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shamelessalpacalover-blog · 8 years ago

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1969 dodge charger project car for sale cheap, We now have 35 ads from 69 sites for dodge charger project cars for sale, under cars for sale. 1969 Dodge Charger = Project U Finish 383 Auto $11.5k [ contact seller ]

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1969 dodge charger project car for sale cheap 1969 dodge charger project car for sale cheap, We now have 35 ads from 69 sites for…

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musclecarfacts · 6 years ago

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1965 Mustang

Welcome to MUSTANG AND CO, Specialist in the sale, repair and restoration of American ancestors. Mustang and co is above all the passion for the legendary Mustang and Corvette. Any other US cars is of course welcome.

Our vehicles come mostly from Southern California. They were selected with the greatest rigor by us during our travels in America. We had inspected the vehicles on site very accurately. With the help of our local agent we are exporting these beautiful cars to our old continent.

A detailed report of the condition of the vehicle (mechanical and bodywork) accompanies each of our Mustang, Corvette and others. Repairs and / or replacement of defective parts are carried out in our workshop before delivery of your vehicle.

We sell all our vehicles with technical control, Belgian registration and with a 1 year warranty. This warranty covers both parts and labor for a period of one year. This guarantee is unique in Europe. As a salesman-repairer and specialist, we provide a one-year warranty on all our ancestor vehicles so you have peace of mind.

The whole history of the Ford Mustang, its models and evolutions

The Ford Mustang has been built by the Ford Motor Company since April 17, 1964. It is on this day that Ford presents its new jewelry at the New York World’s Fair. Its construction is initially based on the platform of the Ford Falcon. She is nicknamed the “1964.5 model” (1964 and a half) by her fans.

Since Model A , it’s the most successful launch in the history of the automobile. Also, the Ford Mustang has undergone many transformations to its current model, the fifth of its generation.

The Mustang has created the class “Pony car” (besides the sign on the car is not that of “Ford” but that of a horse, a galloping Mustang) American cars, sports cars like coupes with long, short rear-end covers and competing models such as the GM Chevrolet Camaro , AMC Javelin (javelin), Chrysler’s Plymouth Barracuda and the first generation of the Dodge Challenger . The Mustang is also credited with having inspired coupe designs such as the Toyota Celica and Ford Capri , which were later imported to the United States.

Context

Executive stylist John Najjar, who was a fan of the World War II P-51 Mustang fighter , is officially credited by Ford for suggesting the name. John Najjar co-designs the first prototype of the Ford Mustang known as the Ford Mustang I in 1961, in collaboration with his compatriot Philip T. Clark. The Mustang I makes its official debut at the US Grand Prix in Watkins Glen, NY, on October 7, 1962, where Formula 1 driver Dan Gurney tries out the second “racing” prototype. . His lap times were only slightly below the pace of F1 cars.

Another opinion claims that it was Robert J. Eggert, then head of market research Ford, who first suggested the name Mustang. Eggert, a breeder of “Quarter Horses”, received for his birthday the book The Mustangs by J. Frank Dobie in 1960. Later, the title of the book gave him the idea to add the name of “Mustang” to the new concept car. The designer initially preferred the name “Cougar” or “Torino” (an advertising campaign using the name “Torino” was actually prepared), while Henry Ford II wanted the name of T-Bird II .

The name can not be used in Germany because it is owned by Krupp, who manufactured trucks between 1951 and 1964 with the name “Mustang”. Ford refused to buy the name for about $ 10,000 at the time. Thus, Mustang was sold in Germany under the name “T-5” until December 1978.

First generation (1964-1973)

As deputy general manager of Lee Iacocca and chief engineer, Donald N. Frey was chief engineer for the T-5 project, overseeing the overall development of the car in record time of 18 months, while Iacocca – even defended the project as general manager of the Ford division. The T-5 was a two-seater prototype, with a mid-mounted roadster engine. This vehicle used the V4 engine of the Ford Taunus (German model) and was very similar in appearance to the future Pontiac Fiero .

The Mustang I then became a four-seater model under the direction of project designer Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster.

Favorable advertising articles appeared in 2,600 newspapers the next morning, the day the car was “officially” revealed. A Mustang also appeared in the James Bond ” Goldfinger ” in September 1964.

To reduce the cost of development and achieve a retail price of US $ 2,368, the Mustang was heavily based on familiar and simple components, many of which were already in production for other Ford models like the Falcon and the Fairlane . Sales forecasts projected less than 100,000 units for the first year, but this mark was exceeded within three months of deployment. Another 318,000 models were sold in the year of launch (a record), and in the first eighteen months, more than one million Mustangs were built.

The overall length of the Mustang and Falcon was equal, but the wheelbase was slightly lower on the Mustang. With a total width of 68.2 inches (1732 mm), it was 2.4 inches (61 mm) narrower. The approximate weight of 2,570 pounds (1,170 kg) with the V6 engine was also the same as the Falcon. The fully equipped V8 model weighed approximately 3,000 pounds (1,400 kg). Although the mechanical parts came from the Falcon, the body of the Mustang was completely different with a lower seating position and a lower total height.

