-McClarenDesign's-
Very Serious SLS AMG Review of the Car of the Week N Stuff
"If the car is good, the name won't hurt it. If the car is bad, the name won't help it." -Carroll Shelby
Week 15: The Shelby Cars
Last week I was having a nice lunch with a few members of the crew, when my phone rang with some rather disturbing news. Normally, whenever I see our producer call, I'd just reject it and be on my way. I don't bother him when he's not at work, is it too much to ask the same in return? What on Earth could possibly be so important as to disturb our wonderful and nutritious lunch?
Producer
Carroll Shelby has just passed away.
After the call, I passed on the unfortunate news to the rest of the assembled hooligans. Dead silence. Heads bowed, and the jubilant atmosphere withered into that of reflection and contemplation. Decades later, someone finally spoke up. "We have to do something."
Agreed. With tabs paid, and carryout boxes stuffed, we piled into our respective cars and headed back to the office. Not a word was said.
If you don't know who Carroll Shelby is, you either; A) don't know anything about cars, or B) aren't really a man. He's the man that introduced the name "Cobra" into households all across America, reinvented the Mustang, then went out and kicked Ferrari's butt on their own turf. When it comes to anything automotive, this man had the Midas touch, turning everything into gold.
Ask Chrysler.
Originally born in Texas, Carroll was raising chickens in 1949. Three short later, he'd won his first road race in a MG TC in Norman, Oklahoma. That same day, against stronger competition from a few Jaguars, Carroll once again took home the checkered flag. How many racers win their first race... let alone two races... on the same day?
With everything being bigger in Texas, it's only natural to assume that more is better, and Carroll was no exception. Bitten by the racing bug, he went out and gathered a few more victories, eventually leading to full time employment from companies like Aston Martin and Austin Healey.
When it comes to a driving résumé, there's one mark that every fan looks for: Formula 1. Carroll was there, competing in 8 World Championship races, and several non-championship races. During the course of his driving, however, his heart began troubling him, and soon after, Carroll had to retire. Well, I suppose he didn't
have to retire, but who really wants to be bothered with taking heart medication in the midst of a lap at Laguna Seca?
Rather than meeting at the office as usual, our producer had asked that we meet him and the rest of our crew at our top secret test track. Collectively, we decided that flogging the best examples of Carroll's talent would be the best tribute to the man that has touched so many of our lives.
Our first car being a classic example. When Carroll had finished racing, he still felt the urge to compete. Rather than being behind the wheel, Carroll wanted to construct his own racing cars, and campaign them all over the world against the best marques. However, with such a short racing career, and well before the billions of dollars spent in today's racing industry, Carroll was a bit short of funds.
That left him with only two choices. Find another way to make a living, or con his way into the living he wanted. Okay, con may be a strong word, but there's no denying that his charisma helped join AC Cars of England with Ford Motor Company of America, into the single most-wanted muscle car of the era.
According to Polyphony Digital via Translator-san:
Translator-san
The Shelby Cobra competed in the FIA Speed World Challenge, a world endurance championship that differed from GT-class racing because there was no limitation on engine displacement.
To defeat their rival, Ferrari, in this series, the folks at Shelby American fitted a large displacement engine into their racecar, which came in the form of the 7.0-liter 427-cu.-in. “Side Oiler,” a pure purpose-built racing engine. Thus, the development of the Shelby Cobra 427 was under way, starting near the end of 1964. The first prototype was completed in the spring of 1965.
One problem that immediately arose during development was the strength of the chassis, or lack thereof. In comparison to the 345 HP by the 289 engine, the 427 Side Oiler’s 493 HP was simply too much power for the existing setup. Phil Remington, in charge of design at Shelby America, determined that the suspension was the car’s weakest link, so the side-mounted leaf suspension was abandoned in favor of a conventional double wishbone with coil dampers.
The Shelby 427 cleared its 100 unit minimum production requirement and acquired FIA homologation. The car first competed in the SCCA A production class at the opening at the opening of the 1966 season. In the end, 348 Shelby Cobra 427s were built with 88 of them being competition spec models or test cars. The 427 S/C is a road-going model with competition spec equipment. Only 31 of these examples were built.
