This is from "Autoweek" -- one of the most important autosports people EVER has died -- Read, follow link to original.
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Carroll Shelby: 1923-2012
By: Pete Lyons on 5/11/2012
Auto legend Carroll Shelby died Thursday night at Baylor Hospital in Dallas at the age of 89.
Carroll
Shelby's shadow stretched out Texas tall across nearly the whole of the
world's automotive landscape. A natural as a race driver, he won three
U.S. sports-car championships in Ferraris and Maseratis, and for Aston
Martin he won the 1959
24 Hours of Le Mans with British co-driver Roy Salvadori.
Turning automaker in the 1960s, he fathered the
Cobra,
an Anglo-American hot rod of crude conception but stunning
effectiveness that swept the tracks of North America and wrested a world
manufacturer's title from Ferrari. Additional success came with his
makeovers of the
Ford Mustang, which resulted in Trans-Am racing titles and the ferocious
Shelby GT350 street car. As a team owner, he presided over Ford's epic 1966 and '67 Le Mans victories.
Shelby is believed to be the only person to win Le Mans as a driver (with Aston Martin), a manufacturer (class victory with the
Cobra Daytona coupe) and team owner (Ford's GTs).
Not
everything this Texan touched turned to trophies, but his solid record
of achievement, plus his talents as a promoter, made his name an icon of
high-performance worldwide.
In the 1980s, he parlayed all of
this into a venture with Chrysler that produced a number of specialty
cars and trucks, including the Shelby Can-Am one-design racer, all
dedicated to a biggest-bang-for-the-buck philosophy.
Beyond that,
Shelby grew his business into a multifaceted “skunkworks,” doing
advanced research and development for other clients. From 2005, these
included Ford, with whom Shelby patched up an old grievance so that they
could partner on a fresh range of super-hot Shelby Mustangs. He also
resumed production of old-style Cobras and, less successfully, launched a
newer sports model dubbed the Shelby Series 1.
Yet, impressive as
his accomplishments were on the automotive scene, that was only one of a
bewildering set of arenas through which he moved with equal facility:
ranching, real estate development, hotels, food production, aircraft
dealing. In every field that caught his interest, he was able to
exercise a powerful combination of intelligence, curiosity, vision,
timing, guile, cunning and charm, plus what he described as “the work
ethic.”
Not the least of Shelby's secrets was an easy, natural
manner, a flashing grin and an almost old-fashioned sense of courtesy,
which quickly made firm friendships and networks of important contacts.
At
the same time, the sharp pencil he applied aggressively to business
dealings led some to dub him “Billie Sol,” after a notorious Texas
swindler.
Perhaps the most remarkable, most inspirational fact
about Shelby's life was that he worked so hard despite a serious
physical limitation—a hereditary heart defect that led to four
hospitalizations in 15 years for surgery, then a 1990 heart transplant.
Six years later, at age 73, he received a kidney from one of his sons, Mike Shelby.
In
company with so many of the world's outstanding achievers, Carroll Hall
Shelby had modest beginnings. He was born on Jan. 11, 1923, in the
small east Texas town of Leesburg, the son of a rural mail carrier. When
Shelby was 10, the family moved to Dallas, where his father became a
postal clerk and the boy discovered auto racing.
“I used to ride
my bicycle to the old bullrings around Dallas when I was a kid, 12 or 14
years old,” he recalled decades later. “So I've always had my interest
in cars, that's always been my No. 1 interest.”
Finances did not
permit expressing that interest in sanctioned competition, but Shelby
did what he could on the streets. His first car was a family
hand-me-down, a 1934 Dodge that he immediately determined would do only
87 mph, tops. His next ride was no less disappointing, even after he
shaved the head. “It was a '38 Willys, old four-cylinder Willys.
Wouldn't outrun anybody, but I used to try to.”
The Shelby need
for speed was finally serviced by the Army, which allowed him to put his
hands on his second great love, airplanes. Admitted to a pilot-training
program for students who didn't have college credentials, he graduated
as staff sergeant pilot.
“Chuck Yeager, Bob Hoover, myself—a lot
of guys came out of that program that were good aviators,” Shelby said
with pride. However, he was disappointed that, as he put it, “I never
got a shot at gettin' shot at.” He spent the whole war stateside, flying
training missions for bombardiers and navigators.
With discharge
came an end to flying, temporarily anyway. With a wife and children now,
Shelby began a restless series of entrepreneurial ventures. At various
times, he was an owner-operator of a trucking business, a roughneck in
the oil fields and a chicken farmer.
