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Dave....would ya look at that!

Shelby American is taking advantage of the wait for Ford's upcoming 800hp 'Shelby GT500' with their new widebody offering. http://www.shelby.com/?topic=vehicles&art=2017WideBody

https://s20.postimg.cc/mq61ee90d/IMG_3361.jpg uploading images

https://s20.postimg.cc/rnjlziazh/IMG_3360.jpg uploading images

WOW that mustang is wide

A nice, juicy L-88...

Quote:

Originally Posted by DBasher (Post 659086)

Love it

Quote:

Originally Posted by DBasher (Post 659087)

Dave....would ya look at that!

:thumbsup: :thumbsup:

Quote:

Originally Posted by Cosmo mentis (Post 659084)

Did you see it sold yesterday T.C.?

Ka-Boom!

The Owens/Corning cars were some of my favorites as a 11 year old at Watkins Glen! The sound of those L-88s was special!

Quote:

Originally Posted by BMR Sales (Post 659191)

The Owens/Corning cars were some of my favorites as a 11 year old at Watkins Glen! The sound of those L-88s was special!

:thumbsup: :thumbsup:

Exhibit A:

Built back in '72 by a longtime Corvette engineer

Word is Roger's OK but not so for the car. Was burning long enough to just melt the aluminum block. Haven't talked to him in a couple years. Here's a couple of my favorite pics of the car taken years ago.

http://i240.photobucket.com/albums/f...TATA/1SDR2.jpg

http://i240.photobucket.com/albums/f...oneontrack.jpg

Racy 911's,Vettes

Love that car.. Butler performance did the motor
and has a bunch of videos of it... not the first
time he has wrecked it... sorry to see this

Bob

For those who haven't seen it this is my hooptie - widened 4" overall plus the fender flares. If it doesn't look "phat" that is kind of the point. I've even had guys who have restored vintage Mustangs or owned one who can't really pin down what's going on with the car.

Attachment 59950

Attachment 59951

Quote:

Originally Posted by preston (Post 659366)

I like it Preston. :cool:

The ultra rare Ford P68, aka the Ford 3L GT/F3L

The unsolved disappearance of the #22 cars' owner

Mario Rossi, the hardworking son born of Italian immigrants, operated a high-performance automotive shop in his hometown of Trenton, New Jersey, before joining the NASCAR Grand National series in 1955. In his first Grand National appearance, Rossi finished an impressive ninth in a 250 mile event held at Pennsylvania’s Langhorne Speedway. In the late fifties, he would move south and work as a mechanic for various NASCAR legends such as Tom Pistone, Smokey Yunick and Bud Moore.

In 1968, Rossi began fielding his own cars for NASCAR Grand National competition with financial support coming from Chrysler Corporation. In the Spartanburg, South Carolina-based Rossi Engineering team’s first race, veteran driver Darel Deringer piloted their 1968 Plymouth Roadrunner to a 23rd place finish in the 1968 Motor Trend 500 at Riverside, California. Deringer and the team competed in 18 races during the 1968 season with 5 top-five and 8 top-ten finishes. Deringer would wind up 21st in the NASCAR Grand National driver point standings for 1968.

For the 1969 season, fan favorite Bobby Allison would join forces with Rossi Engineering for the Grand National series. The team would switch to the 1969 Dodge Charger 500 body style for NASCAR competition. During the season, Allison would record 23 starts for the team and collect victories at Bristol, North Wilkesboro, Richmond and Macon. He would also compete in three races for Rossi Engineering in the aerodynamic Dodge Daytona, beginning with Charlotte’s National 500 in October. During the season, Allison would amass 12 top-five and 13 top-ten finishes en route to a 20th place finish in the 1969 series standings.

The start of the 1970 season would find Allison and the Rossi Engineering team building on the successes of the 1969 season as they recorded a 3rd place finish in the Daytona 500 in the Dodge Daytona. Allison and the Daytona would go on to capture the Atlanta 500 by a narrow margin over Cale Yarborough in the Wood Brother’s Mercury. The Rossi Engineering team would also claim the Union 76 Pit Crew title as Mario Rossi introduced the now standard procedure of gluing the lug nuts onto the wheels to enable quicker tire changes while the car is in the pits. Allison would pilot the Rossi Engineering Dodges to 13 top-five and 14 top-ten finishes. He would also drive his own Dodge Charger in selected events as the Rossi Engineering team only concentrated on the higher paying events conducted on larger tracks. Allison would finish 2nd in the NASCAR Grand National points standings by a slim 51 (3,911 to 3,860) point margin to champion Bobby Isaac. Unfortunately, Allison would leave the Rossi Engineering team at the end of the 1970 season to begin building his own team for the 1971 season.

Perhaps Rossi’s most notable accomplishment during the sport came the 1971 Daytona 500, when he campaigned a heavily horsepower-restricted Dodge Daytona in the event. After completion of the 1970 season, NASCAR president Bill France decided to end the dominance of the specially constructed “aero cars” by limiting their engine size to 305 cubic inches. Rossi and his driver, Porterville, California native Dick Brooks, were the only team that fielded an “aero car” for the race, as the other teams opted for the ability to run the larger engines. While the other Dodge and Plymouth cars at Daytona were powered by the proven 426 cubic inch Hemi engine, Rossi’s 1969 Dodge Daytona was equipped with a relatively small 305 cubic inch engine built by Californian drag racer Keith Black. Brooks would lead 5 laps in the event and finish in 7th position, after losing two laps due to a collision with Pete Hamilton’s Plymouth. This would be the last appearance of an “aero car” in NASCAR competition as the Rossi Engineering Dodge Daytona would be parked after the race. Brooks and the team would go on to record 9 top-five and 12 top-ten finishes during the remainder of the season.