If more is better, then the Cobra certainly justifies the philosophy. Excuse me, but may I have more power? Sure, have double. May I have more lightness? Fear not, this is the smallest and lightest muscle car on the streets. Yes, but may I have something that will drop my girlfriends panties faster than I can leave the line? Done and done.
Performance as Purchased: March 18, 2011, Guardsman Blue (
Blue)
Displacement: 6,998 cc
Max. Power:
445 hp @ 6,500 rpm
Max. Torque:
446 ft-lbs. @ 3,500 rpm
Drivetrain: RWD
Length: 3,962 mm Height: 1,244 mm Weight: 1311 kg
Tires: Sports (Hard)
Performance Points:
507
Mileage: 58,013.1 mi.
For our tests, our producer has asked a few of our previous drivers if they'd like to come back and participate in our tribute. A few drivers agreed, while a few more shouted enough curses to make a voodoo witch blush. First up was our resident high school driving instructor, Oliver Logan, who previously tested the Lotuses for
Week 11. We also had a representative from Shelby on hand named
Gary, who would give us the technical perfection we needed. For this car, his team gave us
47 extra horses, but only
15 Performance Points.
For those keeping score at home, other notable data includes: Max. Power: 492 hp, Max. Torque: 493 ft-lb., Max. Performance Points: 522
Starting off with the A/C 427, Oliver took a few silent moments with the car, a silent tribute and quiet thanks for the experience about to be had. Strapped and ready, he propelled the little car down the quarter mile to the tune of
0:12.256, and a 0-60 mph time of just
0:04.172!
For those keeping score at home, other notable data includes: 0-1 mi.: 0:29.952, 0-100 mph: 0:08.377, Max. G-Force: 0.78G, Top Speed: 167.9 mph
Up next is the Shelby version of the same car, only this time with the name "Cobra". There are some minor differences, but only the most retentive of the anus could tell you what they were. For every other red-blooded American, we just see the car and obtain an instant erection that's with us until the car disappears... and sometimes still long after.
When it comes to American cars of the 60's, none look better... which is probably because it's the Brits that designed the body.
The original Cobras came with a 260 cu.-in. engine, then with a 289 and a 327, each with their respective wheel flaring. For our example, the 427, Shelby had to modify the wheel arches to fit enough rubber to make the car somewhat manageable, and even then only just.
Translator-san...
According to Polyphony Digital via Translator-san:
Translator-san
Other than what I've already told you about the AC, I've got nothing.
Thank you, Translator-san.
Performance as Purchased: November 27, 2010, Maroon (
Red)
Displacement: 6,997 cc
Max. Power:
485 hp @ 6,500 rpm
Max. Torque:
480 ft-lbs. @ 3,500 rpm
Drivetrain: RWD
Length: 3,962 mm Height: 1,245 mm Weight: 1068 kg
Tires: Sports (Hard)
Performance Points:
532
Mileage: 0.0 mi.
Gary and company set about checking the Cobra, discovering
9 more ponies and
7 Performance Points. During this, he proceeded to explain the differences between the assembled Cobras, as well as the intricacies of their development. By the time he started to finally explain what the Performance Points were for, I was asleep. That quickly changed, as the engine firing was enough to wake up God.
For those keeping score at home, other notable data includes: Max. Power: 494 hp, Max. Torque: 489 ft-lb., Max. Performance Points: 539
Returning for the test in this car is Father Martin Bishop, of the failed Mid Night Club attempt, and
Week 8 Devil Z fame. Humbly, Father Bishop entered the car, whispering the Lord's Prayer as he made his final checks and strapped himself in. Despite being older than Carroll, he managed to coax a 0-60 mph time of 0:04.166 and the quarter mile in 0:12.039. Why couldn't he do that in Week 8?
For those keeping score at home, other notable data includes: 0-1 mi.: 0:29.978, 0-100 mph: 0:07.896, Max. G-Force: 0.78G, Top Speed: 154.3 mph
For our last Cobra, we wanted to see what the Super Snake was like. Again, Carroll was a Texan, and in Texas everything is bigger. This Cobra, something called a Chrome Line, should offer similar performance, although Gary assures me that Shelby American doesn't currently offer this in their continuation cars lineup.
