Feature car 1967 SHELBY GT-350

This Month
Jan. 2001
- From the Drivers Seat
- Shelby a go-go
- Classifieds
Next Meeting
Jan. 21st
6:00 pm @ Denny’s
Feature car 1967 SHELBY GT-350
Track Meeting 11am Jan 27th @ the Gehring’s
Call Fred or Gayle for directions
Vote for New club officers @ the Jan meeting
Bring
Bring your significant other so they can cast their vote as well!
“Shelby a-go-go” feature story submitted by Brian Bogdon
For information about
SAAC NW
or its activities, call any officer.
President
Paul Blanchard
503 657-9273
Vice President
Keith Canutt
503 620-3459
Secretary
Susan Martin
503 ???-????
Treasurer
Dan Jones
503 659-6214
Newsletter Editor
Jeff Riggs
360 892-9025
MHRC Rep
Brent Soo Hoo
503 323-5826
Assis. MHRC Rep
Bob Parker
503 661-1619
SAAC National Rep
Fred Gehring
503 657-5595
Track Steward
Andy Speck
503 848-6373
Assis. Track Steward
Brian Bogdon
360 425-4017
SAAC Northwest Express is a monthly
newsletter of Shelby American Automobile Club Northwest, a regional club
formed in 1978 for the purpose of preserving & enjoying Shelby & other
Ford /Mercury Performance cars.
Web page address:
http://members.xoom.com/saacnw/
From the Drivers Seat.
Welcome to the year 2001. We will have a great season this
year. I plan to have a full schedule of events posted next
month. So if you have a favorite event you would like to post,
please send it in.
There has been a discussion about a road trip to Bolder Colorado to see the Shelby Museum. If you have an interest please
contact Keith Canutt or myself.
We will announce the new club officers at this months meeting.
So don’t miss out on the fun. If you haven’t mailed in your ballot
come to the meeting and vote! Your significant other should
vote as well. So Be There!!
“Dead Line!”
Please have articles in by the first week of the month.
2308 NE 109th CT.
Vancouver, WA. 98684
Phone: 360 892-9025 Fax: 360 260-7883
jeffr@solidnet.com
The New 427 engine option for Ford in 63! I especially like
the part about zero to sixty so quick you will think you
have amnesia! Gotta Love It!
Shelby
The 1967 Ford Shelby Mustang GT350 was hardly the road-racer that its earlier namesakes were,
nor was it merely a cruiser. So just what was it? Mick Walsh (pictures) and Richard Sutton
(words) found out.
ubmitted by Brian Bogdon
Reprinted from Classic and Sportscar Magazine , April 1990
(a British magazine)
You know, you'll never realise how different Americans are to
we Brits until you've been stuck in a traffic jam in Kensington
High Street in a 1967 Ford Shelby Mustang on a Saturday. It was
a regrettable necessity, on the way as I was from my home to the
ferry, there being no better way to go.
It wasn't my Shelby, you understand, but Robert Brooks' of
Brooks Limited, whose new classic and racing car auction house
has been making so many headlines recently. The editor and I
were to drive the car to Geneva that evening, to iron out its kinks
before Robert campaigned it
on the Winter Marathon later
in the month. It was an ambition as yet unfulfilled - to
drive a GT350 in the Swiss
mountains - and the generous
opportunity also allowed us
to determine just how desirable the last significant
Shelby Mustang really was.
I sat in the Kensington
jam, four-bolt harness in
place, left leg aching on the
hefty clutch, right hand
bleeding from the last big
shift I'd swung when the knob
cam off and my palm was
serrated on the splines. Exhaust fumes filled the cabin,
volumes of noise boomed the
cockpit like a drum. Yes,
that's right, the Shelby
GT350 was behaving normally, happy as a pie in its
anti-social self.
Then came the roughidling, and the Shelby shook
and gyrated as it fouled its
plugs and fuel vapourisation
took its toll on the 289ci
engine's respiratory system. I
had to rev it, just to keep it running, and so it shook and bellowed
and took up a lot of road.
It was not discreet. Dark metallic green with two very wide Le
Mans stripes running for/aft, gravel pan to gravel pan, over the accentuated Shelby nose panel, over the huge dual-snout hood scoop,
over the fastest back I've ever seen on a fastback, over the huge boot
lip spoiler, down the back and beyond.
