a collection of swiss cheeses and super duties is up for grabs, the Bobbie Knudsen collection, probably the son of Bunkie Knudsen, the head of Pontiac Motor Division (56 to 67) who was handed the reins of PMD and ordered to turn it around, so it wouldn't be shut down

https://www.mecum.com/auctions/indy-2025/collections/the-bobby-knudsen-collection

the dual qual 427 lightweight '63.5 Galaxie

A mid-year addition to the full-size Ford lineup.

 Along with the new profile, Ford offered a lightweight package intended for racing that featured a stripped interior and a host of custom-built body and trim panels. 

The hood, fenders, decklid, and fender liners were molded in fiberglass. 

The bumpers and bumper mounting brackets were aluminum rather than steel. 

The case for the T10 four-speed transmission and its bellhousing were also aluminum, and it used a lighter chassis than run-of-the-mill Galaxies. The diet shed several hundred pounds from the car, making the dual-quad 427 V-8 even more impressive.

 https://www.barrett-jackson.com/scottsdale-2025/docket/vehicle/1963-ford-galaxie-500-lightweight-281549

an A12 Road Runner on the 52? Unreal, it's like a baby pigeon, you know they must exist, but you've never seen one? Yeah, and how the hell do A12's get to car shows, you know they must drive on the freeways, but, ever see one on a freeway?

sure did look great on the freeway!

Sanders & Rudolph Z11 raced by Frank Sanders out of Rudolph Chevrolet. 430 hp on the front fender, aluminum fender "do not touch" lettering. Interesting sponsorship by the Sahara casino hotel

http://www.348-409.com/forum/threads/early-vintage-w-motor-drag-pictures.11470/page-10

https://www.jalopyjournal.com/forum/threads/vintage-shots-from-days-gone-by.428585/page-6055#post-12923670

drag raced for only 325 miles before it was obsolete, that's how fast drag racing was progressing in the mid 60s

the Dodge factory drag race program had the D/Dart program and the RamChargers, and Plymouth didn't get any benefit from that, but, the Golden Commandos were professional drag racing factory engineers, and they made this 273 cu in acid dipped trick Barracuda for F/Stock, 12.50 to 13.99 class.
The Goldfish broke the AHRA F stock record the first time it ran

The Golden Commandos club was conceived in 1962 by a small group of technicians, mechanics and engineers from Chrysler Corporation Central Engineering Department. 

Locally known as “Detroit’s own Golden Commandos”, the team continually set the bar at the race track. They developed and evaluated new technologies; sharing this technology with other factory teams

In 1965 the Golden Commandos fielded their wildest ride yet and in doing so they changed the landscape of drag racing forever. The altered wheelbase cars became known as those “funny looking Mopars” or “Funny Cars” as we know them today.

http://carguychronicles.com/2015/04/york-us30-reunion-musclecar-madness/
https://www.allpar.com/racing/golden-commandos.html
https://www.allpar.com/racing/nhra/goldfish.html

http://www.overdrive.fi/forum/threads/vanhoja-valokuvia-ameriikan-raitilta.267070/page-917#post-3231242

Pontiac Tempest Super Duty Safari, 1963

https://carsthatnevermadeitetc.tumblr.com/post/184832164842/pontiac-tempest-super-duty-safari-1963-the#notes

the Silver Bullet, a Plymouth factory built drag racing/street racing lightweight race car

Lightweight hood, trunk, doors,fenders, seats from an A100 van
weighed about 3200, ran 10.60 at 132 with 4 turbo mufflers

Hemi stroked to 487cu in

rear quarter panels popped out to clear the slicks

the car was sold with one stipulation "despite their efforts and offers, you must never sell the car to back to BMW - it is to remain with enthusiasts."

In 1959, BMW introduced the 700, a rear-engined air-cooled economy car as BMW was close to bankruptcy, and the 700 may have saved the company.

It's monocoque chassis, 700cc 30hp flat-two engine, and ultimate simplicity made for a car that was both cheap and fun to drive. Weighing only 1350 pounds, the 700 was as nimble as it was economic.

