(first posted 11/3/2014) While the 1965 Ford has at times been described as “the box that the 1963 Pontiac came in,” I have always liked them. Perhaps because of family history, as my Grandpa Fred bought a daffodil yellow 1965 Galaxie 500 four-door sedan brand new. Although it was well before my time, my mom always liked that car, though it was traded in on a 1968 Torino GT hardtop before she got her license. But although I do not engage in Ford vs. Chevrolet horse crap (I can appreciate just about anything on wheels!), I really am a Ford Guy. I have only recently come to that realization, however, and it was somewhat startling.
But I believe it to be true. Why? Well, both my paternal and maternal grandparents drove them. My dad’s parents were slightly more well-off than mom’s, so Bob and Ruby had Thunderbirds and Lincoln Continentals, while Fred and Mae had Galaxie 500s, Torinos and LTDs. The grandparents’ cars when I was a toddler were a 1977 LTD II sedan, triple navy blue 1977 Continental Mark V, and black-over-white 1977 Thunderbird. So of course, I imprinted on them, and like those cars to this day. And always will.
The 1965 Ford was a big change from the 1960-64s, with pretty much everything new except for engines and transmissions. And this same basic chassis, despite major stylistic changes, essentially carried on until the fall of 1978 when the Panther-chassis LTD and Marquis appeared. Quite a run! And while Ford couldn’t quite beat GM in the sales race when it came to full-size, bread and butter cars, they still put out some attractive machines.
But as nice as the 1965 Galaxie 500 and LTD were, Ford only made it more appealing for the 1966 model year. The biggest change was to the roofline of the two-door hardtop, with this delicious concave backlight and C-pillars. Wow! Sexy.
Of course, the flashier hardtop was the most attractive of the full-size Fords, and still looked great, though the line was starting to lose some sales to Ford’s more specialty vehicles, such as the pony car Mustang, intermediate Fairlane and personal-luxury Thunderbird.
One thing lost with the 1965 re-do were those wonderful jet tube taillights seen on the 1964s. While certain 1965 Fords had a round tail lamp element in the rectangular opening, with the debut of the 1966s, even that one small nod to the 1952-59 and 1961-64 rocket taillights was gone with the wind. Despite all that, however, the rectangular units still looked pretty good!
While these pot-metal dealer tags were likely disdained by most folks when these cars were sold new, they add an interesting element to them today, and I enjoy seeing them. I wonder, is the dealer still around?
And here we have the whole car, for your viewing pleasure! What can I say, I enjoy taking detail shots of cars like these because, well, there are so many details! Try that with a late-model car.
This Galaxie 500 was quite attractively equipped, with its pillarless two-door style, black paint, red interior, the 428 CID V8, “mag-type” wheel covers and whitewalls. But this is not your average bear. No power everything, and…no Cruise-O-Matic. But I am getting a bit ahead of myself.
The 428 was new to the engine lineup that year, sharing brochure space with the 289, 352, 390 and 427 V8s. The likely 428 in this car is probably the 345-hp Thunderbird Special with a Holley four-barrel carburetor, though a Police Interceptor version was also available, in 360-hp tune.
Although the Galaxie 500 was no longer the top-of-the-line (the Galaxie 500XL, 7-Litre and LTD were all above it), it was still very upmarket looking, with its pleasant interior, extra chrome trim over the fleet- and cheapskate-special Custom, and attractive wood-grained instrument panel with clock. But say, what’s that on the floor?
Why, it appears to be a floor-mounted manual transmission! I can see this on a Mustang, Falcon or even a Fairlane, but on a big boat like the Galaxie? Interesting.
With the glitzy trim and color combination and 428 under the hood, I suspect someone wanted a bit of fun with their full-sized Ford. This car was very appealing!
Here’s a close-up. Yes, a four speed on the floor! How ’bout that! How many were made like this? It was the first 1965-66 full-sized Ford I had ever seen with a floor-mounted manual transmission. What a rare bird! It was a pleasure to see at the Classy Chassy cruise-in in Coralville last May!
Related reading:
I grew up around both Fords and Chevys. My mom’s side had Chevys, Buicks and GMC trucks, while my dad’s side had Fords, Mercurys, and some Lincoln. So you can imagine how interesting it can get. Some people saying that Fords are crap while Chevys are good, and vice versa.
Whats more interesting is the ignition key placement on this Ford! What a reach!
