also the 318cui V8 Engine

Transcription

Glenn Barratt photo
Glenn Barratt’s 1957 Fury sport coupe
Founded 1957
January-February 2013
318
21-time Old Cars Weekly Golden Quill Award winner
Volume 54 Number 2
From Thoroughbred toWorkhorse
Glenn Barratt photo
The 318 V8 engine
Founded 1957
Glenn Barratt’s 1957 Fury V800 engine
TECHNICAL SUPERVISORS
Plymouth® Owners Club, Inc.
®Plymouth is a registered trademark of Chrysler Group LLC and is used by special permission.
MEMBERSHIP
The PLYMOUTH BULLETIN is published bi-monthly by the Plymouth Owners Club, Inc.,
PO Box 416, Cavalier, North Dakota 58220. Periodicals postage paid at Grafton, ND.
Membership is open to all persons genuinely interested in Plymouth or Fargo vehicles.
Ownership of a club recognized vehicle is not a prerequisite for club membership. Club
dues entitle members to receive all BULLETIN issues published within the 12 month period following establishment or renewal of membership. Membership in the Plymouth
Owners Club is a prerequisite for membership in one of its regions.
GROUP I
Patrick Dolan
GROUP II
Dave Geise
9099 S 250 E
Hamlet, IN 46532
(765) 413-8529
417 Tennessee Tr.
[email protected]
[email protected]
Browns Mills, NJ 08015
(609) 893-5969
2366 Glasco Trnpk.
Woodstock, NY 12498-1013
(845) 679-6185
[email protected]
1929 U
Jeff C. Buton
275 Dutchtown Road
Saugerties, NY 12477
MEETS
National meets are sponsored by the Plymouth Owners Club. Such meets are held on a
rotating basis with location of the meets determined by local regions upon application to
the Officers and Board of Directors. Notice of the dates and locations of such meets will
be announced in the PLYMOUTH BULLETIN. At least one meet will be held east of the
Mississippi River and one meet west of the Mississippi with meets held in the Spring,
Summer and/or Fall. On years ending in "8" a single Grand National Meet is held in the
Detroit area in honor of Plymouth's 1928 beginning.
1930 30U - 1931 PA
Robert McMulkin
Box 40
AWARDS &TROPHIES
MAYFLOWER AWARD is awarded to the highest scoring 4dr sedan not winning Best of
Show at each national meet.
EDITOR’S AWARDS are presented annually by the Editor for outstanding contributions by
the members to the PLYMOUTH BULLETIN.
(845) 657-6287
MEMBERSHIP ROSTER
A complete listings of all current members along with their address and Plymouth and/or
Fargo vehicles roster can be downloaded at any time via e-mail or member can obtain a
disc with the information. Contact Membership Secretary Jim Benjaminson.
ADDRESS CHANGES
The PLYMOUTH BULLETIN is mailed by periodicals postage. The postal service WILL
NOT FORWARD YOUR COPIES IF YOU CHANGE YOUR ADDRESS. If you plan
to move, use the postal address change form on the cover and send it to the Membership
Secretary BEFORE you move. The Plymouth Owners Club WILL NOT replace issues
not received because of an address change.
NON-DELIVERY OF THE BULLETIN
If you have any questions or problems, direct your inquiries to the Membership
Secretary.
BULLETIN DEADLINE DATES for ads, articles, photographs, etc.
Jan-Feb -- Dec. 10
Jul-Aug -- Jun. 10
Mar-Apr -- Feb. 10
Spt-Oct -- Aug. 10
May-Jun -- Apr. 10
Nov-Dec -- Oct. 10
Articles, etc., submitted to the BULLETIN CANNOT be returned to the author for review
prior to publication. ALL submissions are subject to editing.
RETURN OF PHOTOS AND ARTICLES
All items sent to the BULLETIN will be returned if requested with a SASE (please DO
NOT affix US stamps to the return envelope--as it will be mailed from Canada--but
enclose within envelope).
MAIL DATE
The BULLETIN is to be mailed by the last week of the even numbered month of the cover
date (i.e. the Jan-Feb issue is to be mailed in February, etc.).
ADVERTISING POLICY
Please refer to the complete advertising policy printed in the Marketplace section.
TECHNICAL ADVICE
Technical questions may be submitted to the individual advisor for each model.
Technical questions should be brief and specific. A SASE should be included with your
enquiry (please do not affix stamps if mailed out-of-country but enclose within envelope).
Advisors wanted: ‘65-66 C-body; ‘67 C-body; ‘72-73 C-body; ‘73-74 B-body
Merrill Berkheimer
36640 Hawk Rd.
Hazard, NE 68844
(308) 452-3980
[email protected]
GROUP IV
Chris Suminski
27090 Jean Rd
Warren, MI 48093
(586) 933-7404, cell
[email protected]
TECHNICAL ADVISORS
1928 Q
Earl Buton, Jr.
DUES
Dues for first-time members are $32 per year payable in US funds. Renewals are $30
per year payable in US funds. Payment can be made by VISA or MasterCard. No personal checks outside of USA please. Overseas members may get airmail delivery for $45
per year.
JUDGING CLASSES
Class 8 -- 1960-61 full size; 1965-77 C-body
Class 1 -- 1928-1932
Class 9 -- 1964-1974 Barracuda
Class 2 -- 1933-1939
Class 10 - Commercial (pickup, sdn del, stn wgn)
Class 3 -- 1940-1948
Class 11 - 1976-80 F-, 78-89 M-, ‘80-81 R-bodies
Class 4 -- 1949-1954
Class 12 - 1978-1989 Early FWD - L-, K-bodies
Class 5 -- 1955-1959
Class 13 - 1987-2001 Late FWD - P-, PL-, AA-, JA-bodies
Class 6 -- 1960-76 Val.
Class 14 - 1971-1994 imports
Class 7 -- 1962-78 B-body Class 15 -1997-2001 Prowler
Senior -- Best of Show cars since1996
JUDGING GROUPS: Group I: 1928-39 / Group II: 1940-59 / Group III:1960-89 RWD /
Group IV:1971-2001 FWD & imports
GROUP III
(845) 247-3158
[email protected]
Lemon Springs, NC 28355
[email protected]
1932 PB
Bruce E. Buton
2366 Glasco Tnpk.
Woodstock, NY12498-1076
[email protected]
1933
Tod Fitch
1151 Quince Ave.
Sunnyvale, CA 94076
(408) 749-9233
[email protected]
1934
Edward R. Peterson
32 Crane Road
Walpole, MA 02081
[email protected]
1935 - 1936
Wayne Brandon
5715 Forest Green Dr.
Perry, MI 48872-9197
(517) 675-5717
[email protected]
1937
Scott Oller
PO Box 7006
Greenwood, IN 46142
(317) 885-7343
[email protected]
1949 P17, P18
Bob Nolan
Vermillion, SD 57069
(605) 660-9000
[email protected]
1950 P19, P20
David Pollock
Box 196
Shawnigan Lake, BC
VOR 2W0 CANADA
[email protected]
1951-53
Neil Riddle
20303 8th Ave NW,
Shoreline,WA 98177-2107
[email protected]
1954
Darrell Davis
100 Tech Drive
Sanford, FL 32771
1955
Jason Rogers
208 E. Highland Ave.
Mt. Vernon, WA 98273
(360) 982-2465
[email protected]
1956
Chris Suminski
29235 Fairfield Drive
Warren, MI 48088
(586) 933-7404, cell
[email protected]
1956-58 Fury
Tom VanBeek
3006 Emerald Street
WestBend, WI 53095
(262) 338-8986
[email protected]
1957-58
Wally Breer
66 Stanway Bay
Mitchell, MB R5G 1H5
CANADA
[email protected]
1938
John Sbardella
11 Heritage Path
Millis, MA 02054
[email protected]
[email protected]
1939
Roy G. Kidwell;
9 St. Andrews Garth;
1960 Sav/Belv/Fury
Randy Wilson
PO Box 647
Maxwell, CA 95955
(430) 438-2376
1960-76 A-body
Bruce Pine
1458 Nunneley Road
Paradise, CA 95969
1940
Jim Benjaminson
Box 345
Walhalla, ND 58282-0345
1941
Mark Walker
2621 Adrian Street
Turlock, CA. 95382
(209) 634-0625
[email protected]
1942
William Leonhardt
819 Circle P
Hastings, NE 68901
(402) 461-5840
1946-49 P15
Frank J. Marescalco
2610 D Street
CANADA [email protected]
1965-66 C-Body
(Tech Advisor needed)
1966-67 B-Body
Art Schlachter
2056 Cardinal Dr.
Danville, KY40422-9732
(859) 236-9487
[email protected]
1967 C-Body
(Tech Advisor needed)
1968 C-Body
Mark E. Olson
707 4th Street
Proctor, MN 55810-1722
(218) 624-4482
(407) 330-9100, 701-4493cell [email protected]
[email protected]
1959
Robert Hinds
1292 Daventry Court
Birmingham, AL 35243
Severna Park, MD 21146
(410) 987-6081
[email protected]
1964-65 B-body
Rob Elliott
307 - 30 Ave. NE
Calgary, AB T2E 2E2
(530) 876-7463
[email protected]
1968-70 B-body
Clif Nelson
2122 Sommer Dr. N
Mandan, ND 58554
[email protected]
1969-71 C-Body
Edwin C. Hill
412 West Temple St.
Lenox, IA 50851-1228
[email protected]
1970-74 E-body
Clif Nelson (see 1968-70 B)
1971-01 4-cylinder FWD
Chris Suminski (see 1956)
1971-72 B-body
Edward F. Weingart
334 Creekview Dr
Hampstead, NC 28443
[email protected]
1974-77 C-body
Wally Breer (see 1957-58)
1975-78 B-body
Ed Lanfer
6201 Wade Avenue
St. Louis, MO 63139-3108
[email protected]
1976-80 F-body
Wayne & Karen Fowler
6902 Ruckles Road
Mt. Airy, MD 21771
(301) 831-7150
[email protected]
1978-89 M-body
Michael Bonadonna
455 North Cherry Pop Drive
Inverness, FL 34453-7975
(352) 341-1019
[email protected]
1980-81 R-body
1961 Sav/Belv/Fury
Chris Suminski (see 1956)
John Thurman Wiggins
677 Winklers Road
Red Boiling Springs, TN
37150 (615) 504-3746
[email protected]
Plymouth Commercial
Bob Manke
6037 E. Canal Rd.
Lockport NY 14094
(716) 625-4048
1962 B-body
Gerald Klinger
1027 N.W. 1st
Gresham, OR 97030
(503) 665-8330
[email protected]
1963 B-body
Omaha, NE 68107-1622
(402)733-3153 [email protected] Darrell Davis (see 1954)
[email protected]
Fargo Commercial
Cam D. Clayton
Box 725, Kaslo, BC
V0G1M0 CANADA
[email protected]
318-Full ISSue_Full ISSue-48 2013-03-06 8:02 AM Page 1
Plymouth®
Owners Club
Box 416
Cavalier, ND 58220-0416
Phone: (701) 549-3746
Fax: (701) 549-3744
e-mail: [email protected]
plymouthbulletin.com
The Plymouth Bulletin
No. 318
January-February, 2013
LANNY D. KNUTSON, editor
(204) 889-8008
288 Strathmillan Road, Winnipeg, MB R3J 2V5 CANADA
FOUNDER-DIRECTOR
Jay M. Fisher
Acken Drive 4-B
Clark, NJ 07066-2902
(732) 388-6442
TECHNICAL DIRECTOR
Earl Buton, Jr.
2366 Glasco Turnpike
Woodstock, NY 12498-1076
(845) 679-6185 [email protected]
OFFICERS 2012-13
PRESIDENT
Nick DeSimone
1423 Pecan Grove Dr.
Diamond Bar, CA 91765-2536
VICE PRESIDENT
Bobbi Berkheimer
36640 Hawk Road
Hazard, NE 68844
MEMBERSHIP
SECRETARY-TREASURER
Jim Benjaminson
Box 345
Walhalla, ND 58282-0345
CORRESPONDING SEC.
Tom Nachand
5215 NW Cavalier Ave.
Lincoln City, OR 97367
BULLETIN EDITOR
Lanny D. Knutson
288 Strathmillan Road
Winnipeg MB R3J 2V5 CANADA
DIRECTOR 2008-13 (Judging)
Joe Suminski
68226 Winchester Court
Washington, MI 48095-1244
DIRECTOR 2010-15
Robert S. Kerico
4640 Boardwalk
Smithton , IL 62285-3662
(618) 444-6966
[email protected]
DIRECTOR 2012-17
Carl D. Wegner
The 318 V8
-1-
Crash!
T
he little wheel just kept on turning. I was doing a normal procedure on my computer when
everything quit, except for that little
wheel which kept on turning. Nothing
would stop it, not time, nor any number
of key strokes or mouse drags. “Force
Quit” availed nothing. Finally, I resorted to pulling the plug. It had worked
before and I had been able to restart and
carry on with my work. This time –
nothing. Repeated attempts netted the
same non-result – nothing.
Finally, I took it to my local Mac
guru. He gave it a valiant try but, in the
end, my computer was pronounced dead.
Worse yet, the hard drive was chock
full of pictures, future articles, past articles and other reference material plus
templates for the repeat pages of the
BulleTIN. All were gone with the great
crash of the hard drive.
It could have been much, much
worse. Just 24 hours earlier, I had uploaded the completed BulleTIN 317 onto
the print shop’s website. Had the crash
occurred 24 hours earlier, there would
have been no BulleTIN 317. Or, this
issue would have been it since I would
have had to start again from scratch. I
shudder to think of that near-miss.
A good part of the preparation for
this issue went into finding – or looking
for and not finding – material that would
normally be readily at hand on my computer desktop. On my literal desktop is
a file of more than 80 CDs containing
material used to create issues back to
BulleTIN 276 (usually two CDs per
issue). Much of what I need is there
someplace, but it’s a matter of finding
what I’m looking for. unfortunately,
Issue 317 is not among those CDs.
leeANN luCAS PHOTO
From the Editor
Burning discs of that issue was on the
agenda when the crash occurred.
The club board moved quickly to
okay the purchase of a new Mac Mini.
It’s “new and improved” to be sure, but
that means some of the programs I’ve
been comfortable with had to be upgraded, requiring more time spent learning something new and “better.”
So, here it is early March and I’m finally getting the Jan-Feb. issue off to
print.
This issue is Number 318 and, of
course, one of Plymouth’s iconic engines
is the 318 V8. I couldn’t pass up the opportunity to make the connection. So,
here it is: the 318 issue.
A future issue, possibly SeptemberOctober, will mark the 50th anniversary
of the ‘63 Plymouths. Already, ‘63 Tech
-2-
Advisor Darrell Davis has submitted a
couple of articles and other material for
that issue. Now, I’d like to hear from
you ‘63 Plymouth and Valiant owners.
I also hope to cover ‘37 Plymouth
this year since we missed celebrating its
75th anniversary last year and, this being
the 75th of the ‘38s, we’d like to feature
them as well. Also in the works is a ‘41
issue. Owners of these cars are welcome
to make their submissions.
PICTURED on this page is our youngest
grandchild, Niko, as he attended, with
Grandpa, a Mopar show this past labour
Day. The three-year-old and his older
brother, Charlee, age 8, and their mother,
our daughter
Signe, have
been living
with us while
Signe recovers
from some serious medical issues, namely
paracarditis and
a cyst on her
thyroid that has been surgically removed. leeAnn and I have been heavily
involved in child care and have been reminded (I think we had forgotten) how
much time and energy caring for a threeyear-old takes – another factor in the
production of this BulleTIN – but they
are a great delight to us as well. These
“little wheels” of ours keep on turning.
– Lanny Knutson
The Plymouth Bulletin
No. 318 Jan-Feb 2013
LANNY D. KNUTSON, editor
The
New Tech Advisors on board
CLUB NEWS
T
Plymouth Press
hree new technical advisors have been added to
the list by President Nick
DeSimone and Technical Director Earl Buton while a
fourth takes on additional responsibilities.
Tod Fitch, Golden State
Region member from Sunnyvale, California, takes over the
Plymouth Owners Club
1933 TA duties previously
held by Bob Davis.
The 1937 TA is now Scott
Oller of the Hoosier Region.
The Greenwood, Indiana, resident replaces Bob Semichy.
Another Californian,
Mark Walker of Turlock, takes
on the 1941 TA duties previously held by Larry Jenkins.
The club thanks Bob
Davis, Bob Semichy and
Larry Jenkins for their many
years of service as technical
advisors.
Clif Nelson, who has been
serving as the 1968 B-body
TA, has taken on added responsibilities of the 1970-74
No. 318
E-body (Barracuda) position.
Contact information for
these, and other, technical advisors can be found on the inside front cover of this issue.
PB
Members Remembered
lymouth’s 1970 Hemi
‘Cuda is among five
muscle cars featured in the
USPS’s latest rendition of
its America on the Move series.
