By 1968, Carroll Shelby was more than happy to hand back to Ford what the two companies – one huge and one almost microcosmic – had jointly created. Sure, Shelby American would remain intact to race, sell parts and keep Carroll connected to the business, but the company's days devoted to auto assembly were – at that time – essentially over. The Cobra would be discontinued, leaving a huge vacuum for the dozens (or hundreds – pick one) of replica builders to fill. And Ford Motor Company would agree to continue production of the Shelby Mustang, made easier as Shelby's Mustang evolved from competition to custom. At that point, all Carroll had to do was collect his licensing fee – and go to the bank.
The 1968 Shelby GT500 wasn't the rarest Shelby in the land, nor was it the most visceral. But in 1968, if you had survived the '60s and looked like you'd survive Vietnam, there were worse places to put your money than in a Shelby, especially if that Mustang was blessed with 428 cubes of firepower. Though softer and less agile than the Shelbys that preceded it, the GT500 would not embarrass its owners in a straight line.
Our for-sale example, located in Gorham, Maine (not a hotbed of speed, but then, we haven't been there), looks stunning, and if the miles can be believed, it is barely broken in. We'd look to Hagerty Insurance for price perspective, but if bought correctly you can be reasonably assured this won't go down in value. This money will easily buy you a new Shelby Mustang (and a Super Duty to tow it), but the new Shelby doesn't look all that different from the V6 Mustang. Here, your $134K won't be confused with anything else.