You may remember Clive Sutton as the prestige London car dealership which had been selling some of the Classic Recreation builds in the UK though it now seems they also have other Mustang shops from around the world producing cars for their customers. This time using the Indonesian based Classic Speed for this lovely looking 1967 GT500 Eleanor clone. The 10-minute long video shows the Clive Sutton employees giving the car a once over and taking it on a short road test. Enjoy
We always love finding TV episodes, documentaries and reviews that cover the Mustang and Shelby Mustang models here at 67mustangblog. And we’re always amazed that more keep popping up which serves to prove that the Ford Mustang, so many years on, is one of the most popular muscle cars around.
This time we’ve come across an episode of SPEEDtv’s American Muscle Car which features the one and only Shelby GT350. The episode gives you the full history of the car and features lots of great stock and racing heritage footage.
If you haven’t seen it already make sure you do! Enjoy
It’s safe to say for just about every Mustang enthusiast the thought of owning a genuine 1967 Shelby GT500 is stuff of dreams. What’s better than owning one you say? Well how about the GT500 with the lowest mileage in existence? That’s just what is up for auction in January at the Barrett-Jackson auction at WestWorld of Scottsdale.
The 1967 GT500 (Lot #5024) is not only the lowest mileage with only 9,841 on the clock but it is also all original and unrestored.
The Shelby is owned by Stephen Becker, president and CEO of Planet Cobra, which specializes in offering 1965-1970 Shelby Mustangs to clients internationally. He and Shelby expert Jim Cowles will be on-site to answer questions about the car and meet with individuals and discuss the vintage Shelby market.
“This car was one of the first GT500’s ever produced by Shelby American,” Becker said. “From its design and performance to its heritage and history, there’s truly nothing like it. It is a testament to the uniqueness of this special survivor Shelby that Barrett-Jackson will feature it as they honor Carroll Shelby this year.”
Barrett-Jackson plans to honor the late Mr. Shelby, who died in May 2012, with a party commemorating what would have been his 90th birthday on January 11. From the gala to an amazing group of the most desirable Shelby cars that will cross the block, the Scottsdale event will honor the automotive legend.
“Carroll Shelby was an American icon whose influence will continue to shape the automotive landscape for years,” said Steve Davis, president of Barrett-Jackson. “The ’67 Shelby GT500s were a major milestone for Shelby American with its big block power and larger platform. Low-mileage survivor cars like this one from Stephen Becker, who is a recognized Shelby expert, are often cited as desirable collectibles. Not only do they provide a way to keep Carroll Shelby’s legacy alive, they are important pieces of history.”
The car has an intriguing history. In 1966, Edward Milkos ordered the ’67 Shelby for drag racing. After the car was delivered on February 27, 1967, he spent the next two years competing in races. Unfortunately, his amateur racing career ended with a serious injury. By the time Milkos recovered, fuel prices had risen dramatically and the car was stored in his basement. After 30 years, Milkos traded in the Shelby for a late-model car.
This GT500 is in Nightmist Blue with black interior, a color combination highly desired by collectors. It is loaded with a 428 Police Interceptor engine and a dual four-barrel carburetion. The car has its original paint, wheel, tires and drivetrain. It includes all original documentation including New Jersey license plates and a 1970 inspection sticker.
Displayed at the Shelby Headquarters in Las Vegas, the GT500 went on tour in 2010. It was one of 20 vehicles invited to the Shelby tribute at the Quail in Monterey and appeared at the SAAC convention.
“This original, unrestored, well-documented, all-matching numbers vehicle is one of the rarest Shelby’s ever built,” Becker said. “This low mileage Shelby still has its original engine, transmission and rear end. I hope that it will go to someone who will understand and appreciate its value. It would certainly be the crown jewel of any collection.”
The Barrett-Jackson auction takes place Jan 13-20 at WestWorld of Scottsdale, with 39 hours of live coverage on SPEED. For more information about the January event, see Barrett-Jackson.com.
We would like to wish all our readers a very Merry Christmas. Where ever you are in the world we hope you have a fantastic day. Thanks for taking the time to read our posts and follow the the dream. Hopefully Santa is good to you all. Drive safe!
We love a good car collection here at 67mustangblog. So it’s when we stumble across a private collection like Craig Jackson’s that we get all giddy and feel it our duty to share it with you all.
For those who don’t know, this is Craig Jackson of Barrett-Jackson fame. His collection, although not as large as someone like say Jay Leno, is still impressive. Spread across a 3600 square-feet circular garage the collection features a couple of Shelby’s. Two Shelby GT350’s and the famous Green Hornet Mustang which is going up for auction next month.
