DIMENSIONS and CAPACITIES:

• Wheelbase: 90"
• Length: 151.5"
• Height (Top of screen): 45"
• Width (Overall): 72"
• Track Front: 53"
• Track Rear: 53"
• Fuel Tank: 14 gal.
• Front Wheels: 15" Dayton 70 spoke knock off
• Rear Wheels: 15" Dayton 70 spoke knock off
• Tires-Front 205/70 R15
• Tires-Rear 205/70 R15
• ZF Limited slip differential, ratio 3:46:1
• Salisbury differential, ratio 3:54:1
• Chassis: Round Tube
• Body: Fiberglass with steel tube reinforcements
• Body Reinforcements: Beneath doors, hood and trunk
• Front Suspension: Transverse leaf spring, Spax adjustable shocks
• Rear Suspension: Transverse leaf spring, Spax adjustable shocks
• Steering: Rack and pinion
• Pedal Box: ¾ clutch master cylinder, 2x ¾ brake master cylinders with balance bar
• Front Brakes: Wilwood 4 pot dynalite
• Rear Brakes: Wilwood 2 pot with handbrake incorporated
• Exhaust system: Twin pipe rear exit
• Instrumentation: Stewart Warner
• Interior: Motolita steering wheel, leather/vinyl seats
• Weather: Optional soft top, side screens and tonneau cover
• Recommended engine & transmission: Ford 289/302 based with TKO 600

CHASSIS:

The Chassis is the original John Tojero designed 3” tubular rail ladder with cross-member. This chassis is reproduced using drawings obtained from AC cars and also implements the necessary changes to utilize rack and pinion steering . The 3” tubes are tig and mig welded to guarantee a safer and stronger chassis. This is much stronger than the arc and gas welded originals. Pain staking efforts were made to reproduce the chassis as close to an original as possible while incorporating a few modern improvements, like inserting a 3" square tube through the main rails to prevent flexing. Building the cars with a meticulous eye on authenticity took time, but this resulted in a superior driving experience.

BODY:

The Shelby CSX8000 bodywork replicates the later of the 289`s which incorporated modifications to fender flares that will accommodate the slightly wider tires fitted onto chrome wire wheels. One of the improvements made by Hi tech was that the footwells were tweaked so that the taller North Americans can now sit comfortably.

FRONT & REAR SUSPENSION:

To compliment an original chassis you need to follow the same rules when it comes to the suspension. It had to be period correct, or as close as possible. The original slab side had a transverse leaf spring style suspension which requires different length springs to change camber settings we decided to use heim joints which were used on some of the original competition cars. Another change with regards to safety was to add an additional pick-up point to the chassis to increase the shear strength of the bolt passing through the lower control arm rose joint or poly-bushed rod end. The original springs were made of thinner steel than that available today. In an effort to keep compression rate the same, this car comes with one blade less and “free camber” was changed to keep the ride heights equal from front to rear. This insistence on authenticity means that owners of a Shelby CSX8000 will have virtually the same driving experience as the original. Another change with regards to safety was to add an additional pick-up point to the chassis to increase the shear strength of the bolt passing through the lower control arm rose joint or poly-bushed rod end. The original springs were made of thinner steel than that available today. In an effort to keep compression rate the same, this car comes with one blade less and “free camber” was changed to keep the ride heights equal from front to rear. This insistence on authenticity means that owners of a Shelby CSX8000 will have virtually the same driving experience as the original.

ENGINE and TRANSMISSION:

An Original would have probably been a 289 with a B.W T10. Today, the recommendation would be a 289/302 based engine with a more modern Tremec TKO or similar transmission.