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wheelsgoroundincircles · 1 year

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10 Forgotten Muscle Cars That Deserve to Be Restored

by James Derek Sapienza

Source: General Motors We all know the story; it started in 1964 with the Ford Mustang. No, wait — I mean the Plymouth Barracuda. Or the Pontiac GTO. Or was it earlier with the Pontiac Catalina SD? The ’50s Dodge D-500 maybe? Debating the origin of the muscle car is like debating over the first rock and roll record; everyone you talk to has a different opinion, and no one is exactly wrong. Let’s just say that by the early ’60s, a generation coming of age fell in love with high-performance midsize cars coming out of Detroit, and for a few brief years, performance ruled the day. Naturally, the good old days seem to look better with each passing year, and as the book was written on the muscle car, a fair amount of contenders fell by the wayside.

1. 1964 Studebaker Avanti R3

Source: Auctions America The Avanti isn’t generally counted among muscle cars, but then, Studebaker was never exactly considered a performance powerhouse to begin with. But the fiberglass Avanti had a long hood, short rear deck, and 289-cubic-inch V8 a full two years before the Ford Mustang did. In 1964 (after production officially ended), Studebaker bored out nine V8s to 304 cubic inches, slapped a Paxton supercharger on them, and dropped them into remaining Avantis. The result was a 171-mile-per-hour rocket, which the company claimed made it the fastest production car in America. This R3 was sold by Auctions America in 2010 for $96,250. With the collector market being what it is today, good luck finding one this cheap ever again.

2. 1965 Pontiac 2+2

Source: General Motors As far as classic muscle cars go, the ’65-’67 GTO is remembered to be about as big as they came. But with the success of the GTO, Pontiac wanted to take its go-fast formula to an even bigger car, which became the ’65-’67 2+2. Based on the full-size Catalina two-door, the 2+2 had its own unique 338-horsepower 421-cubic-inch V8, and in High Output guise, power jumped to 376 ponies, which when tuned right could rocket from zero to 60 in a mind-bending 3.9 seconds. Bigger, plusher, and often faster than its smaller stablemate, the 2+2 deserves a lot more love from speed freaks.

3. 1964 Mercury Comet Cyclone

Source: Ford For ’60s Ford products, the Mercury Comet was about as basic as they came. Closely based on the Ford Falcon, the ’64-’65 Comet could be livened up with Ford’s famous 289-cubic-inch V8. But for those who wanted more from their Mercurys, Ford built 50 Comet Cyclones for the dragstrip, complete with fiberglass hood, fenders, doors and front bumper, plexiglass windows, and the same 425-horsepower 427 V8 found in the Shelby Cobra. In ’66, Mercury introduced the production Comet GT with the 390 V8, and while they’re capable compact muscle cars, they couldn’t hope to match the insanity of their big block predecessor.

4. 1968 Ford Ranchero 500

Source: Ford It’s been long overshadowed by Chevy’s iconic El Camino, but the Ford Ranchero was America’s first car-based Ute. And while Chevy was offering the 396 V8 in its muscle trucks, Ford upped the ante in ’68 and made its restyled Ranchero available with a 335-horsepower Cobra Jet 428 V8. Unfortunately, a lack of weight over the rear wheels made the hot Rancheros a handful to drive, so very few were built with Ford’s biggest motor. While it seems like every surviving El Camino happens to be an SS model, we can’t remember the last time we’ve seen a Cobra Jet Ranchero. Come to think of it, we can’t remember the last time we’ve seen any Ranchero.

5. 1969 Chevy Kingswood 427

Source: General Motors Back in the ’60s, you could order virtually any option you wanted on a car, and companies would actually build it for you. So imagine you’ve got a growing family, and your Corvette just can’t handle them. What to do? Buy a Chevy Kingswood station wagon with Rally wheels, hideaway headlights, seating for seven, and the same 390-horsepower V8 found in your ‘Vette. Only 546 buyers opted for the big V8 in ’69, but a number of 427 Kingswoods spent the next decade making their mark on the drag strip.

6. 1969 Oldsmobile Rallye 350

Source: General Motors When gearheads think of outrageous muscle cars from 1969, the Pontiac GTO Judge easily sits at the top of the list. But while the Judge has gone on to become a legend, Oldsmobile’s analog, the Rallye 350, is all but forgotten. Like the Judge (at least at first) it was offered in one outrageous color (Sebring Yellow), had color-matched wheels and bumpers, a spoiler, and a fiberglass hood. And compared to Olds’s top-dog 442, the car’s 310-horsepower 350-cubic-inch V8 made it significantly lighter, allowing it to scramble from zero to 60 in seven seconds and run the quarter mile in a respectable 15.27 seconds at 97 miles per hour. Just 3,500 Rallye 350s were built, making it one of the more obscure muscle cars to ever come from GM.

7. 1969 Ford Torino Talladega

Source: Ford Half a century on, the Plymouth Roadrunner Superbird and Dodge Daytona get all the love when it comes to NASCAR homologation specials. But in 1969, Ford tried its hand at aerodynamics too and built the Torino Talladega. Starting with a Torino Sportsroof, Ford worked with the Holman-Moody race shop to design a sleeker, longer front clip and rear fascia for the car. The Talladega was honed in the wind tunnel — a relative novelty for the era — and powered by the 429-cubic-inch V8 found in the Boss Mustang. Production was over by March; Ford only built 754 of them and they were barely advertised, but the slippery cars dominated during the ’69 season, winning 29 races. In 1970, however, the 200-mile-per-hour Superbird ruled NASCAR, and the Talladega’s time in the spotlight was over. Today, the Talladega (and near-identical Mercury Cyclone Spoiler II) are bargains on the collector market compared to the beak-nosed Mopars.

8. 1969 Pontiac Grand Prix SJ

Source: General Motors The second-generation Grand Prix is largely remembered for its role in popularizing the Personal Luxury Coupe segment, but in its early days, it was one of the hottest cars on the street. With a long hood (the longest hood of any production car in ’69, in fact) and short deck, the Grand Prix was available with Pontiac’s 390-horsepower 428-cubic-inch V8, allowing it to scramble from zero to 60 in 6.5 seconds and run the quarter mile in 15 seconds at 97 miles per hour. Its combination of luxury and power made it the Grand Prix massive hit for Pontiac; within a few years, any semblance of performance would be gone.