You really have to credit some manufacturers, even the second biggest Ford, for trying new ideas, and it surely crossed someone’s mind on the 1965 full-size interior design team that the ignition switch is generally only used twice while driving (one to start, and once to turn off). So, they figured on putting it further away than the more used HVAC controls to put them closer to the driver. In theory, probably a good idea. But in actual practice, not so hot.
It’s a bit like gas filler placement, whether it should be right, left, or in the middle behind the license plate. One theory was it should be on the driver’s side so it’s easier to fill-up (even during full service days). Then there was the theory that it should be on the passenger side in the event of running out of gas, the person putting in the fuel would be away from traffic.
Another reason that Ford moved the gas filler to the passenger side, at least until they started with the One Ford movement, was that in theory in a side swipe style collision the likelihood of a gas spill is higher with the filler on the driver’s side. However the problem is that everyone across the world doesn’t have the same definition of “driver’s side”.
I just wish manufacturers would get back in the habit of putting a little arrow on the fuel gauge to remind you which side the filler is on. Obviously not a big deal if it’s your own regular car, but if you have a rental, fleet, or loaner car (or if you’ve just bought a new car whose filler happens to be on the opposite side of your previous one), it would be helpful.
Aaron,
What new cars have you seen that don’t have it? I rent a lot of cars in my travels and every last one has had the arrow. The newest car I’ve driven that didn’t have it was made in the 90s.
Some cars that use a picture of an old fashioned gas pump indicate which side the filler is on with the side the hose and nozzle are on the pump. Pretty cryptic for the average person to make the connection though. I don’t know how well the arrows work in the real world either since the average person probably doesn’t pay close enough attention to that so it would help them when they pull up to the pump. I do know that I do look for that arrow or nozzle when I have a rental car and nothing that I’ve rented in a long time didn’t have one, the other or both.
Some cars that use a picture of an old fashioned gas pump indicate which side the filler is on with the side the hose and nozzle are on the pump. Pretty cryptic for the average person to make the connection though.
Both my 98 Civic and 14 Jetta have a pic of a gas pump, with the hose on the right. No other indication where the filler is. The Jetta has the filler on the right. The Civic has it on the left. The Taurus X apparently did have a tiny arrow next to the gas pump on the gauge, but I never noticed it.
NOT Alien with finger in ear? Had me concerned.
I think the the filler was moved to the driver sde is because the new 240 six had the manifolds on the right ( passenger) side and the tail pipe ran back that side of the car and would interfere with the fuel filler pipe.
the F-series had the ignition mounted there until 1980, as I recall.
Well the transmission looks to be a pretty long reach as well! I had that shifter in my 1966 Mustang GT, but it was far closer to the seat!
That’s a stunner in looks for sure ! .
A Garage Attendant at my old heavy Duty Shop is a die hard Ford Man and he found a 1964 Galaxie four door with four speed manual box ~ I don’t know where he found it but it’s sweet .
I loved the 65’s when they came out but not so much these days .
-Nate
Fremont is still going strong in Wyoming – with multiple locations and multiple lines of cars around the state.
Fremont is probably the largest Ford dealer in Wyoming. Their Lander location is still around.
Is that genuine woodgrain? Surely not; I’m still in shock from another article mentioning a contemporary Olds or Buick having that. Real wood is supposed to be a reactionary (anti-Fordism) European thing. Remember that dashboard carpenter Jaguar brochures used to boast about?
Woodgrain = plastiwood. 🙂
Well, look at it this way: simulated or not, it’s still an organic compound, which automatically makes it a Good Thing.
Sharp car. Bet it passes everything except a gas station with that 428.
But with that much power it can pull one along behind it 🙂 .
Great looking car, perhaps my ultimate ’66 Galaxie. Black and red with a bench seat, cool original wheel covers, and a 4-speed! If I were to order one of these, chances are it would have been identical. I may have cheapened out and gotten the 390, if anything were to be different.
With that much torque and manual drum brakes, you pass things even when you don’t want to! Good thing it’s stick, for engine braking. An auto would be worse. ’66 was the first year for disc brakes and would have been money well spent. 100 or so bucks wasn’t that big of a deal even then. Other than that, very nice.
I love the full sized Fords from the 60’s. I drove a 64 500 XL in high school that my Father still owns. It is a Cruise-o-Matic. I would LOVE to drive one of these big beasts with a 4 speed. It has to be a real thrill!
