1967 Shelby T-10 Can-Am Cobra Sports Roadster

In 1966 following the success at LeMans, Ford agreed to provide funds for Carroll Shelby to enter a car in the new Canadian-American Challenge cup series. Shelby then contacted designer Len Terry of Transatlantic Automotive Consultants, (TAC) to design a chassis using the new prototype Ford 'XE 93532' aluminum block 351 cubic-inch V8 engine with Gurney-Weslake heads.

Also in 1966, Shelby entered into a partnership with Dan Gurney. This allowed access to existing parts from the Gurney AAR Eagle. Terry designed a conventional monocoque chassis but utilized a radical new cross-over suspension that used a single spring mounted horizontally, fore and aft.

Arriving late at Shelby American headquarters in California, just a month before the Times Grand Prix at Riverside Raceway, engineer Phil Remington and his crew scrambled to complete the car. In initial testing, Jerry Titus deemed that handling problems were due to the new suspension. Without enough time to develop a new design, Remington rebuilt the car with a more conventional suspension and radiator design. The car would qualify in the 13th position out of 35 cars, but would fail to finish due to a faulty fuel pump.

After the 1-2-3 win at LeMans, Ford decided to withdraw from racing and also to discontinue funding Shelby's Can-Am effort. Shelby sold this chassis, T10/2 to a privateer who raced with some success.

The Shelby Cobras competed in the USRRC (U.S. Road Racing Championship) GT Category where they were perfectly suited and a great platform for them to demonstrate their performance. The Shelby team also built and raced in the sports-racer category which they did well in initially. The lure of USRRC's prize money and publicity soon attracted cars from Lola, Chaparral, McLaren and others.

Ford and Shelby won the sports car manufacturer's title in 1965, and in 1966 they swept the first three places at both Daytona and the 24 Hours of Le Mans. They also won at Sebring. Henry Ford II and Carroll Shelby had achieved the goal of defeating Ferrari; it was again time for Shelby to focus their attention on the USRRC and the six-race Fall series known as the Canadian-American Challenge Series, the Can-Am.

The SCCA-sanctioned Can-Am series was announced in early 1966. Six tracks were chosen, an unprecedented prize fun announced, and raced under FIA Group 7. Rules specified two doors of at least a certain size, two seats on each side of the body, envelope bodywork covering the wheels, minimum weight and wheelbase.

Shelby turned to freelance designer Len Terry, who with Frank Nichols of Elva owned Transatlantic Automotive Consultants. In a short period of time, Terry had created an innovative and aerodynamic design that was based on an aluminum monocoque center structure. The suspension system was also very innovative, using a single transversely mounted coil spring compressed by rocker arms on the upper suspension control arms in both the front and rear.

Three tubs were built. The first complete car arrived with barely enough time for a shakedown run at Riverside and preparation for round four of the 1967 series, the October 29th race at Riverside. Jerry Titus drove the car for three laps before it was forced to retire due to a fuel pump failure. Two weeks later, at the finale in Riverside, it crashed. By this point, Ford had pulled its funding for such ventures, and Shelby turned their attention to more lucrative and productive activities.

The damaged tub was stripped and the parts were used to complete the second Shelby American Can-Am (chassis number 02). It and the spare monocoque were then sold to Mike Koslosky.

Koslosky raced chassis number 02 in SCCA A/Sports Racing with some success during the 1968 and 1969 season. It was then sold to Hull Dobbs Ford in Tennessee, where it rested in the dealership showroom for a decade. A long-term restoration followed, with a Ford Cleveland-based engine built by Jim Hall installed. The original engine had been a 351 cubic-inch Ford based on a 289 block. The restoration work was completed in 1988, after which it was sold to Ed Cudahy in Denver and vintage race-prepared by Mike Dopudja.

The car made its restoration debut in the 1989 vintage Group 7 race at Elkhart lake, where it earned the Concours prize for Sports-Racers. Since that point, it has seen little use and remains in excellent restored condition. The current owner acquired the car in 2004.

By Daniel Vaughan | Jun 2014