Beschreibung:

1967 AC COBRA 427 SC "SEMI-COMPETITION" Chassis No. CSX 3017 Blue with white racing stripes Engine: V8, iron block and heads, pushrod operated overhead valves, 427ci, c. 530bhp; Gearbox: four speed manual; Suspension: front and rear, independent by unequal control arms with coil springs over tube shocks; Brakes: four wheel disc, 11.6in. front, 10.75in rear. Left hand drive. If Carroll Shelby wanted to race his new coil-spring suspension 427 Ford powered Cobra as a GT car, FIA regulations said he would have to build 100 of them. Shelby, as always, wanted to race and he figured everyone would beat a path to his door for this potentially world-dominating sports car with improved chassis, bigger tires and whomping great 7-litre Ford NASCAR motor with a pair of sparrow-swallowing Holleys that breathed deeply enough to make well over 500bhp with a little tweaking. Shelby American and AC Cars set to work, figuring the FIA inspectors would apply their usual "windage" to the actual car count and approve the 427 Cobra if Shelby showed a good faith attempt to meet the minimum. They were wrong. 52 cars were built, the FIA inspectors arrived, counted, and said, Cinquante deux n'est pas cent (52 is not 100), or something to that effect. 427 Cobra race cars lined the runway at Shelby's LAX facility (mostly air freighted, no less, from AC Cars in Thames Ditton), and there they sat on jack stands, rejected by the FIA and immobilized by Halibrand, which was unable to supply enough of the 9.5in/10.5in pin drive magnesium wheels their axles required. About 16 made it out Shelby's doors, mostly for SCCA competition, but the rest sat, still in white, in the fortunately dry Los Angeles climate. Thus was born the 427 SC "Semi-Competition", a street Cobra of legend. There were 31 of these special Cobras waiting at LAX when Charles Biedler, Shelby's east coast sales representative, suggested they be completed with street equipment. Word went through Shelby's sales organization and the grapevine, and the 427 SCs went out fast enough to ease the pain at Shelby American. There isn't much difference between a competition Cobra and a Semi-Competition. SC's had 10.4 compression iron heads, a dual quad medium riser intake, slightly smaller tires and rubber supension bushings, while full competition models had 12.4:1 aluminum heads, a single Holley on an aluminum high riser and bronze suspension bushings. It was easy enough to make an SC run like a full comp car, and many (if not most) did, including the example offered here. Arriving in Los Angeles unpainted, CSX 3017 was delivered new in 1965 to Los Angeles where it was received by its first owner, Dr. J.A. Easton. The Cobra changed hands several times until it was purchased by Mr. John Klug in 1974. Under Mr. Klug's ownership, the car was race prepared and fitted with all the required competition materials. Mr. Klug is reported to have heavily raced the Cobra until the late 1980s, including a run in Laguna Seca in 1982 as documented by the race participant decal applied on the car's racing aero wind screen. This former competition race car is still fully complete to race specifications and is even fitted with its older racing tires. Since purchasing the car, Mr. Moores has kept the Cobra stored in a climate controlled environment where it idly sits, waiting for its next owner to return it to the track. WITHOUT RESERVE