In 1966, Ford designers began to produce larger versions than the original, while the latter was completing good sales. A little later, Iacocca complained about the growth of the Mustang, and had the overhaul supervised in 1967. From 1967 to 1973, the Mustang became longer, but not necessarily more powerful. The new Mustang retains the original structure, but the style is refreshed, giving the Mustang a more massive look. The front and rear are more pronounced, and the interior “twin cove” offers a thicker dashboard, and larger gears. The finishes are more refined for a more assertive style. For the 1968 models, the 1967 body style continues, but details are retouched as the side scoops, the steering wheel and the fuel cap. Side marker lamps were also added this year, and cars built after January 1, 1968 include shoulder straps for both front seats. The 1968 models also introduced a new V8 engine, the 302.

The year 1969 is also that of a new style, but may be more assertive than the previous ones. All this in order to please a larger audience. This model has a more aggressive style and more sport. Until 1973, many versions will make their appearances always in order to answer the expectations of the broad public fan of this automobile of legend. His style being timeless, only minor alterations in the cabin and a few details of the body will be made. Also, the engine will be more and more powerful. For the anecdote, in the movie The Great Casse of 1974, (in English Gone in 60 Seconds ), the movie that inspired the remake ” 60 Seconds Chrono “, the star character “Eleanor” (1973 model of Mustang FastbackYellow) is the only Ford Mustang in history to receive a celebrity credit in one film, with the other main character Maindrian Pace , played by actor, director and producer Henry Blight Halicki.

Second generation (1974-1978)

Lee Iacocca, who had been one of the key pieces of the original Mustang, became president of the Ford Motor Company in 1970, and ordered a smaller and more fuel-efficient Mustang for 1974. The model was to be based on that of the Ford Maverick , but was ultimately based on that of the Ford Pinto .

The new model, called “Mustang II”, was launched two months before the first oil crisis in 1973, and its small size allows it to compete with imported sports coupes such as the Japanese Toyota Celica or Ford Capri, European model. Sales for the first year reached 385,993 units (sales of the original Mustang were 418,812 units over twelve months).

Lee Iacocca wanted a model based on the “Mustang I” with higher quality. He wanted to make a little gem. However, to meet the new US rules on CO2 emissions and safety, the new model wants to be smaller but above all heavier than the previous one. Thus the performance of the vehicle is weakened and “the Mustang seems less muscular than is the galloping horse on the emblem”.

The car was available in the coupe and cabriolet versions, plus a Ghia “luxury” model designed by Ghia Ford recently acquired from Italy. The coupe has been marketed under the name ” Hardtop “. The “Ghia” had a vinyl roof with thick cushions and small rear quarter windows, which gave a more formal look. The amendments made in 1975 included the reinstatement of option V8 302 CID (after having no option V8 in the year 1974) and the availability of an economic option called “MPG Stallion”. Other changes in appearance and performance came with the ” Cobra II ” version in 1976 and 1977, and the ” King Cobra ” version in 1978.

Third generation (1979-1993)

The 1979 Mustang was based on the longest “Fox” platform (originally developed for the 1978 Ford Fairmont and the Mercury Zephyr ). The interior has been redesigned to accommodate the comfort of four people. Available finishes were: L, GL, GLX, LX, GT, GT Turbo (1983-84), SVO (1984-86), Cobra (1979-81, 1989-1993), Cobra R (1993), and Ghia.

The third generation of the Mustang had two different body styles. From 1979 to 1986, the car had a triangle shape at the front with four lighthouses, known by fans as “4 eyes”. Then, the models of the years 1987-1993, with the front more rounded and known under the style “aero”. Also in 1986, the engines held the EFI (electronic injection) instead of carburetors. The 1986 models included an improved 8.8-inch rear, and four dampers.

In response to soaring fuel prices and declining sales during the 1980s, a new Mustang was in development. It was supposed to be a variant of the Mazda MX-6 assembled at the AutoAlliance International plant in Flat Rock, Michigan. Fans have written to Ford to oppose the Japan Mustang project designed without a V8 option. The result was a major rejuvenation of the 1987 Mustang, while the MX-6 variant became the Ford Probe model in 1989 .

Fourth generation (1994-2004)

In autumn 1993, the Mustang underwent its first major overhaul for fifteen years. Named ” SN-95 ” by the automaker, this model is based on an upgraded version of the Fox rear-wheel drive platform called ” Fox-4 “. The new style of Patrick Schiavone incorporates several stylistic elements of previous Mustang models. For the first time since 1974, a hatchback model is not available.

The basic model arrived with a 3.8 OHV V6 engine (232 cid) at 145 hp (108 kW) in 1994 and 1995, or 150 hp (110 kW) (1996-1998), and supplied with a 5-speed manual lever or 4 speed automatic option. Although initially used in the 1994 and 1995 Mustang and Cobra GT, Ford removed the 302 cid V8, after nearly 30 years of use, and replaced it with the new Modular 4.6 L (281 cid) SOHC V8 Mustang GT The 4.6 L V8 was initially rated at 215 hp (160 kW), 1996-1997, but was later increased to 225 hp (168 kW) in 1998.

