Hemmings

What is so fascinating about classic cars is that they form part of our cultural history, often telling a great story.

And the really greatest examples were instantly identifiable as such the moment they appeared: the Ford Mustang, the XKE, the Chevrolet Corvette, for example.

And – though lesser known – the Sunbeam Tiger, a splendid example of which we presently have at Beverly Hills Car Club, an exciting and desirable 1966 Sunbeam Tiger, available in its factory color code #100 Mediterranean Blue with a black interior. The vehicle comes equipped with a 4-speed manual transmission, strong V8 engine, wood steering wheel, soft top, and front-wheel disc brakes. It is an excellent and well-taken-care-of 1960s’ classic that is mechanically sound.

More niche than such British rivals as the MGB or the Triumph TR4, the Sunbeam Tiger was a 2-seater power-packed version of the Sunbeam Alpine.

How did this happen? First, naturally, we must look at the Alpine, a product of the UK’s significant Rootes Group. By the early 1960s Rootes had appreciated that for the Alpine to have greater success internationally, it required considerably more power. At first there were talks with Ferrari – the cachet of the Italian supercar brand name was at the heart of these – to redesign the engine. But they soon failed.

Then, at the instigation of Formula 1 racing champion Jack Brabham, a connection was made with Ford through Carroll Shelby’s West Coast-based Shelby American operation – Shelby had done a Ford V8 conversion for the British AC Cobra.

Even better, it was found that the Ford 260 V8 would just fit into the Alpine’s engine compartment. It was pretty tight, but it worked.

By the end of April 1963 a trial version of what would become the Tiger – working titled at the time as the Thunderbolt – was being test-driven on Los Angeles roads. Ian Garrad, Rootes West Coast sales manager, and John Panks, director of Rootes Motors Inc. of North America, tested an early version of the car and were so impressed that Panks wrote a glowing report to Brian Rootes, head of sales for the Rootes group: ‘We have a tremendously exciting sports car which handles extremely well and has a performance equivalent to an XX-K Jaguar… it is quite apparent that we have a most successful experiment that can now be developed into a production car.’

The development of what would become the Sunbeam Tiger – twice as powerful as the now apparently rinky-dink Alpine – had taken place without the knowledge of Lord Rootes, the Rootes chairman. At first he was not pleased.

Yet when the prototype was shipped to the UK, and he had personally driven the car, this car manufacturing boss was extremely impressed: Lord Rootes personally contacted Henry Ford II and ordered 3000 Ford V8 engines, the largest order Ford had ever received for them.

Moreover, Lord Rootes ordained that the Sunbeam Tiger – as it became known – should be unveiled at the 1964 New York Motor Show, only eight months away – a remarkably speedy development compared with the three to four years that was often the launch time for a new vehicle.

And the Sunbeam Tiger was given a further unconscious boost by an intriguing synchronicity. That same year, 1964, Esso gasoline started to sell itself via an endearing tiger cartoon character that had been developed along with the tagline, ‘Put a tiger in your tank.’ The Esso tiger was seen throughout Europe, the Far East, and Australia.

Put a tiger in your tank? Put a Tiger in your driveway.

The task of putting together the new Sunbeam Tigers fell to Jensen in West Bromwich in the English Midlands. They completed 300 Tigers a month, all of which initially were only for sale in the USA, where the car was an instant hit.

This blending of a US engine with British manufacturing was a marriage made in heaven. ‘No combination of an American V8 and a British chassis could be happier,’ decided the UK’s Motorsport magazine in 1965.

But a downside was on its way. Under-capitalized, Rootes from 1964 onwards was taken control of in stages by the Chrysler Corporation, who finally bought total control in 1967.

However, Chrysler did not have a suitable engine to replace the Ford V8.

With just over 7,000 built, the reign of the Sunbeam Tiger king of the freeway forest came to an end.

Whether you are selling a showroom-quality car, or a total restoration project, the Beverly Hills Car Club is always looking to add to their wide-ranging inventory. For cars that are barn-find restoration projects, all the way up to top-of-the-line courcourse cars; you are sure to find your dream car!

-Alex Manos, Owner – Beverly Hills Car Club

Looking to Sell Your Classic Car? Let’s Talk!

