Muscle Car Plus Feb-Mar 2021

Photo courtesy of Bayside Camaro

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CONTENTS GASSER:

Dave Glass’ ‘65 Plymouth Belvedere ...pg 24

SUPER DUTY:

The last original 1960 Pontiac Super-Duty ...pg 28

ALSO INSIDE:

Starting Lines-------------------------------------------- 4 1966 Pontiac Catalina 2+2 ------------------------ 14 1970 Chevelle -------------------------------------------------- 18 Draggin Wagons---------------------------------------- 32 1971 Mustang Mach 1 ----------------------------- 36 Parts Store------------------------------------------------ 41 Readers Rides------------------------------------------- 46

Bandit Trans-Am Burt Reynolds previously owned this Smokey and the Bandit Trans-Am ...pg 8

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE

STARTING LINES

Cadillac Unveils the TrackCapable V-Series Blackwing

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adillac have recently announced the 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing which are meant to represent the pinnacle of Cadillac performance and will be the most track-capable Cadillacs ever. The cars are built from the already performance-oriented CT5-V and CT4-V with a full suite of upgrades to take them to the next level. The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that produces 688 horsepower and 659 lb-ft. of torque, making it the most powerful production Cadillac ever. The CT4-V Blackwing meanwhile utilizes an evolved 3.6L Twin-Turbo V6 engine that makes an impressive 472 horsepower and 445 lb-ft. of torque. A six-speed TREMEC manual transmission comes standard on both cars and has been optimized specifically for the Blackwing models to produce an engaging experience whether it’s on the road or the track.

A 10-speed electronically controlled automatic transmission is available for both and includes Tap Shift/Manual Mode and allows the driver to use integrated magnesium paddle shifters to select a gear. Both cars feature trackcapable braking systems as well as advanced suspension systems and a strengthened chassis for a precise driving experience. We will be sure to update you with pricing details as the news comes out.

MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

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Volume 19, Issue No. 1 February / March 2021 Second Class Mailing Agreement #40050183 Publisher: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Managing Editor Jordan Allan jordan@rpmcanada.ca Distribution Manager: Brenda Washington brenda@rpmcanada.ca Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan John Gunnell Cam Hutchins

Muscle Car Plus Magazine is published six times per year by RPM Media Inc. 2460 Kingsway Avenue Port Coquitlam, BC, Canada V3C 1T4

Gold Rush is Back on Select 2021 Dodge Challenger Models Dodge//SRT has announced it is bringing back the Gold Rush exterior colour that was first introduced on the Challenger 50th Anniversary Limited Edition. The colour will be available on Challenger T/A, T/A 392, SRT Hellcat and SRT Hellcat Redeye models and will require the black hand-painted hood, roof and decklid. “Dodge offers a wide variety of performance models and powertrains, but we also have the same mindset when it comes to our extensive exterior colour options,” said Tim Kuniskis, Global Head of Alfa Romeo and Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT, FCA – North America.

“By bringing back Gold Rush to a few of our 2021 Challenger models, we’re giving our enthusiasts yet another option to make their muscle car even more unique.” Gold Rush joins all of the other new options for the 2021 Challenger which include the R/T Scat Pack Shaker and T/A 392 models now available with the Widebody Package, 20-in. wheels now standard on the V6 versions, and SRT branding on the high-performance Brembo brakes offered on some of the high-performance models.

TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca

Pick up your copy at your local Performance Shop or at the following participating locations:

MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Burt’s Bandit Kevin Mindel and son Brandon are proud to own Burt Reynolds’ Smokey and the Bandit Trans-Am

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s films go, 1977’s Smokey and the Bandit may not have been as epic as Ben Hur, but it certainly firmly planted the 1977 Pontiac Trans-Am into every teenage boy’s dreams. The era of Muscle Cars was over and this was one last kick at the can for a big powerful American car to rule the day! Burt Reynolds driving the Trans-Am in the movie certainly contributed to a sales jump for Pontiac! Product placement was certainly not new; the use of James Bond’s Aston Martins and the Bullitt Mustang certainly helped sales of those cars….but those cars were driven by the “Good Guys.” Asking Pontiac to pony up six brand-new Trans-Ams for an outlaw, that takes some guts.

The movie’s director, Hal Needham had guts! The former stuntman and good friend of Burt Reynolds asked Pontiac for six Trans-Ams, but got only four Trans-Ams and two sedans for Sheriff Buford T Justice to abuse. Needham made it work, partly because this was his first stab at directing and writing a movie, so he was highly motivated to make it a success!

Story and photos by Cam Hutchins

He wrote the original movie, with a $1 million budget, for another pal, Gerry Reed to play the Bandit. Reynolds read it, and said he would do the movie, and Reed became the truck-driving “Snowman.” This bumped the project up from a B movie destined to play at 1:00 a.m. after the main movies in drive-in theatres, to be a feature film that was second only to Star Wars in 1977.

The original budget financed by Universal Studios was $5.4 million, but right before shooting was to begin, it was slashed by $1 million.

Burt Reynolds was one of the highest paid stars at that time, and was to be paid $1 million, so that left Needham $3.4 million to shoot the movie. Filming started in August of 1976 and it was released in May of 1977. Sales did increase for 1977 but with only a few months left to get 1977 models, the 1978 model sales is what really took off, and the 1976 sales of 46,701 were more than doubled by 1978 with 93,341 Trans-Ams sold.

The early Trans-Ams did not have an easy time of it, as most other manufacturers were dropping their Muscle and Pony cars for better gas mileage. Trans-Am bounced back from the dismal beginning sales with only 1,286 units selling in 1972! Sales in 1975 and 1976 might have increased because the Corvette now only had a 350 cu. in. V8, so if you wanted the big bad mill (albeit, not a big block), Trans-Ams were the only way to go.

Pontiac was celebrating its 50th year anniversary in 1976, and had designer John Schinella develop option code “Y82” that was for a Black car with lots of Gold striping. It drew heavily from the black-and-gold paint scheme of the John Player Special Lotus Formula One cars. Of course the “Screaming Chicken” decal on the hood was very unlike the Lotus and had originally been created by Bill Porter and Norm Inouye.

On the early Trans Ams, it was tastefully used in modest sizes, but Schinella urged it being plastered all over the hoods in 1973. It was $62 in 1977 for the optional decal, code WW7.

Needham and Reynolds saw promotional photos for the black--and-gold special edition 1977 car, and requested them for the movie. It turned out the car shown in the photo was a 1976 model with the front bodywork planned for the 1977 models applied, and the 6.6 litre decal on the shaker hood. The movie would come out in 1977, and not wanting to wait for production 1977 cars, they got 1976 455 cu. in. cars and added the new front clip and the 6.6 litre decal on the “Shaker” hood scoop.

This helped in the filming of burnouts, because the 1977 models had been “down-powered” to the 400 cu. in. engine with severe smog

10 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

restrictions. The standard (RPO L78) 6.6 Litre, 400 cu. in. (engine code XA ) Pontiac motor produced a mere 180 horsepower @ 3,600 rpm, and was mostly a carry-over from ‘76, with 325 lb-ft of torque at 1600 rpm for 1977, a 15 lb-ft improvement The T/A 6.6 Litre option cost $50 and produced 200 horse by replacing the 400’s heads with the heads from the Pontiac 350 with smaller combustion chambers, boosting compression ratio to 8.1 from 7.6:1. For California and high Altitude states, there was an Oldsmobile 403 cu. in. engine that was certified smog friendly.

The movie was released in May of 77, about halfway through the buying cycle for the model year, and the Trans-Am’s sales rose by 20,000 cars. The car was a hit as was the movie, but today in 2021, they both are kind of cheesy and under-powered. The movie was real old-school special effects including a rocket-boosted jump and a stunt on wet grass through a kids “football game” where the stunt driver lost control and tragedy was barely avoided.

Out of the four cars provided by Pontiac, the rocket-boosted jump car was destroyed during the cross-river jump and, depending on sources, two of the three remaining were so badly damaged as to be virtually wrecked.

The last remaining car for filming had to be pushed for its final scene as it would not start. Reports online differ on whether it was three wrecked or

four wrecked, and one car was used to promote the movie. This “Star Car” was deemed lost at one time, but when it went up for sale on eBay in 2015, it did not sell. It got restored and the following year at the Barrett-Jackson Auction, Burt Reynolds drove the car on the stage and it sold for $550,000 to a Florida-based car collector, John Staluppi.