For 1999, the Mustang receives Ford’s “New Edge” style with sharper outlines, wider rims, new body finishes, but in its basic proportions, a new interior design, and a chassis remaining the same as the previous model. The engines of the Mustang have been postponed to the year 1999, but have benefited from further improvements. The standard V6 3.8L model has a new induction system and has been built to 190 hp (140 kW) (1999 and 2004). In 2001, the horsepower was increased to 193, while the V8 engine of the Mustang GT 4.6L was 260 hp (190 kW) (1999-2004). There were also three other models proposed for this generation: the Bullitt in 2001, the Mach 1 2003 and 2004, and the 320 hp Cobra for 1999 and 2001, and 390 hp for 2003 and 2004.

Fifth generation (2005-)

For the 2005 model, Ford introduces a revamped version of the Mustang at the 2004 North American International Auto Show , coded “S-197”, based on the new D2C platform. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior stylist Sid Ramnarace, the fifth-generation Mustang echoes the Mustang Fastback models of the late 1960s. The Vice President of Design, J. Mays, called this “retro-futurism”. The fifth-generation Mustang is manufactured at AutoAlliance International in Flat Rock, Michigan.

For production years from 2005 to 2010, the base model was powered by a 210hp, 4.0L, V6, cast iron engine, while the GT used a modular 3.6L 3-valve V8 aluminum block. 300 ch.

The 2010 Mustangs were produced in spring 2009 with a redesigned exterior and aerodynamic drag coefficient reduced by 4% on base models and 7% on GT models. The base engine of the Mustang remained unchanged, while that of the GT V8 4.6 L was revised to get 315 hp at 6000 rpm and 325 hp at 4255 rpm. Other mechanical features include new shock absorbers, a new stability control system, new colors, and wheel sizes on all models.

With a more powerful six-cylinder engine, the 2011 Mustang is positioned much more as a performance vehicle than the previous V6 Mustangs. To maximize this potential, the 2011 Mustang will offer the all-new “V6 Performance Pack”, which will be available by the end of summer 2010. It can be compared to the “Mustang GT 2010 Racing Pack”. pack will feature a standard 3.31: 1 rear axle, a stiffer suspension, 19 “wheels with” performance “tires, a strut bar and electronic stability control will be calibrated for performance. In addition, the modifications made (other than on the engine) to the 2011 Mustang include an electric power steering (APES), aerodynamic improvements, but also on noise, vibration and damping,

For 2012, a new version of the Mustang Boss 302 has been launched. The engine has 444 hp. A Laguna Seca edition is also available.

In the spring of 2012, Ford wanted a refresh of the Mustang line for the future model in early 2013. The Shelby GT500 features a new supercharged 5.8L V8 engine producing 662 hp. Shelby and Boss engines come with a six-speed manual transmission. The GT and V6 models have a revisited style with an added air intake on the 2010-2011 GT500. The 5.0L V8 GT has gained 8 horsepower and now peaks between 412 hp and 420 hp, while the V6 has remained at 305 hp.

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itsworn · 7 years ago

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Hitting the road in Mikael Bjork’s 1928 Ford pickup

There’s a lot to be said for classic truck owners who live the dream on a daily basis by devoting an endless stream of late nights and lost weekends to working on their ultimate masterpiece. Once they open the garage door, fire it up for the first time, and drive it out into the sunlight, that’s when it all becomes real. It’s at that point when the assemblage of parts comes together with its owner to hit the road for the first of many miles to be logged onto the odometer.

Now imagine the level of dedication required to make this scenario come together while living outside this country. For Mikael Bjork of Ankarsvik, Sweden, wanting to build a custom 1928 Ford hot rod pickup meant having to deal with sourcing a buildable base, locating parts, a driveline, and every single nut and bolt . . . stuff we often take for granted since it’s all readily available at our fingertips. For Mikael, it meant that once everything was located it needed to be shipped to his location at not only a great financial cost, but one also of time as well, which could affect the build.

Growing up in Sundsvall, Mikael was lucky enough to get his daily dose of American Muscle thanks to a number of neighborhood friends who owned a 1969 Dodge Charger and 1969 Mustang Mach1. The roar of mighty V-8s brought the many kit models he built over the years to life, as well as the pages of any hot rodding publication he could find. By the time he was 10 he experienced the iconic movie American Graffiti for the first time. It was easy to become obsessed with John Milner’s yellow coupe and from that point on his passion for hot rodding took over. As the years passed he built and owned a number of hopped-up European models, with the hopes of someday owning a hot rod with a roaring V-8.

Finally it was time to make the big commitment and begin the search for a base to start building the hot rod of his dreams. Canvassing leads from the web, his exhaustive efforts finally led him to a bone-stock 1928 Ford pickup being offered for sale in Long Beach, California. The truck was rock-solid and offered at a fair price so a deal was made and the little hauler was shipped back to Sweden to commence its rebirth. The fact that the truck was solid and complete put Mikael miles ahead since he wouldn’t have to source things that could have been missing. Once the truck was delivered to his home shop he studied it and decided to keep it in stock body configuration retaining its roofline and fenders for its overall balance.

