Shellby Cobra 427 v 427SC differences?
Discussion
Looking at the details there was a total of 348 units of the 427 produced however they made a rare 427SC which only ever had 31 units ever made.
What is the difference between these two - I know the std 427 has 493BHP as a conservative number.
Also these cars are well known to be widow makers.... yet given the tiny numbers produced I dont get it was this just the press bumff??
Or was it a case that the Shellby Cobra 289 with 345bhp was the big seller with the reputation.
Not sure if this hould be classic car section or just general car section
What is the difference between these two - I know the std 427 has 493BHP as a conservative number.
Also these cars are well known to be widow makers.... yet given the tiny numbers produced I dont get it was this just the press bumff??
Or was it a case that the Shellby Cobra 289 with 345bhp was the big seller with the reputation.
Not sure if this hould be classic car section or just general car section
Of all the Cobra variants the 427 Semi/Competition or S/C is the most desirable series. Built from Shelby's competition production line, these were purposeful race-cars that were prepared at the last minute for the road.
The story of the Cobra begins as early as 1959 when Carol Shelby raced for Aston Martin, winning the 24 Hours of Le Mans. Along the way he probably took notice of a well performing AC Ace that would become a foundation for his next venture.
After quitting racing, he return to America to build his own sportscar, turning to Charles Hurlock of AC Cars to supply a chassis and body that was suitable for the new 260 cubic inch Ford V8. After considerable racing success, Ford provided the even larger 427 FE engine. By 1965, chief engineer Ken Miles wanted to fit thengine to win SCCA’s A Production Class and stay ahead of the Corvette Grand Sport.
The Ford 427 was actually a 425 cubic inch V8 developed for the 427 NASCAR regulations. These were strictly race engines with solid lifters and became know for their side oil passage that sent oil to crank first before the valvetrain. Somewhere around 400 bhp was realized.
With assistance from Ford and AC Cars, the team at Shelby American modified the existing AC chassis design to accommodate the big block engine. The completed design was called the mark III chassis was manufactured with larger and wider spaced chassis rails. Shelby ordered 100 of these from AC Cars.
Due to the weight of the engine the brakes and suspension were also upgraded. The body was featured prominent wheel arches to fit wider magnesium wheels and tires. Competition features included an oil cooler, side exhausts, large fuel filler, 42-gallon fuel tank, front jacking points and a roll bar.
Naturally, the 427 Cobra was expected to compete at the top level of motorsport and abroad. Shelby went into immediate production, finishing just over 50 cars when bad news struck. The FIA visited and was unsatisfied with the minimum number of cars required to homologate the 427 in the World Sports Car Championship. Needing 100 cars or more, Shelby's market to was immediately slashed, he cancelled his order with AC, but still had 53 big block Cobras nearly completed.
Naturally some of these cars were sold in primer to American teams and drivers but 34 chassis were still without a home. Shelby’s east coast representative, Charles Beidler, suggested they paint the remaining cars and offer them as the fastest street car in the world.
Not soon after Shelby started fitting the cars with production windscreens. Out of 53 Cobras, CSX3001 through CSX3053, three were sent to Ford, 19 were sold for competition and the rest were converted for road use.
On the road, the S/C was a radical machine. Sports Car Graphic magazine editor Jerry Titus reached 0-100 mph in 13.2 seconds. By comparison the nearest Aston Martin of the day was barely capable of less then twenty seconds.
Due to the very limited production, original S/Cs are a rare sight. Only Shelby's personal Super Snake was faster, using twin turbochargers to offer 800 bhp.
The story of the Cobra begins as early as 1959 when Carol Shelby raced for Aston Martin, winning the 24 Hours of Le Mans. Along the way he probably took notice of a well performing AC Ace that would become a foundation for his next venture.
After quitting racing, he return to America to build his own sportscar, turning to Charles Hurlock of AC Cars to supply a chassis and body that was suitable for the new 260 cubic inch Ford V8. After considerable racing success, Ford provided the even larger 427 FE engine. By 1965, chief engineer Ken Miles wanted to fit thengine to win SCCA’s A Production Class and stay ahead of the Corvette Grand Sport.
The Ford 427 was actually a 425 cubic inch V8 developed for the 427 NASCAR regulations. These were strictly race engines with solid lifters and became know for their side oil passage that sent oil to crank first before the valvetrain. Somewhere around 400 bhp was realized.
With assistance from Ford and AC Cars, the team at Shelby American modified the existing AC chassis design to accommodate the big block engine. The completed design was called the mark III chassis was manufactured with larger and wider spaced chassis rails. Shelby ordered 100 of these from AC Cars.
