I didn't know this until now but the car below got sold for $990,000 at the Amelia Island auction. Can be seen at Lot 137 http://www.rmauctions.com/AuctionResults.cfm?SaleCode=AM06# CHASSIS NO: SFM5R102 350hp 289 cu. in. V8 engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with leaf springs and front disc, rear drum brakes. Wheelbase: 108" It is impossible to define a Shelby GT350R any better than the Shelby American Automobile Club’s 1997 Registry does. “The competition model was the car the GT350 started out to be. Unlike any other production car, from which racing versions are made by modifying street versions, the street model GT350 was created by detuning the racing model.” There were only 36 R-models built, and they are the fire-breathing, Corvette-beating, heart and soul of the Shelby Mustang lineage. All were Wimbledon white with blue stripes [except on three occasions this one, fans of The Ohio State University will note, but more on that later] and they all ran like Jack the bear. They were immediately successful in achieving their intended purpose, dominating SCCA B/Production racing in their first season and nearly obliterating other marques and models from the annual SCCA runoffs, then known as the American Road Racing Championship, for the next three years. The GT350 had one purpose in life, to put the Ford Mustang in the winner’s circle in SCCA road racing. The initiative for the GT350 came from Ford Motor Company which wisely recognized that the Mustang’s success with consumers could be enhanced with the performance image which came from racing. Shelby was the logical partner but was already busy building Cobras and supporting a busy racing effort including the Cobras, Ford GT40 Mk II and the USRRC/USAC King Cobras. So Ford made it easy, as well as lucrative, by doing most of the hard work itself. The first hurdle was SCCA’s requirement that 100 cars be built before the beginning of the year in which they would race. Ford agreed to supply Mustangs to Shelby’s specifications and Shelby picked through the Ford parts catalog to specify the basic package that would lend itself to road racing with fairly simple upgrades to be made in Shelby American shop, a project headed by Chuck Cantwell. The production cars, and all the R-models, were specially built in sequence at Ford’s San Jose, California factory in Wimbledon White with Black interiors and 271 hp K-code engines, aluminum-case Borg Warner T-10M four-speed transmissions, 9 in. rear axle with Fairlane station wagon drum brakes, “export” shock tower brace and sintered metallic brake pads and linings. Left in San Jose were the hoods, rear seats, radios and exhaust systems. An additional 15 cars were even more special. These arrived at Shelby without side or rear windows, heaters, defrosters, upholstery, headliners, insulation or sound deadening. They were the first R-models. At Shelby all the GT350s received basically the same suspension modifications. The front suspension upper A-arm chassis pivots were lowered an inch, Koni shocks were installed along with a one in. front sway bar and quick ratio steering kits. The K-shaped “export” brace was augmented with another bar joining the tops of the shock towers. The leaf spring suspended rear axles got traction bars and Detroit “No-Spin” locking differentials. Other changes included fiberglass hoods with cold air intake scoops, wood-rim steering wheels, and a fiberglass shelf where the rear seats had been. Batteries were trunk mounted for better weight distribution and a Shelby tach and oil pressure gauge were installed in a dash top mounted pod. Three in. competition-style lap belts were installed in all the GT350s and Shelby, ever conscious of ways to conserve money and time, used the inner belt mounting bolts also to secure a driveshaft safety hoop. The Shelby Mustang GT 350R Having created the framework within which to meet SCCA’s requirements the Shelby American crew turned its attention to building the few, special competition cars that would campaign in the racing season that would be in full swing in only a few weeks. Using the production GT350 as a base, Shelby concentrated on those things which any conscientious racer building a production-based GT or sports car would do, improving handling, power and reliability and, by design, the GT350R’s handling was not an issue. Engines were blueprinted in Shelby’s engine shop while the heads were extensively modified by Valley Porting Service. A Holley four-barrel carburetor on a Cobra high rise aluminum intake manifold was installed, with Tri-Y headers built by Cyclone handling the exhaust. Output ranged from 325 to 360 horsepower on the Shelby dyno. Front and rear fenders were flared for wider tires to accept American Racing 15x7 inch five spoke wheels. The engines increased output dictated an oil cooler for reliability. It was mounted behind the special high capacity radiators and required more air flow which resulted in the R-models’ most distinctive feature, a new front body apron constructed from fiberglass with a deep