#Ford Torino GT SCJ 429 | Explore Tumblr posts and blogs

itsworn · 6 years ago

Text

“Just an Old Car” Turns Out to Be a Rare 1970 Ford Ranchero GT Twister Special

Back in the 1980s, when I was a kid reading Muscle Car Review, a lot of the collective knowledge was in its infancy, so there were a lot of mysteries. Over time, through acquired information, research, and the plain ol’ Internet, we’ve collectively learned a lot more, putting to rest urban legends and speculation that lacked proper support at the time. It continues to happen as the hobby evolves.

The story of Ford’s 1970 Twister Special “drive-away” promotion is a fine example of this. I first read about this interesting Ford footnote in the Dec. 1986 issue. According to the article, it was believed that 100 Grabber Orange Mustang Mach 1s (50 351s and 50 428s), plus 100 Vermilion Torino Cobras, were produced for the Ford Total Performance Day, held at Kansas City International Raceway on November 7, 1969. The late Terry Fritts created a registry in 1983 (twisterspecial.com, now run by Landon Eskew) to bring together owners and share knowledge of these regional specials. For the Mustang, he discovered the promotion was originally to include 100 Cobra Jet Mach 1s with the Drag Pack (thereby becoming Super Cobra Jets), but thanks to the help of Ford archivist Lois C. Eminger, Fritts learned the factory was only able to supply 48 SCJs, with another 48 being built with the 351 Cleveland for a total of 96, as stated in the May 1985 registry newsletter.

The same newsletter also mentioned there were four or five Twister Special Ranchero GTs produced. By 1991, the newsletter narrowed it down to four Twister Rancheros produced with the 429 Cobra Jet, with the possibility they were built with the Drag Pack. By 2009, Fritts’ original registry website showed there were four Ranchero GT Twister Specials built with the 300hp 351 Cleveland.

In the late 1990s, Marti Auto Works became a licensee to Ford’s entire production database starting with the 1967 model year, but not until several years later did we learn about the true identity of the Twister Special Rancheros. Wes Eisenschenk, editor for CarTech Books, commissioned Marti to determine the details on these enigmatic haulers for his book Lost Muscle. They discovered there were two identically equipped Vermilion Ranchero GTs with the 429 Cobra Jet, Drag Pack, automatic, 3.91 gears, black bench interior, power front disc brakes, F70-14 raised-white-letter tires, tinted glass, and color-keyed racing mirrors. Only 201 Ranchero GTs were built with the Cobra Jet, with 60 of those equipped with the Drag Pack. Two of those were Twisters!

Enter Kansas resident Dustin Harriman. This past summer he was planning to attend the Boss Nationals in Marysville, Kansas, so he visited the Topeka Craigslist page to see if there was a project car to bring back home. An orange 1969 Ranchero GT with a 429 piqued his interest. “I started thinking there is no way this was a ’69. It had to be a ’70 [due to the styling, plus the 429 wasn’t introduced until 1970]. I kept staring at the car for about five minutes. All of a sudden it popped in my head: What are the chances of this being a Twister Ranchero?”

Dustin texted his pal Jonathan Worthington, who called the seller. He confirmed that the vehicle was a J-code Ranchero GT (which meant 429 Cobra Jet with ram air) and texted a photo of the VIN. Jonathan called Dustin back. “All I could hear was screaming. I told him to calm down and repeat everything he had just said. Jonathan proceeded to tell me that it was one of the Twister Rancheros. The VIN matched. I told him it was hard to believe and that if he was serious, he should send me a picture of the VIN and a copy of the Marti Report from Wes’ book. He sent them and, as soon as I saw they matched, I flipped out. I called the seller right away and told him I was 130 minutes away and could make it there by midnight. The seller laughed and said it was ‘just an old car. Don’t worry, it will be here in the morning.’”

The seller was the original owner who parked the pickup in 1977 and sold the engine to a local kid in 1979. He stressed there was something special about it, as there were few Ranchero GTs built with the 429 Cobra Jet. “I had decided before I got there that I was going to buy the car, so I gave him $800 and filled out all the paperwork. After we had the car loaded and ready to go, I asked the seller if ‘Twister Special’ rang a bell, and he said he vaguely recalled someone saying something about a Twister.”

The post “Just an Old Car” Turns Out to Be a Rare 1970 Ford Ranchero GT Twister Special appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/rare-1970-ford-ranchero-gt-twister-special/ via IFTTT

#IFTTT #Hot Rod Network

0 notes

youneedone2 · 3 years ago

Text

1970 Ford Torino GT 429 SCJ Details by Barrett Jackson (via utwo)

#photography #classic #car #design #1970 Ford Torino GT 429 SCJ Details #vintage

2 notes · View notes

youneedone2 · 3 years ago

Text

1970 Ford Torino GT 429 SCJ Detail by Barrett Jackson (via utwo)

#photography #wheel #portrait #1970 Ford Torino GT 429 SCJ Details #classic #car #vintage

1 note · View note

itsworn · 6 years ago

Text

Rare and Original: This 1970 Ford Torino Cobra 429 Cobra Jet Is a Multiple Award Winner

For 1970, Ford’s intermediate lineup was all new. Up to and including the 1969 model year, Fairlane was the main model, with Torino a high-end trim level. In 1970, the Fairlane, a model that was introduced in the 1950s, was relegated to the entry-level-trim base models. With the introduction of the Maverick in the spring of 1970, the Falcon nameplate was being phased out of the Ford lineup, but not before it was applied to an even more stripped-down midsize model. Confused? You should be. It was one of 17 models in Ford’s midsized lineup for the year.

