Story by Richard Fleener & Al Rogers
With Banjo Mathews and Holman-Moody Racing leading the charge, Ford Motor Co. integrated aerodynamics into its NASCAR racing program during the 1969 stock car racing season with the introduction of the Torino Talladega. When Chrysler Corp. followed suit with the introduction of its Dodge Charger 500 and Daytona, the “Aero Car Era” was officially launched and the muscle car war was taken to a new level as these two automobile manufacturers went all in. It was “game on,” and Ford and Chrysler Aero Car models dominated the Stock Car circuit during their two-year run in 1969 and 1970.
Before NASCAR became today’s highly regulated, nearly spec-racing series, race cars originated from actual factory-built production cars. The early period of NASCAR racing was all about stock cars built from cars bought at a local dealership. By the 1960s, most race teams simply received a “body in white” from the factory. This was still a factory body, but without a VIN, drive train or any other street-required components. The teams would then build this shell into a race car.
During the early 1960s—before the Aero Wars—engines were displacing more and more cubic inches each year. If a race team needed to go faster than the competition, they did it through developing bigger and more powerful engines offered by car manufacturers. By the late 1960s, this horsepower race was reaching its limits and by necessity, a new speed component was discovered. With completion of the new Daytona Superspeedway in Florida, potential track speeds exceeded what the existing cars were capable of achieving. The superspeedway’s potential of 200 mph or more was just out of reach of the current race cars. Engineers knew that, as the cars began to go faster and approach the 200-mph mark, significantly more horsepower was required for each mile-per-hour uptick.
Engineers had well established that to increase racetrack lap speeds by 1 mph in the 190 to 200 mph range, an additional 17 hp was required! In addition, an improvement in handling was necessary. At those speeds, approximately half of the additional horsepower is used to just overcome aerodynamic drag. As the cars went faster, race car drivers also found that their cars were beginning to lift and lose traction. Better aerodynamics would not only decrease the amount of horsepower required to reach 200 mph, but have the additional benefit of more down force and stability at those higher speeds. Aerodynamic studies and tests resulted in the development of body modifications, such as wings and spoilers, as well as the lowering of the race cars.
Preliminary calculations during the design and development of more aerodynamic cars showed that a 15 percent reduction in drag on the car would produce an extra 5 mph lap speed. That aero improvement was equivalent to 85 more hp!
The early “aero battles” between Ford and Chrysler became a full-blown war in 1969. In 1968, Ford fired the first deadly volley with its new SportsRoof Ford Torino and Mercury Cyclone. These factory-built, fastback family cars looked at home on the high-banked speedways, and their race record led to David Pearson winning the 1968 NASCAR Championship in a Ford. Used to winning with their big Hemi-powered machines, the MoPar fans had little to cheer about. Dodge and Plymouth fans had been used to dominating NASCAR events with the 426 Hemi engine, but in 1968, they found their beloved Chrysler products were playing second fiddle to an old 427 Ford engine in a new and more aerodynamic Torino body.
Not liking second place, the Chrysler gang tried again with a new Dodge Charger released in 1968. Unfortunately for the bosses at Chrysler, it was not up to the Ford machinery. The new Charger body had a beautiful design, but it was not nearly as aero-friendly as the 1968 Ford Torino and Mercury Cyclone. After being soundly beaten in the first aero battles on the racetrack in 1968, Dodge race engineers knew their new Charger body needed additional aerodynamic help to be competitive. The engineers went to work by first unleashing their new “special” 1969 Charger 500 with improved aerodynamic tweaks that would allow for higher speeds on the new NASCAR superspeedways such as the existing Daytona track in Florida and the soon-to-open Talladega track in Alabama.
While Chrysler engineers were bragging about the new aero Charger 500 and its presumed dominance, the Ford race engineers and race shops quietly began to plan their own aero improvements to their already-slippery Torino and Cyclone. In addition, they were developing the all-new and bigger “semi-Hemi” 429-cid monster V-8 engine.
When all the race teams showed up at Daytona in February 1969 for Speedweeks, the new 1969 Charger 500 was there, but so was the new 1969 Ford Torino-based Talladega. Ford had gone so far as to name its newest model after the soon-to-be-opened superspeedway in Talladega! Like the Charger 500, the new Ford Talladega had a special flush-mounted grille, but it also had a radical nose job. The factory fenders had been extended and drooped; in addition to moving the grille out to the edge of the nose, it was sealed tight to the body with a rubber molding, and the body was even legally lowered 1 inch by modifying the rocker panels.
Unfortunately for the Chrysler race teams, Ford did a better job of aero design, and even with its old 427 engine, Talladegas were able to outrun the new 426 Hemi Charger 500. Ford won the Daytona 500.
