Ford Showtime: Surveying Ford’s sporty 1965-1969 show cars

During the 1960s, auto manufacturers exhibited show cars based upon their production versions at the annual auto shows, Ford Motor Co. included. Just like the more exotic concept cars, these production-based show cars showcased ideas that would be or could be put into production at some future time, as well as far-out ideas that really had no chance of going beyond the auto show circuit. The latter sort of features simply highlighted the imagination of the manufacturers’ designers. This article spotlights Ford’s sportier show vehicles from 1965 to 1969, and those cars’ unique features.

The Mustang-based Pegasus was not actually commissioned or built by Ford Motor Co. As reported in a Rod & Custom magazine story, brothers Gerald and Merle Taggart built the car from a Mustang 2+2. The car’s fastback roof was extensively cut down, and a concave rear window was installed. Body modifications left the car as a two-seater and without a deck lid. Additional custom features included an extended nose, Cibie headlamps with turn signal indicators built into their centers, deleted parking lamps, deleted bumpers, rolled front and rear pans, custom taillamps and chromed “FORD” lettering set against black vinyl. (The taillamps, by the way, appear to be from a 1964 Olds 88/Starfire.) According to the website, www.ponysite.de, executives from Ford Motor Co. saw the car on display at Detroit’s Cobo Hall and arranged to have it included on the company’s Custom Car Caravan, a traveling exhibition.

The Pegasus still exists, and according to the aforementioned website, was under restoration.

The Fairlane GT-X (a.k.a. “Fairlane A-Go-Go”) was designed by Ford’s Corporate Projects Studio and built by well-known customizer Gene Winfield. Like the production Fairlane GT, it was powered by a 390-cid V-8, but with a special exhaust system that allowed for street or competition driving. For competition, the driver could engage a cutout that routed the exhaust through tuned straight pipes with outlets in the rocker panel moldings, ahead of the rear wheels.

This show car also featured metallic white paint (other sources describe it as candy pearl white); centrally located, full-length blue racing stripes; engine cooling scoops in the lower headlamp bezels; straight-bar grille; canted vents in the hood; frenched headlamps and taillamps; shaved door handles; and a metallic blue interior. Additionally, tiger stickers on the front fenders, reminiscent of kill markings on World War II fighter planes, implied superiority to the Pontiac GTO, frequently advertised using a tiger theme. The sticker artwork was also used in Fairlane GT advertisements.

The GT-X was shown until early 1967, then was apparently sold. It was found in Ohio about 20 years ago with slightly more than 3,000 miles on its odometer. Even so, it needed work. The new owner embarked on a restoration of the unique car, which included a repaint by Gene Winfield. In January 2020, it sold at the Barrett-Jackson auction for $236,500.

The Bronco Dune Duster, constructed for Ford Motor Co. by Barris Kustoms of North Hollywood, was based on the production Ford Bronco Sportsman four-wheel drive roadster. Among the alterations to the vehicle were a hood scoop for engine compartment cooling; exposed chromed exhaust pipes; a rollbar with integral headrests; built-in step-over door panel; alloy hubs with knock-off caps; walnut appliqués on the rear fenders; walnut-lined bed with snap-on tonneau cover; stainless-steel rail bars; chromed bumpers with rubber snubbers; and a quick-snap gas filler. It was painted golden saddle pearl.

Other upgrades included an instrument panel trimmed with suede padding; walnut-trimmed control knobs; walnut-grained steering wheel; front and rear custom beige loop carpeting; front bucket seats with reddish-brown suede bolsters; and perforated leather cushions and seat backs.

For 1968, the Bronco Dune Buster returned to the show circuit, though whether or not changes were made to it could not be determined.

The Apartment was built from an Econoline van. Exterior modifications included lowering its roof by 7 inches; installation of production-type, styled-steel wheels; and a custom paint job. Period sources do not include the color, although it appears to have been metallic red.

“Bachelor-pad” amenities such as paneling, a wood-beamed ceiling stained to accent the Palomino-parchment fabrics, curtains, a Philco television and a stereo filled the interior of this show vehicle.

