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That’s kind of weird since I’ve spent a fairly extensive time with 2 of them on the phone that said exactly the opposite... The fact you stated the cars were built on the production line kind of shows your limited knowledge. The cars (even the 57) were pulled and as assembled as parts became available. Another source noted for a fact in the 60’s ford would pull cars from the assembly line and assemble them as my car has been, Not being R codes (like Ed Terry’s) Z car. Some of these cars do exist and they’re hard to document but were built and are out there. Let me refer you to July 1966 HotRod magazine... So to call it a Rummel story is pretty tasteless. My car isn’t restored, isn’t being sold and isn’t all doctored up with cock n Bull stories. Hard to say likely a fake when you have zero history, knowledge or even inspected the car. One of the unique features on the car stood out as a very unique feature in which helped lean towards the car being a legitimate race car from the day. It’s pretty obvious my car was important enough to call someone and try to debate or discredit it.. So that usually means it peaked your interest enough to make a phone call to Cory... I mean everyone pretty much knows in 67 there was no 6 code for a transmission, but in 68 it was correct for a 4 speed... I’d have thought you would’ve popped on the 2:80 rear ratio...but hey that’s just me..A chassis can't be "pulled" from the assembly line unless it has been built there first,if it is assembled on some special jig then it doesn't need to be "pulled" from the assembly line.That in itself is humorous because I simply came here to see if the car was known in a certain area. Must’ve ruffled some feathers, otherwise you wouldn’t have bothered Ben...
Oh and as all of us know... especially ME, all test cars aren’t destroyed... I mean I do own 1 and the Fairlane GTX was one of those cars... So there goes that ironclad theory
Thank you, exactly the point. He has been on the defense about this car without any answering any specific questions.As to regards to #4 a former co worker once owned and raced one of the 57 and related to me how the they updated it to 67 appearance and updated to the tunnel port power in late 1967 and they raced it in that configuration until switching to a Maverick and Pro Stock in late 69 early 1970.
Without its origin, time slips, residual lettering under a layer of paint it is going to be difficult and or next to impossible to trace its history.
1) If a it is factory Drag console team cars it would not be unusually that a modified pre-production version would be supplied by Ford to r-code specs by the various Ford vendors (DTS, Holman Moody, Ford X Garage ).
I have one on the 11 factory 62 lightweight Galaxies re bodied to a 63. It is not a R code but a G code and doesn't fall into a production category but is still a 63 lightweight.
2) Is reason there was 57 66's is because Ford Engine Foundry could only supply 57 427's to the Atlanta plant by the required due date. His is not hearsay but Ford interoffice document's I've seen.
3) Press cars usually because of the leed time would be pre production vehicles and not matching engine codes or transmission combinations (example, automatic transmission in in the Phil Bonner 427 Fairlane test).
4) It was not unusual back in the day for race cars to be updated with the next year sheet metal so I wouldn't be concerned about that.
I asked specific questions regarding the holes in the shock towers and contacting Don Antilla without a answer.
I am not trying to slam this car nor am I jealous but in all honesty from the FB pictures and the current separate thread, I haven't seen anything that would convince me that it is a 66 production R-code Fairlane.
Moving on to race history it would be helpful to have a time frame and specific location.
I get it, these cars can be a size able investment and you want to make sure what you buy is a legit vehicle
If I am wrong in my opinion I will gladly apologize in this forum as to any error in my opinion.
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Unfortunately when standing still, idling, elec fan on, it will slowly creep up and eventually overheat, but it takes a lot longer than it did before.
A few more degrees timing and things may be good.
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Ford -and other manufacturers- had a very simple way of dealing with engines overheating in traffic. They used a thermostatic switch that was plumbed with vacuum advance from both a ported and manifold vacuum source. When the engine was operating cool enough, the switch used ported vacuum to the distributor. When the engine began overheating, the thermostat switched to manifold vacuum to increase timing to make the mixture burn in the cylinder rather than the exhaust port. This switch to manifold vacuum also increased the idle speed, which ran the coolant through the engine faster.
