335 bhp, 428 cu. in. R-Code Super Cobra Jet V-8 engine, single four-barrel carburetor, close-ratio Ford “Toploader” four-speed manual transmission, independent front suspension with unequal-length A-arms, coil springs and anti-roll bar, live rear axle with semi-elliptic leaf springs and staggered shock absorbers, and front disc, rear drum hydraulic brakes. Wheelbase: 108"

• One of only 170 Drag Pack equipped examples

• Equipped from new with the top available performance features

• Documented in Shelby Registry and accompanied by original documents

• Correctly restored, original underneath; ultra-rare Grabber Green finish

• Marti Report on file for review

While Carroll Shelby’s original GT350 quickly matured beyond its competition roots, high performance still defined its basic essence. With the release of the second-series Mustang for 1967, designed from the outset to accept Ford’s 390-cubic inch big block engine, Shelby upped the ante with an even larger modified Police Interceptor 428 to create the GT500.

The 428 Cobra Jet, developed by Rhode Island’s Tasca Ford at the suggestion of Hot Rod Magazine, was soon available for 1968 and added 427 low-riser cylinder heads, a 735-cfm Holley carburetor and other improvements from the Ford parts bin. Strong, reliable and vastly under-reported at 335 hp, the CJ was purpose-built for NHRA SS/E drag racing. At its 1968 Winternationals debut, Al Joniec took the class victory in an all-CJ final round over Hubert Platt.

For 1969, the 428 Super Cobra Jet added Ram Air induction, special pistons, a nodular-iron crank, beefier 427 "Le Mans" connecting rods and an external balancer. Selecting either 3.91:1 or 4.30:1 rear-end gears automatically added an engine-oil cooler to form the Drag Pack option. Ford’s “official” 335 hp rating remained, but a somewhat more realistic 360 hp rating was assigned to the SCJ by the NHRA. The 428 CJ and SCJ powered the increasingly upscale GT500 through its final 1969/1970 series. With 5.8-second 0-to-60 acceleration, 13.38-second quarter-mile performance and 145-mph top speed (July, 1969 Hot Rod Magazine test), the SCJ-equipped GT500 offered earth-shattering performance.

For the final 1969/1970 Shelby Mustang series, visual changes included a longer fiberglass front end, a unique “hoop” grille, a revised taillight and exhaust treatment, five-spoke wheels and an aggressive hood with five NACA-style air scoops. Inside, a roll bar, inertia-reel harnesses, luxurious features and special trim maintained the performance-oriented, upscale character of the GT500. While exact numbers vary according to the source, approximately 789 GT500s were sold for 1970, their last year of availability.

According to the accompanying Deluxe Marti Report, this 1970 GT500 Fastback was completed on May 20, 1969, seven days ahead of schedule. It was very well equipped with a rare special-order Grabber Green paint finish, white upholstery, a 428 SCJ engine with Ram Air induction and a “Toploader” four-speed close-ratio manual transmission. Other original features included the Visibility Group, Goodyear tires, the Sport Deck folding rear seat, power steering, power front disc brakes, Tilt-Away steering wheel, AM radio, full tinted glass and Deluxe seat belts with a warning light. Of particular note, this GT500 is one of only 170 1969/1970 cars equipped with the Drag Pack option package comprising a 3.91:1 Traction-Lok rear end and an engine-oil cooler.

According to the Shelby American World Registry, the GT500 was first shipped to Georgia’s East Point Ford before eventually going to Joe Myers Ford, Inc. of Houston, Texas as part of a six-car package. While the original owner remains unknown, the GT500 has clearly been well cared for by its six known caretakers, including Jim Wicks, the founder of the Team Shelby Mid-America Ford Nationals, who owned it around the year 2000, followed by Bob Moore, Mason Jones and the highly knowledgeable current owner.

Restored and with only one repaint, this GT500 features a completely original undercarriage with the factory-applied paint still in place. It retains its original 428 SCJ engine and rides on new Goodyear Polyglas tires. It is well documented with the original order form, build sheet, Shelby Automotive dealer invoice and a Deluxe Marti Report. This is certainly one of the finest final-series GT500s available today, and it is finished in a stunning color!