Snake Attack—Bob Glenn and Kevin King tackle tough VP Racing Lubricants Xtreme Pro Mod with this self-funded 1967 Shelby GT500
Written by Ainsley Jacobs
Photography by the FSC staff
The definition of determination, Bob Glenn and Kevin King continue challenging the toughest competition in doorslammer drag racing. And, for several decades, they’ve done so on a bare-bones budget. After years of overcoming obstacles to get their Dodge Dakota-based Pro Mod to cooperate, the men are finally achieving well-deserved success with their latest 1967 Shelby GT500 entry instead.
When he was about 10 years old, Glenn would pass a body shop and automotive service center as he walked back and forth to school every day. Eventually, he decided to go in and take a look around. He started visiting more frequently, and the staff began letting him help out around the shop with little odds and ends. “They were pretty big into racing and I started going with them when I was 15,” said the painting contractor from Florida, thankful for the opportunity the men gave him to get involved despite his young age.
After learning the basics, Glenn began bracket racing on a motorcycle before he moved into a door car. His first, a 1963.5 Ford Galaxie, enabled him to jump into Super Pro competition before he moved on to heads-up categories with a Ford Thunderbird. After several years, he and his friend-turned-racing partner, Kevin King, eventually purchased a Dodge Dakota truck.
“We tried to run Pro Mod with the Dakota and fought it for twenty years, but it just wasn’t competitive,” lamented Glenn, now 59 years old. He and King raced all over — from major standalone events to the Pro Street category of NMCA back in 2013 and everywhere in between — but no matter how hard they tried, they just couldn’t get their supercharged behemoth ahead of the field. “It was a struggle from day one. We rebuilt it, tried different things, but it just wasn’t the right vehicle for the class especially when the technology started improving and everyone was going even faster.”
Eventually, they made the tough decision to sell the truck-bodied Pro Mod, cut their losses, and start fresh with something new.
Glenn originally wanted a Corvette body style for the new build, but he wasn’t keen on having something that so many other racers were already running. When he and King stumbled across a deal to purchase a 1967 Mustang Shelby GT500 body for half the price of buying new, it seemed like fate had decided for them. “Kevin [King] and I had always been Ford guys anyway, so we went for it,” laughed Glenn. And, as King prefers older cars in general, the choice was effortless.
Their longtime tuner Brian Whytas introduced the men to Resolution Racing Services’ Jon Salemi, and Jon had introduced them to his brother, Jim Salemi, owner of the famed G-Force Race Cars chassis shop. After getting quotes from several others, it was obvious that G-Force was the group they were going to be working with — and so, the project officially began around 2017.
“It took two years to get the chassis together because we had G-Force build it as we were able to trickle in funds,” Glenn shared. Having to scrimp and save to make the process possible only made it that much more rewarding when he and King received their long-awaited Pro Mod roller in late 2019.
Working out of their B&K Motorsports shop in Pinellas Park, Florida, Glenn and King assembled everything to ensure no additional changes or welds were needed with their new Shelby GT500. Once they confirmed it was up to par, the next step was to undo all that hard work and disassemble the Pro Mod so the chassis could be powdercoated.
Finally, it was time for the real work to begin. After confirming the Strange Engineering front-suspension components and rear Penske Racing shocks — all from Chris Bell at Kinetic Engineering — were good to go, the men started with the most important item on their lengthy task list: the engine combination.
“Jon [Salemi] talked us into going with Brad Anderson Enterprises engines back when we had the truck,” Glenn explained. Having relied on BAE power since the early 2000s, and after having had good experiences with both the company’s products and service, they chose to stay the course for the Shelby, too.
Thinking strategically, the men chose to build an NHRA-legal powerplant, just in case they ever decided to dip their toes into the NHRA Pro Mod field in the future. “The outlaw races keep us busier anyway, and the rules for our combination are generally better elsewhere, though,” added King.
After receiving the latest-generation, bare-bones BAE block, BAE TA cylinder heads, and BAE intake manifold, King got to work with the assembly of the 521-cubic-inch Hemi as handling the work himself ultimately helped him and Glenn save on the cost of outsourcing the work to others.
