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- Member for
- 8 years 38 weeks
Recent Comments
|5 years 8 weeks ago
Most college track teams have camps. Generally it will cost $ for them to go but its well worth the exposure. Beyond that I hate to promote AAU anything but it is a good way to get your really great athletes on a national stage.
|5 years 15 weeks ago
|you might as well
rename it the Austin Jackson/Brett Gardner league
|5 years 15 weeks ago
or AVG?
|5 years 15 weeks ago
No homeruns? Really?
|5 years 15 weeks ago
|yes please.
|5 years 16 weeks ago
I played RB/LB in high school. Had 1500 yds and 27 TDs in 7 games as a senior in 2000. As a white RB, I did what most white RBs (not named McGuffie or Shallman) do and took a football scholarship to play defense at a small 1AA college. Played all four years in college, started 3, moved from starting FS as a Soph to starting SS as a Junior and starting OLB as a senior. I graduated and was a Graduate Assistant for one year. I followed that up by working on films doing sports stunts and choreography (We Are Marshall, Leatherheads). Eventually found my way back to coaching and took a DC job at a high school in Georgia, where I've been for the past 3 years. Currently working on my Masters.
|5 years 22 weeks ago
|I'm worried that this
is another Pouncey-like recruitment. Meyer told him to say he was a life long FSU fan to look like a big win for UF. With his best friend and godfather's son committed to Ohio, I really hope this all isn't a ploy for Meyer to make a recruiting statement. Too many things are going well right now. I'm officially in Paranoid Lloyd mode.
|5 years 24 weeks ago
|was Charlie Strong his recruiter?
i'm pretty sure Denard was recruited as a DB at Florida. this would leave room to assume that someone other than urban was recruiting him. its safe to assume that urban was much more involved in the recruitment of QBs. After seeing the recent recruiting success of Charlie Strong at Louisville(of all places) it leaves me to wonder.
|5 years 25 weeks ago
|Does anyone know
the title of the book?
|5 years 27 weeks ago
|Michigan Fan in SEC country
Saban is to defense as Rodriguez/Meyer are to offense. I have friends throughout the college coaching ranks that all study his philosophies. Most, if not all, have something in their gameplans that is Sabanesque. Any amount of time picking Saban's brain is time well spent. As a defensive coordinator myself, I would kill to be a fly on the wall of that film room. Mattison/Saban = the Aristotle/Plato for meatheads.
|5 years 48 weeks ago
|How about...
Burrested Development - for Plaxico's return season lol
|6 years 8 weeks ago
|As frustrating as it is...
I believe Darius is going to do whatever John Wall tells him to do.
|6 years 9 weeks ago
|i'm indifferent.
Oh how I hate Ohio State, but right now I think the B1G needs ying AND yang.
|6 years 22 weeks ago
|ninja babies
ninja babies
|6 years 22 weeks ago
|After polling the fanbase,
After polling the fanbase, this is their reaction:
|6 years 23 weeks ago
|since GERG swam with the
since GERG swam with the fishes
|6 years 24 weeks ago
|6 years 24 weeks ago
|I guess it's official!!!
|6 years 24 weeks ago
|all speculation...
But of the 6 recent choices I will rank them:
1. Gruden
2. Stoops
3. Orange and White Housecat (if he graduated from Michigan)
4. Hoke
5. Orange and White Housecat (if he is a she, has been spayed, didn't go to UM and while I'm at it let's throw in some rabies)
6. Les Miles
|6 years 24 weeks ago
|oh twitter...
*sigh* Twitter makes my head asplode. More rumor mongering. Not sure what to think.
SOURCES: Oklahoma head coach Bob Stoops offered Michigan job OKLAHOMA FOOTBALL NEWS REPORTS
|6 years 24 weeks ago
|Les Miles is the laughing
Les Miles is the laughing stock of the SEC. He took over a team once removed from a national championship (and loaded from freshmen to senior class with top tier talent). This is not the move to unite the fanbase. We are just adding gas to the "Michigan Man" fire. Coaches who don't have the right lineage are going to be afraid to come here from this point forward. Fans who didn't graduate from Michigan are going to do the same. For a former CEO this sure doesn't seem like a hire to help our national brand. All that to say I would keep RR over Miles anyday.
|6 years 24 weeks ago
|Les Miles is the laughing
Les Miles is the laughing stock of the SEC. He took over a team once removed from a national championship (and loaded from freshmen to senior class with top tier talent). This is not the move to unite the fanbase. We are just adding gas to the "Michigan Man" fire. Coaches who don't have the right lineage are going to be afraid to come here from this point forward. Fans who didn't graduate from Michigan are going to do the same. For a former CEO this sure doesn't seem like a hire to help our national brand.
|6 years 25 weeks ago
the "who the hell is jim harbaugh" comment was a joke. Sorry for posting something worthy of being mgopoint raped.
|6 years 25 weeks ago
|who in the hell...
Who in the hell is Jim Harbaugh???
|6 years 29 weeks ago
|is Urban Meyer...
...the Brett Favre of coaches?
|6 years 39 weeks ago
|how about former recruits on the roster?
Looks like UNC is all but guaranteed the hammer. When it comes down do we have any shot at Mywan Jackson?
|6 years 43 weeks ago
|How about DB getting back at me
I was shocked to see that DB answered this email personally. Just another reason I'm going to cast all my fears aside and be All in for Michigan and DB.
Please don't take THE GAME
That game is why students attend Michigan. It is why elite football players travel north to play in the freezing cold rather than go to Miami or USC to soak up the rays. The last few years have been hard on everyone. Taking this away from us would break everyone's heart. I can't imagine a year without that game to look forward to. We could be 3-8 (wait we were 3-8) and I was waiting with baited breath for the kickoff of that game. I know some unfortunate intern or assistant will have the good pleasure of reading this and copying and pasting some uninformative and even less passionate response. I know that that intern will tell me about you and you're knowledge of Michigan football and The Game. I just can't see the logic. Probably money.
Barely Optimistic,
Re: Please don't take THE GAME
Thanks for helping me understand the importance of the Michigan – OSU game. I appreciate your thoughts on the topic….
I don't do interns and I answer my own email. You were wrong about that….and you are wrong that the scheduling issues we are working through are about money. They are not. They are about the management of competition… and there are 12 different universities and their A.D.'s and Presidents joining up with a building full of conference officials – all of whom are looking to protect their own interests and needs as it relates to scheduling rivalries and games.
I suggest you just relax….students will continue to attend Michigan….try to be just a little optimistic….and see what we are able to work out.
Go Blue!
|6 years 45 weeks ago
|Denard = Dilithium Powered Cover Corner
Denard goes to corner and instantly becomes the fastest corner in the Big Ten. Now either Tate starts or they split reps and Denard plays both ways. I vote that Denard starts at QB and his dilithium powered dreads start at corner.
I began this post sarcastically but the more I think about it.....
Ya know with the progression of a quality backup in DG maybe just maybe....
Okay I'm officially grabbing at straws.
|7 years 2 weeks ago
|Not to be devil's advocate...
...but isn't that the school that let Tommy Lee in? For what it's worth, I'm actually a fan of the addition of Nebraska.
|7 years 15 weeks ago
|I feel like the past 3 years....
have been an ongoing episode of Lost. Losing is represented by the island and everytime it looks like we're about to get off they break my heart. Locke kills someone, Turner hits a 3, Linus lies again, Roundtree gets chased down from behind, Linus stabs Jacob in the heart, the Freep stabs Ann Arbor in the back. MAKE IT STOP!!!


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When I was younger (~12 - late teens), I was REALLY into mountain biking. After riding several lower end bikes into the ground, my parents and I decided it would be best to go all out, and get one that would be able to handle heavy use (and a heavy rider) for several years. I actually had a pretty good amount of money saved up, as I'd been getting paid to work on family members' and friends of the familys' cars since I was about 12. Between that, and help from my mother, in 2004, I bought a Giant AC-1. For a 16 year old, that was like getting a Ferrari for a first car. It was a $3,000 bike, and over the next few years, I put about $800 into it in upgrades.
On Easter Sunday, 2009, I rode it to my grandmothers for dinner, and put it in her inside hallway. There are 2 doors between the sidewalk, and where the bike was, and you can hear them being opened from upstairs. When I went downstairs to leave, the bike wasn't there. I figured one of my cousins took it for a ride (them and my aunt live on the first floor of my grandmothers house. ...Nope, the bike was gone. At the time, my grandmother had Meals On Wheels, and we heard the doors once when the meals were delivered, and that day, it wasn't the usual driver. I drove down to the bakery that delivered the food, I was so pissed, I almost wanted to drive through the front door. They had already closed, but I banged on the door until the manager came out. I explained what happened, he told me he didn't like the kid, but we had no proof, so there wasn't much we could do. We filed a police report, and my grandmother claimed it on her house insurance. I got a "measly" $1,000 for it.
