Dallas MOPAR Club

OFFICERS
PHONE #s
President – Robert Vaughan
rev383@yahoo.
com
(469) 879-2552
(972) 276-2934
(972) 271-6189
Vice-President – Ruben Mercado
Secretary – Lee Elms
Treasurer – Jerry Reed
BOARD
Brad Buttermore (8/12)
Gaylen Williams (4/13)
Kevin Mattice (12/13)
(214) 202-7480
(972) 424-7706
(-----) --- - ------
MEMBERSHIP COMMITTEE
Andy Wilkins, Chairman
Frank & Charlotte Llano, Assistants
Brad Buttermore, Assistant
andyw4339@ya
hoo.com
(972) 503-2356
(214) 202-7480
Volume 30, Issue 7
July 2012
Dallas Mopar Club, Inc.
PentaStar Press is the official publication of the Dallas
Mopar Club, Inc., which is solely responsible for its
contents. Any views or opinions expressed by the
authors might not express the views of the Dallas
Mopar Club, Inc. Other non-profit classic automobile
clubs, provided proper credit is given to its source, may
reprint all material in the PentaStar Press, including
artwork. We ask that two copies of reprints be sent to
the editor of this newsletter; one for the author, the
other for the club archives. Commercial publications
wishing to reprint an entire article should contact the
editor for permission.
Newsletter Publisher/Editor: Ray Zimmerman
EVENT COORDINATION
Ruben Mercado, Activities Director
Brad Buttermore, Cruise
Coordinator
Frank & Charlotte Llano, Liaisons
Arthur Clarke, Staff / “DJ”
(214) 660-3981
(214) 202-7480
(972) 503-2356
(214) 946-3867
Send all contributions for this newsletter to:
Dallas Mopar Club, Inc.
PO Box 472601
Garland, Texas 75047
Or email to [email protected]
407-913-3663
Membership Dues are Pro-rated at Mid Year
(See application for details)
NOTE
PLEASE
OUR NEW
ADDRESS
Visit our sponsor for discounts:
T B A in August
MEETING INFORMATION
www.dallasmoparclub.com
[email protected]
[email protected]
Club Meeting 2nd Sunday, 2:00 pm
Spring Creek Barbeque 12835 Preston
Rd. SW Corner of Preston & LBJ
972-726-9002
New Stuff Corner for 2012 Mopar Brand
Future Shock: 2014 Dodge Dart SRT4
The SRT4 Will Return...With Close to 300 Horsepower!
January 31, 2012
By Mike Connor - llustrator: Scott Olsen
Although the Dart has just been released to great acclaim, you know Ralph Gilles and his SRT team is
already honing a fine tip on the SRT4 performance variant. Here's what you can expect:
The base Dart borrows heavily from the Alfa Romeo Giulietta platform, so expect an upgraded version of the
Giulietta Cloverleaf's dual-clutch, six-speed transmission to find its way into the Dart SRT4. The Cloverleaf's
1.7-liter, turbocharged four-cylinder probably won't come with it, as it makes only 230 hp. The Dart SRT4
needs to aim higher, since by summer, Ford's Focus ST will hit the streets with a 2.0-liter, turbocharged fourcylinder making at least 247 hp and 250 lb-ft of torque.
The last-generation Caliber SRT4 made 285 hp and 265 lb-ft from a turbo 2.4-liter, so for the return of the
SRT4, expect no less. The all-aluminum, direct-injection, 300-hp engine that should arrive in the long-awaited
Alfa Romeo 4C could be a perfect, though expensive, fit. A turbocharged and intercooled larger displacement
version of the Dart's Tigershark 2.0-liter might be a better option.
On the chassis and aerodynamics side, expect SRT engineers to apply the same race logic they have across
the Chrysler/Dodge line. The Dart SRT4 will have all manner of functional scoops and vents, an aggressive
rear deck spoiler, and vertigo-inducing handling, thanks to stiffer springs and dampers, larger wheels, and
upgraded rubber. Price? With a turbo Tigershark, figure close to Focus ST pricing; at 300 hp, it should price
well north of that, but just below the AWD VW Golf R and Subaru WRX STI at just over $30,000.
"I'm pretty impressed. It looks like it has quite a bit of content. From a large -- over 8-inch -- display in the
center console and additional displays in the gauge cluster. I'm always looking first and foremost for
proportion. This car has a nice compact quality to it with wheels pushed to the corners. It has a really nice
stance. They've done a pretty nice job with this car." - Derek Jenkins, Mazda's chief of design, when asked
what he thought about the new Dodge Dart.