Interestingly Needham had worked with Trans-Ams before, and had been involved in developing the McQ Cannon, an apparatus used to cause a car to roll without ramps. He was actually testing the undercar-mounted cannon for the John Wayne Movie McQ, and an overzealous charge of gunpowder almost killed Needham. Another stuntman performed the stunt in a 1973 Brewster Green Trans-Am in the 1973 movie filmed in the Seattle area. The movie followed the success of Bullitt, even using a subdued dark green car and an extended car chase.

For the movie “McQ,” two Trans-Am’s were destroyed, and the colour, “Brewster Green” was only available in 1973. Interestingly, it had the premium SD 455 engine and only 7 of the 146 Brewster Green Trans-Ams had the SD 455. The Movie McQ came out in January of 1974 and they built less than 5,000 Trans-Ams in 1973, and possibly the movie’s release helped the sales of the 1974 models, as Pontiac sold just over 10,000 Trans-Ams that year.

Needham decided three times is the charm, so he tried to recreate the magic with Burt Reynolds in 1978 with another set of Trans-Ams, this time red cars with the 403 Oldsmobile engines. The movie is about an aging stuntman trying to make a big payoff by jumping the Trans-Am across a 325-foot gorge. Needham and Reynolds came back in 1980 with Smokey and the Bandit 2 with another black-and-gold 1980 Turbo Trans-Am, then again with Smokey 3 and a 1983 Pontiac Trans-Am. With the release of Smokey one and two, as well as Hooper, the Trans-Am sales were so good for Pontiac, they held off on a complete redesign for a little longer and did make a much better car with newly designed 1982 model, and the cars got better and better until the crashing of the economy and the cancellation of the Pontiac brand in 2009.

Knowing that most Hondas will kick the crap out of the 1977 Trans-Am on drag strip or twisty road, the 1977 and 1978 Trans-Am are still quite legendary! Legends are made often on lack of facts and more emotion, and the 1977 Trans-Am certainly harks back to a simpler time without much

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 11

competition. There was only the newly re-released 1977 Camaro Z28 and Mustang Mach I with a V8 and even less horsepower than the Camaro’s 350 cu. in. mill. Competition should have come from the 360 cu. in. V8 Aspen R/T and 360 Volare Roadrunner, but the Aspen sold only 4,468 units with the big motor.

So buying a 1977 Trans-Am was pretty much the most fun you could have on the road and it actually could generate 0.80 G on the skip pad which was better than the Camaro’s 0.74 G. It was a hefty car at 3,530 lbs, weighing 20 lbs less than a Half-Ton GMC shortbox pickup.

Did You Know?

• Burt Reynolds and his stuntman Hal Needham were the inspiration for the friendship between Leonardo DiCaprio and Brad Pitt in the recent movie Once Upon a Time in Hollywood says Quentin Tarantino.

• One other player hoping for big sales of the “Trans Am” was the Sports Car Club of America (SCCA), Trans-American Cup series. Pontiac built the Trans-Am to be a sports-racing car. Intended to be a contender in the Sedan class of the series, Pontiac agreed to pay $5 for each TransAm car sold as a royalty to the SCCA. • If it sounds like a duck…the cars in the movie had automatic transmissions but all sounded like they had manual transmissions. The sound of the cars actually came from the 1955 Chevy used in Two Lane Blacktop and American Graffiti.

• The Firebird and its sister car the Camaro came out as direct competition to the Ford Mustang. The president of Pontiac, John DeLorean, only had a few short months to make a Pontiac version of the Camaro. Not wanting a bland car, too similar to the Camaro that could hurt Pontiac’s reputation as a performance division, he added four inches in the front with a “Vee” nose and slotted taillights to achieve the “Pontiac” look. The upper brass slammed the brakes on big engines except on full-sized cars and the Corvette. DeLorean protested and got a concession of being able to use a 400 cu. in version of the venerable V8 that was first used in 1955, and the 389 cu. in. version had been powering GTOs for a few years with great success.

The car came well-equipped with a long list of options and looked great and hey, you could pick up Sally Fields on the side of the road! The “Screamin’ Chicken” hood decal was optional, but all Trans-Ams came with shaker hoods, and in 1977, the back plate of the scoop was not easily removed by unfastening it; you needed a hacksaw to open her up for breathing. The list of equipment was impressive: 4-speed manual transmission, Saf-T-Track differential, Rally gauges with clock and tach, front and rear stabilizer bars, Rally II wheels, Dual Body Colour OSRV mirrors, LH remote; front seat floor console, rear air spoiler, Shaker hood, front air dam and plenty more. The 77 Firebird was the last year for the rear console, which had never sold well.

The list of optional equipment is long and even includes odd things like the pedal trim package “JL1” for $6 and the “light trailer group” package “V81” that is $24 cheaper if you got air conditioning, but $64 if you did not get a/c. Other notable options include the Hurst T-roof and a CB radio installed for $195. That is almost four times what the more powerful engine cost, but when air conditioning costs $478 and the “Y82” Trans-Am Special Edition package with T-tops costs $1,143, it is better not to bother counting pennies. To get a Special Edition package without T-roofs still cost $556 The lacklustre acceleration of the car, previously mentioned, has to be put into the context of the era.

Premium brands like BMWs of the ‘70s, ran about half the models tested on the website zeroto60times. com above 10-second zero-to-60 times, and half less than 10 seconds, barely.

On the same website, testing 11 Audis of the ‘70s, not a single car ran zero-to-60 in less than 10 seconds; in 2020, Audi’s acceleration runs went from the quickest time of 3.2 seconds to the slowest of 5 seconds flat for a 5,000 lb. SUV. A mere 12 short years after Bandit drove his 1977 Trans-Am as a blocker for the big rig, the Firebirds were able to run 0-60 in 5 seconds flat and before the cancellation of the Pontiac brand, they were producing some extremely quick cars and many of them ran 0-60 around 5 seconds or less.

The present owner Kevin Mindel and his son Brandon found this Bandit Trans-Am on the popular car sales website “Bring a Trailer” in 2020. They wanted it to add to their growing fleet of movieinspired cars that is their passion. When we get back to normal, expect to see these cars regularly at car shows and special occasions. Imagine going to your wedding in a Burt Reynolds Trans-Am? Their company, “BC DeLorean” can be seen at BCDelorean.ca and they also have a “Back to the Future” DeLorean, K.I.T.T Trans-Am, Johnny Carson’s DeLorean and some 4x4s from Jurassic Park.

Burt Reynolds and the Trans-Am make quite a pair and it is hard to imagine one without the other. Reynolds had owned quite a few Trans-Ams, and cars similar to ones he drove in movies including this car which sold for almost 30 times the original price.

Reynolds’ love of Trans-Ams shows as he also has a recreation of the Red 1978 Trans-Am Rocket Car used in the movie Hooper, and a 1984 Trans-Am used for promotion of his U.S. Football league team, the Tampa Bay Bandits during the mid ‘80s.

This 1977 Trans-Am is reportedly the last “Bandit” Trans Am owned by Burt Reynolds, and although not restored by him, he did have the paint and most of the interior refurbished, added “Bandit” lettering on the driver’s door and put his signature on the hood and dashboard. The car also came with a hat and jacket from the actor. The old school odometer has only five digits and shows 145,000 kilometres or 90,000 miles, and it does have the W72 performance package, with the 200 horsepower. So, there is no telling how many of those miles are only on the rear wheels because of all the massive burnouts a 200-horse car can do.

Is it possible that the movie Smokey and the Bandit spurred on the sales of performance coupes to the point that the Big Three American manufacturers actually started building driver’s cars again?

So maybe cheesy or not, the 1977 Pontiac Trans-Am from Smokey and the Bandit really does have an iconic place in the hearts of Carnuts everywhere….or maybe it was just Sally Fields!

12 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Poncho Muscle is Fun

Don Anderson’s 1966 Catalina 2+2 Story and photos by John Gunnell

Pontiac big cars continued to come on two wheelbases (as they had since 1958). From 1965-1969, the smaller stance—which hroughout the late ‘60s, Pontiac Motor Div. remained Ameri- measured 121 inches—was used for Catalinas and all Safari staca’s number three best-selling automaker. The company built tion wagons regardless of trim line. The larger 124-inch stance its post-1957 image on the youth market appeal of full-sized was reserved for Star Chiefs, Executives and Bonnevilles. performance cars. Under-the-table factory support of drag racing and stock car racing helped move big, “brutaful” Pontiacs Sporty luxury, smooth performance and high style were the out of showrooms. In the mid-‘60s, muscle car sales gradually keynotes of Pontiac’s larger cars during this five-year period. transitioned from monster motor big cars to the midsize car Playing off the glory of the Super-Duty high-performance models, big-cube multi-carbureted engines and 300-plus-horsepower niche where the GTO ruled the roost. ratings continued to be offered. However, 0-to-60 mph acceleration suffered due to added weight. The big-boat Bonnevilles were super cars to drive on superhighways, but rarely did much at a drag strip.