After fully disassembling the truck it was determined that the original spine was straight and clean, so it was sent out to be blast clean. Once back Mikael got busy by fully boxing it and adding custom crossmembers to tie it all together. A Ford 9-inch rear packed with 4.11:1 gears was hung in place by a custom four-link with Panhard bar and Bilstein coilover shocks to soak up the bumps. To get a true in-the-weeds stance up front a 5-inch dropped axle wears 1939-1941 Ford spindles deftly matched to hairpins from Pete & Jakes combined with a Speedway Motors monoleaf and Bilstein tube shocks. For plenty of stopping power a Corvette dual-bowl master pushes fluid through stainless lines to 11-inch GM discs and four-piston calipers mounted at each corner. Nothing says traditional better than a set of 15-inch Wheel Vintiques smoothies wearing a classic combination of wide whites from BFGoodrich up front and Firestone/Coker out back in big ’n’ little configuration.

When it came time to making a decision on power for the truck, Mikael wanted to stay traditional and keep a Ford in a Ford. He contacted Tuff Dawg Engines in Phoenix to build a stout 302ci V-8 that would have plenty of go and dependability for the long haul. A 1968 block was machined and filled with a freshened stock crank and rods with Keith Black 10:1 slugs riding shotgun. For plenty of attitude a stick from COMP Cams sets the beat while a pair of warmed-over stock heads make plenty of power. Up top an Edelbrock Performer intake wears a matching 600-cfm carb while an MSD ignition sparks it all to life. Cooling moves through an Edelbrock water pump and a Walker radiator while spent gases dump out of Patriot headers to stainless exhaust setting the tone via MagnaFlow mufflers. A Ford AOD trans reworked by Phoenix Transmission pushes the goods rearward through a custom driveshaft.

Starting with rust-free sheetmetal has its advantages, as you can focus on the custom fabrication you want to take on and not lose any time to labor-intensive repairs. Mikael got busy, starting with reversing the factory firewall and followed by adding a custom-fabricated steel roof insert to the cab. With that accomplished he then crafted a custom rear roll pan, followed by completely metal-finishing the body and bed while also setting all the gaps. He then laid down a lustrous coating of Standox dark brown metallic with cognac bringing the project to life. Inside the stock dash was filled with gauges from Mooneyes to monitor the vitals while Vintage Air adds plenty of cool to the cab for the long haul. Steering moves through a Budnik steering wheel on a Flaming River column to a Vega box to navigate the road. A custom bench was fitted by Hanngrens and covered in light brown leather with accenting door and kick panels with complementing fawn plush carpeting.

The final magic of the story is that last year Mikael and great friend Martin Lundqvist of Stockholm (owner of a wicked 1932 Ford coupe) both shipped their cars to the U.S. for well-planned trip to take in as many hot rod shows and sights as possible over a five-week period. Talk about living the dream. The pair crisscrossed the country, amazing over 6,000 miles on their rides while seeing the sights and making friends in every state along the way. This is what hot rodding is all about and we’re here to say this duo really nailed it with their commitment to hot rodding in bringing their builds here to take in the sights and excitement firsthand. Great job, guys!

Facts & Figures

Michael Bjork 1928 Ford Pickup

CHASSIS Frame: Stock Modifications: Boxed, smoothed Rearend / Ratio: Ford 9-inch / 4.11:1 Rear Suspension: Custom four-link with Bilstein coilover shocks and Panhard bar Rear Brakes: GM 11-inch disc and calipers Front Suspension: 5-inch dropped axle, 1939-1941 Ford spindles, Pete & Jakes hairpins, Speedway Motors monoleaf, and Bilstein tube shocks Front Brakes: GM 11-inch disc and calipers Steering Box: Vega Front Wheels: 15×5 Wheel Vintiques Smoothie Rear Wheels: 15×8 Wheel Vintiques Smoothie Front Tires: BFGoodrich Rear Tires: Firestone/Coker Gas Tank: Stainless by owner

DRIVETRAIN Engine: 1968 Ford 302ci V-8 Heads: Warmed-over stock Valve Covers: Chrome Manifold / Induction: Edelbrock Performer / Edelbrock 600 cfm Ignition: MSD Headers: Patriot Exhaust / Mufflers: 2-1/2-inch stainless / MagnaFlow Transmission: Ford AOD Modifications: Shift kit Shifter: Lokar

BODY Style: Pickup Modifications: Custom roll pan, roof insert, and firewall Fenders Front / Rear: Stock Hood: Stock top with louvered sides Grille: Stock, chrome Bed: Stock with custom bedwood Bodywork and Paint by: Owner Paint Type / Color: Standox / Dark brown metallic with cognac Headlights / Taillights: Stock / 1940 Ford Outside Mirrors: Swan-neck style Bumpers: Stock front, chrome

INTERIOR Dashboard: Stock Gauges: Mooneyes insert with matching gauges Air Conditioning: Vintage Air Stereo Speakers: Kenwood Steering Wheel: Budnik Steering Column: Flaming River Seats: Custom Upholstery by: Hanngrens Material / Color: Leather / Light brown Carpet: Fawn plush

The post Hitting the road in Mikael Bjork’s 1928 Ford pickup appeared first on Hot Rod Network.

