel were fabricated and welded to the body.”
Another design element found on true classics of eras gone by is the boat tail rear end. Posies described the process of creating the Euroliner’s boat tail saying, “It was built around a jig constructed from angle iron that was temporarily welded to the frame. Work began a little further back on the frame with a fabricated rear frame cover. Formed aluminum pieces, total of nine, shaped with a slight dome, were pieced together to make a ribbed cover. Additional hand-formed aluminum side panels were formed to complete the cover.
“The boat tail sides were formed from aluminum to match the steel jig attached to the frame. The lower portion of the side panels was trimmed to fit the rear suspension and the contour of the rear frame cover. Rear fender mounts were fabricated that go through the side panels. To reinforce this area, steel plates where laminated on the back side of the aluminum panel. Aluminum pieces were made to form the supports that will mount the boat tail to the frame. The interior steel jig was removed and floor pieces and mounting flanges were fabricated and TIG welded to the side panels unitizing the boat tail.”
The boat tail lid was made from aluminum and formed to a buck. Two panels were used to fabricate the top of the lid while several pieces were used to make the perimeter. The pieces were English wheeled to the proper shape, then TIG welded together.”
Once Posies had all of the coachbuilt body parts completed the next phase was to move the Euroliner into paint using PPG products to combine pure black with deep blue for a classic finish.
In place of 1932 Ford ’rails Posies fabricated the frame from box tube and increased the wheelbase in the process. For rear suspension a 9-inch Ford differential is suspended from Posies Superslide leaf springs and damped with lever-action shock absorbers. In front a pair of Posies Superslide springs are mounted in parallel on a straight axle and damped with lever-action shock absorbers.
The drum brakes at all four corners are from MT Car Products of Lindsay, California, and steering is handled with a Vega-style steering box. For that classic-era look rolling down the road, four 20-inch Dayton wire wheels were mounted on Coker Excelsior 20-inch tires.
Under a Posies custom-fabricated air cleaner power comes from a Ford SVO 302 assembled by Posies; the exhaust system features Hushpower glasspack mufflers. The cooling system begins with a Walker radiator housed in a chopped 1932 Ford grille shell, and circulates coolant thanks to a Ford Performance aluminum water pump. An aluminum gas tank capable of holding 22 gallons feeds the 302-inch Ford V-8, and a TREMEC five-speed transmission connected to a Posies driveshaft handles manual shift gear changes.
The interior in Posies’ Euroliner is anything but period correct, with modern upgrades installed to offer a comfort level unknown to cars of the classic era. The dashboard Posies custom-made from aluminum was filled with Haneline gauges, and the steering wheel is a Posies custom feature as well. Vintage Air air conditioning creates a cold environment in the hottest of weather amplified by the car’s black exterior, and Dynamat thermal acoustic mat throughout holds the cold and keeps loud noises out.
Trimmed in saddle brown leather and tan carpeting, R.P. Interiors of Horseheads, New York, stitched the Euroliner’s full grain pull-up leather upholstery and laid German square-weave carpeting. The headliner was done in English wool. R.P.’s Rich Perez said, “It was all handmade by either me, or Dutch (Posies’ nickname). The seat frame was modified by Dutch, and I upholstered it.”
Posie didn’t draw a concept illustration before starting to build the Euroliner, he had a concept in mind and drew from that and didn’t stop until he had a full-scale interpretation of a 1932 Ford built to run with the classics.
Did you read the title? If you did, and your here, your interested in one of the wonders that 80% of mankind has little or no information about. The power of octane is actually quite significant. Its abilities are surprising to even those who know and love their sweet, precious com-busting carbon creators. The complexity is rather more of a science than anything. Before further detail is given, lets give some honorable and very unintelligent guesses that the community has to offer.
For example, the photo above shows a man pouring flames out the exhaust of his 1959 Cadillac, which he likes to refer to as the “Flame Thrower”. The meaning behind the name? Well that’s common sense. What isn’t common sense, however, is the fact that this car is aloud to blow fire out the tailpipes on a public street. The amazement of the crowd was actually quite hysterical. Seriously? People think that he must be some kind of god because he’s making warmth and a cool oxygen effect occur at one of the darkest times during the day. His secret lies between a lighter and low octane gasoline.
Since the gasoline has such low octane, it ignites and com-busts without any extremely weird and complex sequence. Something commonly thought among those who drive their cars with camber and ricer wide bodies (better known as the guys who think stickers increase horsepower) think that higher octane means more speed and acceleration in the top end. Although this statement is directed more towards the confused youngsters, they’re not the only ones that I’ve heard say odd stuff such as this.
Octane grade based around the quality of fuel that your vehicle desires. Most appliances, such as the Honda Odyssey or the Nissan Quest, use 87 octane graded fuel as a high recommendation. This is because anything higher then 87 is not necessary for this motor to run efficiently. This leads to the conclusion that buying anything higher then 87 for a minivan is usually not needed.
This concept of higher octane is directed towards high performance cars for the wrong reason. Most predict that the purpose of such a number has to do with that of the power and compression strokes that the 4 stroke cycle inhabits. In addition to this, people think that they’re increasing performance via horsepower or torque, which isn’t necessarily true. This product, gasoline, actually has a potency level that is specific to how much it has been diluted using additives and other substances. In other words, the lower the octane, the less natural it is. Therefore, when a motor requires high potency, it cannot receive a low octane fuel. Make sense? Good. Your gonna want to know this for what’s next.
Detonation. It only has to happen a few times and that’s the end of your motor. This is one of the few side effects that results after the process of detonation. However, detonation can occur be activated from multiple different sources, including improper octane level, preignition, or maybe even dirty fuel. Whatever your source of danger is, the result is indicated through actions such as clanking, popping, shutting off, and even dieseling over after ignition disengagement.
How to prevent it: make sure that you have proper timing, the proper octane gasoline in your fuel lines, and even replace the fuel in your system now and then to prevent the fuel from becoming diluted and depreciated over time.