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perksofwifi · 5 years

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1967 Shelby GT500 vs 1967 Chevrolet Corvette Sting Ray 427

Chevy vs. Ford! Corvette vs. Shelby Mustang! Take another look at this classic comparison from December 2012, yet another story you’ll only find at MotorTrend.

“For the first time in its decade and a half of production, Chevrolet’s Corvette — billed as ‘America’s only true sports car’ — is being challenged for the title.”

That’s how Steve Kelly introduced our April 1967 comparison pitting the newly refined big-block Shelby GT500 against the Corvette Sting Ray 427. By way of explaining why Shelby’s original GT350 wasn’t deemed a worthy Corvette competitor, he described it as “a rough-riding, hard-steering Mustang fastback with Bunyanesque brake pedal and an engine which would outshout a John Deere tractor.” Similarly, he noted, “There was a brief period when the [Shelby] Cobra was thought to be a fair and equal competitor to the ‘Vette, but a too-high price and rather impractical design put it out of contention.” On the surface, this comparison still looks lopsided, pitting a purpose-built fiberglass-bodied two-seater against an all-steel four-seater that shares underpinnings with the lowly Falcon. But, in fact, their performance was close, and a similarly equipped GT500 was priced within $250 of a Sting Ray.

Carroll Shelby’s star was indeed rising throughout the 1960s. The good-ol’-boy chicken farmer/car racer from Texas possessed sufficient raw driving talent to win the 1959 Le Mans race in an Aston Martin just seven years after his first race in a teetering MG TC. An angina diagnosis a year later prompted his untimely retirement from racing, but before long, he was shoehorning Ford engines into AC Aces that subsequently won enough races to attract the attention of one Lido Anthony Iaccoca. Lee wanted to build some racing cred for his gangbuster-selling pony, and when Ford’s own efforts to homologate the Mustang for SCCA B/Production racing failed, he commissioned the Shelby American shop to get the job done.

For its production classes, the SCCA allowed major engine or suspension modifications, but not both. Shelby decided to keep the K-Code 271-horse 289 small-block and focused on lowering and stiffening the suspension, beefing up the brakes, and installing a Detroit Locker axle, among other modifications. The formula worked. His 36 R-spec full-race GT350s won five out of six regional SCCA championships, with Jerry Titus winning the ’65 B/Production championship against certain Corvettes and Sunbeam Tigers.

Shelby’s race shop, located in a hangar at LAX airport, received “knock-down” Mustangs — minus their hoods, rear seats, and radios — from Ford’s San Jose plant. Shelby modified the suspensions, installed a scooped fiberglass hood, relocated the battery to the trunk, and tweaked a number of other items. Just 521 ’65 GT350 street cars — all Wimbledon White — found buyers, so to broaden customer appeal for 1966, four new colors were added and the styling was better differentiated from the Mustang’s by installing Plexiglas quarter windows in place of the side louvers, adding brake-cooling scoops, and polishing the Mustang’s black horizontal grille bars. The rear seat also became optional, and the raucous suspension and exhaust were tamed somewhat, although a Paxton supercharger option boosted power to around 380 hp (at $700, it found only 11 takers). Sales jumped to 1365 retail street cars and another 999 sold through Hertz.

Seeing that a little more differentiation and refinement had more than quadrupled sales, Shelby American figured that a heaping pile of it would really ring the registers. So, for 1967, a longer fiberglass hood with a wider scoop was matched to extended headlamp surrounds that also changed the grille shape, and quad headlamps replaced the Mustang’s duals, with the middle two clustered near the center of the grille — until it was discovered that several states’ laws prohibited this arrangement, whereupon they were relocated outboard. Venturi-effect air-extractor scoops replaced the one-year Plexiglas quarter windows, and in back a fiberglass trunk and new quarter-panel extensions provided a ducktail spoiler effect. Full-width taillamps borrowed from the Mercury Cougar (but without the vertical chrome bars and sequential signaling), a Cobra logo fuel cap, and Magstar aluminum wheels or Thunderbird five-spoke wheel covers completed the exterior transformation. Inside were a wood-rimmed three-spoke wheel and a rollbar incorporating suspender-style shoulder harnesses like the ones on an airline flight attendant’s jump seat. The inertia reel at the top was patterned after the belts in an F-4 Phantom fighter jet. The GT500 was the first production car to incorporate a rollbar and shoulder harnesses. The rear seat was standard, and A/C and AM/FM radio became optional. These were no longer race cars with license plates.

The biggest news mechanically was the availability of the new GT500 model powered by a 428 Police Interceptor engine topped off with two 600-cfm Holley four-barrels (though it’s doubtful this engine could possibly inhale 1200 cubic feet of air per minute without help). Output was rated at 355 hp and 420 lb-ft of torque. Ford installed these Shelby-only engines before shipping the cars to LAX. The same was true of the slightly stiffer springs, anti-roll bar, and Gabriel adjustable shocks fitted to GTs. Gone were the days of the race shop handbuilding a high-strung chassis — the Shelby folks were now busy painting and installing fiberglass body parts and trim items. It would have been a lost cause anyway. The ’67 Mustang grew so much and gained so much weight that Shelby knew he couldn’t produce a racing version that would outrun his original ’65 GT350, so he didn’t even try. (He did, however, build the notchback Mustangs Ford raced in Trans Am that year.)