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shamelessalpacalover-blog · 8 years ago

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itsworn · 8 years ago

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Birth of a Total Performance Icon: 427-Powered 1963 1/2 Ford Galaxie Lightweight

In 1961 Ford adopted “Total Performance” as its corporate mantra. Two years later, in 1963, Ford powered the rear-engine revolution at Indy, competed on NASCAR high-banked ovals, and continued its drag racing activities. To remain competitive in NHRA’s expanding Super Stock classes, Ford built 200 Galaxies that were put on a diet, shedding approximately 425 pounds. In the process these Galaxie Lightweights became a Blue Oval icon.

Ford had ambitious racing plans for 1963, centered on the introduction of a more aerodynamic semi-fastback roofline with a more slanted backlight (rear window) for its two-door hardtops. In February 1963, in a move intended to make the Galaxie even more competitive, Ford’s car merchandising manager, V.P. Motto, announced that the Dearborn automaker would introduce a “special lightweight performance vehicle.” It would be a limited-production model based on the production Galaxie with the new roofline, to be offered to drag racers nationwide. The Ford Galaxie 500 Lightweight would give Ford a competitive entry for the 1963 racing season.

Retired Ford engineer and longtime Galaxie Lightweight and Thunderbolt owner-historian Dennis Kolodziej says, “All 200 of the production 1963 cars were built at Ford’s Norfolk Assembly Plant from April to June 1963. They were not built as a single batch of cars sequentially. Two additional pilot-build cars were assembled at Wayne Assembly Plant in Michigan on January 21 to 23, 1963, shipped to the Arizona Proving Grounds on January 28, and then ultimately delivered to Les Ritchey-Bob Ford Inc. and Tasca Ford. Plaza Industries in Toronto, Ontario, supplied the fiberglass components for 1962 and 1963.

“Five converted 1962 Lightweights using their respective 1962 Lightweight Galaxie chassis as ‘donors’ were assembled. Three of the five had their 1962 Lightweight bodies removed from their chassis at the Ford Experimental Garage in Dearborn, and in place a preproduction 1963 fastback body and front end manufactured at Wayne Assembly Plant on January 23, 1963, was installed, along with the 427 8V drivetrain and related components. These three units were returned to Dick Brannan (Corinthian White), Ed Martin Ford (Rangoon Red), with the first Stark-Hickey Ford unit retained as an engineering development drag car. It was also campaigned by Bob Ford Inc. (Raven Black) with Ford Special Test Drivers Len Richter and Bill Humphrey.

“Similarly, two painted and trimmed preproduction bodies and front ends (Viking Blue) were manufactured at the Los Angeles Assembly Plant and shipped to Bill Stroppe and Associates in Long Beach, California. These were utilized to convert the 1962 Lightweight Galaxies of Les Ritchey and Gas Ronda into 1963s. Ronda repainted his unit Heritage Burgundy. Interestingly, all five of these converted units had beige, trim code No. 24, interiors.”

Some reports over the years have stated that the first 50 cars were built by Dearborn Steel Tubing (DST). This is incorrect. This may be a result of the fact that DST built 10 1962 Galaxie Lightweights. DST would gain more notoriety in 1964 when it built the Thunderbolts using the smaller, lighter Fairlane to do battle with GM and Chrysler’s intermediates.

Kolodziej shared some information on several more Galaxie Lightweights that competed in the 1964 Tour de France race. “Tour de France cars, four Lightweight Galaxie units with a June delivery date, were shipped from Holman Moody to Europe. According to internal records, the first Tour de France car was ultimately assigned to Ford of Mexico, then given to Dan Gurney. The second Tour de France car was assigned to Alan Mann and served as a Girling [disc] brake test car, the third Tour de France car was given to John Wilmett, and the fourth unit went to Sir Gawaine Baille and ultimately was destroyed in use on February 3, 1965. These four have the highest Consecutive Unit Number (CUN) in my Lightweight Galaxie Registry and are likely the last 3N66R lightweight vehicles built.”

Charting the Changes

How did the lightweight Galaxies differ from their more mainstream production-car versions? This car’s owner, John Karelius, charts the changes.

First came the motivation. Ford’s legendary 427ci V-8 was equipped with an aluminum low-riser manifold sporting two Holley four-barrel carbs and a 324-degree mechanical tappet camshaft, and was factory rated at 425 hp. Because of the immense torque (480 lb-ft) produced by this high-performance evolution of Ford’s FE big-block, an RC Industries aluminum safety bellhousing was installed in front of a BorgWarner T10 (with aluminum case and extension housing) close-ratio four-speed manual transmission. The 4.11 final drive ratio spun a set 8.20-15 Firestone Dragster cheater slicks, while 6.70-15 Firestone Polyester bias-ply tires rolled up front. To bring things to a halt, each car was equipped with Police Interceptor low-fade 11×3-inch brakes.

