Early
Years: His Love Begins
Carroll Shelby was born on January 11, 1923 to Warren Shelby and
Eloise Shelby. He was not born into a bloodline of racing, as his father was a
hard working rural mail carrier and his mother was a homemaker. At 7 years old,
Shelby developed a heart condition that resulted in much of his childhood being
lived in a bed.
After seven years of battling this leaking valve in his heart, Shelby
began showing improvements and doctors eventually granted him a clean bill of
health.
Shelby’s adolescence was not void of all things automotive, as his
father, was a gearnut at heart and frequently took Carroll and his friends to
dirt bike races and car races. Once Carroll was old enough to drive, he began
traveling outside of his local area to see more advanced racing, like the IMCA
sprint car events in Iowa.
In high school, Shelby learned about how internal combustion engines
operated by tearing apart and rebuilding small go-carts. His second love,
aviation, became realized after his father bribed young Shelby to get on an
airplane.
Army
Years: Stealing Planes and Wooing Women
Shelby was just 16 years old when World War II broke out, but once he
was eligible to enlist into the armed forces, he signed up for the Army Air
Corps. At one point Carroll decided that a simple phone call to a girl he liked,
Jeanne Fields, wasn’t enough, as he took an unguarded plane out for a spin over
the young lady’s house and dropped a letter in her yard. Somehow he managed to
get away with this shenanigan.
Until 1945, Shelby remained in the Army Air Corps, never seeing any
action in WWII. In the middle of his time with the army, Carroll found time to
court Jeanne Fields, whom he then married in 1943, without having to fly a plane
over her house ever again. Between 1941 and 1945, Mr.
Shelby was a flight instructor at military bases in
Texas and Colorado, teaching young men how to fly various bomber planes for the
war.
Carroll’s time in the military ended in 1945 and he returned to a
normal civilian life.
Early
Adulthood: A Dream Fulfilled
Immediately following his exit from the Army, Shelby jumped into a
dump truck business that apparently did not work out too well. In 1949, he
decided chicken was his
way
to make money. No, not the deadly head on game that teenage
heartthrobs play in bad `50s movies, but literally raising chickens.
This chicken farming business began as a relative success, as his
first batch of chickens netted him $5,000 in profit, the equivalent of about
$46,000 today. His second group of chickens didn’t turn out nearly as well, as
the entire flock died of limberneck disease and sent his chicken farming
industry into bankruptcy. The bankruptcy, though tragic at the time, was truly a
blessing in disguise. Had it not been for that, we may be eating Carroll Shelby
chicken, as opposed to driving Shelby Mustangs.
In 1952, Carroll Shelby finally realized his dream and drove in a
racecar for the first time in his life. Unlike the road races that he became
famous for, this initial race was at a quarter-mile drag meet. The initial
racecar was a custom hot rod that was fitted with, ironically enough, a
flat-head Ford V-8 engine.
Adulthood:
The Racing Legend is Born, Striped Coveralls and all
Knowing that road racing was his calling and not oval or drag racing,
Shelby’s friend, Ed Wilkins, entered Carroll into an MG race in Wilkins’
personal daily driver, an MG TC. Shelby took Wilkins’ street-ready daily driver
and beat all of the other MGs with ease. On the same day, Shelby went on to beat
a class of much faster Jaguar XK 120s.
For those that do not understand the hilarity behind that, the MG TC
punched out about 54 horsepower at its peak, in 1950, and the X
K120 pushed out
anywhere from 160 horsepower to 210 horsepower, depending on what engine it had.
Now, the exact horsepower of Shelby’s MG TC is unknown, but it was auctioned in
2008 and the seller said that it had been recently tuned up to 100 horsepower.
This means that even if it was modified, it still had less than 100
horsepower.
The victory against other MGs was nice, but the win against cars more
than doubling the factory power of Shelby’s MG TC was what really launched him
into legend status. Just a few months after beating the Jags, Shelby then hopped
in a Cad-Allard and took second place in an SCCA road racing event.
In 1953, Carroll earned his signature racing garb of striped
coveralls. He was late leaving his farm to get to a race, so he arrived at the
track donning his striped coveralls. This gained him tons of attention and
resulted in them becoming his signature racing attire.
In an attempt to gain some American press, Aston Martin approached
Shelby in 1954 with the offer of becoming a co-driver of their DB3 in the 1954
race in Sebring, FL. Shelby of course accepted this challenge and ended up
driving the DB3 to a second place finish in Sebring, which resulted in him
getting to co-drive for Aston Martin again, but this time at Le Mans later in
the year.