It has been said that Mopar enthusiasts are the most loyal group of car people in the world. These men and women are dedicated to their brands, and it trickles down to their daily drivers, their tow rigs, and even their apparel. We had the opportunity to get the full experience at the 2022 Holley MoParty event, held at historic Beech Bend Raceway Park in Bowling Green, Kentucky. Holley has struck gold with its awesome event format, which originated with the LS Fest several years ago. The MoParty is in its third year, and provides a huge variety of activities, compared to regular car shows, and keeps people entertained for the entirety of the three-day festival of Dodge, Chrysler, Plymouth, AMC, and Jeep.

Along with the variety of activities comes a variety of cars. From street rods with old school Hemi engines to new Hellcats, and everything in between, the Holley MoParty has something to please every Mopar enthusiast. The swap meet is an excellent place to find rare parts or a piece of Mopar memorabilia. Dozens of vendors provided plenty of options, whether you want original pieces or even vintage speed parts. The car show featured hundreds of awesome cars and trucks, representing all generations of Mopar. After making the rounds at the car show, the action continues in the autocross, which takes place inside the paved oval track on site. Additionally, Dodge Thrill Rides took place throughout the weekend inside the track. It was also used for parade laps, awards presentations, the insane General Lee launch, as well as the burnout competition on Saturday evening.

Coated in flawless F7 Green with a green vinyl top and white interior, this 1971 Dodge Charger R/T features an unusual combination of options. Tim Wellborn brought it up from his incredible Wellborn Musclecar Museum in Alexander City, Alabama. The 440 Six Pack breathes through the Air Grabber hood and power is put to the ground through a Dana 60 rear axle with 4.10:1 gears. Those Goodyear G60-15’s don’t stand a chance!

When an altered-wheelbase car rolls into the show field, everyone takes notice. The Dodge and Plymouth camps were creative when it came to transferring weight to the rear tires and debuted several revolutionary altered wheelbase cars in 1965. Originally a rule-bending maneuver in the A/FX class, the wheelbase alterations became the norm for the match race cars that eventually led to what we now know as Funny Cars.

The drag racing action at the Holley MoParty was intense all weekend long. With several classes to enter, there was a home for anyone with enough nerve to rip his or her Mopar down the quarter mile. Wheels-up launches were plentiful, as evidenced by this Plymouth Barracuda and Dodge Dart two-door sedan.

Paul Rossi was set up in the Manufacturer’s Midway with his incredible Dodge Challenger Super Stocker. The early ’70s was a magical time in NHRA Super Stock, and Dodge and Plymouth had lots to offer with wedge and Hemi combinations. Rossi is a Super Stock legend, who piloted many different cars, but this striped-and-stickered Challenger is by far his most recognizable.

The Holley MoParty celebrated winged warriors with a parade lap around Beech Bend Raceway Park’s oval track. In the crowd was a great selection of Plymouth Superbirds, Dodge Charger Daytonas, and a few custom creations thrown into the mix.

Hemmings sponsored the 3S Challenge for this year’s Holley MoParty. This is a special event that took place on Sunday and offered a cool blend of drag racing and autocross racing. The premise is this: Two cars line up side by side and drag race down the middle of the oval track. Then, the cars make a hard turn away from each other and accelerate through a small chicane before having to stop inside a “box.” The event is fast-paced and fun to watch. Check out this road-race-prepped Dodge Challenger barely edging out a Dodge Omni GLH.

Historic drag cars roamed the property at Beech Bend Raceway Park, and many of them were more than just static museum displays. Such was the case with this Hemi-powered Dodge Challenger, a SS/EA-prepared crowd pleaser. This car had NHRA participant decals from the ’80s, legit hand lettering, and wheels-up launches all weekend long.

Another historic drag car was the Loose Caboose, a Plymouth Road Runner with hundreds of race wins under its belt. Johnny Labbous is a sportsman racing legend, and he drove this car (and many others) in his 40-plus-year racing career. He’s still turning on win lights in the Loose Caboose, even though the car is now owned by Bradley Smith.