If the Cobra was a muscle car, then this is what would happen to said muscle car with steroids. Only two Super Snakes were built, one for Carroll, and one for a young comedian at the time named
Bill Cosby. Carroll had seen the comedian out and about with European sports cars, and new his cars would be better received if American celebrities were seen driving them.
The plan called for two things: 1000 hp, and 200 mph. Just one drive was enough for Bill, immediately giving the car back, and producing a best-selling comedy album at the time,
200 MPH. That car was then given to a Tony Maxey, who loved it so much, he drove it off a cliff. The other car, built especially for Carroll, later sold at auction for over 5 million.
According to Polyphony Digital via Translator-san:
Translator-san
This Chrome Line model is a specially tuned and painted version prepared exclusively for the Collector’s Edition.
Okay, so it's not an actual Super Snake Cobra. There's only one left in existence, and it cost more money than I'd make in several lifetimes. If you want that car tested so badly, buy it, and we shall be more than happy to tell you what it'll do.
Performance as Purchased: November 24, 2010, Blue (
with Collector's Edition chrome stripes)
Displacement: 6,997 cc
Max. Power:
570 hp @ 6,900 rpm
Max. Torque:
532 ft-lbs. @ 4,400 rpm
Drivetrain: RWD
Length: 3,962 mm Height: 1,245 mm Weight: 982 kg
Tires: Sports (Hard)
Performance Points:
561
Mileage: 219.1 mi.
*Stage 2 Weight Reduction, Stage 1 Engine Tuning
Once again, Gary and his team went to work, but this time there wasn't much of it. With hardly any miles on the odometer, we salvaged
28 hp, and
6 Performance Points, all without scratching the paint. Job well done.
For those keeping score at home, other notable data includes: Max. Power: 598 hp, Max. Torque: 559 ft-lb., Max. Performance Points: 567
Our Chrome Line driver is young Hoshima-san. He's the son of Isuzu guru Iwo, from
Week 13. You may remember his love of classic cars, so when our producer phoned him to see if he was interested, he leapt at the chance. At the track, and with the car, Hoshima once again went through his meticulous and reverent mating ritual with the car. Once settled, he unleashed the car's fury, pounding out a
0:11.979 quarter, marching to 60 mph in
0:04.529.
For those keeping score at home, other notable data includes: 0-1 mi.: 0:27.636, 0-100 mph: 0:07.700, Max. G-Force: 0.78G, Top Speed: 196.0 mph
With the success of the Cobra came the luxury of working harder. As a way of paying the piper, Carroll agreed to develop the Ford Mustang for competition, finally settling on SCCA racing. In the 1960's, the SCCA was the epicenter of racing outside of Indianapolis. If it wasn't the month of May, you were watching the SCCA.
To homologate the car for the series, Shelby was given the choice of modifying the suspension or the engine. Shelby chose the suspension, but was able to still modify the engine thanks, once again, to his cleverness and charisma. With the success on the track came sales, including a nice deal with Hertz to allow amateur racers spare parts in exchange for a weekend rental agreement.
Of course, Hertz didn't actually agree to that kind of deal. They knew having Shelby's cars would help their business, but they still though they were in the market to rent cars. After having so many GT350Hs come back with missing or different parts, it soon became clear they were also in the repair business.
According to Polyphony Digital via Translator-san:
Translator-san
Ford and Shelby American formed one of the most successful partnerships in American racing in the Sixties. Among the race cars they created was the GT350R, which went to battle in the 1965 SCCA B Production race.
Ford and Shelby decided to produce a production version of this race machine, but one that could easily be turned into a bonafide race car. This car was known as the Mustang GT350.
The base GT350 “S” used the Mustang Fastback GT as a foundation, then added a high-output engine and racing spec suspension. The “R” model took things a few steps further by increasing the power of Ford’s small-block 289 cu.-in. pushrod V-8 and included anti-roll bars and a large fuel tank (Ford’s big-block V-8 wouldn’t fit into the car’s engine bay).
In short, the vehicle was race-ready and positioned to take on the Chevrolet Corvette in the USRRC (United States Road Race of Champions). The suspension settings between the “S” and the “R” were identical, but what set the “R” apart visually from the “S” was its FRP (Fiberglass Reinforced Plastic) bumper and a larger grille.