In 1955, Carroll Shelby was going through multiple surgeries to
repair his arm that was hurt in a racing accident. That, however, couldn’t keep
him from racing. He had his team tape his hand to the steering wheel of his
Monza Ferrari and he went on to drive at Sebring with Phil Hill, where they
originally thought they took home first prize. After some deliberation it was
found that there was a scoring error and the team finished a respectable second
place.
After a victory at Torrey Pines in 1955, a L.A.-based building
contractor, Tony Paravano, with a stable chock-full of Ferraris and Maseratis
asked Carroll if he would be willing to drive his newest car, a 4.9-liter V-12
Ferrari racecar. After taking first place in his first run for Paravano, he was
sent to Europe to compete with some of the top racers of the era on some of the
most technical courses in the world.
Late
Racing Career: Shelby Starts Talks With GM and Wins Back-to-Back Awards
In Europe, Shelby had just as much success as he did in the states.
The Europeans took such a liking to this American driver that Porsche invited
him to race for their factory team at the Tourist Trophy World Championship.
This was a true road course as it was strewn throughout a small city with
residential houses on either side of the track and extremely tight curves.
Shelby partnered up with fellow American, Masten Gregory, to beat all of the
other factory team Porsches and all of the other cars in their class.
Even in victory, Shelby showed extreme class, saying that the victory
was a true triumph, but he also felt extreme sadness, as three drivers died
during that race.
Shelby went on to win the final race ever run at Del Monte Forest,
Pebble Beach, in 1956. This made him just one of only four drivers to ever win
this races, as it was closed after the race, due to Ernie McAfee striking a tree
and dying during the race. This ultimately led to the construction of the now
famous Laguna Seca Raceway.
Shelby then joined forces with car owner John Edgar, though never
signing a driving deal with him, and went on to lead Edgar’s team to dominate
the western racing scene through the 1957 racing season.
Carroll Shelby wasn’t a driver that took everything all too
seriously, as he knew how to let his hair down at times. One example was a race
in Mansfield, Louisiana in 1957 when he entered a race under the pseudonym of
“John Shelby Smith.” Topping off his disguise, Shelby lost the famed striped
bibs and borrowed someone else’s helmet for the race. He drove A.D. Logan’s
Ferrari and led the entire race, but on the last lap he pulled into the pits,
quitting the race and letting Logan win.
In both 1956 and 1957, Shelby took home the honor of Sports
Illustrated “Driver of the Year.” Also in 1957, he opened up his first custom
sports car shop in Dallas, named Carroll Shelby Sport Cars.
Through 1958 and 1959, Shelby hung out in Europe to race. His biggest
victory came in June of 1959 when he and Roy Salvadori won the 24 Hours of
Lemans driving an Aston Martin DBR1/300. This victory pressed Aston Martin into
winning the Sports Car World Championship for 1959.
Also in 1959, Five years before the AC Cobra slithered its way into
our hearts, was when the automotive entrepreneur side of Carroll Shelby really
came out.
Shelby joined forces with two Corvette Dealership
owners, Jim Hall and Gary Laughlin, and purchased three Corvette chassis without
bodies.
The three chassis were sent off to Carrozzeria Scaglietti, and
Italian coachbuilder, who fitted the most beautiful alloy bodies ever to grace a
Corvette chassis. Using his connections to GM, Carroll Shelby presented these
three Corvette prototypes to GM Vice president Harley Earl and GM’s chief
Engineer Ed Cole. These two GM executives fell in love with the idea of
sponsoring this model for racing, but GM’s top executive had already passed a
new rule eliminating all race sponsorship during the Corvette’s production,
thereby killing this beautiful car. Fortunately, these three Corvettes still
prow the roadways or sit in museums today.
Retirement:
Chest pains and One Last Championship
In 1960, Shelby’s old nemesis outside of racing, his heart, began
causing him discomfort in his chest. Doctors initially said it had nothing to do
with his heart, but later that year they found out that he had angina
pectoralis, a disease that starves coronary arteries of blood.
Shelby didn’t retire immediately though, as he decided to hang around
in the U.S. and win some races. He even remained in his typical feisty Carroll
Shelby form throughout. A great example was after winning Riverside in a
Maserati, there
was a dispute about prize money distribution between the car’s owner and Shelby.
Shelby chose to steal the car and hold it ransom until the car’s owner gave in
to Shelby’s demands.
Shelby knew he was so close to winning the USAC driving championship
in 1960 and was not about to let some little old chest pains get in his way. On
June 26, 1960, Carroll Shelby slipped a few nitroglycerine tablets under his
tongue to help rid himself of the chest pains and proceeded to drive at the
Continental Divide in Scarab. Not only did he drive in it, but he won, giving
him the points he needed to retire on top of the USAC points board.
