1978 Fury, Buried in snow 67 Belvedere

Transcription

Founded 1957
Twenty-time Old Cars Weekly Golden Quill Award winner
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3+272%<-,0%(1-$0,1621
B uried B elvedere
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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.
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.
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.
GROUP I
Earl Buton, Jr.
GROUP II
Dave Geise
2366 Glasco Trnpk.
417 Tennessee Tr.
Browns Mills, NJ
Woodstock, NY
12498-1013
08015-5664
(845) 679-6185
[email protected]
1929 U
Jeff C. Buton
275 Dutchtown Road
Saugerties, NY 12477
(845) 247-3158
[email protected]
1930 30U - 1931 PA
Robert McMulkin
Box 40
Lemon Springs, NC 28355
[email protected]
1932 PB
Bruce E. Buton
2366 Glasco Tnpk.
Woodstock, NY12498-1076
[email protected]
1933
Robert Davis
1870 Eldon Rd, RR1
Woodville, ON KOM 2T0
(705) 374-5059
[email protected]
CANADA
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
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: 1970-74 E-body; 1972-73 C-body; 1973-74 B-body
Merrill Berkheimer
36640 Hawk Rd.
Hazard, NE
68844
GROUP IV
Chris Suminski
27090 Jean Rd
Warren, MI
48093
TECHNICAL ADVISORS
1928 Q
Earl Buton, Jr.
(see address above)
(845) 657-6287
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.
GROUP III
1934
Edward R. Peterson
32 Crane Road
Walpole, MA 02081
plymouth34@hotmail
1935 - 1936
Wayne Brandon
5715 Forest Green Dr.
Perry, MI 48872-9197
(517) 675-5717
[email protected]
1937
Robert L. Semichy
18220 Daves Ave.
Monte Sereno, CA 95030
(408) 395-4968
1938
John Sbardella
11 Heritage Path
Millis, MA 02054
Vermillion, SD 57069
Calgary, AB T2E 2E2
(605) 660-9000
[email protected]
CANADA [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
1965-66 C-Body
William D. Coble, Jr.
331 N. Roosevelt St.
Shawnee, OK 74801
(405) 275-4004
1966-67 B-Body
Art Schlachter
2056 Cardinal Dr.
Danville, KY40422-9732
(859) 236-9487
[email protected]
1967 C-Body
Bill Gallop, Jr.
201 Park St.
New Bedford, MA 02740
(508) 993-0619
(407) 330-9100, 701-4493cell 1968 C-Body
[email protected]
Mark E. Olson
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]
1959
Robert Hinds
1292 Daventry Court
Birmingham, AL 35243
707 4th Street
Proctor, MN 55810-1722
(218) 624-4482
[email protected]
1968-70 B-Body
Clif Nelson
7038 117th Ave. NE
Adams,ND 58210
[email protected]
1969-71 C-Body
Edwin C. Hill
412 West Temple St.
Lenox, IA 50851-1228
[email protected]
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]
[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
1976-80 F-body
Wayne & Karen Fowler
6902 Ruckles Road
Mt. Airy, MD 21771
(301) 831-7150
[email protected]
(530) 876-7463
[email protected]
455 North Cherry Pop Drive
Inverness, FL 34453-7975
1961 Sav/Belv/Fury
(352) 341-1019
[email protected]
Severna Park, MD 21146
(410) 987-6081
[email protected]
1940
Jim Benjaminson
Box 345
Walhalla, ND 58282-0345
1941
Larry W. Jenkins
Rt. 1, Box 127
1942
John Thurman Wiggins
677 Winklers Road
Red Boiling Springs, TN
37150 (615) 504-3746
[email protected]
William Leonhardt
819 Circle P
Hastings, NE 68901-6613
(402) 461-5840
1962 B-Body
Gerald Klinger
1027 N.W. 1st
Gresham, OR 97030
Belleville, WV 26133-9728
[email protected]
1946-49 P15
Frank J. Marescalco
2610 D Street
(503) 665-8330
[email protected]
1963 B-Body
Darrell Davis (see 1954)
Omaha, NE 68107-1622
(402) [email protected] 1964-65 B-Body
Rob Elliott
1949 P17, P18
307 - 30 Ave. NE
Bob Nolan
[email protected]
1978-89 M-body
Michael Bonadonna
1980-81 R-body
Chris Suminski (see 1956)
