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Contact me for more information on how to purchase this 1969 Ford Shelby Cobra GT-500 Hand-crafted by Ertl Die-cast Metal Replica in 1:18 Scale.

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Article from Car Life magazine, August 1969, Volume 16 Number 7, Filming the Frisch Flyers Pages 16 – 21. Copyright 1969 by Bond Publishing Company, 1499 Monrovia Avenue, Newport Beach, CA 92663.

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Article from Speed and Supercar magazine, April 1969, Volume 17 Number 5, Shelby Swingers for ‘69 Pages 18 – 21. Copyright 1969 by Magnum-Royal Publications Inc, 1560 Broadway, New York, NY  10036.

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Cover of Motor Trend magazine, March 1969, Volume 21 Number 3. Copyright 1969 by Petersen Publishing Company, 8490 Sunset Blvd, Los Angeles, CA 90069.

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Article from Car Life magazine, October 1968, Volume 15 Number 9, Shelby’s Cobra GT 500-KR — Was it Worth Stealing? Pages 18 – 22. Copyright 1968 by Bond Publishing Company, 1499 Monrovia Avenue, Newport Beach, CA 92663.

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Advertisements Copyright 1969 by Dodge Chrysler Motor Corporation and Ford Motor Company.

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Images of the 1969 Ford Shelby Cobra GT-500 Hand-crafted by Ertl Die-cast Metal Replica in 1:18 Scale
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How would you like to own one of these Hand-crafted Die-cast Metal Replica in 1:18 Scale from my Car Corral Collection? You can purchase this 1969 Dodge Charger Hemi Daytona! Please contact me for more information. 

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Advertisement from Car and Driver magazine, November 1970, Volume 16 Number 5, The 1971 Dodge Scat Pack Pages 45 – 52. Copyright 1970 by Ziff-Davis Publishing Company, One Park Avenue, New York, NY  10016. Performance Insert 8/70 Printed in the USA copyright Dodge Chrysler Motor Corporation.

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Images of the 1969 Dodge Charger Hand-crafted Die-cast Metal Replica in 1:18 Scale
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Article from Hot Rod magazine, April 1975, Volume 28 No. 4 Richard Petty The Man and His Cars Pages 40 – 46.  Copyright 1975 by Petersen Publishing Company, 8590 Sunset Blvd, Los Angeles, California  90069.

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Advertisment The Petty Crew… the Great Ones at Daytona SK Tools Copyright 1970 by Hand Tool Division, Dresser Industries, Inc.

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Various Advertisements Copyrighted by Dodge Chrysler Corporation, Chevrolet Division of General Motors, Ford Motor Company, and AC Spark Plugs Division of General Motors.

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Images to come
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Article from Motor Trend magazine, September 1964, Volume 16 No. 9 Corvette Sting Ray Road Test Pages 34 – 39. Copyright 1964 by Petersen Publishing Company, 5959 Hollywood Blvd, Los Angeles 28, California.

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Images  to come
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These limited availability, super rare Franklin Mint 1:24 die casts (complete with box and all original paperwork) can now be yours and are available for purchase exclusively from this site. Please contact me for more information by clicking the contact tab.
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Images of The Corvette Die Cast Car Corral
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The King Richard Petty on the State of NASCAR In March 1970

In NASCAR stock car racing, where the drivers have never had much of a say and Bill France has had most of the say, Richard petty stands out as the closest thing to a firebrand you’ll find. He’s doing what Kurt
Flood is doing in baseball, taking the professional athlete out of the
grips of the they’re only dumb-athletes-and-have-to-be-taken-care-of
syndrome and putting them into the position they belong as of vital,
organizing part of the sport. Its rather like the monkey rebelling
against the organ-grinder.

It’s somehow fallen to Richard Petty to become the spokesman for the
drivers on the NASCAR circuit. Part of the reason is the simple fact
that he is president of the Professional Drivers Association, a group
formed by the drivers to promote their goals, namely track
improvements and pension plans. Another part of the reason runs deeper and started earlier, back when his father, Lee, was establishing the record for the most career wins by a NASCAR driver. That record stood until 1967, then Richard broke it.

