1962 Shelby Cobra

Carroll Shelby's AC Ace-derived Cobra roadster launched Ford Motor Company's fledgling 'Total Performance' corporate racing program onto the international stage during the early 1960s. The Cobra was an integral step in Shelby America's 1965 FIA GT championship with the Daytona Coupe and Ford's eventual victory over Ferrari at Le Mans with the 1-2-3 GT40 finish in 1966.

By the early 1960s, stuffing a powerful large-bore motor into a lightweight body was nothing new. Shelby would, however, become one of the most successful purveyors of the idea due to his marketing savvy engineering vision and fortuitous timing. Shelby approached England's AC Cars in 1961, with the intention of installing a Ford V-8 engine into the AC Ace Roadster. The resulting Shelby Cobra would eventually become the ultimate execution of the big engine and little car concept. It would become one of the most successful dual-purpose roadsters of American racing and sports car production and a feared competitor on the SCCA racing circuit and the European FIA championships.

The AC Ace roadster was lightweight and well-proven and had an independent suspension and an aging six-cylinder engine. The AC engine was a long-lived single overhead camshaft six whose design dates back to 1919. AC had improved upon performance by using the Bristol six, adapted from a prewar BMW design. Both were heavy and aging, and Bristol announced it was discontinuing production of the two-liter six. This would leave the AC with an empty engine compartment. Shelby used the opportunity to install a new generation of lightweight, powerful, deep-breathing, reliable, and modern American V8 engines. The first was Ford's new thin-wall casting 260 cubic-inch V8 which offered in excess of 300 horsepower with a four-barrel carburetor. Much more power could be extracted even with rudimentary tuning, effectively doubling the power of the old Bristol six with only a slight increase in curb weight. Another feature was the compact size of the V8 engine, allowing it to be positioned farther back in the chassis resulting in better weight distribution.

The chassis of the Ace was designed by John Tojeiro and much of the lightweight aluminum body is owned to early Ferrari barchettas built by Touring. It was hoped that the Tojeiro-designed chassis could cope with the drastic power produced by the V8 engine. It was quickly realized that bigger tires were required to transfer the power to the road, which also increased cornering forces. Larger and better brakes were needed to handle the higher velocities, introducing even more stress to the chassis and mechanical components. Additional modifications to accept the Ford engine were easily resolved and communicated to AC Cars.

Just as Shelby enterprises was gaining traction, Lance Reventlow shut down his Scarab shop in Venice, California. Shelby seized the opportunity and moved into the Scarab shop as the first Cobra chassis arrived from AC in Thames Ditton, not only acquiring a fully equipped race car construction facility but also the mechanical expertise of Phil Remington, whose resume included everything from hot rods to USAC Champ cars. Among his talents were fabrication and welding, which quickly were applied to the Cobra, whose steering gear was not able to handle the cornering stresses. Remington rebuilt it. He also redesigned and constructed the lower A-arms from high-strength tubing with bronze bushings replacing the Ace's rubber.

New wheel hubs were added to hold the wider wheels and tires. The hoods were louvered to exhaust air and the engines from Ford received four-barrel carburetors, racing headers and exhaust system, and new oil pans with increased oil capacity and baffles to keep an oil supply around the pump pickup during cornering. Anti-roll bars were added to the suspension.

With his sights set on the FIA's World Manufacturers Championship, Carroll Shelby initiated homologation paperwork with the FIA to make the Cobra eligible for international competition. This meant the early Cobras were built as race cars, with roll bars, racing windshields, competition belts, quick jack pickups, cooling scoops, safety-wired fasteners, and armored hoses.

In October of 1962, Billy Krause brought the Cobra to Riverside where it quickly outpaced the new Corvette String Rays until it was forced to retire due to a broken rear hub. Remington machined new ones from Halibrand forgings for both the front and rear. One Cobra was sent to Nassau for the Bahamas Speed Week in December where it was driven again by Billy Krause. While running in second place during a preliminary race, a steering tie rod broke, forcing another early retirement. The car was hastily repaired in hopes of racing in the feature event. Krause began from the back of the pack and was chasing down the race leaders when the Cobra stopped due to an empty fuel tank that had not been fully filled before the start of the race.

