The 2009 Shelby 427 was the third race of the 2009 NASCAR Sprint Cup season. This 427.5 miles (688.0 km) race took place on March 1 of that year at the 1.5 miles (2.4 km) Las Vegas Motor Speedway in the namesake Nevada city. The race was won by Kyle Busch.

The race was telecast by Fox with a radio broadcast by Performance Racing Network (terrestrial) and Sirius XM Radio (satellite).

The race title reflects the new title sponsor, Carroll Shelby International, which has its home base at LVMS, and the Shelby Cobra 427, which is made in Nevada. The race had previously been 400.5 miles (644.5 km) in length, but will as of 2009 have an extra 27 miles (43 km) added into the race name which equates to an addition of 18 laps, meaning that the race will now be a 285-lap duration.

Notes[link]

• Jeff Gordon surpassed 20,000 career laps led during the middle of the race, and is 6th surpassing Rusty Wallace.

Qualifying[link]

Kyle Busch won the pole for the Shelby 427 at a new track record of 185.995 mph. The remainder of the top 10 were Kyle's brother Kurt Busch (185.707 mph), Jimmie Johnson(185.688 mph), David Reutimann (185.624 mph), Marcos Ambrose (185.459 mph), Ryan Newman (185.395 mph), Kasey Kahne (185.382 mph), Mark Martin (185.312 mph), Kevin Harvick (185.280 mph), Tony Stewart (185.217 mph).^[1]

Pre-Race[link]

Jersey Boys performed the national anthem and Carroll Shelby gave the command to start engines.

Race[link]

Toyota cars #00, 18 (polesitter), 47, 82, 83 were sent to the back of the field because of engine changes.

Kurt Busch and Jimmie Johnson led the field to the green flag. Johnson led the first lap; Brad Keweloski hit the wall out of turn 4 causing a flat tire and the first caution of the day. Kenseth reported engine trouble, came onto pit road where his crew fixed the problem, but Kenseth was too fast exiting pit road. Kenseth was served the penalty of restarting from the tail end of the field.

Restart on lap 6 with Johnson, Kurt Busch, Harvick, Newman, and Stremme in the top five. Daytona 500 winner and point leader Kenseth's engine blew on the front stretch on lap 7 while Todd Bodine spun out of turn 2 after a slight contact from behind by Hamlin. Second caution of the day. Brad Keweloski got the luck dog free pass.

Restart on lap 11. No change in positions in the top five. As of lap 19, Edwards was in 9th from starting 16th, Montoya was running in 8th from the 23rd starting position, and Kyle Busch was in 30th after starting from the back. Johnson continued to led laps since the first lap. Brad Keweloski drove his car to the garage on lap 36. Within 50 laps since the start of the race, McMurray gained 19 positions, Gordon and Ruetimann moved up 16 positions, Biffle gained 15 positions, and Vickers gained 14 positions. Green flag pit stops ensued on lap 48. Earnhardt, Jr. was served a pass through penalty for being too fast exiting pit road. Regan Smith and Casey Mears were also served the pass through penalty for entering too fast on pit road. Edwards and Kyle Busch each led two laps and Logano led a lap during the green flag pit stops.

Caution on lap 60 for debris on the track. Newman won the lucky dog free pass. Kahne, Waltrip, Hamlin and others entered pit road during the caution. John Andretti, David Gilliland, Scott Speed, Clint Bowyer, Earnhardt, Jr., Regan Smith, Todd Bodine, A.J. Almendinger, Robby Gordon, Martin Truex, Jr., and Elliot Salder were a lap down when the caution flag was waved.

Restart on lap 65 with Johnson, Edwards, Kurt Busch, Harvick and Biffle in the top five. McMurray, running in 13th, was hit from behind by Logano and slid out of turn 2, but maintained control. No caution. McMurray dropped to 26th as a result. Lap 74, Regan Smith came on pit road with engine troubles. Fourth caution of the day. Clint Bowyer got the free pass. During the round of pit stops, Harvick, Stewart, and Montoya gain four positions, Gordon and Hamlin gain five spots, Mark Martin gain two spots, Kurt Busch lost four spots, Jeff Burton and Kyle Busch gained six positions and Johnson, taking four tires, lost nine spots.

Restart on lap 83 with Harvick, Stewart, Biffle, Jeff Gordon, Mark Martin, Kurt Busch, Burton, Montoya, Hamlin, and Johnson in the top ten. In two laps, Biffle took in the lead from Harvick. Lap 90, Jeff Gordon took second place from Harvick. Brad Keweloski returned to the track 57 laps down in the 42nd position. Lap 95, Edwards made contact to Stremme's left rear quarter panel, sending Stremme spinning out of turn 2. Fifth caution of the race. Earnhardt, Jr. got the free pass. Harvick lost two spots, Burton gain three positions, Amirola gained fourteen spots, and Bowyer gained eight spots during the round of pit stops. Biffle and former teammate Mark Martin stayed on the track.

Restart on lap 100 with Biffle, Mart Martin, Jeff Gordon, Kurt Bush, and Johnson in the top five. Bowyer and Montoya, running in 14th, made contact entering turn 1. No caution. Montoya entered pit road and exited in the 27th position. Lap 122, Mark Martin, running in 4th, blew the engine bring the sixth caution. Martin Truex, Jr. got the free pass. During the pitstop round, Jonson and McMurray gained two spots and Biffle and Stewart lost two positions. Kasey Kahne stayed out to led a lap before entering pit road.

Johnson, Jeff Gordon, Biffle, McMurray, Burton, Stewart, Harvick, Kyle Busch, Hamlin, and Hornish, Jr. were in the top ten during the restart on lap 131. Seventh caution on lap 138 when Reed Sorenson lost control exiting turn 2 and hit the outside wall of the backstretch; Robby Gordon got the lucky dog free pass. Hornish, Jr. entered pit road from the 10th position. The field restarted on lap 143 with Johnson as the leader. Amirola hit the outside wall in turn 3 then slowed on the backstretch where Kasey Kahne tried to avoid hitting Amirola's car. Kahne slid off the track, making slight contact with Amirola. Menard, Bobby Labonte, and Robby Gordon, from the end of the lead lap, made pit stops.