Meanwhile, Chevrolet was in the final year of perfecting its C2 Corvette (actually, it was working overtime readying a delayed C3), so the ’67 featured cleaner ornamentation and new seats with a proper handbrake between them. The 427-cube engine options entered their second year — now covered by the beloved stinger hood design — and four-wheel disc brakes had been in production since 1965. Naturally, for his king-of-the-American-sports-car-hill contest, our man Kelly selected a top-spec L71 solid-lifter tri-power 427 (435 hp and 460 lb-ft of torque) mated to a close-ratio four-speed transmission, though, oddly enough, it came mounted in a roadster instead of the more Shelby-competitive coupe.

Kelly praised the GT500’s roomier interior, sublime inertia-reel shoulder belts, civilized trunk, and quieter drivetrain, while knocking the more highly strung Corvette for being “ticklish to keep running at slow speeds in bumper-to-bumper traffic.” The Corvette demonstrated better workmanship and clearer gauges, and its engines — 327 and 427 — were deemed better breathers with greater bandwidth for performance tuning than the Shelby’s 289 and 428. But the ‘Vette had an Achilles heel: its 7.75×15 rayon bias-ply tires. The aging bodywork lacked clearance to accommodate the GT500’s lower-profile, more modern E70-15 Goodyear Speedway 350 tires, so grip at launch and when exiting turns suffered greatly by comparison. Nevertheless, the Corvette managed a 0.7-second advantage in quarter-mile acceleration (13.8 seconds at 104 mph versus 14.5 seconds at 101 mph) and a 9-foot advantage in stopping distance (135 versus 144 feet).

Mr. Kelly signed off acknowledging that the GT500 needed more power to match the Corvette’s performance, but he neglected to pick a winner. We can only assume that management scolded him and sent him back out to do the job properly, because, just one month later, in the May ’67 issue, Kelly had rounded up both automatic and manual versions of the GT350 and GT500 to pit against an automatic 327/300-hp Corvette and another 427/435-hp four-speed, both coupes.

This time around, he revealed a soft spot for the lazy, quiet demeanor of the C6 automatic-equipped GTs, noting that they accelerated to 60 more quickly than their row-your-own counterparts, though they trailed the four-speeds at the quarter mile. He was unimpressed with the two-speed Powerglide Corvette, which proved slower down the strip than both GT350s. Ironically, he found the refinement of the 327 Corvette matched that of the GT500, while the 427 was “as loud and hard to tame as the GT350.” The Shelbys picked up a few more bonus points for spaciousness and lower maintenance and insurance costs, but at the end of this review, the Corvette’s superior build quality (“The add-on fiberglass pieces of the GT aren’t nearly as well finished or mated as any part of the entire Sting Ray body”) and its performance advantage (Powerglide notwithstanding) ultimately led to his crowning the Corvette “the granddaddy of the sport-personal cars.”

Of course, 1968 brought revisions to both our American hero cars, especially the Coke-bottle-curvaceous C3 Corvette, so in March ’68, we returned to the well, this time with ragtop versions of each. Shelby’s styling didn’t change much (the hood, grille, and front lighting were revised, and the convertible joined the lineup), but the company’s structure changed a bunch. Shelby American had outgrown its LAX digs, so manufacturing was subcontracted by Ford to A.O. Smith in Michigan, with oversight by the newly spun-off Shelby Automotive Inc. (A.O. Smith didn’t have much better luck matching the paint on the fiberglass bits.)

By this point, Steve Kelly’s institutional memory was fading, as he looked longingly back upon the true LAX-tuned ’66 Shelbys as “much more of a sports car than the ’67 and ’68.” But it was hard to argue with his assessment that “Shelby has sold out to the add-on and chrome-it establishment. The new cars are more decorated than the old and show strains of having too much ornamentation.” The new fat-tired Corvette was widening its lead, with the GT500’s acceleration falling between that of the 327 and 427 Corvettes, and 60-0-mph braking far behind them (155 feet for the GT500 versus 117 to 119 for the ‘Vettes). Ditto the handling: “Steering is right out of Mustang land. At least the feeling of ‘plasticity’ is. Response is not at all like the Corvette’s.”

Never much one for hyperbolically proclaiming comparison winners, Kelly wound up saying of the top-finishing Corvette, “Kinda wish we had one.” We never bothered comparing the dramatically restyled ’69-’70 Shelby following our initial drive report, which concluded, “Driving characteristics left much to be desired when compared to Shelby ancestors, as is evidenced in [its] severe understeer and body roll.”

