1999 Ford Mustang GT Welly 1:24

MUSTANG GT:

Following the base Mustang in December 1993, the Mustang GT was reintroduced in January 1994, featuring higher performance and better handling than the base Mustang or its 1993 predecessor. Ford carried over the 302 CID pushrod small-block V8 engine (called the "5.0 L" although its actual dispacement was 4.94 L) from the 1993 Mustang GT. Total output from the engine was 215 hp (160 kW; 218 PS) at 4200 rpm and 285 lb⋅ft (386 N⋅m) of torque at 3400 rpm. Mustang GTs could deliver zero to 60 mph (97 km/h) acceleration times in the high-six second range and complete a quarter-mile in about 15 seconds. The Mustang GT also featured a stiffer handling suspension, a 3.08:1 rear axle ratio (later changed to 3.27:1 or 3.55:1 depending on the transmission and model year), dual exhausts, and larger 16-inch (410 mm) wheels (compared to the base Mustang's 15-inch wheels). The 1994 Mustang GT was named Motor Trend Car of the Year.

For 1995, a one-year model referred to as the Mustang GTS was introduced. This was considered to be a "stripped down" version of the Mustang GT that included the performance parts of the GT model, but a minimum of non-performance related features, similar in concept to the 5.0 LX Fox-body. The 1995 GT was the last year of the 5.0 pushrod V8 engine.

In 1996, Ford dropped the 302 CID small block V8 that was in production since 1968 and introduced the Modular 4.6 L SOHC V8. These engines were produced at two different plants, Windsor and Romeo. A "W" in the VIN 8th digit indicates a "Romeo" engine, while an "X" indicates a "Windsor".

The Windsor and Romeo have subtle differences. Valve cover bolt patterns are one. Romeo has fewer bolts than the Windsor. Another difference is the front cover bolts. The Windsor uses 8 mm and the Romeo uses 10 mm bolts. The Romeo uses jack screws on the main caps and the Windsor uses dowels. The new engine produced 215 hp (160 kW; 218 PS) at 4400 rpm and 285 lb⋅ft (386 N⋅m) of torque at 3500 rpm, matching the output of its predecessor. For 1998, the 4.6 L V8 received a small increase in output, resulting in 225 hp (168 kW; 228 PS) at 4750 rpm and 290 lb⋅ft (393 N⋅m) of torque at 3500 rpm. This was achieved through PCM calibration and a modified fuel system. Though capable of matching or exceeding the older 302 V8's output, the 4.6 L V8 was criticized for delivering inadequate performance, particularly against the larger displacement of the OHV V8 used in the Mustang's chief rival, the Chevrolet Camaro.

1987 Ford Sierra Cosworth Hot Wheels 1:64

The Ford Sierra RS Cosworth is a high-performance version of the Ford Sierra that was built by Ford Europe from 1986 to 1992. It was the result of a Ford Motorsport project with the purpose of producing an outright winner for Group A racing in Europe.

The project was defined by Stuart Turner in the spring of 1983. He had recently been appointed head of Ford Motorsport in Europe, and he realised right away that Ford was no longer competitive in this area.

Turner got in touch with Walter Hayes, at the time the vice-president of public relations at Ford, to get support for the project. Hayes had earlier been the driving force behind the development of the Ford GT40 that won Le Mans in 1966, and the Cosworth DFV engine that brought Ford 154 victories and 12 world championships in Formula One during the 1960s and 1970s. Hayes found the project very appealing and promised his full support.

Turner then invited Ken Kohrs, vice-president of development, to visit Ford's longtime partner, the automotive engineering company Cosworth, where they were presented a project developed on Cosworth's own initiative, the YAA engine. This was a twin cam, 16-valve engine based on Ford's own T88 engine block, better known as the Pinto. This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner.