Restart on lap 149 with Johnson, Jeff Gordon, Biffle, Stewart, and Kyle Busch in the top five. Jeff Gordon took the lead away from Johnson in two laps. On lap 160, Jeff Gordon let his 20,000th Sprint Cup lap, (7th all-time record). Lap 164, Waltrip, running in the 20th position, lost control in turn 4, hit the outside wall. Eighth caution; David Gilliland got the free pass. During the round of pitstops, Burton gained seven spots, Bobby Labonte moved up twelve spots, Vickers moved up thirteen spots, Martin Truex, Jr. gained fourteen spots, Biffle lost two, and Jeff Gordon and Jimmie Johnson both lost five spots.

Restart on lap 169 with Burton, Bobby Labonte, Vickers, Truex, Jr., Biffle, Jeff Gordon, Johnson, Kyle Busch, Stewart, and Edwards in the top ten. One lap later, Hamlin, running in 13th, lost control between turn 3 and 4, sliding across the outside wall, bring out the tenth caution. John Andretti got the free pass. The field restarted on lap 175 with Burton in the lead. Jimmie Johnson took second from Bobby Labonte on lap 187.

Eleventh caution on lap 220, Jeff Gordon missed the entrance to pit road and blew his left front tire causing damage during green flag pitstops. Edwards beat Labonte off pit road for the second position, but Edwards' crew missed placing a lugnut. Burton maintains the lead off pit road. Jimmie Johnson slid on then past his pitbox. Dave Gilliland got the free pass for the second time. The field restarted on lap 228 with Burton, Labonte, Kyle Busch, Vickers, and Ruetimann in the top five. Kyle Busch, the pole winner, took the lead from Burton in less than one lap.

Twelfth caution for debris (new race record) on lap 259. Sam Hornish, Jr. got the free pass. Clint Bowyer stayed on the track as the field entered pit road: Burton moved up five spots, Jeff Gordon gained seven spots, Kyle Busch lost two positions, and Labonte and Vickers both lost four positions. Labonte and Johnson nearly collided as Labonte was leaving his pit box and Johnson was entering his.

Restart on lap 264 with Bowyer, Burton, Jeff Gordon, Kyle Busch, Reutimann, Edwards, Labonte, Vickers, Kahne, and McMurray in the top ten. In two laps, Kyle Busch was in third behind Bowyer and Burton. Lap 267, Kyle Busch took second from Burton out of turn 2. In the next lap, Kyle Busch took the lead from Bowyer out of turn 2. Caution for the thirteenth time on lap 269 after Menard, racing between Amborise and Logano, lost control and hit the outside wall out of turn 4. Harvick got the free pass. From the end of the lead lap, Earnhardt, Jr., Robby Gordon, Hornish, Jr. and Gilliland made pitstops.

The field restarted on lap 278 with Kyle Busch, Burton, Bowyer, Reutimann, Jeff Gordon, Edwards, Labonte, Vickers, McMurray and Jimmie Johnson in the top ten. Caution a lap later; Jimmie Johnson, running in 10th, lost control in turn 2 and hit the outside wall, damaging the front right and back right end. Restart on lap 282 with Kyle Busch as the leader. Two laps to go, Bowyer passed teammate Burton for second as Edwards's engine blew. Edwards managed to keep his car away the field; no caution. Kyle Busch, who started from the back from pole position, took the checkered flag for the first time in the season.

Clint Bowyer finished second ahead of Richard Childress Racing teammate Jeff Burton. David Reutimann was in fourth, his first career top 5 finish in the Cup series. Bobby Labonte, in fifth, had the highest-finishing Ford. Jamie McMurray finish in 9th after starting the race in 38th. Kasey Kahne had the best finished Dodge in 11th. Rookies Joey Logano and Scott Speed were in 13th and 21st respectively. Jimmie Johnson, leading the most laps (92), finished in 24th. Stewart Haas Motorsports drivers Ryan Newman and Tony Stewart finished in 25th and 26th respectively. Daytona 500 winner Matt Kenseth finished in 43rd behind of teammate David Regan because of engine problems.

Point Standings[link]

Jeff Burton moved from 31st to 18th in the standings. Kyle Busch and Bobby Labonte gained twelve spots from the 18th position and the 22nd position respectively. Kasey Kahne moved from 23rd to 13th. Brian Vickers, from 26th in the standings, was in 17th after the race. David Reutimann and David Gilliland both gained seven spots from the 12th and 44th in the standings respectively. Jaime McMurray and Dale Earnhardt, Jr. gained six spots from 28th and 35th respectively. Gaining five pointings, Kevin Harvick was in 11th, Joey Logano in 32nd, Regan Smith in 35th, and Scott Speed in 36th. Clint Bowyer was in second behind Jeff Gordon from the 6th position in the standings.

David Ragan lost sixteen spots from the 8th position to 24th. Reed Sorenson dropped to 25th from the 14th position. Martin Truex, Jr. lost nine positions from 17th in the standings. A.J. Allmendinger went from 13th to 21st in the standings. Casey Mears and Mark Martin lost seven spots from the 20th and 27th position respectively. Losing five positions in the standings, Michael Waltrip was in 12th from 7th, Juan Pablo Montoya in 15th from 10th, Elliott Salder in 16th from 11th, and John Anderetti was in 30th from 25th. Kurt Busch and Tony Stewart both lost four positions from the 3rd and 4th position respectively. Daytona 500 winner Matt Kenseth dropped to 3rd from 1st in the standings.

References[link]

AC Cobra

Manufacturer	AC Cars
Also called	Shelby Cobra
Production	1961–1967
Assembly	Thames Ditton, Surrey, England
Body style	2-door roadster
Layout	FR layout

MkI

1961 AC Ace-Bristol (upon which the Cobra was based)
Production	1962–1963
Engine	260 cu in (4.3 L) V8
Wheelbase	90 in (2,286 mm)
Length	151.5 in (3,848 mm)
Width	61 in (1,549 mm)
Height	49 in (1,245 mm)
Curb weight	2,019 lb (916 kg)[1]

MkIII

1966 Shelby Cobra 427 (North America)
Production	1965–1967
Engine	427 cu in (7.0 L) V8
Wheelbase	90 in (2,286 mm)
Length	156 in (3,962 mm)
Width	68 in (1,727 mm)
Height	49 in (1,245 mm)
Curb weight	2,355 lb (1,068 kg)[3]

The AC Cobra, also known colloquially as the Shelby Cobra in North America, is an Anglo-American sports car that was produced during the 1960s.