Plymouth Commercial
Bob Manke
6037 E. Canal Rd.
Lockport NY 14094
(716) 625-4048
[email protected]
Fargo Commercial
Cam D. Clayton
Box 725, Kaslo, BC
V0G1M0 CANADA
[email protected]
Plymouth ®
Owne rs C lub
Box 416
Cavalier, ND 58220-0416
Phone: (701) 549-3746
Fax: (701) 549-3744
e-mail: [email protected]
plymouthbulletin.com
The Plymouth Bulletin
No. 312
January-February, 2 0 1 2
LANNY D. KNUTSON, editor
(204) 889-8008
288 Strathmillan Road, Winnipeg, MB R3J 2V5 CANADA
[email protected] or [email protected]
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
CHRYSLER-PLYMOUTH DIVISION, CHRYSLER CORPORATION
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
19600 Cardinal Drive
Grand Rapids, MN 55744-6189
1975 - 1978 Fury
-1-
THORSTEN LARSSON PHOTO
55
From the Editor
1957-2012
Takk for alt
W
alk through any
Norwegian cemetery
and you’ll see it many
times. “Takk for alt” (thanks for
everything), along with “kvil i
fred” (rest in peace) are common
inscriptions found on gravestones
there. Now, sadly, it applies to one
of our Norwegian members. Kjell
Egil Madelid of Voss, Norway, has
died.
You will likely recall his name
appearing several times just three
BULLETINs ago. Not only was Kjell
a POC member in Norway, but he
lived in the same town/region from
which my ancestors had emigrated
in 1854. For three days, during my
visit there last summer, he and his family took me around Voss to visit a number of my family sites, befriending me
in many ways. Not only that but, of
course, I got to see Kjell’s Plymouths.
First, I admired the very nice ‘57
Belvedere hardtop, originally from
Jamestown, North Dakota, that he had
restored to the original condition as it
had been purchased by its first owner,
photographer Molly Anderson. I also
looked over two of the several ‘70 Cbody coupes (a favorite of his) that he
had owned. Although I naturally
would have enjoyed a ride, especially
in his Belvedere, I knew that health
issues were keeping him from taking it
out for a drive.
Kjell was a cancer survivor.
Although he did his best to maintain a
normal life style and not call attention
to his condition, he was enduring its
effects, likely more than he let on.
Still, he seemed more concerned, at the
time, about my own state of health fol-
lowing my hospitalization just the
week prior to our meeting, than he was
about his own.
I became aware, upon my return
home, that his health had taken a turn
for the worse and on December 20,
2011, Kjell Egil lost the battle at age
42 and we lost a good member and I
lost a good friend. He leaves to mourn
his partner Liv Marit Rikstad, their two
daughters, his parents and siblings.
They were all good hosts during my
time among them. Takk for alt, Kjell.
I will ever be grateful.
K JELL WAS AMONG a number of
international members who communicate regularly with me. Among them
are Thorsten Larsson of Sweden,
Orlando Bongiardino of Argentina,
Marie Bennett of New Zealand, Bruno
Costars of Belgium and Ewald Stein of
the Netherlands. Ewald is one from
whom we hear much in this issue (for
which he has prepared an extensive
article on his ‘76 Fury Sport coupe, in
-2-
particular, and the whole “R” and
“W” genre of B-body Chrysler products from 1975-78 in general).
These cars are unlikely to stir the
emotional juices in many members,
but Ewald is one for which they do.
Ed Lanfer, our club’s technical
adviser for these cars is another. We
hear from him, too.
Also in this issue is an comprehensive technical guide from the 197477 C-body tech adviser, Wally
Breer, who tells you what you need
to know but never thought to ask
about the emissions hardware that
characterizes that era.
Rounding out the issue is a historical piece by Jim Benjaminson about
a buried Belvedere of a different
sort from the one exhumed in Tulsa
five years ago. Also, we have two
more travelogues of driving trips to the
2011 national meet in Pacific Grove,
California, both independently and
coincidentally entitled, “Getting There.”
The year of the Tulsa Belvedere,
2007, was also the 50th anniversary
year of our Plymouth Owners Club.
We now begin marking our 55th year.
As our club was entering its 30th
year in 1987, I was beginning my
tenure as editor with the publication of
PLYMOUTH BULLETIN 162. Now, 25
years and 150 issues later, we’re at
BULLETIN 312. It’s been quite an experience. Thanks to all of you for your
contributions, support and encouragement over these years.
