The oil pressure gauge was a mechanical unit with a thin plastic oil line running from the engine block to the back of the gauge (the line connected to the port on the engine block normally occupied by the oil pressure sender). This was done in the case of the thick Shelby front stabilizer bar and, after San Jose was satisfied of the part’s crashworthiness, the wood steering wheels. See more ideas about shelby, shelby gt500, dream cars. The Shelby Mustang GT350 and GT500, released in 1965 and 1967 respectively, remain some of the most prized classic sports cars. Early bars were wrapped in a soft rubber covering, while the later bars had the rubber coating applied via a dip process. Discussions centered on what should stay and what should be replaced to give the new Shelby even more visual distinctiveness from the Ford Mustang. GT350 or GT500 badges replaced the Mustang logo on the car’s brushed aluminum dashboard appliqué. Listings 121 - 140 of 10489. In the slanted grille installation, the lower half of the center headlights protrude farther from the mesh than the upper half. But with the promotional literature featuring the spiffy red V-738-2–based GT500, it was decided to make red available, albeit for a short time. It consisted of an aluminum center riveted to a chromed-steel rim and was similar in appearance to the chrome Magnum 500 used on the 1966 Hertz cars. Criticism surrounding the Shelby’s similarity to the Mustang despite a significant price increase had been nagging Shelby American since the birth of the GT350, and 1967 saw the most concerted effort yet to address this complaint. Some argue that the 1967 Shelby Mustangs were the most handsome of the entire Shelby Mustang family, and while that may be a bit subjective, a much more objective observation was that, stylistically, the 1967 Shelby bit off more than it could chew: the car’s extensive design features exceeded Shelby’s vendors’ ability to produce them. This meant plushier bucket seats with hard plastic backs and stainless-steel trim bordering the backs and sides. And like before, it was also functional, assisting the ingestion of cool air into the engine compartment. View 1968 Ford Mustang Shelby GT500 Listings In 1967, Ford offered a 390 cid V-8 for its standard Mustang as its top performance engine. You’re either swapping in an AOD, AODE, or 4R70W, or you’re removing and reinstalling one. Extending the naturally sloping hood and fenders led to necessarily smaller space for the headlights, a problem that was solved by a trip to the parts bin. In typical Shelby style, Carroll went Ford one better, with a 428 cubic-incher and a new model, the GT-500. The plan was that the fiberglass body shell would be used for photography of the new 1967 Shelby, while the steel unibody would be used as a body buck onto which clay Shelby components could be sculpted. As in 1966, Ford offered a deluxe interior in the Mustang but unlike before (where the instrumentation remained but the dash bezel trim changed), the deluxe dash contained different instruments. If you liked this article you will LOVE the full book. You can purchase individual pieces or a complete kit that includes everything that you … [Click here to read more...], There has always been some confusion when it comes to Cleveland block identification. Graphically, the very early flat and the later raised fender badges were almost identical, the only difference being in the relief of the later piece(right). One similarity was the use of Ford’s High Performance 289 with solid lifters, aluminum intake (with the same 715-cfm Holley as in the past two years), aluminum valve covers, and chrome air cleaner. Another guiding design principle (unspoken and unwritten but nevertheless very real) mandated that any styling work must pass muster with the man whose name graced the new car’s body panels. Unfamiliar items in the engine room included three previously heretofore unknown (for a Shelby American product) features: power steering, power brakes (both mandatory), and air conditioning. Armed with some design sketches from his colleagues, as well as a handful of his own, he intermingled some of their thoughts with his own creativity to design the new car. The GT350 and GT500 were both available in 1967, … Dark charcoal paint was used to simulate the “pockets” of a mag wheel, and the car’s black steel wheel showed through the bright-trimmed openings, giving more depth than a standard one-piece hubcap. All three wheels were 15 inches in diameter, a size that was used for the remainder of the Shelby Mustangs’ existence. Stay tuned for more updates! When the fiberglass parts came in from the various vendors, they had been molded from molds taken of parts sculpted on a twisted body buck; the twist was translated through all phases of the styling, right up to the fabrication of production parts. Bigger numbers on the side stripe decal coincided with a bigger powerplant in the engine room: the new-for-1967 GT500 was propelled by Ford’s hydraulic-lifter equipped Police Interceptor 428. All colors were standard Mustang colors, with the exception of Charcoal Grey, which was pulled from the Lincoln color chart. Here’s What Made Ford Mustang Shelby GT350 The Best Sports Car Of 2020. It is an uncommon experience to deal with an honest, knowledgeable, and straightforward person