Since Revell and Monogram got the front ends so wrong on their '69 and '70 Mustangs, and AMT and MPC did so much better (but still got the grilles wrong); but AMT and MPC got the chassis and engine compartment so wrong, it's good that you used the Revell chassis and the AMT body shell. It makes the model come out much better that way.
Yes Chrysler DID sell 2-door 1st Gen Valiants. I had a friend in high school (early 70s) who had a 62 Valiant 2-door. He built it as an early version of what later came to be called Pro Street. Put in a Hemi with a tunnel ram. Lowered the front ride height. Dana 60 rear axle. roll bar with rear braces. No back seat, just a sheet of aluminum to close off where the seat back had been. Wide cheater slicks in the back and skinny little 5.60-15 tires up front. Slot mags all around. He found a trunk lid without the continental tire shape. Painted the car bright yellow. He had a part-time job at a car parts in the morning, then he used to come back to the school at lunch time and bring the car in to the auto shop class in the middle of the campus. He would stop next to the lunch pavilion. Then light up the tires and smoke em for a while before moving on to the shop. Interesting show in the middle of a high school where the vast majority were low riders.
Yup. Been there, seen that photo before, Mike. Note that the body in the midground is on a hanging fixture . The bodies on left are heading upstairs. The body in the foreground still has more structure to be added before it gets painted. Note the quarter panel/roof seam has not been filled, and there is more to be added back by the trunk. Different manufacturers may well have used somewhat different methods. And I'm not working from "memory" on this issue. Nor judging based on restored cars, or re-pained cars. I'm basing my statements about Fords (and I see the Falcon in your avatar) on the original paint on the 2 Falcons in my back yard and the Mustang of the type this model build is about that I showed you pics of. Both of my Falcons were built in the same San Jose plant that Shelby's Mustangs were all built in. One of those Falcons was purchased new by my grandparents and still has original paint inside and underneath. The other is still in its original Wimbledon white. That Shelby Mustang I took entirely apart and removed rust damaged parts of the body structure. Yeah, my friend's 68 Roadrunner Hemi had blue metallic overspray on the primer under the rubberized undercoat dealer sprayed underneath. This isn't a Roadrunner or a Mopar at all. It isn't a GM product either. We can keep arguing. I have reported what I found. Not what somebody told me. Not based on memory. Or what's in a recent magazine or old black and white pictures that may be from a different plant.
Tom is the slender guy, the other guy shown is "Fat Eddie". Nice guy, Eddie used to always put a nickle in the shop soda machine for me to pick out a soda from. Old "chest" style vending machine you put in a nickle (yup...5 cents) and pulled the cap end of the 10oz. bottle you wanted. Toms car was the 1st car to break 180mph at El Mirage, and the 1st to break 200mph. Running used wrecking yard flathead engines. That 40 Ford Sedan Delivery to tow it and push start it was no slouch either. He had 2. Both eventually got blown olds Rocket engines. Tom and Eddie were at Bonneville working on the belly tank, when Art Arfons came up and asked them to push start his Allison aircraft engined "Green Monster" Land Speed Record car (the car before they went to jet engines). Art and his brother had been trying with their pickup and couldn't get the Monster going fast enough to fire. So Tom and Eddie jumped into the 40 Ford, loaded with 2 spare engines, a roll-away tool box, all sorts of spare bits and pieces and tires and what not, and proceeded to push the Monster down the black line of the course. The Monster never did get going, But Tom pushed it through the lights still trying. That set an unofficial speed record for a production Utility vehicle that may still stand. I know that in the 1990s, GM engineers tried to beat that speed with their Syclone supercharged S15 GMC. All of GM's money and technology and they came up about 10mph short of Tom's speed heavily loaded and pushing a huge land speed record car with a huge aircraft engine IN GEAR! Then for about 25 years or more, Tom rented a shop from my best friends and after he passed away, that shop was where I worked out of. Congrats on getting the king pin angle right on your front axle. Most model builders would just make the king pin straight up and down. But then the steering isn't right. It should be about 10° as you did there.
Sweet subject. The 1st race car I ever sat in was Tom Beatty's belly tank back in the 1950s. Here's a pic of that car taken by my dad at El Mirage. For the last 29 years I've lived where I can see the hills around El Mirage from my home.
Oh, the power steering ram should be removed. No power steering used in road race cars in those days. Not against the rules, just not used. Eats more horsepower and things that are not there cannot fail. You're welcome for any help I can provide. Let me know if there's any part I might have pics of that you need to see. I know this is your model and I don't mean to tell you how you HAVE TO build it. But since I was there then and have restored a few 1:1 Trans Am race cars, I have some knowledge to share.
Interior. Ignore the blankets used to protect the paint while we were building the car. And where Shelby mounted the oil cooler. I have one of the original Harrison/Shelby oil coolers in my garage. I posted a couple of pics of it in AFX's thread on his '64 Falcon on Road Race Model cars Forum.
By the way... I've been criticized pretty harshly by those who think they know for those welds looking so crappy. I worked hard to make them look like the original welds. The originals looked like that and lasted nearly 50 years. I even had to grind out and re-do some welds because they came out too nice. A nice stack of dimes is NOT how race cars were built in the 1960s. So...More pics, starting with the covers for the traction bars:
Roll bar. Horizontal bar that goes all the way across is not original Shelby. It was added to put the shoulder harnesses at the right height for Fred, who is tall. Then the over-rider traction bars are shown. Axle end and then interior brackets. I had to re-make these interior brackets as the originals were damaged by someone putting in bolts that were too small and it egged out the holes. There is a slot cut in the floor panel just inboard of the wheel well for the traction bar.
