1969 Camaro

~ EBAY ~

Now that the 72 Chevy truck has sold I am now placing this beautiful 1969 Camaro on EBAY...
Wish me luck!
EBAY link:
http://cgi.eb...=320162007057

Ed
Drive it like you stole it!
http://www.mo...a.com/4spd_ss

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THIS IS MY 79 MONTE CARLO W/350 C.I.D EDELBROCK PERFORMER W/ POLISHED PACKAGE ,IT'S GOT 320HP & 382TRQ . IT WILL BE UNDER CONSTRUCTION SOON , NOT MANY VISABLE CHANGES .BUT I'LL POST PICS OF THE PROCESS. HOPE YOU GUY'S(GAL'S) LIKE IT. I'VE PUT LOTS OF TIME AND EFFORT INTO IT ,AND IT WILL ALL PAY OFF AT THE END .....

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Back in 1957 The city of Tulsa desided to put a 1957 Plymouth Belvedere in a time capsule only to be opened 50 years later. Well now it is 2007, 50 years later and they have unearthed the classy or up untill now classy car. It turns out that through the years the time capsule has had a bit of a leak. The the beautiful classy car that once was is no more. After being stuck under groud in 7 feet of water, things might go bad. When they opened the capsule and saw the water, they instantly called hazmat to clean out the water for fear that it might be toxic. They tryed starting the car but it would not start. it is now on desplay, i dont know where but maby it will turn up some day at a big car show or somthing. But i still think it is an amazing achievement to do somthing like that and for it to last.

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Thank you to all of those who helped make this sale possible.

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Hey all, just added some 20" Foose Nitrous chrome rims... no pics uploaded yet, but will add some as soon as I get around to it. Also added bluetooth to the nav system and it works great. It's a good/safe thing for a manual car if you must be a chatty kathy.

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Wishing everyone a very Merry Christmas!!!!! I hope that your special Santa brought you all that you had wished for and more...
Soupy

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It looks like the tomb didn't stay sealed, and according to the water lines on the walls this car has been underwater several times, probably once a year.

Pics of the unearthing:

http://www.tu...ar/index.html

Discussion thread:

http://www.fo...8&start=1

website about the car:

http://www.buriedcar.com/

Thanks to AARTSST for the update!

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Front Half Spoiler
Hood Bonnet
Roof Spoiler
Rear Spoiler
Side Cannards
orderd 08.09.06

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An idea for a new character on Cars2 (thanks Bryan!)

Introducing "Bandit"

http://www.ke...s2_Bandit.wmv

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We Are Currently Looking For Fox Body Mustang Parts....Pony Rims,Cobra Rims,Recaro Seats,Trik Flow Intakes,Flowmaster Mufflers,Underdrive Pully Setup,Gears,Body Kits,Fibreglass Hoods,4 Bolt Disc Brake Rear Ends,...Let Us Know What You Have!...

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My car died this morning. I had just arrived to work and was about 20 feet from my parking space, when the car just shut down. It didn't stall, just simply turned off.

After a couple failed attempts at starting the car, it finally turned over. The idle was VERY rough. There was an incredible amount of vibration from the engine bay, followed by a loud BANG as though the engine rocked itself against the firewall like a mental patient in a padded room, then the car died again.

I called onstar and asked for a diagnostic. Since the car has to be on, a full diagnostic could not be performed. Instead, a diagnostic with the car in ACC power mode was performed. The code that came up was an ignition failure.

After speaking with onstar and the tow service for approximately 15 minutes, I gave it one more try and it turned on as if nothing had happened, but my check engine light was still on. I moved the car into a parking space that would be accessible to the tow truck and awaited pickup.

UPDATE 04/13/2007:

Cause of failure was the Crankshaft Position Sensor. The report states the following:

"CRANK SENSOR INTERNALY SHORTED W PERF CHECKED AND PERF ROAD TESTS FOUND THAT LOST CRANK SENSOR SIGNAL WHILE DRIVING P PERF REPLACED CRANK SENSOR AND RECHECKED OK PASSED"

So I guess the translation of that is that it was an electrical problem. Not cool, but the car is back on the road.

If any Cobalt SS S/C owners read this, you can find more info here:
http://www.co....php?p=977583

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They let me take some pics of the truck. Lemme tell ya, thats a BIG TRUCK, lol. Check out the pics :D

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I just posted a photo album of Old Gas Stations on my page. Are you old enough to remember any of them! Dave

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Tonight I installed GM's Personal Audio Link, which enables the factory radio to manipulate any iPod with a dock connection. This is exactly what I never knew I wanted!

Paired with an 80GB iPod Video, I now have thousands of songs at my disposal, without having to find my mp3 player and look down to use its controls.

More info on the PAL: http://media.gm.com

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Your boss drives a Mercedes SL500 roadster. It's beautiful. Sexy. And your coworkers fawn over it. Too bad it's so slow.

For about $32,000, you can buy a 2006 Mitsubishi Lancer Evolution IX and smoke that stuffed shirt.

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), boosting official power output at the crankshaft to 286 hp (213 kW) and torque to 289 ft•lbf (392 N•m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 lb•ft (305 N•m). WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a wheel dynamometer, a difference of 30 hp (22 kW).

The USDM Lancer Evolution IX models (standard; "GSR" in some markets), RS, SE, and MR) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The resulting weight savings of over 60 lb (27 kg) gave the RS a subtly sharper handling responsiveness that helped it shave fractions of a second off the lap times of other models on an identical course.[citation needed] However, the top-end MR had a high top speed, since its 6th forward gear allowed it to reach 165 mph (266 km/h) at 7,000 rpm compared to 157 mph (253 km/h) at 7,000 rpm in 5th for the RS and middle-positioned IX models.

The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model,[citation needed] HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.
Three trims were available for Japan, Asia and Europe. Although all models used the same 286 hp (213 kW) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 hp (206 kW). The GSR produced 295 ft•lbf (400 N•m) of torque, while the RS and GT produced 300 ft•lbf (407 N•m).
RS - "ralli sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).