History and development[link]

Like many British specialist manufacturers, AC Cars had been using the Bristol straight-6 engine in its small-volume production, including its AC Ace 2-seater roadster. This had a hand-built body with a steel tube frame, and aluminium body panels that were made using English wheeling machines. The engine was a pre-World War II design of BMW which by the 1960s was considered dated. Bristol decided in 1961 to cease production of its engine and instead to use Chrysler 331 cu in (5.4 L) V8 engines. Although untrue, it is commonly believed that AC was left without a future source of power and that American ex-racing driver Carroll Shelby saved the company from bankruptcy. AC started using the 2.6 litre Ford Zephyr engine in its cars. In September 1961, Shelby airmailed AC a letter asking them if they would build him a car modified to accept a V8 engine. AC agreed, provided a suitable engine could be found. He first went to Chevrolet to see if they would provide him with engines, but not wanting to add competition to the Corvette they said no. Ford however, wanted a car that could compete with the Corvette and they happened to have a brand new thin-wall small-block engine which could be used in this endeavor. It was Ford's 260 in³ HiPo (4.2 L) engine – a new lightweight, thin-wall cast small-block V8 tuned for high performance. Ford provided Shelby with two engines. In January 1962 mechanics at AC Cars in Thames Ditton, Surrey fitted the prototype chassis CSX0001 with a 260 ci Ford V8; the 221 ci was never sent. However, early engineering drawings were titled "AC Ace 3.6". After testing and modification, the engine and transmission were removed and the chassis was air-freighted to Shelby in Los Angeles on 2 February 1962.^[4] His team fitted it with an engine and transmission in less than eight hours at Dean Moon's shop in Santa Fe Springs, California, and began road-testing.^[5]

Chassis numbering:

AC's system was as follows: The Ace chassis numbers read AEX... "A" being the car series and "X" being for export with left hand drive. Later with the introduction of the Bristol engine the chassis numbers ran "BEX..." When switching to the Ford 2.6 engine the Ace chassis numbers ran "RS..." for Ruddspeed as Ken Rudd may have been influential in the choice of engine. The first Cobra chassis was left hand drive and given the next letter in the alphabet,i.e. C. Therefore the numbers ran CSX2... for all the export Cobras. Otherwise, the prefix was "CS2...". The four following numbers ran from 2000 sequentially. When the MKIII Cobra was built the identification ran from CSX3000 (for left hand drive export). There were other numbers used such as "COB...." and "COX...".

Production proved to be easy, since AC had already made most of the modifications needed for the small-block V8 when they installed the 2.6 L Ford Zephyr engine, including the extensive rework of the AC Ace's front end. The most important modification was the fitting of a stronger rear differential to handle the increased engine power. A Salisbury 4HU unit with inboard disk brakes to reduce unsprung weight was chosen instead of the old ENV unit. It was the same unit used on the Jaguar E-Type. On the production version, the inboard brakes were moved outboard to reduce cost. The only modification of the front end of the first Cobra from that of the AC Ace 2.6 was the steering box, which had to be moved outward to clear the wider V8 motor.

The first 75 Cobra Mark I (including the prototype) were fitted with the 260 cu in (4.3 L).^[5] The remaining 51 Mark I model were fitted with a larger version of the Windsor Ford engine, the 289 cu in (4.7 L) V8. In late 1962 Alan Turner, AC's chief engineer completed a major design change of the car's front end and was able to fit it with rack and pinion steering while still using transverse leaf spring suspension. The new car entered production in early 1963 and was designated Mark II. The steering rack was borrowed from the MGB while the new steering column came from the VW Beetle. About 528 Mark II Cobras were produced to the summer of 1965 (the last US-bound Mark II was produced in November 1964).

Since late 1962 when the new GM Stingray was shown up briefly by the Mk1 Cobra (until hub failure intervened) the development of the Grand Sport Corvette program had continued at a pace and was thought to be going for a build series of 125 cars. This would allow GM to compete directly in the FIA GT class of racing. Just to compound this Enzo Ferrari was trying to pull another "fast one" on the FIA with the request for the homologation of the 250LM. The FIA had not forgotten the serious lack of production of the 250GTO, which it had granted homologation in advance of Enzo's assured 100 minimum per year. Just thirty six were produced over three years with two very different chassis. Neither of which were too similar to the 250 GT which was supposed to form the basis of the vehicle. In an effort to prepare for the task ahead alternative engines were considered. The 289 cu in (4.7 L) leaf-spring Cobra dominated the US domestic race series (USRRC), with only one race lost in three years. The results in the FIA GT class were different. This was mainly due to the number of circuits that had much higher sustained speeds. Aerodynamics were more important and put the roadster at a disadvantage. As a result, coupe versions were built.

A stroker 289 (325),and the larger 390/427 up to the "cammer" 427 was considered. Shelby was told at the eleventh hour to use the iron 427 cu in (7.0 L). There was little time to fully develop a competition vehicle. The coil spring Cobra production was slow and an insufficient number made to meet FIA's GT homologation. Therefore the S/C (street / competition) was produced by making available to the general production the full race options for the street. By now Enzo was having races recatergorised in Italy to prevent the almost inevitable defeat on home soil as the 250LM was not homologated as a GT and would have to run as a prototype. GM had pulled the plug on the Grand Sport and so the five chassis that were built had to run as prototypes and so were placed in a difficult position to say the least.

Shelby had earlier in 1964 fit a larger Ford FE engine of 390 cubic inches (6.4 L) in to CSX2196. Unfortunately the car was not able to receive the development it needed as resources were aimed at taking the crown from Ferrari in the GT class. Ken Miles drove and raced the FE-powered Mark II at Sebring and pronounced the car was virtually undrivable, naming it "The Turd" It failed to finish with the engine expiring due to damper failure. A new chassis was required developed and designated Mark III. CSX2196 was revised for the show down at Nassau which allowed a more relaxed class division of racing. This allowed the GT cobras to run with prototype Ford GT, GM Grand Sport Corvettes and Lola Mk6. The first meeting that the GS Corvettes turned up to in 1963. It was for this event in 1964 that the Fliptop cobra was used. An aluminium 390 cubic inches (6.4 L) engine was used. However, the car failed to finish.