9. 1970 Chrysler Hurst 300

Source: Fiat Chrysler Automobiles As early as 1970, Chrysler die-hards were feeling nostalgic for the 300-letter series, which ended in 1965. The 300-series carried on, but performance had taken a back seat as mid-sized muscle cars had picked up the go-fast mantle. Chrysler tried to recapture the magic for ’70 by outfitting a 300 coupe with the interior from an Imperial, a fiberglass hood and decklid, a 375-horsepower 440-cubic-inch V8, and a Torque-Flite automatic to handle all that power. At 18.5 feet long and 4,400 pounds, the big Chrysler could still make zero to 60 in 7.1 seconds and run the quarter mile in 15.3 seconds. With just 500 built, the Hurst 300s rank as one of the rarest Mopar muscle cars of all time.

10. 1971 AMC SC/360 Hornet

Source: Chris Andrews Productions via YouTube In the ’60s, AMC’s red, white, and blue Rebel Machine and SC/Rambler muscle cars failed to move the sales needle for America’s last independent automaker, but they sure caused a scene wherever they went. For 1970, the company had introduced the compact Hornet and Gremlin to replace the Rambler, and with them came the SC/360 Hornet. With an available 285-horsepower 360-cubic-inch V8 under the hood, the small Hornet could hit 60 from a standstill in 6.7 seconds, and run the quarter mile in 14.9 seconds at 97 miles per hour. But in 1970, displacement still ruled the day, and despite being cheaper than a Plymouth Duster 340, AMC found just 784 buyers for its smallest muscle car. We think it’s aged remarkably well, and would love to take one of these ’70s-era sleepers to the drag strip.

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agent-scotch · 2 months

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Sora's Darcy

1965 SHELBY COBRA 427 ROADSTER

"She's speed and she is beauty. AC Cobra is a symphony of British design and American engineering designed by Caroll Shelby. There are only 1000 originals made between 1962-67. Even with it's age, the AC Cobra still stands strong in performance to modern vehicles. A light weight aluminim body carrying a Ford V8 engine lends a hand to winning a number of races and her unique aerodynamic yet elegantly curved body makes the Shelby Cobra a heart throb."

Class: Sports Car Layout: Front Engine Rear wheel Body: 2 Door Roadster Engine: 4.7 L V8 Assembly: Surrey, England Transmission: 6 speed T-56 Manual Top Speed: 164 mph (264 km/h) Acceleration: 8-12 sec

#hhhnnnnggg #scotch and soda || aesthetic

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jens-dreams · 2 years

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67 Shelby Cobra 427 AC

#my phoyography #cobra #Shelby #carroll shelby #badass #sexy #muscle car

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exoticcarauction · 4 years

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Original 427 428 Ford 2 x 4 Holley throttle linkage 67 Shelby GT500 Cobra Click Here Now To Bid

#Ford GT #eBay

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onwheelsxyz-blog · 5 years

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Four rare — and original — Shelby Cobras heading to auction next month 1967 Shelby Cobra 427 S/C RoadsterHandout / Mecum Mecum will auction off four rare (and original) Shelby Cobras next month from the estate of late car collector Steven Juliano. Per MotorAuthority, the snakes up for auction will be a 1967 427 S/C Roadster and a 1966 427 Roadster, plus a 1965 289 Dragonsnake and a 1964 289 Roadster. The '67 S/C ticks all of the boxes of what you'd expect the classic Cobra to be, fitted with the outrageous 427 cubic-inch Ford V8. Side pipes, hood scoop, roll hoop, and wide hips are all present. On top of that, it's an S/C model, short for Semi-Competition. Only 31 of these vehicles were converted from race cars into street spec, making them an extremely rare beast — especially this one, with only 10,760 miles on the clock. The second car is a 1966 model-year Cobra. It's also fitted with a 427, but lacking the side pipes, hood scoop, and roll hoop — all of which makes it almost rarer and more unique than the S/C. It traded hands in the U.S. a few times before heading to Japan in 1987, where it was kept in perfect shape until 2010, when Juliano acquired it. The oldest Cobra here is a 1964 Factory Stage III outfitted with a 289 cubic-inch V8. This race-spec snake is the only one in the world built for street use, and was originally finished in Princess Blue before the first owner sent it back to the factory to be repainted in Ford Rangoon Red. It is considered to be one of the most highly optioned Cobras of its day. The last Cobra

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alvaromatias1000 · 4 years

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Mustang Eleanor: tudo sobre o famoso esportivo do filme “60 Segundos”

Conhece o Mustang Eleanor? Incorporando um personagem de 1974, um Ford Mustang comum se passava por um Shelby extensamente modificado e pertencente a uma coleção. Para o ladrão Memphis, ele era a jóia da coroa.

Ele não existia até aparecer na telona em 2000 e foi a criação da empresa americana Cinema Vehicles Services, que é especializada na construção ou personalização de carros usados em produções cinematográficas nos EUA.

O Mustang Eleanor passou da ficção, onde era o 50º a ser roubado apenas em uma noite pelo ladrão de carros Memphis para a realidade, já que seu visual foi intensamente copiado conforme o que se viu na telona.

Rapidamente, o famoso Eleanor virou mais um personagem de customização na história do Mustang, só que este veio de Hollywood. Baseado num fastback de 1967, ele se passava por um Shelby GT 500.

Da ficção para a realidade, o Mustang Eleanor ganhou fama que o materializou em diversos países, inclusive no Brasil. Um dos carros usados na produção chegou a ser leiloado por US$ 1 milhão.

Usado por Nicholas Cage e Angeline Jolie, o bólido personalizado teve ao todo 12 reproduções que foram usadas nas filmagens e parte delas (cinco) foi destruída nas gravações.

Mustang Eleanor

O Mustang Eleanor é originalmente um fastback de 1967 que foi convertido em Shelby Mustang GT 500 da época, mas com elementos estéticos personalizados pelo dono do carro, um personagem desconhecido dentro da trama.

O design do Eleanor foi criado por Chip Foose com base em desenhos do ilustrador Steve Stanford. O carro criado pela Cinema Vehicles Services acabou se tornando um cult entre os customizadores por conta de sua fama devido ao filme.

Algo bem diferente do que aconteceu com o primeiro filme “Gone in 60 Seconds” de 1974, onde o carro era um Ford Mustang Sportsroof sem modificações estéticas.

No caso do Eleanor, chama atenção que se trata de um visual totalmente exclusivo, o que chamou a atenção do público, já que os demais carros roubados por Randall “Memphis” Raines eram modelos originais, exceto a “Grace”, que era uma limusine Rolls-Royce.

Mustang Eleanor – Customização

O Mustang Eleanor difere de um Mustang Fastback de 1967 devido às preparações para ser um Shelby Mustang GT 500 e para se tornar o personagem, o que lhe adiciona uma segunda personalização sobre a primeira.

