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East Orange New Jersey Police Department * E- Online Product Deals *
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The Domain Name Is No Longer Linked To The East Orange Police Department. The Domain Name Was Transferred Over To E- Online Product Deals. Special Online Assistance For Deals - Informational Services - Money Saving Online Coupons 

Welcome to E-Online Product Deals the premier online shopping search engine of deals and discounts on consumer goods in more than thirty-five categories, including household, cosmetics, gifts, electronics, and jewelry. Here at E-Online Product Deals EOPD®, we work on providing a unique user experience, and deals you will let everyone around you know about. Check Out Our Super Online Discount Savings Coupons, Special Informational Online Services, And Our  Special Deals And  Services Being Offered That Can Save You Time And Money.

 Ditch the Clipping, Try Electronic Coupons. If you think cutting out and organizing paper coupons is more work than it's worth, you'll be glad to hear that there are easier, high-tech coupon options available now. 

 Manufacturers issued 331 billion grocery coupons in 2006 and less than 1 percent of them were redeemed. Although there are many reasons for the high number of coupons thrown away, part of the reason is that many shoppers find it too time-consuming to spend hours a month cutting out and organizing grocery coupons. It comes as no surprise that the easiest coupons to use, "electronic discount coupons," had the highest redemption rate (41 percent) compared to other types of grocery coupons. Fortunately for shoppers, more grocery stores are making electronic discount coupons available. 

 You can take advantage of electronic discount coupons more often by quickly looking at the store's weekly sales flyer before you shop. Many stores have some sort of electronic discount available every week. For example, earlier this month Kroger stores featured a promotion that gave shoppers $2 off their order automatically when shoppers purchased 10 participating items. The sales flyer promoted the electronic discount offer and special shelf tags clearly marked participating items. Similar promotions give shoppers a free item when they purchase participating items. When savings are this easy, it's worth taking a moment to glance at the flyer, even if you are not a coupon clipper. 
One Of The Finest Police Department's In The State Of New Jersey - East Orange Police - Proud To Serve
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Mid-engine Stingray is a 1963 Vette is here. Corvette innovator Zora Arkus-Duntov always wanted a mid-engine Vette. This custom split-window Stingray is Zora's dream, realized. Packing a 1,000-hp V8 in the middle, this custom C2 Corvette comes from an alternate universe where Zora got his mid-engine wish.

Zora Arkus-Duntov, the GM engineer who helped usher the Corvette from its early beginnings as a lackluster lifestyle roadster to an American performance legend, always dreamed of making the car mid-engine.

Arkus-Duntov died in 1996, too soon to see his dream of a mid-engine Corvette go from a crazy idea to an apparent reality. But an enterprising hot-rodder has built a jaw-dropping vision of what Arkus-Duntov's mid-engine Corvette could have been: A 1963 split-window Stingray with a mid-mounted V8. Oh, and it's breathing through twin turbos to kick out 1,000 horses.

Aside from a few familiar body lines, this '63 doesn't have much original 'Vette left in it. A tube frame and Penske Racing suspension form the foundation for the half-ton of horsepower and 915 lb.-ft. of torque doled out by the double-blown engine. A custom Medeola transaxle with Master Shift paddle shifters sends the power to the rear wheels, enabling a claimed 0-60 time of under three seconds. 

The price for all this alternate-universe glory? That remains to be seen. The custom 'Vette goes up for auction in Fort Lauderdale this weekend, with an estimated value between $90,000 and $110,000. 

Sure, the interior may not be quite as sumptuous as a $100,000 modern-day sports car—the builder purposely excluded a stereo, the better to hear those twin turbos wail. But that's a small price to pay if you're into the idea of a one-off dream car from a parallel world where Zora had his way.
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CITY OF EAST ORANGE POLICE DEPARTMENT DEBUTS REAL TIME SMART TECHNOLOGY. Watch And See How Criminals Are Apprehended Using Today's Technology..........
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2015 Saleen Black Label 302 Mustang Debuts With 730 HP.Prices for the 2015 Saleen Black Label 302 begin at $73,214

Earlier this year, renowned Mustang-modifier Saleen Automotive released information on three new variants of the new 2015 Ford Mustang with varying levels of performance, starting with the White Label and Yellow Label models. This weekend, Saleen revealed its highest-performing tuned 2015 Ford Mustang yet, the 730-hp Black Label.

While the Yellow Label 302 has to make do with a not-insignificant 715 hp and 595 lb-ft of torque out of its supercharged 5.0-liter V-8, Saleen ensured the Black Label went even farther. Saleen fettled with the supercharger from the Yellow Label model and installed higher-flow fuel injectors, to result in the Black Label pumping out a neck-snapping 730 hp and 600 lb-ft of torque from its modified 5.0-liter.

To ensure the chassis is capable of matching the engine's power, Saleen fits the Black Label 302 Mustang with Saleen-specific springs, shocks, anti-roll bars, and bushings. Fifteen-inch brake rotors in the front with multi-piston calipers bring the Black Label 302 back down to saner speeds, while the 275/35 R20 front, 275/40 R20 rear tires help put the tremendous power to the ground.

Saleen adds extensive aerodynamic improvements to the Black Label 302 over the normal 2015 Ford Mustang GT, with the add-ons extending the car's length by nearly 1.5 inch in front and 2 inches to the rear, increasing downforce. A new rear wing adds to the trademark Saleen appearance and aerodynamic performance. A host of external carbon fiber spoilers, foils, and splitters contributes to the aggressive appearance as well as downforce.

On the inside, the Black Label 302 features bespoke modifications to the gauge cluster, center stack, and steering wheel. Seats get wrapped in suede, and a host of Saleen badging is placed around the cabin. Each Saleen Black Label 302 comes with Saleen serialization and VIN.

Prices for the 2015 Saleen Black Label 302 begin at $73,214, a whopping $40,089 over the price of a base 2015 Mustang GT. That being said, until we get more performance details on the upcoming Shelby GT350 and Shelby GT350R, the Saleen Black Label 302 is currently the apex predator in the Mustang lineup.
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Nice car😉👍
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Revology Ford Mustang Replica is a Subtly Modern Take on the Original............... Base Price Starts At $119,500..............

There's nothing quite like owning a classic car, but you almost always have to give up modern creature comforts and conveniences in exchange for that experience. Florida-based company Revology might have a good compromise, though. The startup will debut its modernized 1964 ½ Ford Mustang replica, which it says is the first-ever replica of the original Mustang, at the Amelia Island Concours d'Elegance this weekend.

But this Mustang replica isn't 100-percent faithful to the original. Company founder Tom Scarpello calls the creation a "postmodern interpretation" of the car that debuted at the 1964 New York World's Fair. As such, it receives a more modern powertrain and a number of interior conveniences to bring it into the 21st century. The Mustang replica is powered by a fuel-injected 5.0-liter V-8 featuring a "modern electronic engine management system." While you may be thinking Coyote, this car actually uses a version of the older pushrod 5.0-liter V-8. That engine can be mated to either an automatic or manual transmission. Though the exact power output hasn't been finalized, Scarpello told us that this won't be a numbers car. Instead, the goal was to create a car with good all-around performance, with braking, steering, handling, ride quality, and power all enhanced from the original car.

