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History of the Marques
Mustangs
'67 Ford Mustang
'65 Ford Mustang
'72 Ford Mustang
Thunderbirds
'56 Ford Thunderbird
Cobras
Shelby Cobra
Shelby Cobra "Daytona"
Ford GTs
Ford GT 40 Mark I
Ford GT 40 Mark II
Corvettes
'67 427 Corvette
Mustangs(History
Of The Marques)
Ford prints unavailable at this time. Please
make inquiry.
The first production Mustang some say was
a '64 1/2 model others claim that it was
really a '65 model introduced a little bit
early. Nevertheless the cars are the same
on the exterior. What ever the year, it was
probably the most sought after car on introduction
in the history of new car sales. Part of
its appeal was that it was affordable, sporty,
and available with many variations and with
different engines.
In the early 60s, Ford, needing to counter
growing interest in foreign cars, both economy and sporty models, as
well as having been broad sided by the successful introduction of the
Monza, a sporty Corvair, worked feverishly to introduce a car for the
baby boomers coming on line as consumers ready to purchase their first
car. The name was borrowed from a nifty 2 seat proto racer that had
been introduced and had wowed the public at the Watkins Glen race course
on October 7, 1962. It later toured the car show circuit in the U.S.
sometimes generating checks from individuals un phased that there was
no intent on producing it.
The car that was to become the Mustang
was developed from a Falcon Sprint chassis. It had a lower silhouette,
a longer hood and short deck. Bucket seats, a floor shifter and sporty
appointments were standard. The car was stunning to look at, much like
the Mustang II show car that was developed to gauge audience response.
There were no four door versions, only two doors in convertible, formal
hardtop (notch back), and fastback bodies. The Mustang was one of those
cars anyone could afford and drive to the supermarket, all the while
exuding an image of youthful exuberance.
This new car's proportions remained basically
the same, with new sheet metal; during model year changes, until the
fuel crisis of the early 70s. Economy, compactness and fuel efficiency
became more important to the way consumers viewed their transportation.
From '65(64 1/2) to '73 there was an assortment
of engines available, from six cylinders
to high performance V8s, and economy trim
packages to upscale appointments. Today all
models are sought after as special interest
automobiles, and the Mustang's introduction
spurred GM, Chrysler, and AMC to imitate
it and produce their own "Pony Cars".
(see paintings of these cars in Ford
Powered Autos
"Red Stallion" '65 GT Mustang,
289 CI engine.
"Waiting for its Owner" '67 Blue
GT Mustang, 289 CI engine.
"Southwest Outlaw" '72 Yellow
Mach I Mustang, 351 Cleveland H. O. engine.
Thunderbirds(History
Of The Marques)
Ford prints unavailable at this time. Please
make inquiry.
'55-'57 Thunderbird
When the American soldiers came back
from the war in Europe in 1945, some of them brought back MG TCs and
latter 356 Porsches. Not since the era of the Stutz Bearcat and Mercer
Runabout in the early part of the century had Americans fallen in love
with small light autos built purely for fun. In the U.S. small car manufacturers
like Muntz or Kaiser tempted the public with home grown sport scars,
the most interesting one being the Kaiser Darin. By the beginning of
the '50s General Motors had decided to build the Corvette. It debuted
in 1953, but imitated European sports cars like the Jaguar XK 120 in
that it had six cylinders and side curtains. With the pressure on, Ford
was forced to come out with the Thunderbird in 1955. It was more a boulevard
cruiser than a spartan sport scar. It came with a V8, roll up windows,
power convertible top with a removable hardtop, and handled much like
Ford's larger sedans which it resembled stylistically. It was so beautiful
to behold that it became a 50s icon. See " '56 Thunderbird"
Ford Powered Autos. Fitted with a 292 Cid engine which Americans preferred
over a six this 2 seater led Corvette 5 to 1 in sales (53,166 units
to 10,506) for the 3 years it was in existence. Unfortunately Ford management
had second thoughts about it and no sooner was it being produced than
work was begun on a 4 seat '58 model which sold many more units justifying
the thinking of Ford bean counters. All three years are similar in appearance
except that the '57 model sprouted graceful fins and sported heavier,
more sculpted bumpers. Today it is a highly sought after special interest
automobile
Cobras(History
Of The Marques)
Licensing has been granted by Carroll Shelby
Licensing, Inc. Copyright@ 1999 by Rick Herron
& Carroll Shelby Licensing, Inc. All
Rights Reserved.
Cobra 427
The Cobra was the brainstorm of the Texan Carroll
Shelby, who in 1959 with Roy Salvadori won the 1959 24 hours of Le Mans
for Aston Martin. In the sixties he teamed up with Ford to place first
260 Cid then 289 Cid and finally 427/428 Cid engines in the small and
light British built AC Aces, and renamed them Cobras. The 289s generating
271hp began winning on American tracks beginning in 1963. The weight
ratio of 48/52% front to rear and lightness gave the car speed and agility.
