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The Story of the Original Mustang: The Big Block Era Begins (1967–1968)

The next chapter of our Mustang history series looks at the 1967–1968 models of the first generation. After the tremendous success of the first three production runs, the Blue Oval rolled out a redesigned version that was bigger, heavier, yet better looking and more powerful.
1968 Ford Mustang GT Fastback 28 photos
Photo: Ford Motor Co.
1967 Ford Mustang Hardtop GTA1967 Ford Mustang Convertible1967 Ford Mustang Fastback1967 Ford Mustang Fastback1967 Ford Mustang GT Hardtop and Fastback1967 Ford Mustang GT Fastback1967 Ford Mustang GT Fastback1967 Ford Mustang GT Fastback1967 Ford Mustang GT Fastback1967 Ford Mustang Interior1967 Ford Mustang 390 Engine1967 Shelby GT3501967 Shelby GT5001967 Shelby GT5001967 Shelby GT500 Engine1967 Shelby GT500 Super Snake1968 Ford Mustang Hardtop1968 Ford Mustang Convertible1968 Ford Mustang Convertible1968 Ford Mustang GT Fastback1968 Ford Mustang Interior1968 Shelby Cobra GT350 Fastback1968 Shelby Cobra GT350 Convertible1968 Shelby Cobra GT500 Fastback1968 Shelby Cobra GT500 Fastback1968 Shelby Cobra GT500 Convertible1968 Shelby Cobra GT500 King of the Road
When Ford decided to build the Mustang, it knew it would be successful, but nobody envisioned just how popular it would become. By mid-1966, over 1.2 million of them roamed the streets, and the company continued to listen to what customers demanded. So, they decided to make the car better in every way conceivable for the upcoming model years.

The design team began by drawing up a larger version, mainly because they planned to fit a big block under the hood. The 108 in (2,743 mm) wheelbase remained unchanged, but the pony car became longer, wider, and heavier. Consequently, interior and cargo space also saw a welcomed increase in dimensions.

1967 Model Year

1967 Ford Mustang GT Hardtop and Fastback
Photo: Ford Motor Co.
Once the newest Mustang rolled out the factory gates, it brought exterior changes such as larger front grille opening, concave taillight panels, and new scoops mounted on the rear quarters. Additionally, the fastback’s C-pillars now reached all the way to the rear.

An optional exterior decor package added a hood fitted with a pair of recessed louvers that contained turn signal indicators visible to the driver, wheel well moldings, and a pop-open gas cap.

The interior was also redesigned and now featured a new dashboard with integrated gauges and optional air conditioning. The seats were much thicker to increase comfort, and customers could now add a fold-down rear seat on the fastback model. Other optional features included a tilt-away steering wheel, cruise control, and a folding glass rear window for the convertible.

The standard powertrain offering continued to consist of a 120-hp 200-cu in (3.3-liter) T-code six-cylinder linked to a three-speed Synchro Smooth manual.

1967 Ford Mustang 390 Engine
Photo: Ford Motor Co.
However, the highlight of this model was the addition of an optional big-block called Thunderbird Special. It was a 390-cu in (6.4-liter) FE unit that pushed out 320 hp and 427 lb-ft (579 Nm) of torque, turning the pony car into a tire-shredding monster. It was fitted with cast iron intake and exhaust manifolds, a dual exhaust system, and a four-barrel carb.

To accommodate the heavier engine and improve ride quality, the front suspension was revamped. The braking performance was improved thanks to a new dual hydraulic system; furthermore, the optional disc brakes now came with a power assist.

The popular GT package introduced in 1965 returned and could be fitted to any V8 offering. It added many GT-branded visual upgrades and a pair of grille-mounted fog lights. It also included all the mechanical improvements available with the optional Handling package, such as sturdier springs and shocks or a limited-slip differential. As you would expect, many of them were sold with the new 390 V8.

1968 Model Year

1968 Ford Mustang Convertible
Photo: Ford Motor Co.
Unlike the previous year, there were minor visual changes for 1968. These included slightly redesigned side scoops or removing the horizontal bars from the front grille and the Ford lettering from the hood.

The cabin was largely the same, with several improvements made to comply with stricter safety requirements introduced that year. All models received a revamped two-spoke energy-absorbing steering wheel and shoulder seatbelts.

