Muscle Car Plus October/November 2023

CONTENTS ‘69 CHARGER:

Dave Wallis’ 1969 Dodge Charger ...pg 22

CHALLENGER:

2023 Dodge Challenger R/T Scat Pack Swinger ...pg 18

ALSO INSIDE:

Starting Lines-------------------------------------------- 6 1979 Chevrolet Corvette ------------------------ 28 1955-1959 Plymouths ------------------------------ 31 Olds Indy Pace Cars -------------------------------- 38 Parts Store------------------------------------------------ 42

Rare Gold Graham Robins’ 1963 Chevy Impala ... pg 12

OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE

The End of The Road I

t’s been a long and exciting road since we launched our first publication back in 1985, but as they say, all good things must come to an end….and the end has come for our magazine business.

Over the past three years, we have strived to keep the engine running on the stories and information from the auto industry that you love to read, however the challenges have become such that we have made the difficult decision to make this our final issue.

You, of course, are reading this in Trucks Plus or Muscle Car Plus magazines, but these are just a couple of the many publications produced by our company over the past 38 years. It has been a great ride providing what we believe have been some of the best stories and features from some of the best journalists in the business. Our dedicated team of writers, editors, sales, clerical and distribution staff have always taken pride in the content we produce…which I think you would agree, has been reflected in the magazines we have published.

First and foremost, I would like to thank Bertha Walker. Bert, as she was known, had always wanted to be a writer, but her plans were put on hold in her twenties when she married the love of her life and had six children (I was number 5). Thirty years later she seized the opportunity to fulfill that dream when the monthly publication BC Business Examiner came up for sale. She purchased the company in 1985 and set off publishing the Examiner in the offices of Walker Publications in the Gastown District of Vancouver. I had worked part-time helping out Bert until 1990, when I joined the company full-time with the launch of Movie Guide Weekly, a free guide to all the movie theatres in the Lower Mainland. We published the guide until the launch of Sports Vue which we then printed weekly from 1992 until 2000. In that period, we started several other monthly publications that we inserted into the sports weekly, namely; Ice Time, Golfer, Lacrosse Talk, Winner’s Edge and, of course….RPM Magazine.

In 1999, we were encouraged by Gerry Frechette, who had been our automotive content contributor in Sports Vue since its launch, to create an automotive magazine which became RPM. Gerry has been providing informative features ever since and serving in many capacities over the years. He has been an important and much-appreciated team member, receiving many accolades for his work, including being inducted into the Canadian Motorsport Hall of Fame.

By 2001, RPM was our company’s sole focus, and it was then we took the distribution from being a Metro Vancouver only product to BC wide. Shortly thereafter, we expanded into Western Canada, and then Nationally by the end of that decade. All this would not have been possible without the vision and hard work of Associate Publisher, David Symons. David, who joined the company in 1993 in sales, knocked down every door he could to expand the reach of RPM, bringing on key advertising and distribution partners. He was also a major player when we added Performance Plus (which later became Muscle Car Plus), Trucks Plus and Off-Road Plus magazines, making up the roster that replaced RPM Magazine.

There are also so many other long-term, valuable team members that made huge contributions to keep the presses rolling. That MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

Volume 21, Issue No. 5 October / November 2023 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 Dan Heyman Cam Hutchins

Muscle Car Plus Magazine is published six times per year by RPM Media Inc. includes Elaine Fontaine with over 25 years in sales, Brenda Washington with 20 years heading up distribution, and Jordan Allan who started in graphic design 14 years ago, later becoming Managing Editor.

There are of course many challenges with every business, and potholes along the way, but for the most part, the ride has been a very enjoyable one. They say you need good people to run a successful business, and for the past 38 years we most certainly have! The support we have received by our many advertisers, distribution partners, organizations, manufacturers and of course you, the reader, is what has made this journey so satisfying!

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

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

Now that we have crossed the finish line, I would like to personally thank all of the above for taking this ride with us. The publishing industry has opened the door to many incredible experiences and opportunities. As we reflect, I can say with confidence on behalf of everyone involved…we enjoyed every word of it!

Dean Washington Publisher, RPM Media OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE

STARTING LINES

Ford Mustang GTD has Aerodynamic Advantage Most Race Cars Don’t

F

ord says it will be targetting a sub-7-minute lap time at the Nurburgring when its upcoming Mustang GTD supercar is ready, thanks in large part to active aerodynamic tech that has never before been used on a street-legal Ford car and is illegal

in GT3-class race cars. At the heart of the Mustang GTD’s aerodynamic performance is the Drag Reduction System which utilizes a hydraulic system that is able to change the angle of the rear wing and activate flaps under the front of the car to find exactly MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

the right balance between airflow for speed and downforce for grip. “Every surface, body opening and vent on and under Mustang GTD’s body is functional,” said Greg Goodall, Mustang GTD chief program engineer.

“Some air is directed for cooling, other for aerodynamics and downforce. All of it to help GTD go faster or stick to the pavement no matter what the conditions are.” When the car tackles sharp turns and grip becomes more pressing than speed, the DRS closes the main wing element and flap to create an integrated airfoil to generate additional downforce on the rear of the vehicle. This helps the GTD go faster through turns without losing grip while at the same time, the front underbody helps evacuate incoming air through the front wheel wells and large fender louvres to create an area of lower pressure that acts like suction to help keep the front end stable through turns. “We actively manage where the centre of air pressure is on the vehicle, so the front and rear can remain balanced,” said Goodall. “The ability to do this isn’t allowed in racing, where the rules don’t allow actively managing airflow.” While in normal street driving conditions, the body allows clearance for speed bumps or driveways. When maximum track performance is required, the Mustang GTD’s suspension can lower the body 40mm, further helping improve airflow over and around the body.

MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

CONSIGN OR REGISTER TO BID

THE EXPERIENCE BEGINS AT MECUM.COM #WhereTheCarsAre FL License AB1919

For complete auction consignment or bidding information, visit Mecum.com or call 262-275-5050

Muscle Car Plus Contributor John A. Gunnell Passes Away

Mecum Kissimmee Collector Car Auction

Muscle Car Plus contributor, Author, John A. Gunnell, 75, of Iola, Wisconsin passed away on Thursday, August 24, 2023. He was born on November 14, 1947 in Staten Island, New York to the late Albert and Cecelia (Morrison) Gunnell. John graduated from Richmond College (New York) with a Bachelors of Art degree in Fine Arts. He took a break from the visual arts to become a long-standing historian and enthusiast in the classic car community. He first moved to Wisconsin to work his dream job for Old Cars Weekly and Krause Publications. His knowledge of classic cars was vast and his writing career had taken him on many travels and adventures over the years. He has written many books and thousands of articles for magazines, newspapers and online formats over the years, all on his favourite writing subject, classic cars. He was very proud of his membership in numerous classic car clubs over the years including the Pontiac - Oakland Club International (and Early Times Chapter), Classic Car Club of America, ABATE Motorcycle Group of Wisconsin as well as the Society of Automotive Historians. Most recently, he had returned to his love of visual arts, and especially painting. John was also a longtime EMT with the Iola Fire and Ambulance Squad. We send our deepest condolences to his friends and family.

The annual migration by collector car enthusiasts to Mecum Kissimmee for the world’s largest collector car auction will continue January 2-14 with an estimated 4,000 consignments offered

10 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

at auction. Among the main attractions this year will be select vehicles from the Wellborn Musclecar Museum Collection, three Ultimately Preserved Corvettes from the collection of Dr. Mark Davis, more than twenty Mopars from The Kevin Sergent Mopar & Wing Car Collection and select vehicles from The Northwest Shelby Collection. To consign a vehicle or to register to bid, see mecum.com or call 262-275-5050.

With over 165 years of heritage in lubrication technology and experience in racing, Motul is happy to offer an expansive line of formulas made for classic vehicles. Older vehicles require a specific formulation to protect gaskets, metals, and engine tolerances to keep high-mileage cars running strong. Motul Classic takes the latest in lubrication technology, developed through our connections in motorsports, and combines it with the base oils and additives proven to protect your older powertrain.

AVAILABLE AT LORDCO AUTO PARTS

Anniversary Gold

Graham Robins’ 1963 Chevrolet Impala SS Story and photos by Cam Hutchins

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lot of catchy tunes get played on the radio, but in 1981, David Lingley’s cover of the iconic 1948 song “Mercury Blues” certainly resonated with the young crazy “Carnuts” of the era. Originally recorded as “Mercury Boogie” in 1948, Lindley’s 1981 version of the song only climbed to number 34 on the Billboard Hot Mainstream Rock Tracks chart. If there ever was going to be a “Pontiac Blues” or “Pontiac Boogie” version of the song, it would have to be written with Graham Robins in mind.

Robins and his Mother jointly owned a 1963 Pontic starting in 1965 and he could only afford to drive it on the weekends. That was okay as he only raced on weekends! This was the start of his love of 1963 Pontiacs.