“For weight purposes, we’re using the .500-inch, short-deck block and we’ve got a Callies crank, R&R aluminum connecting rods, Ross pistons, Total Seal rings, MAHLE-Clevite bearings, Manley valves, and Reid rockers,” King detailed. Also included in the engine were Jesel lifters, Trend pushrods, and a COMP solid-roller camshaft. “Plus, doing it ourselves helps make it easier to stay ahead on maintenance.”
The men had been running a roots-style 14-71 supercharger from Hammer Superchargers since the early 2000s and saw no need to part ways with their trusty power adder. “It was what we could afford back in the day and we’ve got a handle on it now. Yes, it’s a bit of a challenge to compete against the screw blowers, but we don’t mind being the underdog,” stated Glenn, whose motivation is definitely inspiring.
King, too, doesn’t mind the difficulties that often come with taking the path less traveled. “We’ve had this same supercharger since 2005 and we’ve definitely learned a lot over the years,” he added. “We could have been racing a lot sooner with this car, but being independent and paying for everything ourselves made it a slow process.”
After situating the mechanically injected engine in its newfound Ford home, King and Glenn paired it with their Liberty’s five-speed manually-shifted transmission, Neal Chance lock-up torque converter, and Ty-Drive converter drive; with their previous Pro Mod, the Dodge Dakota, Glenn had utilized a Lenco and later, an automatic, but the Salemis recommended the Liberty gearbox for the new build instead.
A carbon fiber Precision Shaft Technologies driveshaft takes the party in the front and turns it into business in the back by way of an 11-inch rearend full of Strange Engineering components including matching Strange axles and Strange carbon brakes.
Inside, the driver’s seat from G-Force and carbon paneling were ready for Glenn to hop in and take control, and his safety was fortified with a harness, window net, and parachute from Stroud.
Outside, it’s the perfectly pristine paint by Andy Gould that really catches the eye of onlookers, as Glenn is “more than just a little meticulous” with his expectations. Fortunately, his team appreciates his high standards, especially since the 1967 Shelby GT500 turned out to be such a stunning showpiece.
“The detail that we put into making sure the car was absolute perfect — from the polished zoomies to the authentic GT500 stripes that we measured to make sure they were the correct size and location,” said Glenn proudly. “…everyone just loves the car.” With fit and finish that could rival top show cars, the B&K Motorsports Pro Mod Mustang is a truly amazing piece of work.
It took the men roughly three years to finish the car themselves, but once it was done and ready to debut in 2022, they wasted no time in getting out as much as possible. Unfortunately, rules for the sanctioning body that Glenn and King first raced with meant they were back in familiar territory — the bottom of the list, struggling to make headway in a fast field.
“So, in 2023, we came back to the NMCA,” Glenn happily professed. “There are so many other Pro Mod series out there, but with our Roots blower and their rules, we weren’t competitive. The NMCA is a great organization and they’ve really got the rules just right for parity to where everyone is on a level playing field.”
Glenn and King ran the entire Red Line Oil NMCA Muscle Car Nationals 2023 season in VP Racing Lubricants Xtreme Pro Mod. Although they had high hopes, they still had to sort through the usual “new car blues” as they worked to dial in their beautiful machine.
“We had a lot of frustrations,” confessed Glenn. The men would fire up the Pro Mod at their shop in Florida, travel to a track, and the car would mysteriously suddenly not start. “It took us six months to figure it out, and it turned out to be a setting in the EFI.”
After so many frustrations and so much time and energy wasted, the men were relieved to find a silver lining in a seventh-place overall finish in the competitive class’ season points standings. Over the winter, they worked on lightening the Shelby GT500 with more carbon fiber panels and titanium bolts, and Hammer freshened up the supercharger.
Once the car stopped not starting, outings began to improve for the B&K team. With Glenn’s son, Michael Glenn, and Brian Whytas managing the tune-up via the FuelTech FT600 system and Racepak componentry, and Glenn’s daughter, Ashley Graziano, along with her husband, Nick Graziano, and Steve King helping crew on the car, everyone involved appreciated the positive results.
As always, Glenn and King started a new season with a fresh slate and an optimistic outlook overall. For 2024, they kicked things off by testing at an ADRL event before the start of the Red Line Oil NMCA Muscle Car Nationals drag racing series and ended up winning the Pro Extreme class.
