How to price your Classic Car

1
Gather information about your car.
Write down the year, make, model and trim level of the vehicle. If you have original paperwork from the first sale of the car, this is an important piece of history of the vehicle for any potential classic car seller, because it provides authenticity to a buyer as well as a bit of nostalgic memorabilia. The original paperwork alone in many instances can raise the value of a classic car. Also, collect paperwork about repairs and improvements made over the years.

2
Note the mileage on the vehicle and whether they are original miles or if the engine was replaced at some point.

3
Note how the car was stored by you and previous owners.
A car stored indoors away from sun and inclement weather is less apt to have body wear from rain, sun and changing temperatures; as such it will be more desirable for buyers and more valuable.

4
Assess the condition of the vehicle.
Rust on the body, door dings, paint scratches and worn upholstery will lower the value of a classic car.

5
Consider making repairs before selling.
Body work and engine repairs will not only increase the value of the vehicle but also make it more attractive to sellers. Consider having the car professionally detailed, which can cost as little as $100 and will make the vehicle more attractive to sellers.

6
Research classic car price guides.
Some good sources are the Collector Car Price Guide, the National Auto Dealers Association Appraisal Guides, Kelley Blue Book and Edmunds. The three latter organizations have websites to enter the details of your vehicle and its condition to set a fair market price; the former product is available at bookstores, Amazon and undoubtedly elswhere. A good practice is to set your classic car's price in the middle of the range and add or deduct depending on the car's mileage, condition and repair history. Low mileage, good condition, a garaged history and recent repairs render a higher price. Cars needing repairs should be priced lower than the median.

7
Price a bit higher than you hope to receive.
If you hope to get $6,000 for your classic car, price it a bit higher to give you bargaining room. Advertise the vehicle at $6,500, $6,999, an even $7,000 or $7,250 if that's not terribly unreasonable. If you get your selling price, then it is a bonus for you. If not, it gives you some space for bargaining.

Tips & Warnings
Do your research on selling prices of similar vehicles, because buyers will do the same and will want to negotiate the lowest prices.

Top 10 Vehicles of the 2011 SEMA Show

If there's a common theme to this year's SEMA Show in Las Vegas, Nevada, it's that there's really no common theme at all. Trucks are in huge supply, as are sedans, sports cars, lowriders, donks, rockcrawlers, hardparkers, luxobarges, restomods, drift machines, patina, bling. Many of the cars draw from multiple categories. It's a feast for the senses, and the sensibilities. There's something for everyone.

With so much to choose from, you might think it's hard to decide which is the best stuff. It's not, since we already did all the legwork for you. Below are the top 10 vehicles of the 2011 SEMA Show.

1964 Cadillac Deville Convertible: Lounging outside the Central Hall is this stretch-forever Deville that simply stopped us in our tracks. This one hits the sweet spot — it's not one of those weenie restoration cars, nor does it stray too far into the realm of overwrought silliness. Don't write it off as a simply blingy lowrider. This car's detailing is exquisite in ways beyond your typical show car, complementing the Deville's inherent elegance. It's all about restraint — nothing on the exterior or in the cabin is over the top and it's all executed to an exceedingly high standard. Under the hood and in the trunk is a different story, but the attention to detail never falters. This is an absolute stunner.

1971 Alfa Romeo Furia: Whoa, an Alfa? This one was a heck of a surprise. In part because it's an Alfa, and in part because it's a particularly obscure Alfa. Tiny, almost toylike, this Furia is one of five built by the company. It spent the majority of its life in Brazil and has skirted abandonment, neglect and near-total destruction more than once. You can tell this one's been lovingly restored but shows the patina of regular exercise, which is something we can get behind. A mid-mounted 2.0-liter four with about 180 horsepower drives the rear wheels, and?wow, those Campanolos are kind of distracting in their awesomeness. And those quad headlamps, and the gullwing doors, and clamshell clasps, and wing mirrors, and?

AMC AMX: With an LSx swap. Need I say more?