Read more: http://www.motortrend.com/future/future_vehicles/1201_2014_dodge_dart_srt4/#ixzz1pTLlHpVm
The Teaser!
www.autoblog.com/2012/03/11/2013-nascar-dodge-charger-sprint-cup-car-unveiled-in-las-vegas/
Robert Vaughan, President
Howdy Members,
It has been a quiet month for shows and the club has been focused on setting up for the 28th
Southwest Mopar MiniNationals coming up Saturday, Septemeber 1st in Garland, TX. Our club
has reached out to other Dallas area Mopar Clubs to try and broaden the content of the cars coming
to the show, while also adding additional classes to the Show Field for 2012.
We have received feedback from at least two other Dallas based Mopar Car Clubs and we look
forward to working with them in the future. The DMC is asking its members to reach out for new
sponsors for the show and help in getting donated materials for the attendee’s show bags. Setting up
the show is a huge task and we welcome all the help we can get.
We will be asking for volunteers for the show with: Set-up, spotting cars at the show, working the
sign-in booth, securing give aways, sponsorships, getting cars to the judging station and Car Judges.
Also with the numerous other tasks that come along with running a car show of this size, we could
use your help.
Please contact Rueben Mercado for further details: 469–879-2552
Or
E-mail [email protected]
The club is also actively working on a new major show and club sponsor, the Board has met to
discuss options and we are hoping to have an announcement in August. We would appreciate your
help and support ofr the show!
See you on the road,
REV
IN CASE YOU MISSED IT………
You need to watch this, if you are thinking about engineering a new toy!!
http://www.youtube.com/watch?feature=player_embedded&v=zlnocas2IjM
Dallas Mopar Club Meeting
June 10, 2012
The meeting was called to order at 2:20pm by President Robert Vaughn.
We talked about last months' meeting we had at the Dallas Museum of Automotive History at Fair Park.
Everyone that attended the meeting really enjoyed all of the old cars and how they were displayed.
We have 3 club membership renewals as of today.
Financials: Robert told the club members that the board has appointed Brad as assistant treasurer to help
Jerry thru the end of this year. Brad will handle the tax returns with the IRS.
Race update: Kennedale was on May 1st and then we had Mopar’s at the Motorplex. The Mopar’s at the
Motorplex was the best attended as far as racers and spectators that we have ever had. Robert got the
fastest time of the day.
There was a race on June 1st in Ardmore, Oklahoma. Racing doesn't start back up again until September.
Jerry Reed told us about the Hot Rod Power Tour put on by Hot Rod Magazine. The Tour starts up in Detroit
and Jerry joined it in Enid, Oklahoma. The tour ended in Arlington, and it costs $90.00 to enter this show.
He said they had special tents with mechanics that would help you fix your car for free if it broke down during
the cruise. He said it was a really great time and everyone ought to try it for the experience.
Robert went to the Forest Lane Reunion Cruise last night. They meet once a year. Back in the 70's and 80's
Forest Lane was the "cruise strip" of Dallas. The Dallas Police put a stop to it.
We are looking to talk with Huffiness about becoming our club sponsor.
We still want to have a club picnic and we are checking out parks in the Plano area.
The 50/50 pot was won by Ray Zimmerman.
The meeting was adjourned at 3:20pm.
Respectfully submitted
Lee Elms, Secretary
Up and Coming Events:
Cars and Coffee
First Saturday of Each Month
Plano, Texas
For more information www.dallas.carsandcoffee.info/ or
Contact Dan Syvrud @ [email protected]
Some fun stuff to watch: www.facebook.com/CarsandCoffeeDallas
Justin: Second Owner Original GTX Sweet! June
2nd
DFWLX Modern Mopar Club
http://dfwlxmag.com/
DFWLX Club: We are a proud sponsor of the Cupcake Meet # 14 Supporting Foundation 56 (Breast Cancer). 50+ DFWLX members have
already RSVP'd to attend. Clear your schedule & come out to support
the cause. DFW LX Magazine will be out there covering the event so
get those rides shined up & ready! — With DFW LX Magazine.
https://www.facebook.com/events/104038329737508/
www.facebook.com/home.php?#!/DFWLX
www.facebook.com/TexasOutlawChallengers
This will be next up; Hearne 2 aka 4th of July Survivors Meet up at the
Hearne Railroad Depot Museum 480 Austin St, Hearne TX 77859 July 7,
2012 another Saturday one, gates to Museum open at 11am, and this
address should get you to the entrance as its on the SE corner of
Austin and 9th Streets.