For this reenactment of our recurring series, we rounded up two cars owned by inveterate Shelbyphiles. Corvette owner Colin Comer literally wrote the book from which much of the research for this piece was gleaned, “The Complete Book of Shelby Automobiles” (Motorbooks International), and has owned well over 50 Shelbys of various stripes over the years. But this 40,000-mile Corvette, resplendent in its original coat of Marina Blue paint, earned a spot in Comer’s collection and sees frequent hard use in rallies like the Copperstate 1000. It’s also equipped almost exactly as our April ’67 car was.

Craig Conley’s Dark Moss Green GT500 is his prodigal Shelby. The original owner bought the car and a racing 427 short block and heads like those used on the Cobra, with the intention of making a true race-bred GT500 upon his return from Vietnam. Unfortunately, he never returned, and Conley bought the car and engine in 1977, but the realities of family life forced him to sell it in 1981 to buy his first house. The third owner completed the engine swap (mounting the 428’s intake and carbs). Conley pestered the owner annually to sell it back to him, which he finally did — five days before our photo shoot, during which time Conley fitted a Detroit Locker axle (a dealer-installed option in 1967).

I start out in the Corvette and am impressed by its eagerness to fire after about a quarter of a revolution. The idle is a tad lumpy, as expected with a solid-lifter high-overlap cam, but the car is perfectly happy to motor around for photos, and a few brief dabs at the loud pedal evince no balkiness from the vacuum-operated front and rear two-barrels (as early reports on the L71 had complained about). This close-ratio box’s short-throw chrome-ball shifter moves with the same sublime mechanical precision I recall from driving “The Last” 1967 Corvette (MTC November/December 2006). Modern radials provide oodles more grip than the early skinny bias plies, too, but probably compound the effort required to twirl the helm at maneuvering speeds.

This higher-strung (12.5:1 compression) GT500 probably makes a better Corvette rival than the ones Kelly drove. Having just received the car, Craig has yet to fine-tune the carbs, which are running eye-wateringly rich. This undoubtedly compromises performance somewhat, but the sensation of big-lunged torque is unmistakable. The wood-rim steering wheel delights the fingertips as much as the Nardi wheel in any Italian GT, though I concur with Kelly’s “plasticity” comment regarding road feel. Brake and clutch operation is also more pedestrian than the Corvette’s (long-throw clutch, overboosted brake). Shorter gearing seems more tailored toward quarter-mile blasts than Le Mans duty, and the Detroit Locker axle makes an unholy racket in all but the gentlest of bends. But overall this particular GT500 seems to be trying to set the record straight in Motor Trend once and for all: I’m NOT so refined, I’m a rip-snorter like my ’65-’66 forebears, now lemme at that Corvette! OK, point taken. And right about now we’re more inclined than ever to forgive and forget Shelby’s brief decline into “add-on-and-chrome-it-dom” in light of the recent introduction of Ford’s 650-hp, 200-plus-mph Shelby GT500. But the top-dog Corvette was then, and remains now, the king of the Yankee-doodle sports cars.

Which Shelby Engine to Choose?

Of the two standard and three optional engines officially available to the prospective 1967 Shelby buyer, the most powerful was the special lightweight 427 racing engine lifted straight out of the GT40 Mk II. No horsepower or torque numbers are available, but the one GT500 that was built this way was sent to Goodyear for tire testing at speeds of up to 170 mph, and it averaged 142 mph for 500 miles to set a record. The price for this ultimate Shelby Mustang, dubbed Super Snake, was to be $7500. Long Beach dealer Mel Burns Ford envisioned selling an exclusive run of 50 such cars the way Pittsburgh’s Yenko Chevrolet sold special 427 Chevelles and Novas, but the first one took forever to sell and no more were built. The next step down was the 427 medium-rise-intake engine from the Cobra (it actually displaces 425.8 cubic inches), which was conservatively rated at about 425 hp and 480 lb-ft. Its bigger-bore, shorter-stroke configuration allowed greater performance than the more square standard “428” (actually 427.0 cu in) 355-hp/420-lb-ft engine, but its $2000 option price found only two buyers. The base 289 GT350 traded its steel-tube headers for a stock cast-iron manifold while somehow maintaining its 306 hp and 329 lb-ft rating, but this engine was 277 pounds lighter — a boon for handling. This suggests that maybe the ultimate canyon-storming option was the Paxton supercharged GT350, which added back only a fraction of that weight difference. It was advertised as boosting power by 46 percent (which would be 446 hp) based on the ideal mathematical effect of its 6.3 psi boost, but the realistic improvement was said to be perhaps 25 percent, or about 380 hp. Car Life test results reinforce that assessment, recording 6.2 seconds to 60 mph and a 14-second 92-mph quarter-mile run. Alas, priced about $500 more than a similarly performing GT500, only 35 1967 Shelbys were supercharged.

1967 Chevrolet Corvette Sting Ray

ASK THE MAN WHO OWNS ONE

Colin Comer bought his first car at age 13 — a damaged ’68 Mustang ragtop, quickly sold before his parents found out. Today he is editor at large for Sports Car Market and American Car Collector magazines, has written three best-selling books on muscle cars and Shelbys, and restores and sells collector cars in Milwaukee, Wisconsin.

