1969 Shelby Mustang GT500

As the 1960s progressed, Ford's Total Performance image campaign continued to gain momentum and would even reach across the ocean to encompass the 24 Hours of Le Mans and the Manufacturer's World Championship. From the drag strips to NASCAR to Indianapolis, Ford vehicles racked up an impressive list of victories. At the helm of many of these successes was an independently-minded Texan named Carroll Shelby. His legendary 289 Cobra had brought the Detroit-based marque some of their greatest sports car racing victories, and the GT40 won the FIA World Sportscar Championship (1966 to 1968). Naturally, his talents were applied to the new Mustang, a vehicle that Shelby initially disparaged as a mere 'secretary's car.' The resultant GT 350 proved quite successful in competition, winning the SCCA's B-Production title three years running in the mid-1960s.

Being a thinly disguised racecar, the Shelby Mustangs initially offered few creature comforts. A host of revisions for 1966 made it more user-friendly for the street and softened its hard nature. With the arrival of the GT500 in 1967, performance and comfort improved further, as it was quicker in a straight line than the race-bred GT350, and the availability of a convertible (beginning in 1968) and a lengthy list of equipment including an automatic transmission, AM/FM stereo, and a functional rear seat suggested that the GT500 was also the Shelby for the street.

The Shelby GT350
The Shelby-modified Mustangs were officially sanctioned and sold through selected Ford dealerships. Ford supplied Shelby with part-completed 'Sportsroof' (fastback) Mustangs, which were finished off at Shelby's plant in Los Angeles. Production began with the GT350 in 1965 powered by a modified version of Ford's 289 cubic-inch (4.7 liter) small-block V8 engine developing 360 horsepower. Optional powerplants produced 340 to 360 hp in competition trim or 400bhp supercharged. The standard transmission on early Shelby Mustangs was a four-speed Borg-Warner manual, though a heavy-duty, three-speed automatic soon became available as an option.

To cope with the increased performance, Shelby up-rated the running gear, incorporating the optional Kelsey-Hayes front disc brakes, stronger Ford Galaxie rear axle, Koni adjustable shock absorbers and alloy wheels. Early examples were devoid of rear seats which allowed them to compete as a two-seat sports car. Visual differences between the standard Mustang and GT350 were initially minimal, apart from a pair of broad 'racing' stripes down the body centerline.

The Shelby GT500
The new 1967 Mustang body shell was designed to accommodate Ford's 390 cubic inch big-block engine; naturally, Carroll Shelby shoehorned an even larger engine into the bay - the Interceptor 428. Conservative horsepower ratings stated 355, but output was closer to 400 with 420 pound-feet of torque.

The FE 428 cubic-inch Police-Interceptor V8
The FE 428 CID (7.0 liter) V8 engine had a 4.13-inch bore, a 3.98-inch stroke, a 10.5:1 compression ratio, a cast nodular iron crankshaft, and an external balancer. Initially, these engines powered some of the 1966 Galaxies and Thunderbirds, and later for some Mercury Cougars and Shelby Cobras.

The FE 428 CID V8 powering the GT500 had an aluminum mid-rise intake and a pair of four-barrel CFM Holley carburetors. The GT500s built early in 1968 used a single four-barrel carburetor and was rated at 360 HP. Transmission options included a three-speed automatic or a Ford Top-Loader four-speed manual transmission.

The 428 Cobra Jet
Launched in April 1968, the 428 Cobra Jet was a performance version of the 428 FE that received a 735 CFM Holley four-barrel carburetor, heavier connecting rods and upgraded crankshaft, a 16-bolt exhaust flange, higher-flowing 427-style cylinder heads, a compression ratio of 10.8:1, a ram-air induction system, and free-flowing intake and exhaust manifolds. This engine was rated at 355 bhp at 5,200 RPM and 440 lb-ft of torque at 3,400 RPM.

Styling
The 1967 Shelby GT350s and GT500s were distinguished from the standard Mustang fastbacks by extensive use of fiberglass, including a scooped hood, dual side scoops, ducktail trunk lid, rear quarter extensions, and a rear panel with horizontal 1967 Cougar tail lights.

