The Richard Ellis Collection

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Information in this catalog has been provided by the seller(s)/consignor(s) and has been deemed accurate but is not guaranteed. All vehicles sold “as is, where is” with all faults and defects.

THE RICHARD ELLIS COLLECTION AMERICAN PERFORMANCE HISTORY 4

Car collector Richard Ellis has fostered his love for the automobile since he was just a young man growing up in central Illinois. Living so close to where “America’s Original Corvette Show,” Bloomington Gold, has been held since 1973 was enough to inspire Ellis to break into the world of collector vehicles, and he purchased his first Corvette in 1975 at age 14.

The unpainted 1966 Chevrolet Corvette 427 Coupe Ellis acquired may not have been in perfect condition, but he was quick to tune up the promising project and trade it for a 1967 GT500 Shelby Mustang. It didn’t take long for Ellis to realize that Shelby Mustangs fit the bill perfectly when it came to what he envisioned as his dream machine, and his longtime love-affair with the high performance muscle cars began.

Ellis has spent more than two decades as a consultant and auctioneer for Rock Island Auction Company, the top firearms auction house in the world, and still resides in Illinois with his wife Pam who shares his love for cars. Her first vehicle was a 1969 Mustang Coupe that she helped her uncle paint. Between Ellis and his wife, the couple has come a long way from purchasing unpainted cars and they’ve since built a considerably more prestigious car collection. Perhaps not surprisingly, the current lineup is dominated by Mustangs and muscle cars that are drenched in American performance history.

Headlined by the one-and-only GT40 powered 1967 Shelby GT500 Super Snake, 20 vehicles from Ellis’ coveted collection will cross the block at the original, best and largest muscle car auction, Dana Mecum’s 26th Original Spring Classic this May 14-19, 2013.

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T82

1970 Ford M151A2 Military Jeep With 2,500 Original Miles In 1951 the U.S. Army’s Ordinance Truck Automotive Command began working with the Ford Motor Company to design and develop a replacement for earlier model Jeeps. Development proceeded through most of the Fifties and in 1960 the M151 went into service. While it bore a strong resemblance to its predecessors, the M151 MUTT (Military Utility Tactical Truck) was completely new under the skin, with a monocoque design that integrated the box frame rails into the sheet-steel body-structure.

In 1970 the M151 and subsequent variant the M151A were succeeded by the M151A2, the most advanced and refined of the M151 line. Several detail changes were made including new turn signal-blackout driving lights on rounded front fenders, but the most important development was its rear semi-trailing arm suspension, which replaced the demonstrably hazardous rear swing axles used in previous models. The new system gave a more comfortable ride and better overall handling on rough terrain, a major factor in adapting the model to much more specialized applications later on. Built in the first year of production, this 1970 M151A2 Jeep was delivered to the U.S. Army in December 1970 and assigned to one Sergeant Buyer of the Military Police. Driven fewer than 2,500 original miles, it features camouflage paint on the bodywork and wheels and uses a 141 CI inline 4-cylinder engine and 4-speed manual transmission for motive power. Canvas soft top and seat coverings, side mounted shovel, rear mounted spare and floor-mounted fire extinguisher are typical of this modern-era military workhorse.

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T83

1990 Ford Mustang GT Convertible 5.0L, 5-Speed, One Owner WITH 19,000 MILES Twenty five years after its revolutionary introduction, the 1990 Mustang GT still kept the promise of the original with simplicity of design and true value for the dollar. While the 1990 model was essentially unchanged in basic specs since 1988, it incorporated new safety features that included a driver’s air bag, safety knee bolsters under the dash and three point back seat belts. The basic GT formula was unchanged and, as this 1990 GT convertible illustrates, still guaranteed to bring a smile to its occupants. One of 3,587 finished in Oxford White, this GT convertible also combines a White interior with Titanium lower trim package and a White soft top. Distinguished by its integrated aero body kit and styled road wheels, the car is powered

by Ford’s 5.0 L High Output V-8, which uses Sequential Electronic Fuel Injection to generate 225 horsepower; a 5-speed overdrive manual transmission and 8.8-inch Traction Lok differential were also specified along with Quadra Shock rear suspension, special handling package, power steering and power front disc brakes. The GT package also gave the Mustang Hella fog lamps, dual remote outside mirrors, Goodyear Eagle radial tires, 140 MPH speedometer, a center console and special high-back articulated bucket seats. This original one-owner GT convertible registers a mere 19,000 miles and is further equipped with power windows and locks, air conditioning, cruise control and AM/FM sound with steering wheel controls.