Two high-level exhausts bellowed environmental unfriendliness
over the Fiesta Finesse behind me, its fog-lights hit square on with
black and blue 306hp of heat and Holley sweat. Once, when it was
time to pull away and I was momentarily left struggling with the
ghastly gear linkage and that ferocious clutch, a gap predictably
appeared in front of me in the queue. So the floosie in the flossie
behind with its poxy pink pinstripes felt occasion to part her
hooter at poor strugglin' Shel'. And no sooner did Shel' hear the
feeble squeak than its gear gate was found, its plugs cleared, its
fuel flowed freely and there cam about a great roar and tyre squeal
as everything came together just like it was Willow Springs again.
And absolutely everybody looked round as the Shelby hurtled
down the High Street, punting pushy Porsches our of its lane,
before it did its best to stop itself inches behind the spectator-filled
platform of a Number 9 from Mortlake.
How wholly embarrassing. Because much as the Shelby is a
head-turner, it does not reward the head-turned like an open exhaust XK Jaguar, or an AC Cobra. Instead you are glared at,
gesticulated to, and generally made to feel quite unwelcome in
your own home town. And that's the great difference between
England and America, in automotive terms. Had this been
Melrose, Los Angeles, the Shelby would have made every allAmerican boy and girl shout "God Save America". In Britain, at
a time when God's desire to Save the World is of more concern
than the Spirit of America, the polluting GT350 is a popular as
CFCs in Apollo's hairspray.
But let's not be too unpleasant about our ace boon coons from
across the pond. The Ford Shelby Mustang GT350, at least in its
original guise, is a favourite automobile of mine, it's just that, like
so many things, there is a time and place for everything. And the
right place for a Shelby is the Continent, where high performance
American cars from the sixties are appreciated as the rare exotics
they were in period, not as environmental and obnoxious nui-
sances, fit only for acid-heads with genital hang-ups. So with
plenty of gas money, the loudest Boogie Box we could find, a fist
full of Gene Pitney tapes and a map of the twistiest roads in
France, it was Shelby-a-go-go to Switzerland.
Nineteen Sixty Seven was an important year for Carroll
Shelby and his creations, the Shelby Mustangs. Much has been
written of the first generation Shelby Mustangs - the 1965
GT350s - usually in context with their spiritual and not dissimilar
successors, the 1966 models. After 1966, the cars were generally
shadows of their former
selves, offering little more
than high costs and a load of
unnecessary trim and flash
to warrant the Shelby name.
The '67 Shelby Mustang
retains its credibility as an
interim model, though. It
was the last Shelby Mustang
to be built at Shelby American in Los Angeles, rather
than by Ford or anyone else.
It was the last Shelby Mustang to offer more or less
what Carroll Shelby wanted
to achieve, rather than what
Ford wanted it to achieve.
But let's start at the
beginning...
______________________________________________
The new '64 Ford Mustang, inspite of its eventual availability
with a Hi-Po 289 engine, GT suspension, front disc brakes and a
four-speed manual gearbox, was not so much a performance car as
a sporting sedan for the youth market. Only Shelby's AC Cobra
was giving the Ford name any performance image, and then only
by dint of the fact it used a pepped-up Ford engine. To create a
muscle-Mustang to head the new pony car range was essential for
Ford, and Shelby was the man to instrument it.
With the inevitable help of fellow racer and development
driver Ken Miles, and Chuck Cantwell, the Ford Shelby Mustang
GT350 was rapidly created with the 1965 SCCA Championship in
mind. Over a hundred cars were delivered to Shelby's Venicebased works from Ford's San Jose plant for conversion between the
Autumn of 1964 and Christmas, and 88 - enough, it seems - were
finished by New Year's homologation time.
The original GT350 was developed first as a racing car, second as a road car, and saved little regard for the showroom purchaser. The chemistry was
simple but effective: from a
white base model Mustang
fastback fitted with a basic
black interior and no bonnet
or exhaust system Shelby
would fit a specific list of
performance parts to turn
the shopper into the racer.
Fundamental to the
transformation was the conversion of Ford's 271hp HiPo engine to give 306hp.
This was done using larger
Holley carburettion, a
steeper cam, improved
manifolding and the fitment
of an unrestricted, sideexiting exhaust system. Engine decoration included finned aluminum cam covers and oil pans. A glass-fibre hood, with functional
hood scoop, closed over the top.