So it only seems natural that when we fill the NASCAR drivers story
needed telling, we asked Richard petty to tell it. He gives a brief
history of NASCAR, where it is today, and what its future may hold.
Most of all, though, he makes it obvious that in the next decade, as
racing speed’s and purses climb, so will the drivers influence.
And he means it… For himself, for all the other drivers, and maybe
even for a seven-year-old boy named Kyle Petty who already likes to
draw racing cars and tag them with the number 43.

–Editor – Eric Dahlquist

With The start of this new year, we are also getting started on
another decade of automobile racing. It’s going to be a critical one,
especially in NASCAR is Grand National division with which I am
primarily concerned. A day never goes by without someone asking me
about the future of the sport. Most of them are thinking about the
immediate future, this season, after we went through so many radical
changes and suffered so many growing pains last year. I don’t have the
answers for them but I do have some thoughts and suggestions on where we’re headed.

I have always felt that the various organizations which make up the
entire sport auto of auto racing have spent the past 10 years working
against each other, fighting for supremacy. This, before anything
else, must change if we are to progress. If, in the future, they would
work hand in hand I have no doubts that I sport would be number one
rather than number two. (to parimutuel horse racing – Ed.) In the
nationwide attendance.

In any examination of the future, though, I think you must first
consider where you have been. In racing, especially stock car racing,
the history is a short one. NASCAR first ran a Grand National race in
1949 and after 20 years we have come along way. Most of the progress
has been accomplished in the past 10 years.

When I first drove a car in competition in 1959 we were definitely on
a minor league scale. Most of the tracks we ran were small ones with
dirt surfaces. Daytona, which open that year, was an exception, as was
Darlington. But, for the most part, we ran the little shows and got
the little purses. This affected the way we ran our operation. That
season we had a little four-stall garage which was pretty much
run-down as compared to today’s. And we had only four people,
including me and my brother Maurice, working on the race cars.
Look at the contrast today. David Pearson won over $200,000 counting his money from the point fund, and in 1959 the top money winner earned only a fraction of that. Our shop now covers 15,000 square feet and we employ 15 people. The automotive manufacturers have come in with rich budgets and the accessory firms too have added money to the purses.

We’re spreading out of the southeastern homebase across the country.
All that may sound about perfect. It certainly put us on another
plateau. a little higher then the one the sport was on for its first
10 years. But if we are to reach still another plateau, we can’t stand
still and be satisfied with what everyone has accomplished. We have to
keep getting better, and some things have to change for us to do so.
Here is an example of what I mean. With all the progress we’ve made in 10 years we still run 100–mile races for the same first–place purse, $1000. that we did in 1959. We can’t afford to sit still like that.
One of the first areas of changed to be noticed will probably be the
short tracks. As far as the Grand Nationals are concerned there will
have to be a separation of the small tracks and the super speedways.
There is not enough time and money and people to operate on both and do a first-class job. This doesn’t mean that I won’t run the majority of the races, no matter where they are, as I have done for 10 years. It just means that the time must come when I, as a Grand National driver, will be able to run those small ones.

New super speedways have gone up, just in the past year, at Michigan
and Texas. They are planning others in other parts of the country. The
people behind them or building with a lot of good ideas. They’re
making the tracks wide and not so steeply banked, sacrificing speed.
After all, competition – not speed – makes racing. This is a good trend.
There have also been marked improvements on facilities at some tracks in the past year and this is another positive sign. But this change is not yet complete. Daytona, for instance, stages the most prestigious race of the year with the 500-miler in February, but the truck has no lounge or rest rooms or anything for the drivers. The only facility we have there been given to us by the accessory firms, who constructed shops in the garage area. We shouldn’t have to rely on involved, but nevertheless separated, outsiders for these improvements.

These accessory companies, like Goodyear and Firestone and Champion and Autolite, have meant a lot to us. Purses have increased largely because of their participation. But I feel they should be more free enterprise among these companies. There are a lot of new people who would like to come in and who would be good for our sport but under the present set up the opportunities are almost nonexistent. A change here would mean more money for the participants in the sport and good advertising results for the companies.

Television will also play a very definite room in our future for the
next 10 years. This medium has a tremendous influence on the
popularity professional football and golf, and it has also put a lot
of additional money into these sports. It can do the same for us,
while we can give it a popular product at the same time.
All of these “ifs”, though, depend upon management of our sport. When I mention management here I do not mean the management from NASCAR officials alone but also management from us, the drivers and the car owners. You can include the automotive manufacturers and the accessory companies in that too. Simply, it’s just going to take the combined efforts of everyone, talking and planning and going hand-in-hand. Anything short of that may well result in regression.