Ken Miles was then enlisted for chassis development, particularly focusing on the transverse leaf spring independent suspension. The goal was to find a solution that could handle straight-line performance and cornering. Development tests included varying the length of the springs, adding Koni shocks, and anti-roll bars. While the suspension was being sorted, the Cobra continued to get faster, which created even more stress, which meant everything had to be continually improved and strengthened. For the Cobra, it was certainly true that 'racing improves the breed.'

For 1963, Krause went to the race with Mickey Thompson so Dave MacDonald was brought onboard to race the Cobra. By January of 1963, the first racing Cobra was able to complete 500 miles of tire testing at Riverside. On February 3rd, the Shelby team made its third competitive appearance, this time in the SCCA Divisional race at Riverside where two Cobras were entered, driven by MacDonald and Miles. The Cobras would finish in 1st and 2nd (the winning Cobra was chassis number CSX 2026 driven by MacDonald).

After the early successes of the season, the team would prepare six cars for the 12-hour race at Sebring. These cars would have some special modifications including quick-change pins on the front brakes, Halibrand magnesium wheels, and, for the first time, rack and pinion steering. A number of other revisions had to do with body-to-chassis fit and other small tweaks that would help the team's performance over 12 hours of racing. Unfortunately, despite all of the modifications and performance tweaks, just one car would end up making it to the finish of the race.

For the 1963 24 Hours of LeMans race in France, three Factory Team cars were prepared with over 40 modifications from the standard racing Cobras. The changes were in compliance to rules enforced by the Automobile Club de l'Ouest and to meet the demands of the grueling 24-hour race. They were given larger front and rear fender flares, bigger vents in the front fenders, a 37-gallon fuel tank with a wider-necked filler, and an integral hood scoop with no screen inside. The engine received four Weber DC48IDM carburetors and a larger aluminum radiator. They were given modified steering arms and the rack-and-pinion steering gear was reduced to help with driver fatigue. Many additional modifications were made to reduce weight, comply with regulations, and improve performance.

Two cars were brought to LeMans, with one entered by AC Cars and managed by Stirling Moss and driven by Bolton/Sanders to a seventh overall, third in the GT category, and a victory in the 4-5 liter class. The other car was entered by American privateer Ed Hugus, which was disqualified early in the race due to adding oil 'fluids' during the first 25 laps.

The success at LeMans convinced Shelby to construct six more Cobras called the Le Mans version and was given the rack-and-pinion steering. They were sold to privateers and raced with varying degrees of success. A more aerodynamic coupe was built for the 1964 season, following a design by Peter Brock. It was known as the Cobra Daytona Coupe and was very fast down the straights, allowing Shelby to outclass Ferrari and win the GT class at LeMans.

Shelby American produced 654 small-block Cobras in growing numbers from 1962 through 1965. Among those were 579 examples of the 289-powered cars and 75 of the earlier and original 260-CID powered cars.

by Dan Vaughan

Roadster
Chassis number: CSX 2032

When presenters speak of cars they will often speak of a car's aesthetics and features, but they will also likely mention whether or not a car has 'soul'. AC Cars had built a wonderful, aesthetically-pleasing roadster powered by a Bristol straight-6 engine. However, it wasn't until Carroll Shelby came along and squeezed a Ford V8 engine into the car did it really receive its soul. And it would be this combination of aesthetics and soul that would please and terrify enthusiasts from then on.

Shelby's purpose of challenging the might of Ferrari seemed to be heading in either a wrong direction or became sidetracked when he decided to approach AC Cars with his idea. AC Cars had certainly produced a lovely roadster but it was far and away anything but modern. But, the car was straight-forward in its design and approach and that certainly seemed the perfect match for the straight-talking Shelby.

Shelby had a vision of what the car could be. And what that vision actually became was one thrilling, and yet, awfully scary ride. But, for the racer, it was to be like a dream that only get better.

