The car that Mustang fans have been hoping Ford would build for a very, very long time is finally here: the 2012 Boss 302.
"Boss is a hallowed word around here, and we couldn't put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor. We were either going to do it right or not do it at all - no one on the team was going to let Boss become a sticker and wheel package."
A true Boss 302 is raw, hardcore and race-inspired, and Ford delivered the goods. The latest special edition Mustang comes with plenty of items that will excite road racing fans - an upgraded clutch, short-throw shifter, adjustable suspension, improved brakes and a more potent version of the 5.0-liter V8 that produces 440 horsepower and 380 lb-ft torque thanks to a new intake and more aggressive camshafts. Ford claims the Boss 302 will be able to break 1.0g and lap a typical road course two seconds faster than the standard Mustang GT. Ford engineers even reportedly benchmarked the BMW M3 when developing the Boss 302, aiming to beat the famous Bavarian coupe around Laguna Seca, which they claim to have achieved.
The exterior is inspired by the original 1969 model with either a black or white roof panel, C-stripe, closed fog lamp openings and a more aggressive front splitter and rear spoiler. Available colors are more eye-catching than the standard choices and include Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.
2010 Boss 302 owners will enjoy a more aural experience from the cockpit thanks to eleven pounds of sound-deadening material removed from the car. The interior also gets a dark metallic finish for the instrument panel, gauge cluster and door panel trim, Alcantara-covered steering wheel and an optional package with Recaro high performance seats.
Finally, Ford is also planning to release a limited number of Boss 302 Laguna Seca models that offer more body stiffness, a stronger chassis and an aero package lifted straight from the Ford Racing Boss 302R.
Tuesday, August 31, 2010
Friday, August 27, 2010
The Origins of the Pontiac " GTO "
The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist; Bill Collins, a chassis engineer; and Pontiac chief engineer John De Lorean. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. With GM's ban on factory-sponsored racing, Pontiac's young, visionary management turned its attention to emphasizing street performance.
In his autobiography “Glory Days,” Pontiac chief marketing manager Jim Wangers, who worked for the division’s contract advertising and public relations agency, states that John DeLorean, Bill Collins and Russ Gee were indeed responsible for the GTO's creation. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 CID (6.4 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326CID (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).
The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the Grand tourer class. The name drew protest from purists, who considered it close to sacrilege.
The GTO was basically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 cu in (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.
In his autobiography “Glory Days,” Pontiac chief marketing manager Jim Wangers, who worked for the division’s contract advertising and public relations agency, states that John DeLorean, Bill Collins and Russ Gee were indeed responsible for the GTO's creation. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 CID (6.4 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326CID (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).
The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the Grand tourer class. The name drew protest from purists, who considered it close to sacrilege.
The GTO was basically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 cu in (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.
Saturday, August 14, 2010
Superformance GT40
A quality re-creation of the original that beat Ferrari and finished in the top three positions in the grueling Le Mans 24 Hours in 1966. In developing the exhilarating GT40 continuation, engineers went to great lengths to ensure authenticity. So authentic, that we can legally use the name “GT40”. The GT40 also carries the GT40/P chassis number and is eligible for the official GT40 registry.
The GT40 continuation is built to exacting standards - in fact over two thirds of the rolling chassis's parts are interchangeable with that of an original car, including the 'monocoque" style chassis.
The Superformance GT40 also boasts of a pressed steel roof and beautifully finished body. Current models offered are the MKI and MKII which are available in right and left hand drive.
Add your choice of power (big or small block ) with a ZF/RBT transaxle, and prepare yourself for extreme satisfaction and the ultimate in styling.
The GT40 continuation is built to exacting standards - in fact over two thirds of the rolling chassis's parts are interchangeable with that of an original car, including the 'monocoque" style chassis.
The Superformance GT40 also boasts of a pressed steel roof and beautifully finished body. Current models offered are the MKI and MKII which are available in right and left hand drive.
Add your choice of power (big or small block ) with a ZF/RBT transaxle, and prepare yourself for extreme satisfaction and the ultimate in styling.
Sunday, August 8, 2010
Fords Legendary Muscle Car " The Ford Fairlane "427" Thunderbolt
History of the Fairlane Thunderbolt
The history of the Thunderbolt begins with America's love of competition. Win on Sunday, sell on Monday was the idea at the time, and the big "3" knew customers could identify with cars that they saw at the track and in the showroom. Even if you didn't go out and buy a 427 Galaxie, you sure did want to go check one out at the dealership after you saw it rumble by in the staging lanes. Showroom traffic is worth a lot to dealerships, and Ford knew this and made sure they had a major piece of bait with their new strip machine. This car would put them on the map as far as drag racing goes, with an engine already established as reliable and supremely powerful.
