Shelby Mustang


The Shelby Mustang is a high-performance variant of the Ford Mustang built by Shelby American from 1965 to 1967 and by the Ford Motor Company from 1968 to 1970.
In 2005, Ford revived the Shelby nameplate for a high-performance model of the fifth-generation Ford Mustang.

1st generation (1965–1970)

1965–1966 Shelby GT350

The GT350 made its debut in the "sportsroof" fastback model of the first generation Ford Mustang in 1965. Produced through 1966, these were the smallest and lightest of the GT 350 models. Work started at Shelby American when its Ford-powered AC Ace-based, two-seat, 289 AC Cobra sports car production was wrapping up, and the 427 cu in variant was beginning. Both the AC and the Shelby Mustang use the Cobra emblem, a similar paint scheme, and the optional "Cobra" valve covers installed on many GT350s that were part of a marketing tie-in by Shelby, as well as one of his iconic symbols. All 1965–66 cars had the Windsor HiPo K-Code V8 engine, modified with a large 4-barrel Holley 725 CFM carburetor to produce at 6,000 rpm and of torque at 4,200 rpm. Marketing literature referred to this engine as the "Cobra hi-riser" due to its high-rise intake manifold. Beginning as a stock Mustang with a 4-speed manual transmission and 9-inch live rear axle, the cars were shipped to Shelby American, where they received the high-rise manifolds, Tri-Y headers, and were given larger Ford Galaxie rear drum brakes with metallic-linings and Kelsey-Hayes front disc brakes.
The 1965 GT350 was built for the race track, not comfort or ease of driving. A total of 34 race-spec "GT350R" cars were built specifically for competition use under SCCA rules, and the model was the B-Production champion for three straight years. The 1966 GT350 was more comfortable for casual drivers, including a rear seat, optional colors, and an optional automatic transmission. This trend for more options and luxuries continued in the following years, with the cars becoming progressively larger, heavier, and more comfortable, at the cost of their competitiveness. By 1969 Carroll Shelby was no longer involved in the Shelby GT program, and the design was done in-house by Ford, with the 1969 GT350s and GT500s reduced to being largely styling modifications to a stock Mustang.
The 1965 and 1966 GT350s were delivered from Ford's San Jose Assembly Plant for modification by Shelby, originally in Venice Beach and later at Los Angeles International Airport. San Jose cars carried an "R" in the Ford VIN denoting that facility. The only year that Shelby Mustangs from the 1960s came from another plant was 1968, where they came from New Jersey, "T" in the VIN, and were modified by A.O. Smith.

1965 GT350

All 1965 GT350s were painted in Wimbledon White with Guardsman Blue rocker stripes. Approximately 28% of the 562 1965 cars built were delivered to the dealer with the optional Le Mans stripes, a pair of broad matching blue stripes that run the length of the entire car from the hood through the roof and the tail. Today, it is difficult to find a GT350 without them.. In subsequent years white stripes were also used with dark colored body paint.
Many early 1965 cars had the battery relocated to the trunk, which was changed mid-year due to complaints of fumes, and had over-rider traction bars, relocated A-arms, as well as other modifications. A 4-speed Borg-Warner T10 manual was the only transmission available. Dual exhausts exited out the sides via glasspack mufflers. For this one year, the GT350 also had special -rated Goodyear "Blue Dot" tires, named for the prominent blue dot on each sidewall. The 1965 GT350 had a full-size spare tire mounted in place of rear seats, making it a 2-seat-only vehicle, and rode on either silver-painted steel wheels or special cast-magnesium center "Cragar Shelby" 15-inch rims with chromed center caps marked with a stylized "CS". Total 1965 model year production was 562 units.

1966 GT350

For 1966, the GT350 lost its Mustang tag and was marketed simply as the Shelby GT350. The new model year also saw the introduction of non-white colors, including blue, red, green, and black. Other changes included special rear quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side, and optional SelectShift 3-speed automatic, as well as an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. The normal factory fold-down rear seat was optional. While early 1965 cars had black engine blocks, 1966 and later engines were painted regular factory Ford dark blue. The 1966 models came with a dual-exhaust exiting in the rear.
The first 252 GT350s for 1966 began as 1965 Mustang K-Code Fastbacks that had been specifically ordered by Shelby American for conversion into 1966 GT350s; these all had 1965 bodies. They were received in blocks of cars; thus Shelby VINs do not correspond in numerical order to Ford factory VINs.
As a promotional move, Ford leveraged its role as the major shareholder of Hertz to persuade the rental car giant to purchase 1,003 fastbacks, including two prototypes. Four "experimental" GT350 convertibles were also built for test purposes in anticipation of a 1967-1/2 convertible offering. A small number of the consumer sales 1966 models were factory fitted with Paxton superchargers, but not the No-Spin limited slip differential, for an additional $670, the engine was rated at. Total production for 1966 was 2,378 units, including two prototypes and four drag cars, with 1,372 sold to the general public.

