History 101

The History of a 1968 Factory Engineering Car

Updated Jan 2020

Engineering cars were used by Shelby to test various components and features not found on regular production cars. The history of most engineering cars had been largely ignored until recently. 8T02S113607-00101 is one of the first 1968 Shelbys built. It shares many of the features found on early built cars.

In September of 1967, months before regular Shelby production started, a handful of cars were assembled. These cars are sometimes referred to as "pilot cars". These cars were assigned to the Shelby Engineering Department. The information found on # 101 also indicates it was part of the Electronic Fuel Injection (EFI) Program. Fred Goodell, Shelby's Chief Engineer, was a proponent of fuel injection. He found that the EFI systems provided a much better fuel delivery system than the carbureted models. It's hard to believe, but in the late 1960's Shelby Automotive was on the cutting edge of what later become an industry standard.

Most people are familiar with the California Special prototype, commonly referred to as the "Green Hornet". This was one of the cars assigned to Shelby Engineering. From the time period 1967 to 1970, Shelby engineers had installed Electronic Fuel Injection systems on over a dozen cars. They experimented on both big blocks and small blocks.

EFI was not the only thing Shelby engineers experimented with. They tested superchargers and various other components. Research indicates several different types of EFI systems were tested. Goodell favored a system made by a company called Consolidated Electric (Con/elec). Conelec was a smaller company from New York, but Goddell felt they would be able to provide enough EFI systems for production. He also felt the system had several advantages over the more common set ups.

Determining the exact Shelby build date of a car is never easy. We usually can figure out the Ford Mustang build date and the date the car was shipped from Shelby to the first dealer. This leaves us with a window. In the case of # 101, we know the car was still be used for testing as late as January 1969. In other words, the exact Shelby conversion date was somewhat of a mystery until fairly recently. By carefully studying the records and the physical features of the car, there is little doubt it was one of the first Shelbys built in Septemeber of 1967.

This manufacturer's license plate was used on # 101.

The car is listed as having a "sound package" on the engineering records. The original thought was this related to stereos and speakers. It was later determined that the "sound package" was a test for something used in 1969. This involved extra sound deadner sprayed inside the car.

These holes in the front of the left fenders. It is still not clear what they were used for, so they remained during the restoration. Almost all of the fuel injection drawings and blueprints have been found.

The holes in the gas tank filler neck were used for a fuel return line. Unused fuel was returned to the tank. You can also see the unique tail light treatment. The production method of dimpling the rear valence and the standard block off plates had not been developed yet. This is an indication of a pre-production car.

All of the unique fuel injection parts were removed, before 101 was sold as a "used car" to Courtesy Ford in Littleton, Colorado. It is likely the original GT500 motor had already been replaced with a service engine. That's was in 1969. The car had remained at Shelby engineering for nearly two years!

According to the Shelby Club, the first owner was GW Aschenbrenner. He sold the car in 1976 to a Jan Dansdill. Dansdill sold the car after four years to Gail Rhoten. Rhoten installed a 427 side oiler in the car. The car was sold in 1990 to Gregg Cly. Cly painted the car black. Cly, in turn, sold the car to Webb. It was passed on to Edwin Parks of Alabama. When Tom Conzo purchased the car in 1993, he did an excellent job of documenting the car. The engineering history of the car was known to many of the previous owners. But, finding information on the details was difficult. When Tom was ready to sell the car, the new owner knew he had a special opportunity.

Engineering cars will become more sought after in the coming years. Collectors and enthusiasts are only now beginning to understand their historical significance in shaping the modern cars of today. The new Shelby World Registry features a special chapter on engineering cars.


The restoration of 101 has begun! Step one of any restoration is validation, research and documentation. So, I wasted no time in rounding up anything that related to this unique car.

This handwritten memo was written before Shelby moved to Ionia. It's a planning document for the move. The highlighted area reads, "Talk to Ford Motor Company..DSO 8008 Air-Auto-Fastback- Get Okay to build as preproduction"

There is no car with a "8008" DSO code. So, I interpret this to be 1968 DSO - 008. That is the correct code for # 101.

Another document that came to mind was this inventory sheet from the factory. It is dated January of 1969. (The document shown is modified to protect the identity of vehicles listed).

The sheet calls out # 101 as being equipped with the following features: Air Conditioning, steel wheels, automatic transmission, 428 Cobra Jet with Fuel Injection, an AM Radio, a torque sensitive rear axle and special sound package.

That makes this one of the most unique GT500s ever built by Shelby Engineering.

The previous owners were tapped on the shoulder again. We were very lucky to receive pictures.

These pictures show the car through the years. #101 was originally Sunlit Gold (listed as Bronze on the document above), but it has been black since the mid-1970s.

This picture was incredibly interesting. Taken in the 1970s, it's unlikely this is a reproduction ram air chamber. It is also does not appear to be a production part. Very likely #101 was the first ram air car built in 1968 and this is the prototype ram air chamber.

Once the car was disassembled, evidence of the Gold paint was found.

#101 is stripped down and ready for the body and paint men to enter.

These axle spring, bumpers are similar to a 1967 Shelby. They were discountinued before regular 1968 production started.

The rear axle and other suspension components are detailed and installed on the car.

Under the dash, the firewall pad is put in place. If you want it to look original, you will need to be creative.