-Richard Petty

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Article from Motor Trend magazine, March 1970, Volumev22, No. 3 Rap ‘n ‘Pinion Page 18 copyright 1970 by Petersen Publishing Company, 8490 Sunset Blvd, Los Angeles, California  90069.

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Image of the Chrysler Penstar
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Corvettes That Could Have Been                                                                                                 and some that you can own…

How would you like to have a die cast metal model of a super rare concept car in your own collection? Well Yes You Can!

Contact me to discuss details and specifications for of the diecasts you see in the following images. Take a close look at the great detail work in these limited edition diecasts. Cheers!

– HKK

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Images of Corvettes That Could Have Been (first 3 images)
Published and Copyrighted by AutoWeek magazine 1400 Woodbridge Detroit, MI. 48207-3187 November 16, 1992.

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Image of The Hot Wheels Super-Charger…It Makes The Race Advertisment Copyright 1968 Matel, Inc.
Image of Aurora We’re for Real Advertisment Copyright 1971 Aurora Products Corp. 44 Cherry Valley Road, West Hempstead, NY 11552.

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Image of The 1971 Dodge Scat Pack Advertisement
Published and Copyrighted by the Dodge Division of the Chrysler Motors Corporation

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Images of The Cavalcade of Corvettes & Dodge vs GM – May the Better Car Win
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Images of Mako Corvette Shark (first 4 images)
Published and Copyrighted by the Franklin Mint Precision Models. Official GM Licensed Product. CORVETTE, MAKO SHARK and Mako Shark Body Design are trademarks of General Motors Corp & used under license by The Frankin Mint.

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Images of The The Mako Shark Corvette                                                                             from Corvette Quarterly Magazine Winter 1994 Issue
Published and Copyrighted by the Aegis Group Publishers, a division of Lintas Marketing Communications, Inc. Warren, MI.

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Images of the Chargers
Published and Copyrighted by the Dodge Division of the Chrysler Motors Corporation

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Images of 1961 Corvette Mako Shark
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Images of 1961 Corvette Mako Shark
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The Name of the Game is Winning — The Roger Penske Story — Part 2

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From the book The World of Automobiles, An Illustrated Encyclopedia of the Motor Car, Who’s Who

Just over a year later, in 1966, Penske was back. He entered a Chevrolet Corvette in the Daytona 24-Hours which won the GT award, and he persuaded the Sun Oil Company to sponsor a Lola T70-Chevrolet sports car to be driven by Penske’s protege, a shy motor engineer aged 29, Mark Donahue.

Donahue proved a wise choice, winning the Mosport round in the new Can-Am Challenge Cup series and taking an eventual second place on points to John Surtees. Soon, Donahue began to work full time for Penske, preparing the cars as well as driving them. Racing Penske’s Lola T70-Chevrolet, Donahue won the 1967 US Road Racing Championship sports-car series. The programme escalated the following year: with an ex-works McLaren M6A-Chevrolet, Donahue won the US Road Racing Championship for the second year running and was third in the Can-Am Challenge Cup behind the works McLarens of Denny Hulme and Bruce McLarens. In the Trans-Am Championship, a manufacturers’ series for 5-liter saloon cars, Penske renewed his acquaintance with General Motors’ Engineering & Development Division by campaigning Chevrolet Camaros. Sure enough, with Donahue doing the lion’s share of the driving, Chevrolet triumphed in Trans-Am in both 1968 and 1969, taking twenty victories from 27 starts.

In 1969, Penske withdrew from the Can-Am series to concentrate on winning the Trans-Am, plus a new venture: an entry in the Indianapolis 500. Donohue, at the wheel of the four-wheel-drive Lola T152 Offenhauser, gualified fourth fastest and finished seventh, also gaining the Rookie of the year award. In February, Penske entered a Lola T70 Mk 3B-Chevrolet coupe in the Daytona 24-hours, Mark Donohue/Chuck Parsons steering it to victory despite several problems. This was to have been a prelude for a Penske-masterminded, General Motors-backed attack on the Le Mans 24 hours in June. Indeed, four works Lola’s were entered for the race, but in April the project was cancelled. Another link with General Motors was the testing of a stock-block Cheverolet-engined Lola at Indianapolis, but it proved uncompetitive.