Sorry, but if I were looking for a “big block” Galaxie built in 1966, it would have to be a 7 Liter. The 7 gave you nearly everything that was standard on an LTD….including a much nicer grille, while allowing you to retain the Galaxie’s sportiness. Aside from the better (IMHO)grille, you might have had to accept being “stuck” with bucket front seats….and maybe a console?
Very nice, the 66 isn’t my favorite (64 is this week) but it is still a good looking car. I think I’d want some power steering and brakes on that, and for heavens sake get rid of that cheap looking modern gauge (tach?) under the dash.
I’m still partial to the ’64 as well, but the ’66 is probably second. Just enough changes from the ’65 to fix many of that car’s issues, and the result is really nice. This one especially, with the 428, 4-speed and black over red? Just about perfect.
Is that 4-speed stock? The floor-mount position does seem odd for a bench seat car.
The 1965-66 Ford LTDs were very quiet. I owned a 1965 4 dr hardtop that I bought to resale (unfortunately) in the 1980s. It was amazingly quiet. Ford advertized them as being as quiet as a Rolls Royce – but in fact they were quieter! But saying that would not be believable. Very upscale interiors for a non-luxury car at the time. Very sharp (no pun intended) design that still looks fresh, especially in white.
Stay Tuned.
I have a 66 LTD article that I finished that I am going to post soon.
Aloha.
Looking forward to it!
I can’t find any pictures of my aunt’s car but I do have a copy of this brochure. If you paint the top black (not vinyl), it is her car on the cover. Looks great from this angle. I also have Motor Trend’s issue with a road test of the 66 four-door LTD, I think with the 428. My aunt’s car was such a family favorite that several other family members later bought LTDs, none of which were of the level of quality of her 66. For that matter the 76 or 77 LTD she replaced it with was pretty abysmal, IIRC.
Ford puzzled me during the styling frenzy of the lates fifties and early sixties. I thought the ’58 looked much better than the ’59; ditto for 60 v 61, 62 v 63, and both 64 and 65 v 66. After 1966, innovative styling was pretty much gone and few new cars stirred my emotions.
Very nice 66, a year that I do like. Dad had a 66 Country Squire when I was a kid, so I spent a fair amount of time in one. Not a 4 speed, sadly.
The ignition key was way out there on the 67 as well. I found a set of these wheelcovers for my 67 convertible back in the late 70s. The caps were fairly cheap in the junkyard, but I had to go to the Ford dealer to buy the extra long chrome lug nuts that stuck out through those holes. $1.20 per lug – indelibly etched in my memory – which was a shitload of money for a high school student in 1977. But I have always loved the look of those wheelcovers with the exposed nuts. Still do.
Interesting that Ford relocated the ignition switch to what amounts the middle of the dash. For years, before this change, Fords had the ignition switch on the far left side of the dashboard, where it had to be operated with the left hand. I never knew why this was, one of the many little quirks that have been homogenized out of automotive design over the past 60 years.
Those left-handed ignition switches always mystified me too. Actually, Ford moved the switch to the right side of the wheel in 1964, something I never understood – why do that for just one year before a redesign. My Uncle Bob had a 64, and I used to watch his starting sequence – left hand up over the wheel to pull the shift lever up to trip the sloppy neutral-safety switch, then turn the key with his right hand. My 61 T Bird with the left handed key was easier. Hold shifter up with your right, then turn key with your left.
I know that Studebaker used left-handed ignitions on some cars in the 50s/60s too, and there were probably some others.
Porsche to this day.
Re: the left-handed ignition switch. Prior to WWII, cars generally had an ignition switch in the center of the dash, and a floor-mounted starter pedal. When a woman remarked to Henry Ford that she always feared her child might turn off the key while she was driving, he ordered all cars to be built with the switch on the left, to ensure that only the driver could reach it.
By the mid-sixties, convenience was beginning(!) to enter the design conversation, and the preponderance of right-handed drivers suggested that the key be moved to the right, where GM and Chrysler had had it for years.
Left hand side for Ford trucks through 72 (at least, not sure about beyond).
I think the Econoline had it mounted on the left of the dash until the early 80’s too.
Yes the Econline kept the left hand ign switch until the early 80’s.
Left hand ignition switches are still common in MD and larger trucks so you can start the truck w/o getting in it. The brand new (732 miles when I picked it up) Freightliner M2 I rented a couple of weeks ago has a LH ignition switch and it is even pointed to the door at a 20-30 degree angle. Overall it is kind of funny since it meets California emissions so it won’t idle for more than a few minutes in neutral so you really can’t start it and let it warm up.
