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1
The Lounge / Who wants a carbon fiber 1967-68?
« on: May 22, 2020, 03:05:59 PM »
Just received this press release.  I have no affiliation, just on the press list. 

YUKON, Okla. (May 20, 2020) – Classic Recreations, the Oklahoma-based builder of officially-licensed Ford and Shelby American continuation cars and restorations has enlisted SpeedKore Performance Group, the Wisconsin-based carbon fiber manufacturer, to produce carbon fiber bodies for its Shelby GT500CR models. The first of its kind, the program is part of an initiative by Classic Recreations to build the next generation of modern high-performance vehicles with iconic classic American styling, followed by a Shelby-licensed all-carbon-fiber-bodied Cobra in the future.

“When we decided to build the carbon-fiber-bodied GT500CR Mustangs, we wanted to work with someone who shared our vision for the future of custom car building,” said Jason Engel, Founder and President of Classic Recreations. “Having a supplier that is equally committed to high-quality craftsmanship and producing innovative vehicles is incredibly important to us and we found that matched commitment in SpeedKore.”

Classic Recreations’ standard Shelby GT500CR starts with an original 1967 or 1968 Mustang body that is restored to like-new condition using hundreds of man-hours of labor. The carbon fiber GT500CR also begins with a restored donor steel tub that is then fitted with all-new carbon fiber body panels. Starting with a 3D digital model produced from SpeedKore’s blue light scan of an entire GT500CR body, a five-axis CNC machine cuts the molds, and then plugs and panels are pulled using aerospace-grade prepreg carbon fiber. The molded carbon fiber body panels are cured using a massive in-house autoclave. The result is the world’s first officially-licensed Shelby Mustang that is lighter and stronger than an all-steel body and has perfect carbon fiber weave alignment. The precisely manufactured, hypercar-quality carbon fiber bodies can be produced efficiently to exacting specifications.

“Since 1998, Mr. Shelby believed that carbon fiber would be the future of American sports car manufacturing. We believe the introduction of a carbon-fiber GT500 Mustang and Cobra is a natural next step in the evolution of these iconic vehicles and builds on the legacy of the same innovation that Carroll Shelby was known for," said Neil Cummings, Co-CEO of Carroll Shelby International.

“Classic Recreations has consistently been a loyal and innovative partner and licensee for Shelby and we're excited to see what the future holds for this program,” Joe Conway, Co-CEO of Carroll Shelby International explained.

Under the carbon fiber body is a modern high-performance vehicle. GT500CR models are available with several engine options, ranging from a 490-horsepower Ford Performance Gen 3 5.0L Coyote crate engine up to a 900-horsepower, hand-built 427-cubic-inch engine with an intercooled ProCharger supercharger. All Shelby GT500CR models are equipped with a Tremec five-speed manual transmission and a stainless-steel MagnaFlow performance exhaust.

Standard features include a power rack-and-pinion conversion, coilover suspension, oversized sway bars, Wilwood brakes, American Racing forged wheels and Michelin high-performance Z-rated tires. The optional Pro Touring Track Package includes Detroit Speed Engineering suspension, wider rear wheels and tires, mini tubs and six-piston brake calipers with larger rotors. Other customization options are available, including six-speed manual or automatic transmissions, a wide range of interior upgrades and a full palette of paint colors.

2
Reading everyone's excellent sleuthing of the French film at S-A shot in March '66, it makes me wonder:

On an average day, with no major screw-ups or parts delays, how many cars rolled off the line per day in '66 and '67?

3
The Lounge / CS in Africa
« on: January 23, 2020, 09:46:28 PM »
What years did Carroll live in Africa?   

Where exactly? 

Any photos of his property?  Stories of his exploits?  Gotta be some tall tales from that era.  (I never even thought to ask him about it.)