The stamps were dedicated at Daytona by Richard
Petty who noted: “These
stamps bring back the memories of our racing heritage in
the ‘60s and ‘70s. This is a
great way to share our stories,
old and new about the Petty
history in racing.”
A ‘69 Daytona is the
other Mopar that joins a ‘66
GTO, a ‘67 Shelby GT and a
‘70 Chevelle SS in the series
of “Forever” stamps. PB
Bill Sullivan, Loveland, Colorado, died on November 24, 2012,
at the age of 76. (see page 15)
Paul B. Moore, Homeland, Maryland, died on November 27,
2012, at the age of 84. (see page 13)
Rick Eilert, Indianapolis, Indiana, died on December 21, 2012,
at the age of 64. (see page 11)
The Plymouth Bulletin (ISSN 0032-1737) is published bi-monthly. Subscription
through annual dues: $32 new; $30 renewal. Published by the Plymouth Owners Club, PO Box 345, 603 Central Ave, Walhalla, ND 58282-0345. Periodical
postage paid at Grafton, ND 58237. POSTMASTER: Send address changes to
The Plymouth Bulletin, PO Box 416, Cavalier, ND 58220-0416.
-3-
KNUTSON PHOTO
Plymouth postage
Libby Maurer, Belle Vernon, Pennsylvania, died on November
14, 2012, at the age of 88. A POC member with her husband
Bill since 1966, Libby was a longtime participant in shows–including Hershey for 58 years–and tours with Bill in their 1930
30U, owned since 1952, and 1939 P8 convertible sedan. Libby
had her own alloriginal 1965
Sport Fury convertible with the
factory 426 option
which she owned
for 43 years.
LANNY
P
Lovina Pierson, Sinclair, Wyoming, died on
May 7, 2012, at the age of 85. She was a
member of the Rocky Mountain Region and
is shown receiving a Best of Show trophy
for her 1950 business coupe at the 1990
Spring Meet in Calgary. She was preceded
in death by her husband, George, in 2006
and is survived by three sons, 10 grandchildren and 16 great-grandchildren.
From the President
A brief note
O
ne of the many benefits of a national organization such as ours
is the opportunity to host events
during which members from across the
nation and around the world can get together. We can spend time showing off
and bragging about our cars, telling stories – some true, some false – checking
out interesting places around “our home
territory” and, in general, showing support and solidarity for the organization
and keeping it alive and interesting.
So far for 2013, only one region has
opted to host a national event, and that is
the Grand Canyon Region which will be
hosting the National Spring Meet in
April.
The Detroit Region will be hosting a
national meet in 2014, but we need other
regions to step up and give some serious
consideration to hosting a judged national meet or a non-judged national
tour. Attendees at these events talk endlessly about the great times they have
had and say they can’t wait to attend another. Please contact Bobbi Berkheimer,
vice-president, to discuss that possibility,
not only for 2013 but 2014 and beyond. Her contact information is in
the BulleTIN (page 9, this issue), so
give her a call.
The other item I bring to your attention is that this is an election year
for the club. I have made several requests asking potential nominees to
place their names on the ballot for
president, vice-president,
secretary/treasurer and corresponding
secretary. This is your club, and you
are the ones who need to take on leadership roles to continue guiding the
club into the next term and future
terms. I have not yet received responses from members who will
allow their names to be placed on the
ballot.
Please give this serious consideration and send me an email or call me
to have your name placed on the ballot. My contact information is in the
BulleTIN.
-- Nick DeSimone, president
New from the Club Store –
214 – POC computer mouse pad
5”x7” – $5.00, plus $3.00 postage
(see page 48)
215 – metal key fob
$5.00, plus $3.00 postage
-4-
55 longest
memberships
1. Fisher, Jay M
May-57
2. Buton, earl C, Jr
Jan-58
3. Jones, Nancy
Jul-60
4. Sluss, Rolland
Apr-61
5. Behnke, Donald S
Sep-61
6. McMulkin, Robert
Jan-63
7. Carlstrom, Floyd
Mar-63
8. Swanson, lee H
Oct-64
9. ernst, John
Jun-65
10. Veara, Jack R
Jan-66
11. Pettit, William A C, III Mar-66
12. Zeigler, Mearl e
Mar-66
13. eddy, Richard e
Aug-66
14. edmonds, Melvin K Aug-66
15. Smith, laroy
Oct-66
16. Stephenson, Irvin M Oct-66
17. Weimann, Andrew G, II Oct-66
18. Wollman, Gerald
Oct-66
19. Maurer, Will R
Nov-66
20. Benjaminson, Jim
Feb-67
21. Groshong, loyd e
Aug-67
22. Clark, Warren B
Mar-68
23. Fortna, Kenneth J, Jr Mar-68
24. Gent, Richard W
Nov-68
25. Powley, edward A
Nov-68
26. Franzetta, Daniel A Jun-69
27. Scott, Donald e
Jun-69
28. Whitcraft, Samuel S Aug-69
29, Bird, Ronald e
Oct-69
30. Hossler, Gerald S
Oct-69
31. Shook, James
Oct-69
32. Brost, Pat
Jan-70
33. Russo, Dominic J
May-70
34. Hernandez, Joseph J Jun-70
35. Driver, Nelson
Oct-70
36. Slack, Arthur
Oct-70
37. Agro, Charles
Nov-70
38. Hammers, Kenneth
Nov-70
39. Mclean, Roger J
Jan-71
40. Semichy, Robert l
Jan-71
41. Toteve, PeggyJan-71
42. Hietpas, Jerome
Mar-71
43. leonhardt, William H Mar-71
44. Bromiley, Charles e Apr-71
45. Drabick, Rudy
Apr-71
46. leather, leslie l
Apr-71
47. lee, Arthur
Apr-71
48. laBrack, larry
May-71
49. Money, Thomas J
Jun-71
50. Ramberg, Roger A
Jun-71
51. Schultz, John
Jun-71
52. Wilcox, Robert
Aug-71
53. Palmer, Don
Dec-71
54. Bender, leo H
Mar-72
Benji's Page
Tad Burness
O
ver the years, many people
have contributed to the preservation of this country's automotive history. The work of many of these
people is found only in specialty books
and magazines. Perhaps the man who
contributed the most on a daily basis to
the average, non-automotive press was
Tad Burness. For 46 years, Tad produced the syndicated "Auto Album" that
appeared in hundreds of newspapers
across the country. each album page
contained a drawing of a different vehicle, along with detailed specifications
including price, wheelbase and horsepower of the featured marque.
Over the course of his career, Tad
produced 22 books dealing with automobiles. His Car Spotters Guide books
can be found on many library shelves.
In addition, he produced one comic
book, one train book and a house book.
As well, he wrote a newspaper column
about historic homes in his native California.
And, somewhere along the line, Tad
owned a 1931 PA series Plymouth roadster. Sadly, we don't have much information about his ownership of the car,
although a photo of Tad in the car exists.
Tad (who's real name was Wallace)
Burness passed away at his home in Pacific Grove, California, at the age of 79
on November 19, 2012. Born July 11,
1933, in Berkeley, he graduated from
Sequoia High in Redwood City and attended San Jose State university. On
July 10, 1967, he married the love of his
life, Sandra Chapman. She survives
him as does his daughter Tammy, two
granddaughters, a sister and two brothers.
-- Jim Benjaminson
AuTO AlBuM COPyRIGHT By NORTH AMeRICAN SyNDICATe, INC.
-5-
Letters
‘62s
I WAS GLAD TO SEE the issue
on the ‘62s as they were interesting cars, to say the
least. Concerning the ‘62’s
styling, I think the roofline
killed it. The convertible is
rather attractive even with
the top up. Too bad the proposed designs didn’t materialize, though. While the '62s
were not the beauty queens
of that model year, they definitely stand out in today's
world where virtually the
only distinction between
marques is the nameplate.
"King" Richard had his
first NASCAR victories in
1960, winning the Virginia
500 and also at Charlotte and
Hillsboro. Although he
didn’t have any outright wins
in 1959, he was NASCAR’s
Rookie of the year, albeit in a
J-2 Olds.
I loved the XNR because
of its asymmetrical styling, a
la D-Type Jag and Bocar Stilletto. I think it would have
been a hit if it could have
been produced as it looks
better than the '63-'67 Sting
Rays (I have a '65 fuelie convertible), although I have no
idea on how a folding top
could have been accommodated.
Joe Godec
Colorado Springs, Colorado
radios included, cigarette
lighters did not last five minutes. They had to strip the
dash for the show.
I am talking about the Detroit
auto shows.
Bill Benenati
Chesterfield, Michigan
Olds by Plymouth
I HOPE YOU’VE HAD a Happy New year. We are all well
here. Dennis is still working on the little Curved Dash
Oldsmobile. We tow it with the Plymouth.
Roslyn and Dennis Lowe
Manukau City, New Zealand
ACTUALLY THAT SITUATION HASN'T
since the 1933
World's Fair in Chicago. A
member (Lindy Willis) recalls
a story about his father. His
dad worked for Ford and
drove a '33 Plymouth, which
he was forced to park some
distance from the Ford parking lot and walk to work for
fear of being fired. His job at
the Fair was to oversee the
car exhibits and TO REPLACE STOLEN KNOBS,
TRIM, ETC., from the display
cars!
– Jim Benjaminson
CHANGED
Van Nuys California, an
evening tour of motion picture vehicles was offered. In
the production shop was a
Hot Wheels rod that was
nearly completed.
Fast forward to summer
of 2012 when I was in the
local CO-OP grocery store and
happened to look at the Hot
Wheels display rack. The
‘57 Plymouth Fury in the
FRIGHT CAR series struck
my eye. It was the only
FRIGHT CAR displayed of
the eight cars in this series.
The Fury is the only Mopar.
Some days a guy just has to
buy another toy.
Rob Elliott
Calgary, Alberta
Thanks
Stolen knobs
I JOINED the Detroit Plymouth club as a first-time
member in January 2012.
They told me never leave my
car unattended at the meets. I
had no idea that people will
steal items off of, and or out
of, your car: chrome trim,
knobs, included! I DO recall
knobs at the auto shows were
always being stolen back in
the 1960s: All the knobs,
THANKS AGAIN for the
GReAT (every issue) BulleTINs. each issue seems to
be better than the previous issues!
Bill Maurer
Belle Vernon, Pennsylvania
THANK YOU for the very nice
job you did on the PJ tour report (BulleTIN 317). I've received nothing but positive
comments on it. your layout
Fright Car Fury
WHEN I WAS ATTENDING the
March 2011 Chrysler Performance West car show in
-6-
is perfect! Thanks for the
good work you do for the
club.
Wayne Brandon
Perry, Michigan
I WAS SO PLEASED to see my
‘39 Plymouth in the BulleTIN (317) and I thank you
very much. The photos look
great. I do enjoy the Bulletin and look forward to it
coming.
Alan Edwards
Norfolk, England
Stunning
TERRIFIC PLYMOUTH BULLETIN (Issue 316)! Just stunning! I don't know how you
managed it, but you got a
lOT better access to that
XNR than I did. It is a great
issue overall, not just the
XNR story but everywhere. I
am always amazed at the
quality of the PlyMOuTH
BulleTIN.
David Zatz
allpar.com
Mopar interiors
SMS INTERIORS out of Oregon sells all the old Mopar
cloth, vinyl, leather
upholstery and correct headliners.
Christopher J. Suminski
Warren, Michigan
Plymouth digital library
I RECENTLY BECAME INVOLVED in the development of two
websites that are dedicated to the preservation of automotive history. One is the Automotive History Preservation
Society (ahpsoc.org); the other is Wild About Cars
(wildaboutcarsonline.com)
The Plymouth brand has a segment set aside solely for
the purpose of capturing everything from factory photos to
owners’ manuals and service and parts manuals and breaks
them down by category (ie electrical, paint and body, mechanical, suspension, etc.) creating point and click access to
information that can help the owners of a particular year to
both better understand their Plymouths and maintain or restore them properly.
We need POC members who are very familiar with
their year and model to contribute material to this site, and I
want to call on them to do so.
The material submitted in hard copy remains their property and will be returned quickly and in good order following the scanning process, as we do not wish to own an
abundance of paper materials. Members not wishing to ship
their materials can scan them, convert them to a PDF file and
email the file to me at [email protected].
Thus far, a couple of POC members have offered assistance and I thank them for stepping up. Together we can
build the finest digital library for the Plymouth brand on the
Internet. I look forward to hearing from anyone in the club
wishing to help.
Wayne R. Brandon
1935 - 1936 Tech Advisor
517-625-PLYM (7596) (office)
517-285-3675 (cell)
Plymouth among
the Lotuses
Hubcaps
I WISH SOMEONE would do
an article on Plymouth hubcaps including pictures and
years used. I have received a
lot of emails about my latest
find and even an offer.
Bill Wells
Tifton, Georgia
HOW ABOUT IT? Would anyone like to take this on as a
project for a BULLETIN article? – editor
I VOLUNTEER at the Barber
Vintage Motorsports Museum in Birmingham, Alabama. look what is on
display among the lotus race
cars: A nicely restored 1950
Plymouth Special Deluxe
that had been donated.
This museum is a worldclass place. It has the largest
collection of motorcycles and
the world’s largest collection
of lotus cars. Check it out at
barbermuseum.org
The museum is located
in the Barber Motorsports
Park where the Indy cars,
motorcycles and sports cars
race. Also, the u. S. Porsche
High Performance Driving
School
(PorscheDriving.com) uses
the track year around. See
barbermotorsports.com for
information.
Thank you for publishing
the article on the Keeneland
Concours (BulleTIN 316).
Robert Hinds
Birmingham, Alabama
Plymouth bicycle
‘59 Plymouth
TO BILL BRISBANE: I liked
your Plymouth Miniatures article in the Plymouth Bulletin
317. Attached are some pictures of my 59 Plymouth.
Don Claybaugh Eufaula, Alabama
I OWN A PLYMOUTH BICYCLE,
a late 1950s model. I can't
find any information on it. It
has a Mayflower badge on
the front, and says PlyMOuTH
TOuRING on the side bar. It’s
in its original two-tone paint.
Maybe one of the readers has
some information on it.
Bob Manke
Lockport, New York
-7-
End of the Story
YOU PRINTED "Determination" in Issue 166
and "The Rest of the Story" in Issue 247 on
our ‘36 Plymouth. This is the "end of the
Story."
As you know, Colorado has been under
heavy fire danger for most of 2012 and it still
exists. We live near lake City and are surrounded by millions of acres of Forest Service and B.l.M. land which the beetles have
attacked due to prolonged drought. We leave
for warmer climes and lower altitudes in the
fall, and return in the spring. I’ve always
had the thought that a forest fire could affect
our home while we are away. When viewing
photos of others’ collector cars in the ashes,
it makes me cringe at the thought this could be our home and
cars. I certainly did not want to subject the 36 Plymouth to
such an ending. However, even if you are in your residence,
you have 15 minutes to evacuate with no return. I have other
cars and interests: Jeanie’s ‘59 DeSoto two-door Sportsman (a
winner at the Albuquerque National DeSoto Club) and my ‘38
Chevy pickup I have owned for 50+ years under restoration.
So the thought was that it is better to sell the ‘36 Plymouth
and save the rare beautiful car than lose it in a natural disaster
If that were to happen, there are few reproduction parts available, making the car nearly impossible to replace with either
time or money.
As it happened, in June as we were leaving church there
were two fellows admiring the Plymouth. This was common
every time we parked it. It was close to lunch, and I was not
in the mood to answer the usual questions, so I was reluctant
to spend much time with the usual car conversation. But my
wife tarried and one of the fellows popped the question: “Are
you wanting to sell it?” On hearing that, I got out and replied
I had considered listing it. He inquired: “How much do you
want for it?” “Well, I have it insured for $ XX,000.” He
replied he was interested in coming up with a price and gave
me his business card. He had been searching eBay and knew
the value of similar cars of that era.
Jeanie and I discussed it over the coming weeks – the
pros and cons – my thoughts were that it was better to sell at
an under-valued price than advertising and playing games
with a prospect, or having a contentious fight with the insurance companies if we lost it in a fire, etc. During this period
Jeanie got melancholy and sentimental, stating I should have
more thoughts about selling the Plymouth, as I had owned it
for so long, spent so much time restoring, working and acquiring all the one-year-only parts and accessories. “yeS, but…
better to see it on the road than in ashes even if the buyer
chooses to “rod it.”
long story short: It was such a “good deal” for the buyer.
He didn’t even drive the car. He came with cash and a trailer
to take it home to the Four Corners of Colorado He asked me
to take him for a short ride after the sale to get familiar with
the shift pattern so he could load it. I hadn’t acquired the Plymouth to make money, or to make it a trailer queen show car,
and it never occurred to me that the car would be so outstanding when completed. It gathered more trophies than we could
display. every time we drove it, by the thumbs up (I think
those were thumbs), it was "Best of Show."
