<< Prev Page 2 of 2 The revised designs and an order for 100 chassis were sent to AC in England where the chassis were constructed. Unknown to Shelby, the design was further compromised when AC got a great deal on the original length tubing. So the short wheelbase was retained while the width was increased. Wider wheels and tyres were also fitted to cope with the additional power. These required a restyled body with sizeable, flared fenders. Fitted with the body, which was finished in primer, the rolling chassis were airlifted from England to Shelby's facility in Venice, California for completion.
By the time the FIA inspectors arrived at Shelby American, early in 1965, only 51 examples had been produced and homologation for the GT class was refused. At that time 16 had already been shipped to customers in full racing trim but the rest were instantly made unsaleable. In June, the FIA announced a new 'Competition GT' class for which the production minimum was conveniently set at 50 examples. Although this seemed perfect for Shelby, it wasn't as eligible for the same class was the Ford GT40. This program had priority, and to prevent any embarrassing situations, Shelby promised Ford, he would not campaign the new 427 Cobra.
Even though the big-block had been homologated, only two additional racing cars were sold as many of Shelby's customers switched from GT to sports car racing. Only raced by privateers, the Cobra 427 was nevertheless very successful. One of the best results was a rare outright win against prototypes for an open Cobra, at Brands Hatch in 1966. The 30-odd competition cars that had already been completed lingered on Shelby's lot until it was decided to sell them for use on the street. Equipped with only the bare necessities, these were known as the Semi Competition or S/C and marketed as the fastest road car in the world.
In addition to the Competition and S/C variants, Shelby eventually also constructed a run of over 200, slightly more docile Cobra 427 road cars. So his early intuition had proven correct but he had just had too little time to get the cars ready in time for homologation. Production ceased in 1967, and the 427 remains as the final iteration of the original Cobra. Thanks to its heavy engine and short chassis the big-block Cobra's handing does not have the best of reputation, although its slightly lazier engine does reputedly make it easier to drive than the high strung 289 Cobra. We can only imagine what a phenomenal machine it could have been had the 390 V8 been available and the proper length tubing been used. << Prev Page 2 of 2
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The revised designs and an order for 100 chassis were sent to AC in England where the chassis were constructed. Unknown to Shelby, the design was further compromised when AC got a great deal on the original length tubing. So the short wheelbase was retained while the width was increased. Wider wheels and tyres were also fitted to cope with the additional power. These required a restyled body with sizeable, flared fenders. Fitted with the body, which was finished in primer, the rolling chassis were airlifted from England to Shelby's facility in Venice, California for completion.