Vehicle Description
Although much ink has been spilled about Carroll Shelby's quest to
build a world-beating sports car, the true story reveals a complex
web of relationships, financial difficulties, and unsung
heroes-particularly James Edward "Ed" Hugus, whose Pittsburgh
dealership built five of the earliest Cobra prototypes and whose
financial backing made Shelby's dream a reality.
Shelby, a former champion racing driver initially best known for
his 1959 Le Mans victory with Aston Martin, retired from the
cockpit in 1960 and set his sights on creating an American sports
car to rival Europe's best. Hugus, likewise, was an accomplished
sports car racer-one of the few Americans to compete at Le Mans ten
times-and had opened his European Cars dealership in Pittsburgh in
1952. Both members of the post-war American sports car racing
fraternity, the two men frequently crossed paths at races, indeed
first discussing Shelby's fledgling sports car idea at Le Mans in
1959. On Hugus's suggestion that Shelby pursue A.C. Cars in
England, whose aging Ace roadster needed a new engine supplier,
Shelby seized the opportunity to install Ford's new small-block V8,
but he lacked the funding and facilities to begin production. Ed
Hugus stepped forward as Shelby's first ally-agreeing to promote,
finance, and even help build the first Cobras-a partnership that
would literally launch the legend of the Shelby Cobra.
When Shelby struggled to secure funding and lacked even basic
dealer credentials with Ford, it was Hugus who quietly financed
five of the earliest prototypes. Operating out of his Pittsburgh
dealership, he fronted the debt at A.C. Cars for CSX 2001 and CSX
2003 through CSX 2006, oversaw installation of Ford's new
lightweight 260 cu-in V8s by his master mechanics, and completed
these Cobras before Shelby American Inc. had even set up shop in
California! Meanwhile, Shelby was given two chassis (CSX 2000 and
CSX 2002), three engines, and $20,000 by Ford Motor Company to
complete his first pair of prototypes, the latter of which was
built for competition. Without Hugus's capital-and his import and
distribution network along the East Coast-Shelby's prototype might
never have left the drawing board.
Despite this foundational role, a rift soon emerged between the two
men once Ford formally stepped in. Shelby's lingering distrust of
Hugus's financial control, combined with Ford's interest in dealing
directly with Shelby American, led to Hugus being denied a formal
distributorship and immediately pushed out of the Cobra program
upon Shelby's signed agreement with Ford. This betrayal was
particularly devastating given Shelby's earlier promise-a
gentleman's handshake agreement-to reimburse Hugus in full and
guarantee that European Cars would receive East Coast distribution
rights if Ford ever assumed financing of the project. Yet it was
two of Hugus's early prototypes, CSX 2003 and CSX 2004, that were
sent to Dearborn for further evaluation and approval by
Ford-including being driven and signed off by Henry Ford II
himself-securing the marque's "Total Performance" commitment and
paving the way for Shelby and Ford's GT40 Le Mans triumphs. In that
light, the car offered here, CSX 2003, is every bit as integral to
the legend of Carroll Shelby as the seminal CSX 2000.
According to the Shelby American Automobile Club Registry, CSX 2003
was shipped to New York via boat finished in Old English White over
a red interior. The chassis, drivetrain, and assembly kit were
subsequently invoiced in the amount of $4,995 to Ed Hugus's
European Cars in Pittsburgh, where it was completed in his workshop
as one of the earliest Cobras. The prototype featured an
"Experimental High Performance" (XHP) 260 cu-in V8 engine equipped
with a four-barrel carburetor-tuned to deliver extra horsepower
expressly to impress Ford's Special Vehicles Team during the
testing duties it would later undergo. Other fascinating
pre-production features included black, unvented fiberglass
footboxes and trunk tray, a grease gun mounted on the right inner
panel of the engine compartment, Wilmot Breeden Budget Lock
T-handle hood latches, and 5.5-inch silver-painted wire wheels.
Interestingly, Shelby Cobras: CSX 2001 - CSX 2125: The Definitive
Chassis-by-Chassis History of the Mark I Production Cars by Robert
D. Walker notes several inconsistencies with the remainder of the
SAAC Registry listing. Despite the registry stating that CSX 2003
was "shipped to Sebring 3/63 for use as a display car during race
week, and later sent to Dearborn for inspection by Henry Ford II,"
Walker contends that the car had already been consigned to Ford
Motor Company in Dearborn in early-1962. Alongside CSX 2004, Ford's
Special Vehicles Team in Dearborn evaluated the prototype Cobra as
a prerequisite to signing any formal manufacturing or racing
agreement with Shelby. This very chassis was evaluated and driven
by company engineers-and personally behind the wheel by Henry Ford
II himself-who gave CSX 2003 their unequivocal seal of approval.
Buoyed by that endorsement, Ford and Shelby formalized an agreement
to build and market the Cobra, ordering 125 cars to be manufactured
and thereby launching one of the most legendary partnerships in
automotive history.
The story of CSX 2003's current ownership began somewhat
serendipitously when the current caretaker first acquired a 289
Cobra approximately one year prior to obtaining this exceptionally
early prototype in 1989. A previous owner of the 289, who claimed
to have been the car's original owner, later approached the
consignor seeking to repurchase his former Cobra. The consignor
agreed to the proposition, but only under specific conditions:
"only if you find me another Cobra, and if I approve we can swap."
The former 289 owner subsequently sourced CSX 2003 and presented it
as a potential trade.
Upon test driving the early Cobra, the current owner immediately
recognized its exceptional state of preservation, noting that the
car was in "pristine condition... very little had ever been done to
it." After taking possession, he made only one significant
alteration to CSX 2003 by electing to repaint the car to remove the
blue racing stripes that Stauffer had added, thereby returning it
to its original all-white livery as it had appeared when first
completed by Ed Hugus.
In 2011, the consignor received an invitation through his
daughter-a Ford employee at the time-to attend a special event
celebrating Carroll Shelby, hosted by Ford Motor Company in
Washington, D.C. At this gathering, he had the honor of meeting
Shelby personally, who examined the Cobra and praised its
exceptional condition. It was during this encounter that Shelby
signed the inner door of the glove compartment-the very signature
that the car bears today.
For the past 36 years, the consignor has cherished CSX 2003 as both
a driving machine and a piece of Shelby history. Remarkably, he
used the Cobra as his daily transportation to the hospital where he
worked as a neurosurgeon! This daily use continued for many years
until the Cobra's increasing value and rarity ultimately convinced
him to retire it to climate-controlled storage. Even in retirement,
however, the consignor and his sons would periodically exercise CSX
2003 on weekends, ensuring it remained in proper working order
while safeguarding its remarkable originality.
In recent years, as the owner's age has begun to limit his ability
to fully enjoy the car, he has made the difficult decision to part
with this beloved Cobra. His hope is that CSX 2003 will find a new
custodian who can appreciate and enjoy it as much as he has
throughout his long stewardship. As he reflects on his...for more
information please contact the seller.