Production
The first of the 1967 Mustangs began arriving at Shelby's Los Angeles facility in September, but supply and financial problems prompted Ford to take control of engineering and purchasing by October 1966. By May 1967, the California-based Shelby operation was terminated, and a few staff members were sent to the A. O. Smith Company's plant in Ionia, Michigan, to help with production. In 1968, production of the Mustangs destined to become Shelby's was switched to the Metuchen assembly plant in New Jersey. The cars were shipped to A. O. Smith's facility in Michigan where they underwent modifications conforming to Shelby's specifications before being sent to authorized Shelby-Ford dealers around the country.

In the summer of 1969, Carroll Shelby terminated his agreement with Ford. No production of 1970 Shelby GT350 and 500 models was undertaken. Unsold 1969 models received 1970 vehicle identification numbers under FBI supervision. A total of 789 were re-VIN'd.

Shelby GT500 Production Figures
1967: 2,048 Shelby GT500 Fastbacks
- a single coupe and Convertibles

1968: 1,140 Shelby Cobra GT500 Fastbacks
- 402 Shelby Cobra GT500 Convertibles
- 518 Shelby Cobra GT500KR

1969: 1,536 Shelby GT500 fastback (now officially known in press releases as the SportsRoof)
- 335 Shelby GT500 Convertibles

Revisions and Updates
1968
The Cobra name was applied to both the GT350 and GT 500 for 1968.

A convertible joined the fastback, and along with the drop top, it had covered roll bar with inertia-reel shoulder belts.

Styling revisions to the 1968 GT500 include the head and tail lamps, and the rear turn signals were sourced from the 1965 Thunderbird. The deck lid carried a new spoiler. Interior updates were minimal, with a new Cobra embossed center console lid, and wood grain trim and dash paneling.

The GT500s, built in 1968 with the Cobra Jet engine, were known as the Cobra GT500 KR, with the 'KR' initials representing King of the Road. A total of 518 customers ordered the GT500KR in 1968.

The exterior of the 1968 Shelby GT500 could be finished in Wimbledon White, Acapulco Blue, Raven Black, Lime Gold, Gold Metallic, Dark Blue Metallic, Candy Apple Red, Fleet Yellow, or Highland Green. The list of interior choices was much shorter and offered in black or saddle.

1969
The Cobra tag was dropped, and they were once again marketed as the Shelby GT350 and Shelby GT500.

The 1969 GT500 received a longer front end, unique grille, 7-inch headlights, and an aggressive hood with five NACA-style scoops, three for air inlet and the other two for air exit. The special hood replaced the complicated shaker hoods of the previous years, supplying cool air directly to the engine air intake and two extractors at the back of the hood relieving underhood pressure and exhausting heated air in front of the windshield.

A scoop behind the door and in front of the rear wheel arch funneled air to the rear brakes. A surface duct behind the headlights helped continue the performance theme. The standard wheels were unique 5-spoke Mag Stars with alloy centers and chrome steel rims. The area under the bumper where standard Mustangs carried their license plate contained two rectangular outlets for Shelby's dual exhaust system. The rear panel contained a set of 1965 Thunderbird sequential taillights with the rear license plate placed between them and included a small ducktail spoiler.

The interior contained a two-point padded rollbar, racing harness, and special trim. The convertibles had a standard cross-shoulder seatbelt. Using Ford's Deluxe interior package, the interiors featured simulated wood grain accents, a three-spoke wood-rimmed steering wheel, and high-back seats. The oil pressure and ammeter gauge were relocated below the radio, making room for the large speedometer and tachometer.

Several of the previous year's colors returned in 1969, including Wimbledon White, Acapulco Blue Metallic and Candy Apple Red. New colors included Black Jade, Competition Red, Royal Maroon, Silver Jade, Black Jade, Gulfstream Aqua, and Pastel Gray. Additionally, there were four special colors of Grabber Blue, Grabber Green, Grabber Orange, and Grabber Yellow. The interior colors were red, white, or black.

1970
The so-called 1970 Shelby Mustangs received a front chin spoiler and a pair of black hood stripes. Mechanical changes were primarily reserved for emission compliance, and the distributor in both the GT 350 and GT500 was changed to a 1970 version. The carburetor on the GT500 was marked 'ed' (edited) on tag.

by Daniel Vaughan | Dec 2024