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CONTENTS
What a Rocket!
ICON:
2021 Ford Mustang GT Convertible ...pg 14
BIG POWER:
1972 Buick GSX ...pg 24
ALSO INSIDE:
Starting Lines-------------------------------------------- 4 1972 AMC Javelin AMX ----------------------------- 18 1963 Chevrolet Corvette -------------------------------- 29 1960 Chrysler 300F ---------------------------------- 32 1970 Oldsmobile 442 ------------------------------- 38 Parts Store------------------------------------------------ 42
Laura Ballance’s 1956 Olds Rocket 88 ...pg 8
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE
STARTING LINES
Cadillac CT4-V Blackwing and CT5-V Blackwing Now Available
T
he much-anticipated Cadillac CT4-V Blackwing and CT5-V Blackwing, the latter of which is the most powerful and fastest Cadillac production model in history, are now available at local dealerships. The CT5-V Blackwing utilizes an upgraded and hand-assembled 6.2L supercharged V8 that pushes out an astonishing 668 horsepower and 659 lb-ft of torque while the CT4-V features an also very impressive 3.6L Twin-Turbo V6 that makes 472 horsepower and 445 lb-ft of torque. Each model is offered with either a standard six-speed manual transmission or an available 10-speed paddle-shift automatic transmission. Both models are developed to be fully track capable and feature advanced high-performance braking systems and functional aerodynamics including an available carbon fibre aero package which further enhances its performance. The V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential which is optimized for each driving mode and each Performance Traction Management setting, plus fourth-generation Magnetic Ride Control. The CT4-V and CT5-V Blackwing are available now with extremely limited availability with MSRPs of $65,098 and $87,798 respectively. MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
PEOPLE | PRODUCTS | VEHICLES | IDEAS
NOVEMBER 2–5, 2021 • LAS VEGAS CONVENTION CENTER • LAS VEGAS, NEVADA
SEMASHOW.COM/REGISTER
Volume 19, Issue No. 5 October / November 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
Chevrolet Announces Official 2023 Corvette Z06 Reveal Date
Distribution Manager: Brenda Washington brenda@rpmcanada.ca
Those who have eagerly been anticipating the unveiling of the upcoming Chevrolet Corvette Z06 can finally add an official date in their calendar as Chevrolet has chosen October 26 as the date it will finally reveal the 2023 Corvette Z06. The announcement came with a quick teaser video showcasing a camouflaged Z06 along with a race car version on what is hinted to be a very famous European racetrack, such as the Circuit de la Sarthe which is home of the 24 Hours of Le Mans. We will be sure to provide information and photos of the Corvette Z06 in our next issue.
Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan Dan Heyman John Gunnell Cam Hutchins
Ford Introduces new Mustang Ice White Edition Appearance Package Ford has decided to take a page out of its own history book with the introduction of the new Mustang Ice White Edition appearance package for both the Mustang coupe and the Mustang Mach-E, which marks the first time in 28 years Ford is offering a white-on-white Mustang and first ever for the coupe. The car takes inspiration from the 1993 Triple White
Muscle Car Plus Magazine is published six times per year by RPM Media Inc. 2506-2789 Shaughnessy Street Port Coquitlam, BC V3C 0C3 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca
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Fox body feature Mustang which saw just 1,500 examples made, all of which were convertibles. The special appearance package will be available on Mustang EcoBoost and GT Premium fastback models and comes in Oxford white with unique iced-out taillamps and heritage-inspired 19x9-in wheels also in Oxford White. The black-and-white interior features Oxford White leather seat inserts front and rear, plus white leather door panels. The Ice White Editions are set to arrive at dealerships in early 2022. MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
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Sassy New Look
Laura Ballance’s fully-restored 1956 Oldsmobile Rocket 88
A
slight case of buyer’s remorse might have been what led a 1956 Olds Rocket 88 leaving a sad life in the backwoods of Memphis to a glamorous life in Canada, much loved with a big new engine and a sassy new look! Laura Ballance watched her beautiful survivor 1957 Chevy two-door coupe drive off with its new owner and decided she wanted another one that she could hot rod up a bit. Her Chevy was just too pure to mess with, so she put out the word that she wanted another. The net she cast was not wide enough, and being creative, she decided to search what she thought would be the motherland for these icons of American tin, and what better place than Memphis! Cranking up the computer and searching Craigslist Memphis, she found a gold mine of potential candidates. But the gold star had to go to this 1956 Oldsmobile Rocket 88 two-door coupe. In 1956, Oldsmobile called the “two-door hardtop” or “pillarless coupe” the Holiday Coupe, and in 1955 had offered its first pillarless four-door and called it the Holiday Sedan.
Story and photos by Cam Hutchins
Ballance loved the car straightaway and called the owner to get more info. The owner exclaimed that Ballance had a funny accent and where was she calling from? When Ballance told him she was from Canada and that he had the funny accent, the owner exclaimed “CANADA” you are calling from Canada? Just as if he was speaking to someone from outer space. Once the geographic lesson was out of the way, yes she lived north of America, just north of Seattle and no, it does not snow all year long, she got a walkaround video of the car and bought it sight unseen. This “Super 88” was offered with the more powerful 240-horsepower engine over the regular Oldsmobile 88. It also came with the automatic transmission, radio and clock and all the big chrome on the bumpers and dash that epitomizes the Olds of that era. (Beyond that not really much; it didn’t have power seats, etc.) The car arrived in 2014 and it was pretty cool driving it around for a year, but Ballance knew she had to make the ‘Rocket’ her own. Plans were started at 360 Fabrication and the dismantling commenced. For minor upgrades or “hot rodding” on a great specimen such as this, not always is a frame-off restoration needed. But this car had spent a lot of time on the road and Ballance speculates it also spent time unloading boats in lakes of Tennessee, and after a bit of inspection and some sandblasting, it was obvious the whole rear end was gone. The team at 360 said it came back looking like Grandma’s lace table cloth. With the lower-production Oldsmobiles, you can’t just go online and buy all the parts needed like you might for a Chevy. Same goes for the Pontiacs or Buicks of that era. If it was a Chevy, UPS would have been there in 24 hours with all new parts. So used parts and lots of fabricated parts seemed to be the order of the day. The frame was pretty good and was sand blasted, then made perfect and painted in Black Ono. Here is where some folks might be asking why not stick to a Chevy? Olds was trying hard to sell as many cars as Chevy back in the day. They produced a killer car! The first Chevy V8 was in 1917; it was gone in a couple of years and then did not come back till 1954, but Oldsmobile had been producing big powerful V8s since 1949! The new 135-horsepower 303 cu. in. V8 replaced the 110hp straight 8 of 1948. But the Olds straight 8 lived on in drag racing until the dominance of the Chrysler Hemi engines of the mid 50’s.