“It was incredible, it was our first big win pretty ever as we only won a few local heads-up races with the Dodge,” said Glenn, elated to finally have validation after so many of hard work and hustling.
After the success at ADRL, the men road-tripped to Rockingham Dragway in North Carolina for the 16th Annual NMRA/NMCA All-Star Nationals Presented by Sipple's Speed & Performance & Innovation Performance Technologies Top of the Rock Thrill Festival season opener in April.
The first qualifying session produced results already worth celebrating. Glenn’s 3.642 at 202.61 mph run was a new personal best and put him in the provisional lead. After two more sessions, Glenn finished second overall in the rankings and was ecstatic to be one of the frontrunners.
Similarly, in the first round of eliminations, Glenn improved even further and ran yet another new personal best of 3.637 at 204.73 mph. The run also earned him the win over Jim Widener, and Glenn advanced to round two where he took down Randy Adler with a 3.666 at 203.34 mph hit.
A bye in the semifinals meant Glenn was guaranteed a spot in the finals, and he was paired with the number-one qualifier, Scott Wildgust. As the top two men positioned their cars on the starting line, Glenn knew being quick on the tree was essential, as both he and Wildgust were running 3.6-second passes as consistently as bracket cars all weekend long.
Although a -0.003 second reaction time meant Glenn had to settle for runner-up honors, he was still thrilled to have been in two finals in a row at back-to-back races and to finally have a competitive car with a great crew supporting him.
For the next event in St. Louis, Missouri, at World Wide Technology Raceway, the 19th Annual NMRA/NMCA Race for the Rings & Thrill Festival, Glenn had one thing on his mind — winning a Nitto Tire Diamond Tree ring.
“The year before, I was at a bar near the track with a guy who had one a ring and I told my crew that I was going to get one,” reminisced Glenn. “Sure enough, when [NMRA/NMCA General Manager & National Event Director] Rollie [Miller] called me a week and a half before this year’s race and told me I’d be running for one, well, the pressure was on!”
Impressively, Glenn and his team rose to the occasion and everything fell into place. “We went down the track every single pass, even when everyone else wasn’t, and the car was just flawless,” he said happily.
In the Race for the Rings special event, Glenn went up against Craig Sullivan and his El Mero Mero 1949 Mercury in an epic battle of gorgeous Pro Mods. Both men went all-in. However, when the lights came on at the top end of the track, it was Glenn’s side that shined brightly and signaled his success.
To make the victory even more incredible, Glenn went on to win the VP Racing Lubricants Xtreme Pro Mod category for the weekend as well. After qualifying second with a 3.683 at 202.52 mph pass, he dispatched Todd Bennett in round one with a 3.662 at 203.80 mph blast, enjoyed a bye in round two, took down Sullivan for a second time, and then headed into the finals to race Ed Marx.
With just one run separating him from ending a truly storybook weekend, Glenn had a 0.01-second lead over Marx at the starting line. At the stripe, though, both men ran nearly identical passes putting on a truly thrilling side-by-side show for fans. Even without his slim holeshot advantage, Glenn still delivered the quicker pass, but only by one-thousandth of a second as his 3.645 at 203.65 mph trip got the job done against Marx’s 3.646 at 206.61 mph effort.
“To win the ring was very, very exciting. It was one of those ‘remember it forever’ moments, but then to turn around and win the race on top of it… Man, we were on Cloud 9, I couldn’t believe it was really happening,” exclaimed the driver, overjoyed that his perseverance was finally paying off in spades.
For the third stop of the Red Line Oil NMCA Muscle Car Nationals tour, the 22nd Annual Scoggin Dickey NMCA Muscle Car Mayhem Presented by Scott’s Trailer Sales at Kentucky’s Beech Bend Raceway Park, Glenn’s good luck came to a quick halt.
Although he qualified respectably in third with a 3.673 at 202.85 mph pass, but let go of the transbrake in the first elimination round just a touch too quickly. The resulting -0.004-second reaction time turned on a red light instead of a winning one.
Undeterred, Glenn didn’t let the little hiccup ruin his previous joy and he wrote off the upset as just a part of the game. Despite the bobble, Glenn still left the race with the lead in VP Racing Lubricants Xtreme Pro Mod season points and the intent to capture the championship by the season’s end.