This car stayed with him and once he married and the family started, it got driven less and less and then parked. In the late 80’s, when his son Graham Robins Jr. started to get interested in cars, they were at a national VW Bug Show/Race in Arizona and first saw some “Sound Off” cars. Senior got a “Sound Off” rule book and commandeered his wife’s Thunderbird to make it a rolling boombox. The car earned them a place at a national sound competition in Phoenix, AZ but no trophies.

While they were at a sound-off in Phoenix, as spectators, a group of lowriders rolled in. That was it. There was going to be a lowrider in their future. Soon the father-and-son duo started attending Lowrider competitions and Senior quipped that the most popular Lowrider, the ‘63 Impala, was just a Canadian Pontiac with a Chevy skin on it! Soon his beloved ‘63 Pontiac became a lowrider.

When the kids moved out, Senior decided to relive his youth with a ‘63 Poncho sourced from one of his employee’s relatives. Running an updated 350 with a powerglide, it runs a 72.12 mph pass at 17.273 seconds at Mission Raceway park in May 1997. Soon the street-driven drag car got turned into a trailer queen and the next year, the car got 12 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

When Senior started to clean away all the debris from the interior, he started to see the car was really not that bad and even though it was not a Pontiac, it needed to be saved. The car had once been loved and the carpets were a bit worn but not destroyed, the dash was complete and undamaged. The rear seat even looked great. This was not a throw away car! Once Junior had all the parts he needed, Senior started to buy new

a 1,235-hp Blown Alcohol motor, and August ‘98 saw a time of 8.553 seconds at 158.89 mph.

Yep, “Crazy About Pontiacs”. Coincidentally, the internet was coming on strong then, and while searching for parts for the race car, Senior kept finding ‘63 Pontiacs that needed saving. Senior eventually ended up with parts to replace what was needed. The car got sent to their body shop almost all the models of 1963 Pontiacs available. guy with the intentions of painting her white, stuffing in a healthy mill and While Senior was tearing up the dragstrip in Pontiacs, Junior was building racing her along with his “Monster Blown Poncho”. a lowrider and needed some parts from an Impala SS to convert his own car over to SS trim. In January 1998, Junior bought this 1963 Impala SS While at the body shop, dudes who know way more about “Chebbies” off a fellow in Blaine, WA who had his grandpa’s car up for sale. The car than Senior, looked at the car, and after seeing the gold paint started looked rough and stripping her for parts commenced. But Senior could wondering if it was a rare car. Gold is very often an anniversary colour, see past the mismatched paint on the body with primer on some, the and a thorough internet search uncovered the existence of “Paint Code missing glass and the shotgun blast through the driver’s door. Curiously, 927 Anniversary Gold” 1963 Impalas. A quick look at the vin tag showed whatever engine originally came with the car is unknown, but it now was the coveted 927 and this car took on an almost mythical existence. After months of correspondence with Vern Frantz Jr. of Jersey Late Greats, he running a Chevy 305.

OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE 13

confirmed this was in fact a genuine “Anniversary Gold” car. The 21st car dealerships. Part of this marketing plan included a special dealership to be documented as such. As of this date - September 6, 2023 - there display, gold key fobs, ashtrays, posters, and paper plates along with an umbrella. A pamphlet was printed, called “The Chevrolet Story” and are now over 80 documented cars. comprised of over 80 pages and featuring a gold 1962 Impala on the A bit of background about the gold, or 50th anniversary, paint scheme. cover with a 1912 Classic Six. General Motors celebrated its 50th anniversary in 1958, and while Chevrolet was not actually part of the GM family until 1919, the Brass at The colour was indeed only offered early on, but then started up again GM chose the Chevy as the only car to officially be sold with a “Golden with the factory accepting orders starting in January 1962 up to the August Anniversary” colour paint. Pontiac offered their own paint colour called ‘62 end-of-the-year run.

“Jubilee Gold”, but Chevrolet went all out with “Anniversary Gold”, paint code 918 on the trim tag for solid painted vehicles and 986 for cars painted For the 1963 model year, the Golden colour took on a completely new meaning and was to celebrate the 50 millionth Chevrolet. The markettwo-tone with a Honey Beige on the lower body.

Possibly this whole 50th anniversary deal may have snuck up on GM as there are era paint sample charts without the “Anniversary Gold” colour. Possibly it was always intended to boost sales with a late launch, as many car companies were known to launch “Spring Colours” to boost the sales of the end-of-the-year cars.

But the paint colours were offered on all Chevy models.

The real 50th Anniversary of Chevrolet came in 1962. Chevrolet started in 1911 but the first car produced was in 1912 so the 50th anniversary really was correct for 1962, but again some early paint charts do not show the paint code 927, “Anniversary Gold”. The first car painted 927 came out of the Tarrytown Plant in mid-September. It is claimed GM only planned to offer the colour for a limited time and was to be used to bring the public into the 14 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

ing people ran with this, and there was really no way to figure out which vehicle was going to be the 50 millionth Chevrolet made because for 1963, GM was building Chevy cars and trucks at 17 different plants. Every couple of minutes GM was making over 30 vehicles. A decision was made to use the oldest Chevrolet plant, Tarrytown, and to use the Impala, which was a real GM sales success and Chevrolet’s top-selling model.

So back to Graham Robins’s 50,000,000 car. The decision to paint her white and race was scrapped! An all-out search for info on the car was launched and this Impala SS was painted the correct 1963 Gold colour and the interior was black, but they did not find out the headliner

Paint code 927 was again put into use, but was a different colour than in 1962, and was not offered to the public to order. It was not listed on period paint charts or brochures. It was only offered on Impalas, any model (Paint code 927 “Anniversary Gold” exterior, no vinyl tops, black interior with white headliner). These cars were only available when a dealer ordered one, and was for the dealer to use for special promotion. The cars could only go on display after the 50 millionth Impala was made and the photos of this very special car were released to the press.

The 50 millionth Chevy was built on June 10, 1963 with a 409 c.i. V8, automatic transmission and the Super Sport option. Lots of General Motors and New York State dignitaries were on hand for the celebration, including Governor Rockefeller who had his photo taken behind the wheel. A special luncheon at a local restaurant was attended by many of the dignitaries and plant workers and everyone got a 1/25 scale model of the 50,000,000th car, of course, painted gold. These models were not available through the dealers. A round sticker on the roof of the model car has the words 50 millionth and then below the 0 is a column of “0” or zeroes and words lined up to incorporate the zeroes: Chevr0let, Fisher B0dy, General M0tors, Tarryt0wn, New Y0rk, and in the roundel 1911-1963.

Soon the “replicas” were put on the sales floor of at least 4,400 Chevrolet dealerships along with sales props and special signage. The sales kit had advertising hints, magazine and newspaper ad blanks, and radio spots to bring people out to see the car. One wonders how many people thought they were coming to see the actual 50,000,000th Chevy and not a clone? One of the Newspaper templates clearly states “Come in and see our special 50-millionth Chevrolet”

was supposed to be white until after the black headliner was installed.

They never found out the original motor that came from the factory, so a 250-hp 327 c.i V8 was found and rebuilt along with rebuilding the Powerglide tranny.

Curiously, although this car had to be specially ordered by a dealer, it was not very well optioned, no 4-speed, no big 409, nothing really extra at all, except the SS package. This may have been what this dealer knew would sell, based on his market.

The cowl tag reveals the following information: 5A – Built the first week of May 1963 63-1847 – 1963 Impala two-door sport coupe VN – Van Nuys, California, assembly plant So out of the nearly 7,000 Chevrolet dealers in 1963, only roughly 2/3rds 44531 – Production sequence of them participated in the sales promotion. The SS package was avail- 812 – Black upholstery, Super Sport bucket seats able, along with all available options for the 1963 Impala, except for vinyl 927 – Anniversary Gold paint roofs. The Vintage Chevrolet Club of America put out an excellent story in their March 2017 issue which is the source for much of this story. As After owning the car for a number of years, it was time to pass it on to of March 2017, they claim only 37 of these cars have been documented another caretaker and the car was recently put up for sale and just before to exist today. publication date a lucky buyer might have been found.

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LS376/480

The LS376/480 was created by Chevrolet Performance engineers by taking a production LS3 and swapping the stock cam for the racing-inspired LS Hot Cam to increase the power and torque by 14%. A superb street engine!

6.2L/ 376 cu.-in. V8 Naturally Aspirated (EFI) 495 HP @ 6,200 RPM 473 lb.-ft. TQ @ 5,000 RPM

ZZ6 EFI Turn-Key Engine & 4L65-E Transmission Offers a modern twist on the classic 350 SBC by using modern LS-style fast-burn cylinder heads. Often paired with the Supermatic 4L65-E 4-speed Automatic Transmission.

350 cu.in- V8 Naturally Aspirated (EFI) 405 HP @ 5,600 RPM 406 lb.-ft TQ @ 4,600 RPM

ZZ572/602 Deluxe Engine & Tremec Transmission

For those who believe in going big or going home! It has 4bolt mains, a forged rotating assembly, high flow heads & a hydraulic roller camshaft. Often paired with with a Tremec TKX 5-speed or Super-Magnum 6-speed Transmissions.

