Green Hornet Mustang - One In Several Million (Part 2)

Underneath that vibrant green paint is a has long believed 'there is no substitute for cubic inches', and at first glance the Green Hornet appears to follow the same route as the GT500 KR (its big-block stable mate) by using a 428 (7.0-litre) Cobra Jet. That mighty V8 (grossly underrated at 335 horsepower) transformed Ford's performance on the street, but when you lift the bonnet and start poking around in the engine compartment, significant differences appear.

'That's because it's a CJ-X engine,' Craig Jackson explains. 'The "X" meant experimental, and a Conelec fuel-injection unit was used in place of the Holley carburetor. The block was also modified, punching the motor's displacement far beyond the normal 428 cubic inches.' A 'normal' 428 displaces a capacity of no less than 7014cc...

A 'normal' 428 displaces a capacity of no less than 7014cc...

The result? Gonzo horsepower, more than the standard C6 automatic transmission could handle. 'Shelby's chief engineer at the time was Fred Goodell,' says Jackson, 'and from his experience with Little Red he knew this spelled trouble, so they custom-made their own heavy-duty automatic transmission. It has a torque converter from Lincoln [a division of Ford], and a cast-iron tail housing created by Bob Smith, the chief engineer of Ford's transmission department.'

At the back is the most intriguing modification: an independent rear suspension with A-arms and coil springs. 'Shelby moved from southern California to Michigan for 1968's production,' Jackson says, 'so Goodell designed the IRS where the components are set in a cradle that fits into the pick-up points for the production Mustang's solid rear axle. This way, the IRS could be put in place on the assembly line in Detroit, should it have gone into production.'

All this added up to world-class performance. The four-seat Green Hornet was tested at Ford's proving grounds in Michigan, and with a 3.00:1 final drive it hit 60mph in 5.7 seconds, 100mph in 11.4, and averaged 157mph over four laps. For comparison, a Vantage-spec Aston DB6 and Ferrari 365 2+2 needed 6.1 and 7.8 seconds for 60mph, 15 and 20.8 seconds to 100mph, and topped out at 148 and 152mph, respectively.

Stitched leather trim and extra dials make quiet hints about the specialness of the Green Hornet, but it's subtle stuff

Just days before his 2013 auction, Jackson took a break from his nut so schedule to play with his historic Shelby. Once behind the wheel, he pins the pedal to the metal and grins like a 50-year-old kid. You soon discover he's an enthusiast's enthusiast, and as he whips through a fast right-hand sweeper he casually notes: 'She likes to be driven hard.' No kidding, and I'm dumbfounded by how little body roll the car exhibits, while the exhaust growls and the slashing acceleration continues unabated.

Several minutes later Jackson pulls over for that impressive display of melting the tires. Then he says: 'Your turn!' I slip behind the wheel, mindful that the Green Hornet is about to come up for auction. There's excellent head- and legroom, and the seat is quite comfortable but lacks any side bolstering. Period luxury touches include stitched leather and liberally applied wood panels, even in places you don't expect such as the strip down the center of the headlining.

The automatic transmission had to be beefed up by Shelby's engineers to cope with the additional torque

The cabin is quite airy and there's great visibility in every direction. The commanding view out over the hood is fabulous, the bonnet's vents hinting at the serious power under your right foot. But it's too bad this car doesn't have a proper three-spoke steering wheel like that found in the '67 Shelbys, to suit its sporting nature.

The Green Hornet is docile at low speeds, the ride firm but not jarring. The power steering is light and needs one hand (not one finger like a Cadillac) to turn, which masks the weight of the mighty power plant up front. That marvelous visibility makes it easy to place the car on the road whether you're going fast or slow, though you will likely be doing more of the former than the latter. Mash the throttle and the Hornet gets up and goes, the engine feeling so smooth that for a good portion of our drive I accidentally leave the lever in second without realizing it.

When exercising the accelerator the cabin is bathed in the most delicious deep growl from the engine and exhaust, with neither overpowering the other. It's an intoxicating duet, seducing you, begging you to run the Shelby hard through the gears again and again. So I comply and slow down, pin the accelerator once more and notice how the transmission jerks on upshifts, giving a slight think when it slots into the next gear.

That nudge in the back is part of the car's charm, as you sense the results of experimentation, that feel of history as the development team searched for solutions. In fact, that momentary delay reminds me of the paddle shift tranny in the Ferrari FX built for the Brunei Royal family in the mid-1990s. That too was an experimental unit, built by Williams F1 of all things, but unlike the Ferrari the Shelby delivers a nice tire chirp with each shift, adding to the boy-racer appeal that was mesmerizing America's youth (and adults) at the time.

It's an intoxicating duet, seducing you, begging you to run the Shelby hard through the gears again and again.

With the auction just days away I never push the Hornet hard through corners, as much as I want to. The power brakes are quite grabby, with initial pedal travel being immediately followed by quick bite that is greater than you expect. At higher speeds the Shelby feels quite stable and, if it were running on a decent set of tires (these were flat-spotted with age), there's no question the Hornet would pin its 140mph speedometer with ease.

Those looks, that heritage, the intriguing mechanicals, rarity, and such monstrous performance make the Green Hornet one highly charismatic and desirable machine. If this were a comparable Ferrari, Maserati, Bentley or Aston, in similar condition, it would command a price tag a multiple or two higher than the $1.8 million it was bid to at the auction. 'That sum wasn't enough for me to let it go,' Jackson says. 'At that price, there is nothing out there that gives me all the attributes this car has, that is that significant. So I am going to continue enjoying it.'

'At that price, there is nothing out there that gives me all the attributes this car has, that is that significant. So I am going to continue enjoying it.'

He's not alone. A number of the big boys I have spoken with who are being offered incredible amounts of money for their machinery have found themselves in the same predicament. Sure, Jackson could get a perfect Ferrari 275GTB/4, or a Daytona Coupe and Spider, but those are mundane compared with the one and only Shelby Green Hornet.