Big Oly Trophy Truck: Finding a purposeful truck at SEMA is like finding a PhD candidate among its booth professionals, but the Big Oly Trophy Truck delivers. What's more, it's more faithful to its progenitor than you might think. That's because the original Big Oly of the '70s was essentially a trophy truck in the disguise of a Ford Bronco, so that's what this one is, too. It's got bucketloads of presence, impeccable build quality and the right kind of nostalgia. This one did the rounds at SEMA a couple years ago but still commands respect.

Homebuilt Rock Crawler One-Off: It doesn't have a name. It doesn't even have a purpose. It doesn't matter. Built in a home garage by a single deranged fabrication savant, this?thing is one of the most impressive vehicles we've ever seen. It has four-wheel steering and all-wheel drive yet lacks driveshafts. Instead, a rear-mounted LSx engine powers a pump that drives the wheels hydraulically. Torque can be shuttled to any wheel in any proportion in any condition, and driveshaft angularity is clearly no longer an issue. The chassis is comprised of stainless steel held together with about 12 miles of weld bead, and nearly everything has been fabricated from scratch. It's absolutely mind-boggling. Check it out in the Optima Batteries booth if you get a chance.

Mazda MX-5 Spyder: Before you bring up the Boxster Spyder, you should know that Mazda designers really, really liked that car, and they freely welcome the association. Think of the MX-5 Spyder as something of a hat tip to the Porsche. It's amazing what 30mm will do — that's how far the stock windshield was laid back to achieve the desired raked look. The result is a whole lot more aggression and a purposeful look. Surprisingly enough, permanent changes are limited only to A-pillar mods — it still uses the stock MX-5 windshield glass, weatherstripping and cowl panel and rear latch points. The remaining bits — a reshaped grille opening, airdam, sill extensions and hard tonneau — bolt right up. Don't go thinking the MX-5 Spyder is production-ready, though. This one's strictly a show car. For now.

Rodan: Indulge us this one deviation from our usual car-centricity. Bikes are heavily outnumbered by cars at SEMA, but most of them are executed very well. This one, however, takes the cake with its spare sensibility and eye toward proportion. Rodan started life as a 1969 Honda CB750 and was brought to its full cafe racer glory by Fuller Hot Rods. It just looks right. The gloss on the paint is low, but not trendily so. Those clip-ons have a terrifically simple wrap. Its seat is retro-ish without being distractingly so. It's got the X-factor — there's something about the way all the design elements converge into a cohesive whole. Do want.

Scion FR-S: This is possibly the 37th time we've seen the Scion FR-S. Yet it remains a very significant car, and it's one of the few examples at the show that's truly a concept car. And this version looks amazing. Check out its center-lock wheels that look as though they escaped from a Cuisinart factory, or the rear diffuser that might just ingest you whole lest you get too close. It's either funny or sad that we're seeing this modified FR-S before the production example has even been released. Still, the aftermarket has a tough act to follow after seeing this FR-S. We're ready. Bring it.

Scion iQ MR: Two words: midengine conversion. That get your attention? This Scion iQ was spearheaded by Tatsu Tsuchida as part of Scion's Tuner Challenge, and it's clearly going for the throat. The stock wrong-wheel-drive powertrain was binned, and a built 1NZ-FE 1.5-liter four from a first-gen xB now drives the rear wheels, which when finalized is expected to approach 200 horsepower. An SCCA-compliant cage suggests they're serious about finishing it, too. It'll only have to push around about a 100 more pounds than a stock iQ, so it ought to hustle. In the meantime, it's a treat to look at. The aesthetic is novel — that's not paint, it's Sharkhide metal protectant. It's pretty awe-inspiring, and that's something we'd thought we'd never say about an iQ.

SoCal Streamliner: Sometimes, all it takes is the right shape. A recreation of the Dean Batchelor-driven Streamliner that hit 187.89 mph in 1949, this Streamline is painstaking in its homage. The chassis and engine are an assortment of Model T and Model A components and the body is hand-formed aluminum sheet metal. Someone spent many an hour with an English wheel on this one. It's drop-dead-freaking gorgeous, and takes us back to the very early days of automotive enthusiasm. This is a respectfully authentic tribute to a special car.