The opposite was true of the Catalina 2+2, which became Pontiac’s full-sized performance car.

T

A big-block 421-cid Pontiac-built V8 was standard in the 2+2.

14 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

As one of Pontiac’s top full-size collector cars of this era, the Catalina 2+2 has a mystique of its own. It came—on either hardtop coupes or convertibles—as a prepackaged group of equipment. Individual options could also be added. For 1966, small changes were the rule. An industry-first plastic grille was among them. A two-stage exhaust system with resonators was also new. Added options included manually inflatable Super-Lift air shocks, Strato bucket or Strato bench seats and head rests. The 2+2 package included all-vinyl upholstery, louvred fender trim,

2+2 badges, a 421-cid V8, a three-speed transmission with a Hurst floor shifter, heavy-duty shocks and springs, chrome engine parts, full wheel discs and special fender pin striping.

With a weight in the over-twoton range, the 2+2 with the Tri-Power 421 HO engine and four-speed gearbox could hit an incredible 95 mph in the quartermile. Pontiac installed the 2+2 option on 6,383 Catalinas in 1966, but Pontiac’s records do not indicate how many cars with the option were Sport Coupes or convertibles. Of the total, 2,208 cars had manual transmissions and 4,175 had Hydra-Matic drive.

Car enthusiast Don Anderson, of Chicago, decided he wanted a 1965 or 1966 Catalina 2+2.

He wanted a nice turn-key car he could take to the Pontiac Oakland Club International (www.POCI.org) convention and win awards with, so he scoured the club’s Smoke Signals magazine looking for a 2+2. Anderson had two cars on his radar and he wound up buying a white 1966 Sport Coupe.

Don Anderson got the “Pontiac Tiger” with the car.

aluminum drums, a factory tach, a remote-control left outside rearview mirror, a heater and defroster, Rally Gauges, a rear defogger, a visor vanity mirror, tilt steering, Soft-Ray tinted glass, a hazard flasher, front and rear floor mats, a remote trunk lid release, bright door edge guards, a rear radio speaker, white The car was restored with 83,570 original miles. It had the base sidewall tires and a Safe-T-Track rear axle.

421-cid 338-hp V8, Turbo Hydra-Matic transmission, black vinyl bucket seats, black carpets, a black vinyl roof, quick-ratio power The seller had a thick file on the car. He said he bought it 6-8 steering. 11-in. power drum brakes, a special 2+2 console, 8-lug years earlier. He found it in a magazine ad and had driven it

Dual exhausts were standard, but the base 421 and 421 HO have different exhaust manifolds, so be careful when ordering engine pipes.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 15

only about 2,000-3,000 miles. Documents indicated that the car had been kept in Pennsylvania until the late ‘70s. The seller got it from an Ohio man who brought it from Pennsylvania.

The owner said that the car was repainted in the year that he bought it, but that it had already been repainted when he bought it. He drove the car home from Ohio to Wisconsin and it began running rough in Milwaukee.

He then installed new spark plug wires and the engine ran fine afterwards. No other major work had been done to the car. The engine started quickly, ran smoothly and quietly and did not smoke and or get hot. It seemed to be a good honest car.

Anderson wanted everything on the car working. He decided to replace the old dual exhaust system with new stainlesssteel parts from Waldron’s Exhaust (www. waldronexhaust.com). Anderson wanted fender skirts. A set of NOS fender skirts was purchased on eBay. 2+2s without skirts have bright metal moldings on the wheel opening. When skirts are installed, these moldings are removed and different moldings that run across the bottom of the skirt are used.

Anderson ran into problems with the original oil pressure gauge sending unit shorting out. He learned that Inline Tube (www. inlinetube.com) of Dearborn, Mich., makes a black plastic washer to replace the fibre washer used by the factory, which often deteriorates. The plastic washer sells for a few dollars and more often than not, it fixes the problem of the sending unit shorting out..

Anderson also had the engine painted.

He installed a new hood insulation pad, detailed areas under the car and got a new

16 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Bucket seats and console add to the car’s sporty appeal.

cover for the spare tire (since the factory broadcast sheet said the car originally had one).

Anderson took a bus trip to Wisconsin, test drove the 2+2 for the first time, loaded up some parts, cleaned the car and then drove it to Chicago. Shortly thereafter, he drove the car to a POCI annual convention in St. Charles, Ill. to see how it would hold up in points judging. He won a Silver Award in Stock Class.

After the POCI convention, Don took the 2+2 to D & M Corvette (www.dmcorvette. com) in Downers Grove, Ill., to have additional work done. D & M carried out a number of cosmetic and mechanical upgrades. An original radio was located and installed. The left-hand remotecontrol outside mirror was fixed (Don is still looking for a right-hand one). The transmission was adjusted to reduce the harsh shifts. Another company did some upholstery work.

When the car was taken to the POCI and GTO Club Co-Convention in 2013, it won a Gold Award in Stock Class. Owning the 2+2 made Don a Poncho enthusiast of the first rank. “I like both Mercedes and Pontiac shows,” he told Muscle Car Plus. “But Pontiac events are just a lot more fun.”

Catalina was considered a “small” full-size car and the 421 gave it muscle.

The trunk is clean and has factory mat.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 17

Big Muscle

1970 Chevelle LS6 “Survivor™” back” in 1966 and muscle car years at that time were like computer years today. The SS396 was still kool, but it was y 1970, Chevy knew that the SS396 Chevelle was no no longer king of the cubic inch monsters. longer the fastest muscle car in town—the town being Detroit, Mich., birthplace of almighty American muscle. The Muscular 400-cube-plus newcomers from other automakcrusty and trusty old SS396 had been around since “way ers were a bunch faster on the streets and drag strips. To swing the balance back in the Chevelle’s favour, Chevy released a new SS454.

This combination is considered by many collectors to represent the ultimate development of the hot Chevelle Super Sport.

Story and photos by John Gunnell

B

A “CZ” code on the car’s heavy-duty alternator is another sign of a genuine LS6 Chevelle SS 454.

18 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

The 454-cid engine had a 4.250 x 4.00 inch bore and stroke and was made available in two different versions. The LS5 featured a 10.25:1 compression ratio and a 750-cfm Rochester Quadrajet carburetor. It was rated for 360 hp at 5,400 rpm and 500 lb-ft of torque at 3,200 rpm. This engine was included in the SS454 option, which had a $503.45 package price. Even more dominating was the LS6, which used an 11.25:1 compression ratio and a 780-cfm Holley four-barrel carburetor. It developed 450 hp at 5,600 rpm and 500 lb-ft of torque at 3,600 rpm. To get an LS6 you had to spend $263.30 over an LS5.

The LS6 was a super-high-performance V8 featuring things like four-bolt mains,

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It has Turbo-Hydra-Matic with a column shift and a front bench seat.

nodular iron bearing caps, heavy-duty con rods, big-diameter exhaust valves and a solid-lifter cam. A test car powered by the LS6 engine moved from 0 to 60 mph in 5.4 sec. and did the standing-start quarter mile in 13.81 sec. at 103.8 mph. That was with Turbo Hydra-Matic and a 3.77:1 rear axle.

You could also order either 454-cid engine with one of three available 4-speed gearboxes.

Only 3,773 of the SS Sport Coupes and convertibles built in 1970 had one of the 454-cid V8s and only a relative handful were LS6 editions. That’s what helps makes this green LS6 very desirable to collectors. But, that’s not all that’s special about this particular Chevelle. In addition to being rare in terms of assembly line production, it is even rarer because it’s in Survivor™ condition.

Coined by the organizers of the Bloomington Gold car show, the term Survivor™ has a particular meaning to many car enthusiasts.

Survivor™ vehicles, as defined and codified

by Bloomington Gold, are at least 20 years old and over 50 percent unrestored. Their finish and condition are so good, that they 20 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

The frame still has factory chalk markings on it, but there is some surface rust on a few components.

Steve Bimbi, of Nickey Chicago, points to a trunk lip stamping that verifies the model and body style of this Chevelle.

might prefer bucket seats and a four-speed gearbox, but like we said, the car is original all the way and it is how it was ordered in 1970.

This SS454 retains most of its original green paint, an original white vinyl interior and all its original drive train components.

