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A. By the 1968 model year, Ford and A.O. Smith were building the cars with some involvement by the newly created, Ionia-based, Shelby Automotive. That makes 0139 the big block convertible actually ordered and built by Shelby American, Inc.
 

Q. I've heard a rumor that the first few 1967 Shelby G.T. 500 cars received the 390 cu.in FE motors rather than the 428 cu.in. FE motors. Is there any evidence either way?

A. It is easy to see how this assumption could be made, since the Marti reports we've studied on the first three G.T. 500 cars actually itemize the S-code 390, and Paul Newitt's published information about the coupe 0131 states that car came with a 390. It is probable that Ford's data entry system did not yet allow for a Q-code on a Mustang at the time the cars were initially ordered (August 1966), and this incorrect information was circulated for many years. All speculation of 390 engines in the first cars was debunked in 2013 when Dave Matthews, the '67 registrar, confirmed by means of reviewing the 'add/delete sheets,' that they did in-fact receive the 428 cu.in "Inter" Engine option ("Inter" was an abbreviation for "Interceptor").  
 

Q. I read in the registry that the convertible (0139) was delivered to Shelby American as a complete car, not the typical "knock-down" as was typical of Shelby-ordered cars. Is this true, and if so, how long did the convertible look like a stock Mustang before it received Shelby styled fiberglass?

A. The theory about the convertible being a complete car stemmed from it being the only car ordered on DSO 2512. It was also the only convertible ordered. The "delivered as a complete car" theory was presented without hard evidence. It was the active theory up until 2014 when the DSO for 0139 was found by registrar Vincent Liska.

The DSO clearly identifies the convertible was indeed ordered without hood, emblems, ornaments, etc. (the hood hinges and springs remained). This is exactly how all '67 Shelby cars came from San Jose and is what is typically referred to as a "knock down."
 

Q. How can you be sure that car 0139 was the convertible photographed for the dealer brochures and first print ad appearing in November 1967?

A. We know the convertible in the ads was a '67 model year car based on a number of telltale signs (seats, interior trim, steering wheel, dashboard layout, vent windows, rearview mirror, antenna, 10-spoke wheels, etc.). Car 0139 is a convertible with an automatic transmission and air conditioning which the interior photos show. Lastly car 0139 is the only convertible listed on the Shelby American documents throughout the fiscal year ending 07/31/1967, which is during the time period the press and marketing photos were taken.
 

Q. At least two other engineering cars, including '67 coupe (0131) "Little Red" and '68 California Special "Green Hornet" had cool nicknames. Did the 1967 GT convertible have a nickname?

A. Throughout various Shelby American documents, it appears that Shelby employees referred to the convertible as an "engineering proto," "prototype convertible," "1968 proto convert," and "1968 photographic car."  The '67 convertible is also referred to by its California inventory number 062. Despite the abundance of terms used, we have not found any cool nicknames given to the convertible by Shelby American employees. Based on the car's original color and the mysterious theft (that didn't really happen), we chose to name the research and restoration effort "Project Red-Hot."
 

Q. The Theft Repair Invoice itemizes two fire extinguishers as being stolen. Do you know where they were mounted?

A. No, we don't know where they were mounted. There are two probable locations to mount fire extinguishers: the interior passenger compartment or the trunk. Without a console, it would make sense that one was mounted to the center tunnel.
 

Q. Did the convertible ever have a 427 Engine?

A. Only a single vintage photo of the convertible’s engine compartment has been found. The photo was taken on July 7, 1967 during the 'press day' of the Long Lead Technical Conference by one of the photographers for Motor Trend. In this photo, you can see the engine has been converted from its original 428 dual 600cfm 4bbl setup to a single Holly 715cfm 4bbl carburetor sandwiched between a 427 Aluminum intake manifold and 427 round chrome air cleaner. Portions of the AC and Smog systems are still visible, and I don't think you could adapt either to a 427, so its probable that the engine remained a 428 even though the intake, carburtetion and air cleaner were from a 427 at the time the of the LLTC.
 

Q. In one of the vintage pictures of the dashboard, there was a black blade toggle switch drilled into the dashboard below the convertible top switch. What was this for?

A. This toggle switch was added when the car was repurposed into the '68 styling car and controlled the rectangular Marchal 658 spot-beam driving lights. The toggle switch may have been sourced from the GT40 or Shelby Cobra parts bins, or it was a left-over '65 Shelby horn switch.
 

Q. The 'theft' of the oil filter is odd, because all other parts stolen from the car were bolt-on and easily accessible from the top-side of the car. Was the oil filter was top-mounted in the engine bay for quick filter changes and better performance? If so, where/how was it mounted?