2013 Ford Mustang Shelby GT500

It still hasn't really sunk in yet--it probably won't until our right foot goes to the floor--but the 2013 Ford Mustang Shelby GT500 packs 650 horsepower. Six hundred and fifty. That's not just insane, it's totally crazy.

That's 50 more horsepower than the Dodge Viper, a car known for being so powerful and raw that it's essentially murder distilled into four-wheeled form. Of course, the 2013 Shelby GT500 is more refined in many ways, including standard traction and stability control (both of which the Viper lacked entirely), but still. That's a lot of power for a street car. A lot.

We're not complaining. We're just in pony-induced shock. !!!!

N2A Motors Z06 Chevrolet "789" 1957 1958 1959 Innovation beyond your expectation...

1) The 789 is built of fiber glass and carbon fiber composites on the C6 Corvette 2005-2008 Convertible, Coupe, and ZO6 platform.

2) The body of the Corvette is all removed except for the doors and new body parts installed. The doors are skinned with a new outer skin.

3) The seats have new inserts to color coordinate with the exterior colors.

4) Everything except for the body remains Corvette.

5) It is up to the customer to provide the C6 Corvette 2005-2008 of their choice (Coupe, Convertible, and ZO6) referred to as the donor car. We are set up with a local dealer here in southern California that will sell new corvette coupes and convertibles to our customers for $500.00 over invoice for the 789 conversion only.

6) The 789 is built upon order only, the cost of the 789 conversion is $75,000.00 including a $2,000.00 wheel and tire allowance. This does not include the C6 Corvette donor car. With the donor C6 Corvette at a price of around $ 60.000.00 for a 07 – 08 convertible and the conversion cost of the 789 at $75,000.00 the total cost of the 789 would be around $135,000.00.

7) To start with, a letter of intent (we provide) needs to be filled out, signed, and a $10,000.00 deposit check sent that holds a spot in the line of production. The $10,000.00 goes into an escrow account that is fully refundable should you choose to withdraw before production of the 789 begins. Once the donor car is received a contract will be signed and a first installment of $15,000.00 to go with the $10,000.00 already received will be required to begin (12 to 14 week) production of your 789. Half way through production the second installment of $25,000.00 will be asked for to continue production and the balance of $25,000.00 will be due upon delivery. The delivery of the donor car to n2a Motors and the 789 converted C6 Corvettes from n2a Motors back to customer is the responsibility of the customer. N2a Motors can help in connecting customer with a reputable transporter.

8) We started production of the first 789 orders back in June of this year; we are well on our way in producing up to 150 units with in the next three years.

9) Very unique, each 789 will be deferent, no two will be alike. Once a color or color combination has been selected it will not be duplicated.

10) The C6 Corvette comes in Coupe (with Targa top), Convertible, and ZO6 Coupe (no Targa top, it is fixed). Everything under the new 789 body is C6 Corvette from front to back the trunk space is the same as comes in the Corvette.

Anniversary Edition "427"

The Anniversary Edition 427 is a hand-built, high-performance crate engine. To locate, price, and purchase your Anniversary Edition 427, call the customer assistance center at 800.450.4150.
Visit the new 2011 GM Performance Catalogue at:
GM Performance Parts

Brent Jarvis's 1965 Chevy Corvette's - Maxed Out !!

One’s for show but will go,... and the other is all for go.For decades, HOT ROD has preached the sermon get out and drive your junk and has created several events to promote that agenda. While we can totally respect AMBR- and Ridler-level show cars and the amount of time, talent, and money that go into them, how many of us can really relate to that kind of detail without the enjoyment of sliding behind the wheel, slamming open the butterflies, and spraying an obscene quantity of rubber on the quarter-panels?

Brent Jarvis, owner of Performance Restorations in Mundelein, Illinois,is one of us. A lifetime addiction to speed led him initially down the dragstrip as one of the early competitors in HOT ROD’s Fastest Street Car Shootout in the mid-’90s. We featured his very cool, low-8-second, Pro Street ’59 Corvette back in the Apr. ’96 issue after having seen and photographed the car at one of the FSCs at Memphis Motorsports Park. (He still owns that car, and it’s in the low 7s today.) His quote to us back then was, If it looks fast, it better be fast. A few years ago he contacted us and said he was building another Vette, this one a midyear model, and he asked if we wanted to feature it. It looked all the part of a full-on show car, but remembering that statement, we couldn’t resist taunting him: Sure, we’ll feature the car, but only if you’ll put it on a track and drive it in anger.

