This 1967 Ford Mustang GT Fastback started life as a documented S-code 390 California car before a ground-up rebuild pushed it to Shelby GT500 specification inside and out, right down to the correct wheels and fiberglass hood. Backed by a Marti Report and sold through Fast Lane Classic Cars, it offers genuine Shelby presence at a fraction of what a real 1967 GT500 now commands at auction. Watch to see the build up close.
A California-born Mustang started life as an ordinary S-code car and ended up wearing a Shelby GT500’s clothes, and the transformation is thorough enough that most casual viewers would never guess it began life as something else entirely. This 1967 Ford Mustang GT Fastback rides on a genuine 390 cubic inch V8, a documented Marti Report, and a ground-up rebuild that pushed the cosmetics all the way to Shelby specification inside and out. The team at Fast Lane Classic Cars has handled plenty of Mustangs, but this one carries a level of documentation and finish that separates a real tribute build from a parts-bin clone. What exactly did it take to turn a base S-code fastback into something worthy of the Shelby name?
A Real S-Code 390 Under the Shelby Bodywork
At the heart of the build sits a 390 cubic inch, four-barrel V8, the S-code engine option Ford offered on the 1967 Mustang GT above the standard 289 and below the big-block 428 that would not arrive until the following model year. Backing that engine is a 5-speed Tremec manual transmission, a period-correct upgrade over the original 4-speed most 1967 Mustangs left the factory with, paired to a 9-inch Ford rear end running 3.70 gears through a Traction-Lok limited-slip differential. That drivetrain combination gives the car genuine, verifiable performance credentials rather than just the visual presence of a Shelby, which matters enormously to buyers who know the difference between a car built to look fast and one actually built to be fast.
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What the Marti Report Actually Confirms
The car’s Marti Report, a factory-production data document that traces a specific Mustang’s original build sheet back to Ford’s own records, confirms this fastback was originally sold in California as a genuine S-code 390 GT, not a lesser six-cylinder or small-block car dressed up after the fact. That documentation matters enormously in the Mustang tribute and restomod world, where buyers are often wary of cars claiming a specific factory pedigree without paperwork to back it up. Knowing exactly what this car was when it left the factory in 1967 gives the entire rebuild a verified foundation rather than leaving buyers to take the build’s history purely on faith.
Chasing Shelby Details Without Claiming to Be One
Visually, the rebuild leans hard into Shelby GT500 cues without technically claiming to be a factory Shelby: correct Kelsey-Hayes and Shelby-style aluminum wheels, a Shelby fiberglass hood and front grille, and a three-spoke wood steering wheel that mirrors what Carroll Shelby’s own shop was installing on genuine GT500s during the same model years. Power steering and power disc brakes bring the car’s drivability up to a standard the original 1967 Mustang buyer would not have had access to, while subframe connectors stiffen the unibody chassis enough to handle the additional torque the 390 and modern gearing put through it without the flex that plagued original unibody Mustangs under hard use.
Why Fast Lane Classic Cars Vets Every Build
Fast Lane Classic Cars, the dealership behind this video, has built a reputation specifically around sourcing and reselling well-documented, high-quality classic Mustangs, Corvettes, and other American performance cars out of its St. Charles, Missouri facility. Dealers like this one occupy an important niche in the collector market, doing much of the verification and provenance legwork, including pulling Marti Reports and checking casting numbers, before a car ever reaches a buyer, which reduces the risk considerably compared to buying an unverified tribute car from a private seller with an unclear paper trail. That vetting process typically includes a full mechanical inspection alongside the paperwork review, checking everything from frame straightness to whether aftermarket parts like the Tremec transmission and Traction-Lok rear end were installed correctly rather than simply bolted on to pass a quick visual inspection.
48,000 Dollars Against a 200,000 Dollar Genuine Article
Viewer reaction to this particular car has stayed remarkably positive years after the video first went up, with one comment specifically calling the asking price of roughly 48,000 dollars a screaming deal, even accounting for when that price was originally quoted. Genuine documented Shelby GT500s from 1967 now regularly command well over 200,000 dollars at auction when they surface, putting a well-built, Marti-verified tribute car with a real S-code foundation and Tremec 5-speed within reach of buyers who want the Shelby look, sound, and driving experience without competing for an increasingly scarce and expensive genuine Shelby.
Tribute Builds and the Documentation That Protects Their Value
The distinction between a factory-original Shelby GT500 and a well-documented tribute build like this one matters enormously to serious collectors, but it matters considerably less to most enthusiasts who simply want a Mustang that drives, sounds, and looks the part without a seven-figure price tag attached. Tribute builds constructed on a documented, correctly optioned S-code foundation, rather than a base six-cylinder car with cosmetic add-ons bolted on, tend to hold value better over time precisely because buyers can verify what they are actually purchasing rather than relying entirely on a seller’s word about what went into the build.
Letting the Car Do the Talking
Whiskey on the Mississippi, the blues-inflected background track licensed under Creative Commons for this video, sets an unhurried, confident tone that matches the car’s presentation, a deliberate pacing choice that lets the 390’s exhaust note and the Tremec’s mechanical shifts carry most of the video without a narrator talking over them. That restraint reflects Fast Lane’s broader approach to presenting inventory: let a well-documented, well-built car speak for itself, and let buyers draw their own conclusions about whether a tribute build this thorough earns the Shelby name it wears. Judging by how many viewers still return to comment on the car’s presentation years after it first appeared online, plenty of them have already made up their minds. For a build this deep into the details, from the Marti Report down to the correct wheel pattern, that kind of lasting approval is exactly the outcome Fast Lane was building toward.
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The ’65 Shelby wasn’t tame enough for the streets (with its lack of power steering, power brakes, AT, AC, back seat… The Detroit locker differential made for difficult driving as well and some complained about the side exhausts), but the ’66 was (hence the entrance of creature comforts that year). The ’67 was not available as a convertible. That came in ’68. The 428 Police Interceptor was never raced (at least not at Le Mans). That engine was a boat anchor compared to what it was up against.. You’re getting that confused with the 427 Side Oiler. The ’69 G.T.350/500 did display a cobra badge on the front grille. Also there was a one off ’67 G.T.500 Super Snake with a full snort 427 Side Oiler instead of the 428. There was also a one off coupe for ’68. Sporting G.T.500 EXP on the sides it was known as “The Green Hornet”. It had a fuel injected 428 CJ and an IRS rear end… Sold at auction a few years ago, fully restored.