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. 1967 Ford Thunderbird. The Carroll Shelby name is a staple in the auto community, most notably known for its high-performance Mustangs. And that appeal still hadn’t reached apogee. A drag car A/FX fiberglass reverse teardrop hood was needed to clear the high-rise, aluminum intake and carburetor. The race number illumination lights on the Ford LeMans race cars likely inspired the upper scoop brake and turn signal lights seen on the first couple hundred 1967 Shelbys. On both the GT500 and the GT350, a single piece “export brace” replaced the stock Mustang’s stamped sheet-metal shock tower braces used in years past, although the cross-engine-compartment Monte Carlo Bar was eliminated. Two tailpipes exited the muffler and exited under the rear valance and were capped off with large-diameter chrome extensions with bevel cut ends (the only “Shelbyization” to the otherwise stock exhaust system). Los Angeles International Airport and the two huge aircraft hangers that Shelby American called home. Unlike the grille application of the same emblem (which didn’t show up right away), Shelbys carried the deck lid badge right from the very first prototype GT500. The Mustang Shelby GT 500 contained Ford's massive 428cid big-block engine. The increased cost efficiencies in the pure performance department meant more dollars were available to make the new Shelby look less like its Mustang roots and with a lower price than ever before. It was permanently attached and to use it, one slipped their arms behind it. According to a story often told by Ford engineer Fred Goodell, the inspiration for the shoulder harness retractors comes from the Air Force’s F-105 Thunderchief fighter-bomber. At issue was the only pathway to the design studio: up a flight of stairs, through several interconnected offices, then down a narrow corridor to the very last room. The bracket was designed to clamp on to the lower rear edge of the dashboard, secured with a nut and bolt. Regardless of the semantics, the three badges were identical and were newly designed for the 1967 Shelby. But something still needed to be done to that space to differentiate the Shelby from the plain-Jane Mustang, and McHose came up with several ideas. Upper marker lights and close-together headlights were deemed to be in violation of some states’ motor vehicle laws. For example, complex steel and fiberglass hoods and deck lids were simplified when Shelby American found a vendor capable of producing all-fiberglass components. And like before, it was also functional, assisting the ingestion of cool air into the engine compartment. When Shelby American increased the color availability of the GT350 to five, that quantity was not a random number picked out of thin air; considerable thought went into the quantity, and five was settled upon as a compromise between consumer popularity and a quantity that wouldn’t make the “bookkeeping” of the colors overly cumbersome. Since the quarter windows were limited in size and shape to the pre-stamped roof opening, what Ford gave was what Shelby had to work with, and when the roof opening was filled with clear Plexiglas, the windows simply looked awkward. A junction block was used to tie in the underdash ammeter to the electrical system. 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. Gone … [Click here to read more...], There are two Cleveland engine builds for you here: one from Trick Flow Specialties and another from Hot Rod magazine contributor Jeff Huneycutt of www.horsepowermonster.com. We also share information about your use of our site with our social media, advertising and analytics partners who may combine it with other information that you’ve provided to them or that they’ve collected from your use of their services. The Muscle Car War Rages on. Sales were not expected to be overwhelming, but the Mustang surprised many. The objective was the same as for the 1967 Mustang in general: provide more room for the installation of a big-block engine. Shelby American went even further and “ponied up” with the Police Interceptor 428, in what eventually became known as the GT500. Steam Workshop: Car Mechanic Simulator 2018. Shelby American built the first Shelby Mustang in 1965 with the famous GT350 and introduced the GT500 in 1967. The Cougar exhaust-pipe cutout trim consisted of an aluminum ring, and can be identified by the lack of an external attaching screw. Stewart-Warner green-line ammeter and oil pressure gauges were mounted in the gauge pod. Andy Warhol was right: everybody gets their 15 minutes, and Charlie’s time had come. Like in 1966, a driver’s side mirror was standard fare on the 1967 Shelby. But the design studio is kept exceptionally cool—uncomfortably so—to allow the clay to harden, since it must be stiff to be sculpted properly on the buck. This Shelby was originally shipped to St. Louis in 1967 … Together, V-738-2 and #03225 represent the first and last 1967 GT500s constructed at 6501 West Imperial Highway. The large, cast-aluminum COBRA oil pan went, as well, and the clear Plexiglas quarter windows, a trademark of the 1966 Shelbys, also were deleted. Sometime after McHose had settled back into his Dearborn design studio, word filtered back from L.A. that there had been something of a disaster. Both wheels (and the wheel cover) incorporated the same gold-foil SHELBY COBRA snake logo in their center caps, although