That car had killer suspension and a ton of power, but like so many of the showy Pro Touring cars back then, we doubted it would perform to the level of its equipment. We were wrong. Brent not only took us up on the dare but he also beat on the car for a full day on a road course. And it was fast. The testdriver, GM engineer and Pro Touring hero Mark Stielow, was even impressed at its out-of-the-box goodness.



When Brent called again a few months ago and told us about two more Corvettes he was doing, set up for the road course, with one more show than race but both fully capable of either, we had to see them. The red car (named Maxed Out) was found on RacingJunk.com as an abandoned road race car with fender flares and all. Brent picked it up to build another track car, but after going through the whole Performance Restoration redo, the car looked so good he decided to chrome it up and take it to some indoor shows. All the parts are there to cut some serious lap times, but the summer of 2010 saw the car hit the ISCA circuit. However, Brent assures us that once the trophies are collected (many of which already have been), the car gets sticky tires and will see track time. It has already lost its road course virginity, though not in a hard-core way; while being displayed in the House of Kolors booth at the ’10 SEMA show, it was chosen to compete in the Optima Ultimate Street Car Invitational the Saturday after the show. Brent drove the ’65 on the mandatory 60ish-mile cruise, but having never been on Pahrump, Nevada’s Spring Mountain Motorsports track before and with the car not totally sorted out for that kind of action, he took it pretty easy. Knowing his history and attitude toward cars, though, we have no doubt this pretty piece will see plenty of track time.

Once the direction changed on the red car, the blue car became the hard-core road racer. Brent bought it as a Pro Touring street car but got rid of the street part of it. This Vette still has some custom touches and excellent attention to detail, but it sees door-to-door action in an outlaw vintage racing class all summer long. It has even won a race. It is street legal, but Brent has it set up to be competitive, so it doesn’t see many road miles now.

Both cars have big-blocks and stick transmissions, as every Corvette should, and both are also fully ’caged and suspended to be legal, safe, and fast on the road course. The blue car has the least radical parts, since Brent races it on the vintage racing circuit where rules limit what you can do. The red car is more radical, makes 200 more horsepower, and has more chrome and detailing than 99 percent of the angel-hair parkers you’ve ever seen. The underside is just as clean, which should make any potential off-track situation a little bit of a nervous affair for Brent.

There is plenty of room for show-only hot rods in the hot rodding universe there always has been but Brent Jarvis’ series of fast Corvettes shows how you can have your pretty cake and eat it too.

Carroll Shelby's Column: "The Legend"

Nothing beats loving what you do in life...

I love what I do. Why else would I be doing it at 85 when it’s a full-time job tough enough to wear-out somebody half my age? Maybe it had to do with growing up in Texas then having to prove myself in all those early races I drove where the cars, most of them short on horse power, were only as good as how fast they could be run into a corner and whipped out again for the next straight.

That’s what racing sport cars in the early 1950s was and it gave me what I could take away from it to go on and do other things.

It wasn’t just cars that lit the fire in me to win. All the people in my life that I’ve known and loved have given me the strength to go for the top. So many of them will remain priceless friendships that are always with me and stay in my mind every day. I couldn’t ask for anything better than that.


In 1956, around the time I was winning a bunch of races in John Edgar’s 410 Ferrari, I met a wonderful man from Albuquerque named Dick Hall who, like John, was an out-and-out enthusiast. I’d been talking of having a dealership in Dallas, and with Dick’s financial backing we opened Carroll Shelby Motors there, from which a lot of very good things came and awakened the eyes of Texas to sport car racing.

What happened was — I went to England to talk to Brian Lister and I bought ten Lister chassis. Instead of the Jaguar engine, in my opinion underpowed at the time, we put in Chevrolet V8s and the Lister-Chevys turned out to be very, very successful.