Adding insult to injury, long-time Plymouth racer Richard Petty had abandoned the Plymouth brand at the end of the 1968 NASCAR season to join the Ford Team and drive a Petty Blue 1969 Ford Talladega. Things became even worse for Chrysler when the new Mercury Cyclone Spoiler II and the Ford Boss 429 race engines showed up at racetracks in the spring of 1969.
That is when Chrysler pulled out the heavy artillery in the Aero War. Dodge was determined to again dominate NASCAR and improve its “win on Sunday, sell on Monday” record. Chrysler engineering hired NASA aero engineers to make the Charger body more slippery than even the Charger 500, and with the input of NASA engineers, went back to the drawing board one more time, and cost was no object. As Ford had named its car after the new superspeedway in Talladega, Chrysler Corp. named its new NASA-tweaked Charger after the Daytona Superspeedway. The 1969 Dodge Daytona—with its huge rear wing and long-nosed front end—had been born.
It was too little (or maybe too much) too late; David Pearson and the Ford Talladega again won the NASCAR Championship in 1969 and Richard Petty—in his Talladega—came in second.
The production Talladega
A minimum of 500 specially built 1969 Ford Torino Talladegas had to be built to qualify the special aerodynamic body to race in NASCAR. Approximately 750 were ultimately built. Extensive modifications to the stock Fairlane Cobra body were required to create the Talladega. The most obvious among the changes included longer front fenders created by clipping off the front of the stock fenders, just in front of the wheel well. A new hand-formed extension was then welded to the factory fender. Because the fenders had been lengthened, a new extended snout also had to also be added in front of the hood. This new angled front end connected to the standard Cobra grille that was now flush-mounted in the opening. To further reduce aero drag, a rubber seal was placed around the grille to seal it tight with the surrounding body work. Extensive special bracing to support the now “drooped” nose, along with aero panels behind the grille, were required. Holman and Moody also took the factory 1969 Fairlane/Torino rear bumpers, and by sectioning them in three locations and giving the bumper a slight “V” shape, made them narrower and tucked them in closer to the body to catch less passing air. The front bumper thus became a newfangled spoiler for the front end.
One critical change that many observers never notice is the Talladega’s modified rocker panels. They were re-rolled to provide a shallower rocker panel. To determine how low a car could be for the racetrack, the NASCAR inspectors measured from the bottom of the rocker panels to the ground. Due to the re-rolled rocker panels, these cars could now sit 1 inch closer to the track. This gave the cars a lower center of gravity that greatly aided cornering. Even though all production Talladegas have the re-rolled rocker panels, they ride at the same height as standard Torinos (unlike their race car siblings).
The production Talladega was only available in three exterior colors: Presidential Blue, Wimbledon White and Royal Maroon. The blue and maroon cars received white pinstripes that ran along the tops of the fenders, doors and quarter panels, while the white cars received a black stripe. The interiors were all black vinyl with cloth bench seats—no tach or clock was available—and just an AM radio was provided. Talladegas were given special “T” plates on the doors, just in front of the door handles, a “T” in a circle was placed on the faux rear gas cap, and “Talladega” nameplates were placed on the interior door panels.
All Talladegas received the 428-cid Cobra Jet engine with a 10.5:1 compression ratio rated at a conservative 335 hp and backed by a C6 automatic transmission. Staggered rear shocks were also used along with a non-positive-traction 3.25:1 rear end. Talladegas are the only automatic-equipped Torinos to have received the staggered shocks of the Drag Pack.
The first production Talladega
Although the story persists that Talladegas were built under a tent outside the factory, all Talladegas were built on the regular assembly line. The tent outside the factory was actually used as a temporary body shop to repair poor workmanship on the fender extensions. Because of the extended front sheet metal, the assembly line had to build a few test cars to ensure that there was enough clearance on the line for the Talladegas to be built without damage. Production Talladegas were not built in one batch; all 743 were built in groups over a short period of time beginning in early 1969. The first regular-production Talladega was built on Jan. 22, 1969.
The featured 1969 Ford Talladega is a very special part of the Aero Wars and muscle car history. It is the very first regularproduction Ford Talladega off the assembly line, and it is the very first Talladega to carry a regular Talladega VIN (9A46Q186566).
Talladegas were built alongside regular Torinos and Fairlanes, so it is not VIN 000001, but it is the first VIN in the Talladega production run. Of course, this excludes prototypes and pilot cars never intended for sale to the public.
The original owner was D. E. Brown of Baltimore, Md., who purchased the car on April 15, 1969, from Tower Ford of Baltimore. Little more is known about this ownership.