No filme, o carro é de fato um GT 500, mas fiéis ao trabalho de Foose, Stanford e CVS, os proprietários das réplicas utilizam geralmente o Mustang Fastback de 1967 ou próximo disso.

A customização original, que segue sendo feita nas réplicas, adiciona uma frente de fibra de vidro ao clássico pony car americano.

Ela cria um conjunto sem emendas com dois faróis circulares principais e mais dois auxiliares, posicionados ao lado. Estes são menores e ficam próximos da grade com frisos horizontais e sem emblemas, tendo ainda a parte inferior curvada.

Nessa parte, o Mustang Eleanor diferente bastante do GT 500 original de 1967, não tendo nenhuma relação de estilo, exceto dos diminutos faróis secundários, que no muscle car da época ficavam no corpo da grade e eram do mesmo tamanho dos originais do carro.

O para-choque também é exclusivo e feito de fibra de vidro, tendo visual bastante limpo com spoilers na parte inferior e grade central com bordas inferiores curvadas e sem a parte superior, fusionada com a moldura da grelha acima.

Esse protetor do Eleanor tem ainda dois pequenos faróis auxiliares ou de neblina, além de dois grandes faróis circulares montados em frente à grade inferior. Eles são uma alusão à continuidade de estilo do Shelby GT 500 original.

Os para-lamas laterais são originais do Mustang 67 e no Eleanor, ostentam o badge do Shelby Mustang GT 500 com a famosa cobra. Essa é outra referência do carro fictício no filme, pois, o veículo eram personalizado na produção.

O Mustang Eleanor adiciona também saias laterais com escapes cromados integrados, devido à modificação feita na personalização do escapamento do GT 500 fictício. As entradas de ar laterais inferiores são suavizadas na customização.

As entradas de ar superiores são fechadas na parte traseira, diferente do GT 500, enquanto maçanetas cromadas pronunciadas e as longas portas com quebra-ventos e suas molduras cromadas são originais do modelo. Os retrovisores, porém, são redondos e criados na personalização do Eleanor.

Diferente do Shelby Mustang GT 500 1967, o capô do Eleanor tem um grande ressalto, mas sem aberturas para entrada ou saída de ar.

Essa é uma das marcas do carro, que manteve o restante do desenho da tampa, inclusive com os cabos de aço para evitar a abertura do mesmo em condução.

Na traseira, o Mustang Eleanor ganhou um bocal para abastecimento não original do modelo, que possui um belo acabamento e é um dos itens imprescindíveis na personalização. Ela fica do lado esquerdo do carro.

As lanternas traseiras horizontais originais foram mantidas, mas devido a mudança do bocal, um badge foi adicionado entre elas no lugar do bocal original.

O para-choque laminado do GT 500 é pintado no Eleanor e as luzes de ré permaneceram no mesmo lugar, assim como a placa. A parte inferior da carroceria, nesse caso, não ostenta os escapes e nem os cortes para o mesmo.

A carroceria do Mustang Eleanor chama atenção ainda pela cor Dupont Pepper Grey de 1967, original do carro personalizado.

Ela possui duas faixas pretas centralizadas que percorrem toda a carroceria por cima, indo desde entre as grades, passando pelo capô, teto, porta-malas e parte traseira.

Com suspensão rebaixada, o Mustang Eleanor possui rodas esportivas de aro 17 polegadas em liga leve de cor cinza, bem como protetor de cubo com três alertas cromadas. Os pneus geralmente são largos e de perfil baixo.

Por dentro, o acabamento do Mustang Eleanor é totalmente personalizado, mantendo originais o vinil das portas com detalhes metálicos, incluindo o painel, deixando todo o restante em cor preta.

No painel do Eleanor, o conta-giros não é original, sendo montado sobre o relógio analógico do Mustang de 1967 e inutilizando o que vinha de fábrica, posicionado no corpo metálico do conjunto frontal.

Velocímetro, nível de combustível e temperatura da água são originais. Os demais itens do painel são originais, mas como se trata de uma personalização sobre o GT 500, os itens precisam ser os mesmos do Shelby e não do Fastback, incluindo o badge no lado do passageiro.

O volante em madeira tem raios de aço inox sem aberturas circulares como no GT 500, sendo estas retangulares. O aro central é personalizado. Os pedais são de aço inox e feitos para a customização.

Os bancos em vinil personalizados são os mesmos do GT 500, sem apoios de cabeça e com cintos subabdominais maiores. Entre os assentos, o extintor de incêndio e um botão de acionamento do óxido nitroso. Este ficava em um enorme cilindro no porta-malas.

No Mustang Eleanor, havia um botão vermelho na alavanca de câmbio (no pomo) chamado “Go Baby Go”, que também faz parte da personalização, embora nem todos os carros customizados por terceiros possuem tal item.

O restante do carro é original com elementos do GT 500, mas a personalização pode terminar por aí, exceto se o proprietário realmente quiser ser fiel ao carro do filme (e não exatamente ao Shelby).

Nas filmagens, o Mustang Eleanor usa um motor V8 5.7 preparado para alcançar 400 cavalos. O propulsor tem filtro de ar circular aberto e cabos de velas vermelhos, além de outros itens personalizados.

Nas customizações geralmente são aplicados outros motores, como o Big Block 427 “Cammer” ou outro de tamanho igual ou maior, mas o motor original do Fastback também pode ser usado, geralmente com preparação.

Algumas réplicas vão de 300 cavalos a 800 cavalos, dependendo apenas do quanto será gasto na preparação. A transmissão manual é de quatro marchas, mantendo-se inalterados eixo cardã e diferencial traseiro.

O Filme

O filme “60 Segundos” de 2000 é um remake de produção similar de 1974, estrelado por Nicolas Cage e Angelina Jolie. Na produção, ele interpreta o personal Randall “Memphis” Raines, um conhecido e famoso ladrão de carros.

Com seu irmão é sequestrado pela gangue em que atuava, após falhar no roubo de um Porsche 996 e ameaçam joga-lo num triturador de carros. Memphis, para salvar seu irmão, aceita a tarefa de roubar 50 carros em 72 horas (confira aqui quais eram esses carros e seus nomes).

Essa era a quantidade de carros que a gangue tinha de roubar para um “cliente”. Então, Memphis reúne uma equipe de ladrões para realizar a proeza, roubando todos os carros, deixando o Mustang Eleanor por último.

O nome Eleanor foi dado ao Mustang porque todos os carros tinham nomes de mulheres, exatamente para que a comunicação entre a quadrilha não fosse desvendada pela polícia.