The Torino, though, stood out, especially the high-performing GT and Cobra versions. Even among that sea of Ford intermediates, Torino garnered enough attention that it was awarded the Motor Trend Car of the Year award for 1970.

When we talked to John Chencharick about his Torino Cobra at the 2015 San Marino Motor Classic, he said he was glad to see the car had 3.00 rearend gears. “That meant the original owner had no intent of racing it.”

Some 407,493 Ford intermediates (Torinos, Fairlanes, and Falcons) were built that year. Of those nearly half-million cars, just 7,675 Torino Cobras were made. This one is owned by longtime car buff John Chencharick. Originally from New Jersey, his family migrated to the Golden State in 1959. His first car was a 1959 Tri-power Pontiac Star Chief. It was followed by, of all things, a 1971 Toyota Corolla purchased new. After some discussion with the dealer, Chencharick became a sponsored driver for them and raced the now modified 1600 Corolla at Irwindale Raceway.

“Going back to my college days, I have always loved Mustangs and Shelbys,” Chencharick recalls. “My buddy Frank Gilbert bought a 1969 Mach 1 Super Cobra Jet when he returned from Vietnam. We had a lot of fun in that car. It started a passion for me with muscle cars. But even in 1970 to 1974, if I found a nice Mach 1 or Shelby, the insurance was cost prohibitive.”

The Torino’s 429 Cobra Jet engine still contains most of its original parts, but a rebuild by Jim Van Gordon included a new Comp Cams camshaft with a profile to get the most out of the big heads. The engine now puts out 420 hp and 490 lb-ft of torque.

In 1974 he purchased his “dream car, a Pontiac Trans Am. Big chicken on the hood, 455, white with burgundy and bright red interior. Beautiful car that I still own to this day. However, I still wanted a Mustang.”

He finally found one, a 1970 Mach 1, in 1984. “It was a 428 SCJ, shaker/slats and a four-speed with Drag Pack and Vermillion paint. A truly incredible car. I decided to make it better and started a correct restoration, my first attempt. It won several awards and made a few magazines.”

The sticker says Autolite, but beneath the shaker scoop the Cobra Jet still has its factory Quadrajet carburetor. “Ford couldn’t get the car to pass smog with an Autolite carburetor,” Chencharick explains.

After owning the Mustang for 14 years, Chencharick felt it was time to let it go and retire from car shows. “A year later, I was missing the Ford shaker and the Cobra Jet. So I started a new hunt. This time, however, I wanted something with a little more legroom and offered a little more comfort.”

Chencharick called a few muscle car dealers and hit “pay dirt” with Mershon’s in Ohio. “The salesman there informed me that they were going to look at a Torino that I might be interested in. The next day I received a call from the dealer, and I had them send me photos.

Chencharick has a copy of the Torino’s window sticker as well as a Marti Report, which indicate that the car’s interior options included high-back bucket seats, a console, a Rim-Blow steering wheel, an AM radio, and rear speakers.

“The car was very straight and in very good condition. It was equipped with a 429 Cobra Jet motor, C-6 transmission, shaker hood, rear slats, front spoiler, more room inside than my Mach 1, with nice yellow with black matting. The car stood out, but still had the rarity that would give me the ability to not see others like it at shows, or other car outings. I really liked that option. A deal was made, and the car was on its way to California.” This was 13 years ago, in 2005.

The Torino’s early years in storage help explain the car’s low mileage, as well as the pristine condition of the all-original interior.

Once the Torino arrived, Chencharick set out to make it perfect. Through diligent research, he learned more about the car, which showed just 24,000 miles when he bought it. The car’s first owner lives in Erie, Pennsylvania, and at some point parked it in his barn. A few years later, it was learned that sap from the barn roof had leaked onto the car, from the top of the windshield to the cowl. The owner called his insurance company, and the agent was amazed at the condition of the Torino. He informed another agent, Chris Zimmer, who was a muscle car guy. The car was repainted where needed. Around 1991, Zimmer was able to purchase the car with approximately 12,000 miles.

Chencharick spoke with Zimmer, who said he sold the Torino to another local, Gary Smith, who owned a body and repair shop. Smith told Chencharick that he never did any additional painting to the car. He did, however, sell the Torino to a man from New York in 1998. He estimated the mileage at 19,000.

Originally equipped with argent styled steel wheels, the Torino now wears Magnum 500s wrapped by Kelsey reproduction Goodyear tires.

Chencharick explains how he took the Torino to the next level. “Finding a car this well preserved, the car cried out to be improved. I wanted to eliminate some rattle-can locations and restore the car to what it should be. It was so well maintained over the years that I wanted to preserve it further. Along the way I have made some incredible friends who have assisted me in upping the Torino game, making it a showstopper. This has been done with their expertise in mechanical work or spending the time teaching me.”

The Torino has its original powertrain. Upon internal engine inspection, the original pistons (marked CJ429) are in use, as are the stock rockers, pushrods, intake, Quadrajet carburetor, exhaust manifolds, and cylinder heads. The engine had not been bored, as it had very little wear. A custom Comp Cams camshaft was designed by engine builder Jim Van Gordon of Van Gordon Racing in Upland, California. The engine was rebuilt and blueprinted, and the new cam helped move air through the huge 429 heads. Power output is estimated at 420 hp at 5,400 rpm and 490 lb-ft of torque at 5,400 rpm, quite a bump from the 370hp/450 lb-ft ratings the Ram Air CJ got from the factory.