The immediate success of the 700 prompted the development of a purpose-built race car. Some of BMW's most well-known engineers assembled a skunkworks 700RSs. It shares little of the original car, and is reminiscent of Porsche's 550 spyder: a rear-engined featherweight roadster.

The RS's exterior takes a radical departure from the 700 coupes and sedans; a hand-built aluminum body borrows its front end aesthetic and turn signals from the 507. The front windscreen is made from the production car's rear glass. The paneling is unique to the car, sharing a style with no BMW before it or since.

The body panel tubes have been drilled with holes to decrease weight. With the fuel tank topped off, the final weight of the RS is only 830 pounds.

Driven by Hans Stuck, Chassis #1 was campaigned to a title victory for the German, Italian, and Austrian hillclimb championships in 1960 and 1961. This was, in fact, the last time the "Bergkönig," or "King of the Mountains," as Stuck was known as, would become champion. Ending his famed and celebrated racing history on a high note, it was in this very car that Stuck hung up the helmet and ended his racing career.

http://www.stanceworks.com/2014/08/the-collector-part-ii-the-1960-bmw-700rs-chassis-1-of-2/

JC Penney Factory F/X Super Stock factory fiberglass bumpers, hood, fenders, doors, decklid and dash option.(possibly) The answer to the NHRA ban on factory aluminum body parts. One was ordered, and then the NHRA banned factory fiberglass bodies.

The original JC Penny race car named the "Penny Pincher".

It was used to promote the stores line of A/FX automotive products.

Documentation states that in 1965, the factories weren't allowed to use aluminum body parts on the cars anymore. So they offered the '65 lightweights with acid-dipped body panels.

Chrysler interpreted the rules in their own way, and the rules specified no aluminum. However, NHRA didn't say anything about using fiberglass panels on their altered-wheelbased cars, but in order to do that they had to offer fiberglass on their regular (un-altered) wheelbase cars as an option.

 As it turns out, the fiberglass was completed just before the NHRA ruled that fiberglass and altered-wheelbase cars would not be allowed. The fiberglass program was summarily scrapped after the ruling, but for a very short period of time, fiberglass remained an option on the standard, un-altered race cars, and only one was ordered with this option, the car used by JC Penny.

It's a car with aluminum door hinges, fiberglass fenders, doors, hood, decklid, bumpers and even the dash. It also has Corning plexiglass windows. This car may be the only one of its type in existence.

http://carzhunt.blogspot.com/2014/08/illinois-stock-car-hall-of-fame.html

and it sold for only 73k in 2014 at the Barrett Jackson auction. They tried Ebaying it last May, http://www.cafr.ebay.ca/itm/1965-Dodge-Coronet-/162073407716 and it doesn't seem to have gotten any bids.

http://www.barrett-jackson.com/Events/Event/Details/1965-DODGE-CORONET-FACTORY-A/FX-SUPER-STOCK-CAR-162824

the new owner is of course only interested in it as an investment and missed the obvious clue that no one wanted to pay more for it than they did... and tried to sell it for 150k. Well, that didn't last long, and in only 3 years, they've dropped the price by almost half, and now they are only trying to recoup costs, and it's listed for sale with about 10% markup as a finders fee. Still no buyers.

So, if all of this is a fact, why isn't there any history of this car online?

It's supposed to be mentioned in the May 1968 Car Craft, but, I'll have to see if I have that issue to verify that

be careful about your volume, it's probably not loud enough. Turn it up, and enjoy

these are the Don Fezell collection leaving the tent at the auction today. He really had the coolest collection of pure muscle cars http://justacarguy.blogspot.com/2017/01/probably-best-collection-of-muscle-cars.html

the Z11

when the Z11 debuted in late 1962, it was a dichotomy of firsts and lasts for Chevrolet's drag racing efforts. It was the last of the full-size lightweights, thanks to GM's 1963 self-imposed anti-racing edict, and it ran the last W-headed race engine, but it was the first to possess the magic cubic-inch displacement - 427.

Built in three batches, the initial 25 Z11 Impalas were released on December 1, 1962. The first car arrived at Ammon R. Smith Chevrolet in York, Pennsylvania, near Christmas 1962, for the already highly successful team of Strickler and Jenkins, who had first met at a nearby drag strip years before.