To that end the suspension was redesigned, with MacPherson struts in the front and a three-link live axle setup in the rear. The car also gets a power four-wheel disc brake system and rack and pinion power steering. In addition, safety has been upgraded compared to the original car, with side intrusion beams, a collapsible steering column, and three-point seat belts helping to bring the Mustang up to date. The Revology Mustang replica uses a new steel body licensed by Ford and produced by Dynacorn. A few changes have been made to accommodate the modern components, but Scarpello says you can take a piece off the replica and bolt it to an original Mustang. The company says it took an OEM approach to building the Mustang replica, which results in a more authentic look. Both convertible and fastback body styles will be offered.

As for those things that make owning a "classic" a little easier, the replica receives power windows that use a crank handle as a switch, an electronic gauge cluster with LED lighting integrated into the original five-dial setup, USB and AUX ports hidden in the ashtray, remote keyless entry, Bluetooth, remote trunk release, power locks, power seats, a tilt steering column, digital message readout, and intermittent windshield wipers.

All of that does come at a price, however. When the Revology Mustang goes on sale in Spring 2016, it will carry a base price of $119,500. The car is covered under a one-year, unlimited-mileage bumper-to-bumper warranty, with the powertrain components guaranteed for three years and the body covered against rust for five years. The Mustang replica will make its debut this weekend at Amelia Island, and the company is accepting orders now.
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Way too much, but nice ride! 
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History Of The First 1969 Ford Mustang Mach 1..............

With a total of 299,824 Mustangs sold for the 1969 model year, fully 24 percent of all Mustangs in '69 were Mach 1s. That sub-300,000 figure sounds slightly dismal (just 820 a day, or one Mustang every minute and 45 seconds, 'round the clock) when put against earlier seasons that sold in higher numbers. But consider: By 1969, Mustang had competition from Chevy's Camaro, Pontiac's Firebird, Plymouth's Barracuda, AMC's Javelin, and even divisional stable mate Mercury's Cougar. That there was room for everyone in that crowded marketplace showed just how popular the pony car idea was. Even if it wasn't at the height of its sales powers, Mustang clearly had the reputation and the name recognition. 
To coincide with the Mustang's dramatic new style, Ford went wild with performance-Mustang-based models in 1969. No fewer than six were available: GT, Mach 1, Boss 302, Boss 429, plus Shelby's G.T. 350 and G.T. 500. The Mach 1, its name borrowed from an aggressively styled 1966 Mustang concept, was a stylish step up from the GT model. It contained all of that model's goodies and added on from there. The Mach's special features will be addressed anon. Mach 1 was available only as a SportsRoof model. Though you could duplicate the mechanicals and some of the options in another body style, no convertible or hardtop Mach 1s were ever produced. Body style 63C (the Mach 1 warranted its own alphanumeric body code) started at $3,122 in 1969 dollars. It was an unqualified success. With 72,458 sold in its debut year, the Mach 1 outdistanced all other fastback models combined, and spelled death for the GT model (until 1982, anyway). 

 A total of six engines were available in the inaugural Mach 1, although only five were advertised. The engine code appears in the fifth digit of a '69 Mustang's VIN. Standard-issue in the Mach 1 was the two-barrel 351 Windsor, code H in the VIN, which offered 250 gross horsepower on regular gas. The H-code 351 was also the only '69 Mach 1 powertrain that came with a single exhaust. All other engine choices demanded premium fuel and utilized dual exhaust with quad chrome tips. 
Next step up was the four-barrel 351 Windsor, code M. Its 10.7:1 compression and extra pair of barrels helped achieve a 290 advertised horsepower rating. (This was a one-year only engine, as it was replaced by the 351 Cleveland for 1970.) The four-barrel, 10.5:1 compression, S-code 320-hp 390 came next. Each of these engines offered a simulated hood scoop, with a functional shaker-style ram air system as optional equipment. 

From there, Ford officially offered a pair of 428 Cobra Jets: the Q-code standard-issue (non-ram-air) and the Ram Air R-code. Both had 10.6:1 compression. Both were rated at 335 horsepower. Other than the notion that the Q-code retained the dummy scoop and the R-code used a genuine Shaker, these engines were essentially the same. The 428CJ was treated to a set of deep-breathing heads from the 427 (2.09/1.65-inch valves, combustion chamber volumes between 73 and 75 cc, larger intake and exhaust ports, 427 valve springs and dampers), a 735-cfm Holley four-barrel carb, and freer-breathing exhaust manifolds, along with beefier connecting rods. The 428CJ's actual power output is reputed to be well north of 400 hp, with its advertised numbers artificially lowered to help keep the insurance companies from jacking up its rates. Car and Driver tested a 1969 428CJ-powered Mach 1, and by doing back-to-back runs with the scoop both taped shut and unimpeded, they discovered that the extra rush of air was worth two-tenths and about 2 MPH in the quarter-mile. 

Beyond even this, unadvertised in any of Ford's literature at the time, was the Super Cobra Jet (SCJ) option. Confusingly, it could be either an R- or a Q-code engine, which demands a serious buyer do some additional searching. The Super Cobra Jet engine was automatically included when ordering the Traction-Lok 3.91 or 4.30 rear-end ratios (a package that was referred to, starting mid-year, as the "Drag Pack" option), and featured multiple internal differences from the standard 428CJ, including a unique harmonic balancer and revised flywheel; unique cast aluminum pistons; and beefier cap-screw connecting rods. The revised innards were designed to fortify the SCJ so that it would better withstand the rapid acceleration and high-RPM use that the aggressive rear axle gearing would enable. Ordering the 3.91 or 4.30 Traction-Lok ran $155.45 on the option sheet, but you also got the rest of the engine hardware with it. Quite the bargain, all things considered. 

The SCJ also came with an external engine oil cooler mounted ahead of the radiator support on the driver's side (necessitating the driver's-side horn move to the passenger-side of the support). The 428SCJ models were never available with air conditioning, thanks to the location of the oil cooler. Some, but not all, 428SCJs were stamped "super" on the front of the block, likely to help the engine assembly team figure out which 428CJ was which. 
A total of 10,080 428CJ Mustangs were built for the 1969 model year, with an additional 3,181 of them 428SCJs, though not all of these engines ended up in Mach 1s. All available Mach 1 engines had hydraulic lifters, and all used 42-amp alternators and 45-amp batteries. The 428-powered Mach 1s used a 55-amp alternator and 80-amp battery. 