Ford’s advertising in the day called the Torino Cobra “a new top gun car that puts a lot of muscle in your driveway at a reasonable price.” Muscle, yes, but with an out-the-door price of $4,233.95, this Torino Cobra was on the high end of “reasonable” for the time.

In addition to Jim Van Gordon, Chencharick wants to acknowledge Jeff Sneathen at SEMO Mustang in Gordonville, Missouri, for some of the hard-to-find parts; John Coute at Arrow Auto Air & Service Center in San Bernardino, California, for engine compartment detail; and Phil La Chappelle for technical concours detail information.

Over the years, the car has been displayed extensively. At the 2012 Palos Verdes Concours it scored 94 out of 100 points. It received various awards, including Best Muscle Car, Best Ford, and Best Original. It has been displayed twice, in 2015 and 2017, at the prestigious San Marino Motor Classic. It was displayed at the Fabulous Fords Forever 45th Anniversary of the Torino, and the 2018 Grand National Roadster Show, where it was one of 100 cars invited to its prestigious Muscle Car Gathering. It made a return trip to Fabulous Fords Forever for the 50th Anniversary of the Cobra Jet. Also this year it picked up a Best in Class trophy at the All-American Car Show with AACA judging.

Here’s how Chencharick’s Torino Cobra looked when it was owned by Chris Zimmer in the 1990s.

“While at the San Marino Show in 2017 with the Torino, I had the opportunity to speak with Jay Leno,” Chencharick tells us. “He approached me and asked if the Torino was my car. We had very nice conversation. He stated that he liked the rare stuff, and the Torino was definitely in that category. He said that I should be congratulated for the job I did and thought the car was an excellent example. I thanked him for the kind words and felt like I had just won San Marino for the recognition he had given me. Pretty cool.”

When asked about his car’s best or most unique attribute, Chencharick says, “The thing I love the most about this car is the rarity of it. I have very rarely ever seen another, and it’s extremely rare to see one at such a high level. These cars just don’t get the recognition they deserve. Their lines, ride, and sleek look, along with style and power, are very much underappreciated.”

What’s on the agenda for the car? Chencharick wants to continue to improve it and one day, when time permits, take her to the Muscle Car and Corvette Nationals to be displayed. That would be the ultimate celebration for this car’s travels.

We’ve seen this stunning example of Ford power many times over the years and feel that it deserves a spot at MCACN. Bob Ashton, are you listening?

At a Glance 1970 Torino Cobra SportsRoof Owned by: John Chencharick Restored by: Unrestored; detailing and additional parts by owner; SEMO Mustang, Gordonville, MO; Arrow Auto Air & Service Center, San Bernardino, CA; Phil LaChapelle; engine rebuilt by Van Gordon Racing, Upland, CA Engine: 429ci/420hp Cobra Jet V-8 Transmission: C-6 3-speed automatic Rearend: 3.00 gears with Traction-Lok Interior: Black bucket seat with console Wheels: 14-inch Magnum 500 Tires: G70-14 Kelsey reproduction Goodyear Polyglas

The post Rare and Original: This 1970 Ford Torino Cobra 429 Cobra Jet Is a Multiple Award Winner appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/1970-ford-torino-cobra-429-cobra-jet/ via IFTTT

#IFTTT #Hot Rod Network

0 notes

itsworn · 7 years ago

Text

Trying to Track Early 1970s Torinos & Cyclones

I have never been much of a Ford guy, but thanks to a passing interest in production numbers, my enthusiasm for FoMoCo products shot way up due to Marti Auto Works’ Marti Report (martiauto.com) Kevin Marti’s company is a licensee to Ford’s entire production database from 1967 to 2012. (Sorry, the records from earlier years have gone poof!)

Since the late 1990s, Ford products have gone from practically offering the least amount of production information among the Big Three classics to the most intricate info bar none. Despite this, misinformation continues to prevail among the Ford faithful. Take the 1970 Torino as an example.

Totally redesigned for the new decade, Ford’s midsize series featured several new engines and a shuffled model hierarchy: Fairlane 500, Torino Cobra, Torino, Torino GT, and Torino Brougham. In January, Ford introduced the 1970 1/2 Falcon, which was inserted below the Fairlane 500.

New for the series were three versions of the 429 engine: 429 four-barrel, 429 Cobra, and 429 Cobra Jet. The first, rated at 360 hp (and with an N in the fifth spot of the VIN), is often referred to as the Thunder Jet, the name used for the 1968-1969 Thunderbird and 1969 big cars. The second (C-code) is typically known as the 370-horse Cobra Jet without ram air. The third (J-code) was rated the same but came with ram air. If you look at the latter two engines, you may wonder why Ford gave them two different names despite the only discernible difference being an air induction system.

But hold on—it gets even more confusing. A package called the Drag Pack added a number of heavy-duty components to ensure reliability at the dragstrip: external oil cooler; cap-screw connecting rods; mechanical lifters; modified crankshaft, flywheel, and damper; and either 3.91 or 4.30 gears with Traction-Lok. After December 1969, the latter included the mighty Detroit Locker axle. These improvements added 5 hp on paper and transformed the Cobra Jet into the Super Cobra Jet.