572 cu-in. V8 Naturally Aspirated (Carbureted) 621 HP @ 5,400 RPM 645 lb.-ft TQ @ 4,200 RPM Loren Cocking Performance Parts Specialist 778-980-9783 lcocking@prestongm.com Preston Chevrolet Buick GMC Cadillac Prestongmlangley

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2023 will be the last year for the Dodge Challenger Story and photos by Dan Heyman

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nd so, it’s come to this. After years – decades, actually – of putting smiles on faces, rattling more than a few eardrums and leaving dark, black elevens on tarmac the world over, the V8 Hemi-powered muscle car has reached the end of the two-lane blacktop. Both the Dodge Challenger coupe seen here and Charger sedan will no longer be rolling out of Dodge’s Brampton Assembly plant in central Ontario after the 2023 model year, as that plant transitions to building electrified vehicles. Electrification, of course, is the name of the game in the car world this day and age as manufacturers try to reduce carbon footprints and meet ever more stringent CAFE regulations. There simply is no longer room for big-wheeled, bulging hooded, bright green coloured beauties like this.

Don’t get us wrong – we get it, but being the petrolheads that we are, it’s tough not to be just a little elegiac here. More than a car, the V8-powered muscle car was a generational talent, featuring on racetracks, in movies and most importantly, in driveways for people that wanted just a little more performance without having to drop a lot more money for a Chevrolet Corvette, or a Porsche 911, or a BMW M635CSi. They’ve always been honest, and fun, and completely aware of what they are and what their purpose was.

And they looked awesome while they were at it.

Just look at the Challenger Swinger seen here, a car that comes as part of a seven-car “Last Call” series to celebrate the legacy of the Mopar muscle car. Leaving aside for a minute that the last time we saw the “Swinger” name it was not a Challenger, but a Dart – in fact, it never was on a Challenger – this 2023 car looks fabulous in Sublime Green (along with the F8 Green and White Knuckle shades, these three can only be had on the Swinger) with that oh-so-delectable “Swinger” stripe across the hood and 20-inch Y-spoke “Gold School” wheels at all four corners.

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Those come wrapped in steamroller-spec 305-section Pirelli P Zero rubber; not sure if it’s the way they’ve styled it or the way the wing sits atop the rear deck, but it almost has a kicked-up look when seen from the front three-quarter, as if it has a drag rear end. It doesn’t, but coupled with the widebody fenders (both the Charger Swinger and Challenger Swinger can only be had as widebodies), the stance is fantastic in an old-school way. It’s almost cartoonish, actually, but that’s OK because that’s kind of what cars like this are all about. Oh, and they’ve topped it all off with “Challenger” grille and trunk badges in a retro font, which is just about perfect.

To top it all off, the Shaker hood comes standard – because of course it does – but here, it’s painted sliver as opposed to black as found on other Challenger models.

That big air intake atop the massive 6.4-litre Hemi V8 – but you kind of already knew that – is like an oddly-shaped silver hat, it’s job to feed air to help provide 485 horsepower and 475 pound-feet of torque, sent to the rear wheels (of course), through a six-speed manual with a shifter angle that’s about as old-school as you’re going to see this day and age.

It does take a little getting used to – it slots in OK, but by the end of my week-long test I continued to mix up 2nd and 4th. Not that it really matters because with such long legs, the V8 can pull from stop in 4th – not easily, mind, but you can do it.

Before we get into the on-road performance bonafides of this very longnamed car, a note on the interior: not a whole lot has been done here to change things up; short of some green contrast stitching, badges and slightly modified gauges (that still get the retro fonts we all know and love), it’s all Challenger in here. That means La-Z-Boy-spec seats, surprisingly usable rear seats (with a centre armrest!), a huge trunk, chunky steering wheel (more on this in a minute) and 8.4-inch Uconnect screen. Size-wise, it’s fine but maaaan is it ever blurry (which is especially noticeable when it comes to the rear-view camera, and even more so if it’s wet out) and it houses too many controls you’d rather have hard buttons for, such as the steering wheel heater and seat heater controls.

Of course, it’s also here that you’ll find the SRT Performance Pages that show you everything from extra gauges, a g-meter and launch control

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about it for the Challenger, there isn’t – with that big, long hood lifting oh-so-slightly so you really know you’re on it.

Since it started life as a Scat Pack 392, it also gets that car’s anti-spin rear axle so it’s a cracker off the line, that’s for sure, but you do start to feel its 4,100 lb-plus curb weight as speeds increase.

With that curb weight in mind, it should come as little surprise that the Swinger’s manners through the corners are canted not-so-slightly to the sloppy side. Remember, this is an aged platform and on this particular model, not one that gets the benefit of a lowered ride height or extra-chunky strut tower braces and anti-roll bars. It’s also a large car, so all that combined and you will get noticeable squishiness through the bends, though those tires do provide plenty of grip. The big steering wheel, meanwhile, doesn’t really help the situation because you really do have to pile on lock to get that noise pointed, further adding to the wallowy-ness of it all. set-up. That’s easy enough to use; activate it by pressing a button, setting the revs (around 4,000 is the sweet spot), holding the brake and mashing the gas pedal. It’s a neat trick, although one I don’t imagine is going to be used all that much. This isn’t the drag-spec Demon, after all, or a Hellcat Redeye.

So it doesn’t get the latest (and very good) Uconnect spec, there isn’t all that much that’s “new” going on inside and plastics are omnipresent…and it matters not. One. Bit. This is a muscle car; they have never been luxurious inside because once you fire that V8 and push off, all of that just melts away under a cacophony of V8 rumble and screeching tires. There is little better in the car world than that, especially when we’re talking about a Hemi.

Here’s the thing, though: there’s something charming and honest about that, too, like the car’s kind of here to have a good time without overly tightening its belt. Sure, you’ll get better performance through the turns in much less expensive stuff – a Toyota GR86, a Mazda MX-5, a Power Wheels Jeep, a bicycle – but I’m not sure you’ll have quite as much fun while you’re at it, especially if you learn to work with the car and start nailing an apex or two.

Which is all fine and dandy – and there are those who will buy one of these for that thrill – but I’d wager more are buying them to look at, to admire, to cruise in, and to cherish. When you wake up on an early misty morning and prepare to drive to work, and you open your garage, and a neon green muscle car is staring back at you…well, let’s just say it’s a nice add to your commute.

The Swinger’s 0-100 km/h time is an impressive 4.7 seconds, which The Challenger may be doing donuts off this mortal coil going forward, is about right for a V8-powered muscle car like this. It surges forward but rest assured that while you won’t see them in dealers, you will be on that sticky rubber like there’s no tomorrow – which, when you think seeing them on the street. And you will be smiling when you do.

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Stolen Gem

Dave Wallis has owned his 1969 Dodge Charger for over four decades!

Story and photos by Cam Hutchins

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n 1979, Dave Wallis from Richmond, B.C. had a bit of money and was heading out to buy a car to drive to High School. The Buy & Sell newsprint buyers guide was really the only way to find a good used car back then, so he had circled a Datsun 510 and VW Beetle. His Dad was pleased with his choice and thought they were good economical ways to get around and NOT to get in trouble with!

Dave’s friend, who had a car and was driving him around, said he had seen a ‘69 Dodge Charger for sale. Dave had no idea what a Charger was and his friend said remember the movie from a couple of weeks ago? Dirty Mary and Crazy Larry had a bad brass green Charger that really turned on! But not knowing all the ‘60s muscle cars was not uncommon in the late ‘70s. The oil embargo and steep rise in the cost of gas put a lot of the thirstier cars and muscle cars back in the garage waiting for a day when there was cheap plentiful gas around.

Dirty Mary and Crazy Larry was a hit movie starring a Dodge Charger and some other Mopar Muscle cars.

It seems the iconic Dodge Charger had quite a few roles in the cinematic world. But not all of them were at the hands of a good guy. Actually, almost none of them in the hands of a good guy.

It is hard to say whether the battle between good and evil played into the sales figures of the 1968 Dodge Charger after it appeared in the hands of the bad guys in the hit 1969 movie Bullitt starring Steve McQueen. The movie was released in October 1968 when the first of the 1969 Chargers were being delivered to happy customers, and the sales of 1969 Chargers were almost 105,000 units, almost 9,000 more than 1968 Chargers.

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But although that was good, the big bad Charger’s sales were just a third of all Mustang sales and a third of just the Chevelle two-door sport coupes. Could it be that the representation of the Charger was always at the hands of the bad guy? This evil side of the Charger carried on for many years, the already mentioned Dirty Mary and Crazy Larry using a green 1969 Charger RT to run from the police. The movie Christine showed an old Fury taking the evil role, while a blue 1968 Charger is driven by a good guy. The 2001 release of Fast and the Furious has a blown 1970 Charger RT driven by a bad guy that you just have to like, while the nicest guy in Hollywood, Kurt Russell, drives a flat black 1969 Charger in the 2007 movie Death Proof. Quite possibly this is the most evil representation of a Charger yet!

