- Una din cele mai scumpe masini vandute la aceasta licitatie a fost un 2011 Ford Mustang Daytona 500 Pace Car, masina, de asemenea modificata serios. Cei 330.000$ vor fi donati pentru tratarea diabetului juvenil.
For the first time in 40 years, a Ford Motor Company product will be pacing the Daytona 500. Pacing the Great American Race will be the new 2011 Mustang GT Glass Roof Coupe with the all new 5.0L V-8. Ford Motor Company offers for sale the Pace Car for the 2010 Daytona 500. All proceeds over MSRP will go to help cure childhood diabetes through a donation to the Juvenile Diabetes Research Foundation. This vehicle is not a replica, it is the actual pace car that will pace the race on February 14, 2010. This vehicle is one of one, with a special Daytona 500 paint scheme, a Ford Racing suspension, strut tower brace and mufflers, unique painted wheels and special interior treatment, including lit sill plates. In addition this vehicle is an early VIN and will be among the first 2011 Mustang GT 5.0L V-8’s made available for sale to the public. This all-new high-tech 32-valve V-8 with Twin Independent Variable Cam Timing generates 412 hp and 390 lb-ft of torque while delivering a class-leading 25 mpg on the highway. This vehicle represents a unique opportunity for one lucky bidder to own the actual pace car of the 2010 Daytona 500 prior to the race. You will see your car pacing a field of 43 of America’s finest drivers on February 14, 2010.
- Continuam cu Mustang-urile si trecem la doua exemplare modificate de Ring Brothers, unul din ele fiind vandut cu 253.000$ iar celalalt cu 159.000$. Detalii in cele ce urmeaza.
“Copperback” – Ring Brothers created this Mustang custom known as “COPPERBACK”. Copperback was selected by Jack Roush as the National Winner of the Goodguys 2007 “Ford in a “Ford” Award. Nestled under the hood is a 427cid Fuel Injected Roush Racing engine with aluminum heads developing 560hp. Power is transmitted through a heavy duty Tremec 5-speed transmission. Large 6-piston Baer brakes are on all four wheels and the level of the ride is controlled by Air Ride Technology. Suspension is by Alston and the steering rack by Total Control. The stainless exhaust system is dual and side-exiting. The interior features charcoal leather Recaro seats, Rockford Fosgate acoustic audio system, tilt steering with Momo wheel, Momo pedals, power windows, power doors, custom dash and gauges, custom console and roll bars. The beautiful copper paint is accented by the “black-out” hood treatment with the Copperback name airbrushed on the hood surface. Carbon Fiber components including side vents and rear tail panel. Unique side scoops were created, door handles were shaved, a roof centerline crease has been developed, a special trunk and spoiler fabricated, a special hood and side exhaust ports molded into the rear lower quarters. Goodyear low profile 19″ tires are mounted on black-centered custom wheels.
“Reactor” – This ’67 Mustang fastback, built by the Ringbrothers, is known as the “Reactor” and was personally unveiled and autographed by Jack Roush in the Roush Performance booth at the 2006 SEMA show. The chassis of this ’67 has been updated in every way imaginable, beginning with a Total Control front suspension, belly pan support brace and subframe connectors. It contains 15″ Baer rotors, 6-piston calipers, 19×8 forged front wheels, 19×11 rear wheels and sports high performance tires. The rear is suspended by an Air Ride Technologies AirBAR system that laterally controls movement as well as providing hookup and that all-important visual stance. The underside of this Mustang is highly detailed. Under the hood you can find a wealth of specially fabricated components and the Roush 427 IR powerhouse, a trick eight-stack fuel injected setup, along with CNC polished and ported heads. Has a Tremec 5-speed transmission. The interior starts out with a 1-piece aluminum/fiberglass headliner, alterations continue within a custom console and dash. The olive-green Italian leather and graphite wool carpet is right in keeping with the rest of the interior. Custom made door panels were created and nickel plated trim was added for a richer look. The “Reactor” contains many unique details, from the raised crease running down the center of the body, to a split rear window, hand built rocker panels, rolled fenders and carbon-fiber additions. Numerous custom bezels and trim pieces were created specifically for this Mustang adding detail to this Chernobyl Green ’67 Fastback.
