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HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY

Some of the most significant competition cars have been carefully preserved and are on display in the HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY in Ames, OK.

HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY

When I was writing FORD TOTAL PERFORMANCE in 2015 for Motorbooks, I had the pleasure of communicating with consummate carguy, Brent Hajek. There were several drag racing cars, as well as at least one land speed record Bonneville Mustang, that I was featuring, and needed some background and timeline information. These were cars that had ended up in Hajek’s private collection. I hadn’t realized at the time that he owned around 100 competition cars.

According to John Gilbert, who visited the collection and covered it for Hemmings, “The population of Ames, Oklahoma, hovers around two hundred people, so it’s kind of funny when one realizes that there are more racecars in Ames than there are passenger cars.”

The 2020 census recorded just 193 people, which translates into Brent Hajek owning more cars than are registered to Ames’ total population!

The HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY occupies an old schoolhouse that had closed years ago. Many of the cars on display were purchased before people started realizing the history, heritage, and value of old racecars that had at one time set records and been showcased in enthusiast magazines. Many had been record holders, driven by high-profile drivers and campaigned with factory support.

“At any given time, the HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY has around 80 cars on hand and another 20 cars spread out on loan at locations like the Petersen Automotive Museum in Los Angeles, CA, and the NASCAR Hall Of Fame in Charlotte, NC,” reported Gilbert.

Some of the racecars I showcased in FORD TOTAL PERFORMANCE and are in Brent Hajek’s collection include Al Joniec’s ‘68 Cobra Jet Mustang, winner of Super/Stock Eliminator at the NHRA Winternationals, Connie Kalitta’s blown Boss 429 Bounty Hunter Mustang Funny Car, and Bob Tasca’s Boss Mustang powered by a 494-inch, Boss 429 motor built to Can-Am racecar specs.

Since I had been with Mickey Thompson and Danny Ongais when they were contesting land speed records at Bonneville with three half-chassis Holman & Moody ’68 Mustangs with 1969 sheet metal and small & big-block engines, the blue big-block Bonneville car, top photo, in Hajek’s collection was of particular interest. During two trips to Bonneville. Thompson & Ongais set 295 land speed records!

HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY Al Joniec puts the hurt on Dave Wren in his Plymouth to win the final round of Super/Stock Eliminations at the 1968 NHRA Winternationals. One of the first 50 Cobra Jets built for drag racing, Joniec ran 120.6 mph in 11.49 seconds and won SS/E and Super/Stock Eliminator gold.

In 2008, Hajek campaigned a modern Mustang Cobra Jet, painted to match Joniec’s original Winternationals-winning ’68 CJ Mustang. Both cars are on display in his museum.

Connie Kalitta was an early adopter of the Boss 429 engine for blown fuel racing. In 1969, he campaigned both his Bounty Hunter fuel dragster and Mustang Funny Car. Brent Hajek owns the Mustang.

Under the hood of legendary Ford dealer Bob Tasca’s one-off Boss Mustang is one of Holman & Moody’s 494-inch, dual-Holley Can-Am Motors. The engine was built using an aluminum block, 4.52-inch pistons, and a 3.85-inch stroke steel crank and lightweight Boss 429 heads. It ran 11.0s at 136 mph on street tires!

Read John Gilbert’s Hajek Museum coverage @ https://www.hemmings.com/stories/nascar-and-drag-racing-history-enshrined-at-the-hajek-motorsports-museum/?uemlid=e323c71347790f699ba35a9dc01d49ac3f938885a7df6321087c8c9b4c0dd333

The HAJEK MOTORSPORTS MUSEUM OF NASCAR AND DRAG RACING HISTORY is open by appointment only, https://www.travelok.com/listings/view.profile/id.3285

CADILLAC CTS-V WAGON: BEAST OF BURDEN!

Hemmings’ Mike McNessor blogs about Caddy’s family hauler – CADILLAC CTS-V WAGON: BEAST OF BURDEN – with a 6.2-liter LSA V-8 and available manual and automatic transmissions.

Most vehicles degenerate into third- or fourth-hand beaters before clawing their way to collectability — assuming they survive the years of neglect and deferred maintenance. Not so with Cadillac’s 2011-’14 CTS-V Wagons. The newest of these factory hot-rod Caddy haulers turned 10 years old in 2024 and their collectible status seems more secure than ever.

