Gearhead Historians????
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From: Hammer Lane
Edsel!?
The 300 F-H all ran 150 mph and around 7.1 0-60 but cost almost twice as much as the vehicle your looking for. Their engines were larger also.
Interestingly enough, the 1963 Impala SS 409 ran the quickest 0-60 time for an American production vehicle. It ran a 4.0! Wow!
The 300 F-H all ran 150 mph and around 7.1 0-60 but cost almost twice as much as the vehicle your looking for. Their engines were larger also.
Interestingly enough, the 1963 Impala SS 409 ran the quickest 0-60 time for an American production vehicle. It ran a 4.0! Wow!
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From: New Orleans
this is the beast, i was looking for. A 1960 ford starliner. thanks to Bill with his tranny help, and Don for finding a 360hp NA single carb motor under 360ci, i narrowed it down. the starliner was the only one capable of 150mph because of it's fastback roof. the fairlanes and others had the same 352ci 360hp engine available, but not the aerodynamics. the fastest production car in the world, in 1960 was a "very large" Ford
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From: Hammer Lane
Ford GALAXY Skyliner
The Starliner led Ford out of the dark days of embargoed performance under McNamara. But for 1960, the year before he was replaced by Lee Iacocca, independent teams had to carry the Ford colors. The Charlotte, North Carolina shop of Holman & Moody advertised a race ready, 352 cube stock car Starliner for $4,995 with the headlines, "T-Bird Power Products suggest a way of going 150 miles per hour."
Meanwhile, on the hard packed sands of Daytona, where the "Speed Weeks" were a big deal, three engineers from Ford--Dave Evans, John Cowley and Don Sullivan--were trying to prove top-end speed with a 360 horse 352-4V Starliner, a so-called private entry with a magazine editor behind the wheel. When the editor would not "stick his foot" into the throttle deep enough, Evans got behind the wheel and proceeded to dump the rear end of the Starliner into the Atlantic Ocean. When this picture hit the newspapers, McNamara was furious and ordered Evans and Cowley out of Florida, allowing the senior Sullivan to stay if he would avoid attending any of the speed events or lending technical support to racers. For the record, in the flying mile, the Fords were in the 132 range, still behind the Chevys at 136 mph.
A quick check of the NASCAR record books shows that the Fords won 15 NASCAR Grand National races in 1960, topping Chevrolet at 13, Plymouth at eight, Pontic at seven and Dodge at one. This is a deceptive record because Fords did not fare well in the big races, such as the Daytona 500, but at least Ford now had a contender on the track, and they had a hot item on the street, too.
Top engine in the Starliner was the 360 horse 352-4V, highlighted by a big passage, aluminum intake manifold mounting a 550 CFM Holley four barrel, flanked to either side by aluminized valve covers with performance decals. This is what hit the performance enthusiast in the face when the hood was opened. Ford also beefed up the innards with larger heavy duty rod and rod bolts, and cylinder heads with larger ports and smaller combustion chambers that squeezed the fuel to a 10.6:1 compression ratio.
Also impressive and visible was a set of huge, cast-iron, low-restriction exhaust manifolds that dumped into 2-1/4 inch headpipes and low restriction mufflers. Regular production manifolds, in contrast, resembled a squared off log with tubes exiting. To reach 6,000rpm, the valve train featured solid lifters. Now, Ford beat Chevrolet's 350 horse @ 5600rpm, 348 W-block. This ambitious Ford horsepower rating shoved the Starliner into the Super Stocker ranks in drag racing. Pontiac--and the rest of Detroit--had already learned to underestimate horsepower figures so they could clean up in a lower class, which was figured according to pounds per advertised horsepower. Ford was learning.
In NASCAR in 1961, Fords actually did better than 1960, although the overall record shows fewer wins at seven, compared to 30 for king of the hill Pontiac, 11 for Chevrolet, three for Plymouth and one for Chrysler. It was better because Ford won two super speedway events--Darlington and Atlanta. At the Daytona 500 in 1961, the fastest Ford qualifier was Curtis Turner in The Wood Brothers Starliner at 153.4, excellent, but not enough to catch Fireball Roberts in his Smokey Yunick Pontiac at 155.709mph.