...Today, I was out, my phone was about to die, so I was going to go home to get the charging cable, as the one in my car had broke. Then I decided to just go buy a new one for the car. I drove to RadioShack, and a fairly distinctive and familiar tire sidewall caught my eye. I looked for a second... "That kinda looks like the ones I had on my bike". I looked for a second more, and noticed it was attached to a huge, flat black and bare aluminum mountain bike... "THAT IS MY BIKE!!!" I pulled right into the fire lane in front of the store, jumped out, and started looking at the bike. I immediately knew it was mine, most of the parts I had installed were still on it. Less than 30 seconds later, a guy walks up behind me, and just kind of looks at me. With my hand on the handle bars, I asked where he got the bike. He looked at me, puzzled for a second, and then told me it was his brothers, and he got it from him 7 years ago. "Oh yeah? Well where'd he get it? Because it's MINE.
To make a long story slightly shorter, I called the cops...about 5 times, and after about 45 minutes, they showed up. In that time, I had to tell the man several times that he was NOT leaving, and not taking the bike with him today. When the cops got there, I explained what happened. The guy repeatedly said he had paperwork, but refused to even call his brother. The cops seemed stumped as to what to do. I asked the officer, that since the bike was unlocked when they got there (it was chained to 2 other bikes when I got there), and I was the one standing next to it, and neither of us had paperwork on it, if there was anything they could do legally, if I got on the bike, and rode it home. "It's kind if a catch 22, we really can't do anything either way", he said. "Well he isn't taking it home. Either I'm taking it, or you are" and I asked him to take the bike into custody. I went home, found the manuals on the bike and the manuals of some of it's parts, took them to the station, and had them pull up the police report...
The bike's back at my house now .
It's a little scratched up, (it only had 2 TINY marks on it before it was stolen), and a couple of things are missing. A few hundred bucks, and it'll be back to how it was, other than the scratches.
- 08-31-13 03:29 AM #2Cadillac Owners Master
- Automobile(s): 06 CTS Sport/Luxury package
- Join Date
- Apr 2009
- Location
- Ledyard, CT
- Age
- 38
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- 9,302
Re: I'm taking my toys, and going home!
Great story with a happy ending... Now write down the serial number, take a picture of it. Do whatever just in case it happens again.
I read a similar story the other day, here it is. http://www.thestar.com/news/gta/2013..._own_bike.html
Glad you got it back, even after all of those years.
Re: I'm taking my toys, and going home!
Awesome! I mean other than demonstrating just how useless the police are these days.
Post some pics.
Re: I'm taking my toys, and going home!
Woot !!! Happy Labor Day !
Re: I'm taking my toys, and going home!
What a great story!
Re: I'm taking my toys, and going home!
Talk about finding a needle in the haystack. Now go out and get a lottery ticket.
- 08-31-13 10:23 AM #8Cadillac Owners Connoisseur
- Automobile(s): '07 CTS 3.6 FE5 Blk/Blk 'Nadine'
- Join Date
- Jun 2010
- Location
- Northeast
- Age
- 70
- Posts
- 1,082
Re: I'm taking my toys, and going home!
So, are you going to return the 1K to the insurance company ?
Hmmmm ?
Re: I'm taking my toys, and going home!
Sorry it was stolen in the first place, but glad you found it and now it is back in your possession! Are you still riding?
Re: I'm taking my toys, and going home!
HELL YEAH!! That is an AWESOME turn of events MC! Good for you dude! Glad you got it back!!
Thanks everyone!
orconn, believe it or not, I've only ridden friends bikes very briefly after working on them. I'm definitely going to start riding again though.
This guy was a moron. He removed the bottom bracket cassette (the bearing assembly that the pedal crank arms bolt to) at some point for some reason, and reassembled it incorrectly. Which made it off center ~3/4", which made the left crank arm scrape the left, lower suspension arm. I fixed it. There's a good little chunk of aluminum shaved off of the arm. It's not structural, but if the arm's still available, I'm going to replace it.
He got rid of my nice gel seat, and the seat post. He put on a seat post that was nowhere near the right angle, and the front of the seat he installed (which was barely padded and loose) stuck WAY up in the front. ...Since I'd really like to have children in the future, I got a new gel seat, and adjustable angle seat post.
My very nice, matte finish carbon fiber handlebar ends are missing, along with my bar grips. He installed some cheap rubber grips, with no bar ends. Apparently he just layed the bike on the ground all the time, as the end caps are all chewed up. I'll have to find some new carbon bar ends that I like, and probably a carbon bar too, just for looks. ...And probably some shifters, as they're scratched too.
The front caliper and lever/master cylinder were off when it was stolen, so that wasn't him. I had them off for cleaning, the pads were getting hung up and rubbing.
It doesn't seem like he messed with any of the suspension settings, which is good, because there are settings for compression, rebound, internal air pressure, and spring preload. Not something I enjoy doing.
Some pics after the new seat and post:
When we texted yesterday and you said you got your bike back I was like awesomely happy for you when I found out it was a Giant I was like awesomely jealous of you. I always had giants they are my favorit. The giant. Iguana models where awesome

subset: commoncrawl


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Just $5 Saves a life!
I've been asked by the Leukemia and Lymphoma Society to get involved in something that could effect any of our loved ones - help kids with blood cancer. The money raised is used for research and helps families pay for their medical treatments. I'm asking for $5 from everyone who can (and if you can give more then Bless you!!). There are kids in our own community who are dealing with this right now. And obviously their families are dealing with it too. I have been blessed to have raised two healthy children. I cannot imagine what it must be like to hear those terrible words about your own child.
Please help. Give all you can, but remember just $5 can save a life. Thank you!
Join Us On Friday, April 18Th At The Jethro's BBQ N' Pork Chop Grill At 5950 86Th Street In Johnston, IA.
Just Bring The Family In To Eat Between The Hours Of 4 And 7 While My Show Is On The Air. That's It! You Don't Need To Do Anything Else! Why? Because Those Incredibly Generous Jethro'S People Are Giving Us A Percentage Of The Takings While My Show Is On The Air To Help Us Raise Cash For The Leukemia And Lymphoma Society!
While You're Eating, Make Sure You Also Order A Simon Shandy Because They Are Giving Us 100% Of The Take On That Drink.
Van Harden Will Also Be There - Between 4 And 5 - Signing Copies Of His Book. He Will Charge $5 For The Signature With Every Cent Going To Our Fundraising Efforts!


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"In contemporary Paganism, we do not see belief detached from practice as worthwhile by itself." --Christine Hoff KraemerThis weekend I finished reading Seeking the Mystery by Patheo's own Christine Hoff Kraemer. It is on sale at Amazon for $0.99 through the end of the business day on Tuesday (Kindle edition), then available at $2.99 (half price) for the next week. There is also a paperback version available and the book includes activities and discussion questions for individuals and … [Read more...]
Thealogy in Practice: A Lesson from the Maiden
July 1, 2013 by Leave a Comment


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1966 Shelby Mustang GT350
1966 Shelby Mustang GT350
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Shelby Mustang GT350
1966 Shelby Mustang GT350 news, pictures, specifications, and information
Chassis Num:
In 1966 the Shelby GT350 was equipped with a 289 cubic-inch V8 engine that produced 306 horsepower. A bolt-on Paxton supercharger increased horsepower by 46% to an estimated 360 horsepower. The fastback C-pillar vents were replaced with Plexiglas quarter windows. The side air scoops were functional and allowed air to flow to the brakes which kept them cool. The hood was comprised of fiberglass but partway through the year it was replaced with a steel version due to customer complaints about weakness and lack of quality. The only color offered for the interior was black. Other interior items were the competition seat belts, roll bar, and GT 350 center cap found on the steering wheel.
Customers complained that the interior was noisy. In response, the exhaust system exit was moved further behind the driver. The Wimbledon White with blue stripes was a popular color scheme chosen by most buyers. Five new exterior colors were offered this year that included Raven Black, Sapphire Blue, Ivy green, and Candy Apple Red.
The 1966 Shelby GT350 Fastback finished in Candy Apple Red with LeMans stripes was offered for sale at the 2006 Worldwide Group Auction held on Hilton Head Island. It was estimated to fetch between $160,000-$180,000. At the conclusion of the auction, the vehicle had been left unsold. It has its original number-matching 289 high Performance motor. It is equipped with a five-speed manual gearbox but was offered for sale with the factory T-10 four-speed gearbox included with the purchase. It was awarded a 1st place in the 1966 Shelby class at SAAC 28 in Nashville. It has also been awarded many other first and second place finish's in most of the events that it has entered.
