Phildaupho

For my next Dan Gurney racecar build I decided it should be the 1967 Le Mans winning Ford GT IV Dan shared with AJ Foyt for probably the most significant international victory for a totally North American car and driver combination. My starting point for this project was a couple of swap-met purchased previously started MPC Mark IV kits which included only one set of incomplete instructions. Researching these kits I discovered that Bud “The Kat†Anderson was the project leader for the IMC Ford J-Car kit which begat the MPC MarkIV kits. Fortunately I found a web link with instructions for virtually every MPC kit ever made except of course for the Mark IV but the J-Car instructions helped fill in the gaps. Although I am fairly impressed with the body proportions and complexity of the running gear, there are many aspects that require revision. The biggest problem I had with the old MPC kit was the brittleness of the red styrene. The decals in the kit were not that great but I got a set of Fred Cady decals before he closed shop. Gurney bump on driver’s side roof & door, engine cover hinges removed, added roof louvers, side vents molded, NACA scoops opened, brake ducts closed, filler door repositioned from left side to right side, scribed spare tire access door on rear cover, reduced thickness of rear spoiler. Dashboard reconfigured Scratch-built oil cooler ducting, oil tanks and suitcase box. Using engine from Revell Thunderbolt with oil sump configured for dry sump and deck height of intake manifold reduced, replaced styrene spare with vinyl. Experimented with the spare body the possibility of opening everything up.

My Falcon kit arrived yesterday. First impressions - it comes in a very big box, the parts are well packaged and I was glad to see the dual exhaust option. Generally I think I like it and because I do not plan to build it as a factory stock replica, the accuracy issues will not be a big problem for me. Overall the parts remind me of the Fujimi 427 Cobra which was a nice kit but not entirely accurate and was considered expensive compared to the R/M Cobra [which also is a nice kit for the money but has always not included engine compartment/wheelwell panels].

Thanks Gregg for all the photos. Definitely a great GSL. Looking forward to full results.

Very neat project. This is a lot pretty than some of the home-builts I have seen at vintage car races or in the pages of old sports car magazines.

Very nice restoration and conversion. Great stance. The wheels look good for this application.

There is something to like about the new kit, however. The engine compartment (Shock towers and braces, etc) look pretty good. It's also the only kit to have a proper generatot bracket, so props for that. Here's a link to my photos of the box contents. Gotta love the two barrel intake manifold with the two runners and the offset carb mounting flange. Trumpeter 64 Falcon kit contents.

From one Falcon guy to another, I really like your build and think the brushed affect will look great. I like the brushed panels on the back of the Ford Flex and think it would look good on the sides as well. Sort of the modern equivalent of a country squire. I remember the first model I saw of Gregg's - a 48 Woodie with chrome foil and carbon fibre rather than wood.That's thinking outside the box. It looked awesome. Have a great time at GSL

I have been following the postings relating to the Trumpeter ’64 Falcon and I am nervously awaiting my pre-ordered kit. Although I am prepared to be disappointed, I already know how I am going to build it. This ’65 Falcon was built using a Modelhaus body and AMT ’67 Mustang running gear as a replica of my own Falcon I owned a few years back. It had been cloned by the previous owner as a Canadian only Hi-Po 4-speed. I later added front disc brakes, black-walls and Torque-Thrusts. For more photos see http://public.fotki.com/phildaupho/falcons/

Bravo. This really is an amazing model of an amazing car. I have seen the replica and was awe-struck.

I agree with all of the above. Outstanding conversion.

According to the excellent book by Dr. John Craft - Mustang Race Cars, only the first three prototypes were completed by Kar Kraft. These three did in fact have a one inch pie cut to the front fenders.For a fantastic website on the Boss 302 racecars check http://www.ponysite.de/transam.htm Here you can find specific information on the car you want to build. As a result of my research to wrote A BRIEF HISTORY of the BOSS 302 TRANS-AM MUSTANGS Ford won the Trans-Am Series in 1966 and 1967 with Mustangs built by Shelby American. Things changed in ’68. The Penske Camaros became the benchmark of the series while the tunnel-port Mustang was a disaster. Ford’s strategy of taking engine development in-house backfired. As a result, the championship went to Chevrolet. Ford wanted the Trans-Am championship back so got very serious in 1969. To replace the tunnel-port, two engines were evaluated. The Gurney Westlake with its sophisticated aluminum heads was the quickest but would have been very expensive to homologate. What would become the Boss 302 race engine was essentially a combination of the tunnel-port short block with heads based on the 351 Cleveland. For ’69 Ford gave engine preparation back to the teams. “Bodies in White†initially from the 428 Cobra Jet assembly line were sent to the shops of Kar Kraft, a Ford subcontractor. The resulting prototypes were aid dipped to reduce weight, the front fenders were wedge sectioned to improve aerodynamics and the bodies were channeled to get them as low as possible. There were two factory Mustang teams for ’69. Team Shelby was back for its third and final year in Trans-Am. The Bud Moore Team, which was racing Cougars in the NASCAR Grand American “Pony†series during 1968 returned to Trans-Am as Ford’s seemly, favored team. Privateer teams had to build their own Boss 302 racecars unlike previous years when Shelby produced Trans-Am Mustangs for anyone who wanted one. Another interesting aspect of Ford’s Trans-Am campaign in 1969 was the fact that the Bud Moore cars were on Firestones while Team Shelby used Goodyears. The Firestones were better qualifiers but the Goodyears help up longer. Furthermore the Firstones had the superior rain tires. Both teams stated the season on American Racing “Daisy†mag wheels but due to some problems attributed to these wheels later switched to the Minilite wheels used by virtually all the other teams. Even with four cars and a bevy of tremendous drivers, Ford could not take the championship back from Penske in 1969. All that changed back in Ford’s favor for 1970. The Boss 302 Trans-AM Mustang in 1970 was probably the ultimate evolution of the first generation Trans-Am racecar plus Penske had moved over to AMC and the new Camaros run by Chaparral were not as competitive.

