The interior is a mix of original and upgraded: The full rollcage, the Halon extinguishing system, and the aftermarket racing seat are among important concessions to safety. The Hurst stick now operates a full-race Jerico four-speed instead of the original T10.
As the C/Mod championship would indicate, the Brown Brothers GT350 competed in a variety of classes beyond the expected B/Production. "We raced every time we had the chance," Hamilton says, which arguably places this R-model as perhaps the most victorious of the era. Road courses included the aforementioned Westwood, B.C.; Spokane, Washington; Kent, Washington; and Portland, Oregon; while hill climbs were run at Mt. Douglas, Greater Victoria, B.C.; Knox Mountain, Kelowna, B.C. and others. Of note is the fact that Canadian rules allowed Weber induction in B/Production, unlike their counterparts in the United States, and Hamilton and company took full advantage. Hamilton says the four-carb downdraft setup made significantly more power than their single-four arrangement but wasn't the ticket for races in the rain-of which there were many in the Pacific Northwest. The Brown Brothers team found the Webers to be a bit of an all-or-nothing proposition, which didn't lend itself to hooking up on a slick track. When wet weather was expected, the four-barrel was easier to keep on the ragged edge of traction.
As good as the '67 season turned out to be, '68's was even better. Hamilton and the Brown Brothers GT350 won five championships that year, this time even nailing A/Production and A/Modified titles in Canadian Auto Sport Club and International Conference, respectively. Unfortunately, all good things come to an end, and in early 1969, Brown Brothers Ford made the decision to stop racing and put the Shelby up for sale.
Hamilton says he experienced at least two complete failures of the original Borg-Warner unit-one time obliterating the aluminum case, sending shrapnel through the floor and out the passenger door, though Hamilton emerged unscathed.
Hamilton says he had the opportunity to buy the R-model at the time for just $3,500 but instead used his disposable cash to launch an effort racing Super Stocks. He reports the car was sold to "a kid," followed by a slew of Shelby enthusiasts over three decades. Among them was Bill Roush of Puyallup, Washington, who finished what was likely the first restoration of 5R533 during ownership from 1984-1987. More recently the car was owned by Peter Rogal, who had Wallingford, Connecticut's Cobra Automotive prepare and maintain the car for vintage racing in SVRA. Current owner Fitzgerald purchased the car in 2004 and continues to run out of the same camp.
While Rogal wanted to go fast, a lesser interest in originality meant 5R533 had evolved to a point far from its '67 configuration. Fitzgerald prefers his speed with an authentic period look, thus a gradual change is currently in the works, the first step of which is reflected in the pictures you see here. Cobra Automotive was again called upon for the proper cosmetics, involving removal of mild rear flares, requisite body massaging, a new Wimbledon White PPG topcoat, and appropriate racing livery per Hamilton's extensive file of period pictures. The same emphasis has yet to make its way under the hood, where the full-tilt 289 is surrounded by modern amenities such as an aluminum radiator, a hydraulic clutch, MSD electronics, aftermarket high-rpm induction, and more. The basis for the whole affair is a four-bolt Boss 302 block filled with a billet crank, Crower rods, Ross pistons, and a stout solid-roller camshaft ground to Cobra Automotive's specs. Behind the now 295 cubes is a Tilton dual-disc clutch, a Jerico four-speed, and a 31-spline 9-inch rearend. Hamilton often ran 3.89 gears back in the day, and Cobra Automotive typically sets up the car with that same ratio today-though 4.11s are also common depending on the particular track.
In addition to vintage racing in the United States, Fitzgerald hopes to further 5R533's international flavor by taking this former north-of-the-border Shelby to compete overseas. Such an intent means that for the foreseeable future, what could easily be a museum piece will not be-a big plus for anyone who truly appreciates the breed. Grand as a competition GT350 may appear on static display, it simply doesn't hold a candle to seeing one at full song, the difference between the sounds of silence and 7,000 rpm being immense. We applaud anyone willing to risk their historic race car in any sort of action, and in this case, we wish Fitzgerald the best as he continues in the grand R-model tradition.