Why I Like It: “I love the originality of it, the great color combination, and its factory original side pipes and the L71 435-hp engine. I’m really not a big Chevy guy — my collection is almost all Shelbys — but who can ignore the importance of a 1967 427 Corvette?” Why It’s Collectible: 1967s are the most valuable of the “mid-year” Corvettes, and only the aluminum-head L88 is more valuable than this L71, but they’re not driveable because they’re million-dollar cars, and their high compression demands racing fuel. Restoring/Maintaining: Most parts are widely available — maybe too available. When you can buy all the parts, it becomes difficult to tell the originals. Beware: Original paperwork documenting the car’s history is essential, and fake paperwork is easy to get. Track down and verify the chain of ownership, and consider having a museum authenticate the paper’s age if all else fails, before buying. Expect to Pay: (coupe/convertible) Concours-ready, $139,675/$162,175; solid driver, $77,600/$90,000; tired runner, $42,675/$50,375. Join the Club: Corvette Club of America, America’s Corvette Club, The National Council of Corvette Clubs, Inc.

OUR TAKE

Then: “For those rare individuals who want — and can handle — its potential, the 427 Turbo-Jet is a red-hot machine. But if it gets away from you, don’t say we didn’t warn you.” — Bob McVay, MotorTrend, March 1966 Now: Mid-year examples are the hottest-selling Corvettes at auction, especially the big-blocks, but the only way to guarantee maximum return on investment is to find an open road, drop the top, and listen to those side pipes sing.

SPECIFICATIONS

Engine: 426.9-cu-in/6996cc OHV V-8, 3×2-bbl Holley 3902355 (prim) & 3902353 (sec) carburetors Power and Torque (SAE gross): 435 hp @ 5800 rpm, 460 lb-ft @ 4000 rpm Drivetrain: 4-speed manual RWD Brakes: front: vented disc, rear: vented disc Suspension: front: control arms, coil springs, anti-roll bar: multi-link, transverse leaf spring, anti-roll bar Dimensions: L: 175.1 in, W: 69.6 in, H: 49.8 in Weight: 3366 lb Performance: 0-60 mph: 5.5 sec, quarter mile: 13.8 sec @ 104 mph, 60-0 mph: 135 ft (MotorTrend, April 1967) Price: when new $5733

1967 Shelby GT500

ASK THE MAN WHO OWNS ONE

Craig Conley’s business, Paradise Wheels Inc., started out refurbishing Shelby wheels, and today Craig is among the world’s foremost independent experts at authenticating Shelby American automobiles. He’s owned more than 50 Shelbys and restored, sourced parts for, and fettled countless others.

Why I Like It: “What Shelby fan wouldn’t like a 427 GT-500 four-speed California black-plate car with 28,000 miles on the clock? I bought it in 1977 and regretted selling it to buy my first house, until I was able to buy it back after it had covered only 6000 miles in 35 years.” Why It’s Collectible: 1967s are considered the last of the Shelby-built GTs, and this unmolested original preserves all its original endearing flaws (like mismatched paint on steel and fiberglass pieces), making it highly desirable. Restoring/Maintaining: More parts are being reproduced to high quality today, and the high value of the cars means the Shelby-unique bits get circulated in any condition for people to put cars back together with original parts. Beware: The big-blocks run hot in this small chassis, so the cooling system needs to be in perfect condition. The dual Holley carbs run rich and, with today’s ethanol-rich fuel, they need frequent service–especially if you let them sit. Expect to Pay: Concours-ready, $168,625; solid driver, $114,000; tired runner, $77,500. Join the Club: The Shelby American Automobile Club, Shelby GT 500 Club

OUR TAKE

Then: “With personal cars getting hairier all the time, it seemed likely that Carroll Shelby would do something to keep ahead of the pack. Sure enough, he introduced the Shelby GT500, a car so hairy as to make others look crew cut by comparison.” — Unattributed, MotorTrend, January 1967 Now: The David versus Goliath aspect of this pairing is undeniably appealing, and had the GT500 in our April 1967 contest packed this race-bred 427 option instead of the milder 428, its slingshot stone might have felled the mighty Corvette.

SPECIFICATIONS

Engine: 425.8 cu in/6978cc OHV V-8, 2×4-bbl Holley 2804 (prim) & 2805 (sec) carburetors Power and torque (SAE gross): 425 hp @ 6000 rpm, 480 lb-ft @ 3700 rpm Drivetrain: 4-speed manual RWD Brakes: front: vented disc, rear: drum Suspension: front: control arms, coil springs, anti-roll bar; rear: live axle, leaf springs Dimensions: L: 186.6 in, W: 70.9 in, H: 51.6 in Weight 3794 lb Performance 0-60 mph: 6.2 sec, quarter mile: 14.5 sec @ 101 mph, 60-0 mph: 144 ft (MotorTrend, April 1967, original “428” 355-hp, 420-lb-ft engine) Price: when new $4576a

The post 1967 Shelby GT500 vs 1967 Chevrolet Corvette Sting Ray 427 appeared first on MotorTrend.

https://www.motortrend.com/news/1967-shelby-gt500-vs-chevrolet-corvette-sting-ray-427/ visto antes em https://www.motortrend.com

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adriansmithcarslove · 5 years

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1967 Shelby GT500 vs 1967 Chevrolet Corvette Sting Ray 427

Chevy vs. Ford! Corvette vs. Shelby Mustang! Take another look at this classic comparison from December 2012, yet another story you’ll only find at MotorTrend.