I will never forget one Fourth of July. In the parade, a fellow hollers: “Is that a Dusenberg?” I had the cowl vent and
rear wing windows open with the windshield rolled out. “No,
it’s just a Plymouth, the value of which would not buy a hubcap for a Dusenberg.” The fellow turned away in embarrassment. Most people would remark: “Nice car, what is it?” The
badges are very small and when the hubcaps are revolving, it
is nearly impossible to identify.
As the club has moved on from the 4 and 6 Cylinder Plymouth Owners Club to the Plymouth Owners Club and I no
longer own a Plymouth – particularly a ‘36 that was voted the
“ugliest” – it is better I move on with my other interests. With
that I will not be renewing my membership, so there is no
misunderstanding. I will miss the publications sorely.
Good-bye Plymouth Club. It was an enjoyable ride.
Gene Bryson
Lake City, Colorado
P.S. I feel it is better to walk away from the club than have the
editors write an obituary after they carry me away.
IN MY REPLY to Gene Bryson, I thanked him for his membership and contributions to the PLYMOUTH BULLETIN and clarified that the ‘36 had never been “voted the ugliest” Plymouth.
The closest in the 1987 poll was ‘38 Plymouth which was
voted as one of the “five ugliest.” (I now regret having included a vote on the ugliest Plymouth in that poll. What might
be considered “ugly” to some can legitimately be a beauty in
the eyes of its owner.) As I have with others who choose to
not renew their membership once they sell their Plymouth, I
reminded Gene that one does not have to own a Plymouth to
be a member and encouraged him to continue his membership
and interest in Plymouths.
--Lanny Knutson
-8-
Regional Report
NATIONAL VICE PRESIDENT
(responsible for regions)
Bobbi Berkheimer
Carolina Region
WE HAD A GOOD TURNOUT at our annual
Appreciation Dinner held on December
1. We enjoyed the charcoal-grilled hot
dogs and hamburgers and the great
desserts brought by club members.
After the dinner we had a show-and-tell
of items brought by members and
guests.
WE HELD OUR FIRST MEETING for 2013
on January 26 at the AutoBarn in Concord, North Carolina. This was only one
day after the ice storm of the century
(well, maybe it wasn’t that bad). On Friday the 25th at 6:00 AM it was 23 degrees with sleet, snow, and freezing rain
throughout the day. Now, this is North
Carolina, not North Dakota. By midday
BUCKEYE REGION
Ron Thomann
8001 Schott Rd.
Westerville, OH 43081 (614) 895-2319
[email protected]
CaROlINa REGION
Dean Yates
P.O. Box 69, Faith, NC 28041
(704) 223-1195
[email protected]
CasCadE PaCIFIC REGION
Bob Westphal
10503 NE 36th Ave.
Vancouver, WA 98686
(360)334-6037 / (425) 231-3608
[email protected]
COlONIal REGION
Saturday the temperature had risen
enough to melt most, if not all, the ice so
it was safe to get out and do things.
We held elections for the 2013 officers. This is a change from our normal
election time and was done to align with
other Plymouth Owners Club regions.
We also started the process of looking
into setting up some bylaws for the Carolina Region and adding to our 2013
schedule of things to do and places to
go.
– Dean Yates
Cascade Pacific Region
WE MET ON NOVEMBER 27 at the
Clackamas Community Club. The business meeting began after our annual
Thanksgiving potluck dinner. Fifty people were in attendance.
President Bob Westphal thanked
Donna Bade for organizing the potluck
dinner, Stephanie Willis for making the
beautiful centerpieces, Tim McCarthy
for entertaining us with his Christmas
music and Dennis and Jeanne Mowery
for organizing the refreshment roster for
the year. He also thanked the board
members for their time given our region
this past year, Gary Rusher for his hard
work with the swap meet and the CruiseIn, and tour guides and event organizers
for the past year.
Due to the adoption of a two-year
term for officers, retroactive to the beginning of 2011, all elected officers will
serve for another year: Bob Westphal,
president; Jerry Dixon, vice-president;
Dolores Call, treasurer; Donna Bade and
Joanne Dixon co-secretaries; Marlo
Huron, SD 57350
FlORIda sUNsHINE REGION
[email protected]
Terry Lash
PO Box 393
Edwardville, IL 62025
Michael Bonadonna
455 North Cherry Pop Drive
Inverness, FL 34453 (352) 341-1019
lINCOlN laNd REGION
GOldEN sTaTE REGION
GRaNd CaNYON REGION
Mike Morrison
PO Box 3218
Bandera, TX 78003 (916) 205-8099
[email protected]
Kenneth Wilson
312 Bagshaw Court
San Jose, CA 95123 (408) 227-1837
[email protected]
lONE sTaR REGION
Tony Tricoci
10206 South 43rd Court
Phoenix, AZ 85044 (480) 893-8687
lONG IslaNd REGION
Peter Marks
47 Flintlock Drive
Shirley, NY 11967
[email protected]
HEaRT OF aMERICa REGION
daIRYlaNd REGION
www.plymouthclub.com
Harvey Rapp
7105 Rivers Edge Road
Columbia,MD 21044
(920) 285-2660, cell [email protected]
Kevin Reeves, President
5268 W. 500 S.
Judy Whitman
3326 Hancock Rd,
Williamstown, MA. 01267
Tom Wagner
4913 Foxwood Blvd.
Lakeland, FL 33810 (Dec 1-May 1)
dElaWaRE VallEY REGION
Mike Schaefer
12221 NE 136th
Kearney, MO 64060
HOOsIER REGION
Westpoint, IN 47992 / (765) 714-0255
[email protected]
MId-aTlaNTIC REGION
MId-IOWa REGION
Bob Coburn
2434 E. Madison Ave.
Des Moines, IA 50317-4139
Warren Nelson
643 Pierre Ave.
Mantua, NJ 08051
Jan Peel, Editor, [email protected]
Joseph B. Lewis, editor
9145 Hazelton
Redford, MI 48239
Richard Wahrendorff
1471 Rt. 213
Ulster Park, NY 12487
Tommy G. Pike
1602 East Dale
Springfield, MO 65803
dETROIT REGION
Russ Nardi, pres: (586) 566-5838
[email protected]
HUdsON VallEY REGION
MIssOURI "show Me” REGION
[email protected]
[email protected] (Loyd Groshong)
lEWIs & ClaRK REGION
Pa OIl VallEY REGION
Bob Rademacher
1431 Idaho Avenue SE
Jim Stoudt
-9-
1290 Bankson Rd.
Oil City, PA 16301 (814) 676-6678
[email protected]
PalMETTO REGION
Robert E. Duncan
1438 Arrow Wind Ter.
Charleston, SC 29414 (843)766-6391
editor: [email protected]
PRaIRIE REGION
Frank Shemek
11901 South 34th St.
Bellevue, NE 68123
(402) 291-4834
[email protected]
ROCKY MOUNTaIN REGION
Wayne Kreps
8911 Ithaca Way
Westminster, CO 80031
(303) 427-5543
[email protected]
Tall PINEs REGION
Richard Tetzlaff
23383 Malanie Trail North
Scandia, MN 55073-9745
(612) 759 2103 [email protected]
Winter: R.Ramberg [email protected]
TUlsa REGION
Jerry Burch
1111 South Florence Ave.
Tulsa, OK 74104-4104
[email protected]
UNITEd KINGdOM REGION
Barry Reece
“The Meadows” Cookley Halesworth,
Suffolk IP19 0LU, ENGLAND.
tel/fax: 01986-784305
edman, member-at-large and Mike
Bade, chair of the board.
Mike Bade made a copy of the roster and the 2013 calendar for members to
check. Color calendars will be ready for
the January meeting at a cost of $8.
Congratulations go to Jerry Klinger
for the nice article he had in the PlyMOuTH BulleTIN. Mike Bade did the
photography.
Clothes Drive: Jeanette Dimick has
been collecting warm clothes, sleep
items, coats and backpacks. She brought
a couple of shirts and a coat for auctioning and earned $15.00 for the coat and
$3.00 for one of the shirts.
Don Hufschmid brought his Bingo
game which members enjoyed for the
evening’s entertainment. Winners were
able to choose wrapped prizes prepared
by Donna Bade for the event.
– Donna Bade
Dairyland Region
WE HAD A GOOD TURNOUT for our
Christmas banquet which was held in
Rockford, Illinois. A thank-you to
Wayne and Margie Farrey for hosting
the event. It’s always fun getting together with our Plymouth friends. I
even received a “special award” at the
banquet (ed Wilkinson, I will get even!).
– Art Krolikowski
Delaware Valley Region
OUR CHRISTMAS PARTY was well attended and another success. There was
plenty to eat and drink. A good time was
had by all. As usual, the gift exchange
provided several moments of hilarity.
Many thanks to larry and lorraine
Nuesch for hosting this party once again.
– Warren Nelson
WARREN NELSON OPENED our November meeting with 11 members attending.
Our Christmas party and events were
discussed as was a possible tour to the
Steam Museum in Delaware.
Warren Barcalow informed us that
the Jarret Show is history. The dealership is now out of business. We will
check with the Mt. ephraim and Videon
dealerships to initiate this year’s shows.
Frank Mollow discussed some tech
items. Questions from some members
make the Tech Talk interesting.
THE JANUARY MEETING was opened by
Warren Nelson with seven members in
attendance.
unfortunately, as previously noted,
after 16 years, the Jarrett show is history.
It was a good run while it lasted. The
Jarrett people were always gracious
hosts.
Mt. ephraim Chrysler-Dodge has
been contacted about hosting an AllMopar show again this year. It is under
new management and we do not have an
answer yet.
The good people at Videon
Chrysler-Dodge have already notified
Joe Hernandez that they wish to host a
– Bill Tropia
show this year.
Detroit Region
PRESIDENT RUSS NARDI called our December meeting to order at Denny’s with
17 members present.
Old business included discussion of
our annual holiday dinner at Chapman’s
Mill and our 2014 National Summer
Meet in Port Huron, Michigan. New
business began with a discussion on the
closing of the WPC Museum at the end
of December, 2012.
Joe lewis reported the 2013 officers
are as follows: President, Rus Nardi;
Vice-president, Bill Anderson; Corresponding secretary, Joe lewis; Treasurer, Dennis Olekisak; Sgt. at Arms, ed
ungerman. Recording secretary duties
will be shared by Bill Anderson and Bill
Benenati.
Bill Anderson suggested that we
have a photo directory and volunteered
to handle the design and production. Bill
will present his design recommendation
at a future meeting.
Bill Benenati reported that he is
preparing an article for the PlyMOuTH
BulleTIN on repairing fuel tank sender
units. Members were asked if they knew
of any local companies that repair
senders. None were identified.
OUR JANUARY MEETING was called to
order by President Russ Nardi at
Denny’s Restaurant in Sterling Heights,
Michigan. Thirteen members were present.
Bill Anderson presented a template
for a club photo roster so that current
and new members can easily identify
members by portrait photo, cars owned
-10-
and phone number. Photos will be taken
at the end of the January meeting.
Copies are to be available at each meeting.
under new business, John Connor, a
member of the WPC Club Great lakes
Region and the Dodge Brother Club, is
reaching out to other Mopar clubs such
as the POC – Detroit Region to discuss
enhancements to membership and improved communications between collector clubs, as well as co-hosting some
activities.
Joe lewis mentioned that lithium
ion batteries are now being offered for
automotive use. A web search revealed
that the advantage is they are very lightweight, have flat voltage curve vs. constant cranking voltage, and fast recharge
– Bill Anderson and Bill Benenati
time.
Grand Canyon Region
OUR PRESIDENT, TONY TRICOCI, called
our December meeting to order by welcoming all to the meeting and wishing
all members and their families a Merry
Christmas and a Happy New year.
Following a reading of the minutes
and discussion of upcoming meetings,
the president called on Harold Norton,
the meet chairman, to update chapter
members on progress being made with
the April meet. Harold congratulated the
members for the satisfactory progress
being made with the national meet.
After much discussion, Harold concluded his presentation by noting that
there are still some small, but important
tasks to be taken care of for the meet.
THE JANUARY MEETING was called the
meeting to order with President Tony
Tricoci welcoming members and wishing all a happy New year. He then took
the opportunity to thank Frank and
Sherry Johnston for having a fine holiday lunch at their residence.
Following announcements of future
meeting hosts, the president led an extensive discussion on plans for hosting
the 2013 National Spring Meet.
– Harold Norton
Heart of America Region
IN OCTOBER, our Café Cruise was to
Brobeck’s BBQ, the people who catered
the barbecue at our meet. They have
some of the best ribs around!
We congratulated Glenn and MaryJane Means on October 6 for achieving
50 happy years of marriage.
We have recently acquired several
new members: Jerry and elizabeth
Mclain, owners of a ‘70 ‘Cuda convertible; Robbie and Betty Woods, owners
of a 1936 P2 coupe; and David Wood,
son of Don and Jerry Wood, who owns a
1938 P6 coupe, a ‘68 Chrysler 300 convertible and a 1972 ‘Cuda. Welcome to
all!
Our last club event of the year was
our Christmas party held December 15
at Place’s Restaurant in John Knox Village. Forty-one members and one guest
enjoyed a delicious buffet featuring
brisket and fried chicken. Vicki and
Mike Schaefer led us in a car bingo
game using nuts and bolts as markers.
Then we formed a large circle for the always-fun white elephant gift exchange.
Hot items were the Knucklehead Garage
sign fashioned by Virginia Penrod, a battery-operated lantern, a walking/talking
Snoopy dog and a George Forman mini
grill. Not-so-hot items were a fancy
pink package of baby wipes, an elmer
Fudd-type can and a sparkly pink costume that looks like it might do for a
pole dancer. Door prizes and awards
followed with Ron Holloway getting the
Points Performance Award for his work
on our meet. Several members won the
Don Wood Perfect Attendance Award.
Thanks go to George and Karen Zammar
for hosting the event.
– Winona Krenzer
Hoosier Region
WE HAD OUR ANNUAL Christmas dinner
at Murphy’s Steak House on December
8th. As you can see from the pictures, a
good time was had by the 24 members
and guests in attendance.
After our dinner, President Kevin
Reeves brought the meeting to order. He
led a discussion of regions and national
meets and future activities for our region.
A vote was taken and the present officers will be your officers for 2013:
President, Kevin Reeves; Vice-president,
Bob Van Buskirk; Secretary/Treasurer,
Jan Peel. After giving the treasurer’s report, Jan Peel thanked Kevin for again
being president.
Jan also reminded the club that Oc-
tober 2013 will be the Hoosier Region’s
25th anniversary. She would like to have
some special event to honor it. Bob Hein
and Jan Peel are the two remaining charter members.
Wrapped gifts were then given out
and exchanged via the exchange-your gift-for-someone-else’s-that-you-thinkyou-might-like method. The gifts were
opened. Surprise, surprise! lots of fun
and laughter.
Then Bob Van Buskirk read some letters
written by James Whitcomb Riley of
whom Bob is a big fan and has a book of
the original letters. He also ha some letters from Dr. Matthews of Illinois, another poet from the late 1880s to 1907.
Very interesting.
– Jan Peel
Member Remembered
relayed information from Tommy Pike
regarding the upcoming swap meet in
late spring with the Show Me Region.
He also brought along his laptop to show
members the photos provided by Garry
McGee of our work days in 2011 and
2012 that he had taken while at Paddocks Grove. They will be the basis of a
full article to be written later this spring
by Bob Kerico on last year’s engine rebuild and refreshing of his ‘52
Belvedere, KupKake.
Terry brought oversized posters
from the 1940s of Plymouths that were
displayed in the service department of a
Plymouth dealership which we enjoyed
viewing.
New member John Wade from
Belleville joined us. He and his dad
have a 1966 Dodge Coronet.
– Bob Kerico
Hoosier Region
Lone Star Region
Rick Eilert passed away on December 21 at the age of 64. His wife,
Susan eilert, expresses her appreciation to those who called, emailed and
visited during Rick’s illness. He is remembered for his quick smile and
willingness to help others. Rick and
Susan have been loyal supporters of
the Hoosier Plymouth Owners Club
for nine years. He is survived by
Susan, their daughter Amanda, two
grandchildren and other family mem– Jan Peel
bers.
Lincoln Land Region
WE MET at the Powhatan Restaurant in
Pocahontas, Illinois (our winer venue),
on January 12 for a scheduled lunch and
meeting. Attendees were Jack and Pat
Kaylor who brought their 1948 Dodge,
President Terry lash who traveled in his
‘58 Savoy, “Spanky” Cox who was in
his ‘66 Dodge and eleven other members
who arrived in late models.
