It's hard to believe that a Boss 302-powered '69 Shelby Mustang, the only one ever built, has stayed nearly unknown for all these years. Now the car has been fully restored to the way Kar Kraft assembled it in 1969.
Near the end of Shelby's '65-'70 production run, Ford and Shelby planned to use Boss 302s as the foundation for a special run of 36 GT350 fastbacks. Essentially, the cars were going to be Boss 302s in Shelby clothing. Furthermore, each Boss Shelby would be Grabber Yellow with black stripes and black interior. Interestingly, Dearborn Assembly provided an early production Boss 302 in Acapulco Blue, one of the four available colors for '69 Boss 302s, as a pilot car.
The solid-lifter, Trans-Am-bred Boss 302 was a perfect fit for the Shelby. After all, Shelby Mustangs got the top engine offerings. Or did they?
Ford's introduction of the 428 Cobra Jet on April 1, 1968, provided a healthy dose of in-house competition for the Shelby GT500, which was powered by the lower performance Police Interceptor 428. Shelby quickly remedied this situation by introducing the '6811/42 GT500KR with Cobra Jet power in the spring of 1968. In mid-April 1969, in-house competition from the small-block side arrived with the Boss 302 Mustang. Shelby had upped the ante for the '69 GT350 by going from '68's 302-4V to the 351-4V Windsor, which matched the Boss 302 at 290 hp. But the Boss 302 was clearly the performance leader in the small-block lineup with features including four-bolt mains, canted valves, and a Holley four-barrel on an aluminum intake. The design had more potential than the 351W.
Nothing had higher performance in the Mustang lineup than the Boss series. Ford homologated the Boss 302 for Trans-Am with a run of production Boss 302 fastbacks in 1969 and 1970. The Boss series also included the '69-'70 Boss 429s and the Boss 351 for 1971. These cars came from Ford's Bunkie Knudsen, who defected from General Motors to become president of Ford in January 1968. He brought with him Larry Shinoda, the talented designer who created the Boss name and image. With Boss Mustangs competing against his GT350s and GT500s, Shelby could see the writing on the wall. Figuring his time at Ford was over, he ended his program in June 1969, with leftover '69 Shelbys sold as '70s updated with front spoilers and hood stripes.
Luckily, this Boss GT350 pilot car escaped after the program was scrapped. Although there are still mysteries and unknowns surrounding this particular '69 model, the following facts are clear.
Ford's Dearborn Assembly plant built this Mustang with a Shelby consecutive unit number on May 6, 1969, just weeks after '69 Boss 302 production began. The car carries a Boss and Shelby VIN, 9F02G482244-the G denotes the Boss 302 engine; the consecutive unit numbers beginning with 48 were designated as Shelbys. From the car's inception, it was an executive order, with DSO number 9999. The car is listed in the Shelby American World Registry with its G-code VIN conspicuous among the M-code (351) and R-code (428 Cobra Jet) numbers.
Mustangs from the "48" series went to the A.O. Smith Company in Southfield, Michigan, for final assembly into a Shelby Mustang. However, Ford shipped 9F02G482244 to Kar Kraft, the same facility where Boss 429s were built on a special assembly line.
A "999" report from Ford's Customer Assistance Center reveals this '69 Shelby GT350 was built May 6, 1969, with the 302 H.O. engine, a close-ratio four-speed transmission, 3.50 Traction-Lok, power front disc brakes, Acapulco Blue exterior paint, a knitted high-back bucket interior in black, F60x15 tires, a rear sports deck, the deluxe appearance group, an AM/FM multiplex radio, tinted glass, deluxe seatbelts, racing mirrors, a heavy-duty battery, and a tachometer with a 140-mph speedometer.