Today I was looking at a nearly stock black on black w/ red stripe 67 GT500 4spd that was awarded as the grand prize along with a new GT500 in a contest about a year ago. I was told this very GT500 had pulled about $300,000 at Barrett Jackson. I guess it's a given the 67 GT500 is the biggest $$$ GT500 option to option of all Shelby's. This GT500 was breathtaking but had a few glaring imperfections that slapped me aside the head: one being the bright glossy clearcoated (brushed-not) aluminum dash and matching door panels. Another obvious error was the iron thermostat housing (left bare and rusty) with the screwed in plug on display. Anyway all in all a very nice jet black car and the 4spd made it extra rare $$$.
However I got to thinking the big-bucks GT500, how well could a 67 GT500 with its' 428 and 390GT heads & manifolds actually ever run?....Who's kidding who the C7ZX med riser intake is a known powerhouse with no problems, a Police Interceptor shortblock was serious FE stuff. But just the idea of taking 390GT heads/valves and manifolds and burdening them with an additional 38 cubic inches has got to severely make for breathing problems. Known fact a 390GT was left gasping at 5,400rpm. My quick math says 5,000rpm would be about all the 390GT heads & manifolds might handle breathing for when serving up 428 cubes.
I don't recall ever seeing a drag test.
Are there any realistic reviews or sound recollections of what a stock repeat "STOCK" 67 GT500 could do? .....Obviously a stick would be much faster then a C6 back then.
Blessed be the Joker who wound a showroom stock GT500 up for six-grand shift points and expected the car to pull with those heads/valves, manifolds and transverse mufflers