– Lanny Knutson
The Plymouth Bulletin
No. 312 Jan-Feb 2012
LANNY D. KNUTSON, editor
LEEANN LUCAS, asst. editor
T he
55
Plymouth Press
1957-2012
CLUB NEWS
Plymouth Owners Club
No. 312
2012 National Fall Tour in KC
T
he POC’s national event
for 2012 will be a nonjudging touring meet hosted
by the Heart of America
Region. From September 1922, it will be headquartered at
the Embassy Suites hotel
south of the Kansas City
Airport. The region hosted
national spring meets at that
venue in 1993 and 1997.
Tours being considered
are to the Harry S Truman
Home, a Harley-Davidson
plant and centers featuring the
Pony Express and Jesse
James. Kansas City being the
barbeque capital means the
eating should be good, too.
The club Board of
for late July, 2014, in Port
Huron, Michigan.
Also being planned for
2013 is a west-to-east crosscountry tour, reversing the
direction taken for the club’s
initial cross-country tour in
2003.
T-shirts wanted
The Harry S Truman Presidential Library with Glenn Means’ ‘60
Fury during the 1993 National Spring Meet.
Officers and Directors has
also awarded the 2013
National Spring Meet to the
Grand Canyon Region, scheduled for April 12-14, 2013, in
Tucson, Arizona. This will be
a judging meet.
Chrysler news
1/5/2012: Chrysler Group LLC
today announced that Fiat S. p.
A.’s ownership interest in the
company has increased to 58.5
percent from 53.5 percent (from
Fall of 2011), upon the company’s achievement of the final of
three performance-related milestones.
As provided in its June 10,
2009 Operating Agreement,
Chrysler Group has irrevocably
committed to begin assembly of
a vehicle with an unadjusted
combined fuel economy of at
least 40 MPG in commercial
quantities in a production facility
located in the United States. As a
result, Fiat’s ownership interest
increased automatically by five
percent under the terms of the
Operating Agreement.
The ownership interests of
Chrysler Group’s members are
now: Fiat: 58.5 percent, U.A.W.:
41.5 percent.
In late December, Chrysler
Group achieved in fuel economy
testing an unadjusted combined
rating of 40 MPG with a pre-production version of the Dodge
Dart, its new, state-of-the-art,
four-door sedan.
Chrysler’s loan from the US
government was paid in full on
May 24th, 2011.
– submitted by
Chris Suminski
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
Previously, the board had
awarded the 2014 National
Summer Meet to the Detroit
Region. It is being planned
The Detroit Region is looking for old
Plymouth Club meet T-shirts that will
be used to create a "Plymouth Club
Quilt" that will be auctioned off at the
2014 Summer Meet.Please send any
T-shirts you may have to: Paul
Curtis, 9319 Candlelight Drive ,
Roseville, MI 48066. (See p. 63)
Member Born
Leo Edward Juneau, Columbia Heights, Minnesota, was born
on December 23, 2011, to Ed and Carmon Juneau. Jeff and
Vivian Juneau are Leo’s grandparents. All are members of the
Tall Pines Region. (See p. 20)
Members Remembered
Peni Powell, Sandy, Oregon,
died on November 17, 2011. She
is survived by her husband Lee.
Members of the Cascade Pacific
Region, they attended the 2010
National Summer Meet with
their ‘40 P10 Deluxe.
Virgil Deardorff, Kenton, Ohio, died on November 29, 2011.
A member since January, 2009, he was the owner of a 1951
Concord business coupe.
Caroll Markovich, Sandy, Oregon, died on December 5, 2011,
at the age of 63. She is survived by her husband, Dennis and
was a member of the Cascade Pacific Region.
Kjell Egil Mandelid, Voss, Norway, died on December 20,
2011, at age 42. (See p. 2)
-3-
From the President
There have been discussions on
how to improve and/or eliminate inadequacies in the judging process. One of
the suggestions was to change the 100point system to a 400-point system,
leaving all categories intact. Technical
Director Earl Buton and Judging
Director Joe Suminski, duly appointed
by the membership on overseeing judging, agreed to try it out at the Golden
State National Summer Meet in July
2011. As a result of the positive
responses, Earl and Joe submitted a
motion to the Board of Oficers and
Directors to adopt the 400-point system
at all future national meets. With a quorum on the conference call, the motion
was passed unanimously.