A 289 V-8 was shoe-horned into the space normally occupied by a 170- or 240-cid straight-six. It was coupled to a C4 three-speed automatic transmission.

The ground-breaking Ranger II show truck made the show circuit on Ford’s stand for ’66 and ’67. It was described as “an ultra-modern pickup truck with a custom-designed passenger compartment.” It made its first public appearance at the Detroit Auto Show held at Cobo Hall in November 1966.

Designed by Syd Mead, the fully functional, F-250-class Ranger II could be converted from a two-passenger vehicle to four-passenger transportation. It was equipped with air conditioning; AM-FM radio; high-intensity rectangular headlamps; hydraulically actuated, aircraft-type canopy doors; a forward-hinged hood; extruded aluminum grille; and a passenger compartment that expanded at the push of a button. When room for four passengers was needed, activating a switch would move the rear portion of the cab 18 inches into the bed of the truck, followed by a roof section moving up and two extra bucket seats dropping in place.

The aerodynamic Ranger II’s sharply swept-back windshield was a specially tempered plastic-type glass. Its cargo bed, measuring 6 feet wide and 8 feet long, had walnut flooring, courtesy lamps, aluminum loading rails, vinyl-covered side panels and padded wheel housings.

Additional features included contoured bucket seats, power steering, tilt steering wheel and a triple-carbureted 390-cid V-8 coupled to a Cruise-O-Matic transmission.

Dimensions were an overall height of 57 inches, 216 inches long, 84 inches wide and a wheelbase spanning 120 inches. The body sat on a modified 1963 station wagon frame.

Ford’s Allego II was reportedly built from one of two 1963 Allegro concept cars, which were built upon a Falcon chassis. (A red Allegro I was a “pushmobile” show car, while a yellow-gold example was fully functional. The Allegro II was built from the latter.) The first Allegro’s styling did not contribute much to production cars, but does appear to have inspired the fastback roof line for the 1965 Mustang 2+2.

The Allegro I’s fastback roof was cut off; a low-cut, competition-type windshield was installed; racing-style rear view mirrors were added; and a pair of flying buttresses were grafted in place. The buttresses were connected via a “basket handle” with a pair of headrests integrated into it. While the Allegro I was a four-passenger car, the second Allegro’s transformation left it as a two-passenger car. Frontal design appears to have been left alone and featured a Cobra-like grille and a gullwing bumper. Vents were placed behind the front wheels.

Dimensions were not readily available, other than a wheelbase of 99 inches. Overall length of the Allegro II probably differed somewhat from that of the Allegro I, which stretched 169.5 inches. Cowl height stood at only 33 inches, and overall height was 41.

What engine powered the Allegro II was not found. However, Ford stated the Allegro I could be powered by a four-cylinder from Ford of Germany, as well as the domestic 144- or 170-cid six-cylinder engines.

Ford’s innovative 1967 Mach 1 looked like a customized Mustang 2+2. This bright-red, two-passenger show car featured Cibie headlamps; blacked-out grille; a radically low fastback roof; large scoops in the quarter panels; and a racing-type fuel filler in each C pillar. Its deck lid with spoiler could serve as a speed brake and was operated with servos from the Mercury Cougar parts bin. Additionally, opaque strips in the laminated rear glass reduced heat from sunlight, yet allowed for normal vision to the rear. Power was supplied by a 427-cid V-8 with four double-choke Weber carburetors.

For 1968, the Mach 1’s front end was lengthened, and aerodynamic clear covers over the headlamps were added. Additional changes included the installation of a hatchback with a rear spoiler, and rectangular exhaust outlets replaced the quintet of round outlets.

Ford’s second mid-engine Mustang prototype (the original Mustang I concept, the ’62, was the first) was designed under the authority of Gene Bordinat, chief designer for the company beginning in 1961. Actual construction of the Mach 2 was farmed out to Kar Kraft. A second example, painted white, served as a test vehicle.