The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4 in (102 mm) main chassis tubes (up from 3 in (76 mm)) and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the "side oiler" Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 164 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 185 mph (298 km/h) in the competition model. Cobra Mark III production began on 1 January 1965; two prototypes had been sent to the United States in October 1964. Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby's workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427s were actually fitted with Ford's 428 cubic inches (7.01 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing. It seems that a total of 300 Mark III cars were sent to Shelby in the USA during the years 1965 and 1966, including the competition version. 27 small block narrow fender versions, which were referred to as the AC 289, were sold in Europe. Unfortunately, The MK III missed homologation for the 1965 racing season and was not raced by the Shelby team. However, it was raced successfully by many privateers and went on to win races all the way into the 1970s. The remaining 31 unsold examples were detuned and fitted with wind screens for street use. Called S/C for semi-competition, an original example can currently sell for 1.5 million USD, making it one of the most valuable Cobra variants.^[6]

AC Shelby Cobra (North America)

Shelby wanted AC Cobras to be a "Corvette-Beater" and at nearly 500 lb (227 kg) less than the Chevrolet Corvette, the lightweight car did just that. It was February 2, 1963 at Riverside International Raceway that driver Dave MacDonald beat Corvettes, Jaguars, Porsches, and Maseratis to give the Cobra its first-ever victory. Later, Shelby offered a drag package, known as the Dragonsnake, which won several NHRA National events with Bruce Larson or Ed Hedrick at the wheel of CSX2093.^[6]

An AC Cobra Coupe was calculated to have done 186 mph (299 km/h) on the M1 motorway in 1964, driven by Jack Sears and Peter Bolton during shakedown tests prior to that year's Le Mans 24h race.^[7] A common misconception is this incident persuaded the British Government to introduce the 70 MPH maximum speed limit on UK Motorways which up until that point, had no speed restrictions. However, government officials have cited the increasing accident death rate in the early 1960s as the principal motivation, with the exploits of the AC Cars team merely highlighting the risk.

The AC Cobra was a financial failure that led Ford and Carroll Shelby to discontinue importing cars from England in 1967. AC Cars kept producing the coil spring AC Roadster with narrow fenders, a small block Ford 289 and called the car the AC 289. It was built and sold in Europe until late 1969. AC also produced the AC 428 until 1973. The AC Frua was built on a stretched Cobra 427 MK III coil spring chassis using a very angular steel body designed and built by Pietro Frua. With the demise of the 428 and succeeding 3000ME, AC shut their doors in 1984 and sold the AC name to a Scottish company. The company's tooling, and eventually the right to use the name, were licensed by Autokraft, a Cobra parts reseller and replica car manufacturer owned by Brian A. Angliss.

Autokraft era[link]

Autokraft manufactured an AC 289 continuation car from 1982 as the Autokraft Mk IV, basically a Mk III with a 302 cubic inches (4.95 L) Ford V8 and Borg Warner T5 Transmission. The Mk IV also received an independent suspension. Shortly thereafter, Carroll Shelby filed suit against AC Cars and Brian A. Angliss, in U.S. District Court in Los Angeles. The ensuing settlement resulted in Shelby and AC Cars/Angliss releasing a joint press release whereby AC/Angliss acknowledged that Carroll Shelby was (and is) the manufacturer of record of all the 1960s AC Cobra automobiles in the United States and that Shelby himself is the sole person allowed to call his car a Cobra. Nonetheless, production of the Mk IV continued, from 1987 as a joint venture with Ford as the AC Mk IV with a 250 hp (186 kW) at 4,200 rpm, 4,942 cc Ford V8 which provided a top speed of 215 km/h (134 mph) and 0–100 km/h in 5.2 seconds. At the 1990 Geneva Salon the Lightweight version was presented: weight was down to 1,070 kg (2,400 lb) (compared to 1,190 kg or 2,600 lb) and power was up to 370 hp (276 kW) at 5,750 rpm thanks to alloy heads, a Holley four-barrel carburettor, and no catalytic converter.^[8] While the Lightweight did not meet US federal regulations, the Mk IV did, and 480 cars of all versions were built until 1996.

Post Autokraft era[link]

Brian Angliss left AC Cars in 1996 and the company was restructured under new management. Two new 'Cobra' style cars were launched in 1997, the 'Superblower', an aluminium bodied car with a supercharged 4,942cc Ford V8 providing 320 bhp and the cheaper 'Carbon Road Series' (CRS) with a carbonfibre body and a 225 bhp version of the Ford V8 engine. 22 Superblowers and 37 CRSs were built between 1997 and 2001.

A further variant, 'the 212 S/C' with a 3506 cc 350 hp twin-turbocharged Lotus V8 engine was introduced in 2000, but only 2 examples were built.

In 2006, AC closed its UK factory and moved to Malta. However only 3 right-hand drive carbon-fibre AC Mk Vs powered by 340 bhp 5-litre Ford V8 engines were built before the Maltese operation closed. Since 2009, AC has licenced Gullwing GmbH in Germany to produce the AC MK VI, with an aluminium coated composite body and powered by a 6.2 litre 440 hp LS3 Chevrolet engine, or a 550 hp supercharged version. In the UK, AC Heritage based at Brooklands, is licenced by AC to produce traditional 289 and 427 continuation ACs.

Coupé[link]

1964 Shelby Daytona Cobra Coupe (CSX2299)

1965 Willment/Ghia Coupe (CSX3055)

In an effort to improve top speed along the legendary Mulsanne Straight at the 24 Hours of Le Mans race, a number of enclosed, coupe variations were constructed using the leafspring chassis and running gear of the AC/Shelby Cobra Mark II. The most famous and numerous of these were the official works Shelby Daytona Cobra Coupes. Six were constructed in total, each being subtly different from the rest. AC Cars Ltd also produced a Le Mans coupé. The car was a one-off and was nearly destroyed after a high-speed tire blow-out at the 1964 Le Mans race. The car was qualified conservatively second in GT. The race started well with the AC, chassis number A98, maintaining its position in the top two in GT and even leading the class for a time. This was not to last as an act of sabotage (newspaper in the fuel tank) began to block the fuel filter. The car lost time until this was diagnosed and cleaned out. The car proceeded on at the predetermined conservative lap time and for the next stint remained trouble free. The car was able to match the Shelby Daytona's speed despite running a higher differential ratio (2.88 instead of 3.07) and a lower state of engine tune for reliability (355 hp instead of the Daytona's 385 hp).