Although performance was little changed,
the '66 car was not the out and out racer the '65
was
A quicker steering box was also fitted, together with revised
and wider wheels. The suspension mounting points were relocated
at the front, trading radius rods were fitted at the rear, Koni shock
absorbers were fitted, a Monte Carlo bar and Export brace stiffened up the engine bay structure, and a larger front anti-roll bar
was mounted. Larger rear drum brakes were fitted to the back and
the Ford GT-pack disc options were mandatory at the front. A
hefty Galaxie back axle, sometimes with Detroit Locker diff' was
fitted, and the gearbox was always the close-ratio Borg-Warner T10 with Ford linkage.
Inside, the GT350's interior was minimal but comfortable.
The rear seat was deleted - so the GT350 could be homologated as
a sportscar, rather than as a sedan - the spare wheel and battery
mounted in its place. Bigger seat belts were fitted, a wood-rim
wheel was substituted and tacho' and oil gauges had a pod atop the
dash.
The entire specification was both performance and cost effective, the GT350 selling to the public for $4547, $1000 more than
the standard Mustang. Naturally they were rapidly snapped up,
not least because the street models (known as the S cars) looked
visually almost identical to the much more potent R-type racing
versions. The creation of the R models was really the whole point
of the GT350 exercise and although only 30 of the 562 '65
GT350s built were then R cars, they quickly overcame the Chevrolet Corvette's track dominance and won the SCCA B-production
class Championship for 1965.
Such was the demand for the GT350, to say nothing of the
Cobras Shelby was building alongside them, that Shelby American Inc moved from Venice to hangers at Los Angeles airport in
the Spring of 1965. Still greater demand for the cars was also
envisaged by Ford who
decreed that the 1966 model
GT350s had to be more
civilised than the rather
utilitarian '65 cars, so attracting the less racy, more
comfort-conscious clientele.
As a dismal result, the '66
GT350s acquired back-seats
(which meant relocating the
battery and spare wheel to
standard Mustang positions),
rear three-quarter windows
for improved over-theshoulder vision, more restrictive exhausts that were
quieter and exited from the
rear of the car, and a selection of colours were offered
(although the classic white, with two blue Le Mans stripes, still
proved most popular). Most'66 cars did not have the modified
front suspension of the previous year's products.
Although out and out performance was not massively
changed, the '66 GT350 was not the raw racer the '65 car was. An
optional Paxton supercharger offered spectacular acceleration, but
few were fitted, and automatic transmission proved worryingly
popular. The '66 was certainly a tamer car, a fact confirmed by
Hertz car rentals' order for 936 specially coloured versions for
their hire fleet...
Ford Shelby Mustang GT350s once again won the SCCA Bproduction class championship in 1966, but significantly it was
largely the same cars that achieved the honours in '65 that succeeded again in '66. The performance depletion rot had set in.
For 1967 Ford announced a restyled Mustang that, although
sharing a distinct family resemblance to its forerunners, its panelwork was actually all new. Naturally the new-for-67 Shelby Mustang would have to be based on the new-for-67 standard Mustang
fastback, and that inevitably meant the '67 Shelby would be a
shadow of its former self.
In response to clear market demand the '67 Mustang was less
of a sportscar and more of a personal luxury car, and the new fastback was two inches wider and longer than the 65/66 shape and
weighed a whole 120lbs more too. Alas, Shelby did what he could
with the '67, but it was clear from the outset that the car would be
a poor relation to its forerunners. There were to be no Shelby or
factory-prepared Shelby Mustangs for the SCCA that year, or any
year thereafter. The TransAm series consequently became the
venue for the Ford Mustang's racing, and 2+2 hardtops were only
allowed to run there. 1966 was the last year of the racing Shelby
Mustang. From then on the cars were merely dressers.
Mechanically the '67 Shelby varied little
from the '66 car, but standard cast headers and
a quieter exhaust restricted power
In an attempt to keep down weight, a glass-fibre nose was
developed for the '67 Shelby by Ford's Chuck McHose and
Shelby's Pete Brock, which incorporated centre-mounted driving
lamps. It gave the '67 an aggressive frontal view unique for that
year. Scoops abounded on the '67
car, too. A massive functional
hood-scoop swept air into the
carburettor chokes, side-mounted
air scoops ducted cooling air to
the rear brake drums, and sailplane scoops ducted stale air out
of the cockpit. Other distinctive
features of the '67 included wide
rectangular tail lights (borrowed
from the new Mercury Cougar), a
dominant rear trunk lip spoiler,
and the fitment of a real roll bar
for the first time (with inertia-reel
seat belts mounted onto it). Interior details also included a woodrim Cobra-emblemed steering wheel as standard, additional console- mounted gauges and an 8000 rpm tachometer.
