Shelby CSX4786 PPG 'Diamond Black' finish Photo above is hotlinked (same view, MUCH larger size). You are looking at an extraordinarily unique Shelby CSX Cobra... for two reasons: 1) the 427 SOHC motor, is an original Ford crate motor from 10 October 1966. I deem it to be priceless... an icon of automotive history so rare as to take your breath away... and 2) as the QA inspector for Shelby Automobiles during the production run of these vehicles, there is no question that this is a one-of-one CSX Cobra. It is uniquely-optioned by virtue of the powerplant, but it also has several features executed at the factory, that were not available as options, including a carpeted inner trunk lid, carpeted inner door panels w/map pockets and a painted underside of hood. Registered under the coveted "SB-100" (California Senate Bill 100)—that means no smog certification, no California registration hassles for the life of the car! Under the Hood original Ford 427FE SOHC crate engine engine photo is hotlinked (same view, MUCH larger size). This Ford SOHC 427FE powerplant is outfitted with: Ford forged steel crankshaft Ford 4V dual-plenum intake manifold Ford HP cams Ford magnesium SOHC valve covers [powder-coated Ford Blue] Ford SOHC-specific water pump Venolia SOHC pistons Carrillo rods internals balanced intake and exhaust valves—new, replaced valve springs—new, replaced head gaskets—new, replaced Holley 850 cfm double-pumper carburetor—new billet aluminum air cleaner—custom made surge tank—custom fabricated Mallory magnetic-triggered distributor MSD ignition ensemble with programmable rev limiter (set at 7,000 rpm) Shelby aluminum radiator with electric pusher fans and puller fan for cooling radiator (custom made)—note that the upper radiator hose does not (transversely) cross the engine compartment; engineered to NOT obscure the view of Ford's most beautiful engine Canton Road Race 9-qt. aluminum oil pan with windage tray painted underside of hood This SOHC "Cammer" 427 is distinguished by having a QEC-X-XXX serial number on the block—around the corner from the oil filter adapter housing—as did all true Ford crate motors. That makes this muscle-bulging engine production number 367. To possess this engine is to possess an icon of automotive history so rare as to be priceless; auction sales of original crate motors and SOHC engines in general convincingly support that opinion. As an original crate motor it also has a Holman-Moody serial number stamped on the block boss on the right-front (of the four block bosses). CSX4786 has 6HM280—I interpret that to mean the 280th finished (Holman-Moody) crate motor for the year 1966. Again, to me, this is priceless. I wanted to pursue this slice of FoMoCo history, so I asked Lee Holman if any of those records remain in the Holman Moody documents from back in the day. He replied 'No.' Lastly, a date code of 6K10 is stamped onto the boss above the oil filter adapter housing. That translates to 10 October 1966: 6=1966, K=October and 10=day-of-month.** This motor was brand new when I purchased it; it sat on display in a shop since it was acquired and was fired only once—in 1992. Please follow this link that gives the documented and detailed build process of this Shelby reptile: CSX4786 in-the-shop build process This was basically a five-year endeavor that commenced with my acquiring the engine and mating it to my Shelby Cobra, so as to appear as if it belonged there from the beginning. The engineering to transplant the brawny SOHC beast was executed by Shelby Automobiles in Las Vegas. Due to their innovative engineering expertise, the Shelby team made the SOHC big-block 427FE look like it might've appeared had it been installed in 1966. The Shelby World Registry supports these observations. A powerplant like this demands a thorough going-over and indeed, that was performed by noted SOHC experts Butch Englebrecht and Earl Wade ("Mr. Cammer"). I elected to leave the compression ratio as Ford intended for these SOHC engines: ~12:1. You will need to run a 50% race gas mixture. However, this is what makes this vehicle—the sound of it through the unrestricted Shelby sidepipes is just flat-out threatening—even at idle. You won't hear another Cobra that sounds like this; and with your right foot into it—this black mamba is not for the faint of heart. I can't even describe how absolutely menacing it is (other drivers will pull aside). Think of it as an ground-bound version of a Merlin-powered P-51 Mustang. **Ford engine coding interpreted: XXXX = typical date code** From the '60s, in the FoMoCo world, "6K10" translates as: first digit (a numeral) was year of the decade [thus 6=1966] second digit (an alpha character), representing a month, ("I" isn't used): A thru M=1–12/Jan–Dec), [thus K=October ] 3rd and 4th digits represented day of the month [thus 10=10th day of the month] Collage of SOHC engine-build photos: Click Here! Here's my observation about the power available out of this SOHC V8: I viewed this engine as far too valuable to arbitrarily just put it on a chassis dyno when I first got it running (or at any time thereafter). Early on I did however need to troubleshoot a 'miss' at just under 3,000 rpm (promptly identified and corrected). I gave specific instructions to the dyno operator to not exceed 3,500 rpm. The dyno slip from Dyno Dynamics (tends to produce understated numbers) chassis dyno read 490 