Genuine ’69 GT500 fastback serial number 837. The base vehicle was initially built semi complete by Ford to 1969 Mach I specifications, then delivered to Shelby Automotive for finishing.

The original dash VIN plate and door warranty tag are intact. The warranty codes for this car are as follows: Body 63C: fastback with Mach I deluxe interior. Color T5: Candyapple Red (T) with blackout hood (5) NOTE: The “5” suffix was used to denote the matte black finish on a Mach I hood – although this code appears on Shelby warranty plates, Shelbys did not receive their hoods at Ford assembly. Trim 3AA: Black Mach I high back comfortweave knitted vinyl with Shelby accents. Date 10B: Scheduled for build on February 10, 1969. DSO 842537: Shelby Automotive batch order. Axle S: Locking 3:50 ratio. Trans 6: Close ratio 4 speed.

The body buck or “build” tag is not intact. Dearborn assembly fastened these tags to the right (passenger) side front of the radiator support on 1969 Mustangs. The position of the tag interfered with one of the attachment points for the Shelby fiberglass front end assembly. It was therefore routinely removed at Shelby Automotive and discarded. Only some very early production cars have their tags intact. Because Dearborn painted the radiator support after the tag was attached, an outline of the tag may be visible on unrestored cars where the support is original and has never been repainted.

The confidential Ford VINs stamped into the front fender aprons are believed to be intact, but have not been observed. No build sheet has yet been located, but it is believed one may be intact within the vehicle. Factory copies of the dealer order sheet and window price sticker are expected to also be available, along with a “Marti Report”. These documents have not yet been acquired.

HISTORY: Semi-completed at Ford Dearborn (Michigan) Assembly in April of 1969 and shipped to Shelby Automotive for completion. Shipped to S&C Motors in San Francisco, California on March 5, 1969.

Early ownership is presently unknown. The first identified owner was Jean Marc-Euraed of San Anselmo, CA. Number 837 was subsequently acquired on October 12, 1994 by Victor J. Cornell of Bodega, California, a town about 50 miles north of San Francisco. Cornell drove the car for several years and subsequently placed it into storage in a shipping container on his property. It remained in storage for approximately six years. It was acquired by Bill Collins on June 5, 2007 and shipped to Pennsylvania.

This GT500 appears in the Shelby American Automobile Club (SAAC) Shelby American World Registry, 1997 edition, on pages 1065 and 1155.

CONFIGURATION/CONDITION: Odometer displays 88,762 miles, believed to be the actual mileage. The exterior was refinished some years ago in the original Candyapple Red color.

Optional equipment includes four speed transmission, 3:50 locking differential, power steering and power disc brakes, tach dash, AM radio and fold down rear seat, All of these options are factory installed. Koni shock absorbers have been owner installed. Wheels are the original five spoke 15x7 Shelby units, mounted with older Goodrich Touring T/A radials. The wheels and tires are in average condition.

The engine is partially the factory installed original to this Shelby. The block is not original, having a 1970 casting date and non matching VIN stamping. The carburetor, intake manifold and various accessories are believed to be those originally installed into this vehicle, judging from the date codes on these components relative to the build date of the vehicle. The cylinder heads have not yet been examined for date codes.

The emission system is intact, original Ford and is believed to be that originally installed onto this vehicle. The ram air cleaner is the correct factory original. It retains its snorkel ,“S” tube and manifold heat shield.

The original cast iron exhaust manifolds connect into an OEM style 2¼ inch diameter exhaust system. Although the design of certain components suggests that it is an original Ford system, the transverse muffler has been eliminated, leaving only the resonators. Exhaust noise is thus much louder then normal. The exhaust exits through the original Shelby aluminum collector at the rear.

 The following is a summary of date, engineering and stamping codes on various components. NOTE: the basic part/engineering number portion of these codes has been omitted here for ease of reading:

ENGINE: No external block engineering number as is typical with Cobra Jets. Block casting date 0A13 (January 13, 1970. Back of block stamped “0Z573273”

Carburetor air horn stampings are C9AF-M, Holley list 4279, date 911 (1st week January 1969). The three-digit date code properly denotes a production line installed Holley on a manual transmission equipped 428CJ engine. The fuel pump is an original Carter “X” body high performance unit, proper for this application.

The intake manifold engineering number is C8OE-C, with 9A22 date (Jan 22, 1969). This is the correct 428CJ intake number. The valve covers are the correct plain finned aluminum.