10 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
The 1949 Oldsmobile 88 replaced the Oldsmobile 78, and with its relatively lightweight body and new “Rocket V8,” it became the first muscle car. It took Oldsmobile from being a rather conservative respectable car to an outright outlaw by taking over this new upstart racing series called NASCAR. The National Association for Stock Car Auto Racing which started in 1947 was taken over by this new Oldsmobile 88, with six wins out of nine in 1949, ten out of 19 for 1950 and 20 out of 41 in 1952, before the Hudson Hornet took over the reins. Nicknamed early on as the Rocket 88 because of its Rocket V8, it quickly earned its place in contemporary folklore with cool slogans like, “Make a Date with a Rocket 88,” and arguably the first “Rock N Roll” record was a song called “Rocket 88.” In 1950, Oldsmobile put an emblem shaped like a rocket on the trunk deck and soon it adopted the name and logo of a rocket from its division of General Motors. The Oldsmobile division did well against the
Pontiac and Buick divisions but only sold 485,458 cars compared to Chevrolet’s impressive 1,567,117 units, but that also included trucks and Corvettes. Striving to be a classier car than Chevrolet, Olds really did try harder. New for 1956 was a four-speed Jetaway Hydra-Matic that included a “Park” setting and no longer required regular internal transmission maintenance of adjusting the bands of the transmission. The parking brake was now a foot pedal and an optional signal light to indicate the brake was on was an extra $10 option. They also introduced the “Idiot” lights to replace gauges for water temp, oil pressure and amps. Other options that were available included the Super DeLuxe eighttube signal-seeking radio which, according to multiple sources, was a whopping $121. Incredible considering the average wage in the US in 1956 was $3,532.36, so the radio took the average worker more than a week to pay for. The “Base” 1956 88-Series V8 Oldsmobile included as standard equipment these items: directional signals, sun visors, armrests, dual horns, cigarette lighter, bumper guards, rubber floormats, and aluminum door sill plates. While the “Super” 88 had all those items as well as courtesy lights, foam rubber seat cushions, front and rear carpeting, fancier badging on the outside, and the upgraded “Rocket 88”engine. The “Rocket 88” was conservatively rated ten horsepower more than the regular 324 cu. in. V8 offered in the base 88; the Rocket 88 had 9.25:1 compression ratio and a four-barrel carb instead of a two-barrel carb. it was rated at 240 hp and 350 lb-ft. of torque. So the base engine was no slouch for the ‘50s; the base 1956 Chevy V8 engine had only 162 horsepower, and their real base models offered a 6 cylinder engine. But no matter how cool the ‘50s were, reverse lights were still optional, as were windshield washer sprayers, and a padded dash. There was a reason why all the brochures show businessmen in suits
12 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
new electric fan she runs at a perfect temperature in all driving conditions. There is also a new gleaming power master cylinder as the car now comes with big-diameter disc brakes. The suspension is stock with the exception of a 12-bolt Chevy rear end with new leaf packs. Outwardly, the body is totally stock, except for the totally ‘50s customs look of whitewalls on steel wheels with beauty rings and moon caps. The colours were custom created by 360 at Ballance’s direction and final approval. Ballance selected a custom mix that could be dubbed “88 Turquoise” and “Rocket White” and the car is now two-tone instead of tri-tone. The paint is BASF Glasurit, wet sanded, re-cleared and wet sanded, and polished to perfection.
with these cars. They were expensive and out of reach of the average earners, but did they ever make their presence known with bold aggressive styling, and they were offered in five body styles - two- and four-door sedans, station wagon and two- and four-door pillarless coupes called “Holiday Hardtops” This car is the Super 88 with the new-for-1956 324 cu. in. Rocket 88 V8 engine with the automatic transmission, and is the two-door Holiday hardtop. It was ordered with the lower-cost DeLuxe six-tube pushbutton radio at an extra cost of $96. Now fast-forward 60 years and this is how you make arguably one of the coolest cars from the ‘50s into an ultra-cool cruiser for the roaring ‘20s! The car got a new stance, 2 inches lower, accomplished by altering the springs. She got a heart transplant in the form of a 427 cu. in. mill that started its life in a Corvette from the late ‘60s. Ballance’s husband Rick got a call from a good friend who was retiring from building cool cars as a hobby and had a 427 tri-power missing its carbs, up for grabs. Now it is a full roller 427 dynoed at 525 horse, with a new manifold and 4-bbl carb from Edlelbrock, and backed by a 700R GM transmission. The only thing sweeter than the engine’s exhaust note is the way this car glides down the road like a princess, but with a stab of the go-pedal, it really becomes a Rocket!
To match the stock-looking exterior, the interior is improved but retains the stock feel of the original. The steering column and shifter are stock, with improvements, including power steering. The dash is also stock, with a modern GPS taking up most of the centre-mounted glove compartment. The automatic winding clock mounted on the right side for the dash still works and periodically you can hear the slight “rumble” of the electricallypowered winding mechanism winding up the clock. To match the great paint outside, its custom interior features leather handdyed in Milan, Italy to exactly match the custom created paint colour, with an Alcantara headliner. The trunk is also totally patterned and completely lined, with a lift-up floor panel covering a glass insert which shows off the various subs and gizmos. 360 really paid attention to the details here, including full custom leather which matches the interior. The dead giveaway that something “not stock” is going on, is the speaker panels in what used to be the kick panels by the front doors. This is a dead giveaway that there are some pretty serious tunes that come from this car. The sound system has to compete with the mighty roar of the Corvette mill, so a state-of-the-art stereo was designed by 360 Fabrications’ in-house audio department. They designed an elaborate system to more than better the eight-tube radio of 1956 and is an award-winning set-up. It is a fully active Focal and Mosconi system with Clarion head unit. It includes Clarion NX807 head unit, Mosconi AS100.4 x2, Mosconi AS200.2, Mosconi AS300.2, Mosconi 8 to 12 V8 DSP, Focal No 7’s 3-way components, and Focal No 6’s 2-way components. This is a full custom stealth install using all existing factory mounting locations, and a custom welded amp rack. This system and install by 360 Audio, was awarded the 2017 Sound Car of the Year by Focal.
The engine has some dress-up parts including the March Pulley System for Today, this beautiful Rocket can be seen rolling around the back roads of the A/C and alternator, but she retains the stock radiator and along with a the Fraser Valley or at local show-and-shines or car show events. .
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 13
Retro and Modern
2021 Ford Mustang GT Convertible Story and photos by Dan Heyman
T
his is a Ford Mustang. It doesn’t take a genius to figure that out; classic tri-bar taillights with sequential turn indicators, long hood, and that grille badge. It is a Ford, but you won’t see the Blue Oval anywhere on this ride. It’s a Mustang, and we all love Mustangs. But do we love this Mustang?