In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp (254 kW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb•ft (492 N•m) at 3200 rpm - 8 lb•ft (11 N•m) more than the FQ-400. All four models were designed to run on super unleaded petrol only.
FQ-300, 320, 340 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
FQ-360 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

Four models were available in the US. All models used the same 286 hp (213 kW) engine. All models used a front and rear Limited Slip Differential, and an Active Center Differential.
Standard - revised 5-speed, standard model
RS - ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior

SE - Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models.

To the standard (or "GSR") model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior was the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel motors used a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 hp (51 kW), thus giving a combined output of 272 hp (203 kW), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.

The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international verision. All of them are powered by a l4 2.0 4G63 turbocharged MIVEC engine.

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An Internet friend has restored a rare Canadian market only 1969 Firebird Comanche.

This Firebird marks the second in this series of Firebirds that were modified by the dealer and then sold to the public as a special package or option etc.. The "Comanche" Firebird was only available at 3 dealerships in Canada.

The dealers ordered a loaded Firebird from the factory, each with a gold leather interior (the only color available in leather). They were then re-painted a non-Firebird gold color with white accents. The options below were added (some were already added at the factory) and a "Comanche" Firebird was born.

Below is the full list of options as shown on the brochure:
Vinyl roof with special emblems
Marchal fog lamps
High speed driving lights with quartz bulbs
Special chrome hood louvers
Turbo Hydramatic or 4-speed close ration (either included a console)
Variable ration power steering
Front power disc brakes
Remote trunk release
Radio
Door guards
Mirror group (vanity mirror and remote control mirror) Custom seat belts
Rally mag wheels
Special sport tilt steering wheel
Bucket seats (with the full leather interior)
Rally Gauges with clock or tach
Floor mats (front and rear)
Koni adjustable shocks
Special tire pump
Heavy duty air cleaner
Heavy duty radiator
Pirelli tires with special suspension
Power top (convertibles only)
Rear defogger

Estimates are that only about 30 of these were converted for sale to the public, and rumor has it Paul Newman may have bought one.

Hope you enjoy the attached album!

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Taken a while to add these photos using 7m new camera now and having to update and use close up edit to get the pictures up quicker. Have new picture of Bumblee Camaro time is ticking I know everyone is looking at the new Dodge Challenger but look out when the Camaro hits.. Also new picture of ZR1 700 plus horspovwer Corvette got pic of the engine too. Plus a few more shots of some classics.

Enjoy!!!
Frank

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During the mid-60's, pony cars were hot. The Ford Mustang was selling so well the other manufacturers came out with their own version of the short trunk cars. Owners and enthusiasts started taking their pony cars to the race track making sedan racing ever more popular. SCCA began to take notice and for 1966 established a sedan class with a National Championship category. The SCCA set up Group 2 cars under FIA Appendix 2. The amateur classes were based on displacement: A - 2000cc to 5000cc; B - 1300cc to 2000cc; D - under 1000cc. The Championship series included over 50 amateur races leading to an invitational American Road Race of Champions (ARRC) for the top three sedan class finishers in each of the seven geographical divisions.

A professional series was established called The Trans-American Sedan Championship. This series of races was made up of seven professional races at different tracks across the US. The manufacturer with the most points at the end of the series would win the first ever Manufacturer's Trophy. The Trans-Am races, as it became known, ranged from 200 miles to 2,400 miles. The races ran from 2 hours to 24 hours and required pit stops for gas and tires.

Group 2 cars were divided into only two classes, over 2 litres and under 2 litres. The maximum displacement was 5 litres or 305 cid with a maximum wheelbase of 116 inches, plus eligible cars had to seat 4 people, eliminating the ‘65 Shelby GT 350s. In the beginning, the GT 350s were set up as two seaters to qualify for SCCA's Class B Production. The rear seats were removed and replaced with a fiberglass shelf. Ford wanted the Trans-Am Manufacturers Trophy. After the great success of the GT 350 fastbacks, Ford immediately turned the project over to Shelby American.

Shelby American built sixteen 1966 Group 2 Notchback Mustangs, all for sale to independents. Chuck Cantwell, GT 350 Project Engineer and Jerry Schwartz, fabricator & mechanic were given the job of developing and prepping the cars. The Mustangs were built to GT 350R specs. The main differences between the Group 2 cars and the GT 350Rs were cosmetic. The Group 2 Mustangs were required to be close to stock with steel hoods and front ends. The GT 350Rs had fiberglass hoods and front aprons, and plastic side and rear windows. The Group 2 cars used glass windows. Stock interior and four seats were also required for the Group 2 cars.

The GT 350Rs and the Group 2 Mustangs had a lot of similarities. Both cars had:
•racing type, positive locking devices on the hoods and trunks
•7"x15" American racing magnesium wheels
•lowered A-arms
•34 gallon fuel tanks with 3 /12" quick release caps and splash funnels
•trunk mounted batteries
•Stewart Warner electric fuel pumps
•six CS gauges housed in a special instrument housing -
fuel pressure, oil temp, 0-160 mph speedometer, 0-8,000 rpm tach, oil pressure, & water temp
•four point roll bar
•3" competition lap belts with shoulder harness
•18 quart radiator
•oil cooler with remote oil filter
•tube headers with 2 1/2" straight pipes dumping out just in front of the rear wheels
•"Monte Carlo" stabilizer bars to strengthen the front end
•export brace (named after the brace used on Mustangs for export)
•11.3" front disc brakes
•10"x2 1/2" wide rear drum brakes
•1"sway bar
•16" three spoke wood steering wheel
•Koni shock absorbers
•Detroit "No-Spin" rear ratcheting differential
•3.89 rear axle
•16:1 quick steering
•Borg Warner T-10 close ratio four speeds
•7.5 qt. finned cast aluminum oil pan
•over-ride traction bars
•Shelby American racing 289 cid with an aluminum hi-rise and a 715 cfm Holley carb. The engines developed over 350 horse power.