Therefore, an official request for a turbocharged version (designated Cosworth YBB) capable of 180 HP on the street and 300 HP in race trim, was placed. Cosworth answered positively, but they put up two conditions: the engine would produce not less than 150 kW (204 HP) in the street version, and Ford had to accept no fewer than 15,000 engines. Turner's project would only need about 5,000 engines, but Ford nevertheless accepted the conditions. The extra 10,000 engines would later become one of the reasons Ford also chose to develop a four-door, second generation, Sierra RS Cosworth.

1964 Ford Econoline Van Maisto 1:64

From Fandom:

Ford Econoline Van

Debut Series Fresh Metal and Adventure Force.

Produced 2019-present

Number Unkown

2008 Shelby Snake Prudhomme Edition 1:24

La colaboración anunciada hace algunas semanas entre Carroll Shelby y Don “The Snake” Prudhomme ha dado como resultado este excesivamente radical Shelby Mustang GT500 Super Snake Prudhomme Edition, dejando claro que como pitoniso, no tengo ningún futuro.

Cuando se anunció comentaba que esperaba que fuese un Shelby Mustang GT500 con una decoración adaptada a los colores que llevaba Prudhomme en la década de los ‘60 cuando competía en la NHRA. Pues no, como se ve en las imágenes, es algo más que unas simples pegatinas.

Lo más sorprendente es que a pesar de su apariencia de coche de carreras genuinamente americano, está homologado para carretera. Sí, un coche como éste podrías encontrarlo aparcado en cualquier calle de Los Ángeles o de Chicago, junto a los demás coches. Y eso que llamarlo radical es quedarse corto.

Pero no será un modelo nuevo, sino que es un paquete de conversión oficial, disponible únicamente para los Shelby Mustang GT500 producidos entre el 2007 y el 2009. Eso sí, de barato nada, ya que sólo el kit de conversión costará 99.995 dólares. Si no dispones del coche, por 149.995 dólares te lo ponen ellos.

Aparte de las modificaciones estéticas, que son más que evidentes, el motor V8 5.4 se ha sobrealimentado sustituyendo el compresor de serie por un Kenne Bell que eleva su potencia hasta los 750 CV con gasolina convencional (93 octanos). Si se usa gasolina de competición (109 octanos), llega hasta los 800 CV. Brutal.

Pero claro, no sólo hay que cambiar el compresor para que esto funcione bien. Se modifican infinidad de cosas, como la admisión, los escapes, la barra de torretas, las estabilizadores, los frenos, las suspensiones y se eliminan los asientos traseros, entre otras tantas cosas.

La verdad, hubiese preferido algo mucho más sencillo pero mucho más bonito. Eso sí, por potencia bruta no será. A ver quien es el guapo que le planta cara a un bicho como este en un semáforo. No hace falta saber lo que lleva dentro para saber que será una bestia parda acelerando desde parado.

1925 Ford Model T-Bucket Hot Wheels 1:64

A T-bucket (or Bucket T) is a hot rod, based on a Ford Model T built from 1915 to 1927, but extensively modified. T-buckets were favorites for greasers.

Model Ts were hot-rodded and customized from the 1920s on, but the T-bucket was specifically created and named by Norm Grabowski in the 1950s. This car was named Lightning Bug, better known as the Kookie Kar, after being redesigned by Grabowski and appearing in the TV show 77 Sunset Strip, driven by character Gerald "Kookie" Kookson. The exposure it gained led to numerous copies being built.

A genuine T-bucket has the two-seater body of a Model T roadster (with or without the turtle deck or small pickup box), this "bucket"-shaped body shell giving the cars their name. A Model T-style radiator is usually fitted, and even these can sometimes be barely up to the task of cooling the large engines fitted. Windshields, when fitted, are vertical glass like the original Model T.

Today, T-buckets remain common. They generally feature an enormous engine for the size and weight of the car, generally a V8, along with tough drivetrains to handle the power and large rear tires to apply that power to the road. The front wheels are often much narrower than the rear wheels, and are often motorcycle wheels.