The autocross action was exciting all weekend, with a wide variety of cars. This Plymouth Duster might be a little rough around the edges, but it carved through the corners and put a smile on its owner’s face. A simple set of rules and safety requirements allow for mild to wild combinations.

The final act inside the paved oval track was the Hemmings 3S Challenge, a special competition that can be defined as Speed, Stop, and Steer. This challenge puts racers side-by-side for a quick drag race, and then sends them in opposite directions on a quick chicane and they must then stop inside a box to complete the run. It was exciting to watch and puts a new I spin on autocross racing.

Shifting gears over to the drag strip, the historic quarter-mile track offered great action during all three days of the event. Classes included Hemi Super Stock, Hemi Outlaw, Mopar Rumble, Street King, Nostalgia Super Stock, 1320 Shootout, True Street, Stick Shift Shootout and the Hellcat, Redeye, and Demon Challenge. In addition to these quarter-mile classes, the MoParty staff put together numerous eighth-mile classes, including Pro Bracket, Super Pro Bracket, and Vintage Stock. Hundreds of drag cars came out for the event, with some entering more than one class. The action was intense, with Pro Mod exhibition cars, and cars dipping well into the 8’s in the other classes.

For cars and drivers who wanted to get a taste of all competitions, there was the Grand Champion division, which covers autocross, drag racing, and the 3S Challenge. Just for fun, the Holley MoParty crew also assembled the mullet competition and the Jeep obstacle course. Overall, it was an exciting weekend of fun that would thrill any Mopar enthusiast.

This pair of Pro Touring style Dodge Challengers battled it out on the quarter mile. Both cars were part of the Grand Champion competition, which had a one-hour drag racing session each day. Even though these cars were set up to carve corners, they turned surprisingly quick elapsed times, thanks to big-time horsepower and extra-wide rubber.

The Holley MoParty also featured a dyno competition, which provided entertainment for spectators and insightful information for participants. This Plymouth looked tough with its bead locks and drag radials. It made a beautiful noise, thanks to a centrifugally supercharged wedge engine with dual FiTech EFI throttle bodies on a fabricated sheetmetal intake.

This pair of Butch Leal California Flash drag cars made a parade lap down the historic Beech Bend Raceway Park drag strip. The ’65 Plymouth in the far lane features a cross-ram Hemi set up for Super Stock. The Plymouth Duster in the near lane was a Modified Production car, powered by a dual-plug Hemi with a pair of thirsty Holley Dominator carburetors

The swap meet and car corral offered an impressive collection of vintage parts, ranging from engine parts, speed parts, wheels, body panels, interior pieces, and everything in between. If you like scrounging for a good deal, you’d enjoy the swap meet, as it was packed with cool Mopar goodies.

Competing in the Super Pro bracket class, this Limelight green 1970 Plymouth Superbird commanded attention with its famous nose and giant wing, in combination with fender exit headers, slammed stance, and steam roller tires out back. Brian Knight piloted the head-turning drag car.

Dodge Thrill Rides gave spectators and event participants the chance to ride shotgun in a tire-smoking exhibition. A pair of Challengers and a pair of Chargers slid around the oval track for hours at a time in between autocross sessions. It was one of the most popular attractions at the event.

Many Mopar enthusiasts are purists at heart, but there were hundreds of engine-swapped muscle cars on hand, proving that horsepower wins that battle every time. Although many participants chose the Gen III Hemi for a modern engine swap, this 1968 Dodge Charger was equipped with a Dodge Viper V-10. Interestingly, it looked right at home in the engine bay, and gave this custom Charger a distinct exhaust note, one unlike any other Charger on the road.

One of Saturday’s premier events, the Burnout Contest, allowed participants to cut loose inside the oval track. About a dozen contestants created a cloud of smoke that loomed over the Beech Bend facility.

There’s a video on YouTube from about 10 years back that features famed rock musician Peter Frampton being handed a black Les Paul, with palpable anticipation on his face. The guitar was allegedly the very one Frampton had played on some of his most well-known recordings and in many concerts during the ’70s, including the shows recorded for his massive Frampton Comes Alive album. However, that guitar was lost decades prior when a cargo plane carrying gear for the band crashed and burned in Venezuela. It was assumed the instrument had been destroyed with everything else on the plane, and Frampton has said the crew’s loss of life made investigating the equipment further seem trivial. He accepted that his cherished Les Paul was gone for good.