The third significant Cobra-based coupe was the Willment Cobra Coupe built by the JWA racing team.

A road-going Shelby Daytona Cobra replica is being manufactured by Superformance and Factory Five Racing, a well known kit car company. These cars use Pete Brock's bodywork designs, scaled up to increase room inside, and a newly designed spaceframe chassis, they are powered by Roush-built Ford Windsor (Sportsman) engines. The Superformance Shelby Daytona Coupe is the only modern-day vehicle recognized by Shelby as a successor to the original Coupes.

Counterfeit Cobras[link]

In 1993 the Los Angeles Times blew the lid off a Carroll Shelby scheme^[9] to "Counterfeit" his own cars. With the price of an original 427 c.i. Cobra skyrocketing, Shelby had, by his own written declaration executed under penalty of perjury, caused the California Department of Motor Vehicles (the government agency responsible for titling vehicles and issuing operator permits) to utter ^[10] forty-three "Duplicate Titles" for vehicles that did not officially exist in company records. A letter from AC Cars confirmed the fact that the chassis numbers Shelby had obtained titles for were never manufactured, at least by AC Cars. Only fifty-five 427 c.i. Cobras had been originally produced out of a block of serial numbers reserved for 100 vehicles. Shelby had taken advantage of a loophole in the California system that allowed one to obtain a duplicate title for a vehicle only on a written declaration, without the vehicle identification number appearing in the DMV's database ^[11] or the declarant ever presenting an actual vehicle for inspection.^[12]

Continuation cars[link]

From the late 1980s onwards, Carroll Shelby (Shelby Automobiles, Inc.) and associated companies have built what are known in the hobby as "Continuation Cars"; Shelby authorized continuations of the original AC-bodied Shelby Cobra series. Produced in Las Vegas, Nevada, these cars retain the general style and appearance of their original 1960s ancestors, but are fitted with modern amenities. Initially the car everyone wanted in a Continuation was a 427 S/C model which was represented in the CSX4000 series. This was meant to continue where the last 427 S/C production left off, at approximately serial number CSX3560 in the 1960s.

The initial CSX4000 series cars were completed from some supposedly left over 1960s chassis new old stock as well as new parts. However, all chassis that left AC's are accounted for in their records and there was not a batch left over. Given the value of the vehicle many "extra" cars have appeared over the years, even some sharing the same chassis number. Gradually as the vintage parts supply ran low, newly constructed frames and body panels were obtained from a variety of suppliers. The production of chassis numbers CSX4001 to CSX4999 took roughly 20 years and many different business relationships to complete.

All models of Cobra produced are available now as continuations. In 2009, CSX4999 was produced, concluding the 4000 series. Production has continued with the CSX6000 serial numbers, featuring "coil over" suspension. The 289 FIA "leaf spring" race version of the car is reproduced as CSX7000, and the original "slab side" leaf spring street car is the CSX8000 series.

To date most continuations are produced in fiberglass, with some ordering cars with aluminum or carbon fibre bodywork.

In 2004, at the North American International Auto Show in Detroit, Ford unveiled a concept for a modernized Shelby Cobra. The Ford Shelby Cobra Concept was a continuation of Ford's effort to bring back the retro sports cars that had been successful in the 1960s, including the Ford GT40 and the fifth generation Ford Mustang.

Continuation cars were also produced by AC Cars up until 2006, and since 2009 have been produced by AC Heritage who are licensed by AC to produce 289 and 427 continuations.

Super Snake[link]

Competition 427, (CSX3009) "Ollie the Dragon"

Shelby Motors built twenty-two 427 competition roadsters. In 1965, one was selected and converted into a special model called the 427 "Cobra to End All Cobras." The first one of these (number CSX3015) was originally part of a European promotional tour before its conversion. This conversion called for making the original racing model street legal with mufflers, a windshield and bumpers amongst other modifications. But some things were not modified, including the racing rear end, brakes and headers. The most notable modification is the addition of Twin Paxton Superchargers.

Another non-competition 427 roadster, CSX3303, was converted and given to Shelby's close friend, Bill Cosby. Cosby attempted to drive the super-fast Cobra, but had issues with keeping it under control. This was humorously documented in Cosby's album titled Bill Cosby, 200 M.P.H.. Cosby gave the car back to Shelby, who then shipped it out to one of their dealers in San Francisco, S&C Ford on Van Ness Avenue. S&C Ford then sold it to customer Tony Maxey. Maxey, suffering the same issues as Cosby did with the car, lost control and drove it off a cliff, landing in the Pacific Ocean waters.^[13]

Shelby's original model, CSX3015, was kept by Carroll Shelby himself over the years as a personal car, sometimes entering it into local races like the Turismos Visitadores Cannonball-Run race in Nevada, where he was "waking [up] whole towns, blowing out windows, throwing belts and catching fire a couple of times, but finishing."^[14] The CSX3015 was auctioned on 22 January 2007, at the Barrett-Jackson Collector Car Event in Scottsdale, Arizona, for $5 million plus commission (£2.8 million).^[15][16]

See also[link]

• The Snake and the Stallion

Notes[link]

External links[link]

Wikimedia Commons has media related to: AC Cobra

• AC Cobra at the Open Directory Project
• AC Cobra at the Internet Movie Cars Database
• Shelby Automobiles Inc., Las Vegas, Nevada
• thecobraferrariwars.com
• AC Cars website
• AC Heritage website