We held a meeting after lunch and
discussed the club’s events for the year
2013 and voted on the slate. Terry lash
-11-
ON JANUARY 19, a beautiful Saturday,
25 members met in Waco, Texas, to celebrate our fifth anniversary. We met at
Jake’s Texas Tea House in downtown
Waco, a car culture-themed establishment, heavily decorated with old car
memorabilia including oil cans, vintage
tags and signs, hub caps, pedal cars, antique gas pumps and even entire front
clips of ‘50s automobiles. even one of
our waiters was a “car guy” whose family owns a 1984 Buick Grand National
and a ‘57 Chevy.
The 25 members represented a new
record in attendance for a club event and
was a testament to the fifth anniversary,
as we had several founding members
alongside new members and others who
were attending for the first time. Charter
member leonard Newman met new
member Richard Wynn only to find that
they both own 1932 Plymouths and immediately they started talking about
common over-heating issues they had
experienced!
leonard addressed the club to explain he had been inactive for four years
due to a house-remodeling project he
had taken on in Alaska. He indicated
we’d see more of him and his wife
Wanda in the future. Richard and his
wife Shirley shared some of their experiences of participating in the Great American Race a few years ago in their 1932
Plymouth.
As we were finishing our excellent
meal, President Mike Morrison thanked
everyone for their attendance and emphasized how much the club needs its
members to participate. Mike used the
moment to ask for volunteers to fill our
Membership Director position, which
Vice-president Mark Ballard had been
doing on a temporary basis, and our recently vacated Newsletter editor position because Valerie Ballard had to step
down. Thankfully, Rick ellis, a first
year member from Comfort, Texas,
stepped up to offer to serve as Membership Director and Mary Massirer said
she would be happy to help out with the
newsletter, a job she has done in the past
for the club.
Since this wasn’t a regular meeting,
Mike made some announcements regarding future events. He reminded
members of the National Meet in Tucson. He plans on attending and offered
to confer with others planning to attend
regarding routing, caravan opportunity,
etc. lastly, he asked for a show of hands
to reflect an interest in the club putting
together a “Hill Country” cruise for the
end of April. A majority of members
agreed and several members will work
on routing and dates, and hope to announce those plans at the Hamilton
event.
With those announcements complete, Van Massirer assumed his all-toowell-known roll of “cat herder” and tried
to organize a group who wanted to stick
around to visit some local points of interest. As we departed Jake’s, some of
our group headed to the Texas Ranger
Hall of Fame and Museum, while others
began trips back to various points in
– Mary Massirer
Texas.
Long Island Region
OUR DECEMBER MEETING was called to
order with 14 members present. The major portion of the meeting
was devoted to the president’s report,
which detailed the progress made at the
joint meeting of representatives of our
region and the Our lady Of Grace
Knights of Columbus during which
plans were settled in co-hosting the Custom And Classic Car Show scheduled
for July at Farmingdale Air Port Plaza.
Old business dealt with discussions concerning club door magnets
which will be available sometime in
2013 and a new roster. New business dealt with 2013 dues
and the election of officers. All currently serving officers continue in the
same capacity for 2013 according to a
motion that was passed unanimously. OUR JANUARY MEETING was called to
order with 14 members present.
Correspondence included many regional newsletters and one from the Historical Vehicles Association. A new
membership roster and emergency telephone chain was presented by P.
Chalupa.
General discussion centered on the
planning of the July 21 car show. Old
business concerned the discussion of
club logo door magnets for display at
shows and cruise-ins. Chris Kniotek is
having them made up at a cost of approximately $20 per pair. – Dave Wegenaar
Mid-Atlantic Region
IN SPITE OF THE THREAT of thunder
storms later in the day, five old cars were
among the seven cars that gathered at the
shopping center in Finksburg, Maryland,
on September 22. We left Finksburg
with the sun brightly shining through our
windows and headed for the roads less
traveled. We managed to stay together
along country roads, through small
towns, popular Gunpowder Falls recreation area, and across the wooden
floored bridges in Rocks State Park,. We
couldn’t have asked for a lovelier fall
day. After a brief stop at Wawa, we traveled across the Susquehanna River and
into the northern part of eastern Maryland.
Our first stop was in Chesapeake
City where we dined on the patio of the
Bayard House which overlooks the
Chesapeake and Delaware Canal. The
Bayard House has an interesting history
that dates back to the early 1780s, serves
great food, and has a picturesque view of
the canal.
After lunch, we traveled around the
marina to the Chesapeake and Delaware
Canal Museum. One of only two commercially vital sea-level canals in the
united States, the canal is 35 feet deep,
450 feet wide and 14 miles long. As
early as the 17th century, it was first pro-12-
posed that a waterway be built to connect the Delaware River with the Chesapeake Bay. Completed in 1929, the
canal reduced the water routes between
Philadelphia and Baltimore by nearly
300 miles.
The building that houses the museum was originally a pump house and
still has the waterwheel and pumping engines from the early years of the canal.
Just across the lawn of the museum was
a full-sized replica of the 30-foot Bethel
Bridge lighthouse. In the days before
1927, many wooden lighthouses, including the Bethel Bridge one, were used
along the canal to warn vessels of locks
and bridges.
The volunteer at the museum mentioned that her husband, a fourth-generation Chesapeake City resident, owns a
boat that takes people on canal tours
while he shares history of the area. The
boat, Miss Claire, took us on a beautiful
cruise down the canal. There was no
extra cost for the thrill of seeing a bald
eagle fly overhead or getting to watch a
big auto carrier glide right past us as it
traveled toward the Chesapeake Bay.
Back on land, we began our caravan
over to where we were spending the
night. Just as we got to the Best Western,
the bottom of the sky fell. Despite the
downpour, we quickly checked in and
got right back into our cars to go to dinner at Woody’s Crab House.
Sunday morning we caravanned into
elk Neck State Park where we had a 3⁄4mile hike to the Turkey Point lighthouse, located where the Susquehanna,
Northeast and elk Rivers meet the
Chesapeake Bay. The 35-foot tower was
built in 1833 on a 100-foot bluff, making
it one of the highest in Maryland. We
were able to climb to the top of the lighthouse and found the view from the top
well worth the climb.
The next leg of our trip took us to
Havre de Grace. The Concord Point
lighthouse in Havre de Grace and the
Turkey Point lighthouse were built by
the same plans. each is a conical tower
with a nine-sided lantern and deck.
Again, the climb up the spiral staircase,
then going up an iron ship’s ladder to the
lantern floor, was well worth the effort.
Returning to the ground, several
people in the group thought we needed
some ice cream before our long journey
home. We walked a few blocks to Bom-
pboy’s Homemade Ice Cream where we
chose between such choices as Salty
Dawg, Kokamocha, Myrtle Turtle and
Duck, Duck, Goose, plus many others.
Hopefully, the short walk back to
our cars got rid of a few of those calories. We then said our good-byes and
headed in several directions to our
homes with memories of another great
adventure in our old cars with our Plymouth owner friends.
– Peggy VanBibber
WE HELD OUR NOVEMBER MEETING at
the First lutheran Church Hall, ellicott
City, Maryland, with 30 members attending. President Harvey Rapp opened
the meeting by reminding members that
2012 is the 20th anniversary of the MidAtlantic Region. He recognized the
charter members who were present:
Clayton and evaline Miller and Jack and
Mary Ann Veara. He also said he appreciated the good turnout for the meeting
and asked Sandy Resch to cut the anniversary cake which was decorated with
a replica of his 53 Plymouth convertible.
Business included discussion of club
activities, including our annual Christmas dinner and auction, and the election
of the 2012 officers who had agreed to
serve again in 2013. Bylaw changes
were also discussed.
OUR DECEMBER MEETING was held at
the Cozy Inn in Thurmont, Maryland.
Forty-eight members were in attendance.
Following the buffet dinner, the meeting
was opened by President Harvey Rapp.
Harvey thanked Jerry Seitz for arranging
our annual Christmas meeting and auction at the Cozy and Karen and Wayne
for providing the Apothecary Jar favors
with the 20th anniversary message found
at each person’s table setting.
Harvey said that Roy Kidwell had
called his attention to the fact that 2012
was the 20th anniversary of the Mid-Atlantic Region. He then thanked Dianne
Taylor and David young for the dash
plaques commemorating the anniversary.
He also expressed regret that Roy and
Pat Kidwell were not in attendance as
Roy is still recuperating from knee surgery.
each of the charter members present
was recognized and given a plaque:
Clayton (the first president) and evaline
Miller, who have hosted many club
meetings; Fran Byard
Member Remembered
who was membership
Mid-Atlantic Region
chair for over 10
years; Dottie Miller
Paul Moore had an amazing caand Gerald Kaiz.
reer as a respected professional
Harvey expressed
journalist. How fortunate for the
thanks to Bucky and
Mid-Atlantic Region that he and
Sandy Resch who
lou chose to buy that yellow ‘69
brought Dottie and
Plymouth Satellite convertible
her daughter, Janis,
some 44 years ago and decided to
to the meeting. He
preserve it.
said that the dedicaIn 1997 Paul and lou became
tion of the charter
members of the Mid-Atlantic Remembers has made
gion. The following year, Paul
the club the success it began his new “career” as the Mid-Atlantic Mayflower reis today.
porter and members enjoyed his stories for the next ten
Then the meeting
years or so. During this time he was honored to have had his
moved to the Byard
stories published in the PlyMOuTH BulleTIN and receive
award presented by
awards for them.
Fran Byard in memPaul was not bound to a desk. He went out to get the
ory of charter memstory, interviewing with a recorder and camera in hand. For
ber Richard Byard.
a number of years, the cars pictured on the covers of the
The 2013 recipients
Mayflower were from Paul’s prints from his 35mm camera,
are Jack and Mary
like, many of us of a certain age, he gradually moved into
Ann Veara.
the digital age. either way, he got great pictures and wrote
Jack and Mary
very interesting, easy-to-read stories.
Ann Veara are charter
He served our region as vice-president in 2002 and
members of our Mid- played a key role in the national meet in Hollywood, MaryAtlantic Region and
land. He was the master of ceremonies for the awards banvery early members
quet (pictured above) and contributed to meet guide.
of the national POC
Paul and lou also traveled with club members to other
(number 8 on the cur- national meets, participated in numerous club tours and regrent list). They have ularly attended other club functions until Paul began to exbeen actively inperience some health issues.
volved on both the
Paul died on November 27, 2012, from complications
regional and national of prostate cancer at his Homeland, Maryland, residence, at
level throughout the
the age of 84.
years, travelling with
He is survived
fellow region memby his wife lou,
bers to national meets
three daughters
in Plymouth, Massaand four grandchusetts; Detroit,
children.
Michigan; and Hast– David Young
ings, Nebraska. They
were also involved in
planning for and
working at our national meets in HollyOUR JANUARY 19TH MEETING was held
wood and Frederick, Maryland. In recent
at the Home Plate Diner in Des Moines.
years they have not been able to particiMany of our retired members winter in
pate in as many of the activities, but Jack
the southern states so we were pleasantly
and Mary Ann have been historians for
surprised when a headcount totaled 33
the past 15 years.
present. We had to break out the
With no other business to discuss,
name tags as many of our newer memthe meeting was adjourned, and the anbers have joined within the past five
nual auction began. Brian Gomez was
years. President Bob Coburn conducted
again the very entertaining auctioneer.
a short business meeting and an offering
– Karen Fowler
was received to be given to a needy family.
Mid-Iowa Region
-13-
Palmetto Region
WE MET with four Mopar clubs in
the Charleston area in October 2012
at the Patriot's Point Naval Museum
in Mt. Pleasant, South Carolina.
The picture of my ‘54 Savoy was
taken with the USS Yorktown by
"Mopar Rob" Hanson, a Deep South
Mopar and lowcountry Mopar
member. Note the license plate on
the front is the 70th Anniversary
porcelain plate from the Detroit Region and Chrysler.
The 1950 P19 Suburban belongs to Bob Duncan, president Palmetto Region; the 1948 P15 Special
Deluxe is owned by member Hugh
Hiott. The Palmetto Region banner
is displayed by Bob Duncan and
Hugh Hiott.
FEBRUARY 10TH was our annual sweetheart dinner held at Montana Mike’s in
Des Moines. We are thankful that both
our January and February gatherings
missed the ice and snowstorms. We had
another wonderful turnout of members
and families. Those present can be seen
in the next Mid-Iowa Region Newsletter
as Jody Kelley, our club photographer,
was busy snapping pictures. There was
a car quiz for the men and a generic quiz
for the women. After hearing the men’s
complaints, it would be safe to say a
woman shouldn’t have made up the car
quiz.
Future club events were discussed.
Since the ground hog didn’t see his
shadow, we’re looking forward to an
early spring, the return of our “snowbirds” and getting the old cars out of the
– Nancy Jones
garage.
Palmetto Region
DECEMBER 8TH WAS SUPPOSED TO BE
our monthly meeting. It turned into
“The meeting that almost was.” I knew
it would be lightly attended as Don
Turpin and Byron Williams were out of
town, and Harry Harrington and Steve
Tague had family obligations. That left
Bob Brammer, Hugh Hiott, Sally and
me. Sally and I left early, as I had de-
cided to drive “Old Blue.” About two
miles from home (on a seven-mile trip),
Old Blue decided she didn’t want to go
out for lunch and blew a freeze plug to
show her independence. I’d forgotten
the cell phone, and Sally hadn’t brought
her house keys or ID. There we were
sitting on the side of the road, with a
BIG puddle under the car. As a friend of
mine once said, “There are two kinds of
drivers of old cars: those that have broken down on the road and those that are
going to break down on the road.”
About that time a 10-foot tall (more
or less) 4X4 black Ford F-250 made a
u-turn and pulled up behind us. Out
jumped (literally) two young men and a
young lady to offer their help. They
called for a roll-back and offered to take
Sally home. It was a real laugh as the
young lady got in the truck and pulled
Sally up by her hands, while one of the
young men helped on the ground. When
she got home, she could have used a
parachute to exit. It turned out we had
met each other through the men’s parents and grandparents at church, but
none realized it when they pulled over.
Don’t ever let anyone tell you anything
negative about the young adults of
today! Thank you Wes Bryant, T.W.
Baker and lauren! you’ll never know
how appreciative we are.
When Sally walked in the door at
-14-
home, the phone was ringing. It was
Bob Brammer wondering what had happened to us. She told him she was on the
way. Before she got there, Hugh had left
(without lunch), and Bob was outside
waiting for her. They decided lunch and
the meeting was not to be.
Meanwhile, the roll-back arrived. It
turned out that the driver is finishing
restoration on a ’49 DeSoto club coupe.
He told me that two other drivers had
turned down the call because they were
afraid of damaging an antique car, and
really didn’t know how to handle one.
He, on the other hand, loves old cars,
and jumped at the opportunity. He was
so conscientious that he unloaded Old
Blue at the entrance to my driveway, and
we pushed her by hand 150 feet to the
garage so that the tree branches wouldn’t
scratch her roof while on the roll-back.
Talk about going over and beyond!
Thank you to David Faulking of Jennings Towing Company.
So much for the December meeting,
“The meeting that almost was.”
WE HAD A GREAT JANUARY MEETING
with nine members attending and enjoying a real good oriental buffet, and lots
of visiting. We voted to have our “February Sweethearts’ Recognition” at
Miyabi’s Japanese Steak and Seafood
House in Charleston, South Carolina.
– Bob Duncan
Member Remembered
Rocky Mountain Region
BILL SULLIVAN was a great
Plymouth enthusiast for many
years. His and Verena’s 1949
Special Deluxe is in perfect
shape and was driven to
Bill’s funeral by their son.
Bill served in the Navy,
was a volunteer fireman and a member of the
POC for many years. He enjoyed working
on others’ vintage cars. A dedicated member
of the Rocky Mountain Region, Bill served
as its president and in other offices many
times.
Bill was truly a friend to all he met, a
gentleman who will be greatly missed by all
Bill Sullivan and his ‘49 sedan were
featured on the cover of BULLETIN 239.
– Duane Esarey
who knew him.
Prairie Region
OUR ANNUAL CHRISTMAS PARTY took
place on December 10th, at Don &
Randy Shoemaker’s Truck Stop in lincoln, Nebraska, with 27 members attending.
President Frank Shemek brought the
meeting to order. We voted to name Nebraska Rod and Custom Association for
a cholarship, the Open Door Mission
and the Journey(for kids) as recipients of
this year’s donations.
The floor was opened for elections.
larry Stanton volunteered for the president seat. Denny, linda, and Pam stated
that they will continue in their current
positions as vice-president, treasurer and
secretary/editor, respectively.
Terry Hoeman invited the POC to
the annual WPC soup supper in January.
lee lape discussed the Tucson trip and
said that he was in the planning stages of
– Pam Fleming
the trip.
OUR FIRST GATHERING of the year was
at the early bird swap meet in Holdrege,
Nebraska, hosted by our members and
good friends, Carolyn and Art Reddish.
We enjoyed good weather, good food
and, best of all, a large variety of parts.