But the worst showing of the Charger is anything with two cousins from Hazzard County, Georgia! The shows and movie are filled with Dodge Chargers doing things they clearly were not made to do, based on the massive flex of the bodies and fenders in almost every episode.

Of course, they do things that all parents think their teenage sons are doing in their cars, but the Chargers in these shows get wrecked...often. We are lucky there are any still on the road!

These were not small cars. Not full-sized by Chrysler Corporation standards, they were based on the “B” body with the full-sized cars being “C” bodies and the smaller “Darts” being “A” bodies. Bigger is better and the “C” body Dodge Monaco grew from a 121-inch wheelbase to a 122-inch wheelbase, and was 220 inches long.

The smaller midsized Charger was 208 inches long and rode on a 117-inch wheelbase. The Chevrolet Chevelle was 10 inches shorter. Of course the 1969 Chevelle was only allowed engines up to 400 cu. in. Instead, the Charger got 440 cu. in. engines and even 426 cu. in. Hemi engines if you could afford one. Certainly the

OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE 23

gers super popular and there was no way he could have bought it after that. His car was in really great shape, its B5 blue paint and black vinyl roof looked great, and it had the blue interior.

A family friend owned Hanna Collision, and two weeks after owning the Charger he had it painted black! After a short time of driving with the underpowered 318 engine, a friend was taking a 340 engine out of a Duster and stuffing in a big block. The 340 replaced the 318 and made a world of difference in the car. The Chrysler 340

“Coke” bottle design of the Charger is one of the sexiest designs of the Muscle Car era!

So with scenes of Chargers out-running the cops in young Dave’s head....it was love at first sight for the one-owner rust-free Charger in Burnaby. The owner wanted 1,500 bucks for it. Dave pulled $1,000 out of his pocket and said that he could only afford the thousand bucks. The owner said no, he had bought the car new and loved it and taken care of it and was not going to give it away.

Dave appealed to the old guy’s love of the car and said that if he was able to buy the car he would cherish it, treat it like the gem it was only built as a performance engine and they did not make a detuned version for station wagons, and it made the performance was, and keep it forever! of the Charger much better.

The old guy relented and Dave kept up his part of the agreement.

He did keep it forever....he did cherish it....but he drove it like it was The car looked great with a nice set of mags and he wanted to put a stolen gem! The car was equipped with bucket seats with bullet it into the big car show at the PNE. His Dad said the interior was headrests, console, floor shift automatic and the 318 V8. Shortly showing its age, so why not park the car in the garage and really after buying the car, the “Dukes of Hazard” made the ‘68-’69 Char- make it nice? Dave had been given a blue 1966 Coronet with a

24 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

318 cu. in Poly V8 and that let him leisurely work on his Charger in Dad’s garage. More like a long sleep than leisurely, as the car sat in the garage for 17 years before he moved up to the interior of B.C. and a friend helped him haul it up to a new garage to sit in.

it got some vast improvements to go with the planned Trick Flow heads. The 440 was bored out .30 over, it got 10-to-1 compression Keith Black pistons, Harland Sharp roller rockers, Doug’s headers, Quick Time electric cutouts, 2.5-inch exhaust, Mopar valve covers, and an Edelbrock air cleaner. This version of the engine is strong Regarding the Coronet, his Uncle had rebuilt the engine, but it and likes to get up and party! was only a two-barrel carb on the poly motor, and the poly motors are huge and wide. He resorted to finding a four-barrel manifold This past winter, Dave decided to fix the gas gauge and another out of a boat engine from down in Steveston. Some old guy said couple of electrical gremlins. His buddy said to pull out all the yeah, there is an old engine with a 4-bbl down there. The Coronet electrical components and lights etc. and cut off the wires, leaving had a white interior and a black painted roof, not a vinyl roof. The car got sold and then Dave drove a ‘67 Barracuda with a done-up 360 that had lots of power.

After a couple of years, Dave found a 440 and decided it was time to get the car back on the road, so in 2004 he was driving it once again. Every winter he would figure out how to make the car better. The winter of 2013 saw a conversion to drilled and slotted Wilwood disc brakes all around. 2014 saw a manual Tremec 5speed transmission mated to the posi 8 3/4 diferential with 3.55 gears. 2015 saw frame connectors and front and rear way bars, the Hemi-styled massive-sized ones from Hotchkiss, but the K member is original.

His neighbour owned a body shop, Ocean N Motion Autobody, and gave it a fresh coat of Black Sikkens base paint with three coats of clear. Then a wet sand before going back in the booth for three more coats of clear, then two weeks of wet sanding and polishing done by Dave at home in his garage.

In 2019, he had Dan’s Place in West Kelowna put in a custom interior and custom trunk. The seats are red Italian leather, the door panels, trunk and package tray are black leather with red stitching. The headliner is a new stock black unit just like it left the factory with. The underside of the trunk mimics the detail in the Charger’s hood.

In 2020, a set of Trick Flow heads were going to be put on the 440 and his buddy noticed a score in one of the cylinders. Turning the engine over a bit showed destruction! As the piston went down, it was evident the wrist pin had let go and had let the piston rip up the inside the cylinder. Time for the mill to come out, again. This time, 26 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

an 8-inch or so piece attached. They then pulled all the rest of the wires out of the car and installed a new Painless Wiring Harness, and it went flawlessly and now everything works as it should and they went the extra step to install Dakota Digital gauges.

The steering wheel is a 14-inch “Gotham” from Momo, the dashboard is the stock dash that came with the car, but with an Alpine stereo, lots of speakers and a trunk-mounted sub. Dave likes to drive this latest version around and is pretty proud of what he has accomplished after owning the Charger most of his life. But the car is not finished and we will see what this winter brings!

Evolutionary War

1979 Chevrolet Corvette

Story and photos by John Gunnell

‘Y’ pipe exhaust system had new open-flow mufflers and the automatic transmission got a higher numerical (3.55:1) rear he 1979 Corvette declared war on the hum-drum cars that axle ratio.

Detroit was turning out in the late ‘70s. The raw power muscle car era began disappearing in 1972 and American All Vettes now had the high-back bucket seats introduced on the automakers were focusing on fuel economy, air quality and 1978 Indy Pace Car. A high pivot point let the seat backrest fold safety more than performance. But Chevrolet was not going flat on the passenger side, level with the luggage area floor. An to take away the Corvette’s racy image.

Big, round, red taillights, a crossed-flags “The Corvette evolution continues,” declared the 1979 Corbadge and Corvette letters at the rear. vette sales catalogue, even though changes were subtle after the prior year’s massive restyling. Under the hood, the base L48 V8 got the dual-snorkel air intake introduced in 1978 for the optional L82 V8. It gave Vettes 20 more horsepower. The

T

AM/FM radio became standard. Vettes had black roof panels and window mouldings. Bolt-on front and rear spoilers (also from the Pace Car) were available. Buyers who nixed the full Gymkhana suspension could order heavy-duty shocks alone.

Car was nice enough, cosmetically, to create artsy-looking, reflective “hood art.”

28 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

Standard Vette equipment included the L48 V8 with a four-barrel carb; automatic transmission or four-speed manual gearbox (close-ratio available); power four-wheel disc brakes and lim-

Ten body colours were offered for all 1979 Vettes: Classic White, Silver, Black, Corvette Light Blue, Corvette Ye l l o w, C o r v e t t e Dark Green, Corvette Light Beige, Corvette Red, Corvette Dark Brown and Corvette Dark Blue. Interiors came in Black, Dark Blue, Dark Brown, Light Beige, Red, Dark Green and Oyster.

The seats on this car are trimmed with the Oyster-coloured leather option. ited-slip differential. Other ingredients included tinted glass; front stabilizer bar; concealed windshield wipers and washers; day/night inside mirror; wide outside mirror; anti-theft alarm system; a four-spoke sport steering wheel; an electric clock; a trip odometer; a heater and defroster; bumper guards and luggage security shade. Standard tires were P225/70R15 steelbelted radial black sidewall types on 15 x 8-inch wheels.

C o r v e t t e Ve h i c l e Identification Numbers (VINs) con sisted of 13 symbols stamped on a plate on the inner vertical surface of the left windshield pillar and visible through the windshield. For 1979 the numbers were: [Coupe] 1Z87[ ]9S400001 to 1Z87[ ]9S453807.

For example, the featured car’s VIN 1Z8789S440951 would breakdown as follows: The first symbol 1 indicates made

by Chevrolet. The second symbol identifies the body series Z=Corvette Coupe. The third and fourth symbols indicate the body style number 87=coupe. The fifth symbol [in a blank] indicates engine: 8=350-cid 195-hp V8. The sixth symbol indicates the model year 9=1979. The seventh symbol identifies the car’s assembly plant S=St. Louis. The last six symbols are the sequential production number.