when dealing with "used" cars. As in 1966, a Paxton supercharger was available as a nearly $700 factory option; 35 cars were so equipped as they left 6501 West Imperial Highway, and four others had the blower installed by the selling dealer. The Kelsey-Hayes Mag-Star 15-inch wheel was chosen as one of the the optional dressup wheels for the 1967 Shelby right from the start (being used on the prototype GT500). Only 200 or so cars got out the door with scoop-mounted brake and turn signal lights before the California DMV put the kibosh on that idea because the lights were actually illegal (only emergency vehicles were permitted to be equipped with red lights above door handle height). Thanks to reader Nathan H. for finding this purported 1967 Shelby Mustang GT350 in Columbus, Indiana. The later roll bars with the dip coating used a separate rubber grommet (or “donut”) to tidy up the installation (right). Fiberglass deck lids eliminated the midpoint clamp of the deck lid torsion spring, located halfway between the two hinges. The biggest complaint of the earlier Mustangs (and hence, Shelbys) was the lack of room between the shock towers for a big-block engine. A totally new Cobra snake logo was designed for the 1967 Shelby. The lights on the race cars were license plate lights from the Ford truck line. By 1967, the radio had become standard in the Shelby. Steel tube tri-Y headers also went by the wayside, leaving the big- and small-block 1967 Shelby with their as-built, castiron Ford exhaust manifolds. It even found its way onto the rear of standard Mustangs beginning in 1969. Ford stylist Charlie McHose sketched styling cues for the Shelby in his makeshift mezzanine design studio. The same holds true for components: as more efficient methods of manufacturing those parts are developed, they lead to differences—sometimes significant—in the parts. Even after the function of the lower scoops was changed from keeping the rear brakes cool to just looking cool, the scoops themselves continued to be manufactured with the circular provision for connection to the ducting. Later cars with two-piece grilles had the hood pin lanyards riveted to these extensions, while earlier cars with single-piece grilles secured the lanyards to the grille mesh. Andy Warhol was right: everybody gets their 15 minutes, and Charlie’s time had come. After all, it was a logical suggestion, since the side scoops and the clear quarter windows had become iconic Shelby styling features. Different colors and quite a few production line changes highlighted the 67 car line. Missing also was the large-capacity COBRA oil pan; the standard stamped-steel Ford 5-quart unit remained instead. The objective was to make the Shelby different from the Mustang (bottom) and that objective was reached. The visible screw was a feature unique to the halved Mustang GT trim rings. There were two styles of S7MS intakes, and the ones with the part number encircled by a raised oval likely came later. This wheel became the sole optional wheel for 1968. Weird & Wacky, Copyright © 2021 HowStuffWorks, a division of InfoSpace Holdings, LLC, a System1 Company. Later Shelbys used the Mustang GT rear valance, which already had openings to clear the dual tailpipes. In the “number of ponies” department, an interesting phenomenon occurred: in 1965, the base Mustang’s High Performance 289 was rated at 271 hp. It was Carroll Shelby who, just before boarding a plane to France to give Ford their first-ever GT40 LeMans victory, insisted that the front end of the 1967 Shelby be extended several inches over that of the base Mustang to make the car look faster and sleeker. There were both similarities to and differences from the 1965 and 1966 GT350 under the hood of the new 1967 GT350. Click the button below and we will send you an exclusive deal on this book. And perched atop the rear deck was a pair of snorkel-like air scoops that were designed to take cool outside air and blow it across the red-hot, rear disc brake rotors. But 3-inch, racing-type seat belts, as used in 1965 and 1966 Shelbys,were deleted in favor of standard Ford seat belts with some sort of Cobra logo to distinguish them from plain-Jane Mustang belts. Shelby American added a COBRA aluminum hi-rise and a 715 cfm Holley carb to increase the stock 271 hp. To further and finally muddy the waters, some of these early or late-unique features were the product of changes having been implemented at Ford on the base Mustang and were simply carried over onto the Shelby. The setup was effective, but a little cumbersome before the ingress technique was perfected. McHose then hit upon the perfect solution: not too far from Los Angeles International Airport was McHose’s alma mater, the Art Center College of Design, where his art instructor, Joe Farrer, worked. With a 427 CID engine, the GT500 packed serious horsepower. This is where a step-by-step approach to the problem … [Click here to read more...], Before you embark on the rebuild and start scouring local scrap yards and online websites, it will be helpful to understand what to look for and what to avoid in these axles. This was the last year the hi-performance 289. These trim rings are semicircular and do not have to be cut in half for the 1967 Shelby application. Basically, their working relationship was that as McHose created aesthetic