The Group 2 Mustangs were based on the Mustang GT. All Group 2 cars had the stock GT package including fog lights in the grilles. The lenses and bulbs were replaced with high intensity driving lights for better use during the night driving in some of the Trans-Am races. Most Group 2 racers came with a 1/2" rear sway bar and a Panhard rod. Some of the cars came with a fiberglass panel between the passenger compartment and the trunk allowing a spare tire to be mounted. The spare would not fit in the trunk with the larger gas tank. A spare tire was not required during racing. It is possible this option was shared with the four Group 1 race cars Shelby America sent to Europe. This a rare item to see today in restored cars. The SCCA required a metal bulkhead between the driver's compartment and the gas tank early in 1967. Any car raced during 1967 had to have the bulkhead replacing the fiberglass spare tire mount.

The 16 Group 2 Mustangs were painted white with black interiors. All cars were sold to independent teams. Shelby did not run a Group 2 Trans-Am team in 1966. Only one car was completed in time for the Trans-Am race at Sebring in 1966. Three were to be available. The first car went to Cooper, Clark & Associates. They paid $6,414 for the first Group 2 car in a bidding war. Later Group 2 Mustang sold for $5,500.

Shelby prepared cars placed in five out the remaining six races. Independent teams drove non-Shelby Group 2 Mustangs to wins at Mid-America Raceway, the Virginia 400 and second at Briar 250. Ford and Chrysler fought for the lead in points up to the last two races. At Green Valley, Brad Booker and John McComb driving a Shelby Group 2 Mustang beat out the "Team Starfish" Barracudas and Group 44 Dodge Darts to win, tying the standings at 37 each for Chrysler and Ford.

The last race of the season was at the Riverside Track in California. Shelby sent Jerry Titus to drive a Shelby Group 2 Mustang. During the qualifying on Saturday, Titus set a track lap record of 1:41.9 at an average of 91.854 miles per hour to earn the number one spot for the race on Sunday. The race started with a LeMans type start. Titus flooded his Mustang, leaving him next to last to start. A later broken oil filter cost him almost two laps while it was being replaced. Titus fought his way through the 34 cars to finish first, 48 seconds ahead of the Tullis Group 44 Dodge Dart. Mustang and Ford won the first Trans-Am Manufacturers Trophy.

Source of information: SAAC Shelby American, issue #50 from an article written by Bill Hanlon

The 1968 Shelby Trans-Am Efforts

After winning the Manufacturers Trophy in 1966 & 1967, the Ford team had some stronger competition for 1968. Chevrolet was about to get involved in a very big way. Vince Piggins at Chevrolet saw the great potential for sales of Camaros by racing in the Trans Am series. He committed to SCCA that Chevrolet would support the series.

Piggins personally took charge of the Z-28 project. The first Z-28s were powered with the proven 283 cid. Chevy's production engine was a 327, but it exceeded the maximum displacement allowed at 305 cid. Piggins came up with the idea of putting a 283 crank in a 327 block. The resulting 4x3 bore and stoke yielded 302.4 cid, a 13 cid advantage over the Ford 289, as much as 25 horse power. Roger Penske was enlisted to champion the Z-28 Camaros. The Z-28s won the last two races of the 67 season.

The 302 Camaros had a clear horse power advantage over the Mustangs. The ports and valves in the Ford 289 heads were too small to produce the horsepower needed. The best head available was the HiPo heads with small valves and ports. The new Ford 302 would be ideal for Trans-Am racing since it was under the 305 cid limit of class limit, but the HiPo heads would be even more restrictive on the longer stoke of the 302. Ford started a crash development program to fix the problem at Ford Engine and Development during 1967. This effort would lead to development of the Boss 302 in 1969. It was also during this development time that the infamous Ford "tunnel port head" came about. There was a pull out the stops effort to maximize the flow of the heads. The Ford engineers developed a brand new head with straight intake ports and the pushrod tubes running through the port. In the past the ports would twist around the pushrods. The intake valves were a huge 2.12" compared to 1.77" for the 289. The exhaust valves were 1.54" versus 1.44". Each port feed an individual cylinder. On paper this combination of the head design with the new 4 bolt main 302 looked unbeatable.

The first Trans-Am race was the Daytona 24 hour endurance race. This was the first time that the Trans-Am cars were included in the primary event. Trans-Am races were held prior to the main endurance races in 1967. The Mustangs dominated the Group 2 race. Jerry Titus and Ronnie Bucknam finished 64 laps ahead of the nearest Group 2 car, Mark Donohue's Penske Camaro. In fact, the Titus/Bucknam Mustang finished third overall just behind three Porsche 907 prototypes. It was a great showing for Ford, the Shelby Team and the Trans-Am cars. Half of the 30 cars that finished the race were Trans-Am cars. But Daytona wasn't the beginning of Ford's 1968 success, it was the end.

In order to win races, you have to finish them. The tunnel port engines just didn't have lasting power. Engine failure after engine failure kept the Mustangs from finishing the races. Penske's Camaros dominated the 1968 Trans-Am racing. Mark Donahue, driving a Z-28 won eight consecutive Trans-Am races, beginning with the second race, the 12 Hours of Sebring late in March 1968. Donahue actually won a total of 10 out of 13 races in the series. As for the Shelby team, the only races they won were the 24 Hours of Daytona in February, 1968, and Horst Kwech won at Riverside in car #17 in the next to last race of the season. The Manufacturers Trophy was already sowed up by Chevrolet.

The eventual blame for the Mustang's poor showing was laid on the "tunnel port" engines. The engine had a bad oiling problem at the top end of the rpms. Many engines came apart during the season. The Shelby Team even asked Ford to let them go back to the 289's, but Ford wanted the 302's to win, which they didn't. The "tunnel port" quickly faded away after the 1968 season. The Donohue Camaro was awesome on the track. The Penske team got more horsepower from the Chevy 302 than the Mustangs and flat outran them. As the season matured, so did the Camaro team. But with the Ford team's bad luck, it didn't take much effort to win the season. Chevrolet finished the season with 105 points to Ford's 63.

Before the '68 season was over, Ford was already working on a new block design, the 351, for the 1970 production runs. The 351 heads had huge canted intake and exhaust valves and ports. Someone decided to try those heads on the 302 block. With some slight modifications to water passages, the heads fit on the tunnel port block.