A. It is quite possible. Originally it was thought that an oil cooler would prevent a remote oil cooler in the engine bay. We've learned that the oil cooler wouldn't have been installed to early-built convertible, so it is completely possible that a remote oil cooler setup, like the Super Snake. Odd holes were found in the driver's side inner fender near the wiper washer fluid bag, much like the Super Snake received. Unfortunately when Jeff Yergovich 'restored' the car in 2011, he welded them up and didn't take photos as to their locations.
 

The Sleeping Dog...

Q. During the time that the convertible was Carroll Shelby's "personal driver," which friends and/or celebrities may the convertible been loaned to?

A. Unknown. Through interviews of Bob Carlson, Lonnie Brannon and Paul Kunysz, we've been told that a female worker named Patricia, who worked in the second floor executive offices, was a regular driver of the convertible. Patricia originally started as a receptionist at Shelby American's Venice location. We're not sure what her role was at the airport facility, however, it apparently included a nice company car!
 

Q. Who had 'checked out' the convertible when it was reported 'stolen'?

A. Jim Frank believed it to be a Ford engineer visiting from South America; Fred Goodell believed it to be a Ford engineer visiting from Dearborn; and Carroll Shelby, in the Vehicle Information Report indicated it was an executive from Ford Motor Company. We do not believe that the car was ever actually stolen, and Carroll has eluded to the same in his 2003 interview.
 

Q. Who was the person that 'returned' the convertible, and what sort of compensation was tendered?

A. Unknown. Was it simply cash or perhaps a different car that was given to the person that brought the convertible back? Sounds like one of Carroll's lady friends loved all the attention she was getting in the one-off convertible and simply didn't want to bring it back anytime soon.
 

Q. If the car wasn't really stolen and recovered, why did employees recite similar stories about how it was found in the Palos Verdes Hills stripped of bolt-on parts and sitting on blocks?

A. Our hypothesis is that this is the 'theft story' that was told by Carroll to the employees and that the employees believed and recited this story when interviewed.
 

Q. When Carroll was interviewed in 2003, he laughed about the "stolen car" story and said that was the public story and then started to relate the true circumstances. He stopped and said, "it’s better to let a sleeping dog lie." What is the real story?

A. Now this is the ultimate question. There were certainly two people that knew the truth; a lovely lady and Carroll Shelby. I suspect we'll never know what really happened in April 1967. This is a secret that will be kept out of respect for those involved. Perhaps not knowing the full details makes for a better "Hollywood Mystery" after all.
 

Q. What is the proper model name for the 1967 Shelby? It is a Mustang GT, a Cobra GT or simply a Shelby GT?

A. You'd think that would be an easy answer, however, the model names were quite confusing, especially since there was naming inconsistency over the first two years, then clarity in 1967 followed by yet another change when Ford took over in 1968.

In 1965 and 1966, the Shelby American VIN plate would label the car as a "Mustang G.T. 350" and the press release would call them the "Shelby GT-350 Mustang," however, neither their marketing materials nor the car's window stickers used "Mustang" in the name. They would simply refer to the car as a "Shelby G.T. 350".

In 1967, the internal SA production orders were labeled "GT 350 / GT 500 Mustang," however, all public marketing materials referred to the car as "Shelby G.T. 350" or "Shelby G.T. 500."

By the 1968 model year, Ford had bought out Shelby, including his trademarks. The famous race-inspired 'Cobra' trademark mark was inserted into the equally famous 'Shelby GT' model designation resulting in "Shelby Cobra GT 350" and "Shelby Cobra GT 500".

On a side note, the model designation in the rocker stripe always included periods ("G.T."). In 1965, 1966, and 1968, the model designation on the front fender was centered between the wheel well and the back edge of the fender; in 1967 the model name was justified to the back edge of the fender.
 

Q. Was was the first year that Shelby fitted their cars with non-Mustang tail lights to give them a unique look and further differentiate them from a stock Mustang?

A. The first model year that Shelby experimented with changing the look of the tail lights on the Mustang based cars is actually the first year they built them -- 1965.  Car SFM5S010 was sent to Bill Stroppe and it was prototyped to accept the 1965 Ford Thunderbird tail lights. The design didn't get positive feedback nor approval and the tail light modifications wouldn't make it to production until 1967. 

In 1967, the third and final year of Shelby American building Mustang based cars, the GT would take on a drastically different look. Carroll Shelby wanted  his cars to look different than a stock Mustang. In addition to the 1967 Mercury Cougar tail lights, the front of the car was extended by 3" and a Kamm-type rear spoiler was added. In 1968, the '65 Thunderbird tail lights would return in an effort to reduce one the greatest design problems of the 67's -- that rear valence butchery was responsible for the exhaust & CO2 entering from the trunk in the 1967 models.