ft./lbs. of torque—just off-idle (1,800 rpm). This with no attempt to correct the A/F ratio nor tinker with the timing. The engine had a very conservative tune of 10° initial timing and 32° total, and I have always kept it that way. What's the point of trying to wring every last ounce of horsepower out of an engine this valuable when it produces such a staggering amount of torque... after all, you can drive off a 15 mph corner in fourth gear without so much as a hiccup. With that said, I've every reason to believe this car has close to 600 ft./lbs. of torque at the rear wheels, and corresponding horsepower numbers—assuming you actually would desire to rev it to 7,500... and I never have. Perhaps one other anecdote about its horsepower level. There have been times when rolling on the throttle in 3rd gear that the tires do not break loose right away—but if you dare to keep your foot in it, at 5,500 rpm or so when the horsepower really starts to kick in—then the tires may well break loose. Since this engine revs so blindingly fast, that can happen in a blink of your eye. Put succinctly, this formidable FoMoCo V8 demands your unrelenting respect. geartrain Lakewood scattershield [FE big-block] McLeod flywheel, lightened billet steel 427 kevlar 11" lifetime clutch set hydraulic throwout bearing TKO 600 [Shelby Cobra/Ford Road Race; 2.87:1 first; 0.83:1 OD with shortened input shaft] shift lever, OEM-appearance, Cobra, rear position Shelby Salisbury/IRS differential [3.31:1 final ratio] driveshaft [steel, custom length] IN THE COCKPIT This cockpit shot is hotlinked (same view, MUCH larger size). Shelby instrument gauges: fuel pressure, oil pressure, water and oil temperature gauges, tachometer and correct reverse-winding speedometer as per original, all in original-correct configuration upgraded premium-option seats OEM steering wheel dashboard personally autographed by Carroll Shelby [large, sweeping autograph] Wilton Wool carpeting throughout carpeted inner door panels w/map pockets And in the luggage compartment: carpeted inner trunk lid premium batteries [plain black] This reverse-angle cockpit shot is hotlinked (same view, MUCH larger size). This dashboard shot is hotlinked (same view, MUCH larger size). aerial shot above is hotlinked (same view, MUCH larger size). above 3/4-frontal view photo is hotlinked (same view, MUCH larger size). The Nightmare in Enzo's Rearview Mirror NIGHTMARE shot above is hotlinked (same view, MUCH larger size). This is not a casual, run-of-the-mill Shelby drivin' machine. I dedicated the time, money and personal effort to ensure it runs and handles precisely the same way each and every time you drive it. Tom's Motorsports in Las Vegas performed an exacting 4-wheel alignment. At the same time the correct ride-height settings were set as well as correct camber, caster, and toe settings. Penske race shocks were installed. All of these efforts together contributed to providing you with ride & handling characteristics that are every bit as solid and supple as a modern production sports car. That is extremely important in a short wheelbase car with such a reservoir of power. In particular, having sufficient rebound damping cranked into the rear shocks makes all the difference with the spirited ride this drivin' machine delivers. No expense spared an any point. As you might imagine, building and 'final tweaking' this Shelby Cobra wasn't so much a project as a campaign! This black-on-black beauty is fully-sorted. It was completed in April of 2008, where it had its debut at the annual Fabulous Fords extravaganza in Buena Park, California. Here's a link to a short YouTube video that gives you an idea of the kind of attention it attracted that day [no serious need to adjust your audio; the engine is merely at (menacing) idle]: Fabulous Fords debut, Buena Park, April 2008 I've treated and maintained this CSX serpent with all the due diligence it deserves. It's never been on any track—I have never even executed a burnout with it. It's been driven approximately twice a month over the last several years, accumulating about 5,000 miles [8,000 km]. I had envisioned I would have it for life, but that's not to be. Thus it's now up for sale. I only hope that it goes to a worthy stable. It would be fair to say this Cobra is built of only the finest components, and is truly a one-of-a-kind Shelby Cobra with THE absolute bad-boy of FoMoCo powerplants. I will miss her. Final footnote: I'm 6'-3" tall/230 lbs., and fit behind the wheel quite comfortably due to a few key (but subtle) modifications. Price reduced to: oo $139,900 obo Contact: Bill Malone (858) 705-7442 PST (cell) email:  Bill.Malone@Gmail.com  Located in San Diego, California, USA     Back to Cobras For Sale page (Explorer) Go back a page (Netscape users)  Go to next page (Internet Explorer)    —Copyright Notice— Copyright 1983–2012 by Crown Publishing Company, Inc. Alle Rechte vorbehalten. All rights reserved. ID-encrypted images. Protected under both U.S. Federal copyright law and international treaties. No part of this website, including text, images and computer code, may be reproduced or copied in any form or by any means—electronic, graphic, digital or mechanical, including photocopying or information storage & retrieval systems—without the express prior written permission of Crown Publishing Company, Inc. 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