Despite the advent of the Marti Report, many people believe that any J-code Torino is an SCJ, but that’s not true. That’s just the CJ with ram air. Plus, the Drag Pack cannot be determined by anything in the VIN. Additionally, some folks feel that only J-codes were available with the Drag Pack, but it was available on C-code Torinos as well (although C-code SCJs are much rarer than J-code SCJs).

Even though Drag Pack–equipped cars can’t be documented by the VIN, here’s a helpful rule of thumb: A data plate with a V or W in the axle code suggests the car is equipped with 3.91 or 4.30 gears from the factory, either of which were only available with the Drag Pack. Yet there also are documented anomalies, like a handful of N-code Torinos built with 4.30 gears before the factory put the kibosh on it. Despite the gearing, these 429/360 Torinos were not Drag Packs because they didn’t receive the HD upgrades, not to mention the Drag Pack was only available for the CJs.

For 1971, the Torino received a very mild facelift and the lineup was shuffled again thanks to the elimination of the Falcon and Fairlane 500. The Torino became the base model of the series, with the new Torino 500 slotted above it. The 429 four-barrel was discontinued, but both 429 Cobra Jets lived on for one more year. The Drag Pack appeared in literature and in several road tests with preproduction vehicles, but according to Marti Auto Works, only 1971 Mustangs were built with the Drag Pack.

If you’re with me so far, you’re doing great, but prepare yourself for more boggling when Mercury enters the picture. For 1970, the Cyclone series consisted of the base Cyclone, Cyclone GT, and Cyclone Spoiler. All were available with the 429 Cobra Jet, with the Spoiler having the CJ with ram air standard. However, all CJ Cyclones were C-codes whether they had ram air or not—there were no J-codes. Huh? For whatever reason, instead of giving the air-inducted CJ its own VIN character as Ford did, Mercury simply made ram air an optional accessory.

Even stranger, Cobra Jet Mercurys reverted to Ford’s method for 1971, so 429 CJs with ram air were J-codes. And, of course, none were built with the Drag Pack. Any we wonder why we can never agree on what was the first muscle car!

Robert Cuillerier’s 1970 Torino GT SportsRoof is one of 913 built with the 429 Cobra Jet with ram air. Among the 1,293 CJs built (both C- and J-code), only 241 had the Drag Pack.

The post Trying to Track Early 1970s Torinos & Cyclones appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/trying-to-track-early-1970s-torinos-cyclones/ via IFTTT

#IFTTT #Hot Rod Network

0 notes

itsworn · 8 years ago

Text

Mecum’s 30th Annual Spring Classic Auction Makes Big Splash

Value. Demand. Access. The three factors that play into pricing on all collectibles come together in the auction setting. The value part is the possibility of buying low or selling high depending on which side of the auction you’re on. The demand is made real by both singular examples or a variety of cars being offered at the event. The access is the reality that you will get this opportunity, here and now.

For 30 years, Dana Mecum has been doing just that at his Spring Classic, a show that has emerged as one of the largest offerings of muscle on the yearly schedule. Held the weekend before the legendary Indy 500 race, this show fills up most of the larger exhibit buildings on the Indiana State Fairgrounds, located just northeast of the capitol city.

Festooned with banners and signage denoting that 30-year period, five days of the 2017 action saw a landmark sale: More than 1,600 cars crossed the auction block, with some 1,200 selling, for a sales percentage of 73 percent and gross receipts of $55.6 million. There were some surprises, at the high and low end, but for the most part the auction was a solid barometer of current market conditions. With NBC-SN crews filming much of the action during the event’s larger days, the excitement is palatable as the hammer pounds out, “Sold!”

The Shape of Yenko and Corvette Things

Two exotics, a 1996 Porsche 911 and a 1967 Toyota 2000GT, topped the list of the 10 highest sale prices at Indy, followed by seven classic muscle era American cars and a 2006 Ford GT. The top U.S. machine was a one-family, unrestored, 8,500-mile 1967 L71 (427/435hp) Corvette at $675,000, followed by a 1963 Z06 Vette at $410,000. A second 1967 Corvette at $310,000 landed in the eight spot.

Leading the traditional muscle cars was an LS6 SS454 Chevelle convertible, red-on-red from Canada, at $385,000, followed by a Pastel Blue Boss 429 Mustang at $335,000, a 1969 Fathom Blue COPO Yenko Camaro at $330,000, the late-model GT, and an unrestored FY1 Top Banana yellow 1970 Hemi ’Cuda at $295,000 to make the 10th spot.

The $675,000 price was by far the highest recently generated in public for an L71 Corvette, and may have been based on its one-family ownership and accompanying story. That the four blue chip muscle cars were so close together is a telling sign of present value and interest, as all were on the same level in terms of pedigree. The ’Cuda may have been a little soft but was in line with where averages on this model have been for 2017, generating a premium between 75 and 100 percent due to its exceptional originality.

Quality Corvettes appear to be moving upward in general, reclaiming what has traditionally been their pinnacle position in postwar car collecting. Muscle cars are not seeing the types of dramatic increases we have witnessed in past years, and perhaps this was why several COPO Chevrolets did not meet reserve, led off by a ZL1 at $525,000 and a number of Yenko Super Cars. Nonetheless, better examples continue to push to a quarter-million dollars or above regardless of whether the present owners chose to sell them here. Outside the realm of the truly high-end examples, however, it looked like sellers were selling and buyers were buying.