By Daniel Vaughan | Nov 2006
This example is one of 2,377 Shelbys built in 1966 and one of 1,368 non-Hertz Rent-A-Racers. The 1966 GT 350 is powered by the Ford 289 cubic-inch motor modified to develop 305 horsepower. It is fitted with a highly improved suspension as well as high performance brake and exhaust system to make it a high performance sports car.
The current owner purchased the car in 1974 and drove it for several years. It was then stored until 2000 when it had a complete mechanical and cosmetic restoration by Capaldi Enterprises in Ohio. The restoration was completed in 2004 and is being shown here, at the 2007 Amelia Island Concours d'Elegance, for the first time.
The car was on display in Mark Martin's Klassix Auto Museum in Daytona Beach until the Museum closed in 2003.
In 1995 Carroll Shelby, Grand Marshall of the Rolex 24, was interviewed by Pat Patterson for a Race Day program at the Museum using the car as a prop in the background. After the interview, Mr. Shelby autographed the inside of the trunk lid.
The car was purchased at Johnny Bolton Ford in Maitland, Florida and has the original dealer emblem.
In 1966, Shelby American built a total of 2378 GT 350s. This car is one of 1368 'Non-Hertz' 1966 Shelby GT 350s. The car sold for $3704.62 on September 22, 1966.
Chassis Num:
This car is a 'Holdover' car. Ford shut down the Mustang assembly line in the summer of 1965 for a few weeks in order to change over to the 1966 model. They sent Shelby 254 of 1965 cars before shutting down the line so Shelby could keep production going and deliver a 1966 GT=350. It was sold as a 1966 GT-350.
Chassis Num:
Sold for $165,000 at
2008 RM Auctions
Sold for $104,500 at
2013 RM Auctions
The life of this vehicle began as a rental car for the Hertz 'Rent-A-Racer' program. It was sent to Milo Brooke, Inc in Chicago, Illinois for preparation before being sent to the Hertz Rental Car of Chicago. It was painted in the typical black with gold livery while it served its duties at Hertz. It was later sold to Roger Meinke of Adrian, Michigan and found its way to the racing track. In 2003 it was purchased by Scott Hackenson of Cobra Automotive in Wallingford, Connecticut who completely transformed this car into a proper racing machine. It is finished in a red/gold Hertz paint scheme and made its racing debut in 2005. It has been featured on TV shows and magazines. It is qualified to compete in various racing venues, including SVRA, HSR, SCCA, and SAAC events.
The car has an all-steel body which was prepared by Cobra Automotive. Its 295 cubic-inch V8 engine produces 545 horsepower, has a 12.7:1 compression and a BLP 750cfm Winston Cup race carburetor with an Edelbrock Victor custom ported intake manifold. There is a billet super Hurst shifter and linkage, a race-prepared Jerico transmission, and a 9-inch Ford rear end.
11-inch competition drums can be found in the rear and massive 12-inch discs are in the front. The car rides on four R-model style American Racing wheels with Goodyear vintage 700x15 tires in the rear. The inside features a Kirkey aluminum racing seat with a five-point harness, an R-model style dash and gauges, and Plexiglass front and rear windows.
In 2008 this 1966 Shelby GT 350 Racing Car was brought to the Automobiles of Amelia presented by RM Auctions where it was estimated to sell for $145,000-$185,000. The lot was sold for a high bid of $165,000 including buyer's premium.
By Daniel Vaughan | Apr 2008
The Shelby Mustang performance muscle car was first built in the 1960's. It was originally a series of Ford Mustangs which were specially modified by Carroll Shelby's company. The program was factory-sponsored and production was eventually moved in-house.
The 1966 was differentiated in body color (non-white versions were introduced - colors included blue, red, green and black, as well as the original white) and trim. The first 252 GT 350's for 1966 were 'carry-over' cars. They had the 1965 Ford Mustang bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They had mostly 1965 features including standard Koni shock and engines painted black.
The 1966 production was 1,373 fastbacks, including two prototypes, four drag cars and 252 'carry-over' models with 1965 Mustang bodies. A total of 1,001 Hertz fastbacks were also produced. Additionally, four convertibles were built, for a total of 2,378 units for 1966.
The Hertz cars were born when Shelby struck a deal with the Hertz Corporation to produce a special line of GT350s for rent which were sold to the public after their rental-car lives were finished. Shelby produced 1001 of these cars: Approximately 800 in Raven Black, and 50 each in Candy Apple Red, Wimbledon White, Sapphire Blue and Ivy Green.
Chassis Num:
Sold for $101,750 at
2009 Gooding & Company
Peter Brock was Shelby's head designer and one of the individuals responsible for making the necessary modifications to the Shelby Mustang to fix it shortcomings, such as its lack of options and inaccessibility. The cars performance and usability was enhanced, and for 1966, air-intake scoops were added which aided in providing necessary cooling air to the rear brake pads. The C-pillar sail panels were removed and replaced with clear Plexiglas windows. Also, four new color options were added and rear seats could be installed to comply with SCCA racing regulations.
In the Spring of 1966, Young Motor Co. of Charlotte, North Carolina took possession of this car shortly after it had been shipped from Shelby's Los Angeles plant on February 28th. It left the factory finished in green and came equipped with a four-speed transmission and 10-spoke aluminum wheels.
In May of 2003, a rotisserie restoration was completed. It is currently painted in Candy Apple Red and a double clear coat. It rides on its original-type Shelby wheels, correct SIMS oil pan, hollow letter valve covers with proper Buddy Bar casting and a 4:11 posi-traction rear end.
In 2009, this Shelby GT 350 was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona. It was expected to sell for $90,000 - $120,000 and offered without reserve. The lot was sold for $101,750 including buyer's premium.
By Daniel Vaughan | Apr 2009
Chassis Num:
This 1966 Shelby GT350, chassis SFM6S021, is one of four drag units built and one of only two known to exist. Power is from the 289 cubic-inch, 306 horsepower engine that is mated to a four-speed Borg-Warner T-10 transmission with 4.86:1 gears. The car rides on Casler 'Cheater' slicks on 15-inch steel wheels. There is an NHRA-approved 'Cobra' scattershield Hurst competition-plus shifter, 'AFX' rear torque control arms, driveshaft safety loop, aluminum carburetor, and heater/defroster removed.
By Daniel Vaughan | May 2009
This GT350 Mustang is one of 11 cars factory-equipped with a Paxton supercharger. It was originally a Shelby American company car and driven by executive Jack Randall. It has a 289 Hipo engine with supercharger, approximately 400 horsepower and four-speed transmission. Around 1967, it was sold and shipped to San Juan, Puerto Rico, painted white and raced at the Puerto Rico speedway at Salinas. In the late 2000s, the car was given a complete concours restoration to original specifications.
Chassis Num:
There were only four drag units produced in 1966 (four were also produced in 1965). This example, chassis number SFM65011, is one of the rarest of the factory-built competition Shelby Mustangs. They were built for competition in the NHRA B/Sports drag class, with Don McCain (Shelby's sales representative and later Supersnake 'Godfather') setting records with his own drag unit, and are considered rarer than the 1965 GT350R model. This example was returned to Shelby in 2006 for restoration back to 1966 specs and has been fitted with a new Shelby-built engine, which was serialized to the car by Shelby.
Chassis Num:
Sold for $159,500 at
2012 RM Auctions
Carroll Shelby's original GT350 from 1965-1966 was a high-performance trendsetting 'ponycar.' On the track, the GT350 dominated the opposition and secured three straight SCCA B-Production championships for Ford in 1965, 1966, and 1967.
This Mustang GT350 was ordered on January 26, 1966 and delivered new to Archway Motors in Baltimore, Maryland on February 10th. It was purchased by its first owner Yale Kneeland, of New York City, a recent Yale University graduate and racing friend to Mark Donohue. 6S0928 was heavily modified with such features as full SCCA legal roll cage by Holmann & Moody, flared wheel wells, deeper, offset rear American Mag wheels, and fully adjustable Koni shocks. Kneeland raced the car into the early 1970s, campaigning it at many venues on the east coast. In 1967, he secured the N.E. Division production BP Championship.
The current caretaker has owned the car since 1999. A full restoration began in 2008, returning it to its 1967 Kneeland livery and fitted with a correct B Production engine, featuring many original Shelby external and internal engine parts.
The car is powered by a 289 cubic-inch V-8 engine with a single four-barrel carburetor. There is a four-speed manual transmission and rests on a wheelbase that measures 108 inches.