Due to the weight of the engine the brakes and suspension were also upgraded. The body was featured prominent wheel arches to fit wider magnesium wheels and tires. Competition features included an oil cooler, side exhausts, large fuel filler, 42-gallon fuel tank, front jacking points and a roll bar.
Naturally, the 427 Cobra was expected to compete at the top level of motorsport and abroad. Shelby went into immediate production, finishing just over 50 cars when bad news struck. The FIA visited and was unsatisfied with the minimum number of cars required to homologate the 427 in the World Sports Car Championship. Needing 100 cars or more, Shelby's market to was immediately slashed, he cancelled his order with AC, but still had 53 big block Cobras nearly completed.
Naturally some of these cars were sold in primer to American teams and drivers but 34 chassis were still without a home. Shelby’s east coast representative, Charles Beidler, suggested they paint the remaining cars and offer them as the fastest street car in the world.
Not soon after Shelby started fitting the cars with production windscreens. Out of 53 Cobras, CSX3001 through CSX3053, three were sent to Ford, 19 were sold for competition and the rest were converted for road use.
On the road, the S/C was a radical machine. Sports Car Graphic magazine editor Jerry Titus reached 0-100 mph in 13.2 seconds. By comparison the nearest Aston Martin of the day was barely capable of less then twenty seconds.
Due to the very limited production, original S/Cs are a rare sight. Only Shelby's personal Super Snake was faster, using twin turbochargers to offer 800 bhp.
SAAC Registry lists 356 427 Cobra’s made.
The first 50 made were scheduled to be all ‘full comp spec’ cars, but they didn’t exactly sell many, so Shelby came up with the idea of fitting rubber suspension bushes, a windscreen, some mufflers (if you could call them that) into the sidepipes and the S/C (Street/Competition) version was born. It’s not exactly known how many were sold as Full Comp and how many were S/C, it’s thought about a dozen of the 50 were full Comp spec, the rest being S/C. At least 30 CSX chassis numbers have been identified at real S/C cars.
All the rest, about 300 cars were either Street 427 or 428 cars.
The S/C cars had twin fule pumps, 42 gallon fuel tank in the boot with comp flip style cap, rear flared wheelarches, oil cooler, riveted on bonnet scoop, single hoop rollover bar, larger Girling brakes, magnesium Halibrand knock-offs with wider rear rims, front and rear jack pick-ups instead of bumpers, no glove box opening on the dash, 3.77 rear diff and the famous side pipe exhausts and of course a pukka 427 comp spec medium riser side-oiler FE with 12.5:1 comp ratio, tube headers, single Holley carb sitting in a ‘turkey pan’ plenum tray, baffled oil pan, ally heads and a closer ratio 4 speed Toploader gearbox.
Street spec cars (427 & 428) had under car rear exit exhaust system, glove box, canvas folding hood, 18 gallon fuel tank, smaller Girling brakes, same width alloy rims all around, over riders/bumper frames, 3.31 rear diff and wider ratio Toploader. Engine was either road spec 427 medium riser side oiler with two 4bbl Holleys or a similar Holley equipped 428 PI engine.
The first 50 made were scheduled to be all ‘full comp spec’ cars, but they didn’t exactly sell many, so Shelby came up with the idea of fitting rubber suspension bushes, a windscreen, some mufflers (if you could call them that) into the sidepipes and the S/C (Street/Competition) version was born. It’s not exactly known how many were sold as Full Comp and how many were S/C, it’s thought about a dozen of the 50 were full Comp spec, the rest being S/C. At least 30 CSX chassis numbers have been identified at real S/C cars.
All the rest, about 300 cars were either Street 427 or 428 cars.
The S/C cars had twin fule pumps, 42 gallon fuel tank in the boot with comp flip style cap, rear flared wheelarches, oil cooler, riveted on bonnet scoop, single hoop rollover bar, larger Girling brakes, magnesium Halibrand knock-offs with wider rear rims, front and rear jack pick-ups instead of bumpers, no glove box opening on the dash, 3.77 rear diff and the famous side pipe exhausts and of course a pukka 427 comp spec medium riser side-oiler FE with 12.5:1 comp ratio, tube headers, single Holley carb sitting in a ‘turkey pan’ plenum tray, baffled oil pan, ally heads and a closer ratio 4 speed Toploader gearbox.
Street spec cars (427 & 428) had under car rear exit exhaust system, glove box, canvas folding hood, 18 gallon fuel tank, smaller Girling brakes, same width alloy rims all around, over riders/bumper frames, 3.31 rear diff and wider ratio Toploader. Engine was either road spec 427 medium riser side oiler with two 4bbl Holleys or a similar Holley equipped 428 PI engine.
Edited by aeropilot on Friday 10th February 22:41
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