As part of my president’s message in future issues of the
PLYMOUTH BULLETIN during my remaining time in office, I will
include items from our conference call that are brought up to
be voted on by the board and the ensuing results.
My congratulations to the following members for “stepping up” and accepting the position of president of their
respective regions:
Looking ahead
by wishing all Plymouth Owners Club
members, their families and friends, a very Happy New
Year for 2012. This being a leap year, we have an extra
day to help us fulfill our goals and realize our dreams. Even
though the economy hasn’t rebounded as fast or as robustly as
we had hoped for the past two years, the Plymouth Owners
Club continues to prosper and has afforded us the opportunity
to stay connected with Plymouth owners from others’ states
and regions by hosting several national meets and tours. The
positive feedback from the members has been gratifying and
tells us we are “doing the right things” and we will continue
this trend.
I think the future of the Plymouth Owners Club is promising and, with some effort and hard work on the part of the
National and Regions, we can create programs that will help us
increase our overall membership and explore other opportunities to involve others, not just the current members.
We have seen a reduction in the number of national meets
hosted by regions the past several years, which can be attributed to the general economy, the cost of hosting such an event
and being able to field a dedicated committee group to ensure
success. To address this, we are offering the regions the
opportunity to host a national tour in lieu of a national meet.
The Tall Pines Region hosted a tour in 2011 leading into the
Labor Day weekend and offered those who attended the opportunity to visit and enjoy several unique places of interest not
only to “car buffs” but to others who attended as well. The
Heart of America Region will be hosting a fall national tour
meet this year in September with other regions in the discussion phase for future consideration.
During our last conference call, the Board of Officers and
Directors agreed to make several minor modifications to the
Plymouth Club constitution, none of which alters the original
premise. The modifications were made to clarify some of the
wording and eliminate minor items no longer applicable. The
revised version of the constitution will be available on the
Plymouth Owners Club website by the time you receive this
issue.
L
ET ME BEGIN
Cascade Pacific Region – Bob Westphal
Colonial Region – Judy Whitman
Delaware Valley Region – Warren Nelson
Heart of America Region – Mike Schaefer
Lone Star Region – Mike Morrison
Mid-Atlantic Region – Harvey Rapp
LOOKING AHEAD to the events planned so far in 2012, we have
the following:
• Four Cylinder Meet and Driving Tour, May 24-27, 2012;
details in the BULLETIN;
• Heart of America National Fall Tour meet, September 19-22,
2012, initial details in this BULLETIN;
• other national events are in the planning stage for 2013
(Cross Country Tour and Spring Grand Canyon Region
National Meet) and 2014 (Detroit Region National Meet) with
details to be published in the BULLETIN as they are solidified.
-- Nick DeSimone, president
-4-
2010 PLYMOUTH BULLETIN Awards
Selected by Bob Van Buskirk
Feature Article:
Family:
“Comments by ‘Tex’ Colbert and Virgil Exner”
submitted by Michael Dabrowski, Issue, 303
“Chrysler in Transition” by Jerry Seitz, Issue 303
“Plymouths to Portland” by Mike Bade, Issue 304
“4 Cylinders in Vermont” by Wendell Noble, Issue 305
“Made in Switzerland” by Christof Gonzenbach
and Richard Meinert, Issue 305
Road Trip Feature:
“Tall Pines Nuptials” by Roger Ramberg; photos by
Michelle McCarville, and Diane Klungseth,
Issue 302
“Big Old Car” by Michael Dabrowski, Issue 303
Letter:
30 0
Technical Article:
“Alaskan Plymouths” by Scott Grundy, Issue 300
“An Adventure in a ‘31 Plymouth”
by Ed Wilkinson, Issue 302
“An Adventure Through the West”
submitted by Herb Hempel, Issue 302
“Tour to Portland” by Tod Fitch, Issue 304
“Portland or Bust” by Lee Lape, Issue 304
Car Stories:
“Another Peking to Paris Plymouth”
by the editor, Issue 302
“An Adventure in a '31 Plymouth”
by Ed Wilkinson, Issue 302
“POC Member Publishes a True-tale Mystery”
by Eugene Brotzman, Issue 303
“Big-tailed Beast in Harness” by Joe Godec, Issue 303
“The Auction of The World's Oldest Known Plymouth”
by Rob Elliot, Issue 304
