Months after launching the Mustang in the spring of 1964, executives had the itch to go racing with their new pony car. Early attempts to fi eld the Mustang in the SCCA’s B-Production competition failed, so Carroll Shelby—who was already stu ng Ford engines into his successful Cobra race cars—was called in to help. Shelby’s team extensively reworked the chassis. For the front suspension, upper control arms were lowered to improve suspension geometry, and a thicker, one-inch antiroll bar, as well as a one-piece shock-tower brace, were installed. At the rear, new traction bars curbed axle hop. Adjustable Koni dampers all around completed the package. These measures were especially useful since the already potent 289-cubic- inch V-8, which normally churned out 271 hp, was tuned to 306 ponies by means of a new intake manifold, a large Holley fourbarrel carb, and tubular headers.
Development work began on the car in August 1964, and production began the week before Christmas. In one week, Shelby American built twelve cars; in two, it had built 100 examples—enough for SCCA o cials to sign o on the car. The GT350 quickly became a dominant player in the B-Production class, winning national
championships for the next three years and helping establish the Mustang’s performance cred.
(Automobile Magazine)
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