The Starliner was very popular in 1960, with model year production equal to 68,641. Although the look didn't change much in 1961, sales more than halved to 29,669 and it was dropped for 1962. However, Ford then built a special "Starlift" convertible to compete in NASCAR. The Starlift roof was so named because it could be lifted by hand by two people. It resembled the Starliner roof of 1960-1961, providing the convertible with better aerodynamics. Although it was outlawed by NASCAR for competition, a Starlift '62 Ford convertible did compete and win the Atlanta 500 with Fred Lorenzen at the wheel.
Apparently the Skyliner couldn't do 150 mph without special prep.
http://www.speedvision.com/pub/artic...e/200628a.html Read the whole article hear
The Starliner led Ford out of the dark days of embargoed performance under McNamara. But for 1960, the year before he was replaced by Lee Iacocca, independent teams had to carry the Ford colors. The Charlotte, North Carolina shop of Holman & Moody advertised a race ready, 352 cube stock car Starliner for $4,995 with the headlines, "T-Bird Power Products suggest a way of going 150 miles per hour."
Meanwhile, on the hard packed sands of Daytona, where the "Speed Weeks" were a big deal, three engineers from Ford--Dave Evans, John Cowley and Don Sullivan--were trying to prove top-end speed with a 360 horse 352-4V Starliner, a so-called private entry with a magazine editor behind the wheel. When the editor would not "stick his foot" into the throttle deep enough, Evans got behind the wheel and proceeded to dump the rear end of the Starliner into the Atlantic Ocean. When this picture hit the newspapers, McNamara was furious and ordered Evans and Cowley out of Florida, allowing the senior Sullivan to stay if he would avoid attending any of the speed events or lending technical support to racers. For the record, in the flying mile, the Fords were in the 132 range, still behind the Chevys at 136 mph.
A quick check of the NASCAR record books shows that the Fords won 15 NASCAR Grand National races in 1960, topping Chevrolet at 13, Plymouth at eight, Pontic at seven and Dodge at one. This is a deceptive record because Fords did not fare well in the big races, such as the Daytona 500, but at least Ford now had a contender on the track, and they had a hot item on the street, too.
Top engine in the Starliner was the 360 horse 352-4V, highlighted by a big passage, aluminum intake manifold mounting a 550 CFM Holley four barrel, flanked to either side by aluminized valve covers with performance decals. This is what hit the performance enthusiast in the face when the hood was opened. Ford also beefed up the innards with larger heavy duty rod and rod bolts, and cylinder heads with larger ports and smaller combustion chambers that squeezed the fuel to a 10.6:1 compression ratio.
Also impressive and visible was a set of huge, cast-iron, low-restriction exhaust manifolds that dumped into 2-1/4 inch headpipes and low restriction mufflers. Regular production manifolds, in contrast, resembled a squared off log with tubes exiting. To reach 6,000rpm, the valve train featured solid lifters. Now, Ford beat Chevrolet's 350 horse @ 5600rpm, 348 W-block. This ambitious Ford horsepower rating shoved the Starliner into the Super Stocker ranks in drag racing. Pontiac--and the rest of Detroit--had already learned to underestimate horsepower figures so they could clean up in a lower class, which was figured according to pounds per advertised horsepower. Ford was learning.
In NASCAR in 1961, Fords actually did better than 1960, although the overall record shows fewer wins at seven, compared to 30 for king of the hill Pontiac, 11 for Chevrolet, three for Plymouth and one for Chrysler. It was better because Ford won two super speedway events--Darlington and Atlanta. At the Daytona 500 in 1961, the fastest Ford qualifier was Curtis Turner in The Wood Brothers Starliner at 153.4, excellent, but not enough to catch Fireball Roberts in his Smokey Yunick Pontiac at 155.709mph.