air intake flanked by brake cooling air scoops. Plexiglas side windows with aluminum frames saved 25 pounds over the stock side glass. A special Plexiglas rear window was formed which fitted the rear light opening with a two in. gap at the top to exhaust air from the interior and smooth air flow over the rear body – said to increase the R-models’ top speed by five miles an hour. A four-point roll bar was installed and a massive 34 gallon baffled fuel tank fabricated from the bottoms of two standard Mustang tanks. When complete, the Shelby Mustang GT350R was a turn-key race car that was ready to go straight from the Ford dealer where it was bought directly to an SCCA race weekend and compete at the highest level. That’s exactly what happened to SFM5R102, the example offered here. Bob Johnson’s 1965 SCCA B/Production Championship R-Model One of the first group of 15 R-models built by Shelby, 102 was completed in May 1965 and consigned, not sold, to Bob Johnson in Columbus, Ohio. Johnson campaigned 102 with sponsorship from Ricart Ford but with direct factory support from Shelby American in SCCA’s Central Division, augmenting the exposure which Shelby was able to create in the Pacific Coast Division with Jerry Titus’s factory- entered GT350Rs and the privately-entered GT350R of Mark Donohue in the Northeast Division. Johnson had made a name for himself quickly, racing Corvettes to a 1960 B/Production championship. He recognized the Cobra’s potential when it appeared and acquired one of Shelby’s 1963 Sebring Cobras, racing it to SCCA A/Production championships in 1963 and 1964 as well as showing his heels to the USRRC field upon occasion. His victory over the factory Cobras at the Watkins Glen USRRC in 1963 caught Carroll Shelby’s attention, earning Johnson a series of drives in factory Cobras including Daytona (first in GT, second overall) and Sebring (second in GT, seventh overall) in Daytona coupes. Johnson was a natural choice to put the GT350R in the winner’s circle in SCCA B/Production, based in Columbus, Ohio and with a proven record as both a finisher and a winner. He was provided with one of only four GT350Rs believed by SAAC to have been built as factory team cars (the others being 001 and 002, the prototypes raced by Jerry Titus and Chuck Cantwell, and 096.) They were delivered with dual S-W electric fuel pumps, competition bucket seats, baffled steel high capacity oil pans built by Avaid and modified steel valve covers with breathers. Presumably, although not documented, these special factory-racers also got the best engines from Shelby’s engine shop. The potential of SFM5R102 was immediately realized. Delivered on May 11, 1965, Johnson entered it in the SCCA races at Cumberland, Maryland only four days later, on May 15. Although he qualified fourth, a protest (by Corvette entrant Don Yenko) put Johnson and the GT350R at the back of the field. Undeterred, Johnson raced his Shelby Mustang through the pack to challenge Frank Dominiani’s Corvette for second overall and first in B/Production in the final corner. The two protagonists scorched the finishing straight side-by-side, with Johnson taking the position before both cars spun and crashed through the barrier and into the infield in a race that was – even by the exciting standards of mid-sixties SCCA National competition – a barn-burner. The 1965 SCCA season was already in full swing and Johnson had to accumulate points quickly to make the desired, and intended, impression in the Central championship so only two weeks later they were back in action at Meadowdale in Illinois. A little playful taunting also was involved. Tom Payne also raced a GT350R (SFM5R099) and Johnson, an alumnus of The Ohio State University, painted 102 in Ohio State’s grey/scarlet colors, challenging Payne to present his Mustang in the blue/maize livery of his alma mater, the University of Michigan. Payne, perhaps wisely as it turned out, demurred and Johnson’s 102 appeared at Meadowdale, Mid-Ohio and Lime Rock as a standout among the uniformly Wimbledon White Shelby Mustangs. When the race results and photos reached Carroll Shelby in California he quickly remedied such non-conformity, in colorful Carroll Shelby terms that could not be misinterpreted, with instructions to return the car to the factory white with blue stripes. Johnson and his GT350R finished first in class, second overall at Meadowdale, first in both class and overall at Mid-Ohio on June 13, first in class and fourth overall at Lime Rock on July 5, second in class at Mid-Ohio on July 11 and second overall and in class at Lynndale Farms on August 8, accumulating a total of 51 points in the division and being declared an SCCA B/Production National Champion. Even with the late start to their competition season, the record of both car and driver is only three points less than Jerry Titus accumulated with a full season racing the prototype and were equivalent to Mark Donohue’s Northeast Division total in Yale Kneeland’s 5R105. GT350Rs swept the SCCA B/Production championships, taking five of the six