“I’m going to every race for the rest of the season, and I’ll be standing up on that stage at the end of the season,” he told us a press time, committed to giving 2024 his full focus and continuing for 2025 as well with his spectacular supercharged 1967 Ford Mustang Shelby GT500. “After everything we’ve been through over the years, I’m not just trying to win for myself – I’m doing this for my whole crew because they’re all family to me.”
The Details
Owner/Driver
Owner: Bob Glenn and Kevin King
Driver: Bob Glenn
Hometown: Pinellas Park, Florida
Occupation: Painting contractor/technical sales Nickels Performance
Class: NMCA Xtreme Pro Mod
Crew: Brian Whytas, Mike Glenn, Ashley Graziano, Andy Gould, Nick Graziano, and Steve King
Car Make/Model/Year: 1967 Shelby Mustang
Powertrain
Engine: Brad Anderson
Engine builder: B&K Motorsports
Displacement: 521 cubic inches
Block: Brad Anderson
Bore: 4.4675 inches
Stroke: 4.150 inches
Crank: Callies
Rods: R&R
Pistons: Ross
Heads: Brad Anderson TA1
Valvetrain: Reid Machine
Cam type: COMP Cams solid-roller
Carburetor or EFI system: Mechanical fuel injection
Power-adder: Hammer roots 14-71 supercharger
Fuel brand and type: VP Racing M1
Headers and exhaust: G-Force Race Cars zoomies
Transmission: Five-speed
Transmission Builder: Liberty’s Gears
Clutch/shifter/torque converter: Neal Chance Lock-up
Rearend: G-Force Race Cars / Strange
Chassis
Body and/or chassis builder: G-Force Race Cars
Suspension (Front): Strange Ultra Struts / Chris Bell Kinetic Engineering
Suspension (Rear): Penske / Chris Bell / Kinetic
Brakes (Front): Strange carbon fiber
Brakes (Rear): Strange carbon fiber
Wheels (front): Weld Racing
Wheels (Rear): Race Star
Tires (Front): Hoosier
Tires (Rear): Hoosier
Aftermarket body modifications:
Safety equipment: Stroud Safety
Vehicle weight: n/a
Quickest ET: 3.637 seconds
Best 60-foot: .9067 seconds
Fastest mph: 204.17 mph
Written by Ainsley Jacobs
Photography by the FSC staff
The definition of determination, Bob Glenn and Kevin King continue challenging the toughest competition in doorslammer drag racing. And, for several decades, they’ve done so on a bare-bones budget. After years of overcoming obstacles to get their Dodge Dakota-based Pro Mod to cooperate, the men are finally achieving well-deserved success with their latest 1967 Shelby GT500 entry instead.
When he was about 10 years old, Glenn would pass a body shop and automotive service center as he walked back and forth to school every day. Eventually, he decided to go in and take a look around. He started visiting more frequently, and the staff began letting him help out around the shop with little odds and ends. “They were pretty big into racing and I started going with them when I was 15,” said the painting contractor from Florida, thankful for the opportunity the men gave him to get involved despite his young age.
After learning the basics, Glenn began bracket racing on a motorcycle before he moved into a door car. His first, a 1963.5 Ford Galaxie, enabled him to jump into Super Pro competition before he moved on to heads-up categories with a Ford Thunderbird. After several years, he and his friend-turned-racing partner, Kevin King, eventually purchased a Dodge Dakota truck.
“We tried to run Pro Mod with the Dakota and fought it for twenty years, but it just wasn’t competitive,” lamented Glenn, now 59 years old. He and King raced all over — from major standalone events to the Pro Street category of NMCA back in 2013 and everywhere in between — but no matter how hard they tried, they just couldn’t get their supercharged behemoth ahead of the field. “It was a struggle from day one. We rebuilt it, tried different things, but it just wasn’t the right vehicle for the class especially when the technology started improving and everyone was going even faster.”
Eventually, they made the tough decision to sell the truck-bodied Pro Mod, cut their losses, and start fresh with something new.
Glenn originally wanted a Corvette body style for the new build, but he wasn’t keen on having something that so many other racers were already running. When he and King stumbled across a deal to purchase a 1967 Mustang Shelby GT500 body for half the price of buying new, it seemed like fate had decided for them. “Kevin [King] and I had always been Ford guys anyway, so we went for it,” laughed Glenn. And, as King prefers older cars in general, the choice was effortless.