Mopar or No Car

Mopars have been hot recently, but pricing appears to be leveling out a bit. This auction did not see any truly huge-interest cars, such as real Hemi Daytonas, 1971 Hemi ’Cudas, or B-Body convertibles, but did showcase a variety of Hemi Challengers, ’Cudas, Chargers, and Road Runners. The Hemi E-Body models were consistently between $130,000 and $160,000, while the B-Body examples actually were very reasonable, including a 1966 Hemi Charger four-speed that sold for $50,000 and several others under the $100,000 margin. Exceptions were cars in original paint, which did very well, including an FM3 1970 Duster 340 that was won at $46,000, an AAR ’Cuda in FY1 at $110,000, and a Tor-Red 1969 440-6 Road Runner at $120,000. Big block B-Bodies were in abundance, including the largest selection of gen-two Chargers in recent memory, and many of them did sell.

Two Mopar areas that did enjoy increased interest were E-Body 440-four-barrel (1970 only U-code) and pristine unrestored “muscle body” cars. A beautiful 1968 225-inch Slant Six Belvedere coupe (think 1968 Road Runner) took a big $30,000 bid, while a very nice Coronet with 440 body trim (but a 318 underhood) took $18,000. These were solid prices on cars that were probably being looked at as entry-level collector cars. Both had low mileage with excellent factory paint and preservation. In terms of the U-codes, which have never been strong in the face of Six Pack and Hemi brethren, an older restored red-on-red convertible brought $120,000, a one-family 1970 R/T in blue with white interior and power windows took a strong $110,000 bid, and a red-on-red Challenger R/T convertible from Canada garnered $105,000. The latter had power galore and was believed to have once been owned by Bob Hope, with a trunk-load of memorabilia attesting to that fact.

Aero cars were a mixed bag. Two 1969 Hemi Charger 500s, one the former factory show car owned by the Wellborns, were bid to $110,000 and $95,000; both returned home with their owners. The gentleman selling the above-mentioned Bob Hope Challenger, Clarence Arnoldussen, also offered a 1969 Daytona, the only one at this event. Exceptionally redone in white with red wing and interior, the former 440-four speed car had received an OE-appearing Hemi install and sold for a big $225,000. Of the three Superbirds here, one with the U-code 440 four-barrel went home unsold, one with a Six Pack was sold after the fact through Mecum’s The Bid Goes On process at $181,500, and the sole Hemi version on hand, with a documented 9,800 miles, brought a winning bid of $230,000. While $230,000 seems low, especially on such a low-mileage example, the car had a column shift and that may have hurt it. In appearance the car was flawless, and its new owners are probably very happy to have it.

The Last (429 SCJ Mustang) Shall Be First

Ford big-block Mustangs were also strong here, but none more so than the final 1971 429 Mach 1 built. Indeed, this was the final Super Cobra Jet install in the body, the final big-block Mustang built, and the final big-block Mach 1. All that plus originality pushed it to a winning hammer call of $191,000 after a spirited back-and-forth between a floor bidder and a determined phone bidder. This was a huge price for a 1971 Mustang, but again, to a collector desiring to say that he or she has the “final everything” in Mustang big-block history, it was a worthwhile fight. The associated pilot model of this same car finished in more traditional territory at $77,000.

Shelby sales were strong, with G.T. 500KRs selling for the most part around $125,000-$175,000. The ex–Dave Lyall 1968 Cobra Jet changed hands at $140,000, while the Dyno Don Nicholson example was a no-sale here. The Boss 429s found buyers at $220,000 and up, going home below that margin. Surprisingly good was the $125,000 for a 1971 Boss 351 Mach 1 in concours shape, and a very big $180,000 for a 1970 Cougar XR7 convertible in silver with 428CJ power.

If you are looking for a Ford collector car, the midsize Torinos, even with the highly visible Cobra Jet style engines, remain affordable. Cases in point were a 1970 Cobra model with 429 power in red at $26,000 and a beautiful unrestored 1968 R-code 428 fastback with a one-of-one Marti report, MCACN Vintage Legend Certification, and a final bid of just $31,000. Indeed, other than the aforementioned Cougar and a very rare 1964 427 Super Marauder at an even $100,000, you could have gotten into any muscle car Mercury on the property, including convertibles, for under $50,000.

Those Other GMs: B-O-P and a Little More Chevy

GM division brands pushed muscle as much as the Bowtie crew. While nothing was comparable to the Corvette or supercar dealer specials pricewise, money was still being spent. Top of the Buicks was a 1970 Stage 1 convertible that hammered to $170,000 to sell, followed by an award-winning Saturn Yellow GSX of the same vintage at $150,000. Two others did not meet the reserves. Bought right were a 1967 GS400 convertible at $28,000 and a 1964 Riviera, 465 Wildcat–powered, at $23,000. One Olds topped the Buick, a 1970 4-4-2 W-30 convertible in red that went to $187,500. That was followed by a two-tone paint 1966 version with the 1-of-54-built drag equipment (W-30 forced air, L69 tri-power, battery in trunk, radio delete) that brought $92,000. The best deal from Dr. Olds was a 1969 400ci 4-4-2 convertible, numbers-matched in presentable shape, at $27,500.

