Muscle cars are usually loud, obnoxious, and about as comfortable as sitting on a brick. But 1967 was different. That was the year Ford decided to refine the brute force of the Fairlane into something that didn't just go fast in a straight line, but actually felt like a premium piece of machinery. The 1967 Ford Fairlane GTA is that rare bird—a middleweight brawler in a tuxedo.
You’ve probably seen them at local meets. They have that stacked-headlight look that screams 60s Americana. But most people look at a GTA and just see another old Ford. They’re wrong.
Basically, the GTA was the automatic version of the GT. That "A" stands for SelectShift Cruise-O-Matic. Back then, if you wanted a performance car, you usually had to row your own gears. Ford realized that some people wanted to go fast without developing a left-calf muscle the size of a bowling ball. They gave us a car that could cruise to the grocery store but still melt the tires if you got a little too aggressive at a stoplight.
It’s honestly one of the most balanced designs of the era. Not as massive as a Galaxie. Not as "pony car" as the Mustang. It fits right in that sweet spot where you have actual trunk space and room for your friends, but you don't feel like you're piloting a tugboat.
What Actually Makes it a 1967 Ford Fairlane GTA?
Let’s clear up the confusion right now. A lot of people see a "GT" badge and assume it’s the real deal. In 1967, the GT and GTA were specific option packages for the Fairlane 500XL. You couldn't just slap a sticker on a base model and call it a day.
The heart of the beast was the S-code 390 cubic inch V8. This wasn't some weak-sauce cruiser engine. It featured a four-barrel carburetor and pushed out 335 horsepower.
Now, here is where it gets nerdy. The 390 in the GTA used a specific intake manifold and a camshaft profile that prioritized torque. We are talking 427 lb-ft of torque. That is enough to wrinkle asphalt.
The "Sport Shift" was the real magic. You had a lever on the floor. You could leave it in 'Drive' and let the vacuum-modulated shifts do their thing while you sipped a milkshake. Or, you could manually click it through first, second, and third. It gave you the control of a manual with the laziness of an automatic. For 1967, that was high-tech stuff.
Visually, the GTA was distinguished by its power bulge hood—though it wasn't a functional ram-air setup—and those iconic "GT" stripes running along the rocker panels. Inside, you got the luxury treatment. Buckets. A center console. Plenty of chrome. It felt expensive because it was.
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The Competition: GTOs and Chevelles
If you were buying a mid-sized muscle car in 1967, you were spoiled for choice. You had the Pontiac GTO, which basically invented the segment. You had the Chevelle SS 396.
Why did anyone pick the Ford?
Handling, mostly. While the Chevelle was a legendary drag strip king, the Fairlane’s unibody-ish construction and front suspension geometry made it feel a bit more planted in the corners. Don't get me wrong, it’s still a 1960s car. It leans. It dives. It has the turning radius of a small moon. But compared to the wallowing GTOs of the time, the Fairlane felt tight.
Also, the 1967 Ford Fairlane GTA was a sleeper.
The Mustang was getting all the press. Everyone wanted a Fastback. The Fairlane was the choice for the grown-ups who still wanted to win the occasional stoplight drag. It was the "gentleman’s muscle car." It didn't scream for attention like a Mopar in Plum Crazy purple. It just sat there, looking sharp in Candyapple Red or Wimbledon White, waiting to embarrass someone.
Common Myths and What Most People Get Wrong
One of the biggest lies told at car shows is that all GTAs came with the 427.
Nope.
The 427 Cobra Side-Oiler was available in the Fairlane body, but those are unicorns. Most 1967 Ford Fairlane GTA models left the factory with the 390. If someone tries to sell you a "factory original" GTA with a 427 for a bargain price, they are either lying or they don't know what they have.
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Another misconception? That the GTA was slower than the manual GT.
On paper, maybe. In the real world, shifting a Toploader four-speed perfectly every time is hard. The SelectShift in the GTA was remarkably consistent. For a bracket racer in the 60s, the GTA was often the smarter choice because it hit the same numbers pass after pass.
Then there’s the disc brake myth. While front disc brakes were an option, they weren't standard on every single GTA. If you find one with four-wheel drums, be careful. Stopping a 3,500-pound car with 335 horsepower using 1960s drum brakes is a terrifying experience. It’s like trying to stop a runaway train with a handful of wet napkins.
The Restoration Nightmare (and why it's worth it)
Owning one of these today isn't all sunshine and burnout smoke.
Finding trim pieces for a 1967 Fairlane is a nightmare compared to a Mustang. You can build a 1967 Mustang from a catalog. Every bolt, every piece of sheet metal, every seat cover is available.
The Fairlane? Not so much.
If you're missing the specific GTA emblems or the unique grille mesh, prepare to spend hours scouring eBay or lurking in specialized Facebook groups. Parts are expensive. Sheet metal is harder to find. Rear quarters are notorious for rusting out, and since the Fairlane is a bigger car, shipping those panels costs a fortune.
But when you get it right? Man.
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There is a specific sound a Ford FE engine makes. It’s a deep, rhythmic thrum that you feel in your chest. When you open those four barrels and the front end lifts just a little bit, you understand why people spent their hard-earned money on these things back in the day. It’s a visceral, mechanical connection that modern cars, with their electric power steering and fake engine noises piped through speakers, just can't touch.
Buying a 1967 Ford Fairlane GTA Today: Real Talk
If you’re looking to get into the market, prices are climbing. You aren't finding these for $5,000 in a barn anymore.
A driveable, "20-footer" (looks good from 20 feet away) will likely set you back between $25,000 and $35,000. If you want a concours-level restoration with matching numbers and a documented history, you're looking at $60,000 plus.
What should you look for?
- The VIN and Door Tag: Make sure the engine code is "S." If it’s a "C" or an "H," it’s a small-block car that someone dressed up.
- The Shock Towers: This is the Fairlane’s Achilles' heel. They crack. They rust. If the shock towers are compromised, the car is a rolling safety hazard and a massive repair bill waiting to happen.
- The Transmission: Check if the SelectShift still holds gears. If it slips between second and third, the bands probably need adjusting or the whole unit needs a rebuild.
- Originality vs. Usability: Many GTAs have been modified with modern EFI (Electronic Fuel Injection) or upgraded Wilwood brakes. For a purist, this hurts the value. For someone who actually wants to drive to work on Fridays, these are essential upgrades.
Actionable Steps for the Aspiring Owner
If you’re serious about owning a 1967 Ford Fairlane GTA, don't just jump on the first one you see on Craigslist.
First, join the Fairlane Club of America. Their archives and member knowledge are worth ten times the membership fee. They have the production breakdowns and can help you verify if a car is legit.
Second, decide on your "build philosophy." Do you want a trailer queen that stays in a climate-controlled garage? Or do you want a restomod that you can actually take on a road trip? If it's the latter, look for a car that already has an aluminum radiator and an upgraded charging system. The original 1967 alternators were barely enough to keep the lights on, let alone charge a phone or run an electric fan.
Third, get a Marti Report. Kevin Marti has the original Ford production records. For a small fee, he can tell you exactly how your car was equipped when it left the factory. It’s the ultimate "BS detector" for the classic car world.
Finally, prepare your garage. These cars are wider than you think. Measure twice.
The 1967 Ford Fairlane GTA isn't just a vehicle; it’s a time capsule. It represents a moment when Ford was at the top of its game, winning at Le Mans with the GT40 and dominating the streets with the FE engine family. It’s a heavy, powerful, stylish reminder of what American engineering looked like before the fuel crisis and the era of beige sedans. If you find a good one, hold onto it. They don't make them like this anymore, and honestly, they probably never will again.