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T84

1984 Ford Mustang GT350 Convertible 5.0L, Automatic WITH 46,000 MILES Ford added a fuel injected version of the 5.0 L V-8 to the Mustang GT in 1984, backing it up with a new 4-speed automatic overdrive transmission for improved flexibility. A special 20th Anniversary Edition Mustang GT was offered, all of which wore Oxford White paint, original type Mustang front fender emblems, two 20th Anniversary dash plaques, a Canyon Red interior and, on convertible models, a White soft top. It also bore a controversial item in the form of Red “GT350” sill stripes that drew on the legendary status of Carroll Shelby’s original performance Mustangs, a move that caused more than a little consternation in the Shelby camp and that would not be repeated. Limited Edition number 1,108 of 5,260 coupes and convertibles built, this 20th Anniversary Edition GT was, according to the second dash plaque, bought new by Dick and Karen Peasley. A low mileage example with just 46,000 miles, it is very generously equipped with power steering and brakes, rare TRX metric aluminum wheels and Michelin tires, power windows and locks, air conditioning, cruise control, articulated sport bucket seats and a power convertible top.

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T85

1965 Ford Mustang Fastback 289 CI, Automatic A few well-chosen trick parts have brought out the ponies under the hood of this good-looking 1965 Ford Mustang Fastback, which makes a great first impression with its beautiful combination of Raven Black paint and a bright Red interior. The Mustang’s small block V-8 engine is dressed in full Shelby regalia with Black crinkle finish finned aluminum Cobra valve covers and matching air cleaner, the latter mounted on dual Holley 4-barrel carburetors on a Holley Street Dominator aluminum intake manifold. An export brace and Monte Carlo bar increase the torsional rigidity of the Mustang’s unitized body construction, and the car further benefits in the performance department from power steering and brakes, GT-style dual exhaust and styled steel wheels with B.F. Goodrich radial tires. The interior is classic first-generation Mustang, with bucket seats, a floor shifter for the automatic transmission, a padded dash and upgraded seat belts, with the added comfort of aftermarket air conditioning installed using the factory-style below-dash vent unit. The car’s overall Day Two configuration also makes it a possible candidate for historic vehicle licensing and all its attendant benefits.

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T86

1967 Ford Mustang GTA Coupe S-Code 390/320 hp, automatic with factory air conditioning Ford’s Mustang had barely begun its journey to historic sales as a new cultural phenomenon when stylists and engineers were already beginning to put the final touches on what would be the 1967 model. The new car was larger, yet unmistakably a Mustang, and its larger dimensions would allow Ford to install its big block 390 and 428 V-8s to compete with the growing field of muscle cars issuing from Detroit. Rated at 320 HP, the new 390 CI V-8 used cast iron intake and exhaust manifolds, a 600 CFM Holley 4-barrel carburetor and dual exhaust, and was the favored powerplant for the GT 4-speed manual and GTA 3-speed automatic Mustangs, which remained the top performance model. The GT Equipment Package incorporated grille-mounted fog lamps, dual exhausts with chrome quad outlets, power front disc brakes, GT gas cap, Special Handling package, rocker panel stripes and, in the case of automatic-equipped cars, GTA (signifying GT Automatic) badges. Showing a believed-accurate 50,250 miles, the 1967 Ford Mustang GTA Hardtop coupe offered here is a genuine S-code model, signifying its 390/320 HP powerplant. In addition to the aforementioned features of the GTA package it is equipped with the rear-facing hood mounted turn signal indicators, wheel arch bright trim and pop-open gas cap that form the Exterior DÊcor Group; factory air conditioning and American Racing Torque Thrust wheels with Blackwall B.F. Goodrich radial tires. Its attractive Lime Gold metallic paint is contrasted with Black GT stripes and a Black interior with bucket seats, console, Deluxe steering wheel and Ford AM radio.