Under the hood was a revised W-series engine. The stroke was increased from the 409 by .150-inch using a forged-steel 3.65-inch stroke crank to make it a 427, while the bore remained at 4.3125 inches. Forged connecting rods were employed, and forged domed pistons pushed the compression ratio to 13.5:1.

Factory-designed cast-iron headers were installed, but were generally quickly swapped out for steel-tube headers. The aluminum water pump, fuel pump, lines and filter and the rocker covers were also specific to this engine, and a deep sump oil pan was used. The 427 was underrated at 430 hp.  It ran 10.90s at 128 MPH,

Jenkins painted the engine semi-flat black to dissipate heat more quickly. Though the Z11s were delivered with an alternator, he installed a generator with a quick disconnect wire and a short belt from it to the water pump. This allowed him to run the generator as an electric motor to turn the water pump and circulate the water to cool the engine when the car was shut off.

He also painted the underside of the car and the suspension white. His reasoning was said to be to reflect the rising heat from the track and also to make it easier to see while working on the suspension.

A complete race package, the Z11 didn't rely on the powertrain alone to get the job done; there was a weight reduction plan, too. An aluminum front end included the hood, hood catch, front fenders, grille filler panel, radiator support panel, fan shroud and front and rear bumpers, as well as their brackets and braces. No radios were installed and most of the Z11s were built without sound deadener or a heater. Don related that Jenkins had told him the inner fender wells were steel in '63, so he swapped them for the aluminum '62 pieces. All totaled, the weight-saving measures reportedly shaved a few hundred pounds from the Impala. A heavier-than-stock battery was installed in the right rear of the trunk to aid in weight transfer.

https://www.hemmings.com/magazine/mus/2014/10/Laudable-Legendary-Lightweights---1963-Z11-427-Impala--1964-426-Race-Hemi-Dodge-330/3742891.html

SCCA Trans Am Boss 302 mods by Kar Kraft

The first step in Kar Kraft’s chassis preparation was minimizing weight. Even though the SCCA rule book for the ’69 Trans-Am series specified a minimum weight of 2900 lbs for Group II 5.0 litre cars, the aim was to build the cars as light as possible and then bring them up to meet the minimum weight limit.

This was done by securing lead or steel ballast down low at various key points in the chassis, to move the car’s standard 55.9% front v 44.1% rear weight distribution nearer to the ideal 50/50 split.

This process of moving weight rearward was further enhanced by relocating the battery from the engine bay to the boot and discreetly lowering the engine by around 50mm and moving it back as far as the firewall would allow.

 Mounting these heavy items as low as possible also had the effect of lowering the car’s centre of gravity (CoG) for greatly improved handling and cornering capabilities. The same thinking applied to construction of the fuel tank.

This was made out of two flanged halves (ie upper and lower shells). However, a Boss 302 racer featured a much deeper bottom section than standard to drop the fuel load as close as possible to the road. This idea was duplicated in the Bathurst-style “drop tanks” seen on Torana L34 and A9X racers in the mid 1970s.

The Mustang bodyshells had already begun a weight loss program on the production line, as they were built without any weather sealing or sound deadening compounds. Kar Kraft then removed any brackets not required for competition and either drilled a zillion holes in any component that had to remain, or re-made it in aluminium. Not a single nut or bolt was overlooked in this weight loss process, right down to the internal window winding mechanisms which even had shorter crank handles to save weight.

Although acid dipping was strictly outlawed under SCCA rules on safety grounds, the practice was in fact widespread in Trans-Am to trim fat from a race car.

the weight loss program for the Boss 302 racers was very effective, which included significantly thinner window glass and bolt-on panels (bonnets, boot lids, door skins, guards etc) stamped from thin gauge sheet metal.

Lessons learned from running stock-bodied sedans at 200mph on the NASCAR super speedways and Kar Kraft’s own GT 40 Le Mans program had exposed the considerable performance gains to be made from cars with good air penetration.

Kar Kraft began by trimming 25mm from the height of the radiator support panel; the engine bay inner guards were then tapered down from the firewall on each side to match.