the design was slightly different for each type of wheel. Many collectors feel the 1967 Shelbys were special because 1967 was the last year the cars were built at the original Shelby American facility in Venice, California. It was chosen simply because it was a larger number than either General Motors or Chrysler would likely bestow on any of their products’ side stripes. Another cost reduction target was controlling the windup of the Mustang rear semi-elliptical rear springs on hard acceleration. Built at Shelby America Los Angeles CA. There were two styles of S7MS intakes, and the ones with the part number encircled by a raised oval likely came later. The 289 engine could be had with a Paxton Supercharger for an additional cost of $549.00 in 1967 dollars. The 1967 GT350 did not come with the Tri-Y headers used in 1966. The same SHELBY COBRA graphic center cap decal was used on all 1967 wheels although different sizes were required because of the differing center-cap diameters. 351C-4V closed wedge chamber, … [Click here to read more...], © 2021 DiY Ford. Only thirty 1967 Shelbys wore the attractive color and all but one were GT350s. Year 1967 (8) Price Range $50k + (6) No Price (2) Custom Price Range $ To $ Transmission Auto (5) Manual (3) Category ... 1967 GT 500. Presumably the third and final iteration of tail panel (“presumably” is used because there could have been other types of panels with slightly different design features that were used on very limited numbers of cars) featured an enlarged lip that was riveted to the crosswise rail of the trunk opening. In the case of the new 1967 Shelby, one such mechanical prototype started out life in late 1965 as a GT350 competition model and in early 1966, the stillunsold 5R537 was pushed back into the shops where it began the transformation into one of the mechanical prototypes for the 1967 Shelby program. By Jacob Oliva … 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. But where the MKII scoops drew in air and directed it down to the brakes, McHose’s scoops actually draw air out of the passenger compartment. 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. All cars received the same tape side stripe as on the 1966 cars: white on all colors except Wimbledon White, which received blue stripes. A final touch, also inspired by the GT40, was a ducktail rear spoiler. Find cool custom and classic cars, muscle cars, SUVs, and trucks and browse all 991,627 vehicle pictures, for sale info, parts and builder's page at CarDomain.com 1967 GT350 and GT500 Specifications. CSX (10) Cobra (62) Daytona (6) GLHS (1) GT350 (16) GT350H (2) GT500 (28) GT500KR (8) GTH (2) Series 1 (6) Year Range 1960s (14) 2010s (2) Custom Year Range To . The lack of a badge in the grille is a feature of the early 1967 Shelbys. Aug 10, 2019 - Explore John Hoffman's board "Shelby GT500", followed by 182 people on Pinterest. Hood pins were felt to be an integral part of the Shelby image and should stay, as should the additional engine compartment bracing. At first glance, the power steering pump and pulley appeared to be standard Mustang components, but appearances are deceiving; both are unique parts. The 1967 (and 1968) export braces had attaching holes that matched the bolt holes in the Mustang’s firewall, so the additional firewall stiffener plate wasn’t needed (as it was in 1965 and 1966). This style is often referred to as the raised tail panel (middle). The primary being the GT500 features the Police Interceptor 428 engine rated at 355 horse power, while the GT350 featured the 306 horsepower 289 engine. But there were less than three months in which to get the job done, and the clock was already ticking; there was definitely a gun, and they were all under it. The tail panels went through an iterative process with at least three variations being used on the 1967 Shelby. Early blocks (molded in light gray Bakelite; left) were an aviation industry component, while 1965 Lincoln parts (right) were used on later cars. McHose and Farrer removed the clay work they had done so far and started almost anew, concentrating on recreating the same idea, but a few inches farther down the road. Beginning in 1968, Ford provided Shelby American the new 4-bbl 302. Cast-aluminum valve covers and air cleaner top completed the “aluminization” of the GT500 engine room. With each of the features unique to the early 1967 Shelbys having their own individual end dates, cars with features common to both early and late Shelbys are the norm, rather than the exception. In the production of anything, including cars, there is always learning involved and better ways are conceived of to streamline repetitive operations. I have a 69 Mustang cloned as a GT500. The Paxton added nearly $700 and only 35 factory supercharged cars were built; the 427 sideoiler cost a whopping $2,000 extra (nearly as much as the price of a base Mustang), which explains why only three factory 427 cars were built. To achieve this, fiberglass was used extensively to lengthen the nose over that of the Mustang, but the poor fit of the nose pieces caused stress for Shelby workers as they tried to attach the fiberglass parts. Fuel for the 428 made its way into the cylinders via a pair of Holley 600-cfm carburetors, perched atop a large cast-aluminum intake manifold. Unlike the sophisticated experience of the GT350, the GT500 offered straight-line acceleration and speed. However, with the return of the wood wheel came the return of quality issues, and throughout production, many units were replaced under warranty, making 1967 the last-ever year Shelby to incorporate a real wood steering wheel. You consent to our cookies if you continue to use our website. Generally classified as either “early” or “late” cars, the definition of those terms, and the dividing line between the two classifications, is as clear as the summertime view through Los Angeles smog. It is an uncommon experience to deal with an honest, knowledgeable, and straightforward person when dealing with "used" cars. 