It looks like a '68 or '69. Cool car though because you don't see many of them. I'm sure that's why LB didn't recognise it.
^^^I don't see side market lights on it; those were a new requirement in 1968, so 67?^^^ Most of my MOPAR experience is with Darts, Satelite/RR's, Chargers, Cuda's; mostly OT cars. I am Butch/56sedandelivery.
As promised on an earlier post, here is a picture of John Dianna's Sedan Delivery under new ownership. When I took the photo out, I noticed a hand written notation on the back side. It read 1969 Springnationals, Dallas, Texas.
WerbyFord.....and vinfab....... Well I made a boo boo....Old age I guess. I talked to an old friend (He is 92 years young and still really sharp minded) last night that had a Jr. stocker(a 57 270 HP Chevy) back in 1960 and he said a few (very few) ran headers back in 1960 because they had to be run closed up and run thru the OEM type mufflers. Plus they cost $$$$. He is still pretty sharp (sharper than me it seems) Most ran the OEM cast Iron exhaust manifolds with open cutouts which was allowed at the old local tracks like Aquasco Speedway because the cars ran a little better with exhaust cut outs open with the OEM manifolds according to him. Plus he said they sounded better.....LOL. I guess thats why I don't remember seeing any headers when I went to the local tracks with my uncle back in the stone age. NHRA allowed the headers to be uncapped in 1961 so thats why the big jump in the use of headers.
YES YES AND YES ! Stock of today is almost Super stock. I was answering a question from page 240 of this site !
Great pictures again Loud Bang. Without your posting of the pix's this site would be deader than a door nail ! Keep up the great work .
Many followers of this thread may not be aware of just how true this statement is. LB was here when I came in around ten years ago although that fact isn't widely known. "Back in the day," the first time we ran afoul of the "1964 Rule," LB was instrumental in getting the thread back on track and keeping it there. Colesy's initiative and LB's contributions are the reason that most of us meet here on practically a daily basis. c
I had the pleasure of volunteering to help Colsey when he started his own website. He really knew his stuff and it's a crying shame that he shut it down after some people got into it with him over some photos. He is one of the people that got me interested in posting some of my old stuff on the HAMB and it grew from those beginnings. I like almost anything with an engine but I guess because I raced JR. Stock back in the day they are my favorite automotive type.
LB, So is that you in the picture or what?? Driving kinda young? I see the 410hp on the fender, and I'm getting W/P=4038/410=9.85 for a Galaxie 2dr sedan. The only year that 9.85 fits in D/S was 1968 when D/S=9.50 class, does that sound right? Funny, a 64 Gal 2ds with 427/410 weighs 4038 lb according to NHRA, but with an iron intake 390/300 the same car weighed 3783 lb. Same block and heads. Funny games with numbers.
Good one but in 1964 I was 15 and chomping at the bit to get my drivers license. I had bought a 55 ford more door with the front clip smashed and at age 15 dragged my pops to the local junkyard and bought a new clip and installed it myself. My first "on the road car" but my mother had to drive it to MVD for inspection because I didn't have my license yet. I did get to drive it for my license test and the MVD guy thought it was cool and said "well if you did all that I guess we have driven far enough" after driving for about a minute and a half.
Every so often the photo of the 64 Galaxie 500 sedan pops up and questions are asked. Here is an explanation of its early history. I know this info because I bought the car from Corky Jordan in 1983. I restored it then sold the car to Brian Burnett in Los Gatos CA in 1987. The car then changed hands several times and wound up racing on the NMCA circuit. The 1964 Galaxie 500 2-dr sedan was purchased new by Don Crapsy from Ricart Ford. It was an R-code 427-425 4-speed. Don was a mechanic at Ricart. He raced the car throughout Ohio that year in B/S. In 1965 Corky Jordan bought the car from Don. Over the years Corky raced it in several different classes, sometimes as a 425 horse with the 2-4's. Other times as a 410 horse with a single 4 barrel. I will try to post some photos of its past.
