Today, the suspension and body come together with the chassis to get former 1967 Dick Hutcherson Fairlane) nearer to completion. As in late 1967, when the car was returned to Holman Moody, the chassis picked up a new suit of 1968 fast back Torino *clothes* in advance of the 1968 season. When Hutch retired between seasons, Bondy Long hired Bobby Allison to replace him. Fred Lorenzen came along as Bondy’s Team manager. The new for 1968 Fomoco fastbacks proved to be formidable race cars at speed. Allison and the #29 Torino completed a 1-2-3 sweep of the 1968 Daytona 500 (behind the Mercury Cyclones of Cale Yarborough and Lee Roy Yarbrough) at races end. Many consider the 1968 season to be the first shots fired in the aero-wars to come one season later. Thanks again to John Craft for his photos and technical assistance, but more importantly, thank you John for saving and restoring this historic race car for us bench racers to enjoy.
At this point, the entire body has found its way to the chassis for its first fitting. There is a lot more to do, but it is starting to look like the race car it once was. Like all Holman Moody half chassis cars, the #29 Torino was fitted with a heavily modified 1965 Galaxie frame “snout” from the firewall forward.
Seldom seen up close by most of us spectators; under its skin, the details of the race car differ greatly from its street version. How many details in the photo above can you count that differ from your street car?
Do your rear axle and brakes look like this when you pull the brake drum off?
The image above may help explain why the race cars can sustain speeds near 200 mph well over 500 miles and handle so well on the racetrack.
This all looks relatively similar to our street cars, except for the huge oval shaped opening in the cowl at the base of the windshield. This is a key part to getting massive amounts of cooler air to the induction system.
This image shows some of the greatest variation from your street car. Obviously, there are significant differences in the frame rails and its connection to the interior roll cage. The oil filter and cooling system are very different. Don’t overlook the dual shock absorbers and adjustable suspension.
Early in 1969, all the NASCAR spec Fords ran the 427 Tunnel Port engines before the Boss 429 engine was considered legally homologated in March of 1969). In 1967 and 1968 Tunnel Port engines ran dual four barrel carburetors..