The 1979 Corvettes had a four-wheel independent suspension. The bucket seats were offered with the choice of clothand-leather or all-leather upholstery. The aircraft-type centre console held a 7,000-rpm tachometer, a voltmeter and oil-pressure, temperature and fuel gauges. The seat inserts could have The sequential serial number is stamped on a pad just ahead either leather or cloth trim. of the cylinder head, on the right side. There’s also a three-

The rear backlight glass was large and contoured to match the body shape.

OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE 29

Factory options on the featured car include: A31 Electric power windows ($141); CC1 Removable glass roof panels ($365); C60 Air conditioning ($635); D35 Sport mirrors ($45); K30 Cruise Control ($113); MX1 Turbo Hydra-Matic automatic transmission (a no cost option); N37 Tilt-Telescopic steering column ($190); U75 Power antenna ($52); ZQ2 Power windows and door locks ($272) and the ZX2 Convenience Option group ($84).

This is a nice Gen III (C3) Vette coupe with low mileage for its age. These cars have not yet caught on big with collectors. The fact that this one does not have the more powerful L82 V8 slightly affects its collector appeal, as does its automatic transmission. Corvette purists seem to prefer stick shift.

The car has a good selection of factory options. letter identification suffix. Cast into the top rear (right side) of Everything on the car works well and it is in very good cosmetic the block is a date-built code. The first letter of the four-symbol condition inside and out. This is probably the kind of car that code shows the month a block was cast. The next number makes a good “investment vehicle” since prices on C3 Vettes (or numbers) reveal the day of the month, while the final digit indicates year. The next three symbols are the engine code Corvette crossed-flags speedometer shows suffix. the car’s low original mileage.

The featured car has the L82 V8. Beginning engine numbers were 0001001 and up at each assembly plant. The body number plate is on the firewall. The Style Number 79-1YZ37 identifies a Corvette Stingray coupe. The Body Number is the production serial number of the body. The Trim Number indicates the interior trim color and material. Code 19 identifies black body finish on the upper and lower body as used on 10,465 cars.

The coupe sold for $US10,220 in 1979. It weighed 3,372 lbs.

Power came from a 90-degree overhead valve V8 with a cast iron block and head. The engine displaced 350 cubic inches (5.7 litres) with a 4.00 x 3.48 inches bore and stroke. This engine had an 8.2:1 compression ratio and produced 195 hp at 4,000 rpm. Torque was 285 lb.-ft. At 3,200 rpm. It had five main bearings, hydraulic lifters and a Rochester M4MC carb.

With a 98-inch wheelbase, the ’79 Vette stretched 185.2 are likely to rise in the near future. This car does not need any inches front to rear. Other measurements included: Height: heavy-duty cleaning or mechanical work. It’s a very nice No. 48.0 inches. Width: 69.0 inches. Front Tread: 58.7 inches. 3 (Very Good condition) vehicle.

Rear Tread: 59.5 inches. Wheel Size: 15 x 8 inch. Standard Tire size: P225/70R15 SBR. The featured Corvette coupe wears Cooper Cobra radial G/Ts of size P255/60R15.

A three-speed automatic was optional: (1st) 2.52:1; (2nd) 1.52:1; (3rd) 1.00:1; (Rev) 1.93:1. The standard final drive ratio was 3.55:1 with automatic transmission. Steering was via a recirculating ball system. The Corvette front suspension had control arms, coil springs and a hefty stabilizer bar.

The independent rear suspension had a single transverse leaf spring and lateral struts. The brakes were four-wheel discs (11.75-inch disc diameter). Vettes came with an electronic ignition and a 24gallon fuel tank.

30 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

With other cars downsizing in 1979, the Corvette still looked hefty and healthy.

Plymouth Goes to the Gym

1955-1959 Plymouths got faster, louder and more muscular Story and photos by John Gunnell

I

t was 1955 and rock-and-roll was here to stay. The Top 10 songs reflected change. “Tweedle Dee” was a hit early in the year. “Rock Around the Clock” arrived in July. “I Hear You Knocking” wound out a year of bee-bopping back beats by hitting no. 5.

Like American music, the 1955-1959 Plymouths got faster, louder and more muscular. The Plymouth image was one of a reliable but stodgy car powered by an L-head six. It would get you from Point A to Point B economically, without problems, but it wouldn’t be a fast, exciting ride.

The horsepower race was on by ‘55. Detroit was headed towards the ‘60s and Plymouth was ready to go to the gym and build up its muscles.

mouldings, chrome rear deck trim, chrome headlight hood trim, taillight mouldings and bright metal rear roof pillar highlights. There was a two-door hardtop for $2,088 with a six and $103 more with a V8. The convertible—$2,326—was V8-only. Plymouth made 47,375 hardtops and 8,473 ragtops.

Plymouth’s “My-Fire” overhead-valve V8 had a cast-iron block and head and five main bearings. With a 3.44 x 3.25-in. bore and stroke it

1955 Plymouths had new longer and lower bodies. All sheet metal was new and modern. The upper edge of the body ran in a straight line, front to rear. A sweeping roofline topped a Full-View wraparound windshield. The side panels were slab shaped. The hood and rear deck lid were flatter. The front fenders hooded the headlights. The grille had two wing-shaped, horizontal blades joined at the center by a ribbed horizontal tie-bar. The Society of Illustrators picked the ‘55 to be “Most Beautiful Car of the Year.”

The base Plaza model had no extraneous trim. There was limited chrome on these cars. The windshield was set in black rubber. Despite being light and offering a V8, the Plaza’s “cheap-car” image kept it from muscle car inclusion. A few Plaza coupes may have been street raced or dragged, but the Plain Jane cars did not have a hot image.

The mid-priced Savoy was a bit better. A Sport Tone trim option was available after mid-year at slight extra cost. But without a two-door hardtop or ragtop, the Savoy just didn’t seem “savvy.” Plymouth made 74,880 two-doors and 162,741 four-doors for the masses.

Belvederes had like styling with richer interior/exterior trim. They had a “Belvedere” front fender script, chrome windshield and backlight

displaced 241 cubic inches. With a 7.6:1 compression ratio and Carter two-barrel carb, it made 157 hp at 4,400 rpm.

Two additional options based on a larger V8 were offered. This 3.563 x 3.25-in. motor had 259.2 cubic inches and 7.6:1 compression. The two-barrel version was good for 167 hp at 4,400 rpm. A “Power Pak” version with a four-barrel carburetor had 10 extra horsepower. This made it “the most powerful V8 in the lowest-price field.”

OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE 31

stretched across the upper lip of the hood. A wide jet airplane hood mascot was used. Side trim varied according to series or body style.

Plaza and Savoy models played the same role in the Plymouth line up as before. The Savoy series added a Sport Coupe (two-door hardtop) and a two-door Custom Suburban station wagon. That may have been Plymouth’s answer to the Nomad/Safari/Caballero and other 1955-1956 Sport Wagons. Only 9,489 were built.

Belvedere was Plymouth’s high-trim line. A four-door Sport Wagon shared Belvedere features. New was a four-door hardtop (Sport Sedan).

Belvederes included front door model nameplates, chrome back-up lamp housings, “Forward Look” rear fender medallions, armrests, a clock, a deluxe steering wheel and dressier interiors.

The ‘55 Plymouths were introduced Nov. 17, 1954. Model-year production hit 672,100 and calendar-year sales were 742,991. The 157-hp V8 was dropped (except in export models) by the end of 1954 so Plymouth could advertise it had the highest standard horsepower V8 (167) in the low-priced field. (Chevy and Ford both offered 162-hp V8s.) To promote its horsepower advantage like that was a really big change for Plymouth.

With new finned “Flight-Sweep” styling for model-year 1956 and new models like the sporty Fury, Plymouth found itself selling more youthoriented cars that year. While the muscle car was still in the future, performance gained importance. Buyers on the flip side still bought Plazas and Savoys that were well-suited to running their chores in.

Plymouth’s facelift of the prior year’s body for ’56 was on target. Changes included new fin-type rear fenders. In one ad, Plymouth published a boat designer’s, aircraft engineer’s and fashion designer’s views on FlightSweep styling. “The Flight-Sweep looks like motion,” said fashion artist Anne Fogarty. “It’s eager, vital with a feeling of the future.”

The new Plymouth grille featured a grid pattern centre piece decorated with a gold V emblem if a V8 was ordered. Vertical taillights extended from the tailfin tips to the back-up lamp housing. “Plymouth” lettering

32 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

Bright metal mouldings highlighted the windshield, rear window, headlights and taillights, rear deck lid overhang and front edge of the hood.

Belvederes and Sport Suburbans came standard with Sport Tone side trim arranged in a distinctive, angled-back pattern. The Sport Suburban also had Forward Look medallions on the rear fenders, tweed pattern seat cushions and backs, plus a rooftop luggage carrier. Added body styles in this six-car series were the Sport Sedan and Convertible. Prices ran from $2,008-$2,425 for sixes. V8s added $103. The Convertible came only as a V8 priced at $2,478.