“For the first time in its decade and a half of production, Chevrolet’s Corvette — billed as ‘America’s only true sports car’ — is being challenged for the title.”

Which Shelby Engine to Choose?

1967 Chevrolet Corvette Sting Ray

ASK THE MAN WHO OWNS ONE

OUR TAKE

SPECIFICATIONS

1967 Shelby GT500

ASK THE MAN WHO OWNS ONE

OUR TAKE

SPECIFICATIONS

The post 1967 Shelby GT500 vs 1967 Chevrolet Corvette Sting Ray 427 appeared first on MotorTrend.

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itsworn · 5 years

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Sonoma Speed Festival 2019, is like Goodwood on This Side of the Pond

The first ever Sonoma Speed Festival is coming to Sonoma Raceway in Sonoma, California on May 30, 2019. The event will feature iconic historic racecars from decades past, from the Brass Era, to early ‘70s Trans Am cars, late ‘80s prototypes, and opportunities for show goers to fully experience not only racing car culture, but local culture as well. Off-track are wine tastings, vehicle simulators and virtual-reality experiences, autographs from racing drivers, live music, and a beer garden.

The event’s distant European cousin, the Goodwood Festival of Speed can be described as an English garden party with music provided by the sweet sounds of F1 cars, boosted V8 drift cars, fire-spitting exotics, and straight-piped vintage race cars, as rather than a four-string quartet. In addition to parade laps, there is a timed hill climb to the top of Goodwood Park, with no safety barriers, or fences.

The Sonoma Speed Festival differs in that it’s on the grounds of a full-fledged racing facility and features regional wares from Northern California. “The team organizing this event have attended the best motoring events in the world and want to bring that world-class level of execution and experience to one of the best race tracks in North America,” said Ryan R. Turri, General Manager of the Sonoma Speed Festival. “We’ve brought in teams that have worked on the most highly regarded automotive events and museums across the globe. This is an opportunity to see the most significant motorsports icons in action while enjoying the luxuries and comfort of a European-style motoring event.”

Sonoma Raceway’s 50th anniversary is this year, and to celebrate, the Trans-Am class will run a race on the track at the festival just as it did back in 1969. Nine other classes which are listed below, will run throughout that Saturday and Sunday. In total over, 220 vehicles are expected to attend the event with special guests to be announced.

Race Groups:

Race Group 1: 1949-54 Sports Production Cars

Alfa-Romeo 6C-3000

Allard

Aston-Martin DB3

Austin Healey 100S

Cunningham

Ferrari: 166, 195, 212, 250MM, 340, 375MM, Mondial, 750S

Jaguar: C-Type, XK-120

Kurtis

Lancia B20, D24

Maserati: A6GCS

Mercedes 300SL

Porsche 550

Siata 208CS

Race Group 2: 1954-59 Sports Production Cars

Ferrari 250TR, TdF, 500TR, TRC

Jaguar D Type

Maserati 200S, 250S, 300S, 350S, 450S, Birdcage

Lister

Mercedes 300SLS

Porsche RSK, 550A, RS60

Scarab

Sportsracing cars under 2L

Race Group 3: 1959-65 Production/GT Cars up to 5 Liters

Aston Martin DB4/GT

Bizzarrini

Cheetah

Ferrari 250 GT, SWB, GTO

Shelby American 289 Cobra, Daytona Coupe, GT350, GT350R

Jaguar XKE/E type

Porsche 904, 356 Carrera

Race Group 4: Masters Historic Formula 1 U.S.A.

Catering to 3-liter-engined Formula One cars from 1966 through to 1985

Constructors such as Ferrari, Williams, McLaren and Lotus as well as Shadow, Tyrrell and Amon – all who played a part in the history of Formula One.

Race Group 5: 1964-73 FIA Manufacturers Championship

Alfa Romeo T-33

Ferrari 250LM, 250/330P, P3, P4, 312, 512, 312PB

Ford GT40, MkII, MkIV

Lola T70 Mk3

Porsche 917, 906, 908, 910

Race Group 6 – 1966-72 Historic Trans-Am

Ford Mustang

Chevrolet Camaro

AMC Javelin

Dodge Challenger

Race Group 7: 1965-69 Under 2.5-Liter Production Cars

Alfa Romeo GTA, GTV, TZ1

BMW 2002

Datsun 510

Lotus 26R

Porsche 911

Race Group 8: 1932-52 Pre-War Grand Prix Cars

Alfa Romeo

Auto Union

Bugatti

Delage

Delahaye

ERA

Maserati

Mercedes Benz

Talbot Lago

Race Group 9: 1981-90 Prototypes, FIA Group C & IMSA GTP and Masters Engdurnce Legends U.S.A.