The Boss 302 and The Disappointing 1969 Season

The old Mustang body wasn't as streamlined as the new Camaros, Javelins or the Barracudas. Just in time for the racing season, Ford introduced a new Mustang and a new engine in 1969. The '69 Mustang body was completely redesigned to make the car more aerodynamic. The previous body styles were far too boxy to slice through the air. Many of the previous Shelby Mustang features were incorporated in the new design including a rear spoiler. But the shape of the body was secondary to the new secret weapon under the hood. During the disappointing '68 season, the teams raced a special tunnel port 302. The heads were impressive but the engine was a problem. The Shelby team went through 30 Ford supplied engines during the 1968 racing season. Ford wouldn't let the Shelby team go back to the proven 289. The new Ford 351 head was scheduled for '70. This new head design, made in Cleveland, had large staggered valves and huge ports.

Ford had Shelby Racing test engines with different heads at the end of 1968 to see what combination worked best. They tested the tunnel port 302 and the Engine and Foundry 302 (later known as the Boss 302, the 302 block with 351 heads.), and the Gurney-Eagle 302. The Gurney-Eagle proved to be the better engine, but Bill Gay, Chief Engine Engineer, prevailed saying the Cleveland heads were factory production and would be a lot cheaper than the exotic Gurney-Eagle ones for racing and street use. Gay said they were going to do it, it will work, and we'll make it work.

The Mustangs raced during the '69 season were shipped from the factory as 4-speed 351 Fastbacks, not as Bosses. A change in the SCCA rules allowed the fastback body to be raced, prior to this only the notchback coupes could be used. (When Shelby got the Mustang sanctioned for racing he did it with Fastbacks with no back seats, therefore coupes had to be raced since the rules required a back seat in the production cars.) The race cars were started in late '68, even though production cars weren't scheduled until April '69. Seven Mustangs were ordered from Dearborn, stripped with no paint, on December 3, 1968. A month later they were shipped. They were sold to Ford Administrative Services for $2,411 each. The prototype Trans-Am Mustangs were originally 428 Mach 1's, but these seven were basic 351 4 barrel fastbacks with 4 speeds. One car went to Kar Kraft. Three went to Shelby American and the last three went to Bud Moore. (The Moore team raced Mercury Cougars in 67 & 68 but the Cougars were dropped for 1969.) The cars were all stripped and rebuilt to the specifications used on the prototype Trans-Am Mustang at Kar Kraft. All special parts came from Kar Kraft. Interestingly enough, the car built at Kar Kraft was shipped completed to Smokey Yunick. Yunick was an old friend of Bunkie Knudsen, current president of Ford, from his GM days. The car was even painted in Smokey's colors, black with gold trim. That car never was run in the Trans-Am races.

It took the Shelby team six weeks to take their cars apart and rebuild them to Trans Am specs. Each car cost about $20,000. The car's weight was restricted to 2,900 pounds. The stock Boss 302's weighed in at 3,250 pounds. The distribution of the weight of the cars was shuffled around so that they were 50/50 front and rear. The interiors were removed completely, although the dash pad was saved and reinstalled. The windows were all replaced with lighter glass. The windows had to work, so the regulators were fabricated from aluminum to replace the heavy cast factory units. A mandatory roll cage was installed to stiffen the body. The factory seats were replaced with one racing bucket seat. A metal bulkhead was installed to separate the cockpit and the driver from the fuel tank in the trunk. A safety harness secured the driver in place. The Shelby team replaced the stock Ford shifter with a Hurst four speed, the Moore cars used the stock shifter.

The suspension of the Trans-Am Mustangs was pure race car. Trans-Am rules prohibited moving the suspension mounting points, so the roll cage was welded directly to the car suspension mounting points for strength. The cars were aligned perfectly to the computer specifications developed by Kar Kraft for the production Boss 302's. The A arms were replaced with heavy duty Boss 429 pieces using alloy bushings instead of the stock rubber. The 11.96 inch disc brakes from Lincoln Continental replaced the stock front discs. The stock rear brakes were modified and replaced with larger 11.3 inch discs. Thicker front stabilizer bars were used. Different front bars were used depending on the track and the conditions. Heavy duty forged spindles, racing coil springs and leaf springs were installed. The leaf springs had a Watts linkage added that restricted the side to side movement, allowing the spring to move vertically only. Traction bars were welded in above the leaf springs. Adjustable Koni shocks were put at all four corners. The mounting points were moved slightly for better control, contrary to Trans-Am rules. Single or twin radiators mounted just in front of the both sides of the rear axle used the cool air under the car on the rear end differential fluid. The modifications dropped the car about 3 inches from the stock height. A front spoiler hung under the front of the car with scoops just above to channel air to the front disc brakes. The 1969 cars did not use the rear spoiler. The Trans-Am Mustangs did not have the fake cut out "scoops" in the rear quarter panels like the production cars did. The early Trans-Am cars had two quick fill gas caps installed on either side of the trunk lid, later cars has a single cap above the lid. The doors had to open and latch, but they were held in place with click pins instead of the stock door latches. Twelve inch Goodyear racing tires were mounted on 15"x18" American Racing or British Mini-lite mags

The Trans-Am engines were provided by Ford's Engine and Foundry group. They were blue printed and balanced, race ready when shipped to Shelby Racing and Bud Moore. Every racing part was heavy duty to stand the rigors of the upcoming season. In the beginning a Cross Boss intake manifold was planned, similar to Chevy's Cross Ram intake. It had two huge 1250 cfm Holley carbs mounted in the front and rear on opposite sides. The size of the intake interfered with the distributor placement so a wider timing chain cover was made with an extension on the cam to reach the relocated distributor. But when the Holley carbs were finally available, the manifold runners were too long for power in the 5000-6000 rpm range. A single plane manifold was built with shorter runners. The intake had a runner for each of the Holley carbs eight barrels, one for each cylinder. The distributor was still in the way so a special off-set distributor was made. Since all parts used in racing had to be available as production parts, the Cross Boss intake was produced even though it wasn't used in the races. The valve cover breathers were stock Cleveland 351 valve covers that emptied into a collector to keep oil from blowing out on the track. The racing engines had over $6,000 of parts in them, a lot of money in 1969. But these special parts took the 290 horse power stock engine to a reliable 470 hp at 9,000 rpm.

