You may be able to find more information on their web site. This increased emphasis on appearance and styling at the expense of pure performance was a by-product of catering to the new Shelby buyer, who was more sophisticated than the pure “gearhead” buyers of the first-year GT350. Mustang The car’s identity was even carried over onto the owner’s manual, which was now a totally separate booklet on the Shelby GT, unlike earlier years in which the Shelby info was a supplement to the Ford Mustang manual.
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.McHose soon discovered that one of the fun perks of working for World Manufacturer’s Champion Shelby American was his company loaner car, a well-used 1965 GT350 (serial 5S319) that had done prototype duty itself (for the upcoming 1966 GT350).
One third of the valve cover extends over the intake casting, and the pushrods run through cast or machined passages in … Few things determine an engine’s personality more than cylinder heads, camshafts, and rocker arms. The fiberglass parts didn’t fit. at CELEBRITY CARS - Duration: 2:52. 750HP with 100 miles Built by Shelby engine supplier Denbeste for his wife and Signed by Shelby himself!
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). The final topic of the soon-to-be-weekly design progress meetings was the announcement that McHose was inbound from Dearborn to provide styling expertise.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.
Shelby agreed with the stylist’s assertions that the windows did not work, and that the company should abandon the design.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.
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.
The GT500 and featured a new body style, a convertible was available for the first time, complete with a roll bar. Ford had added the 390 cubic inch engine for the Mustang lineup, so Shelby American decided to go one size larger and install the Ford 428 cubic inch engine in their new model.
This wheel became the sole optional wheel for 1968.Like the Mag-Star, the 10-spoke center cap also used a gold SHELBY COBRA decal affixed to a cast-metal cap, which was screwed to the center of the aluminum wheel.Kelsey-Hayes Mag-Star wheels were one of two optional wheels available for the 1967 Shelbys (cast-aluminum 10-spokes were the other). The standard dash incorporated a split oil pressure gauge (above) and ammeter (below) in the right large circular gauge. 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. • Heavy duty C6 automatic transmission • Rebuilt original HD Ford 9” rear differential
Five out of every dozen cars rolled out the door of 6501 West Imperial Highway on Mag-Stars.Built by hand on a hand-built Mustang prototype fastback, the prototype V-738-2 was the first 1967 GT500 constructed by Shelby American and was used for both promotional as well as engineering test purposes.Together, V-738-2 and #03225 represent the first and last 1967 GT500s constructed at 6501 West Imperial Highway.
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