Introduced as a mid-year V8 model for $2,807, the Fury Sport Coupe was part of the Belvedere line. Custom features included: off-white finish, tapering gold anodized aluminum side trim, a gold-finished aluminum grille, directionals, back-up lights, variable-speed windshield wipers, dual exhausts with chrome deflectors, windshield washers, dual outside mirrors, a prismatic inside rearview mirror, special tires, gold anodized spoke-style wheel covers and a special 240-hp V8. There was also Fury rear fender script.

On Jan. 10, 1956, a Plymouth Fury ran the Flying Mile at Daytona Beach, Fla. and hit a speed of 124.01 mph. The high-performance twodoor Hardtop did 0-to-60 mph in 9.6 seconds and the quarter mile in 17 seconds. Plymouth made just 4,485 of these cars.

Plymouth’s base 268.8-cid 180-hp V8 had a 3.63 x 3.256 in. bore and stroke and 268.8 cubic inches. An optional 277-cid 187-hp “Power-Pack” V8 had a four-barrel carburetor, solid valve lifters and 187 hp. The Fury

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used a 303-cid solid-lifter V8 with 9.25:1 compression and a Carter four-barrel. This engine produced 240 hp at 4,800 rpm.

All 1956 Plymouths retained the 115-in. wheelbase and measured 204.8 inches long. Three-speed manual transmission was standard, overdrive was $108 extra and automatic transmission was $184. New technical features included a 12-volt electrical system, independent safety handbrake and push-button automatic transmission controls.

The 1956 Plymouths were introduced Oct. 21, 1955, and the Fury Sport Coupe appeared in dealer showrooms on Jan. 7, 1956. Model-year production peaked at 521,000 units. Calendar-year sales of 452,958 cars were recorded. The Plainsman station wagon show car with a Plymouth engine and Plymouth chassis, appeared at the Chicago Auto Show. An experimental turbine-powered Fury Sport Coupe was also made.

It was 1957. The Plymouth brand was nearing 30, but Plymouths seemed to be getting “younger” each year. The new-for-‘57 models were said to be three years ahead of their time. “Suddenly, it’s 1960” ads said. One ad copywriter said Plymouth was “the only car that dares to break the time barrier. . .the car you might have expected in 1960.”

The updated Flight-Sweep ( “tail-finned”) styling was supported by a number of technical innovations from a revolutionary Torsion-Aire suspension to a Fury “301” V8 and new Total Contact brakes. But traditional

204.6 in. for other cars. Furys stopped using a wider rear tread. Tread widths were 60-29/32 in. front and 59-39/64 in. rear for all models. Furys and nine-passenger Suburbans used 8.00 x 14 tires.

Plymouth’s Torsionaire front suspension combined torsion bars with Oriflow shocks. At the rear were “outrigger” rear springs. “One of the great thrills in driving your new Plymouth is discovering you’re the master of where it’s going . . . not the road!” said an ad about a smoother, more level ride and improved handling. The ad depicted a Green Belvedere Sport Sedan in the middle of a Western style landscape with the driver telling a horseback-riding cowboy, “We don’t mind how rough it is . . . what’s the shortest road?”

Most ‘57 Plymouths were introduced Oct. 25, 1956. The Fury appeared in dealer showrooms on Dec, 18, 1956. Model-year production was 762,231 units. Calendar-year output of 655,526 cars was recorded.

Plymouth retained third rank in U.S. auto sales.

No one could argue with the view that ’58 Plymouths had a rich look, but the low prices for many models were attractive to the bulk of buyers. But more and more young men were getting interested in Plymouth engines, while young ladies liked the sportiness.

Plymouth buyers were not neglected and other ads stressed low price and value. “I’m no millionaire, but it’s mine!” said one ad.

Styling on all ‘57s was completely redone. New ideas included a wraparound aluminum grid-style grille with a vertical air slot bumper, tail fin rear fenders, a dart-shaped body profile and parking lamps set alongside the headlights for a quad-lamp effect.

Belvederes had single side mouldings and “Sport Tone” contrast panels were optional. Standard equipment included full wheel covers, rear quarter stone shields, an electric clock and a locking glovebox. A Convertible replaced the two-door station wagon from other series. Prices for sixes were $2,239 to $2,752 and V8s were $100 extra.

The Fury was re-introduced in January 1957 as a midyear high-performance model. With a 318-cid/290-hp engine, it could do 0-to-60 mph in 8.6 seconds and cover the quarter-mile in 16.5 seconds. The Fury came only as a two-door hardtop with “Fury” rear fender nameplates; Sand Dune White finish with gold anodized aluminum Sport Tone trim; upswept front bumper end extensions; a safety-padded dash; padded sun visors, foam-cushion seats; a clock; back-up lights, directional signals, dual outside rearview mirrors and the 290-hp V8. The Fury listed for $2,900 and 7,438 were put together.

The base Fury V8 was now a 318 with 9.25:1 compression and dual four-barrel carbs. It was good for 290 hp at 5,400 rpm. A new three-speed TorqueFlite automatic transmission was used on Belvedere and Fury lines. Other transmission choices were as in 1956, including three-speed manual, overdrive and PowerFlite two-speed automatic.

A new-for-1957 “Safety Power” passenger-car frame had a 118-in. wheelbase (Suburbans 122 in.). Overall length was 206.1 in. for the Fury and

34 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

General styling revisions for 1958 Plymouths included a new, horizontalbar grille below the front bumper, fin-type front fender top ornaments (on Belvederes and Savoys), new taillights, new side-trim and four-beam headlights on all models. Hockey-stick-shaped anodized aluminum “Sport Tone” mouldings and inserts were again optional.

As usual, Plazas and Savoys had limited muscle-market appeal. The Belvedere/Sport Suburban series again included the Fury. Nameplates on the rear fender identified each particular car. Standard Belvedere side trim was a single, full-length horizontal moulding. With optional Sport Tone finish, a lower moulding was added. It ran from above the back bumper and tapered towards the upper moulding at the front fender tip.

The area inside the mouldings was finished in a second colour, usually that of the roof.

Extras included full wheel covers, rear fender stone shields, electric clock and front fender top ornaments. Belvedere prices were $2,354-$2,865

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crate grille, new “double-barrel” front fenders, longer outward-canted tailfins, oval-shaped horizontal taillights and flatter, sweeping rear deck contours.

Furys were marketed as higher-level offerings and now came only with a V8. A Fury signature script was seen on the tailfins. Side chrome was of a dual moulding type, which began as a single spear behind the headlights, flared into a double level arrangement behind the front wheel opening and tapered to a point in front of the taillight wraparounds. A single moulding then continued around the rear body corner and fully across the rear deck lid overhang. A Plymouth signature in chrome, was placed at the left-hand corner of the deck lid. The rear bumper ran straight across the car and wrapped around the body corners, with a centre depression below the licence plate holder. V-shaped V8 emblems were placed near the Plymouth signature on the rear deck lid.

and the Fury sold for $3,032. Production included 5,303 Furys, 116,531 Belvederes and 23,170 Sport Suburbans.

The Fury was a Buckskin beige two-door hardtop with Fury rear fender badges, Sport Tone mouldings, special Gold anodized aluminum inserts, bumper wing guards, a padded interior, foam seats, back-up lights, dual outside mirrors and special Dual Fury or Golden Commando V8s. Furys equipped with the wedge head 350 cid/305 hp big-block V8 were capable of 0-to-60 mph in 7.7 sec. and could run the quarter-mile in 16.1 sec.

This year’s premium-priced Plymouths were Sport Furys. The Sport Coupe and Convertible came only with V8 power. On both, the upper branch of the dual side spears curved upward on the rear fenders, to repeat the general contour of the fins. The lower branch wrapped around the rear body corners and ran fully across the deck lid overhang.

A silver anodized aluminum insert was standard on Sport Furys. A Fury script was placed inside the dual mouldings at the rear. Positioned directly behind the mouldings were “Forward Look” medallions. Stan-

Plymouth’s base V8 became the 318 with a two-barrel carburetor and 225 hp. A 250-hp “V-800 Fury Super-Pak” edition was also offered as an option in cars other than Furys. The base Fury engine was a “V-800 Dual Fury” V8. It was the 318 with 9.25:1 compression, dual four-barrel carburetors and 290-hp at 5400 rpm. Two “Golden Commando” V8s were marketed as well. These were on a new 350-cid block and had a 10.0:1 compression ratio. The first ran dual four-barrel Carter carbs and generated 305 hp at 5,000 rpm. The second carried a Bendix electronic fuel-injection system. A very limited number of EFI-equipped Golden Commando V8s were made before the option was recalled. The EFI cars were retro-fitted with dual four-barrel carburetors.

The 1958 Plymouths were introduced Oct. 16, 1957 and the Fury appeared in dealer showrooms at the same time. Model-year production peaked at 443,799 units. Calendar-year production of 367,296 cars was recorded. Plymouth retained its number three sales rank for the industry as a whole, with a 30.6 percent market share.

“They’re off! And this sleek, sure-footed Plymouth Sport Fury steps ahead and stays ahead,” said Plymouth in 1959. “With its New Golden Commando 395, biggest V8 in the low-price field, it gives you instant response without the least bit of strain–all the horses you could want for modern driving--the smart money’s riding on Plymouth for ’59.”