Their longtime tuner Brian Whytas introduced the men to Resolution Racing Services’ Jon Salemi, and Jon had introduced them to his brother, Jim Salemi, owner of the famed G-Force Race Cars chassis shop. After getting quotes from several others, it was obvious that G-Force was the group they were going to be working with — and so, the project officially began around 2017.
“It took two years to get the chassis together because we had G-Force build it as we were able to trickle in funds,” Glenn shared. Having to scrimp and save to make the process possible only made it that much more rewarding when he and King received their long-awaited Pro Mod roller in late 2019.
Working out of their B&K Motorsports shop in Pinellas Park, Florida, Glenn and King assembled everything to ensure no additional changes or welds were needed with their new Shelby GT500. Once they confirmed it was up to par, the next step was to undo all that hard work and disassemble the Pro Mod so the chassis could be powdercoated.
Finally, it was time for the real work to begin. After confirming the Strange Engineering front-suspension components and rear Penske Racing shocks — all from Chris Bell at Kinetic Engineering — were good to go, the men started with the most important item on their lengthy task list: the engine combination.
“Jon [Salemi] talked us into going with Brad Anderson Enterprises engines back when we had the truck,” Glenn explained. Having relied on BAE power since the early 2000s, and after having had good experiences with both the company’s products and service, they chose to stay the course for the Shelby, too.
Thinking strategically, the men chose to build an NHRA-legal powerplant, just in case they ever decided to dip their toes into the NHRA Pro Mod field in the future. “The outlaw races keep us busier anyway, and the rules for our combination are generally better elsewhere, though,” added King.
After receiving the latest-generation, bare-bones BAE block, BAE TA cylinder heads, and BAE intake manifold, King got to work with the assembly of the 521-cubic-inch Hemi as handling the work himself ultimately helped him and Glenn save on the cost of outsourcing the work to others.
“For weight purposes, we’re using the .500-inch, short-deck block and we’ve got a Callies crank, R&R aluminum connecting rods, Ross pistons, Total Seal rings, MAHLE-Clevite bearings, Manley valves, and Reid rockers,” King detailed. Also included in the engine were Jesel lifters, Trend pushrods, and a COMP solid-roller camshaft. “Plus, doing it ourselves helps make it easier to stay ahead on maintenance.”
The men had been running a roots-style 14-71 supercharger from Hammer Superchargers since the early 2000s and saw no need to part ways with their trusty power adder. “It was what we could afford back in the day and we’ve got a handle on it now. Yes, it’s a bit of a challenge to compete against the screw blowers, but we don’t mind being the underdog,” stated Glenn, whose motivation is definitely inspiring.
King, too, doesn’t mind the difficulties that often come with taking the path less traveled. “We’ve had this same supercharger since 2005 and we’ve definitely learned a lot over the years,” he added. “We could have been racing a lot sooner with this car, but being independent and paying for everything ourselves made it a slow process.”
After situating the mechanically injected engine in its newfound Ford home, King and Glenn paired it with their Liberty’s five-speed manually-shifted transmission, Neal Chance lock-up torque converter, and Ty-Drive converter drive; with their previous Pro Mod, the Dodge Dakota, Glenn had utilized a Lenco and later, an automatic, but the Salemis recommended the Liberty gearbox for the new build instead.
A carbon fiber Precision Shaft Technologies driveshaft takes the party in the front and turns it into business in the back by way of an 11-inch rearend full of Strange Engineering components including matching Strange axles and Strange carbon brakes.
Inside, the driver’s seat from G-Force and carbon paneling were ready for Glenn to hop in and take control, and his safety was fortified with a harness, window net, and parachute from Stroud.
Outside, it’s the perfectly pristine paint by Andy Gould that really catches the eye of onlookers, as Glenn is “more than just a little meticulous” with his expectations. Fortunately, his team appreciates his high standards, especially since the 1967 Shelby GT500 turned out to be such a stunning showpiece.
“The detail that we put into making sure the car was absolute perfect — from the polished zoomies to the authentic GT500 stripes that we measured to make sure they were the correct size and location,” said Glenn proudly. “…everyone just loves the car.” With fit and finish that could rival top show cars, the B&K Motorsports Pro Mod Mustang is a truly amazing piece of work.