The car is documented with four factories build sheets and its original Protect-O-Plate, an embossed plate that dealers made up to track warranty work. It carries information about

allow their use as a reference for the authentic restoration of a similar vehicle.

Our featured Chevelle, with 16,000 original miles and no restoration ever done to it, is a great example of a Survivor™.

In addition to its extremely nice state of condition, this car has almost all the goodies. It left the factory with the Z15—or SS 454—option, which includes bright engine accents, dual exhausts with bright tips, power front disc brakes, a black grille, wheel opening moldings, a special rear bumper with a resilient black insert, a special domed hood, a special heavy-duty suspension, 14 x 7-in. Sport wheels and F70 x 14 wide-oval tires. It has Turbo-Hydra-Matic transmission with a column shift and a bench style front seat. Some enthusiasts

The car still has its original trunk sticker with jacking instructions.

the car that matches all the details of the actual vehicle. The car also has a completely documented “chain of ownership” and comes with all titles issued to it.

Despite lacking a few typical muscle items, the car was sold with a number of rare options such as ZL2 Cowl Induction,

Today, the more specific term Survivor™ has been trademarked to help collectors assess cars of this quality.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 21

a factory tach, a gauge package, a 3.31:1 posi rear axle and a Sport steering wheel. It won a Silver Spinner Award at the Chevy Vette Fest/Rick Nelson LS6 display in Rosemont, Ill.

The car still has the correct type of power steering hoses with factory fittings, which is another sign that nothing was changed under the hood. The loop-type handle on the engine oil dipstick still has a telltale dab of “factory” yellow paint on its end. Some underhood and frame areas show slight surOriginal factory-placed production line markings show up face rust, because the car has not been touched up. While all over the car. The frame has the inspection number 532 not detailed, the engine looks practically new, other than rust stamped on it. There are other factory numbers marked on on the exhaust manifolds and other parts. the sheet metal and other under hood components. The Steve Bimbi, of Nickey Chicago, pointed out numbers stamped on the trunk lip that verify this car was built with a Chevelle hardtop body. Steve also showed us a factory flaw.

During the car’s assembly, a line worker left a piece of weld wire in a corner of the trunk near a welded seam. When the car was spray painted, the paint went right over the welding wire. Steve said this was an “original error” that you don’t see on perfectly restored Chevelles.

All of the door stickers on the SS454 show what collectors call “matching numbers.” In other words, the VIN on the door tag is the same one on the Fisher Body tag and on documentation like the Protect-O-Plate. Under the never-touched trunk lid is an original (not reproduction) factory sticker that cautions The trunk mats and spare tire and the owner about the correct procedure for jacking a car with hold-down parts are all as original a posi-traction rear axle. There is also a jacking instructions and spare tire stowing label. The flawless light gray textured alternator is stamped with a CZ/4 code that proves it to be trunk mat is the one that the car left the factory with. the original. Markings like these were made by assembly line workers and inspectors and usually wear off with age. As a dealer who specializes in selling choice muscle cars, Sometimes restorers research them and replace them. Ac- Steve Bimbi believes that top-notch Survivor™ cars like this cording to the car’s current dealer owner, the markings of SS 454 are “worth two to three times what normal cars are the Chevelle are original. worth.”

On a restored car, the exhaust manifolds will probably be refinished, but this un-restored original Chevelle SS 454 actually has a bit of rust on them.

22 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Cold-Blooded

’65 Belvedere gasser’s history lost to time Story and photos by John Gunnell

Stocker.” It looks like the factory-backed, altered-wheelbase Plymouths that drivers like Lee Smith used to drag race “ wish I could say that it is a famous racing car,” said Dave back in the mid-‘60s.

Glass. “But I have to be honest and admit that I just don’t know.” Glass owns D & M Corvette Specialists in Downers Glass is an avid car enthusiast who fixes and sells muscle Grove, Ill., but the car he was talking about is a ’65 Plym- cars and hot rods. Along the road to success as a Corvette outh Belvedere “post coupe” that he built as a “Match Race specialist, he became a specialist in the recreation of “gasser-style” racing machines.

(Cars with beam-type front axle set ups.) Glass has a wild-looking Corvette that is built up this way, as well as a Chevy-powered Willys coupe.

I

Dave’s red, white and blue ’65 Belvedere could pass for a high-dollar, factory-built Super Stocker if it had the original torsion-bar front suspension, but this car did not always look as nice as it does today. “The Plymouth was drop dead ugly when I bought it,” Dave said.

“The D & M restoration shop crew redid just about everything — except the roof.”

The engine under the hood today is a 472 Hemi.

24 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

The car ’s roof is painted a medium blue colour with a multitude of white stripes running from front to rear. “Believe it or not, the paint on that roof

is completely original,” Glass pointed out.

“While we don’t know if the car was famous, we do know for sure that this Belvedere was used as a racing car in the gasser period.

We purchased it from a man in Indiana, but all the evidence suggests that it was drag raced in Kentucky.”

The car had no engine when Dave got it, but the four-speed gearbox was in it and looked to be 100 percent factory installed. “The car was not converted to a four-speed,” Dave feels. “It had been tubbed and it carried a six-point racing cage. The guys at my store really got involved with this Plymouth. Sometimes they think I’m eccentric or just plain nuts, to take on projects like the Belvedere, but they know that I really enjoy the cars.”

Plymouth was forced go racing in the ‘60s to keep up with Chevy, Ford, Pontiac and Mercury. Dave’s research shows that Plymouth built 11 acid-dipped Satellite coupes with 426 Hemis and four-speed gearboxes to race in the 1965-1966 season. “I grew up in that era and watched drivers like ‘Dandy’ Dick Landy and Sox & Martin run cars like my Plymouth,” Glass explained. “That’s when I first raced my Willys, but it was also the onset of the ‘funny car’ era. So, I decided to build a car like the ones I saw racing back then.”

The Belvedere was built years ago, with all of the mechanical restoration and bodywork

Randy Ball built the interior, complete with a serious-looking roll bar and red vinyl trimmings.

The shortened wheelbase really shows in this rear view of the car.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 25

The car is mostly restored, but the roof paint is from its original racing career.

The snarly cam in the modern Hemi generates the same noises as a race car.

done right at D & M Corvette. Dave’s complex in Downer’s Grove includes a fully-equipped restoration shop, as well as a body shop and a service building.

Randy Ball was the only outside contractor on the Belvedere. He stitched up the red bucket seats and the interior.

Fibreglass front fenders are fitted and sit high off the ground.

The engine under the hood today is a 472 Hemi. The car goes to cruise nights in Downers Grove, but is not actually raced. “I got that out of my system years ago,” says Glass. “But when I ran into a rep from Comp Cams at a car show, I asked him to get me a snarly cam that made the same noises as a race car and he delivered in spades.” The driveshaft connects to a sturdy Dana rear axle.

Dave says he loves the way the Belvedere came out. “It’s a racing car so it’s cold-blooded until it gets up to 150 degrees, then it drives and runs good,” he says. “The only thing that could make life better is if we found out more about the car’s early racing history. We keep hoping that someone will recognize the paint scheme on the roof and step up with documentation of the car’s drag racing career.”

A fleet of ’65 Plymouths that dominated NHRA Top Stock Eliminator competition in 1965 inspired Dave Glass to build his red, white and blue bombshell.

26 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

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Lone Survivor

Hot Chief 2 is the sole suirviving ’60 Pontiac Super-Duty

Story and photos by John Gunnell

I

n the ‘60s, many carmakers found supported drag racing programs to attract business from car enthusiasts who spent their weekends at drag strips. Rather than get directly involved in racing, the carmakers usually relied on certain dealers to put cars in the winner’s circle and generate lots of publicity.

Owner Bob Knudsen, Jr., holds a sign with some features of the car. But Wangers was not the driver.

Milt Schornack was a talented mechanic and car tuner who worked at Ace Wilson’s famous Royal Pontiac dealership in Royal Oaks, Mich. According to Schornack, it was in 1959 that Wilson approached Pontiac Motor Division with the idea of turning Wilson’s franchise into the company’s high-performance headquarters. PMD was all for the idea and Milt was the guy who did a lot of the performance tuning on the cars that became known as Royal Bobcat Pontiacs.

Once the arrangement between PMD and Royal Pontiac was sealed, the next step was to build some cars to win races and make headlines. The cars would have to look good, go fast and sell the notion of Pontiac performance. Wilson told Schornack to put together a ’59 Pontiac with a warmed-up motor. Naturally, the 389-cid Pontiac V-8 with three two-barrel cabruretors was used.