The Starliner was very popular in 1960, with model year production equal to 68,641. Although the look didn't change much in 1961, sales more than halved to 29,669 and it was dropped for 1962. However, Ford then built a special "Starlift" convertible to compete in NASCAR. The Starlift roof was so named because it could be lifted by hand by two people. It resembled the Starliner roof of 1960-1961, providing the convertible with better aerodynamics. Although it was outlawed by NASCAR for competition, a Starlift '62 Ford convertible did compete and win the Atlanta 500 with Fred Lorenzen at the wheel.
Apparently the Skyliner couldn't do 150 mph without special prep.
http://www.speedvision.com/pub/artic...e/200628a.html Read the whole article hear
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Joined: May 1999
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From: Kennesaw, Ga. USA
One out of Two Ain't Bad
BBQMAN:
Sorry I messed up on the CID issue, just was not paying attention.
My second choice, absenting the OD trannie, would have been the 1956 Dodge Coronet 2 Door as fielded by the California Highway Patrol. According to my research info, the standard D-500 motor of 315 CI produced 260 BHP. a lot less than the Ford Motor that you are referring to. However, in those days the CHP had certain "friends in engineering" that made their vehicles perform rather far beyond the advertised horsepower and speeds published by the manufacturers.
Relying on a memory that now spans 45 years, I do seem to firmly recall that the CHP Coronets were rated at a top speed of some 130-135 MPH and probably made about 325 horsepower or so. That was with a single 4 bbl carb, dual exhausts and an "export" camshaft.
When I was a Police Officer in San Diego in 1961/1962, we relied on Ford and Dodge sedans that were running, as I recall, 390 and 383 CI motors with single 4 bbl, duals and standard cams and auto trannies. Neither would exceed 120 mph. The Fords ate trannies with fair regularity, not the Dodges. We also had a few Chevvies with the Turboglide trannie and almost none would last 5,000 miles and most less than that.
As a gearhead postscript, the Dodges were equipped with Michilen "X" tires, the first radials used in California up to that time. Most of the old timer beat car drivers tried to avoid drawing a Dodge at roll call because the tires would not light up on take off. They just did not understand the advantages in overall handling the radials gave, they just enjoyed brewing up lots of tire smoke when they got a Code 3 call.
As you are a known Ford collector, are you trying to buy one of those Starliners?
Bill
Sorry I messed up on the CID issue, just was not paying attention.
My second choice, absenting the OD trannie, would have been the 1956 Dodge Coronet 2 Door as fielded by the California Highway Patrol. According to my research info, the standard D-500 motor of 315 CI produced 260 BHP. a lot less than the Ford Motor that you are referring to. However, in those days the CHP had certain "friends in engineering" that made their vehicles perform rather far beyond the advertised horsepower and speeds published by the manufacturers.
Relying on a memory that now spans 45 years, I do seem to firmly recall that the CHP Coronets were rated at a top speed of some 130-135 MPH and probably made about 325 horsepower or so. That was with a single 4 bbl carb, dual exhausts and an "export" camshaft.
When I was a Police Officer in San Diego in 1961/1962, we relied on Ford and Dodge sedans that were running, as I recall, 390 and 383 CI motors with single 4 bbl, duals and standard cams and auto trannies. Neither would exceed 120 mph. The Fords ate trannies with fair regularity, not the Dodges. We also had a few Chevvies with the Turboglide trannie and almost none would last 5,000 miles and most less than that.
As a gearhead postscript, the Dodges were equipped with Michilen "X" tires, the first radials used in California up to that time. Most of the old timer beat car drivers tried to avoid drawing a Dodge at roll call because the tires would not light up on take off. They just did not understand the advantages in overall handling the radials gave, they just enjoyed brewing up lots of tire smoke when they got a Code 3 call.
As you are a known Ford collector, are you trying to buy one of those Starliners?
Bill