The first prototype chassis, CSX0001, would be completed in early 1962. It would become known as the Cobra and the legend would be born. Less than a thousand of these Cobras would be ever made. But, while less than a thousand would make every Cobra ever made very special and very valuable, there are still some more special than others. And, one of those more special than others Cobras will be offered at the 2013 RM Auctions in Scottsdale, Arizona.

Chassis CSX2032 would appear to be like just one of the few 289 cu.in. V8-engined Cobras built in 1962. However, just one perusal of the car's well-known history and, all of a sudden, the car takes on a whole new life.

Billed to Shelby American by AC Cars in October of 1962, which was just a little more than a week after the Cobra's first race, CSX2032 would arrive for final production, and then, would be delivered to its owner.

Purchased on the 2nd of January, 1963, CSX2032 wouldn't just be purchased by some nameless individual. In fact, it would be just the opposite. Appearing on the car's original invoice is the name Lance Reventlow.

To the uninitiated, Reventlow would still not even raise an eyebrow. However, as the only son of Woolworth heiress Barbara Hutton, his name now suddenly takes on a life all its own, just like the car he purchased in January of 1963.

Not in want for anything, Reventlow would be free to chase his passions, which, by the mid-1950s, included motor racing. He would get his start racing Formula 2 Coopers and would have his sights set on Formula One.

Surrounding himself with the best cars and the best teams, Reventlow would have an equally impressive list of friends in which he surrounded himself. He would even have a period in his life in which he would call the actor Cary Grant 'father'.

Like many racing drivers, the jet-setting, playboy lifestyle was routine for Reventlow. Dating models and associating with Hollywood elite, Reventlow would not struggle to find beautiful female companionship and would even marry the famed model/actress Jill St. John.

But for all of his playboy antics, Reventlow was also a very serious individual, especially when it came to racing. Although his time in Formula One would be worth forgetting, he would not let his passion for motorsports, or cars in general, ever wane. This would lead him to founding his Scarab racing concern. It would also lead him to purchase CSX2032.

Ironically, the purchase of CSX2032 would happen at his own garage. By 1962, Scarab had come to naught and the doors of the garage housing the team had been shuttered. However, he would then offer the building to Carroll Shelby, who had been located in Sante Fe Springs. Shelby would accept and would rent the building from Reventlow and would make the final preparations to Reventlow's own Cobra right there in his old factory.

It has been suggested the purchase of the Cobra by Reventlow had been a gesture of support for Shelby and his efforts to make his company go. However, the Cobra that would be delivered to Lance would be built with such unusual options that it was more than clear that it was all for him.

When delivered to Reventlow, the Cobra would be like no other. Given his racing background, Reventlow wasn't about to purchase a sedated model, if there even was a sedated model of the Cobra. Instead, he would have his Cobra based upon the competition Cobras, which meant the car would come with such updates as racing tires, a racing oil pan, an aluminum intake manifold, aluminum rocker covers, a roll bar, sway bars and even a competition ignition system. Therefore, in many ways, CSX2032 could have been considered an authentic team car.

However, since Reventlow had retired from motor racing, the car would not be a bare-bones Cobra. Instead, he would order a competition-inspired Cobra filled with such amenities and extras as one would expect from an owner looking for a grand tourer. When completed and delivered, the car would come complete with front and rear bumper guards, a sun visor, wind wings and even a chromed air cleaner. This was a car complete with performance and comfort.

In time, Reventlow would sell the Cobra. Then, it would appear on the showroom floor of SCU Lotus Central Foreign Cars in Michigan. Don Burgess would be next to own the Cobra. He would come to own the car in the early 1970s. Then, in 1974, the cars would change hands again. This time, Bill Kemper of Barrington, Illinois would own it. Kemper's ownership of the car would be brief, for by the end of the following year the car would be off to its next owner. However, the car would be on its way having had a number of authentic upgrades added to it, including a 289 cu.in. 'Hi-Po' engine.

Ron Ressman, of Waukesha, Wisconsin, would be the car's next owner. It would be during Ressman's period of ownership that CSX2032 would undergo its first restoration. This work would commence in 1978 and would be completed by Bill Murray of Longmont, Colorado.

Murray would take car of the Cobra's mechanical components but would also install a number of changes, including six-inch painted wire wheels, side pipe exhausts and side vents. Murray would also refinish the car in black, the same that graces the car to this very day.