O Mustang Eleanor era o prêmio máximo para fechar o negócio e Memphis salvar seu irmão. Ele contou com ajuda de Sara “Sway” Wayland (Angelina Jolie) parta conseguir a façanha.

No final, o Eleanor é recusado pela gangue por estar quebrado e ter chegado 12 minutos atrasado. O carro é destruído na prensa e Memphis consegue escapar de ser morto, matando no final o seu algoz.

No fim do filme, seu irmão lhe presenteia – por ter salvo sua vida – com um Shelby Mustang GT 500 velho e enferrujado, que quebra antes dele dar sua primeira volta. Existe a promessa de restauração do mesmo.

Na vida real, um dos carros usados no filme foi restaurado e leiloado.

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Mustang Eleanor: tudo sobre o famoso esportivo do filme “60 Segundos” publicado primeiro em https://www.noticiasautomotivas.com.br

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cars4starters · 4 years

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The Shelby Cobra occupies a special place in motoring folklore.

Created by Texan Carroll Shelby in the early 1960s, it combined the US muscle of the Ford small-block V8 engine with a suitably modified English sports car chassis.

Later models with the Ford big block 427 V8 could put away the dash in a blistering 3.7 seconds.

Being the stuff of legend the cars rarely come up for auction and when they do command big bucks these days, spurring plenty of replicas.

One of the best known and most highly regarded of them comes from Robnell Sports Cars based here in Australia.

Created by Rob Darnell, the Robnell was designed around a steel space frame in place of the original crude ladder affair, had fully independent suspension with Koni adjustable shock absorbers and disc brakes all round.

The bodywork, a mix of Kevlar and fibreglass, closely follows the lines of the aggressive 427 Cobra and was available with a host of modern features including air conditioning, cruise control, leather upholstery and even ABS and traction control.

The choice of engine was down to the customer, with most opting for modern fuel-injected Ford V8s.

Details like replica Halibrand wheels gave the Robnell a suitably period feel.

This is the Robnell R/C that started it all — number X01 — the prototype Robnell.

This car has the original body and chassis used to make the body moulds and chassis jigs on which production of all of the Robnell cars were based from 1990 to 2003.

A total of 67 cars were produced during this time.

Featuring a fibreglass/Kevlar body, its classic Cobra lines are covered in an iridescent blue/green paint called Boston Blue which is a BMW Colour, though there’s some crazing evident on the nosecone, bonnet scoop and left rear guard top.

All the Cobra icons are there . . . Halibrand-style alloy wheels, working side exhaust pipes, chrome rollbar, polished bullet exterior mirror and quick-release aero-style fuel filler and chrome nudge bars front and rear. Inside the cockpit is swathed in tan leather with matching carpets, a Nardi steering wheel, stereo and full instrumentation.

The Build plate X01 sits proudly on the centre console.

Its interior is in excellent condition, as are most of the body accoutrements, which you’d expect from an indicated 12,000km (at time of cataloguing).

Under the twin-lock bonnet there’s a 302ci Ford V8 fitted with a Robnell Boss camshaft ground by Wade Cams, developing 207kW hooked up to a five-speed manual.

X01 is fitted with the only lift-off Robnell hardtop to be finished and painted to match the rest of the car, there is also a tonneau cover.

A head-turner whichever way you look at it, with performance to match, this Robnell S/C also brings with it a bit of history as the very first of its kind.

Previously on Victorian club registration, the prototype Robnell S/C is being offered for sale here unregistered and is expected to fetch between $80,000 and $90,000 when it is auctioned by Shannons next Monday, December 9 in Melbourne.

CHECKOUT: Cobra came to Shelby in a dream

CHECKOUT: Ol’ Moon Eyes knew his stuff

Robnell Cobra better than original #Aussie #carnews #carphotos #carreviews #cars4starters #notjustcars #Cobra #Ford The Shelby Cobra occupies a special place in motoring folklore. Created by Texan Carroll Shelby in the early 1960s, it combined the US muscle of the Ford small-block V8 engine with a suitably modified English sports car chassis.

#Aussie #car news #car photos #car reviews #cars4starters #Cobra #Ford #not just cars #Robnell #V8

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smoothshift · 5 years

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It was 7 years ago today... via /r/cars

It was 7 years ago today...

One of my Heroes and a legend in the world of automotive bad assery has passed away today. I shed a tear when I read that Carroll Shelby's second heart finally stopped beating. with such cars as the GT-40, 427 cobra, the Omni GLH (Goes Like Hell) and the dodge viper accredited to his magically mechanical mind. I'm sure his heart pumped more adrenaline than BP pumped oil into the gulf. It's no wonder he needed two. This great american stated that he "didn't make a damn penny till I started doing what I loved" referencing his beginnings as a chicken farmer in Texas turn race car builder. He also shot up a huge middle finger to Enzo Ferrari and the other Italian pasta ponies when the GT 40 and won Le Mans in 66 and 67. It saddens me to think that this man's genius will never produce another Mustang, I guess God needed a new mechanic. I am certain that he will not be resting in peace but rather racing in peace. Good bye Carroll your passing stings more than the bite of cobra that bears your name.

#reddit #autonews #auto #cars

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itsworn · 5 years

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Shelby’s Original Venice Crew Revives History.

The Original Venice Crew refers to a small group of fabricators, race car drivers, and builders who set out to change the automotive world. They won championships, the 24 hours of Le Mans, and they made their leaders name synonymous with greatness. They were Carroll Shelby’s original employees at his first race shop, which operated in Venice, California from 1962 to 1967. Among Shelby’s first workers was a team of talented drivers including Ken Miles and Bob Bondurant, famous aerodynamicist Peter Brock, designer of the Cobra Daytona, and world-class race car fabricator Phil Remington. Apprenticing underneath these greats were 17 and 18-year-old mechanics who had a background in performance and racing. The cars they built would become legendary and are worth millions today. One of those cars was the 1965 Ford Mustang G.T. 350 Competition Model.

This is car No. 98i, one of the two prototype cars that the OVC built at Peter Brock’s BRE shop in Las Vegas.

When Ford Motor Company partnered with Shelby American in 1964 to work on the Ford GT40 Le Mans program, they sent the new Mustang to be transformed into a race car because Lee Iacocca wanted it to have a performance reputation; Carroll Shelby at the time believed that the Mustangs was a secretary’s car. The V8 equipped K-code mustangs, sat parked at Shelby’s shop at Venice nose to tail, but many did not want to work on them. Housed in the same building were Ford GT40s, Cobras, Daytonas, and the new King Cobra, the plain white Mustangs looked pedestrian by comparison. “Some said why are we working on Mustangs when we have 427 Cobras?” Jim Marietta, Shelby mechanic (1964-1965), recalls in a recent interview.

