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1969 Shelby GT500 Fastback for sale
So here we have it… a Genuine 1969 Shelby GT500 Fastback in Wimbledon White with Red Vinyl Knit trim. This is one of only 18 made in this colour combination. All matching numbers 428-4V-V8 engine with GT 500 RAM AIR induction, C6 Select Shift Automatic Transmission, 9 inch 3.00 Traction Lok Rear Axle, Power steering, Tilt Away Steering Wheel, Power Front disc brakes, Air-conditioned, Tinted Glass, Deluxe Belts, Sport Deck flat folding rear seat, Original Roll Bar, Warning Light, Tachometer and Trip Odometer. This car has interesting history and it’s all recorded in a folder going right back to the original sales documents, books and original embossed owners’ card. A very original car that’s had a respray at one point but other wise unrestored, it does show some ware and patina accordingly and is a great surviving Shelby and a very rare car in Australia.
ENGINE: Two engine choices were available for 1969: big or small. The small-block was a 351 Windsor and was the key component of the G.T. 350, while this car got the big-block 428 Cobra Jet that was standard fitment for the G.T. 500. The central front NACA duct brought air into the carburettor of either engine by way of a Ram Air system. The G.T. 500’s big 428 Cobra Jet is often thought to be underrated at a listed 335hp, even given its screaming 5,800 RPM rating point. Torque was robust at 440-lbs.ft. of twist at just 3,400 crankshaft revolutions showing on the 8,000 RPM tachometer. The G.T. 500 huffed air through the centre NACA duct and into a Holley four-barrel carburettor. The big-block engine shifted the weight distribution of the Shelby forward, placing 57 percent of the 3,850 pounds of the SportsRoof version’s girth over the front wheels and just 43 percent out over the stylish, but more tail-happy, rear end of the car.
OPTIONS: Engine and transmission choices also determined who stayed cool. Air conditioning was only available on the G.T. 500 if the car was equipped with the C-6 automatic transmission.
DIFFRENTIAL: The ring and pinion were semi-floating type, fitted to Ford 9-inch differentials. Number codes were used in the VIN for various ratios to denote an open differential; letter codes were used for Traction-Lok limited-slip ratios. Everything from an Interstate-swallowing 3.00:1 open rear gear to a get-up-and-boogie 4.30:1 locker were available, depending on the engine and transmission combination… This car was fitted with the 3.00:1 ratio.
BODY: There is a Mustang under the Shelby. The SportsRoof, rear quarters and doors were stock Mustang. Shelby tapped into the considerable resources of the Ford design team to come up with the race-bred look of the 1969-’70 models. To even call the 1969 Shelby a pony car would be a stretch. Literally. The distinctive front treatment of the Shelby added almost four inches to the standard Mustang length and required fiberglass fenders designed to work with the stretched hood. The fiberglass work was farmed out to A. O. Smith, which churned out the 26 parts that helped transform a standard Mustang into the Shelby. Chrome trim on the leading edge of the long hood was met by fender chrome bits and the front bumper to form a rectangular maw punctuated by two round headlamps and a Cobra emblem. Twin Lucas FT8 fog lamps under the front bumper were controlled by a console-mounted toggle switch.
WHEELS & TYRES: A Shelby car would not be a Shelby without some manner of available ultra-cool cast aluminium wheels. The 1969-’70 cars adhered to this rule, though there was only one choice. The 1969-’70 Shelby 15 x 7-inch wheel featured a five-spoke cast-aluminium centre and a steel rim and the set on this car has just been restored and brand new tyres fitted.