You see, as much as the Mustang is a popular enthusiast’s sports car, it’s also a cultural icon. So much so, to the point that not long after it debuted in the mid ‘60s, Ford made a special one just for the Hertz rental car company. It was simple; if you wanted a taste of the good life in the car world but didn’t want two cars or to have to sacrifice the practicality of the family station wagon or sedan (there weren’t that many SUVs or passenger vans back then), this was a way to do so for the weekend or what have you. And that trend has continued; the Mustang continues to be the de facto sports car in rental fleets, and when you think of Ford Mustang rental cars, this right here is pretty much the spec: automatic transmission, convertible, four-cylinder turbo. And that, friends, has made some turn their nose up a little. Only this car here doesn’t have a fourbanger – even though the one Ford offers for the Mustang isn’t all that bad – but a 5.0-litre V8 good for 460 horsepower and 420 pound-feet of torque. A healthy dose of juice, to be sure, but the question is whether or not the 10-speed automatic to which it’s paired is on the same page. When it comes to styling, the Mustang starts out as a great mix of retro and modern, and even in fairly plain jane white, it is an eye-catching thing. The “eagle eye” headlamps – added for the
14 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
2018 model year – are a perfect fit for the Mustang ethos and half of the instrument cluster), gauge roundels atop the centre there’s an extra bit of “oomph” given to the styling thanks to the stack, proper mechanical handbrake and three-spoke steering 20-inch aluminum wheels. wheel. There’s also quite a helping of plastic, but that is kind of all part of the muscle car ethos and doesn’t bother me all Inside, meanwhile, you’ve got all the telltale Mustang stuff like that much. deeply recessed gauges (which are actually on a single digital display that can be modified to look like a classic two-gauge What has my nose a little more out of joint is actually what’s set-up, or a modern affair that has the tach wrapping around been done to move away from the classic and into the modern;
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 15
there are far too many buttons attached to the wheel – for your cruise, your Mustang-specific drive settings, your audio controls, your navigation buttons – that takes away from that great classic three-spoke look. The shift lever for the automatic transmission is also way, way too tall and I’d have much preferred a T-bar at the top as opposed to the quasi-ball you have now. At least there are paddle shifters so you don’t have to make use of the lever to swap cogs on your own.
a 12-speaker B&O sound system on my tester; that’s a $1,000 up-charge but it does provide crisp, clear sound and even though I love the sound of a V8 as much as the next muscle car person, I don’t say no to good audio, even at this price.
The way the semi-power folding soft top works is also a nice mix of the old and new; you start the process by cranking on a nice, chunky-feeling release lever and then the electric motors do the rest, with the whole affair taking about 15 seconds to I do love the seats, though; they look nice and low-profile but complete. are still well-cushioned and supportive in all the right places. They sit more comfortable than they look, that’s for sure, although the rear seats remain fairly vestigial, even if they do have child seat anchors. I’m also a fan of Ford’s SYNC infotainment system; the Mustang doesn’t get the newest version of the tech – few models in the line-up do for now – but its SYNC3 system remains intuitive, with nicely-positioned buttons and menus. There’s also support for Apple CarPlay and Android Auto. Any audio you play through said systems runs through 16 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
Acceleration is, of course, very brisk (use the paddle shifters for the best effect) as you move through the gears; there’s no forced induction here, so power gets sent to the rear wheels with little hesitation and the meaty Goodyear Eagle F1 rubber gets the power to the road in a confidence-inspiring way. Then, said rubber does well to help keep things copacetic as you wind this ‘Stang through the twisties, even if the steering could be a little more responsive. That’s an issue not really helped by the added weight the convertible has over the fastback coupe, which amounts to just over 80 kilograms. Of course, if you are beheading your Mustang and opting for the auto transmission, chances are you aren’t going to be too too bothered if you aren’t setting the top lap time at Laguna Seca Raceway. You’ll probably want to spend most of your time with the top down, though – it is a convertible, after all, and if you’re not going to be dropping the top, what’s the point, really? Even if the Mustang looks much better with its top in place than the Camaro does, although that’s not saying all that much.
Indeed, you’ll likely be more concerned that you have a comfortable ride and enough power to perform the everyday tasks every vehicle needs to do well. With the Mustang, the good news is that in addition to those seats, the ride does well to meter out most bumps and the chassis doesn’t feel quite as squishy as convertibles sometimes do. It’s just compliant enough to keep With top-down motoring, you get the great wind in your hair, the occupants comfortable, but stiff enough that any squeaks sun on your scalp (sunscreen. Don’t forget the sunscreen) and or rattles you do get aren’t too invasive. They’ve sorted out this better still you really get to hear the yowl of that great Coyote transition well, has Ford. V8 just ahead of you. Even though the auto doesn’t rev as freely as the manual does, there’s still plenty of burble and pop from Indeed, when you think about it, all that rental-spec stuff? Well, the powertrain to keep you and your ears happy. Though you that may be true for some, but it’s hard to beat cruising down the can adjust the exhaust note to four levels, if you don’t want to highway to the carhop, wind in your hair, long hood stretching wake the neighbours. out ahead of you as you head to the great wide open.
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 17
“Test Question”
1972 AMC Javelin AMX Story and photos by John Gunnell
W
hen our 1972 Javelin-AMX feature car was purchased at a classic-car auction by The Automobile Gallery (www.TheAutomobileGallery. org) of Green Bay, Wis., it was hyped as being a former Motor Trend magazine road test car.
Argent Silver slotted wheels feature bright metal centre caps.
This claim was based entirely upon four plastic strips affixed to the car’s firewall that were made with a Dymo-style embossing label maker. The black plastic strips, which are rather crudely trimmed at each ends have the following words and numbers embossed on them in white:
MOTOR TREND MAGAZINE TEST 777 A2M798Z2330 This led us to dub the red car a “test question” Javelin AMX and there are two questions that came to mind: 1) Was the car actually a Motor Trend test vehicle; and 2) If that claim is authentic, does it really have any effect on the car’s collector value? To answer the first question, we turned to our collection of musty old Motor Trend magazines from late-1971 to 1972. In none of those issues did we find an actual road test of an American Motors Javelin. The October 1971 issue had an article that compared the 1972 Javelin with the Camaro, Firebird, ‘Cuda and Mustang of the same model year.
18 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
The article included a Specifications table and a Performance chart. As Wyss says, “The Javelin stomped all the other cars on the drag strip.” It did the quarter mile in 16.1 seconds at 89.5 mph, which made it significantly quicker than the Camaro, Firebird and Mustang. The ‘Cuda was only slightly slower at 16.3 seconds and 85.5 mph. The other cars all ranged from 17.5 to 18.5 seconds. The car that is in The Automobile Gallery collection also has a 401-cid V8, but it is a Javelin AMX with the black hood graphics and AMX badges. It also has a four-speed manual gear box. In a later issue of Motor Trend, there is a reference to a “1972 Javelin test car” and it is probably the one used in the comparison test. No separate Javelin AMX road test was published that year.
The article included two photos of the Javelin: a low-cameraangle head-on shot and a left-side profile view. The car shown could have been red and had the same wheels a The Automobile Gallery’s Javelin, but the front view does not seem to show the black hood graphics that decorate our feature car. Wally Wyss, an automotive journalist we came to know years later, wrote the 1971 article. He points out that the Javelin had the 401-cid engine with 255 net horsepower (compared to 330 gross horsepower in 1971) and a three-speed Torque Command automatic transmission. It also wore D78-14 tires.
Starting in 1971, the Javelin and AMX shared the same four-passenger body. It had a longer overall length than the two-passenger AMX and was three inches wider, although slightly lower. The front tread was the same 59.7 inches that two-passenger AMX’s had used, but the rear tread was three inches wider. Differentiating the new four-passenger AMX from the four-passenger Javelin was a package of goodies that included a rearfacing cowl-induction hood, add-on spoilers, AMX emblems and special trim pieces. Hot Rod magazine (October 1970) noted, “It’s not really an AMX; it’s a Javelin-AMX, taking over the top of the line in this series.”