Jimmie Kenneth Johnson
Johnson at the Chevrolet fan meeting in Richmond.
Born	(1975-09-17) September 17, 1975 (age 36) El Cajon, California, United States
Height	5 ft 11 in (1.80 m)
Weight	165 lb (75 kg)
Achievements	2006, 2007, 2008, 2009, 2010 NASCAR Cup Series Champion Sprint All-Star Race XIX, XXII, XXVIII Winner 2006 Daytona 500 Winner 2003, 2004, 2005 Coca-Cola 600 Winner 2004, 2012 Southern 500 Winner 2006, 2008, 2009 Brickyard 400 Winner Six off-road racing championships
Awards	1998 ASA National Tour Rookie of the Year 2009 Associated Press Male Athlete of the Year 2006, 2007, 2009, 2010 Driver of the Year
NASCAR Sprint Cup Series career
375 race(s) run over 12 year(s)
Car no., team	No. 48 (Hendrick Motorsports)
2011 position	6th
Best finish	1st – 2006, 2007, 2008, 2009, 2010
First race	2001 UAW-GM Quality 500 (Charlotte)
Last race	2012 Coca-Cola 600 (Charlotte)
First win	2002 NAPA Auto Parts 500 (California)
Last win	2012 Bojangles' Southern 500 (Darlington)
Wins Top tens Poles 56 232 25
NASCAR Nationwide Series career
92 race(s) run over 10 year(s)
2011 position	104th
Best finish	8th – 2001
First race	1998 Kroger 200 (IRP)
Last race	2011 Zippo 200 at the Glen (Watkins Glen)
First win	2001 Sam's Club Presents Hill Bros. Coffee 300 (Chicago)
Wins Top tens Poles 1 24 2
NASCAR Camping World Truck Series career
1 race(s) run over 1 year(s)
Best finish	104th – 2008
First race	2008 O'Reilly 200 (Bristol)
Wins Top tens Poles 0 0 0
Statistics current as of May 27, 2012.

Jimmie Kenneth Johnson (born September 17, 1975) is an American NASCAR Sprint Cup Series race car driver. He currently drives the No. 48 Lowe's Chevrolet for Hendrick Motorsports.

Johnson was born in El Cajon, California, and began racing motorcycles at the age of five. After graduating from Granite Hills High School he competed in off-road series. He raced in Mickey Thompson Entertainment Group (MTEG), Short-course Off-road Drivers Association (SODA) and SCORE International, winning rookie of the year in each series. In 1998, Johnson and his team began stock car racing. He moved to the national American Speed Association (ASA) series for late model touring cars, and won another rookie of the year title. In 2000, he switched to the NASCAR Busch Series (now Nationwide Series).

He moved to Hendrick Motorsports in the Sprint Cup Series in 2002. After finishing fifth in the points in his first full season, he was second in 2003 and 2004 and fifth in 2005. Johnson won his first Cup series championship in 2006 and with further wins in 2007, 2008, 2009 and in 2010 became the only driver in NASCAR history to win five consecutive championships. During the 2011 season, Johnson finished sixth in points. Between 2002 and 2012, Johnson has recorded 56 wins, 232 top-tens, and 25 pole positions.

Johnson became the first racing driver to become Associated Press Male Athlete of the Year (U.S.) in 2009, and has won Driver of the Year four times, most recently in 2010. He also topped Forbes.com's Most Influential Athletes list for two consecutive years (2011, 2012).

Early and personal life[link]

Jimmie Johnson's signature.

Johnson was born in El Cajon, California in September 1975.^[1] He attended Granite Hills High School,^[2][3] while he raced motorcycles during the weekends. He was a varsity water polo player, diver and swimmer and graduated in 1993. The number 48 is retired from all sports teams uniforms at his school and Johnson was inducted into the school's Athletic Hall of Fame.^[4] He has two younger brothers, Jarit and Jessie. Johnson lives in Charlotte, North Carolina^[1] like many other NASCAR drivers and is married to the former Chandra Janway, the two having known each other since 2002.^[5] In January 2010, Johnson signed a mini-series deal with HBO for a NASCAR based reality show 24/7 Jimmie Johnson: Race to Daytona. Cameras followed him from January 2010 to the 2010 Daytona 500.^[6] On January 4, 2010, the Associated Press reported that the Johnsons were expecting their first child. ^[7] On July 7, 2010, Chandra gave birth to their daughter, Genevieve Marie .^[8]

Racing career[link]

Beginnings[link]

Johnson started racing motorcycles in 1980. Three years later he won the 60cc class championship, despite having an injured knee.^[1] Afterward, he moved to the Mickey Thompson Entertainment Group (MTEG) Stadium Racing Series where he won several more awards. In 1993, Johnson was given the opportunity to drive for Herb Fishel. He refused the deal and continued racing buggies and trucks in off-road stadium and desert races. He also reported for ESPN in the Short Course Off-Road Drivers Association (SODA). Three years later, Johnson drove for Herzog Motorsports in the off-road truck series in 1996.^[1] During his time in the SODA, SCORE and MTEG series, he accumulated over 25 wins, 100 top-three finishes, six championships, and received Rookie of the Year honors in all three leagues.^[9]

Two years later, he entered the American Speed Association (ASA),^[10] as well as the NASCAR Busch Series (now Nationwide Series).^[1] In the same year, Johnson won the ASA Pat Schauer Memorial Rookie title.^[10] One year later, he had two wins and finished third in the standings.^[9] In 2000, he was announced the driver for Herzog Motorsports in the Busch Series. During the season, he finished tenth in the point standings. During the 2001 season, Johnson recorded one win, which was at Chicagoland Speedway, and finished eighth in the point standings. He also began racing in the Winston Cup Series (now Sprint Cup Series) for Hendrick Motorsports. In the following season, Johnson left Herzog Motorsports to move to Hendrick Motorsports in the Winston Cup Series.^[9][11][12]

Sprint Cup Series[link]

Hendrick Motorsports[link]

2002–2005[link]

Johnson began racing full time in the Winston Cup Series during the 2002 season. During the season, he became the first rookie driver to lead the point standings, and the first rookie to win twice at the same track during a season. He recorded four pole positions and three wins (Auto Club 500, MBNA 400, MBNA America 400), as well as 6 top-fives and 21 top-tens. His first career win was during the Auto Club 500 at California Speedway, while his first pole position was in the 2002 Daytona 500 at Daytona International Speedway. At the end of the season he was able to finish fifth in the final point standings.^[9][11]

During 2003, Johnson finished ninth on the all-time list for consecutive weeks ranked in the top-10 in points with 69. He recorded three wins (Coca-Cola 600, New England 300, Sylvania 300), two pole positions, 14 top-fives, and 20 top-ten finishes, which he won both races at New Hampshire Motor Speedway in the season. He also was able to win The Winston at Lowe's Motor Speedway his first time, as well as finishing second to Matt Kenseth in the final point standings.^[13] His two pole positions in the season were at the Kansas Speedway and Pocono Raceway.^[11]

Johnson qualifying at Auto Club Speedway in 2005.