The second owner was Annie Haire, of Mc Bee, S.C., who purchased the car on June 6, 1973. As we understand it, after Dr. Brown, the car went to a wholesale auction in Darlington and eventually ended up belonging to Annie Haire’s son. The son notoriously street raced the Talladega before parking it next to his garage for several years.
Mike Ratterree, of Betnune, S.C., became the third owner on June 4, 1989. Mr. Ratterree saw the car sitting outside the Haire home, knew it had a powerful drivetrain, and tried to purchase it for many years. When he did manage to purchase the car, he planned to remove the drivetrain and discard the body. Luckily, he came into contact with a Talladega expert who informed Mr. Ratterree that the car was a rare Ford Talladega and, in fact, it was the first one off the regular production assembly line! With that, Mr. Ratterree decided to do a full restoration on the car. The car was very sound with only a couple of patch panels required on the body.
Mr. Ratterree restored the car with a gloss black hood and tail panel and Magnum 500 wheels. He installed a fancier Torino GT interior for added flair.
Richard and Katrina Fleener, of Murfreesboro, Tenn., purchased the first Talladega on Oct. 10, 2007. The Fleeners became the fourth owners of the car and could only purchase it after satisfying Mr. Ratterree that the car would have a good home. At the time, the Fleeners owned a Dan Gurney Spoiler II and a Cale Yarborough Spoiler 428 CJ Ram Air; in addition, Richard runs the online www.TalladegaSpoilerRegistry.com.
Although the car was not 100 percent factory stock, the car was beautiful and was shown and driven for several years before being taken back to the original factory look, including the correct smog controls, interior, paint, tires and wheels. The car is still driven regularly and was on track and at speed on the Bristol Motor Speedway at the 2015 Fairlane Club of America Nationals. The car has received a GOLD Award at MCACN and numerous AACA awards. It’s also won a couple of Best of Show and class wins at various local and regional events.
Why a Talladega?
On their first date, Katrina asked Richard if he knew what car she always wanted. Expecting to hear “Corvette,” Richard said “No.” Her response was, “A 1969 Ford Talladega!” Of course, he was shocked as most gear heads at that time didn’t even know what a Ford Talladega was, yet here was a beautiful woman telling this car guy she wants one! It was love at first sight and he knew he wasn’t going to let her get away.
Two years later, the couple married and she asked when they could get the Talladega she had always wanted. Richard told her those were ugly cars and asked if she might not rather have a similar but more attractive 1969 Mercury Cyclone Spoiler II? Her response was “OK,” and they soon found an unrestored and all-original Dan Gurney Spoiler II and brought it home. After a short time, the same question came up, “When do we get the Talladega?” This time he talked her into a 1969 428 CJ Ram Air Cale Yarborough Spoiler and she said, “OK.”
Fortunately, Katrina kept asking the same question. Soon they found a Presidential Blue Talladega sitting on a used car lot near them, but NASCAR star Bill Elliot got there with the money first. Next up was a maroon project car in Texas. They then found a white Talladega that needed a lot of work in Indiana. Finally, Richard found their ultimate Talladega for sale in a classified ad. It sounded like a great car, the price was right, and it was the first regular-production Talladega! The owner was willing to sell the car, but not to just anyone. He insisted that the new caretaker of the car did not plan to flip it or modify it. He didn’t want anyone to do what he originally planned: pull the drivetrain for a hot rod! After hearing the Fleeners’ story and what their plans were for the car, it found its new home.
Today, the Talladega currently shows approximately 39,000 original miles.
When even Ford gets it wrong
When is a 1969 Ford Talladega 428 CJ a Mustang? When you ask Ford Motor Co. to tell you more about a low-volume, 50-year old automobile. When the Fleeners first dove into Talladegas and wanted to gather additional information on them, one of the first two things they did was to search the internet and obtain a Marti Report. They then contacted the Ford Research Department to see what information they could supply.
At the time, they had three Talladegas. They had titles for all three, data plates for all three and a build sheet for one of them. So, when they asked Ford for a “999 Report,” they were shocked when Ford representatives responded by telling them that all three of the VINs they submitted were Mustangs! Richard then placed a phone call to Ford, and they “confirmed” that the cars were Mustangs and not Talladegas. Richard was not sure they had even heard of a Talladega before!
Richard finally called in a respected Talladega expert who, in turn, placed his own call to higher ups at Ford and had some new paperwork started. This time, Ford supplied three reports that correctly confirmed that they owned Talladegas. However, the documents continued to misrepresent what was included in the original Talladega option package. It just goes to show how difficult it can be to obtain accurate information on how some of these very rare cars were originally built. In this case, even the manufacturer didn’t have it right decades later.
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