– Larry Stanton
Rocky Mountain Region
EIGHTEEN BRAVE SOULS traversed the
mountain roads to gather at the Black
Forest Inn for our December Christmas
lunch. The restaurant owner was very
cordial and accommodating and the food
was delicious. We really enjoyed dining
and visiting. Our Christmas gift exchange was fun, as always.
There was no formal meeting but
Wayne Kreps did speak a little about Bill
Sullivan’s funeral. His presence has already been missed at our luncheon.
THERE WAS A GREAT TURNOUT for Bill’s
funeral. He was given a twenty-one gun
salute for his years of military service.
He was also honored for his many years
as a volunteer fireman by the presence of
fire fighters and a fire truck.
He is the reason Stanley and I joined
the club. he was always trying to recruit
new members. In fact, he was, without a
doubt, our best recruiter.
Bill was a good friend to all of us.
This kind, good man is going to be
greatly missed by all. – Sandra Hicks
I WANT TO THANK YOU for the gift card
you sent to Bill. He had read the
newsletter and knew the card was
coming but sadly he didn’t get a
chance to spend it. The club and you
all meant so much to him. We will use
the card for the Plymouth. I want to
thank all of you for being my comfort
at the funeral.
– Verena Sullivan
WE MET ON JANUARY 12TH at Johnson’s
Corner in Johnstown, Colorado, for our
first meeting of the year. We had a nice
turnout and a delicious meal, sharing a
lot of good conversation.
-15-
During our meeting Verena Sullivan
reported on our Christmas donation.
She delivered baskets and gifts to two
families in loveland and received a
thank-you car which she passed on to us.
We appreciate her son David for helping
his mother make the deliveries.
To close out the meeting, we had fun
with our annual white elephant exchange. you never know what “treasure” or “what is this thing?” might be in
that beautiful gift bag!
– Sandra Hicks
Tall Pines Region
OUR DECEMBER EVENT was our early
Holiday Banquet, held on December 2nd
at the Timberlodge Steakhouse in
Bloomington, Minnesota, with 19 members, plus baby leo Juneau, who is just
now starting to walk and provided the
evening's entertainment. No old cars
were driven this time, as it had snowed
about ten days before our event, and
there was still lots of salt on the roads.
It was a relatively mild day, but the gas
fireplace in our private dining room was
very welcoming, as was the "up north"
decor of log paneling and furniture,
antler chandeliers, etc.
After dinner, door prizes were
handed out according to names drawn
from a hat; something for either men or
women. Thanks to Jack & Virginia
Schultz for securing these items for us.
Following the prizes, we had a brief
business meeting. At a previous meeting, the current officers had agreed to
serve another term. There being no new
nominations, they were re-elected by acclamation. One of the first orders of
business was to collect 2013 dues and
start to lay out our 2013 schedule. One
thing that was recalled from last year
and brought up again for the coming
year was a possible trip to a car collection in Centuria, Wisconsin. Dennis
Wiese has a lead on this collection and
will try to set up a tour date for us.
– Happy Plymouthing,
Rog & Jean Ramberg
-16-
-17-
Plymouth 4
Plymouth
4 Cylinder
Cylinder Registry
Registry
25th Annual Meet and Driving Tour
May 23-May
25, 2013
May
23-May 25,
2012
Thursday, May 23: For those coming early, we will visiting Cambridge Custom Chrome
and a large Antique Mall
Friday, May 24:
We will doing a lunch boat cruise on the Grand River
Saturday, May 25:
We will be touring the butterfly conservatory and Castle Kilbride
Please use page
22 from the
Registration
Form
last issue (317)
and
Name______________________________
Spouse/Guest____________________________
change
the year, above,
Address____________________________
City_________________ Postal Code_________
to 2013.
Email______________________________
Phone__________________________________
(I lost
the original.)
Plymouth:
Year_________
Model_____________ Body__________________
Fee per person, includes:
Registration, boat cruise, butterfly conservatory and Castle Kilbride,
plus closing banquet------------------------------$110.00
Send registration form and cheque to:
Sheila Jones
4650 4th Line
Tottenham, ON L0G 1W0
Please confirm that you are coming. Call or email us at:
(416) 873-6674, [email protected]
Host Hotel
Holiday Inn
200 Holiday Inn Dr
Cambridge, Ontario
Call reservations by May 1st: 866-275-8241 using 3 letter code: PLY
for a rate including a full breakfast and two double beds of $114.00 plus tax per night
-18-22-18-
-19-
-20-
The Oddball
Plymouth’s
Trouble Shooting
(Shooters) Contest
W
hen Jim Benjaminson emailed
me last year asking what I have
on “Plymouth Trouble Shooters,” the first thing (after noting that I have
a goodly pile) was to correct him: it was
“shooting,” not “shooters.” Needless to
say, I was wrong… and right. The
“shooter” is the contestant, “shooting” is
the contest; both are correct. At any rate,
both Jim and lanny felt it was a very
overlooked subject and we should do a
few pages on it.
My bits and pieces start with a 1959
promo model award. The first contest was
a few years earlier in los Angeles, stemming from the area’s need for qualified
mechanics. It was a success and soon San
Francisco and San Diego joined in on the
fun. The year 1958 found Boston, Buffalo
and Detroit all hosting meets.
In the spring of 1962 it was decided
that a national championship should be
held. That June, Detroit saw 88 contestants in three categories vie for the title.
It is interesting to note that the Peace
Corps asked about the program and that
the Boy Scouts of America added the contest to their national jamborees.
From 1980 to 1983 the program was
stopped. For the 1983-1984 school year it
returned with AAA as its co-sponsor. The
most recent awards I have include a 1987
Plymouth AAA Goodyear Trouble Shooter
wristwatch and a 1988 participation
award. I do not know many more years
the contest continued.
1962 and 1966 trophies
1959 and 1961 trophies (top view of ‘61 trophy, below)
1965 trophy (above, left); 1967 trophy (below, left); 1967 trophy watch (below, right)
– Andy Weimann
[email protected]
-21-
1968 and 1969 trophies; 1968 toolbox (below)
She’s a mechanic, too: The first boy-girl team of student mechanics in the history of the national championship Plymouth Trouble Shooting Contest came
about when Tom Pomeroy dated Janice Scott and got her interested in engine repair. The pair, of Worthington, Ohio, defeated 17 all-boy teams in a regional
contest in Columbus and earned the right to compete in the national contest.
6/25/63 [TeXT ACCOMPANyING THe PHOTO]
1970 and 1971 trophies; 1971 trophy (right) with CHRySleR label
-22-
1971, 1972 and 1979 trophies (above); 1973 trophy (right)
1988 items: Trophy belt
buckles were presented to
both state and national finalists; the trophy, like the
buckles, reflects AAA’s cosponsorship with Plymouths; contestants also
received a Plymouth Trouble Shooter cap.
The fender cover is not
dated but bears the
hand/wrench logo first seen
in 1972.
-23-
An auto mechanics
teacher’s experiences
We
judge would provide a “good” part
which they would
install and, if necessary, adjust. The
first car to be completely and totally
functional was then
driven around the
perimeter of the
field, tested to be sure things were within “spec” and, if correct,
declared the winner. Our first effort was rewarded with a second place that year. I see one of the students, Steve Bennett,
frequently; he still has his trophy.
We continued to participate during the following years. As
the years went on, the rules and method changed. Chrysler-Plymouth continued to sponsor the event and rewarded the winners
with trips to the National and with tools and scholarships.
One of the changes that I remember was a written test that
had to be passed with a minimum score in order to take part in
the hands-on contest. During my last year (‘77-78), I had a female student, Mary Van Winkle. She was a very bright young
lady and did very well on the written portion of the event, but
not so well during the hands-on portion.
This contest was an exceptionally good experience for the
entire auto mechanics class, not just the participants.
were invited to participate in the Plymouth Trouble Shooting Contest during our 1964-65 school
year by the “factory rep” Dick Mitchell, who
later taught auto mechanics at Bothell High School. I think that
was the first year of the Plymouth Trouble Shooting Contest.
It was my first year of teaching auto mechanics at lake
Washington High School in Kirkland, Washington. Steve Bennett and Steve Petrick were the participants. Our sponsor, ericksen Motors in Bothell, Washington, gave us a new Plymouth
on which to practice for about two or three weeks prior to the
big event. I vaguely recall that it was equipped with a Slant 6
but I don’t remember the model or body style.
I scrounged up some parts to bug. They were mostly related to ignition: distributor cap, rotor, points, condenser and
spark plugs. Some fuel-related items – pump, filter, hoses,
etc. – and a few other minor items – brake light, turn signal
bulbs, etc. – were also bugged.
We practiced after school. I would bug the car, trying to be
creative and different each day. I timed the results and applied
verbal pressure when appropriate.
The contest that year (‘64-65) was held in Seattle on a football field near the Space Needle. The cars were lined up and
identically bugged. Students from across the state appeared
and drew numbers for “their” cars. When the gun went off,
they had to sprint with all of their tools and equipment to the
cars to begin the trouble shooting process.
When the contestants found (or thought they had found) a
malfunctioning component, they would remove it and present it
to the judge at the front of their car. If, indeed, it was faulty, the
– George Benjaminson
Bothell, Washington
They’re off! As the starter’s pistol goes off (third person from the lower left), the contestants, running from a LeMans start, are about to reach their
‘62 Plymouths during the 1962 National Plymouth Trouble Shooters Contest.
-24-
PHOTOS FROM THE JIM BENJAMINSON COLLECTION
They’re off! As to
their Dusters during
the 1973 National
Plymouth Trouble
Shooters Contest held
in Boston. One contestant examines the
finer points of a problem (right) while another team awaits a
judge’s scrutiny (left).
Getting into their
work, a team is looking for trouble in a
‘71 Satellite during a
wet morning at the
1971 National Plymouth Trouble Shooters Contest held in
Louisville, Kentucky,
while a judge looks
on.
Winners receive their
trophy at the 1974
National Plymouth
Trouble Shooters
Contest.
-25-
318
Tto horoughbred
Workhorse
From
It
1963 Plymouth 318 V8
by Lanny Knutson
was born a thoroughbred but lived out its long life as a
strong, solid, dependable workhorse: the 318. During its
lifetime, it would undergo two major remakes and be spun
off into four-, six-, eight- and ten-cylinder derivations. After 44
years, the 318 would bow out in 2001, the same year as did Plymouth, which it first powered.
Introduced in 1957, it was the potent Fury engine, breathing
through two four-barrels, pushing out 290 horsepower with 325
foot pounds of torque at 4000 RPM and propelling the car from 060 MPH in 8.7 seconds. Although it remained a Fury engine for
1958, it became second-in-line to the new B-block 350 which
produced 305 horsepower with a similar two-four barrel setup or
315 with the rare and unreliable fuel injection.
As a portent of things to come, a detuned 318 debuted in
1958. With two-barrel carburation and producing 225 horsepower, it was beginning its long life as Plymouth’s base V8 engine. Its horsepower was upped to 230 in 1959 where it would
remain until 1972, when it dropped to 150 as the industry
switched to calculating net horsepower. Through 1962, the 318
was also available with a single four-barrel carburetor and dual
exhausts, which gave it a horsepower rating of 260.
launched in 1951, featured massive heads with full hemispherical
combustion chambers which provided unrestricted flow of gases
from the intake valves on one side of the hemisphere to the exhaust valves on the other side. Ignition came from a sparkplug
situated in the center of the hemisphere. With mere two-barrel
carburetion, the Firepower engine, as it was dubbed, produced
180 horsepower with its 331 cubic inches. The Cadillac engine
with the same displacement was putting out 160 horsepower. The
great horsepower race was on.
Poly, Hemi’s little sister
Chrysler was the third brand to introduce a modern high-compression short-stroke V8 in the post-WWII era. unlike those offered by Cadillac and Oldsmobile in 1949, the Chrysler V8,
Poly: Plymouth’s 1955 V8
-26-
Chrysler Corporation followed with engines of the
same design for DeSoto in
1952 at 276 cubic inches
producing 160 horsepower and a smaller 241
cubic inch, 140 horsepower engine for Dodge
in 1953. All were efficient, free-breathing powerplants. However, there
was a downside or two.
The widely spaced intake and exhaust valve
banks each required its
own rocker arm shafts
compared to the competitors’ V8s, which operated
in-line intake and exhaust
valves from a single
rocker arm shaft.
Chrysler’s arrangement
required much larger head
castings which resulted in
greater engine weight.
The heads were also more
costly to produce, as were the double rocker arm assemblies.
In anticipation of producing V8 engines for its higher volume
lines, most notably Plymouth’s, Chrysler engineers began exploring ways to cut down on both cost and weight while maintaining
the advantages of the hemispherical combustion chambers. They
came up with the “poly.” With this arrangement, the combustion
chambers remained rounded, although less so than with the hemi;
the intake and exhaust valves remained relatively opposite each
other and the sparkplug was somewhat centrally located. It was a
compromise, but it permitted the use of a single rocker shaft.
However, unlike the competitors’ V8s which had both intake and
exhaust valves operated from rocker arms facing the same
(downward) position, the polyspherical engine’s intake rocker
arms faced upward while the exhaust rockers faced downward. It
was a bit more complicated and heavier than the valve arrange-
A-block: Cross-section of Plymouth’s 1956 277 V8
ments on competing engines but reportedly offered greater
breathing efficiency, although that “advantage” became debatable
in time, even by Chrysler engineers.
The first poly engine was the Dodge 241 hemi block outfitted
with polyspherical heads. Initially appearing in mid-year 1954 as
a Dodge light-duty truck engine, it became Plymouth’s first V8 in
1955. Plymouth had to make due with this “Dodge” engine for
one year until its own poly-head A-block engine became available in 1956. The 241, with a bore and stroke of 3.44 x 3.25
inches, was rated at 157 horsepower. A larger 260 cubic inch version bored out to 3.563 inches put out 167 horsepower, while a
four-barrel version was rated at 177 horsepower. All Plymouth
V8 engines were dubbed “HyFire.”
This hemi-based poly engine was found in various Dodge,
DeSoto and Chrysler Windsor applications in 301, 315, 325, 331,
354 cubic inch sizes. All these engines could receive hemi heads
if from a block of the same deck height.
The hemi-based poly was sufficient for the lower sales volume Dodge, DeSoto and Chrysler lines. For the high-volume
Plymouth line, it was deemed too slow and costly to produce.
Thus, work began on an all-new Plymouth V8 identified as the Ablock. like its predecessor, it would have polyspherical heads,
but of a slightly smaller size, since they were mounted on blocks
never intended for hemi heads. Visually, the latter engine can be
distinguished from the earlier mill by looking at the bottom edge
of the valve covers. The A-block covers have a “saw-tooth”
shape to the bottom edge while that of the former engine is scalloped. Both designs permitted the sparkplugs to be located above
the exhaust manifold, unlike the new Ford and Chevrolet V8s,
which required a mechanic to reach under a hot manifold to access the sparkplugs.
The new A-block was a bit longer than its predecessor, providing more “meat” between the cylinder bores, which permitted
the installation of a larger crankshaft and bearings, correcting
-27-
four-barrel carburetors and low-restriction dual exhaust to pump
out 290 horsepower. Called the “Fury V800,” the engine carries
a special 318 code: FP-31. All blocks were stamped as such.
The 277 HyFire, with a horsepower rating increased by ten to
197, thanks to a new camshaft and carburator, carried on as the
base V8 for the Plaza line. For the Savoy and Belvedere lines,
the “Fury 301,” a one-year-only offering, was introduced. With a
3.91 x 3.13 bore and stroke, it put out 215 horsepower in standard
form and 235 as the four-barrel equipped “Fury 301 Quad.” The
1957 model year was the only year in which all Plymouth V8s
were of the A-block variety.
All Plymouth V8s, except one, were 318s in 1958. The base
eight “Fury V800” which put out 225 horsepower with two-barrel
carburetion, was the standard V8 on all Plymouths except the
Fury. The “Fury V800 Super Pak” featured a four-barrel carburetor and produced 250 horsepower. exclusive to the Fury was the
“Dual Fury V800” which was identical to the 1957 Fury engine.
The exception to the A-block lineup was the new “Golden Commando 350.” The first example of Chrysler’s new B-block V8,
the 350 cubic inch engine, with its dual four-barrel carburation,
was good for 305 horsepower. As noted, a short-lived, troubleprone fuel-injected version of the 350 was advertised at 315
horsepower.
For 1959, the base 318 two-barrel engine’s horsepower was
increased to 230 where it would remain for many years. The
“Fury V800 Super Pak” was rated at 260 horsepower. The
Golden Commando’s displacement was increased to 361 but was
called the “Golden Commando 395” in reference to its torque
output. No dual four-barrel setups were available in 1959 on any
engine.
For one year only, a 326 cubic inch version of the A-block
was available from Dodge in 1959. The 255 horsepower “Red
Ram” engine was the standard V8 for the low-priced Coronet
line. It was Dodge’s smallest V8 for that year, yet it was the
largest A-block ever produced.
