1962 Shelby AC Cobra Roadster cont'd
RACE HISTORY DRIVER RESULT DATE NO
Riverside Billy Krause DNF 10/62 #98
Nassau Billy Krause DNF 13/62 #98
Daytona Dan Gurney DNF 2/63 #98
Chavez Ravine Ken Miles 2nd 3/63 #298
Sebring Ken Miles/
Fireball Roberts/
Lew Spencer DNF 3/63 #16
Tuscon Nationals Davy McDonald 1st 3/63 #16
Del Mar Davy Mcdonald 1nd 4/63 #98
The car was then sold to Ford of Canada and raced by Eppie Weitzes of Comstock Racing, repainted with green stripes over white. It was later raced by Jean Ouellet of the Rimouski Racing Team and then by Michelle Trombley in the early 1970's both residents of Quebec, Canada.
air-freight overseas and on February 1, 1962 Caroll shelby flew to England to test drive the new Shelby Ford "Cobra". The rest is, as they say, history!
The following description of CSX 2002 is kindly supplied by the car's owner, Micheal L Shoen, author of the highly acclaimed book, "The Cobra-Ferrari Wars, 1963-1965";
This was the third Cobra constructed, the second production car (after CSX 2001), the first Cobra race car and the first Cobra Team car, developed by Phill Remington, Peter Brock, Billy Krause and Ken Miles. The prototype CSX 2001, was the street demonstrator and 2002 was the race upon which Shelby pinned his hopes for the notoriety that would engender commercial success. From July through September of 1962, the development of CSX 2002 solely occupied Shelby's crew in California, as the first street cars (CSX 2001 and 003-006) were finished by Ed Hugus' dealership in Pennsylvania, not by Shelby in California.
Shelby developed CSX 2002 from the 260 cubic-inch, wire-wheel and no-fender-flare car of Riverside '62 to the 289 cubic-inch magnesium-wheel and fender-flared racer of Sebring, 1963 Dan Gurney ran 2002 with a 221 cu. in. aluminum indy engine (at Riverside testing and Daytona qualifying). Ken Miles developed the early Cobra competition equipment developed o this car - fuel tanks, Halibrands, hubs, springs, sway bars, radiators, oil coolers, Webers, etc.
1962 Shelby AC Cobra Roadster
In 1960, racing driver Caroll Shelby, aged 37, was diagnosed with a heart condition. After only eight years of successful motor racing, including a first overall for Aston Martin in the 1959 24 Hours of LeMans, Shelby was forced to think about retirement. One more race beckoned before he would hang up his helmet - the LA Times-Mirror Grand Prix at Riverside, in which he scored a fine third place.
Shelby's self-enforced "cold-turkey" was hard to take after the glamour and personal challenge of an international racing career. He tried drilling wildcat oil wells and started a Texas trucking business. In 1961, still bored, he became the West Coast Goodyear racing tire distributor and formed a motor racing school at Riverside Raceway in California. Now, with a steady flow of cash, Shelby was at last positioned to pursue the long held dream of building his own Sports Car.
Caroll Shelby many years of racing had taught him what worked and what did not, and the idea of a hybrid Sports Car fascinated him. Since the Brits had styling, road holding and superb brakes and the Yanks held the horsepower advantage, why not combine these traits for a "best of both world's" concept?
Of course, Shelby did not originate the idea - post war Allards, Cunninghams and Nash-Healeys come to mind, but he did it better than anyone before, or tbereafter, for that matter. After considering Austin Healey, Jensen and Bristol, he heard that AC, builders of the stylish and sturdy Ace-Bristol Sports Cars, had lost their engine supplier when Bristol ceased production.
Timing is everything - In September of 1961, Shelby wrote Charles Hurlock of AC Cars to propose a hybrid car using the AC Sports Car Body and Chassis. "I'm interested", wrote Hurlock, "if a suitable V8 could be found". Shelby moved quickly when editor Ray Brock of "Hot Rod" magazine told him of Ford's new lightweight V8 and soon had an early 221 CID example installed in a stock AC ace. After Hurlock's blessing - the V8 weighed only a few more pounds than the six-cylinder Bristol, Ford engineer Dave Evans offered Shelby more good news. A high performance 260 cubic inch version already in production for Ford's Falcon and two engines would be on the way him soon. These were immediately sent by
The present owner purchased CSX 2002 in 1977 and it was restored in a 2,800 hour labor of love by Geoff Howard of Danbury, CT. This was the first Cobra race car restoration where extraordinary efforts were made to retain the original metal and parts. It is estimated that 95% of the frame is original and 85% of the body, as well as all major mechanicals except transmission. By 1977, apart from being battered, the car was quite original with original night-running lights, original Riverside-Sebring steering wheel, original Sebring Spaulding "Flame Thrower" ignition, original roll bar, hood, latches, instruments, gas cap, jack pads, emblems, etc.
The car was restored to Sebring '63 specifications and comes with one quick jack, five extra wheels, one spare differential, some photos, books and restoration records. Many of the car's records and photos have been donated to the Shelby American Museum in Boulde, Colorado and are on public display there.
CSX 2002 was vintage-raced once, at Riverside, 1979, by Billy Krause, who led until he was black-flagged for improper passing. The car has been on display at the Shelby American Museum in Boulder and at Shelby American's Las Vegas office for over a year.
The car was featured in numerous magazines of the period and is in virtually all Cobra books. One of the most significant cars in American road racing history, it has no comparable and cannot be replaced.
Copy Credit - Michael Shoen
Serial #CSX 2002
Estimate: $350,000 - $450,000
