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Product Description:Reproduction of the original aluminum plates that were stamped with each cars unique Shelby or Mustang serial number. This 1967 Shelby Mustang GT500 has just been pulled out of dusty storage after 15 years as part of an estate sale. The interior if the car is in very nice shape with the only real modification being a T-handled Hurst shifter. Member: Mustang Club of America #82740, White Mustang Registry #362, NMRA, Fun Ford Weekend, Mustangs of Burlington MOOG Certified Technician For mods and sound clips, see profile and gallery.
The following errors occurred with your submission Okay Message: Options Quote message in reply? In order to be able to post messages on the Ford Mustang Forum forums, you must first register. Please enter your desired user name, your email address and other required details in the form below. Confirm Password: Email Address Please enter a VALID email address for yourself, otherwise you will not receive the necessary confirmation email needed to confirm, validate and activate your new AFM member account. Failure to provide a VALID email address, will result in the cancellation of your new AFM member account registration. The first Ford Mustangs were introduced at the New York World's Fair on April 17, 1964 to rave reviews.
The new Ford Mustang had been selling extremely well off the showroom floor, but it was far from a sports car and was not going to be considered as an addition to Ford's "Total Performance" program. The 289 Cobras were dominating their class in the national SCCA races and were in the midst of giving Ferrari a run for the World Championship title with their new Peter Brock designed Daytona Coupe. Shelby contacted John Bishop, the executive director of the SCCA, in the summer of 1964 and brought up the subject of what was needed to make the Mustang race worthy. Shelby relayed his findings to Lee Iacocca at Ford, who gave Shelby the go ahead on the project.
Cantwell, who was active in the Detroit region of the SCCA and on its Board of Directors, was interested in the idea so he flew out to Shelby American for an interview and met with Peyton Cramer, Shelby American's General Manager.
At this point, Shelby had less direct participation in this project because his plate was already full with both national as well as international racing. The engineering responsibility and coordination of the final parts design for putting together the GT350 Mustang, as we know it today, was mainly placed on the shoulders of Cantwell. Cantwell added further information about how these two cars were used, "The two HiPo 289 Mustangs had been tested at Willows Springs with race engines, new suspension settings, traction bars and some other pieces to be used in the GT350 design.
A short time after Miles was finishing up with the pair of notchback Mustangs for their suspension development; another pair of white fastbacks was delivered to Shelby American in early fall 1964.
It is safe to say that hot rodding was born in Southern California during the late 1940's and early 1950's. Cantwell enlightened us on the drafting of the GT350 parts, "Design drawings of some of the critical fabricated GT350 parts, like the traction bar brackets were developed.
By this time we feel there were already three stock white, HiPo 289 Mustang fastbacks at Shelby American. An area we are not sure of is if two of the first three cars that were destined to become R-models were already stripped of hoods, interiors and sealer at the San Jose plant? In recently viewing 5S003, it was noted there was no seam sealer in the trunk, but there was along the underside of the floor pans. What we do know is that two of the cars became factory racecars, one was the B production 1965 champion and later was tagged SFM5R001, the other was the first race car produced which became the developmental race car "mule", initially referred to as 5002 and was later tagged SFM5R002. The initial groundwork of the GT350 program had already been set up, with Miles working on the suspension modifications while Brock was involved in the car's exterior, graphics, and badging. I always thought these 100 or so cars had to be fully operational GT350's, but again from the SAAC registry, a lot of these cars did not run through the GT350 production line until February 1965, the last ones of that batch were not being finished until late April 1965. The December 12, 1964 issue of Competition Press confirmed this by describing for the first time in SCCA history that they were requiring certificates of production from manufactures before finalizing their decision to classify a new car for racing.
The 427 Cobras were not homologated by the FIA for the 1965 racing season, the cars had not arrived in sufficient numbers from England, but it did debut with Bob Bondurant driving CSX3002 along with Miles driving 5R002 at Green Valley, Texas in February, 1965.