Thorougbred: The Fury V800 318 boasted two-four-barrel carburetion.
Workhorse: The 318 settles in for the long haul to 2001.
WALLY BREER COLLECTION
what was considered a weak spot in the earlier engine. The
greater length also permitted enlarged valve ports. With the intake manifold doubling as a valley cover, manufacturing was simplified.
The first A-block was 277 cubic inches in size with a bore
and stroke of 3.75 x 3.13 inches and produced 187 horsepower.
With a four-barrel / dual exhaust “power pack,” the engine’s
horsepower increased to an even 200.
The old “Dodge” V8 was carried over at 270 cubic inches
and 180 horsepower early in Plymouth’s 1956 model year. It
filled the gap until the 277 engine was introduced prior to the National Hot Rod Association Nationals in Grand Bend, Kansas. At
that event, Plymouth awarded a 277 V8 to the participant with the
fastest Plymouth. The older 270 carried on as the base V8 in the
Plaza and Savoy lines. All ‘56 V8s went by the name of HyFire
and 60% of all Plymouths were so-equipped.
Meanwhile in Canada, the new Windsor engine assembly
plant began producing a 303 cubic inch version of the A-block
not for Plymouth but for the larger “American-style” Dodge Custom Royal and the Chrysler Windsor. Plymouth and the Plymouth-bodied smaller Dodge carried on with the earlier type V8.
Then the Americans came calling.
Plans were well underway in Detroit as Plymouth was creating its first intentional high-performance car, the Fury. Needing
to come under a 305 cubic inch limit for motor sports sanctioning
purposes, Plymouth’s engineers looked “north” (only metaphorically speaking, since Windsor is actually south of Detroit) to
Canada for the Fury’s motive power. The 303, with its 3.81 x
3.31 bore and stroke, was given the hop-up treatment with domed
pistons, a high-performance camshaft, high-load valve springs,
balanced connecting rods and a high-speed distributor. With a
9.25:1 compression ratio, it put out 240 horsepower at 4800 RPM.
The Fury ran from 0-60 MPH in 9.5 seconds in a Motor Trend road
test and set a Daytona Beach Speed Test record for a stock production car of 136.415 MPH.
Enter, the 318
The most potent Plymouth engine to date was its first 318. Its
3.91 x 3.31 bore and stroke dimensions would become very familiar. Created for the 1957 Fury, it boasted a 9.25:1 compression ratio aided by domed pistons, a special cam, dual Carter
Harnessing the workhorse
From 1960-on, the 318 settled in as Plymouth’s (and Dodge’s)
basic workhorse V8; its two-barrel horsepower rating remained
unchanged at 230 even after the significant change to the lA-
-28-
block in 1966. Through 1962, a four-barrel, dual-exhaust, version of the 318, with 260 horsepower, was made available.
In Canada, the “318” was a 313. Chrysler Canada opened its
own engine plant in 1956 and began manufacturing V8 engines
for its own market. (All 1955 V8s were imported from the uSA
and thus were identical to the American versions, although fewer
variations were available in Canada.) The first V8 built in
Canada was the aforementioned 303, which crossed the border to
become the ‘56 Fury engine. First built for Canadian Dodge Custom Royal and Chrysler Windsor applications in 1956, the twobarrel 303 – increased to 215 horsepower from a previous 200 –
was given to Plymouth (and the Plymouth-derived Dodge) for
1957. For the larger ‘57 cars, the 3.81 x 3.31 bore and stroke 303
was bored out to 3.88 to a 313 cubic inch size that developed 235
horsepower. When the same 313 engine was installed in Plymouths for 1958, its horsepower rating was dropped to 225, perhaps to keep it in line with the American 318’s rating.
likely for financial reasons, Chrysler Canada kept the 313
instead of retooling to manufacture the larger bore 318 and continued to build it through the 1964 model year. It did switch to
318 displacement in 1965. When the uS company introduced the
new lA-block 318 in 1967, Chrysler Canada carried on with the
“old” A-block V8 one more year before adopting the lA engine
in 1968.
The way to LA
When the new lA-block 318 was introduced for the 1967 model
year, it had roots reaching back to the mid-year 1964 introduction
of the Valiant 273 V8 which, in turn, had roots reaching further
back to the 1956 beginnings of the A-block.
The compact Valiant, and its companion Dodge Dart, were
designed for six-cylinder power only, but when competitors
began installing V8 engines in their compacts, it became incumbent upon Chrysler to follow suit. While the current 318 was too
wide to fit the Valiant engine compartment, it was heavily borrowed upon in the designing of the new 273 cubic inch engine.
The crankshaft, bearings, bearing caps, vibration dampener, timing chain and connecting rods (the 3.31-inch stroke remained the
same while the bore was reduced to 3.62 inches) were carried
over from the A-block engine as well as external components
1985 5.2 (318) engine with roller tappets
such as the water pump. All were installed in a block very similar to that of the A-engine but utilizing the latest thin-wall casting
technology. The new block, together with redesigned narrower
heads featuring conventional wedge-shaped combustion chambers and in-line valves, resulted in an engine that was some 55
pounds lighter than the former A-block mill. Indeed, it was only
50 pounds heavier than the 225 Slant Six for which the Valiant
was designed. Hence, the “lA” designation: the “l” stands for
“light” -- the “light A-block.”
The 180 horsepower 273 was joined by the “Commando
273” in 1965. A four-barrel carburetor, low-restriction exhaust
and other features combined to develop 235 horsepower especially for Barracuda and Dart GT models.
From 1966 through 1969, the two-barrel 273 pushed the 318
aside as the base V8 for Plymouth’s (and Dodge’s) mid-sized Bbody lines. The 318 did carry on as the large C-body’s standard
V8.
The success of the 273 led to a 318 version being developed
for the 1967 model year. externally, the new lA 318 looked virtually identical to the 273. The primary difference, of course,
was an increase in the bore to the 3.91-inch size that had been the
318’s since 1957. As did the 273, the lA 318 shared many internal, and a number of external, components with its A-block predecessor. Indeed, its horsepower rating remained at 230.
The biggest change, of course, was in the heads with which
the remaining hemi-head legacy in a regular production engine
was laid to rest (until recent years). Pete Hagenbush, Chrysler
engine development engineer from 1958-1987 was quite pleased
with this development, flatly stating, “The performance improved
by getting rid of the silly polysphere.” His claim is that the
wedge-shaped combustion chamber is much more efficient in that
it creates a “squish” that thoroughly burns the gasses and greatly
reduces the possibility of detonation and pre-ignition. (That
being said, when it came to developing all-out racing engines in
1964, hemi heads were created for the B-block to replace the
wedge heads for which it was originally designed.)
Following its “demotion” to a 150 net horsepower rating in
1972 (virtually the same, however, as its former 230 gross horsepower designation), the 318 was treated to a number of mostly
external modifications intended to improve it emissions-producing and fuel efficiency. Among them were electronic ignition,
lean Burn technology, four-barrel Thermoquad carburetion for
certain locales, a roller cam and, finally, throttle-body fuel injection. A propane version of the 318 was developed primarily for
use in taxi and police applications.
-29-
rather badly out of balance and would have not been acceptable
even in a truck engine. So we had to do some redesigning of the
bottom end in order to split the crank pins and make the firing
order a little more uniform and it seemed to have worked out
okay. (allpar.com)
Successful at subtracting two cylinders from the V8 block,
engineers moved to add two cylinders, creating a V10. The 8liter engine, offered in Dodge trucks from 1994-2003, had a bore
size identical to the 360’s and produced 305 horsepower and 440
lb-ft. of torque.
To the opposite end of the application scale, a V10 was developed for the Dodge Viper sports car. Allpar.com states:
unique features of the Viper version included a low-profile crossram intake with dual throttle bodies, the manifolds, oil pan, heads,
and accessory drive; the compression ratio was raised, the pistons
lightened, the maximum engine speed increased, the valves enlarged, the rods and crank strengthened. In the end, few components were shared with the truck engine.
The Magnum 5.2: The 318 is updated in 1992.
For 1992, the “Magnum 5.2” was introduced, a significant
upgrading of the 318 with blocks designed for roller lifters and
oil passages that went through the push rods rather than the
rocker shafts. Otherwise, the blocks were primarily the same as
the earlier lA versions. The heads were designed as high-swirl /
high-flow units, and the fuel injection intake manifold was improved.
The inaugural 1995 Viper 8-liter V10 pushed out 525 horsepower
with 650- and 750-horsepower versions available. The 2013 8.4
liter version has a 4.055 x 3.96 bore and stroke that puts out an
SAe net 640 horsepower at 6,150 RPM and 600 lb.-ft. torque at
4,950 RPM.
Says Roy Sjoberg, Team Viper’s executive engineer:
Not a lot could be learned from our truck V10 development. Both
engines were V10s, but one was aluminum and one was iron; ours
was sequential-fire individual-injected, and the truck’s was groupinjected. We ended up with the same dimension pushrod and that
was it. But even there, we used a higher-grade material because of
our power and RPM requirements. (Dodge Viper by Daniel F. Carney
Derivations: four, six, eight, ten
For 1968, the lA-block was significantly strengthened for the
new high-performance 340 engine. Maintaining the 318’s 3.31
stroke, its bore was increased to 4.04 for a highly underrated 275
horsepower. The legendary powerplant that lasted through 1973
deserves a story of its own and is only mentioned here.
The 318’s workhorse status led to a larger version of the
same, the 360, which was introduced in 1971. The popular engine, which lasted until 2002, had a bore and stroke of 4.00 x
3.58 inches and an initial horsepower rating of 255 (150 net).
By 1975, NASCAR had abandoned it seven-liter formula in
favor of six liters (366 cubic inches), effectively ending the reign
of the 426 Hemi and its big block competitors. Dodge teams
bored and stroked 340 6BBl blocks (which had added material to
the bulkheads) to a 355 cubic inch size. Dodges equipped with
these engines won 14 of 30 Grand National races in 1975, 13 of
which were garnered by Richard Petty in winning the championship that year. By the late ‘70s, the salvage yard sources for
these engines were drying up and Chrysler began manufacturing
340 blocks that could be bored to 355 cubic inches. The engine
was also used when Chrysler sponsored the IROC series and was
updated for Dodge’s 1996 entry into NASCAR’s new truck series.
For the 1987 introduction of the Dodge Dakota pickup, a 3.9
liter (239 cubic inches) V6 was created by lopping off two cylinders from a lA-block V8 in an engineering move that was far
more economical than creating a V6 engine from scratch. Its
bore and stroke were the same as the 318’s as it put out 125 net
horsepower and 195 lb-ft. of torque. Willem Weertman, the head
engine designer, recalls:
We had a challenge on the V6 because the crank-pins had to be
split in order to get away from the very unequal firing if we had
only three crankpins, each crankpin having two of the connecting
rods as is V8 practice. The reason is that the engine would be
quoted on forums.viperclub.org)
Possibly the most unusual lA-block derivative is the A4
four-cylinder racing engine released by
Mopar Performance in 2002. Appearing to
be the left bank of a V8 engine (a “slant
four” leaning the opposite direction from
the Slant Six), it actually has a specially
designed aluminum block that accepts
W8/W9 lA performance heads and other
lA components, including a V8 flywheel
housing. Midget and drag racing blocks
are available. The 163 cubic inch engine is rated at 350 horsepower at 7,200 RPM and 265 lb-ft torque at 6,000 RPM.
Chronology of the LA series Chrysler V8 engines
by Stephen Havens at allpar.com
1964-1/2: The 273 is released as a new lightweight compact V8
for the A-body, requiring notches in side of block to clear the
power steering pump. It has a 2BBl carb, mechanical cam, forged
crank and 8.8:1 pistons.
1965: The 273 receives a more aggressive cam and a 4BBl carb
with 10.5:1 pistons; these will remain through 1966.
1966: The bolt angle on the intake manifold is changed; ‘64 and
‘65 heads and intake are unique.
1967: The 318 is released with hydraulic cam, forged crank,
2BBl carb, 9:1 pistons; truck motors receive water heated intake
with no exhaust crossover.
1968: The 273 gets a hydraulic cam and loses its forged crank;
4BBl 318 loses its forged crank; the water-heated intake on trucks
-30-
is discontinued. The 340 is released with forged crank, 4BBl
carb, hydraulic cam (in 1968, the 4-speed cars got a more aggressive cam in the 340 while automatic cars got a slightly lower-lift
cam that the next year would become standard in all high performance small block mills). New heads, larger ports and valves
first are introduced; it’s the first year for the dual-plane 4bbl intake.
1969: The last year for the 273.
1970: The 340 gets 6BBl carburetion and revised pushrod holes
on the J heads for more meat in the intake runners. Also, T/A
blocks have thicker webs for the ability to install 4-bolt mains on
#s 2, 3 and 4.
1971: The 360 is released with a 2BBl carb, hydraulic cam, cast
crank and J heads.
1972: The 318 and 340 compression drops into the 8s; the 340
gets smaller-valved J heads (previously, all 340s except the 6BBl
had X heads; 6BBl J heads are now machined for larger valves).
1973: last year for 340; all 2BBl intakes become dual-planes
with eGR valves (previously, all intakes were single plane except
340 4BBl manifolds).
1974: The 360 gets the 340 cam, carb and intake manifold and
is dubbed the e58 police engine.
1975: The 360 is rated at 230 HP @ 4400 RPM, 300 lb-ft @ 3,600
RPM.
1977: Altitude-adjustable carburetors for Fury/Monaco and
Aspen/Volaré are sold in high altitude locations; a low-slip torque
converter is introduced for the Torqueflite.
1978: The 318 gets 360 heads, cam, intake and carb; the e48 is
born. The 318 gets a lighter carburetor with “solid fuel metering”
and the 360 gets additional throttle return springs; the Second
Generation lean Burn debuts on both. California cars get a fourbarrel 318. Torqueflite gets a lockup torque converter.
LANNY KNUTSON PHOTO
A Viper-powered Ram SRT-10 is spotted at the harbor in Ystad, Sweden, at the time the cover photo for BULLETIN 309 was being shot.
rate; the compression ratio is hiked from 8.4:1 to 9.0:1. Truck engines do not get the roller tappets at this time, according to
Chrysler’s literature of the day.
1986: The 318 receives high swirl heads.
1987: The 3.9 V6 is developed from the 360.
1988: The 318 gets a hydraulic roller cam; 3.9 and 318 get throttle-body fuel injection.
1989: The 360 gets a hydraulic roller cam.
1990: All lA engines get a new single-lip (using a spring) positive-construction valve stem seal; the 5.9 gets a new dual-lip rear
crankshaft seal as well. Both seals are made of Viton®.
1991: A new head gasket is introduced for all lA engines; the
new graphite-base, non-asbestos material is better at resisting
leaks.
1992: The Magnum appears on 3.9 and 5.2 (318) engines.
1993: The Magnum 5.9 (360) appears.
1999: The 4.7 V8, the lA family's replacement, appears on the
Grand Cherokee, with slow phase-in planned for other models
(including V10 and V6 derivatives).
2002: The 318 is gone, leaving the 360 as a high-power option
on pickups until the Hemi is available. A larger Viper V10 replaces the original.
2003: The truck V10 is cancelled; the Viper V10 continues the
lA design into 2004 and is also used in the Ram SRT-10.
2007: A new Viper V10, worked over by Mclaren, is introduced.
2012: The Viper V10 is moderately upgraded.
Sources
The Lean Burn 318
1979: The 360 e58’s compression is dropped to 8.0:1 (from 8.4)
and horsepower drops to 195 @ 4,000, with torque at 280@2,400
RPM. The engine ceases car installation in late 1980; in 1979 it
was in the Volare, Aspen, Cordoba, Newport, and New yorker.
Mopar Performance releases “X-block” for racers, which can be
installed at 340 cubic inches or bored out to the recommended
355 CID (or further).
1983: The 318 police head is released with larger combustion
chambers than the 360s; water passages are added for cooling.
1985: Federal 318s go to a roller cam and lifters (unless they
have the four-barrel carburetor) which reduces friction and increases longevity; valve shrouding is used to increase the burn
• Jim Benjaminson, Plymouth 1946-1959, Motorbooks International,
1994
• R. Perry Zavitz, Canadian Cars, 1946-1984, Motorbooks International, 1985
• Shannon Mafodda, Bill Watson, Joshua Skinner, Carl Payne, Dan
Stern, Steven Havens, Jim Forbes, Peter Duncan and the staff at
allpar.com
• Marv Raguse, 1957 Plymouth Fury Restorer’s Guide
• A special thanks goes to allpar.com for digging up many of the
Chrysler press images seen in this article.
-31-
PB
Cover Car
1957 Fury
Glenn Barratt
Lynfield, Auckland, New Zealand
THE BRIDE, Jenna, is a good
friend of mine whom I delivered to her wedding in the Fury
as a bridal car. I then sat at the
top table as the best man.