divisions. At the invitational American Road Race of Champions in Daytona on November 28, seven GT350Rs crowded the B/Production field and the racing was furious and fender-to-fender as the period photos abundantly document. While the A/Production Cobras sprinted to the front of the combined A-B/Production field the GT350Rs of Titus, Johnson and Walt Hane fought it out with Corvette drivers Don Yenko and Bob Fryer and Merle Brennan’s trick Jaguar XKE. Hane spun after a tussle in Daytona’s infield with Johnson who then finished second in class to Titus, both on the same lap as the three A/Production Cobras ahead of them. SFM5R102’s Subsequent History Following the ARRC Johnson returned 5R102 to Shelby American where it was rebuilt and sold to Ron Dykes via Bay Area Auto Sales in Fremont, California. Dykes raced it again to an invitation to the second ARRC in Daytona in November 1966 but did not finish. The next owner, Barrey Robles, garnered 5R102’s third consecutive invitation to the ARRC in 1967 but could not find sponsorship to make the trip to Daytona and again won the Cal Club SCCA Regional Championship in B/Production in 1969. Old race cars frequently suffer ignominious ends but that fate did not befall 5R102 which was retired from active racing in 1971, still essentially complete in all major respects including bodywork, hood, chassis, suspension and drivetrain, and stored until it was acquired by Mike Shoen in 1978. A lengthy restoration followed (fully detailed in the SAAC Registry) during which the Shelby American ID tag was separated from the car. Fortunately tempers cooled with the passage of time and tag and chassis were eventually re-united. Restoration was completed in 1994 with further work by Shelby specialist Rand E. Bailey in 2002. In the present owner’s collection since 2004, SFM5R102 has been carefully maintained in its original condition and exercised occasionally in track days and historic events. It was the feature car in the January 2005 issue of Texas Driver magazine. With a known history from new and an important record as one of only four R-models built by Shelby American in race-ready factory team car configuration, it is comprehensively documented including an all-important verification from SAAC 1965-66 Registrar Howard C. Pardee that its Ford chassis number coincides with the SFM5R102 chassis number assigned by Shelby American. It is believed still to be powered by the original engine provided by Shelby in 1965 and to have its original transmission and even the American Racing wheels, remarkable attributes in a race car so enthusiastically, frequently and successfully raced against top tier competition. It has been carefully restored by specialists in its 1965 SCCA National Championship configuration, including Shelby team Wimbledon white with blue stripes in deference to Carroll Shelby’s instructions. SFM5R102’s provenance includes some of the top names among Shelby collectors and historians including noted enthusiast Mr. Ken Eber. Some of them have owned it more than once, ample evidence of its historical importance and quality; knowledgeable collectors do not re-buy cars with uncertainties or “stories.” Of the 36 R-models built time and the vagaries of racing have taken their toll – only 26 are known by SAAC to survive and SFM5R102 is at the pinnacle of importance and original configuration even in this elite company. A Shelby American team GT350R, three times invited to the ARRC, with unassailable history, impeccable provenance and a meticulous and accurate restoration, SFM5R102 is presented in race-ready condition as it appeared on the grid at the SCCA’s 1965 American Road Race of Champions at Daytona – before Walt Hane’s shoulder-check in the Daytona infield altered the front apron. There are only three other R-models like it, making this a fleeting chance to own one of the Shelby Mustangs that created the marque’s legendary reputation. -- This message has been scanned for viruses and dangerous content by MailScanner, and is believed to be clean.
The car was owned by a person I know in the Dallas area, he was the one who put it up for auction. The restoration was very nice and the car was near perfect. We speculated about the price of this car before the auction. Lee 66 # 869 69 # 2055
After the sale of this R Model for $990K, SAAC Board of Director, and R Model owner Howard Pardee was offered $1,000,000 for his car. I called him a few weeks ago to confirm this story, and in fact he said it was true...............he turned down the offer. Kenny