 Five transmissions were available on the Mach 1. What you got depended in part on what engine you ordered. The Mach 1's two 351s came standard with Ford's long-running heavy-duty three-speed stick, also known as the 3.03, and both coded "RAT-AM." Ratios were 2.99 in first, 1.75 in second, and 1.00 in third/top gear. The 3.03 three-speed manual was not available on 390 or 428-powered Mach 1s. 
You could step up to Ford's legendary Toploader four-speed, with close-ratio and wide-ratio gearsets on most models. All of the Toploader four-speeds of the era have a model number starting with the "RUG" prefix. The alphanumeric suffix changed depending on engine and gearsets. The wide-ratio four-speed gear ratios are as follows: 2.78/1.93/1.36/1.00, with 2.78 reverse gear. When checking for codes, look for an "E3" suffix attached to 351 engines and an "M3" suffix attached to a 390. The wide-ratio four-speed was not available on 428 models. Close-ratio four-speed gear ratios are as follows: 2.32/1.69/1.29/1.00, with 2.32 reverse gear. When checking for codes, look for an "AG" suffix on 351-powered Mach 1s, "AD1" on 390-powered Machs, and "AE1" or "AE2" on 428-powered machines. 
A Select-Shift three-speed automatic transmission was available with all engines, but, perhaps predictably, the transmission varied depending on the engine. Ford's lighter-duty FMX three-speed transmission (and its attendant 2.40/1.47/1.00 ratios) was the automatic of choice on all 351-powered Machs, regardless of carburetion. The 390 and 428-powered Mach 1s received Ford's heavier-duty C6 automatic with 2.46/1.46/1.00 ratios if an automatic were specified. All 351- and 390-fronted transmissions featured 28-spline output shafts, while 428-fronted 'boxes utilizes a 31-spline output shaft. 

 All Mach 1 Mustangs came with Ford's tough 9-inch ring-and-pinion; a limited-slip differential, called Traction-Lok in Ford speak, was optional. An open 3.00 axle (code 6) was standard; with Traction-Lok, it's code O (that's letter O, not "zero"). An open 3.25:1 was code 9, while a Traction-Lok 3.25:1 wore code R. Open 3.50s were stamped with code A, while Traction-Lok 3.50:1 models wore code S. Code V signifies 3.91 with Traction-Lok, while a "W" means 4.30 with Traction-Lok. Ordering the V- and W-code gears are what got you the beefed-up internals of a 428SCJ engine. Marti Report information claims that the oft-claimed, Detroit Locker rear wasn't available until Nov '69, at the start of '70 production. A nodular-iron case and 31-spline axles were used on 428 cars. 

 The Mustang is, was, and always has been of unit-body construction with steel front and rear subframes; 428-equipped cars received shock tower braces. Mach 1s with 351 and 390 engines received the "GT Handling" suspension package, while 428 cars received the "Competition HD" package, which included: beefier front spindles to handle both the heavier-duty wheels/tires and the stresses the driver was sure to put them through; Gabriel heavy-duty shocks, shock tower bracing, and a larger front anti-roll bar. In the rear, Gabriel shocks were staggered on four-speed models to counter wheel hop under hard acceleration. The Mach 1 also received quicker-than-standard 16:1 steering, though power assist was optional regardless of the engine/transmission combo. 

 Manual 10-inch four-wheel drums were standard on the Mach 1, regardless of the engine ordered; 11.3-inch power front disc brakes with single-piston floating calipers were offered as an option. Mustang disc brakes were not available without power assist in 1969. Rear brakes were all 10 x 2-inch drums. 

 Mach 1 Mustangs came standard with E70-14 wide-oval belted white sidewall tires on 14 x 6-inch chrome styled steel wheels. F70-14 white-letter blackwalls were optional (frequently Goodyear Polyglas), as were FR70-14 radials.

 Though fundamentally the same car as it was since its launch in 1964, the Mustang's styling was all-new for 1969. It retained its previous 108-inch wheelbase, but grew 3.9 inches--all of it ahead of the windshield, which was now laid back 2.2 degrees flatter than the previous year to further exaggerate its traditional long nose/short deck appearance. It also gained half an inch in width. Fastback models were eliminated in favor of the new SportsRoof, with the roof line unbroken until it reached the tail and fixed rear quarter windows rather than the hard B-pillar and vent louvers of previous fastback Mustangs. Rear quarters on SportsRoof models also featured sporty-looking faux vents just below the rear-quarter glass. For the first time, the Mustang nose sported four headlamps, though with two of the lights within the grille itself, they resembled foglamps; the galloping pony badge was now offset to the driver's side of the grille. 
The Mach 1 was available in all standard colors, including Silver Jade, the color seen here on Fountain Hills, Arizona, resident Kevin DeWitte's photo example '69 Mach 1 428 automatic. Mach 1 added low-gloss hood paint on the cowl and hood, a sporting touch to prevent sun reflections; reflective side stripes and tail stripe; specific rocker moldings; pin-type hood lock latches; a pop-open gas cap; swing-out rear quarter windows; dual color-keyed sport mirrors; and tinted rear glass. Window louvers and front and rear spoilers, some of which are seen on our photo car, were popular dealer add-ons that were unavailable until the Boss 302 came out mid-1969. They were not factory-installed. 

Beyond the already-included GT equipment, Mach 1 interiors consisted of high-back buckets with knitted vinyl, carpeting with integral red vinyl heel pads, console, wood-finish Rim-Blow steering wheel, clock, bright pedal pads, molded door panels with integral arm rests and safety/courtesy lights, Mach 1-specific teak-toned highlights on dash, console and door panels, and a special insulation package that added a whopping 55 pounds to the car. A tachometer was optional with all available engines. The 1969 Mustang interior color palette included an even dozen shades: white, two shades of black, four shades of blue, three shades of gold, plus dark red and a dark green. 
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nice 1969 ford mach 1 mustang 
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1968 Plymouth Road Runner - Road To Stardom. This Matador Red 1968 Plymouth Road Runner Hemi, owned by Patrick O'Leary, has won either First or Best of Show at every event it has entered!

Stardom on planet muscle car is not quite as fickle as the train wreck that is popular culture these days. Achieving celebrity status in the social media era seems not to require any particular capability, talent, or intelligence. However, in the late '60s, recipes of varied ingredients found on muscle cars guaranteed a meteoric rise in popularity and recognition. Chrysler Corporation, through the guidance of Jack Smith, discovered one such automotive recipe that shook up Detroit. Offer up a car that is affordable, has a healthy V-8 motor funneling power through a four-speed manual transmission, and displays a cartoon character on its flanks, and you have a can't-miss formula for success, a formula that became the wildly popular Plymouth Road Runner (and, with a few small changes, the Dodge Super Bee).

Even greater heights of muscle car stardom could be reached by a customer who knew his or her way around the Plymouth order sheet. For example, an already popular Road Runner could reach überstar status if painted red, accessorized subtly, and powered by a 426 Hemi engine. Patrick O'Leary happens to own just such a beast, a Matador Red 1968 Plymouth Hemi Road Runner that has won either First or Best of Show at every event it has entered. Patrick acquired the Road Runner in 2006 after selling his unrestored original '69 Saddle Bronze Metallic 440 GTX convertible. As much as Patrick loved that GTX, he discovered that the hypnotic Matador Red Hemi car pegs the needle on crowd appeal and superstar muscle car fame.