Later 427s like the car in the painting "An Italian Bad Dream"
(see Ford Powered Autos) were even faster. Ultimately 400 hp was coaxed
from some Cobra engines giving the car an acceleration of 4.2 second
from 0 to 60 mph and a top speed of 153 mph. Elapsed time for 1/4 miles
was 13.8 seconds at 112 mph. Even by today's standards these speeds
and times are extraordinary. The Chevrolet Corvette had more than met
its match. By the end of 1963 the Cobra had won the 1963 USRRC championship,
and has become one of the most sought after sports car in the U.S. and
around the world.
Cobra "Daytona" Coupe
In the early 60s Henry Ford II, wanting to get
back into racing after other American manufacturers had ignored the
American Automobile Association's ban on racing, decided to cut development
costs by buying Ferrari and thus race the red prancing horses for Ford.
He was also looking for a prestige mark to dominate International racing.
Enzo Ferrari agreed to the sale until Henry insisted that Ferrari race
at Indianapolis. Enzo feeling that the Indianapolis of the early 60s
with front engine race cars was hardly a place for Ferraris to race
changed his mind, and Ford furious that he had lost the purchase decided
to beat the Ferraris at their own game. The car initially elected to
do the job was the Cobra. Because the little Cobras were of a design
dating from the early '50s they were not very aerodynamic and their
top end was not fast enough to win against the dominant Ferraris. To
meet the goal of winning Le Mans it needed a cleaner, more slippery
body. Designer Pete Brock had the old roadster bodies removed and replaced
with a beautiful coupe body he designed ( see painting " King of
the Mountain" Racing Cars). It was sleek and gave the car about
20 mph more top end, and this was at a time when aerodynamics was still
a black art. There were no wind tunnel tests or mathematical formulas
used to develop the design. It was a totally intuitive effort that worked
wonderfully. Only six of these cars were made and today command a price
of over a million dollars. FIA rules allowed it to run. Since the chassis
and engine remained the same as the roadster, they could be grouped
as part of the same production run, thus meeting the minimum requirement
to allow them to run in the GT class against the Ferrari 250 GTOs. The
cars did not finish at Daytona in '64 where they were first raced but
instead acquired the nickname. These cars then went on to win at Sebring
and races in Europe, but due to politics and a cancellation of the final
race did not clinch the title. In '65 Shelby tried again scoring nine
wins and taking the title from Ferrari.
For more on Ford's International racing effort
see the Ford GTs (History Of The Mark)
Ford GTs
(History
Of The Marques)
Prints unavailable at this time. Please make
inquiry.
Though considered a fabulous race car when
it first began racing and miles ahead of
the competition in the '60s the Ford GT has
only become more and more appreciated as
time goes by and has attracted many younger
enthusiasts. It is considered by many as
an American race car but only the GT 40 MK
IV is truly so. The GT 40 MK I and II are
actually a result of effort and contributions
by British and American engineers and designers.
Henry Ford II went shopping for a race vehicle
after Enzo Ferrari pulled out of an agreement
to sell his company to Ford. The problem
was that Mr. Ferrari wanted to control the
racing effort and was none too happy about
having his Ferraris race at Indianapolis
which he considered an unsophisticated form
of racing. Ford's main interest was to generate
public enthusiasm for his company by racing
and winning at this most prestigious of American
races. Upset by the rebuke he decided to
beat Ferrari at his own game by taking the
World Championship crown away from the Italian.
The only place to do it was at the GT circuits
in Europe and the U.S. such as Le Mans in
France, and Sebring and Daytona in the U.S.
Winning overall at Le Mans would make Ford
Motor Company the first American manufacturer
in the history of the race to do so. It is
considered by international racing enthusiasts
as the ultimate test of the racing car designer's
art. A race that lasts 24 hours at some of
the highest speeds in racing anywhere will
punish a car terribly, and to survive and
win is a great accomplishment.
GT 40, MK I
In 1963 Roy Lunn, the program director for Ford's
racing effort visited Eric Broadly in England and was impressed with
his design of a Ford powered Lola. This car became the basis for the
GT 40. It was given its designation due to its low height of only 40
inches and soon Ford was making improvements to it. First campaigned
in 1964 the MK Is with the 289 engines were unable to win due to teething
problems. These 2400 pound cars fitted with four downdraft Weber carburetors
were able to reach over 200 MPH. With the small block, success was not
to come until later. First built by Ford Advanced Vehicles (FAV) in
England the racing works were taken over by J.W. Automotive Engineering
and then sold to John Wyer, director of FAV, in 1966/67. With sponsorship
from Gulf Oil the cars were painted light blue and orange. The Gulf
GT 40 (see paintings Racing
Cars) with a 302 Cid replacing
the 289 Cid produced 425 hp and was able to reach a top speed of 205
mph. The small block engine car gained glory when the FIA, the governing
body for Le Mans, outlawed the 7 liter engines, some say to exclude
the MK II s from racing there. In 1968 the Gulf GT 40s won the majority
of international championship races as well as Le Mans that year with
car no. 6 and again at Le Mans with the same car in 1969. In this last
24 hour endurance race two of the Fords faced off against 20 Ferraris
and Porsches and achieved victory none the less. Quite a few road versions
of the GT 40s were produced, and in the 80s and 90s other small manufacturers
have produced replicas, many which are quite potent, but still expensive
to acquire.