Post-Racing
Endeavors: From Driving School to the Famed AC Cobra
In 1961, Shelby decided that since he couldn’t race any more, he
should be teaching people how to race. This brought about the debut of the
Shelby School of High Performance Driving at Riverside Raceway. After taking
some time to settle down, Shelby got in touch with his old friend and Aston
Martin racing manager, about building a racing prototype. Aston Martin was
struggling to even produce enough DB4s to meet demand, so they were too busy to
accept such a proposition.
Shelby was persistent in his dream to build a racecar that would
dominate for many years, so he continued on. Later in 1961, Shelby heard that
Bristol Aircraft Company was ceasing production of its four-cylinder engine that
powered the AC Ace and got a brilliant idea. He contacted the folks at AC and
asked them if they would be interested in throwing some American V-8 power into
their class-winning race car chassis.
AC Cobra
The brass at AC loved the idea of a V-8, so Shelby just needed to
find an engine. Only a few days later Shelby found out that
Ford was developing a lightweight V-8 engine, so
he pulled a few strings and got a few examples of this engine to tinker around
with.
This businessman turned racecar driver turned businessman somehow
managed to ink production deals with both
AC and Ford, using the body from the former and
the 260 cubic-inch V-8 engine from the latter. In 1962, a blank
AC Ace body landed in L.A., and Carroll and Mel
Chastain went to work installing the engine and polishing the AC’s aluminum body
to a shine, bringing about the birth of the AC Cobra.
In March of 1962, Shelby-American officially opened up its doors for
business in Venice, California and in April of 1962, the first Cobra, donning
pearlescent yellow paint, headed to the New York Auto Show. Almost immediately,
orders for this new Cobra start coming in and Shelby-American commits to
manufacture the Cobra. In a fit of genius, Carroll Shelby marketed the car to
various magazines, but changed its body color each time, so they could all have
a unique-looking car on the cover of their magazines.
In August of the same year, Shelby achieves yet another goal, as the
FIA homologated the Cobra into the FIA Manufacturer’s Championship.
Unfortunately, the Cobra didn’t start off too well, as its first race ended with
a snapped rear hub and a big fat “DNF.” The Cobra came back in 1963 to beat the
Corvette and take home a 1-2 victory at Riverside, which was a particularly
sweet victory for Shelby, given GM’s rejection of his idea.
Also in 1963, Shelby began developing a new roadster, dubbed the
Daytona. The ultimate goal of this new machine was to achieve 200 mpg down the
Mulsanne Straight at Le Mans. In the mean time, the Cobra went on to take home
the SCCA A-Production national championship and the United States Road Racing
Championship for 1963.
Shelby Daytona Coupe
1964 brought about the completion of the first Daytona Coupe in
February and the entrance of a 427-powered Cobra in the Prototype-class at
Sebring, which results in the Cobra beating the
Ferrari GTO for the first time. This spawns talks
between Shelby, Ford and AC about manufacturing a big block-powered Cobra.
In 1964, Shelby learned that some manufacturers will do about
anything to win. The 1964 International GT was a close one between the Cobra and
team Ferrari. The
Ferrari team had taken home four victories out of
the first five races and Cobra had taken four of the five after that. Upcoming
was a race at the super-fast Monza circuit, which the Cobra was all but a
certainty to win, as long as it finished, and Ferrari used political leverage to
get the Italian Automobile Club to cancel that race. Ferrari later took the Tour
de France victory, keeping hold of the championship, but Cobra took home the GT
Championship.
The
Late Cobra Years: The Cobra Big Block Debuts and Ford Asks for Shelby’s
Help
The Mustang came out about midway through the 1964 model year and was
an immediate success. At the same time, however, the muscle car era was really
at full throttle – in more ways than one. Ford needed a little something to help
spice up the Mustang, so it turned to Shelby for assistance.
Shelby took 100 of the “K” VIN-code 1965
Mustangs, which
carried with them a 289 cubic-inch V-8 with the Holley 715 carb that pumped out
306 horsepower. Shelby had rather tight constraints to work within, as it had to
comply with SCCA regulations of modifying the suspension or the engine, not
both. Shelby opted to modify the suspension, as modifying the engine might
result in excessive warranty claims. He began by eliminating the rear seats,
installing larger disc brakes on the front, added a fiberglass hood, lower
suspension, added Koni adjustable shocks, larger front and rear sway bars,
slapped on 15-inch silver wheels, and lastly added in a Detroit Locking rear end
with traction bar brackets.