In 2012, this car was offered for sale at RM Auction's Monterey, CA sale. It was estimated to sell for $175,000 - $225,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $159,500, inclusive of buyer's premium.
By Daniel Vaughan | Nov 2012
Chassis Num:
- This 1966 Shelby GT350 is the last of the 1964 thru '66 body style Shelby GT.
- The Last 2+2 fastback produced.
- Last 1966 production GT350 shipped to a dealer.
Chassis Num:
Shelby did not build any GT350R competition cars in 1966. Numbers are not very certain but it seems that 1966 production was considerably higher than 1964/65 with 1373 standard fastbacks, 1003 Hertz models including all prototypes, drag cars and 1965 left over bodies, plus four Convertibles, were built. Total 2,378. Generally the 1966 cars were a little more 'comfortable' with as many as five exterior colors available. But that did not stop this car from racing at Daytona - along with four other Mustangs, one other of which was also a Shelby. Neither 350GTs regrettably finished that particular race but there were many more successes yet to come.
Chassis Num:
High bid of $275,000 at
2014 Mecum.
(did not sell)
Sold for $310,000 at
2014 Mecum
The Shelby Mustang was a streetable half-step towards the car he really wanted to race - the GT350R, with the 'R' signifying its racing specification. The production GT350 had the suspension, steering, and brakes necessary to make it suitable for SCCA competition. The R-model engines were built to order. They had heads ported and polished by Valley Head Service, Tri-Y headers by Cyclone, a center-pivot-float Holley 715 CFM carburetor on a Cobra intake and flow-through side-exit exhaust. Power produced by the engine ranged from 325 to 360 BHP on the Shelby dynamometer. Differential and engine oil coolers were added, the latter necessitating the distinctive fiberglass front valence that distinguished the R-model. The side and rear windows were made of Plexiglas and the fenders were flared to accommodate wider Goodyear racing tires. Inside was a four-point rollbar welded for safety. They had a quick-fill 37-gallon fuel taken fitted in the trunk. When it entered SCCA B-Production competition, it quickly became the car to beat. In total, Shelby produced just 34 examples of the GT350R.
Several production GT350 models were converted in similar fashion to Shelby's winning GT350R formula. A few even sprung up across the ocean in Britain and Europe. One of those was this 1966 GT350 which was owned and raced by Swiss driver Herbert Muller from 1966 through the early 1970s. It is a European export model shipped to Ford Advanced Vehicles in Slough, England. It was modified with R-Model type racing equipment including a roll bar, oil cooler, 37-gallon fuel tank, fiberglass front valence, American Racing Torque Thrust 'D' alloy wheels and a Weber-inducted GT40 engine built by Holman-Moody.
Mr. Muller began his racing career in 1959 racing motorcycles. He later competed in European hillclimb events. Driving a series of Porsche GT racers, he became especially successful in the FIA European Hillclimb Championship, winning the GT Championship in 1963. He would become an experienced and accomplished driver in the world of sports and prototypes racing until his death at the Nurburgring in 1981.
After his passing, Müller's personal car collection sat dormant until 1985, when Ron Randolph, a civil engineer with the Army Corps of Engineers in Frankfurt and an accomplished restorer of vintage sports cars, learned of the Müller GT350 through exotic car dealer Auto Exclusiv of Zurich, Switzerland, whom Müller's son had asked to broker its sale. After purchasing the car, Randolph and his friend Rich Bard worked over 600 hours to complete a restoration on the car. It was stripped down to bare metal, and repainted in the original Wimbledon White with Guards Blue stripes. Many mechanical components were re-worked or rebuilt including the engine, suspension, and brakes.
The restoration was completed in time for the August 1986 Nurburgring Historic race. The car was subsequently raced regularly by Randolph before being put on display at the Nurburgring Race Car Museum. It later was put on display in Peter Kaus' Rosso Bianco Collection in Aschaffenburg, Germany in 1988. It remained there for 18 years before Randolph once again assumed its care and maintenance.
The car currently retains its Holman-Moody-built GT40 engine and is configured as it was when delivered by Ford Advanced Vehicles. It is officially listed as an Independent GT350 Racer in the Shelby Registry.
By Daniel Vaughan | Dec 2014
After the new Ford Mustang was introduced in 1964, a guy from Texas by the name of Carroll Shelby was called upon to build on the Ford Total Performance theme. Ford knew their Mustang needed a boost, even though over a million were sold in the first 18 months of production. Quite simply, many thought of the Mustang as a cute secretary's car, one that did not promote the excitement that would spur even more sales.
With the introduction of the high performance K-code 289 V8, Shelby knew he could take things a step further, accepting the challenge, albeit reluctantly. He had spent considerable time working with a variety of high revving Ford engines, and he had the contacts with the Sports Car Club of America headquarters at LAX, he would take mundane Mustangs and create SCCA eligible screamers that would not only be competitive, but would draw attention that would drive sales.
This 1966 GT 350 is one of 28 built in Raven Black, with just seven wearing factory applied white stripes. Affectionately dubbed 'Skunky' for obvious reasons, it was purchased new in 1966 by a rocket scientist who kept it for 28 years, keeping meticulous records during his tenure. Unrestored and nearly all original, it now has 59,000 miles on the odometer and enjoys life exactly as it was meant to: being raced and driven on a regular basis.
This car is the prototype for the 1966 Shelby GT350 model year and is the only car produced that year with the 'Pony Interior.' This car started out as a fully complete 'K' code fastback model that Carroll Shelby acquired from Ford instead of a partially built car as was the norm. Because of this the car differs from the usual production Shelby GT350s especially the blue vinyl top. This was done as an experiment but when it was finished Carroll Shelby hated it and it never became an option. The car was sold to Hayward Motors in California in May of 1966 and was used as the dealership demonstrator. Its current owner restored this historic GT350 in 2012 and it received a Platinum award at its first SAAC concours.
This candy apple red Shelby GT350 has spent its entire life in the San Jose, California area after serving as a 'test car' for rear sway bar development for Shelby. Its current owner bought the car in 1989 after one of the previous owners auto-crossed the car extensively and made modifications to the body to accommodate larger wheels and tires in 1968. An extensive restoration was undertaken in 2004 and all non-original body modifications were correct with Ford factory parts. It has the factory correct exterior and interior and has been repainted in its original color scheme.
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This car has been vintage racing in Australia since 2004 - at the Sydney Retro Speedfest in June in 2015, for example, and prior to that was raced in SCCA B-production at tracks all over the United States such as Bryar Motorsports Park, NH; Continental Divide Raceway, CO; Albuquerque, NM; Lime Rock, CT; Watkins Glen, NY; Pocono, PA; Road America, WI; and Summit Point, WV.
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Sold for $220,000 at
2016 RM Auctions
This GT350, was born a road-ready example and finished in Sapphire Blue. It was shipped to Paradise Ford of Scottsdale, Arizona, and purchased new by Jerry and Kathi Stewart of Greer, Arizona, on September 21st of 1966. The Stewarts immediately began racking up miles on their Shelby, both on the road and with Kathi behind the wheel at autocross events.
Jim Emert of Scottsdale purchased the car in 1969, and had it race-prepared by Don Roberts. With Roberts behind the wheel, the Shelby won five races in the 1970 season, claiming the SCCA B-Production Southern Pacific Division Championship. Roberts also drove the GT350 when it finished 4th in class at the 1970 American Road Race of Champions.
Don and Sharon Roberts purchased the car for the 1971 season, with Don continuing the driving duties. During the season, he won twice in the B-Production class and finished 3rd at the American Road Race of Champions at Road Atlanta.
For the 1972 season, the car was sold to John Goodson of Tallahassee, Florida and was prepped for IMSA competition.
Jere L. Clark of Phoenix purchased it eleven years later, and had Phil Roberts and Danny Ranshaw further prepare the car for vintage competition. The car's first vintage race was the 1983 Monterey Historics and the car was routinely campaigned until 1990, when it was put into storage. The car's best outing with Jere driving was a 1st place overall finish at the 1988 Monterey Historics.
Jim Click purchased the car in 2002, who has continued to race the GT350. Prior to the 2015 Monterey Historics, the car was given a full engine rebuild.
By Daniel Vaughan | Nov 2016
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.
By Daniel Vaughan | Mar 2006
A 'pillar of American automotive lore', the Mustang is the vehicle the brought sporting dash and styling at a price that almost everyone could afford. Always extraordinarily attractive, the Mustang has been capturing the hearts of drivers for nearly 40 years. Introducing a whole new breed of automobile, the pony car, Ford wasn't content to stand on the sidelines while others jumped ahead. Rather than improving their lackluster intermediate, they designed a small sports car that would be 'the next hot item in the street wars'. Designed originally as a two-seater in the European tradition, the Mustang came with an obligatory back seat and a variety of options that came the buyer an opportunity to customize their purchase. The only class of muscle cars that still exists today, the pony car class originated by Mustang has continued to dominate.