Most of the major changes were purely mechanical. Arguably the biggest was the introduction of a new 302-cu in (4.9-liter) unit that was developed with federal emissions regulations in mind. It was available with two- and four-barrel carburetors, with 210 and 230 hp, respectively.

The 390 Thunderbird Special was slightly upgraded to produce five additional ponies and was joined in the V8 lineup by an economical two-barrel version that made 280 hp. It was simply called Thunderbird since there was nothing special about it.

Among many special editions released that year, Ford launched a lightweight drag race-oriented model called the Cobra Jet or 135 Series. It was powered by a humongous 428-cu in (7.0-liter) Cobra Jet V8 rated at 335 hp, but the engine was actually capable of producing well over 400 hp.

The Shelby GT350

1967 Shelby GT350
Photo: Ford Motor Co.
In 1967, the GT350 became wider and looked distinctly more aggressive than the cars manufactured in prior years. For the first time, it was available with air conditioning and an AM/FM radio. In 1968, it was marketed as the Shelby Cobra GT350, and a convertible version was added to the lineup.

All models came with the Mustang’s Deluxe interior package, available in black and saddle beige. Early 1967 models had a 4-point roll bar, but a 2-point version was deemed more practical, so it became standard and carried over to the 1968 cars.

The 1967 GT350 retained the 306-hp K-Code 289-cu in (4.7 liter) V8 from the previous series and a year later, a 302-cu in (4.9-liter) unit took its place. It had an all-aluminum Cobra intake manifold, topped by a Holley 600 CFM carb and a Cobra oval air cleaner but only made 250 hp. Optionally, both engine versions could be fitted with a Paxton supercharger.

The Shelby GT500

1967 Shelby GT500
Photo: Ford Motor Co.
After a dominating 1-2 win at the 24h of Le Mans race in 1966, both Ford and Caroll Shelby wanted to capitalize on the success, so they developed the GT500.

The iconic car was equipped with a 360-hp 428-cu in (7.0-liter) based on a Police Interceptor V8. The engine was fitted with two 600 CFM Holley four-barrel carburetors that sat atop a mid-rise aluminum intake manifold. Customers could choose between a standard four-speed, RUGS-1 manual, or a 3-speed automatic.

To cope with the immense power, front disc brakes came standard. Additionally, the chassis was upgraded with stiffer front springs, Gabriel shock absorbers, and an uprated anti-roll bar.

One of these 1967 cars got a slightly modified version of the GT40 Mk II’s 428 engine and produced 520 hp. It was called the Super Snake and became the most emblematic of all GT500s.

1967 Shelby GT500 Super Snake
Photo: Ford Motor Co.
By 1968, Carrol Shelby’s role in the assembly process of the two high-performance pony cars had diminished greatly. Despite his contribution to the two legendary Le Mans wins, the relationship with Ford began to deteriorate.

Production of the GT350 and GT500 was moved from the Shelby American facility in Los Angeles to Ford’s Ionia plant in Michigan, and the A.O. Smith Company was contracted to convert standard Mustangs into high-performance Shelbys.

Like its sibling, the GT500 was also available as a convertible and gained the Cobra moniker in 1968. In April, the Blue Oval unveiled the 335-hp 428-cu in (7.0-liter) Cobra Jet and decided to equip the GT500 with it, albeit without any modifications made by Shelby American. All models sold with this powerplant were rebranded to GT500KR—King of the Road.

1968 Shelby Cobra GT500 King of the Road
Photo: Ford Motor Co.
With big blocks under their hoods, both the high-performance and the regular Mustangs built in 1967 and 1968 are among the most highly appreciated models in the history of the nameplate. They paved the way for even more powerful engines, as we’re about to see in the next part of this series.

The nearly 800,000 units sold in just two years (including Shelbys), along with the introduction of the Mercury Cougar in 1967, strengthened Ford’s position in the expanding pony car market.

Inspired by the Mustang’s success, the segment now included future classics like the Chevrolet Camaro, AMC Javelin, or the second-generation Plymouth Barracuda. The Golden Age of muscle cars was in full swing.
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About the author: Vlad Radu
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Vlad's first car was custom coach built: an exotic he made out of wood, cardboard and a borrowed steering wheel at the age of five. Combining his previous experience in writing and car dealership years, his articles focus in depth on special cars of past and present times.
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