There were only 35 GT350Rs produced, two of which were the prototypes used as the works cars for Shelby American. The 1965 Shelby GT350R was the SCCA B-production national champion in 1965, 1966 and 1967.
For our performance test, we'd taken the hottest GT350R we could find. Rather than muck about with some reproduction clone, we wanted the real deal. From what Gary tells us, our car has been fully modified, with every available performance part at the time. If Shelby had a go-fast goody, it was on our Mustang.
Performance as Purchased: December 2, 2010, Wimbledon White (
with rally stripes)
Displacement: 4,736 cc
Max. Power:
574 hp @ 5,600 rpm
Max. Torque:
593 ft-lbs. @ 4,900 rpm
Drivetrain: RWD
Length: 4,613 mm Height: 1,300 mm Weight: 1055 kg
Tires: Racing (Soft)
Performance Points:
552
Mileage: 39,443.0 mi.
*Full Modification
While Gary was busy with the boys, I talked with The Todd. Well, I thought I was talking with The Todd, but it just turned out to be his bluetooth headset, and he was busy talking to someone else. One final check with Gary, and he's given us the all clear, with no additional performance to be had.
For those keeping score at home, other notable data includes: A car wash. That's it.
The Todd was at least courteous enough to respect the moment, ending his phone call before getting into the car. Considering his work with the
RS4 and the
TT, we felt confident that he could propel our priceless pony down the track without fault. Thankfully, our trust was rewarded with a
0:11.463 quarter, and
0:03.968 0-60.
For those keeping score at home, other notable data includes: 0-1 mi.: 0:27.371, 0-100 mph: 0:06.976, Max. G-Force: 0.87G, Top Speed: 202.1 mph
If Biggie Smalls was any sort of a mathematician, then we can safely assume that as the level of financial wealth increases, so do the difficulties. And while "pimping" may not exactly be easy, Carroll certainly made it look so. With his Cobras and GT350Rs winning all across America, Ford stepped in and asked him to do what they'd failed to previously... beat Ferrari.
David, I'm so glad you're here! There's someone I've been dying to introduce you to! Meet Goliath...
Henry Ford II intended on buying Ferrari, but when he realized that he'd been used by Enzo to bolster his stock rating, and subsequently the price Fiat would pay, he took it rather personal. One might even say like Ahab. With enough finances to air condition Hell, he hired Carroll to get the job done.
Our GT40 is the 1967, and represents Carroll's last year at Le Mans. Having won the race as a driver in '59, then as a constructor in '66 and '67, there wasn't much left for him. Add the previous year's stunt, and ongoing frustrations with government regulations and an upcoming national speed limit... the writing was already on the wall....
According to Polyphony Digital via Translator-san:
Translator-san
The year was 1966, and Ford was on a roll, especially at the world’s most famous endurance race, the 24 Hours of Le Mans. The company realized its goal of winning the historic contest on its third try, dominating the competition with the Ford GT Mark II. With their eyes set on winning future Le Mans races, the engineers from Ford had begun work developing a new race car in 1965, one that would eclipse the prowess of the GT Mark II. The new car, the Mark IV, was built according to changes in article J of the FIA vehicle regulation.
The new car possessed an aluminum honeycomb chassis, which replaced the previous car’s steel monocoque one. The profile of the car was characterized by its long, low body that curved from the center section to the rear end. The side air intakes utilized NACA ducts for less drag. The car was subjected to intense wind tunnel testing, and as a result, the Mark IV was one of the most aerodynamically-proficient vehicles in the world.
Although the Mark IV’s engine was carried over from the Mark II, its power was increased to 523 HP. The chassis was also updated. The result was a race car with an improved top speed of 215.6 miles and better overall stability than its predecessor. In 1967, the Mark IV won the 12 Hours of Sebring and claimed the checkered flag at the 24 Hours of Le Mans, beating its rival, Ferrari, by five laps. This victory marked the last time the Ford works team participated at Le Mans. The main reason for its departure was the adoption of a new rule in 1968 that restricted maximum displacement, which seemed directly aimed at the Ford GT because, simply put, the car was too fast for the competition.