In October 1969, Penske dropped a bombshell on the racing world. He announced he would be running American Motors Javelins in the 1970 Trans-Am series. Penske had arranged a lucrative deal with American Motors and used his teams engineering expertise to transform the Javelins into race winners. In the 1970 series, they were second to Ford, but in 1971 the title was theirs!

During 1970, Penske once more attempted Indianapolis, this time Donohue managed second in a Lola T153-Ford. A brief, end-of-season flirtation in Formula 5000 saw Donohue winning three races in the prototype Lola T190-Chevrolet. 1971, though, was a more ambitious year. Penske was prosperous and it showed in his business and motor-racing activities. By now he had Chevrolet dealerships in Allentown and Detroit as well as Philadelphia. He was involved in a major Hertz rental franchise, in insurance, a chain of Sunoco petrol stations and Goodyear dealerships. He was an automotive consultant to Sears, developing and endorsing a line of high performance parts, accessories and equipment sold as Penske High Performance Products. He was elected a director of the United States Auto Club, was director of the Ontario Motor Speedway and vice-chairman of the board of Atlantic City Raceway.

On the racing front, however, apart from the Trans-Am series win, plans fell flat in 1971. With Kirk F. White, a Philadelphia foreign-car dealer, Penske entered a superbly prepared Ferrari 512M in the Daytona 24-hours, Sebring 12-hours, LeMans 24-hours and Watkins Glen 6-hours, but each time niggling problems let down drivers Mark Donohue and David Hobbs. At Indianapolis, Donohue appeared in a McLaren M16-Offenhauser (Penske switched from Lola to McLaren, undertaking the Colnbrook company’s pre-race development programme) and led the race until his gearbox failed. Later, another car smashed into the stranded McLaren, while Penskes’second entry of the old Lola driven by David Hobbs was also written-off in a accident. As consolation, Donohue won the Pocono 500 in the rebuilt McLaren later in the year. Penske also tested the Formula One scene, hiring a works McLaren M19A-VFord for Donohue to drive in the Canadian and United States Grands Prix. The car was thoroughly tested prior to the races in typical Penske tradition and Donohue was a superb third in Canada; he was unable to start in America owing to a postponed USAC event and Hobbs drove into 10th place.

In 1972, following visits to Italy, Japan and Germany to talk to Ferrari, Toyota and Porsche, Penske returned to Can-Am to compete with works-assisted, turbocharged Porsche 917-10Ks. Sponsorship came from L&M cigarettes, and the cars, raced by Donohue and George Follmer, proved almost unbeatable. Follmer won the series, while Donohue, after missing four rounds owing to a mid-season accident, was fourth. Donohue also won the Indianapolis 500 in a Penske-entered McLaren M16B-Offenhauser. An American Motors Corporation Matador was prepared for NASCAR racing, but with a 6-liter engine opposing the opposition’s 7-liter engine it was outclassed. Nevertheless, with an imminent change in the regulations it was good groundwork in this very different style of American motor racing. Donohue annihilated the opposition in the 1973 Can-Am Challenge Cup series, this time driving Penske’s Porsche 917-30K, one of the most powerful racing cars ever built, featuring a turbocharged 5.3-liter engine which could be made to develop over 1000 bhp. In effect, this total domination killed Can-Am. Donohue was not so lucky on the USAC trail, however, his Eagle M5-Offenhauser suffering engine failure on every outing, while on the NASCAR front Donohue won the Western 500 in an AMC Matador at Riverside California! In Formula 5000, a special Lola T330 with an American Motors engine proved uncompetitive when matched against Chevrolet-powered machines, although Donohue managed two seconds in the series and AMC reaped the technical benefit.

During the winter of 1973-74, Penske promoted a series of races, the International Race of Champions series, for the top drivers in all spheres of motor sport. The winner was … Mark Donohue following a hectic series of events in Porsche 911 Carreras.