Mechanically the '67 GT350 varied little from the '66 car, but
standard cast headers and a more restricting exhaust system clearly
cut power, and such modifications, together with the extra weight
the '67 suffered from, inevitably caused substantial handling and
acceleration penalties.
In an attempt to overcome the performance penalty caused by
the extra weight of the new car, and to take advantage of Ford's
listing of the 390 engine in the '67 car, Shelby offered a big block
Mustang for '67. And he didn't just breath on the 390ci motor;
instead he fitted the 428 engine in its place and called the car the
GT500.
The new big block Shelby should have been an outrageously
powerful road car, but it disappointed many. Although Car and
Driver claimed 0-60mph in 6.5sec, Road and Track couldn't better 7.2 and the general concensus was that the extravagant GT500
was scarcely faster than the 350, and handled less well thanks to
its less favourable weight distribution. An optional 427 side-oiler
was offered later, but under 50 were made.
Shelby was getting tired of the car business and he could see
the inevitable happening to the Mustangs that bore his name: more
luxury, more weight, less performance, less fun. Around twothirds of the 3225 '67 Shelby Mustangs built were the bloated
GT500s - the market had made clear what it wanted and the original Shelby concept was bound to disappear totally in place of the
personal luxury specification.
So that's how it was: the '65 cars were 'The Real Thing', the
'66s almost as good, the '67s were a lot less racy but still had guts
(and were still made by Shelby American). The '68s were awful,
the '69s were worse, and the'70s were'69s but without what dignity the '69 models had - which wasn't much. From an enthusiast's
point of view, the '68s and '69s aren't worth the metal their badges
are cast from, and the '65s and '66s are famous for their abilities.
Which leaves the lost and almost forgotten '67: The No-man's
Shelby. Racers think it's all show, not much go; beach bunnies
think it's all go, not enough
show. It's not the gross-out,
gonzo-sled that the later cars
are, neither is it the balls-tothe-wall, ass-hauler that the
early cars are. So just what is
it, we wondered.
What a horrible car. That was
the initial impression of the '67
GT350. I'd only driven one
before, and that was the late
David Barraciough's '65 model
soon after its successful competition career was ended.
David's '65 was fully sorted,
with a blueprinted engine and
nigh on £20, 000 spent on the
mechanics. And its general
aura, performance and road
manners had made quite an
impression on me. This old '67 was a very different animal loose, wandering, basic, more Mechano than thoroughbred racer.
I immediately learnt that there is one massive difference between a
no-expense-spared early Shelby, and a mildly maintained'67 car.
6.30am, Le Havre. Shelby is the last off the boat and we
want to make Versailles for lunch. Customs wave us clear - no
drug smugglers in their right mind would drive a thing so obviously suitable for drug smugglers... We brimmed the tanks for the
second time since London (13mpg), and off we hounded, wombah, wombah, along the motorway to Paris.
Now this is interesting. When I first picked up the Shelby,
and during the night run to Portsmouth the previous evening, and
when I was stuck in the London traffic that afternoon, I really
didn't like it at all. It was a brute with a strange mix of controls
from the feather-light, feel-less power steering to the heavy clutch
and gearchange. For 30,000, or whatever the car is worth, it came
across as a cheaply-made, badly-engineered horror. But wellrested on the night boat and full of enthusiasm for the trip ahead
Mick and I began to warm to the GT350. Sure it was hellishly
noisy, but the noise was so good, and on the smooth motorway surface the car ate up the miles with adrenalined ease. All the sensations of the best road movies filled the mind (and Bullitt in particular) as the busy V8 cruised comfortably at 75mph for 35OOrpm
(indicated).
Few cars overtook us on the motorway, but we did much of it
ourselves. A - slow lowering of the organ accelerator pedal unleashed plenty of urge, lOOmph coming up fast with no effort at all.
The original Shelby-supplied (or rather Ford-supplied) seats were
pretty useless and Robert's car has modem racing seats fitted with
more modem racing harnesses. As a result the car was supremely
comfortable to sit in and drive.
Fittings and fixtures inside the Shelby are pretty nasty - just like
most American cars of its period. Aluminium sheet faces the cowled
dash panel across both sides, absurdly graphiced gauges for speed,
revs, temperature, fuel and the time, arrayed in front of the driver.