It took the men roughly three years to finish the car themselves, but once it was done and ready to debut in 2022, they wasted no time in getting out as much as possible. Unfortunately, rules for the sanctioning body that Glenn and King first raced with meant they were back in familiar territory — the bottom of the list, struggling to make headway in a fast field.
“So, in 2023, we came back to the NMCA,” Glenn happily professed. “There are so many other Pro Mod series out there, but with our Roots blower and their rules, we weren’t competitive. The NMCA is a great organization and they’ve really got the rules just right for parity to where everyone is on a level playing field.”
Glenn and King ran the entire Red Line Oil NMCA Muscle Car Nationals 2023 season in VP Racing Lubricants Xtreme Pro Mod. Although they had high hopes, they still had to sort through the usual “new car blues” as they worked to dial in their beautiful machine.
“We had a lot of frustrations,” confessed Glenn. The men would fire up the Pro Mod at their shop in Florida, travel to a track, and the car would mysteriously suddenly not start. “It took us six months to figure it out, and it turned out to be a setting in the EFI.”
After so many frustrations and so much time and energy wasted, the men were relieved to find a silver lining in a seventh-place overall finish in the competitive class’ season points standings. Over the winter, they worked on lightening the Shelby GT500 with more carbon fiber panels and titanium bolts, and Hammer freshened up the supercharger.
Once the car stopped not starting, outings began to improve for the B&K team. With Glenn’s son, Michael Glenn, and Brian Whytas managing the tune-up via the FuelTech FT600 system and Racepak componentry, and Glenn’s daughter, Ashley Graziano, along with her husband, Nick Graziano, and Steve King helping crew on the car, everyone involved appreciated the positive results.
As always, Glenn and King started a new season with a fresh slate and an optimistic outlook overall. For 2024, they kicked things off by testing at an ADRL event before the start of the Red Line Oil NMCA Muscle Car Nationals drag racing series and ended up winning the Pro Extreme class.
“It was incredible, it was our first big win pretty ever as we only won a few local heads-up races with the Dodge,” said Glenn, elated to finally have validation after so many of hard work and hustling.
After the success at ADRL, the men road-tripped to Rockingham Dragway in North Carolina for the 16th Annual NMRA/NMCA All-Star Nationals Presented by Sipple's Speed & Performance & Innovation Performance Technologies Top of the Rock Thrill Festival season opener in April.
The first qualifying session produced results already worth celebrating. Glenn’s 3.642 at 202.61 mph run was a new personal best and put him in the provisional lead. After two more sessions, Glenn finished second overall in the rankings and was ecstatic to be one of the frontrunners.
Similarly, in the first round of eliminations, Glenn improved even further and ran yet another new personal best of 3.637 at 204.73 mph. The run also earned him the win over Jim Widener, and Glenn advanced to round two where he took down Randy Adler with a 3.666 at 203.34 mph hit.
A bye in the semifinals meant Glenn was guaranteed a spot in the finals, and he was paired with the number-one qualifier, Scott Wildgust. As the top two men positioned their cars on the starting line, Glenn knew being quick on the tree was essential, as both he and Wildgust were running 3.6-second passes as consistently as bracket cars all weekend long.
Although a -0.003 second reaction time meant Glenn had to settle for runner-up honors, he was still thrilled to have been in two finals in a row at back-to-back races and to finally have a competitive car with a great crew supporting him.
For the next event in St. Louis, Missouri, at World Wide Technology Raceway, the 19th Annual NMRA/NMCA Race for the Rings & Thrill Festival, Glenn had one thing on his mind — winning a Nitto Tire Diamond Tree ring.
“The year before, I was at a bar near the track with a guy who had one a ring and I told my crew that I was going to get one,” reminisced Glenn. “Sure enough, when [NMRA/NMCA General Manager & National Event Director] Rollie [Miller] called me a week and a half before this year’s race and told me I’d be running for one, well, the pressure was on!”
Impressively, Glenn and his team rose to the occasion and everything fell into place. “We went down the track every single pass, even when everyone else wasn’t, and the car was just flawless,” he said happily.