I just popped in to my local ford dealer to look at a new truck. In the side showroom he had a couple of cars one being a 65 GT350. He had been offered 1 million for it and turned down. Saying that he apparently has wharehouse full of cars. regards Randall > I didn't know this until now but the car below got sold for $990,000 at > the Amelia Island auction. > > Can be seen at Lot 137 > http://www.rmauctions.com/AuctionResults.cfm?SaleCode=AM06# > > > > CHASSIS NO: SFM5R102 > > > 350hp 289 cu. in. V8 engine, four-speed manual transmission, independent > front suspension with coil springs, live axle rear suspension with leaf > springs and front disc, rear drum brakes. Wheelbase: > 108" > > It is impossible to define a Shelby GT350R any better than the Shelby > American Automobile Club’s 1997 Registry does. > > “The competition model was the car the GT350 started out to be. Unlike any > other production car, from which racing versions are made by modifying > street versions, the street model GT350 was created > by detuning the racing model.” > > There were only 36 R-models built, and they are the fire-breathing, > Corvette-beating, heart and soul of the Shelby Mustang lineage. All were > Wimbledon white with blue stripes [except on three > occasions this one, fans of The Ohio State University will note, but more > on that later] and they all ran like Jack the bear. They were immediately > successful in achieving their intended purpose, > dominating SCCA B/Production racing in their first season and nearly > obliterating other marques and models from the annual SCCA runoffs, then > known as the American Road Racing Championship, for the > next three years. > > The GT350 had one purpose in life, to put the Ford Mustang in the winner’s > circle in SCCA road racing. The initiative for the GT350 came from Ford > Motor Company which wisely recognized that the > Mustang’s success with consumers could be enhanced with the performance > image which came from racing. Shelby was the logical partner but was > already busy building Cobras and supporting a busy racing > effort including the Cobras, Ford GT40 Mk II and the USRRC/USAC King > Cobras. So Ford made it easy, as well as lucrative, by doing most of the > hard work itself. > > The first hurdle was SCCA’s requirement that 100 cars be built before the > beginning of the year in which they would race. Ford agreed to supply > Mustangs to Shelby’s specifications and Shelby picked > through the Ford parts catalog to specify the basic package that would > lend itself to road racing with fairly simple upgrades to be made in > Shelby American shop, a project headed by Chuck Cantwell. > > The production cars, and all the R-models, were specially built in > sequence at Ford’s San Jose, California factory in Wimbledon White with > Black interiors and 271 hp K-code engines, aluminum-case > Borg Warner T-10M four-speed transmissions, 9 in. rear axle with Fairlane > station wagon drum brakes, “export” shock tower brace and sintered > metallic brake pads and linings. Left in San Jose were > the hoods, rear seats, radios and exhaust systems. An additional 15 cars > were even more special. These arrived at Shelby without side or rear > windows, heaters, defrosters, upholstery, headliners, > insulation or sound deadening. They were the first R-models. > > At Shelby all the GT350s received basically the same suspension > modifications. The front suspension upper A-arm chassis pivots were > lowered an inch, Koni shocks were installed along with a one in. > front sway bar and quick ratio steering kits. The K-shaped “export” brace > was augmented with another bar joining the tops of the shock towers. The > leaf spring suspended rear axles got traction bars > and Detroit “No-Spin” locking differentials. > > Other changes included fiberglass hoods with cold air intake scoops, > wood-rim steering wheels, and a fiberglass shelf where the rear seats had > been. Batteries were trunk mounted for better weight > distribution and a Shelby tach and oil pressure gauge were installed in a > dash top mounted pod. Three in. competition-style lap belts were installed > in all the GT350s and Shelby, ever conscious of > ways to conserve money and time, used the inner belt mounting bolts also > to secure a driveshaft safety hoop. > > The Shelby Mustang GT 350R > > Having created the framework within which to meet SCCA’s requirements the > Shelby American crew turned its attention to building the few, special > competition cars that would campaign in the racing > season that would be in full swing in only a few weeks. Using the > production GT350 as a base, Shelby concentrated on those things which any > conscientious racer building a production-based GT or > sports car would do, improving handling, power and reliability and, by > design, the GT350R’s handling was not an issue. > > Engines were blueprinted in Shelby’s engine shop while the heads were > extensively modified by Valley Porting Service. A Holley four-barrel > carburetor on a Cobra high rise aluminum intake manifold > was installed, with Tri-Y headers built by Cyclone handling the exhaust. > Output ranged from 325 to 360 horsepower on the Shelby dyno. Front and > rear fenders were flared for wider tires to accept > American Racing 15x7 inch five spoke wheels. The engines increased output > dictated an oil cooler for reliability. It was mounted behind the special > high capacity radiators and required more air flow > which resulted in the R-models’ most distinctive feature, a new front body > apron constructed from fiberglass with a deep air