Shelby recruited Peter Revson & Horst Kwech to drive his blue with white stripes Mustangs. Bud Moore's drivers were Parnelli Jones & George Follmer. A seventh car was shipped to Kar Kraft for Smokey Yurick but it was never raced. The Shelby American drivers were Revson in the #1 car and Kwech in the #2 car. Moore's cars were painted red and black with a white roof, hood and side stripes and numbers. Moore's cars were driven by Follmer in the #16 car and Jones in the #15 car.

The stakes were high in 1969. It was manufacturer against manufacturer. Winning was going to require more sophisticated methods. The Shelby cars were wind tunnel tested and prepped further by Shelby's veteran team. And the Shelby team was going to run its own Boss engines this year! Lots of other new ideas were used like front air dams, wider tires & fender flares and rear wing-spoilers.

On the track, the Boss 302 Mustangs were simply awesome. The first race at Michigan International Speedway, Irish Hills, Michigan, was won by Parnelli Jones driving for the Moore team. The win was originally given to Mark Donahue in a Camaro with Jones in 4th. The Ford team protested and the SCCA realized that Jones' laps had been undercounted and a couple of hours after the race Parnelli was given the win. The Jones' Mustang was the only one that finished. Revson got stuck in the mud after running off the track. Follmer lost his clutch and Kwech crashed his car into a spectator's car, killing the spectator.

The 2nd race, held at Lime Rock, Connecticut, on Memorial Day was won by Sam Posey in a Shelby Mustang. That was the Shelby team's only victory during the 1969 season. Three of the drivers skipped this race to drive at the Indy 500 race. Posey was driving Revson's car #1, John Cannon piloted the #16 car of Follmer and Parnelli's #15 Mustang was driven by Swede Savage. Kwech dropped out after 19 laps with brake problems after leading the race. Posey took the lead and stayed there. The race was between Posey and Savage. Posey broke a valve near the end of the race, slowing him down. Swede put forth a huge effort to catch him, but cut a tire on debris from the track, and came in second.

In June at Mid-Ohio even though the Mustangs ran a good race, the Bucknum Camaro slipped by finishing just ahead of the Jones' Mustang. All the Mustangs finished. Follmer was third, Revson came in second and Kwech was 10th.

At Bridgehampton, New York, Penske put Donahue in the Bucknum Camaro after his engine blew while warming it up. Even though Donahue had to start at the rear of the race since he did not qualify in the car, he fought his way to challenge the Mustangs. Follmer and Jones fought for first place for 29 laps. Jones went in for fuel leaving room for Donahue and Jerry Titus in a Chevy powered Firebird. Follmer won, Revson came in 5th. Jones went out with a broken shifter, a wiring fire and a flat tire. Kwech lost his transmission.

Following Lime Rock the Shelby Team was plagued with problems. Horst Kwech wrapped his Boss around one of the few trees on the Donnybrooke course in Brainerd, Michigan, in July, after running a great race. (Follmer's car went out in an accident in that race as well). Parnelli Jones won at Brainerd, his fourth win out of the last five races, and Revson came in 3rd. Donahue blew the engine in his Camaro. The Ford Boss Mustangs held 42 points to Chevy's 30, the Pontiac team at 13 and the AMC cars had 8.

The sixth race at Loudon, New Hampshire, was Donahue's second win of the season. Jones gave him a run for first but went out with an overheated engine. Kwech's engine broke early in the race. Revson came in third and Follmer fourth. The Mustangs had a six point advantage over the Camaros.

But the race that did in the Ford effort was at Ste. Jovite, Canada in August, 1969.The Mustangs did a tremendous job during the 3 hours of the Le Mans Circuit Trans Am that warm day in Canada. Jones, Follmer and Doanhue fought for the lead until the ninth lap. Jones' shift linkage jammed taking him out of the race. But the worst happened in Lap 14. Follmer's Boss blew an engine and spewed oil all over the track causing him to hit a guard rail. He had just gotten out of the car when a Mini plowed into his Mustang. Kwech slid into the fence pinning a marshal, breaking his arm. Revson hit the mess at speed jumping one car and landing on the hood of a Firebird. Three Mustangs were involved as well as a lot of the other cars in the race. The Mustangs weren't damaged that badly in the pileup. But after the tow trucks were finished, so were the cars. A tow truck driver looped a steel cable around the roof of Kwech's Mustang to lift it over the guardrail, doing serious damage to the car. All three Mustangs were all but destroyed. Donahue managed to miss the accident and went on to win the race. Camaro now lead the series, 49 to 46.

All the Mustangs were taken back to Detroit to salvage what was left. A couple of Boss racers were assembled from the wrecks of the three Bosses in the week between races. They were raced but not successfully. The welded and pieced together bodies just couldn't perform like the original ones.

At Watkins Glenn, only three Mustangs made it to the track. Kwech's car was out of the race. Jones took the lead early in the only original Boss but lost it with a bad tire. Donahue took the lead. Both Donahue and Jones were black flagged for passing under a caution flag, and both had to see the track steward. Donahue got there first and got back on the track while Jones was still getting his lecture. Jones never caught up. It was Donahue's third straight win. Follmer and Revson did not finish. The Camaro team now had 58 points to the Mustang's 52.

In August , at Laguna Seca in California, Dan Gurney replaced Horst Kwech in one of the Shelby cars. Ford felt Kwech wasn't the right driver. He had only finished one race. Gurney brought his own mechanics, but it didn't make any difference. Jones and Follmer traded first place until the sixth lap when Jones went out of the race with rear axle problems. Follmer lead until a brake line broke. Donahue won his fourth race. Gurney came in third, Revson was fourth. The Penske Camaro team now had 67 points to the Ford team's 56. After that race Gurney complained that the Shelby team wasn't getting the best parts, that they were going to Moore instead. But Lew Spencer said the Shelby team's problems came from the loss of Chuck Cantwell to the Penske team. Cantwell had been the Shelby team's suspension man. Spencer felt that without Cantwell, the Moore team was ahead of the Shelby team.