With a long and VERY lucrative background, the Ford Mustang has a history like no other vehicle. There has been a longstanding bit of rivalry between the Ford Motor Company and the Chevy division from GM, since both companies operated on the same market. Ford introduced the Falcon in response to Chevy's release of the Corvair, and fortunately sold much better, similar to what the Thunderbird did to the Corvette in the 1950's.
Chevy's next move was to introduce the Corvair Monza, a sporty, compact vehicle that the public loved. To combat this new threat, Ford had to produce a brand new vehicle with not only a sporty image, but sporty actions that would attract the younger generation. Called the 'Pony Car', the Mustang was unveiled to the public on April 13, 1964 and was advertised as 'the car to be designed by you'. Knowing that baby boomers would be ruling the 1960's, and that they would want a car as vastly different from their parents' as possible, Ford designed a production vehicle that would wow this generation. Except for the Corvette, compared to every other American car then in production, the Mustang was stunning and gorgeously sleek. Wanting it to be an affordable vehicle, much of the Mustang's engineering would be shared with an existing Ford product.
The young vice president at Ford, Lee Iacocca is responsible for this iconic legend. Requests were made to him to bring back the two-seater Thunderbird, and in 1962 he built the Mustang I-prototype; which was a V4 two-seater. What was introduced in 1963 ended up being a four-seater that was met with overwhelming acclaim and the vehicle was taken into production. A variety of the Mustang's components, including the drivetrain, were 'borrowed' from the Falcon to reduce the cost of production. The Ford Mustang was launched at the World Exhibition of NY in the spring of 1964.
During its development, the Ford Mustang was extensively advertised to attract the maximum amount of appeal before it actually hit the streets. Ford ran simultaneous commercials on all three major television networks in 1964 and the response was overwhelming. The Mustang was the hot new thing, and everyone wanted their own. The standard Mustang cost around $2,400, and more than 22,000 Mustang's were sold on the first day. 100,000 Mustangs were sold in the first four months, 418,000 in the first year, and the 1,000,000th Mustang was sold in 1966.
Available in only two models originally, the 1964 ½ as it was dubbed, came as either a coupe or a convertible. Both of these models showcased a lengthened hood, a shortened rear deck, chrome grille with a running horse, full wheel covers and chrome wrap-around bumpers. A characteristic standard on the Mustang for years was the three taillights on both sides. The interior of the Mustang was just as sporty as the exterior, with two seats in the front and a tiny backseat.
The 1965 Mustang debuted as a simple sports vehicle powered by a 170 cid six cylinder and a pair of V8's. The name Mustang was taken from a fighter plane, the P-51 Mustang.
The horse motif quickly became the emblem for the mustang as preliminary allusions were made to the horse. Ford was enjoying its high volume sales and visibility, while buyers loved its low price, short trunk styling, long hood and variety of options. Halfway through 1964 Ford introduced the sporty 2+2 fastback body style that joined the hardtop coupe and convertible.
For the 1965 model year, the Fastback model was introduced and in April of this same year, the GT model was unveiled. For this year alone, over 500,000 Mustangs were produced.
Only minor cosmetic updates were made in 1966, while the choice of available interior colors and styles were increased to 34 variety options. To further separate the Mustang from its Falcon roots, the gauge cluster was redone, and the 260 cid V8 was replaced with 2 and 4 barrel version of the 289 cid V8. From 1965 through March 1rst 1966 the Shelby GT-350 Mustang dominated on the racing track. The Shelby was available in 4 different colors and received automatic transmission. Unique examples were prepared for Hertz Rent a Car for rental to weekend drag racers. Through 1968 a Paxton supercharger; which boosted horsepower as much as 40%, was available on the GT-350.
The following year the 1967 Mustang received a larger grille and simulated air-scoops. This year's version was a much more aggressive model that featured much more accurate to the available engines. Much bulkier sheetmetal below the beltline was added, along with a concave tail panel along with a full fastback roofline for the fastback body style. A big block 390 was introduced by Ford to compete with the all new Chevy Camaro SS396. The 390 was slightly detuned, but its popularity sealed the end of the 289 cid engine, which was dropped from the lineup. The GT/CS California Special was introduced in 1968 and received a new dashboard with two large meters, and three little ones. The GT350 continued to be powered by a modified 289 V8, though output dropped to 290bhp. The brand new GT500 was powered by a reworked 428V8. Featuring plenty of luxury options, the 1967 Shelby's were considered to be 'much more civilized', and appealed greatly to buyers. These were the final Shelby Mustangs actually built by Shelby-American, all future models would be built by Ford with little involvement by Shelby.
For the 1968 model year, the Mustang received side trim, a much simpler grille and a limited number of 427 engines. These engines cranked out 390bhp, though they were slightly detuned, they had amazing street popularity. The 428 Cobra Jet engine was introduced on April 1, 1968. Based on the regular 428, the Cobra Jet included larger valve heads, an oil-pan windage tray and the race 427's intake manifold. The output was listed at 335bhp and it featured ram-air induction and breathed through a functional hood scoop. Shelby's remained in the lineup and were joined by an available convertible model that was renamed the Shelby Cobra. The GT350 received a 302 cid 250 bhp engine in place of its 289 cid 306 bhp engine. The GT-500 was deleted and replaced by the GT-500KR ('King of the Road') halfway through the year. This new model came with the new Ram Air 428 Cobra Jet, still underrated at 335 bhp. A total of 249,447 2D Hardtop models were produced this year, 42,581 fastback models, and 25,376 convertibles.
The 1969 Mustang was much larger, longer by nearly 4 inches, and much heavier. A running horse, similar to the one of the front fenders of the first generation appeared in place of the corral, and new inner headlights were introduced. New models introduced this year were the Grande, the Mach 1, the Boss 429 and the Boss 302. The Grande model was based solely on the hardtop coupe and was a luxurious model both inside and out. The Mach 1 was a vehicle with its racing side accentuated, while the Mach 1 featured a plus interior, air scoops, a tough Windsor engine, a matblack hood and heavy striping. Arriving standard with a 351 cid V8, the Mach 1 could also be had with the 428 Cobra Jet, which now came in three states of tune, the first being a non-Ram Air version, the second was the Ram-Air version and the and the Super Cobra Jet which came with the Drag Pack option.
The Boss Mustangs were named after stylist Larry Shinoda's nickname for Ford president Semon 'Bunkie' Knudson. The Boss 302 Mustang was an exclusive model that was introduced to give Ford an opportunity to use the vehicle on the Trans-Am races. Before Ford was allowed to run the Boss 302 on the racing circuit, Ford had to sell a thousand vehicles to the public, according to the Trans-Am regulations. The Boss 302 was Ford's response to Chevy's Camaro Z/28 in Trans Am racing. The Boss 429 package came complete with a race ready 429 cid V8 with ram air induction, an aluminum high riser and header type exhaust manifolds. Unfortunately, the Boss 429s were a complete disappointment on the streets where their dependence on high revs hurt their street starts, and the original batch had incorrect valve springs that would stop winding at 4500rpm rather than 6000rpm. They did featured good handling, and the Boss 429 lasted through 1970. A total of 72,458 Mach 1's were produced this year, along with 14,746 convertibles, 22,182 Grande Hardtop Coupes, 1,934 Boss 302's and 858 of the Boss 429.
For the 1970 model year, the Boss 302 and 429 continued on, while the 428 Cobra Jet remained as the top engine choice for the Mach 1 Mustang. The 429 Cobra Jet was new for 1970 and standard in the Boss 429. The Super Cobra Jet was rated for 375 bhp while the 429 Cobra Jet was rated at 370 bhp. 1970 was the final year for the Shelby Cobra's. A total of 40,970 Mach 1's were produced, 7,643 convertibles, 13,581 Grande Hardtop Coupes, 6,318 Boss 302's and 498 Boss 429s.
For the 1970 Mustang, Ford went back to just two headlights, replacing the outboard lights with attractive scoops that fed nothing at all. The phony side scoops were also deleted on all models. The 351 V8's were now produced at Ford's Cleveland plant rather than the Windsor, Ontario facility and were of a slightly different design. Sales for the 1970 model year dipped to 190,727 Mustangs.