We had talked about staging this photo but on the day,
everybody said that we would
not have time to do so. Still, the
bride insisted that we proceed.
So we closed the road outside
the reception, lined the two
bridal cars up beside each other
and gave Jenna the Stars and
Stripes starter flag.
What you can’t sense from
the photo is the sound. Both of
those cars were sitting there
with open pipes and engines
roaring!
– Glenn
Bridal Drags
-32-
1957 Fury V800 notes
by Marv Raguse
Oakland Twp, Michigan
Fury engines had a special 318 code: FP-31
All blocks were stamped as such
Air filters for the ‘57 Fury are readily
available, so do not pay an exorbitant
price. The 1957 dual quad filter (3 ½”)
application is sometimes confused with
the 1958 dual quad filter (2 3/8”) which
are not produced. Wayne Graefen has
compiled the various options, one of
which should be available in your area:
AC A48C; Baldwin PA613; Atlas A2;
Fram CA161Pl; Hastings AF2;
MoPar l141; NAPA 2030;
Purolator AFP2; WIX 42030
Powertrain Specifications
Distributor: IBS4003
Dual Point 8 Degrees BTDC
Generator: GJC-7012A
Engine
Bore and stroke: 3 29/32” x 3 5/16”
Displacement: 318 cubic inches
Compression ratio: 9.25 to 1
Maximum brake HP: 290@5400 RPM
Maximum torque: 325 ft lbs @ 4000 RPM
Pistons: special domed head
Transmission
Manual transmission: standard equipment.
Automatic: Torqueflite #466 with air cooled
torque converter Note that no radiator cooling
lines are required for this year. The torque
converter must have heat conducting fins and
the bell housing must have screen openings.
1957 Fury Restorer’s Guide
by Marv Raguse
See LITERATURE
SUPPLIERS in
every BulleTIN
How does the Fury compare to Ford and Chevrolet in documented performance? The following statistics are from the Passenger Car Data Book 1957 published by the ethyl Corporation. I have provided the maximum performance offerings in each case. I am not certain if the Ford or Chevrolet performance packages were limited in production. The
Fury was available with no restrictions in ordering.
Plymouth Fury
Chevrolet Bel Air
Ford Fairlane 500
Displacement
318 CI
283 CI
312 CI
Carburetion
2 x 4bbls
fuel inject.
2 x 4bbls
Compression
9.25-1
10.5-1
9.7-1
-33-
Horsepower
290 @5200 RPM
283@6200 RPM
285@5200 RPM
Torque
325lb-ft@3600 RPM
290lb-ft@4400 RPM
Not published
Journey Through Hemiland
A re-creation of
Richard Petty’s Hemi ‘Cuda
mind); preferably a vehicle that didn’t exist anymore. I settled
on two candidates. The first was the 1949 Plymouth named
High and Mighty built as the Ramchargers’ first club project.
The second was the 1964 Barracuda built by the Pettys and
named Outlawed and 43/JR. Whichever car I found first would
by my new project. As it turned out, it took over two years to
find either car. Then a ‘Cuda was located about twenty miles
away. Charley Vacha had four ‘64s and ‘65s and I bought them
all!
It was fortunate that I didn’t find the ‘49 Plymouth, because a group of Chrysler employees has since made itd own
re-creation of the High and Mighty.
Their car just oozes history and lore
and it was done wonderfully with a few
original pieces.
Why did I choose a 1964 Barracuda ? Well,
to start off, my first car was a 1965 Formula S Barracuda, so I
have a fondness for that body style. However, much more important was the story behind Richard Petty’s ‘Cuda.
Richard won the Daytona 500 in February 1964 using the
brand new 426 Hemi engine. By September he had his first
NASCAR championship locked up. By October NASCAR
stated that it would not allow the 426 Hemi or Ford’s new 427
SOHC to compete beginning January 1, 1965. Ford threw in
the towel. They sporadically utilized the SOHC engine in other
forms of racing until around 1967, but they never sent even one
production car out the factory doors with that engine. Did
Chrysler follow suit? HeCK NO! By October 1964 they had
already built over 150 Hemi cars and they didn’t want to stop.
They decided to play a game of chicken with Bill France, president of NASCAR. They told him that they were going to pull
out of NASCAR racing for 1965 and that they would have
by Pete Haldiman
Pierce, Colorado
I’m
a 426 Hemi guy. I’m not a waxer or a racer but
more of a historian or archeologist. I bought my
first Hemi car, a 1966 Satellite which I still own,
in 1969. For the next 30 years I restored a number of Hemi
cars for my “collection” and became a raving Hemi
nut. I acquired a ‘65 Belvedere Hemi recreation in 1997 as part of a deal. By
that time the real cars were too valuable to be street-driven, and a re-creation was a change of pace. A
second Plymouth re-creation followed
for 2002-3.
In 2003 I began thinking, “What’s next?” I
wanted to recreate something of historical significance (in my
-34-
rails. These facts weighed on my mind as I looked at old photos of Richard’s ‘Cuda. I figured that my engine would need
many trial fittings if it were to fit at all. Together with my ace
helper, my wife Renee, I have dangled many an 800-lb. Hemi
over a newly painted engine compartment. (Why does the
word DIVORCe come to mind?) No, a new plan of attack was
called for.
Just a few years before, at the SeMA show, I remembered
seeing the P-Ayr booth showing off a dimensionally accurate
426 Hemi / 727 transmission made out of something like styrofoam. It wasn’t cheap, but it was cheaper than a divorce
lawyer, so I bought one. I bolted the plastic 727 transmission
to the plastic engine, placed them in the engine bay and lined
the trans mounts up with the body cross member. The top of the
their factory teams race elsewhere. To show they meant business, they had the Pettys build a 426 Hemi-equipped Barracuda
to use in drag racing. When the 1965 NASCAR season started
the crowds stayed home in droves. The 1964 NASCAR champ
was busy elsewhere, as was Chrysler.
Within a few months France saw the error of his ways (and the
dent in his wallet), and a deal was negotiated to reinstate the
Hemi. The deal would allow Petty back in the late spring of
1965. And, more importantly, Chrysler agreed to increase sales
of the 426 Hemi engine. By the end of January 1965 Dodge
and Plymouth had produced over 350 factory Hemi cars, all
using the dual-quad, cross-ram manifold. To sell more cars,
Chrysler detuned the engine somewhat to come up with the
Street Hemi for 1966.
Richard Petty’s Plymouth, named Outlawed, was a key
player in this saga. If Chrysler had chosen to follow Ford’s
lead, they would have destroyed all the Hemi molds. Today
there would be no 1968 Hemi A-bodies, no Hemi Daytonas or
Superbirds and no 1971 Hemi ‘Cuda convertibles. Drag racers,
who have used the Generation II 426 Hemi design in Top Fuel
and Funny Car exclusively for over thirty years, would probably still be using their Gen I 392s from the 1950s! Richard
Petty’s 200 race wins and seven championships, nearly all with
Plymouth Hemi power, would be erased from the record books.
Because of 43/JR, there was a King. Worst of all, Pete “Mr.
Hemi” Haldiman would not have made a hobby around the
10,000 or so Hemi cars built but instead might have a framed
photo of Shelby on the mantel. I might have had to buy a rare
red Corvette such as number 866,079 of the over- 1,500,000
made.
The first generation Barracudas, 1964-66, were basically
fastback Valiants. As such they had a small engine compartment originally home to the Slant Six. In 1964 Chrysler designed the small block 273 V8 as an option. The second
generation ‘Cudas, 1967-69, were widened and lengthened to
accommodate the big block 383 and 440 engines. The first and
second generation Cudas (or Valiants) were never designed to
utilize the Hemi. On Chrysler’s assembly lines, the bodies
were dropped over the engine / transmission assembly. The
Hemi was too wide and could not fit between the A-body frame
The plastic Hemi
transmission hit the car’s floor, but, other than that, it was almost a perfect fit! The A-body K-member has no engine supports as do the B-bodies, so there was no interference there. I
used Schumacher’s engine mounts which are made like big
door hinges. They bolted right to the K-member and the engine. The engine installation was amazingly easy.
long story short, my 43/JR replica took awhile to finish,
but having a 600+HP cross-ram Hemi in a 3000 pound car is
well worth the effort.
Thanks to Plymouth and the Pettys for their “intentness” in
saving my beloved 426 engine from extinction. I hope my recreation will help Mopar fans remember the time when we
were “outlawed.”
For more info on this project see
www.1962to1965mopar.ornocar.com
in the Mopar of the Month section, January 2007.
-35-
43 / JR , in action at Scottsdale, Arizona, in February 1965, now rests
(what’s left of it) in a salvage yard. It shared space with other successful drag racing Plymouths in a 1965 advertisement.
-36-
Clif’s Notes
What NOT to do
with your Plymouth
My
story for this
issue is meant
to be tongue-incheek. I am labeling it: “What
NOT to do to your Plymouth.”
I do think of them as collector cars no matter what is
done to them: race, rat-rod, restore or whatever. The ‘52 Plymouth that has been chopped is
rather radical, but it’s not beyond repair, is it? Say what you
will, the fact is that this Plymouth is being kept from the
crusher. That’s something in itself, right?
The ‘70 Plymouth Duster
pictured in this article is a very
nice car still in primer, but
ready to be painted in a bright
color as can be seen by what is
already done under the hood
and jambs. It has a very
warmed-up 340 set up to race,
but then wasn’t that what Plymouth was thinking of when
they built the 340 Duster?
Back then the car that won at
the track on Sunday sold on
Monday. The same could be
said of the street and quartermile races held on the old pavement on Saturday nights
helping to sell cars. It even
helped to sell the 318 or sixcylinder cars, as they share the
same styling.
I’ve said this article is about "what
NOT to do to your Plymouth" and it is.
If you are a diehard stock restoration
kind of person, these cars will turn you
off completely. But it takes all kinds of
people and cars to make up this world.
If not, we’d all look alike and drive the
same kind of practical car.
The ‘65 Plymouth Fury pictured
here is still stock and is a regular four-37-
door. It could be a very nice car when
redone or maybe it will remain a daily
driver.
These pictures came from a threeday car show that we attended by the
lake at Windsor Park, Site 4, in lake
Havasu City, Arizona. It was a great
show with 70-degree days, old style
rockabilly plus the kids’ new style rockabilly, pin-up girls like the old days, 450
vendors and, oh yeah, a lot of cars. The
lHDRA (lake Havasu Drag Racing Association) of which I am a
charter member had a very
large booth and at least 25 drag
cars, including dragsters and
more. There is to be a major
drag strip with a speedway in
this town of 55,000 people
plus a “few” winter people.
(We do not like being called
“snowbirds” so we avoid that
term at all costs.)
Welcome to this place
called Paradise, They say there
are more cars here per capita
than in any other city in the
u.S. I tend to believe that
since there are at least eight or
more car clubs in this town and
there is something car-wise
going on every week. There
are at least four weekly cruise
days or nights, maybe more.
Check it out. There are people
here from almost every
province and many states. We
love it here. It sure beats the
blizzard going on right now in
my home state of North
Dakota. It’s nice to be able to
cruise year around. Happy motoring to all of you from the
sunny state of Arizona. Head
on down with your Plymouth
next year and we will start a
Mopar-only club (got to include Dodges, too, you know).
-- ClIF NElsON
[email protected]
Plymouth Miniatures
T
he years 1994 through 2007 were
die-cast heaven for many toy car
collectors, especially for those
who made 1/64-scale, their choice of
models. In that scale and later in larger
1/24-scale, Johnny lightning was the vehicle that most toy car collectors simply
could not get enough of and they were on
sale practically everywhere. Many were
sold at a discount of 3 for $5.00, and I’m
talking the good models – MOPARs,
Fords, GMs – not the few goofy cartoonlike cars that Jl also produced, albeit in
much fewer numbers than its Hot Wheels
competitors. I personally couldn’t resist
picking them up every time I was strong
armed into going shopping. Shopping
had suddenly became a bit more interesting, as I could go look for a Plymouth or
some other cool car from my past.
As I look back on those heavenly
years of die-cast pleasure, I wish I had
stocked up on even more of the Jls, as
they just seem to look better and better
every time I go out to my garage and
see them hanging from every open
space where I could pound in a nail.
Space, however, is always an issue with
any collection, and that dampened my
spirits a bit when it came to bringing
home too many Jl cars.
In previous articles in my Plymouth
Miniatures column I wrote about
Johnny lightning’s history as a toy vehicle manufacturer. Around 2005, the
Playing Mantis company, which owned
the Jl line, sold it to another firm
known as learning Curve. By then, Jl
was a shadow of its former self and production was severely limited. Most analysts and collectors attribute the near
demise of Jl to a hefty price increase in
2005 when metal prices worldwide took
an upwards course) but more so to Jl
having pretty much saturated its product
line and no longer being able or interested in bringing out new models. The
toy car collector’s market will compensate for the sale of just so many AMC
Hornet models, to cite one example.
The good news is that Tomica (one
of Japan’s storied toy companies) has ac-
quired the Jl brand and
has begun introduction of
new models (yes, some
Plymouths – you may recall my article about the
‘67 taxi) along with
smaller packaging (more
available space for hanging them in my garage!).
look for the “TOMy” trademark on the
Jl cars the next time you are in the toy
section of your favorite store. By the way,
that guy with the big smile standing beside you fondling the die-cast model cars
just might be me.
I now want to take you back to the
heyday years and call your attention to
two ‘58 Plymouths that I hope you too
will go out and look for. The light green
and white Belvedere two-door hardtop
with an opening hood, having hung on
my garage wall for years, is one of my favorites in the Jl line. unlike most other
cars in the line which were produced with
Cragar or other custom mags, our ‘58
Belvedere has replica wheel covers. It is
from the series “MOPAR or No Car,” an ad
phrase many of us Plymouth fans continue to abide by our new car choices.
The reverse side of the card lists three additional Plymouths that make up this series: a ‘67 GTX convertible, a ‘70 AAR
-38-
‘Cuda and a ‘70 Superbird. There also
two Dodges. I have not yet completed
my series of six MOPARs. How many of
you readers have done so?
Johnny lightning has packaged each
vehicle in this attractive series with a
magnet that very closely resembles the
model. As is the case with most collectors, I’ve never opened my packaging,
but I hope to find a loose magnet of this
Belvedere at a
flea market to
stick onto my
metal tool cabinet. From my
picture you may
note that the
magnet of the
Belvedere has
“Johnny lightning” embossed
in white letters
on the tires.
The creamcolored,
chromed-magequipped
“Mooneyes”
’58 Plymouth
hardtop is a recent pick-up of
a Jl model I had not had in my collection. I bought it because it’s a Plymouth
and because I’ve always loved Moon custom equipment, which no doubt many of
us still remember reading about as carcrazy teenagers in the hot rod magazines.
I even recall, with no little touch of envy,
that a few local fellows who were able to
add some Moon wheel cover discs to
their cars. My dad, not yet enlightened,
didn’t think the discs to be an improvement over the original hubcaps and wheel
continued on page 47…
The Chrysler Group Preferred ‘Friends’ Program (PP) offers Plymouth
Owner’s Club members the opportunity to purchase a new Chrysler, Dodge
or Jeep® vehicle at a special discount price. This ‘Preferred Program’ price
is 1% maximum below Factory Invoice, which could be up to 11% below
the Manufacturers Suggested Retail Price (MSRP). Most Chrysler Group
vehicles are available at this special discount price, except for the Dodge
Viper ACR model (applicable at the time this ad was written).
This special discount price is only available on the Factory Invoice.
The dealer must show you the factory invoice. Look for Preferred Program
(PP) price on this invoice. That price is what the vehicle will cost you with
the discount. In addition to this program, any rebates which you are qualified for at the time of your purchase are deducted from the ‘Friends’ preferred price. To check on the latest incentives for your area, call (800)
227-0757. Please note that the dealer may charge up to $75 in documentation fees to help cover the cost of paperwork associated with the sale. Also
note that these dealers are independently owned and operated, and therefore
do not have to provide the discount to you or sell a specific vehicle to you. If
this happens, try another dealer.
When you are ready to purchase your new Chrysler, Dodge or Jeep®
vehicle, call POC member Ron Kline at 248-841-6534 to obtain a Control
Number to provide to your sales person to complete the sale
48 Years of the
P LYMOUTH B ULLETIN
Order your DVD set at $39.95 each, plus $1.50
postage uSA orders; $2.00 postage Canada orders; $3.00 postage Overseas orders. Pay by
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Reciprocal ad with the WPC
LATE ADS
Wanted: 1946-48 club coupe: very good original or mild restoration,
blue,green or gray. Parts wanted: tailgate for 1940 plymouth PT-105 pickup.