“Atomic Plymouth” by Barry Cheslock
and Jim Benjaminson, Issue 301
“Universal Dust Boot Study” by Earl Buton, Issue 300
“Spark Plug Problems” by Donald McKinsey, Issue 302
Miniatures:
“A Mint Version” by Ron Waters, Issue 300
30 1
Plymoholic:
“4 Generations of Berkheimers”
by Bobbi Berkheimer, Issue 300
Plymouth Movies:
“Filming in Dunedin, New Zealand”
by Lindsay McKinzie, Issue 302
30 2
T-shirt:
Historical Feature:
“God in His Fury” by Fred Korb, Issue 301
“The Atomic Plymouth” by Jim Benjaminson, Issue 300
“A Plymouth by Tuscher” by Bruno Costers, Issue 300
“The American Bosch Radio” by Ernst Erb, Issue 300
“Return of the Plainsman” by RM Auctions, Issue 300
2010 Best B ULLETIN Covers
“1960 Plymouth Fury” Issue 303
“4 Cylinders in Vermont” Issue 305
Photography:
“Bob Drown’s ‘40 Plymouth Album”
by Bob Drown, Issue 301
“Tank Engine” submitted by Cam Clayton, Issue 303
“Bears” submitted by Richard Hunnicutt, Issue 305
30 4
Column:
“I Take This Opportunity” by Nick DeSimone, Issue 300
“Creating a Monster?” by Jim Benjaminson, Issue 303
“What a Journey” by Lanny Knutson, Issue 304
30 3
30 5
-5-
Letters
In praise of ‘61s
MAY I CONGRATULATE YOU
on the 1961-themed
PLYMOUTH BULLETIN? It is
simply great.
To mention one thing in
particular: I was an amateur
photographer myself for
many years and I am thrilled
by the front cover picture by
John Wiggins. For me it is a
perfect picture and I keep
looking at it. It really makes
one see and appreciate the
thoughtfully designed lines
of the car and the eye for
details. If you didn't like
these 1961-models before,
good chance you'll love ‘em
now. At least I do.
By the way: maybe you
knew that the Collectible
Automobile magazine June
1991 issue has an article on
the 1960 and 1961 models.
Ewald Stein
Memories of a ‘61
ANOTHER GREAT (as usual) issue featuring the very controversial ‘61 Plymouths. I believe the ‘61 fits the category of
“so ugly, only a mother could love it.”
When I came to page 28 and saw the photos of Don
Patterson’s Belvedere, it brought back memories of a car
owned by a lady whom I can only recall as “Mrs. Joe
Peterson.”
Now, her husband Joe played a pivotal role in my life.
He was the manager of the local Farmers Union station in
my hometown of Cavalier, North Dakota, and he was my
father’s first employer when Dad got back from World War
Two. Dad had a ‘33 Plymouth PD business coupe (I still
have the body from that car) when he went into the service in
1942. When he came back, he found the engine block had
cracked from it not being properly drained during the winter
months, so he acquired a ‘34 PF business coupe and made
one car out of the two. Some place along the line, Dad
scored some tires for the car (remember the war was just
freshly over and tires were still extremely hard to get).
At the time my parents and “little ‘ol me” were living
out at my grandfather’s farm. Dad needed some place to
change the tires and asked Joe if he could use the tire tools to
change his own tires. Joe watched Dad change the tires (and
Dad had a knack with tires that a lot of people didn't have).
When Dad completed the job, Joe asked him what he was
doing for employment. Dad told him: “Just back from the
war and looking for work…” He was hired on the spot.
There was one more bug-a-boo after the war: Housing.
When Dad mentioned to Joe he would have to find a place to
live he was told: “No problem, I have a house you can rent
from me!” We lived there until my folks bought their own
home later on.
As the years went by, Dad accepted a job as service manager with the local Chevrolet dealer. We moved out of Joe’s
house and one day Joe suddenly passed away, leaving a
widow and a daughter who was a couple of years older than
me. Some time in 1961 “Mrs. Joe” purchased a ‘61
Belvedere exactly like Don Patterson’s car, a pink and white
four-door Belvedere. It was one of the very few ‘61
Plymouths in Cavalier. By 1966, the car had been traded in to the local Plymouth dealer and I was charged
with cleaning up the car to put it on the used car lot.
The body construction was such that there was a
long “trough” running the length of the trunk floor along
the body side panels that formed a valley where things
could be “lost” below the trunk floor level. In this case,
the troughs were filled with dirt. As I dug the mess out of
the car I found, of all things, a Brownie Starflash camera
stuck in the bottom–an exact mate to a camera I already had.
