1968 Shelby Mustang GT350, GT500 and GT500KR. Greg Kolasa

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СКАЧАТЬ and S.F.M. 6S2050), Tom Clark (1968 Mustang GT California Special), Colin Comer (8T02J205264-03218), Tony Conover (8T02R205374-03447), Rich DiMarino (1968 Mustang GT California Special), Pete Disher (8T02R204798-03206), Lee Dixon (8T02S129547-00555), Scott Fuller (8T03S185133-02837, 8T02R205375-03447, and 8T03R216160-04391), Bev Harrold (1968 Mustang GT California Special), Rodney Harrold (8T02R201713-02267), Bill Hartmann (1964-1/2 Mustang Hardtop), Dan Hayenhjelm (1961 Ford Falcon), Mike Hudock (8T02R210376-03760), Martin Jackler (67200F3-0069), Peter Larkin (S.F.M. 6S327), Charlie McHose (8T03S134540-00987), David and Kellie Meador (8T02S143434-01561), Gary and Deb Miller (8T02J126809-00397), Gary and Jason Miller (1967 Shelby “Little Red” replica), Paul M. Newitt (1968 Mustang GT California Special), Scott Nickett (1962 Ford Thunderbird 09KR0166), Carol Padden (S.F.M. 6S1012), Howard Pardee (S.F.M. 5R095), Linda and Len Perham (S.F.M. 6S2377), Robert Perruso (8T02J193184-02085), Richard Pozarycki (8T02J192467-02184), Bill and Cyndi Prohidney (07H0318), David Russell (67400F8U00723), Simeone Foundation Automotive Museum (CSX 2287 and XGT-1) Scott Smith (8T02J134489-00930), Jan Sochurek (S.F.M. 5S392), Mike Tillery (8T02R205338-03382), Lance Tarnutzer (8T03R2210094-03473), Samuel Vassallo (8T03S149444-01445 and 8T02R216177-04408), Brian Walshe (’66 Mustang GT “K” fastback), Fred Warf (8T02J204810-03271), and Jim Wojcik (8T02R210136-03515).

      Kevin Marti of Marti Autoworks (martiauto.com) provided valuable assistance in decoding VIN and ID tags and determining various cars’ build dates; Marty Jackler willingly shared his vast knowledge of Ford parts and their applications (past and present); and Scott Fuller of Scott Fuller Reproductions (sfreproductions.com) supplied more information than I ever knew even existed on the many unique aspects of the ’68 Shelbys and High Country Special Mustangs. Jerry Heasley and the good folks up north at Legendary MotorCar Company (legendarymotorcar.com) happily shared their spectacular images of the prototype 1968 GT500s and Bob Wilson pitched in by neatly filling a photographic void that developed in Chapter 4. Perhaps nobody knows more about the California and High Country Special Mustangs than Paul M. Newitt; his tutelage on the subject was invaluable and equally appreciated. Frank Costanzo, Mike Deliberto, and Rich DiMarino of the Garden State Region Mustang Club generously offered their assistance in tracking down the owners of some of these “almost Shelby” notchbacks.

      As I sat down to condense all of this information into (hopefully) coherent text, Carol Padden proofread my multiple attempts at each chapter. And speaking of chapters, since a complete itemization of the assistance provided by Lowell Otter and J. D. Kaltenbach would fill a separate one, I will simply, but most sincerely, say “thank you” to them, to all the other generous folks, and to anyone I have thoughtlessly omitted. Their assistance made this book what it is and I am grateful.

      Having a file cabinet full of factory documents for reference is great but it is only partially complete without the personal anecdotes and experiences (think of them as explanatory footnotes) of people who were there “back in the day.” A very big “thanks” is due to GT350 Project Engineer Chuck Cantwell; Ford stylist Charlie McHose; SAAC Registrar (and original ’68 Shelby owner) Vincent Liska; and ACSCO Products President Tom McIntyre, for telling their tales of how things really went down.

      And finally, I know that I can speak for Shelby enthusiasts everywhere when I say that we are appreciative beyond words to Jack Redeker for not only so generously sharing some of his wonderful period images but even more so for not heeding the “no photography allowed” admonitions given during his 1968 A. O. Smith factory tour in the first place.

       CHAPTER 1

       UNDERSTANDING CARROLL SHELBY’S MUSTANGS

       When the Mustang debuted in April 1964, it wasn’t an overnight success. It didn’t take anywhere near that long; it was instantaneous. The car was sleek, shapely, sexy, spiffy, snappy, snazzy, and certainly sporty, but it wasn’t a sports car, and that’s what Ford needed. Carroll Shelby soon fixed that. (Photo Courtesy Bill Hartmann)

      To fully appreciate and understand the 1968 Shelby Mustangs, a brief history of the Mustang, the Ford Motor Company, and the state of automotive affairs in the United States in the late 1940s through the early 1960s is a prerequisite. When the 1965 Mustang debuted at the New York World’s Fair on April 17, 1964, to say that the car was an instant smash hit is an understatement of epic proportions.

      The Mustang’s effect on not only Detroit, but on popular American culture, in general, was nothing short of profound. Compared to Ford’s then-current (and more than just a little bit stuffy and stodgy) stable, the pert little coupe was not only a styling coup, but it also begat an entirely new class of automobile: the not-coincidentally-named “pony car” class. While Ford basked very publicly in the glow of its recent achievement, privately it lamented the one nagging criticism of the Mustang. Despite the car’s drop-dead good looks, its unprecedented bang-for-the-buck value, its arm’s-length options list, and its sizzling performance, Ford couldn’t overcome the fact that although the Mustang was no doubt a sporty car, it wasn’t a sports car. Ford just didn’t want a sports car; it needed a sports car.

      Ford had kicked off its decade-long “Total Performance” marketing program the year before Mustang’s debut. Chevrolet had had a sports car for almost 10 years. Ford’s performance program, identified by just two brief words, was itself the product of V-J Day. It was the beginning of the automotive performance movement in the United States.

       Myriad options do not a sports car make. Adding every available performance extra to a base Mustang (High Performance 289, 4-speed transmission, disc brakes, GT suspension) put the car very close to, and in fact, even formed the basis for, a sports car, but it wasn’t quite there. Shelby American moved the ball across the goal line.

PEACE, PROSPERITY AND PERFORMANCE

      It is not a stretch at all to say that the need for the Mustang to be recognized as a sports car really began at the end of World War II. With the end of hostilities, a massive influx of millions of ex-serviceman, many of them barely post-teenage, flooded back into the United States, and back into civilian life. During the late 1940s and early 1950s, the hot rod movement went pedal-to-the-metal as ex-GIs sought to fulfill their need for speed. They formed the consumer base that purchased huge numbers of automobiles, and their offspring formed the heart of the American car-buying public for the next generation. Everything automotive in the post-war United States was centered on two important attributes: speed and performance. Buyers couldn’t get enough of either, and Detroit was only too happy to oblige. Cars became faster, more powerful, and more exciting with each model year. Everyone’s, that is, except Ford’s.

       Ford had numerous reasons for needing its new Mustang to be recognized as a sports car. The company needed a sports car to fit into its new Total Performance marketing and motorsports campaign. It also needed to counter the Corvette, which, by the time Total Performance was up and running, had already marked a decade of as Chevrolet proudly proclaimed it, “America’s Sports Car.” СКАЧАТЬ