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 19
The 401-cid V8 engine was put in just 825 Javelin-AMX models in 1972. For 1972, AMC V8s included a 304-cid 150-nhp two-barrel, a 255 nhp at 4,600 rpm and 345 pounds-feet of torque at 3,300 360-cid 175-nhp two-barrel, a 360-cid 195-nhp four-barrel and rpm. A 1972 “401” Javelin-AMX was road tested, but not in Moa 360-cid 220-nhp four-barrel version. Then, the real muscle- tor Trend magazine. It moved from 0 to 60 mph in 8.3 sec. and car mill for high-performance use was the one-year-old 401 that grew from the 390. With 255 nhp in its 1972 format, it was the most powerful engine that you could get in a Javelin SST or AMX. The AMC 401–cid V8 made the Javelin and the Javelin-AMX real muscle cars, despite the new and larger four-passenger body size and heavier weight. While the cars now had to move about 13 pounds per horsepower, they were only a tad slower than the four-passenger Javelin 390s offered from 1968-1970. The 401 had a 4.17 x 3.68 inch bore and stroke, a four-barrel carburetor and a 9.5:1 compression ratio. In 1972, it developed
did the quarter mile in 16.1 sec. This was “the hi-po engine” to have in your 1972 Javelin AMX, but only 825 of those cars were equipped with this motor.
Steering wheel has punched spokes and dash has an engine-turned look. 20 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
Under the piloting of veteran driver Mark Donohue and the direction of the Penske racing team, the AMX won the SCCA Trans-AM racing championship for American Motors. These facts, coupled with the low production total, should ensure that the ‘72 Javelin AMX will gain respect and value in the years to come. Our featured car is a nice example of the later four-passenger Javelin-AMX model offered by American Motors Corp of Keno-
sha, Wisconsin. It has a number of desirable options such as the 401 V8 and the four-speed manual transmission with Hurst shifter. And to answer the second question above, it’s unlikely that being a Motor Trend test car would make it more than a curiosity. The first symbol of the car’s VIN indicates the manufacturer: A=AMC. The second symbol indicates model year: 2=1972. The third symbol indicates the transmission: M=four-speed manual with floor shift. The fourth symbol indicates the car line: 7=Javelin. The fifth symbol indicates the body type: 9=two-door hardtop. The sixth symbol indicates the series: 8=Javelin-AMX. The seventh symbol indicates the engine: Z=401 cubic inch V8 with one four-barrel carburetor. The last six symbols are the sequential production number. The Javelin-AMX was designated model 7279-8 and had a suggested retail price of $3,109. The car tipped the scales at 3,149 lbs. and had a production run of 3,220 units (remember, only 825 had the 401-cid V8 installed.) The Automobile Gallery’s once-believed-to-be test car is equipped with the 401; a four-speed transmission; a Hurst shifter; Argent Silver slotted wheels with bright metal centre caps; a Weather Eye climate control system; Goodyear Eagle GT Raised White letter tires; power brakes; power steering; an AMC radio; a dual-snorkel air cleaner; a tachometer; a StowAway spare and dual exhausts.
condition with very good bodywork, trim, glass and leather upholstery. It has the AMX option package, which makes it rare. That it might have been Motor Trend magazine’s original AMC test car adds a touch of mystery. There may be someone who knows more about this.
The Gallery would be interested in hearing from anyone who has first-hand knowledge about Motor Trend test cars and The car has been restored and is in good condition with its whether they were labelled in this manner on the firewall. The original 401 V8 nicely detailed. It’s in excellent operating VIN number for this car is A2M798Z233063.
Interior features black leather bucket seats and Hurst 4-speed shifter. 22 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
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The car sat extremely low to the ground with its chopped top.
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Massive Power 1972 Buick GSX
Story and photos by Cam Hutchins
I
t started out as a great idea - build a car to best those from your sister divisions, Pontiac, Oldsmobile and certainly the fair haired child Chevrolet, but also the best Ford and Chrysler could offer. General Motors had lifted its policy in 1970 of not allowing engines larger than 400 cu. in. in its midsized and smaller cars except the Corvette. This allowed Buick to stuff its potent 455 cu. in. engine into
24 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
the 1970 Skylark Gran Sport model. For a brief part of the Muscle Car era, the Buick GSX was, according to Motor Trend magazine, the quickest American Muscle Car. Sure, some had higher rated horsepower (many manufacturers were downplaying their hp ratings for insurance purposes), but torque is really what starts all the motivation, and the 1970 Buick GSX had up to 510 lb-ft of it! Regarding this massive power, it enabled 13.38-second elapsed times in the quarter mile with a speed of 105.5 mph, according to Motor Trend magazine. MT also tested the Hemi Cuda that year which turned out pretty decent times, 14.0 second E.T. at 102 mph. Chrysler had the final say, by being the first American Car maker to turn out more than the Buick’s 510 lb-ft of torque, two decades later with the Dodge Viper V10. But with Buick engineers working hard to capitalize on the technology of the day, stiffer solid sway bars, big shocks and as large a set of tires as was available gained
high praise from Car and Driver magazine. The car that they tested weighed in at 3,988 lbs but still got 6.2-second 0-60 times. “Dare we say it? What the hell. Why not. The Buick GSX is the best handling supercar we have ever driven. Why? Because Buick engineers have found the perfect combination of springs, shocks, anti-roll stabilizer bars, wheels and tires for their car. Period. It’s as simple as that.” Cars Magazine, October 1970 But Car and Driver also writes “There you have it. One of the best looking and the best handling supercars yet. If you can hack the insurance payments and The Man following you around all the time just waiting for you to do something, buy one!” But in the automotive world, there is rare, and then there is impossibly rare, and that is part of the mystique of the Buick GSX. Introduced late in the 1970 model year, it did not have the time needed to sell huge numbers. For 1970, 278 GSXs were sold with the standard 455 cu. in. V8, and 400 were ordered with the optional Stage 1 performance package. The Stage 1 package included a hotter cam, bigger valves, ported heads, a tweaked distributor, and better jetting in the carb, all for only $114. Rated at 360 horsepower, but probably closer to 400. Initially, in the first year the GSX only came on the Buick Grand Sport “GS” models with the 455 engine, and only in Saturn Yellow or Apollo White. The GSX package starts with the A9 option packages which includes the hood-mounted tachometer, quick-ratio steering, power disc brakes up front, Rallye Ride Control suspension package, front and rear spoilers, heavy-duty cooling package and “Positive Traction” limited-slip differential with the 7 inch-wide wheels. But mounted on those 7-inch wheels were G60-15 Goodyear Polyglas GT tires that had 9 inches of tread width on the road with great results in handling, as they tried their best to combat the tire-shredding torque. The $1,196 GSX package was geared for performance, but it was also luxurious with bucket seats, custom interior trim package, Rallye
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 25
steering wheel along with Rallye instrumentation. The hood-mounted tach was not popular with all the Buick executives as it was sourced from the Pontiac parts bin with a Buick badge instead of Pontiac. Unlike Chevy, Plymouth and Pontiac, you could not order a stripped GSX; some of the other muscle cars offered stripped down models with bench seats. No matter how creative the Madison Avenue types were at creating a buzz for the big-power Buicks with creative ad campaigns, sales were scarce. The next model year offered many more colours, with three shades of green! Complementary colours were available for the optional vinyl roofs. The advertising of the day claimed the GS455 as “Another ‘Light Your Fire’ Car From Buick” and a “A Brand New Brand Of Buick” Researching the Buick GSX online for this story, there is certainly lots of info and hopefully it is accurate...but that is the internet for you. One website, hotcars.com, claims the advertising slogan “Another ‘Light Your Fire’ Car From Buick” was approved by most of the band members in the Doors, to be used in print, radio and TV ads for a sum of $75,000. Of course, Jim 26 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
Morrison was away at the time and was furious when he found out, even claiming he would set a Buick on fire on stage if the deal was not cancelled. This same website claims the Ram Air hood did “nothing to increase power.” But it sure looks great with the hood either open or closed, and the ram air ports on the air cleaner were changed in 1972, so maybe the Buick engineers were trying to tweak the system!