In 2004, Johnson started slowly at Rockingham Speedway and Las Vegas Motor Speedway with results of 41 and 16. However, he quickly was able to rebound with a win at the Carolina Dodge Dealers 400 at Darlington Raceway. Subsequent victories at the Coca-Cola 600, the Pocono 500, and the Pennsylvania 500 came in the middle of the season, sweeping Pocono for the season. However, finishes of 37th and 32nd at Talladega Superspeedway and Kansas Speedway moved him toward the bottom of the point standings. Afterward he was able to win in the UAW-GM Quality 500 at Lowe's Motor Speedway. The second victory of the 2004 Chase for the Nextel Cup, at the Subway 500 in Martinsville, Virginia on October 24, 2004, was marred by tragedy. Owner Rick Hendrick's son (Ricky Hendrick), twin nieces, brother, and chief engine builder Randy Dorton as well as Joe Turner, Scott Lathram were killed in an airplane crash en route to the race. All eight passengers and both pilots died in the incident, and Johnson was told after completion of the race.^[14] Johnson had a total of eight wins during the season, as well as 20 top-five and 23 top-10 finishes. At the end of the season, Johnson finished second in the point standings.^[11][15]

In 2005, Johnson won at Las Vegas, Lowe's Motor Speedway, Dover International Speedway, and then again at Lowe's Motor Speedway. In total, Johnson had four consecutive wins at his sponsor (Lowe's) sponsored track in Charlotte, North Carolina. Johnson had a chance to win the championship coming into the November 20 season finale at Homestead-Miami Speedway, but finished 5th in points after crashing at the midway point of the event with a tire problem.^[16] He recorded 13 top-fives, 22 top-10 finishes, and one pole position.^[11]

2006–2010[link]

In 2006, Johnson began the season with a victory in the Daytona 500. He finished second at the next race at California Speedway and won the UAW-DaimlerChrysler 400 at Las Vegas Motor Speedway. Johnson was also able to win the Brickyard 400, as well as two other victories at Martinsville Speedway and Talladega Superspeedway in the season. During the season, he became the only driver in the modern era to win at least three races in each of his first five seasons. At the end of the season, he recorded one pole, 13 top-five and 24 top-10 finishes, as well as winning the championship title, which was his first in his NASCAR career. In December of the same year, Johnson was announced the 2006 Driver of the Year.^[9][11][17]

During the 2007 season, he recorded ten wins, four pole positions, 20 top-five, and 24 top-10 finishes. His wins include two races at Richmond International Raceway, Atlanta Motor Speedway, and Martinsville Speedway, as well as one at Las Vegas Motor Speedway,^[9] California Speedway, Texas Motor Speedway and Phoenix International Raceway. Afterward, he won his second consecutive title, as well as being named 2007 Driver of the Year. Johnson also had the best average finish in the Chase with a 5.0. At seasons end, he had a total of 33 wins, which was 18th at the time on the all time list.^[11][18]

Jimmie Johnson racing in the 2008 Daytona 500

In 2008, Johnson became the second driver to win three consecutive Sprint Cup Series championships, with the other being Cale Yarborough. During the season, he managed to recored seven wins, a career high of six pole positions, 15 top-five and 22 top-10 finishes. Five of his seven wins, he started from the pole position, and he became the only driver to record three wins in each of their first seven seasons. In the Chase for the Sprint Cup, he had recorded 14 wins, eight more than any other driver. Also in the season, he was named 2008 Driver of the Year, and won an ESPY as the Best Driver. After the season, he also moved to third on the active winners list at the time.^[11][19]

In the 2009 season, Johnson recorded his fourth consecutive championship, becoming the only driver to do so. Throughout the season he had managed to win 7 races, earn 4 pole positions, and record 16 top-fives and 24 top-tens. He also became the only driver to win at least three races in each of their first eight seasons, as well as the only driver to qualify for the Chase for the Sprint Cup every year since 2004. During the season he became second on the active winners list, while 13th on the all time winners list. After the season concluded, he was awarded an ESPY for the second consecutive year, and won the Driver of the Year title for the third time, tying Jeff Gordon, Mario Andretti, and Darrell Waltrip as the only three time winners of the award. He also became the first auto racing driver to win the Associated Press's Athlete of the Year award.^[11][20]

During 2010, Johnson managed to win his fifth consecutive championship, becoming the third driver who made up points to win the title since 1975. In the season, he earned 2 pole positions, 17 top-fives, 23 top-tens, and won 6 races. He also remained the only driver to qualify for the Chase every year since its inception in 2004, and became tenth on the all time NASCAR win list. Johnson was also voted Driver of the Year for the fourth time in his NASCAR career, joining Gordon as four time winners of the award.^{[11][21][22][23]} He also managed to win Tony Stewart's charity race, the Prelude to the Dream, which was his first victory on a dirt oval.^[24]

2011–2012[link]

In 2011, Johnson began the season with a fourth place finish in the Budweiser Shootout, after starting from the 23rd position.^[25] One week later in the 2011 Daytona 500, started 23rd, but finished 27th after being involved in an accident.^[26] During the Subway Fresh Fit 500, he managed a third place finish. Following a 16th place finish after the Kobalt Tools 400 he collected two consecutive top-five finishes.^[25] Johnson received his first win of the 2011 season during the Aaron's 499 at Talladega Superspeedway, edging Clint Bowyer by 0.002 seconds, tying with the closest finish in series history.^[27] After finishing in the first 15 positions in the next four races, Johnson failed to finish the Coca-Cola 600 after his engine failed.^[25] The next week, in the Heluva Good! Sour Cream Dips 400, Johnson spun off turn two, flattening multiple tires, and breaking the sway bar which prompted him to a finish of 27th.^[28] During the Toyota/Save Mart 350, Johnson finished seventh after starting 12th on the grid. The finish moved Johnson to third in the Drivers' standings.^[29]