The '68 Plymouth was purchased initially by a gentleman believed to have lived in Spokane, Washington. The car was then sold to another Washington state resident, who might have had some connection with a local fire department. A document has surfaced that listed the Road Runner as a fire department "fleet vehicle," which has not been fully explained. Anybody out there grow up in the Pacific Northwest with a fire chief who drove a bright red Hemi Road Runner?

By the late '80s, the Road Runner's ownership record becomes much more concrete. An astute muscle car enthusiast from California named Leroy Eckerd learned that this car was for sale. "I was living in Riverside, California, and I somehow got wind of the Road Runner being available in Washington state, near Spokane," Leroy remembers. "It was sitting in an old auto repair shop next to a split-window Corvette. The car was in real decent shape in original paint. It was clean, not damaged, and had no rust. Even the Road Runner horn was still in the car."

Leroy recalls seeing about 30,000 miles on the odometer, "and it was complete. It wasn't really a drag car, it was just a street car that had been drag raced and had slicks. Everything on the engine was stock and complete. It even had the stock wheels. All I did was buy the car and tear it apart and go through it. It was a street sleeper. It had the radio delete for whatever reason, that big Hemi motor, and dog-dish wheels." Leroy did his homework on Hemi car codes and stampings and wisely checked the numbers before making a deal. After purchasing the car, he had Galen Govier verify the car, which confirmed it was the real deal. Leroy also wisely kept all his receipts from the restoration he performed, including parts purchased from YearOne and Coker Tires. There is also a receipt from Motor Supply Machine Shop in Riverside, the business that Leroy contracted to rebuild the 426 Hemi. The total amount for the engine rebuild, transmission rebuild, and dyno time came to $3,589.11. That tab would be bit higher today.

Leroy properly exercised his Road Runner, almost as if being chased by Wile E. Coyote, super genius. "I took the car to an airport called Grassy Meadows Sky Ranch in Hurricane, Utah. I ran it from one end of the runway to the other flat out. I think it hit about 120 mph. I sold the car around 1998, I made a profit, and I hope somebody else makes a profit with it someday. Tell the new owner of that Road Runner that he has a fine automobile."

Leroy sold the Road Runner as a package deal with an AAR 'Cuda to a restaurant owner near Green Bay, Wisconsin, sometime around 1998 or 1999. That owner quickly put the Road Runner up for sale, and Mopar aficionado Bob Shapiro bought it in 1999. Bob recognized the rarity of the car and was determined to track down as much of the owner history as possible. He gets the credit for much of the information contained here. Pleased with Leroy's restoration, Bob left the Road Runner as delivered. During his seven years of ownership, he drove it less than a thousand miles.

Realizing the possibility that the enlarging muscle car bubble might soon burst, Bob brought his Road Runner to Barrett-Jackson in 2006, where Patrick O'Leary acquired it. New owner Patrick began winning awards from the moment he began taking it shows. He drove the car sparingly and kept it nice and warm during the insanely cold Minnesota winters.

Not content with anything less than perfection, Patrick eventually took his Mopar to Shawn Wilmot of Cambridge, Minnesota, who expertly restored the superstar car in time for the 2014 show season. At the Car Craft Summer Nationals in St. Paul, Patrick's Road Runner was given the Restored to Perfection award. Patrick also won the prestigious 2014 Top Eliminator Hemi Heritage trophy at the annual Midwest Mopars in the Park show, and was selected to show the car at the Chrysler Group display at the 2014 Woodward Dream Cruise as part of the 50th anniversary of the Hemi.

The Matador Red, bare-bones Hemi Road Runner seems to be a winning formula. Behold, celebrity status, muscle car style.

At a Glance
1968 Road Runner
Owned by: Patrick O'Leary, Lino Lakes, MN 
Restored by: Shawn Wilmot, Cambridge, MN 
Engine: 426ci/425hp Hemi V-8 
Transmission: Column Shift 727 TorqueFlite 
Rearend: 8¾ with 3.23 gears and Sure Grip 
Interior: Black vinyl bench seat 
Wheels: 15x6.5 steel 
Tires: 225/70R15 Coker Redline Radials 
Special note: Verified by Galen Govier as the only one known to exist with the Hemi, hardtop body style, PP1 Matador Red paint, and radio delete combination 
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Kathy D
Alright, what's the deal here? :))
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Tested the LaFerrari, and the numbers are ridiculous.........

Larry Webster is in Italy right now, where he strapped our test equipment to the mighty LaFerrari. Let's just say that Ferrari's latest hypercar does not disappoint. Without further ado...

LaFerrari - R&T Performance Test Results
0–30 mph: 1.1 seconds
0–60 mph: 2.4 seconds
0–100 mph: 4.7 seconds
0–150 mph: 9.8 seconds
Quarter Mile: 9.7 seconds @ 149.1 mph

In a nutshell, that's pretty quick. Quicker than both the Porsche 918 Spyder and Bugatti Veyron Supersport we tested. Given these numbers, we assume that when you connect a VBOX to the Ferrari FXX K, a Wookiee in a Scuderia Ferrari firesuit magically appears in the passenger seat and the car simply makes the jump to hyperspace.

The LaFerrari is the most extreme road-going Ferrari ever made. (The LaFerrari-based FXX K is more ridiculous, but it's restricted to track duty.) Only 499 LaFerraris will ever exist. Build slots sold out in 2013, the same year the car was announced.

Justin Bieber owns one. Let me spell that out more clearly: Justin Bieber owns 0.2 percent of the entire global stock of LaFerraris. From a recent interview in USA Today:

Q: Speaking of driving cars quickly, what are you driving these days?

A: I'm still driving my Ferrari. It's a 458 Italia, and I just got the LaFerrari (the company's exclusive $1.4 million supercar), it should be coming soon.

In general, I fully support wealthy individuals spending their hard-earned money any way they please — and that includes Justin Bieber, who just endured a roast on Comedy Central surrounded by dozens of other wealthy people. But the LaFerrari, as with Ferrari's other ultra-exclusive limited-production cars like the Enzo Ferrari before it, requires Ferrari's blessing to buy. You need to be more than merely wealthy; you need to be a friend of the brand, preferably with a garage full of other Ferraris and a tendency to espouse your love for all things Maranello. After all, there are thousands of millionaires and billionaires around the globe, and only 499 LaFerraris. Someone has to make the tough choices.

You can't just buy one, there's a process

It would be tough to argue that Justin Bieber, who is only 21 years of age, has had enough time on this planet to become a Ferrari superfan — the kind that owns five or 10 or 20 Ferraris of various vintages and makes regular trips to the factory and to track events. Those people exist, and they're considerably older. It's more likely that he bought a used LaFerrari outside of the mothership's purview; they've been showing up on the market for well above list price since early last year, and Biebs should be able to swallow the cost pretty easily. Forbes says he made $80 million last year alone.