A convertible was not offered as a GSX in 1972, and only 601 ‘72 convertibles were built with the TH350 automatics and 39 with a four-speed manual transmission. The curious thing is, although they did not offer the convertibles as GSX, the GSX cars could be ordered with a wide array of options including the Sonomatic Radio and available rear speakers, stereo tape player, “Through Bumper Exhaust Extensions,” an open axle in case smoking only one tire was desired, trailer hauling option, trailer hitch, and “Speed Alert,” which buzzes once a certain speed set by the driver is reached. It would have to be as loud as a fog horn to be heard in a car under hard acceleration!
28 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
More luxurious options included the Power Seat four-way tilt adjuster, Cruise Master (cruise control), Tilt Steering Wheel and electric locks. One of the super-rare options on the Buick A-Body is the UPC C57: “Forced comfort-flo ventilation” offered only on cars with air conditioning. Basically a super strong fan to blow air into the passenger compartment. It was ordered on only 333 GS cars in four years ending in 1972. The four-speed manual transmission or automatic transmission were upgrades over the three-speed manual that was standard equipment for the 350 engine. For 1971 and 1972, the GSX was an option available on all Buick Gran Sport models, but sales were dismal. Only 124 were built in 1971 and 44 were built in 1972. Out of the 44 sold new in 1972, 22 came to Canada, but don’t get your hopes up that the GSX you see at car shows and cruise-ins is real, as many tribute cars are out there. One fine example is the 1972 Buick GS with the 350 cu. in. automatic with air conditioning, owned by Ellie and Dave Collins of Richmond BC. They have owned this gem for over seven years and have only had to add a new roof to make it a very popular car on the local cruise scene. Their car also has the “through bumper exhaust extensions” ports in the rear bumper along with the rubber surrounds on the tailights. But theirs is not the only one; another white convertible and a yellow hardtop have also had the GSX treatment and can been seen locally at shows and cruise nights. So keep your eyes peeled, and maybe one day you will get to see an actual factory GSX, but spotting a Sasquatch or honest politician might be more likely!
Split Window ‘Vette
Story and photos by John Gunnell
it because it limited the driver’s rear vision. Duntov was into total functionality and the bar running down the centre of the tiny window he ’63 Corvette Sting Ray was “majorly new.” It evolved from a served no real function. The split-window style was offered for only racing car called the Mitchell Sting Ray. Bill Mitchell had replaced one year and is very collectible now. Harley Earl as head of GM styling in 1958. He thought it was important to race the Corvette, so he persuaded Chevy’s general manager On both ragtops and coupes, the front fenders had two long nonEd Cole to sell him the chassis of the ‘57 Corvette SS “mule” for $1. functional louvres resembling brake cooling ducts. The rear deck Mitchell then had designer Larry Shinoda create a body for the Sting Ray race car inspired by the sea creature of the same name. Corvette wheels had knock-off style centres.
T
For the first time, two distinct Corvette body styles were offered. The convertible returned and was available with an auxiliary hardtop for $236.75 extra. A unique new coupe had the look of a jet on wheels with a fastback roof line and a very aeronautical-looking two-piece rear window. Oohs and aahs went to this so-called “split-window” coupe. Larry Shinoda is credited with creating the “split-window,” which Bill Mitchell loved, although Zora Arkus-Duntov was against
resembled that of the ‘62 model, but the rest of the car was totally new. Hide-away headlights were housed in an electrically-operated panel and enhanced the car’s aerodynamics. The recessed fake hood louvres were decorative only.
The aircraft-style interior was really advanced in 1963.
Firsts for ‘63 included optional knock-off wheels, air conditioning, power steering, power brakes and leather seats. All four engines were based on the 327 offering 250, 300, 340 and 360 hp. The 360hp job carried the Rochester fuel-injection system. OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 29
“hemi”-type cylinder heads. The Grand Sport Corvettes also featured a twin ignition system and port fuel-injection.
The Rochester Ram-Jet fuel-injection system was a new-for-1957 option.
The ’63 Corvette interior had circular gauges with black faces. There was storage space under the seats of early models. Among the standard equipment features were a windshield washer; carpeting; outside rearview mirror; dual exhaust; tachometer; electric clock; heater and defroster; cigarette lighter; and safety belts. Seven exterior colours were available, including Riverside Red. All were available with a Black, White or Beige soft top.
Handling was greatly enhanced by the release of an independent rear suspension system. It was of three-link design with doublejointed open drive shafts on either end combined with control arms and trailing radius rods. A single transverse rear spring was mounted to the frame with rubber-cushioned struts. The differential was attached to the rear crossmember. This gave improved 48 front/52 rear weight distribution. Up front was a new recirculating-ball steering gear and a three-link ball-joint front suspension. As always, Duntov was intent on using what he learned at the track to improve the breed. His vision seemed to be paying off in increased sales and Corvette production totals increased year after year. On the Sting Ray’s option list was a brand new Z06 package that included all sorts of race-bred goodies. Five historic Corvette Grand Sports were also constructed expressly for racing, early in 1963, before GM banned racing and cancelled all factory support of race teams. The Grand Sports weighed 1,908 pounds. They were powered by a 377-cid version of the small-block Chevy V8 equipped with an aluminum cylinder block and aluminum
Corvette convertibles for 1963 were numbered 30867S100001 to 30867S121513 and Corvette coupes for 1963 were numbered 30837S100001 to 30837S121513. The first symbol 3=1963. The second and third symbols 08= Corvette. The fourth and fifth symbols 67=convertible or 37=coupe. The sixth symbol S=St. Louis, Mo. assembly plant. The last six symbols were digits representing the sequential production number. The Body Number is the production serial number of the body. The Trim Number indicates interior trim colour and material. Engine code RF indicates this car has the 327cid 360-hp V8 with 11.25:1 compression ratio, manual transmission and fuel injection. This car is part of The Automobile Gallery collection created by William “Red” Lewis in Green Bay, Wis. It features a four-speed manual transmission; leather seats; knock-off wheels; the Ram-Jet fuel injection engine and a Delco AM radio. The odometer shows 04238 miles. It is in excellent cosmetic and operating condition. It has perfect body work, trim, glass and leather upholstery. This 1963 Corvette Sting Ray coupe was purchased from John Bergstrom, a major automobile dealer and car collector from Appleton, Wis., when the odometer showed about 2,000 miles. The owner says that the car has been driven less than 1,000 miles in the last 25 years. It is completely restored and has the desirable fuel-injection engine and four-speed manual transmission.
