1967 Shelby GT500

Starting at

$328,500 USD

The 1967 Shelby GT500 is an iconic performance car, and not just among Mustang enthusiasts. The last Shelby model to be built at the Shelby American workshop in Venice, California, the GT500 is today highly sought after by collectors. Its iconic front fascia with inboard driving lights, upper and lower side scoops, and "ducktail" rear spoiler and wide tail lamps give it a distinctive, muscular appearance. Powered by the the largest and most powerful V8 engine ever fitted to a Mustang up to that time, the GT500 delivered outstanding acceleration. The combination of aggressive good looks and high performance immediately established the GT500 as an automotive legend. The Revology 1967 Shelby GT500 captures the style and character of the original with improved performance, drivability, reliability, comfort, and safety.

Engine

The standard engine in the Revology Shelby GT500 is the supercharged Ford/ROUSH Performance 5.0L Ti-VCT “Coyote” DOHC V8, rated at 710HP. This engine makes massive power when prompted, yet is docile and easy to drive in stop-and-go traffic.

Driveline

All Revology Mustangs and Shelby GTs are equipped with a Ford 8.8″ rear end and Traction-Lok limited slip differential for quiet operation with superior durability. Unlike aftermarket gear sets, the 3.31 (A/T) and 3.73 (M/T) gear sets are Ford engineered and built at Ford’s Sterling Axle plant. Heavy duty 31-spline axles reliably transfer the car’s prodigious power to the pavement.

Carbon Fiber Driveshaft

Carbon fiber is the choice for high performance driveline applications due to its high strength and light weight, but it is also more forgiving than steel or aluminum, which serves to reduce driveline harshness, improving the overall level of refinement of the vehicle and making it more enjoyable to drive.

Brakes

With a power-to-weight ratio on par with a Ferrari 488, the 1967 Shelby GT500 brakes have to be top notch. Large six-piston forged aluminum calipers clamp 13.08″ slotted and vented rotors in front while four- piston forged aluminum calipers work on 12.88″ rotors in the rear.

Exhaust System

The stainless steel dual exhaust system is built by Borla to our specification. Tuned specifically for the Ford Coyote engine, it delivers a soft burble at idle and is quiet with no drone at cruise speed. The optional Performance Exhaust system features lower restriction mufflers to provide more power and a more aggressive tone.

INSTRUMENTED TEST RESULTS

Revology Cars was featured via Car and Driver, test results were phenomenal as a reproduction 1967 Shelby GT500!

60 mph: 3.7 sec
100 mph: 7.8 sec
1/4-Mile: 11.7 sec @ 124 mph
130 mph: 12.8 sec
150 mph: 19.2 sec
Rolling Start, 5–60 mph: 4.3 sec
Top Gear, 30–50 mph: 7.9 sec
Top Gear, 50–70 mph: 6.7 sec
Top Speed (C/D est): 170 mph
Braking, 70–0 mph: 179 ft
Roadholding, 300-ft Skidpad: 0.88 g

Functional

Twin-disc clutch and revised clutch geometry for reduced pedal support. A precisely tuned double wishbone suspension and power rack and pinion steering deliver modern handling.

Interior

The 1967 Shelby GT500 comes with Shelby sport bucket seats, Shelby wood rim steering wheel, and the Deluxe interior with brushed aluminum dash and door trim.

Exterior

100% LED exterior lighting, including head and driving lamps, reverse and parking lamps, tail lamps w/sequential turn signals, and exterior door handle courtesy lamps provide improved visibility at night as well as a distinctive appearance, day or night.

Hood Hinges

All Revology Mustangs and Shelby GTs feature aluminum hood hinges with nitrogen filled struts for stable, quiet, and reliable operation—a notable improvement over the wobbly, squeaky 1960s hinges.

Doors

Revology 1967 and 1968 Mustangs and Shelby GTs feature modern door hinges and door latch mechanisms. While it doesn’t sound very sexy, these modern components make the car much more enjoyable to use. No more squeaks and creaks as you open the doors—they open smoothly and quietly, and close with a solid “thunk”. When closed, the precisely latched doors contribute to the overall rigidity of the body.