1966 Hertz Shelby GT350

The sales arrangement with Hertz for ~1,000 GT350s to be added to its rental fleet included the proviso that after their rental lives were finished the cars would be returned to Ford, refurbished, and sold to the public as "GT350H" models. Most Hertz cars were black with gold racing stripes and rocker panel stripes, although a few were white with blue stripes. The first 85 Hertz cars were available with four-speed manual transmissions and Hertz advertised them as "Rent-a-Racer" cars. During rental, these cars were sometimes used as production class cars at SCCA events, and were rumored to have been returned to Hertz with evidence of roll bars being welded in.
Ford provided another 800 models to Hertz with black paint, gold stripes and black interior, as well as automatic transmissions.
When the Hertz cars were returned to Ford to be prepared for sale to the public, high-performance racing parts were often "lost" before final sale.

1967–1968 Shelby GT350 / GT500

For 1967, the GT350 carried over the K-Code high performance 289 with a 'COBRA' aluminum valve cover. The GT500 was added to the lineup, equipped with a Interceptor V8 engine with two 600 CFM Holley four-barrel carburetors mated to a mid-rise aluminum intake manifold.
Documented plans to introduce a convertible mid-production year were shelved due to supply, production and financial problems that happened as soon as the first cars started to arrive at Shelby's Los Angeles facility in September. By October 1966, Ford took control of engineering and purchasing. A.O. Smith was tapped to fix the fitting of fiberglass components. In May 1967 the decision was made to terminate the California-based Shelby operation. On August 18, 1967, a small carryover Shelby staff, along with the remaining engineering cars, was sent to Ionia, Michigan; Shelby personnel had substantially less involvement after this time.
Notable cars for 1967 include 0100, 0131 and 0139, the first big block Shelby GT cars ordered and built:
  • 0100, the first GT500.
  • 0131, the only Shelby GT coupe built, which was the precursor to the '68 California Special. The original GT500 "L'il Red" was rediscovered in a Texas farm field in March 2018
  • 0139, the only Shelby GT500 convertible built of Goodyear's Thunderbolt tires. No cars other than the prototype were built due to limited interest. The car sold at Mecum's 2013 Indianapolis auction for $1.3 million.
In 1967 Shelby American built 26 K-code Mustang Coupes to the FIA's Group 2 specification. This allowed the cars to race in the SCCA A-Sedan class and the Trans Am series. The 1967 Mustang notchback Group II sedan was Shelby American's competition model for 1967. The same rule that allowed the 1965 GT350 to compete in SCCA's B Production class - no rear seats - effectively kept the Shelby Mustangs out of the Trans-Am series.
For 1968, the Cobra name was applied to both models, which were marketed as the Shelby Cobra GT350 and the Shelby Cobra GT 500. The solid lifter K-code engine was discontinued by Ford, so Shelby used the hydraulic lifter 230 hp 302. It produced 250 HP with the high rise intake but was not equipped with Shelby headers in order to make room for power steering. The early 1968 GT500 used the Shelby installed 428 Police Interceptor with a single four-barrel carburetor rated at 360 HP.

1967 Shelby GT350 and 1968 Cobra GT350

The 1967 redesign made for a heavier Mustang, along with a longer, fiberglass hood, and new front and rear fascias. The design of the original 1965 version was evident, but these styling upgrades gave the car a more aggressive appearance and achieved Carroll Shelby's goal of differentiating his car from the Mustang on which it was based. The separate high-beam headlamps in the grille added more character, while a thin, chrome front bumper sat below a mesh grille with the classic "Shelby GT350" logo in place. The small hood scoop was there to deliver fresh air to the engine. Shelby also included new, horizontal sequential taillights and an integrated Kamm-type rear spoiler. Functional rear brake-cooling scoops adorned the rear quarter panels. Ten-spoke, fifteen-inch, cast-aluminum rims were the wheel choice with Goodyear white-lettered radials.
The GT350 was available with air conditioning and an AM/FM radio. The steering wheel was a wood-rimmed and satin-trimmed design with the classic Shelby logo in the center. Behind this wheel was a very classy-looking set of gauges. A 140-mph speedometer and a 8,000-rpm tachometer were joined along with a smaller analog clock, fuel level, water temperature, and oil pressure gauges.
The 1967 GT350 came with an iron-block, 289-cubic-inch V-8 rated at 306 horsepower and 329 lb-foot of torque. For a pushrod design, the GT350 revved relatively high, with the horsepower peak not in full swing until the 6,000-rpm redline. 1967 was well before modern fuel injection came about, and the car used a single Holley four-barrel carburetor. The true dual-exhaust with H-shaped crossover system came standard with low restriction mufflers and chrome exhaust tips. Power was routed to the ground through a sturdy, four-speed manual transmission with a single, dry-disc clutch. A three-speed automatic was made available as an option. Rear-end ratios were 3.89-to-1 for the four-speed manual and 3.50-to-1 for the automatic. Acceleration was impressive, with a 0-to-60 time of around seven seconds and a top speed of.
Braking duties were handled by 11.3-inch discs up front and drums in the rear. Power assist was standard. The front suspension consisted of unequal-length control arms, coil springs, adjustable tube arms, and an anti-sway bar. Out back was a live axle, with multi-leaf, semi-elliptical springs and tube shocks. The steering was a power-assisted recirculating ball design.
In 1968 the 289ci V8 was replaced with a factory 302 V8 using an aluminum Cobra intake manifold and Holley 600 cfm carb. The 302 had less racing parts than the 289 and was rated at 250 hp. A Paxton Supercharger was available.