Calvin Klein ads seem to pay alright.
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2015 Chevrolet Corvette Z06 Automatic First Test... For All You Manual Die-Hard Transmission Fans This Is Going To Shock You........

There are plenty of things that will induce a car enthusiast to cry "blasphemy" or "sacrilege," but few are more effective than putting an automatic transmission in a hard-core sports car. To some, a dual-clutch gearbox is bad enough, but a torque converter? Burn the witch. Or should you?

Chevrolet's Corvette team has been putting automatic transmissions in their cars for decades, but never in the hard-core Z06 model. This changed for 2016 with the invention of a house-built eight-speed automatic Chevrolet insists is strong enough, fast enough, and smart enough to earn a spot between the Z06's rear axles. Purists are understandably hesitant, but years of proven dual-clutch automatic performance have softened some hard souls. Still, a torque converter? A slushbox?

Not just any slushbox, Chevy says. This eight-speed shifts quicker than Porsche's PDK dual-clutch, a benchmark in dual-clutch transmissions. It does clever things such as changing gears while two wheels are in the air, as we found in our first track test at Road Atlanta. It's a whole new animal. But how does it perform?

First, we should note two important caveats. As recently discussed in length, the manual-transmission Z06 that Chevrolet recently sent us to test had an alignment problem in the rear end that affected its performance on the racetrack, as demonstrated in the retest. This car was double-checked for the problem and received a clean bill of health. Second, this car has been programmed with a new Rough Track mode developed after additional testing at older, rougher tracks. This softens the dampers in Track mode. The new program will be made available in the near future through the Chevrolet Performance Parts catalog.

To the numbers, then. From a standing start, our automatic Z06 hit 60 mph in 3.2 seconds, matching the quickest manual-transmission Z06 we've tested. Chevrolet has claimed the automatic can hit 60 mph in less than 3 seconds, but we must assume they were using a prepped surface. We test on standard asphalt to better approximate real-world performance.

The automatic Z06 crossed the quarter-mile mark in 11.2 seconds at a speed of 127.0 mph, besting the quickest manual we've tested by 0.1 second and 0.8 mph. Credit those incredibly quick upshifts. Stopping the car proved even more impressive. This Z06 needed a record-tying 90 feet to stop from 60 mph, besting both manual transmission Z06s we've tested by a foot.

Handling is where we expected to see the biggest difference, but it came in the driving experience rather than in the numbers. The numbers say this automatic Z06 matched the manual cars' best performance on the skidpad in pulling 1.17g average. In our figure-eight test, it was actually the slowest Z06 yet tested by a tick, putting down a 22.6-second lap time at 1.01 g average. It was, however, incredibly consistent in its figure-eight lap times, something that can't be said for the car with the alignment problem, which also happened to be the car that posted the quickest Z06 lap. We're beginning to suspect that 22.3-second lap was a perfect lap, as the other cars have consistently been in the 22.5-22.7-second range. Regardless, anything under 23 seconds is screaming quick and among the fastest we've ever tested.
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2015 Galpin-Fisker Mustang Rocket...........

Henrik Fisker undoubtedly needed a palate cleanser once free of the entanglements of running a startup automaker, and the Dane certainly seems rejuvenated after his quickie project with Galpin Auto Sports. When we say "quickie," we don't mean half-assed. The Galpin Rocket, a mostly rebodied 2015 Mustang GT armed to the teeth with forced induction and carbon fiber, is most assuredly all of dat azz and then some.

The night we arrived at Amelia Island, we received a text from Galpin's PR team, asking us if we'd like to take a spin in the Rocket, which debuted at the LA Auto Show last fall. Never ones to turn down an opportunity to sample an iteration of a 10Best winner fortified with additional grunt, we accepted.

It takes chutzpah to start one's own automobile manufacturing concern. It also takes a measure of the stuff to redesign one of America's most beloved automobiles. Needless to say, Henrik Fisker is not a man short on chutzpah. He's reshaped nearly the entire body of the car, rendering the majority of the new bits in carbon fiber. The rear end kicks up into a tasteful, early-'70s-style ducktail, while the nose becomes a gaping hexagonal maw bisected by a chrome bar. The interior stays largely stock, but the fine Italian leather that wraps the seats and console does wonders for the overall cabin experience.

If the meat of the Rocket lies in Fisker's redesign, the throbbing, sinister heart of the thing is Mustang GT's 5.0-liter V-8, goosed by a Whipple supercharger displacing 2.9 liters. The blower sits on top of stock internals, and while Galpin didn't have torque figures handy, they've measured a healthy 630 horsepower at the wheels.

That number suggests that if the huffed Coyote isn't quite touching the claimed 725 horses at the crank (though it could well be), it's at least making significantly more power than the 662-hp GT500, which was a lunatic handful of an automobile. The Rocket, however, is pie-easy to drive. The manual transmission is the same Porsche-slick unit you'll find in the GT. For now, the clutch is stock, though we imagine owners intent on serious use will opt for something more substantial.

Running through the gears, we managed to spin the rear wheels at 90 mph in fifth. Mark Donohue might've requested that the feat also be possible at the top of sixth, but we are not Mark Donohue and this is not a Can-Am car, though it does make more power than Dan Gurney's old McLeagle. Unlike Gurney's McLaren-derived special, the Rocket is utterly tractable and has space for both passengers and groceries.

Our niggles with the car are few. Galpin is still making final tweaks to the suspension setup, and while it seems about 85% right, the progressive springs initially feel slightly too soft. The zooty Bassani exhaust has a tendency to drone at steady-state freeway speeds. We also noticed some significant wind noise behind the driver's head. A possible solution? We hear that Galpin is considering a convertible version of the Rocket. Drop the top and those trifles vanish.

We get that some might blanch at spending $125k for a new Mustang. Were it our stack of cash, we'd likely spend it on something else. That said, we can absolutely understand why a certain type of person would opt to splash out for the Rocket. It's distinctive, attractive, rare, and about as fast as you probably need a car to be.

In spirit, Fisker's ponycar is an Aston DB5 Zagato crossed with a Nickey Corvette or a Baldwin-Motion Camaro. As such, we don't doubt its future collector-car viability. Hang onto your Rocket, and you'll likely make the cryogenically preserved brain of Craig Jackson a pretty penny in 2055 Scottsdale. In the meantime, don't be afraid to drive the snot out of your Rocket. After all, it's not as if you won't be able to find parts.
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1970 Plymouth Barracuda............

