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 | | View more photos Chassis Num: 6S254 |
Recently, the car has taken part in European racing events, including the 2000 Tour Auto and the Historic LeMans Classic.
The 345 cubic-inch engine has been tuned to produce 470 horsepower. There is a four-barrel carburetor, roller camshaft, and a 1.65-inch exhaust. Many updates have gone into making this car a noteworthy and viable contender on the racing circuit.
Thirty-seven promotional Mustang cars were taken off the assembly line and given high-performance 289 V8 engines. Two were used to pace the Indianapolis 500 and featured a four-speed gearbox and upgraded suspensions. This configuration would later be offered as the top-of-the-line Mustang. The Mustang was one of the most attractive vehicles on the road. With its performance upgrades, it moved closer into the realm of sports car, though it was often outpaced by other marques such as the Pontiac GTO and the Chevelle. Since the car was labeled as a sedan, it was not allowed to compete in SCCA racing. Rules stated that the car had to be sports car. To resolve this issue, Ford turned to Carroll Shelby to build a version of the Mustang that could comply with SCCA Regulations.
The first obstacles to tackle were to convert the car into a two-seater and improve its engine and suspension. A minimum of 100 cars had to be constructed to satisfy homologation requirements. The 100 car rule was proving a little difficult to satisfy, so the decision was made to create both a racing and a street version. A common suspension was used for both versions. The racing version was given a competition engine. Ken Miles worked on developing the vehicles suspension while Bob Bondurant worked on the vehicles handling. Peter Brock, of Shelby American, was given two fastback cars to develop an identity for the new car that would be identifiable to the public.
Since the 100 car rule had to be satisfied in a short amount of time, the project was put under significant pressure to be completed. The cars had to be completed by January of 1965 in order to compete that season. The cars were given 289 cubic-inch Ford V8 engines and matted to a four-speed Borg-Warner aluminum gearbox. The rear end's were 9-inches and had a 3.89 gear ratio. The Ford and Shelby duo had meet the homologation requirements and were given permission to race in SCCA competition for the 1965 season.
The last fifteen cars, with chassis numbers 94 through 108, of the first batch were created into the racing versions. The standard versions produced 271 horsepower. The fifteen racing vehicles had no side or rear window glass, heater, defroster, interior upholstery, interior headliner, insulation or sound deadening material, or exhaust. All non-essential items had been removed to reduce the vehicles weight.
The second batch of racers had chassis numbers 209 through 213. The final four racers had chassis numbers 527 through 540. This totaled 34 and 26 are believed to have survived in modern times.
The 350 R produced between 325-360 horsepower with a single four-barrel Holley carburetor. Additional improvements to the engine included Aluminum hi-rise intake manifolds borrowed from the Cobra. The wheels were American Racing five-spoke magnesium measuring 15x7. Additional welding to the body increased the body's strength. The front and rear bumpers were removed and a fiberglass apron was added. A hood scoop was added to increase the engines breathing and cooling capacity. Some of the cars had Mustang bucket seats while others, mostly the earliest of cars, were given fiberglass racing seats.
There is sometimes confusion on how the vehicle got its name, the '350'. Shelby had asked Phil Remington what the distance was between the race shop and the production shop. Remington had replied, '350 feet'. The name of the car was given GT 350 and the racing versions had an 'R' attached to the end of its name. Other stories have the birth of the name coming from the engine output or the square root of the total floor area in both factories.
The first Ford Shelby Mustang GT 350 R was sent to the Green Valley Raceway in Texas for Ken Miles to compete in the B-Production race held on Valentines Day. In its inaugural debut, it crossed the finish line ahead of the competition. The car was later made into the Shelby team's test car and used by Jerry Titus to test components in racing conditions. In 1965, Titus won the B-Production Championship.
Some of the earliest privateers to order the GT 350 R were Scuderia Filipinetti, Bob Johnson, and Comstock racing. Mark Donohue drove chassis number 105 and had tremendous success with the vehicle. Many of the cars did rather well in each event that they were entered, often beating their rivals, the Chevrolet Corvette.