Pontiac’s GTO is another bellwether vehicle on the marketplace, with no fewer than 32 available here. Like the Hemi Mopars, none of the ultrarare convertibles were offered, and indeed, bidding was below $100,000 on all of them, with the highest The Bid Goes On being a Ram Air IV from 1969 at $70,000. Meanwhile, selling highest were a similar year RA IV Judge at $93,000, a 1970 four-speed RA IV GTO at $80,000, and a second Judge at $71,000. However, none of the vintage Goats fell under $25,000, the best buy being a 1965 four-barrel 389 hardtop at $28,000.

Of the 1,665 cars here, more than 600 came from the Chevrolet division. These ran the gamut from basic drivers to high-end rebuilds. Among the 55 Chevelles, following the $385,000 leader was a one-off 1970 Canadian COPO (special Daytona Yellow paint) LS6/M22 Rock Crusher combo that sold very well at $140,000, followed by another 1970 396/375 L78 at an even $100,000. A Yenko version at $210,000 was the top nonseller in this group. Camaros were also big here. Though $300,000 failed to buy a 1968 SS/RS model 427 Yenko, numerous other first-gens were selling in the $30,000-$60,000 range. One supercar that did sell was a documented 1970 LT1 350/360hp version of the Z28 sold new through the Nickey franchise; it brought $87,500. A standard version of this same model, unrestored with provenance, sold for $100,000. A couple of Pro Touring type Camaros sold at more than $100,000 as well. Camaros remain abundant in many formats, and you can pretty much pick your price range on them, with gen-one models maintaining overall attraction in the F-Body community.

What Time Is It?

We would have to say if you have been considering making a purchase, conditions are good for that. A number of sellers told us they were not getting exactly what they had hoped but were happy to sell within the margin the cars were getting here. As an indirect result, some wholesale muscle car buyers were not able to take much new home with them. Our analysis would therefore be that this auction represented a pretty realistic view of pricing overall right now; cars that brought exceptional money were exceptional, and cars that were solid in terms of paperwork and appearance were also solid in pricing. Reserves are one of things that has benefited sellers at the Mecum events over the years, and we heard “The reserve is off!” over and over during the event. Happy anniversary, Mecum!

For full auction results visit mecum.com.

This LS5 convertible, red on red with spectacular provenance, led the American muscle car brigade with a $385,000 sale. Though a handful of other cars garnered higher bids without being sold, this was the top non-Corvette domestic model vehicle to change hands.

The last big-block Mustang to be built, a 1971 Mach 1 with 429 SCJ power, was the most impressive Ford sale of the weekend, though a couple of Boss 429s garnered more money on the block. At $190,000, this was the highest priced 1971 Mustang known to have changed hands.

The head of the Mopar class was a winning $295,000 bid on this original paint 1970 Hemi ’Cuda, which was unrestored and with its original driveline intact. Based on the $150,000-$175,000 prices seen on these cars recently, this was a reasonable premium on this vehicle.

The only real ZL1 Camaro on hand this year was this example, and the owner kept it after it went to $525,000 on the block. Thanks to Mecum’s process called The Bid Goes On, this car could still be available.

The legendary FM3 Moulin Rouge (Panther Pink) on this Duster 340 was original and impressive, pushing the closing price to a great $46,000.

Pricing on many traditional muscle cars was solid but not outrageous. The owner of this 1970 Ram Air IV Judge took off the reserve and sold this car for $80,000; others brought a little more, but this one, with PHS provenance and a MCACN Gold award, was a lot of car for the money.

Unique in that its Daytona Yellow paint required a COPO code, this Canadian-sold LS6 was another north-of-the-border car coming to the States thanks to the current exchange rate. At $140,000 U.S., we would say the owner chose wisely.

The 1967 Camaro pace car was right at home in Indy and, for $60,000, went to a new home before the event ended.

Meanwhile, this tribute to the 1966 pace car, the Mercury Comet Cyclone GT, featured lettering, an upgraded 427 eight-barrel engine, and a nice $38,000 final winning bid.

The 1970 LT1 Z28 was only built one year with high compression. An unrestored version brought an even $100,000, and this example, with mods and provenance from Chicago-area dealer Nickey Chevrolet, hammered sold at $87,500.

The top selling domestic car was this 1967 L71 Corvette, lovingly bought and cared for by a Vietnam vet who later succumbed to the effects of Agent Orange–related cancer. His family agreed to sell the amazingly unmolested car (it had never been washed with water, just toweled off after short drives). After serious bidding, it took home a record $675,000.

The owner of this Z11 1963 Impala chose not to sell it even when bidding climbed to a serious $305,000. The car, once tuned by Ronnie Sox, was well known in the hobby and was one of a handful of very unique race-oriented cars on hand.

Wow, $30,000 was required to bring home this amazingly original 1968 Belvedere two-door sedan! Under the hood of this never-molested, always-treasured 18,000-mile beauty was the leaning “tower of power,” Chrysler’s ubiquitous 225ci Slant Six.

Reposing on a set of stands, this Cougar XR7 was obviously special. We did, too, when we featured it in Muscle Car Review back in 2003. Complete with one-of-one documentation via a Marti Report and beautifully restored, the car took home a very healthy $180,000 final bid.

One of the best deals made over the course of the event was on this low-mileage Hemi Superbird, which had provenance to back up its appearance. On Friday afternoon somebody took it home for $230,000, considerably below its estimate. Having a column shift did not help matters, but we felt this was probably one of the better high-visibility buys at Indy 2017.