In 1966 Ken Miles should've won Le Mans. He was the test driver, developer, and the only man truly capable of extracting the maximum performance from the car. As the race ran, Ken found himself with a massive lead, followed by teammates Chris Amon and Bruce McLaren. Ford new they had it in the bag, so they decided to have all three GT40s cross the line at the same time. What better way to signal one's automotive dominance?
No one mentioned the plan to the drivers. Through pit signals, Ken was ordered to slow, and on the final lap, as the three cars rolled to the line, Bruce gave his car just a little more gas, and crossed the finish line first, robbing Ken of the well deserved victory.
1966 Le Mans would remain Carroll's biggest regret. The fact that Ken lost his life a short time later didn't help either.
Performance as Purchased: October 17, 2011, Mark IV Red (
with stickers)
Displacement: 6,997 cc
Max. Power:
490 hp @ 6,000 rpm
Max. Torque:
456 ft-lbs. @ 5,000 rpm
Drivetrain: RWD
Length: 4,343 mm Height: 978 mm Weight: 1000 kg
Tires: Racing (Hard)
Performance Points:
594
Mileage: 8.4 mi.
While the Shelby surgeons are busy working on the car, I keep myself busy by hiding every bottle of liquor within a 5 mile radius. Jerry, our driver from
last week, occasionally fancies himself a drink, and with these cars around, the last thing we need is a multi-million dollar collision. A short time later, Gary gives us the go ahead, finding
24 extra horsepower and
8 Performance Points.
For those keeping score at home, other notable data includes: Max. Power: 514 hp, Max. Torque: 479 ft-lb., Max. Performance Points: 602
Rather than enjoy the moment in a somber manner, Jerry just lets out a enormous belch before firing up the engine. Well, I say he fired up the engine, but it sounded more like a grenade inside a washing machine. Seconds later, the car disappears in a trail of smoke and sound, completing the trip in
0:11.166 and speeding to 60 in
0:03.574.
For those keeping score at home, other notable data includes: 0-1 mi.: 0:26.682, 0-100 mph: 0:06.522, Max. G-Force: 1.15G, Top Speed: 202.5 mph
After the 60s, Carroll needed a change of scenery. He moved to South Africa, participating in a number of failing ventures, before finally coming back to the States. As any car guy will tell you, once the bug bites you, there is no cure. Carroll was no exception, and in the 90s, he let that bite become infected.
Shelby American had produced only continuation Cobras till then, but Carroll still felt the need to build his own car. Starting fresh, he designed a brand new car from the ground up, sourcing a variant of the Northstar engine from GM, normally found in their Aurora models. What wasn't normally found on the Aurora models, however, was the supercharger Shelby added to the car.
More is better, right?
According to Polyphony Digital via Translator-san:
Translator-san
Other than maintenance and reproduction of Cobras which had been produced in the past, Shelby American had long distanced themselves from producing street cars, until they worked on their first sports cars in a very long while: The Shelby Series 1.
It made its first appearance in 1998. The body and chassis were Shelby American originals, a front engine, rear drive 2 seater roadster. But it bears no resemblance to the Cobras in the past. The frame is a semi-monocoque design with a combination of aluminum tubular frame and aluminum honeycomb panels, and is built like a prototype racecar of the past.
The engine chosen for the car was a 4.0 liter DOHC V8 with 4 valves per cylinder, from the Oldsmobile Aurora. Combined with a supercharger, it produced 320 HP.
While the first models were only able to produce 320 HP, later editions produced 444 HP from the same engine. It’s still a mystery as to what was changed, but it is speculated that improving the supercharger was the main reason behind the additional power.
The newest Shelby Series 1 with its 444 HP unit shows a level of high performance you would just not imagine from its classic car looks. It does 0-60 mph in 3.7 seconds, 0-100 mph in 9.27 seconds, and a ¼ mile in a constant 12 second level. Its maximum speed reaches upwards of 170 mph (169 mph).
In May 2001, I had the priviledge of visiting
the factory with my wife. Every morning, at 10a, one of the Shelby representatives guides guests throughout the facility, lecturing about the various cars and history of the company. Inside, I got to see four of these very cars in various stages of builds, with the finished product inside the showroom.
My signature is still on the visitor's wall... twice.