All ’69 Chrysler C-bodies had left-hand ignition switches, as well as ’64 Pontiac Tempest-LeMans.
Ah, yes, those sloppy neutral-safety switches that Ford seem to specialize in. Drove me crazy in my mother’s first-year Maverick, a problem she never asked the dealer to fix – I remember using your uncle’s maneuver a number of times. Fortunately my 72 LDO did not suffer from that particular problem.
Pontiac also used a left handed ignition switch on the compact Tempest/Lemans from 1961-1963 and on the intermediate Tempest/LeMans from 1964 to 1965, but they never did on the big cars, only the compact and midsize cars for some reason.
I seem to recall a friend’s 65 GTO having the ignition switch on the left.
Those left-handed ignition switches always mystified me too. Actually, Ford moved the switch to the right side of the wheel in 1964,
I have seen that right side switch touted as a safety feature. If the driver was incapacitated, the passenger could reach the switch to turn it off. With the left hand placement, if Gramps had a seizure and stomped on the gas, Gram was in for a wild ride with no hope of getting to the switch.
I once had a drunken idiot passenger switch off the ignition while driving my 70 C10 with dash mounted switch on right. I could see some kind of ‘stop this car now’ argument with someone switching off the ignition and removing the key, leaving the driver with a dead engine and no ps/pb in traffic. The key on the left would prevent this. Lucky for me the truck had no ps/pb and and the clutch pedal allowed me to safely restart quickly (and pull over and allow him to walk the rest of the way home). Also, probably because of worn tumblers. the key could be removed in the running position. And to lock the door you needed the key, you couldn’t just push the button and close the door. This car is just the way I would like to order it, (the black with red interior is perfect) but ps and power disc brakes, please.
My parent’s and later, my Fiat 125S had a LH ignition key.
Yes, those little quirks were unique and brought some individuality to cars, something just about absent today. Here are a few I recall:
– Knob adjusted radio antenna in the middle of the windshield on late 40’s –
early 50’s Buicks.
– Starter under the gas pedal on late ’40s to 1959 Buicks.
– Starter under the clutch on late ’40’s Studebakers.
– Side opening hoods on early ’50’s Buicks.
– Reverse opening hood on late ’50’s Ford products.
– Push button transmissions on ’56 – ’64 Chrysler products.
– Fender mounted turn signals on mid ’60’s – ’70’s Chrysler products.
– Horn button on turn signal lever on late ’70’s Ford products.
I’m sure there are many more.
GM automatics used to have Reverse at the bottom of the quadrant, Ford and Chrysler (once they abandoned their push buttons) had it closer to the top, directly below Park.
GM ignition keys went in smooth side up, back in the days before they were bi-directional, while Ford/Chrysler keys went in smooth side down.
Ford (& AMC) used a vacuum motor for the windshield wipers well into the sixties, after everyone else had gone to an electric motor.
I’m sure there are more.
Also, the keys – teeth down on GM, teeth up on Mopar. Fords went both ways. Then there were the Mopar locks that required you to use the key to lock the door, until well into the 70s. And in the late 50s/early 60s where the doors were locked inside by pushing the handle forward (and in back with the little flipper levers)
The big Ford hardtops of 1965-67 are among my favorite American cars of all time. This one is perfect. The color combo, the style, everything. Well, these days I would probably wimp out and take a 390 with Cruise-O-Matic, but aside from that, perfect.
I totally agree, ArBee. The ’65 was so clean, crisp and simple in comparison to the busier styling of the ’64. To this day I can stare at the ’65 Galaxie and marvel at the classic lines that still look fresh and modern. Surprisingly the ’66 looked just as good although I do think the “barrel-shaped” tail lamps on the ’65 were a better-integrated design than the “squarish” ’66 tail lamps. One of the most elegant Ford grilles of all time was the 1966 LTD.
I still maintain that the mid-to-late 1960’s was the epitome of style for large sedans from both Ford and GM.
I can’t say for sure, but I think ignition switches on the left was fairly common. At least I think I’ve seen several in older movies over the years. My guess is that with the emergency brake just under the dash at the fair left you would start the car and either before or after putting the car in gear your hand would “naturally”/habitually? Fall to the e-brake to release it.