Cars eligible to enter the Le Mans 24 Hours or any of its feeder series (FIA Sports Car Championship, IMSA, Sports Racing World Cup, International Sports Racing Series, FIA World Endurance Championship, LMES, ELMS, ALMS, ILMC) between 1995-2015 inclusive. Also, IMSA EXXON World Sports Cars (1994 to 2002), Grand-Am Road Racing Series, (2003 to 2013) & Group C (1982 to 1993):

Daytona Prototypes

Spice, Porsche 962, Jaguar XJR, March etc

Aston Martin, Porsche, Ferrari, Corvette, Viper

Peugeot 908, Audi R8 LMP, Oreca, Courage etc

Race Group 10: 1971-80 IMSA Camel GT

BMW CSL

Datsun 240Z

Porsche 911 RSR, 934, 914-6GT

Ferrari 365 Daytona

Detomaso Pantera

The post Sonoma Speed Festival 2019, is like Goodwood on This Side of the Pond appeared first on Hot Rod Network.

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snarkyhorseshit-blog · 6 years

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Corta crónica de un gigante: el Ford Mustang, de EU para el mundo

1964

En la Expo Mundial de New York, el segundo al mando de Ford, Lee Iacocca, exhibe el nuevo Mustang.

Año del 65

El emblematico Ford Mustang 1965 convertible aparecen en los salones de exhibición. El Mustang se transforma en el auto más comprado de la ciudad de Detroit en toda su historia en abril.

Año del 66

Ford Motor Company llega a un acuerdo con Shelby para asistir al Ford Mustang a competir en competiciones. Se presenta el 1966 Shelby GT350. El GT350 y 1970 Shelby GT500 (1965-1970) eran tan magníficos como los clásicos Mustang.

Año del 67

Los elaboradores de Ford Motors vuelven más grande el compacto Mustang para ampliar su distinguido.

1968

“Bullitt” aparece en cines, interpretada por Steve McQueen y el Mustang Bullit en una secuencia de de carreras de diez minutos.

Año del 71

El Ford Mustang Boss 351 sale a la venta, enorme y más pesado de lo que temía el Sr. Iacocca. El mercado del carro se enlista para la próxima oleada de controles de gases contaminantes federales para inmovilizar el performance de los musculosos americanos.

1974

El Mustang se hace más pequeño. A tiempo para beneficiarse del decomiso de combustible de 1973, el nuevo Mustang Second Generation (19 pulgadas más reducido que la generación pasada) lo llaman el Automóvil del 74 de Motor Trend.

Año del 78

Con un control de un sistema de disminución de contaminantes, el Mustang II Rey Cobra 5.0 litros V8 llevaba un anémico 138 CV.

Año del 82

Ford revive el V8 de 302 pulgadas cúbicas, también conocido como el 5.0. En este, Mustang proseguiría en varias bondades y ajustes a lo largo de los siguientes 15 años.

1984

Para festejar el veinte aniversario del Ford Mustang, Ford Motors lanza el Shelby GT350. Shelby presenta una demanda.

1987

El Mustang LX de 5.0 litros llega a unos 225 hp de capacidad. Ford Motors reflexiona reemplazar el Mustang con un cupé de remolque delantero.

1994

El Mustang ve su 4ta generación, el SN95, en un armazón Fox-4. Un aspecto más aerodinámico aparece. La imagen del caballo trepidante vuelve a aparecer.

Año del 95

Los Cobras Special Vehicle Team están alimentados por el último de los V-8 de varilla de empuje de 5.0 litros, con una potencia de doscientos cuarenta caballos de fuerza; El Cobra R tiene un especial motor de 300 hp, 351 V8.

2005

La quinta generación de Ford Mustang inicia de una manera “clásico-moderno”, una interpretación moderna de las formas tradicionales de Mustang. La separación en medio de los ejes del nuevo coche es casi medio pie más amplia por sus llantas deportivas, y el chasis es completamente 4.44in más espacioso, con el movimiento de peso mejorado. El auto es todo un éxito.

Año del 2015

La sexta versión de Ford Mustang es la 1a en elaboración en 50 años en usar amortiguación de atrás aislada.

#steve mcqueen #ford mustang #ford #mutang #shelby #mustang shelby #llantas deportivas

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bryan360 · 1 year

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In the title “Cobra bites the Mustang”, it won’t be too long before this race is over; if you know which vehicles can make it out at the finish line.

#reblog #reblog post #from my p pal #on this day #on this day post #gran turismo #gran turismo 4 #shelby mustang gt350 r 65 #shelby cobra #shelby cobra 427 67 #seattle circuit #january 2023 #january 27th 2023

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crotchshot-blog1 · 6 years

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Conoce la cronología de Mustag, el automóvil más popular del planeta

Año del 64

Durante la Feria Mundial de New York, el co-presidente de Ford Motor Company, Lee Iacocca, presenta el nuevo Mustang.

1965

El emblematico Mustang 65 descapotable se presenta en los salones de exhibición. El Ford Mustang se transforma en el modelo más comprado de Detroit de todos los tiempos en el mes de abril.