Fast Facts
1970 Plymouth Barracuda
Car owner: Paul Lee • Orange, CA

Type: 528ci Gen II Hemi 
Bore & Stroke: 4.500 x 4.150 inches 
Compression Ratio: 10.0:1 
Block: Mopar Performance aluminum 
Rotating Assembly: Molnar forged crank and rods, custom Diamond forged pistons 
Cylinder Heads: box-stock Edelbrock Hemi, 2.32-/1.94-inch valves, CNC-contoured combustion chambers and CNC-blended seats 
Camshaft: Arrington-spec solid roller, 252/260 degrees at .050-inch lift, .684-/.674-inch lift, 114 LSA 
Valvetrain: Comp Cams 829-16 solid roller lifters, Indy/T&D shaft rocker system 
Induction: ProCharger F2 supercharger, custom Arrington intake manifold with integrated ProCharger carb bonnet, Arrington 88mm billet throttle body (drive-by-wire control), Holley Dominator ECU with universal MPFI harness, Holley 83-lb/hr injectors and Holley rails 
Intake Manifold: Arrington-modified Mopar single-plane 
Fuel System: Aeromotive pump and regulator 
Oiling: wet sump lube circuit, Milodon pan, Indy oil pump and pick-up 
Exhaust: custom 2.125-inch primary long-tube headers into custom 3.5-inch dual exhaust with oval 3.5-inch side-exits, custom Flowmaster mufflers 
Ignition: Crane Hi-6 box and coil, MSD Super Conductor ignition wires, MSD flying trigger 
Cooling: Griffin radiator, SPAL electric fans, Mopar water pump 
Output: 1,129 hp at 5,500 rpm, 1,077 lb-ft at 5,500 rpm (93-octane fuel) 
Built by: Arrington Performance, Martinsville, VA

Transmission: McLeod Muscle Car 5 manual overdrive (2.95, 1.99, 1.34, 1.00, and .63 ratio) 
Clutch: McLeod RXT Twin-Disc, McLeod flywheel and hydraulic throw-out bearing 
Shifter: Hurst 
Rearend: Strange S60, 3.73 gears

Chassis: Art Morrison Max-G chassis 
Front Suspension: C6 type IFS by Art Morrison, RideTech coilovers 
Rear Suspension: Art Morrison three-link with RideTech coilovers and Watt's linkage 
Steering: Art Morrison power rack & pinion 
Brakes: Wilwood 14-inch discs with six-piston calipers up front, 14-inch discs with four-piston calipers in the rear, Wilwood master cylinder, Hydratech hydraulic brake assist 
Car Built by: Bones Fabrication, Camarillo, CA

Wheels & Tires
Wheels: Weld RT-S SR-71, 18x10 (6.6-inch backspace) and 20x13 (6.4-inch backspace) 
Tires: Mickey Thompson Sportsman S/R, 26x12R18 (front), 29x15R20 (rear)

For every car guy, there is a magic moment that locks in the passion for life. In the case of Paul Lee, that defining day came in the summer of 1971. Curiosity aroused, Paul begged his father to drop him off at the front gate of Atco Dragway—the legendary South Jersey quarter-mile that to this day has the reputation as one of the fastest, best-hooking tracks anywhere on the planet.

The 13-year-old pressed his face against the chain-link fence. The explosive crackle of a nitro-burning Funny Car instantly changed to a wail, and rattled the bones of his inner ear to the point of physical pain. Paul seemed unfazed as his steely eyes locked onto the blue Chevy of "Jungle Jim" Liberman. A thousand feet down the track, Liberman finally lifted, and the packed crowd roared to its feet. The reverberation of the nitro-injected Hemi died away, its pungent energy gradually swallowed by the pine barrens.

In the other lane, Leroy Goldstein did the same in the Ramchargers Challenger; the white and red Mopar incinerated its swollen rear slicks, in the process creating long hot trails that would propel the missile down track. He backed the flopper into the staging area where Liberman waited. The two Hemis beat the air with a barrage of cannon fire, like two juggernaut ironclads locked in battle. The announcer's tinny voice on the PA somehow cut through the thunder, his unbridled excitement bouncing off the grandstands. Lights flashed and the two sleek machines bolted down track in lockstep, stiletto-thin yellow flames erupting from zoomie headers and stabbing the blue sky. Paul took in the sights, sounds, and smells of that scene, and in that moment found harmony in the universe.

In the coming months, years, and decades, this singular boyhood experience in the pine barrens of South Jersey would give shape and purpose to Paul's life, informing his actions through both conscious decision and by an unconscious and relentless gravitational pull. And as you'll see, it's also what shaped his decision to build the '70 'Cuda you see here.

At the age of 17, Paul began surreptitiously drag racing his mother's six-cylinder Duster. Then he got his own '73 Camaro, coincidentally the same kind driven by his hero, "Jungle Jim" Liberman. A full-chassis Super Pro bracket car came in 1983, which ran a steady string of 9.30s and 9.20s. Then in 1988, Paul made the life-altering move into an Alcohol Funny Car, which he owned and drove until 1993.

Here is where the story might end, except for two things: Paul has the rare capability of seeing the world with a much bigger picture, and he's one tenacious pit bull. Life as the owner of a struggling Alcohol Funny Car team means everything else is sacrificed for those precious five seconds of nirvana. It means giving up control of a huge chunk of your existence for a really small slice of exquisite bliss. As Paul put it, "I wanted to be more in control of my destiny, and to do that you have to be successful in business." Lee took in the sights, sounds, and smells of that scene, and in that moment found harmony in the universe.

Naturally, McLeod Racing components are a big part of the mix, such as McLeod's renowned RXT dual-disc clutch, which is rated at 1,000 hp, but as this example suggests is clearly capable of much more. Likewise, McLeod's revolutionary new Muscle Car 5 manual overdrive transmission is a featured product in the '70 'Cuda. With a modest torque rating of 600 lb-ft, it too is clearly capable of handling quite a bit more with deft use. And finally, the McLeod 'Cuda makes use of the company's popular hydraulic throw-out bearing assembly.

When that lightbulb blinked on, Paul wasted no time. He sold the Funny Car and went to work driving for other teams, gaining more experience, making more connections, and forging friendships that would stand the test of time. Meanwhile, Paul was quietly amassing an arsenal of degrees that would give him the skills to succeed in business, from an undergraduate degree in finance from the esteemed Wharton Business School, to a master's in finance and a law degree, both from Rutgers University. Did we mention Paul was tenacious?

Armed with the right education, Paul began his economic emancipation, working at various financial securities firms, then at the Philadelphia Stock Exchange. His driving career likewise took a fortuitous turn, culminating in a Top 10 points total in NHRA's Alcohol Funny Car category in 2004 after winning events in Englishtown, Topeka, and Atlanta. In 2005, Paul moved from the Alcohol Funny Car ranks to nitro Funny Car where he became the shoe for J&B Motorsports. The change was exhilarating for Paul, where he quickly became the student once again. Paul told us, "An alcohol Funny Car is very hard to drive. You've got to rev it up, you've got to dump the clutch, you have to hit the shift points, and you've got to steer it. The nitro Funny Car is like a bucking bronco—it's all manhandling. You don't have to shift it, you just have to steer it. It's so much quicker. The nitro Funny Car moves faster that you can think, you just drive it by feel. The alcohol Funny Car is a pretty forgiving car, but the nitro isn't. You can have a bad day real fast in a nitro Funny Car."