- Inainte sa trecem la ultima masina, avem doua Cobre originale, una cu motorul proaspat refacut si cealalta cu foarte multe modificari, pastrand totusi aerul clasic al unui Shelby Cobra.
(Black Cobra) – 1963 Cobra purchased November 1993 by current owner. Engine blueprinted by Skip Davis Racing Engines, May 1995. Transmission was rebuilt with NOS parts, new heater and radiator core installed. The body, chassis and interior was restored prior to current owner. In 1995, the restoration of the engine, transmission, cooling and exhaust systems, engine compartment, instruments and some wiring was done. Specification on engine, plus all copies of work orders will accompany vehicle. **TITLE AS A 1963 COBRA**
(White Cobra) – According to the Shelby American World Registry, CSX2281 was delivered new to Moore Ford Company of North Little Rock, AR as an alloy-body, 289cid street car finished in Wimbledon White over black interior with an MSRP of $5,691.05. It found its way to San Jose, CA by the early 1970s and in 1979, then owner Dave Higgins added a chrome roll bar, wider racing wire wheels and more importantly, treated the car to an era correct Paxton Supercharger, which makes this a very unique example even among these rare Cobras. In 1990 a frame-off restoration was carried out by Ultimate Classics of Kelowna, B.C. Canada, commissioned by then owner Tom Kirkham of TKO enterprises. The engine, transmission and supercharger have all more recently been professionally rebuilt, the motor balanced and blue-printed, featuring Ford Racing SVO aluminum heads, three piece NASCAR ignition, Ford Racing roller cam, roller rockers, high strength steel crank and connecting rods with custom forged pistons, steel gears and custom high capacity aluminum radiator. The current owner, David Bingham of Bellevue, WA, acquired CSX2281 in 1998 from the collection of John Moores, a noted collector and the majority owner of the San Diego Padres Major League Baseball team. Mr. Bingham is a discriminating owner who places an emphasis on driving excellence. He commissioned Vintage Racing Motors in Redmond, WA to comprehensively upgrade the suspension, as well as the gearing, so that the car would be “dialed in” for reliable, enthusiastic, high speed driving. He also converted the non-original side-dump pipes that were fitted when he purchased the car back to a Shelby race style system with proper rear exiting pipes. The car is lightning fast and handles exceptionally well. This Cobra has participated in several concours events and the car was featured in the Ford Racing heritage exhibit at the 2004 Northwest Historics. It has completed many road rallies, including the Copperstate 1000 (2001, 2002) as well as the Barrett-Jackson Desert Classic (2000, 2001), all without issue and always in the lead pack. **TITLED AS A 1965**
- Ultima masina pe care o prezentam este un 1964 Shelby Cobra 427 Flip-Top, una din masinile care nu au atins pretul rezervat pentru vanzare, licitatia oprindu-se la 1,450,000$ !! Vine cu un motor V8 de 623cp si cu o istorie impresionanta.
623 hp, 427 cu. in. aluminum block pushrod overhead valve V8 engine, four-speed manual transmission, four-wheel independent suspension with transverse leaf springs, telescopic shocks and anti-roll bars, four-wheel disc brakes. Wheelbase 90″
The odyssey of the Shelby Cobra is defined by the contributions of many people, marked by many important cars and by even more important moments. They weave a rich fabric of creativity, determination and persistence in the face of limited resources and epic challenges.
The saga of CSX 2196, the “Flip-Top” Cobra 427 prototype, is a bright thread in the tapestry of Shelby history.
The Cobra’s first race win came at Riverside in February 1963 in the hands of Dave MacDonald. Just behind him in second place after pitting on the first lap and dropping to last place was Ken Miles in another Cobra, a very precise, experienced driver who had made a name for himself on the West Coast. Miles soon joined Shelby as Competition Director, assuming a central role in Shelby’s frenetic pace of building and racing cars.