Parting the following cars: 1978 Volare wagon, 1979 Volare 4dr, 1954
Chrysler New yorker, 1954 Chrysler Windsor, 1955 Dodge 2dr and 4dr. Bob
Fuerderer, 813 Rte 12a, Surry, NH 03431. (603)-352-3005.
continued from page 38…
rings on our ’60 Valiant, even when I offered to pay for them with my car washing money. And my mother did not quite
share the importance I attributed to attaching Mooneyes decals on the rear windows of the car. They ended up on the
cover of my high school notebook instead.
The Jl Mooneyes Plymouth is packaged with a Moon sticker, just in case
you want to decorate your vintage Valiant
or ‘58 Plymouth with one to prove your
independence from Mum. I’m keeping
mine in the package, but you can always
buy and open one of the other five vehicles in the Mooneyes series to get your
decal. There are no other MOPARs in the
series, but there are other models that certainly do stand out dressed up in Moon
equipment: a ‘32 Ford Hi-Boy, a ‘41
Willys, a ‘50 Ford pickup, a ‘60 Shelby
Box 416
Cavalier, ND 58220-3746
[email protected]
1941 cpe, sdn, conv parts: radiator grille moldings # 901917 through #
901938 exc. used $17.50 ea, $250.00 for the set of 22 bars. NOS grill bars
available too, please inquire; radial shell (center) moldings exc. used, upper #
902581 & # 902582 $27.50 ea, NOS. also available, please inquire; parking
lens (clear glass) # 866489, $15.00 ea; parking lamp lens retainer used with
some pitting # 866501 $27.50 ea; front bumper, used ,# 865301 $75; rear
bumper used $75; front bumper access. "wings" used $30-$35 ea; hood side
panel assembly right side NOS. # 940742 $135.00 exc. used $75; hood left
side # 940743 NOS $135 exc used $75; hood ornament used, several in stock,
$25-$60, many pieces, please inquire on price; hood top panel front molding #
901958 exc. used $40 NOS. available, please inquire; windshield division bar
good used # 897087 $25 and up; door outside finish moldings for 4dr sedans #
897476, # 897477, # 897478, exc. used cond $30 ea; door outside finish moldings for 2dr sedans and coupes # 897481 and #897482 exc. used $60 ea. NOS
available, please inquire; quarter panel outside moldings for 4dr sedans, #
897479 and # 897480 exc. used condition, $30 ea; quarter panel outside moldings for two door sedans, # 897483 and # 897484 exc. used condition, $50 ea;
quarter panel outside moldings for cpes and convs # 897488 and # 897489
$60 ea. Mr. Lindsay McConnell. Valencia, PA, 16059, USA. (724) 8982478 till 9:30pm. Eastern time. [email protected] (Partial listing; full ad will appear in the next issue)
1939 2dr: 67,000 mi, believed original;
true survivor; original interior, no rips
or tears; patina of this vehicle is great;
right rear fender has dent; needs muffler. Asking $6,900. Roger C.
Reynolds, 117 Genesee St, New Hartford, NY 13413. (315) 797-1560.
1931 PA r/s roadster, wanted: door handles
and rumble seat handle. Door handles must
have flat mounting escutcheons. Have one
door handle (pictured); need another door handle plus rumble seat handle to make the set.
Bill Call, 8021 SE Towhee Court, Milwaukie, OR 97267. (503) 784-7589.
[email protected]
Plymouth Owners Club, Inc.
Cobra and a ‘60 dragster.
Our Plymouth isn’t
just about Moon accessories. It boasts of other
graphics that set it apart
from the common ‘58
Belvedere. It was the DAyTONA BeACH ReCORD
HOlDeR 166 MPH, a Plymouth fact I didn’t know
about until adding this Jl
to my collection. There is
also HeDMAN HeADeRS and
MAGAZINe SPeCIAl 196X
lettering, proof that our Mooneyes Plymouth was featured in a car magazine
write up.
Johnny lightning models, even the
older ones like the Plymouths in this article, can still be bought for about $5.00.
That’s pretty cheap fun for any Plymouth
-47-
aficionado and nostalgia freak. Okay,
they do collect some dust out in the
garage, even when we inevitably collect
more than one, but not as much as do our
bigger toys.
-- Bill Brisbane
[email protected]
The
The Plymouth
Plymouth Club
The
Plymouth
Club Store
Store
The
Plymouth
The
is
The
Plymouth
Club
Store
is to
The
Plymouth
Club Club
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pleased
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offer several
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awards, meet
identification,
etc.
Quality
12
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stein
from
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gift or award
idea.
$4.50,
$4.50,
plus
postage:
USA,$4.75;
$2.60;
postage:plus
uSA,postage:
$3.35; Canada,
$4.50,
USA,
$2.60;
Canada,
$4.00;
Overseas, $8.75
$8.75
Overseas,
$9.50Overseas,
Canada,
$4.00;
--Official
Official
club
decal.
White
22208
0088---Official
club
decal.
White
with
blue
logo.
Can
be
used
face-up
with
with blue
blue logo. Can be used face-up
on
painted
on
on painted
painted surfaces
surfaces or
or face-down
face-downon
on
glass
to
be
read
from
the
other side.
side.
glass to
to be
be read
read from
from the
glass
the other
other
side.
Size:
2" xxx 31/4"
31/4" Two
Twofor
for
Size: 2"
2"
$1.00
Size:
31/4"
Two
for
$$ 11 .. ppd.
00 00
ppd.
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2206
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Foambacked
backed
cap
with
backed
cap
with
cap
with
Plymouth
Plymouth
Owners
Club
logo
printed
Owners
Clubprinted
logo puff
puff
printed
Owners Club
logo puff
across
the
across
the front.
Blue
printBlue with
with white
white$6.50,
printfront. Blue
with white
printing.
ing.
$6.50
plus
postage:
USA,
plus
Canada,
$3.25;
ing. postage:
$6.50 ,, uSA,
plus $2.75;
postage:
USA,
$2.00;
Overseas,
$6.25$2.50;
$2.00; Canada,
Canada,
$2.50; Overseas,
Overseas, $5.50
$5.50
-- License
License plate:
plate: P
PLYMOUTH
LYMOUTH
221100 -OWNERS
WNERS C
CLUB
LUB is
is currently
currently unavailunavailO
able.
able.
2207
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logo
patch:
PPLYMOUTH
patch:
PlyMOuTH
2 00 77----- Cloth
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logo
patch:
LYMOUTH
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LUB
3"
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Blue
on
white.
O
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$3.50
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des$3.50
$1.50
postage
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$3.50, plus
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$1.00
postage
alldestidestinations
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tinations
11-- License
License plate
plate frame
frame is
is curcur22 11-rently unavailable.
unavailable.
rently
2209
Logo
sheets:
Plymouth
Owners
2 00 99-----Logo
Logosheets:
sheets:
Plymouth
Owners
Plymouth
Owners
Club
with
five
sizes
of
the
club
logo
and
Club with
with five
five sizes
sizesof
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theclub
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logoand
and
Club
"Plymouth"
and
"Owners
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repeated
one
81/2"
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81/2"
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$$$ .40/sheet,
.40/sheet,
plus
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postage
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$1.00$1.00
postage
all destiall
destinations.
nations.
all destinations.
"If It Fits, It Ships" program. If
Plymouth
Club Store
Plymouth
Club Store
Plymouth
Club
Store
everything can fit in one of these
boxes, total postage would be
Nick DeSimone
Nick DeSimoneNick
DeSimone
1423
Pecan
Grove Drive
1423 Pecan Grove
1423Drive
Pecan Grove Drive
Diamond
Bar, CA 91765-2536
Diamond Bar, Diamond
CA 91765-2536
Bar, CA 91765-2536
(909) 861-4950
861-4950
(909) 861-4950(909)
[email protected]
[email protected]
[email protected]
-64-48-48-64-64-
$12.95 (disregarding the individual
shipping prices listed per item).
Printed
Canada.
Bound
USA.
Printed
in
Canada.
Bound
in
USA.
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Canada.
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Printed
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214 -- POC comback
issues
PLYMOUTH
LYMOUTH B
BULLETIN
ULLETIN back
back issues
issues
puter mouse pad P
P
LYMOUTH
B
ULLETIN
$3.00
each,
plus
postage:
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–
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plus
$3.00
each,
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U SS A
A residents
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ONLY can
can take
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U
11 B
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$3.00
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B
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postage
advantage
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US
Postal
1 BulleTIN to
advantage of the US Postal
ULLETINs to USA - $5.15 postage
2-3
B
2213-1 3-- Plymouth
Plymouth
Owners
Club
Owners
Club
clock:
11"
Service's
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It
Fits,
It
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proULLETIN
s
to
USA
$5.15
postage
2-3
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2 1 3-- Plymouth Owners Club
2-3 BulleTINs to uSA - $5.90 postage
Service's "If It Fits, It Ships" proclock:
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If
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key
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can–fit
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4B
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movement;
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regardless
quantity
quartz rim;
movement;
AA battery
of these
these boxes,
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totalfob
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regardlessofof
ofquantity
quantity
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(disregarding
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1978 Fall Meet
Old Cars Price Guide; 1953-54 ads
Retail sales bulletins
1979 Fall Meet
Life of Walter P. Chrysler
Plymouth in Australia
Fargo commercial vehicles
Plymouth in Norway, Sweden, Denmark
Plymouth-bodied Dodges, DeSotos
Turbine cars
1962 Plymouths; Chrysler Engineering Bldg.
1958 Plymouth
1960 Plymouth
1938 Plymouth
1932 PB Plymouth; '92 Denver Spring Meet
1967 Plymouths; '92 Indy Summer Meet
1942 Plymouth; Richard Petty tribute
1961 Plymouth; '93 Kansas City Spring Meet
1968 Plym.; '93 Plymouth (MA) Summer Meet
1928-30 Plymouth Models Q & U
Plymouth miscellany
Maxwell history; Ellis (KS) meet
1930-31 30U Plym.; '94 Faribault Spring Meet
1994 Newark (DE) Fall Meet
1969 Plymouths
1949 Plymouths
Mayflower mascots; Petty '49
1955 Plymouth; '95 Frederick (MD) Summer Mt.
1995 Nebr. City Fall Meet
WWII Plymouths
Plymouth dealerships
Plymouth miscellany
1954 Plymouth
Des Moines Spring Meet; '54 Plymouth
Newark Fall Meet; '54 accessories
1970-71-72 Plymouths
1957-63 Australian Chrysler Royals
1970 Superbird
1997 Kansas City Spring Meet
1997 Annapolis Fall Meet
40th Anniversary issue
First Valiants; Mayflower winners
1973 Plymouths
1998 Grand National Meet
1998 Great Race ‘32 PB; GN Meet revisited
1946-49 P15 50th Anniversary
1960-74 Plymouth A-, B-, C-bodies
1974 Plymouths
1999 Springfield (IL) Spring Meet
1999 Hancock (MA) Summer Meet
1949 P17/18 50th Anniversary
1999 Doylestown (PA) Fall Meet
1966 Valiants; 74-81 Trail Duster
1956 Plymouths
2000 Rapid City (SD) Spring Meet, ‘56 Ply, cont
1950 P19/20 50th Anniversary
Plymouth at races; ‘75 Ply; ‘74-83 Voyager
Ply Down Under, ‘56 Miniatures, ‘32 PB sequels
2001 Reedsburg (WI) Spring Meet
2001 Newark (DE) Fall Meet
Plymouth voyages; Arrow pickup; ‘51 sequels
1960-61 Plymouths; Stretched Plymouths
1976-77 Plymouths (Volaré)
2002 Hollywood (MD) Spring Meet
2002 Grand Rapids (MN) Summer Meet;‘52 50th
Touring with Plymouths; ‘83 Scamp pickup
1928-29: Plymouth’s first years
1953 Plymouth 50th Anniversary
264 - Jan/Feb ‘04
266 - May/Jun ‘04
267 - Jul/Aug ‘04
268 - Sept/Oct ‘04
269 - Nov/Dec ‘04
270 - Jan/Feb ‘05
271- Mar/Apr ‘05
272- May/Jun ‘05
273 - Jul/Aug ‘05
274 - Sep/Oct ‘05
275 - Nov/Dec ‘05
276 - Jan/Feb ‘06
277 - Mar/Apr ‘06
280-Sep/Oct ‘06
282-Jan/Feb ‘07
283-Mar/Apr ‘07
286-Sep/Oct ‘07
287-Nov/Dec ‘07
288-Jan/Feb ‘08
289-Mar-Apr ‘08
290- May/Jun ‘08
291-Jul-Aug ‘08
294-Jan/Feb ‘09
295-Mar/Apr ‘09
296-May/Jun ‘09
297-Jul/Aug ‘09
298 - Sep/Oct ‘09
299 - Nov/Dec ‘09
300 - Jan/Feb ‘10
301 - Mar/Apr ‘10
302 - May/Jun ‘10
303 - Jul/Aug ‘10
304 - Sep/Oct ‘10
305 - Nov/Dec ‘10
306 - Jan/Feb ‘11
307 - Mar/Apr ‘11
308 - May/Jun ‘11
309 - Jul/Aug ‘11
310 - Sep/Oct ‘11
311 - Nov/Dec ‘11
312 - Jan/Feb ‘12
313 - Mar/Apr ‘12
314 - May/Jun ‘12
315 - Jul/Aug ‘12
316 - Sep/Oct ‘12
317 - Nov/Dec ‘12
Most Significant Plymouths
1954 Plymouth 50th Anniversary
1964-74 Barracuda Anniversary; Ont. 4cyl. meet
Plymouths at Iola ‘04; Maxwell Centennial Tour
2004 Battle Creek Summer Meet; ME 4 cyl meet
Plymouth Travels with P10 cnv; P15 wgn
Finding Mrs. Miller, ower of milestone Plys.
Valiant history; Yellow Rose ‘40; Swedish ‘49
‘55 Plymouth 50th Anniversary
2005 Peoria Spring Meet; Woodies
2005 Vermont Summer Meet; 4cyl, Ont/Ohio
Plymouths in Alaska, Hawaii; Fargo tanker
Plymouth Belmont; Valiant convertibles
2006 Indy Spring Meeet; Ont. 4cyl Meet
Club history-1; ‘29-31 Fargo trucks
Club history-2; Fargo at Work, northern roads
Club history-5; ‘07 Tulsarama; ‘57 Plymouths
Club history-6; ‘07 Carolina Nat Fall Meet
Ply deuces:‘32,‘42,‘52,‘62,‘72; Econ Run Plys
Ply Memories: long-term owners; Econ Run Plys
Ply Memories: Petty; Aust. utes; Econ Run Plys
‘57 Again; Ont 4cyl meet; Dempster Hwy
50th of the ‘58s
Plymouths of the Southern Hemisphere
Plymouth Things, Movies; ‘36, ‘50, ‘63 Plys
‘59 50th Anniv; Ont. 4cyl tour
2009 Wisconsin Summer Meet; ‘66 Sport Fury
2009 Maryland Fall Meet
Reprise: Tüscher; Plainsman; Berkheimer
Memorials; Italian ‘28-9; ‘71 police Fury
Ply weddings; ‘31 PA travels; NZ Plys
‘60 Plymouth 50th anniversary
2010 Portland Summer Meet; oldest Ply
4 cyl tour Vermont; Tüscher PJ; driving P15s
Peking to Paris ‘32; ‘31, ‘54, ‘60 Plys
‘49 Plymouth convertibles; ‘54 Ply
1956 Fury
Nordic Plymouths; Ont. 4cyl. tour; ‘65, ‘74, ‘54 Plys
2011 California Summer Meet; Minnesota Fall Tour
1961 Plymouth 50th anniversary
Buried Belv. in Snow; 1975-78 Fury; Emissions
1934 Plymouths; NY 4cyl. tour
1970-76 Dusters, ‘49s, ‘68 GTX
1951-70 Belv sport cpes; Ont. 4cyl. tour; ‘41 spare tire
1962 Plymouth/Valiant 50th anniversary
2012 Kansas City Fall Tour; PJ Tour; ‘35 PJ Plys
All back issues: $3 ea. Postage: to USA,1 BULLETIN $2.70; 2-3 $5.90; 4 or
more $8.95; to Canada: $3.00/BULLETIN; Overseas: $4.00/BULLETIN Please
make all checks payable to the Plymouth Owners Club, Inc. Payment may be
made by VISA or MasterCard. Please list second choices as many issues are
in short supply.
Plymouth Club Store
Nick DeSimone
1423 Pecan Grove Drive
Diamond Bar, CA 91765-2536
(909) 861-4950 / [email protected]
Glenn Barratt photo
Glenn Barratt’s 1957 Fury sport coupe
Founded 1957
January-February 2013
318
21-time Old Cars Weekly Golden Quill Award winner
Volume 54 Number 2
From Thoroughbred toWorkhorse
Glenn Barratt photo
The 318 V8 engine
Founded 1957
Glenn Barratt’s 1957 Fury V800 engine

also the 318cui V8 Engine

Transcription

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