The dealership’s drag car needed an easily recognizable identity. It was nicknamed the Hot Chief. The engine was tuned to deliver 345 hp on the drag strip. In his book Milt Schornack and the Royal Bobcat GTOs (co-authored by Keith J. MacDonald), Schornack says, “The Hot Chief traveled to Florida in February 1960 and by the time the Royal Racing Team left the Winter Nationals, the Daytona Beach dragstrip was but a smoking hole in the ground.”

This is believed to be the only original 1960 Super-Duty surviving today.

28 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Ace Wilson enjoyed winning races and the next year he decided he needed even more racing cars to shake things up. So, a pair of race-prepped 1960 Catalinas was constructed. Jim Wangers, who

worked for Pontiac’s advertising agency, drove the Hot Chief No. 1, which had a 389-cid 368-hp Super-Duty V8 attached to a fourspeed manual transmission. This car was painted red and had bold lettering all over the body hyping Pontiac power.

Here’s a look at the 389 Tri-Power Super-Duty engine.

This writer once interviewed Wa n g e r s ’ f o r m e r b o s s J a c k Stewart, who told me how much Wangers was into drag racing.

Stewart said that Wangers often put his work aside and spent all day on the phone talking to his drag racing buddies. However, Stewart had a few tricks he used to get the agency jobs done. He said he would have the phone removed from Wangers’ desk and tell him he couldn’t have it back unless he did his work. According to Stewart, the job would get done fast and well, and then Wangers would get his phone back.

Wangers was a top-notch driver. When he took Hot Chief 1 to the National Hot Rod Assoc. (NHRA) Nationals in the Detroit area, he took both class and Top Eliminator titles with a 102.04 mph 14.14 sec. run. This performance became famous and Wangers later produced and sold a poster showing Hot Chief 1 in action. Unfortunately, the car vanished over the years.

car was a 363-hp Royal-tuned Super Duty Catalina with Hydra-Matic transmission bolted to it. Amazingly, the Hot Chief 2 survives today in very good condition.

“This car is the only known surviving 1960 Super-Duty that was raced by Royal Pontiac,” says the current owner of Hot Chief 2, Bob Knudsen, Jr., of American Falls, Idaho. “The red car was probably There was a second car called Hot Chief No. 2. It was painted crashed or crushed—no one really knows.” A man named Dick Jesse white, but lettered up very close to the way Hot Chief 1 was. This piloted the white car and made it to the final run in the automatic

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 29

The car has a full bench seat and a complete interior. class at the Nationals, before another driver named Al “Lawman” “I remember Shafer loaded it on the trailer and I looked up and saw it Eckstrand beat him with a ’60 Plymouth. and told myself I loved that car,” says Knudsen. Then, it wound up in Floyd Garrett’s muscle car museum in Tennessee. Garrett ended up Bob Knudsen, Jr. - who collects Royal Pontiac race cars, Super-Duty selling it to another collector and Knudsen traded a 1962 Chevy Bel cars in general and “Swiss Cheese” (drilled frame) cars in particular Air 409 Z11 car with an aluminum front end for the Hot Chief 2.

- says he likes the Pontiacs because they were winners. “It’s simple,” he said. “When I was a kid, I loved drag racing in my ’59 Bonneville. Knudsen believes that the car is the only original 1960 Super-Duty I’d go to Pocatello Dragway all the time, but I always came in second around today. “It has the right Super-Duty intake, the right heads, and never won a trophy. My buddy had a ’59 Super-Duty and always the right exhaust and everything else. It has the right tank, the right beat me.” Today, Knudsen’s race car collection is hard to beat.

As for Hot Chief 2, before it came into Knudsen’s possession, it had been purchased by Ed Shafer, the Governor of North Dakota.

In 1990, Shafer had a frame off restoration completed by Chuck Simpson in South Carolina. It went from there to a Pontiac Oakland Club International (www.poci.org) convention in the Chicago, Ill. Area, where Knudsen first saw it.

The car had a frame-off restoration in 1990.

Bold lettering announced the car at the track. crank and the right cam and the rest of the parts like the special air cleaner with the oblong holes that came in the trunk of Royal Super-Duty cars.The Super-Duty package was sold only as a dealer option, so only a few were delivered and right here is the only original one I know of to be around.” Knudsen, who has only exhibited the car a couple of times, took it to the POCI Convention in Wichita, Kan., where it drew a lot of attention. The car is an amazing piece of drag racing history.

30 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Chevy’s Nomad Sports Wagon evolved from a ’53 Corvette prototype.

Draggin’ Wagons Story and photos by John Gunnell

D

“ raggin’ wagons” is a term coined to describe the modified station wagons that tore down dragstrips in the ‘50s and ‘60s. Wagons were popular as the basis for drag racing machines because of their weight distribution characteristics. With the right combination of a wagon body and a chassis set up for going fast in the quarter mile, a race car builder could create a real winner.

This story is not about station wagons that ran the quarter mile; it’s about high-performance station wagons that competed in the “Stoplight Grand Prix” of the streets of North America or raced down the super highways built in the postwar era. Some of these wagons were mighty good looking, muscular underneath and pretty rare as well.

The evolution of the station wagon between the first Ford Model A wagon in the late-‘20s and ‘50s and ‘60s “sport wagons” was a striking reflection of the postwar urge to own fine vehicles and suburban homes. Early “depot hacks” were boxy utility vehicles, but by the ‘30s, a richly varnished “woodie” wagon was an icon of stately suburban living.

Immediately after World War II, car buyers--especially young, middleclass married couples who were raising families and purchasing suburban homes–-turned to the station wagon as an all-purpose vehicle that could serve their every need. Production of station wagons rose rapidly from the early 1950s on, even doubling every three years up to 1957. The sale of these cars–-by now made entirely of metal (but sometimes using simulated wood trim)--was stimulated by North Americas’ new suburban lifestyle. By the late-‘50s, the station wagon had evolved to a model selling nearly a million cars a year.

Model Year Total Wagon Production Market Penetration % 1951 174,500 3.3 (*) 1952 168,500 3.9 1953 303,000 4.9 1954 310,000 6.5 (*) 1955 580,000 8.2 1956 707,200 11.3 1957 843,500 13.6(*) 1958 647,000 15.2 1959 937,000 16.9 1960 923,700 15.4 1961 866,800 16.0 1962 924,900 13.8 1963 963,500 13.1 1964 936,969 11.9 1965 968,771 11.0 1966 912,433 10.6 1967 760,094 9.9 1968 860,596 10.3 1969 869,684 10.2

(*) Note doubling in 3-year intervals up to 1957.

fore long, the steel crate-on-wheels became a “sport wagon” identified by catchy model names like Nomad, Safari, Caballero, Country Squire and Fiesta. There was also a proliferation of station wagons. Ford-–the acknowledged “wagonmaster”--offered two wagons in 1949. They were identical except for the choice of an inline six-cylinder engine or a flathead V8 with 100 hp. By 1959, Ford had a lineup of 12 wagons including plain, mid-range and fancy styles with two- or four-doors. You could still get a six, but many wagons had the biggest V8s.

The station wagon went through revolutionary changes in the ’50s, after the wood-bodied depot hack was replaced by the all-steel carry-all. Be- There was an impression that a station wagon, due to its utilitarian 32 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

28,813 AMC and 4,973 Studebaker-Packard models). Next rarest was the four-door three-seat wagon, of which 157,059 were made (54,516 GM, 50,888 Ford, 34,087 Chrysler, 17,568 AMC and no StudebakerPackard models). The bulk of production (652,889) was of four-door wagons with two seats. Of these, 218,256 were GM, 181,613 were Ford, 106,394 were Chrysler brands, 128,161 were from AMC and 18,199 were Studebaker-Packard models.

In model-year 1961, the number of station wagons built in the U.S. fell 6.3 percent to 865,356 vehicles. Of these, 483,449 were six-cylinder-

The first wagon was a Ford Model A that didn’t have high performance. style and heavier weight, needed a big engine to pull it around, and car salesmen sold this idea to many buyers so that they could add another pricey option. Many station wagons of the 1950s were available with all engines an automaker offered—at least on a special-order basis. So, a buyer could get a tri-power or even a fuel-injected V8 in a station wagon.

Those interested in drag racing often bought the cheapest wagon (which was lightest in weight of course) with the most massive engine that could be added at extra cost.

In model-year 1960, a total of 923,323 station wagons were produced in the United States. Of these, most were four-door models and only 113,375 were sporty two doors. The station wagon represented 15.6 percent of all 1960 cars built in the U.S. Ford had the biggest footprint in the wagon field and it was Ford at the top of the heap with 292,304 made. Chevy’s total was 287,705. AMC was third with 174,542 station wagons.