4
The Lounge / Mustang Mach E "First Edition" FAQ
« on: January 02, 2020, 03:28:10 PM »
I just received the following press release from Ford:

Reservations for the First Edition of the Mustang Mach-E are officially full -- though other models like the Premium edition and the GT are still available for pre-order.
Here are some key facts from the reservations bank:

2021 Mustang Mach-E First Edition reservations are full
Carbonized Gray is the most popular choice with 38 percent choosing it, with Grabber Blue Metallic 35 percent and Rapid Red 27 percent
More than 80 percent of U.S. customers are reserving Mach-E with an Extended Range Battery
About 55 percent are opting for all-wheel drive
Almost 30 percent of U.S. customers are choosing the Mach-E GT
More than a quarter of all reservations are coming from California

5
The Lounge / TEN Publishing killing all but three print magazines!
« on: December 06, 2019, 04:13:29 PM »
Print has died and bitten the dust.  Only Motor Trend, Hot Rod and Four Wheeler will remain as print magazines, as a part of TEN Publishing's massive cutbacks announced today.  Very sad to see.

 
Posted online by David Freiburger: Today is a day we’ve all dreaded. With the exception of Motor Trend, Hot Rod, and Four Wheeler, TEN Publishing will cease the print products of its magazine brands. These titles will continue as web sites and social media accounts, and major investments are being made in digital, so the editors may keep their jobs to continue with that content. As a lifelong fan of print who made his career as a magazine editor, this is a devastating heartbreak of a day—but not a surprise. 19 magazines will stop being printed. This closure of print was not a decision made by the MotorTrend company. Also, this does not affect the MotorTrend app or online video.

6
As a side note to the "Why Car Museums are Closing" commentary, I thought it'd be interesting to hear what peoples' timelines are for keeping or selling their one most-beloved Shelby product.

Would you ever sell your favorite ride?

If so, when are you planning to sell it? 

What kind of life change would prompt/force you to part with it?


For me, that's my KR.  There is nothing (aside from the microscopically small chance of being offered crazy money for it) that would get me to sell it. If the economy completely tanks and I'm forced to sell my house and cars, I would literally go live in a one-bedroom apartment in order to keep the KR. We've been through a lot together, and I'm not letting it go without a fight.

Also, I believe that having a fast, fun, cool looking car not only helps keep me feeling young(ish), but also limber enough to crawl in and work the four-speed, manual steering and brakes, and sustain enough muscle mass to withstand the accelerative g-forces.  (A car guy's workout!)

But even if I get too old and senile to drive, I hopefully can still push my walker close enough to open the car door and look inside, smell the easily-identifiable aroma of a vintage muscle car, and remember when there was race gas, burnouts, power shifts and fast laps. 

7
    http://www.shelby.com/eblasts/110419-SAI/SEMA_Announcements.html

Two Concepts:
Dragon Snake Mustang (800+ hp)
Super Snake F150  (755 hp)



8
Cars For Sale / 1983 Mustang GT -- Popular Hot Rodding Magazine project car
« on: September 01, 2019, 03:31:45 PM »
First Time Offered to the Public!

(Vintage) Magazine and TV Project Car in "Time Capsule" 1983-84 condition

Highly Documented History from New

Original Owner

$25,000





WHY IS IT SPECIAL?

I modified this car when it was new and I was the Technical Editor of Popular Hot Rodding Magazine.

It is a time capsule of the best of what could be done in 1983-84 to bring the 5.0 Mustang to life.

It has been hidden away, rarely driven, and not seen at any car show or event since 1985.

This is a one-of-a-kind opportunity to own a Mustang that was specifically built for car magazine & television use, and somehow escaped the FoMoCo system of being stripped and/or crushed after such a high level of modifications were made.



PLEASE READ THE ENTIRE POST --- TONS OF DETAILS TO COVER

This is a long post, and I have endeavored to write everything I know about the car and its current condition.

Please take the time to read it all, if you are interested. I am happy to answer questions and send pix of anything you want to see.

Please PM me.



THE HISTORY

This Mustang was special-ordered directly by Ford Motor Company as a “media fleet” car in Los Angeles.

It was delivered brand new to Popular Hot Rodding Magazine in April 1983 specifically for use in the magazine’s three-car “Battle of the Super Cars” competition. No other publication ever drove this car.