Back on 15 June here I posted my augmented April 1965 NHRA class records on page 501. https://www.jalopyjournal.com/forum/threads/nhra-junior-stock.201085/page-501 Pretty sure this would be Hartman's Bad Banana (I didn't know its name until now) holding the F/S=12.50 class record for ET & MPH: F/S 12.58 colbert & hartman 57 chev.sw ct e.haddam 13.53 102.15 283/283-fi I always bookmark pictures of the cars, mostly from this thread. The numbers are a lot more boring without the car pictures!
From page 502 back in June. Note as Chuck said, the car is running B/S here with a 427/425 Low Riser 8v. W/P=9.50 for the post 2door, right on top of B/S=9.50 class. I've tried to figure out why these big 63-64 Gals didnr turn better ET's, because their Front/Rear is about 51%/49%, way better than most cars. But they are heavy tanks, shipping weight over 4000 lb. That's more like a big Pontiac than a Chev or Mopar. I think the big Ford's were crushing those tiny rear tires beyond their working limit so their Traction-Force vs Weight-Force curve just went flat. It seems to fit the Et data from back then. These days, it's pretty normal to see the whole massive front end of those big Gals high in the air, and the frame is so stiff they typically pick up both fronts, not like a floppy unibody car.
I had a 63 Fast Back with the 390 Police Intercepter and a 4 speed. No power options nothing except an AM radio. It weighed 4000 lbs even on the scales at Budds Creek, Md. Nothing in it except 1/2 of a tank of gas, and a spare tire and stock jack. Cast Iron intake on the 390.... not alum. . When you shut the doors it sounded solid as a tank. It was HEAVY.
Terry, Did you happen to get any ET and MPH on that 390PI car? And the conditions - open pipes, open headers, stock weight, cheater slicks, etc? They also had 2 sets of heads in 1963: c1ae-a most cars got these heads which gave 9.6 CR with shim gaskets. c3ae-c "Denver" heads, altitude cars & maybe 390PI got these and about 10.5 CR. I keep all the data I can on both "road test" or "factory stock" cars ET-MPH and also NHRA Stock & Superstock. I have a rough idea of what the 390PI puts out from the Gonkulator- But, I have absolutely NO road test or NHRA data on the 390PI. A few pictures but no ET-MPH. All I remember about the 390PI is me bouncing up & down in the back seat of our 63 Merc because it was so much fun when my dad drove it. By late 1964, I had torn all the stitching out of the left rear seat, but it was an omen of things to come.
If it helps your efforts I had a 1964 Galaxie 500 XL 2 door HT. Completely stock 390 4 barrel 4 speed. Very much a novice, street tires, complete stock exhaust. with dumps open. Embarrassed to say the times were 17.05 - 1710's
LB, Thanks for that, do you remember the MPH (if it was scribbled on the timeslip, and sometimes it wasn't!)? My stock 390/300 64 wagon, 4450 plus me, went 16.30 at 85mph at Sacramento, MX auto 3.00 gear, 2" dual glasspacks. It was well tuned, fuel & advance & 3" open air cleaner, those things slowed the factory cars down quite a bit, lousy tuning. I find that if I run open exhaust with a stock autolite carb, they usually go SLOWER until you put some sewer pipe jets in there. Your MPH would help tell that story. That is another combo, the 390/300, that NEVER shows up in NHRA, the national sheets anyway. Sure, it was overrated, Gonkulator says reality about 285hp, but Chevy's 327/"300" was similarly overrated and they show up now & then. Maybe that 80 lb iron intake scared everybody away from the iron 390. They are great for tent hold-downs at swap meets. Actually I wonder if a lot of those early Gal's don't show up because the shipping weight is so LOW. A 64 Ford XL 390/300 has an NHRA weight of 3820 lb. Ours showroom stock weighs 4250 with iron and PSPB. I don't see any way to take 430 lb out of the car without acid dipping half the frame away. For whatever reason, the NHRA weight on the 427 Ford XL, which should be lighter if anything, is 4084 lb. Very easy to "make" that weight and sure enough those cars show up on the sheets (and in pictures here). I wonder how common that was: You couldn't get a car anywhere near the NHRA "shipping weight", so people just skipped over those combos.
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