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T87

1969 Ford Mustang Mach 1 Fastback Specialty Built 428 Super cobra jet, 4-Speed Ford performed a complete restyling of the Mustang for the second time in 1969. The new car was longer, lower and wider while remaining on the same 108-inch wheelbase as its predecessors, and with its sharply raked grille, quad headlights (their first appearance on a Mustang) and clean contours looked very much the performance machine it was designed to be. The new Mach 1 displaced the GT as the premier performance Mustang. Available only in SportsRoof or fastback configuration, the Mach 1 combined special hood paint, reflective side and rear graphics, non-functioning hood scoop, painted racing mirrors, NASCAR hood pins and styled steel wheels for a distinctive appearance, and there was plenty more inside. The Competition Suspension Package was standard, as was the Deluxe DÊcor Interior that included wood grain appliques on the dash, console and door panels, a dash-mounted clock, Comfortweave vinyl bucket seats, a deluxe 3-spoke Rim Blow steering wheel and driver’s side remote mirror. The code 63C 1969 Mach 1 builds on that solid performance foundation with wellchosen performance and appearance pieces to great effect. A Boss 429 hood scoop, hold-down pins and Shelby aluminum-spoke wheels with BFG T/As give the all-Black machine a decidedly intimidating air that is heightened with a glimpse of the stainless steel tube headers visible underneath and finally driven home by the specially built 428 Cobra Jet V-8 and Hurst-shifted 4-speed within. Also equipped with power steering and front disc brakes, this Mach 1 has extra muscle in all the right places.

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T88

1970 Ford F350 Crew Cab Factory Car Hauler Restored East Coast Ford Drag Team Hauler Formerly owned by an East Coast Ford drag racing team, this 1970 Ford F350 Crew Cab Special was assembled in Ontario, Canada on a 10,000 lb. GVW chassis for the ultimate in strength and durability.

Ford’s 390 CI big block V-8 delivers massive torque for the job of hauling a Super Stock drag car and all the accompanying tools, equipment and supplies crucial to touring with and servicing a race car and crew. The 390 is backed by a floor-shifted heavy duty 4-speed manual transmission, driveshaft and beefy Dana 70 rear end, and the truck rides on 8-lug heavy steel wheels and radials with rear dualies; all running gear has been completely rebuilt. Finished in White with chromed front grille and bumper, bumper guards, dual full size mirrors, amber running and side lights and sporting a roomy Red cabin with bench seats front and rear, it offers an AM radio and the convenience of power steering and brakes to make the long haul easier on the driver, and comes with dual storage compartments behind the cab and a 4500 series Superwinch for dependable loading and unloading. This is a well-equipped and prepared utility machine that is perfect for hauling a vintage drag car or your favorite restored muscle classic.

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T88.1

1966 Dodge D-Dart Lightweight Extremely rare singular example of only 50 produced By 1966 the factories were dishing out increasingly exotic fare for customers competing in the highprofile Super Stock and FX classes, while most of the lower-level Stock classes were being dominated by small block-powered 1955-57 Chevys and other more economical cars. Product managers at Chrysler’s Dodge Division saw that an identity gap existed between the factory race cars and the so-called Junior Stockers, many of which served double duty as both daily drivers and weekend warriors. To fill that gap and attract more budgetoriented buyers, Dodge offered the now-famous D/Dart, a lightweight racer available right off the dealer’s showroom floor and ready to compete in NHRA and AHRA’s D/Stock class. Sales code 699 was the prescription, and the medicine was a 273/275 HP engine fitted with a Camcraft 284-degree .500-inch lift cam, Racer Brown solid lifters, a special intake manifold, Holley 4160 4-barrel carburetor, low restriction air cleaner, Doug Thorley headers and a dual point distributor. A Weber clutch sent the 273’s torque through a Hurst-shifted A833 heavy duty 4-speed to a 4.86-geared 8¾ Sure Grip differential, with bucket seats and heavy duty suspension completing the package. Fitted with period correct Cragar S/S wheels with slicks and still retaining its factory code WW1 Valiant White paint and P4H Red vinyl interior with radio and heater delete, this unique “A” body factory drag racer is one of only 50 D/Darts built and an extremely rare original example.