The auxiliary Shelby gauges for charge rate (amps) and oil pressure
are mounted low down on the centre console. Shelby and Cobra
logos (re-styled - a new and meaner snake emblem for '67!) are put
anywhere there is room.
All controls are in easy reach, and but for the heaviness of the
clutch and gear-'shift, the Shelby is an easy car to drive. You sit
high up in the car, head in the roof, with lots of space in front before
the dashboard starts. Front and side vision is fine but rear threequarter views are dismal thanks to the sweeping rear sail panels. In
fact the Mustang feels a bit like a well-upholstered compact van
inside, but with two small seats and a luggage area in the back instead of merely a floor.
A breakfast stop just beyond Giverney allowed us to switch the
Shelby off for the first time since Le Havre, and oh, what tranquility!
Our ears rang as though we'd been at a very loud gig for a very long
time. And the ringing, together with the none-too-good ride that
developed after we left the motorway for the French B roads, left us
both feeling as though we'd been beaten-up. Alas, the relief soon
gave way to enthusiasm to press on again, although the Shelby,
unlike any of the many other cars Mick and I have had the opportunity to drive over long distances, promoted an unprecedented selflessness:
"Fancy a drive, Mick?"
"No, no, Dick. Really, you just carry on, you're obviously enjoying yourself... "
"Not at all Mick, please, you have a go, there's some good roads
coming up.
"No, honestly Dick, I can see how much you're enjoying it, I'd
rather just sit curled-up here in the front with a thick coat over my
head...
Actually, it wasn't all that bad. The Shelby's a bundle of laughs
to drive, if only because it's so fast but so uncontrollable. It was
shod with new crossply tyres which meant it tramlined healthily
given a suitable road surface. And while the crossplies were fine in
the dry, they were dreadful in the frost, snow and ice - conditions
which rapidly became the norm the nearer to the Swiss border we
got. Can you imagine feel-less power steering attached to wheels
with crossply tyres in a 306hp Shelby on a steep Alpine pass? The
Dangerous Sports Club would have heartily approved our venture...
Once in the mountains, the Shelby Mustang
looked right at home - straight out of a James
Bond film...
The Ford T-10 gearbox is an old truck unit that was adapted
for use in various performance American cars, not least the Cobras and Shelby Mustangs. When it's set up right it's a fairly good
'box with a reasonable change. But the Ford linkage is nothing
special and most T-10s I've used have had gear selection problems
of some kind. The Brooks '67 suffered from poor first gear selection, and the general selection state of affairs deteriorated throughout the trip. Like all T-10s if you change gears at low revs, it's a
lovely, easy box, but start gunning it a lot and more force is often
required. Double-declutching on changing down - which is essential if only for musical reasons in a V8 anyway - helps the shift
enormously.
The test of the Mustang's metal - both aesthetically and in
performance terms - came when we hit the mountains on the Swiss
border. We'd taken in one or two cultural venues on route, including Monet's home and gardens and Cocteau's tomb in Barbizon places where the obnoxious Shelby looked totally out of place (but
Monet was a speed freak, all told, who had a hot de Dion in 1903
for his high speed Spanish jaunts). But once in the mountains the
Mustang looked absolutely at home straight out of a James Bond
film. The locals loved it, their only disappointment must have
been to find two grinning beatniks inside it, instead of the
'wayward Countess from the castle on the hill' so usually at the
wheel of high-performance pony cars in Switzerland. We longed
for a ski-rack on the trunk lid, skis to put on it, and the ability to
ski.
Aesthetically then, inspite of its tasteless rearend treatment
which made the '67 Shelby look more like a customised Capri
than an expensive homologation special, the Shelby scored full
marks in Switzerland, even without the ski rack. On the road it
failed in its manners, but passed with flying colours for sheer fun
and games. Cornering was necessarily slow and ragged, the car
easily upset with the throttle, and the brakes totally unpredictable
with the half ice, half tarmac surface. On one particular occasion
we ran out of icy road on a downhill section. The car really didn't
want to stop at all and entered into a spectacular spin as it travelled into the Alpine hotel car park at the bottom. We gracefully
revolved several times on the deserted forecourt before finding
traction, and exited the picturesque scene just in time to see the
hotel staff run after us, grinning with amusement at the Britishregistered racing car, so clearly out of its depth...
