My brother later owned this car. We took the car to Bob Frensley Ford when Bob worked there , pulled the engine and Bob went through it for us. My brother raced it for a while and sold it to Frantic Fred. It changed hands two more times and disappeared. The car was multi-color when it left Indiana so whoever has it may have no idea what they have. I have more pics.
More of Gliddens 65. View attachment 4382176 View attachment 4382176 View attachment 4382177 View attachment 4382177
Pat / 34: Bear in mind, what was called "cheater" cam was really legal to run (at least formally after 1967) as it met factory specs WHERE SPECIFIED by NHRA. It's just that NHRA didn't specify the whole cam profile, so in between, you could "cheat". No different than running "cheater oil" in your rear end and trans (light weight motor oil). Or running a 4-speed hydramatic trans in a Chevy sedan delivery, or an aluminum intake on a 390gt Ford - you could do what NHRA said you could do, even though the factory didn't do it that way. The reason *I* care, whether folks really cheated or just did "legal cheating", I'm trying to match what all these cars did back then with a computer Gonkulator I wrote - what ET-MPH did they really turn, with what engine, heads, headers, etc - what made them "tick" back then. It was challenging to make as much as 30% more than factory rated power using REALLY stock heads and carburetor. Factory "magazine road test" cars were typically 2-3 seconds and 10-20mph slower than an NHRA "stock" car, and that typically came 0.1 sec or even 0.05 seconds at a time - lots of work.
Very telling that this combo (1965 Gal 2ht, 427-8v) could compete in AA/S=7.00-8.69 class, and WON (Schmitt's car not Glidden's car) even though it was at the wrong end of the class with Wt/HP=3638/425=8.56. If they (Schmitt, Glidden, others) had trimmed the car as an LTD 2ht, they would have been in A/S=8.70 class, with a W/P=3748/425=8.82, right near the top of the class. Maybe Ford wanted to one-up their own 1964 Lightweight Gal which had dominated AA/S up to that point.
I’m following ya and appreciate you posting and analyzing these cars and classes!! Regards, Randy Sent from my iPhone using H.A.M.B.
Seems like it would be hard to hide a car like that, doesn't it? The way the numbers are laid out and the lettering on the quarter panels make it look like it should be racing on an oval or a road course. But the ride height sort of gives it away.
Well that picture of Terrible Tangerine raises a few fuelie questions for me (never had one). As I've heard it, the 1957 fuelie cars just had an "air cleaner" and took in warm underhood air. Here's an example, sold for $170,000 at Sotheby's (well, la-dee-frickin-da) so you'd think they got the restoration right- no cold air for 1957 even on the Vette. https://rmsothebys.com/en/auctions/...-1957-chevrolet-corvette-fuel-injected/180214 Starting in 1958 a big flex cold-air duct was added (for the Vet for sure, maybe the big Chevy too?) So was that nice cold air duct NHRA legal for the 1957 cars? 250hp and 283hp? I know the GTO's got booted at 1966 Pomona for having "ram air" when it wasn't factory yet!
Nice to get to finally meet John. I counted 9 cars in attendance that had run in Junior Stock at one time.
Ben Ryan's Shifmaster-1 set the F/S=15.00 record at 91.69mph in July 1962. Also won 1962 Indy nationals F/S, 15.72 at 89.19mph. 1959 Impala 2ds, fits class with a 348/250hp so I assume that's what's in there. Some of these are REALLY hard to find. Knowing the car name "shiftmaster" can help. Don Rogers ran a 60 Chevy in E/S=14.00 class in 1961, could either be a biscayne2ds-250hp or a wagon-280hp, I'm still looking for that one.
^^^^San Cobble in B.C., Canada.^^^^ A power company (if I remember correctly) access road, turned into a drag strip when needed. I'd say that was dedication just to have a place to race. I am Butch/56sedandelivery.
The only year I can figure for that picture is 1968 but somehow the picture "seems" older than that. 1968: H/S=11.50 W/P class. 210Chev 2ht 283/283 = 11.71 W/P Ranch Wagon 2dr6pass 312/300 = 11.79 W/P Unless there's a rear door on the Chevy I cant see, that's the only H/S race I can figure that makes sense and 1968 is the only year where H/S=11.50 class. It would be fun to see a 57 Ford that's NOT a blower car but that really would be "Unexpected"!
Werbyford I can only surmise you are a Ford guy, but I must give you credit for your unbiased reports on the Jr. Stockers and knowledge of the class. It is a pleasure reading posts by you and others that know the subject so well. Thank You. Pat
From my understanding the passenger cars in 57 had the fresh air duct that ran to a scope that was mounted just upper left of the radiator support: Where as 57 corvette ran a paper filter mounted on the left of the injector. The injector on my 57 210 is long gone but I’ve been around a few injected cars and this has always been my understanding of stock. In other words I believe the restoration to be correct. Hope that helps. Scott Sent from my iPhone using The H.A.M.B. mobile app
Snook's Auto body before or after this one ran a 4 door HT too. It's in this thread somewhere. Found it.
1965 NHRA World Championship and Tulsa Invitational Drag Races Local Louisiana I/Stock class winner gets a head start in his 1965 260 V8 Mustang versus national F/SA record holder in the Brand X 1965 Barracuda.
I hadn't seen a 260/164hp Mustang running in the 15.60 class until this picture! It was a bad fit: The W/P=15.60/S class (usually I/S) ran from W/P=15.60-16.99. The 260 Mustang Coupe has W/P=2717/164=16.57 which is a terrible fit, almost at the bottom of the class. So it surprises me to see it win here. All the other winners / record holders of the WP=15.60 class had a W/P=15.70 or better, ie they were right at the top of that weight class, as light as they could be. Chevy 265/195hp, 283/220hp, and big Pontiac 389/235hp cars usually won that class so the little 260 Mustang must have had luck on its side that day. That said, I think the 260/164hp was an overlooked combo, probably because it was a boring 2bbl. It won some more after 1968 when there was a W/P=16.00 bracket so the car was a better fit at W/P=16.57, still not a good fit. Seems like Ford had a knack for publishing shipping weights that often put their car combos at the wrong end of the Junior Stock classes which helped the Rodents win even more. I think the overlooked 260-v8 won a few anyway because it was underrated - the small block Ford heads are not famous for flowing air but they flowed plenty for the 221-v8 and 260-v8, so even choked off with a little 2-barrel carb, these engines won a few NHRA classes now and then. BTW: NHRA lists the 260-v8 only in the 1964 Mustang, not the 1965. Although Ford called ALL Mustangs "1965s", the 1964-1/2 Mustangs had all kinds of parts that started with C4 (1964), and had different engines for 1964 vs 1965. The 260/164hp-v8 disappeared for 1965, and was replaced by the 289/195hp which was overrated and not competitive at all in NHRA. Great to see another rare photo of the little 260-v8 winning!
The Jalopy Journal
