Ford's styling department built two concept cars on Cobra chassis in the mid-1960s. Both were designed by the head of Ford Styling at that time, Eugene Bordinat. One was a roadster which came to be called the 'Bordinat Cobra.' The other one, a coupe, was called the 'Cougar II.' Despite the nominal publicity, not much was known about either car beyond the fact that they were concept cars, never intended for actual production.
The Bordinat Cobra, alternatively called the XP Cobra was the first coil-spring chassis Cobra. Power was from a 289 High-Performance engine mated to a C4 automatic transmission. To mount the engine in the bay, it was set back in the frame to clear the low hood line.
The cars disappeared for several years. After a number of internet searches over a period of years, both cars were found in a warehouse in Detroit. Both cars were basically intact. Many mysteries developed regarding the history of these vehicles and numerous trips to the warehouse were made to inspect the vehicles to verify they were the original cars.
The body of the Bordinat Cobra was vacuum-formed out of a new plastic material called Royalex, developed by U.S. Royal. Rumor had it that three bodies had been molded; one used for this car and the other two disappeared.
The Cougar Ii has been shown at the Petersen Museum in Los Angeles as part of a Concept Car display in 1998. The Cougar II had a fiberglass body, a 260 High-Performance engine and a four-speed transmission. It was a GT two-passenger sports car that appeared to be a suitable contender for the Chevrolet Corvette String Ray. The car had a fastback roof, concealed 'pop-up' headlights, and full instrument interior.
The high-performance 260 cubic-inch V8 engine was capable of carrying the Cougar II to an estimated top speed of 170 miles per hour. When interior air pressure exceeded 15 pounds per square inch, a relief panel across the rear of the passenger compartment would automatically open. The purpose of this panel was to relieve the extreme pressure that would be caused at high speeds, which may have resulted in the rear window being blown out. Another feature to the car was a spring-loaded window-lift mechanism to the curved side windows.
The Cougar II was named after the Cougar I which had been introduced 18 months prior. The car had an AC-Cobra tube frame and rode on wire wheels.
The formula for the success of the Cobra came through a man named Carroll Shelby adapting a powerful Ford engine into a nimble, British sports car.
A.C. Cars of Thames Ditton in Surrey, England had been producing the Ace since 1954. It was designed by John Tojeiro and featured an independent suspension by transverse leaf springs. The tubular frame body of the vehicle took its styling cues from Ferrari. The original engine used in the Ace was a 1991 cc, over-head-cam engine designed by John Weller, the founder of AC, in the 1920s. In 1956, an optional Bristol engine became available. This was a BMW derived, 1971 cc six-cylinder engine that was capable of producing 125 horsepower. With the Bristol engine, the Ace captured many victories on the race tracks around the world. It even won the SCCA Class E championship three years in a row.
In 1959, Bristol ceased its six-cylinder engine production. When Bristol stopped supplying A.C. with the engine, the production of the Ace ceased. Carroll Shelby quickly negotiated a deal where A.C. would supply him with the chassis. Now all Shelby needed was an appropriate engine. In 1961, Ford introduced the 221 cubic-inch small block engine. This was a new lightweight, thin wall-cast, V8 engine that produced 164 horsepower. Shelby approached Ford about the use of the engine for the 2-seat sports car. Ford agrees.
In February of 1962, a 260 HiPo engine and Borg-Warner four-speed manual gearbox was fitted into the aluminum-bodied Cobras. The AC Shelby Ford Cobra was complete.
In April of 1962, the first Cobra with chassis CSX 2000 was painted yellow and shipped to the New York Auto Show where it appeared on the Ford display. The vehicle was an instant success and attracted much attention. Orders came faster than Shelby could build. The prototype CSX 2000 was continuously being repainted for magazine reviews. The purpose was to create an illusion that more Cobras existed.
In 1963 the engine size increased to 289 cubic-inches. Rack-and-pinion steering was added to the vehicle.
Two Cobras were entered into the grueling 24-Hours of Le Mans endurance race. Carroll Shelby himself drove one of the vehicles. Ford had refused to provide an engine so Shelby, with the help of A.C. cars and Ed Hugus, prepare the cars. One of the Cobras managed to capture a seventh place finish, a major accomplishment.
Dan Gurney became the first American driver to win an FIA race in an American car when he won the Bridgehampton 500KM race in September of 1963 while driving a Cobra.
In 1964, the Cobra returned to LeMans where it finished fourth overall and first in the GT class.
Near the end of 1964, the Cobra 427 was unveiled to the press. If featured a new tubular, aluminum body, coil spring chassis, and a 427 cubic-inch, 425 horsepower engine. The car was able to go from zero to 100 mph and back to zero in less than 14 seconds.
In 1967, the last 427 Cobra was built and in 1968, the last 427 Cobra was sold by Carroll Shelby.
Ford had shifted their resources to the new GT40 and modified Mustang programs. In 1966, three GT-40 Mark II's crossed the finish line at Le Mans capturing first, second, and third. By Daniel Vaughan | Mar 2010
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