After returning to Daytona International Speedway for the Coke Zero 400, Johnson and team-mate Dale Earnhardt, Jr. ran together for most of the race, until Johnson pitted under the caution. Johnson fell down the grid and was involved in a last lap accident, prompting him to finish 20th.^[30] During the next two races, Johnson finished third and fifth in the Quaker State 400 and the Lenox Industrial Tools 301.^[25] Two weeks later, Johnson found himself finishing 19th during the Brickyard 400 after coming to pit road with 30 laps remaining in the event.^[31] Johnson finished fourth in the Good Sam RV Insurance 500,^[25] after bumping Kurt Busch on the final lap.^[32] In the next race, Johnson managed to finish tenth.^[25] Johnson finished in the top-five in the following three races.^[25] During the last race of the regular season, the Wonderful Pistachios 400, Johnson finished in the 31st position.^[25] While at Chicagoland Speedway for the GEICO 400, Johnson finished 10th.^[25] Afterward, Johnson managed to finish 18th in the Sylvania 300, then second in the AAA 400. One week later, Johnson recorded his second victory of the season in the Hollywood Casino 400.^[25] During the Bank of America 500, Johnson was involved in a crash and finished 34th. In the following race, Johnson finished second. For the next two races, Johnson finished 14th in each, and finished 32nd in the Ford 400 to finish sixth in the Driver's championship standings.^[25]

Johnson began the 2012 season with a 14th place finish in the Budweiser Shootout after crashing on lap 74.^[33] During the Daytona 500, Johnson and Elliott Sadler collided on the second lap, sending Johnson into the SAFER barrier. Damage to the car was severe, prompting him to retire and finish 42nd.^[34] Afterward, he finished fourth and second in the Subway Fresh Fit 500 and Kobalt Tools 400.^[35] While at Bristol Motor Speedway for the Food City 500, Johnson finished in the ninth position, moving him up to 11th^[36] in the Drivers' Standings.^[37] Next, Johnson finished tenth in the Auto Club 400, despite having an oil leak.^[38] During the spring event at Martinsville, Johnson finished twelfth after being involved in a crash on the first green-white-checker attempt.^[39] In the following event, the Samsung Mobile 500, Johnson finished second after leading much of the race before he was passed by Greg Biffle.^[40] Afterward, he recorded a third place finish in the STP 400 at Kansas on April 22, 2012, and a sixth place finish in the Capital City 400 at Richmond one week later.^[35] On May 6, 2012, Johnson started 19th in the Aaron's 499 at Talladega, but finished 35th after his engine failed on lap 110.^[41] Johnson won his first race of the season one week later in the Bojangles' Southern 500 at Darlington. The win was also Rick Hendrick's 200th Sprint Cup Series win.^[42] A week later, he matched Gordon and Dale Earnhardt with three wins in the NASCAR Sprint All-Star Race after winning the NASCAR Sprint All-Star Race XXVIII.^[43]

Race of Champions[link]

Jimmie Johnson driving a Fiat Grande Punto S2000 Abarth at the 2007 Race of Champions at Wembley Stadium.

Johnson first raced in the Race of Champions in Europe in 2002. He was eliminated in the first runoff by then world rally champion Marcus Grönholm of Finland but he and Jeff Gordon and Colin Edwards racing as Team USA won the teams' championship. He returned to the event two years later but lost the quarter finals 0–2 to Mattias Ekström of Sweden who was DTM German Touring Car champion that year.

Johnson entered the 2006 event but did not start due to injury received just days before the race.^[44] He still attended the event to cheer for team mate Travis Pastrana. In the 2007 event Johnson was eliminated before the quarter-finals by F1 driver Sébastien Bourdais of France.^[45][46]

Grand-Am[link]

In 2004, he began his Grand-Am career in the Rolex 24 at Daytona, where he finished eighth. He also entered the event one year later, which his team, Howard-Boss Motorsports, managed to finish second. Two years later, he entered two events, which were both held at Daytona International Speedway. During the races, his team finished 9th and 19th. In 2008, Johnson moved to Bob Stallings Racing with Alex Gurney and Jon Fogarty to race in the 2008 Rolex 24 at Daytona, where the team finished second. One year later, he returned with GAINSCO/Bob Stallings Racing for his fifth Rolex 24 appearance. During the race, his team managed to finish seventh. He returned to the team in 2010, to race in the Rolex 24 and Sahlen's Six Hours of the Glen.^[47] During the Rolex 24 at Daytona his team finished 21st,^[48] while at Watkins Glen the team managed to finish sixth.^[49] He returned to the Rolex 24, in 2011 where his team managed to finish 15th.^[50][51]

The Jimmie Johnson Foundation[link]

The Jimmie Johnson Foundation was launched by Johnson and his wife Chandra in 2006. The foundation helps children, families, and communities in need. In 2007, Johnson opened Jimmie Johnson’s Victory Lanes in Randleman, North Carolina, which is a four lane bowling center for campers at Pattie and Kyle Petty’s Victory Junction Gang Camp. The foundation supports several charities, including Habitat for Humanity, Hendrick Marrow Program, Make-A-Wish Foundation, and Victory Junction. Every year it holds a golf tournament in San Diego,^[52] which raises money to build Habitat for Humanity homes in Johnson's hometown. Since the beginning the tournament has raised a total of two million US$ to help fund several projects. During 2009 and 2010, the foundation awarded $1.5 million for the Education Champions Grants program. The money is given to public schools in California, Oklahoma, and North Carolina. It helps fund basic needs, such as technology, outdoor classrooms, playground construction, and reading programs. The foundation has also assisted the American Red Cross with disaster relief efforts.^[2][11][53]

Racing record[link]

Sprint Cup Series[link]

Results[link]

Note:This list does not include exhibition races.

(key) (Races in bold indicate pole position)

^* Season in progress.

Summary[link]

^* Season in progress.^[59][60][61]

References[link]

External links[link]

Wikimedia Commons has media related to: Jimmie Johnson

• Official website
• The Jimmie Johnson Foundation
• Jimmie Johnson on Twitter
• Jimmie Johnson at Racing Reference
• Jimmie Johnson at Driver Database