When the 1967 Mustang got its first major body restyle, so did the Shelby Mustang. Bused on the body style, the Shelby Mustang was extensively restyled to set it off further from the regular production Mustangs. The 1965-66 Shelby’s were easily identifiable as a Mustang, the 1967 was less so.

The nose of the car was extended via the liberal use of fiberglass components, to create a more pointed, meaner look. In many ways, the 1967 Shelby was the forerunner of later production Mustangs. A fiberglass pin –secured hood which also used a standard-type hood latch, incorporating a large functional hood scoop, took the place of the stock steel hood. Two side scoops took the place of the stock air extractors, while the side brake scoops were carried over from the 1966. The rear deck lid formed a ducktail spoiler and the revised taillight panel housed 1967 Cougar taillights. Headlight configuration differed from production Mustangs. The grill-mounted high beams were positioned at the center until it was banned in certain states, including California, had statutes mandating minimum distance between headlights. Cars headed for those states started receiving lights at the outboard edges of the grill, legend has it that, in Pennsylvania, one lawmaker who had counted on the purchase of a Shelby with inboard lights actually initiated a change in the state law to accommodate his wish.

Shelby exterior emblems included identical grill and deck lid nameplates, front fender badgers and lower body panel stripes, all specific to either the GT-350 or GT-500. Shelby emblems also appeared on gas caps and wheel centers. The base wheel for 1967 was a 15 inch steel one with a Shelby logo 1967 Thunderbird wheel cover.

Most 1967’s have either the optional 15x7 inch Kelsey-Hayes Mag Star

All Shelbys, beginning in 1967, had 140 mph speedometers and 8000 RPM tachometers. The big change was the addition of the 428 engine in the Shelby. These models got the GT 500 designation.

Externally similar to the 427 race engine, the 428 had a different bore and stroke for excellent, torquey low-end response. The part and valve sizes were identical to the regular 390 cylinder heads. Pistons and crank were cast, but the rods were forged steel. Hydraulic lifters were used, but the main difference from other production 428s was the special induction system. A dual-plane aluminum intake manifold used two Holly 600 CFM carburetors. These were mounted backwards and used a unique throttle linkage. All normal driving was done with the front carburetors two primary barrels. The other six barrels would only be engaged under full throttle acceleration and this helped mileage quite a bit. The 428 was also fitted with Cobra or Lemans valve covers and a Cobra air cleaner. It was rated at 355 HP at 5800 RPM. Suspension was strictly production Mustang, with heavier springs and Koni shocks.

The GT500 used 15/16 inch front stabilizer bar. Brakes were also production items, discs in front and drums in the rear. GT500’s turned the quarter-mile in the low fourteen-second range, Depending on axle ratio and the driver of the car. In 1967 2,048 units of the GT500 were built. It would be the last year that the Shelby’s were built by Corral Shelby at his Los Angeles based factory. Ford moved the production back to Detroit the following year.

This particular GT500 was originally purchased on July 31, 1967, in Duluth, Minn. from Ryland Ford. From March 1968 it has been owned by Ken King of Duluth, Minn.