Ford wagons built for police work in 1958 likely had a big or supercharged V8. powered and 381,907 used a V8 engine, a trend that would soon change because many of the larger, heavy station wagons ultimately got a V8 as their standard engine. The production total included 65,738 two-door models, 661,142 four-door two-seat models and 138,476 with four doors and three seats. The rarer two-door wagons were still offered by Plymouth (2,381 made), Ford (12,042), Falcon (32,045), Comet (4,199), Studebaker (2,239) and AMC (12,832).

The rarest ‘60 station wagon was the two-door style that accounted for After a short-lived recession early in 1961, the automobile business 113,375 total assemblies (14,663 GM, 59,803 Ford, 5,123 Chrysler, bounced back and was rolling along at full steam by ‘62. Station wagon

“Dragon Wagon” was coined to describe wagons built for the quarter mile.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 33

Though it looks more luxurious than muscular, the ’58 Olds wagon has tri-power. output increased to 924,894 cars. This included 30,978 with two doors, 739,435 with four doors and two seats, 115,226 with four doors and three seats and 39,355 with five or six doors. The latter group included Corvair and Falcon Econoline passenger vans and some AMC wagons.

As a whole, station wagons accounted for 13.8 percent of all cars built in the U.S. in model-year ‘62.

wagon output. However, in terms of the actual number of wagons made, the ’63 total of 963,500 was the highest ever realized. Of that amount, 536,429 had V8s, 420,481 had a six and 6,551 were four-cylinder Chevy IIs or Tempests. Chevrolet was the leading maker of full-size V8 station wagons, but Ford made the most V8 wagons overall if Fairlane and Falcon V8 models were counted.

Mickey Thompson and other famous race car builders had a field day In addition to the trend towards more V8-powered station wagons, 1963 stuffing super car engines into the smaller wagons. A number of race also continued a five-year decline in the number of two-door station teams built tiny 1961-‘62 Tempest Safari wagons with powerful Super- wagons built, which started at 149,896 units produced in 1959 and dropped to just 19,002 in 1963.

With a GTO hood and 326, this Tempest Another trend in wagon sales noted at this time was a levelling of deSafari is close to a GTO wagon clone. mand in terms of market penetration. While total model-year production was at an all-time record high, the percentage of total industry sales going to wagons was actually tapering off.

Industry trends in the station wagon market niche continued unabated in 1964. The station wagon’s share of total U.S. car sales fell to 11.9 percent, the lowest since 1956. Dropping even further in popularity, the two-door station wagon accounted for only 8,744 total assemblies in model-year 1964. Of those, 2,710 were GM products and the rest were FoMoCo models. As far as four-door wagons went, the two-seat variety was built 726,345 times as opposed to 170,061 for three-seat types. In the five- and six-door wagon class were 8,147 GM products, 16,665 FoMoCos, 2,600 Mopars and 4,407 AMC models. That added Duty 421 Pontiac V8s lurking under their hood scoops. (As an aside, up to 936,969 total vehicles for the model year, a 2.75-percent decline.

Pontiac used to buy the Super-Duty hood scoops from Ford!)

Part of the reason for the swing away from wagons was the rising popularity of the so-called “compact van,” especially among younger Bill Osterhoudt, a friend of the author’s who went to military school with Americans.

Grumpy Jenkins, had a full-size ’62 Pontiac wagon—a Catalina Safari-when he was in the Air Force in Wichita, Kan. His station wagon had There have long been rumours that Pontiac Motor Div.—which became originally been ordered with a 421-cid V8 and a four-speed manual gear known as GM’s high-performance division in the ‘60s—actually built box. Bill outfitted the dash of the Pontiac with gauges from an airplane a couple of prototype or pilot Pontiac GTO station wagons. Over the that had crashed and turned it into a really amazing car. years, enthusiasts have built their own versions by combining GTO parts with Tempest Safari station wagon bodies.

Station wagons as a percentage of total 1963 model-year production of U.S. cars did not set a record, notching 13.1 percent of all cars built. Auto sales in America boomed in 1965, so it should come as no surprise That compared to 16.9 percent in 1959, the all-time record year for that station wagon production hit a record 968,771 vehicles. However, 34 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

The Go Shop 1972 Olds Cutlass wagon was a 1972-1974 NHRA record holder.

hit a record 284,519. This was indeed the age of the prestige car and the prestige wagon with wood panelling, a roof rack and even a vinylclad top made an “anti-environmental impact statement.” There were even a couple of Cadillac Eldorado wagon conversions and things like that. Pontiac again toyed with the idea of marketing a GTO wagon and some say a handful were made.

For wagon lovers, ’69 was a lot like ’68. The total number of wagons made went up a peg and market penetration went down a peg. Production of fancy four-door three-seat wagons increased by nearly 50,000 units. The number of five- and six-door wagons made increased 47 percent.

By the early 1970s, most station wagons were getting larger (and therefore slower). However, there was one 1970 Oldsmobile wagon that broke the mould. It was built and owned by Joe Mondello, who set benchmarks in the performance industry in every decade since the the station wagon continued to represent a smaller share of the total ‘50s. By 1970, Mondello had been directly involved with the automotive market with an 11.0 percent penetration level. The two-door wagon aftermarket for over half a century as a manufacturer, engine builder, counted 16,050 assemblies, the four-door wagon had 912,761 (includ- racer and educator. ing 207,212 with a factory-installed third seat) and the five- and six-door wagons had 39,960. In the fall of 1965, Ford introduced an innovative Mondello cylinder heads were used by Dean Moon, Ak Miller, Craig dual-action tailgate for its ’66 station wagon. It could be opened like a Breedlove, Big Daddy Don Garlits and the legendary Mickey Thompson.

Mondello was Car Craft magazine’s “Engine Builder of The Year” in door or lowered like a tailgate.

1969 and drag raced as a factory-backed driver for Oldsmobile, setting By 1966, the two-door station wagon was gone – at least for a while.

Other body style trends continued in mostly the same direction as 1972 Hurst/Olds Vista Cruiser built for before. Production of wagons with a factory-installed third seat saw a the Medical Director of the Indy 500. modest increase. This was a reflection of buyer interest in fancier and sportier cars in this era. While the station wagon was declining in overall popularity, those who still wanted one were willing to upgrade to fancier, full-featured models. Some wagons of this vintage were virtually luxury cars. Production of five- and six-door wagons – most of which were actually passenger buses – also went up again.

Late in 1966, the Italian auto body builder Intermeccanica built a Mustang station wagon for advertiser Barney Clark and car designer Robert Cumberford. This good-looking wagon was painted dark green and appeared on the cover of the October 1966 issue of Car and Driver magazine. It was also written up in Car Life. A number of years ago, the author was going to the vintage races at Road America, in Elkhart Lake, Wis. He needed a hotel room and heard of one that was not going to be used because it was rented for a Minnesota Congressman who had been called to Washington for a vote. One of the Congressman’s two NHRA records. Joe’s Mondello Technical School provided research, friends had just purchased the Mustang wagon the week before. development and extensive testing of GM engines and heads.

Production of all conventional wagons dropped in 1967, while the fiveand six-door versions saw a very modest gain in popularity. Also catch- Mondello’s wagon is one of two 1970 Olds Cutlass W30 7-passenger ing on with younger buyers were wagons with big engines, bucket seats, station wagons ever built. It features a functional Ram Air hood and air mag wheels and even four-on-the-floor. These were small enough to cleaner assembly. Underneath is the 455-cube 390-hp W30 V8 hooked to a THM400 transmission and 3.08 positraction rear axle. It also has look good and large enough to carry stuff. the 4-4-2 heavy-duty suspension with oversize sway bars, a heavy-duty Station wagon business turned around a bit in 1968 with total market cooling system and a tow bar hitch and wiring harness. penetration rising back into the double digits at 10.3 percent. Only the five- and six-door category lost – and not a lot. Three-seat wagon sales The wagon, which still exists, has a body that is part original and part restored. It rides on 15-in. SS II wheels with full wheel covers and is equipped with factory air. The interior features leather upholstery and power windows, including the window on the dual-hinged tailgate. Although the speedometer reads 102,166 miles, only about 2,500 miles have been put on the Mondello high-performance engine since it was last rebuilt. This is a one-of-a-kind car with a one-in-a-million owner.

You won’t find another one like it.

Joe Mondello’s ’70 Cutlass wagon was offered at the 2009 Atlantic City car auction.