I am working on the inside of the car. Every component, even those hidden away, is refurbished. The additional sound deadner and jute padding was added by Shelby engineers and returned.

You might have noticed the speakers are gone. It was determined the "sound package" engineering note refers to additional sound deadner and not a radio/speaker upgrade :-(

All 1968 Shelbys had two metal pin hood pin plates that were riveted to the hood.

The rear valence and lights are installed. The exterior looks like the production cars.

A clue of things still to come...

Sometimes, it seems like you are always waiting for parts. The dash is installed. It's a shame that the work behind the dash is covered up. The car features air conditioning and the restoration of those underdash items went great.

There is a great dealing of plumbing and wiring on the firewall. I want to get that all in and correct before spraying any sealers or installing the engine.

Speaking of engines. This car was originally equipped with a 428 Police Interceptor motor. The Shelby engineers removed that and replaced it with a 428 Cobra Jet engine. This is an original 1968 date coded 428 CJ . It was rebuilt and is now ready for dyno testing.

I like to run the engine and then paint it. After painting it, the detailing starts. It's never too early to start rounding up all the small parts that will make the engine look like it did in 1968. These details separate a good job from a great job.

The engine will be equipped with the Conelec EFI system. Here is an original Conelec EFI throttle body and sensor box. The EFI throttle body for 101 is on the right. Almost every piece of the system has been remanufactured to original Conelec specifications.

It took nearly two years after the car was finished to complete the work on the Electronic Fuel Injection. It was really important to keep this as original as possible.

The date coded 428 Cobra Jet has been detailed and the intake manifold has been drilled to accept the Conelec fuel injectors. I left the water bypass hose and clamps unpainted to show the intake had been removed. You can see the throttle body has replaced the carburetor. Behind the throttle body sits a small sensor box. All 428 Cobra Jets had the thermactor pollution controls and those were retained. I also added the Cobra Jet unique starter delay to the engine bay. The prototype "ram air" chamber has been reattached to the hood.

The stock air cleaner is still being used. However, the EFI system does not utilize the warm air ducting (snorkel). A block off plate is used in its place.

You may have noticed the white shock absorbers. Several of the suspension components were modified to signify the cars two year engineering history. These include 1969 Shelby shocks, the "KR" black side wall tires and the locking rear axle. Ford did not normally use the locking rear axles on 428 CJ / air conditioning cars.

The original location of the front, fender emblems was used and a "Conelec" badge has been placed on the upper fender.

The inside of the car features a 1967 roll bar. I think was original to this early car. It also has a unique console. The console does not have the chrome seat belt clips normally found. It also has a unique snake emblem on the console lid.

On the outside of the car, a few subtle clues are found. The exhaust tips are the Cobra Jet, twin pipes. A GT500 would normally have a "pipe in a pipe". The fender bolts are all painted Sunlit Gold to show the entire car had to be repainted by AO Smith. Much of the fiberglass is pre-production style.


Consolidated Electric, New York, David Long and Long Family: The project would not have been possible without the inventor, David Long's blessings. His son, Chris provided a unique insight into the company and built many of the components. Without Chris, there is no Conelec reintroduction. David's daughter, Meredith was keen enough to save the Conelec archives. Thank you to everyone that worked at the company so many years ago.

Shelby American Automobile Club ; The definitive source for all things Shelby. It was a casual footnote that led to the discovery of the "secret" fuel injection program. Kopec and Liska should be on the Shelby Mount Rushmore.

The Owner, Jose A: Without Jose's patience and vision this car would have never been restored. His connections helped recreate many of the unique parts.

Exact Metrology: This company was able to create 3D scans and images of many of the EFI parts. This was invaluable to remanufacturing many of the key parts.

Bob's Metal Works: Bob expertly fabricated many of the EFI unique brackets from the original blueprints and his welding skills are unmatched. Bob also made the accumulators.

Performance Engine and Machine: Keith has a lot of experience with old Fords and built the 428 Cobra Jet. He is also the only living person who has drilled intake manifolds for Conelec. His partner, Robert owns a real 427 Cobra and fabricated the fuel rails.

Servo Instrument Corporation: This company is usually making secret stuff for the US government, but took time to recreate the special potentiometer cards we needed. There are a handful of companies that could even attempt such a thing.

Alloy Metal Products, New York: My friends, James and Elaine volunteered to help with this unique project. I am not sure they knew what they were getting into. Special molds, unique wiring, custom connections. They managed to get everything to look just like the original wiring harnesses.

Classic Tube, New York: Paul knows how to bend a tube. He was very helpful when it came to recreating fuel lines.

Craig Jackson, Barrett-Jackson Auctions: Craig made a commitment early on to have the first Conelec system installed on an original EFI car. His "Green Hornet" was again the test bed to make the EFI system viable.

Billup's Auto Body, Oklahoma: Jason and his crew did the heavy lifting, restoring the Green Hornet and testing the EFI system.

Shinook Auto and Machine, Oklahoma: These guys know Ford engines, but even they were surprised when Mr. Long's EFI created more horsepower and torque than the carbureted version.

Hahn Brothers Restoration: If not for Master Ford Mechanic, Bruce, I would certainly have procrastinated even longer. Bruce has a tool for everything and knows how to use them. He gave me the final push needed to make the car come to life. His brother, Perry kept us both in line and took care of many of the tasks too big for us to handle.

There were many others, and no project of this magnitude could be done by a single person. Thank you all.