Tired of walking? Hey, take the Dodge Thrill Ride, where professional pilots will show you how to drive it like they stole it. Just wait for an hour after lunch if you have a weak stomach! Seriously, the Indy fairgrounds made it possible to watch these guys in action. The faces of the riders made you smile, at least until you, yourself, were “that guy.”

The post Mecum’s 30th Annual Spring Classic Auction Makes Big Splash appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/mecums-30th-annual-spring-classic-auction-makes-big-splash/ via IFTTT

#IFTTT #Hot Rod Network

0 notes

itsworn · 8 years ago

Text

A Marti Report Is a Birth Certificate for Your Ford Muscle Car

When it comes to documenting muscle cars, Ford guys have it good. Not only does every VIN tag identify the original engine that was installed in the vehicle, but a vast wealth of information is available from Ford’s own computer database, which is now exclusively licensed to Marti Auto Works. While a Marti Report is familiar to many Ford fans, even some Dearborn faithful may be foggy as to the genesis of the data, as well as some of the findings through the years.

In a nutshell, a Marti Report identifies a multitude of specifics about an individual car and is available for all FoMoCo products from 1967-2012. The Deluxe Report is the midrange of the three available levels of documentation, and the most popular. (A Standard report costs $18, Deluxe $46, and Elite $275.) The Deluxe Report identifies such things as a complete list of options, scheduled and actual build dates, selling dealership, and how many similar cars were built. The information is not only a gold mine for current owners but also a fantastic resource for potential buyers. The latter may find the Standard Report adequate for their needs. It includes a complete list of original options, colors, and drivetrain specifics. The Standard Report is sent as a PDF file in 7-10 days, and rush/same-day service is also available.

Far beyond the individual stats that the Ford/Marti database can provide is the potential to research information more broadly applicable to the hobby. Ever wonder how many 1971 Mustang convertibles were built with the 429 Super Cobra Jet and four-speed? The answer is five. Care to know the breakdown between 3.91- and 4.11-geared cars among them? Marti can do that as well. In short, the Marti data has transformed the Ford collector car scene with an incredible amount of factory documentation and accurate production numbers, enabling buyers to purchase with confidence and dispelling years of false information, myths, and rumor.

Marti Auto Works’ owner and driving force, Kevin Marti, is actually a Mercury Cougar fan. “When I was 16, I was looking for my first car and was primarily interested in a Chevelle or Camaro,” he says. “While looking through newspaper ads I stumbled across a listing for a 1967 Cougar. I went and looked at it, fell for it, and the rest is history. I still own that same Cougar today.”

It’s from Kevin’s enthusiast core that Marti Auto Works initially sprang, offering concours-quality wear items such as radiator hoses, fan belts, and sparkplug wires, which remain a big part of the business today. As a participant in the hobby, Kevin developed a curiosity for understanding the rarity of FoMoCo products. Through contacts he made over a period of 15 years, he came to realize there was a good chance that Ford computer data still existed from the 1960s. Eventually he connected with the right people at Ford, determined that the data was still there for cars built from 1967 on, and was able to exclusively license the database.

In an indirect way, Ralph Nader played a role in the existence of the Ford/Marti database. Nader’s famous auto safety campaigns led to the National Traffic and Motor Vehicle Safety Act of 1966. Among other things, the act required manufacturers to retain detailed production data for the purpose of potential recalls. “This same sort of data was produced by Ford beginning in about 1957,” says Kevin, “but unfortunately it was erased each year prior to the 1966 Safety Act requiring it to be kept.”

Myths and Revelations

One of the great things that the Ford/Marti data has done is dispel a number of myths, some literally decades old. Chief among them? The 1967-1968 427 Mustang. In short, none were ever produced at any of the Ford assembly plants, despite reports of the contrary coming from various magazine articles, owner’s manual references, and the old-timer who swears that he saw an original 427 Mustang back in the day. The conjecture is understandable, as Ford frequently offered the same drivetrain options in its intermediates and ponycars. Fairlane had a 427 option in 1967, and the Cougar GT-E had a 427 in 1968, but it turns out that neither crossed over to the Mustang. The same holds true for 1968 Torinos. None were built with the 427, despite early FoMoCo sales brochures listing the 427 as an option.

Another myth revolved around 428 Cobra Jet Mustangs. A popular book reported production breakdowns of these cars that were later proven to be erroneous. The book identified 1970 as the year that the fewest number of 428 CJ Mustangs were built, followed by 1968 1/2 and then 1969. At the time it was a head scratcher, as 1968 1/2 CJ production lasted just four months while 1970 production spanned the model year. Nevertheless, the book numbers were picked up as gospel. It took the Marti data to reveal the legit numbers: The fewest CJ Mustangs were built as 1968 1/2 models; 1970 had about three times as many; 1969 was the most popular 428 CJ Mustang.

Closely related to the busted myths are the numerous revelations that have come to light. For instance, it has long been understood that while Ford offered the 427 as a production option in 1967 Fairlanes, the engine was strangely unavailable with the sporty GT package. Marti has uncovered that there was one legit exception, a 427 GT that appears to have been built for a Ford executive.

Another revelation: When the 428 CJ was introduced to ponycars and intermediates in the spring of 1968, an oddity occurred in which CJ Torinos and Cyclones were not available with a four-speed. You could get a four-speed in a CJ Mustang or Cougar, but not in an intermediate, with one Marti-documented exception. That’s right, a single 1968 428 CJ Torino was built with a four-speed transmission.