Inspite of the liabilities, we made it to Geneva with minutes
to spare to catch our flight back. The drive across town to the
airport, gearbox synchromesh gone, and clutch weak, was as dramatic a drive as I ever wish to repeat. And during the peaceful
flight home we couldn't help but laugh at a car which, in the words
of an elderly American friend of ours, was "nothing but an applesauce racer that made no never mind about nothing".
-END-
Owned by: Mark & Glenda Pendergrass
Finally, a bonafide Shelby in MY driveway!
During my short stint in high school, I remember two guys around
the neighborhood that had these fast little sawed-off cars runnin
around. Periodically one or the other would schmooze the girls
beside Lincoln High by layin down two strips of rubber markings
“thick enough to trip over” a full city block. Aah yes, the Shelby
Cobra. From that era on - I knew that some day I would own a car
with a coiled snake medallion on it. Not quite the real Mccoy but
it’s a Shelby.
Kelly had installed a factory short block in 1973 and at that time did
some porting and polishing of the heads. He went on to say that
except for a couple of runs at Woodburn, it was just a driver. He
remembered that the car would get 18-20 mpg. Yeah right! - he
must have driven it differently than I do. Back then no one cared
about mileage as gas prices were about
35 cents a gallon. He said that wheel covers came stock on the car
but didn’t remember what he did with them. Too bad, anyway, my
last question to Mr. Un-enthusiastic was ----- Did he realize that over
the years some moron had painted the car black?
(The original color was Ivy Green) Can you imagine some idiot doing that? ……long pause….very
quiet too!!!! That was ME he said, and I did it just
because!………..OOOOOKAY!
Kelly sold the car in 1976 for a whopping
$2800.00!!!!!!
Marv Tonkin Ford in Portland Oregon sold the car new to a Robert
Blakely in Vancouver Washington. Robert had co-signed for this
get around college car for his son Kelly. After a little let your fingers do the walking, I found a phone number for Kelly. I gave him
a jingle one-day and was pretty excited when the young man that
answered said Kelly was his dad. His father was out of town so I
explained why I was calling. He had seen pictures of his dad’s car
and had heard lots of stories so was quite thrilled to find out where
the car had ended up.
A couple of weeks went by and I tried them again. BINGO – Kelly
answered. After explaining who I was and why I was calling I
proceeded to drill him with questions about his old car. It didn’t
take me long to figure out that this guy didn’t give a rats ass about
the car. I asked him if he was the biological father to the young
man I had spoke to earlier. The son was a lot more enthused about
this car. He finally did break loose with some valuable information
I wanted to know.
Future plans are to return the car to the original
color….JUST BECAUSE! and of course freshenup the engine and drive train and install a new
interior.
I am not planning on a full blown concours restoration at this time, but just to have a clean, solid car
that will see a lot of road time and maybe some track time.
My very good friend Bill Kubeck, made it possible for me to have
this Shelby in my driveway -- thanks Mr. Excitement.
“You can do WHAT?”
Discounts
Note: Businesses require phoning ahead and proof of
membership in SAAC NW to get a discount. Take
your club membership card with you when visiting
these vendors.
Keith Canutt & Jeff Riggs – Restoration of your
early Mustang. Rusty floor repair or replacement. Suspension upgrades and rebuilding. Total restoration,
modification and upgrades including 5 speed conversions.
“Horse shoe Rustorations“
(503) 620-3459 or (360)892-9025.
Edward Neiger – Professional certified welder. Mig,
Tig & Stick. Aluminum, Stainless and mild steel. No job
to small.
Rose City Mustang LTD.
Contact Bill Kubeck, 2335 NW Thurman, Portland,
OR. 97210 (503) 243-1938. 10% discount on all
parts new & used excluding special order items.
Tom Jones Motorcars
Contact: Tom Jones, 2820 W. Highland Ave.,
Redmond, OR. 97756: (541) 548-0633. email:
tmjones@transport.com 10% discount on custom & mustang parts
(503) 665-0480 Lives in Gresham.
Hillyer's Mid-City Ford
Bob Parker – An expert at Photography & has volun-
Contact: Dennis or Craig, 3000 Newberg, Hwy W,
Woodburn, OR. (503) 981-4747. 10% discount on
parts only.
teered to take excellent photos of your car. You cover
the cost of film and processing. Contact him at the next
meeting.