GT 40, MK II
After 1964 it looked as if the small block
race car would do better with a larger engine.
The MK II was originally an experiment, that
is a GT 40 MK I with a 427 side oiler that
had been developed for NASCAR racing. In
1966 it raced at the 24 hour endurance at
Daytona. It was no longer an experiment,
but a race winner. Ken Miles and Lloyd Ruby
won in a Mark II prepared by the Carroll
Shelby racing team. In that race the Mark
IIs knocked down all 20 prototype race records
and all but 4 in the sports car category.
At Sebring the Mark II finished 1,2, and
3 and again at Le Mans, France a 1,2,3 victory
was achieved with Bruce McLaren and Chris
Amon finishing first at an average lap speed
of 142.979 mph; ten miles faster than the
previous Ferrari record. In 1966 Ford went
away with both the GT World Prototype Championship
as well as the World Sports Car Championship.
In 1967 the Mark IV was developed in Dearborn
without outside help. Again Ford won at Sebring
and Le Mans. Though loosing to the Ferrari
330 P4s at Daytona it came away with the
World Manufacturers Championship. It is believed
that the rules governing body for international
racing, overwhelmed that an American street
V8 could so outperform the best that European
racing had to offer, banned the 7-liter engines
to keep Ford from the winners circle. It
did not work. The original GT 40s were improved
upon by John Wyer's Gulf Racing and came
back to win in 1968 and 1969. Ford had pulled
out and onother dynasty would appear in the
form of Porsche racing cars.
GT 40s Racing Record
1966-World Prototype Trophy
1966- World Sports Car Championship
1967- World Sports Car Championship
1966/1969- 4 times- Le Mans 24 hour endurance
race
From 1965- Ford GT 40s won 33 races most
of them with the small block. This "Detroit
Iron" beat sophisticated Ferrari V12s
and Porsche flat 8 and 12 cylinder engines.
The Europeans learned to respect the winning
ability of the heavy, crude in their eyes
American engines found in the American passenger
cars; and Americans were finally able to
have pride in their ability to produce fine
racing cars, of course with help from their
British cousins. International sports car
racing would not have a strong U.S. presence
until the appearance of the Dodge Viper in
the late 1990s, but that's another story
still playing itself out.
Corvettes(History
Of The Marques)
If interested in purchasing, now or in the
future, a print of any General Motors vehicle
or a copy of a brief history of that GM vehicle
please send an E-mail to classicautopicks@aol.com and allow time for us to contact Equity
Management Inc. so that we can arrange to
get licensing for that trademarked item.
Licensing is required for any prints of vehicles
that are trademarked or have a copyright.
67 Corvette 427
1963 was the year that Chevrolet offered both
a convertible and coupe body for its Corvette. Earlier designs were
all convertibles with a removable fiberglass hardtop as an option. The
design of this stunning model was derived from design chief Bill Mitchell's
concept car the Stingray racer. The new car's wheelbase was trimmed
four inches from the earlier Corvette models. The passengers were placed
between the rails of the ladder frame instead of riding on top of an
X frame, and independent rear suspension was added. It came with a 327
Cid engine of 250, 300 or 340 hp depending on carbureting, and a 360
hp fuel injection. Though a 3 speed manual and a Powerglide automatic
were offered the most popular transmission was the Borg-Warner four
speed. The public went wild over the new '63 coupe with its boat tailed
fastback and they especially loved the split window treatment on its
rear window which in '64 became one piece. A 3/8 scale model of the
body was tested at the Cal Tech wind tunnel for aerodynamic refinements,
something that very few auto manufacturers were doing at that time.
It was a better performing car than the earlier
Vettes and was an automobile one could be proud to drive in Europe,
the home of the sports car. A number of design changes were made throughout
the five years of production and there were many engine options. The
1967 model was probably the cleanest design (see paintings"A Pilots
Dream" and "Smokin In the Smokies"
in Corvettes
and GM). Because of the competition
from the 427 Cobra a Chevrolet 427 was deemed necessary and provided
for the '66 and '67 model years. This engine, a bored out 396 was capable
of 390 or 425 hp depending on compression and with the proper gear ration
could reach 0-60 mph in 4.8 seconds, for the larger horse powered option.
and reach a top end of 140 mph. For '67 two new 427s were available
capable of 400 and 435 hp and the L88 a race engine produced 560 bhp.
Of all the Corvettes the '63 through '67 are the most prized by collectors.
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