In 1963, an alliance between Ford's special vehicle department and the East Providence, RI dealership Tasca Ford created a mule vehicle which would ultimately be known as the Thunderbolt. Tasca had been running a '62 Fairlane stuffed full of a 406 engine, and had gotten Ford's undivided attention. A test car was built in 1963 to determine if an advantage would be gained by using the unitized body Fairlane in drag racing (versus the full framed Galaxie) This blue '63 Fairlane 500 hardtop was equipped with a 427/425 horse engine and an 4 speed transmission to test the feasibilty of a midsize car and big block engine combo. The car went largely unnoticed at the races it attended. Apparently it was crushed instead of being sold. That's the usual story for Ford prototypes, even today.
It was determined that this combination would give Ford the weight break it needed to run with the Max Wedge MoPars and the soon to be released Hemis. The Dearborn Steel Tubing Co. (DST), was picked to do all of the conversion work on the Fairlanes. The cars were built at the Dearborn plant as Fairlane 500 2 door sedans, minus all sound deadener, sealer and insulation. These cars did not have radios, heaters, or rear window cranking mechanisms. The side windows were plexiglas, and they were optioned with the 289/271 horse engine. This engine choice gave the cars a 9 inch rear end and larger brakes, which they would definitely need in a very short time.
The first run of cars were built in late '63. They were Vintage Burgundy with tan interiors. 11 cars were delivered to Dearborn Steel Tubing, and hand built into full fledged drag monsters. Apparently, 9 were done and presented to the drag teams at the same time. All of these cars were identical, except for one automatic. It was driven by Paul Harvey and sponsored by Bob Ford in Dearborn. This car was the only Vintage Burgundy, automatic transmission combination car built. Tragically, it was destroyed in a crash after being sold in 1965, killing the driver. I feel that this would be a very valuable Thunderbolt if it was around today.
The second and third runs were different creations. These cars were NOT assembled at the factory, but rather transported to DST in pieces and assembled there. The first 11 or so cars were in fact complete cars which were built by FORD, taken to DST, and completely dismantled for the transformation. Since the total number of cars was fairly high for such a special type of machine, the second type of assembly was definately preferable.
The history of the Thunderbolt begins with America's love of competition. Win on Sunday, sell on Monday was the idea at the time, and the big "3" knew customers could identify with cars that they saw at the track and in the showroom. Even if you didn't go out and buy a 427 Galaxie, you sure did want to go check one out at the dealership after you saw it rumble by in the staging lanes. Showroom traffic is worth a lot to dealerships, and Ford knew this and made sure they had a major piece of bait with their new strip machine. This car would put them on the map as far as drag racing goes, with an engine already established as reliable and supremely powerful.
In 1963, an alliance between Ford's special vehicle department and the East Providence, RI dealership Tasca Ford created a mule vehicle which would ultimately be known as the Thunderbolt. Tasca had been running a '62 Fairlane stuffed full of a 406 engine, and had gotten Ford's undivided attention. A test car was built in 1963 to determine if an advantage would be gained by using the unitized body Fairlane in drag racing (versus the full framed Galaxie) This blue '63 Fairlane 500 hardtop was equipped with a 427/425 horse engine and an 4 speed transmission to test the feasibilty of a midsize car and big block engine combo. The car went largely unnoticed at the races it attended. Apparently it was crushed instead of being sold. That's the usual story for Ford prototypes, even today.
It was determined that this combination would give Ford the weight break it needed to run with the Max Wedge MoPars and the soon to be released Hemis. The Dearborn Steel Tubing Co. (DST), was picked to do all of the conversion work on the Fairlanes. The cars were built at the Dearborn plant as Fairlane 500 2 door sedans, minus all sound deadener, sealer and insulation. These cars did not have radios, heaters, or rear window cranking mechanisms. The side windows were plexiglas, and they were optioned with the 289/271 horse engine. This engine choice gave the cars a 9 inch rear end and larger brakes, which they would definitely need in a very short time.
The first run of cars were built in late '63. They were Vintage Burgundy with tan interiors. 11 cars were delivered to Dearborn Steel Tubing, and hand built into full fledged drag monsters. Apparently, 9 were done and presented to the drag teams at the same time. All of these cars were identical, except for one automatic. It was driven by Paul Harvey and sponsored by Bob Ford in Dearborn. This car was the only Vintage Burgundy, automatic transmission combination car built. Tragically, it was destroyed in a crash after being sold in 1965, killing the driver. I feel that this would be a very valuable Thunderbolt if it was around today.
The second and third runs were different creations. These cars were NOT assembled at the factory, but rather transported to DST in pieces and assembled there. The first 11 or so cars were in fact complete cars which were built by FORD, taken to DST, and completely dismantled for the transformation. Since the total number of cars was fairly high for such a special type of machine, the second type of assembly was definately preferable.
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