At the same time we took on the distributorship for Maserati, and I ordered five 2-liter Maseratis with 2.5-litre engines, five 4.5-litre Maseratis, and a couple of 3-litres, as well as starting a Firestone tire distributorship. I was up to my ears in it all and having the time of my life.

Things were rocking along well when Dick Hall developed a terrible eye problem that eventually caused him to lose his sight. Dick said his younger brother, Jim, had just graduated from Cal-Tech with honors and was interested in coming into the business. Their father was a wealthy oilman who’d been killed in an accident, and Dick had the responsibility of settling the estate. So Jim came into the business and immediately got very involved as a driver and had the resources to be a car owner, and that was the initiation of Jim Hall and probably the start of where the Chaparral came from. I’d had connections with Ed Cole, the president of General Motors, and I began building those three Scaglietti Corvettes that, when Ed told me to pull out of it, went to Gary Laughlin and to Jim Hall, and I sold mine to a doctor in Houston.

In 1959, after winning Le Mans, I decided to think about making my own race cars. I looked around Texas and didn’t see any opportunity, so I reckoned that the only place to do it was California where Lance Reventlow had been successful with his Scarab.

I moved there and took on the Goodyear distributorship and, after we got my Cobras going and were winning races, I became a Ford man. This left things open at General Motors and Hap Sharp and Jim Hall went over to General Motors and put their deal together to build the GM-powered Chaparral. Both of those cars, Chaparral and Cobra, stemmed from my relationship with Dick Hall and Hap Sharp.

I’d always wanted to build my own — just driving race cars was not my top priority. If it had been, I’d have probably driven for Enzo Ferrari when he asked me to several times, but instead I choose to stay with John Wyer because it was always peace and contentment in the Aston Martin team, whereas at Ferrari it was, well, a little difficult at times. Sometimes the difficulties turned fatal.

What Dick Hall financed never made any significant money, but it almost certainly initiated what turned out to be the Chaparral and the Cobra. I want to give Dick Hall this credit no else ever has.

Unfortunately we lost Dick years ago, but what a wonderful friend he was.

All of the rest of this story is history. But I thought you might want to know where the Chaparral came from, and where the Cobra came from, a long time ago.

I still spend some time in California, some time in Texas, and a lot of time in Las Vegas building the Shelby Mustangs. We just signed a new five-year contact, and I’m looking forward to a lot of affordable new performance cars in our relationship with Ford. Like I’ve said, I love doing this ..................

Bryan Fuller's 1961 Chevrolet "The Impaler"

Bryan Fuller's latest creation is a 1961 Chevrolet called the "Impaler," a car featuring a heavy aircraft influence in it's design and execution. A Hilborn injected ZZ572 powers the sled, and every panel has been massaged in some way. Check out the aluminum fabrication in the interior!

Yenko Deuces - 1969 & 1970 Yenko Novas

As a young man back in the torrid 1950s and 1960s, Don Yenko learned the Chevrolet car and truck industry from his father, a very successful man in the industry. Both Yenkos liked Chevrolet performance, and roadracing was Don's forte. Knowing how to manipulate the almost unknown factory "Central Office Production Order" (COPO) program, he first ordered some special '65 Corvairs, named them Yenko Stingers, and went roadracing with customers and friends alike. Today, they are legendary.



His name is also legendary in Camaro, Chevelle, and Nova camps. In 1969, Yenko Jr. decided to build some SYC (Yenko Super Car) Super Novas in-house. A grand total of 37 ground-pounders were sold. All were originally L78 396 Novas. Twenty-eight had a transplanted 425hp 427. The remaining eight were still factory real-deal RPO L78 375hp 396s. Yenko knew from his first road test that the 427 Super Novas were lethal (that's a politically correct word for brutally fast and potentially dangerous). This is actually the terminology he used. And riding shotgun was not an especially fun experience. To say they were a "handful" like the '69 L72 427 Camaro would be a minimal definition.