All of the production Galaxie Lightweights were Corinthian White with a red interior. Because the Blue Oval found itself at a disadvantage compared to GM and Mopar insofar as weight was concerned, Ford put the Galaxie on a diet, shedding almost 425 pounds compared to a fully equipped Galaxie 500 XL hardtop. This was accomplished by using fiberglass for the hood, front fenders, decklid, and inner fender liners. Further weight was shaved through the use of aluminum front and rear bumpers, aluminum bumper brackets, and a lightweight frame. To date, much misinformation has been published on the lightweight frame, which was clarified further by Kolodziej, who says, “The frame assembly is comparable in function and appearance to C3AA-5005-AA, a production frame assembly, except frame side rails are to be at minimum material tolerance.”

Other exterior modifications included the deletion of the hood springs and the trunk’s counterbalancing spring. The trunk mat, spare tire, and jack were jettisoned. Kolodziej notes that in 1963, the battery remained under the hood. But it would not have been unusual for those campaigning the cars in period to move it to the trunk, where it was factory-installed on the 1964 Galaxie Lightweights.

Because entertainment and comfort were not a priority for trips of only 1,320 feet, an AM radio was not installed. One horn, the clock (standard on the Galaxie 500), heater, defroster, and door panel armrests were deleted. The front bench seat usually found in a Galaxie 500 was replaced with a pair of lightweight bucket seats from Bostrom. Carpets were replaced with thin polyethylene flooring. No sound deadener or seam sealer was installed on any of the 200 cars built.

The price for all this high-powered, lightweight goodness was $1,414.15 ($11,500 in today’s dollars) on top of the base price of $2,783 ($22,150 today) for an unoptioned Galaxie 500 two-door hardtop. And you got a credit of $75.10 from Ford to delete the heater components.

How Fast?

Just how fast was a 1963 Galaxie Lightweight? In 1963, two magazines put the Galaxie Lightweights under the stopwatch. Hot Rod’s Ray Brock noted that the car belonging to Les Ritchey (John’s uncle), an early car that lacked the fiberglass doors and inner liners and so weighed in at 3,510 pounds, reeled off a 12.29 run at a speed of 117.30 mph. Its sister car, driven by Gas Ronda, with fiberglass doors and inner liners and weighing 3,425 pounds, ran the quarter in 12.07 at 118 mph, illustrating what shaving just 85 pounds could yield.

Popular Hot Rodding took Les Ritchey’s Winternationals car to Pomona and logged a 12.49-second run at 116.27 mph. To put this in perspective, remember this was 1963. Even after the visit to Weight Watchers the Galaxie Lightweight, nominally in street trim, still weighed 3,480 pounds.

To say that owner John Karelius bleeds Blue Oval Blue would be an understatement. “I have Ford and drag racing in my DNA,” he says. “I was there in 1963 when my uncle, Les Ritchey, took the S/S Class at the NHRA Nationals in Indianapolis in his 1963 1/2 Galaxie 427 Lightweight, named Cynthia.”

John says he will “always remember, after a long flat tow, Les’s first run. Once he left the line, the entire crowd stood up and applauded at the sight of the Big Ford.”

Over the years, John has owned several high-performance Fords, including a K-code 1965 Mustang 2+2 Hi-Po fastback, a 1967 Shelby G.T. 500, and a 1969 Mustang fastback. He also owned a 1963 1/2 Galaxie 427 Lightweight that had been campaigned by a local Alhambra Ford dealer. But he sold it in 1966.

“I always regretted the sale of my Lightweight five decades ago,” recalls John. “I heard of a family in Arizona interested in selling one of these rare factory race cars from a collection of 10 fabulous old drag cars. I could not get out there quick enough, first to verify authenticity, purchase, and then return the car to California for some restoration work.”

After acquiring his prize, the restoration started on what was an exceptionally original and complete car. For the restoration John turned to Jerry Kugel and his team at Kugel Komponents in La Habra, California. John wants to call out Chris Smith for his dedication to this project.

First the engine, transmission, and rearend were removed to be rebuilt. The chassis was refurbished with all suspension components rebuilt to a factory-new standard, while at the same time the brake system was replaced. Underneath, the frame was detailed and painted.

While out of the car, the original top-oiler 427 R-code V-8 was blueprinted to factory specs by L&R Automotive in Santa Fe Springs, while the factory-original Holley 550-cfm carburetors were blueprinted by C&J Engineering, also in Santa Fe Springs. The robust Ford 9-inch rearend was rebuilt by Currie Enterprises in Corona, California.

John noted that the exterior paint, which had been done 27 years earlier, was in excellent shape and needed just color sanding and buffing to get it in the condition seen here. The interior is almost completely original with only the flooring replaced.

Since the restoration, John has shown the car at a number of events in Southern California. At the San Marino Motor Classic the car took top prize in the non-GM muscle car class (“Concours d’Cubes,” Sept. ’16). The car has made the 180-mile roundtrip to the El Paseo Cruise Night in Palm Desert and also goes to his local Cars and Coffee in Aliso Viejo.

John noted that the Galaxie Lightweight shares garage space with an original 427 1964 Ford Fairlane Thunderbolt and a 22-year-old Contemporary Cobra 427 SC Roadster powered by an original 427 SOHC Cammer engine.