There were two small, round taillights on either side. 30 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
Beautiful Brute
Chrysler 300F Letter-Car
A red, white and blue 300F emblem was located ahead of the rear wheel opening.
Story and photos by John Gunnell
L
ike any other automotive label, the term “sports-personal car” has its strengths and weaknesses. Such cars could just as easily be called sports-luxury models or, as Ward’s Automotive Yearbook often described them, “specialty cars.” The “personal” part of the name separates these vehicles from “family” cars. We are talking mainly about two-door body styles like the Chrysler 300 models. The “sports” part of the name inferred a sporty character and the 300 was a real slap-theleather-and-damn-the-wind sports car. The concept of the sports-personal car can be traced way back in automotive history. Certainly, there were many cars of this same basic “flavour” seen in the Great Gatsby era. Cord L-29’s and front-wheel-drive Ruxtons with wild striped paint schemes come to mind. The Auburn boat-tail speedster was the sports car of the ‘30s, while the Packard-Darrin Convertible Victoria was a prewar preview of the Chrysler 300 ragtop. Does anyone see a spiritual link between the 810/812 Cord and the ’61 Chrysler 300F? During World War II, there was not much demand for sporty, personalized cars. Practicality ruled immediately after the war ended, too. The postwar car drought ended in 1950 and things got back to the point where there were more cars than buyers. From that point on, automakers had to create artificial demand for their products.
There was also a circular “300F” emblem in the center of the grille. 32 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
Cars were no longer selling themselves; regular design updates and continuing product improvements were needed to bring customers into showrooms. One way to sell more cars was to promote multi-car ownership. Two-car families started to become more common and while dad may have stuck to his traditional Black sedan, mom might lean towards a Chrysler 300 hardtop–or a convertible–done up in bright new colours.
The tall tail fins were dramatic-looking from any angle.
and the T-bird found success as a four-seater. The no-backseaters sold as well as MGs or Fiats, but not well enough to justify the costs of building them. Models proposed by Buick, Dodge, Olds, Packard, Plymouth and Pontiac never made it to production.
As the battleship-grayness of the war years turned to the pastel colours of post war America, sports-personal cars experienced a revival as “super-sized” versions of the foreign jobs. The first two-door hardtops to arrive were merchandised as specialty cars. They had catchy model names like Bel Air, Catalina, Crestliner, Holiday, Newport and Riviera. Most came only in certain colour combinations and leather seats were usually standard. Car buyers of the day called This was a time of imported sports cars in America. Soldiers them “hardtop convertibles” because of their looks. serving in Europe during the war had been introduced to British, German and Italian cars unlike anything sold here. Some Raymond Loewy’s award-winning ’53 Studebaker Starliner made their way to the U.S. with returning GIs. Detroit reacted Coupe captured the sports-personal concept so well that with its own sporty designs, but American manufacturers found it eventually wound up in the Museum of Modern art. The small, two-seat cars had limited appeal in the U.S. The sliding- 1955 Chrysler C300 was a reaction to the postwar market door Kaiser lasted two years, the Corvette struggled to survive changes.
The circular spare-tire-like stamping on the deck lid was an option.
34 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
The side emblems read “300F” and the wheelcover emblems said only “300.”
Enthusiasm is one thing – and an inspiring influence – but it was the economy that really drove the car market towards the “upscale” sports-personal cars. In the early ‘60s, the disposable wealth of Americans was growing by $25 to $30 billion a year, which was enough by itself to buy all the cars, trucks, tires and parts made in a year! More than half of America’s families earned $7,000 per year and 25 percent had incomes higher than $10,000. Over three million households made more than $25,000 per year. This gave buying power to the people and allowed them to purchase cars on the basis of desire. 300 Series Letter Cars–nicknamed “Beautiful Brutes”–were first conceived as Chrysler’s reaction to the Corvette and Thunderbird. Chrysler did not have the money to create a two-seat sports car, but an engineer named Bob Rodgers had a passion for the Mexican Road Races and knew that Chrysler could reach into its parts bin and whip up a big, full-size sporty car. Using a New Yorker body, an Imperial grille and some “export” equipment employed on the Chryslers that ran in Mexico, Rodgers’ 1955 C-300 (“Chrysler 300 hp”) was a limited-edition high-performance car with a Hemi, two four-barrel carbs, automatic transmission, leather seats, racing tires and a top speed in the 150-mph range.
When Chrysler took away the 300’s Hemi, its performance image suffered slightly. Even though the “Golden Lion” wedgehead V8 was shown to be equally as potent (92 mph in the quarter mile), the loss of the legendary Firepower Hemi created a vacuum. In 1960, the vacuum was filled by providing the 300-F with a ram-inducted 413-cid wedge-head V8 good for 375 hp in standard form and 400 hp in optional form. Engine hardware There were louvres at the centre of the hood near the windshield.
In 1956, the name was revamped to Chrysler 300 B. Styling was modestly changed and 340 or 354 hp was put on tap. The more powerful version was really for racing only and those cars used a Dodge stick shift and other parts bin componentry. A longer, lower, wider “Forward Look” evolved in 1957, when the common to both the Hemi and wedge power plants included a model name was 300 C. hot cam, heavy-duty valve springs, low-back-pressure exhaust system, dual-point distributor, low-restriction air cleaner, spePower was now at 375 and 390 hp was optional. The ‘58 cial plugs and dual quad carbs. Chrysler 300 D was virtually identical and came with 380 or 390 hp. For ’59, someone jazzed up the facelifted 300 E with The carbs were mounted on a wild-looking cross-ram manifold a little more body trim. The big news for 1959 was replacing that put one air cleaner on each side of the engine. The stacks the “Firepower” Hemi with a 392-cid “Golden Lion” wedge V8. were 30 inches long and had to be crisscrossed to fit under It also had 380 hp, but not the same kick. the hood. At low speeds, the “long” rams worked great, but OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 35
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This is the only convertible ever made with a rare French four-speed transmission.
they hurt performance above 4,000 rpm. To solve the problem, engineers removed a section of the inner walls of the manifolds to create the optional 400 hp engine. On the outside, these “short” rams looked the same, but they were effectively 15 inches long. This option was really intended only for Daytona-bound cars that competed in the Flying Mile. So, only about 15 “short ram” cars were built. The $800 option included a rare four-speed gearbox made for the Facel Vega, a Chrysler-powered French luxury car. One of the 400-hp cars, driven by Greg Ziegler, set a Flying Mile record of 144.9 mph at Daytona. A total of 969 hardtops and 248 convertibles, all with ram manifolds, were made. The Chrysler 300F was as pretty as it was potent. All Chryslers of that year had advanced styling and all-new unit-body construction. Styling traits included a massive air scoop front grille, canted tail fins that were integrated into the overall design and a minimum of body ornamentation. The Chrysler 300 “Letter Car” model added a great looking cross-bar grille, power swivel seats and the ram-tuned 413-cid V8. The 300 F continued traditions by winning the first six places in Flying Mile competition at Daytona Speed Weeks with a top speed of nearly 145 mph. Greg Ziegler, who was an Illinois hardware store owner, set his record with a black 400-hp fourspeed car. After returning, he sold the car to the late-Bob Macatee. It had 11,000-miles on it then and Macatee kept it in mint condition, with very little road use, until he passed away. Illustrating this article is a 1960 Chrysler 300F that came to the Chrysler 300 Club national meet in Oshkosh, Wis. in 2016. The photos were shot on the grounds of the Experimental Aircraft Assoc. (EAA) AirVenture Museum, which seemed fitting, since many 300s were owned by military and airline pilots of the ‘50s and ‘60s.