As for looks, Shelby added in a set of side-exit exhaust pipes that
included a set of Glasspack mufflers to give it some nice sound. He then added
in a graphics package and the Mustang Shelby GT350 was born.
The Following month after completing the GT350 project, the 427 Cobra
prototype is ready for testing. And by November the prototypes is complete. As
he was hard at work on the 427 prototype, the aging 289 Cobra takes home another
SCCA A-production national championship. In January of 1965, Shelby’s newest
creations, the GT350 Mustang and 427 Cobra are debuted at Riverside Raceway.
The
GT-40 Project: Shelby Saves Ford’s Ass
The GT40 project was really a failure from the green flag. It all
started with Ferrari cutting off talks after
Ford sunk a substantial amount of money into the
project. The holdup was the fact that Ford didn’t want Ferrari to compete in
Indy if the deal was to be done, and Enzo Ferrari basically told Henry Ford II
to stick it where a sun rarely hits.
Ford then brought in Lola to handle this project, but the GT-40 had
to retire, as its high-revving engine and low gear ration could not hold a
decent top speed on the Le Mans’s Mulsanne Straight. After that debacle, Eric
Broadler, Lola Cars; owner, stepped in to fund a new wave of modifications to
the GT-40 that did not include Lola Cars at all. Its debut race was a DNF, due
to suspension failure, and in its second race at 24 Hours of Le Mans, all three
GT-40 entries retired before finishing for undisclosed reasons.
After completing the Nassau Race and ending a dreadful season, Ford
contacted Shelby to please help them straighten out the GT-40. Shelby, of
course, takes on the project and quickly cuts through all of Ford’s corporate
mumbo jumbo to figure out what they need to do to fix the problem. On the
new-and-improved GT-40’s maiden voyage around a racetrack, the 1995 Daytona
2,000, the GT-40 took home the victory.
The 1965 Le Mans was not a victory for the GT-40, but it did win in
1966 and 1967 under the guidance of Shelby-American. The Shelby effect continued
even after J.W. Automotive Engineering took over, as the GT-40 won the 1968 and
1969 Le Mans, as well. In March of 1967, the manufacture of the 427 Cobra is
halted and in August of `68 the last 427 Cobra is sold.
Shelby also had success with the Mustang Shelby GT350 in the SCCA
Trans Am series, as it took home that championship in 1967 and continued in that
series for another two seasons. After the 1969 Riverside Trans Am, Shelby had
enough with racing and Shelby American, as he announced that his company would
no longer participate in the sport and disbanded Shelby-American altogether in
December of 1967. This also ended the Shelby Mustang era, as the leftover 1969
Shelby Mustangs are updated to the specifications of the 1970 `Stangs.
End
of an Era: Shelby’s Racing Ends, but New Companies Develop
In 1973, Shelby teamed up with Al Dowd to create the Shelby-Dowd
Wheel Company. This was a short-lived, as he took a leave of absence from this
company and headed to South Africa in 1974.
Just before closing up Shelby-American, Carroll Shelby developed a
new love, and that was chili making. Yup, two years after his leave of absence,
Shelby made his own chili recipe that he marketed all over the world. In 1985,
Kraft Foods caught onto this and bought the recipe from Shelby.
The
Chrysler Years: Sigh… Shelby Goes Four-Banger, but Spawns a New Snake
Despite his obsession with American V-8s, Carroll Shelby was
approached by Chrysler to help them fix their steadily declining popularity.
With cars like the Omni, Charger and Shadow, it’s hard to imagine anyone
actually buying them. In 1982,
Chrysler and Shelby struck an agreement to put some
muscle into Chrysler’s unpopular lineup and the development of the
Chrysler-Shelby Performance Center in Santa Fe Springs.
In 1982 the Dodge Shelby Charger prototype, which eventually hit
production in 1983. It had relatively impressive numbers for the day, with its
2.2-liter turbocharged four-cylinder pumping out 146 horsepower and 170
pound-feet of torque. It downfall was that it was God-awful ugly.
1984 brought about another Chrysler-Shelby creation which was the
Dodge Omni GLH, “GLH” actually has a meaning and it is “Goes Like Hell.” This
featured the same engine as the Shelby Charger, but was significantly quicker,
thanks to its lower weight. You also got slightly wider rims and a nice body kit
to polish up the Omni a little more.
In 1986 there were 500 GLHs remaining after production was stopped.
Shelby snatched those up and created the Omni GLHS (Goes Like Hell S’more).
Shelby modded the engine and pumped the
turbocharger from 7.2 psi to an impressive 12 psi, bumping its output to 175
horsepower. If you have ever had the privilege to drive one of these 500 GLHSs,
you would not be disappointed, case this ain’t your grandma’s Omni.