After a careful cleaning, it worked like a charm and I was a
two-camera owner, using one for color shots and one for
black-and-whites. It was one of those two cameras that took
the cover photo that appears on this issue of the BULLETIN!
After “Mrs. Joe’s” ‘61 went on the lot, I never saw it again,
but I still have that Brownie Starflash camera!
Jim Benjaminson
Walhalla, North Dakota
but they still looked pretty
good.
Of course, I thought the
‘62 was a good looking car
from the time they came out
(as well as the even weirder
‘62 Dart) and I have had several of each of those.
I’ve finally gotten used
to the style of the ‘61s–it
only took me 51 years.
As for being the ugliest
car on the planet, the ‘61
Plymouth isn't even close. I
went through a phase of buying weird cars. Ever seen a
‘60 Armstrong-Siddeley Star
Sapphire sedan? (say that a
few times fast) it wasn't so
much (too) ugly, but horribly
out of date style-wise. It was
one year away from the
Plymouth and yet it
“screamed 1948.” How
about a Wartburg, or a
Gogomobile (which looks
like an Edsel Ranger compacted to seven feet in
length). The British and
Europeans had a knack for
really ugly cars. They sometimes drove great, as long as
you didn't have to look at
them (like my personal opinion of late model Cadillacs).
Larry Foster
Chico, California
Oosterhout, the Netherlands
I LOVED THE LAYOUTS in the
‘61 articles; superb job, as
usual.
Something really weird
happened while I was going
through this issue. I didn’t
cringe at the front of the ‘61s
and actually thought it is
okay styling with the bumper
guard added. I banged
myself in the head a few
times with my hand to see if
something had broken loose,
I JUST WANT TO THANK YOU
for such a great issue about
the 1961s! Everything
about it is terrific. And
thanks for including my
“Belvie.” He really is very
photogenic.
Don Patterson
Altoona, Wisconsin
-6-
Twister fun
ANOTHER GREAT BULLETIN
(311). Thank you asking to
share the article and pictures
on our 1971 Duster Twister
that was in the Prairie
Region newsletter. I personally enjoyed the 40th
Anniversary articles. Our
Twister is a fun car. Merrill
and I appreciate your efforts
in a quality PLYMOUTH
BULLETIN, issue after issue.
THANKS!
Bobbi & Merrill Berkheimer
Hazard, Nebraska
Canadian
concerns, kudos
FIRST OF ALL I want thank
you for the great magazine
you produce, It is the best of
any of the magazines I
receive. But I am a Canadian
and I don’t receive my magazine until it has visited
Sweden. Canadians get their
magazine up to two months
after the Americans receive
theirs. This means that the
classified ads are useless to
Canadians, I have even
missed a sale in my own
neighborhood to an
American who got his magazine a long time before I did.
I wish it wasn't so, but
I'm not going to renew my
subscription. Thank you for
all the wonderful magazines
you have produced.
Nigel Leedham
Coquitlam, British Columbia
I REPLIED TO NIGEL,
acknowledging the problem.
My own personal copy of the
Bulletin arrives about a
month after it is mailed from
Grafton, North Dakota,
about 150 miles south of
where I live but across an
international boundary. All
BULLETINs are mailed the
same day but the date of
delivery varies, even within
the USA. Some Americans
receive their BULLETINs
weeks later than others.
Since the club can control the mailing date but not
the delivery date, we have
begun posting the ads on our
plymouthbulletin.com website so that all members
throughout the world, with
computer access, can access
the ads at the same time.
Currently, we have no way of
alerting members when a
new set of ads is posted, so
it’s up to members to keep
checking the website to discover the new ads.
I also asked Nigel to
please reconsider his choice.
--LDK
Plymouth stamp
HERE IS ANOTHER personalized
car stamp, created by Jim
Saraceno, St. Louis, Missouri,
of his ‘35 PJ sedan.
postman gave me the USAonly (as I understand it)
mailing cover sheet with that
Swedish remailers logo but
no magazine inside. It’s just
rather torn at the staples area,
so it rather looks as if it was
not put in the usual paper
envelope. Can I have another
one?
As the “Scandis” have a
strong liking for all things
American, I am sure some
one in the Swedish Postal
Service is having a good
read about now and it’s not
gone to waste!