In the Race for the Rings special event, Glenn went up against Craig Sullivan and his El Mero Mero 1949 Mercury in an epic battle of gorgeous Pro Mods. Both men went all-in. However, when the lights came on at the top end of the track, it was Glenn’s side that shined brightly and signaled his success.
To make the victory even more incredible, Glenn went on to win the VP Racing Lubricants Xtreme Pro Mod category for the weekend as well. After qualifying second with a 3.683 at 202.52 mph pass, he dispatched Todd Bennett in round one with a 3.662 at 203.80 mph blast, enjoyed a bye in round two, took down Sullivan for a second time, and then headed into the finals to race Ed Marx.
With just one run separating him from ending a truly storybook weekend, Glenn had a 0.01-second lead over Marx at the starting line. At the stripe, though, both men ran nearly identical passes putting on a truly thrilling side-by-side show for fans. Even without his slim holeshot advantage, Glenn still delivered the quicker pass, but only by one-thousandth of a second as his 3.645 at 203.65 mph trip got the job done against Marx’s 3.646 at 206.61 mph effort.
“To win the ring was very, very exciting. It was one of those ‘remember it forever’ moments, but then to turn around and win the race on top of it… Man, we were on Cloud 9, I couldn’t believe it was really happening,” exclaimed the driver, overjoyed that his perseverance was finally paying off in spades.
For the third stop of the Red Line Oil NMCA Muscle Car Nationals tour, the 22nd Annual Scoggin Dickey NMCA Muscle Car Mayhem Presented by Scott’s Trailer Sales at Kentucky’s Beech Bend Raceway Park, Glenn’s good luck came to a quick halt.
Although he qualified respectably in third with a 3.673 at 202.85 mph pass, but let go of the transbrake in the first elimination round just a touch too quickly. The resulting -0.004-second reaction time turned on a red light instead of a winning one.
Undeterred, Glenn didn’t let the little hiccup ruin his previous joy and he wrote off the upset as just a part of the game. Despite the bobble, Glenn still left the race with the lead in VP Racing Lubricants Xtreme Pro Mod season points and the intent to capture the championship by the season’s end.
“I’m going to every race for the rest of the season, and I’ll be standing up on that stage at the end of the season,” he told us a press time, committed to giving 2024 his full focus and continuing for 2025 as well with his spectacular supercharged 1967 Ford Mustang Shelby GT500. “After everything we’ve been through over the years, I’m not just trying to win for myself – I’m doing this for my whole crew because they’re all family to me.”
The Details
Owner/Driver
Owner: Bob Glenn and Kevin King
Driver: Bob Glenn
Hometown: Pinellas Park, Florida
Occupation: Painting contractor/technical sales Nickels Performance
Class: NMCA Xtreme Pro Mod
Crew: Brian Whytas, Mike Glenn, Ashley Graziano, Andy Gould, Nick Graziano, and Steve King
Car Make/Model/Year: 1967 Shelby Mustang
Powertrain
Engine: Brad Anderson
Engine builder: B&K Motorsports
Displacement: 521 cubic inches
Block: Brad Anderson
Bore: 4.4675 inches
Stroke: 4.150 inches
Crank: Callies
Rods: R&R
Pistons: Ross
Heads: Brad Anderson TA1
Valvetrain: Reid Machine
Cam type: COMP Cams solid-roller
Carburetor or EFI system: Mechanical fuel injection
Power-adder: Hammer roots 14-71 supercharger
Fuel brand and type: VP Racing M1
Headers and exhaust: G-Force Race Cars zoomies
Transmission: Five-speed
Transmission Builder: Liberty’s Gears
Clutch/shifter/torque converter: Neal Chance Lock-up
Rearend: G-Force Race Cars / Strange
Chassis
Body and/or chassis builder: G-Force Race Cars
Suspension (Front): Strange Ultra Struts / Chris Bell Kinetic Engineering
Suspension (Rear): Penske / Chris Bell / Kinetic
Brakes (Front): Strange carbon fiber
Brakes (Rear): Strange carbon fiber
Wheels (front): Weld Racing
Wheels (Rear): Race Star
Tires (Front): Hoosier
Tires (Rear): Hoosier
Aftermarket body modifications:
Safety equipment: Stroud Safety
Vehicle weight: n/a
Quickest ET: 3.637 seconds
Best 60-foot: .9067 seconds
Fastest mph: 204.17 mph