Two other very interesting “muscle” wagons from the 1970s are a Hurst Olds station wagon built for the Medical Director of Indianapolis Motor Speedway when a Hurst Olds convertible paced the 56th Indy 500 on May 27, 1972, and the world’s only 1973 Pontiac Grand Am prototype station wagon. Both of these station wagons still exist in the hands of collectors. The Grand Am is owned by a famous Pontiac engineer named Tom Goad who is well-known for his Trans-Am work. It was factory-built and has a 455 Ram Air V8, bucket seats, radial tires, dual exhausts, a moon roof and other special features.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 35

A Good Bet

’71 Mustang Mach 1 “Casino Car” Story and photos by John Gunnell

O

n Jan. 7, 2021, William “Red” Lewis—the 78-year-old founder of The Automobile Gallery in Green Bay, Wis.--passed away peacefully at home. Lewis was a car wash entrepreneur who introduced the robotic arch brushless car wash system that he sold in 30 countries. He was also an automobile lover who collected more than 100 vehicles.

The 1971 Mustangs had a slightly longer wheelbase (109 inches) than the 1970 version and also grew 2.1 inches in length. They measured 189.5 inches bumper-to-bumper, 7.1 inches more than the original 1965 model. The ‘71s were also 3.0 inches wider than the big-block-capable ‘70 Mustang and 6.8 inches wider than the original version that offered a small-block V8. Weights were up an average of 500 lbs. from 1970.

As a respected collector. Lewis was often asked to help out in various car-related situations and in 2019 he became involved with finding a giveaway car for the Menominee Casino in Green Bay. The 1971 Ford Mach 1 featured here was selected from a number of muscle machines to be the casino’s promotional vehicle.

The ‘71 Mustangs were completely redesigned in a size that was the largest ever for the marque.

Styling left little doubt that the cars were Mustangs, but they were lower, wider and heavier than any previous Mustangs. A full-width grille, with the headlights inside its opening, was used.

A “Mustang corral” was again seen in the grille’s centre.

Still built with the sales-winning long hood/short deck proportions of the 1965 model, the ’71 Mustangs looked like even-more-muscular cousins of the originals. In this evolutionary step, new features were apparent including a flatter roof for the fastback and a “tunnel backlight” (basically a recessed rear window) built into hardtop coupes.

36 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Original shifter handle was adapted to the upgraded five-speed tranny.

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Ford wanted to make the Mustang into a high-performance supercar. Big-block power was not new; the 390-cid V8 was a performance option as early as 1967. However, in 1969, it took custom shops to shoehorn the Boss 429 V8 into a Mustang.

Marketers and engineers viewed this as a weakness of 1969- ‘70 models and sought to rectify the situation with an engine bay big enough to handle any power plant Ford had. Another plus was that the longer body gave designers extra interior room in which to create more comfortable passenger seating than in earlier “pony cars.”

High-back front bucket seats were standard equipment.

Unfortunately, Ford’s timing and instincts proved to be slightly off.

When this “fourth-generation” Mustang was in the planning stages (roughly 1968- ‘70), car companies and the American public were willing partners in a horsepower escalation that seemed to have no end. By the time it hit the showroom, high insurance premiums and increasing government regulations were putting the brakes on all of that enthusiasm.

The 1971 body styles were very similar to the previous ones: two-door hardtop, two-door SportsRoof and two-door convertible.

The Grandé, Mach 1 and Boss models were back. However, a new Boss 351 replaced the Boss 302 and Boss 429. Its 351-cid 330-hp “Cleveland” engine became the Mustang’s small-block, high-performance V8.

An optional hotter-looking ’71 grille deleted the corral, but offered amber auxiliary lights imbedded in the honeycomb-textured insert.

On these models, the galloping horse was depicted on a small tribar emblem in the grille’s centre. A chrome bumper and chrome fender and hood moldings were standard, except on Mach 1s and Boss 351s.

The 351-cid V8 is finished in Ford blue with correct air cleaner decal.

Standard equipment for Mustangs included colour-keyed nylon carpeting; a floor-mounted shift lever; high-back bucket seats; steel door guard rails; DirectAire ventilation; concealed wipers with cowl air inlets; a mini-console with ash tray; arm rests; courtesy lights;

Triple-segment taillights flanked the rear grille.

38 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

’71 Mustangs were larger, lower and wider than previous versions. a cigar lighter; a heater and defroster; an all-vinyl interior; a glove 500 chromed styled steel wheels that cost $120 for Mach 1s. This box; the 250-cid six; E78-14 fibreglass-belted black sidewall tires package included an F78-14 Space-Saver spare tire and required F60-15 raised white-letter tires and the competition suspension. and, on convertibles, a power top.

The Dual Ram Air induction option, which was added to the caMach 1s like this casino car had standard SportsRoof equipment, sino car, cost about $65. It included appropriate Ram Air decals. plus a colour-keyed spoiler/bumper with colour-keyed hood and The rear decklid spoiler on this car was available for SportsRoof fender moldings. Also, colour-keyed were the dual racing mirrors, models for $32. with the left-hand mirror featuring remote-control operation. Mach The Décor Group interior was available for $97 including special seats and door panels, as well as a choice of knitted vinyl or Menominee Casino wanted a classic giveaway cloth-and-vinyl high-back bucket seats (knitted vinyl required for car and called the late Red Lewis. convertibles). Mach 1s also had a rear ashtray; deluxe left- and right-hand black instrument panel appliqués; a deluxe two-spoke steering wheel; molded door trim panels; colour-keyed racing mirrors (left-hand remote-control); and rocker panel and wheel lip moldings. The casino car also has NASA style scoops and hood locks.

If the less-than-spectacular engine lineup didn’t excite enthusiasts, it should be noted that Ford had officially pulled factory support out of motorsports the previous year. Considering that the government and insurance companies were slipping a noose around the neck of the high-performance automobile, history suggests this was a smart move.

Mustang production for 1971 continued to decline, dropping to 149,678. Of all Mustangs built in the model year 1971, some 5.3 percent had a manual transmission; just 1.9 percent had power 1s came standard with the sport lamp grille; competition suspen- windows. So, the Casino car has some rare options on it. sion; hubcaps and trim rings; a black, honeycomb-textured rear appliqué; a pop-open gas cap; a deck lid paint stripe; black or argent silver lower body side finish with bright moldings at the upper edge; E70-14 whitewalls and the base V8. NASA-style hood scoops were optional at no cost.

The new car’s heavier body would have been too much for the small 200-cid inline six-cylinder; in its place at the bottom of the powerplant list for 1971 was a slightly more powerful 250-cid six.

A mild, 210-hp 302-cid engine was the standard V8 for the line, with other small-block offerings including 240- and 285-hp versions of the 351-cid V8, plus the 330-hp Boss 351 powerplant. This car has the M-code 351-cid 280/285-hp engine.

The options list—always praised by Ford for its broad range—again gave Mustang buyers the ability to customize their purchases straight from the dealership. Wheel choices included the Magnum

Disc brakes were coming into vogue in the early ‘70s.

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 39

1971 MUSTANG MACH 1 lD NUMBERS VIN on the top left side of the instrument panel is visible through the windshield. The 1971 VIN consisted of 11 symbols. The VIN for this car is F1F05M217449. The first symbol F is the Ford symbol and is not considered part of the VIN. Next comes a 1 that stands for 1971. Then comes an F that indicates the assembly plant that built the car: F=Dearborn, Mich. The next two symbols tell the model and body style: 05=Mach 1 SportsRoof Coupe. The next symbol indicates the size and type of engine: M=351-cid V8 with four-barrel carburetor. This engine produced 285 hp in cars built thru May 1971 and 280 hp in cars built after that date. The last six symbols are the unit’s sequential production number at the assembly plant where it was built starting at 100001 at each factory.

The casino car carried number 217,449, so it was the 217,448th car built at Dearborn in 1971. A sticker on the driver’s side door jamb gives additional coded information about the car. It has the sequential production number and full VIN, plus the following codes: Body Code 63R indicates a Mach 1 SportsRoof model.

Paint code A indicates Raven Black finish. Trim code 5A indicates black knitted vinyl upholstery. Axle code S indicates 3.50:1 ratio.

Transmission code 5 indicates four-speed manual. District Sales Office Code 56 indicates sold in Davenport, Iowa.

There was no mistaking a ’71 Mach 1 for another Mustang.

The casino car ‘s odometer reading was 42,382 miles. It had body and paint that was in fine condition, as was the interior. Like-new BF Goodrich Radial T/A tires were mounted. The car ran well and had plenty of power. It had been upgraded with a five-speed manual transmission, but the original four-speed style shifter was used.