The last batch of five cars were hard to sell. The price tag of $5,995 was not cheap but it was a very fair price for such a potent racer. These cars were eventually sold to a group of Peru individuals who ran the cars in competition mostly against each other.
In 1965, the GT 350 R won five of SCCA's six divisions. Jerry Titus won the Championship run-offs at Daytona and became the B-Production Champion. He was followed by many other Mustang GT350Rs. Bob Johnson finished second; Tom Yeager in sixth and Mark Donohue finished in 10th. The following year, the GT 350R repeated its victory this time with Walt Hane driving the winning car and being crowned the B-Production Champion.
The first obstacles to tackle were to convert the car into a two-seater and improve its engine and suspension. A minimum of 100 cars had to be constructed to satisfy homologation requirements. The 100 car rule was proving a little difficult to satisfy, so the decision was made to create both a racing and a street version. A common suspension was used for both versions. The racing version was given a competition engine. Ken Miles worked on developing the vehicles suspension while Bob Bondurant worked on the vehicles handling. Peter Brock, of Shelby American, was given two fastback cars to develop an identity for the new car that would be identifiable to the public.
Since the 100 car rule had to be satisfied in a short amount of time, the project was put under significant pressure to be completed. The cars had to be completed by January of 1965 in order to compete that season. The cars were given 289 cubic-inch Ford V8 engines and matted to a four-speed Borg-Warner aluminum gearbox. The rear end's were 9-inches and had a 3.89 gear ratio. The Ford and Shelby duo had meet the homologation requirements and were given permission to race in SCCA competition for the 1965 season.
The last fifteen cars, with chassis numbers 94 through 108, of the first batch were created into the racing versions. The standard versions produced 271 horsepower. The fifteen racing vehicles had no side or rear window glass, heater, defroster, interior upholstery, interior headliner, insulation or sound deadening material, or exhaust. All non-essential items had been removed to reduce the vehicles weight.
The second batch of racers had chassis numbers 209 through 213. The final four racers had chassis numbers 527 through 540. This totaled 34 and 26 are believed to have survived in modern times.
The 350 R produced between 325-360 horsepower with a single four-barrel Holley carburetor. Additional improvements to the engine included Aluminum hi-rise intake manifolds borrowed from the Cobra. The wheels were American Racing five-spoke magnesium measuring 15x7. Additional welding to the body increased the body's strength. The front and rear bumpers were removed and a fiberglass apron was added. A hood scoop was added to increase the engines breathing and cooling capacity. Some of the cars had Mustang bucket seats while others, mostly the earliest of cars, were given fiberglass racing seats.
There is sometimes confusion on how the vehicle got its name, the '350'. Shelby had asked Phil Remington what the distance was between the race shop and the production shop. Remington had replied, '350 feet'. The name of the car was given GT 350 and the racing versions had an 'R' attached to the end of its name. Other stories have the birth of the name coming from the engine output or the square root of the total floor area in both factories.
The first Ford Shelby Mustang GT 350 R was sent to the Green Valley Raceway in Texas for Ken Miles to compete in the B-Production race held on Valentines Day. In its inaugural debut, it crossed the finish line ahead of the competition. The car was later made into the Shelby team's test car and used by Jerry Titus to test components in racing conditions. In 1965, Titus won the B-Production Championship.
Some of the earliest privateers to order the GT 350 R were Scuderia Filipinetti, Bob Johnson, and Comstock racing. Mark Donohue drove chassis number 105 and had tremendous success with the vehicle. Many of the cars did rather well in each event that they were entered, often beating their rivals, the Chevrolet Corvette.
The last batch of five cars were hard to sell. The price tag of $5,995 was not cheap but it was a very fair price for such a potent racer. These cars were eventually sold to a group of Peru individuals who ran the cars in competition mostly against each other.