At Kent, Washington, the Ford team needed to take first and second to catch the Camaro team. Ford rented the track prior to the race to try and sort out the problems with the cars. During the race, Parnelli Jones' held the lead for the first 74 laps. Donahue blew his Camaro's engine. It was looking good for the Ford team. Jones pitted with a stuck safety valve in his fuel tank. Bucknum took the lead in the Camaro. Jones got back in the race and gave it another valiant effort. During the last lap, he blew a tire and crossed the finish line with sparks flying, coming in second to Bucknum. Revson finished in fourth and Dan Gurney came in tenth. Follmer had an accident in lap 129, almost at the end of the 135 lap race. Five straight wins for the Camaro team gave them 72 points to Ford's 62.

The September race at Sears Point in Sonoma, California, gave the Penske team another chance to out perform the Ford team. Revson was out of the race with carb problems. The Jones's pit team was a lot slower than Donahue's. Even though Jones lead most of the race, Donahue's team had his Camaro back on the track much faster. Donahue's team did his three pit stops faster than Jones's team did his two. In the final seven laps. Jones was driving like a wild man, sliding around corners, locking up his brakes, and speed shifting in the straight aways.

The season ended with the Boss Mustangs only giving a great showing. Mark Donahue, driving his Penske Camaro, out did the Mustangs again to win the 1969 championship. But it took Donahue winning six of the last seven races to beat Parnelli Jones and the remaining Mustangs. Moore's team was faster and more dependable than the Shelby team, earning Ford's full support by the end of the season. The race wasn't just to win with the Mustangs. It was also to see who carried the Ford flag next season. The Shelby American team was out.

Ironically, Shelby American won Ford the 1966 and 1967 Trans Am Manufacturer titles before the 1970 trophy, without factory support.

1970 Trans Am Racing - Ford Finally Wins, Again

The 1970 Trans Am season was a replay of the prior year's manufacturer wars with one major exception, the Shelby Racing team pulled out of Trans Am racing totally. Trans Am racing had become the top race in the country. Attendance was way up at the races. The Ford Boss 302's and Z-28 Camaros were competing for street sales with the public.

The competition was going to be tough in 1970. Penske took his team, including Mark Donahue, to American Motors, leaving Chevy. Chrysler was back with two cars, a Plymouth Barracuda and a Dodge Challenger. Jerry Titus was back in a Firebird for Pontiac even though GM wasn't officially supporting racing. Chevy hired Jim Hall for the Camaro team.

Chrysler was serious about the '70 Trans Am series. The company was losing a lot of money and saw the Trans Am races as a way to sell more cars. Phil Remington, late of Shelby American, was hired to build the race cars at the All American Racers in Costa Mesa, CA. Chief Chrysler engineer, Pete Hutchinson, was tweaking the destroked 340 engine to 460 horse power. Dan Gurney was the lead driver. The Dodge Challenger team had an identical car to the Barracuda, except the engine was built by Keith Black and the driver was Sam Posey, who won his first Trans Am race in a Shelby Boss 302 at Lime Rock. Both cars had seen little track time prior to the series beginning.

The American Motors Javelin team looked like the team the Moore Mustangs had to beat. Chuck Cantwell, a former suspension magician at Shelby American, had joined the team the prior year. Mark Donahue was the lead driver. The engines were specially prepped by Traco.

The Chevy team was at a great disadvantage. The loss of the Penske team and a new body that wasn't scheduled for release until mid year threatened Chevy's repeat of the 1969 win in 1970. Jim Hall quickly put two Camaros together. One to be driven by him and the other driver was Ed Leslie. Even though GM was officially uninvolved in racing, the Hall Camaros were factory race cars.

Pontiac was also at a great disadvantage. GM wasn't supporting racing. The destroked 400 cid engine weighed in at 75 pounds more than the Chevy 302's. And they only had one car to race.

Ford only sponsored one team for the '70 season and that was Bud Moore's team. Ford cut back 75% on its racing budget. Ford didn't think the Shelby team could give the results based on the prior year's performance. The Bud Moore cars were 1969 Mustangs with 351 4V engines and 4-speeds. They were updated to '70 sheet metal. Kar Kraft rebuilt the cars to Trans-Am specifications and shipped them to Moore. The cars were painted yellow with black center stripes. Parnelli Jones drove car #15 and George Follmer piloted car #16.

The rules were changed in 1970. The minimum production of cars was raised from the 1,000 minimum in 1969 to 1/250th of the manufacturer’s total production in the prior year- a minimum of 2,500 cars. Rules were relaxed in other areas. More flexibility was allowed with engines, rear ends and suspension. The dual 4 barrel carbs, allowed in 1969, were restricted to a single 4 barrel. Ford developed the Autolite In-Line carb to take advantage of this rule.

Jones and Follmer drove the Trans Am Mustangs against Mark Donahue and Pete Revson in AMC Javelins; Swede Savage driving a Plymouth Barracuda; Sam Posey piloting a Dodge Challenger and Milt Minter, Vic Elford and Jim Hall in Chevy Camaros. It was a race to the finish and to the last race. Parnelli Jones beat out Mark Donahue by one point to give Ford its third Trans-Am Manufacturers' Championship.

From TheCarSource.com

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This is a beautiful Fire Engine Red 1954 Hardtop with tons of NEW stuff. For more pix view the attached album or contact me for specifics.
I will try and list some of the highlights... 350 motor, 700R4 trans, interior, paint, emblems, lenses, chrome, tires & wheels... There is too much to list...

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These Are some Photo's for all to Enjoy!
There is nothing better than a Fine Automobile w/ a Fine Woman to go along with it!

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The Little Red Wagon became a drag racing legend as the first "wheelstander" back in 1965.

Then the world's fastest truck, the customized Dodge A-100 compact pickup was a major hit with fans at drag strips throughout the United States as owner-driver Bill "Maverick" Golden screamed through the quarter-mile with the Wagon's front wheels in the air.