This year the Plaza became the Savoy, the Savoy became the Belvedere and the Belvedere became the Fury. The special high-performance range, formerly known as the Fury, was now called the Sport Fury.

General styling features included a two-piece anodized aluminum egg-

dard equipment included swivel front seats, a Sport deck lid tire cover stamping and a custom padded steering wheel. The hardtop sold for $2,927 and had 17,867 assembles. The ragtop was $3,125 and 5,990 were built.

Plymouth engines went up in power. The base 318-cid two-barrel V8 was rated at 230 hp. The base Sport Fury V8 was a four-barrel version of the same motor with 260 hp. The only option was a 361-cid “Golden Commando 395” V8. It had a 10.0:1 compression ratio, a single Carter AFB four-barrel carb and 305 hp at 4,600 rpm.

The ‘59 Plymouths kept a 118-in. wheelbase for passenger cars and 122in. for wagons. Overall lengths were 210 in. and 214.5 in., respectively.

All models used 7.50x14 tires except the nine-passenger Suburban.

Three-speed manual transmission was standard, PowerFlite was optional with all but Golden Commando V8s for $189. Overdrive cost $84.

TorqueFlite automatic was used with the big V8s and cost $227.

The 1959 Plymouths were introduced in October 1958. Plymouth sales leaped 11.6 percent. Model-year production peaked at 458,261 units.

Calendar-year production was 413,204 cars. Plymouth was number 3, but market share declined 30 percent. It was Plymouth’s 30th anniversary. General Manager Harry E. Cheesbrough celebrated production of the 11-millionth Plymouth. A Fury four-door hardtop became the latest Chrysler gas turbine engine car. It made a 576-mile “cross-country” reliability run. It didn’t cross the country in that many miles, but Mopar’s promotional writers still used the term.

36 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

SHOP TOUR

about virtually everything shown via accompanying digital signage, or asking one of the well-versed volunteers floating around on the floor.

Currently, Yesterday’s Auto is featuring an exhibit titled Outcast 1: A Drag Racing Legacy, that documents the story of the first AA/Fuel Altered dragster in the country. Originally purchased by resident enthusiast Brent Seaman in the early 1960s, he and a few friends

S

tep back in time with a visit to Yesterday’s Auto Gallery in central Alberta, where guests are treated to Canada’s largest public collection of classic vehicles. “[We] officially started off as a not-for-profit foundation in 2020 following the purchase of a 43,000-square-foot building here in Edmonton, by [founder and local businessowner] Glen Stenabaugh, which had previously belonged to the Provincial Archives of Alberta.

Glen already had a quite sizable collection of cars to begin with, and between then and today he’s acquired about another 40 vehicles now residing inside the building that is transformed into an auto museum,” says general manager Ted Dakin.

put together and raced the nitromethane-powered 1949 Fiat 500 Topolino in Edmonton, Calgary and Saskatoon before parting ways with the hard-to-handle project in 1968. Seaman reacquired the car in 2006 and has since returned it to former glory.

Another big draw onsite is Sylv’s Retro Diner. Named in honour of Stenabaugh’s late wife Sylvia, the 1950s-inspired establishment serves up hamburgers, hot dogs, milkshakes and other classic fare.

Customers don’t need to pay admission to enter, and the eatery is available to rent as an event space catering birthday parties and corporate functions.

Among the over 100 models dating back to 1926 on display, some also belonging to owners in the area, one of the highlights is a bright red numbers-matching 1970 Plymouth Superbird in all its toweringspoiler glory. Recent additions include a complete frame-off restored 1955 Chevrolet Belair running the stock 265-cubic-inch V8 mated to a Powerglide two-speed automatic transmission, and a one-of-one 1967 Dodge Coronet manufacturer-rebuilt for the annual Specialty Equipment Marketing Association (SEMA) show in Las Vegas back in 2004.

Operating as a not-forprofit organization, givThere’s a small selection of approximately a dozen motorcycles too, ing back is a large fofrom Indian and Honda 50cc dirt bikes to a beautiful 1939 Harley- cus. Supporting various Davidson FLSTC Heritage Softail Classic. Visitors can learn more community charities like Valour Place Society that provides temporary housing for Canadian Military and the RCMP, and the Edmonton Food Bank, Yesterday’s Auto conducts drives on behalf of the latter helping collect financial donations and non-perishable food items. Dakin added education is another significant component, and they regularly offer mechanic’s classes to both young people and adults, particularly women, teaching the basics of car restoration.

The museum is located 8707 51 Ave. NW and is open Thursday to Saturday from 10 a.m. to 6 p.m. Tickets are $20 for adults (18 to 64), $10 for seniors (65+) and youth (seven to 17), and children under seven get in free. Visit yesterdaysautogallery.com or call 587-4023877 to learn more.

Advertising Feature

Pace Car

Olds Paced the Horsepower Race Story and photos by John Gunnell

T

he 4-4-2 was Oldsmobile’s response to the lifting of General Motors’ ill-conceived mandate that prohibited the use of engines exceeding 400-cid in its A-bodied—or mid-sized-automobiles. The A-body cars like the Chevrolet Chevelle, the Buick Special, the Pontiac LeMans and the Oldsmobile Cutlass provided the basis for each GM division’s muscle cars.

1949 Olds Rocket 88 Indy 500 Pace Car with special rocket-shaped chrome rim.

In Oldsmobile’s case, the Cutlass was used as the starting point for the 4-4-2, which was Oldsmobile’s reaction to the success of the LeMans-based Pontiac GTO. In addition—outside supplier ‘33 Olds convertible at the Speedway with track owner Eddie Rickenbacker standing by.

power the Hurst/Olds, the 4-4-2’s standard 400-cid engine was replaced with a bigger one. What had formerly been the largest Olds engine offering, at 425-cubic-inches, was punched out to a full 455 cid.

GM brass wouldn’t okay the new 455 in the 4-4-2 platform, but that didn’t stop George Hurst, of Hurst Performance Products, from trying it on his own. So successful was his effort that he—along with Olds officials—got entrepreneur and Oldsmobile supplier John Demmer, of Lansing, Michigan, to assemble clones of Hurst’s car in his own facility on a limited basis. This is how the first Hurst/Olds was born!

George Hurst turned select Cutlass-type cars into Hurst/Olds models that provided even more high-performance than the The Hurst muscle machine used a Force Air 455 with a 10.5:1 factory could. compression ratio that was beefed-up internally to develop 390 hp at 5,000 rpm and 500 lb-ft of torque at 3,600 rpm. This W45 On a limited scale—and well beyond the reach of GM’s author- motor was based on the Toronado engine, but built with a speity—Hurst Corporation had breached this “wall of separation” cial crankshaft, a custom-curved distributor, special carburetor in 1968, when the first Hurst/Olds appeared on the scene. To jets, a 308-degree camshaft with a .474-inch lift and hand-as38 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

‘68 Hurst/Olds was first of the breed with the 455 Force Air V8 early 4-4-2s couldn’t get.

the brake fade test smoking, but working well,” the auto writers said.

The source of all the kinetic energy generated by cars with the W-30 kit was, at least officially, only slightly different from the standard 4-4-2 V8.

Both engines displaced 455 cubic inches and had 10.5:1 compression ratios, but the standard 4-4-2 engine developed 365 hp at 5,000 rpm and the W-30 was said to put out 370 hp at 5,400 rpm.

Virtually identical to the one used on the 1969 Hurst/Olds was the 1970 W-30 model’s fibreglass hood. Unlike the air ducts installed on the W-31, which were mounted under the front bumper, those for the W-30 were mounted on the hood. The twin intakes rammed a flow of cool air through a mesh filter and were linked to a low-restriction air intake by a sponge-like material that acted as a gasket seal with the fibreglass hood.

The W-30’s standard transmission was identified

by Oldsmobile as the “Muncie Close Ratio.” Car Life described it as “Oldsmobile’s version of Chevy’s M22 ‘Rock Crusher.’” For an additional $227, the M40 version of the Turbo Hydra-Matic 400 was available. Compared to a normal Turbo Hydra-Matic transmission, the M40 had higher rpm shift positions and Not to be outdone by Hurst’s “bandit” Cutlass, Oldsmobile Divi- sharper shifts. sion then whipped up an optional W-30 engine package for the 1970 Olds 4-4-2. By dropping the 455-cid V8 in W-30-optioned Hurst made all floor shifts for the W-30. Oldsmobile reported: models, the automaker achieved a major advance in straight-line “They are the same basic construction as the aftermarket Hurst performance. The 455 did not even affect the 4-4-2’s handling adversely, since it weighed about the same as the smaller and Here’s a ’70 Cutlass Convertible with the less-powerful 400-cid V8 used in 1969 Olds 4-4-2s.

W-30 engine option in Sebring Yellow. sembled Ram-Air cylinder heads. The power plant was hooked to a modified Turbo Hydra-Matic with a Hurst Dual-Gate shifter that could be shifted like a manual transmission or used like an automatic.