Miles was a Brit who spent the war wrenching tanks for the Royal Army and racing motorcycles when the chance, and a spare petrol ration, could be found. After the war he moved to Southern California as the MG distributor’s service manager and quickly hit the tracks, winning his first race at Pebble Beach in 1953 in an MG TD. His TD-based Miles Special dominated California under-1500 cc events for years before it was succeeded by the [in]famous Flying Shingle, another TD-based special that was even lighter and more aerodynamic. Later, Miles drove Porsches for Johnny von Neumann but, unsatisfied with the cars from Stuttgart, built a Cooper-based, Porsche-powered Miles Special. He was so successful in it that Porsche eventually suggested to von Neumann that it was bad for the marque to be beaten by a distributor’s employee driving a Porsche-powered home-built.
Miles also was President of the California Sports Car Club which organized some of the most famous and important road races held in North America. What SCCA was east of the Rockies, Cal Club was on the West Coast. It was Miles who led it to success.
At Shelby, the lessons learned in the crucible of international racing at Nassau, Daytona and Sebring quickly were translated into improved designs and strengthened components. The Cobra finally realized its international potential in the 1963 FIA season’s last race, the 500 km test at eastern Long Island’s Bridgehampton Road Race Course where Dan Gurney and Ken Miles finished 1-2. It was the first FIA victory for a U.S. car with an American driver. It was also the first victory for Ford power in an FIA sanctioned race.
The Cobra was a much hotter ride in late 1963 than it had been at the beginning of the season, but competition also was heating up with 4- and even 4.4-litre engines for Ferrari’s 250 GTO in the offing and GM readying the lightweight, disc braked Corvette Grand Sport for 1964. There was just so much that even Phil Remington and Ken Miles could do to the AC Ace-based 289 Cobra.
What Shelby had undertaken in late 1963 was amazing. They were building 289 Cobras. They were supporting SCCA and USRRC racers throughout North America. They had a separate FIA Cobra for international events. There was a drag racing program. To compete on the major high speed circuits, the Daytona Coupes were being built, a complete evolution of the Cobra’s design accomplished in an almost unbelievable three months.
At the same time, mid-late 1963, Shelby took on the task of creating the Sunbeam Tiger prototypes, the racing car built in Shelby’s shop while in his own separate shop Ken Miles built the street prototype.
It was a breathtaking array of projects, but with one serious looming problem: the 289 Cobra was nearing the end of its competitive cycle. Competition – from Ferrari, Porsche, Aston Martin and potentially Chevrolet and Jaguar – was fierce. Ken Miles, involved in all aspects of Shelby’s myriad production, development and racing activities, was uniquely placed to see the future and took the project on himself.
Miles’ solution to the 289 Cobra’s situation? Fit an even bigger engine in the existing Cobra to see how the engine’s performance characteristics would relate to the chassis, then design, construct and develop chassis, suspension and bodywork in response to the new performance envelope.
It started with CSX 2196, the unique Cobra offered here. Ted Sutton stuffed a 427 big block into it, and the boss, Carroll Shelby, took it for a test drive (which must have been something to see). He came back with the concise instruction, “make it a race car.” Nearly every component in the car had to be strengthened to withstand the power and torque of the four-barrel NASCAR 427.
After testing in early 1964 at Riverside with the Daytona Coupe, CSX 2196’s first public appearance was at Florida’s rough Sebring airport circuit. During practice, it got away from Miles and smashed into a tree, an obstacle so rare at Sebring that the team modified his nickname “Teddy Teabagger” – based on his fondness for his afternoon “cuppa” – to “Teddy Treebagger.” Miles worked through the night to repair the damage done while he was at the wheel.
The 427 prototype took the green flag and Miles, who had hidden the fact he had broken ribs from the crash, drove the first two hours fighting teething problems and others arising from its hasty repairs. He was relieved by John Morton, who soldiered on through a series of stops to deal with clutch, fuel and brake problems until a blown engine eventually sidelined the 427 prototype, but not before it had shown its potential.
Upon its return to Venice, a comprehensive rebuild of CSX 2196 was undertaken to deal with its shortcomings. In addition to strengthening everything (again), the body was replaced by an imaginative aluminum structure in three pieces. The nose and tail were hinged at their extremities, flipping up and away from the center passenger’s compartment for instant access to suspension, engine, driveline and brakes. Doors were simple panels hinged at the bottom to swing out and down. The hood and tail were lowered as much as possible to ease air penetration. It still looked like a Cobra, but one as described in the SAAC Registry “that had been lowered and slightly heated in the microwave.”