Finally, after all of these years of tinkering around with
four-cylinders, Shelby starts on a prototype sports car that was not named at
the time. Well, this prototype eventually became what we now know as the Viper,
which he completed and was shown off at the 1989 Detroit Automobile show. In the
same year, Shelby launches the Cobra 427 S/C, which was a continuation of the
old AC Cobra cars.
The
Late Years: Shelby’s Heart Strikes Again and HOF Induction
In June of 1990, Carroll’s heart had about enough, so it was now time
for a long overdue transplant. After a successful transplant, Shelby went on to
start the Carroll Shelby Heart Fund to help families pay for a child’s heart
transplant.
On October 1, 1992 after a successful career in just about everything
that had to deal with automobiles, Mr. Shelby was inducted into the
International Motor Sports Hall of Fame.
Modern
Era Shelby Cars: Cobra CSX4000 and Series 1 Debut
In 1995, Shelby kept his Cobra continuation alive by releasing the
CSX4000 series 427 Cobra S/C Roadster. Two years later, Shelby manufactured the
Series 1 sports car, which was an awesome looking roadster boasting the Aurora
4.0-liter V-8 from
Oldsmobile that pumped out 320 horsepower and 290
pound-feet of torque. Not only was this car extremely fast, with its 4.4-second
0-to-60 time and 170 mph top speed, but it was the only car that Carroll Shelby
designed and built from the ground up.
Shelby
Returns to Ford: Brief Courting Period Leads to a Second Marriage
In 2001, Carroll Shelby oddly enough participated in Ford’s 100 Years
of Racing Festival. Many people would have thought that after their divorce that
neither Carroll nor Ford would want to see each other again. Apparently that
wasn’t the case.
In 2003, the courting became even more serious, as a new Ford Shelby
Cobra Concept appeared at the North American Auto Show, though it never became a
production car. This at least showed that Ford and Shelby were in the process of
working out a mutual agreement, once again. Ford also involved Shelby on their
newest GT project, in hopes he can inject the same power and performance he did
last time.
In 2004, the Ford Shelby GR-1 concept hits the auto shows. We all
know exactly what the GR-1 concept resulted in. If not, we’ll let you know, it
eventually became the new
Ford GT. It’s really
funny how things in the auto industry come full circle. In the following year at
the N.Y. International Auto Show the new Shelby GT500 Mustang debuted and the
Ford-Shelby marriage was officially back on. Throughout this new marriage we saw
the Shelby GT, the Mustang Shelby GT500, GT500KR and the Ford Shelby GT-H all
roll out and perform the way Shelby intended.
Full
Circle Return for Shelby: Parts Company and Racing Team Arrive
In 2007, Carroll Shelby decided it was time for his own parts
department. With that came the opening of the Shelby Performance Parts Company,
which allows buyers to snag up Shelby performance parts for various mustangs,
even lowly V-6s. In the same year, just a month later the Shelby Terlingua
Racing Team debuted running a 375-horsepower V-6 Mustang.
In 2009, Shelby receives great honors again. This time he was awarded
the lifetime achievement award as the Automotive Executive of the Year. Also in
2009 Carroll Shelby broadens his fund and begins offering funding of automotive
technical schools.
The following year Ford and Shelby release to 45th anniversary GT350
and Shelby opens Shelby Signature Foods Company, whose profits partially go to
the Carroll Shelby Foundation. In 2011, Shelby American releases a special CSX
8000 Cobra as a celebration of the 50 years of the 289 Cobra.
Late
Life and Death: A Legend Leaves us
In February of 2011, Shelby receives yet another lifetime achievement
award, this time from Automotive News. Just three months later Shelby finally
receives the recognition he deserves for all of his work outside of the
automotive field, as the World Children’s Transplant Fund honors him the his
donations to organ transplantation over his life.
Just a few weeks back Mr. Shelby was admitted to the hospital with a
bout of pneumonia, and the automotive world held its breath. He released a
statement on April 25th, via a third party, that said he was resting comfortably
and working on getting better.
On May 10th, just over two weeks after letting us all know that he
was working toward recovery, Mr.
Shelby tragically passed away. There are no details
on his cause of death, but we all speculate that it was due to his bout with
pneumonia, which is extremely dangerous in elderly people.
One silver lining we can all take from this is that this man was not
taken too soon, he lived a long life and he did what he loved until the day he
died.
From here on out, Mr. Shelby’s cars will keep his legacy alive and
well. With this we say farewell to a legend in the industry we love…
Image Credits:
Digital Trends Shelby American, Inc. Hot Rod Garage Supercars.net
Allen Kuhn via Legends of Riverside Mot
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