The 4-4-2 had, since its introduction in 1964, enjoyed a deserved reputation for handling far above the existing norm for supercars. The W-30, along with its stature as a powerful 370-hp automobile, maintained the tradition of being a good-handling car. There was nothing magical or exotic about the W-30 Olds 4-4-2 suspension. It consisted of front coil and rear leaf springs.

Like all 4-4-2 Oldsmobiles, the W-30 was equipped with a rear stabilizer bar. Car Life magazine, in its March 1970 issue said, “At last people who want more power, but still want their car to handle, have a car that does both.”

Also adding to the W-30-equipped Olds 4-4-2’s high-performance abilities were standard 10.88-inch front power disc brakes (also optional for standard 4-4-2s). At the rear, 9.5 x 2.0-inch drum brakes were utilized as factory equipment. This setup wasn’t flawless, but Car Life magazine wrote about its W-30 test car’s stopping characteristics. “The front disc brakes came through Regular Cutlasses with the W-30 option were available in Viking blue and other colours.

competition shifter, except there are no stops and there is sound insulation on the production shifter.”

The W-30-equipped Oldsmobile 4-4-2 was capable of 0-to-60 mph times of under 6 seconds and quarter-mile runs of 14.36 seconds at 100.22 mph.

Oldsmobile Indy Pace Car Trivia One of the cars pictured with this article is the actual 1970 Indianapolis 500 Pace Car. It was entered in Dana Mecum’s Indianapolis Auction in 2010. Oldsmobiles have paced the Indy 500 eleven times. Convertibles, coupes and even SUVs from Oldsmobile have been used as Indy 500 Pace Cars and Indy 500 Official Cars. An Oldsmobile 4-4-2 served as pace car in 1970.

Hurst/Olds models paced the race in 1972 and 1974.

There is an Official Speedway photo of a 1933 Oldsmobile Convertible at the “Brickyard” (the nickname of the Indianapolis Motor Speedway) with two men in the car and then-track-owner Eddie Rickenbacker (the famous aviator) standing just behind the driver’s door. That car did not pace the race—a 1933 Chrysler did. The first Olds Pace Car was a 1949 Rocket 88 Convertible, which was considered a muscle car at that time. The ’49 Rocket 88 could go from zero to 96 km/h in 13.5 seconds and had a top

40 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

the first race of 1911 and the 56th of 1972 don’t seem to add up properly, that’s because the 500 didn’t happen during World War II. So, you have to wonder if the word “annual” was being used correctly by Hurst. For the sake of correctness, who knows for sure?

The Hurst/Olds got a second chance to pace the 500 in 1974.

However, many photos show Delta 88 Convertibles. That’s because the Speedway required Convertibles to drive celebri1988 Cutlass Supreme Convertible Indy Pace Car with a Quad Four engine.

Race starter Harlan Fengler in the 1972 Hurst/Olds Pace Car assigned to him. speed of 95 mph. The Pace Car was driven by Wilbur Shaw—a pilot and race driver—who owned the Speedway then. With him was Jack Wolfram, Oldsmobile’s chief engineer.

The next Oldsmobile to pace the race was a big 1960 Olds Ninety-Eight Convertible. They were supplied by an Indianapolis, Ind. dealer named Charlie Stuart because the automaker was trying to get out of racing then.

As noted above, only one 4-4-2 ever paced the race off. It was a Cutlass Supreme 4-4-2 with the base 365-hp version of the 455cid engine. It did not get the W-30 option. GM was still restricting its divisions from racing and performance, so the horsepower ratings for both 1970 engines were conservative, according to experts. They say that the base 455 actually made 410 hp and the W-30 edition made 10 more than that.

Since a Dodge Pace Car had a bad crash in 1971, all automakers shied away from providing Pacers in 1972. To fill the gap, George Hurst offered a Hurst/Olds convertible. The door graphics claimed this car kicked off the 56th Annual Memorial Day Classic on May 27, 1972. If the number of years (61) between

ties and officials around. In 1974, Indianapolis 500 decals were given out to all Hurst/Olds buyers who wanted to decorate their Cameo White or Ebony Black cars with them. Hurst also provided a specially trimmed station wagon for the Speedway’s medical director and a four-door Delta 88 decorated like a Pace Car for Linda Vaughan.

The remaining Oldsmobile Indy 500 Pace Cars were: 1977 Delta 88 Coupe, a 1985 Calais Convertible with a four-cylinder engine, a 1988 Cutlass Supreme Convertible with a Quad Four engine, 1997 and 2000 Oldsmobile Auroras and a 2001 Oldsmobile Bravada SUV with a V6. Yes, the era of ragtops and racy Pace Cars was over.

1960 Olds 98 ragtop served as the localdealer-supplied 1960 Indy Pace Car.

OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE 41

PARTS STORE Forged Steel Spindle Kit Designed for Anglia/PS-Style Spindle-Mount Wheels from Good Vibrations

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

Eibach’s Anti-Roll Kit for Dodge Challenger SRT Hellcat Eibach’s Anti-Roll Kit for the front and rear of the 2015-2023 Dodge Challenger SRT Hellcat increases stability, reduces body roll and increases overall grip which results in much-improved vehicle dynamics and performance. The 35mm front and 25mm rear sway bars are engineered to work with Eibach’s PRO-KIT and SPORTLINE Performance lowering springs and both bars are also tubular and 2-way adjustable. They will provide added rigidity to your suspension which is ideal to handle the Hellcat’s monster power numbers.

For more information please go to www.eibach.com

Ididit’s Retrofit 1965.5-1966.5 GM-Style Mustang Tilt Floor Shift Steering Column Ididit’s GM-style retrofit column is designed to fit your Mustang with only some modification to the original gearbox and wiring required. The column features a GM upper shaft and a 3-7/8-in. wiring plug and comes complete with a female end plug for your

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.

For information please go to www.goodvibesracing.com

Red Line Oil SI-1 Complete Fuel System Cleaner

Red Line Oil’s SI-1 Complete Fuel System Cleaner cleans many components of your fuel system including injectors and carburetors, plus valve and combustion chamber deposits with a concentrated blend of high-temp and low-temp detergents. The cleanser cleans all forms of fuel injectors including GDI and will enhance fuel stability by reducing gum and varnish formation. Only one bottle per tank is necessary for effective treatment as it cleans to nearly 100-percent efficiency in wiring. The column allows you to save your original under-dash just one treatment. mount and floor mount and requires an Ididit installation kit to install the new column in place of the old. Using an adapter, add For more information please go to an aftermarket steering wheel and the gripping surface of the new www.redlineoil.com wheel will be in the same location as the original.

For more information please go to www.ididitinc.com 42 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

Wilwood Releases New Starlite 55XD Lug-Drive Wide 5 Race Hubs Wilwood has engineered an innovative new Lug-Drive dynamicmount rotor system specifically for the lighter, stronger Starlite 55XD Wide 5 hubs. The 55XD design saves weight by mounting the forged aluminum rotor adapter closer to the hub’s reinforced centre using fewer mounting bolts. The new system simplifies rotor mounting, using a snap ring in place of bolts and safety wire, which allows it to float and heat cycle without distortion for a more consistent pedal feel and longer life. The lighter, simpler attachment system allows rotors to stay flat and run truer, even at extreme temperatures.

For more information please go to www.wilwood.com

HushMat’s 1970-1981 Chevrolet Camaro Custom Vehicle Kit 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. HushMat is an easy-toinstall, USAMade material that molds, forms and adheres to your vehicle’s surface. No tools, glues and/or special equipment needed to install; simply peel and stick.

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

For more information please go to www.hushmat.com 44 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023

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OCT/NOV 2023 MUSCLE CAR Plus MAGAZINE 45

Advertiser Index

Great Canadian Oil Change--------------------------------------24

360 Fabrication ----------------------------------------- 21 Barry-Hamel -------------------------------------------- 43 Bowtie Auto Parts -------------------------------------- 20 CAM Oils ------------------------------------------------ 45 Canadian Hot Rods --------------------------------------3 Easy Build ----------------------------------------------- 46 Eibach -----------------------------------------------------2 Golden Leaf Automotive ------------------------------ 35 Good Vibrations ---------------------------------------- 39 GRIP Tire ----------------------------------------------- 25 Ididit -------------------------------------------------------7 Jellybean Autocrafters --------------------------------- 45 KMS Tools ---------------------------------------------- 15 Kool Coat ----------------------------------------------- 45 LMC Truck ---------------------------------------------- 48 Lordco Auto Parts --------------------------------- 11,33 Mecum Auctions ---------------------------------------- 9 Mopac Auto Supply ------------------------------------ 47 PoCo Car Show ---------------------------------------- 27 Preston GM --------------------------------------------- 17 Stones Speed Shop ------------------------------------ 45 The Old Car Centre ------------------------------------- 44 Yesterdays Auto Gallery ------------------------------- 37 Zone Garage -------------------------------------------- 46

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46 MUSCLE CAR PLUS MAGAZINE OCT/NOV 2023