Its body made it ideal for its next job at Shelby, testing the new Ford engines for the next generation Cobra, called at that time the Cobra II. As described in a Ford memo from Ray Geddes, Ford’s liaison with Shelby, in August 1964 the first power was to be an experimental four-barrel aluminum block 390. After development and testing, it was to be replaced with an iron block four-barrel 427, then benchmarked against 289 and 325 cubic inch engines. The unusual body configuration earned it the nickname “Flip-Top.”
Sources dispute the origin of CSX 2196’s other nickname. Some, probably including John Morton who compared the original configuration’s handling at Sebring to a ’49 Buick, link it to the inevitable twitches associated with burdening a light chassis with a much heavier and more powerful engine. Others appreciated the potential of the power and torque from 138 more cubic inches operating at less critical rpm and suggested it was because it would “get up and @*%^ on the competition” or similar colorful language. In any event, it was quietly – mostly among the team mechanics – known as “The Turd.”
First tests of the aluminum 390 were conducted at Shelby’s familiar Riverside Raceway site. Subsequent testing and development is unclear. At the Flip-Top’s first public appearance at the Nassau Road Races in November and December 1964, some sources (including the SAAC Registry) describe it as alloy 390-powered. Others give it 37 more cubic inches of cast iron Ford.
Miles and the Flip-Top were accepted into the GT class along with the Corvette Grand Sports (GT Prototype) and Ferrari 250LMs. In the five-lap preliminary race on November 29, Miles finished ahead of all the Ferrari LMs and second to Roger Penske in one of the Grand Sports. Later in the day in the feature GT contest, the Nassau Tourist Trophy, the Flip-Top sat on the front row alongside Grand Sports driven by Roger Penske and Jack Saunders. Ken Miles must have been sandbagging earlier, because on the opening lap of the TT, he smoked the Grand Sports, opening up a massive eight-second lead – enough to leave the Grand Sports a full straightaway behind.
Eventually differential problems slowed the Flip-Top, allowing Penske to catch up and enliven the race with a series of lead exchanges until the Flip-Top’s engine expired.
Back in Los Angeles, attention turned to devising the production 427 Cobra. The Flip-Top, eligible only for modified classes in competition with mid-engined sports racers, languished and was eventually offered for sale in late 1965.
Eventually acquired by Al Rivera of S&C Motors in San Francisco, it was driven by Dave Ridenour in C/Modified races. Later it was sold to Mark King, then Dick Workman who installed a 302 Ford and later to Royal Krieger. Subsequent owners included Chris Gruys who brought it back to original specs with 427 Side Oiler power and began to vintage race it in 1980.
After a period in the famed collection of Bob Lee, it was acquired by its present owner in 1999 and since then has been regularly seen in West Coast vintage race events. In 2007 the Flip-Top Cobra 427 participated in the Goodwood Festival of Speed, its first international appearance since Nassau in 1964.
Powered by a Rex Hutchison alloy 427 Ford dynoed at 623 brake horsepower at 6,300 rpm and 611 lb-ft torque at 4,200 rpm, the Flip-Top 427 Cobra features extensively in all the definitive histories of Shelby American and the Cobra. It is the only prototype of the 427 Cobra and arguably the only “Cobra II” since that designation was not used for the production coil spring 427 Cobras. Design of the production coil spring 427 Cobras was done by Ford engineers, making CSX 2196 effectively the only 427 Cobra designed and built by Shelby. It is the Cobra that blew off the Grand Sports at Nassau and the Cobra conceived, assembled, developed and raced by Ken Miles, one of the legends of American road racing.
Available now for the first time in over a decade, CSX 2196 is one of the legends of Shelby and Cobra history. Fully developed, absolutely unique and blindingly fast, it is a milestone in the legendary history of Shelby, the Cobra and the Ford Motor Company’s “Total Performance.” No tapestry of Shelby, Cobra or Ford racing history is complete without the thread of CSX 2196, the prototype 427 Cobra.