Chris Drucker
Staines, Middlesex, England
WHAT A WONDERFUL
BULLETIN! It was certainly
my lucky day about a year
ago last fall when I drove my
‘49 Dodge (Cdn.) to a local
show & shine where a fellow
offered me a box of
BULLETINs dating back to the
‘70s. I was delighted with
them and soon subscribed.
The variety of articles is very
informative, interesting and
motivating. When the
Sept/Oct Issue 310 arrived, I
was highly impressed with
the front cover! The subjects... the type... the colors:
Beautiful!! And this format
continues throughout the
BULLETIN. What a professional, artistic presentation!
Thank you to all who
participate in this great production!
Denis Corrin
Vancouver/Surrey,
British Columbia
I'M SORRY TO READ of the
mailing mishap. I'm sure
Jim Benjaminson will get a
new copy in the mail for you.
I have relatives in Malmö,
Sweden. I don't know if one
might work with the postal
service, let alone be a culprit. Maybe we should send
POC member Thorsten
Larsson, who lives in nearby
Ystad, to sign up a new member! At any rate, thanks for
letting us know.
–LDK
THANKS FOR THE PROMPT
response and Jim’s already
been in touch. I did enjoy
your article on visiting
Scandi and you never know
there may be a new member
response as a result of the
missing copy! I know some
people who take their
favourite cause
magazines/newsletters
around to their local doctors,
veterinarians and dentists
and leave them in the waiting rooms. THANKS Again
– Chris Drucker
…and English
I THINK THERE HAS been a
hiccup in the usually smooth
arrival of my BULLETIN.
Normally the BULLETIN is in
a paper envelope and comes
with a Swedish remailers
logo, top right. Today my
-7-
Dominecker?
WHEN I MENTIONED to several friends here in North
Carolina that I have a
Plymouth, they said, “Oh,
you own a Dominecker.”
Are you familiar with this
term?
Apparently the term
“Dominecker,” and how
some of our locals relate to
it, goes back to a story called
“The Sassafras Thicket
Cemetery” mywilson.homestead.com/cemetery In this
story it mentions that
“Mamma had an old
Plymouth Rock rooster
named Old Dominecker.”
Woody Poor
Valdese, North Carolina
Dixie Lee
THROUGH THE YEARS and
prayers of looking for another good, loving home, am
very happy to say my dear
ol’ Dixie Lee has finally
found a new one!
Through the C-Body
DryDock forum, I found
someone from Minneapolis
who collects ‘70-71 Furys
and has the USA’s, or the
world’s, largest collection of
them. It’s awesome to know
that she’s going to be a part
of that famous collection
Here’s the website of the
man who bought her:
sportfurygt.com/index
He emailed me and asked if I
was by the freeway on the
way to Pueblo, Colorado, as
he was going there for a
parts car. Since I was on the
way, the only time he and I
could work out was about
8:00 PM on December 9. He
used a flash light and I a
trouble light, so he could
look Dixie over. He thought
about it and offered me $300
and I said that’s fine. I was
asking $500 or best offer.
He asked if it would be okay
to pick her up in the spring,
and I said a few more
months isn’t going to hurt.
He took some pictures of me
with my trouble light and
Dixie. He said he likes to
take “pics” of where he finds
Furys. He said he's going to
fix the engine, etc., up,
replace the cracked windshield, detail the interior,
polish the paint and then
drive Dixie. He also said
that Dixie will be on his
website!
Of course, I’ll cry when
Dixie goes, but my heart is at
peace knowing she’s going
to be taken care of. I just
wished I could have had the
money and garage to get her
going again. Thank you very
much for all of your help and
encouragement concerning
Dixie Lee.
Margaret Evans
Sidney, Nebraska
Powell Registr y
THE POWELL REGISTRY has,
at long-last, been updated.
Now that I am retired, I
should be able to maintain
the website on a regular
basis; at least more often
than once every two years.
Browse through the sections
and provide me with any
revisions that you may have.
The SURVIVORS list is always
hopelessly out of date as
keeping track of ownership
is really hit and miss. There
are a lot of new pictures,
especially in the SCRAPBOOK
and ARCHIVE sections.
Chuck Elderton
Powell Registry
clubs.hemmings.com/powellregistry/
[email protected]
Mr. Mopar
AS A MEMBER of the POC,
I have the bonus of also
having a friend who is
locally known as “Mr.