In the video, when Frampton gets his hands on the guitar in question, it takes mere seconds for his expression to change as he proclaims, “It’s my guitar.” A reunion transpires that is nearly incredible, the odds of it happening so slim, but even after further investigation, there seems to have been no question that this was indeed the same customized guitar Frampton had played more than 40 years prior. I couldn’t help noting the parallels between Frampton’s guitar recovery and some of the stories of vintage car owners rediscovering long-lost rides.

Electric guitars like the ones played by most rock musicians usually begin as mass-produced items, then over time, the custom touches of their owners and the wear and tear that occurs from use can leave each one somewhat unique, if only subtly so. It’s essentially the same way for vintage muscle cars.

Chevrolet pumped out Camaros just like Fender made as many Stratocasters as it could feasibly produce each year. And just as certain Camaros are more desirable than others (trim, model year, options, etc.), so too are particular Strats more prized. But they all roll off their respective production lines and out into the world, and some lucky owner starts enjoying each one. Some changes are made consciously — a set of mag wheels, an upgraded set of pickups — and other changes are not so intentional — a scratch here, a bump there. All become part of the signature of that individual item.

Muscle cars and electric guitars are things associated with youth, and the sorts of possessions many people let go of when the next phase of life begins. Sometimes thieves or accidents make the decision for us, but whatever the case, years on, we tend to long for those once-treasured bits of our younger years. Most of the time, a reasonable facsimile of the original is the best we can muster.

But there are those somewhat rare cases when that very same car is rediscovered after years of absence, and when a paper trail doesn’t exist to prove its origins, all those signature details are often what make the connection.

I’ve had a taste of the exhilaration that can come from finding a long-lost car a few years ago, and it wasn’t even one of my own that resurfaced. During our teen years in the ’80s, one of my close friends owned a ’69 Charger that we’d had a lot of good times with. He sold it to another friend as the decade was winding down, and that friend sold it to a stranger as the ’90s were getting under way. The car was still quite fast thanks to its 440 Magnum, but it was showing its age in every other respect, and we all assumed it had probably been parted out long ago. But then I was contacted by someone who told me about a Charger they had in the same area at the same time. The similarities stacked up and it was soon obvious that this was the same car.

The elation I had at the thought of maybe being able to see that car again was strange, especially since I had never actually owned it myself. Still, I couldn’t wait to check it out, even if it was thrashed. Alas, in this case, it was not to be — the person who’d reached out owned a few Chargers, but the one from my younger days ago had passed through his hands and was now gone.

Though I didn’t get the full thrill with that one, the experience left me with a sample of what some of these people must feel when they do get to lay eyes on that once-lost object of affection. In this very issue, we have a story of someone building a car to replace one he once had, another tale of someone being reunited with the car he’d purchased brand new decades earlier, and still another story of someone finally filling in all the long-questioned blanks in the history of another rare car — in this case, helped by some of those unique details imprinted years prior. In each case, I suspect there was a bit of that same elation of rediscovery — just like I saw on Peter Frampton’s face as he clutched that special Les Paul.

Whether hauling your car to the track or from an unexpected breakdown, owning a trailer and knowing how to use it can make all the difference in the world. To get a better understanding of how to prepare for any occasion, we sat down with Carl Carbon at Trailex and asked the questions that most frequently come up when thinking about buying the right trailer.

C&P: Will my tow vehicle do the job?

Carl: The best way to find out how much weight your tow vehicle can handle is to check the vehicle’s towing weight capacity. This will vary, but it is based on what its OEM says it can carry. If you have any questions, your dealer should know all the specifics for your particular application.

Carl Carbon

C&P: How much tongue weight do I need?

Carl: This is more important than most people imagine. There is no hard and fast number. Many factors such as the type of vehicle, the vehicle’s suspension and even the tires used on the vehicle will all play a part in the correct tongue weight. A more “cushy” riding tow vehicle, like an Escalade or other SUV, will require more tongue weight than an HD2500 series truck. The goal is to be reasonable and position the vehicle being towed on the trailer to give some pressure on the hitch. Measure the ball height with the trailer loaded. You want to have it as level as possible. If the ball is too low, it will increase tongue weight, too high and it decreases. Whenever you see a trailer swaying all over the road, it’s due to not having enough tongue weight. The trailer and tow vehicle will let you know when it’s correct – another reason to do some towing before setting out on that 1,000-mile jaunt.