1966

Ford llega a un acuerdo con Shelby para ayudar al Mustang a contender en carreras. Se muestra el 1966 Shelby GT350. El GT350 y 1970 Shelby GT500 (1965-1970) eran tan excelentes como los normales Mustang.

1967

Los diseñadores de Ford hacen más grande el apretado Mustang para ampliar su distinguido.

Año del 68

La película “Bullit” debuta, interpretada por Steve McQueen y el Mustang “Bullit” GT90 en una escena de de acción de 10min.

Año del 71

El Ford Mustang Boss 351 aparece, más grande ycon más peso de lo que se preocupaba el Sr. Iacocca. La industria del carro se enlista para la próxima ola de controles de emisiones norteamericanas para paralizar el performance de los carros americanos.

1974

El Mustang se reduce. A tiempo para favorecerse del bloqueo de petróleo del 73, el nuevo Ford Mustang II (19 pulgadas más reducido que la generación previa) lo llaman el Coche del 74 de del semanario Motor Trend.

Año del 78

Con todo el cuidado de un sistema de regulación de emisiones, el Mustang II Rey Cobra 5.0Lt V8 llevaba un flojo 138 CV.

1982

Ford Motor Company recobra el V8 de trecientas dos pulgadas cúbicas, también conocido como el 5.0. En este, Mustang seguiría en múltiples bondades y ajustes a lo largo de los próximos quince años.

Año del 84

Para conmemorar el 20 aniversario del Mustang, Ford Motor Company estrena el Shelby GT350. Carroll Shelby demanda.

1987

El Ford Mustang LX de 5.0 litros tiene unos 225 hp de fuerza. Ford reflexiona renovar el Ford Mustang con un cupé de arrastre delantero.

Año del 94

El Mustang ve su 4ta versión, el SN95, en un chasis Ford Fox Platform. Un modelo más aerodinámico emerge. La imagen del caballo vertiginoso resurge.

Año del 95

Los Cobras SVT están alimentados por el último de los V8 de barrote de arrojo de 5.0 litros, con una fuerza de 240 hp; El Cobra R tiene un exclusivo motor de 300 hp, 351 V-8.

2005

La quinta generación de Ford Mustang inicia en un estilo “clásico-moderno”, una interpretación moderna de las formas particulares de Mustang. La separación entre ejes del último carro es cerca de medio pie más amplia por sus llantas deportivas, y la carroceria es completamente 4.44in más amplio, con el movimiento de masa mejorada. El automóvil es todo un éxito.

2015

La 6ta generación de Mustang es la primera en producción en medio siglo en utilizar suspensión posterior aislada.

#ford #llantas deportivas #ford mustag #mustang #mustang shelby #shelby #mustang boss

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numberplates4u-blog · 6 years

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36 Brand New 1965 Shelby GT350Rs Are Coming

The guys responsible for cranking out the original batch of competition-spec 1965 Shelby GT350Rs will begin producing a new round of the legendary race car, albeit with a few improvements. Made up of Shelby American employees who were with the company from 1962 to 1965; Peter Brock, Jim Marietta and Ted Sutton, will begin building 36 brand new Shelby GT350Rs in the fall of 2017. However, this time the cars will feature improvements originally planned for the car back in ’65 but were squeezed out by time constraints. “Much like Carroll Shelby’s original Cobra, the 1965 Ford Shelby GT350R changed the performance car landscape,” said Jim Marietta, CEO of Original Venice Crew Mustangs. “By adapting lessons that the Shelby team learned racing Cobras and Daytona Coupes, our Crew at Shelby American turned a ‘mule into a racehorse’ as Carroll Shelby would say.” The improvements include a redesigned front valance, a reworked plexiglass rear window, and most importantly, an experimental Ford Advanced Vehicle independent rear suspension originally designed by Peter Brock. SEE ALSO: Shelby GT350 and GT350R to Return for 2018 Model Year Each OVC built continuation Ford Shelby GT350R will feature a spartan race bred interior like the original, along with a competition prepared cast iron block engine–supplied by the Carroll Shelby Engine Company–hooked to a period correct 4-speed transmission and an authentic Shelby shifter. All of them will be finished in Ford’s iconic Wimbledon White paint. The OVC crew first got together back in 2015 and agreed to build the ‘R’ model that should have been. Testing of the one-off Shelby started at Willow Springs Raceway in the spring of 2015 as the team worked to develop the car’s suspension and refine its handling. According to Sutton, people began to ask if the car was for sale. “After a landslide of inquiries, we decided to see if there was a good case for offering a limited run of them.” While evaluating the program, OVC secured licenses from Carroll Shelby Licensing and Ford Motor Company to build the cars, making them the only company with such a pedigree. Each car will wear a Shelby serial number with documentation submitted to the Shelby American Automobile Club Registry, and the official Shelby American Registry. A version of this story originally appeared on All Ford Mustangs. The post 36 Brand New 1965 Shelby GT350Rs Are Coming appeared first on AutoGuide.com News.

http://www.autoguide.com/auto-news/2017/08/36-brand-new-1965-shelby-gt350rs-are-coming.html

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crazy4tank · 7 years

Text

Energy Profile: Jimmy Austin’s Collection Represents His Ford Passion

New Post has been published on https://coolcarsnews.com/2017/03/20/energy-profile-jimmy-austins-collection-represents-his-ford-passion/

Energy Profile: Jimmy Austin’s Collection Represents His Ford Passion

Steve Austin plus wife Eileen at Ford Overall performance driving school.