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f148

1967 Ford Fairlane Convertible Race Car AHRA Record Holder, Hedman headers Advertising Car The Vehicle Identification Number of this 1967 Ford Fairlane 500 convertible confirms its provenance as one of only 4 drop-top examples built with the rare “W” code 427/410 HP V-8 engine and the only one built with an automatic transmission. A derivation of the 427/390 HP engine used in Ford and Mercury production cars, the W-code engine employed cross-bolted main bearing journal caps, 11.0:1 compression, a high duration solid lifter cam, medium riser heads and aluminum intake manifold and a single Holley 4150C 4-barrel carburetor to achieve a factory rating of 410 HP. Running in NHRA and AHRA drag racing competition with driver Dick Simon at the wheel, this car became a fixture in AHRA C/Stock Automatic racing and had a well-earned reputation as a hard charger, at one time owning the AHRA C/Stock Automatic class record. It also carried the banner for Hedman Headers, appearing in the company’s magazine advertising. Finished in Lime Gold metallic with Black soft top and interior and prepared as raced with a complete roll cage, chromed Cragar SS rear wheels with drag slicks and narrow Cragar spun-aluminum racing wheels up front, this well-known racing Fairlane is documented with the original title in Dick Simon’s name, copies of AHRA record certificates, time slips, racing results, vintage photos and sponsorship checks.

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F171

1968 Dodge Hemi Dart Lightweight 1 of 13 delivered and Sold New at Grand-Spaulding Dodge On February 20, 1968 Chrysler Corporation issued a memo informing its dealers that Plymouth Barracudas and Dodge Darts would be made available using the 426 Hemi engine “for use in supervised acceleration trials� - in other words, Super Stock drag racing. For Dodge racers, the new Hemi Dart was the ultimate weapon. For $4,200, body code LO23 came loaded with a 426 CI Race Hemi engine with 12.5:1 compression, a cross-ram intake manifold with dual Holley 4-barrels, a high-flow oil pump, roller timing chain, solid-lifter cam, transistorized dual-point ignition with solid core wires, Hooker headers and a heavy duty cooling system. These purpose-built racers were delivered new in primer with Black-gelcoated Fiberglass front fenders and scooped lift-off hood, lightweight steel doors and bumpers and trunk-mounted battery. Outside mirrors, heaters and sound deadening were deleted, and the cars were fitted with lightweight side glass and lightweight bucket seats. Eighty were built, a full 13 of which were delivered by Grand-Spaulding Dodge in Chicago, including the example offered here, which was sponsored by Dodge and raced by Max Hurley of West Jefferson, NC in SS/B competition. It is finished as raced in Metallic Orange paint with a Black interior incorporating a roll cage and Hurst shifter for its 3-speed manual transmission and rolls on Cragar SS wheels with drag slicks and narrow front drag tires. Listed in the Chrysler Registry, this prominent Mopar Super Stock Hemi Dart is documented with the original bill of sale and period racing photographs.

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F203

1967 Shelby GT500 Super Snake Legendary One-of-One Shelby Supercar

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When Ford redesigned the Mustang in 1967 to take the 390/320 HP big block V-8, Carroll Shelby took the next logical step and introduced the GT500, the first big block Shelby GT, powered by a modified Police Interceptor 428 CI engine rated at 355 HP. Buyers took to the new car immediately, and the car outsold its small block GT350 stable-mate 2,048 to 1,175 units. In addition to his partnership with Ford, Shelby was also the West Coast distributor for Goodyear, who in February asked Shelby to take part in a promotional event for its new Thunderbolt line of economy tires.

Shelby judged that the GT500 would be the perfect choice for an extended high-speed demonstration of the new tire, but the decision took a twist when former Shelby American sales manager Don McCain approached Shelby with the idea of building a supercar that would outperform anything else in the world. Then employed by Dana Chevrolet in South Gate, California and Mel Burns Ford in Long Beach, McCain suggested that Carroll put a racing 427 in the GT500 for the test, let him sell the car and then build 50 more for Burns.

Ever one to leap at opportunity, Shelby instructed Fred Goodell, Shelby American’s chief engineer on loan from Ford, to prepare a GT500 with a special engine for the test, which would be held at Goodyear’s high speed test facility near San Angelo, Texas. Goodell selected GT500 number 544 for the task: “We rebuilt it with a special lightweight 427 racing engine; special rear axle, special transmission and, of course, Thunderbolt tires.” Don McCain later described the engine as “the mother of all 427s at that time…aluminum heads, aluminum water pump, forged crank, Le Mans rods, just basically everything inside the engine was built to run sustained 6,000 RPM – to race at Le Mans.” Essentially, it was the same 19

powerplant used in the GT40 Mk II that had won the famous French endurance race the previous year, including a variation on the Mk II’s “bundle of snakes” exhaust system and its output of 600 horsepower. Goodell made other modifications to prepare the car for the tire test. An external oil cooler, braided lines and a remote oil filter were installed to increase the 427’s reliability; stiffer springs and shocks were mounted on the passenger side of the GT500 to counteract the highspeed cornering forces it would encounter on Goodyear’s 5-mile oval track. Goodell completed the car with one-off chrome inboard headlight surrounds and a unique version of the production Le Mans striping, with two narrow Blue stripes flanking a wide Blue center stripe, elements that distinguish it from all other GT500s.