Ford’s left hand ignition switches made more sense when there was a separate starter button on the right in the late 40’s and early 50’s – as on my Dad’s 49 Ford back in the day. You could switch on the ignition with the left hand and quickly push the starter button with the right hand and be ready to go. It also kept the ignition switch away from little hands that might treat it as a toy.
I’m sure Ford’s moving the ignition to the right in 64 was part of the standardization of controls movement that was gaining speed during that era (as well as in response to the complaints of consumers who did not like the left hand placement, as I recall). It is amazing to me that we are going backward on that front now, especially with transmission controls: console shifts, pushbuttons on the dash and console, little wands on the steering column, some with tap movement, some with detent movement, etc.
Six years later I think my memory was faulty. It appears the 49 Ford had the ignition on the right and the starter switch on the left.
The 66 Ford 2-door hardtop was one of my favorite cars of the decade, in part due to my aunt’s purchase of a new LTD version of that model, black over Vintage Burgundy, no vinyl top, beautiful car with quite a plush interior for the time. The car wasn’t much of a performer as it had the standard 289 but it was smooth and quiet. For me the 66, especially with the 63 Grand Prix roofline, looks trimmer and more elegant than the 65 or the 67. I continue to admire the design of the grille and rear taillights. As a teen, I fantasized about having a 7-Litre but never got closer than a promotional model of one – with the same wheel covers of the subject car.
Nice promo. It`s fairly valuable if its in good shape, and has its original box.
Always in storage, never displayed – it even has the original product slips and tissue paper in the box, original to when I pulled it out of the mail box a few decades ago.
I think safety might have had something to do with the ignition switch placement back then. I seem to recall reading something to the effect that one could get stabbed in the right knee by one’s own keys in a crash when the cylinder was mounted lower and closer to the steering column. Ford was kinda sorta safety minded back then, at least slightly more than GM at the time. But just slightly 😉 .
And BTW, that’s a damn gorgeous Galaxie. Always had a soft spot in my head 🙂 for big Fords from ’63 to ’72.
This Galaxie is my most likeable North-American Ford. As the model lived on till the mid ’80’s in the Latin-Americas the later and latest developments like the Galaxie Landau of the same chassis and modified front/rear end are really exciting. […and that’s the same situation also with the Latino-Falcon as well…]. More interesting that Brazil pushed to the market the Galaxie 302 cui V8 Ethanol version in 1979 until 1983 and beside the 3-speed automatic transmission the model had been also available with a 3-speed manual. As the model was discontinued for the favor of its successor the Del Rey.
I would SO love to import one of those to the US! Always have been a fan of oddball big Fords from Latin America and Down Under.
…and take a closer look on the factory made original hood ornament… It’s just like a mid ’60’s Continental emblem…
…and just for the show…this aussie lad sits on the “wrong side” in his 1970 GALAXIE LTD…
Wonderful write-up, Tom. Thanks. I’ve always admired the ’65s and ’66s too, and long ago and far away had a ’63 Galaxie 500 convertible in Philadelphia – white with a red bench-seat interior, running a 390 and, like your ’66, a floor-mounted 4-speed, mounted in the same position.
Great car, especially in a straight line. Stopping or turning? Not so much. Drum brakes all around and bias-ply tires will do that. But rowing through the gears with the top down and your best girl in the S-O-B seat on a late summer’s night was still a 4-star thrill.
I love the pseudo mag wheel covers too. Great color combo. I can almost hear the FE rumbling thru duals. Ford stole from the great ’63 Pontiac GP, and they made it there own. Pontiac in ’66 was starting to reach and was bloated. I see this laying patches on a warm summer night in 1966!
Quite nice and impressive. Bet it really hauls -ss with that big block and 4 speed. Hey, even the “test tube ” wood looks good.Really nice shape for a car pushing 50, and I don`t mean MPH. Nice to see a vinyl interior. Beats mouse fur anyday.
I wonder what was the last full size car you could have ordered like this car from the factory, 2 door hardtop, 4 speed manual transmission with the big engine?
I’m pretty sure that 1969 was the last year you could have ordered a 427 Impala hardtop coupe with the 4 speed manual on the floor in the Chevrolet line up, did anyone else still offer anything later?