These “one-of-one” examples turn up somewhat regularly in Marti’s reports, due to the way production data is broken down and because of the myriad option combinations offered by all manufacturers, not just Ford, in the 1960s. But not all one-of-ones have the same significance. You can’t really compare the collectability of, say, a 1968 Mustang coupe that’s one-of-one because it’s yellow, has a bench seat, a 390, and a three-speed stick with the Fairlane and Torino mentioned above. The latter two are truly noteworthy, unusual, and desirable cars.

Outside the Box

There are other ways to use the Marti data, such as the reverse search. Jim Chism hoped he might someday find the original 1968 Ford XL GT that was given to him as a high school graduation present by his parents in 1968. He says, “I knew the dealer where it was sold and the equipment that was on it [including a Q-code 428]. Kevin was able to reverse-search it and come up with the original VIN. Now I’ll know for sure if I ever find it, even though I admit the chances are small. The Deluxe Marti Report I had done on it makes me feel like I have some small token of the car still with me.”

These examples scratch the surface as to what the Ford/Marti database has to offer. A Marti Report will continue to be enviable proof for buyers, sellers, and enthusiastic owners of Dearborn iron, while new discoveries are perhaps limited only by the man-hours necessary to uncover them. Already known are the VINs of numerous famous movie cars (Kevin was instrumental in documenting what turned out to be the long-lost 1968 Mustang from the movie Bullitt), a non–GT-E 1968 Cougar with a 427, the identities and unique equipment of prototype Torino Talladegas sold to private parties, and more. It all makes us grateful that Kevin fell for that Cougar all those years ago, rather than a Chevelle. If the latter had happened, it’s quite possible the Ford community would still be living without this godsend of detailed production data.

Kevin Marti’s database and paperwork were critical to proving Andrew Hack’s 1971 SportsRoof—an eBay find he was going to turn into a driver—as the lone known prototype for the stillborn 1971 Boss 302 program.

This is part of the Marti Elite Report for Luis Chanes’ 1970 Mach 1 Twister Special. It spells out in detail virtually everything about the car as it was built and delivered. Just 96 Twister Special Mustangs were made as part of a Kansas City Ford dealer promotion, with 28 being 428 SCJ/four-speeds such as this.

Another day at the office for Kevin Marti and his staff. In addition to the vast Ford computer database Marti Auto Works is known for, the company also stores tens of thousands of invoices and documents on microfiche and paper in a 2,000-square-foot warehouse.

This is one of eight Mustang convertibles built in 1971 with a 429 Super Cobra Jet engine. While the VIN will verify a 429 CJ car, documentation from Marti will prove out specific details such as gear ratio (3.91s or 4.11s mean SCJ), transmission, color, trim options, and even if the car originally rolled on the Magnum 500s.

Chris Osborne’s 1970 Cougar is a rare and original 428 CJ XR7 model. If he were to sell the car, a Marti Report would reveal several items that a buyer would want to know. One, Ram Air is original to the car, something the 1970 VIN doesn’t show. Also, the car was originally Black Jade with a black vinyl top. As the guy who changed it to Competition Yellow, Osborne would be up front with a potential buyer. But if the car were to change hands several times in the future, the color change info might be lost in the shuffle. The Marti report will tell it like it is.

When Walt Golembiewski bought his 1970 Torino GT convertible in 1989, he knew it was one rare beast, but it wasn’t until the advent of the Marti Report in 1997 that he fully understood how rare. It turns out just 19 1970 Torino GT converts were built with a 429 Super Cobra Jet, and of those, 13 were four-speed cars like his. (We offer our condolences to the Golembiewski family, for as we put this story together, we learned of Walt’s passing.)

Only four factory Pastel Yellow Boss 302s were built out of a total production run of 7,014 Boss 302s for 1970. This model year saw a marked change for Boss color availability, going from just four for 1969 to nearly the full Ford color palate for 1970. Mike Bickford is the proud owner of this rare Boss. His Marti Report proves its Code 9 Pastel Yellow provenance.

Ford door tags changed from an aluminum tag to a sticker in 1970. Either way, door tags can prove much about a given Ford. But would you recognize the difference between an original and a reproduction that had been altered to reflect a transmission or color change? What if the tag had gone missing? These possibilities illustrate the relevance of a Marti Report beyond the information that can be deduced from the door tag.

Jim Chism’s 1968 XL GT Fastback may be long gone, but he knows the VIN of the car thanks to a search of Marti’s database. The scrapbook photo shows the fullsize fastback as new, along with Chism and his cousins, Susan and Tommy Flowers.

Kevin Marti’s database was particularly revealing for 428 Cobra Jet Mustang owners, as some erroneous production numbers had been widely circulated in previous years. Take Neil Biddlecombe’s 1968 1/2 Mustang coupe. We now know that just 221 coupes were equipped with the 428 CJ that year, making for a rarely seen beast.

The post A Marti Report Is a Birth Certificate for Your Ford Muscle Car appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/marti-report-birth-certificate-ford-muscle-car/ via IFTTT

#IFTTT #Hot Rod Network

0 notes

itsworn · 8 years ago

Text

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.

The post Fully Optioned 1970 Ford Torino GT 429 Super Cobra Jet Was Originally Bought to Tow an Airstream appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/fully-optioned-1970-ford-torino-gt-429-super-cobra-jet-originally-bought-tow-airstream/ via IFTTT

#IFTTT #Hot Rod Network

0 notes