Upon its arrival in Texas the last week of March, the Super Snake was fitted with Shelby 10-spoke aluminum wheels mounted with 7.75-15 Thunderbolt Whitewall tires, which were overinflated with nitrogen to keep the sidewalls rigid and prevent overheating. Before the test commenced, Shelby took a number of invited journalists, including the editors of Time and Life magazines, for demonstration laps around the track. Over the years there were conflicting claims as to who actually drove the car on its 500-mile test, but the story was set straight by Goodell during an interview for an episode of Speed Channel’s “My Classic Car.” After the demonstration runs, during which Shelby reached a top speed of 170 MPH, Goodell recounted, “[Shelby] came back and he handed me his helmet and he says, ‘I’ve got to go to Washington, so you go ahead and drive the test. And so I got back in the car and I drove the car in the 500 mile test. We drove at 142 MPH average for 500 miles.” The test was a complete success: the 20

skinniest tires ever mounted on a Shelby GT, the Thunderbolts had performed flawlessly, retaining 97 percent of their original tread.

The Super Snake was then shipped back to Mel Burns Ford in California, where it remained on display while Don McCain worked to generate interest for a limited run of 50 427-powered GT500s.

At over twice the price of a baseline GT500, the Super Snake was priced well beyond its competition, including Shelby’s own 427 Cobra. McCain was forced to admit the car was “just too expensive;” it was ultimately shipped to Dallas, where it was purchased by Braniff International Airways pilots James Hadden and James Gorman, who then replaced its original 2.73 gearset with a 4.10 unit for drag racing. Two subsequent owners remain unidentified today, but records show that the car was purchased in 1970 by Bobby Pierce of Benbrock, Texas, who cared for it for 25 years before selling it to David Loebenberg of Florida.

The Super Snake returned to California 7 years later when it was bought by Charles Lillard, who later sold it to Richard Ellis, at which point the car registered 26,000 miles on the odometer and showed almost no deterioration.

Ellis proceeded with what he describes as a “light restoration”, locating the correct wires and hoses for the engine compartment, a period-correct Rotunda fire extinguisher, NOS Shelby 10-spoke wheels and, amazingly, four brandnew Thunderbolt whitewall tires in the proper size. As Ellis explained in a September, 2011 interview with Auto Enthusiast Magazine, “I wanted to own this piece of Shelby 21

history worse than anything. It was well cared for by its previous owners, but I’ve put a lot of effort into returning it to the state it was in on the day of the tire test.”

“The Thunderbolts were made for … well, boring family cars in the ’60s, which is why nobody reproduces them or has even heard of them for 35 years. I found what has to be the only surviving set in a warehouse in Akron, Ohio. I’m sure Shelby pulled the original Thunderbolts and threw them away when the car got back to California.

“Now, when you see a picture of the Super Snake and it’s got skinny whitewall tires, you’ll know it is either from the Goodyear test or from the time it’s spent in my collection.”

Built with the heart of a Le Mans champion yet ultimately destined for but one day in the sun, there is only one Super Snake, the result of a confluence of forces that could only have happened in the charmed life of one Carroll Shelby.

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F213

1968 Ford Mustang Lightweight Cobra JET Factory Sponsored, Driven by Dave Lyall, 1 of 50 built Ford had the beginnings of a drag racing superstar when it made the 390/320 HP FE big block engine available in the Mustang in 1967, but it took the creator of the famed Thunderbolt drag racers, Ford dealer Bob Tasca, to once again show Ford management the way to success. Having already built a supercharged 390 Mustang for street use, Tasca challenged Dearborn with his version of a lightweight Mustang Fastback powered by a 428 CI FE big block engine specially built by Tasca’s engine expert John Healey.