Ownership would continue to change. Bill Hansen, Joe Rodman Jr. and John Prokell would all own the Cobra for a period of time. Then, in late-1993, CSX2032 would be offered for sale in Princeton, New Jersey. Herm Rosenman would take advantage of the opportunity and would become the car's next owner. By this time the car was a little more than 30 years of age. Therefore, Rosenman decided to shake it awake from its slumber by adding four twin-choke Weber carburetors to the engine. This boosted the power of the engine considerably.

In 1997, George Sicz of Winnipeg, Canada became the car's owner. The car would remain with Sicz for a short period of time and it would soon pass into the hands of Peter Klutt of Milton, Ontario. While in the possession of Klutt, CSX2032 would begin a process of being returned to its competition-inspired roots and, in fact, would take on the look and feel of racer later in its life than when Revetlow ordered it. Klutt would install Halibrand alloy racing wheels, competition-style fuel filler, front fender spats and even Raydyot competition mirrors. Then, out of homage to Dan Gurney's 1963 12 Hours of Sebring Cobra, the car would be refinished with yellow racing stripes.

For nearly a decade, CSX2032 would remain with Mr. Klutt. Then, in 2005, Richard Cohen would purchase the car. Just about a year would be the amount of time in which the car would be with Mr. Cohen before it would again be sold to its current owner.

Purchased by a serious Cobra enthusiast, CSX2032 has spent much of its life in careful storage and has been driven only a few miles. The work on the car continues, however, as the original sway bars have been reinstalled on the car. The car has also now been equipped with competition-style rotors and has had its frame cleaned and refinished.

Well documented and filled with an arresting history of ownership, CSX2032 is already amongst a rare collection of venomous performers. However, given its history, eclectic ownership and blend of comfort and performance, this particular Cobra is certainly one snake-charmer that isn't to be missed.

Heading to auction, the 1962 Shelby 'Factory Competition-Specification' Cobra, would be drawing estimates of between $750,000 to $950,000.

Sources:

'Lot No. 150: 1962 Shelby 'Factory Competition-Specification' Cobra', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=AZ13&CarID=r124). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=AZ13&CarID=r124. Retrieved 15 January 2013.

'1962 Shelby Cobra News, Pictures and Information', (http://www.conceptcarz.com/z18197/Shelby-Cobra.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/z18197/Shelby-Cobra.aspx. Retrieved 15 January 2013.

'May, 2012: 1962-1967 Shelby Cobra', (http://www.hemmings.com/hmn/stories/2012/05/01/hmn_buyers_guide1.html). Hemmings: The World's Largest Collector Car Marketplace. http://www.hemmings.com/hmn/stories/2012/05/01/hmn_buyers_guide1.html. Retrieved 15 January 2013.

'1962 Shelby CSX2000: The Original Cobra', (http://www.roadandtrack.com/car-reviews/road-tests/1962-shelby-csx2000-1). Road & Track. http://www.roadandtrack.com/car-reviews/road-tests/1962-shelby-csx2000-1. Retrieved 15 January 2013.

Wikipedia contributors, 'AC Cobra', Wikipedia, The Free Encyclopedia, 11 January 2013, 14:32 UTC, http://en.wikipedia.org/w/index.php?title=AC_Cobra&oldid=532544382 accessed 15 January 2013

by Jeremy McMullen

Roadster
Chassis number: CSX2000

This 1962 Shelby Cobra, chassis number CSX2000, is the first Cobra ever built, so is quite possibly the most valuable American sports car in the world. It was owned by Carroll Shelby since being built and is in remarkably original condition. The car still has its Ford 260 cubic-inch engine, interior and body. From the beginning, Shelby used it in various magazine articles, and it was often repainted in order to fool everyone into thinking more cars had been built! Around 675 'small block' Cobras were built in the 1960s, each selling for around $5,995. Carroll Shelby had the sense to retain his Cobra intact.