C&P: How fast can I run with a trailer?

Carl: First off, speed is one of the main considerations for trailer tires. ALL trailer tires are ST-rated for 55mph (and “ST” stands for “Special Trailer”). Trailer manufacturers MUST use ST-rated tires on their trailers. When you consider that most trailers sit dormant for most of the year before being pulled out into service, it makes sense to constantly check their tires for weathering and cracking. Wear isn’t always measured in tread depth: remember, when a trailer tire fails, it’s more catastrophic because it’s running much more pressure than a standard car tire (50psi or higher).

Carl Carbon

C&P: When should I repack/replace my bearings?

Carl: It’s recommended to inspect the bearings once a year. Even though trailers are typically limited in use, condensation does more damage to the bearings than mileage. Get in there and inspect them. Repack with fresh grease and if they need it, replace them.

C&P: Does the trailer come with a title?

Carl: New trailers come with an MSO (Manufacturer’s Statement of Origin). This is necessary to determine taxes and to get a plate. Not every state requires a title, so you’ll have to check with state regulations to see if your state requires one. If it does, then the MSO becomes the title for your state. Even if it doesn’t, don’t throw away your title or MSO! We give customers a state weight slip and MSO: it helps determine what the trailer weighs, taxes to pay and what license the owner might need (over 10,000 pounds might require a CDL driver’s license).

Carl Carbon

C&P: Do I need a CDL to tow my trailer?

Carl: All states are different, depending on weight or length. There is no easy answer, but most single-car trailers shouldn’t require one.

C&P : Can I store my car in/on the trailer long term?

Carl: Yes. But, be sure to prepare it for long-term storage, just like in a garage and, be SURE to secure the trailer as well. You don’t want your trailer rolling around with your car in or on it!

Carl Carbon

C&P: How do I clean my trailer?

Carl: Same as your car. Your trailer has the same considerations for cleaning and protection, just like a car.

C&P: Does size matter?

Carl: I recommend buying the smallest trailer that will work for you. If you only have Corvettes and that is all you will ever have, why buy a trailer big enough for a 1959 Cadillac? If you collect all makes and sizes of cars, then get a trailer that can handle all cars made. Initial cost, towing concerns and even storage considerations are all based on the size of the trailer.

Carl Carbon

Date: December 1984

Location: Fort Worth, Texas

Source: via University of Texas Arlington Libraries Digital Gallery

What do you see here?

We all know of the historically famous purple tones found on Chrysler products at the end of the swingin’ ‘60s. Plum Crazy and In-Violet have gone on to become some of the most sought-after shades ever sprayed on classic Mopars since their introduction on Dodge and Plymouth vehicles at the turn of the decade.

But did you know that GM offered special order paint on many of its vehicles in 1967? Yes, While Chrysler was busy dreaming up its world-famous High Impact colors, Chevy was already spraying its own shade of purple majesty, and that shade was called Royal Plum.

Everything is pretty much there. This ride came with buckets and a four-speed console which gives this Impala an upscale, sporty look.

You could get this hue on several Chevy models, including the Camaro, Chevelle, Caprice and Impala. It’s a one-year-only color, and a pretty rare statement any way you slice it.

Imagine having that purple paint on a rare car to start with. Case-in-point, this big block ’67 Impala Super Sport, built with one potent L36 427ci powerplant, and backed by a M20 four-speed transmission. This ride manages to unite several unique and sought-after options together, into one killer full-size ride.

Here we see the original L36 427ci powerplant. “Its just sitting in there without a transmission and hasn’t been run in a number of years.”

Carl Manfra is a muscle car fanatic living the good life in Manahawkin, New Jersey. When he’s not attending to his ice cream business, Carl is out on the road searching down rare muscle cars and hot rods to call his own. His taste is eclectic to say the least, and there is rarely a stone unturned once Carl is out and about.