Thirty-seven '69 Yenko 427 Super Nova's were sold new. Seven are known to exist today. Some magazines have even quoted Don Yenko as saying he probably shouldn't have built the '69 SYC 427 Super Novas. Well, he did. And as far as we know, everyone involved has lived happily ever after, change of underwear notwithstanding. Can you imagine going 0-60 mph in under 4 seconds? 0-100 mph probably came in at about 10 seconds, and 0-120 mph in perhaps 11 seconds. This was indeed REAL Chevrolet performance!

We believe that all through this time period Yenko was fighting with insurance agents who may have balked at insuring such blazingly fast Chevrolet Novas, Camaros, and Chevelles. Then, in 1970, he saw the proverbial writing on the wall. It was called the Clean Air Act of 1970. This new national legislation- combined with ultra-high-cost performance car insurance woes-made Don Yenko counter with the '70 LT1/Z28 350-powered Yenko Deuce Nova. It was a COPO, and it was advertised as a "mini musclecar." It supposedly flew under the performance car insurance premium radar.


The July 1982 issue of Super Chevy featured a story and cover photo of Reggie Jackson's '70 Yenko Deuce Nova. That was 25 years ago. Total '70 Yenko Deuce sales were said to be 175. The gem featured a Z28 Camaro/LT1 Corvette 350 engine, a Muncie four-speed manual or a Turbo 400 automatic transmission, F41 sport suspension, and a 12-bolt differential with a 4.10:1 Posi-traction. Rally wheels without trim rings were also part of the base package.

A total of eight exterior colors were offered: Gobi beige, Fathom blue, Citrus green, Forest green, Hugger orange, Cranberry red, Cortez silver, and Sunflower yellow. The only interior offered was a standard bench seat in black vinyl.

The Yenko Deuce was a blast to drive. It ran easy low 13s with headers and slicks. This was plenty quick.

It should be stated in this historical story that many Chevy enthusiasts then could not afford a '69 Yenko 427 Super Nova or even a '70 350 Yenko Deuce. But this is nothing new then or today.

1967 " SUPER SNAKE " THE "1" AND ONLY "1" EVER PRODUCED

This car was ment to be produced in a limited amount of 50 units. But only one car was built, because of the price on $7,500 was similar to a Cobra 427. But this G.T.500 had a lightweight 427, tuned to 520 horsepower tough.
Carroll Shelby hit speeds over 170 miles per hour in this beast, at the Goodyear track in Texas where he was testing some tires with the car producing 520 horespower. That was groundbreaking specifications in 1967. And the Shelby Cobra, which actually killed this sweet car, could only do 140 miles per hour. At that speed all loose things in the cockpit and most of the top had left the car, and your eardrums was about to pull the white flag, partly because of wind and partly because of the sound of the high reving 427.
The car was equipted with thin-wide-thin Le Mans stripes as standard, thats the only way to recognize the Super Snake from a "common" '67 G.T.500.
The orginal 1967 Super Snake has been on eBay twice in 2002. The bids reached $169,000

Carrol Shleby has a motto, or a famous quote "First make history, then repeat it." To keep that promise he had to make a new Super Snake! So in 2003 he made a new Super Snake. A limited amount of 75 units.
725 horsepower, NOS and +185 miles per hour. That was groundbreaking specifications in 2003, and the car is equipted with the same thin-wide-thin Le Mans stripes as the orginal one from 67, that's the only way to recognize a Super Snake from a "common" '03 G.T.500"E", as the new one is called.

2011 SUPER SNAKE vs 427 COBRA - BADDEST SHELBY EVER

Shelby Announces 725hp “Super Snake” Package for 2010 Mustang GT500

Are you a Mustang fan who finds the new 540-hp 2010 Ford Mustang GT500 just too tame? If so, Carroll Shelby has you covered. Citing continuing demand, Shelby Automobiles announced today that it will extend its popular “Super Snake” performance package to the latest GT500 ‘Stang, offering up to 725hp.

“We take great pride in engineering fast, fun cars that people love to drive,” said Shelby. “Over the past 12 months, my team of hot rodders was hard at work on a Super Snake package for the next generation GT500. Every lesson we learned kicking the competition around on the track over the past two years has been poured into this new car to keep Shelby owners out front.”