Ford brass invited Tasca and his car to the Dearborn test track, and were so impressed by the car’s performance that they decided to build 50 purpose-built lightweight Mustangs for 1968 using two versions of the 428 CI engine they dubbed the Cobra Jet: one for Super Stock/E with 11.6:1 compression and a solid lifter cam; and the other set at 11.0:1 and using a somewhat milder hydraulic cam for C/Stock. Delivered to Ford for the stated purpose of “Highway development for Stock Vehicles Department,” this 1968 Cobra Jet Mustang was raced by Ford factory engine specialist Dave Lyall, who purchased the car for $1 under the standard agreement for factory sponsored racers. It has been refinished in Lyall’s familiar racing livery as part of a comprehensive and photo-documented restoration and is presented as Lyall drove it, complete with Cragar SS wheels, 8-inch Goodyear Blue Streak slicks and a Hurst shifter. This famous Cobra Jet Mustang factory lightweight racer is well documented with copies of the window sticker, Lyall’s $1 contract (originally listed incorrectly as 135052), Michigan title search, Ford internal memos about the 428 Cobra Jet Lightweight Mustang program and a Marti report.

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F214

1969 Ford Mustang Boss 302 Trans Am Race Car campaigned worldwide from new, SVRA Historical Certified This 1969 Ford Mustang Boss 302 was built and prepared for competition in the SCCA’s Trans American Sedan Championship, but it was destined to prove its mettle in faraway lands. In early 1970 it was purchased by Fleetwood Motor Engineers in England, who entered the car in the British Saloon Car Championship. Well-supported by sponsorship from Simoniz, Goodyear, Champion and Castrol, the car was driven in the series by former Decca Records employee and public relations consultant Richard Lloyd, who took it to four victories before it found a new home and new competition in South Africa. It was not long before the car had another new address, this time in Canada, where it arrived with most of the original factory equipment intact.

After 30 years the car was located and purchased

by John Barnes, who brought it to the United States and restored it to meet contemporary SCCA, SVRA and HSR rules and safety regulations. It was a part of the Boss Trans Am Reunion at the 2005 Carlisle All-Ford Nationals, and since then has been a recent participant in vintage Trans Am races at Watkins Glen, Virginia International Raceway, Lime Rock and Miller Motorsports Park. The car presents in full racing configuration, most importantly its race-prepared 302 CI engine equipped with a Holley Dominator 4-barrel carburetor on a “Cross Boss” aluminum intake manifold, tube headers with side exits, MSD ignition and heavy duty cooling. Documentation includes magazine articles and letters from previous owners.

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F215

1969 Ford Mustang Cobra Jet Race CaR Factory Sponsored NHRA Record Holder

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This 1969 Ford Mustang Cobra Jet gained instant notoriety on the West Coast drag racing circuit under sponsorship from Chuck Foulger, the former Ford Racing Director whose Monrovia, California dealership had a reputation as one of the most performance-savvy Ford stores west of the Mississippi.

The R-model Cobra Jet left the San Jose assembly plant on October 31, 1968 finished in Gulfstream Aqua Blue and equipped with the mighty 428/425 HP CJ Ram Air engine, a close ratio T-10 4-speed, Competition Suspension Package, power front disc brakes, AM radio, color-keyed racing mirrors and F70-14 Wide Oval tires. After arriving at Foulger Ford, crew chief Kenny Myers converted the car to an automatic transmission for quicker and more consistent launches and added Lakewood traction bars, Hurst/Lakewood drag shocks, Cragar SS wheels with racing rubber and a set of Doug Thorley’s radical 180-degree exhaust headers. The 29

car’s distinctive paint scheme was Foulger’s idea: by painting one side of the car Pearl White, he reasoned that media coverage would give the impression there were two Foulger Ford-sponsored Mustangs rather than just one. After a successful few months that included runner-up finishes at the Bakersfield Fuel & Gas Meet and the Hot Rod Championship Drags, driver Randy Ritchey was called into the service and the car was sold to Foulger Drag Team members Bob and Lucy Below, whose well-earned reputation for cutting a quick light was further bolstered by her performance at the Cobra Jet’s controls. With continuing Foulger sponsorship, the car soon became known as “Lucy’s Larceny” after defeating such talents as Shirley “DragOn Lady” Shahan and Bob Lambeck, both of whom Lucy trailered on her way to a first win at Fremont Dragway, where she ran mid 11s at 126.45 MPH to set the SS/HA record. The Belows ran the car successfully for another three years in NHRA Division 7 before retiring it from competition. After a series of owners it was restored with input from Bob and Lucy Below and is being offered in its original racing configuration, a splendid piece of West Coast Super Stock racing history.