In 1962, just ten years after Carroll Shelby got behind the wheel of a race car, CSX 2000 was created. Mr. Shelby has an interesting background; a Texas native who was raised without a car. His first race car was an MG TC and it was not long before he was winning race-after-race. His racing career was brief but brilliant. It lasted just seven years but during that time he won the 1959 LeMans 24-Hour race behind the wheel of an Aston martin. A year later, his racing career came to an end due to health warnings.

When one door closes, another one opens. Mr. Shelby knew what it took to build a great car and had spent years studying European GT racing.

At 37 years old and with little money to his name, Shelby created CSX 2000. Within five years, Shelby's company would employ over 500 people with a World Manufacturer's Championship title to its credit.

It all began with A.C. Cars of Britain and the Ford Motor Company. The Bristol motor powering the A.C. Ace was suddenly going out of production in 1961. In September of that year, Shelby wrote to Charles Hurlock at A.C. and proposed the concept. Not long thereafter, Ray Brock at Hot Rod magazine informed Shelby that Ford was developing a lightweight small-block V-8 of 221 cubic inches. With assistance from engineer Dave Evans at Ford in Dearborn, Shelby test-fitted the motor into a borrowed A.C. Ace. It fit, and things progressed quickly after that.

The very first Cobra (CSX 2000) arrived in the United States, without a motor, in February 1962. It was picked up at the Los Angeles airport by Carroll Shelby and his colleague Dean Moon and brought back to Moon's shop, where the now-available and larger-displacement 260 cubic-inch V8 engine with a Ford gearbox was fitted in a matter of hours.

Dave Evans in Dearborn arranged a meeting with Don Frey, Ford Division General Manager. A few handshakes later, the Ford Motor Company was officially bankrolling Shelby for the first group of cars.

CSX 2000 had been built on a very small budget. Along with testing it was also used for promotions and as a press car. It was shown in many publications, often appearing in a new paint scheme to give the illusion of a larger fleet of vehicles.

During test runs, it was found to have a 0-60 mph time of 4.2 seconds, a quarter-mile time of 13.8 seconds at 112 mph, and a top speed of 153 mph.

CSX 2000 was the only Cobra in existence for the first five months. Had the car been unable to endure the grueling testing or had it been written off due to breakdown or accident, the legacy of the Cobra may have been much different.

289 Cobras would later be built and go on to have successful racing careers in the USRRC and SCCA Championships. It would also find success in FIA World Sportscar Championship and race at the 24 Hours of LeMans in 1965.

The 427 Cobras would also have tremendous success, winning the SCCA B-Production CHampionship.

Roadster
Chassis number: CSX2001

Serial #CSX2001 is the first production Shelby Cobra built and among the initial 75 delivered to the dealers in 1962. It was delivered to and prepared by Ed Hugas in Pittsburgh. This car was originally fitted with a Ford-Zephyr straight six-cylinder engine, but was removed and shipped from AC Bristol to Venice, California where Shelby American dropped in a new 260 cubic-inch V8 and took the car for shake-down runs looking for Corvette owners to humiliate.

The Cobra was bought by Lloyd 'Lucky' Casner, Comoradi racing, to race at the 1964 Le Mans 24 Hours. With the smaller V8 it did not prove competitive in practice, so it never ran and Casner sold it to Jean-Marie Vincent in France. By then the new 289 FIA cars were out, it was updated with a 289 engine and a rather odd-looking one-off hardtop, which has thankfully disappeared. The only Cobra to enter the Tour de France, this Cobra was a very successful race car with many first place wins.

The car was modified with a 289 cubic-inch engine and updated to full FIA standards by Ford Racing in France. From 1964 through 1966, the car was campaigned in Europe and racked up many victories across the continent.

The Cobra remained in Europe until 2006 when it was bought by the current owner and returned to the United States. It was restored by Mike McCluskey in Torrance, California. The aluminum body, chassis and interior remain in their original, well-preserved state.