I guess the Impala with the SS package is the last full-size model where we got a 4-speed manual. I don’t think then a 4-speed manual was available for the 1970-71 Plymouth Sport Fury GT.
https://www.streetmusclemag.com/features/car-features/muscle-cars-you-should-know-70-plymouth-sport-fury-gt-440-6/
Those wheel covers make my eyes hurt – literally. I almost lost my left eye from one years ago.
This is a terrific car and if a person wants a car from the 60s, it would be hard to go wrong with a Galaxie. Decent style, stout drivetrains, and very comfortable. While I have always preferred the ’67 over the prior two years, this one is still a knock-out.
Call me crazy, but with driving my drum-brake equipped Galaxie up and down some hellacious hills, their performance isn’t horrid IF they are properly adjusted. Granted, it has a manual transmission, so there is some engine braking but so far I have been pleased.
I’m surprised at all the comments similar to Jason’s that say at least it has a manual transmission for compression braking. An automatic provides essentially the same compression braking as a manual. Yes there is some slip in the torque converter but in the grand scheme of things it doesn’t make that much of a difference. The other thing that is nice about an AT is that it provides near continuous compression braking since you don’t have that time between putting you foot on the clutch, moving the lever, and then letting the clutch out while the vehicle has no compression braking. Also depending on the exact AT in question you can actually get away with pulling the lever all the way to 1st/low and the transmission will decide when it is safe to shift to the next lower gear w/o over speeding the engine, though some do not have that safety feature built in.
Eric, you have a very good point. I’m thinking my thoughts are biased one direction due to having driven the Galaxie down some 10% grades about twenty minutes prior to my comment!
I do believe that the average person who drive a MT is certainly more used to downshifting to slow down while many people who drive an AT just stick it in D and call it good. Personally I down shift my AT equipped vehicles to help keep their speed in check on long/steep down grades, particularly those with OD.
Also, if you remember the 3-on-the-tree/two-speed auto article, 1st in a manual is a very low “get-you-going” gear while 1st in an auto is usually good for 30 mph plus. To get out of my neighborhood I have to drive down a steep hill with a four-lane major artery at the bottom, many times I’ve gone down it after snowstorms in that really low manual first with the engine roaring in DFCO at 10-15 mph.
Beautiful car!
We fans of “Flash of Genius” recognized the 1966 Galaxie driven in the film. There was however one glaring problem with that car. The film shows Kerns driving it with his original intermittent wiper circuit in it. Years later, his wife has left him, the suit against Ford drags on into the 70s, he’s still driving that 66, in metro Detroit, and there isn’t a speck of rust on it.
Absolutely beautiful car – 66 is my favorite year big Ford – perfectly splits the difference between the little too blocky 65 and little too swoopy 67.
With the mighty 428, pity the GMs and MOPARs that missed the callouts on the front fender – am sure they got smoked…..,
Dad brought me home from the hospital in a pale yellow ’66 two door. He later painted it baby blue. Drove it until ’74, so I have very clear memories of riding around in that big car. Love, love those ginormous tail lights.
Yup. And they have a dealership in Casper as well.
My Father was a member of the Oldsmobile Service Guild, a card carrying General Motors mechanic, and drove and preferred Fords. I won’t get into Ford vs. Chevy tripe either.
My old man had a ’63 Galaxie XL 500……traded it in for a ’69 LTD a few months AFTER I got my driver’s license. Why, Dad? WHY?
The 4-speed manual was a fairly short-lived phenomenon in the F/S American car, ten years or so.
I want to say the first was one of the Chrysler “letter cars” that used a French-Built Pont-a-Mousson transmission from the Facel Vega in 1960. The Internet tells me 7 were built, or maybe 9.
1969 was the last year for a 4-speed in a F/S Chevrolet and likewise Ford. After that there were a smattering of 3-speeds for cheapskates, but in reality, the 4-speed had a short life in big cars.
Beautiful!
Very nice car, it doesn’t look like a lower level of trim.
When it comes to the ongoing discussion of the ignition switch placement I have a possible answer. I learned to drive on a ’60 Falcon where the ignition was on the left. As the manual choke was on the right it could be (and sometimes had to be) manipulated while cranking. Of course the demise of the manual choke made this just a “we’ve always done it this way” feature.
I know I commented on this the last time around, but my God, do I love the looks of these. Especially those far-out tail lights.
The one and ONLY thing I would change is score a set of the stock 427 cast iron “headers” to replace those stock exhaust manifolds that barely let a 352 breathe. And our featured car has a Autolite 4100 carb, not a Holy Holley.