Shelby plans to keep the Mustang that bears his name out in front with a more powerful supercharger from Ford Racing good for 630hp, along with several other go-fast goodies. For the truly power-hungry, Shelby will upgrade you to a Shelby/Ford Racing or Shelby/Kenne Bell supercharger good for a monstrous 725hp. Along with more power, the Super Snake package also enhances braking and handling for an all-around higher-performing car.

“Since we introduced the Super Snake package for the GT500 in 2007, this Shelby has become the pinnacle of current generation muscle cars,” said Amy Boylan, president of Shelby Automobiles. “While the stock GT500 is a fine car, serious enthusiasts know that they can come to us to make their Shelby even better. For those who crave a harder-edged Shelby, this is your car.”



Bring your new GT500 and your wallet out to Shelby Automobiles in Las Vegas, Nevada, or your local authorized Shelby Mod Shop and they’ll set you up with:

- Ford Racing handling pack including Dynamic adjustable dampers, lowering springs, tuned stabilizer bars, and front strut tower brace is standard for the Super Snake
- Ford Racing Supercharger upgrade kit producing over 630 HP and 590 ft.-lbs. of torque
- Borla exhaust system on the 630 HP Ford Racing Super Snake Package
- 6-speed manual transmission with 3.73:1 rear axle ratio
- Either a Shelby/Ford Racing or Shelby/Kenne Bell supercharger kit producing 725 HP with upgraded drive shaft, billet twin 75mm throttle body and exclusive badges
- JBA exhaust system on the 725 HP Super Snake Package
- An optional Shelby / Eibach handling pack is also available
- Shelby-designed Alcoa 20-inch wheels
- Short-throw shifter
- Forged Shelby / Baer brakes with 6 piston calipers and cross drilled / vented rotors
- Front brake cooling ducts
- Unique fiberglass hood featuring classic Shelby design
- Shelby signature Super Snake stripes
- “Shelby” lettering across the rear decklid
- “Super Snake” vehicle badges and official Shelby CSM interior plate
- Shelby signature embroidered headrests, floor mats, and other Shelby-designed components
- Each car will be entered in the official Shelby registry



Shelby says they’ll only make a limited number of 2010 “Super Snake” Mustang GT500s, so you’ll want to get your order in quick. For the mild, 630-hp package, expect to lay down $29,495 on top of your GT500′s purchase price for all the parts and professional installation. Go wild with the 725-hp package and you’ll need to drop $33,495. The Super Snake package can only be installed by an authorized Shelby Mod Shop, but the company is planning to make some components from the package available for sale and private installation later this year.

Tank Car a Jay Leno Toy !!

They rumbled through Korea and Vietnam, battling the Cold War in the 1950s on behalf of the United States. Developed by Detroit Arsenal, the M-47 Patton Tank combined the turret from the problematic T-42 with the hull of the M-46. They were frequently deployed by NATO to global hotspots and even used as target practice in the 1970s once they had outlived their usefulness on the battlefield.
Another spot where one was put into action was in Southern California, at a place called the Big Dog Garage.



The heart of an M-47 tank, the AV-1790-5B engine, now beats out 800 horsepower, a number equal to five 350 Chevys, inside Jay Leno's legendary "tank car."
It started in 2003 when Randy Grubb showed up at Jay's garage with a show car he built with a friend named Mike Leeds. It was far from road legal and needed major work, but the one thing it did have going for it was its massive 2100-pound tank engine. Of course, Jay had to have it.
Enter Big Dog Garage guru Bernard Juchli. Since Jay didn't have a proper hot rod in his collection, Bernard rolled up his sleeves and went to work modifying the car into the futuristic road warrior it is today.
The first thing that needed to be done was replacing the car's Greyhound bus transmission. Working with engineers from Allison Transmissions, the Allison HD4060 6-speed transmission was selected and geared so the engine would rev at 800 to 900 rpms at around 80 mph. A new breaking system was installed to counteract the massive torque (not to mention a series of trusses to prevent the car from twisting apart), a new starter motor was added, and an entirely new electrical system created just to name a few highlights from the car's original transformation. The final touch was the addition of a Ki-Gas system used by many supercharged cars.
But the story doesn't end there. Recently, Jay brought in the legendary Gale Banks, known as the go-to guy if you want to turbocharge a vehicle, to soup up the tank car even more by adding twin turbos to the car's engine.
About the only problem that couldn't be solved was the cramped legroom, but who expects comfort when you're driving a tank?