Check out the full episode taken from Million Dollar Rooms.
We’ve only just stumbled across this beautiful mini-documentary but we’ve managed to watch it good amount of times. Not only is the cinematography in it stunning but it also features a rare Boss 494 engine. One of only 10 made apparently.
The Bodie Stroud built car was a feature of last year’s SEMA show and managed to draw the attention of Mario Andretti who endorsed the rare engine by signing in. Of course the original run of 494 engines were built for Mario Andretti’s 1969 Can Am series car.
The car produces over 770hp and sounds and looks stunning. Turn it up, dim the lights and hit full-screen!
Jay Leno also featured the car on his online show. See it below.
This year at the SEMA show in Las Vegas Classic Recreations showcased their first right hand drive convertible Shelby GT500CR
The car, built for a customer in Singapore, was finished with all new machined parts supplied by Dynacorn specifically for a right hand drive version.
In this newly released video Classic Recreations owner, Jason Engel, takes us through the build process and his thoughts behind their very first right hand drive convertible Shelby.
This great 1970 Mustang Boss 302 currently on eBay was purchased new in 1970. It was originally Lime Green Metallic with Ivy Green interior. Early on it was converted into a racing vehicle and was competitively raced and until 1976. From there it was sold off and stored in a barn for 15 years.
This is a former race car that was road raced and drag raced in the 70s. It does not have any affiliation with Holman & Moody. Documentation did exist at one time but I did not get any when I bought the car. The original parts that were removed from this car are also gone; sold off years ago before anyone knew future parts values. What is included (but not shown and from a 69 fastback) is a complete IP, wiring harness, front bucket seats, and rear seats and trim to be able to return the car back to stock and make it streetable.
It’s quite a unique find and is currently up for auction on eBay. At the time of writing it was without bids still at the $30,000 starting price.
Oh, it’s out there somewhere that’s what I’m told. When I talked about it on a Mustang forum, some forumite told the others on the forum something to the effect of: “someone has it but doesn’t want to talk about it.”
Hey, until such time as I see it rolled out into the noon-day sun, I still say it’s lost. I speak of the 1965 Mustang bodied by Bertone in Italy and designed by no less than Giorgetto Giugiaro then a young designer still on his way up, and years before going out on his own to start Ital Design.
It had a lot of innovative features such as a full width grille with hidden headlamps, a very airy glass filled roofline, and a totally redesigned interior. The exterior was a light turquoise blue, more green than blue and the interior a tan/orange what the Italians call “goosebeak.” The interior looks more Ferrari-ish or Maserati-ish than anything from America. Though I did recognize the shift lever.
The exterior had the same side vents as featured on several Giugiaro designs at the time, including a couple of Maseratis.
The car would be more favorably remembered if that damned Mazda company didn’t use the nose treatment on the RX-2 Capella and the side roofline on the RX-4. Of course we can blame Bertone who, semi-secretly, was a design source for Toyo Kogyo (Mazda). I say semi-secretly because Nuccio Bertone had pledged to fellow Italians he wouldn’t help the Japanese because they knew the Japanese could bury them in small car output (which they did).
The one-off Mustang was done for an important and influential American, L. Scott Bailey, founder and publisher of Automobile Quarterly magazine.
I saw the car once, parked outside “the glass house”, the nickname for the Ford World HQ in Dearborn. It made its U.S. debut at the NY Auto Show in 1965.
Sometime before his death I saw an ad by Mr. Bailey asking for the whereabouts of the car. I thought this was odd. If he sold it, then he should know it’s in the hands of a legit owner. Maybe he wanted to buy it back for old time’s sake. On the other hand, I recall reading somewhere that it was stolen in Monte Carlo or sold to a Greek ship captain. Take your choice on those rumors.
I think, if it was indeed stolen, it would be foolhardy to show up in it or it could be confiscated by the owner who owned it at the time it was stolen. But even the ownership trail might be murky, maybe Ford still owned the car when ownership was attributed to Bailey as often happens when celebrities have a car but then it turns out they were only “loaned” the car by an automaker. And car companies do strange things to cars bodied outside the country. Sometimes they would rather cut them up rather than pay customs duties or have them privately owned and used for purposes which could incur liability upon them.