What made the Wagon famous was that, when Golden hit the throttle, it popped its front wheels into the air while continuing to accelerate. How did that happen?

The Dodge A-100 normally was powered by a slant six, but the Little Red Wagon was outfitted with a 426 Hemi – with roughly four times the horsepower of the six.


Bill "Maverick" Golden
There wasn’t enough room for the huge engine under the hood, so it was placed behind the cab, in front of the rear wheels, which required cutting a hole in the pickup bed and another into the cab itself.

The truck then was lightened by jettisoning items such as the heater, dash panels and front bumper, and by replacing the doors with fiberglass versions. The first time out of the box, using a stock Hemi, the truck ran a quarter mile in the 11 second range at 120 mph.

Then something weird happened. In a 1965 practice run at the Motor City Dragway north of Detroit, the Hemi's astounding torque and horsepower, and the truck’s rear wheel drive and slight rear-weight bias, all combined to surprise the Wagon's driver by throwing its nose into the air.


The result was an unexpected (the first time), thrilling, and moderately dangerous quarter mile.

When the accidental automotive acrobatics were repeated for race fans, they went wild, and Golden and the Wagon soon found themselves before the TV cameras filming Dodge truck commercials. Magazine photographers risked their lives to get dramatic shots of the Wagon doing its famous wheelies.

Before the season was over, the Maverick and the Wagon had become the most talked about combination in drag racing.

Their popularity continued for many years, and Golden last ran the Little Red Wagon in 2005 – 40 years after its debut.

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After reading about the "Roller Paint Job" on the internet and seeing the "98 Dollar Paintjob" in Hot Rod Magazine, I decided to give it a go. Perk is that you do little masking and can do it in the garage / yard and there is little paint loss so a gallon can do an entire vehicle.

Instead of Rustoleum, I chose Sherwin Williams Sher-Kem since it can be tinted to match my existing paint.

I'll post the photos to the album as I complete the stages. It works like this:

Coat 1
1 hour
Coat 2
11 hours
Wetsand out orangepeel
Coat 3
1 hour
Coat 4
Wetsand out orangepeel
Coat 5
1 hour
Coat 6
Finishing Wetsand
Polish
Buff

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I love having fun in the garage, It's 60 feet long and 28 feet back so lots of room for cars and signs. I have been putting signs up on all the walls for some time now, always finding new ones to hang. I enjoy taken fun pic's with the cars:) I hope you enjoy my toys and pic's as well;) if you like my Garage, Please leave a comment over on the Garage comment box, Would love to hear what you think to make it more fun!

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MTT Turbine SUPERBIKE, also known as Y2K Turbine SUPERBIKE, is the world's second wheel driven motorcycle powered by a turbine engine, created by Ted McIntyre of Marine Turbine Technologies Inc.

Reports of the MTT Turbine SUPERBIKE appeared as early as 1999 in a May issue of Cafe Racer magazine, but the production model was introduced in 2000.

Powered by a Rolls Royce Allison 250 series turboshaft engine, producing 238 kW (320 hp), this bike has a price tag of US$150,000 (US$185,000 in 2004). It is recognized by Guinness World Records as the "Most powerful production motorcycle" and the "Most expensive production motorcycle." Unlike some earlier jet-powered motorcycles, where a massive jet engine provided thrust to push the motorcycle, the turboshaft engine on this model drives the rear wheel via a two-speed gearbox. Riding the motorcycle is said to be somewhat tricky due to the inherent throttle lag in the engine, acceleration when letting off the throttle, and extreme length.

The engines used in the motorcycles are second-hand, having reached the FAA running time limit, after which they have to be rebuilt, regardless of condition. MTT can buy these engines for a much lower price than new engines and use them on surface vehicles without requiring FAA approval. One of the engine's more usual applications is powering the 1.5 ton Bell 206 JetRanger helicopters. To get around the problem of procuring the kerosene usually used in turbine engines, the engine of the bike has been modified to use diesel fuel.

In addition to the engine, there are other innovations incorporated into this bike, such as radar detector with laser scrambler, rear mounted camera with LCD display, and an optional passenger seat.

Unlike other contemporary motorcycles (such as the Hayabusa), the 2001 and later models of the MTT Turbine SUPERBIKE do not have the 300 km/h speed limiting governors self-imposed by Japanese manufacturers.

In 2008, MTT released the "Streetfighter," another jet-bike with a stronger, 420-horsepower (310 kW) engine

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My '61 Thunderbird looks great with wide white walls. But alas, wide white walls apparently are not in the cards for my T-Bird, although I did put in a good effort.
I had purchased some fake wide-white walls for it a few years ago, but it turned out they were held on by wheel covers and my car has mag wheels, so that didn't work. Then I came across a guy who had a set of the original Portawalls from the 1950s or 1960s in excellent condition, and I bought them from him. But when I took them to the tire shop, we discovered the tire will not hold air with those Portawalls on them, so I had to purchase inner-tubes. I did that, but had to go to another store to get them. Then it was back to the tire shop, and the tire shop knocked down all the tires to install the tubes and then the Portawalls, but the guy warned me that he didn't know how well they'd hold up on modern tires because the modern tires are shaped a little different and don't have the smooth sidewalls with no raised letters or print like the tires of old. Sure enough, by the time I got it home, one of the Portawalls had worked part way off and broke. So, back to the tire shop, and I had him take them all off, because the car looked incomplete with only three wide white walls. When I got back home again, I discovered one of the tires going flat in the garage. So, I pulled that wheel off and went back to the tire shop again. It turned out the wheel had a slight defect in it that punctured the innertube but otherwise never would've manifested itself with tubeless tires. He took the innertube out and the tire was fine.
It was a most frustrating experience.
I'm aware that there are companies that sell wide white wall tires, but I've also head some stories of quality issues with these companies. I've been told the tires are made more for show than for doing a lot of driving. And having to order the tires by mail and having no dealer to go back to locally for repairs when something does go wrong makes me very hesitant to take this route. And that's without even mentioning the high cost of said tires.
But that's OK. The wide white walls may have looked great, but when you have a good-looking car to begin with, doing without them becomes a minor detail. That is, once I got over all the frustrations I dealt with.