No matter, Ford and Shelby had big plans for the seemingly plain ponycars. The Mustangs would be perfected in road racing competition. Shelby put together a race team, led by project manager Chuck Cantwell who drove the car alongside test drivers Miles and Bondurant. Marietta and Peter Bryant were assigned as mechanics, and Ted Sutton was the crew chief.

This is a period picture of 5R002, note the primer on the rear fender that Marietta flared when he was 17.

The car they worked on was called the G.T. 350 Competition, car number 5R002 or “002”. It was fitted with plexiglass side and rear windows. Brock designed a rear window that was curved on both sides with a slot at the top for air to escape, and rear fenders that were hand flared. The test drivers developed the car on-track at Riverside and Willow Springs International Raceways in California, and they reported back to Cantwell on improvements that needed to be made. Every trip to the track led to new changes, and as Marietta says, the car was constantly changing from week to week.

Car number 5R002 was entirely handmade, and its development occurred over months, even while Shelby American transitioned to a new location at 7501 West Imperial Highway near Los Angeles International Airport. Miles and Bondurant gave feedback to Cantwell, he told the young mechanics what changes needed to be made, and they set out how to implement those modifications. Marietta was tasked with flaring the fenders and coming up with a way to make the windows go up and down.

Jim Marietta shows off a hand-flared fender, the same job that he had on the Mustangs when he was 17.

“My job was to cut the plexiglass and fit them to the window frames”, says Marietta. “I came up with the idea for straps to pull up the windows. I was also one of the first guys to flare a rear fender. In the picture of 002 coming back to the shop after testing at Riverside, the grey stripe was primer. My method was to use a muffler gun to cut the piece out, then use a rose bud [torch] and a body spoon to flare the fenders. It was a crude method—a hot rodder’s way of doing it”.

Ford also developed an independent rear suspension to make the car handle even better. Marietta became the mechanic for the IRS. He worked underneath Ford Engineer Bud Ellis who came from Detroit each week to work on the suspension. Marietta recalls Ellis giving tasks as he left on Thursdays- things like figure out a way to work on the IRS alignment.

Although the Mustangs were changing in performance, they were still plain white cars, and the job of making them unique was left to Brock. He made new part designs to the body that would aid in its aerodynamics. One of those aids was a new front fascia design that directed airflow to radiators and coolers. He also came up with the paint scheme that became iconic- the blue stripes.

Here is car number 004 of the continuation run, ready for its transformation into a 1965 G.T.350 Competition model.

The G.T. 350 got its stripes because Brock idealized Briggs Cunningham and his iconic Le Mans cars when he was younger. “The American colors in Le Mans in 1963 were white with blue stripes. I emulated that,” says Brock. Ford asked Brock if he could make the Mustang look like a race car. Brock told the Ford executives, “We’ll we can do these new aerodynamic body parts for X amount [of money] or we can do these stripes”. He says Ford choose not to do the new parts because of cost, and they were initially skeptical about the stripes because they thought no one would want to drive around in a car that looked like a skunk. Ford eventually agreed, so the white Mustangs got blue stripes.

Shelby’s team massaged and modified the G.T.350 Competition “into the B production killer that it became”, says Brock. The G.T. 350 Competition became the national Sports Car Club of America (SCCA) B-production champion in dominating fashion, winning in 1965, ‘66, and ’67. Car 5R002 won the 1965 Championship with Jerry Titus behind the wheel.

“Some of the knowledge and techniques that were used in developing the race car filtered down to the production street cars”, says Marietta. Initially, only one G.T.350 model was planned for sale: the G.T. 350S, which was a street model that had “bolt-ons, intake manifolds, Cobra aluminum oil pan, removed rear seats. In addition, the quarter panel vents were replaced with windows, and for a while—override bars (traction bars), which then went to underbars” says Marietta.

The OVC has Ford’s 1963 technical schematics for the Independent Rear Suspension.

The Competition was not meant for sale. Marietta explained, “the first R’s were just for Shelby, but then he decided to sell them as copies of 002 for customers. They were for sale for everyday people, and it sold for $5,595.”

The Competition model dropped all creature comforts for the singular focus of going faster around a race track. It had no interior, glove box, radio, heater, or any personal amenities. “Anything that had any significant weight was removed,” says Marietta. However, the IRS never made it to the production cars due to costs.

In total, 562 G.T. 350’s were sold, with 506 being the 1965 G.T. 350S models, while only 36 G.T. 350 Competition models were made. There was a 37th G.T. 350 Competition model that was made, but Shelby gave it to the parts department as a gift. The G.T. 350 Competitions were only sold in 1965, with some carryovers being sold as 1966 models.

Over the years, the Competition model became known as the G.T. 350R. It took on that moniker in the ‘70s as shorthand, long after the car was out of production.

Continuation Car 001 is equipped with Ford’s 1963 prototype IRS rear suspension.

Decades passed, and the old crew disbanded. Shelby enthusiast Bob Shaw started organizing annual reunions to celebrate the original Shelby employees. For twenty years, he has held these events that brought together the old staff to reminisce on the cars they built and the championships that they won. A few years ago, Marietta pitched the idea of building another Mustang as a way to revive the camaraderie that existed among the workers.

Jim Marietta led the team, and Tim Sutton and Peter Brock joined. They sourced two 1965 K-code cars and started building them in Brock’s shop, Brock Racing Enterprises (BRE) in Las Vegas. Their plan was to make two more Competition models just like 002. The rules for the cars were that anything from the original prototype could be used, regardless if it made it on to production versions. However, it had to be something that was planned or tested on the original 1964 prototype car. This is the fortunate technicality that allows the independent rear suspension and Peter Brock’s body modifications to be included.

This car is equipped with Peter Brock’s modified fiberglass front bumper that was designed for the original prototype.

The two cars were stripped and sent out for media blasting. They came back bare, and the crew reprised their old roles as fabricators. Brock worked on implementing his front bumper design. A mold was made from an original G.T. 350’s front fascia, and a plug was made that had air ducts and a molded bumper that were angled to allowed airflow to be directed to the radiator and oil coolers. “Sutton drew out and hand fabricated the rear brake ducts. He started with chalk, drawing on Brock’s shop floor,” says Marietta. “He also helped fit the rear window, among other tasks. He is a master fabricator.” Likewise, Marietta took on his old job of cutting plexiglass and fitting them to the side window frames. He made the pull-up straps that he designed 50 years earlier and cut and hand formed the rear fenders, only this time with modern tools—no muffler gun.