Texas Muscle Car Club
Challenge Racing Series: Come race with us!
2012 Race Schedule
www.tmccc.org
Feature Car: 1951 Plymouth Belvedere “Cranbrook”
Written by: Mike Greer (Edited by, Ray Z)
December 1, 1953 one day shy of my 16th birthday, I have just spent my savings since 12 years old $1,250. I
became the proud owner of a two tone Red and Black 1951 Plymouth Belvedere. I loved that car, I added dual
exhaust, changed the transmission, took my sweetheart out on my first date, and also had a few other first
with the car as well.
Soon becoming a favorite of the Dallas Police Department and everyone remembering a red car, I wound up
getting my far share of speeding and anti-noise tickets because of my exhaust. But, being young I moved on,
the following year and bought a 1953 Chevrolet Convertible, but I never got the Belvedere out of my mind! In
2011 I began to search for my youthful mistake for another 1951 Belvedere. Looking for some time, I found
three cars but choose this car from Florida, My friend Scott and I rented a tow dolly and we headed off to
Mike
Florida to retrieve my new pride and joy!
Himself
Buying
the car
I had no interest in a frame off restoration, but wanted a great driver; I began a nine month seven day a week
mission to make my 51’ Belvedere beautiful once again. With the help of my friend Scott in my garage we did:
Metal and body work, removing parts, stripping old paint, rebuilding the brakes, sending out chrome parts and
all the other fun stuff that comes along with owning an old car. The list can go on forever and the job is still not
complete as my mind continually runs with new ideas and concepts for the car.
I have made some great friends along the way working on my Belvedere:
George Ashe and his sons from Venus, PA rebuilt my 6V electrical system and had incredible
knowledge of these cars
Jerry Fletcher from Lincoln, NE which I went to visit and bought parts and got some great advise on
working on my Belvedere
Rob Hughes of Woodinville, WA who had Belvedere emblems which are almost impossible to find
these days
John Morawski of Ponder, TX once again advise and invaluable parts
The plan was to paint the car in my original Red and Black paint scheme, but after getting the Build Sheet
from Chrysler Historical I went with how she was built originally. The bottom color is called “NILE GREEN” and
the top is “SHERWOOD GREEN” a beautiful combination with the camel valor interior I installed from a 1983
Dodge Mirada CMX, and it fit fine (the back seat actually fit like it was made for it).
.
I still have plans to convert the suspension to Desoto lower “A” arms and springs to change the ride height and
handling. Hopefully, for Christmas I will get a # 2691 Offenhauser dual carburetor intake manifold, maybe? I
am presently building custom fender skirts now which came off a 1951 Chrysler Imperial.
My dream find will be a: 264 CID 119 HP Chrysler Spitfire Motor with an overdrive transmission.
.
Mike Greer, Dallas, TX: “When will she be done”?
Pictures: Ray Z
Technical Article: Larry “Shep” Shepard, Mopar Performance Engineer
The drive train starts downstream from the engine’s crank flange and goes to the driven wheels and tires. For
this article, I’ll limit the details to rear-wheel drive (RWD) applications, but front-wheel drive (FWD) and allwheel drive (AWD) have similar design concerns and face similar problems but use completely different parts.
At first, changes came slowly to the drive train system with the first major step being the upgrade to 4-speed
manual transmissions from the standard 3-speeds used in the late 1950s and early 1960s. The engine
development had gotten ahead of the drive train hardware so heavy duty, strength and durability was every bit
as important as extra ratios. The next major step was the introduction of the 3-speed TorqueFlite automatic
transmission in 1962. This allowed the torque converter to be a part that could be modified for performance
purposes and opened up perhaps the largest market for performance parts in the drive train category.
The next major steps were the introduction of the lock-up converter in the mid-1970s and the addition of
overdrive ratios or a 4th speed to the basic 3-speed automatic transmission which occurred in the late 1970s.
Add to this the introduction of electronic controls and electric shifting to the automatic transmission in the late
1980s and the early 1990s. On the surface, it would appear that not much has changed in the drive train area
from 1962 to the mid-1990s. Slow or not, in the last few years, things are changing very fast including 5- and
6-speed automatics, 8-speed automatics, 5 - and 6-speed manuals. I’ll focus on the basic hardware and try to
catch some of the new technology as we discuss the specific topics.