The 1971 Mustang was extended by 2.1 inches of length, 2.8 inches of width, a 100lbs were added and an additional inch of wheelbase was added. Ford's decade of 'Total Performance' was reaching its end. Taken off of the lineup this year was the Shelby models, the Boss 302 and the Boss 429 models. The remaining engine choices were not great, as the 351 engine was detuned from 300 bhp to 285 bhp while the 429 Cobra Jet dropped 5 bhp down to 370 bhp.
The Mach 1 Mustang and the all-new Boss 351 model was dominated the performance end for Mustang in 1970. The Mach 1 featured the 351 Cleveland V8 as its standard engine and it came with 285bhp though a 330bhp version was also available. The top power choice was the 429 Super Cobra Jet Ram Air, while the 429 Cobra Jet sported 370bhp. The 429 Super Cobra Jet Ram Air had 11.3:1 compression and had 375bhp. This would the Boss 351's only season as Ford's performance was continuously declining. The 351 weighed less, and featured a race bred 351 engine that had a radical solid-lifter cam, 11.0:1 compression, ram-air induction. It also came with a Hurst four-speed transmission and 3.91:1 Traction-Lok differential. Only 149,678 Mustangs were sold in 1971, 41,049 less than the previous year.
1972 led to all power ratings being listed in net ratings which included all accessories. The end of Ford Mustang performance, this led to some drastic drops in power listings, which included the drop of all big block options. The Mach 1 ended up being the only model with any performance, as the Boss 351 was dropped. A total of 27,675 Mach 1's were produced, and 6,401 convertibles. The top engine option for 1972 was a 275bhp 351 Cleveland.
For 1973 emission controls were only tightened more, and all engine choices' power ratings were dropped. Mandatory bumpers that could withstand a 5mph collision were the result of new federal guidelines. These bumpers did not do much to improve the look of the Mustang. Producing just 156bhp, the top engine was a 351 V8. Sales picked up for 1973 and a total of 134,867 Mustangs were sold, Ford realized that it was time to rethink the Mustang.
The fifth generation of the Ford Mustang was introduced in 1974. Unfortunately the Mustang II was considered by many to be too small, underpowered, feature poor handling, but surprisingly, it sold very well. Baby boomers were turning to smaller imported cars, and emissions regulations made the high-compression, high-horsepower V8's rather unstable. Ford decided to make the Mustang a smaller, more fuel-efficient car to keep up with the market.
The 1974 Mustang II was unveiled without the Falcon components that had been a standard from day one. The all-new Mustang was placed atop the basic structure and suspension of its subcompact Pinto. Still a unibody design, the Pinto was smaller than the Falcon, but basically similar, and the front suspension was still a double wishbone design while the rear suspension was still bolted to its solid rear axle to a pair of leaf springs. The chassis of the Pinto did have a rack-and-pinion steering gear instead of the Falcon's re-circulating ball, and the front disc brakes were standard.
With an overall length of only 175 inches, the Mustang II rode on a very small 96.2 inch wheelbase and weighed about 400 lbs less than the previous years version. Though a smaller size, the Mustang II actually featured traditional Mustang styling features like the scalloped sides, the running horses in the grille and the three-piece taillights. The Mustang II was available as either a fastback hatchback or a notchback coupe. Prices ranged from $3,134 for the base coupe and $3,674 for a Mach 1 hatchback.
The 1974 Mustang II was the first Mustang to ever be offered with a four-cylinder engine and without a V8. Rated at a lowly 88 horsepower, the base engine was a single-overhead cam four that displaced 2.3 liters. The German-built 'Cologne' 2.8 liter OHV V6 was the only optional engine and it only produced a disappointing 105 horsepower. The first Mustang II was considered to be very underpowered. The standard four-speed manual or a three-speed automatic were the only two transmissions available.
For this year, a 'Ghia' notchback and Mach 1 fastback were made available. The Ghia featured a vinyl top and special interior trim that was 'fancy'. The Mach 1 came with the V6. Despite being an unpopular vehicle today, this more economical Mustang II was sold an amazingly 385,993 units for 1974.
For 1975 the V8 was returned to the Mustang lineup. Achieving 122 horsepower, the 5.0-liter V8 had only a two-barrel carb and exhaled through a cataylic converter. The automatic transmission was the only transmission available behind the V8. A new 'MPG' coupe was added to the 1975 model lineup. Unfortunately the Mustang II wasn't as popular as its predecessors and production dipped to 188,586.
The following year not many changes were made, and all the variations from the 1975 model year followed along with the addition of a new 'Stallion' appearance package that was available on the fastback. The Cobra II package was also introduced this year and added a large rear spoiler, a fake hood scoop and blue stripes across white paint to a V8-powered fastback. It looked impressive, though the Cobra II wasn't any faster than other similarly powered Mustang IIs. Also new this year was the now 134-horsepower V8 made available with a four-speed manual transmission, with an output of the standard four surging to 92 horsepower while the V6's rating jumped to 102 horsepower. Sales for 1976 peaked at 187,567 units.
The 1977 Mustang II was only featured minor trim changes from the previous year. The Cobra II did receive a variety of new colors available. The options list now included T-top removable glass roof panels and simulated wire wheel covers. The V6 power dropped to 93 hp, and the four down to 89hp. Production was dropped down to 153,117 units for 1977.
The extreme 'King Cobra' version was introduced in 1978 and featured some snazzy graphics along with a hood scoop turned backward. The only changes for the Mustang II for this year were minor updates to the trim. Production for 1978 surprisingly peaked at 192,410 units.
The sixth generation of the Ford Mustang was unveiled in 1979 and was built atop the shortened chassis of the Ford Fairmont 'Fox' body that had been introduced the year before. The Pinto parts were replaced with the unibody structure of the Fox platform, but that's where the similarities ended. A modified MacPherson strut system was the new front suspension that mounted a spring separate from the strut itself, while a new link and coil spring rear suspension held up the back of the car. This basic suspension system would remain in use on the Ford Mustang until the 2003 mode lyear.
The 1979 Mustang could be purchased as a coupe or a fastback hatchback. Measuring at 179.1 inches, the new Mustang rode on a 100.4-inch wheelbase. This model featured much more room than previous Mustangs due to a more upright-oriented cockpit and flatter doors that allowed for more shoulder and hip room. Not really recognizable as previous models, the new Mustang was attractive, angular and handsome. Four square headlights appeared, but no running horse in the shovel nose grille, and the sides also no longer featured the signature side scallop. The taillights were also divided into six segments instead of three.
The same three engines from the 1978 Mustang II could be found on the 1979 model. Rated at 88 hp was the 2.3-liter SOHC, the 4.9-liter V8 achieved 140 horsepower, while the 2.8-liter Cologne V6 made 109 HP. New this year was a turbocharged version of the four that was capable of 140 hp, but unfortunately this version had epic boost lag and very bad reliability. The previous 200-cubic-inch; 3.3-liter OHV straight six was reintroduced and achieved 94 hp. Three-speed automatic was optional, while four-speed manual transmissions were standard behind all engines.
1979 was a very popular year for the Mustang! Around 369,936 models were built this year and the most desirable of all models this year ended up being the 6,000 Indy pace car replica fastbacks. This model came with a unique hood scoop, a snazzy rear spoiler, a unique front air dam, Recaro front seats and black and silver paint with orange graphics. This car could be purchased with either turbo four or V8 power that came with the TRX wheel and tire package. A 'Cobra' package was available on the hatchback and featured a fake hood scoop, though no pillars and the Gria trim returned to the coupe.
Though very few visual changes were made for the 1980 model year for the Mustang, several options were changed that affected this years lineup that made this year a bad year for Mustang. The 2.8-liter V6 and the 5.0-liter V8 were both deleted from the line, while the only six available was the pathetic 3.3-liter straight six. The only V8 was a new version of Ford's small-block that displaced 255 cubic inches, and could only shrug out 119 hp. This was considered to be the worst V8 engine ever offered in a Mustang. The Turbo four became the most powerful engine available in 1980.
The 1980 Cobra package included all of the spoilers and scoops used on the previous year's pace car, along with a gaudy oversized cobra hood decal. A total of 271,322 units were sold.
In 1981 a five-speed manual transmission finally became available for the Ford Mustang as an option behind the regular and turbocharged fours. The T-Top roof returned to the options list for the Mustang this year. Sale dipped down to 182,552 vehicles.
Finally in 1982 things started to improve for the Ford Mustang. A new 'High Output' version of the 5.0-liter V8 was unveiled and could achieve an impressive 157 hp with 2-barrel carburetion in a revived Mustang GT hatchback. The 1982 Mustang GT was backed be a four-speed manual transmission. Three progressively more luxurious series were introduced also this year, the L, GL and GLX. For a brief time, the turbo four was deleted, while the base four, iron lump straight six and the 4.2-liter V8 all continued on through 1982. A 'Special Service Package' notchback coupe was introduced (though not sold to the public) and was equipped with the Mustang GT's 157-horsepower V8 and four-speed transmission. This was a pursuit vehicle for the California Highway Patrol, and the CHP purchased 400 of these vehicles. These models continued in production until 1993 when Ford ended production.