The focus of the Popular Hot Rodding competition was to test the fastest 1983 production models from Chevrolet, Ford and Chrysler head-to-head in drag strip, slalom, skid pad and braking tests.

This Mustang GT competed against the then-new L-69 Camaro Z28 5.0 liter H.O. and the also-new Dodge Shelby Charger.

After the baseline performance numbers were accrued for each car, in stock form, the three editors of the magazine were each given complete responsibility for modifying “their favorite car” with hot rodding parts and techniques.

Then, the cars would be retested head-to-head in the same four track tests, to determine the ultimate winner.

Editor, Cam Benty chose the Camaro.

Technical Editor, C. Van Tune (me) grabbed the Mustang.

Feature Editor, Pete Pesterre strapped on the Shelby.



THE TESTING

The modifications took place over a five-month time period, and were covered in subsequent issues of PHR.

Television coverage of the three-car battle was provided in three episodes of PHR’s top-rated cable show “Performance Plus.” A fourth episode focused on modifications to the Mustang after the three-car shootout had been completed.

All straight-line testing was done at famed Orange County International Raceway.

The Mustang's stock ¼ mile time was 15.01 sec.

The Camaro ran an almost-identical 15.00 ET. Try as we might, we couldn't break into the 14s with either car.

No "tricks" were allowed:
Tire pressures had to be set at stock psi, ignition timing couldn't be changed, air cleaners had to remain installed, no icing the manifold between runs, etc., per our rules. We probably did 20 runs on each car.


When it came time to begin the modifications, we had only a few rules:
Anything that didn’t alter the displacement of the engine or change the basic driveline setup was okay.

Suspensions could be beefed, interiors upgraded, and cosmetic enhancements made. But, close watch was kept on those costs, and tabulated for inclusion in the important “price” category. Price factored as equally as each of the other four categories into the final points tally.

The details of the work done to the car, and how it performed, are covered in the 9/83, 11/83, 12/83, 1/84 and 2/84 issues of PHR. (Copies go to buyer.)

The best acceleration times for the modified Mustang were:
0-60 mph in 5.5 sec. Quarter-mile in 13.4 sec @ 104 mph.



AND THEN WHAT HAPPENED?

After the “Battle of the Super Cars” series was completed, the Camaro and Shelby were stripped of their hot rodding parts and returned to their respective manufacturers in stock configuration, as was previously agreed. The Camaro was crushed.

With blessing from a high-up executive at Ford, the Mustang slipped through the cracks in the system and I was allowed to buy it directly from Ford, with all of its aftermarket hot rodding parts still in place. That adds to the uniqueness of its history.

The Mustang was then upgraded and refined further, including the addition of Scheel racing seats and a matching rear seat upholstery kit, color-keyed to complement the car’s red and black exterior.

Articles covering those modifications were covered in PHR’s sister-magazine, Fabulous Mustangs, in 1984.

Additionally, the Mustang appeared on the cover of a PHR sister-publication, Super Cars Magazine, in 1985.

Industry-publication Specialty Automotive published an article on the three car shoot-out, including a cover photo, in 1984.



THE MODIFICATIONS

ENGINE:

5.0 liter/302 cid, standard bore & stroke, balanced and blueprinted by Bill Stroppe Racing.

Top end was modified in 1983-84. Engine has not been apart since then. Stock pistons, rods, crank.

Engine still makes 75+ psi oil pressure on cold start, and 40 psi hot.

Camshaft: Ford Motorsport dual-pattern, solid lifter, 0.512”/0.536” lift; 282/292-degree duration.

Cylinder Heads: Stock heads ported and polished, cut to accept larger valves, 3-angle valve job.

Valves: Ford Motorsport 1.90” intake valves; 1.60” exhaust valves, sodium filled.

Valve Springs: Crane high-rpm double springs.

Rocker Arms: Crane aluminum roller rockers, with Crane studs.

Pushrods: Crane chrome moly, with Manley guide plates.

Timing Chain: Ford Motorsport dual-roller, high rpm.

