Ford continues its Win On Sunday, Sell on Monday marketing mantra, with a packed performance portfolio including an updated ’64 FORD 427 GALAXIE.
In 1964, Ford carried over its winning ways with new engines, race-only cars available for purchase, a game-changing Mustang, and aggressive dealer marketing and advertising programs.
“It is the full intent of the Ford Division to continue its total commitment to open competition during the 1964 model year. For only under the conditions existent in competitive events can we assure ourselves that we bring to you and the public a product of durability and reliability, totally tested … a total performance Ford,” said Ford Special Vehicles Manager, Frank E. Zimmerman Jr., to dealers. He added, “Let your total dealership reflect total performance!”
Zimmerman’s mission was to make the public more aware of Ford’s performance activities and show dealers how to – in his words – “Capitalize on this fast-growing, profitable youth market!”
For 1964, Ford and Mercury offered a full line of high-performance models ranging from 260 V-8 Falcon Sprints and 289/271 Comets, Mustangs, and Fairlanes, and 427 (410 and 425 horsepower) Galaxies and Marauders. All supported racing activities, but as far as appealing to street performance enthusiasts, the Falcon, Comet, and Fairlane lacked raw horsepower and sexy styling. The all-new ’64 ½ Mustang, available with the 289/271 engine, was in a class by itself, and first-year Mustang sales skyrocketed.
As much as I enjoyed driving the high-performance compacts and new Mustang Ponycar, I found the sculpted and face-lifted ’64 FORD 427 GALAXIE hardtop with dual-quad 427/425 power and four-speed to have the most appeal. Galaxies could also be ordered with a single-four-barrel version of the 427, rated at 410 horsepower. Even with its manual steering, lack of factory limited-slip rear option, and voracious appetite for Sunoco 260, I loved cruising in an R-Code Galaxie that we tested for CARS magazine!
My introduction to the ’64 FORD 427 GALAXIE was in the summer of 1963 at the 1964 Ford Technical Press Conference at Riverside Raceway. I had the opportunity to drive a prototype 500XLR-Code Galaxie – 425 horsepower engine, B-W T-10 four-speed, and “small” rear with 3.50 gears and skinny 6.70×15-inch tires. Spanning 210 inches and weighing in at close to 4,000 pounds, I didn’t expect it to handle well on the Riverside track, and it did not disappoint. It was a solid feeling and, even with its standard heavy-duty suspension and brakes, was not at home on a twisty sports car track. We did manage to run some 0 to 60 mph sprints, with most runs in the high sevens.
Essentially carryover for 1964, the R-Code 427/425 engine was equipped with dual Holley quads on a low-rise manifold, .500-inch lift, 306-degree duration camshaft, forged 11.5-to-1 pistons, steel crank, improved big-valve heads, dual-point ignition, and free-flow long-branch exhaust manifolds. You could order rear gears from 3.00 to 4.11-to-1, but, until mid-1964 production, you could not get the big nine-inch rear
with 31-spline axles. The only way you could get a limited-slip differential was to buy a Detroit Locker and have it installed at a speed shop ora Ford dealer. In mid-1964, Ford replaced the T-10 four-speed in 427 Galaxies with its own, beefier Toploader four-speed.
In addition to driving a ’64 FORD 427 GALAXIE on the high-speed oval at the Dearborn Proving Ground in the spring, I also spent a week with a Wimbledon White 427 R-Code Galaxie 500 in New York. During my experience on the Dearborn track with John Zimmerman riding shotgun, I asked if I could get one to test and take to the track back home. A few weeks later, I got a call from Ford’s New York City office regarding a 427 Galaxie in their garage that had my name on it! Zimmerman had come through.
The ’64 FORD 427 GALAXIE, top photo, had New Jersey DTM Manufacturer’s license plates, not unusual for a media road test car, but it also had paperwork in the glove compartment indicating that the car had been shipped to New York from Charlotte, NC, home of Holman & Moody. It also didn’t look stock. There was a tach mounted on top of the dash, whitewall tires on bare Kelsey Hayes 15×15.5-inch steel wheels, and side-exit exhaust outlets. Designed like classic custom car “lakes pipes” with caps that could be removed with a wrench, these looked like scaled-down and capped NASCAR Galaxie exhausts. In 1963 ½, Ford listed an optional dealer-installed Exhaust Cutout option, but this was the first I had ever seen. Needless to say, they remained open for the week!
One of three 427/425 R-Code four-speed ’64 convertibles built, Wesley Allison photo
After running the Galaxie in A/Stock at Westhampton Drag Strip on Long Island, my best time was 95 mph in 15.4 seconds – not good enough to win anything. On the way home, we stopped at a shopping mall that was pretty much empty to clock some 0-to-60-mph times, left. The best we could do was 7.4 seconds. It didn’t have the right tires. But it sure sounded great with those straight exhausts. From all indications, its engine had been heavily breathed on by the folks at H&M before we got it!
In February 1964, Ford Division sent its District offices a Distribution Bulletin outlining the limited availability of a 427 Galaxie two-door hardtop, powered by the updated 427 High-Riser engine, lightened and engineered specifically for NHRA A and B/Stock competition.