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. As with most fiberglass parts on the 1967 Shelby, there were actually several different versions of the lower scoops, likely each one from a different vendor, and each with subtle differences only noticeable when the different scoops were placed side by side. Both the 1967 GT350 and GT500 retained their standard Ford stamped-steel oil pans. Some prototypes are mechanical prototypes, which are sometimes referred to as “mules.” These are rolling test beds used to evaluate everything from individual components to entire power trains. $4,395. No longer the quick, nimble sports car of 1965, the heavier, more plush 1967 models had become closer to the true definition of a grand touring automobile and had pushed Shelby’s appeal to its widest audience yet. 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. The objective was to make the Shelby different from the Mustang (bottom) and that objective was reached. Finally, American Muscle! 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. This was the same setup as the 66 Mustangs. The first year the Shelby Mustang utilized a wheel cover over a plain black wheel as the standard wheel dress was 1967. Here, another aspect of the makeshift design studio in which they were quartered reared its head, and it concerned the sunny Southern California weather and the associated temperatures: the clay process involved two distinct temperature extremes. Although it is difficult to summarize the total 1967 production cycle with one word, it was anything but consistent. The 1968 Shelby GT500 was fast for its time, achieving quarter-mile time slips in the low 14-second bracket. As in the case of the original GT350, for which the designation was essentially pulled out of thin air, the “GT500” I.D. The GT350 and GT500 were both available in 1967, … A remote driver-side mirror and day/night rearview mirror were part of the interior package as well. This was the last year the hi-performance 289. It was then dropped in favor of a more popular color, but still maintaining the five-color mix. In late May 1966, Charlie McHose’s boss told him “go West, young man” and he did. The same decal continued to be glued to the sun visors for as long as there were Shelby Mustangs with shoulder harnesses. Hydraulic-liftered Police Interceptor 428 (unique to the Shelby GT500, the Mustang GT receiving “only” a 390) was topped with dual 600-cfm Holleys on an aluminum intake (a Ford aluminum intake, not a Shelby-unique item). Inspired by the flip-open fuel caps of the racing Cobras and GT40s (left), the Mustang GT offered a chrome vertically-mounted rendition (right). I don't see any down side too them, and i look at restomods more valuable vs. when the car was in it's stock T, C A code configuration.. goes for coupes as well The two center-mounted headlights don’t protrude from the vertical upper grille mesh used on later cars as much as from the early angled grille mesh. Smaller in diameter by the requisite inch and a little, the headlights filled the allocated space perfectly. Ironically, two decades later, cars sold in all 50 states were required by Federal law to have high-mounted stop lights. This 1966 Shelby Mustang GT350H is one of approximately 1,000 examples produced as part of a partnership between Ford and the Hertz rental-car company. Revology’s ’67 GT350 pays homage to the original with a modern four cam 32 valve […] $219,875.00 USD* Explore Classifieds for 1965 to 1967 Shelby GT350. The 1967 GT500’s interior was available in either black or parchment. You can copy and paste this link to share: https://www.diyford.com/shelby-mustang-history-1967-gt350-gt500-longer-shelby/. The T-Bird wheel cover was actually a fairly complex piece, with the bright center cap and the “spokes” being a separate unit and screwed to the stamped-steel base. . The Shelby GT350 and GT500 combined for an increase of 36 percent for the quarter. 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. The Explorer alone was up a whopping 28.7 percent compared to 2019 Q4. Missing also was the large-capacity COBRA oil pan; the standard stamped-steel Ford 5-quart unit remained instead. It was designed—or perhaps, it is more correct to say, redesigned—to address the one nagging criticism by muscle car enthusiasts of the early Mustang: the lack of room in the engine compartment for big-block power between the shock towers. This Mustang on steroids filled the bill perfectly and outsold the 1967 GT350 by nearly two to one. During testing at Willow Springs in California and then at Ford’s test track in Dearborn, the car turned laps at speeds only bettered by Dan Gurney in a Ford MKII. Performance fanatics may have bemoaned the softening of the GT350 and GT500, but the process was simply good business practice: giving the customer