Ross Burrowes had a dream: to own one of the most recognisable convertible muscle cars on the planet. This is that dream come true.

On a trip to Aussie About two and a half years ago, Ross Burrowes spotted a couple of Cobras driving around. The die was cast. Turning to his wife, Nicola, he said: “I wanna get myself one of those.” Simple.

Upon returning to Godzone the search began, with Ross looking around for a second hand specimen. He couldn’t find anything that fit the bill, and admits he even contemplated other cars. He looked at a couple of Mustangs, but would have had to spend $40,000 on a nice one and then another 40k to get it the way he wanted. And nothing against Mustangs, but there are a lot of them around. Ross wanted something a little different.

Unable to find what he was seeking second hand, Ross’s thoughts turned to a new turn-key Cobra. Buying a turn-key car is not a cheap alternative, and Ross admits you could build one yourself for a lot less. However, he also says that the labour content of the build alone was worth it, and that what the pros achieved in 10 months could have taken him five years or more. “I’m an impatient guy and wanted a car not a project,” he states.

Yes, 10 Months

So why did Ross select Graham Berry Race Cars to build the Cobra? Because GBRC has been doing this sort of thing for many years and have a reputation for doing it well.

When Ross first took a trip to Wellington in May 2006, he was only going to check GBRC out. But when he phoned his wife, she asked what he thought. “Well, I’ve given them a cheque for a deposit.” Ten months later he flew back to Wellington and drove his new AC Cobra home — yes, 10 months to get this fantastically engineered Cobra. Well, not exactly this one, as Ross has spent the last 18 months tinkering with it and making some small and some not-so-small improvements.

Ross had quite a lot of input during the build process, and claims GBRC was really good to deal with and open to his suggestions — and to his supplying parts for use in the build.

One of the parts Ross supplied was a new Ford SVO 351ci engine, which he imported from the States. Unfortunately, the engine only did 6000km before it spat the dummy. It was under warranty, so while Ross was sorting that with the American company he sourced another SVO motor, this time here in New Zealand. This engine was also a 351, now stroked to 392. The new beast has also had a crane hydraulic roller cam inserted and covered with SVO GT40 aluminium heads.

4 Is Better Than 1

With the motor now sweet and having clocked up a few kms, Ross decided the Holley carb just wasn’t cutting it and it had to go to make way for quad IDA Webers. The IDA Webers may look the mutt’s nuts, but being predominantly race car carbs they are designed to run well at either idle or full throttle. They are not ideally suited for a street car, in other words, and were an absolute mission to tune. When it came to the fitting and tuning, Ross turned to Steve Webber at Performance Engine Centre, who, according to Ross, was a saviour.

Another problem with fitting the IDAs is you lose the vacuum for your brakes that normally runs off the back of the Holley. Ross wasn’t keen to use a diesel alternator to create the vacuum as other people running a similar setup have done, as he didn’t want to alter the pulleys on the Jones Racing pulley kit. To overcome this a little 12-volt pump and catch tank were sourced from Sonic Racing in the USA, and they do the job fantastically. Even though it was a two-week job just fitting the IDAs, Ross is very pleased with them and loves the great noise when you stomp on the go pedal and get the rush of air into the induction.

Out With The Angle Grinder

Now sporting the new IDA Webers, the car was making around 500hp and would light up the tyres at the drop of a hat (or should that be at the stomp of a foot?), so the nine-inch Berry’s diff had to be converted to limited slip.

As if those sexy-looking carbs hadn’t given Ross enough trouble already, there was one more hurdle to overcome with them: closing the hood. Or rather, not closing the hood. After installing the new carbs and air cleaners the bonnet would not even come close to shutting. Ross got someone to come around and look at altering the bonnet scoop. The guy took some measurements, then pulled out his angle grinder and proceeded to cut a huge hole in the bonnet. Can you imagine the look of distress on Ross’s face when a fella he doesn’t even know is cutting right down the middle of his bonnet with an angle grinder? He then taped, pot riveted it back together and took it away with Ross still standing there with his mouth gaping open, much like the now bonnet-less Cobra.