This 1969 Shelby GT500 may or may not have spent time in a barn before its restoration in 2015, but few of our readers would kick it out of their barn or garage or carport. Up for auction here on eBay, the Ford Mustang-based Shelby comes with a list of shows it’s entered, a Marti report detailing the car’s options and relative rarity, and Carroll Shelby’s signature on one visor. If you’ve seen enough already, click Buy It Now and $139,000 seals the deal. If that’s beyond your means simply join the three bidders who have driven the market value beyond $56,000 without meeting the seller’s Reserve. While this car’s Super Cobra Jet Drag Jack and automatic transmission may have drifted away from the early Shelby Mustangs’ road-racing roots, there’s no question that it would run like a scalded dog, and that certainly befits a car bearing the name of the man who said “There is never enough horsepower……just not enough traction.” Thanks to reader Larry D. for spotting this Edmonds, Washington classic.

Holy factory perfection, Batman! It might get demerits for looking better than any Ford / Shelby-built specimen did new. The functional ram-air setup sucks in fresh air from the aero-friendly recessed hood scoop. None of that bling can stop the 428 SCJ from tearing down the quarter-mile, though. Officially rated at 335 HP, the 428 SCJ made at least 400 HP if you believe in mathematics and dynamometer testing. For a heart-pounding dose of 428 sound and fury check out this vintage drag racing movie.

Shelby and Ford had moved the GT500 up-market by 1969, the last real year of the collaboration (some held-over ’69s were sold as ’70 models) but you got more than different front and rear end and some snake logos. Shelby brochures touted the suspension as being “the toughest setup this side of Daytona,” a race track reference certainly chosen to reflect market recognition more than to suggest a place that inspired the GT500 or was likely to ever see one turn a lap.

The profile view shows the elongated nose. The ’69 Shelby doesn’t exude the corner-carving track warrior personality of the earlier Shelby models, but what is probably the factory ride height matches this car’s obvious slant toward straight-line acceleration.

Sequential turn signals inspired by (and sharing parts with) the Mustang’s Mercury Cougar sibling used a Rube Goldberg-ish motorized switch box to do what probably takes three computers and 9000 lines of code to accomplish on today’s Mustangs. The days of fixing up and driving your uncle’s old Shelby have probably come and gone. It’s hard to imagine anyone buying this concours-ready specimen and wringing it out in anger, but it would certainly make Shelby smile. Is this Grabber Orange museum piece too nice to thrash?