Carl answered an add one day about an Impala SS that was living out its life submerged in refuse in a garage not too far away. The owner mentioned the big block power and the rare MM color code which got Carl’s attention right away. He was immediately on the case, having a great affinity for Chevy rides of any persuasion.

When he arrived, Carl’s questions were quickly answered; this was no ordinary Impala. “It had its original 427 with it and was in reasonable shape. The hood was intact but missing the center piece, which the owner stated he had somewhere in the house. But, the most interesting thing about this car was the Royal Plum color, which was worn off on most of the car, but easily discernable in the trunk, c-pillar and under the hood.

Here you can easily see the Royal Plum paint that’s still on the car, along the c-pillar. This is an original vinyl top car, so the color in this spot was probably protected for most of its life. Other places that the original hue is still apparent is the underside of the trunk lid and hood.

Amazingly, this car came with the original, but weathered window sticker. “As clear as day it states that this is an MM code car, painted in Royal Plum from the factory,” states Carl. The color adds another dose of rarity to an already rare ride.

Other features on this Chevy include power disc brakes up front, power steering, rear speaker, push button radio, bucket seats and console, the Z24 SS 427 package, and a 12-bolt G80 posi-traction axle with 3.31 gears. If you ordered front disc brakes, like the original purchaser did back in 1967, you needed the 15-inch wheels. These Rally wheels were shod in G70 tires. Overall, this Impala was built the right way, loaded up with of Chevy’s best options.

Once a deal was struck, the well-worn Impala was loaded on a flatbed and delivered to Carl’s shop. Future plans are up in the air at the moment, but Carl says anything is possible. “It would be a very valuable car restored to say the least, and any muscle car fanatic would appreciate the rarity of this wild Impala.”

The 1969 Charger R/T has been an enthusiast favorite for five decades and counting due to an awe-inspiring 1968 redesign, plus grille and taillamp refinements the next model year, and its tire-torturing performance that was a consummate fit for the peaking muscle car era. Hollywood played its part in the late 1970s and beyond when The Dukes of Hazzard elevated the profile of the Charger via the dirt-slinging car chases and high-flying antics of The General Lee while unfortunately accelerating the Dodge’s attrition rate at the same time.

What made the Charger R/T special?

The Charger was already Dodge’s upmarket intermediate, but the $3,575 R/T model added I.D. callouts, a Bumble-Bee stripe, a 375-hp 440 Magnum engine (426 Hemi optional), a choice between the 727 Torque- Flite three-speed automatic or the A833 four-speed, heavy-duty (torsion bar front, leaf spring rear) suspension and drum brakes (front disc optional), and F70-14 tires on 14-inch wheels. Sure Grip and various 8¾ and 9¾ rear axle packages were also offered. The four-speed required the beefier differential.

Bucket seats were standard in all Chargers, as was one of the best instrument panel layouts of its day with easily read round gauges, yet the tachometer cost extra. Low-option models are out there, but you’ll more likely see a wide selection of R/Ts fitted with some of the popular extra-cost items, such as power steering and brakes, radio, console, chromed road wheels, power windows, or A/C. The new sunroof was a rare sight. An optional SE Decor Group added leather upholstery (with vinyl trim) to the seats, woodgrain steering wheel and instrument panel trim, badging, and additional equipment.

What should I pay for a Charger R/T?

Though plateauing for the last few years (likely pandemic related in 2020), values for the Charger R/T had typically increased through the decade. Currently, Hagerty lists #4 “fair” at $36,400, #3 “good” at $49,500, #2 “excellent” at $71,800, and #1 “concours” at $92,600, and adds 20 percent to these figures for four-speed and 15 percent for the SE option. NADA numbers are less optimistic with a $15,500 low, $35,400 average, and $61,600 high values, and it adds 10 percent for the four-speed.

An R/T SE with A/C and a 727 advertised as a refresh of a rust-free car that retained its original engine and body panels sold for $79,200 at auction in 2020 after having sold for $77,000 at the same venue the year before. Another restored R/T SE, with no A/C or claim that its 440 was original, sold for $47,300 at the same 2020 auction, which reveals that many variables contribute to what a car may sell for at any given time or place.

​Is a Charger R/T a good investment?