Shelby came to auto racing
relatively late, in 1952 when he was 29, but he came on strong. After
first trying a Flathead-powered hot rod on a drag strip, later that
summer he accompanied a buddy who owned an MG-TC to a sports-car race on
an airport course at Norman, Okla.
“He was a friend of mine from
high school, Ed Wilkins. He wasn't going to race it himself; he was just
up there to spectate. After we got up there we decided that I'd drive
it. So it was really just kind of a lucky accident that I drove my first
race.
“I raced against the other MGs and the Jowett Jupiters and
so forth and won that race. Then they had the Jaguar race and I raced
the MG in that and I won again. I wore the tires out on it. It was fun.”
Two
more road races later in the year brought him two more wins, a
four-for-four record that was only a taste of things to come. In 1953,
in hotter iron such as Jaguars and Allards, the Texas meteor won nine
out of nine. For the 1954 season he turned pro, which was a distinction
of major importance to the SCCA in those days. He was in great demand by
wealthy Ferrari and Maserati owners such as Temple Buell, John Edgar
and Tony Parravano, and the American eventually attracted the interest
of John Wyer, manager of the Aston Martin factory team.
To Shelby,
racing appeared to be mainly a lark, informal and lighthearted.
Arriving late at a track one day, he jumped into the cockpit without
changing out of his work clothes—a set of striped farmer's overalls.
They became his trademark. After a race, the tall, skinny, curly-haired
chicken farmer would disappear just as suddenly, likely as not with a
pretty woman on each arm.
But at work in the cockpit, Shelby was all business.
“The
Texan is a first-rate conductor and takes his motor racing extremely
seriously,” concluded Gregor Grant, founder and editor of Britain's
Autosport
magazine, after watching the lanky Yankee run the 1955 Targa Florio in a
Ferrari Monza. He was a “hard worker . . . who goes to bed with the
hundreds of corners imprinted in his mind.” And his driving was “clean
as a whistle.”
Shelby's Ford GT-era team manager, the late Carroll
Smith, recalled conversations with his boss' old teammates. “As a race
driver, his mechanics loved him. [They felt] he drove every bit of a
race car you could give him.”
In 1956, he won 18 out of 20 U.S. races and his first SCCA national championship.
Sports Illustrated named him Driver of the Year. In 1957, he won 19 races straight, his second SCCA title and a Driver of the Year award from the
New York Times, the first of two such honors. His good friend, Ferrari importer Luigi Chinetti, arranged an audience in Maranello.
“Old
Man Ferrari offered me a job and I said, ‘Well, Mr. Ferrari, I have a
family, three children, what kinda money?' He says, ‘Oh, it's an honor
to drive for Ferrari.' And I said, ‘Well, I'm sorry, I can't afford the
honor.' And I had a deal with John Wyer, anyway, and I had another deal
with Maserati. I had a choice of four or five different offers. So I
turned Ferrari down.”
This and other incidents were blown up a bit in later years, when Shelby's Cobras were going against the
Commendatore's
Prancing Horses, but there was a genuine animosity between these two
titans of motorsport. Shelby used to say that he respected Ferrari for
his automotive accomplishments, but not as a human being.
However, crusty Shelby was said to cherish a warm friendship with Enzo's son, Dino.
Shelby
was a Formula One driver for two seasons. In 1958, he ran a 250F
Maserati in four Grands Prix and scored the only world championship
points of his career with a fourth-place finish in the Italian Grand
Prix at Monza. The next year—the same in which he and Salvadori drove to
victory at Le Mans for Aston Martin—he ran that company's obsolete,
front-engine F1 in another four events but without success.
This
was also the year when, at age 36, Shelby first experienced the angina
that would end his driving career. He continued racing through 1960 and
won his third title, USAC's United States Road Racing championship, but
he drove with nitroglycerine pills ready to jump-start his heart if
necessary.
“You ever try nitro?” Shelby asked in a 1990 interview with
Autoweek.
“It knocks the top of your head off. It dilates your arteries and veins
and gives you a headache for 30 seconds. You don't want to do it in a
race car. That's why it was not hard to give up drivin'; nitro gives you
an incentive to quit. I wanted to build my car anyway, and make a go of
my Goodyear distributorship.”
Shelby had maintained commercial
interests all along. As he once noted, he was a child of the Depression,
and the experience was formative. He'd always had something going—from
paper routes, delivering for drug stores on his motorcycle and caddying
on golf courses in the beginning, to buying and selling cars during his
racing career. With Jim Hall and his brothers, Shelby was a partner in a
Dallas dealership.