And so it is, it’s on my list of ‘Cars to look for’ but I don’t have much hope of finding it. So, at the risk of letting other people know it might be on the loose, I’m putting out the word. This is a Mustang that, if properly restored, could grace the lawn at Pebble Beach. And maybe take a million plus at a Monterey auction. But this isn’t about money. It’s about lost treasure–one man’s dream translated into metal. Is it lost forever…or gathering dust in a barn? Inquiring minds want to know….
There have been at least half a dozen guides to the first gen (’65-70) Shelby Mustangs. But finally there’s a book that is deeply research-based and not just conjecture. Greg Kolasa has done just that with the Definitive Shelby Mustang Guide 1965-70 form CarTech Publishing.
He goes into each year of the original Shelby Mustang run,separating fact from fiction and doing a bang-up job with color pictures that show the changes in trim not only from year to year but within the same model year. In his intro, he says the digital camera is what convinced him–when he could take hundreds of pictures at a single event and then back those up with facts.
Atlhough his book is mostly “in this year they offered this” approach, if you read between the lines you see that from ’65 to ’67 Shelby’s west coast operation was always playing “catch up” trying to correct manufacturing flaws due to changes in parts vendors, poorly designed parts or misunderstandings of the dealers, customers, etc.
Particularly illuminating is the chapter on the Hertz Shelbys where there was a braking issue and Ford had to hurriedly put in a booster brake. Kolasa alludes to having access to original documents for much of his book but he doesn’t reproduce them. The blurb says he did many interviews but I couldn’t find any interviews reproduced so I presume the main purpose of the interviews was what reporters call “for background,” i.e. to fact check his conclusions for instance that there was only four, not six, ShelbyGT350 convertibles in the early days before ’68.
He mentions only Chuck McHose as the designer of the ’67 when other books mention two designers being sent from Detroit. In the ’69 model he doesn’t come out and say who was responsible for the more dramatic look of the car (more divorced from the production Mustang than any previous model), nor does he
mention if the Mustang Milano show car came out before or after when that may have been the car that influenced the ’69 if it came out first.
He never mentions the Boss 302 or Boss 429 as having been spoilers for the later Shelbys and why Ford would deliberately introduce two high performance cars that would more or less dig the grave for the
One new bit of info for this reporter-who has spent over 40 years studying the marque-was the author’s tale of a year long battle between Ford and the Michigan firm building the cars -A.O.Smith- over finishing the cars and who should pay for them. I hope in a later edition, Kolasa can reproduce a Ford memo on why Shelby left; or his letter of resignation from Ford or something to explain why the program fell apart after he left. Actually in auto history this often happens, more recently when DeTomaso left Kjell Qvale in the lurch on the front engined Mangusta, forcing Qvale to re-name the cars the Qvale Mangusta and dooming the car once the public realized it was no longer a DeTomaso product.
Kolasa has hundreds of excellent pictures, though he does make the mistake of printing at least one of a clone, when I think the market for the book is those restoring Shelby Mustangs or those who want to build a clone and the last thing they need is to build a clone using for reference a picture of a clone. The most valuable pictures in his book are those of the ’65 R model—even a clone of that, to be correct, would have to cost over $50,000 to build so you need really accurate pictures of the dashboard, engine compartment and such.
He also briefly mentions Shelby’s attempt to make replicas, not using the word replica, with a firm called Beverly Hills Mustang and says those are accepted as continuation cars. But I wonder if that means acceptance by an auction company or just some club. Clubs of course can deem a car anything they want but I say if you go to an auction and the auctioneer is implying a continuation car is the real thing, that’s fraud. If a ’65-’70 Shelby was made out of time sequence (after the ‘60s) they are replicas, pure and simple. He doesn’t mention a later effort with a Marina del Rey TV producer which resulted in at least one finished car.
The size of the book, only about ¾” of an inch thick and roughly the dimensions of a business letter, makes it easy to carry the book around a car show or auction and I think this will be a book every owner of a ’65-through’-70 Mustang who likes Shelbys will want to own and make marginal notes in. The price–$39.95– is a bit high but the paper quality and printing are excellent and I laud them for going all color. Let’s hope they do a paperback version at a more reasonable under $25 price.
In sum, this book is a keeper and a good reference. I would have wanted more history, maybe explaining the changeover in advertising from Shelby doing it to Ford, but to be fair, the subject of Shelby is so big that if they included everything, you’d have another door stop 500-plus page book like the Rinsey Mills book when the real need is for a reference book you can carry around at club meets and auctions.
Contact Car Tech, at www.cartechbooks.com if you can’t find it at your local bookstore.
Wallace Wyss is the author of SHELBY The Man, The Cars, The Legend