 This substantially lowered the front aerodynamic profile of a Boss 302 race car. The inner halves of the rear wheel housings were also discreetly moved in-board by as much as 75mm on each side to provide adequate clearance for the 12-inch wide rear racing tires, as only minimal flaring of the external wheel arch lips was permitted.

To maximise torsional rigidity, the shell was fully seam-welded and two sturdy braces were connected to the front suspension towers; one spanned directly across the engine bay between the two towers and another braced the towers rigidly to the firewall. The base of the towers were also treated to some substantial reinforcing plates as fitted to the road going Boss 302.

The front suspension subframe was notched about 20mm on either side where it bolted to the chassis, which had the effect of raising the sub-frame further into the car and permitting a lower static front ride height. This left only 25mm of belly clearance above the road surface and was another important gain in lowering the centre of gravity for optimum handling and cornering power. It also explains why (in combination with the tapered front sheetmetal) a standard 1969 Mustang looks so high at the front compared to Moffat’s Trans-Am version!

A special track test conducted by Road and Track magazine had one of the factory cars driven by George Follmer at the quarter mile in 12.9 seconds, it generated just over one g of cornering force and almost halved the Boss 302 road car’s 130km/h braking distance from 90 metres to just 54. A lot of that was due to Lincoln Continental brakes.

The combination of Lincoln front brakes and Ford rears resulted in different wheel stud patterns front and rear, but under Australian racing rules all four wheels had to be interchangeable. Moffat had to re-drill his wheel centres so that they could be bolted to either end.

the race car had a factory race spec engine, with a pair of 1080 cfm Holleys, and a street version for sale to customers had only a 780 cfm Holley. The race engine had a huge oil pump with 3 pick ups, and a baffled sump, and 12 to 1 compression for 470 hp. Street cars were 10.5 to 1 and only had about 350 hp.

http://www.motorsportretro.com/2011/11/1969-trans-am-mustang/
https://primotipo.com/2015/07/21/marvin-the-marvels-magic-mustang/

Mystic Warrior, a 1963 Pontiac Super Duty Tempest mule car. This car was sponsored by Union Park Pontiac in Wilmington, Delaware.

http://www.hotrod.com/articles/2016-edition-muscle-car-corvette-nationals-proves-mcacn-greatest-muscle-car-show-country-not-world/

By 1963, Super Stock drag racing was capturing the attention of competitors, spectators, and manufacturers alike who wanted to claim theirs was the fastest car around. Though Pontiac had started the Sixties strongly with its Super Duty parts program and factory-built SD Catalina and Grand Prix race cars, the competition was posing a major threat

Pontiac initially responded to the 200- to 300-pound weight penalty the Super Dutys suffered by offering aluminum body panels, then by building the Swiss Cheese Catalinas.

Unfortuately in addition to having frames break due to the removal of too much metal, the cars were still too heavy once Mopars got aluminum body parts of their own. Something drastic had to be done to shut down the "Max Wedge" Mopars, so the Tempest was called upon to defend Pontiac's honor on the drag strip.

Actually, Mickey Thompson, Royal Pontiac, and even Pontiac Engineering cooked up their own versions of the dropping Pontiac's brutal 421-cid Super Duty race engine, a 12:1 500 hp motor, in the compact Tempest.

The only problem was that stock transaxles weren't able to last under the shock. Engineers came up with a new  4 speed transaxle known as the "Powershift." The Powershift was essentially two Corvair Powerglide two-speed automatic transaxles mounted inline to offer 4 forward speeds by combining off-the-shelf parts with more than 200 new components unique to this design and then casting a new case to hold it ail together.

Though the Powershift was by no means "bulletproof," it was quite a bit more durable than a stock production unit. The rear-mounted 4 speed could use either a clutch or a torque converter, giving racers the opportunity to choose. The only available final-drive ratio was 3.90:1 and only 14 were built, one for each car produced. No spare cases were built.

To save weight, the Tempests were fitted with full aluminum noses and the doors had much of their inner bracing removed. Production of these racing specials came to 2 prototype Tempest coupes, 6 LeMans coupes, and 6 Tempest station wagons.