Roadster
Chassis number: CSX 2026

CSX 2026 has been featured in numerous magazine articles and books, including Shelby Cars in Detail, Shelby Cobra, Cobra-Ferrari Wars and AC Cobra. It has been displayed at the Shelby-American museum in Colorado, and in 1989, was displayed at the SAAC-14 meet in Pocono where it was awarded 1st place in the Concours Competition class. At the 1991 SAAC-16 gathering in Charlotte, it was awarded a 1st place in the 260/289 Cobra Competition class. A Best of Show judgment at the Lime Rock Vintage Fall Festival, a win at the Baltimore Concours and an award at the Lime Rock SAAC meet followed, as did a new owner in early 1997. Later ownership included the care of Richard Scaife and then Roger Willbanks.

The car is in excellent condition, having not been campaigned since its restoration. This factory race car is nearly unique in its mechanical specifications, its racing successes, and its significant role in the reputation and growth of Shelby American.

CSX2026 is the first Cobra to win a race and a national championship. It was driven by Dave McDonald, Lew Spencer, Fireball Roberts, Jerry Grant and Bob Johnson.

The car is powered by a 300-horsepower engine fitted with four Weber 48 IDM carburetors. There is a four-speed Borg-Warner manual gearbox and four-wheel Girling disc brakes.

In 2010, this car was offered for sale at Gooding & Company's Scottsdale Auction in Arizona. Bidding reached $1,600,000 but was not enough to satisfy the car's reserve. The car was left unsold.

by Dan Vaughan

Roadster
Chassis number: CSX 2017

This Cobra CSX 2017 is an authentic full-specification competition Cobra built by Shelby America. It is the first and perhaps the only 'Riverside' model sold to an individual. In every respect, the CSX 2017 is an original factory-built and prepared competition car, not a street model converted into a competition model.

Driver R.E.L. Hayes participated in eight races in 1963 and had podium finishes in four of them in this car.

This car is powered by a 289 cubic-inch V8 fitted with 48 IDM carburetors, special headers with side exhausts, quick-jack pads, cross-mounted radiator header tank, Spaulding 'Flamethrower' ignition, Koni shocks, along with many other special features that included 6.5 and 7.5-inch wide Holibrand magnesium wheels.

CSX 2017 is indeed a race car that may be driven on the road. This car was in a private collection for over 30 years and was not raced or shown.

Roadster
Chassis number: CSX 2002

CSX2002 is the very first Shelby factory race car and the third Cobra ever built. It was driven by Billy Krause, Ken Miles, Peter Brock and Dave MacDonald. During its career as a racecar, it was a rolling test bed for all future race and street Cobras.

The car made its debut at Riverside in October of 1962, driven by Bill Krause. It DNF'd at the LA Times GP and Nassau Speed Week in 1962. For 1963, it DNF'ed at the Daytona FIA and again at Sebring. It did finish 2nd at the Dodger Stadium SCCA National and the Delmar SCCA Regional. Dave McDonald drove it to a 1st place finish at the Tucson SCCA National.

Roadster
Chassis number: CSX 2005

The 1962 Shelby 260 Cobra with chassis number CSX 2005 wears the fifth production chassis number allotted. It is an early production 260 Cobra that was originally delivered by AC Cars Limited to Shelby American finished in red with black leather. The first owner was Richard J. Neil Jr. of Honolulu, Hawaii. It is believed that the car had a mechanical issue with the Cobra on a cross-country trip to California, and subsequently traded the 260 to Shelby American for another Cobra. After CSX 2005 had returned to Shelby American, it was used for promotional purposes. During this time, the car was featured in the motion picture The Killers, starring Lee Marvin, John Cassavetes, Angie Dickinson, and Ronald Reagan. In the film, CSX 2005 wore a black livery with the race number '98.' An invoice remains from Shelby American to Universal City, Revue Studios for 'Repair of Cobra CSX #2005 damaged by you' from February 11, 1964.

On June 16, 1964, the 260 Cobra was invoiced to the Carroll Shelby School of High Performance Driving. At the time, it was presented in light metallic blue with a black interior, a roll bar - void of bumper guards - and wearing 'T' for 'trainer' on the roundels. During the car's time with the school, it saw use at Riverside Raceway by individuals including James Garner and Miss Universe, while Pete Brock and John Timanus served as instructors.

In the August 1964 issue of Sports Car, the car and the school were both featured. They were also featured in the August 1964 issue of Ford Times, and the September 1964 issue of Car and Driver.

