1966 Shelby Cobra 427 Roadster

This car, chassis number CSX 3040, is one of 31 427 S/C 'Semi-Competition' specification Cobras completed by Shelby-American Motors of Venice, California. The genesis of the S/C began when Shelby found his Cobras in the same FIA-designated Competition GT class as the racing cars in Ford's own GT40 program. Shelby agreed not to campaign the 427 and, with 19 of the 51 cars already ordered by private teams, it was decided that the remaining 31 cars should be completed and marketed as 'the fastest street cars ever built.'

A total of 316 Cobra examples were big block cars, and 31 were 427 Semi-Competition Cobras.

The rolling chassis Shelby Cobra was produced in England by AC Cars, then sent to the United States, where Carroll Shelby would shoe-horn a big, American V8 engine into the engine bay and install necessary mechanical components to cope with the increase in power. Backed by racing luminaries that included Phil Remington, Ken Miles, Pete Broack, and many others, Ford-powered Cobras were virtually unbeatable, clinching the US Manufacturer's Championship three years running—in 1963, 1964, and 1965. The ete Brock-designed Daytona Coupe won the 1965 FIA World Manufacturer's Championship.

Intent on keeping the Cobra ahead of its competitors, the 289 cubic-inch V8 engine was replaced by a big-block 427 V8. Shelby had initially been promised a new aluminum-block version of Ford's 390 FE engine, but corporate infighting at Dearborn left him with an allotment of the heavier cast-iron-block 427. Ken Miles introduced the world to the 427 Cobra at the 12 Hours of Sebring in 1964. Its performance was undeniable, but additional finetuning to the vehicle's handling was needed to rein all all the power. The original 90-inch wheelbase was retained but updated with a four-inch (instead of the previous three-inch) tube frame, a sophisticated coil-over suspension (replacing the previous leaf-spring arrangement), and a seven-inch wider body with larger fenders. Designated Mk III and developed in conjunction with Ford engineers in Detroit, these Cobras with the NASCAR-sourced 427 cu-in Ford V8 produced around 485 horsepower in competition trim.

When the FIA delegates arrived at Shelby American's LAX facility to inspect the 100 cars required to attain homologation for international racing, barely half that number had been built. Failing to pass homologation and facing commercial disaster, Shelby was saddled with 31 completed chassis for which no immediate prospects of sale existed. Approximately 16 specification cars had already been completed for predominantly SCCA-focused customers, and another example was serving as a prototype for test mule.

Shelby's East Coast Sales Representative, Charles Biedler, suggested that the 31 remaining chassis be given mildly de-tuned engines and offer them in road-going guise. Cancelling any outstanding orders for Mk III chassis from AC cars, Shelby re-purposed the remaining unsold Competition chassis into new Semi-Competition–or S/C–form.

With lower compression cylinder heads, horsepower decreased to a slightly more manageable 425. A full-width windscreen was added, but many competition features remained, including the 42-gallon fuel tank, quick-lift jacking points, external filler cap, oil cooler, side exhausts, and a rollover bar.

If the wheels would stick, zero-to-sixty mph was accomplished in barely four seconds, and for the very bold, top speed was well in excess of 165.

This particular example, chassis number CSX 3040, is one of the 31 S/C cars. It was supplied to Hi-Performance Motors of El Segundo, California, on August 24, 1966, and was subsequently sold to Dr. Robert Degnan of Hacienda Heights, California. By 1973 it was owned by Steven Harlock (its second known owner). When he listed it for sale later that year, it reportedly had covered 8,900 miles since new.

By 1979, the Shelby 427 S/C Cobra had relocated to England, entering the ownership of Michael Haywood of Birmingham. He added just 3,100 miles during his tenure before selling it to Peter Briggs in 1980. It remained with Mr. Briggs for over two decades. In 2001, it was purchased by Hong Kong-based collector Chip Connor, who entrusted the car to Mike McCluskey of Torrance, California, for a comprehensive technical evaluation and restoration. Mr. McCluskey dismantled the car at his shop and confirmed that all major areas of the car - bodywork, engine, drivetrain, and interior–remained original. No crash damage was evident.

The sympathetic rebuild preserved originality wherever possible. The engine was entirely rebuilt and bench-tested, and the car's original dash panel, instruments, and seats were restored and retained, while its aluminum inner panels were refurbished and reused wherever possible. The exterior was given a silver color scheme with white competition stripes and white number 'meatballs.' Two yellow flashes on the driver's side front fender were added for an appropriately 'period' touch.

When the work was completed, the Cobra was enjoyed by Mr. Connor for several years prior to its sale to the current caretaker in 2018.

By Daniel Vaughan | Apr 2024