Unfortunately, all the effort came to naught. On January 24, 1963, General Motors, fearing an antitrust suit from the U.S. Department of Justice, announced that it was pulling out of all factory-supported racing activities. Apparently, GM's market share was dangerously close to the 60-percent figure that would trigger a federal investigation.

Pontiac's Super Duty program was killed. Those few 1963 Super Duty cars that made it out of GM ended up in the hands of privateer racers and collectors.

http://auto.howstuffworks.com/1961-1963-pontiac-tempest9.htm

the R code 4 door Holman Moody '63 Galaxie

It's believed to be the only four door Galaxy built for racing.

It was ordered in 62 by Len Lukey and delivered pre-paid to Australia

Only that upon arrival all the light weight panels, bumper and brakes had to be replaced with stock items as the rules at the time was for 'Production Sedans' and these items were not available to the public at the showroom in Australia. It is R code and came with the 427 low riser

After a period of being driven as a road registered car, and after much effort Gary Smith tracked the car down and purchased it from the outer north eastern suburbs of Melbourne. After moving to Perth, the car was sold to Wayne Holland, who sent it to Marc Ducquet in NSW for sorting and an engine rebuild. This was at approximately the same time Marc was preparing his fastback. The fourdoor then returned to Gary in Perth and was raced in (historic) Appendix J class for several years.

David Bowden owns this car. Soon after purchasing the car from Wayne, the car was given a full mechanical restoration, and is now on display in the fabulous racing car collection David has on display in Australia.

http://www.galaxie.com.au/racing.html
http://www.jalopyjournal.com/forum/threads/holman-moody-the-history.571847/page-18
http://www.ponysite.de/bowdens_paradise.htm
http://www.randyayersmodeling.com/modelingforum/viewtopic.php?p=505423&sid=ab60902477035ce69598672ea688b59f

1963 Lightweight / D Jaguar

Gas Rhonda was selling race cars

Found on https://www.facebook.com/Vintage-Automobile-Dealerships-and-Automobilia-280823595287791/

Todd Werner's collection of full race version of muscle cars

a Baldwin Motion Camaro, ZL1 Camaro from Gibb and Harrell, a rare export big-block Corvette, and the first Hemi-powered convertible B-body, original Shelbys, a fuelie 1957 Bel Air convertibles, and rare Pontiacs

Sox and Martin Mopar B029 Hemi Barracuda and 1972 Dodge Demon, Dick Landy's Challenger or Hayden Proffitt's altered wheelbase Comet

an unmolested factory lightweight 12.5 to one compression race hemi powered 1964 330, retired after 500 miles, and named the Snorkasaurus IV

Found on http://www.hotrod.com/features/1509-todd-werners-collection-of-factory-lightweights-and-vintage-racers-is-shocking/

not in high demand, but indisputably a low production number factory high performance car, the '78 Aspen Super Coupe

for such a 70s piece of junk, they did try to make a good car.

Wind tunnel tested, noise isolation rubber mounts between K member and unit body, 25% more visibility with larger glass, but the glass with thinner for weight reduction, as were the door beams, unit body engineering started with plastic panels to indicate stress points, and high-strength, low-alloy brackets and reinforcements that were four times as strong as conventional mild steel. A reduced number of stampings resulted in better panel fits and fewer welds.

R. Schirmer, manager of corporate advertising for Chrysler said that the Aspen name was a very pleasant name, people think of the outdoors, but not necessarily skiing when they hear it. . . It won't inhibit where we want to position the car because it's basically neutral."

 Nonetheless, Chrysler sponsored the 1976 Dodge Aspen Team K2 Freestyle and opened up World Pro Skiing's seventh season in Aspen, Colorado as the Dodge Aspen Cup running courses on Aspen Highlands and Aspen Mountain.

The Super Coupe came with GR60x15 Goodyear GT radial tires mounted on 15x8 wheels, a heavy-duty suspension with rear sway bar, a matte black finish on the hood

http://sarasota.craigslist.org/cto/5159491034.html
https://en.wikipedia.org/wiki/Dodge_Aspen

a couple vintage stockers were at Knotts Berry Farm yesterday

I took a gallery of photos of this purple one at SEMA 2012 http://justacarguy.blogspot.com/2012/11/the-holman-moody-1963-ford-galaxy-22.html