Cary Gressinger – If you want something done
right call Cary. If you want to go fast without breaking the bank call Cary. He sells Midstates Cobras
& he services all brands of replica Cobras including the new Shelby CSX-4000. His projects are always show quality. He is also building high quality
diesel bus RV’s –
(503) 678-1115
Russ Schulte – This gentleman is a master sheet
metal man. For aluminum work, sheet metal etc.
Call Russ, he even has a mobile set up on his
truck for jobs that cannot be driven to his garage.
(541) 451-3655
James Boscole – Structural fiberglassing. You
know, lets take out the shake. Don’t call me for gel
coat issues. Also graphic design projects & website
design.
(503) 625-7650
Schnell Automotive & Supply
Contact: Tim Schnell. 1506 NE Lombard, Portland,
OR. 97211
(503) 285-3567 or (503) 285-2951. Discount varies
on all services and parts. Also full machine shop.
Affordable Performance.
Contact: Vernon Pitts. 4107 NW Fruit Valley Rd.
Suite G, Vancouver, WA. 98660. (360) 695-5515.
10% discount on parts & service.
C&G Automotive, Inc.
Contact: Gary Gressinger. 22015 Airport Rd. Aurora,
OR. 97002. (503) 678-1115. 15% discount on parts
and service.
Portland Tire Factory
Contact: Joe Vockrodt. 902 N Lombard St. Portland,
OR. (503) 283-3102, fax (503) 283-1449. 15% discount on mechanical, alloy wheel reconditioning, performance suspension parts & service. 5% on all
other.
R&S Classic Mustang Supply
Contact: Ray Mason. 250 Queen SE, Albany, OR.
(541) 926-5383. 10% discount on parts & service.
Engine Parts Distributing, Inc.
Contact: Pete Agalzoff. 6635 N Baltimore, Portland,
OR. 97203. (800) 289-3373 or (503) 289-3373. 20%
discount on engine kits and jobber on all other engine
parts
Classifieds
For Sale: Time to clean out the garage!
86 Mustang SVO rear quarter panels, left and right. Plus rear bumper and cover. No rust. $325.
86 Mustang SVO Disc Brake Rear End. 7.5, gears: 3:73 limited slip. $350
86 Mustang SVO Center capes for above wheels. All for in great condition. 4 for $40.
86 Mustang SVO Front wind shield trim. Great condition. $35
Call Brian @ 360 425 4017 or e-mail @ btsracing@solidnet.com
For Sale: Procar bucket seat by Scat, black vinyl, excellent shape. Comes with a sliding track.
Price: $240.
Call Jim @ 541-593-7700 or e-mail @ jlsantimaw@aol.com
Parting out: One each, 79, 85 & 86 Mustangs. The 85 & 86 have complete HO 302’s with 5
speeds. Hear them run! Also T-5 cross member to put a 5 speed in your 65 or 66 mustang.
Call Jeff @ 360 892-9025 or e-mail @ jeffr@solidnet.com for prices and part availability
For Sale: 1988 Mustang Coupe, 5.0, 5 speed, CD, new tires & brakes. Very strong running car
that would make a great daily driver or base car to build up. Motivated seller just bought SVO.
$2500/offer.
Call Tom Clayton @ (509)966-0671 (Yakima). Or e-mail @ TCla480175@aol.com
For Rent: Sunriver Condo, 3 bed room, 2 bath, fully furnished. Great location, close to mall
pools, tennis, sauna, hot tub, indoor tennis & weight room. Special price for SAAC NW members,
$80.00 per night
Call Jim Walker (360) 258 1741 or e-mail Jwalker736@aol.com
For Sale: 1967 Fairlane GTA, 427, webbers, automatic, 4.11/locker, fiber glass hood. Have extra
390 fresh and complete. Can be purchased with or with out the 427.
Call Dave Lennartz, 360 546-1115 or e-mail DLen1261@aol.com
Super Sale on Bunker Hill
For Sale: 1968 Bronco,289 2V, 3 speed manual, 3:50L, uncut rear fenders. $6,250
For Sale: 1967 F250, 352 4V, 4 speed manual, 4:10, canopy, plus extra parts. $4,000
Call Brian @ 360 425 4017 or e-mail @ btsracing@solidnet.com
Last chance to Vote
This is your last chance to vote for your favorite candidate at this months meeting! Your significant other
can cast there vote as well. So if you haven’t mailed
in your ballot, come to the meeting. The votes will
be counted and the new officer‘s will be announced.
So don’t miss out! Be There!!