The distributor is an Autolite with “C9OF-H” engineering number and “9A14” date (Jan 14, 1969). This is the correct code for a 1969 428CJ application with thermactor emission and manual transmission. The emission system anti-backfire canister is stamped “C8OE-C” and “3-4-67”.

The radiator appears original but lacks the FoMoCo logo top tank and the engineering number typically stamped into the passenger side core brace is not visible. The fan is a correct n early production 8 blade C8OE-B, with E-C8ZX-A stamped fan clutch. The fan shroud is a replacement. The water pump is a generic replacement with no engineering number or date code.

The power steering pump ID tag is obscured by the pressure hose mounting bracket and is not observable. The PS pulley is marked “S”. The original power steering oil cooler is intact, correctly mounted on the frame rail.

The dual alternator belt system is intact. The battery is a modern unit. The hoses, belts and other electrical equipment are generally generic replacement items.

DRIVELINE: Original “Big spline” toploader four speed transmission with factory shifter. The transmission ID tag properly reads for the ’69 428CJ application as follows:

RUG AE2

014915

The rear differential is the original 9 inch housing with staggered shocks. The center section is the original nodular style unit with distinctive “N” cast into the middle of the case. The case is dated 8M28 (Dec 28, 1968).

The original axle ID tag is attached, which reads:

The tag codes interpret as follows:

WFD-F – 1969/70 Nodular 31 spline differential assembly with 3:50 ratio

9AD - Assembled during fourth week of January, 1969

3L50 – Locking 3:50 gear ratio (the “L” in this code designates locking)

9 – 9 Inch ring gear

984A – Axle / differential / housing identification number for the entire assembly

BODY: Believed to be original sheet metal and fiberglass throughout. I have found no evidence of accident damage. Original, undisturbed underbody and structural metal. The floor pans, frame rails and aprons evidence no buckles or straightened areas. The factory primer drips are undisturbed on the floor pans. The factory sound deadener is intact on the insides of the rear quarter panels. The front fenders are the original factory fiberglass with steel reinforcements .

Exterior panel fit, gaps and alignment are average. There are three non original openings, two cut into the front fender aprons and one in the passenger trunk floor. The previous owner reports that these were the result of an alarm system and other accessories that have now been removed.

The exterior trim plating and/or finishes are in good to average condition. The front fender edge mouldings and trunk lid decorator panel are new reproductions. The exterior paint is average. The finish has overall smoothness and gloss. There are various stone chips, scratches and other flaws from normal use. A few areas show subsurface sanding scratches and a minor amount of dirt. These deficiencies are visible primarily when the car is viewed under strong interior light, but are not as evident when it is seen outside. The exterior presents itself well overall. The underside floor pan has not been refinished. Photographs of the various underside areas are available.

INTERIOR: The interior is largely original and is in very good condition. No cracks in dash pad, no tears in seats and no cut or modified interior panels. The carpet is in very good condition and has the correct red vinyl inserts. The plated rings around the dash instruments are bright. The steering wheel has normal wear to the wood grain pattern on the rim. The rim blow horn works.

All original Shelby equipment is intact including 140MPH speedo with trip odometer, optional 8000 RPM tach, console insert with ammeter and oil pressure gauges, roll bar with inertia reel shoulder harnesses, Shelby door panel insignia and fold down rear seat. The original AM radio is functional. All accessories, gauges and interior lights are in working order except the clock.

The trunk contains a high quality reproduction mat in the proper speckled style. There is presently no spare tire, jack or handle. Being an early production car, this GT500 was originally equipped with E70-15 size tires. It therefore had a conventional type spare tire and wheel. For this reason, there is no cradle welded into the trunk compartment to hold the inflator bottle used on later F60-15 tire equipped Shelbys, which employed a collapsible style spare tire.

OBSERVATIONS: Although repainted years ago, this Shelby I has the character of a survivor, by reason of retaining many of its factory original major components. Body integrity is high due to the lifetime spent in the dry California climate. The car starts readily, runs well, and is smooth and tight on the road with great power.

Everything is well set up and sorted out. A complete safety check has been performed including steering, brakes, exhaust, lights and signals. Any items needing attention have been repaired. The engine presently has a rear main seal oil leak.

Price: $79,500
Description prepared by Bill Collins on May 10, 2008