components for the new Shelby, Cantwell figured out how to make them work on the car. wasn’t chosen to coincide with engine characteristics because it neither displaced 500 ci nor produced 500 hp or 500 ft-lbs of torque. One was the availability of a Paxton supercharger; the same setup as was used on the 1966 GT350 and available only on the GT350. Beginning in 1968, Ford provided Shelby American the new 4-bbl 302. Early lower side scoops were designed to function as those on the 1966 Shelby by blowing cool air over the rear brake drums via a flexible hose connection inside the interior trim panel (left); later scoops deleted the functionality of the hose (right). Not that it mattered much, since the parts were there and somehow they had to be made usable, but the cause for the dilemma was finally figured out. The engine compartment of a 1967 GT350 filled up fast with the addition of air conditioning and Thermactor emissions which necessitated that the ignition coil be relocated to the very toasty location of above the intake and under the carburetor. The former 1965 Galaxie part was mounted to the front side of the radiator support behind the driver’s side parking light. The clay is heated in an oven to almost too-hot-to-handle temperatures to soften it, so that it can be easily smeared across the body framework. In the case of components such as air scoops, where there existed a right- and left-hand version of a part, a clay master of each side had to be sculpted. ... 1969 Shelby GT 350 Original Gulfstream Aqua automatic with AC This GT 350 has its matching number 351 engine and Shelby Equipment. All Inventory. Whether testing small, single components or whole mechanical systems, these vehicles are almost always all about function and very little about form—prototypes for photographic or promotional purposes come along later and are different animals entirely, at least most of the time. On early cars, a semicircular opening was cut in the Mustang rear valance on each side. However, many owners had their dealers or local painters apply top stripes after purchasing what they thought were too-plain-looking 1967 cars. The reflective surface was substantially larger than the year before, as well. Upper marker lights and close-together headlights were deemed to be in violation of some states’ motor vehicle laws. Simple geometry teamed up with the stretched nose of the 1967 Shelby to cause some engineering headaches. And McHose realized that they were just the sort of feature that the new Shelby was calling for. The 1967 (and 1966 and 1965) GT350 Project Engineer Chuck Ca. But in Los Angeles in late spring, the climate was far from cool, and it became something of a constant challenge to keep the clay stiff enough for sculpting and mold-pulling. But neither Charlie McHose’s trip West in late May nor Shelby’s meetings weeks before that were the first step of the 1967 Shelby design process. In this department, McHose was situated perfectly, both figuratively and literally: as he sketched styling cues to be incorporated into the new Shelby, it was just a quick trip down a flight of stairs to the very heart of Ford’s LeMans program, as Shelby American race crews frantically toiled preparing the MKIIs for that race. A characteristic unique to the 1967 Shelby was the placement of the GT350 (and GT500) lettering at the far aft edge of the front fender (on both sides) whereas the designation of the 1966 and 1968 cars (which also used the same striping) was centered on the front fender. The Shelby Mustang (designed by Carroll Shelby) also helped initiate growing interest about the car. The 1960 Galaxie headlights (four of them in place of the Mustang’s usual two) fit the elongated fenders and grille nicely. 1967 Shelby GT500 After the success of the GT350 in 1965 and 1966, Carroll Shelby devised the GT500 for 1967. Classifieds for 1965 to 1967 Shelby GT350. GT350. Shelby American wanted a horn button in the center of the real wood steering wheel for the 1967 Shelby instead of the toggle switch as on the dash of the 1965 cars, and it got it. It was a popular move, for GT-500s outsold GT-350s by nearly 2-to-l. To say the car was “stripped” is an understatement; “deconstructed” is perhaps a more descriptive term. 1968 Ford Mustang Shelby GT500. You’d be surprised how many times you get it wrong using a worn-out balancer or … [Click here to read more...], Parts selection is one of the most important elements of engine building because all parts must operate in concert with one another. The first year the Shelby Mustang utilized a wheel cover over a plain black wheel as the standard wheel dress was 1967. (Photo Courtesy Jesse Bourdeau). Optional wheels could be either the five-spoke Kelsey-Hayes aluminum and chrome “Mag Star,” or the cast-aluminum Shelby American ten-spoke, a 15-inchdiameter version of 1966’s 14-inch item. Engineer Cantwell, designer McHose, and Sculptor Farrer got together and made a quick fiberglass scoop, something McHose referred to as an “air extractor,” very similar in appearance to the MKII scoop, but with an air outlet in the rear. But unknown to anyone, in the process, the entire body (and not just the structure in the vicinity of the seat belt anchor points) had been subtly twisted and distorted all over. Louvers were originally planned for air conditioned cars, although hoods with them were ultimately random. Fewer than 8 percent of the 1967 build had Parchment interiors. According to the SAAC registry, the car was shipped in March 1966 to Metke Ford Motors of Bellevue, Washington, for dealer preparation prior to delivery to Hertz in Seattle. 