The drive train has to be looked at as a complete system—change one part and you may have to change
others. This interconnection of the parts makes it hard to discuss the complete drive train in a short, concise
article, so I plan to take some short-cuts. Therefore I strongly recommend that you use the latest Mopar®
Performance catalog for the extra technical information that relates the use of the parts mentioned.
The drive train starts with the crank flange and there are two: the 6-bolt flange used on most V-8s and the 8bolt flange as used on the 426 HEMI® Gen II and many race/billet cranks. From here on, I’ll divide the
discussion into the manual transmission hardware and the automatic transmission hardware.
The manual transmission is joined to the block by the bell housing like P5153602 SFI housing (safety version)
for the small block (LA-engine), Magnum® and HEMI Gen III engines. The B-engine (383 and 440) and the
426 HEMI Gen II use a different bolt-pattern at the rear of the block. The front of the transmission has to pilot
in the rear of the bell housing but there are several different drive pinion retainers (front piece of the
Technical Article: Continued
Transmission) that can help mate the trans to the housing. The typical package uses a gear reduction starter,
so the starter has to be considered but isn’t really part of the drive train.
P5153602 – SFI Bell Housing (5.7L/6.1L EMI),
All Magnum (Carb) and LA Small Block engines
The flywheel bolts to the crank flange like P4529110—a 10.50" unit for the 6-bolt crank flange and is made of
cast iron. Flywheels must match the crank flange and line-up with the starter—ring gear location and the
number of teeth. The flywheel bolt pattern must match the diameter of the clutch being used—such as the
10.5". There is also a lightweight 18.5 lb. steel flywheel P4876047 for use with the 10.5" clutch and 6-bolt
cranks. Flywheel inertia (weight) is an important aspect of flywheels for both street and race performance.
Production and street flywheels are around 30 lb. units.
*P4529110 – Cast Crank Flywheel,
130-Tooth, 1971–92 360 LA-Engines
*P5249842 – Cast Crank Flywheel, 130-Tooth, 360
Magnum Crate Engines
*P4876047 – Race Steel Flywheel, 6-Bolt
(Big Block, Small Block)
The clutch bolts to the flywheel and consists of two parts: the disc and the pressure plate. The pressure plate
has a size—like 10.5" unit P4529140—to match up to the bolt pattern on the flywheel. Pressure plates are also
rated by load or application. The disc must mate to the pressure plate and it must have splines that match the
splines on the input shaft of the transmission—like P4529138 for an 18-spline A833. Note: There are also 23spline A833 transmissions.
*P4529138 – Clutch Disc, 10.5",
18-Spline
(Dodge and Plymouth V-8 Muscle Cars)
Technical Article: Continued
*P4529140 – Pressure Plate,
10.5", 2,500 lb. Base
(Dodge and Plymouth V-8 Muscle Cars)
The performance 4-speed manual transmission is the A833—in production through the mid-1970s. In the
1970s, ‘80s and early ‘90s, the manual transmission wasn’t very popular in racing or on the street. Parts
became hard to find. Complete assemblies weren’t serviced. However, today A833 parts are much more
readily available.
The transmission shifter bolts to the side of the transmission. Many shifter levers—like P4510948, Pistol Grip
for 1970 B-Body with Console—are available from Mopar Performance.
P4510948 – Hurst Pistol Grip Shifter
(1970 B-Body with Console)
*Not legal for sale on pollution-controlled vehicles or
vehicles registered for highway use.
There are several aftermarket options for 5- and 6-speed manual transmissions. One of the more common
options is the Tremec 5-speed options offered by Keisler.
There are two basic sizes of 3-speed TorqueFlite automatic transmissions: the A904 and the A727. The newer
4-speed overdrive versions are called the A500 and the A518. Automatic transmissions attach to the crank
flange through the flex plate like the SFI (safety) 6-bolt version P4529751AB. One of the trick flex plates is
P5007378 because it is an 8-bolt plate with 5/16" converter attaching screws. Production 426 HEMI Gen II and
most race converters use 7/16" while most econo-street converters use 5/16" bolts.
*P4529751AB – RWD Flex Plate, SFI
Approved for use with 6-Bolt Crank Flange
P5007378 – RWD Flex Plate, 8-Bolt Crank
(Stroker Cranks)
Technical Article: Continued
The typical automatic transmission does not have separate bell housing. The bell housing is cast as the front
part of the main transmission case. Therefore there are two main styles of cases: big block (383, 440 and 426
HEMI Gen II) and small block (LA-engine 318/340/360, Magnum 5.2L and 5.9L, and HEMI Gen III 5.7L, 6.1L
and 392). Complete A904 and A727transmissions are serviced by the aftermarket.