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This is believed to be the 400-hp V8 in Greg Zeigler’s Daytona Flying Mile car
Oldsmobile had your number: 4-4-2
Story and photos by John Gunnell
O
ldsmobile’s Product Selling Information for Salesmen guide explained the 4-4-2 like this – “The police needed it—Olds built it—pursuit proved it.” The 4-4-2 name originally meant four-barrel carburetor, four on the floor and dual exhausts. Later, the meaning became 400 cubic inch, four barrel and dual exhausts.
Engine bay is neat and clean, but not detailed for shows.
The first 4-4-2 had a base price of $2,784. With a 115-inch wheelbase, it stretched 204.3 inches long. “What Olds engineers have done, in the final analysis, is produce a car which at long last lives up to the claims of the company’s advertising copywriters and top-level spokesmen,” said Car Life. “The 4-4-2 is indeed ‘where the action is.’ No better Oldsmobile has rolled off the Lansing assembly line in many a year and though it isn’t quite the sports car that corporate brass likes to think, it doesn’t miss by much.” The Cutlass line was mildly facelifted for ‘65 and the 4-4-2 performance and handling package gained popularity. The hi-po kit was available on the standard F-85 coupe and hardtop, or the Cutlass coupe, hardtop and convertible. Prices for the five models ranged from $2,695 to $3,140. A new 400-cid V-8 added 35 hp.” A total of 25,003 cars got the 4-4-2 package this year. The ’66 Cutlass F-85 was totally restyled. There was a pronounced “hump” over the rear windows and large C-pillars extending beyond the backlight. The 4-4-2 again included the 400-cid V8, tweaked to 350 hp. This setup was good for a 14.8-second quarter mile at 97 mph.
Car has 79,923 original miles. 38 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
Late in the year, the adrenalin was pumped to 360 hp with TriPower. New W-30 air-induction was offered, plus five gearboxes and eight axle ratios. From the standpoints of both performance
Seats are white and floor has black carpeting.
and rarity, the 1966 Olds Cutlass 4-4-2 equipped with the 360-hp added a four-speed gearbox. For those who preferred something factory Tri-Power installation is the most desirable example of simpler to drive, 4-4-2s could be had with Turbo Hydra-Matic for $236. Bucket seats and a console were available. these production years to a real muscle car enthusiast. The 1967 4-4-2 option was available for Cutlass Supreme two- The 350 hp V8 was standard. The hood louvres over the air doors. It included the 350-hp 400 V8, H.D. suspension, F70x14 cleaner were functional, but had no ram-air effect. Using factory Red Line tires, bucket seats and 4-4-2 badges. Another $184 ducting from the front of the car, the W-30 option rammed in
Vertical taillights were built into the rear bumper.
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 39
Car is white with off-white top and black hood graphics.
ragtops. Only 1,389 cars had W-30 ForceAir. New was a calmer W-31 Force-Air setup for F-85s with THM. This “for-the-street” extra was aimed at the youth niche where heavy breathing and heavy spending didn’t co-mingle. At $310, the package was costlier than the W-30 at $264. However, the car-and-equipment tab was lower. So was production. One percent of all Olds were W-31s. Oldsmobile advertised that the 4-42 was, “Built like a 1-3/4-ton watch.” The 4-4-2 had, since its introduction in 1964, enjoyed a deserved reputation for handling far above the existing norm for American supercars. The 1970 model maintained the tradition of being a handler. There was nothing magical or exotic about the suspension, which consisted of front coil and rear leaf springs. All 4-4-2 Oldsmobiles—including the W-30--were equipped with a rear stabilizer bar. Car Life magazine, in March 1970 said, “At last people who want more power, but still want their car to handle, have a car that does both.”
enough cold air to produce 360 hp. An Olds ad summed up the Standard equipment for the 1970 Oldsmobile 4-4-2 included all ‘67 Cutlass Supreme 4-4-2 by stating: “Sedate it ain’t!” Cutlass features plus foam padded seats, a special handling package, exterior and interior emblems, a special engine, a The ’68 4-4-2 was a model—not an option. It had more curves on low-restriction dual exhaust system and special paint stripes. its long hood, a short rear deck, razor-edge fenders, a swoopy Standard tires were G70-14 raised white letter performance tires. rear, big 4-4-2 emblems and dual through-the-bumper exhausts. The upholstery could be had in cloth or in vinyl. A new 400-cid V8 had a 3.87 x 4.25-inch bore and stroke versus 4 x 3.975-inch in ‘67. Of three four-barrel versions of this 10.5:1 Our featured car is a 1970 Oldsmobile 4-4-2 convertible owned compression V8, the hottest had the W-30 Force Air package. by The Automobile Gallery of Green Bay, Wis. The Oldsmobile A 290-hp two-barrel “Turnpike Cruiser” economy V8 was op- has 79,923 original miles and has been restored. tional. The Olds VIN is stamped on a plate on the top left side of the Buyers who ordered the Force Air induction system got large 15 x instrument panel and was visible through the windshield. The first 2-inch air scoops below the front bumper, a special camshaft for symbol 3 designated Oldsmobile. The second and third symbols a higher torque peak, modified intake and exhaust ports, a free- designated the series: 44=Oldsmobile Cutlass 4-4-2. The fourth flowing exhaust system and low-friction componentry. Another and fifth symbols indicated body style: 67 for the convertible. The performance extra was a “Rocket Rally Pac.” sixth symbol designated the model year: 0=1970. The seventh symbol designated the assembly plant location. For example, Production of the ‘68 Cutlass 4-4-2 came to 4,282 Sports Coupes, E=Linden, N.J. 5,142 convertibles and 24,183 Holiday hardtops for a total of 33,607 Black striping also sets off units, compared to 24,829 the prelower body feature line. vious year. Car Life said that the 4-4-2 was “A true high-performance car and the best handling of today’s supercars” “Dr. Olds” pitched the ’69 Olds 44-2’s bolder split grille, fat hood stripes and new name badges. The wimpy “Turnpike Cruiser” option was dropped, but other engine-transmission combos were unchanged. Stick shift cars got a Hurst shifter. Automatics had 3-on-the-tree, but a console shifter was optional. W-30s had special hood stripes and front fender decals. Strato bucket seats, red-stripe Wide-Oval tires, a juicy battery, dual exhausts and a beefy suspension were included. An antispin rear axle was mandatory. Output by body style included 2,475 coupes, 19,587 hardtops and 4,295 40 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
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LIQUI MOLY’s New Quick Detailer LIQUI MOLY’s new Quick Detailer is a highly effective gloss sealing spray with an innovative protective formula that is ideal for quick, simple paintwork care without polishing. It removes light soiling such as dust or water spots and will provide your paintwork with a radiant deep sheen while also providing an excellent water repellent effect and long-lasting protection against aggressive environmental influences. To top it all off, the product provides a pleasantly fruity mango scent. For more information please go to www.liqui-moly.com
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which provide a sturdy base for rocker panels, cab mounts and seats. The assembly is finished with an Electro Deposit Primer (EDP) coating that protects against corrosion on both the top and underside of the Floor Pan which includes all original holes and weld-nuts for the installation of your original seat frame. For more information please go to www.lmctruck.com 42 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
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Founders Roy Lord and Ed Coates, the “Lord” and “Co” in Lordco Auto Parts, opened the door to our first location in 1974, in Maple Ridge, British Columbia, Canada.