Carburetor: Originally, Holley 650. Now, Edelbrock 600 cfm.

Intake Manifold: Holley Street Dominator.

Ignition: MSD 7AL, MSD Blaster 2 coil.

Exhaust System: Hooker Super Competition shorty headers, dual 2.5” exhaust with dual cats and turbo mufflers.

Power adder: NOS nitrous system was installed and tested, but removed.



SUSPENSION:

Wheels: Epsilon three-piece modular, aluminum, 16 x 8.0 inch.

Tires: BFGoodrich Radial T/As 205/55R16.

Springs: Quickor Engineering lowered, progressive rate.

Anti-sway Bars: Quickor 1.5” diameter (front); 0.875” rear, polyurethane bushings.

Custom-built “strut tower to cowl” boxed square-tubing bars with adjustment turnbuckles.



REAR AXLE:

Ring-and-Pinion: Ford Motorsport 3.73 ratio with Traction Lok.



BODY:

Front Air Dam: Ford Motorsport, with Marchal quartz-halogen fog lights.

Hood Scoop: Factory scoop opened to ingest outside air.



INTERIOR:

Seats: Scheel front racing buckets. Custom matching rear seat upholstery kit in black cloth with red racing stripes to complement exterior colors.

Steering Wheel: Momo “George Follmer” design anatomical grip, black anodized center.

Shifter: Hurst short-shift with T-handle.

Roll Bar: Autopower Industries’ 2.0” diameter chrome moly, black powder coated.

Speedometer: Quickor 150 mph.



FACTORY EQUIPMENT:

GT Package

5-speed Gearbox

Tilt Wheel

Power Steering

Power Brakes

AM/FM/cassette “Premium Sound” stereo

Tinted Glass

Rear Window Defroster

Traction-Lok rear axle



ORIGINAL DOCS:

Window Sticker

Build Sheet

Owner’s Manual and Warranty book

Paperwork from Ford to Popular Hot Rodding and C. Van Tune

California DMV registrations

“PHR MAG” California blue-and-yellow license plate. (The car was registered on these plates 1984-1991)



IN LATER YEARS

In 1991, I sold the Mustang to a long-time friend in Las Vegas, Nevada, with about 18,000 miles on the odometer. The friend is a muscle car guy who also owns a ’67 Shelby GT500 and a 2013 Shelby GT500. He drove it about 35,000 miles over a 24-year time period, but retained it mostly in its “time capsule” condition.

In 2015, I bought the car back from my friend. It is back in Southern California.

As a testament to the reliability and durability of the hot rodding parts installed, as well of this Mustang itself (and the maintenance it has received) the car still is running its original clutch.

The car also runs cool, makes good oil pressure, sounds great, and is a unique and well-publicized example of a modified early Fox Mustang.


Now, the Popular Hot Rodding Mustang is being offered to the public for the first time ever.

Also included with the sale are several original 1983 black-and-white proof sheets showing the build-up of the car.

The original negatives are attached, to allow enlargements to be made.



THE CONDITION TODAY:

52,700 miles

Original numbers-matching 5.0 liter engine.

Original 5-speed gearbox.

Original Clutch.

Original Paint (except for black hood stripe).

Original “Quickor” Engineering side graphics from 1983

Original “Bob Bondurant School of High Performance Driving” window decal from 1983.

Original Glass and Weatherstripping.

Mostly Original Interior (last modified in 1984).

Original Ford AM/FM/cassette “Premium Sound” system.

Original Jack and Space-Saver Spare (never used.)

Original Epsilon 16x8.0-inch three-piece forged aluminum wheels.

Mostly Original Suspension (last modified in 1983, except tires and shocks).

Undercarriage is very nice, with typical road grime. Never in snow or salt.

Specially-built engine oil and coolant pre-heating systems.

PCV oil catch can.



No Accidents or Bodywork.

No Rust.

Body is as straight as Ford made it.




PATINA BEFITTING A 36-YEAR-OLD MUSTANG:

Original red body paint is thin and faded in areas.