The car had original-fit Classic Auto Air air-conditioning. Options included a Ford tachometer and dashboard gauge cluster. The “351 4V” V8 was detailed with air cleaner decals. The car featured interior accent trim, fog lights, a chin spoiler, a rear deck lid spoiler, a factory AM radio and power windows. According to the ConceptCarz Website, auction prices for cars like this one average $56,970. Not a bad haul for a trip to a casino!

40 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

Menominee Casino wanted a classic giveaway car and called the late Red Lewis.

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Good Vibrations’ new Forged Steel Spindle Kit was designed for Anglia/PS-style spindle-mount wheels and is ideal for Funny Cars, Altereds and Dragsters. The 4130 Forged Chrome Moly Spindles feature DU self-lubricating bushings, a black oxide finish and are designed and machined by Strange. The King Pins are forged in the USA, are bored and ported for lubricant delivery, and are tapped ¼-in. 28 for grease fitting.

The end caps are made from 6061-T6511 aluminum and are bored for grease fitting access.

HushMat’s 1970-1981 Chevrolet Camaro sound deadening and thermal insulation material is designed to make every type of vehicle cool, quiet and comfortable to drive and enjoy.

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HushMat has invested thousands of hours over the past 15 years measuring vehicles to create a Year, Make and Modelspecific portfolio of 365,000 part numbers. HushMat insulates firewall, floor pan, tunnel, doors, roof and trunk.

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FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 41

TECH: NEW PRODUCTS

Kooks Super Street Series for 2012-2020 Chrysler 6.4L HEMI Applications Kooks Super Street Series headers for the Chrysler LX/LD platform are now available for the 6.4L HEMI-equipped applications. The new headers are manufactured utilizing high-grade 304-grade stainless steel and each header is handcrafted to ensure proper fitment. The headers use 3/8-in.

United Pacific Industries Now Offering Locking Gas Cap for Classic Ford and Chevrolet Vehicles United Pacific Industries have added the Titan Vented Locking Gas Cap to its product line and it will be available for the 1957-1970 Ford Bronco and Ford pickup trucks as well as 1949-1970 Ford cars. The top-quality, military style fuel caps are available in chrome plated or matte black painted finishes and come with two keys. The gas cap is perfect for any enthusiast who wants a strong-looking design that guards against theft.

thick flanges, heavy-duty 14-gauge primary tubes measuring 1-7/8-in. OD, Kooks scavenging spikes and one-piece collectors. The two-bolt flanges and formed balls connect to the OEM catalytic converters, making it a direct bolt-on installation. Dyno test results showed a 7-horsepower and 20 lb-ft of torque improvement over the stock manifolds when measured at the wheels.

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Our structure widths range from 10’ through 50’, with the length being as long as you need.

Our engineer can provide you with stamped and sealed drawings, Schedule B and C-B, and site inspections to help assist you with DO-IT-YOURSELF any permitting processed required Take advantage of our by your municipality. full installation services These services also include throughout British Columbia, our CSA-A660 certification including complimentary on-site for pre-engineered steel consultations in the Lower Mainland structures in Canada. to fully design your custom structure.

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Advertiser Index

Great Canadian Oil Change--------------------------------------24 360 Fabrication Inc. -------------------------------------------- 13 All-Parts Trailer Sales ------------------------------------------ 45 B&W Insurance ---------------------------------------------------5 Barry-Hamel ----------------------------------------------------- 37 BC G Body ---------------------------------------------------------3 CAM Oil ---------------------------------------------------------- 45 Classified Motorsports ----------------------------------------- 41 Colby Valve ------------------------------------------------------ 44 Easy Build ------------------------------------------------------- 42 G&M Trailers ---------------------------------------------------- 45

McLeod’s 2020 Mid-Engine Corvette C8 Transmission Frictions and Steels Kit McLeod is now offering its Frictions and Steels kits for the mid-engine 2020 Chevrolet Corvette C8 with each kit containing high-performance frictions and steels for the TR-9080 DCT 8-speed transmission. The TR-9080 transmission is an eight speed Wet Dual-Clutch Transmission (DCT) that is manufactured by TREMEC for transaxle applications and is the first TREMEC design to incorporate the transmission, differential and axle drive into a single package. This kit from McLeod provides excellent heat dissipation under heavy loads and is able to handle up to 1,000 horsepower applications. It improves the already remarkable shift performance and has a flawless fit with no binding.

Golden Leaf Automotive --------------------------------------- 27

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Good Vibrations ---------------------------------------------------7

B&M Pro Gate Gated Race Shifters for GM 3- and 4-Speed Automatic Transmissions

Howard Cams --------------------------------------------------- 40 Ididit -------------------------------------------------------------- 23 Jellybean AutoCrafters ----------------------------------------- 45 KMS Tools ------------------------------------------------------- 31 Kool Coat -------------------------------------------------------- 45 LMC Truck ------------------------------------------------------- 48 Lordco Auto Parts ---------------------------------------------- 43 Michael Irvine --------------------------------------------------- 19 Mopac Auto Supply - ------------------------------------------- 47 Procar --------------------------------------------------------------2 Scott’s Super Trucks ------------------------------------------- 45 Westar Trailers -------------------------------------------------- 45

44 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

The new B&M Pro Gate shifter is an externally gated race shifter for GM 3- and 4-speed automatic transmissions featuring a compact and lightweight design with a 10gauge black oxide-coated 304 stainless steel base with a heavy-duty 303 stainless steel shift pin for longevity. The 1016 steel shift stick includes a black shift knob while the external gate plate is constructed from black oxide coated 11-gauge 304 stainless steel. The 4-speed gated forward shift pattern features a staggered shift pattern with positive stops between each gear for quick and precise shifts.

For more information please go to www.holley.com

FEB/MAR 2021 MUSCLE CAR Plus MAGAZINE 45

READER’S RIDES 1969 Dodge Charger R/T

David Wallis bought his 1969 Dodge Charger R/T in Vancouver from the original owner for just $1,000 back in 1979 and enjoyed daily driving it to high school and cruising the town. In 1983, the car was parked in his Dad’s garage and, 17 years after that, David brought it to his home up in Westbank. By 2004 it was back on the road and since then, it has undergone numerous upgrades including a very healthy 440 engine, 5-speed Tremec transmission, all-new suspension and a custom interior thanks to Dan’s Place out in Kelowna. These days, the car patiently waits in the garage during the winter months so it can come out and play in the Spring.

WANT TO SEE YOUR VEHICLE IN THE MAGAZINE? Send in a few hi-res photos of your classic car or truck with a short description of around 60-80 words and we may include you in the Reader’s Rides section at the back of Muscle Car Plus.

If interested, please email us at ReadersRides@rpmcanada.ca 46 MUSCLE CAR PLUS MAGAZINE FEB/MAR 2021

It’s Up To Us KEEPING GENERATIONS ON THE ROADT ™

If you’re reading this, there’s a good chance trucks are a big part of your life … and your family’s.

You may even be driving your dad’s truck – or your granddad’s. Hopefully, your kids will drive it at some point down the line.

But for that to happen, it’s up to you to teach them what it means to drive a truck. dŽ ƵƐ͕ ĚƌŝǀŝŶŐ Ă ƚƌƵĐŬ ŵĞĂŶƐ ƉƵƫŶŐ ŝŶ ĂŶ ŚŽŶĞƐƚ ĚĂLJ͛Ɛ ǁŽƌŬ͘ /ƚ ŵĞĂŶƐ ĚƌŝǀŝŶŐ Ă ŚĂƌĚ ďĂƌŐĂŝŶ ĂŶĚ ƐĞĂůŝŶŐ ƚŚĞ ĚĞĂů ǁŝƚŚ Ă Įƌŵ͕ ůŽŽŬͲĞŵͲŝŶͲƚŚĞͲĞLJĞ ŚĂŶĚƐŚĂŬĞ͘ /ƚ ŵĞĂŶƐ ŚĞůƉŝŶŐ ƉĞŽƉůĞ ǁŚŽ ŶĞĞĚ ŝƚ͕ knowing someday, it might be you needing the help.

For us, trucks are part of who we are because trucks are all we do. Simply put, we live, breathe and love trucks – everything about them. It’s why there’s nothing more important to us than keeping ŐĞŶĞƌĂƟŽŶƐ ŽŶ ƚŚĞ ƌŽĂĚ͘ Get your FREE CATALOG at LMCTruck.com

Chevy/GMC 1947-13 Ford 1948-16 Dodge 1972-15

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