Since it was already determined that Shelby was not going to have enough time to produce the 100 cars needed, the question was posed to the SCCA; what constituted the level at which the cars had to be completed? The other area which is a little gray is the fact that the vacant lot between the two Shelby American Venice plants was able to fit maybe 50 of the Mustang fastbacks there, but where could they put all the rest? Two large aircraft hangers were leased from North American Aviation at LAX on January 1, 1965 for $8,800.00 per month. The Mustang that would become SFM5S003 was ordered on October 26, 1964, the original Ford door tag is still present on the drivers side today. To our best knowledge, we feel 5S003 arrived at Shelby American with a Ford toploader transmission since that is how ALL HiPo 289 Mustangs left the San Jose Ford plant. Another point to remember is that these three initial cars arrived at Shelby American without the export brace. The second addition which proved to be the most beneficial in reducing flex while increasing the rigidity of the engine compartment came in the form of the export brace.
As a side note, there were several advertisements placed by Shelby American in Autoweek and Competition Press in 1966, attempting to sell their accumulated supply of factory Ford 289 intakes, autolite carburetors and chrome HiPo 289 valve covers. Unfortunately, there is very little Shelby American factory paperwork on the evolution and development of this first streetcar. Like Cantwell, Brock was also at one time involved at General Motors but he was in their styling department. The Daytona Coupe ended up being the weapon Shelby needed, narrowly missing the World Championship in 1964, but winning it decisively in 1965. Although this web site is devoted to the 1965 GT350 Mustang, it is difficult not to bring into the picture other projects and the people involved in those areas since it is was all contained within Shelby American.

When Cantwell came on board, the styling development of the GT350 project was the responsibility of Brock and Skeet Kerr. When the initial groundwork was finished for the front and rear suspension as well as the design work for the exterior of the car, three HiPo 289 fastbacks were ordered to Shelby American. At this point, there was still not a toggle switch mounted for the horn, which in later development was located to the right of the stock Mustang instrument cluster. Once 5S003 was shipped to Cragar wheels on March 9, 1965 to receive its special sand cast, large hub, prototype Cragar wheels, it was Brock who designed the "CS" center caps.
Shelby proudly displayed his new creation to the automotive press at Riverside Raceway on January 27, 1965. For an additional $1,100.00 over what a regular 1965 HiPo 289 GT fastback cost, you got a complete package in the GT350 Mustang.
By May of 1965, the moving of Shelby American from its previous location at 1042 Princeton Drive in Venice to its new home at 6501 West Imperial Highway in Los Angeles was preceding along smoothly. Factory Shelby American records dated March 9, 1965 describes 5S001 (listed in this way, due to "SFM5001" being written on the car's firewall and the absence of a GT350 vin tag which SFM5S003 was inadvertently put on the car some two months later), being sent to Cragar Equipment as a "borrowed car". Drawing back to the birth of the 260 Cobra, when there was only one car finished, Shelby had it repainted a different color for the next insuing magazine to test the car, this gave the perception that there was more than one Cobra.
Brock took 5S003 as well as either Eric Hoopingarner or Kerr to Coldwater Canyon in Beverly Hills, California for what was to produce the photos used in the initial GT350 factory ads, as well as gracing the pages of several automotive magazines carrying road tests on the new GT350. A second ad featuring a photo of 5S003 was a head on shot, which became a widely publicized photo with a different caption. Another group of publicity photos were taken of 5S003, this time the location was at the Shelby American factory at LAX and the driver was the other instructor from the Shelby School of High Performance Driving, John Timanus. An April 19, 1977 Old Cars Newspaper shows the only photo I have seen of 5S003 going around a different set of cones this time from the passenger side with the early Cragars still present. Other detailed photos were taken of the engine compartment, trunk, and even the underside of the new GT350. John Christy, editor of Sports Car Graphic was no stranger to Shelby American, he was one of the first people to drive CSX2000, the first 260 Cobra built. Shelby American benefited from the positive feedback it received from the various national automotive magazines after they had road tested the new GT350.