1967 Shelby Mustang GT 350 Median Auction Sale Value by Year (prices in USD$) Year Median Sale High Sale Low Sale Consignments #Sales Sell Through Rate; 2021: $154,000 : $154,000: $154,000: 1: 1: ... 1967 Ford Mustang GT 500. In short order, Farrer and McHose (once instructor and student, now employee and employer) got down to business, with McHose sketching and designing and Farrer sculpting. This must have been the silver bullet as far as both water sealing and attachment was concerned as it was the mounting method used on the 1968 Shelby tail panels. Year 1967 (8) Price Range $50k + (6) No Price (2) Custom Price Range $ To $ Transmission Auto (5) Manual (3) Category ... 1967 GT 500. So, despite being intentionally dropped from the menu for the 1967 Shelby, when Shelby first asked that clear quarter windows (similar to the ones on the 1966 Shelby) be tried for appearance in the new model, the concept was explored. 2021 Ford Mustang Shelby GT500 Updated With Bold New Colors, Options Huge savings from the Track Pack but you'll lose a lot, too. This was the castaluminum Shelby 10-spoke design, similar to the 14-inch 10-spoke of the year before. 1967 Shelby GT500. In the engine room, there were components both familiar and unfamiliar to Shelby enthusiasts. Instead, a stylized, fierce Cobra, ready to strike at the slightest provocation—especially at any vehicle bearing a Bow Tie—was designed and boldly emblazoned the new car’s fuel cap, fenders, steering wheel, and grille. The upper grille mesh fit within the upper opening in the fiberglass and was mounted vertically. It made a wonderful sound as he downshifted and stomped the throttle in the long tunnel under the airport runways on his way to and from work. Sometime shortly thereafter, however, Hertz said “no, thanks” to a 1967 rent-a-racer, but that color was already scheduled for production, so a handful of early cars were delivered in black. It had been built, literally by hand, at Ford’s Allen Park pilot plant, a little-known facility designed to develop the most expeditious means of mass producing new models. The earliest types mounted to the rear face of the Mustang and were secured with four studs protruding into the interior of the trunk. It is interesting to note that although records indicate a desire to include red as an available color right from the start, in actual fact, the only red cars delivered came very late in production. All 1967 Shelbys retained the Ford Mustang GT exhaust system in totality, with dual pipes extending back from low-restriction cast-iron HiPo manifolds that entered a single transverse muffler. As on the 1966 car, it was mounted in the Mustang’s trademark sculpted body side cut-out and covered internal ducting that moved the air into the rear wheel well and over the car’s rear brake drum. The new Shelby buyer was someone who wanted everyone to know that he was driving a special, limited-production automobile, but didn’t necessarily feel the need to experience the total package of such an automobile, themselves, with things like a harsh ride, tough steering, two-footed brakes, or a loud exhaust system. The quick steering components of the 1965–1966 cars (a special longer Pitman and idler arm installed at Shelby American) was tossed, and a quickerratio steering box (another Ford production line item) was used instead, achieving the same result at a lower cost. 1967 Shelby GT350. LEARN MORE ABOUT THIS BOOK … [Click here to read more...], The FE Ford engine was released into production in 1958. A common dealer fix either incorporated a relay into the high-beam circuit or swapped a Cougar headlight switch in place of the Mustang’s, which did a better job of handling the increased current draw. The 289 engine could be had with a Paxton Supercharger for an additional cost of $549.00 in 1967 dollars. Filed Under: Ford Tech Tips, Shelby Mustang, Torque converters are probably the most misunderstood component in an automatic transmission, yet they’re the simplest in both theory and function. The GT500 was at the time the most powerful Mustang ever built. After some quick back-of-the-envelope calculations, he devised an internal necked-down section that increased the air’s speed within the scoop, lowering the pressure, thereby creating a vacuum effect to pull stale air out of the cockpit. The other option was a full-race 427 side-oiler in the GT500. In the end, the 1967 Shelby was the most varied of the whole Shelby family, with changes such as steel and fiberglass or all-fiberglass hoods and deck lids combined with functional and non-functional lower scoops, marker light or nonmarker light upper scoops, inboard or outboard headlights, flat or raised tail panels, four- or six-point roll bars, smooth or textured upholstery, flat or curved gas caps, and one- or two-piece grilles. GT 500's were now offered as well as the old standby GT 350. Ford V-8s have always struggled to make power because they’ve always been limited by factory cylinder head design.

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