Around that time, Paul left the Philadelphia Stock Exchange to take a job as CFO of Boninfante Friction, who are among other things the manufacturers of clutches for nitro funny cars. See how things have started to come full circle? First a spectator, then a driver, and now on the product side making commitments and contributions where it really counts. The experience at Boninfante provided Paul with a learning-rich environment for the performance aftermarket, and when the opportunity came to purchase McLeod Racing from B&M in 2008, Paul jumped on it. Says Paul, "McLeod was a brand name I grew up with. It was a dream job to actually own McLeod. I loved the clutch business working with Boninfante and driving Funny Cars, and I was a clutch guy as a driver—I've always been interested in the clutch business. They had already been building high-quality clutches for 40 years before I bought it, so it's a dream come true."

The perfect storm had started; the new CEO of a legacy performance driveline aftermarket manufacturer was not only a financial guru with connections to Wall Street, he had serious cred as a driver and a product guy. (His best 1,000-foot e.t. of 4.03/310 behind the wheel of Gary Densham's Dodge Charger certifies him as one of the fastest land-bound pilots on the planet.) And while most bean counters at big companies spend their days trying to arbitrarily squeeze ever lower costs and higher margins out of a product line, Paul knows as a racer that people bet their lives on McLeod components. He also knows that quality and excellence can make the difference between hAt the end of the day, however, all Paul really wanted was to drive a fast hot rod. ("I'm still 13 in my head," Paul joked.) His life has been dedicated to putting himself in the position where he could build (without financial remorse!) the ultimate street machine. Beyond that, he's also been able to do it in such a way that enhances and validates the product he sells while at the same time projects McLeod Racing's visibility in new, exciting ways. Such was the motivation behind the McLeod-red '70 'Cuda.aving a crappy weekend at the track, and having a memorable one. 

Its conception was simple: When you drive a 4-second nitro Funny Car on the weekend, the long stints behind the wheel in daily traffic can be mind-numbing to the point of torture. The choice of cars was a no-brainer for Paul: "A 70 'Cuda has always been my idea of an ultimate street car. This is my 20-year dream. I just love the look of that car. And, of course, it has to have a Hemi." And not just any Hemi. Being an industry insider, all the arrows pointed to Arrington Performance, one of the best in the business at building powerful Mopars. Pete Basica and the Arrington team got to work speccing out a 528ci Gen II Hemi that cranks out an easy 1,129 hp on 93 octane at a loafing 5,500 rpm. That all-aluminum mill is hung with the best stuff out there, including an F2 ProCharger, Holley Dominator EFI, and Edelbrock's new aluminum Hemi heads (just the second set in existence).

The car itself—a 318 automatic car originally built in California—was sourced from Paul's brother, Barry, who is a respected Mopar restoration expert in Middleburg, Florida. Once back in its home state of California, Bones Fabrication of Camarillo, California, was tasked with the 'Cuda's transformation. The metamorphosis wasn't easy, as most of the original body panels were damaged and had to be sacrificed for new ones. Moreover, the plan was to put all that Hemi power to the ground with a modern performance chassis, a process that involved cutting out the entire OE suspension and subframe, and replacing it with an Art Morrison Max-G chassis. The car's body was skillfully channeled over the Morrison chassis, which features a C6-derived IFS with RideTech coilovers in front, and a three-link with Watt's linkage and RideTech coilovers in the rear. As a result, the McLeod Racing 'Cuda is as capable as its silhouette is stunning.
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The Very First Shelby Mustang................

Shelby Mustangs are a special breed. From the first generation to the new 2016 GT350, pairing Shelby with Ford’s ponycar transforms a mass-produced car into an auto enthusiasts’ sensation. Along the way, there have been many winners: rev-happy small-blocks, SCCA championships, aesthetic home runs, big-block brutes, and the most powerful engine ever fitted to a production Mustang—the 662hp 5.8L in 2013–2014 GT500s. But it all started right here—in a car built more than 50 years ago.

Recognized by Shelby cognoscenti as car SFM5S003, this Mustang’s official serial number breaks down as SFM (Shelby Ford Mustang), 5 (1965), S (Street version), and 003 as the consecutive production number. Also known as the “Street Prototype,” this Shelby is arguably as special as one gets. It would be easy to figure this one as the third GT350 built, but there’s an interesting story behind the numbers.

Documentation from the early months of the Street Prototype’s development identifies this car as “SFM5001”—denoted by a hand-scrawled marking above the firewall. Six months later when prototype work was complete and it was released for sale to the public, a permanent and official Shelby identification tag was affixed that carried the “003” number. 

Why the change?

Initial progress on the Shelby Mustang program was accomplished by Ken Miles, Bob Bondurant, Phil Remington, and Ford’s chief suspension engineer, Klaus Arning. Two Mustang coupes were sent to Shelby’s Venice, California, shop for chassis research and development in the summer of 1964 and were soon followed by a pair of fastbacks, which Pete Brock (see Take 5, HRM, Mar. 2014) used for development of aerodynamics and cosmetics. By late summer, Chuck Cantwell was hired as project engineer for what was then known as the “Cobra Mustang” program—essentially the lead for the entire project. Cantwell and his crew continued the development and were soon working out final specs, selecting parts, and identifying suppliers for what became the GT350 Mustang. Naturally, many of the parts suppliers were fellow California-based hot rod companies: Cyclone, Cragar, Ray Brown, Traction Masters, and others. For this reason alone, could there have been any better place to put together the first factory-built hot rod Mustangs?

Today the fate of the two early coupes and fastbacks are unknown, but three other fastbacks destined to be the first production units arrived at Shelby American in early November 1964. Two would be built as competition models (R-models), with the other being the Street Prototype seen here. This car was the first to be finished and was immediately pressed into service for company advertising and promotion by the end of 1964.

To provide photographic flexibility for promotional photos, car 003 was equipped for a time with the standard Kelsey Hayes 15x5.5-inch painted steel rims on the driver side and prototype 15x6-inch Cragar five-spokes on the passenger side. Early magazine coverage of the new Shelby Mustang often used Shelby-supplied images, and much of this featured the Street Prototype as well. How is this known? Well, befitting a prototype, a number of features were unique to this very first car—and quite distinct in period images. Among them were: a paper-faced tachometer in the GT350-specific gauge pod, a unique center cap on the Cobra-sourced steering wheel, unusual spacing between “G.T.” and “350” on the hand-painted rocker callouts, small prototype GT350 decals at the leading edge of the front fenders, and the aforementioned Cragar wheels.