Performance as Purchased: February 22, 2011, Silver (
with rally stripes)
Displacement: 3,995 cc
Max. Power:
319 hp @ 6,500 rpm
Max. Torque:
289 ft-lbs. @ 5,000 rpm
Drivetrain: RWD
Length: 4,292 mm Height: 1,194 mm Weight: 1202 kg
Tires: Sports (Hard)
Performance Points:
487
Mileage: 1,624.2 mi.
With the final car under their belt, and after
16 more horsepower and
7 more Performance Points were restored, Gary gave me the green light to begin the final test. Meanwhile, his hot rod heroes began packing up equipment, and preparing for the long trip back to Las Vegas. Before making my way to the car, I take a moment to thank each of them for their time today, and for their contributions to the automotive world.
For those keeping score at home, other notable data includes: Max. Power: 335 hp, Max. Torque: 304 ft-lb., Max. Performance Points: 494
When I step into the car, it hits me. Other than the new Mustang, and a few concept cars, this was Carroll's last creation. As I buckle my seatbelt, I'm reminded that there are no more car shows to look forward to like in the past. No more visors to sign. No more secretaries to harass. No more Americans capable of challenging giants. Despite the tears, the Series 1 blasts to 60 in
0:04.463, and the quarter in
0:12.888.
For those keeping score at home, other notable data includes: 0-1 mi.: 0:12.888, 0-100 mph: 0:10.087, Max. G-Force: 0.87G, Top Speed: 176.8
Carroll Shelby started off as a simple Texas farmer. Through luck and determination, he ended a God among men. The embodiment of the American dream, Carroll proved that even a simple farmer could beat the best of the world at their own game, and even forced the world to play by his rules. It's been often said that Carroll had a way of extracting the best from those around him. Turns out that the ones around him happened to be the best at what they do too.
Ken Miles, Peter Brock, Bob Bondurant, Phil Hill, Dan Gurney, Dean Moon and countless others were all gathered by Shelby to do the impossible.
As we say goodbye to Carroll, we're reminded of his tough spirit and generous nature. The
Caroll Shelby Foundation and Shelby American will both live on, and in doing, so will Carroll. Each Mustang that rolls from the Las Vegas facility still has the signature of the craftsman, and the spirit of a legend. With each kit car finished, another reminder of Carroll's legacy will roam the streets, inspiring more kids to ask their fathers about the magical rumble coming from the exotic pipes.
With each mile traveled, Carroll lives on.
Week 1: 2001 Alfa Romeo Spider 3.0i V6 24V
Week 2: 1966 Alfa Romeo Spider 1600 Duetto
Week 3: 2000 Toyota Sprinter Trueno GT-APEX (S. Shigeno Ver.)
Week 4: 2007 Audi TT Coupe 3.2 Quattro
Week 5: 1983 Nissan Silvia 240RS (S110) and 1985 Nissan 240RS Rally Car
Week 6: 1973 BMW 2002 Turbo
Week 7: 2004 DMC DeLorean S2
Week 8: 1971 Nissan Fairlady 240ZG (HS30) and 1971 Nissan 240ZG (HS30)
Week 9: 1985 Lancia Delta S4 Rally Car
Week 10: 1991 Mercedes-Benz 190 E 2.5- 16 Evolution II and 1992 AMG Mercedes-Benz 190 E 2.5- 16 Evolution II Touring Car
Week 11: 1999 Lotus Motor Sport Elise and 1996 Lotus Elise and 1998 Lotus Elise Sport 190
Week 12: 2001 Audi RS4
Week 13: 1968 Isuzu 117 Coupe
Week 14: 1969 Camaro Z28 and 1969 Camaro Z28 RM and 1969 Camaro SS
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Ed. Note- R.I.P. Carroll Shelby (1/11/23 - 5/10/12)
) - produced 425bhp at 6,000rpm and 490bhp at 6,500rpm in racing versions. All that extra power required some major modifications to the chassis, 4-speed manual transmission, and even the wheels and tyres. All had to be strengthened and upgraded. What had started as an elegant and relatively understated sports car now had something of the appearance of a hotrod. The 427 was a nakedly aggresive beast whose appearance screamed raw power, and nothing demonstrated that potential more than the massive wheels and the widely splayed wheel arches that accommodated them.
Never to be forgotten 