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f234

1967 Mercury COMET Cyclone R-Code 427/425 hp, 1 of only 19 Produced At the same time Ford was using its W- and R-code 427 Fairlanes to blast the competition in Stock and Super Stock drag racing, Lincoln-Mercury was grabbing Top Stock Eliminator titles and setting class records of their own with their low-production Cyclones. The R-code 427 CI V-8 was a masterpiece of design. Based on the FE big block, it used cross-bolted main bearing journal caps, forged rotating assembly with 11:1 forged aluminum pistons, a flat-tappet solid lifter cam, special new “medium riser” heads, so named as they were a compromise – an exceptionally good one, as it happened – between the low-profile early 427 heads and the high-port heads used in the Thunderbolt racers.

Using the same light-alloy valves as the “high riser” heads, the R-code engine was topped with a welldesigned aluminum intake manifold mounting dual inline Holley 4-barrel carburetors. Race-prepared 427 Cyclones easily reached down into 11-second quarter mile times; on the street, their factory rating of 425 HP made them a force to be reckoned with. Fifty 427 Medium Riser-equipped Comets were built, including 202 Capri and Caliente models and 19 R-code Cyclone hardtop coupes, one of which is offered here in beautiful restored condition. Incorporating a heavy duty Toploader 4-speed and 9-inch rear end, this 1967 R-code 427 Cyclone 2-door hardtop presents in the classic factory configuration of White with a Red interior fitted with bucket seats. Radio and heater are factory deletes, and the car uses the optional fiberglass hood with dual intake scoops and rides on periodcorrect chromed steel wheels with Blackwall tires.

Documentation includes a Marti Report.

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S103

1966 Dodge D-Dart Lightweight Trans Am Race Car LO23, 273/275 hp, 4-speed, 1 of 50 Produced In 1966 Dodge began offering the specially-built D-Dart, a stripped-down version lightened at the factory and packing a 273/275 HP engine fitted with a Camcraft 284-degree .500-inch lift cam, Racer Brown solid lifters, a special intake manifold, Holley 4160 4-barrel carburetor, low restriction air cleaner, Doug Thorley headers and a dual point distributor. A Weber clutch sent the 273’s torque through a Hurst-shifted A833 heavy duty 4-speed to a 4.86-geared 8ž Sure Grip differential, with bucket seats and heavy duty suspension completing the package. More than just a drag racer, however, the D-Dart turned heads in the new SCCA Trans American Racing, where the number 44 car of Bob Tullius won the Group 2 category in the opening race at Sebring and later at Marlboro.

Another Group 2 contender was Dick Carter, who drove this number 72 D-Dart under the alias of Johnny Dart when not piloting his B/Production Shelby GT350. Sponsored by Westlake Dodge, the car took full advantage of the new rules set down by the SCCA, including shedding the front and rear bumpers, stripping the interior and adding a single bucket seat, Sun tach and full roll cage. Finished in the Metalflake Red and White Westlake livery, the car is complete with correct race-prepared 273 CI engine, Hurst-shifted 4-speed manual transmission, custom headers with side exhaust and Minilite alloy wheels with Goodyear Eagle racing tires.

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S139

1965 Shelby USRRC FIA Cobra Roadster Acquired from CARROLL Shelby’s Private Collection Years after the last 427 Cobra was built in 1967, the car remained an American icon and was being replicated by builders looking to capitalize on the cachet of the original. When Shelby decided to resume production of the real 427 Cobra in the 1990s, it seemed only natural that he would choose to produce the iconic S/C version. So successful was the Continuation 427 that Shelby reached back to the past once again, this time to build a Continuation of the fabled 289 FIA and USRRC Cobra. Powered by the same specification 289 CI Fairlane V-8 used in the original racers that spawned the Shelby legend, the CSX7000 289 Cobra is not a modernized version; to accurately replicate the cornering feeling felt by the racers of the day, the chassis is as close to the original as possible.

Wearing the FIA’s fender flares, cut-back doors and other distinguishing features and rendered in bare polished aluminum bodywork, this Continuation 289 Cobra is perhaps the most desirable of all, for it was originally purchased by Carroll Shelby himself for his personal collection, which consisted of at least one Cobra from each series, including the one that started it all, CSX2000. Shelby’s purchase of the car is documented in the accompanying Statement of Origin dated September 29, 2011 and signed by Shelby, who later transferred ownership of the car to his long-time friend and former Shelby American Sales manager Don McCain. CSX7049 is probably the newest Cobra to have been a part of Carroll Shelby’s personal collection, a fact that adds further prestige to the car and will forever be a part of its history.