The striking bright-red Mach 2 was compact, and stood just 47 inches tall and weighed only 2,644 pounds. It used as many off-the-shelf Mustang components as possible, such as a convertible floor pan, the rear bumper and front suspension. It even maintained the long hood/short deck proportions of the Mustang. Power came from a Hi-Po 289-cid V-8 coupled to a German ZF four-speed transaxle in the rear of the chassis. (Some sources claim a Bud Moore-prepared 302 was installed at one point, as well as a 351 Windsor.) Disc brakes in front and Galaxie drums in back provided the stopping power.

Other features of the Mach 2 included doors that opened into the roof; raised carburetor intake ports on the rear deck; a rearward-angled radiator exhaust grille depressed into the hood; and a semi-monocoque, steel-and-fiberglass body.

The Mach 2 made its public debut at the 1967 Chicago Auto Show. While it generated excitement among sports car fans, production was not forthcoming, reportedly due to production costs that were just too high despite of the use of a number of production components.

Two Torino GTs were modified for the 1968 show circuit. Each had the same modifications, though they were painted differently. In front, the grille was described as black, twin horizontal air scoops. However, the grille was composed of two deeply recessed, blacked-out, full-width sections bisected horizontally with a bar. At each end of the bar was a wraparound parking lamp, and in the center was a blacked-out section over which were chromed letters spelling “FORD.”

Both show cars also had paired exhaust tips notched into the rear quarters and concealed taillamps. There was a difference in how they were concealed on the two cars. Style 1 had white-coated lenses while Style 2 had black-coated lenses. When the taillamps were off, the effect was of a solid white panel on Style 1 and a solid black panel on the other.

Style 1 was painted pearlescent white and silver; the latter color was applied below the lower body crease and just over the wheel openings. Style 2 was painted silver with black upper body (hood, roof, deck). A black C-stripe ran in reverse from the typical pattern, in that it began at the rear of the car and ran to the front.

Details of the interior were not found, other than the installation of high-back bucket seats, and Style 1 had a lighter interior than Style 2.

The 1969 Super Cobra show car was built from a Fairlane SportsRoof. It was lowered 2 inches, and the front end was extended 8 inches. Its angled-back, divided-and-recessed grille included hidden headlamps. The grille divider had an embedded Cobra emblem. A Shaker hood scoop, with a tachometer built into its back side, fed air into the air cleaner of a 428-cid V-8. Front and rear bumpers were deleted.

The rear portion of the show car featured black metal louvers over the rear window and a recessed, full-width taillamp containing eight equally spaced brake lamps that would flash an easy-to-read warning message when the brake pedal was depressed. When the rear lamps were off, there appeared to be a solid red panel across the rear of the car. At the center of the panel, under the taillamps, was a set of acoustically tuned twin exhaust pipes mounted side by side.

Custom trident cast-aluminum wheels with chrome rims were also included; they were fitted with F60x15 Goodyear Polyglass GT white-letter tires.

A black interior with high-back bucket seats coordinated well with the bright-red exterior of the Super Cobra.

The 1969 Ranchero Scrambler was similar to the Super Cobra: divided grille; hidden headlamps; Shaker hood scoop; 428 Cobra-Jet; full-width, recessed taillamp; and high-back bucket seats. Its grille texture slightly differed; a steer medallion replaced the cobra emblem on the grille divider; the twin exhausts were positioned farther apart; and it rolled on 15x7-inch Kelsey Hayes Magstars wheels that were optional equipment for the 1967 Shelby GT-350 and GT-500.

Other features included extended sail panels running the full length of the bed, producing a tunnel effect. A spoiler was formed into the edge of the tailgate. It was displayed with “his and hers” Rupp Scrambler dirt bikes in its bed.

The color scheme was comprised of a pearlescent ivy-gold exterior with a color-keyed vinyl top covering. Seats were upholstered in dark ivy vinyl with an ivy-gold accent stripe across the upper portion of the seat back rest.

Except for the Pegasus and the Fairlane A-Go-Go, these cars were probably crushed after their auto show duties ended, although perhaps one or two (or more) of them still exist. Do any readers have additional information and/or photographs of these cars? If so, drop us an email at oldcars@aimmedia.com.

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