CTS-V Wagon prices have remained stable since 2020, averaging more than $50,000 for an automatic-equipped V or $70,000 for a six-speed car, according to Classic.com. That puts them in the neighborhood of their factory $60,000-plus base MSRP. By piling on some options, like the $3,400 Recaro seats, $1,150 UltraView sunroof or $800 wheels, the price of a new CTS-V WAGON could’ve increased to more than $70,000, back then.V wagons were never produced in large quantities —something that’s also in their favor. Fewer than 1,800 were built over four model years, and of those, just 514 were equipped with manual transmissions. But these cars come up for sale quite often. There are usually several up for grabs on Hemmings.com. Last June, a low-mileage Opulent Blue, automatic example sold for $59,850 (including fees) as a Make Offer listing. During the auction it attracted 19 bids — the highest of which was $52,000 (from the bidder who wound up offering more and ultimately buying the car)— and nearly 13,000 views.

Continue reading CADILLAC CTS-V WAGON: BEAST OF BURDEN @ https://www.hemmings.com/stories/buyers-guide-2011-2014-cadillac-cts-v-wagon/?uemlid=e323c71347790f699ba35a9dc01d49ac3f938885a7df6321087c8c9b4c0dd333

To learn more about the CADILLAC CTS-V WAGON: BEAST OF BURDEN, check out the CTS-V Owners Forum @ https://www.ctsvowners.com/

‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER!

In his retirement years, 92-year-old consummate carguy and 47-year automotive industry executive has a new title: ‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER!

‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER!

While Robert A. Lutz, best known as “Maximum Bob”, was a top executive at BMW, Chrysler, Ford and General Motors, retiring as Vice-Chairman of GM in 2010, he collected scale models of iconic military airplanes, including ones that he owned and piloted. He also collected models of specialty cars. His go-to guy was Joel Rosen, best known for Baldwin-Motion Chevrolet Supercars, later owning Motion Models. Rosen created incredibly detailed models that graced his home and work offices, the last ones while Lutz was at GM, photo above. He passed away last year and Motion Models ceased production. Now he’s creating his own models.

Graham Heeps writes about the 92-year-old retired automotive executive who is still creating automotive and aeronautical legends! Like many car enthusiasts, I mess around with model making when I get the time, like customizing a Hot Wheels diecast or building a plastic kit. But scratch-building a highly accurate 1930s racecar from paper? That’s an entirely different level.

Bob Lutz brought his passion for cars, attention to detail and feel for good design to an almost-50-year career as a senior executive with BMW, Chrysler, Ford and General Motors. He had a hand in the creation of many iconic machines, from the Dodge Viper, to the Ford Sierra, to the Chevrolet Volt, and was instrumental in the emergence of BMW M. Now aged 92, and more than a decade on from his retirement from GM, he channels those same qualities into the creation of unique, 1:24-scale paper replicas of classic sports and racing cars – all designed from scratch and built by Lutz using techniques he has practiced, perfected and even invented along the way.

Continue reading about ‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER! @ https://www.hemmings.com/stories/at-91-bob-lutz-is-still-creating-fabulous-carsout-of-paper/?uemlid=e323c71347790f699ba35a9dc01d49ac3f938885a7df6321087c8c9b4c0dd333

2005-2006 FORD GT: AMERICA’S SUPERCAR

Hagerty.com’s Eddy Eckart celebrates the 2005-2006 FORD GT: AMERICA’S SUPERCAR and analyzes its marketplace appeal and strong fan base.

Creating a modern GT40 road car was every bit as ambitious as Henry Ford II’s desire for international motorsports domination. Both of these goals were attained – and were historically significant.

The GT40 was a key ingredient in the formula Henry Ford II used to dominate international motorsports and change racing history. Almost four decades later, Henry’s nephew, William Clay “Bill” Ford, Jr., found new life for the GT40. First, it was a Concept in 2002, and then it morphed into a modern road car in 2005. The production 2005-2006 FORD GT: AMERICA’S SUPERCAR reinvigorated Ford’s historic hallmarks of success: passion, performance and speed.

When Chief Designer Camilo Pardo first took up his tools in 1999 to bring the 2002 Ford GT40 concept car to life, writes Eckart, the stakes were a little different than the last time the Blue Oval set about constructing an all-conquering GT40. There was no need to settle a grudge with Ferrari at Le Mans – that matter had been rather thoroughly closed a few decades prior. Instead, the concept would celebrate the brand’s centennial anniversary, and remind the world of what Ford could do when it put its collective mind to something. Today, the 2005-2006 FORD GT: AMERICA’S SUPERCAR is roundly considered an American classic and a fitting road-going successor to the 1960s originals.

The celebration fortunately wouldn’t end with the concept. After the rousing response to the GT40 concept’s debut at the 2002 North American International Auto Show, Ford realized they had to build it. The car was a home run – every bit as imposing and purposeful as the originals, but also the modern halo car needed to help refresh the public’s image of the company. Within a matter of weeks, Bill Ford, Jr. announced that the company would indeed put the car into production.Of the many retro-inspired designs from the early 2000s, few have aged as well as the GT. It didn’t hurt that the original GT40 was an attractive starting point, but Pardo created a clear lineage to the original without making the GT feel dated or out of place, even when observed over 20 years after its debut. Proportions appear spot on, though dimensionally, this car is larger than its predecessor in just about every way – four inches taller, a significant 18 inches longer, and about six inches wider.