Decklid Latch

If you’ve ever owned a 1960s automobile, you are familiar with having to slam the decklid multiple times to get it to stay shut. To address this problem, we’ve equipped all Revology Mustangs and Shelby GTs with a modern decklid latch and striker mechanism. The decklid can be opened using the key fob remote, via a release button located on the driver’s side kick panel, or via an emergency release.

Polyurethane Bonded Windshield and Backlite Glass

All Revology Mustangs and Shelby GTs come standard with polyurethane bonded windshield and backlite (fastback models) glass. Polyurethane bonding is the way all modern automotive glass is secured not only because it seals better than rubber but also because it makes the glass part of the body structure, increasing body rigidity. Increased rigidity reduces noise, vibration, and harshness, but most importantly improves safety, as the stiffer roof is less likely to crush in a roll over and the glass won’t pop out and allow passengers to be ejected in a collision.

100% Steel Unibody

Modern cars all feature unibody, or monocoque, construction because it is stiffer and lighter than body on frame. For a unibody vehicle, the body provides the structure for the powertrain and chassis, which makes it much more important that it is designed and built properly. To ensure the structural rigidity and tight tolerances that allow the packaging of powerful new engines, we reengineered the Mustang unibody with added structural components and additional welds for increased strength. We build all Revology unibodies in-house, using locating fixtures, jigs, and templates to ensure proper dimensional control and sophisticated automated spot-welding equipment that senses the thickness and composition of metal that is being welded and applies the proper amount of current to ensure good quality welds.

Charging System

A convenient 4.3A on board trickle charger connects via a magnetic contact under the rear bumper to keep your battery charged even while the car is not driven for long periods.

Safety

Three point front seat belts, a dual circuit braking system, fuel shutoff inertia switch, collapsible steering shaft, and optional front seat head restraints help protect occupants in the event of a collision.

Entertainment System

The standard Pioneer 7″touch screen head units feature Bluetooth, reverse camera, voice recognition, Apple Car Play, and Android Auto and can be ordered with or without navigation and SiriusXM. The optional FOCAL Audio package features component speakers, an 720w 8 channel class AB amplifier, and a 10” enclosed subwoofer.

Leather and Alcantara™ Trim Packages

All Revology interiors are cut, sewn, and fitted by hand, including seats, floor mats, dash pad, door panels, quarter trim panels, and sun visors. This old-world craftsmanship takes time but allows freedom to choose materials and colors to ensure not only a flawless appearance but also everyday durability. We use only automotive grade leather and other materials from premium OEMs including Porsche, Mercedes, and Ferrari.

Wool Carpeting

Ultra-rich 100% wool German square weave carpeting w/ hand-sewn leather seams and bindings. Includes floor mats.

Fit and Finish

The Revology 1967 Shelby GT500 body is assembled with all-new steel panels. The hood, front fascia, and decklid are fiberglass, as in the original. All panels are painstakingly fit by hand to ensure exceptional fit and flushness.

Hi, I’m Tom Scarpello of Revology Cars! This is car number 155, a 1967 Shelby GT500 in Acapulco Blue Metallic with Silver Frost LeMans stripes and Saddle Nappa leather interior. Today I’m going to take you on a walk around of this car, and we’re going to go for a drive. Let’s get started!

All right. 1967 Shelby GT500 Acapulco Blue with Silver Frost LeMans stripes. So, I know what you’re thinking. They didn’t come with Silver Frost stripes. And you’re right, but actually, they didn’t come with stripes at all. In 1967, Shelby American had planned to offer the LeMans stripe option as a factory option, but at the last minute they discontinued it. They were having problems with production, having issues painting the stripes in production, also with the fiber glass parts that were new for 1967.

So the cars that you see out there that have Le Mans stripes that were painted either by a dealer or, you know, the customer had someone paint the stripes on the car for them. Well, it’s understandable they ran into production problems. They couldn’t do it. It’s very difficult to do painted stripes in a production setting. It’s very time consuming. There’s a lot of elements there that you have to control. So why is it so difficult to do a painted stripe in production?

