Jim Ring’s Pro Street 1964 Galaxie

With 1,000+ HP on Tap, Jim Ring’s 1964 Galaxie May Be the Ultimate Ex­am­ple of To­day’s High-Tech Pro Street Ride

Hot Rod - - Contents - Mar­lan Davis Jorge Nuñez

The year 1964 was the peak of post­war glitz and ex­cess. For car guys, it was a golden age, where young hot rod­ders could af­ford brand-new Amer­i­can mus­cle. The Big Three au­tomak­ers were locked in an ap­par­ently end­less game of high-stakes cu­bic-inch poker. Three-deuce or dual-quad car­bu­re­tion fed cheap high-oc­tane gas (about 30¢ per gal­lon in 1964) into hun­gry 12:1- or even 13:1-com­pres­sion, me­chan­i­cally cammed en­gines that were get­ting big­ger by the year.

Ford’s FE big-block en­gine line included 352s, then 390s, and fi­nally 427s, with in­creas­ingly larger heads, even­tu­ally cul­mi­nat­ing in an over-the-counter ver­sion sport­ing hemi­spher­i­cal com­bus­tion cham­bers with valves driven by over­head cams that were so out­ra­geous they were banned by NASCAR. Hell, what red-blooded Amer­i­can hot rod­der wouldn’t want to re­live those glory days?

Cer­tainly not Jim Ring, an avid col­lec­tor and en­thu­si­ast who’s al­ways look­ing for that next spe­cial ride to add to his eclec­tic sta­ble of 20-plus classics, hot rods, and ex­otic sports cars.

One day, a derelict 1964 Galaxie sit­ting be­hind a body shop caught his at­ten­tion. En­quiries were made, and Ring found out it was await­ing restora­tion; the owner lacked the funds to get it started. Cash was ex­changed, and Ring had his hands on a truly clas­sic, mostly in­tact ex­am­ple of early 1960s Detroit heavy metal.

The car was de­liv­ered to Bones Fab (Ca­mar­illo, Cal­i­for­nia), a high-end cus­tom car and street rod builder that had worked on some of Ring’s pre­vi­ous projects. The shop has be­come Ring’s go-to builder. “There I have the right team of peo­ple—owner Jim ‘Bones’ Bas­sett and his crew—who are ca­pa­ble of pulling off these projects. What­ever Jim has done for me, I’ve al­ways been very im­pressed. He’s not only an

im­pres­sive me­chanic, but a gen­uine, downto-earth, nice per­son.”

Ring, a teenager in the 1960s, wanted a hard-core hot rod rep­re­sen­ta­tive of that decade—but up­dated as a “what-if ” man­i­fes­ta­tion of how heavy metal would be built if it still ex­isted to­day. The prospec­tive Lord of the Galax­ies had to look right, drive right, and be pow­ered right. The en­gine is a big de­ci­sion, to a large ex­tent dic­tat­ing the whole pur­pose and theme of the ex­er­cise. At first, Ring leaned to­ward a Boss 429 pow­er­plant un­til shop owner “Bones” Bas­sett showed him a photo of the rare and ex­otic 427 SOHC FE big-block. “It got me ex­cited!” Ring re­calls. “I had to have one!”

He couldn’t have just any old Cammer. Ring, Bones, hemi ex­pert Lyle Lar­son, and leg­endary en­gine builder Ken Dut­tweiler put their heads to­gether and de­vel­oped a plan to build a 482ci, twin-turbo stro­ker based on Robert Pond’s af­ter­mar­ket SOHC alu­minum FE big-block with a goal of mak­ing more than 1,000 hp in daily-driver trim on 91-oc­tane pump gas and as much as 1,500 hp by turn­ing up the boost on race gas. The res­ur­rected di­nosaur would run Hol­ley elec­tronic en­gine man­age­ment, twin Pre­ci­sion tur­bos, a huge in­ter­cooler, and even have dry-sump oil­ing. Dut­tweiler built and tested

the en­gine, but Bones fab­ri­cated the sheet­metal in­take man­i­fold, the cus­tom in­ter­cooler, all the turbo in­duc­tion-side air ducts, and the cus­tom head­ers on the ex­haust side that feed the 4-inch ex­haust sys­tem.

A Pre­ci­sion In­dus­tries 10-inch triple-disc lockup con­verter with a 3,200-rpm stall speed cou­ples a CRC Trans­mis­sions–built GM 4L80 au­to­matic to the en­gine. Even the stout 4L80 needed more beef to live be­hind this en­gine. CRC’s mods included bil­let in­put and out­put shafts and five-gear plan­e­taries. Shifts are han­dled by a Win­ters gate-style shifter.

A stout Drive­shaftPro 3.5-inch-od x 0.120-wall steel drive­shaft with 1350 U-joints hooks the trans to a fab­ri­cated Currie Pro 9 rearend that turns gi­gan­tic Mickey Thomp­son 33x22-20 Sports­man Street Ra­dial tires on KWC 20x15 cus­tom wheels. Plant­ing the rear is a unique Bones-fabbed three-link sus­pen­sion sys­tem con­sist­ing of two lower con­trol arms plus an up­per Y-shaped wish­bone that keeps the rearend cen­tered, es­sen­tially per­form­ing the same func­tion as a Pan­hard bar but sav­ing space to clear the Bones-built, 22-gal­lon alu­minum gas tank. To clear the big meats and hang the sus­pen­sion Bones built a cus­tom 2x4-inch, 0.134-wall box-tub­ing rear frame stub that con­nect to main frame rails built from

0.187-inch-wall, 3x5-inch, box-tube.