On May 20, 1965, a memo at Shelby American was passed from Chuck Cantwell to Dick Lins and Gary Pike, two Shelby American employees. One of the photos in the press packet shows three rows of finished 1965 GT350's, a small piece of paper was taped to the front windshield of each car listing its GT350 serial number. One of the photos in the race division shows seven R models in various stages of completion and one street GT350. Taking one item at a time , it is safe to say, that when 5S003 left Shelby American it looked just like any other street GT350 at that time. We are not sure what "special Ford mirror" was once placed on 5S003 while at Shelby American, but it appears to be a Talbot jr.
The removal of the painted side emblems refers to the Brock designed "GT350" located behind the headlights, once unique to 5S003, is no longer seen in the race shop photo. Cantwell feels "Removing prototype clay scoop" was referring to a mocked up clay side brake scoop, similar to the one that was done on the Jerry Titus R model and perhaps another car for the prototype 1966 model. The filling of the minor holes in the body may, as Howard Pardee suggested, mean to be a second attempt at making the holes flush where the original Mustang emblems were mounted on the side of each fender. As Schwarz, recently told us, " It was when we were getting ready to move to the airport facility from the Venice plant. A short time after purchasing 5S003, Moir heard something rattling near the back of the car.
Moir modified the car with some of the 1966 GT350 features as well as installing a roll bar and fabricating an R model gas tank. We are going to continue to do research on 5S003 until all leads, no matter how small, are explored. Branda Shelby & Mustang Parts has been your source of restoration parts and accessories for 1965-73 Mustangs, 1965-70 Shelby and Cobras since 1975. The original 428 engine has been replaced with a 390 V8 that has thrown a connecting rod and has a hole in the block. We’d go with the earlier Hurst Competition Plus for a cleaner look, and leave the rest as-is after a good cleaning. A blitz of television commercials on ABC, CBS and NBC the day prior to its introduction, as well as having 11,000 Mustang press packets sent to newspapers and magazines throughout the United States fanned the fire. With Shelby's previous racing career, his vast contacts within the racing and automotive community, as well as his experience on how to promote a new car, it would have been difficult to have found a better person for the job.
These three Mustang fastbacks had "SFM5001", "SFM5002" and "SFM5003" written on their firewalls with a red felt pen.
Bruce Junor was given the daunting task of moving the Shelby American business from it's original Venice location to the buildings near LAX.
Cantwell toured the San Jose plant with Sam Smith and Jack Khoury (the GT350 production manager) in order to establish a final build configuration for the street and race GT350's. This is where Cantwell first noticed the export brace being placed on cars being shipped outside of the United States. These intakes and carbs powered the Mustangs off the San Jose production line, onto the Hadley transporters destined for Shelby American and then eventually moving the car to the GT350 production line where they were removed in favor of the Cobra intake and 715 Holley carburetor. Thankfully, we still have a couple of the key factory employees who were involved in the GT350 project with their minds still intact after 40 years (2004). Deke Houlgate was Shelby American's public relations director in the early years, later taken over by Max Muhleman and his assistant Gordon Thorne. The image they were trying to achieve with the new GT350 was to still have the general appearance of the recently introduced fastback Mustang, but that it was to look a little cleaner and more purposeful.

Later in production, he was the person responsible for the small GT350 emblem near the rear passenger taillight.
Valentine's Day Massacre at Green Valley, Texas when he came in first place in the first race the GT350 was entered in. This time the Brock creation started out by stating, " Precise control takes on a new meaning behind the wheel of Shelby American's new Mustang GT-350!" There were multiple photos taken at several different angles and elevations taken during this shoot.
He spent some time at Shelby's School of High Performance Driving as well as being active in SCCA racing.
Upon returning to Shelby American from his extensive road trip, he immediately purchased one, which turned out to be 5 015, the first regular production GT350 built.