Good eye - I thought someone would pick up on that. I no longer have my 65 Falcon to refer to.

The auto link for some reason did not work so inserted a direct link to http://public.fotki.com/phildaupho/dan-gurney-scale-ra/1969-mustang/

LINK TO PHOTOS OF MODEL & 1/ GO HERE http://public.fotki.com/phildaupho/dan-gurney-scale-ra/1969-mustang/ BODY – Revell 1/25 ’69 Mustang Mach 1 [later discovered I could have adapted ’69 front fascia to Revell 1/24 1970 Boss 302 Mustang] -Flared wheel openings -Removed windshield wipers -In engine compartment removed battery and filled area between radiator grill. Radiator top reshaped. Monte-Carlo bar added -Fabricated fuel filling door on trunk -Detailmaster hood pins PAINT – I compared every shade of blue at my disposal to every photo I had personally taken or found on line of the car currently or back in the day. Nothing seemed to really match so I took the highest resolution photo of the car as it appears today partly in the sun and partly in the shade to the local automotive paint shop. They mixed up some urethane acrylic enamel that is as close as they could get. DECALS – I used a combination of the Fred Cady Bud Moore ’69 Mustang sheet and ones I made up on my computer. INTERIOR-Cut out inside door panels -Removed console and filled with half round styrene -Reshaped extensively rear seating area -Smoothed dash panels with computer made gauges -Roll cage is modified unit from Plastic Performance Products -Seat from Revell ’71 Stars & Stripes Corvette with photo-etched harness -Floor covering a combination of metal from a floppy-disc and duct tape -Interior and chassis paint is Humbrol white tinted with gray CHASSIS-Lowered 3 scale inches front and back -Removed stock fuel tank to be replaced with fuel cell -Oil coolers for differential and transmission added ENGINE-Boss 302 Engine & transmission from AMT ’69 Cougar -Fabricated dual 4-barrel intake manifold for huge four barrels that must be from a Pro-Stock kit -Distributor from Replicas & Miniatures -Breather pipe and dual cooling line added -Headers modified from Revell ’68 Mustang Cobra Jet -Air-box fabricated from Evergreen styrene. Air hoses are drinking straws WHEELS & TIRES-Daisy mag wheels from 1/24 Revell ’57 Corvette, which were a little too big in diameter. Painted the outer rim black to visually reduce diameter. Tires are the bigger Goodyear Sports Car Specials with raised letters from an older Monogram Shelby GT-350R kit -Disc brakes from Revell ’32 Ford For more about Dan Gurney Scale Race cars check out the yahoo forum at http://groups.yahoo.com/group/dangurneyscaleracecars/

Please check http://www.modelcarsmag.com/forums/index.php?showtopic=42593&st=0&p=446392&fromsearch=1&#entry446392 Once finished I will post UNDER GLASS