Tape pinstripes are sun-cracked. (New ones are included, as well as a new “GT” decal for hood).

Window molding paint is faded or missing in areas.

Bodyside moldings are mostly in good shape, but the front-fender moldings are not well aligned.

There are a few door dings.

Front air dam has a few scrapes.

One Marchal fog light has a rock chip.

Dashboard top is cracked in several places.

150 mph speedometer face is wrinkled.

Upholstery (front seats) is very good. Rear seat is excellent.

Carpet is faded in places. (There is very little wear.)

Roll bar has paint chips.

Engine drips a bit of oil.



I am happy to answer any questions and send photos of anything you want to see.

Please PM me.

Thanks, Van

9
Shelby American History / Another S-A building 8405 Pershing Dr.
« on: July 08, 2019, 11:52:54 PM »
Thanks to a paper item that Vern offered for sale a while ago, we know that S-A had an office at 8405 Pershing Dr, Playa del Rey, CA 90291.  It is close to the backside of LAX. (I will post a pix of that paper item as soon as the SAAC server allows photo uploads again.)

I know quite a bit about that area, as we lived within a couple blocks of that address in 1961.  Of course, Shelby wasn't likely occupying it that early in S-A history time.  Also, the fact that there is a zip code in the address means it was no earlier than July 1963 (when zip codes began.)

Would be really fun to know where Carroll lived during that time.  The Playa del Rey area was very nice and overlooked the ocean.

Here's a pix and map:
https://www.google.com/maps/place/8405+Pershing+Dr,+Playa+Del+Rey,+CA+90293/@33.9572871,-118.442991,3a,75y,230.88h,90t/data=!3m6!1e1!3m4!1s1YZSN6e1rgmUeYILjRKPCQ!2e0!7i16384!8i8192!4m5!3m4!1s0x80c2b06084f14fe1:0xd59f6a959afa5338!8m2!3d33.9570879!4d-118.4432657

Directions from 8405 Pershing to 6501 W. Imperial.  Less than 4 miles.
https://www.google.com/maps/dir/8405+Pershing+Dr,+Playa+Del+Rey,+CA+90293/6501+West+Imperial+Highway,+El+Segundo,+CA/@33.9440259,-118.4372578,14z/am=t/data=!4m14!4m13!1m5!1m1!1s0x80c2b06084f14fe1:0xd59f6a959afa5338!2m2!1d-118.4432657!2d33.9570879!1m5!1m1!1s0x80c2b13120295fb5:0x7bcde969f594a3a6!2m2!1d-118.401614!2d33.9324982!3e0


11
The Lounge / Checkered Flag: Rod Hall
« on: June 18, 2019, 03:14:45 PM »
I knew him, and he was a helluva great guy in addition to being the winningest Baja racer of all time.  50 consecutive years of racing there.

The following statement is by Edsel B. Ford II:

Rod Hall was an off-road racing icon and pioneer. From an overall win in the 1969 Baja 1000 driving a Ford Bronco to racing the Baja 1000 fifty times to raising a multi-generation racing family, he is to be honored for his tremendous grit, driving prowess and leadership. Rod holds a special place in Ford Motor Company’s motorsports heritage. Our thoughts and prayers are with the entire Hall family.

14
I have the "Cobra Le Mans" valve covers that were on my KR's 427 side-oiler when I bought it in 1982.  Removed them in '83 when the engine went BANG.

I have recently been thinking about putting the covers on the KR's current aluminum side-oiler.   Or on my Kirkham's similar side-oiler.

Question:  Were these originally on a '67 GT500?  Cobra?  KR?   Or, just available as a separate S-A part?
 
Mine have been electroplated chrome (or chromed by some other method) and painted black in between the ribs.  I realize that probably wasn't original.

They are cast with "Shelby American Inc. S7MS6582".

One cover has the round breather grommet C7AE-6A892-A

Any help is appreciated, thanks.