Lordco adopts a unique approach to business by forging meaningful relationships with customers, employees and vendors, providing an unparalleled customer experience unrivaled in the industry.
From our humble 900-square-foot beginning, we have grown to become Canada’s largest privately held automotive parts distributor and Western Canada’s largest distributor and retailer of aftermarket parts and accessories, with 85 stores, nine including Truck Centres, and seven centralized distribution centres, two of which are specific to Hi Performance and Truck Centre parts. Our delivery fleet of over 500 vehicles ensures that the quality products we offer are delivered to wholesale customers and retail stores quickly. Our 31,000-square-foot flagship location in Port Coquitlam, British Columbia, features our new, modern retail store design concept, including a dedicated Truck Centre and power tool walls that allow our customers to handle products freely before deciding to buy. After over 45 years in business, we are growing faster than ever and have established a presence in Alberta, Canada, with even more locations in development. Lordco Auto Parts is looking forward to what the future has in store. It’s going to be a great ride!
Our founding values of loyalty, family and community have provided the foundation for an innovative solutions-oriented approach to customer service.
OUR VISION We deliver an exceptional customer experience fueled by quality and expertise driven to keep you moving.
THE FUTURE Lordco hasn’t slowed down on any expansion plans. Along with adding stores in new and existing markets, Lordco is looking forward to completing construction on a new Head Office and Distribution Centre. Scheduled to open in early 2022, the magnificent 377,000 square foot facility is located in Port Coquitlam, BC. The purpose built space and prime location will offer strategic advantages to both Lordco and its customers.
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Great Canadian Oil Change--------------------------------------24 360 Fabrication ------------------------------------------------- 33 All-Parts Trailer Sales ------------------------------------------ 45 Barry-Hamel ----------------------------------------------------- 37 BC Classic & Custom Car Show ------------------------------ 36 CAM Oil ---------------------------------------------------------- 41 Canadian Hot Rods --------------------------------------------- 41 Classified Motorsports ----------------------------------------- 45 Easy Build ------------------------------------------------------- 44 Golden Leaf Automotive --------------------------------------- 23 Good Vibrations ------------------------------------------------- 27 Hardcore Holley ------------------------------------------------- 43 Howards Cams ----------------------------------------------------3
Wilwood Disc Brakes New C2 Corvette Tandem Master Cylinder Wilwood’s Compact Tandem Master Cylinders have been re-engineered, with the correct pushrod length and clevis thread size, for mounting to the OE pedal on all 1963-1967 C2 model Corvettes with manual brakes. They are offered in two bore sizes to provide the correct volume and pressure output in order to complement big brake kits. Additionally, they may be used to upgrade 1963-64 drum brake cars to the safety features of a tandem circuit. For 65-67 Corvettes equipped with manual disc brakes the new master cylinder will provide lower braking effort with a better pedal feel. They are available with either a media-burnished polished-look finish or a glossy black e-coat.
Ididit -------------------------------------------------------------- 11
For more information please go to www.wilwood.com
Jellybean AutoCrafters ----------------------------------------- 41
Vintage 40 Style Straight Steering Column from Ididit
KMS Tools ------------------------------------------------------- 21 Kool Coat -------------------------------------------------------- 45 Lordco Auto Parts ---------------------------------------------- 43 Liqui Moly ---------------------------------------------------------7 LMC Truck ------------------------------------------------------- 48 Maradyne -------------------------------------------------------- 31 Mopac Auto Supply - ------------------------------------------- 47 Permatex --------------------------------------------------------- 42 Procar --------------------------------------------------------------2 Scott’s Super Trucks ------------------------------------------- 45 SEMA Show -------------------------------------------------------5 Stone’s Speed Shop -------------------------------------------- 41 Westar Trailers -------------------------------------------------- 45
Ididit’s Pro-Lite Straight Steering column is an innovative, lightweight column that is custom built to fit the 1967-68 Chevrolet Camaro. The steering column weighs less than 6 lbs. which is half the weight of a standard Ididit column and much lighter than typical OE columns. Loaded with all of the comforts found on a typical steering column including four-way flashers, horn wiring, wiring plug and a 1-in. 48 lower shaft, the column also collapses a full 5-in. for enhanced driver safety. For more information please go to www.ididitinc.com
Pre-Engineered Building Kits No Welding • Maintenance Free
Residential • Commercial
E
asy Build Structures pre-engineered 2” x 3” galvanized steel framing system uses a unique “slip-fit” design that simplifies the installation process with the added strength and durability to withstand our Canadian winters. Whether you are looking for roof-coverage only to protect your investment or fully-enclosed garage and warehouse packages, Easy Build Structures has the building for you.
55-13325 115th Avenue, Surrey 604.589.4280 | Toll Free: 888.589.4280
www.easybuildstructures.ca
Our sales team will work with you to customize your structure package to meet all your requirements. Easy Build packages come complete with everything you need, ranging from overhead and man doors, windows, insulation options, sheeting and flashing colours, and hardware.
CALL NOW FOR A CUSTOM QUOTE:
44 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2021
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. Furthermore, all our building packages are designed as do-it-yourself kits with a step-by-step installation manual.
604.589.4280
OCT/NOV 2021 MUSCLE CAR Plus MAGAZINE 45
READER’S RIDES 1979 Chevrolet Camaro Z28
Paul Hendrickson is the original owner of his beautiful, numbers-matching and fully restored 1979 Chevrolet Camaro Z28, having ordered it right from the factory on October 23rd of 1978. He picked the vehicle up on April 27th, 1979 in Vancouver, B.C. and drove it for the next twenty years as his daily driver. As time went on, the car was parked and remained mostly sitting for the next 20 years. Since then, Paul has completed a full, rotisserie restoration and can enjoy it as if it was completely brand new again.
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 OCT/NOV 2021
WE LIKE TO SHOW OFF BABY PICTURES TOO. When you’re proud of something, you show it off to everyone around you. This goes double for truck owners. They might show you pictures of their family, but you won’t have to ask to see photos of their truck. For most of them, their truck is every bit a part of their family as their kids. We understand. Trucks aren’t just a part of our lives, they ARE our life. So, if you need something to get your truck picture perfect, let us know. Because when it comes to trucks, your pride is our joy. Get your FREE CATALOG at LMCTruck.com
Chevy/GMC 1947-13 Ford 1948-16 Dodge 1972-15
LMCTruck.com 800.562.8782
KEEPING GENERATIONS ON THE ROAD ®