In 1965, the GT 350 R won five of SCCA's six divisions. Jerry Titus won the Championship run-offs at Daytona and became the B-Production Champion. He was followed by many other Mustang GT350Rs. Bob Johnson finished second; Tom Yeager in sixth and Mark Donohue finished in 10th. The following year, the GT 350R repeated its victory this time with Walt Hane driving the winning car and being crowned the B-Production Champion.
 |  | View more photos Chassis Num: SFM6S747 |
This car was converted to the 'R' specification in 2004. The exterior was changed from Candy Apple Red to Sapphire Blue with white racing stripes. To prepare the vehicle for racing, the car was given 15x7 inch magnesium American racing wheels, lightweight Plexiglas side windows in aluminum frames with pull cords, full roll cage, fire suppression system, brake upgrades, fully adjustable suspension system, front bumper valence, fiberglass hood, riveted side window covers, racing front springs, carbon brake pads, rear located battery, heavy duty radiator, and more.
At auction, this Model R Conversion sold for $170,500.
The Ford Mustang first appeared in 1964 and was immediately popular for its style and its capabilities. The largest engine offering of the time was the 289 V-8 K-code small block engine which was sufficient but enthusiasts wanted and demanded more power. The base engine was a six-cylinder power plant. The body style configurations included coupe, convertible and fastback. In its first year of production over 500,000 examples were produced.
Ford turned to SCCA racing to stir even more popularity for the car and to prove its true potential. Unfortunately, SCCA rules for sports cars required two seats which the Mustang failed to qualify for since it had seating for four. The Mustang was a new breed with plenty of room to grow and improve. Ford turned to the legendary Carroll Shelby who had aided them in securing a LeMans victory with their GT 40s. He was also well known for his Ford powered Shelby Cobras which had dominated the SCCA circuit for many years.
In order to qualify for homologation requirements, 100 examples needed to be produced by January 1st, 1965. Amazingly, the cars were ready to go by the due date, all painted in Wimbledon White livery with Guardsman Blue stripes. Well, they weren't entirely ready but they did pass the inspection.
Under the fiberglass hood was a K-code engine that had been modified with 715cfm 4-barrel carburetors on high-rise intake manifolds, aluminum oil pans and fabricated tube headers feeding dual exhausts with glass pack mufflers. The engine was concealed with a fiberglass hood. An aluminum case Borg-Warner T-10 four-speed manual gearbox was matted to this potent engines and set power to the rear wheels. Since the Mustang was now packing extra power, the rest of the components were modified to respond appropriately. The suspension was reinforced with front A-arms, rear axle trailing arms, and Koni shocks. The brakes were enlarged and quick steering adapters were installed. Compling with the two seater requirement was easy; the back seat was removed and replaced with a fiberglass package shelf.
In 1965 there were 562 Shelby GT 350 models created with 36 being designated for racing and given the code 'R'. 252 of the 1966 350 GT's were created at the end of 1965 and brought up to 1966 specifications.
There was little changed to the GT350 during the 1966 year. Peter Brock, Shelby's designer, came up with some simple modifications that slightly changed the aesthetics of the car but improved its capabilities. Air-intake scoops were added to force air to the rear brake pads which aided in keeping them cool. The C-pillar sail panel was removed and replaced with triangular windows. Four colors options were added to give the Mustangs a little extra flavor. The rear seats could now be installed as optional equipment and were given the functionality and flexibility of folding down. This allowed them to continue to qualify for sports car racing in SCCA while providing versatility while not at the track. An automatic was also optional though it slightly took away from the appeal of the sports car.
These new options aided the Ford/Shelby duo in selling 2378 examples in 1966.
In 1967 the Mustang body style was altered which meant there was more room in the engine bay. This was also the first year for the GT500 which boasted a 428 cubic-inch engine in true Shelby fashion producing more than 350 horsepower. The GT500 was given a unique front end with hood scoops and center mounted lights. The back of the car borrowed many components from the Thunderbird including the rear quarter scoops, sequential turn signals and the rear spoiler.
