Based on a 1956 Chevrolet 210 Sedan, this recently completed mild custom was built to showcase the timeless factory “Tri-Five” heritage. With a new GM Performance ZZ4 power plant backed by a factory-fresh GM 700R4 transmission, it is equipped with rack-and-pinion steering, four-wheel Wilwood disc
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To ensure that Shelby American would have its 1966 GT350 models in dealerships when Ford released the new ‘66 Mustangs, Shelby ordered an additional 252 cars from Ford’s San Jose plant at the very end of 1965 production. These ‘change-over’ cars (often referred to as ‘carry-overs’) were essentially Shelby-spec ’65 GT350s, and received the same performance modifications,
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1968 Factory Original “B029” Hurst Super Stock Hemi Barracuda Vin# B029M8B29912, Extremely rare and highly sought after 1 of just 70 ever produced with very few examples remaining and one of the best in existence bar none! Car #13 owned and raced by hall of fame driver “Akron” Arlen Vanke from new. One of only a handful that
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Semon “Bunkie” Knudsen had barely landed at Ford in 1968 when he ordered the homologation of the experimental new 429 CI “Semi Hemi” engine for NASCAR. In the process, he created a Mustang muscle car for the ages, the Boss 429. Formerly part of the personal collection of two-time All-Star pitcher John Smiley, this 1969 Ford Mustang Boss 429 is Kar Kraft build number
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Roy J. Gagnaro walked into the legendary Mr. Norm’s Grand Spaulding Dodge and sat down with the salesman to order his 1970 T/A 340 Six Pack 4-speed Challenger. He had a clear vision of his new car: Most importantly, it would incorporate all the features that defined Dodge’s entry into the SCCA Trans-Am inspired pony car wars: Chrysler’s potent and free-wheeling 340 Six Pack small block V-8 complete with triple Holley 2-barrel carburetors
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This 1956 Chevy 2-door post is a custom build highlighted by a one-of-a kind Ron Mangus interior. Powered by ZZ 502 big-block GM crate motor driving a Turbo 400 trans with a Gear Vendors Overdrive, it includes Heidt's polished stainless- steel tubular A-arms, coil-overs, custom-built headers, Spin-Tech mufflers with 3-inch exhaust and electric cut-outs by Outlaw Mufflers, and 4-bar rear suspension from Pete & Jake’s.
Other items include a Be Cool radiator with dual electric fans, complete Painless wiring harness, No Limit fuel tank, Ididit chrome steering column, and TCI 4-wheel disc brakes. The interior includes Classic Instruments, Vintage air A/C and heating with custom color-matched lower dash outlets, and a custom Infinity audio system with eclipse subwoofers and Rockford Fosgate Amplifiers.
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After several years dominating the Can Am series with a series of Schoolbus Yellow racers, McLaren Cars stood up to the developing Porsche challenge with the brand new 1972 M20. Designers by Gordon Coppuck and Tyler Alexander departed from standard McLaren practice in the M20 by removing the radiator from the front of the car and replacing it with two side-mounted units. This allowed improved cooling, relief from cockpit heat for drivers Denis Hulme and Peter Revson and the opportunity for improved front end aerodynamics. The latter was achieved by opening the space between the front fenders and installing an adjustable wing for improved downforce.
Unfortunately for McLaren, Porsche countered the normally-aspirated 509/750 HP M20 with the twin-turbo 917, which churned out an astounding 1,200 horses. This McLaren M20 is chassis number 01, the first of three built. Records show it was tested by Denis Hulme and Jackie Stewart, who was slated to join the team for the 1972 season. When Stewart was sidelined by ill health, Peter Revson took his place and raced the car for the entire season. Hulme won the first two races at Mosport and Road Atlanta, while Revson took M20-01 to a third at Mosport and second place at Watkins Glen. Revson finished second again in the last round at Riverside, after which McLaren Racing withdrew from the Can Am and left the field to Porsche.
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As the 1962 drag season drew to a close, it was obvious that Pontiac’s position at the top of the Super Stock hierarchy was weakening. Ford, Chrysler and Chevrolet were gaining on the Chiefs with bigger engines and an ever-increasing supply of special parts, including weight-saving aluminum components and body panels. Pontiac engineers knew they had to have a lighter, more powerful car for 1963, and it came in the form of a special Catalina bearing some serious modifications. First the chassis was altered by cutting the inside section away from the boxed rails, leaving a U-shaped section. Then approximately 120 holes were drilled in the sides of the frame rails, removing as much material as possible while maintaining a semblance of structural integrity, resulting in the “Swiss Cheese” moniker that remains today.
Further mods involved deleting the front sway bar and substituting an aluminum bellhousing and third member for the original pieces. It did not stop there: insulation and sound deadener was dropped, aluminum body panels were used wherever possible, including the hood, inner and outer front fenders, splash pan, radiator bulkhead, bumpers and brackets. Plexiglas windows were also available to further reduce the car’s heft. Even the cast iron exhaust manifolds were replaced with special high-flow aluminum units with integral cutouts. These proved suitable only for short periods of use given their tendency to melt under prolonged operation.
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Flush with the success of the all-conquering GT350 of 1965 and ‘66, Shelby unleashed a big block version in 1967. The GT500 took advantage of the 1967 Mustang’s deeper bulkhead to pack in a modified version of Ford’s 428 CI Police Interceptor V-8, which Shelby improved to 335 HP with an aluminum intake manifold, dual 600 CFM Holley 4-barrels and finned cast aluminum Cobra air cleaner and valve covers. As this example demonstrates, the ’67 GT departed from previous practice with the use of fiberglass body pieces and more unique trim to further separate it visually from stock Mustangs, most forcefully in the aggressive front end treatment and the upturned rear deck lid. Presented in Dark Moss Green Metallic paint with White Le Mans stripes and a Black Deluxe Mustang interior, this GT500 Fastback combines its matching numbers 428/335 HP engine with a 4-speed manual and heavy-duty rear end. It was awarded First in Class and Best Shelby GT at SAAC 29 (Michigan International Speedway) in July 2004 and has taken First Place in Autorama shows. It is also one of six cars chosen by BASF’s Automotive Finishes for its worldwide annual calendar. Offered by its second owner and showing a believed-correct 51,000 miles, it features the late Carroll Shelby’s autograph on the dash above the glove box door with photos that include the present owner and his son.
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Contrary to popular opinion, Chevrolet’s sporty Camaro was designed from the outset as a more conventional replacement for the rear-engine Corvair and not a belated General Motors response to Ford’s wildly successful Mustang. From its debut in late 1966, the Camaro was value-priced from just $2,466 for the basic hardtop coupe and
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Mecum blasted into Houston this past weekend with a gigantic sale dominated by a $7 million hammer price for the 1964 Ford GT40 Prototype, GT/104. Overall sales reached $33,633,058 with 765 of the total 1,085 vehicles offered changing hands, achieving a healthy sell-through rate of nearly 70 percent.
“Our Houston event is one of the fastest growing auctions on our calendar,” noted Mecum President and Founder Dana Mecum.
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There’s no mistaking the “classical gas” look of this 1961 Chevrolet Corvette built by Nickey Chicago technical adviser John Tinberg, who began with a long-time California drag racing Vette convertible. The build was prompted by an airline pilot who contacted Nickey Chicago owner Stephano Bimbi, who also sells Corvette Gasser front
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