After the car left the Carroll Shelby School, the Cobra seemingly disappeared from the limelight. Don Bell of Seattle purchased the car in the 1970s. Mr. Bell used the car with some regularity and, in August 1976, he attended SAAC-1 in Oakland, its only noted public display. The car was later put away, for what would become years of static storage.

The current owner acquired the Shelby 289 in 2010. A complete restoration soon followed, bringing it back to the condition it was in when it was used as the driving school trainer.

The car has is complete and has its original engine, transmission, and rear end. The correct Ford XHP-260-5 engine has the proper two-barrel Autolite carburetor and rare air cleaner. There are Smiths gauges and a Lucas generator, which include the seldom-seen tachometer drive of the back of the generator. The steering wheel is that of an AC, the radiator is a Harrison type, and the foot box was finished in black. The car does not have a chassis plate, correct for the first 200 cars. The inside lace wheels, used while at the school, were fitted with correct, period Goodyear tires. The body has minimal fender fares and are void of side vents.

Upon completion of the restoration, the car was displayed at the NHRA Motorsports Museum, the SAAC-38, and several other seminars and events related to Shelby Cobras.

by Dan Vaughan

Roadster
Chassis number: CSX2061

Shelby American produced 654 small-block Cobras from 1962 through 1965, including 579 289-powered cars and 75 of the earliest cars with an original 260-CID engine. This particular example is an early 260-powered Cobra which has been in single ownership since the mid-1970s. It has been given an expert-level restoration to factory-specified colors of black over black livery. It was billed by AC Cars to Shelby American on December 21st of 1962. This was the first Cobra by chassis number recorded with the comment, 'Exhaust headers and manifold piping to mufflers' on the invoice issued by AC to Shelby American. After it was assembled at AC in England, it was shipped to Los Angles and invoiced on March 11, 1963, to Ford dealer Grant Motor Co. of St. Petersburg, Florida at a base price of $5,095 plus features including aluminum rocker covers ($35.40), Wind wings ($13.97), sun visors ($15.04), front bumper ($23.97), rear bumper ($26.97), chrome exhaust tips ($4.25), chrome hood latches ($14.09), heater ($62), a luggage rack ($29), chrome air cleaner ($11.25), seat belts ($29), and Goodyear racing tires ($171.23) for a total of $5,531.17 and a $6,600.55 MSRP. The car was then driven - rather than shipped - to St. Petersburg, Florida, and the car was reportedly intended for the dealer himself, Bill Grant, Jr.

This was the cover car for the August 1963 edition of Mechanix Illustrated. By the mid-1970s, the car was repainted in red and then purchased by its current owner from a Ford dealer in Ogden, Utah during early 1976. The owner earned the SCCA Panamerican Region B/Stock Autocross championship with the Cobra in 1977. Other racing entries included the A/Stock autocross at the May 1977 Tulsa, Oklahoma SAAC Mid-America meet and an entry at the August 1978 Monterey Historic Races at Laguna Seca, California. With around 50,000 miles on the odometer, the car was put into storage around the late 1970s until 2011, when it was completely and professionally restored to show-quality standards. At this time, the car was brought back to its factory's original black-on-black livery.

by Dan Vaughan

Roadster
Chassis number: CSX 2026

This 1963 Factory Team Shelby Cobra was built at Shelby to full competition specifications with numerous special performance features that include 12:1 pistons, roller camshaft and lifters, and 48mm Weber Carburetors on a prototype intake manifold. It was first raced by Dave MacDonald at Riverside in 1963 and it won. This is the first Cobra ever tow in a race, the first Cobra to win an SCCA championship, in 1963, and the first Cobra to win a USRRC race overall, which helped secure the championship in 1963. In total, CSX2026 won eleven races during 1963 and 1964. Later, it spent many years at the Shelby American Collection in Boulder, Colorado. This Cobra is one of the most historically significant Cobras in existence, representing the time when the Shelby Cobra put its mark on the racing world for the first time. The current owner has restored the car back to its exact original specifications as it appeared on the track in Riverside, including the original tires from 1963.

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 Dan Vaughan