In May 1965, Car and Driver, Road and Track, Motor Trend, Motorcade, Car Craft and Road Test all published road tests on the GT350. There were now plenty of GT350's rolling down the production line, all the necessary publicity photos had been taken and the development of 5S200 and 6S001 had begun in order to determine the styling changes for the new 1966 GT350.
This entails removing the special Ford mirror, removing the painted side emblems, adding lower stripes, removing prototype clay scoop, removing prototype quarter window assembly and replacing with original grille assembly, filling of minor holes in body.
For the actual GT350 production cars, the front fender holes were simply deleted during production by the use of six cylinder Mustang fenders being specified.
The noise was tracked down to beneath the rear shelf, when the rear shelf was removed an unused 289 Weber intake manifold was found!
Our selection of Classic Mustang Parts and Accessories is one of the largest in the country. These three cars did not receive their Shelby American serial numbers and VIN tags until late May, early June 1965.
Originally, Shelby felt the buildings were too large for their needs but Junor felt they were ideal. We have briefly talked about the importance of Cantwell, lets take a look at another vital person in the development of 5S003, Peter Brock. The year was 1957 and eventually Brock worked on what was later to be known as the Corvette StingRay. The race produced my favorite photos of an R model, 002, with all four of its wheels off the ground. It was natural for him to be one of the first to get his hands on a GT350 and it turned out to be 5S007. It is not uncommon for prototype cars to be destroyed, at least at large automotive factories, after it is determined they have completed their original intent. Only negative to say is that door handles have been shaved and exterior door opening is handled by a remote. The 427 Cobra project was also just about to begin, and oh, the Sunbeam Tigers were already being produced and raced.
What sold Junor was the fact the facilities were free span, meaning they were no vertical supports to get in the way. Brock ended up moving to California and purchased a house adjacent to Riverside Raceway while he was still in the Air Force, stationed at a nearby Air Base. As you can tell, Shelby American was very busy, and for those who have visited the original factory buildings, things were quite cramped in late 1964.
Ken Miles, Shelby American's Team Cobra driver and Competition Director, had built and tested two white 1965 Mustang HiPo 289 notchbacks with another Cobra Team driver, Bob Bondurant, as well as input from Klaus Arning, Ford's Chief Suspension Engineer.
How many other stock Mustang parts, such as the hood, were still on 5S003 when it arrived at Shelby's Venice plant may never be known, unless the employee(s) who removed these parts is located. The prototype Cragar wheels were removed and the car left Shelby American with four Kelsey Hayes steel wheels, which is the way Moir remembers purchasing the car.
So two VIN plates contained an "R" in the serial number and one VIN tag had an "S" present. Modifications to the inside of what would later be the street car division of the new plant included construction a large "U" shaped grease pit which meant the cutting of the existing concrete floor and reinforcing the pit walls in concrete. Smith also determined it to be more cost effective to have Borg-Warner ship the aluminum transmissions directly to the San Jose Ford plant and have them installed in the cars as they progressed down the production line rather than to have the transmissions installed later at Shelby American. The fenders had been flared and the car was repainted several times so Moir stripped the car back down to bare metal and repainted it to the original colors. Subsequent production cars were produced with emblems deleted so like the 6-cylinder Mustangs, the holes were never drilled for emblems.
While 5S003 was recently on a hoist, we looked from underneath at the inside of the properly date coded passenger side front fender and did locate at least three holes that were filled (two were in a vertical orientation) near the lower section of the fender. It didn't help that Benny Howard, the designer of the famous Howard racing planes of the 1930's and by this time was a well respected figure in aerodynamics (of airplanes) also told Shelby the Daytona Coupe design would take over 500hp to reach 180mph. The need for a tachometer for the 1965 GT350 is an example of an item that Nuznoff was responsible in finding a manufacture whom could meet the production specifications.
If that was not enough, they had to have 100 of them "ready" for the new homologation certification rules into B production racing by January 1,1965.
There was also a separate "show car" preparation facility used for the detailing of cars used in advertisements, public relations, and car shows.
That gave Shelby, with Ford's backing, just five months (August 1964- January 1, 1965) to get the job done.

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