15
MONTEREY, Calif., April 17, 2019 – The return of Trans Am racing to the Monterey Peninsula May 3-5 for the Trans Am SpeedFest can’t but help bring memorable flashbacks to the late 1960s and early 1970s when sports car racing fans remember names such as Follmer and Gurney, Posey and Jones, and Donohue and Penske dominating road courses. Piloting unfiltered Camaros, Mustang Boss 302s, Javelins, Challengers, Firebirds, and Barracudas around the original 1.9-mile Laguna Seca road course configuration challenged the drivers and thrilled fans.

The inaugural Trans Am race at Laguna Seca that counted toward the series championship was held August 24, 1969, though the Trans-American Sedan Championship – as it was originally known – had competed at the circuit as far back as 1966 during events such as the U.S. Road Racing Championships.

“When Trans Am was in its heyday, we had the factories involved and good people working on them, building them, and driving them,” said George Follmer, two-time Trans Am champion (1972 and 1976). “It was very, very competitive. You never knew who would win, because everyone was pretty even. It was hard. All these teams wanted to win, so they found good people to drive them. It was pretty good in ’69, ’70. It was a dogfight.”

The 1969 field was stacked with talent in both the over and under 2-liter groups. Parnelli Jones in the Bud Moore Ford Mustang Boss 302 was running strong until a differential failure put him out on lap 44. Follmer, in the second Bud Moore entry, experienced a wheel failure that forced retirement late in the race on lap 92.

Still going strong at the checkered were Mark Donohue, winning in the Penske-Hilton Camaro, followed by Ed Leslie in another Penske-Hilton Camaro, while Dan Gurney finished on the podium in third in the Shelby Ford Mustang Boss 302.

The Monterey track was so popular that the 1970 Trans Am season kicked off at Laguna Seca in April when Parnelli Jones sprinted ahead in the Bud Moore Ford Mustang Boss 302 to capture victory. Jones covered the 90-lap race by hustling his Mustang around the 1.9-mile course at an average speed of 91.38 mph. He finished ahead of Donohue and Follmer.

In 1971, Trans Am returned to Monterey, but not the big bore V8s. This year only the highly competitive under 2-liter division came to decide its national championship. The all-important championship-deciding race was hotly contested by Horst Kwech in the Alfa Romeo GTV and John Morton in the BRE Datsun 510. When the checkered waved, it was the Alfa that crossed the line first and seemingly capturing the win and championship. Yet, suspicions immediately were raised as to how the orange and blue Alfa could complete the 54-lap race without a single fuel stop.

Hours later, scrutineers discovered the little Alfa had a larger, and illegal, fuel tank, thereby awarding the red, white and blue BRE Datsun with the win and 1971 National championship title.

Following Morton’s successful event title defense in 1972, Trans Am was hosted sporadically at WeatherTech Raceway Laguna Seca. Winners in later years include Greg Pickett (1978 in TA2; 1980), Bob Tullis (1978 and 1979 in TA1), Peter Gregg (1979 in TA2), Follmer (1981), Elliot Forbes-Robinson (1982), Kenny Wilden (2000), Justin Bell (2001) and Tommy Kendall (2004). Notably, Follmer’s 1981 victory at age 47 was the great driver’s final Trans Am win that provided a bit of redemption two years after a Can-Am crash on the same track nearly ended his career.

“I wasn’t going to run there,” recalled Follmer. “Those were old IROC cars. I talked Roy [Woods] into buying a couple of them in the anticipation of running Trans Am. His racing partner [Ralph Kent-Cooke] didn’t want to do it, so I ran a couple races. I was good friends with Roy – we did a lot of stuff together. I was standing around, and he asked, ‘Do you want to want to drive it?’ I said, ‘Sure.’”

The resurgent Trans Am Series presented by Pirelli returns to WeatherTech Raceway Laguna Seca after a 15-year absence with professional drivers competing in race-prepped Camaros, Mustangs, Challengers, Corvettes and Vipers in the TA1 and TA2 categories as well as other domestic and foreign makes in GT and SuperGT. Joining “America’s Road Racing Series” at Trans Am SpeedFest will be Historic Trans Am among the 12 historic race groups from the Sportscar Vintage Racing Association.

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