If you own a classic car within the Lone Star state, there’s a great chance Jimmy Austin of Wylie, Texas, has seen it, evaluated it, sold it or possessed it.

“Growing upward during the height of the classic muscle tissue car era, my first vehicle was a 1963 Corvair convertible automated, which I blew up. It was 1967 and a friend of mine’s Father was an used car salesman that got just taken the ’65 Mustang convertible in on trade. All of us worked a deal at about $1, 500 and I flipped hamburgers for $1. 10 an hour during high school to pay for it. My ‘love affair’ started with my 2nd car in high school—a 1965 Tropical Turquoise Mustang convertible, four-speed. ”

The Austin’s 1932 Kia Hiboy Roadster (named “Eye Candy”) at Dallas Autorama 2006 plus 2007.

Jimmy’s addiction would continue to grow whilst running a successful auto parts company for nearly 30 years and afterwards as an insurance agent. “I wasn’t generally faithful (to Fords) as I have owned close to 50 collector kind cars. Probably three of our most memorable non-Fords were the 1970 Buick GSX (which We showed and raced back in the ’70s and early ’80s), a 1981 Delorean that I bought new, plus a 1969 Hemi Roadrunner that I possessed in the late ’90s.

The Austin tx corral at one time consisted of a red pony, an 1, 800-mile ’84 GT, and 4 K-code coupes!

In Jimmy’s spare time, if you can imagine him having a lot of it, he was also associated with the Based in dallas Autorama for over 35 years and stepped down as the show’s leader for the past eight years. “I seemed to be a judge and judging manager for the International Show Car Organization for around 20 years in the ’80s plus ’90s” he explained.

Though Jimmy still sells insurance policy, he decided a few years back to stay faithful to his other real love not named Eileen—Mustangs. As you may expect from this Texans collection, It is bigger and better than most. Getting stuffed a whopping four ’65-’67 E code Mustangs into his garage area, Austin found room for an extra ’67 Dusk Rose coupe plus a 1984 GT convertible, which this individual special ordered and put into storage space inside his auto parts shop with just 1, 800 kilometers on the clock!

Although a little space opened up briefly following a couple of the highly sought after K-codes found new homes, a 1986 Mustang SVO in Oxford Whitened with 40, 000 miles as well as a 2012 Yellow Blaze Boss 302, found in 2014 with just over seven hundred miles, became worthy stablemates.

And what about that other bare space aching to be filled?

“I had ordered the 2016 Shelby GT350 R from the dealer in Louisiana the first day the particular order banks opened in 06 2015 and then waited for the dream car to arrive. Seven a few months later the dealer informed me personally that they’d made a mistake plus did not have an allocation for an L. My order had been cancelled plus deposit refunded. I was devastated, ”Austin explained. “I had offered two other K-codes (a dark ’65 Coupe and a blue ’66 coupe) along with a Dusk Rose (Pink) 1967 Coupe in order to pay for the vehicle. I discussed the situation with a guy at Ford who I had fulfilled at a couple of national Mustang displays. He graciously commented that there had not been much he could do to help with the R allocation. He did speak with some other folks at Ford for me personally and about a month later they known as and were kind enough to increase me a VIP order for an Ur. They would build to my specs plus deliver to the dealer of our choice. ”

More of Jimmy’s toys: A 2016 Shadow Black GT 350R along with blue over-the-top stripes and a Yellowish Blaze 2012 Boss 302.

Austin says he or she hasn’t missed on many vehicles he really wanted, “I’m the believer that if one gets aside then another, nicer one is shortly to follow. What my wife hates to know me say is ‘I’ve consistently wanted one of those. ’ I’d nevertheless like to add A ’69-’70 Boss 302 or ’71 Boss 351 in order to bridge the gap between the K-codes and the modern muscle of the Employer 302/GT350R. To show the progression from the muscle/performance Mustang. The new cars really are a much more refined beast than the classics—more gentlemanly. Brute power combined with managing and stopping power. The classic rides are raw and more from the school yard bully personality”.

So what advice would Austin tx give someone looking to get started in the particular classic car hobby?

“Buy the nicest/best condition automobile you budget will allow. Wait if you need to. Buying junk will always bite a person in the end. Judging by this Lone Superstar collection, It’s clear this State of texas should know.

Will there be someone you think the Ford entire world needs to know about? Email us at [email protected] for an opportunity to share their story.

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#Autorama #Buick GSX #classic car hobby #Ford #Ford Mustang #International Show Car Association #Interviews #muscle cars #News #Shelby GT350 R

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