At the end of 1973, news leaked that Penske was to build his own racing car, a Formula One machine. He bought the small, ex-McRae factory in Dorset, England, so as to design and build the car in the hub of Grand Prix racing, Europe. Ex-Brabant designer Geoff Ferris combined his own ideas with those of Penske, Donohue, and Don Cox, Penske Racing Inc’s director of engineering, and the result, which appeared for the first time in the 1974 Canadian Grand Prix, was a conventional machine using the ubiquitous Ford DFV engine and Hewland gearbox. It was sponsored by First National City Travelers Checks and driven by Mark Donohue, who had just emerged from eight months of ‘retirement’, for after the International Race of Champions series he had supposedly quit and been promoted to president of Penske Racing Inc. Donohue also agreed to drive in 75.
The 1974 program also included selected NASCAR events (Bobby Allison won in the Penske AMC Matador (toro toro!) at the end-of-the-season Times 500 at Ontario Motor Speedway) and USAC racing. Over the winter of 1974-75, there was another International Race of Champions series, this time with Chevrolet Camaros, the winner being Bobby Unser. In 1975, the Penske Matador became a strong threat in NASCAR racing, Bobby Allison winning at Riverside California and taking second place in the Daytona 500.

Roger Penske’s serious and analytical approach to motor racing made his team one of the most successful in the world. He raced to win; indeed, he expected to win. For an American team to enter the basically European Formula arena was a major step. Penske had begun cautiously, knowing he lacked experience of this type of racing, but his aim was to win in the end.

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Who’s In Charge Here? March 1969 Alan Girdler, Car Life magazine

Factory performance equipment are accessible if you’re fast and famous. If you’re just an enthusiast, even finding parts numbers can be maddening. Some automotive factories plan it that way, others don’t know any better.

General Motors is not in racing. Neither as a corporation nor as separate divisions does GM own, enter or sponsor racing cars.
General Motors is a business. By a definition the process of building and selling things people want, to the people that want them. The customers, in significant numbers, want racing cars. Two GM divisions Chevrolet and Pontiac, produce cars that can be raced, and sell them to racers.

This isn’t an evasion of the famous ban. The GM edict prohibits sponsorship, ownership, or entry, by the corporation or divisions. A dealer is free to race. GM, in fact, couldn’t stop him. The divisions can’t get into the ring, but they can serve as trainer, or second. It’s fair to say the divisions are fulfilling an obligation to their customers. Especially when it pays off in more customers, and fulfills GM’s obligation to its stockholders.

One Chevrolet official feels, rather wistfully, that racing would be a better world if all of the factory’s devised cars and components, then sold them to the racers. Maybe so. That’s how they do it at Chevrolet. Where the rules work in favor of such an arrangement, Chevrolet wins.
The Tran-Am sedan racing series is a good example. The rules require that competing cars be certified; that the engines used have factory equipment; that a specified number of engines be produced; and that the car’s shape and dimensions aren’t changed. The entrant can’t do it. His car must have the proper papers, and the factory must file them.
Right. The Z28. Chevrolet catalogued a Camaro with a full-house, short-stroke engine and every component they could think of, and filled the papers.

Here’s where the factory leaves off. The Camaros that won this year’s series were prepared and campaigned by a Chevrolet dealer. He specializes in performance cars. His promotional budget had room for a racing team. Then he arranged for sponsorship by a oil company. More money still, without factory help. With a good starting package, money and skill to develop it, and one of the best drivers in the country , Camaros ruled.

The important lesson for the customer is that he can buy the same package, right off the dealer’s showroom floor. He can buy the same equivalent package with a AMC Javelin, but it’ll come in pieces. From Ford, for 1968, anyway, he got promises. Chevrolet doesn’t own racing cars. It sells them.

How Chevrolet develops its good stuff varies in degree. It originates at the factory. Walter McKenzie, of Chevrolet public relations, cheerfully admits that the factory likes to help racers, but he says there’s one catch: The product must have a future on the production line.

Take this years’ wonder project, the aluminum-block 427-cid V-8. The first examples weren’t even made by Chevrolet! The persuasive Roger Penske talked Chevrolet into lending him the pattern used for the iron blocks. Penske formerly worked for Alcoa, and he persuaded them to use the patterns and cast some aluminum blocks. Penske kept some, and other racers, notably Jim Hall, got some. They had teething problems, but were cured. Hall and Penske had the best engines around. Chevrolet and Alcoa had the benefit of some valuable experiments, cheap.