Ex­tend­ing four feet out from the cus­tom main frame is a thor­oughly mod­ern front sus­pen­sion based on an Art Mor­ri­son front clip. The front 26x8-18 Mickey Thomp­sons on 18x7 KWCs bolt to Wil­wood Pro spin­dles that are steered by a Detroit Speed Mustang II rack-and-pin­ion unit pow­ered by a Sag­i­naw Type 2 pump. Bring­ing the 4,300-pound freight train to a halt re­quires clamp­ing down on big Wil­wood 14-inch disc brake ro­tors with six-pis­ton front and four-pis­ton rear calipers, all en­er­gized by a Hy­drat­ech Hydra-Boost hy­draulic brake as­sist sys­tem mounted un­der the floor­board that’s ac­tu­ated by a Bones Fab brake pedal and link­age. (The throt­tle pedal is a fac­tory Ford drive-by-wire unit.)

RideTech springs com­bine with JRI Shocks hy­draulic coilover shocks front and rear to vary sus­pen­sion stiff­ness and ve­hi­cle ride height plus or mi­nus 2.5 inches. Ex­plains Bones, “The coilovers have a builtin hy­draulic reser­voir at the bot­tom of each coilover con­trolled by a trunk-mounted pump, just like a new Porsche or Fer­rari.”

Con­trol­ling this beast re­quires a func­tional as well as com­fort­able cock­pit. Owner Ring is en­sconced in leather­wrapped, car­bon-fiber Cor­beau bucket seats se­cured by a Crow En­ter­prises safety har­ness. Bones built a cus­tom dash around a Dakota Digital VHX gauge panel. JB Auto Up­hol­stery took on the task of up­hol­ster­ing the en­tire in­te­rior and door pan­els us­ing high-end leather, Mercedes car­pet ma­te­rial, and en­gine-turned alu­minum in­serts. When he drives through the car’s fee­ble com­peti­tors, Ring uses full pro­tec­tion: namely, a Bones-built rollcage built out of 15/8-inch x 0.134-inch-wall, DOM mild-steel tub­ing.

Lastly, there’s Bones’ flaw­less paint and body­work. Ex­cept for the hood and trun­k­lid, the body re­mains all metal, though Bones re­placed both quar­ter-pan­els. “The all-metal bumpers re­main, but for the stream­lined look, I tucked them in tight and shaved the driprails as well,” Bones says. Don Argo at Decore Plat­ing matched the Galaxie’s side trim to the KWC wheels unique “ti­ta­nium-chrome” ap­pear­ance.

The end re­sult is not just a car that only lords it over all other Galax­ies, but may be the most san­i­tary ex­am­ple of the 21st-cen­tury evo­ca­tion of Pro Street ex­cess we’ve en­coun­tered. It’s cer­tainly the peo­ple’s choice: Fi­nally fin­ished in late 2017 af­ter

21/2 years of con­struc­tion, as of May 2018, the stealthy black Galaxie had al­ready cap­tured the Ultimate Pro Street class at the Grand Na­tional Road­ster Show (Pomona, Cal­i­for­nia) and the World’s Ultimate Ford award at Mopars and Mus­cle­cars on the Strip (Las Ve­gas)—with more to come.

“I was hop­ing for a stealth look, and Bones and crew more than de­liv­ered. I can’t thank them enough. The sound of that Cammer en­gine—it’s the sound of mu­sic,” Ring says.

“The car is so sleek and sounds fan­tas­tic. It’s a piece of art, a piece of jew­elry.”

— Jim Ring, Owner

01] Ken Dut­tweiler’s SOHC 482ci Ford FE big-block de­vel­ops 956 lb-ft of torque and 1,045 hp on 91-oc­tane fuel. For de­tails, see the June 2018 is­sue of HRM. 02] Based on an Art Mor­ri­son clip de­signed for Tri-Five Chevys, the front-end uses tubu­lar con­trol arms, JRC coilovers, and a Mustang II rack-and-pin­ion. CRC built the 4L80 trans. 03] Over the pris­tine body­work is a PPG basecoat/clearcoat enamel ap­plied by Bones’ Fab painter Brian Ra­sori. The body is deep black and the roof a metal­lic char­coal.

01] Cor­beau Kevlar car­bon-fiber rac­ing buck­ets were clad in high-end Ital­ian leather by JB Auto Up­hol­stery. Bones Fab de­signed and in­stalled the mild-steel rollcage.02] JB Auto Up­hol­stery out­fit­ted the in­te­rior and door pan­els. The plush black car­pet­ing is the same ma­te­rial used by Mercedes. A Le­carra wheel steers a Flam­ing River col­umn.03] A cen­ter con­sole com­part­ment hides aUSB charg­ing port plus seven rocker switches: starter, ig­ni­tion, ac­ces­sory, head­lights, hy­draulic coilover shocks up/down, and two spares. John Baech­tel 04] Bones’ 2-inch stain­less head­ers feed twin Pre­ci­sion tur­bos, one per side. They’re the only “muf­flers,” dump­ing di­rectly into 4-inch pipes all the way back.05] Bones fabbed dim­ple-die steel trusses to tie the rollcage into the wind­shield A-pillers. The pas­sen­ger-side mir­ror is Eck­ler’s mir­ror-im­age copy of a stan­dard driver-side Galaxie unit. 06] Bones’ rear sus­pen­sion sports dual lower con­trol arms with an up­per three-point wish­bone. It’s ef­fi­cient within the frame con­straints. Huge Wil­wood brakes pull out all the stops.07] Sup­ported by Bas­sett’s cus­tom-built rear sus­pen­sion, a fab­ri­cated Currie Pro 9 rearend with 3.70:1 gears and a 35-spline Detroit Locker plants gi­ant Mickey Thomp­son tires.

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