http://www.mygranturismo.net/car_sheet.php?id=844
Shelby G.T. 350R 65'.
The R denotes a race-prepared Shelby GT350, complete with new wheels and a retuned engine pumping out 325-360BHP. The version in GT5 more accurately represents a street version denoted as the G.T. 350, without the R.
http://www.mustangspecs.com/years/65shelby.shtml
It would depend on exactly what was sitting under the hood (the specs are pretty correct for a street GT350, but the number you have is a bit off for a GT350R), but I've had so many people argue with me over power figures of the old muscle cars that I gave up so I'm not giving out whatever exact numbers I may or may not know. My source is probably an anonymous guy I know who used to work for Shelby as an engineer or a dyno sheet from a car someone in my family had, and yet someone will sit here and tell me my information is wrong because an internet site said so. Now I don't bother trying, but I could scrounge up a story or two in my memory that could possibly point you in the right direction (for the Shelby GT350, anything else just PM me).👍
Let's get one thing straight: Carroll Shelby was not some big wig guy in a suit on the board of directors, he was a hometown hot rod builder. Regardless of my opinion of some of his business decisions (having nothing to do with the GT350) the man had a talent for turning horsepower into cash. Quick story (I'll try, I could write a book about this!) of the GT350! Ford's 427 big-block was a wild animal turned loose: it won NASCAR in '63 (1-2-3-4-5 finish at the Daytona 500 set the pace for the rest of the season) and the NHRA Super Stock title in '64 (I'm sorry Mopar guys, it's hard to hear you over the Thunder!👍). This same engine was available with a (try not to laugh) "410hp" or with 2 carbs they said "425hp" was all it had (as long as you add 50 or so). Pontiac dropped the 421 Super Duty in '63 for the GTO with a 389, leaving the 427 as the king in '64 and let's just say people had heard of its exploits by now (you don't nearly sweep NASCAR unnoticed). Below the 427 in the Galaxie was still the venerable 390 (later achieved fame in Bullitt) with its 330hp and 425ft-lbs, not exactly a slouch. Now Ford is set to release the Mustang with a 271hp 289 as the top motor, and it has to sit in the same showroom as the 427. During this time, Carroll Shelby had been using his 260/289-powered Cobra to bend Zora Arkus-Duntov over on pretty much every track in the country and after the '63 Sebring 12 hour race Enzo Ferrari knew he was next on the list. This California driver turned hot rod builder was using the same small-block 4.7L V8 to do better than just a couple wins; he made Duntov his b**** and Ferrari, who laughed at Ford after their buyout attempt fell through and they announced a Le Mans racing project, was now running scared from a some guy from California with a car he built in a garage with some friends. It didn't take long for Ford to figure clearly Shelby was the guy to build a high-performance Mustang, and the result was the GT350.
The street GT350 made roughly 300-310hjp, this has been documented and proven on a dyno more than once (there was even one done in a magazine where they built replicas of both the K-code and Shelby motors, Mustang Monthly I think it was). The car was stripped, suspension reworked, brakes improved, and a lot of lightweight parts cut about 300lbs or so off the standard Mustang 289 4-speed car. A GT350 should come in somewhere at 2800lbs or thereabouts, it wasn't just max power than increased but the rev range got stuffed up top harder so once you got that Shelby 289 north of 4000rpm it hit harder than the 306hp sounds like. The specs in GT5 are all for a street GT350, I did replicate some GT350R specs as close as possible on one of my own and it's a hot little machine to drive! The R was pure racing machine with significantly enhanced performance over the street version, they were stripped of their backseat and the GT350 was homologated with the SCCA as a separate model that is now a 2-seater sports car. Duntov's favorite headache was back, now with full factory backing and a fleet of racing vehicles to chase him across the country with! Less than 40 fastback GT350R models were built, all were homologated as sports cars in the SCCA (not including some "Ford" notchbacks that went into Trans Am sedan racing, not too many people could race-prep a fleet of Mustangs for the '66 racing season so there were more Shelby Mustang raced as Fords).
The real deal, 2-seater, SCCA B/Production, Corvette-stomping GT350R was built under interesting circumstances (the detective types will probably see where this going in a minute) and these were probably the busiest years of Shelby's life. He was highly modifying the Mustang, turning his new version into a racing vehicle that had to beat the Corvette, the Corvette went from a 327 to a 350 leaving the 289 an entire liter of displacement down, he was still racing his 289 Cobras, and he was currently working on getting an FIA-legal Cobra ready in order to sock it to Ferrari on their own turf! In the next few years he would continue beating up the Corvette, his Cobra would fail FIA homologation, the new big-block 427 Cobra would be a total flop that nearly ruined him, he popped out the GT500, he was selected to help redesign what Ford considered their most important racing project, and he finally handed defeat to Enzo Ferrari at the 24 Hours of Le Mans with the GT40 he had been helping with. He had pulled his 289 Cobras out of their class when the new GT350 came about, this was about promoting the Mustang it was largely left to to others while Shelby focused on new horizons. Like I said, the detective types probably read that and know where I'm going with this.
What I know of the engine itself is it was radically different from the street 289, when Shelby said "competition use only" that had nothing to do with the car being too fast, it meant this car is not designed to drive on a public road. The interior went from stripped to gutted, most (if not all) were fitted with a one-piece fiberglass front end, the suspension and brakes were improved to racing specs, a quick-detach gas cap, lightweight wheels, most any body panel or piece went to aluminum if not fiberglass, they were meant for racing and built for just that. All said and done, 2600lbs would be about right and I've heard a few different people say between 2500 and 2600. The engine consisted supposedly new internals, a bigger carburetor, an engine oil cooler, and a few other bits and pieces like intake and headers I'd say it's safe to assume since it was intended for racing. The heads and cam are what made this motor; the two ways to make power are more displacement and more revs so with less displacement that little Ford would scream like a Honda Type R motor! The cam was pure racing design and hot as hell, the car was pretty much useless below 4000-4500rpm, once past that it was breathing fire up 8000! The heads were a custom Shelby design from what I understand, static compression in the realm of 13.0 to 13.5 so not even leaded pump gas would stand up in there.
I included all of the above history lesson for good reason. Shelby was busy and I mentioned him being a hot rod guy at heart because he went about cars the same way a shadetree mechanic does. He wasn't a factory engineer that always wants to design something new from the ground up. You can put 2 and 2 together to figure out what I'm getting at here, from there it's clear 325-360hjp is incorrect (street car is 310-ish, pretty easy to find the direction you need to go:tup
. I'll say this as a last hint: there was a certain incident in Britain that is related to how incorrect 325-360 is
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