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If you haven't heard yet, we are looking at an Xtreme 2008 start this and are networking with the millions of enthusiasts to get the word out. We are on a conquest to make Xtreme Cars and Stars the #1 resort brand structured around the culture and enthusiasts. Take care and wheels side down.

Dennis


Presenting
XTREME CARS AND STARS RESORT

Xtreme Media Team Contact Info
xtrememedia2008@excite.com

Las Vegas, NV -- The "Car" is a "Common Bond" and "Common Link" for everyone worldwide.

The Xtreme Cars and Stars Resort is a unique car-automotive theme luxury destination resort that offers new exciting "Rev It Up" entertainment venues and "Xtreme Innovative" educational experiences for all ages. This resort is where family, friends and generations to come can share their common bonding car experiences which will create a strong passionate theme about how unique the Xtreme Cars and Stars Resort is by sharing worldwide car experiences and thrilling car stories everyday.

Due to the overwhelming response, Mr. Dennis K. Tacason, President of Development, is negotiating strategic site locations for North America, Europe, Asia and U.A.E. Mr. Tacason has over twenty five years of successful construction experience and is working with pre-qualified vendors that have signed on as an "Xtreme Cars and Stars Licensed" vendor for Build-out Phases I, II, III.

Founder & Visionary, Mr. Mark D. Fleming, has strategically positioned the Xtreme Cars and Stars Resort impact as being the number (#1) one resort brand worldwide in which the due diligence has been completed at all levels. Several celebrities are attached to the luxury master plan resort along with key racecar personalities. Part of the demographic market segments includes: Formula One, NASCAR, Open Wheel, Indy Car, Lemans, Champ Car, Formula BMW, Moto GP, Drag Racing and Carting. The Xtreme Cars and Stars Resort macro economics base is mass market appeal worldwide.

Mrs. Mila P. Fleming, President of Operations - Europe, has placed the Xtreme Cars and Stars Resort "Global Design Green Tech Institute" as being one of the key investment opportunities for Europe offering an array of new educational and career planning programs. As a vital part of Xtreme Team, Mrs. Fleming is well noted with an international business background with European cultures.

The master plan impact factors will create over 3000 new job opportunities increasing tourism and business trade on a mass market scale. Educating future generation youths of green life style choices while stimulating the economy worldwide will assist in the "Global Green" frontier.

Xtreme Cars and Stars Resort is a key investment in our global economy going green now.

For more information register at http://www.Xt...sandStars.com

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Well this was the 2nd of the 3 and a competition show that was very tough but you all know how the politics affect the judges decisions...it was a weekend show from March 13-15 I decided to help another club out by submitting my car in the show wich we had a very bad spot and the judging was horendous...they classified my car against trailor queens that are well over $150,000.00 + I had no chance in winning or even placeing because I do drive the car in the summer and I didn't build a coffee table, oh well...I had a great time getting the hotties to pose for some pics on the car and on the 2010 Camaro SS that G.M.loaned us for the show, There were tons of beautiful machines there and I am happy that I was a part of it!

Here is the link to the pics from this show...Enjoy!

http://rides....b?vhost=rides

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all yall help me out, here's alist of t.v. and movies with T/A's in them

SMOKEY AND THE BANDIT 1-2-3
HOOPER
CANNONBAL(DAVID CARRADINE)
THE PRESIDIO(YELLOW T/A KILLED INFORMANT)
THE DRIVER-RYAN O'NEIL
ROCKY 2
THE HUNTER-STEVE MCQUEEN
THUNDERBOLT AND LIGHTFOOT-CLINT EASTWOOD
EYE FOR AN EYE-CHUCK NORRIS
A FORCE OF ONE- CHUCK NORRIS
BORDERLINE -CHARLIE BRONSON BORDER PATROL
KNIGHT RIDER-DUH
HIP HOP VIDEO "MUST BE THE MONEY" RIDE WITH ME
MEATBALLS
DAZED AND CONFUZED
OLD SKOOL
DETROIT ROCK CITY
JOE DIRT
THE WRAITH
AMERICAN WEDDING
JOHN TUCKER MUST DIE
CHARLIES ANGELS 2
BAD BOYS 2
SON IN LAW
CANNONBAL RUN
CRASH AND BURN
THE JERK- STEVE MARTIN(BARRIS CUSTOMIZED)
ROCKFORD FILES
Mc Q- JOHN WAYNE
BLUE THUNDER
SLEEPWALKERS-TRANS-AM CHANGES TO MUSTANG
FIREBIRD 2015
LONGEST YARD (ADAM SANDLER)1 BEHIND BARN
SIMPSONS-APU DRIVES ONE
AMERICAN BEAUTY
CHIP'S-PONCHE'S BIRD
OLDER EP OF SOUTHPARK
GEOGIA PEACHES- LATE 70'S FLICK W/ CONVERT '79T/
BIG BOB JOHNSON'S FANTASTIC SPEED CIRCUS----------
(CHARLES NAPIER)
AN EPISODE OF RENO 911-CROWN VIC CAN'T CATCH IT!
A VIDEO BY JASON ALDEAN-JOHNNY CASH'S( GAS UP THE PONTIAC)
PAYBACK-MEL GIBSON
2 diff episodes of MY NAME IS EARL
2 EPISODES OF THAT 70'S SHOW
POLICE ACADEMY 1st movie
TRAVIS TRIIT video" Long Way to Richmond"

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This is a video that was shot, when I presented and gave Chad, this 1/4 scale gas remote control sprint car.


I built this 1/4 scale sprint car, for one of the best guy's on the planet, my buddy Chad. He's letting us build a dirt oval on his acreage, hence, the reason I gave the car to him. He and a friend own a automotive repair shop called, "The Shop inc," in Lincoln Nebraska. They are no doubt, the best mechanics in the galaxy. They also have a chassis dyno so, I guess we'll have to put this sprint on it and see what it pulls. What numbers do you think it will pull ? lol

Thanks,
Kevin

427HISS

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I thought this was cool, at least for us Vette lovers.

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