This year, Chevrolet cast its own blocks. The key point is that before the blocks got off the drawing board, Chevrolets division manager and the design engineer studied the possibilities and decided the lightweight engine could be produced, and would sell, in production cars. Corvettes with the alloy block were to have gone into productions Feb. 1.

McKenzie Said the division could, without much trouble, build lightweight, racing Corvettes, 1000 lb. less than standard, with terrifying horsepower to match. They would not be salable, or habitable, for the street, They won’t be built.

Concepts and designs come from the factory, but the Chevrolet does let some racers-the successful ones-help with field tests. Mark Donohue won the U.S. Group Seven Championship and was a contender in the Can-Am series with a McLaren powered by an aluminum alloy 427, months before production or even introduction.
The first engines oozed fluids from every seam. Rumors about oil coming through the pores were just rumor, Donohue said. The problem was that different metals expand at rates when hot, and special attention must be paid attention, and “They don’t leak anymore.”

A Chevrolet engineer serves as liaison man between the teams and the factory. Donohue and the other racers tell him what breaks and why, and the factory fixes it. Donohue understates, “They’re interested in what we’re doing just as we’re interested in what they’re doing.”
There are no racers in Chevrolet’s engineering section. Donohue thinks this is all to the good. The racing approach, he said, is to make things bigger and stronger, which doesn’t always mean better, especially from a production standpoint.

The first weak point in a new engine is usually the connecting rods. If a Ford engine flings rods , Donohue said, the Ford racers build super rods, each one a hand-crafted jewel. They work, but the price is more than rubies, and they are just about as hard to dig up.

“Chevy takes the engineering approach. They’ll try to build a better production connecting rod and sell it across the country.”
Chevrolet has been in the keen bits business longer than anybody. Starting with the great 1955 V-8, and spurred by the production-is-everything philosophy, the division has acquired a huge supply of bolt-on pieces. Every-thing Chevrolet has fits something else. The guy with the first V-8 in economy trim can thumb through the book and come up with the power-pack heads, manifold and four-barrel carburetor. If that’s not enough, he can get the ’56 Duntov Corvette cam shaft, and keep going, with wilder carbs, better heads, bigger engines that all but climb into the car by themselves. Anybody with a Chevrolet V-8, large or small, can get useful goodies for it, just by going to his dealer.

The surprising thing is that with the biggest selection, Chevrolet gives the would-be buyer the most trouble selecting parts. There is no high-performance catalog. There is no high-performance catalog. They have existed in the past; they may come back tomorrow; but they aren’t out on the dealers counters now.

Chevrolet has the big sales crown, and its executives are uneasy. The politicians, who would be out of business without emotion, roll their eyes skyward at the thought of ads that hint the buyer of a Chevrolet might be lured into buying a car that responds, that will hurl him past the giddy in speed of 65 mph. Chevrolet doesn’t want to offend these public servants. The right stuff is there, but if the buyer doesn’t know what to ask for, or doesn’t luck out with a salesman or parts man that knows his business, he’s in for a tough time.

There is, at the factory, a very knowledgeable man. His job is to know all about special parts. (Watch your language; say “high performance” to a Chevrolet employee and he’ll say “heavy-duty” right back.) He is, though, at wholesale level, keeping dealers up on what’s where. The top exec likes it that way.

“He’s very effective as it is,” Said one. “If we publicize him, he’ll get so work he’ll need two or three assistants. And he probably wouldn’t get them.

But there still is some hope. In 1969, questions about options, parts or interchangeability, could be sent to the Central Office Parts Dept., Chevrolet Division, 3044 W. Grand Boulevard, Detroit, Mich. 48202.

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Excerpt from the book The World of Automobiles, An Illustrated Encyclopedia of the Motor Car, Who’s Who / Penske copyright 1974 by Orbis Publishing Limited, London distributed by Columbia House 51 West 52nd Street, New York, NY 10019 Chapter Who’s Who — Penske: The Name of the Game is Winning pages 1665 – 1668.

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Excerpt from Car Life magazine, Volume 16 Number 2 March 1969, Special Staff Report, Who’s In Charge Here? Pages 26 – 32 copyright 1969 by Bond Publishing Company, Newport Beach, California.

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Images to come
Copyrighted 2017 by HKK Productions Inc

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