At the completion of the 1971 NASCAR Grand National season, Rossi closed up his shop. He sold both his equipment and race cars as the tough Italian had became disenchanted with the direction NASCAR was taking. He did make a comeback of sorts in 1973, as he went to work for the heavily financed DiGard Racing organization as team manager. After well-publicized run-ins with team driver Darrell Waltrip, Rossi left both DiGard and NASCAR in 1976. He would make one more Grand National start, that coming in the 1976 Dixie 500, working as crew chief for driver Ford driver Richie Panch. After completion of the race, one of the greatest innovators, mechanics and crew-chiefs in NASCAR history called it quits.

Rossi settled in south Florida after leaving the world of NASCAR Grand National racing. He came home in December 1982, to spend Christmas with the family in Trenton. By all accounts the Rossi family had a wonderful time together and enjoyed all the usual holiday festivities. His sister drove him to the Philadelphia Airport on December 30th and dropped him off at the terminal door. Rossi waved to her as he headed into the terminal to board his plane. That would be the last time he would be seen by the family. Rossi’s sister received a mysterious call from an unidentified party on January 2, 1983, stating that her brother was dead.

To this date the disappearance of Mario Rossi remains unsolved…..

http://mariorossi22.com/index.html

"Found: The last wing car."

The story behind Mario Rossi's son decades long search to acquire his Dad's #22 car...

http://www.hotrod.com/articles/found-last-wing-car/

My Phat Vette and "etc"

Pappy

Attachment 62359

Attachment 62360

Nice Pappy. :thumbsup:

I'm following your '56 Vette project.

RIP Eric Broadley

Eric Broadley MBE (22 September 1928 — 28 May 2017) was a British entrepreneur, engineer, and founder and chief designer of Lola Cars, the motor racing manufacturer and engineering company. He was arguably one of the most influential automobile designers of the post-war period, and over the years Lola had a hand in many high-profile projects in Formula One, IndyCar, and sports car racing. Broadley sold Lola to Martin Birrane in 1999.

https://s20.postimg.cc/9dpww0zkt/IMG_3869.jpg

https://s20.postimg.cc/fq525v2n1/IMG_3868.jpg

Quote:

Originally Posted by BMR Sales (Post 659743)

http://i1259.photobucket.com/albums/...psgicv56bs.jpg

:wow:

Always liked that one. Looks so fun! Here's more info:

http://www.stanceworks.com/2014/08/m...er-prototypes/

as far as I'm concerned, the 917 pedigree is the best of the big butt beauties. 917/30 being my favorite.

Quote:

Originally Posted by BMR Sales (Post 659822)

http://i1259.photobucket.com/albums/...psuohhik3k.jpg

Ouch...

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Originally Posted by BMR Sales (Post 659830)

http://i1259.photobucket.com/albums/...psgzgn8oir.jpg

I like that pic!

Quote:

Originally Posted by SBDave (Post 659838)

Always liked that one. Looks so fun! Here's more info:

http://www.stanceworks.com/2014/08/m...er-prototypes/

Thanks for that link. :thumbsup:

Quote:

Originally Posted by badbu68 (Post 659845)

One of my favs
http://s3.amazonaws.com/scardigest/w...sche-917-5.jpg

Quote:

Originally Posted by NOPANTS68 (Post 659853)

as far as I'm concerned, the 917 pedigree is the best of the big butt beauties. 917/30 being my favorite.

.
Agreed.

Nice pic of Jr at the Monster Mile today...

Quote:

Originally Posted by BMR Sales (Post 660015)

http://i1259.photobucket.com/albums/...pslxlrizn0.jpg

Actually surprised no 944 lsx projects are on here. Great little platform, even if you started with a base 944 and used all vette drivetrain instead of turbo transaxle.

Quote:

Originally Posted by badbu68 (Post 660027)

Actually surprised no 944 lsx projects are on here. Great little platform, even if you started with a base 944 and used all vette drivetrain instead of turbo transaxle.

That's a project that I would like to get on

Quote:

Originally Posted by badbu68 (Post 660027)

Actually surprised no 944 lsx projects are on here. Great little platform, even if you started with a base 944 and used all vette drivetrain instead of turbo transaxle.

Just saw this almost 944 (a 924) posted today...

https://s20.postimg.cc/qrb87v5el/IMG_4123.jpg

My first Porsche was a 924 I bought as a basket case & reassembled so I could learn mechanical fuel injection. Good handling little car but no power. It got used mostly to teach young guys who worked for me how to drive a manual. I kept it outside and ignored it most of the time while thinking I might do a SBC swap into it eventually. It deteriorated over time from the New England weather and I sold it for $100.00 to a guy who wanted it for a lemons racer.

The 944 is really the better way to go if you're going to do a V8 swap & make a track car. Saw several SBC swapped 944's at track days when I moved down to FL full time.

http://i240.photobucket.com/albums/f...4/MVC-012F.jpg