There were 20,057 1969 Charger R/Ts built, including U.S., Canada, and exports, and all except for the 461 Hemis were 440 powered, so finding candidates shouldn’t be too difficult. Parts availability is broad for stock replacement, restoration, and modifications, which is good news for saving some serious projects from parts car status or extinction, but remember that the cost of professional restoration or modification services can add up very quickly. Compare and contrast the relative benefits of project cars versus drivers and recent restorations to see which best fit your needs before you decide on a specific example.

A 1969 Charger R/T is quick for its era, handles well, and possesses a venerable character that will never go out of style. Though you may not have the only example at your local cruise-in or show due to its popularity, it will still attract adoring fans. And with its value stalled at the moment, now may be a fortuitous time to find a good deal.

It’s the announcement Ford lovers have been waiting for. Ford just released the horsepower and torque figures for the 2024 Mustang lineup and the news is good! Output continues to increase and blue oval enthusiasts have a lot to be excited about with the the seventh-generation 2024 Mustang, dubbed S650.

“Mustang has always pushed the envelope. From Mustang GT to Dark Horse, this is our best 5.0-liter V8 yet. It’s naturally aspirated awesomeness,” said Ed Krenz, Mustang chief engineer. “And Mustang EcoBoost fans are also getting a boost in power to make every Mustang more fun and visceral to drive.”

2024 Dark Horse Mustang 5.0 V8

New to the Mustang party is the 2024 Dark Horse, a pony Ford announced a few months ago designed to push the limits of handling and on-track performance. Ford speculated on the output, but now we know the deal. Under the hood will live a uniquely engineered fourth-generation Coyote V8 producing 500 horsepower and 418 ft.-lb. of torque. Next to the Shelby GT350, this is the most powerful naturally aspirated V8 ever built by Ford. “This engine sets a new benchmark for Mustang street and track performance,” added Krenz. In fact, it wasn’t that long ago when Ford revealed the supercharged 5.4L 2007 Shelby GT500 with 500 horsepower. Now we have a 5.0L engine making the same power without the blower.

Speaking of the Coyote, previously, the highest-rated 5.0L was found in the Bullitt and Mach 1, which produced 480 horsepower. Improvements on the Dark Horse come by way of a uniquely balanced cross-plane crankshaft, forged pistons and connecting rods that are borrowed from the 760 horsepower Ford Mustang Shelby GT500. Krenz stated the piston/rod combo can handle higher cylinder pressures and piston speeds, which are necessary for higher power and engine longevity. The Mustang Dark Horse V8 also utilizes strengthened camshafts for track-durability needs and it can safely be revved to a 7,500-rpm redline.

2024 Mustang GT 5.0 V8

Despite rumblings of a V8 going away, Ford continues to develop the base Mustang GT engine. You may recall, the 5.0 Coyote, which was introduced in 2011, produced 412 horsepower, and that number climbed to 460 in the GT as of 2023. Coyote has now evolved into a fire-breathing V8, capable of up to 486 horsepower and 418 ft-lbs. of torque.

The 2024 Mustang GT will be sold with a 480 hp (415 ft-lbs. of torque) 5.0L, which is the most ever for the GT, however, the optional active-valve performance exhaust system enables Mustang GT coupe and convertible to deliver 486 horsepower and 418 ft-lbs. of torque.

Better breathing is not restricted to the exhaust, as the fourth-generation Coyote V8 is now fitted with a dual-throttle body induction system matched with structural improvements and an upgraded oil pan. “The intake helps minimize induction loss by enabling higher air flow rates,” said Krenz.

2024 Mustang 2.3L EcoBoost Inline Four

Much like the GT, performance-minded owners have embraced the EcoBoost, that drops weight on the nose and offers a 300-plus horsepower option. The all-new 2024 Mustang EcoBoost delivers with an upgraded 2.3L EcoBoost engine that produces 315 horsepower, the most standard power in a four- or six-cylinder Mustang ever. In addition, the engine delivers 350 ft.-lb. of torque.

