www.QV500.com - Shelby Mustang Part 1: GT350 (1965)
 
The Mustang was Ford's biggest commercial success since the golden days of Model T production. Originally conceptualised as a strict two seater, FoMoCo senior executive, Lee Iacocca, realised that its success hinged on volume sales. And volume sales were exactly what Iacocca got, over 22,000 Mustang's being sold within the first day and more than 100,000 rolling off the production line inside four months. Within two years, more than a million would be sold, but come summer 1964, Ford's executives thought the bubble was about to burst.
   

To further enhance the Mustang's reputation, they thought what was needed was a high performance variant, something more akin to the Chevrolet Corvette and a rival to that car on the track. With several years already spent directing proceedings with the Cobra, Carroll Shelby was the obvious choice to develop, build and race the new Mustang. With a brief to construct and race a high-performance Mustang for street and track, Shelby thought the SCCA's B Production class would be an ideal proving ground. Ford commissioned the acclaimed Texan to undertake the programme in August 1964. All GT350's started life on the Ford production line as Wimbleton White K-Code DSO fastbacks with 271bhp 289 V8's and standard black interiors. DSO referred to the unique blend of upgrades these cars were built with, several special bits from the Ford parts bin being added before despatch to Shelby. The front disc brakes were kept, but sintered metallic pads were used instead of the softer stock ones, station wagon drum brakes with larger metallic-lined shoes being added at the back. There were also nine-inch Detroit Locker differentials, under-hood 'Export' bracing and close ratio T-10 Borg Warner four-speeds, these much ligher transmissions being fitted with an aluminum case to save weight.
 
Cars were shipped from Ford's San Jose plant to Shelby American’s Los Angeles facility without hoods, grilles, rear seats, exhaust systems or emblems. Then the transformation really began. The SCCA's B Production rules said that qualifying cars could run either modified suspension or engines, but not both. Shelby opted for the modified engines route and thus suspension was created from existing Ford components. The front-suspension mounting points were re-positioned and the A-arms lowered (reducing ride-height at the front by an inch).
   

The live rear axle was held in place with a semi-elliptical leaf spring and stronger torque reaction arms on top of the axle itself. Adjustable Koni shocks were installed all round whilst there were also rear traction bars and thicker anti-roll bars. Shelby further enhanced the GT350 with a quick-ratio steering rack and oil coolers for the differential, the stock Mustang radiator being replaced with a much bigger one from the air-conditioned Galaxy 500. Finally, the battery was initially repositioned from under the hood to the trunk, but after owners began complaining about unpleasent fumes and corrosion, Shelby reverted back to the original location. Two 15-inch wheel styles were available, white-painted steel items or cast magnesium Crager rims, these having originally been shod with Goodyear Blue Dot tyres. Engines were based on Ford's new Hi-Po 289, this small block V8 already producing a respectable 271bhp direct from the Detroit factory. Once on Shelby's production line, each motor was equipped with a new aluminum Cobra hi-rise intake manifold to replace the stock cast-iron item. A Holley four-barrell 715-cfm carburettor was designed not to starve or flood during hard cornering.
 
There were lightweight tubular Tri-Y exhaust headers that fed straight-through pipes and low restriction glass-pack mufflers, the exhausts being re-routed to exit just ahead of the rear wheelarches. Engines were dressed with a chrome air cleaner, finned aluminum Cobra rocker covers and a cast alloy oil pan. This amounted to 306bhp at 6000rpm, enough for a 138mph top speed and 0-60 in 6.6 seconds. Externally the GT350 could be identified by its hood-mounted air scoop, the front lid having been made from glassfibre and held in place with fastening pins.
   
All were painted in Wimbledon White with Guardsman Blue 'Le Mans' stripes and matching GT350 decals to the sills. Inside, as the SCCA B Production requirements only permitted two-seaters, Shelby was sent all cars bereft of rear seats and instead fitted a simple fibreglass panel that held the spare tyre in place. A dash-mounted pod housed the tach and oil pressure gauge, competition seat belts being combined with otherwise standard seats. Weighing in at 1265kg, this was 102kg less than the stock Mustang. At least 100 production versions had to be completed to meet the SCCA's homologation requirements, so initially, Ford shipped 100 of their specially optioned Mustang's to the Shelby American plant in Venice, California. By September 1964, the first GT350 had been built and amazingly, the 100 production cars required were ready for inspection by December. Homologation was duly granted and in January 1965, Shelby American began moving to their new production facility at Los Angles International Airport. The GT350 made its public debut on January 27th 1965 and the production run was finished by July 9th. 516 had been completed, all of which were left-hamd drive.