In 1983 an all-new grille with Ford's Blue Oval logo placed at its center. The Mustang convertible returned to the lineup in the form of a conversion performed by ASC, Inc. on coupe bodies. This convertible was available in either GLX or GT trim and came with power operation, rear-quarter windows that rolled down and a real glass rear window.
Also in this year, the Mustang drivetrain was revamped. The straight six the 4.2 liter V8 were completely deleted while an updated version of the turbocharged 2.3-liter SOHC four was reintroduced to the lineup, this time with electronic fuel injection that improved the turbo lag and increased engine longevity. The 5.0-liter HO V8 now came with a four-barrel carburetor and was rated at 175 hp. The V8 engine was now available with the fabulous Borg-Warner T5 five-speed manual transmission. The six-cylinder option was the new 'Essex' 3.8-liter V6 that achieved 112 horsepower. Despite all of these modifications, 1983 wasn't the greatest year for the Ford Mustang, and only a total of 120,873 Mustangs were sold, and this included 23,428 convertibles.
Not too many changes were made for the 1984 model year, as most was a carryover. With 165 hp, a fuel-injected version of the HO V8 was available with the automatic transmission. Back for one final year, the turbo four was now rated at 145 horsepower in the Mustang GT. The suspension tuning was revised a bit, and halfway through the 1984 model year, Ford introduced a GT-350 20th anniversary package for convertibles and hatchbacks.
The big news for this year was introduction of the sophisticated SVO Mustang. Showcasing a very unique look, the SVO didn't have a grille on its front end and it featured single square headlamps. Powered by an inter-cooled version of the turbocharged 2.3-liter four, it was rated at a very impressive175 hp. The SVO was equipped nicely and featured 16-inch wheels on five-lug hubs with four-wheel disc brakes. Unfortunately it was priced very high at $15,596 and it was no match in speed to the V8-powered Mustang GT. Sales were not impressive.
In 1985 an all-new grille design was introduced and it featured a single large slit between the two pairs of headlights. The Mustang GT received a new set of 15-inch cast-aluminum wheels with P225/60VR15 Goodyear Eagle 'Gatorback' tires. The 5.0 HO engine now could achieve 210 hp in four-barrel carbureted form. The turbocharged four was taken off the Mustang GT options list, meanwhile the SVO continued in the lineup.
The only induction system on the 1986 5.0 HO was fuel injection, output was 200 hp in the Mustang GT with both the five-speed manual and four-speed automatic. This year real dual exhaust was introduced and now there where two catalytic converters so each engine bank featured its own exhaust right to the tail pipes. The SVO had an output of 200 hp and its turbo four was recalibrated.
The V6 engine option was deleted in 1987, which resulted in the deletion of the expensive SVO. Trim levels were down to just LX and GT, the coupe in LX was only the hatchback and convertible available in both trims. The GT received its own grille-less face, specific taillights, rear spoiler, turbine wheels and urethane side skirts. The LX and GT models also received a new interior that included an improved dashboard that placed all of the instruments in a pod directly in front of the driver. Now even the 2.3-liter, SOHC four-cylinder engine now featured fuel injection and could get 90 hp. The 5.0-liter HO was now updated and could achieve 225 hp regardless of transmission. The 1988 and '89 Mustangs remained basically unchanged from 1987, while the '5.0 Mustang' also remained mechanically unchanged through 1993.
For the 1990 model year Ford was seriously contemplating re-engineering the vehicle to accept a driver-side airbag, but they chose to spend the money and installed the airbag, meanwhile eliminating the tilt steering column in the process. The following year an all-new five-spoke, 16-inch wheel was available on both LX and GT 5.0-liter Mustangs. This model continued on the next year, with only a few 'limited edition' models offered.
In 1993 the Mustang GT and basic Mustang LX remained virtually unchanged. The 5.0-liter engine's output was updated to 205 horsepower and an all-new special-edition Mustang, the SVT Cobra was introduced! Extremely attractive, the SVT Cobra featured 1983 Mustang taillights, the front air dam from the GT, 17-inch wheels and a new grille with the running horse emblem prominently displayed. The 5.0-liter inside the Cobra was updated to achieve 235 horsepower, while the larger wheels, tires and four-wheel disc brakes 'all expanded the other parameters of performance'. Ford was able to sell 114,228 Fox-based Mustangs during this year, even after 15 years in production. A total of 4,993 Cobra's were produced during the '93 model year, while an additional 107 'Cobra R's' were produced. These models were track ready versions of the Cobra that were built without normal luxuries like a backseat or even a radio.
The seventh generation of the Ford Mustang was introduced in 1994 and continued on until 1998. This new Mustang was very obviously influenced by the styling themes of previous Mustangs. The galloping horse was once again placed in the grille, and the side scallop was returned while the taillights were split into three segments, horizontally rather than vertically. The interior featured a twin-pod dashboard that utilized the dashes between '64 ½ and '73. A two-door coupe with a semi-fastback roof and a convertible where the only two body styles offered.
For this year, the Fox platform was thoroughly reinforced, but the basic modified MacPherson strut front and coil sprung solid rear axle remained the same. ABS was optional and four-wheel disc brakes were now used throughout the line. The new convertible featured the drop top, and this was the first Mustang convertible since 1973 that was actually conceived as a convertible and not a conversion. The structure was much stiffer and the car now handled than the previous year's model.
Only two engine options were available for 1994, Base Mustangs received a fuel-injected development of the 3.8-liter Essex V6 rated at 145 horsepower. The GT received an updated version of 5.0-liter V8 with a flatter intake manifold that was rated at 215 horsepower. Both of these engines could be joined to either five-speed manual or four-speed automatic transmissions. The 1994 Mustang GT could be purchased with either 16-inch or 17-inch wheels and tires, and it was found to be the most dependable and best handling Mustang.
The Mustang was picked to pace the Indianapolis 500 for the third time in its history. Ford used its SVT; Special Vehicle Team to create another Cobra version of the Mustang. The end result of the teams effort was a slightly modified GT that featured 17-inch wheels, and due to a set of Ford's 'GT40' cylinder heads and a different intake, a 5.0-liter V8 that produced 240 horsepower. The Cobra was easily recognized by its blistered hood, front fascia with round foglamps, rear spoiler and snake logos on the fenders and in their grilles. The Cobra used to pace the 500 was a convertible, while the Cobra coupe was much more common. In 1994 alone 1,000 Cobra convertibles were sold, while 5,009 Cobra coupes were sold this year.
A big hit, the new Mustang was sold into a market that wasn't the same as it had been in 1965. A total of 123,198 Mustangs were sold during the 1994 model year.
Not many changes were made in 1995 as the concept was basically very fresh and quite popular. A new GTS model was introduced this year, and was basically the Mustang GT's drivetrain in a very plain Mustang shell. Sales were increased to 190,994 units for this year and that included 48,264 convertibles along with another 5,006 SVT Cobras.
For 1996 the 5.0-liter V8 was replaced with Ford's 4.6 liter, SOHC V8 in the Mustang GT. This engine was rated at the same 215 horsepower as the outgoing 5.0. The 4.6 started a whole new trend in Mustang history as the old small-block Ford V8 engine was deleted after 31 years of faithful service. The 3.8-liter V6 was re-rated to 150 horsepower and transmission choices remained the five-speed manual or four-speed automatic.
For 1995 several 250 Cobra R models were introduced, powered by a 5.8-liter version of the Ford small-block V8 that achieved 300 horsepower. Unfortunately they weren't very popular due to the lack of creature comforts like AC, radio and a rear seat.
The following year Ford added new taillights for the Mustang that were divided vertically into three segments. The only other minor update was revised front fender badges on the GT heralding the 4.6 engine. A majorly updated version of the SVT Cobra was introduced in this same year and it came complete with an all-aluminum, DOHC, 32-valve version of the 4.6-liter engine. The hood featured a new bulge to accommodate the tall engine. This SVT Cobra came with 305 horsepower and performed so much better than the previous model, this was the most powerful V8 in a Mustang since the Boss 351 back in 1971. In 1996 Cobra production peaked at 7,496 coupes and 2,510 convertibles.
For the 1997 model year, the Mustang was available in a variety of new colors, and it sported new upholstery and a new security system. A total of 108,344 Mustangs were produced this year, 6,961 of them were Cobra coupes, and 3,088 Cobra convertibles. The Cobra received updated five-spoke wheels, revisions to the 4.6-liter V8 that increased output to 225 horsepower.