Continue reading 2005-2006 FORD GT: AMERICA’S SUPERCAR @ https://www.hagerty.com/media/market-trends/hagerty-insider/ford-gt-market-spot/?hashed_email=a02fd73f06c2d5cc23217af748ce3d6f41526c251ab3e3c8a815e3f6b362bb1b&dtm_em=a02fd73f06c2d5cc23217af748ce3d6f41526c251ab3e3c8a815e3f6b362bb1b

R-CODE 427 FORD 1963 ½-GALAXIE

David LaChance blogs about the full-size R-CODE 427 FORD 1963 ½-GALAXIE that kicked off Dearborn’s ‘Total Performance’ program.Ford had a number of regional and national press and dealer introductions for its new fastback 427/425 Galaxie, including a very limited drive program for pre-production and Pilot models in January 1963 in Monte Carlo. That’s right, that Monte Carlo, tied into its participation in the 1963 Monte Carlo Rally. The Holman & Moody Falcons were there, and the editor of the CarGuyChronicles, Marty Schorr was there. David LaChance blogs about the full-size R-CODE 427 FORD1963 ½-GALAXIE that kicked off Dearborn’s Total Performance program. “We drove them through the Maritime Alps, above, following parts of the rally route, and oft times it was a harrowing experience. Sheer drop-offs with no guard rails, plus questionable drum brakes. The new solid-lifter R-Code 427/425 with four-speed was a dream, incredible rev-ability and torque.” The car and the drive are covered in https://www.amazon.com/Day-One-Automotive-Journalists-Muscle-Car/dp/0760352364/ref=sr_1_1?s=books&ie=UTF8&qid=1493561421&sr=1-1&keywords=Day One by Martyn L. Schorr They would go on to win Daytona (with Tiny Lunn in #21, replacing Marvin Panch who had been injured), set quarter-mile A/S and S/S drag records, and become the donor for the lightweight program. Holman & Moody prepared Galaxies would excel in Touring Car racing in England. Ford had the right stuff to launch its Total Performance program.

The photos in the mid-year brochure told the story. Captured against the backdrop of Monaco, the new 1963½ Ford lineup was an exercise in elegance and sophistication. Front and center on the cover was the full-size Galaxie with a sporty, new semi-fastback roof to complement its handsome, sculpted flanks. The advertising copy called attention to one important ingredient hidden from the camera’s lens: “V-8 velvet that ranges up to a new achievement of 425 horsepower.”

Since the start of the 1962 model year, the Galaxie’s most potent powerplant had been the 406-cubic-inch FE big-block, which made 405 horsepower when equipped with triple two-barrel carburetion. The 406 had made the big Ford’s performance respectable, but Dearborn had something more than respectability in mind at the dawn of the Total Performance age. Henry Ford II was determined to make his company the dominant force in international competition, and the assault would begin with the Blue Oval’s full-size family sedans.

Enter the legendary 427. Taking advantage of the new 7-liter displacement limit set by the NHRA and NASCAR, Ford maxed out the bore of the FE block to 4.23 inches, but kept the stroke at 3.78 inches, producing a rev-happy, oversquare design. Two versions were offered: The Q-Code topped by a single Holley 780-cfm four-barrel carburetor and rated at 410 horsepower; and the R-Code which produced 425 horsepower using a pair of Holley 650 four-barrel carburetors. Both new engines featured cross-bolted main bearing caps, reinforced steel connecting rods, 11.5:1 compression, solid valve lifters, tuned cast-iron exhaust manifolds, and, starting in 1965, a forged crankshaft.

Ford’s innovations paid off immediately on the track, with the big Galaxies achieving a storybook 1-2 finish at the 1963 Daytona 500 – aided in no small part by the new Sports Hardtop roofline, which wind tunnel tests had shown to be 25% more aerodynamic than the formal, “box top” roof treatment. The new roof even gave a slight edge at the drag strip, where Dick Brannan set the first national record ever held by Ford in NHRA Super Stock racing. (The anvil-tough 427 would go on to greater glories in other chassis, including the GT40 Mark IIs and Mark IVs that snatched victory away from Ferrari at Le Mans in 1966 & 1967, as Hank the Deuce chased his vision.)

Continue reading R-CODE 427 FORD 1963 ½-GALAXIE including full specifications @ https://www.hemmings.com/stories/ford-galaxie-500-r-code/?utm_medium=email&utm_source=EDaily&utm_campaign=