A 289 block that is bored and stroked to 331 cubic inches was lowered into the car’s engine bay. “The engine puts out 450 horsepower on an engine dyno,” says Marietta. It’s mated to an aluminum-alloy Toploader transmission.

One slight change that might not be apparent is the rear window—it is more of a correction than a modification. The production windows were not built exactly to Brock’s specifications. They had a hump that was never in the design. The hump killed the aerodynamics of the window, preventing it from creating a low-pressure area that sucked air out of the car. Now, under Brock’s discerning eye, he could make sure that the windows were made exactly the way that he intended them to be 50 years ago.

Through the rear window, you can see Ted Sutton’s rear brake duct that he designed with chalk on Peter Brock’s shop floor.

Other members joined in on the homecoming builds, “The plenum and gas guard were handmade by one of the original Venice Shelby employees”, says Marietta.

The sister cars were identical twins except for the rear suspension. One car ran a 9-inch rear end, while the other ran a recreation of the Ford-developed IRS. The original 1963 Ford blueprints for the IRS were found, and original suspension parts were donated to help the team construct the elusive suspension.

The cars were painted in Wimbledon White with two blue stripes running over the top of the car’s body. Both Mustangs wear number 98 in a blue roundel that harkens back to the car that started it all 50 years before: the legendary 5R002 that Ken Miles drove to victory in Green Valley and the car that Jerry Titus drove to the 1965 SCCA championship. The lowercase “i” identifies which car is equipped with the IRS.

The gas guard and engine plenum are made by the same OVC team member who fabricated these parts on the original cars.

Once the OVC unveiled the new Competition models to the public, they were flooded with invitations to show the cars at prestigious events like Monterey’s Carmel by the Sea Concours and The Quail, and events as far away as Lillehammer, Norway to lead the 4th of July parade before traveling to France to drive a lap around Le Mans. At every location, people asked the same question that they asked Shelby when they saw the original Competition car, “Can I have one, and how much?”

The OVC crew had no plans for selling the cars, but after so much demand, they looked into what it would take to build the car as a limited production run. Marietta applied to Ford Motor Company to have the cars be officially licensed. He received approval at an in-person meeting with Ford executives on the condition that he meets their demanding standards and requirements. After Ford’s approval, he approached Shelby American and got their consent as well. Shelby American asked where they would be built; Marietta had a few locations in mind, but Neil Cummings, Co-Chairman of Shelby American, offered the warehouse portion of their Gardena, California location as the home of OVC’s Mustangs.

The 331 cu in stroker makes 450rwhp.

Today, original 1965 K-code mustangs are transformed into continuation 1965 G.T. 350 Competition models. The old crew still works on each car, fabricating parts and flaring fenders; however, they are now the masters teaching new young apprentices, fabricators, mechanics and welders. They teach them in the car fabrication methods that they used back in 1964 and ’65.

Only 36 Continuation 1965 G.T.350 Competition cars will be built. They are selling at $250,000 and can be equipped with either a solid rear axle or the IRS.

Despite the small run of cars, it looks like the fun will not stop anytime soon. When we visited OVC’s shop, two gleaming Cobras were rolled in. Marietta explained, “these are Superformace cars that the OVC crew are going to finish, installing the 427 engine and transmissions. It’s a new option that Superformance is offering its customers”. How fitting, being that Ted Sutton was the first person to stuff a 427 into a Cobra—Carrol Shelby even signed a picture saying “Thanks for the 1st 427!” It looks like the guys at OVC will be busy for a while.

Jim Marietta holds an original component from the actual 1963 Ford-developed Independent Rear Suspension.

In the Gardena shop is an actual 1965 G.T.350 Mustang hood with light patina.

The OVC G.T. 350 car number 002 is mounted to a car rotisserie to be stripped before being sent out for media blasting.

These are original transmissions ready to be rebuilt.

Here is one of the first limited-production Superformance Cobras that OVC will install 427 engines into.

Carroll Shelby thanks Ted Sutton “for the 1st 427” Cobra.

Hanging on the wall is a picture of Ted Sutton installing the first 427 engine into a Cobra.

The post Shelby’s Original Venice Crew Revives History. appeared first on Hot Rod Network.

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foreigncrates-heavychevys · 6 years

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The List.. give or take a few

1955 Mercedes-Benz 300 SL Gullwing

1958 Chevrolet Impala Sport Coupe

1961 Chevrolet Impala SS 409 (x2)

1961 Ferrari 250 GT California Spyder SWB

1962 Ferrari 250 GTO

1963 Corvette Stingray Split Window Coupe

1966-67 AC Shelby Cobra 427

1969 Volvo P1800S

1970 Nissan Fairlady Z 432 (PS30)

1970 Maserati Ghibli SS

1970-72 Nissan Skyline KPGC-10 GT-R

1971 Lamborghini Miura P400SV

1971 AMG 300 SEL 6.8

1972 Oldsmobile 442 Cuttlass

1978 Chevrolet Caprice/Impala Landau Aero Coupe (SS)

1981 Porsche 935

1983-89 BMW E24 M635CSi

1987 Buick Regal GNX

1987-88 Porsche 930 Carrera Turbo 3.3L Euro Spec & Auto Garage TBK Body

1988 Mazda FC RX-7 S5 Turbo II Anniversary Edition

1988 Mercedes-Benz 300CE 6.0 AMG

1988-93 Lamborghini LM002

1989 Ferrari F40 Competizione

1989 BMW M3

1991 GMC SYCLONE

1993 Bugatti EB110 GT

1992-94 BMW E31 Alpina B12 5.7

1996 Chevrolet Impala SS

1997 Toyota Camry V6 (Pre-facelift) TRD Edition

1997 Acura NSX Type S (Honda NSX-S JDM)

1998 Lamborghini Diablo (SV or VTTT)

1998 Subaru Impreza 22B STI (GC8E)

2001 Ferrari 550 Maranello

2001-03 BMW E39 M5

2002 Mazda FD RX7 S8 Spirit-R Type-A

2005 Mercedes-Benz E55 AMG

2006 Ferrari 575 GTZ

2006-08 Audi RS4 B7 Avant

2007 Chevrolet Trailblazer SS

2007 Subaru Forester STI

2008 Mercedes-Benz CLK63 AMG Black Series

2010 BMW E60 M5

2012 Chrysler 300C “Modified Hellcat”

2016-17 McLaren P1 LM

2016-18 Rolls-Royce Wraith Black Badge

2018 Porsche 911 Turbo S Exclusive Series

2018 Alfa Romeo Giulia Quadrifoglio

2018 Jaguar XJR575 LWB Sentinel

Knight XV

Batmobile Tumbler

2017 Triumph Daytona 675R

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robertkstone · 6 years

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2018 Woodward Dream Cruise: Cruising with Fiat-Chrysler/SRT’s Mark Trostle