The Street Prototype served its development, modeling, and public-relations tasks through the spring of 1965, then its purposes were complete. In a company memo dated May 20, 1965, Cantwell outlined bringing the car to production specs, and affixing it with a Shelby ID tag bearing the 003 number so it could be sold. Bill Moir was the first private owner, purchasing 003 through Leslie Motors in Monterey, California. It was treated like so many performance cars of the 1960s—as a starting point for something “better.” It wasn’t long until a Traco-built 289, dual quads, 4.56 gears, and high-11-second e.t.’s became part of 003’s history. Years came and went, and so did a handful of other owners. The car was restored in the late 1970s, then modified to full competition specs and vintage road raced for the better part of two decades. In short, this was not a GT350 left in factory condition, nor treated as a museum piece.

Current owner Mark Hovander became involved with 003 in 1999 when his friend Dave Lennartz purchased it. Hovander convinced Lennartz that the car deserved an authentic restoration to Street Prototype configuration, and assisted Lennartz in the search for original and date specific parts and pieces.

Restoring any car to a high standard is a challenge, but an added burden in this instance was the uncertainty of what parts were used during prototype development, the point in time that Lennartz and Hovander were targeting. What was known was the way a white HiPo 289 fastback would arrive at Shelby American from the San Jose assembly plant prior to conversion. Fortunately, Hovander had forged relationships with both Cantwell and Brock, and other former Shelby employees directly involved with work on the early prototype cars. As recollections were tapped and archival photos discovered, a picture began to come into focus. Along the way, Hovander had the opportunity to purchase 003 from Lennartz in 2008.

After buying 003, Hovander drove the Mustang in competition guise for two years, loving every minute of it. He even expressed misgivings about returning the car to prototype status due to the fun he was having, but in the end he felt the car demanded restoration. In 2010 Hovander disassembled the Street Prototype to a bare shell in his home garage in Seattle.

A goal was set to have 003 restored in time for the Mustang 50th Anniversary in 2014—an ambitious schedule as everything original to it had been removed and/or replaced with racing components. Surprisingly, most of the original sheetmetal was still present, including the rear quarters, whose wheel openings had been radiused for tire clearance much like the competition models.

Hovander had Dave Mackey do all the metalwork, including restoring the rear quarters, repairing holes opened when functional brake scoops were installed, refitting support members for the louvered C-pillar vents, and myriad other tasks. With the body back in original form, Dale Knutson laid down the beautiful Wimbledon White topcoat, and also sprayed the interior, engine compartment, and bottom side with factory finishes.

As Mustang’s 50th festivities loomed, Hovander realized his reassembly was falling behind schedule. Help came from John Brown’s Thoroughbred Restorations in Piedmont, Oklahoma, who added the Guardsman Blue stripes and hand-painted GT350 lettering and side stripes, visible in early period photos. Brown also detailed the engine compartment and belly, then finished final assembly just in time for 003’s debut at the Amelia Island Concours in March 2014. There it would join SFM5R002, the first Competition 1965 GT350, to complete a duo that hadn’t been side by side since the Shelby American days.

All parts that went into the Street Prototype are date-coded originals, with the most difficult finds being prototype versions of the Shelby Cragars, Goodyear Power Cushion tires, a first production run example of the 715-cfm Holley, and date-coded glass. It’s such an authentic effort, the result of which is as 003 appeared in those magazine pictures and advertisements from early 1965. Never a museum car, it’s clear the Street Prototype has arrived at that status now. We asked Hovander how that sits with him. “I had to do it, but I’ve got another set of wheels with modern tires, and I put some miles on it now and then. Shelby, Cantwell, Brock, and the others never meant for these things to just sit around.” Indeed, they didn’t.

Anatomy of a 1965 GT350

The 1965 GT350 street car was far more than a fancy Mustang, it was a serious piece of Southern California hot rod engineering. All 1965s began as Wimbledon White Mustang fastbacks, equipped with the K-code solid-lifter HiPo 289, four-speed transmissions, 9-inch rearend, and front disc brakes. To that baseline, the following was added:


Cobra aluminum high-rise intake manifold

Cobra-lettered valve covers

Cobra-lettered, high-capacity aluminum oil pan

Holley 715-cfm vacuum secondary carburetor

Tri-Y tube headers made by Cyclone

Cyclone glasspack mufflers and side exhaust

Aluminum case BorgWarner T10 close-ratio four-speed

3.89:1 rear gears and Detroit Locker differential


Wood-rimmed steering wheel

Dash-mounted gauge pod with tachometer and oil-pressure gauge

Ray Brown competition-style seatbelts

Fiberglass rear package tray (deleted rear seat and mounted spare tire)


“Export brace” engine-compartment stiffener

“Monte Carlo bar” chassis stiffener

1-inch-diameter front sway bar

Quick-ratio pitman and idler arms

Relocated (lowered) upper control arms

Koni shocks

Ferodo front brake pads

10x2.5-inch Fairlane station wagon rear drums with metallic linings

Traction Masters override traction bars

Trunk-mounted battery (first 325 units)

15-inch wheels with Goodyear Blue Dot tires


Fiberglass hood with scoop and hoodpins

GT350 rocker stripes

Deleted Mustang grille “corral”

As explained in the main text, the Street Prototype was identified in its earliest days at Shelby American as SFM5001, via hand-scrawled lettering on the firewall. The two earliest competition models received similar 002 and 003 markings in the same location. This, of course, was prior to decisions being made about how and where production cars were going to be serialized. The first three cars remained in this condition, the underhood numbers sometimes visible in magazine articles of the day, until the Street Prototype was prepared to be sold in May 1965. In a memo dated May 20, Chuck Cantwell identified several items the Street Prototype would need prior to sale, including specific wording that states the car would be fitted with an official tag bearing the 003 number. Cantwell is uncertain today why he articulated the Street Prototype would get this tag when it was earlier labeled 001, but it’s known that the two competition models received official tags at the same time, bearing the numbers 001 and 002. This story is well known and documented today, but it was the source of confusion in the early days of Shelby Mustang research. In fact, those in the know at one time believed 003 was an original competition model, perhaps because period magazines showed a comp model with 003 hand-lettered on the firewall.
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One Of The Finest Police Department's In The State Of New Jersey - East Orange Police - Proud To Serve
The Only Police Department In The United States To Lower The Crime Rate 76% In 12 Years. We Wish Every Police Department In The Country Could Accomplish This Amazing Feat As It Would Save Lives, Reduce Robberies and Diminish Property Theft. Always Remember: "Stay Informed", "Stay Aware" and "Stay Safe". 

Most of our posts on Google + are not all correlated to Police and/or Law Enforcement activity. Most of you read and watch this depressing data in the print and news media everyday. Posts on this site are designed to convey a  healthier environment for all, young and old alike to enjoy, stimulate discussion and provide entertainment to its readers. If your craving is to read crime statistics or Police action on a local, state or national platform, this is not for you. Important Notice: The East Orange Police Department's Website Is No Longer Linked To - The Domain Name Was Transferred Over To E- Online Product Deals, LLC. 
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