Galaxie Lightweights were originally built for NHRA A/Stock and A/SA, but due to rules changes, engine modifications, tire choices (seven or ten-inch wide), and weight, Galaxie Lightweights ended up in AA/Stock, AA/SA, B/FX, and C/FX. There was also a Galaxie Lightweight powered by the R-Code 427/425, designed to run in NHRA B/Stock.
Ford also built 50 lightweight drag racing 427 Galaxies with fiberglass body panels, Thunderbolt hood scoops, and 500 horsepower high-rise 427s. To be legal in NHRA Stock classes, Ford built 25 stick and 25 automatic Lightweight drag cars at select assembly plants.
Galaxie Lightweights made a great showing at tracks around the country. In June 1964, at the Hot Rod Magazine Championships at Riverside Raceway, Larry Dacini ran 113.44 mph in 12.60 seconds to win B/FX, and Jesse Mendez took the C/FX win with a 94.83 mph, 15.06-second run. Mike Schmitt, driving the Desert Motors AA/SA Lightweight, won class honors (111.80 mph in 12.18 seconds) at the 1964 NHRA Indy Nationals and went on to win the NHRA Little Stock Eliminator World Championship.
Ford won the NHRA Manufacturer’s Cup in 1964. This award was presented for supremacy in more than 50 NHRA Championship Points drag racing events with Fairlanes, Falcons, and Galaxies. Even though thwarted by Hemi-powered Dodges and Plymouths and Bill France’s refusal to accept Ford’s 427 SOHC engine, Ford still won NASCAR’s 1964 Manufacturer’s Award Of Excellence. It was awarded to Ford because of the 30 wins in the Grand National Division – more than twice that of its nearest rival. Bill Stroppe-prepared Mercury stockers won five Grand National races in 1964.
In 1964, Ford did a lot of winning on Sunday; Ford dealers did a lot of selling on Monday!
For complete details on the ’64 FORD 427 GALAXIE and big-block road tests, tech data, please visit OVER-DRIVE magazine @ https://over-drive-magazine.com/2023/12/19/1964-ford-full-size-cars-fact-sheet/
Oldsmobile engineers worked on the L79 W-30 engine project in late 1964 and 1965, and Tri-Carb packages first surfaced on ’65 4-4-2 Mules. The Lansing Engineering facility was down the road from Demmer Tool & Die, a GM supplier. There was a lot of “information” sharing between Olds and Demmer drag racing engineers. Demmer raced a Tri-Carb 4-4-2, RECTIFIER-2, and worked closely with Oldsmobile. In 1968, Demmer built the 455-inch Hurst Olds. Unlike GTO Tri-Power with vacuum-operated linkage opening the end two Rochester 2GC carburetors, the Oldsmobile L69 Tri-Carb utilized a smoother, progressive mechanical linkage.
An Oldsmobile 4-4-2 performance brochure encouraged enthusiasts to not only buy a 4-4-2, but “Turn it on. Tinker with it. Make it dance to your tune.” “Exclusive on the 4-4-2 Tri-Carb. For peak breathing at the high end, just pull two bolts from the crossover valves on either side of the center carb, rotate the covers 90 degrees and bolt them back down.” It was not great for cold starts, but perfect for taking advantage of cooler, denser air-fuel mixture for better performance!
With a choice of Anti-Spin gearing up to 3.90 and dealer-installed 4.11 or 4.33 gears, plus close or wide-ratio Hurst-shifted four-speeds, the ’66 OLDS 4-4-2: TRI-POWER ROCKET! was a serious Supercar. Taking it up a notch, it was available with a W-30 option that didn’t change the factory power rating, but unquestionably improved quarter-mile performance. Key W-30 ingredients included a chromed Tri-Carb air cleaner with four-inch hoses ducting fresh air from front bumper openings, a high-lift, 308-degree-duration camshaft, and relocation of the battery to the trunk. The majority of W-30 engines were in base model F-85 4-4-2 Club Coupes.
Ford’s 1969 seven-car Trans-Am “fleet” was race-prepped by Lee Dykstra’s group at Kar-Kraft, then divided up among its factory teams. Three went to Shelby Racing in Torrance, CA, three to Bud Moore Engineering in Spartanburg, SC, and the remaining car to consummate racer, Smokey Yunick, in Daytona Beach, FL. Bunkie had a long-standing relationship with Smokey, dating back to his Chevrolet days. It was finished and painted with Smokey Yunick’s gold-trimmed black Best Damn Garage in Town livery at Kar-Kraft. For some unexplained reason, it ended up not being raced.
In 1969, I changed the Hi-Performance CARS magazine annual award from Top Performance Car of the Year to Top Performance Manufacturer of the Year, for the first and only time, to honor Ford Division and the ‘69 BOSS 302 ROAD & TRACK MUSTANG. When I presented it to General Manager John Naughton, I said, “The Division deserved the award for its attitudes toward and achievements in the high-performance field. In addition, for its great new engines, drag racing options, specialty cars, and its continued support of racing.”