what they wanted. Cobra (5) GT350 (1) GT500 (8) Custom Year Range To . The earliest types mounted to the rear face of the Mustang and were secured with four studs protruding into the interior of the trunk. In fact, showroom literature listed Shelby American’s two-car product lineup as the Shelby Cobra and Shelby GT and gave the Shelby salesman brief talking points to enable him to tout the car’s many performance capabilities but especially its styling benefits over the Ford Mustang. This meant that Shelby could utilize the complete exhaust system as Ford installed it on the San Jose line and did not incur any additional costs in the swapping out of parts after the Mustangs got to Los Angeles. Differentiation from the basic Mustang was via a small COBRA decal on the release button. In other words, performance was secondary to the perception of performance. In 1965, this was accomplished by the time-consuming addition of torque control arms (traction bars) that necessitated removal of the entire rear axle. Shelby used this as the basis for their GT350 and GT500 fuel caps. The use of substitute components (a whole new nose and tail, all done in fiberglass) gave the 1967 Shelby a unique look and made the Mustang upon which it was based look downright stodgy in some respects. Major fiberglass components such as the hoods, deck lids, nose pieces, and tail panels went through an evolutionary process as it was decided that there were better ways to manufacture the parts. Everybody calls these rocker panel stripes, but in actual fact, the stripes were dimensionally identical to the 1966 stripes and didn’t extend onto the cars’ rocker panels (only the 1965 GT350 had stripes that partially extended onto the rocker panels). In order to meet the rigorous schedule, almost simultaneous design and sculpting had to occur. Abandoned in 1966 because of 1965 quality problems and the lack of a horn button in the center, a real wood wheel was thought to be a necessary discriminator from the base Mustang. 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. 1967 Shelby GT350. By 1967 the Shelby Mustang finally got what it needed—the visual distinctiveness—from the Mustang. But the wide, over-the-top LeMans stripes were not offered from the factory because painting the stripes created the biggest production bottleneck in the 1966 cycle. The FE was not a replacement for the Y-block; it was a larger companion to an engine family sharing some design … [Click here to read more...], Ford FE intake manifolds are unique to this engine family, and instantly recognizable when compared to any other engine’s parts. The lack of attaching screws into this lip suggests its primary purpose might have been to provide a shield for the seam between the tail panel and the rear face of the car to prevent water intrusion into the trunk. Car Memories; Shelby Mustang; ... (Even though the standard wheel was a steel rim with a Ford/Shelby wheel cover the most common wheel was the Kelsy-Hayes steel wheels or the 10-spoke Shelby cast aluminum 15"x7".) And attached to that roll bar was another first, inertia reel shoulder harnesses that were inspired by those on the ejection seats of several contemporary jet fighters; it was the certification testing of the roll bar/shoulder harness that created the twisted bare Mustang body used by McHose/Farrer/Nasson as a body buck for the clay sculpting. Fast acceleration in a car lacking the hood closure pins led to a rude awakening for the driver, as the hood suddenly flipped open and crashed back into the windshield (this even befell one of Shelby American’s own senior employees). (Photo Courtesy Jesse Bourdeau). The problem became one of the key reasons behind Shelby American’s eventual migration east to Michigan. 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. After all, it was a logical suggestion, since the side scoops and the clear quarter windows had become iconic Shelby styling features. Although standard Ford/Mustang seat belts were retained as a cost-saving measure, they carried a small COBRA decal on the release button; door sill strips carried small SHELBY AMERICAN snake logos on them, in place of the blue oval decals on Mustangs. On cars with two-piece grilles, both the inner and outer headlight trim rings were chrome. Recalling his fluid dynamics courses, Chuck Cantwell suggested making use of the venturi principle that states, in simple terms, that moving air squeezed into a smaller area will not only move faster but will also have a lower pressure. Cantwell slipped behind the wheel and they drove past a third accomplice who confirmed that, as 6S800 sped by, cigarette smoke was, indeed, being drawn out the rear of the “air extractor.” The air extractor was a double success: not only did it look great, but it was completely functional, too! 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. The result was that the 1967 Shelby was ultimately produced in nearly a dozen colors, but with only five or so being available at any one given time. KEYWORD. Much is the same, year over year, for the Predator-powered pony car making 760 hp and 625 lb-ft of torque. Classic Cars. The Mustang came first, in 1964, and the Camaro in 1967. The mesh continued down under the front bumper to cover the lower grille opening as well (although some of the early slanted grilles were actually two separate pieces of mesh, bolted together to form a single continuous unit).