We would be remiss if we didn’t mention one more component in John’s life, his wife Martha. When we came up short a driver for the car-to-car photos, Martha stepped up and handled the camera car duties like a pro. We’d say that John is blessed in many ways.

At a Glance

1963 1/2 Galaxie 500 Lightweight Owned by: John Karelius, Dove Canyon, CA Restored by: Jerry Kugel, Kugel Komponents, La Habra, CA

Engine: 427ci/425hp V-8 Transmission: BorgWarner T10 close-ratio 4-speed manual Rearend: Ford 9-inch with semifloating axles and 4.11 gears Interior: Red vinyl Bostrom bucket seat Wheels: 15×5.5 factory steel Tires: 6.70-15 Firestone Polyester bias-ply front, 8.20-15 Firestone Dragster cheater slicks rear

John Karelius tells us his Galaxie Lightweight was originally drag raced on the East Coast and then sat in storage in Arizona for the better part of three decades. He bought it out of a collection of “old, fabulous drag cars” that came up for sale when their owner passed away.

John’s Galaxie is largely original, though the mechanicals have been rebuilt, including a blueprint job for the engine. The cast iron header-like exhaust manifolds were factory issue.

The 1963 model year was the first for the 427-inch version of Ford’s FE motor. Two were available in 1963 Fords: one with a single four-barrel carb rated at 410 hp, and this one, the top-dog 8V motor with twin Holleys under the oval air cleaner.

As part of its diet to reach Lightweight status, the Galaxie saw its front bench seat replaced with two Bostrom buckets. Note, too, that the armrests were removed, as were the carpet, heater, and radio. Every ounce counts on the dragstrip.

A spare tire and jack weren’t needed on the strip, so they were deleted to save weight, as was the counterbalance spring for the trunklid. (John had to hold the lid up so we could get this shot.) Note that the sheetmetal decklid was replaced by a fiberglass version.

The factory installed the battery underhood, but most racers moved it to the trunk to improve weight transfer.

The Lightweight Galaxies were made with fiberglass front fenders and hood, and fitted with aluminum bumpers and bumper brackets. The car had been repainted nearly 30 years ago but needed just color sanding and buffing to return to its original luster.

The redline on the big Sun tach is no joke. The 427 was designed to spin at high rpm, and the 425hp peak came in at six grand.

The post Birth of a Total Performance Icon: 427-Powered 1963 1/2 Ford Galaxie Lightweight appeared first on Hot Rod Network.

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itsworn · 8 years ago

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Fully Optioned 1970 Ford Torino GT 429 Super Cobra Jet Was Originally Bought to Tow an Airstream

Imagine struggling up the steep I-5 Grapevine north of Los Angeles in the early 1970s and getting passed by a bright orange 1970 Torino GT. Such an occurrence might not be surprising depending on what you were driving at the time, as plenty of period six-cylinders would be taxed to pull the notorious 6 percent grade in the best of conditions, never mind in the high heat of summer. A speedy ascent for a Torino GT would not be surprising, however, since they came equipped with a sporting suspension and many had 351 Clevelands for power. But now imagine that the brightly hued Ford speeding past was also pulling a twin-axle Airstream trailer. Say what? Well, in this case the scenario is more than just fantasy, for the very car featured here was purchased by the original owner for its ability to tow. Obviously the guy didn’t care for the more conventional truck or station wagon.

As best as current owner Bob Leenstra can piece together, his Torino GT was originally ordered as a demonstrator by Bay Area Ford dealer Hayward Motors. No doubt that loading the car with almost every available option would garner maximum attention from the customers who came in and out of the busy high-performance dealership, and loaded up this Torino is. Of major interest to the fellow who first bought the car was its 375-horse 429 Super Cobra Jet with the Drag Pack option, in this case sporting 4.30 gears and a Detroit Locker diff. Ordering the Drag Pack gave you either 3.91s or 4.30s and an engine oil cooler, and automatically transformed a 429 Cobra Jet into a Super Cobra Jet replete with solid lifters, forged pistons, four-bolt mains, and a 780-cfm Holley. Just perfect for pulling the family travel trailer, eh?

The first owner sold this Torino in 1981, after which it changed hands several more times and went through a series of owners in northern Oregon. Each sale seemed to result in the car losing more and more of the unique parts that made it special, such as the original engine and the shaker scoop and hood. One of the prior owners Leenstra contacted reported paying chump change for the car in 1987, completely devoid of mechanicals and much of the interior. Nevertheless, one of the advantages of owning a Ford muscle car is the ability to identify its origins. Number one in the endeavor is the engine code embedded in the VIN; because of this, the car’s Ram Air/big-block identity was never lost. The second resource for deciphering the true identity of many Ford muscle cars is to acquire the applicable Marti Report, which reveals the full extent of the option list.

Just such a Marti Report was acquired by the owner before Leenstra, so when the car was posted on eBay in 2008, Leenstra could see that it had been a fully loaded GT with the 429 SCJ, close-ratio four-speed, 4.30/Detroit Locker, Calypso Coral paint with Laser stripe, hideaway headlamps, 15-inch Magnum 500s, buckets, console, tach, and more.