intake flanked by brake > cooling air scoops. > > Plexiglas side windows with aluminum frames saved 25 pounds over the stock > side glass. A special Plexiglas rear window was formed which fitted the > rear light opening with a two in. gap at the top to > exhaust air from the interior and smooth air flow over the rear body – > said to increase the R-models’ top speed by five miles an hour. A > four-point roll bar was installed and a massive 34 gallon > baffled fuel tank fabricated from the bottoms of two standard Mustang > tanks. > > When complete, the Shelby Mustang GT350R was a turn-key race car that was > ready to go straight from the Ford dealer where it was bought directly to > an SCCA race weekend and compete at the highest > level. > > That’s exactly what happened to SFM5R102, the example offered here. > > Bob Johnson’s 1965 SCCA B/Production Championship R-Model > > One of the first group of 15 R-models built by Shelby, 102 was completed > in May 1965 and consigned, not sold, to Bob Johnson in Columbus, Ohio. > Johnson campaigned 102 with sponsorship from Ricart > Ford but with direct factory support from Shelby American in SCCA’s > Central Division, augmenting the exposure which Shelby was able to create > in the Pacific Coast Division with Jerry Titus’s factory- > entered GT350Rs and the privately-entered GT350R of Mark Donohue in the > Northeast Division. > > Johnson had made a name for himself quickly, racing Corvettes to a 1960 > B/Production championship. He recognized the Cobra’s potential when it > appeared and acquired one of Shelby’s 1963 Sebring > Cobras, racing it to SCCA A/Production championships in 1963 and 1964 as > well as showing his heels to the USRRC field upon occasion. His victory > over the factory Cobras at the Watkins Glen USRRC in > 1963 caught Carroll Shelby’s attention, earning Johnson a series of drives > in factory Cobras including Daytona (first in GT, second overall) and > Sebring (second in GT, seventh overall) in Daytona > coupes. > Johnson was a natural choice to put the GT350R in the winner’s circle in > SCCA B/Production, based in Columbus, Ohio and with a proven record as > both a finisher and a winner. He was provided with one > of only four GT350Rs believed by SAAC to have been built as factory team > cars (the others being 001 and 002, the prototypes raced by Jerry Titus > and Chuck Cantwell, and 096.) They were delivered > with dual S-W electric fuel pumps, competition bucket seats, baffled steel > high capacity oil pans built by Avaid and modified steel valve covers with > breathers. Presumably, although not documented, > these special factory-racers also got the best engines from Shelby’s > engine shop. > > The potential of SFM5R102 was immediately realized. Delivered on May 11, > 1965, Johnson entered it in the SCCA races at Cumberland, Maryland only > four days later, on May 15. Although he qualified > fourth, a protest (by Corvette entrant Don Yenko) put Johnson and the > GT350R at the back of the field. Undeterred, Johnson raced his Shelby > Mustang through the pack to challenge Frank Dominiani’s > Corvette for second overall and first in B/Production in the final corner. > The two protagonists scorched the finishing straight side-by-side, with > Johnson taking the position before both cars spun > and crashed through the barrier and into the infield in a race that was – > even by the exciting standards of mid-sixties SCCA National competition – > a barn-burner. > > The 1965 SCCA season was already in full swing and Johnson had to > accumulate points quickly to make the desired, and intended, impression in > the Central championship so only two weeks later they > were back in action at Meadowdale in Illinois. A little playful taunting > also was involved. Tom Payne also raced a GT350R (SFM5R099) and Johnson, > an alumnus of The Ohio State University, painted 102 > in Ohio State’s grey/scarlet colors, challenging Payne to present his > Mustang in the blue/maize livery of his alma mater, the University of > Michigan. Payne, perhaps wisely as it turned out, demurred > and Johnson’s 102 appeared at Meadowdale, Mid-Ohio and Lime Rock as a > standout among the uniformly Wimbledon White Shelby Mustangs. When the > race results and photos reached Carroll Shelby in > California he quickly remedied such non-conformity, in colorful Carroll > Shelby terms that could not be misinterpreted, with instructions to return > the car to the factory white with blue stripes. > > Johnson and his GT350R finished first in class, second overall at > Meadowdale, first in both class and overall at Mid-Ohio on June 13, first > in class and fourth overall at Lime Rock on July 5, second > in class at Mid-Ohio on July 11 and second overall and in class at > Lynndale Farms on August 8, accumulating a total of 51 points in the > division and being declared an SCCA B/Production National > Champion. Even with the late start to their competition season, the record > of both car and driver is only three points less than Jerry Titus > accumulated with a full season racing the