Good work Phil. Some time back I posted a thread in the 1:1 car photos section of pictures I took of one of the Shelby '67 TA Mustangs that I worked on restoring. Phototoilet killed those pictures. But I can post some in here as attachments. It only lets me do that 3 pictures at a time. But I'll do what I can.
I was a Tech Inspector for SCCA races when this car was new. The Shelby Mustangs actually were NOT the 1st Trans Am racers to be acid dipped. Actually Shelby didn't dip any of them as they built them. I worked with John Timanus (SCCA Pro Series Tech Chief) and my dad (Jack Parcells - Cal Club [SCCA So Cal Region] Chief of Rules Enforcement) to inspect AND REJECT Smokey Yunick's 67 Camaro at Riverside. THAT car was ACID DIPPED!!!! I Tech inspected the one I later restored which was Fred Sutherland's. The rear leaf springs used on the race cars were narrower than stock, and were spaced toward the inboard side of the perches and shackles to allow tire room. It seems like the engine winds up rather far forward in the engine bay in that AMT '67 chassis. I'll have to look into that in my '67 build. The Shelby '67 Mustangs were all shipped from the San Jose Ford plant in Wimbledon white. In dismantling the Sutherland Mustang, I found Wimbledon white inside the car, under the dashboard, under the belly, inside the front and rear wheel wells, and under the semi-gloss black in the engine bay. It appears to me that Ford painted the entire car the same color. The engine bay and front of the core support were then painted black. My '61 Falcon is ALL Algiers Bronze, my '64 Falcon is ALL Wimbledon White. Bruce Springsteen's '69 Galaxie Convertible I did some restoration work on is ALL Gulfstream Aqua. There was none of the "primer over sprayed with finish color under the belly" type of paint application that is SO popular with "restorers". Seems more accurate for Mopars. I would say for the paint of your model to be totally right it should be Wimbledon white under the belly with maybe some "God-Awful Yellow" overspray near the edges. That would have made for less work cutting things apart for paint. That yellow, BTW, is a Corvette color. Shelby sent one of the shop employees down to the local paint supply shop they dealt with to pick up some paint for the Shelby Team race cars. They had some yellow that had not been picked up, so they sold it to him cheap. Shelby wasn't real happy, others liked it. But it wound up making for a pretty good looking and distinctive paint scheme. Jerry Titus was an interesting character. Fun personality and quite a good race car driver. Probably would have made a good car salesman if he had turned his attention that way. His son Rick worked with me on a race team (Ron Dykes Sunbeam Tiger) in 1968. For 1967, your model is correct to have a stock gas tank, as that was required in '67. In '68 fuel cells were allowed by the rules. 289 engine built by Shelby guy Dave Dralle whose shop is at Willow Springs Raceway - 487hp. But after initial track test, it got switched to single Holley for slightly less hp, but better tractability. This car held the A/Sedan track record at Willow in 1967-69. Note how the 289 sits in the engine bay compared to the AMT fit.
Another side story to the Scarab, is that the owner, Lance Reventlow, kept that Scarab 2 race car after it was retired from racing, and had his shop convert it to a street registered car and used it on the street for many years. It was painted a deep metallic blue and had gold scallops on it. It looked really pretty that way too. There MAY be some pics of it that way on the internet somewhere. Hmmm... I'm thinking it might have been Lance's friend Augie Pabst (of the brewing family) that wound up with the Scarab. The car was built for Lance like all the Scarabs. Augie raced Scarabs for Lance...Hmmmm....Anyway... I was looking for something else in my model kit warehouse this morning and ran across that Scarab kit. I oughta haul it out soon and start on it.
Beautiful build. I was born in Van Nuys, CA. Then moved to San Fernando in '56. Galpin Ford was born in San Fernando. Then in 66 moved to Van Nuys. Kinda crossed paths. For years I bought most all of my parts for my Fords from Galpin's parts department. World's largest Ford dealer for decades and still are. Also Number 1 Jag, Saturn, Mazda, and most everything else they decide to sell. As for the designation of A/GS...can't blame the model builder for putting the markings on the model just as they are on the full scale car he's building a model of. But as guy who grew up around car racing and has spent many years making a living restoring vintage race cars and hot rods and building cars that weren't racers before into "vintage racers", I've come to the conclusion that in the world of vintage racing, there is a huge amount of what I call "creative memory". Lots of people involved who weren't there when that sort of racer was actually "racing", but have the money to pay for getting involved in it now. So such inaccuracies happen ALL THE TIME. Lots of vintage racers are built these days not for actual racing, but for magazines, internet articles, car shows, etc. If it actually got raced, it would have to have the correct markings. But as a show car, they get away with such inaccuracies. Ron was right "A/GS" DOES stand for "A/Gas Supercharged" The appropriate designation would have been A/G, or more probably D/G, as that big sedan is an awfully heavy car compared to a little bitty Anglia or some of the other cars that ran in A/G in the day. Most '55 Chevies, 57 Fords and such raced in the day in B, C or D/G with big block engines. The classes were broken down according to weight in pounds per cubic inch of engine.
Very nicely done. I saw the full scale one in person at races like Santa Barbara and Riverside in the early 60s. You've done an excellent job capturing the original of the era rather than the "restored" race car like so many models are built these days. Right color belts, Webers through the intake openings in the engine cover, etc.
Are those Webers mounted to a pair of boxes attached under the body? Or is there an engine, etc. under the body?