Drag Racing Legend's

2012 Ford Mustang Boss 302 Laguna Seca in Action

New for 2012 Mustang Boss 302 to come with special key for race calibration, free track day

2012 Ford Mustang Boss 302

As if the 2012 Mustang Boss 302 wasn't tempting enough with 440 horsepower and killer good looks, Ford is throwing in a few extra goodies to make it that much more desirable.

First off, the Blue Oval announced today that owners of the new Boss 302 will receive a dual set of keys, one of which, 'TracKey,' activates a secondary PCM race tune that alters nearly 200 engine management parameters for the 5.0-liter V8. "From an engine management standpoint, we've done just about everything possible to give TracKey users a full race car experience," says Jeff Seaman, Mustang powertrain engineer. "It's not for use on the street – for example, the deceleration is set up to preserve the brakes, and the throttle response is very aggressive. A skilled driver on a closed course will really appreciate the benefits." The TracKey also features a two-stage launch control feature similar to the one on the Cobra Jet Mustang that can be controlled via buttons on the steering wheel.

Not wanting all of that new technology to go to waste, Ford has also announced that it will be offering customers a complimentary track day to test out their new ride. Offered through Team Mustang and Ford Racing, Boss 302 owners will be treated to driving instruction and track time at Miller Motorsports Park in Tooele, UT. Owners will need to book their own travel arrangements, but once there, everything is free of charge.

With the way things are shaping up for the Boss, we're already pondering second mortgages and/or raiding our children's college funds for one of the coolest pony cars ever. If you're good at resisting such temptations, hit the jump and read all of the details in the press releases from Ford.

2011 Corvette Z06 Carbon Limited Edition Walk Around

Update: 2011 Corvette Z06 Carbon Limited Edition

Is there such a thing as too many Corvettes? A few years ago, this iconic American sports car came in two flavors—coupe and convertible. Now you can add to that a Grand Sport coupe or convertible, Z06, ZR-1 and the latest entry, the track-oriented 2011 Corvette Z06 Carbon Limited Edition.

Only 500 copies will be built of this lightweight special that uses the normally aspirated 505-bhp 7.0-liter V-8 of the stock Z06 and mates it with suspension and brake upgrades from the ZR1. In addition to the carbon-ceramic brake package, the Z06 Carbon also is equipped with 20-spoke 19-in. front and 20-in. rear alloy wheels shod with Michelin PS2 tires.

The Carbon Limited Edition marks the first time that the ZR1’s magnetic selective ride suspension is used on the Z06. While the Z06 gives away 133 bhp to its supercharged big brother, the lighter weight of the normally aspirated LS7 combined with the greater grip and stopping power of the ZR1 suspension, tires and brakes should make the Carbon Limited Edition a formidable track machine.

On the appearance front, the Carbon Limited Edition comes in a choice of Inferno Orange or Supersonic Blue with black headlamps and mirrors, ZR1-style body color spoiler, body color door handles, carbon-fiber raised hood and black carbon-fiber rockers and splitters.

Inside, the leather and suede seating features color-keyed stitching as well as suede on the steering, shifter, armrests and door inserts.

While there will be only 500 official Carbon Limited Edition Corvettes built, the mechanical upgrades, including the wheels, magnetic suspension, brakes and enhanced engine-cooling hardware, can be had as a special Z07 option package on the standard Z06. And the carbon-fiber package that includes the splitter, rear spoiler, rockers and roof panel will also be made available in the CFZ Z06 freestanding option.

The 2011 Corvette Z06 Carbon Limited Edition, as well as the Z07 and CFZ Z06 options, will be available beginning in late summer. Expect the Carbon Limited Edition to command a premium over the current Z06 with a price somewhere in the $90,000 to $100,000 range, but still short of the ZR1’s base price of $108,000.

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