“The drivetrain in this car is absolutely the best possible in my mind,” says Leenstra, “but it was the rest of the options that sold me on it. I mean, Calypso Coral with Lasers and Magnums? I could hardly believe it!”

But as many of this Torino’s prior owners knew, it’s one thing to own a rare project car but quite another to spend the time, effort, and money to find the required parts and restore it. Yet Leenstra had traveled this road before with a similarly loaded 1969 Torino and well understood the task ahead. The parts chase lasted four years, but with the assistance of friend and Torino guru Mark Andersen, the bits and pieces were gathered, and restoration commenced in 2013.

Jeff Estabrook was called on to lead the effort of bringing the GT back to life. After stripping the car to the bone, he masterfully prepped and painted the car with DuPont single-stage urethane in the original Calypso Coral hue. Remnants of a welded-on trailer hitch were discovered and well understood based on the car’s history, but removed during the unibody refinishing. Estabrook also accomplished all the assembly, farming out the upholstery work to Chris Metiz, and the original-spec engine rebuild to Dennis Kerslake. The details were sweated down to the nut and bolt, including the oft-discarded evaporative emissions system that came on 1970 models destined for a California sales district.

This loud and proud Torino finally emerged as a finished product in the summer of 2016, when we were privileged to photograph it on the mean streets of Seattle. It’s impossible not to be impressed by the sheer presence of the big bright car, which arguably represents the pinnacle of regular production Ford muscle cars.

Precious few others may have been slightly quicker (perhaps a 1967 427 Fairlane or 1968 1/2 428 CJ Mustang?), but none have the combination of hardcore hardware and cutting-edge aesthetics of a loaded 1970 Torino GT. Fact is, such a car stands tall with the best supercars offered from other manufacturers as well. How so? Well, beyond the visuals, a SCJ Torino was an undeniable performer. We culled through plenty of vintage muscle car tests to find just a single example of something akin to Leenstra’s Torino GT, finding it in the March 1970 issue of Super Stock. In an article titled “The ‘Real’ Boss 429 Is Here!” the editors tested a 1970 Torino Cobra with 429 SCJ and C6, believed to have 3.91s in the pumpkin. They were duly impressed, and wrung out a 13.63 at 106 with a super tune that was limited to tweaking the stock 780 Holley and dual-point distributor. Would a four-speed and 4.30s have been even faster? Who knows. But one thing we can say for sure: No matter whether on the Grapevine or a dragstrip, this Torino was built to pull like a freight train!

At a Glance

1970 Torino GT Owned by: Bob Leenstra, Renton, WA Restored by: Jeff Estabrook Engine: 429ci/375hp Super Cobra Jet V-8 Transmission: Close-ratio Top Loader 4-speed manual Rearend: 9-inch with nodular case, 4.30 gears, Detroit Locker, and 31-spline axles Interior: Black Turin knit/vinyl bucket seats Wheels: 15×7 Magnum 500 Tires: F60-15 Goodyear Polyglas Special Parts: 16 factory options including 429 SCJ, Ram Air, Drag Pack, hideaway headlights, and Laser stripe

The SportsRoof bodystyle was the basis for the closed-roof Torino GT and included a stylish upturn/spoiler as part of the trunklid/endcaps. Base Torino two-door hardtops and Broughams were built using drastically different rear sheetmetal that didn’t include the built-in spoiler.

Cobra Jets and Super Cobra Jets share the 4.36-inch bore and 3.59-inch stroke of all 429s, dimensions that are even more oversquare than the rev happy 427 FE. Compression was 1l.3:1 in either instance, as was the gigantic 2.24/1.72-inch valve combination. Such high-rev hardware made it all the more beneficial to pair either engine with some steep Drag Pack rearend gears. CJs and SCJs could be had with or without Ram Air, so the presence of a shaker doesn’t help differentiate them.

This picture shows some of the mechanics behind the sweet-looking hideaway headlamp option, as well as the engine oil cooler that came with the Drag Pack. We were surprised to learn that the Torino oil cooler lines were braided stainless from the factory.

A shaker hoodscoop was the result of the Ram Air option on a 1970 Torino and, in the case of either a 429 CJ or SCJ, led to a J in the fifth position of the VIN. Even when this GT’s engine had gone missing, the J identifier was an obvious clue to what the car had been all about.

Much of the interior was gone when Leenstra purchased the Torino, and a nice manual trans console was one of the most difficult parts to find, he tells us. The Hurst shifter handle was standard fare on 1970 four-speeds.

The optional tachometer seen here is an 8,000-rpm “ribbon tach.” Cute, but far from the line of sight that would be useful.

We see Magnum 500s frequently today, but most have been added to a car that originally came with hubcaps. Not so with this Torino GT, which came with 15×7 Magnums from the factory according to the Marti Report.

The full-width honeycomb taillight/reflector treatment was unique to GT models of the Torino.

These trunk photos show part of the evaporative emissions system that was installed on California-bound cars. Rarely seen today, it is an example of the level of detail that was lavished on this rare Torino.

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