Last year we spent the first three days of Woodward Dream Cruise week riding along with designers from the Detroit Three. This year we decided to round up reps from each company’s performance group. First up: Mark Trostle, who has been overseeing the SRT performance group’s design since March of 2011. These days he also has responsibility for Dodge, and all passenger and utility-vehicle exterior design, as well, but it’s still the high-performance stuff that excites him. A car guy through and through, the racing bug bit him when he started autocrossing a Dodge Omni GLH Turbo. He crewed for a friend who was IT racing a CRX and eventually bought a showroom stock Dodge Neon race car (which he drove home to Michigan from Florida in the summer). Sadly we spotted no GLHs, Neons, nor the first car he purchased as a Chrysler employee: a 1992 Eagle Talon TSI Turbo with AWD. These days Mark’s daily driver is a Hellcat, but because he opted for the rear-seat-delete package, we’re rolling in a press-office Hellcat Widebody that seats four.

2018 Dodge Challenger SRT Demon

Maybe we’re overly sensitized to them tonight, but the Avenue seems to be absolutely jammed with modern high-horsepower Challengers including a Hellcat convertible (“I hope that got a lot of reinforcement!”) and about a half-dozen Demons. Several observers curbside and in nearby cars remark about not having seen a Redeye Widebody yet, however. It’s not long before we sidle up next to a Demon that’s a dead ringer for one in Mark’s collection (which bears VIN 10) except that it lacks his car’s black hood/roof/decklid option. Mark is relieved to note that none of the Hellcats or Demons on Woodward are committing the cardinal sin of leaving the bright yellow chin-spoiler protectors on. “We made them yellow so they’d be too ugly to leave on!” he exclaims. The ultimate sin, spotted at a car show: leaving the yellow protector installed and protected with blue painter’s tape.

1987-1993 Fox Mustang

Mark’s impressionable first moments at the wheel of any car came in a 1979 Mercury Capri hatchback with a manual transmission. It was built on Ford’s Fox platform shared with this Mustang. His father (also a car designer) had bought it for his mother, and it was eventually handed down to him. A budding car designer even then, Mark couldn’t resist taking the car down to bare metal, painting it black, adding 16-inch wheels, and upgrading it with the later (’83–’86) bubble-window rear hatch. A very young Mark and the aging Capri survived a carjacking in Detroit; he ended up recovering the car about a week later. Although we made umpteen laps of the hottest stretch of Woodward, we never found a Fox Capri (and saw darned few Fox Mustangs). This was the closest we came—and Mark was quick to note that this one’s modifications might not exactly match his personal taste …

2008-2010 Dodge Viper SRT 10

Mark worked internships with both GM and Chrysler design groups, but it was the Viper that inspired him to accept a job with Chrysler shortly after he graduated from the College for Creative Studies in 1992. He basically wanted to work for any company crazy or bold enough to make such a car, and sure enough, by 2011 he was in charge of the group designing the Viper. Mark previously owned a 1992 Viper, and he currently has VIN 001 of the 2017 model Viper painted in—what else?—designer’s black.

1968 Plymouth Road Runner

Mark is ever the Mopar fan, and this slightly grungy base 383 Plymouth Road Runner really caught his eye. It’s missing its Looney Tunes cartoon Road Runner decals and rear hubcaps, and its mismatched tires lend it a strong function-over-form vibe that really suits Woodward. We did not succeed in prevailing upon the owner to demonstrate its “beep-beep” horn function …

1965-1967 Mk III AC/Shelby Cobra 427

Get many designers going about iconic car designs they love, and this one comes up a lot. It quite obviously inspired the original Viper, and Mark would love to own one. It’s pretty hard (but not impossible) to imagine someone wheeling an original down Woodward, but if this is a reproduction it’s at least a very faithful knockoff with no obvious cheating on the dimensions or build quality.

1967 “Eleanoresque” Mustang

Mark was obviously destined for a life in design, given that he couldn’t leave the design of his very first hand-me-down car alone. Today he loves seeing how other people alter production designs, enhancing the line work, emphasizing the proportion, using color and sheen to show off the lines. He was very favorably impressed by this matte monochrome bronze ’67 Mustang that had a vaguely Eleanor/Gone in 60 Seconds vibe to it—but with far greater subtlety. The wheel diameters and offsets perfectly fill the arches, the hood has a Demon-like air inlet, the blacked-out chrome greenhouse trim and body-color bumpers look great, and the bronze-tint headlight lenses finish it off superbly.

1948-1951 Studebaker Starlight Coupe

When asked how the mods on this Studebaker struck him, Mark’s one-word answer was a diplomatic “polarizing.” There’s no arguing with the quality of the coachwork, which is impressive. A true artisan mixed the cleaner horizontal taillight design of the ’48–’49 Starlight coupe with the more iconic bullet-nose front end from the ’50–’51 design. Chopping the roof looks kind of cool, but the rear glass isn’t chopped enough to preserve the roof’s curvature. That’s great for rear visibility—less great for preserving the original Virgil Exner/Raymond Loewy design’s beauty.

1970 Plymouth ‘Cuda

Mark once owned a ’70 ’Cuda, though his car only packed a 360 under the hood. This one is nicely outfitted with the big-block 440, Go Wing, rally wheels, and Limelight Poly green paint.

1970 Dodge Challenger R/T

We round out our Mopar Muscle car-spotting adventure with this modestly equipped Challenger R/T, sporting a twin-nostril hood and a curious combination of a black hood stripe and white side stripes. But the factory wheels and white-letter tires really set the car off nicely, and it looked great prowling the Avenue in a sea of even wider, taller LC body Challengers.

The post 2018 Woodward Dream Cruise: Cruising with Fiat-Chrysler/SRT’s Mark Trostle appeared first on Motor Trend.

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jesusvasser · 6 years

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18 Cool Cars from the Martin Auto Museum

The Martin Auto Museum in Phoenix, Arizona, is the car-museum equivalent of your favorite hole-in-the-wall restaurant. Located in a nondescript industrial building in the shadow of Interstate 17, the museum’s eclectic collection is a treat for car buffs of all stripes.