Now able to concentrate on business, he soon
had a Goodyear race-tire distributorship and, at Riverside, Calif.,
America's first race-driving school (with Peter Brock as the first
instructor). He also served as consulting editor for his publisher
friend “Pete” Petersen's
Sports Car Graphic magazine. Later, he
started up businesses to manufacture cast wheels for both cars and
motorcycles. But all of these were stepping stones to realizing a
long-held, major dream: Shelby wanted to produce his own sports car.
“I
prob'ly started thinkin' about it in '54, '55,” he recalled. He'd been
driving Max Balchowsky's Old Yeller specials and had a firsthand
impression of what the combination of a big-inch Detroit engine and a
lightweight, European-style chassis could do.
Shelby's familiarity
with the various English sports cars so popular in the 1950s bred a
certain focused disdain: “I could see that, compared to the little
‘taxicab' engines they had, one of our new V8s took up about the same
amount of room and put out about four times as much horsepower and
didn't cost any more money.”
After a preliminary venture with a
handful of Chevrolet Corvette chassis rebodied by Italy's Scaglietti, he
finally arranged a marriage between a new small-block engine being
launched by Ford and the British-made AC Ace. Shelby's prototype Cobra
first bared its fangs in February 1962, and the small, ferocious
two-seater was an immediate sensation with the media and the public—and
with impatient racers.
Famously, Shelby kept repainting his
single-press tester in different colors before its next assignment,
creating the illusion of a substantial fleet of finished Cobras.
The
first competition appearance of the new marque was that October at
Riverside, when a Shelby American Cobra handily led the new 1963
Corvette for an hour until a wheel hub broke. The part was redesigned,
and Shelby's “snakes” began a domination of production-sports-car events
that lasted for several seasons, both in North America and overseas.
The highlight year was 1965, when Cobras became the first
American-conceived cars to win the international manufacturers'
championship for Grand Touring cars. To do so meant beating Ferrari, a
special satisfaction for Shelby.
“What we did was take a bunch of
California hot-rodders and we whipped Ferrari's ass,” as he put it. “The
Cobra was the most archaic chassis, probably, with its two buggy
springs and a pushrod engine, to ever go over there and win a world
championship.
“But the reason that it was so successful was
because of people like Phil Remington, Ken Miles, Pete Brock . . . ah, I
could name 50. There isn't time to name everybody who should get
credit.”
There was a second-generation Cobra with Ford's big 427
engine and a more sophisticated coil-spring chassis, but by this time,
the old hybrid concept had run its course, and Shelby American was
moving into other racing fields. In 1965, the team took over the running
of Ford's sophisticated, mid-engine GT40s. The immediate payoff was the
previously troubled coupe's first victory, at Daytona that year. The
team went on to win Le Mans the following two years, beating not only
Ferrari but also a rival Ford GT operation by Holman-Moody, the
stock-car powerhouse.
Throughout the rest of the decade there were
further racing ventures, some more successful than others, while at
Ford's request, Shelby also developed and produced the GT350, a
two-seat, high-performance modification of the 2+2 Mustang. A big-block
GT500 followed.
But as the 1970s opened, Ford dropped out of
racing. Shelby American tried to pick up the slack with a program for
Toyota but was not very successful. In any case, “performance died,” as
Shelby put it, and he eventually had to close down his famous company.
Shelby
spent the next dozen years in a variety of nonautomotive activities,
including land speculation and development, a safari operation in Africa
and a plant to manufacture chili. During this period, he twice had to
have coronary-bypass surgery, but he refused to let his illness slow him
down.
In the meantime, automobile performance had come back to
life, and in 1982 Shelby Automobiles was formed in conjunction with
Chrysler to manufacture and market high-energy versions of that
company's smaller sedans and midsize trucks. Production began in 1986,
but disappointing sales forced a stop at the end of 1989.
Reluctant
to disband his group of talented people, Shelby kept them going on
special projects, such as a Dodge-engined SCCA spec racer called the
Shelby Can-Am, while he transformed the company into a specialized
R&D facility.
He was eager to do more, but during the 1980s he
was in hospital twice more for carotid surgery. Despite his ailment,
Shelby continued to live a full life, and in February 1989, he married
for the fourth time. But his strength continued to fade, and in June
1990, he finally received a new heart.
“It's a first-time
installation,” quipped Dan Gurney at a subsequent roast for his friend.
Sixty-eight-year-old Shelby gleefully reported feeling like a young man
of 34—the age of the unfortunate donor, who had collapsed at a Las Vegas
craps table. The following May, Shelby drove the Indy 500 pace car and
passenger Gen. Norman Schwarzkopf around the Indianapolis Motor Speedway
at 150 mph.