Shelby lost the lease for their factory at Los Angeles International Airport near the close of 1967 so operations were moved the Ionia, Michigan under the control of the Ford Motor Company.
In 1968, a convertible option was added to the Shelby line-up, available with either a 302- or 428-cubic-inch eight-cylinder engine. The High Performance 289 cubic-inch V8 was no longer offered on the Ford or Shelby versions of the Mustang. The 302 was standard on the GT350, equipped with an aluminum intake manifold and Holley 600 CFM carburetor capable of producing 250 horsepower. 1968 also marked the year that Ford took over production of the Shelby vehicles with operations moving to Livonia, Michigan.
The styling modifications for 1968 were minor. The front of the vehicle was restyled resulting in an aggressive appearance. The headlights switched back to the single seven-inch unit configuration with Lucas fog lamps positioned inside the grill. The hood was once again a fiberglass unit with repositioned scoops and air-extraction louvers.
The 428 engine increased in horsepower by 5 over the prior year. This was the result of a single four-barrel aluminum intake manifold in place of the prior dual-carburetor setup. To honor this achievement, the GT500 equipped with the 428Cj now became known as the GT500, or King of the Road. The documentation stated the engine produced 335 horsepower when actually it was over 400 with 440 foot-pounds of torque. These were the fastest Shelby production vehicles to date and offered superb handling, braking and most of all, acceleration. Due to the extra power, the brakes were enlarged and new components such as under-hood suspension bracing and staggered rear shocks prevented wheel hop and axle wind-up.
During 1968, 4451 examples were produced. 1253 fastbacks and 404 convertibles made up the GT350 model line. The GT500 was available as a fastback or convertible. There were 1140 GT500 fastbacks and 402 GT500 convertibles produced in 1968. 1968 also saw the production of 933 GT500KR fastbacks and 318 GT500KR convertibles. Only one GT500 Notchback Prototype was produced.
In 1969 Ford ended his agreement with the Ford Motor Company. The GT350 and GT500 continued to be sold into 1970 though little was changed. The 1970 models were actually left-overs from the prior year.
In 2005 at the New York International Auto Show, Ford and Shelby announced their plans for the production of a Ford Shelby Mustang GT500 with sales beginning in 2007. The car will be equipped with a 5.4 liter supercharged eight-cylinder engine with horsepower in the neighborhood of 475. In 2006 the rights to own the first modern Shelby Mustang produced sold at the Barrett-Jackson Collector Car Auction for 648,000 with the proceeds benefiting the Carroll Shelby Children's Foundation.
Ford turned to SCCA racing to stir even more popularity for the car and to prove its true potential. Unfortunately, SCCA rules for sports cars required two seats which the Mustang failed to qualify for since it had seating for four. The Mustang was a new breed with plenty of room to grow and improve. Ford turned to the legendary Carroll Shelby who had aided them in securing a LeMans victory with their GT 40s. He was also well known for his Ford powered Shelby Cobras which had dominated the SCCA circuit for many years.
In order to qualify for homologation requirements, 100 examples needed to be produced by January 1st, 1965. Amazingly, the cars were ready to go by the due date, all painted in Wimbledon White livery with Guardsman Blue stripes. Well, they weren't entirely ready but they did pass the inspection.
Under the fiberglass hood was a K-code engine that had been modified with 715cfm 4-barrel carburetors on high-rise intake manifolds, aluminum oil pans and fabricated tube headers feeding dual exhausts with glass pack mufflers. The engine was concealed with a fiberglass hood. An aluminum case Borg-Warner T-10 four-speed manual gearbox was matted to this potent engines and set power to the rear wheels. Since the Mustang was now packing extra power, the rest of the components were modified to respond appropriately. The suspension was reinforced with front A-arms, rear axle trailing arms, and Koni shocks. The brakes were enlarged and quick steering adapters were installed. Compling with the two seater requirement was easy; the back seat was removed and replaced with a fiberglass package shelf.