Most of the cars on display are models we’ve seen before, but the diversity of the collection had us grinning from ear to ear, and the $10 suggested donation for admission is a bargain. Approximately 67 of Mel Martin’s hundred-plus cars are on display, and most of them are in operable condition. Here are some of our favorites.

1992 Lister Corvette One of the first cars you’ll see as you enter the museum is this ultra-rare Lister Corvette. No one seems to be quite sure how many C4s were modified by Lister Cars in England—estimates range from two to five—and even Mel Martin himself didn’t realize how rare this car was when he bought it for his son to use as a daily driver. Along with the unique body panels, the car features an LT1 V-8 stroked to 383 cubic inches and supercharged for 500 horsepower.

1965 Shelby AC Cobra Sure, you’ve seen 427 Cobras before—but how about one with six original miles on the odometer? Nope, that’s not a typo. Six. If you use the national average of 12,000 miles per year, the fifty-three-year-old Cobra has done just 0.0000095% of the average.

1967 Corvette Cutaway Mel wanted to add a factory-produced Corvette cutaway to his collection, but the asking prices were high, so he had one made for him. A 1967 Corvette convertible serves as the basis, and we were assured that no rare or valuable Corvettes were harmed in the making of this cutaway.

1910 Maxwell Though scarcely remembered today, there was a time when Maxwell rivaled Ford and GM as one of America’s major automaker. Its life was short; founded in 1904, Maxwell was taken over by Chrysler in the early 20s and eliminated in 1925. Radio comedian Jack Benny’s miserly radio character drove an ever-ailing Maxwell, memorably voiced by Mel Blanc, which extended the car’s notoriety into the 1950s.

2004 Cadillac CTS-V Development Mule This is a production mule used to develop both the ’04 CTS-V race car and the ’09 CTS-V, and it was raced in several SCCA events by John Heinriciy. While contemporary CTS-Vs had a 400-hp small-block V-8, this one had a 600 hp supercharged version that would form the blueprint for the 640-hp 2nd-gen CTS-V. Most mules are sent straight to the crusher, but this car was spared, sent to the GM Heritage Fleet and from there to the auction block—and that’s where Mel Martin picked it up. The bad news: It can never be registered.

1978 Chevrolet Corvette Pace Car Chevrolet built just over 6,500 replicas to celebrate the Corvette pacing the Indianapolis 500 in 1978, and this has to be one of the most rare—an honest-to-goodness barn find from Detroit, Michigan, with just 15 miles on the odometer. Where are the OFFICIAL PACE CAR stickers, you may ask? They’re in a plastic bin inside the trunk—the same place they’ve been since the car left the dealership forty years ago.

1915 Model Ts With 15 million built, it’s no surprise to see a Model T in a museum, but Martin’s three examples show us the true breadth of the most historically significant of cars. Along with a 1915 convertible, modified with an electric starter (which explains the luggage rack on the running board; the battery was in the trunk), the collection includes a heavily-modified speedster and a depot hack, forerunner of today’s SUV.

1915 Model T Speedster Here’s another look at the Model T speedster. Your author has driven a stock Model T at 15 mph and it scared the daylights out of him. Anyone who races one is certifiable. This one’s been raced.

1990 NASCAR Ford Thunderbird When Jeff Gordon started racing full-time in the Busch Grand National series, he did it in this very Thunderbird. He was named Rookie of the Year in 1991 and took this car to the pole position 11 times in 1992, a NASCAR record.

Atlas Diagnostic Engine Analyzer The Martin has an impressive collection of old diagnostic equipment. This working Atlas AMA-800 is one of several such machines on display. Note the Sun distributor tester at bottom left.

1917 Douglas This 101-year-old dump truck was the first vehicle ever owned by museum founder Mel Martin, a gift from his uncle after it was retired from the uncle’s onyx mine in Mayer, Arizona, where Martin grew up. The truck is powered by a 60-horse Buda engine and features solid rubber tires which appear to be original, though after a century of use, they are starting to look a little ratty.

1933 Buick Series 90 Limousine This Buick limo was originally owned by Queen Wilhelmina of the Netherlands. It features custom coachwork and a black-satin interior. Power comes from Buick’s legendary OHV straight eight.

1975 Chevrolet Monte Carlo As emissions regulations dialed back the potential for hot-rodding new cars, dealer-customized body work became A Thing, and this ’75 Monte Carlo is a perfect example. Originally customized by a dealer in Florida, it features customized fenders with a Rolls Royce grille and taillights. With just 1,900 miles on the clock and a near-perfect interior, this car is a time machine. Mel Martin once drove the car home for the night, and his wife threatened to divorce him if he ever showed up in something so ugly.

2007 Jeep Wrangler Not all of the cars at the Martin Auto Museum are old. This 2007 Jeep Wrangler was built by BRP Auto Designs as a SEMA show car. This one might be a bit too much of a mis-fit, however; it’s currently up for sale.

1963 Chevrolet Bel Air 409 Mel Martin started out as a Chevrolet collector, and there are some primo Bow Ties in his collection. Check out this super-clean 1963 Chevrolet Bel Air 409, unadorned red with dog-dish hubcaps. She’s real fine, this 409.

1955 Chevrolets More Chevy goodness: A 28,000 mile original Del Ray sits next to a heavily modified Nomad. The Museum also has a nice collection of 1950s auto-related memorabilia, including a diner set, a couple of jukeboxs, and the “OK Used Cars” neon sign on the wall above the Nomad.

2000 Pontiac Bonneville What better car to run at Bonneville than a Bonneville? Mike Cook built this street-legal 2000 Bonnie, modifying the supercharged 3.8 liter V-6 to produce over 600 horsepower. The Spirit of Bonneville made a record-setting run, averaging 202.5 mph on its last mile with an exit speed over 204 mph.

International-Harvester Farmall tractors Did we mention that the collection at the Martin Auto Museum is eclectic? In one of the corners, tucked behind a Crosley coupe and a heavily-modified Canadian-market Mercury (!) F-100 pickup, you’ll find a pair of 1950s-era International Harvester Farmall tractors.

Carousel Sure, you expect to see cars at a car museum—but what about a carousel? The story goes that Mel Martin got kicked off a carousel at the age of 12, and swore to the operator that someday he’d own his own. This (relatively) small merry-go-round dates from 1973.

The post 18 Cool Cars from the Martin Auto Museum appeared first on Automobile Magazine.

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eddiejpoplar · 6 years

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18 Cool Cars from the Martin Auto Museum

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jonathanbelloblog · 6 years

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18 Cool Cars from the Martin Auto Museum

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