The flex plate connects to the automatic transmission through the torque converter. These converters must be
matched to the transmission like P4876947AB which is designed for the A727 lockup transmission and has
1900 to 2100 rpm stall. Generally converters are rated by stall-speed rpm. Most production converters are in
the 1200 to 1500 rpm area.
P4876947AB – 1900-2100 Stall peed Lockup
Torque Converter (A727)
One of the most confusing issues relating to torque converters is the engine’s balance condition. Most forged
crank engines are internally balanced. However, most cast crank engines are externally balanced engines.
This means that the flex plate/ torque converter has weight(s) added that balance the engine and converter
assembly. These weights are added to the engine side of the converter, typically next to the oil drain plug. If
these weights are required and your performance converter does not have them, the weight kit is P4120241
(for the 340 and 360 cast crank LA-engine, the 400-440 cask crank big blocks, and the 440-6BBL). The 5.9L
Magnum weight kit is P5249843.
Note #1: The exception to the cast crank rule is the 440-6BBL engines which have a forged crank but
are externally-balanced because of the heavy rods used in these engines.
Note #2: Engines that have the ring gear attached to the torque converter itself have external weights
added to converter as described above. Engines that have the ring gear attached to the flex plate, add
weight to the flex plate, which requires special weights.
P4120161AB – Chrome-Plated
Deep Oil Pan Package (A727)
P4120162AB – Chrome-Plated
Deep Oil Pan Package (A904/A999
P5007172 – Transmission Overhaul Kit
(A727)
P5007568 – Transmission Overhaul Kit
(A904/A500)
Technical Article: Continued
*P4007291 – RWD Valve Body Assembly
(1966–83 A727, A904)
There are many performance parts for the automatic transmission ranging from shift improver packages like
P4349469AB designed for the A727 up to 1986, to the full manual shift (control) valve body P4007291 for the
A904 and A727 which eliminates the 1-2 shift bump. There are various transmission rebuild or overhaul kits
like overhaul kit P5007172 for the A727 and P5007568 for the A904. There are chrome-plated, deep
transmission pans like P4120161AB for the A727 which increases the oil capacity which can help durability
and performance. Plus there are cast aluminum pans like P5007793AB for the A727. All automatic
transmissions use a cooler in the bottom of the radiator. If you use a hi-stall converter, you should add an oil
cooler in front of the radiator and hook them up in series.
From the transmission, the engine torque is transferred to the driveshaft. The driveshaft consists of the front
slip-spline, the driveshaft tube, the rear yoke and the front and rear U-joints. A driveshaft can be shortened but
should not be lengthened. A longer driveshaft requires a new driveshaft tube. The proper length of driveshaft
is related to the distance from the end of the transmission to the center of the rear yoke. There are several
front slip yokes like P5007409 for the 7260 U-joint and A904 trans. For the 8 ¾" rear axle, there are two axle
yokes: P4876804 for the 10-spline pinion and 7290 U-joint and P4529483AB for the 29-spline, 7290 U-joint.
There are also billet versions. U-joint strap and bolt kit P4120469 for the 7290 U-joint can also be very helpful.
P4529483AB – Axle Yoke Kit, 29-Spline,
7290 Joint (8 ¾" Axles)
P4876804 – Axle Yoke Kit, 10-Spline,
7290 Joint (Dana 60 and 8 ¾" Axles)
The driveshaft attaches to the rear axle and transfers the engine torque to the ring and pinion gears.
There are several sizes of rear axles like 7 ¼", 8 ¼", 8 ¾", 9 ¼" and 9 ¾". With all of these axles
(except the 8 ¾"), the ring and pinion gears are removed toward the rear. The 8 ¾" axle center
carrier removes toward the front of the vehicle.
There is a stronger and light 8 ¾" carrier housing P4876445 which is made of aluminum. For
performance purposes you should use a Sure Grip differential like P4876118 for the 8 ¾" axle.
Technical Article: Continued
P4876445 – Aluminum Bare Housing
(8 ¾" Axles)
If you have a production 8 ¾" Sure Grip, you can use clutch kit P4529484 to rebuild the Sure Grip.
They should be rebuilt every few years. Axle ratios are commonly changed. Production ratios or
street ratios tend to run from the 2.5/2.75 area down to the 3.2/3.5 area. Drag race ratios range from
3.9 to 5.0 or higher in some cases.