prototype and > were equivalent to Mark Donohue’s Northeast Division total in Yale > Kneeland’s 5R105. GT350Rs swept the SCCA B/Production championships, > taking five of the six divisions. > > At the invitational American Road Race of Champions in Daytona on November > 28, seven GT350Rs crowded the B/Production field and the racing was > furious and > fender-to-fender as the period photos abundantly document. While the > A/Production Cobras sprinted to the front of the combined A-B/Production > field the GT350Rs of Titus, Johnson and Walt Hane fought > it out with Corvette drivers Don Yenko and Bob Fryer and Merle Brennan’s > trick Jaguar XKE. Hane spun after a tussle in Daytona’s infield with > Johnson who then finished second in class to Titus, both > on the same lap as the three A/Production Cobras ahead of them. > > SFM5R102’s Subsequent History > > Following the ARRC Johnson returned 5R102 to Shelby American where it was > rebuilt and sold to Ron Dykes via Bay Area Auto Sales in Fremont, > California. Dykes raced it again to an invitation to the > second ARRC in Daytona in November 1966 but did not finish. The next > owner, Barrey Robles, garnered 5R102’s third consecutive invitation to the > ARRC in 1967 but could not find sponsorship to make > the trip to Daytona and again won the Cal Club SCCA Regional Championship > in B/Production in 1969. > > Old race cars frequently suffer ignominious ends but that fate did not > befall 5R102 which was retired from active racing in 1971, still > essentially complete in all major respects including bodywork, > hood, chassis, suspension and drivetrain, and stored until it was acquired > by Mike Shoen in 1978. A lengthy restoration followed (fully detailed in > the SAAC Registry) during which the Shelby > American ID tag was separated from the car. Fortunately tempers cooled > with the passage of time and tag and chassis were eventually re-united. > Restoration was completed in 1994 with further work by > Shelby specialist Rand E. Bailey in 2002. > > In the present owner’s collection since 2004, SFM5R102 has been carefully > maintained in its original condition and exercised occasionally in track > days and historic events. It was the feature car in > the January 2005 issue of Texas Driver magazine. With a known history from > new and an important record as one of only four R-models built by Shelby > American in race-ready factory team car > configuration, it is comprehensively documented including an all-important > verification from SAAC 1965-66 Registrar Howard C. Pardee that its Ford > chassis number coincides with the SFM5R102 chassis > number assigned by Shelby American. It is believed still to be powered by > the original engine provided by Shelby in 1965 and to have its original > transmission and even the American Racing wheels, > remarkable attributes in a race car so enthusiastically, frequently and > successfully raced against top tier competition. It has been carefully > restored by specialists in its 1965 SCCA National > Championship configuration, including Shelby team Wimbledon white with > blue stripes in deference to Carroll Shelby’s instructions. > > SFM5R102’s provenance includes some of the top names among Shelby > collectors and historians including noted enthusiast Mr. Ken Eber. Some of > them have owned it more than once, ample evidence of its > historical importance and quality; knowledgeable collectors do not re-buy > cars with uncertainties or “stories.” Of the 36 R-models built time and > the vagaries of racing have taken their toll – only > 26 are known by SAAC to survive and SFM5R102 is at the pinnacle of > importance and original configuration even in this elite company. > > A Shelby American team GT350R, three times invited to the ARRC, with > unassailable history, impeccable provenance and a meticulous and accurate > restoration, SFM5R102 is presented in race-ready > condition as it appeared on the grid at the SCCA’s 1965 American Road Race > of Champions at Daytona – before Walt Hane’s shoulder-check in the Daytona > infield altered the front apron. There are only > three other R-models like it, making this a fleeting chance to own one of > the Shelby Mustangs that created the marque’s legendary reputation. > > > -- > This message has been scanned for viruses and > dangerous content by MailScanner, and is > believed to be clean. > >
Here is an Article about the auction and R models. http://www.sportscarmarket.com/profiles/2006/July/Race/index.html Hopefully it works for those that are not subscribed to SCM. Jim Elsmore NVSAAC ----- Original Message ----- From: Shelby6t7 (AT) aol (DOT) com To: GT350HZ (AT) aol (DOT) com ; jonlee (AT) wt (DOT) net ; shelbymustang (AT) carmemories (DOT) com Sent: Thursday, June 08, 2006 2:46 AM Subject: Re: 900K 65 GT 350R car After the sale of this R Model for $990K, SAAC Board of Director, and R Model owner Howard Pardee was offered $1,000,000 for his car. I called him a few weeks ago to confirm this story, and in fact he said it was true...............he turned down the offer. Kenny