That same month, haunted by children he'd seen dying
during his time in ICU, he started the Carroll Shelby Heart Fund (now
called the Carroll Shelby Foundation) to raise money for youngsters in
need of transplants. For that and other reasons, admiring parents sent
him photos of kids they'd named Shelby. His Los Angeles office became
literally papered with hundreds of the photos.
Older youths now
benefit from the Carroll Shelby School of Automotive Technology, located
at the Northeast Texas Community College in Mount Pleasant, not 20
miles from the racer's birthplace.
Like many high-profile men,
Shelby seemed to have trouble staying married. The second of five wives
was the movie and TV star Jan Harrison. His third wife was Sue Stafford.
The fourth was Swedish-born Lena Dahl Shelby, who died in a 1997
highway accident. Only months later, he married Cleo Patricia Marguerita
Shelby, a vivacious Briton who was always by his side, even as she
pursued her interests in flying, art and jewelry.
Shelby's
survivors consist of his wife, Cleo Shelby; his sister and only sibling,
Anne Shelby Ellison; daughter Sharon Lavine and sons Michael and
Patrick Shelby (all three from his first marriage to Jeanne Fields); six
grandchildren; and four great-grandchildren.
Of Carroll Shelby's
legions of close friends and respectful associates, one of his greatest
admirers was Al Dowd, who joined in the Cobra days as a mechanic and who
kept on working for Shelby for decades as an administrator. Why did he
and others show so much loyalty? Interviewed for a 1990
Autoweek
profile on his boss, Dowd put it this way: “I guess because we love him.
Can't put my finger on it. He's a neat person. I like him.”
Lew
Spencer, once a Cobra race driver and later Dowd's fellow in the Los
Angeles business office, spoke of the same personal affection. “There's
an
esprit de corps, almost a love affair. Carroll is a human
magnet because he has a good feeling for people, a great understanding.
He can pull the best out of you, so you excel in what you're doing.
“I've
always said that if you had 20 people in a basketball court, all up at
one end, and if Carroll walked in the other end, without any sort of
introduction or announcement, within five minutes everybody would be
gathered around him. When we travel, you see it; people walk up to him
and start a conversation, even if they've never seen or heard of him. He
attracts people to him.”
Spencer went on to say that working for
Shelby was exhilarating. “He is a visionary in many ways, and a doer.
He's an idea man—Carroll gets great ideas—and he does not like details.
He doesn't like an office. He's not interested in sitting around on a
day-to-day basis. He wants another challenge, to move on to something
exciting. That's part of the fun of working for him, it'll always be
moving, nothing stagnant. There's a feeling of fun, also a respect for
the accomplishments of the man.
“He is an entrepreneur who borders
on the con man—he is a legitimate con man. You have to be in this
business. It's the old American success story. When he gets knocked
down—like with the chicken business [which was hit with a poultry
disease]—he's flat, he gets back up.”
Don Landy, who handled
Shelby's overall business holding company, Shelby American Management
Co. in McKinney, Texas, described his boss this way: “He's one of a
kind. An original Texas gunslinger. Life never gets boring. Carroll is a
risk taker, has been all his life, in everything he's done.
“He
can be cantankerous, gruff, direct and outspoken, but to get to know him
is to love him. He creates tremendous loyalty in people around him.
He's really a very caring individual, which may be completely opposite
to what he appears to be.”
Team manager Smith spoke of his fellow
Carroll fondly as “the best man I ever worked for—the only man I could
ever work for. He has leadership qualities; he can inspire you to do
more than you're capable of doing. He gives everyone an enormous amount
of rope, picks the right people and leaves 'em alone to get on with it.
Keeps the BS and the politics away from the racers.
“An excellent
judge of people—including of mechanics, although he's no mechanic
himself—especially of drivers. He's never made a mistake with a driver.
He's got enormous loyalty to people who have done a good job for him,”
Smith said.
“And he has an absolute desire to win. He wants to win
so bad that it's catching. If he went back to racing tomorrow, I'd go
back in a minute. Because I truly enjoy winning, and I enjoy working
with a man who wins with style and grace, and who doesn't forget how to
have fun while doing it.”
Shelby himself, in the 1990
Autoweek
interview, said he felt grateful for “being able to do the things that
I've wanted to over practically a lifetime and been lucky enough to have
been successful enough out of them that as I grow into, ah, into old
age that I can look back with satisfaction over a life well spent. I
really consider myself a damn lucky individual. I don't think you can
ask for much more outta life.”
Funeral plans were in process.
Donations to the Carroll Shelby Foundation are encouraged in lieu of
flowers. Information about the foundation can be found at
www.carrollshelbyfoundation.com.