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1966 Shelby GT-350

The First Restyling. Sales Quadruple

The 1966 model year became hectic around Shelby American. There were matters of profitability, some "better ideas" from the Ford hierarchy, an anticipated shortage of vehicles available for Shelby while the Mustang plants readied for a new year's production, numerous problems with supplies, and one big surprise: the Rent-a-Racers. What began as a shot in the dark—the attempt to sell Hertz Corporation a handful of GT-350s for more adventurous and well-heeled clients—became a massive interplay between the rental car company and Shelby American. Production for Hertz would end up accounting for forty-two percent of the year's output.

Ford, with its substantial stake in Shelby American, went into 1966 production with a slightly altered viewpoint. Management had viewed the 1965 Shelby GT-350s as effective "loss leaders," a limited number of loud and gutsy image cars that were not, one by one, profitable. But by being seen in competition, in sales literature, and in showrooms, they had done their job of boosting the Mustang's reputation and keeping Mustang sales at record-setting levels. Still, if the program were to continue and grow, a situation closer to profitability was preferred.

At the same time, dealers saw the potential for increased Shelby sales, if only a few changes were made. If only they had back seats and were slightly less expensive; if only they were quieter, more comfortable, and multi-colored; if only automatic transmissions were offered; and if only they stood out a little more from the standard Mustangs. To the purists, the rough and raw product was fine; to the masses, a little less rough and a lot less raw were needed.

The dealer requests coincided with the recommendations of Ford executives, who had observed the Shelby American operation and had evaluated methods and cost effectiveness. Planning for the 1966 model year began well before production ceased on the 1965 Shelbys. After much discussion, Detroit Locker rear ends, with their odd clunking sounds, became optional, rather than standard, equipment for 1966 Shelbys. Override traction bar installation, deemed too time-consuming and therefore too expensive, was reconsidered. After the supply of those units was exhausted (about one-third of the way through 1966 production), Traction Master underride bars sufficed. The 1in drop of the front upper control arms (resulting in a lowered front end and better handling) also took too much hands-on effort and time. Those two changes, when factored out of the initial Shelby package, were substantial in terms of philosophy as well as performance.

A strange anomaly kicked off the 1966 model year. The Mustang production lines in Metuchen, Dearborn, and San Jose would shut down during approximately the first ten days of August in order to ready themselves for the next year's assembly changes. Because of demand in the distribution and dealer networks, the initial cars off the 1966 lines would necessarily be standard Mustangs. Someone wisely fore-saw that Shelby American's supply of partially completed San Jose knockdown models would be interrupted, and Shelby would have few or no cars with which to debut its 1966 GT-350. The solution: As 1965 Mustang production was phased out, 252 chassis—1965 Mustangs intended to be 1966 Shelbys—were shipped from San Jose to the new Shelby American plant in hangars adjacent to the Los Angeles International Airport.

The 252 Wimbledon White carryover vehicles would, in many ways, differ from subsequent 1966 models. They would have some 1965 Mustang characteristics, a good many 1965 Shelby GT-350 details, and many 1966 GT-350 cosmetic changes, including the adaption of the 1966 Mustang grille, Plexiglas C-pillar windows, quarter-panel air scoops, Deluxe Mustang wood-grain-style steering wheel, dash-mounted Cobra tachometer, and Cobra logo GT-350 gas cap.

When the group became completed, the domesticating changes requested by both Ford and its dealer network immediately took effect. Car number 0253 became the first 1966 Shelby based on a 1966 Mustang; it received the first automatic transmission and a true 1966 interior (with updated standard upholstery, inner door panels, and dashpad). Other items found only on the carryover cars were the lowered front upper-control arms, the 1965-style silver painted 15in steel wheels, and Koni shock absorbers (which, along with the Detroit Locker, became a dealer-in-stalled option). Emergency flashers and backup lights first became standard on 1966 Mustangs and so appeared on the post-0252 GT-350s.

All these changes, adaptions to the market, and departures from the race-car nature of the Shelby street models were glimmerings in the crystal ball. The final years of the decade would see a changing Mustang, a more competitive—almost reactionary—pony car market, and the increasing influences of government regulators and insurance industry pressure. The Shelby, too, would change with the times.

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1966 SHELBY GT-350

CARS > MUSCLE CARS > 1966 SHELBY GT-350

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1966 Shelby GT-350

1966 SHELBY GT-350

CARS > MUSCLE CARS > 1966 SHELBY GT-350

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Cars Directory : Auto, Automobile, Automotive, Car, Cars, Vehicle, Vehicles, Used Cars, New Cars, Used Car, New Car Price

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