P4529484 – Differential Clutch Kit
(8 ¾" Axles)
P4529485 – Differential Clutch Kit
(9 ¾" Axles)
The rear wheels can be made of steel or aluminum which relates to weight. Wheels have a diameter
to match the tire being used and a width that is related to the amount of tire tread. The wheel has a
bolt circle that allows it to be bolted to the axle assembly. The typical bolt circles are 5-on-4" and 5on-4.5" but there are others. Tires are chosen based on the use or application. They have a width
and tread pattern and a diameter, both for mounting on the wheel and overall. They also have an
aspect-ratio—height to width. Tire clearances are important in any application.
P4876118 – Sure Grip
Differential Assembly
(8 ¾" Axles)
P5007409 – Slip Yoke Kit, Type
7260 U-Joint, 26-Spline, 6.80"
Long (A904)
There are so many aspects to the drive train system—and one element to consider is related to another
component in the drive train—so it is very difficult to cover all the angles. If you have any questions, you may
contact the Mopar Performance Tech Line at (888) 528-HEMI (4364), refer to the latest Mopar Performance catalog
or visit Mopar.com.
Larry “Shep” Shepard is a retired Mopar Performance engineer, author of numerous Mopar Performance books
and a Michigan Motor Sports Hall of Fame inductee.
Mopar’s: For Sale - Cars Wanted – Stuff
1967 Dodge Dart for sale – pictures $13,500 call for more information
904 Trans with reverse valve body ready to go $550
5.2 Magnum Engine stroked to 344” – 360 crank 318 journals / forged Veolia flat top pistons cut valve reliefs to .625 lift /
total seal rings / Eagle I-Beam rods 6.123” / APR rod and head bolts / 1.6 and 1.7 roller rockers / Comp Cams x-treme
energy roller cam .254 intake .274 exhaust lob 112 degrees .512 lift / High volume Mopar oil pump / Edlebrock aluminum
heads / internally balanced – motor built to 300 hp nitrous system. On engine stand. $3,500
'74 Swinger, disassembled for body work, /6 AT, 7k on engine & trans, new
parchment bucket interior (last of the NOS material), five 14x5 Rally’s, front
end rebuilt with Poly bushings, major body work done, just needs assembly &
finishing. New floors, quarters, trunk extensions, A/C firewall. Has rare
electric rear defroster option, NOS rear glass in box. Sure-Grip 7.25 rear end.
241 Red Ram hemi, heads done, hardened valve seats, new(Chevy) water pump, have
all parts, needs assembly, many upgrades to make it an easy
swap. Open 8.75 E-Body 389 case rear end, complete, drum-to-drum; 340 4bbl
intake with rebuild able T-Quad. Many extra parts included, clearing out all the
Mopar stuff. Bring your trailer & take it all for $3000.
pix at: http://www.flickr.com/photos/66253091@N03/
1967 Dodge Dart: I have a 7.25 rear end out of open gears from drums to the springs (missing a few brake springs) for
sale for $150
If anyone is interested. Contact Ken Holderbaum [email protected] at 214.842.4345
Complete set of 22" Verde Wheels with KAMHO TIRES, 5 Bolt pattern with Lug nuts. Must see. For Sale
$1,000.00 Can anyone use these. They came off my 2007 Chrysler 300 C No dings or scratches on wheels
Contact: Tony Barclay [email protected] 972-377-3047.
99’ Dakota R/T Club Cab Black: This is a limited edition truck. The truck is still in great running condition with around 72K
miles on it. If interested, please email me at and I will send details: [email protected]
Have a car or parts for sale let us know?
Meeting Information
Monthly meeting 2nd Sunday of each month at 2:00 pm, Spring Creek BBQ,
12835 Preston Rd. SW Corner of Preston and LBJ
BOARD MEETING INFORMATION
(Based on current officer and board positions)
January – Robert Vaughan
February – Ruben Mercado
March – Lee Elms
April – Jerry Reed
May – Kevin Mattice
June – Gaylen Williams
July – Brad Buttermore
August – Robert Vaughan
September – Ruben Mercado
October – Lee Elms
November – Jerry Reed
December – Kevin Mattice
Board meetings are open to all club members: Board meeting locations subject to change as necessary
Club Sponsor T B A in August
Need Speed?
T B A in August can help you with all of your performance needs.
We work on all Makes and Models.
Dallas Mopar Club Sales and Parts Department discount number is XXXX