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S140

1969 Shelby GT500 Convertible 428 Super cobra jet, 4-Speed, Drag Pack This outstanding 1969 Shelby GT500 convertible is one of only 11 equipped with the rare Drag Pack option and the only one known finished in Candy Apple Red. The Drag Pack was a significant boost to the performance of the big block Shelby. The option was triggered by ordering either the V code 3.91 or W code 4.30 rear axle; when that happened, the car automatically received the top engine available in the 1969 lineup, the Super Cobra Jet 428 Ram Air V-8.

Vastly underrated at 335 HP, the SCJ used a stronger rotating assembly that included stronger forged connecting rods with Le Mans-spec cap screws, special crank, flywheel and vibration damper; larger valve heads, the competition aluminum 427 intake manifold, Holley 4-barrel carburetor and an oil-pan windage tray. In addition, the driver’s side horn was relocated to the passenger side of the radiator core support to make way for an external oil cooler that lowered oil temperature by 30 degrees. Unrestored but for a single repaint in the original color, this superb GT500 shows 48,000 original miles. The Black Deluxe Interior DÊcor group includes Comfortweave high-back bucket seats, a custom console with Hurst shifter and Stewart Warner gauges, woodgrain applique trim on the dash, console and door panels, tilt-away steering wheel with rim-blow horn, in-dash clock and stereo and inertia-reel shoulder belts mounted on a Shelby-installed roll bar. Other factory equipment includes power steering and front disc brakes, Goodyear Polyglas GT tires and the unique 15x7-inch Shelby wheels with aluminum spoke centers welded to chrome steel rims.

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S154

1965 Mercury Comet 427 SOHC A/FX Super Cyclone Driven by Dyno Don Nicholson

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“Dyno Don” Nicholson began racing on the circle tracks and dry lake beds of California in the 1940s, and first came to prominence as an expert engine tuner with an almost supernatural ability to extract maximum horsepower from almost any type of powerplant. He soon drew the attention of Chevrolet and then Mercury, both of whom in turn capitalized on his talents both on the dyno and at the track with factory support, and in 1965 he entered the hot new Factory Experimental circuit with this A/ FX Mercury Comet Cyclone.

Ford’s new 427 SOHC engine powered the lightweight machine to the tune of 700 horsepower with the benefit of Nicholson’s touch. The car went through numerous changes to both chassis and 41

engine as the year progressed, including altering the wheelbase in typical contemporary FX practice. The FX class soon evolved into the first tubeframed, fiberglass flip-body funny cars, and the Comet disappeared for decades until it was located and carefully restored to its original state. Special features are on display throughout, from the wellfinished interior to the massive 427 Cammer under the twin-scooped fiberglass hood. Many handmade components are unique to this car, and evidence of Nicholson’s craftsmanship. There is no doubt about this car’s significant historical value. Don Nicholson’s A/FX Comet Cyclone was one of the fastest factory racers of its time and a direct forerunner of the first flip-top funny cars. Its authenticity and level of finish make it a visual knockout that beautifully recalls a revolutionary time in drag racing.

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1965 Mercury Comet B/FX Cyclone “cyanide” sponsored by spence ford, 1 of 15 Built

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Flush with the phenomenal success of the 427-powered A/FX factory Comets of 1964, for 1965 Lincoln Mercury Division commissioned Bill Stroppe Engineering to build a series of special Comet Cyclones for the B/FX class. The B/FX Comets followed the then-standard steps for saving weight with fiberglass hood, doors, fenders and bumpers, lightweight Plexiglas windows, racing bucket seats and radio, heater and soundproofing deletes. The competition-proven 289/271 HP small block engine chosen to power the B/FX Comets came standard with a Holley 4-barrel atop an aluminum intake manifold. A dual cross-ram Holley 4-barrel setup was also available, but when fitted with the optional Weber downdraft carburetion used on 45

Shelby’s racing Cobras and GT350s, the little 289 generated almost 400 HP at 7,000 RPM. Weighing in at a slim 2,600 lbs, the small block-equipped cars were available race ready through participating Lincoln-Mercury dealers. One of the finest examples of a genuine 1965 Mercury Comet Cyclone B/FX is this Red-on-Red factory racer campaigned under the name “Cyanide.” Sponsored by Spence Ford in Boyerstown, Pennsylvania, it was raced locally, most notably at famed Maple Grove Dragway.

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