Like the GT, Mustang EcoBoost also offers the optional active-valve performance exhaust system designed for even more excitement from its turbocharged-soundtrack. The Mustang EcoBoost coupe and convertible feature a new engine from the ground up that incorporates Ford’s new Modular Power Cylinder (MPC) engine architecture, driving prowess in design and function – and is targeted to improve EPA-estimated fuel economy over the outgoing model year.

Ford changed the Bore-to-Stroke ratio, and added Port Fuel injection in addition to direct injection. Variable cam timing, integrated exhaust gas recirculation, and twin scroll turbocharging technologies combine to deliver the performance Mustang drivers expect. Ford expects 2024 Mustang coupe and convertible models go on sale in the U.S. starting in the summer of 2023.

Date: circa 1990s

Location: somewhere near Cincinnati, Ohio

Source: via Cincinnati State Archives / Flickr

What do you see here?

[Editor’s Note: Elmer Liimatta sent in this story of his first (full-size) car for Reminiscing in Hemmings Classic Car. Got a story about cars you’ve owned, cars you’ve worked on, or working for an automaker? Send it in to editorial@hemmings.com.]

I grew up in Detroit, Michigan. My dad, with only a fifth-grade education, was a good mechanic and had a job at Packard Motor Company. During World War II, Packard had contract work building Rolls-Royce engines for the North American P-51 Mustang fighter planes and PT boats—more than 9,000 of those engines. During that time, we rebuilt used cars because the production of new civilian vehicles had ceased. It was something we still did afterwards; believe it or not, cars were still scarce in 1949. It was a problem, as I was 17 years old and had thoughts about a car of my own.

One day, my cousin—who was “bird-doggin,” or spotting cars for dealers—came over and said, “Elmer, I have a car for you.” That Sunday afternoon we went to his house, which was about 10 miles away. There sat a 1934 Ford Victoria. It was hard to miss with that front end, and it had doors that opened from the front. The car had been used as a paint truck by a previous owner and it had big hooks on the left side that were used to hold ladders between jobs. Someone had made a wood floor in the back that covered the factory recessed floor.

Elmer in his other little carPhoto courtesy Elmer Liimatta

The Ford looked good, but it was tired. I was able to buy it for $50. When I drove it home there was a cloud of blue smoke billowing from the exhaust. Its engine had used all the oil by the time I got home. During lunch that Monday I took three buddies for a ride. Unfortunately, it didn’t last long because the engine stalled, and it was so worn it would not start. We pushed it home.

The solution was to rebuild the engine. While we were at it, we made our own dual exhaust system using 1.50-inch diameter flexible tubing. My Ford had a nice snap to it. Later, I put two Smithy mufflers on it. But now that it sounded good, it needed to look good. We found a pair of doors at Ford Salvage over in Highland Park and bough a can of metallic blue (a silver-blue) paint. Dad took the compressor from an old refrigerator, and an old army surplus air tank, and put them together to create his own air compressor. To make it portable, he made a little cart with casters. It worked well enough that we painted the Ford’s 17-inch spoke wheels yellow.

That summer a friend and I made a 1,500-mile trip to northern Michigan to visit our grandparents. When I faster than over 49 mph, water would squirt out from under the radiator cap; my friend suggested my mother arranged that. During one trip, I was pulled over in Hancock, Michigan, and given a ticket for illegal horn blowing. I had a wolf whistle mounted on the intake manifold; the vacuum operated the whistle when I hit the switch. The fine cost me $4.25, plus $1 in court costs. I borrowed the money from my grandmother. I picked up three brunettes that summer, too, one of whom called it, “Elmer’s little car.” One eventually worked for—and retired from—Dodge Truck where she ran a paint computer in Warren, Michigan. Ford said the Victoria was a four-passenger car, but I was able to pack six or seven friends into it.

After a few months I sold my Ford for $275 because we were building a new house and dad needed money to help secure a mortgage. I was eventually able to buy a 1935 Ford Fordor for $100. I blew a couple of engines while I owned it, maybe because I loved to wind it up in second gear. I miss the three-on-the-floor. After a while I could pull the engine in 45 minutes.

Today I’m still into these cars. I’m currently building a 1932 Ford with ’35 Ford wheels, the only year they had 16-inch, 30-spoke steel wheels. I just need a Brookville pickup roadster body to go with the chassis.