In 1965 there were 562 Shelby GT 350 models created with 36 being designated for racing and given the code 'R'. 252 of the 1966 350 GT's were created at the end of 1965 and brought up to 1966 specifications.
There was little changed to the GT350 during the 1966 year. Peter Brock, Shelby's designer, came up with some simple modifications that slightly changed the aesthetics of the car but improved its capabilities. Air-intake scoops were added to force air to the rear brake pads which aided in keeping them cool. The C-pillar sail panel was removed and replaced with triangular windows. Four colors options were added to give the Mustangs a little extra flavor. The rear seats could now be installed as optional equipment and were given the functionality and flexibility of folding down. This allowed them to continue to qualify for sports car racing in SCCA while providing versatility while not at the track. An automatic was also optional though it slightly took away from the appeal of the sports car.
These new options aided the Ford/Shelby duo in selling 2378 examples in 1966.
In 1967 the Mustang body style was altered which meant there was more room in the engine bay. This was also the first year for the GT500 which boasted a 428 cubic-inch engine in true Shelby fashion producing more than 350 horsepower. The GT500 was given a unique front end with hood scoops and center mounted lights. The back of the car borrowed many components from the Thunderbird including the rear quarter scoops, sequential turn signals and the rear spoiler.
Shelby lost the lease for their factory at Los Angeles International Airport near the close of 1967 so operations were moved the Ionia, Michigan under the control of the Ford Motor Company.
In 1968, a convertible option was added to the Shelby line-up, available with either a 302- or 428-cubic-inch eight-cylinder engine. The High Performance 289 cubic-inch V8 was no longer offered on the Ford or Shelby versions of the Mustang. The 302 was standard on the GT350, equipped with an aluminum intake manifold and Holley 600 CFM carburetor capable of producing 250 horsepower. 1968 also marked the year that Ford took over production of the Shelby vehicles with operations moving to Livonia, Michigan.
The styling modifications for 1968 were minor. The front of the vehicle was restyled resulting in an aggressive appearance. The headlights switched back to the single seven-inch unit configuration with Lucas fog lamps positioned inside the grill. The hood was once again a fiberglass unit with repositioned scoops and air-extraction louvers.
The 428 engine increased in horsepower by 5 over the prior year. This was the result of a single four-barrel aluminum intake manifold in place of the prior dual-carburetor setup. To honor this achievement, the GT500 equipped with the 428Cj now became known as the GT500, or King of the Road. The documentation stated the engine produced 335 horsepower when actually it was over 400 with 440 foot-pounds of torque. These were the fastest Shelby production vehicles to date and offered superb handling, braking and most of all, acceleration. Due to the extra power, the brakes were enlarged and new components such as under-hood suspension bracing and staggered rear shocks prevented wheel hop and axle wind-up.
During 1968, 4451 examples were produced. 1253 fastbacks and 404 convertibles made up the GT350 model line. The GT500 was available as a fastback or convertible. There were 1140 GT500 fastbacks and 402 GT500 convertibles produced in 1968. 1968 also saw the production of 933 GT500KR fastbacks and 318 GT500KR convertibles. Only one GT500 Notchback Prototype was produced.
In 1969 Ford ended his agreement with the Ford Motor Company. The GT350 and GT500 continued to be sold into 1970 though little was changed. The 1970 models were actually left-overs from the prior year.
In 2005 at the New York International Auto Show, Ford and Shelby announced their plans for the production of a Ford Shelby Mustang GT500 with sales beginning in 2007. The car will be equipped with a 5.4 liter supercharged eight-cylinder engine with horsepower in the neighborhood of 475. In 2006 the rights to own the first modern Shelby Mustang produced sold at the Barrett-Jackson Collector Car Auction for 648,000 with the proceeds benefiting the Carroll Shelby Children's Foundation.
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com