Well, you’ve got several steps in the process. You’ve got to paint the base coat of the body color, you’ve got to paint the base coat of the stripes, and you’ve got to clear the whole thing. So some people will paint the body color first and then the stripe second, which I think, logically, you might think that’s the way to do it.

But the way that we do it at Revology cars is the opposite. We actually paint the entire body the stripe color. Then we lay out the stripes, then we paint the exterior color, and then we clear coat over everything. So why do we do it?

Well, first of all, it requires less masking. If you’re painting the stripe first, all you have to mask is the stripe color, the area that’s going to be left, that first coat color. And if you were to paint the stripe second, you’ve got to mask everything else, and that’s a lot more masking. And masking is unproductive time, and in manufacturing, you need to eliminate unproductive time as much as possible.

The second thing is that by masking the stripe, we’re able to ensure that that stripe dimensions are absolutely 100% accurate every single time. Now, these stripes are not the same width throughout the whole, the front to the back of the car. So they actually start narrow and then they widen and then they narrow again.

So, you got to get the dimensions absolutely perfect and obviously the position, and they can’t be going off to one side. And the center section between the two stripes has to be two inches, you know, perfectly two inches all the way through the length of the body. And that, you know, is pretty difficult to execute when you’re laying out the stripes by hand.

So, we use a laser cut stencil, and that allows us to position, you know, the stencil on the body using the laser to center it. And that means the stripes are always in the same place every single time. It doesn’t matter which one of our four painters is, is doing it on which day of the week or what shift, it’s always going to look the same.

The next thing is that you’ve got a certain amount of time to do the layout. So if you’re laying it out by hand, it’s going to take a lot longer. If you lay it out using the stencils, it’s quicker. And the time that you have is known as open time between the base coat and the clear coat.

You’ve got, you know, x number of hours that you can apply that coat of clear. If you don’t meet that window, then you’ve got to go back over and you’ve got to scuff the entire surface again so that the clear coat will adhere properly to the base coat. And that’s something you just absolutely want to avoid because it’s difficult to be 100% sure that you’ve scuffed every single surface. It’s very time consuming. And again, that’s a lot of waste and we want to eliminate waste.

So, by having this stripe process laid out the way that we do it, it allows us to ensure quality, ensure consistency. Every car looks the same, we stay within our cycle time and we stay within the parameters of the materials that we use to ensure we have good adhesion of the finished product.

So, the way we paint LeMans stripes is just one example of how we design for manufacturing. It’s so important that you have consistency throughout the process. If you have consistency throughout the entire process, then you can be assured that the end result will be also consistent. And if you don’t, then you just don’t really know what you’re going to get at the end.

And granted, laying out stripes is not safety item like brakes or steering, but it’s pretty important. I mean, you make a major investment, and you want to make sure that that product is built correctly. And this is just one aspect of craftsmanship that needs to be measured and monitored to ensure it’s accurate. It’s perfect, it’s consistent. You know, I’m always kind of surprised by companies in this segment that talk about their cars being a one off and how great it is that they’re one offs. Right?

And everything that they do is different. And I think, I don’t get that. That’s completely backwards. I mean, if you’re doing like, a custom suit, sure, that’s fine. But you don’t drive your family around in a suit. You know, you’re going down the road 70 miles an hour with your family in the car. You want to make sure that everything is going to work, you know, to build a manufacturing process. It’s a lot of work. It’s a lot of hours, it’s a lot of resources. But we do, and we’re very committed to doing things consistently and always finding ways to improve the process.

And as our volume started increasing, you know, you kind of find what your next bottleneck is. You know, where, where the next issue is that is going to slow you down and you’ve got to come up with a solution for that. You know, I find that really interesting. It’s always a constant challenge. You just keep finding new problems and solving them, and that’s cool. And you just kind of get to a higher level of productivity and quality and craftsmanship, and it’s very rewarding.