I tried to get this model of Dan Gurney's '69 Trans-Am Mustang completed in time for Dan's 80th birthday [April 13] but I still have things to do in the engine compartment and a bit of touch up. I was fortunate to discover the live birthday interview with Dan on Peter Windsor's on-line talk show called The Flying Lap at http://smibs.tv/the-flying-lap. Dan sure has some great stories to tell from his illustrious career. Below the photos I have included a brief history of the Boss 302 Trans-Am Mustangs. Dan Gurney 69 Trans-Am Mustang A BRIEF HISTORY of the BOSS 302 TRANS-AM MUSTANGS Ford won the Trans-Am Series in 1966 and 1967 with Mustangs built by Shelby American. Things changed in ’68. The Penske Camaros became the benchmark of the series while the tunnel-port Mustang was a disaster. Ford’s strategy of taking engine development in-house backfired. As a result, the championship went to Chevrolet. Ford wanted the Trans-Am championship back so got very serious in 1969. To replace the tunnel-port, two engines were evaluated. The Gurney Westlake with its sophisticated aluminum heads was the quickest but would have been very expensive to homologate. What would become the Boss 302 race engine was essentially a combination of the tunnel-port short block with heads based on the 351 Cleveland. For ’69 Ford gave engine preparation back to the teams. “Bodies in White†initially from the 428 Cobra Jet assembly line were sent to the shops of Kar Kraft, a Ford subcontractor. The resulting prototypes were aid dipped to reduce weight, the front fenders were wedge sectioned to improve aerodynamics and the bodies were channeled to get them as low as possible. There were two factory Mustang teams for ’69. Team Shelby was back for its third and final year in Trans-Am. The Bud Moore Team, which was racing Cougars in the NASCAR Grand American “Pony†series during 1968 returned to Trans-Am as Ford’s seemly, favored team. Privateer teams had to build their own Boss 302 racecars unlike previous years when Shelby produced Trans-Am Mustangs for anyone who wanted one. Another interesting aspect of Ford’s Trans-Am campaign in 1969 was the fact that the Bud Moore cars were on Firestones while Team Shelby used Goodyears. The Firestones were better qualifiers but the Goodyears help up longer. Furthermore the Firstones had the superior rain tires. Both teams stated the season on American Racing “Daisy†mag wheels but due to some problems attributed to these wheels later switched to the Minilite wheels used by virtually all the other teams. Even with four cars and a bevy of tremendous drivers, Ford could not take the championship back from Penske in 1969. All that changed back in Ford’s favor for 1970. The Boss 302 Trans-AM Mustang in 1970 was probably the ultimate evolution of the first generation Trans-Am racecar plus Penske had moved over to AMC and the new Camaros run by Chaparral were not as competitive.

I like it so much that I want to take it out for a drive!!

For photos of the Automotive Model Builders of Greater Vancouver BC Canada Auto Modelrama annual model car contest and show go to http://public.fotki.com/phildaupho/model_shows/vancouver-auto-mode-1/ PHOTO LINK

Looking great so far.The transkits appears to be very accurate replicating the XX modifcations.

Sorry I missed this one last month. The '69 Bud Moore Mustang Parnelli Jones raced in the Trans-Am series had a red, white and blue color scheme. Ford dropped the Shelby Team for 1970 and the Bud Moore Team changed to the sort of school bus yellow color scheme. In 1969 the Shelby Team started the season on American Racing "Daisy Mags" but had some problems with them so evetualy switched to the Minilites that all the other factory teams were using.

Hi Rick - I made a previous post on Feb 24 with photos of the body at that time. The body is now in primer and awaiting the paint which I had mixed up at an automtive paint shop. I used the Revell '69 Mustang Mach 1 and made the necessary modifications to the body. I have since learned I could have adapted the '69 front facia to the RM '70 1/24 Boss 302 Mustang. The decals will be Fred Cady supplimented by some I made on my computer. - Phil Previous post http://www.modelcarsmag.com/forums/index.php?showtopic=41439&st=0&p=431592&fromsearch=1&#entry431592

I hope to have the entire model completed by Dan Gurney's 80th birthday on April 13 INTERIOR-Cut out inside door panels -Removed console and filled with half round styrene -Reshaped extensively rear seating area -Smoothed dash panels with computer made gauges -Roll cage is modified unit from Plastic Performance Products -Seat from Revell ’71 Stars & Stripes Corvette with photo-etched harness -Floor covering a combination of metal from a floppy-disc and duct tape CHASSIS-Lowered 3 scale inches front and back -Removed stock fuel tank to be replaced with fuel cell -Oil coolers for differential and transmission added ENGINE-Boss 302 Engine & transmission from AMT ’69 Cougar -Fabricated dual 4-barrel intake manifold for huge four barrels that must be from a Pro-Stock kit -Distributor from Replicas & Miniatures -Breather pipe and dual cooling line added -Headers modified from Revell ’68 Mustang Cobra Jet WHEELS & TIRES-Daisy mag wheels from 1/24 Revell ’57 Corvette which were a little too big in diameter. Painted the outer rim black to visually reduce diameter. -Tires are the bigger Goodyear Sports Car Specials with raised letters from an older Monogram Shelby GT-350R kit -Disc brakes from Revell ’32 Ford

PLAN B – I ended up not being happy the Ford/Gm Blue Engine when I applied it to my test body. My final solution was to take a few of the highest resolution photos of the car into the local auto-paint supplier and have them analysis the photos and mix me up some urethane acrylic enamel. It might not be exact but it is the closest I am going to get and I think it is going to look great. Phil Dauphinee Victoria BC Canada

It has taken me a longtime to decide what paint to use on my model of Dan Gurney’s 1969 Trans-Am Mustang. The color is called Corporate Blue and was not a stock Mustang shade of blue. The problem is that the color on the restored Team Shelby Trans-Am Mustangs looks very different depending on the ambient lighting. In bright sun it appears to be quite light but much darker in the shade. In virtually all color photos from 1969 the shade appears fairly dark and in some photos it looks very similar to the Penske Camaros. I compared every shade of Testors and Tamiya blue and also did some mixing. I finally decided to go with Testors Ford/GM Engine Blue. I have not applied the paint yet so if anyone has a better idea, I would appreciate your suggestion.

Two legendary drivers who became team owners in a car that must have sounded incredible on the Mulsanne Straight. Thanks for the memories.