The 1998 Mustang was basically a carryover, and sales increased nicely to a total of 175,522 produced for the year. Out of that amount, 5,174 of those were Cobra coupes and 3,480 Cobra convertibles.
For 1999 the Mustang entered into its eighth generation of production and to celebrate, received an updated front and rear fascia along with new sharply creased fenders. A new 'corral' was also added around the galloping horse in the Mustang's grille. The interior and chassis basically remained the same; the only big change for this year was that all 1999 Mustangs received special 35th anniversary badges on their front fenders. Horsepower ratings were largely increased though for this year as significant revisions were made to both the base Mustang's 3.8-liter V6 and the GT's 4.6-liter V8. The V6 was now capable of 190 horsepower while the V8 was at an impressive 260. The five-speed manual or four-speed automatic transmission options remained the same.
The updated Cobra was intended to be the pride and joy for the Mustang in 1999. The first independent rear suspension was utilized for the first time on a Mustang, and it was basically a trailing arm system that incorporated lightweight aluminum control arms that rode in its individual cradle, which bolted in place of the solid rear axle still used on other Mustangs. The rear suspension was now in great shape, but unfortunately the updated 4.6-liter, DOHC, 32-valve V8 was originally rated at 320 hp but many owners found that their engines often made less than 300 hp. Cobra owners posted a class-action suit and demanded refunds or new engines, and Ford scrambled desperately to satisfy their customers. Cobra production was suspended during the 2000 model year, only a total of 8.095 Cobra's were produced in 1999 and only 454 for 2000.
For 2000, the Mustang remained mostly the same except for the addition of new fender badges. Powered by a 5.4-liter, iron-block version of the DOHC, 32-valve engine that rated at an incredible 385 hp, a very small number (300) of 'Cobra R' models were introduced this year. They came very basic, and very pricey, with a hefty pricetag of $55,845, and lacking any comforts like AC, or a backseat, surprisingly, these models sold out immediately. 2000 was a great year for the Mustang, and a total of 215,393 units were sold.
2001, the Cobra returned! Also new this year was Mustang's attempt at a bit of nostalgia with its special 'Bullitt' edition Mustang GT coupe that was designed to evoke memories of the 1968 Mustang driven by Steve McQueen in the film of the same name. Based on the regular GT, the Bullitt featured a lowered suspension, new five-spoke wheels, and a fuel-filler door designed to look similar to an aircraft's. The interior of the Bullitt featured special upholstery and unique graphics on the instrumentation, an aluminum ball shift knob and aluminum-finished pedals, all reminiscent of the '68 GT. The engine could achieve 265 hp and featured a large throttle body. The Bullitt could be purchased in blue, black or dark green. A fabulous success, all 5,000 models were sold immediately.
For 2002 the popular wheels from the Bullitt made its way to the options list for the regular Mustang, but this was the only change for this year. The following year, a much more powerful Cobra was introduced, along with an all-new limited edition Mach 1 model. Pumping out an astonishing 390 hp, the new Cobra utilized a supercharged version of the 4.6-liter, DOHC, 32-valve V8. This baby was the quickest and fastest Mustang EVER built by Ford.
The new Mach 1 introduced in 2002 was basically mechanically identical to the '98 Cobra in specification. It did use a normally aspirated version of the 4.6-liter, DOHC engine that was now rated at 305 hp, a solid rear axle and five-speed manual transmission. The 'Shaker' hood scoop returned on the Mach 1. Other features were a flat, black painted hood and 17-inch versions of the Magnum 500 wheels from the 1960's.
For 2004 the Mustang celebrated 40 years of production and placed a 40th anniversary badge on each '04 Mustang. An Anniversary package could be bought, and it included beige stripes, crimson paint, beige wheels and monogrammed floor mats. Ford introduced a completely redesigned Mustang at the 2004 North American International Auto Show, dubbed 'S-197'. Based on an all-new D2C platform, the 'S-197' was developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace.
2005 heralded the ninth generation of the Ford Mustang, and the all-new Mustang debuted first as a concept. Finally the Fox platform was put to bed and replaced with the DEW98 platform that was already being used for the Lincoln LS and the Thunderbird. Wanting to pay tribute to the many classic models in its history, the new Mustang featured the side sculpting, the fastback roofline and taillights, reminiscent of the '65 Mustang, while the canted nose with its large grille and round headlights was much like the '67 to '69 Mustangs.
The interior of the '05 Mustang was also very similar to the old model, with a dual-hooded dash with optional aluminum accent panels it was much like the '67-'68 Mustang. The big speedo and tach, round steering wheel hub and circular air vents were also reminiscent to old models. The backlighting was changeable and at the simple press of a button could be changed from white, blue, green to orange hues. The seating in the Mustang was now switched up, going from the 'sitting on an ottoman' seating position, was replaced with a seat where one sits more in, rather than on the seats. The manual gearshifter of the past was now replaced with a remote-linkage setup that puts the stick within easy reach.
The GT featured 300 hp and 315 lb-ft of torque, along the 4.6-liter, all aluminum V8 sports three valves per cylinder along with variable valve timing. The V6 six-shooter can achieve 200 hp, featured 235 lb-ft of torque and came with the option of five-speed manual or four-speed automatic. The GT came with five gears, and the option of either automatic or manual gearbox. The newest Mustang is quite sprightly, mostly due to the new suspension and lighter-weight components, along with repositioned and lighter coil springs. Larger brakes were also added, along with a more stout rear axle with more effective control arms.
This current generation is manufactured at the AutoAlliance International plan in Flat Rock, Michigan.
By Jessica Donaldson
Shelby Mustang GT350
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Impeccably Presented and Highly Awarded 1966 Shelby GT350 Change-Over On Offer in Monterey, August 13-15
Scottsdale, Arizona (July 31st, 2015)
– In 2015, Monterey Car Week and the Motorsports Reunion will celebrate the 50th anniversary of one of the most important and most recognizable road racing automobiles of all time: Shelby's highly pivotal and highly cherished GT350. From the restoration shop, to the race track to the coucours lawn, nobody demonstrates a dedication to the Shelby GT350 and preserving its prominence like Russo and Steele. With this passion in mind, we are proud to presen...
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DAYTONA BEACH, Fla. (Jan. 28, 2016)
– Scott Pruett, known as a savvy and disciplined racer with a record 60 victories in IMSA competition, was honored by the Road Racing Drivers Club with the 2016 Phil Hill Award. RRDC president Bobby Rahal made the presentation at a dinner on Jan. 27 prior to the running of the Rolex 24 At Daytona, the season opener of the 2016 IMSA WeatherTech SportsCar Championship. The Phil Hill Award has been presented annually since 1993 to the person who the RR...
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HILLIARD, Ohio (Oct. 23, 2015)
- Twenty-six race-car drivers and motorsports professionals have been voted into the Road Racing Drivers Club in 2015. The group includes 11 Regular Members from the open-wheel and sports-car racing ranks, 10 Associate Members and five Honorary Members. The current roster of RRDC members now numbers 486. Voting was held among all current RRDC members. 'The RRDC is honored to announce the addition to its roster a group of outstanding racing champions and o...
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DAYTONA BEACH, Fla. (Jan. 22, 2015)
- Bill Warner, best known as the force behind the hugely successful Amelia Island Concours d'Elegance since 1996, received the 2014 Bob Akin Award from the Road Racing Drivers Club at a dinner prior to the running of the Rolex 24 At Daytona, the season opener of the 2015 TUDOR SportsCar Championship. Each recipient of this honor, considered the top award in motorsports for amateur, vintage/historic or semi-professional drivers, is selected by Akin's ...
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DAYTONA BEACH, Fla. (Jan. 24, 2014)
- Hurley Haywood, winner of more endurance classics than any other driver in racing history, was honored by the Road Racing Drivers Club with the 2014 Phil Hill Award. RRDC president Bobby Rahal presented Haywood with the award at a dinner prior to the running of the Rolex 24 At Daytona, the season opener of the 2014 TUDOR United SportsCar Championship. The Phil Hill Award has been presented annually since 1993 to the person who the RRDC feels has re...
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HILLIARD, Ohio (Nov. 7, 2013)
- Thirty-seven race-car drivers and motorsports professionals have been voted into the Road Racing Drivers Club in 2013. The group includes 13 Regular Members from the open-wheel and sports-car racing ranks, 20 Associate Members and four Honorary Members. The current roster of RRDC members now numbers 440. Voting was held among all current RRDC members. 'This year's crop of new Regular Members truly represents the spirit of the RRDC, as each driver has de...
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