Mopar.” Leyland Berry
retired after many years as
an automobile mechanic
and owner of a model
train business. In his
retirement he has built an
air-conditioned garage
which contains six
Mopars: 1963 Fury 426
Max Wedge; 1965 Fury II
two-door with a 318 wide
block; 1969 Road Runner;
1964 Chrysler 300; a #55
of 100 2009 Challenger
Drag Pack; and a 1964
Dodge Polara.
Along with his vehicles, he also has a large
assortment of parts: Hemi
engines, transmissions, a
shelf full of carburetors,
etc. Somewhere amongst
all his auto parts is a
Marilyn Monroe manikin
(this may be the real reason he spends so much time in his garage!).
Leyland attends many Mopar shows and swap meets
mainly in the Southeast. If you should see him at a show, he
is the one with the broad brim hat and the unlit cigar
clenched between his teeth and usually sitting by one of his
Plymouths selling parts. Hopefully, he will soon be a new
member of our Plymouth Owners Club.
Woody Poor
Valdese, North Carolina
Lee Stokes
DEAR BILL BRISBANE: I saw
your article about Lee Stokes
in the latest Plymouth
Bulletin. I do not know anything about him but I do
have four of his cars in my
collection. I have on
Plymouth taxi identical to
the one in your article. I also
have three DeSoto taxis that
have the same body color as
the Plymouth but with all
four fenders painted red.
Two of these DeSotos are
stamped with LEE STOKES
IND on the base. The other
one has the plain white base
as does the Plymouth. I
think I have two more but
my two toy cases are so full
that I can’t locate those cars.
I also own a 1950
Plymouth Special Deluxe
four-door sedan, mostly
original and a nice driver. I
recently sold a 1953
Cranbrook club coupe show
car.
Marion Boling
Jamestown, North Carolina
‘61: best looking
photos that I think prove it.
My sedan featured a white
I ENJOYED BULLETIN 311
since I once
owned a 1961
Fury. It is only
recently that I’ve
heard that these
models don’t
enjoy a good reputation for looks.
I did, and
still do, regard
my ‘61 as one of
the best-looking
Plymouths I’ve
ever owned.
Attached are two
vinyl roof, wide whites,
fender skirts, dual antennas
and stainless steel trim
between the headlights
which greatly enhance
the front end look. The
Dodge spinner wheel
covers looked great,
also.
Thanks for a great
magazine.
Harvey Eckart
Berwick, Pennsylvania
-8-
Teenage poem
ONE OF OUR MEMBERS, Bill Martindale of Fairfield,
California, has purchased a numbers-matching 1956 Fury
like the one he had as a teenager, way back when. He sent
me a poem he wrote for his English class when he was 16. I
enjoyed it; maybe you should add it in the Letters section in
the next issue.
– Nick DeSimone
I WROTE A POEM in 1956 (age 16) as an assignment in Mr.
Johnson’s English class and it wound up in the school paper.
I’m going to try to recollect it now, so here goes:
THE COOL LITTLE “T”
Once upon a time there was a real cool cat.
And ‘twas a full load “T” in which he sat.
With Tri pots there, gleaming in the sun.
He was cuttin’ out to the one quarter run.
Radio Cab
I GOT A CHRISTMAS PRESENT in the mail from my old friend,
Bill Barquist, down in Ames, Iowa. Bill found this poster for
the Radio Cab Company. The car is a ‘55 Plymouth sixcylinder. I don't have a clue where Radio Cab was located.
-- Jim Benjaminson
The strip was about eight miles away,
And our hero had to be there, without delay.
He slammed the throttle to the floor
While his dual straights let out a roar.
He was soon coolin' ninety when he saw the red light.
He was bent on showin’ his proud T’s might.
The cop now joined this hot rod race
And that T moved out at a terrible pace.
I GOOGLED “Radio Cab” and got Portland (Oregon or
Maine?), Saskatoon, Saskatchewan, and Stratford, Ontario.
Also: Radio Cab Murder is a 1954 British crime film directed
by Vernon Sewell and starring Jimmy Hanley, Lana Morris
and Sonia Holm. – LDK
Now his main objective was to cover ground.
And those pipes roared out with a deafening sound.
He was doin' one twenty when he saw his fate.
His efforts to turn were now too late.
It was a sad ending for that proud little T.
For you see my friends it hit a tree.
That hot rod motor hit with such force.
‘twas the end of our fast runnin’ hero – of course.
– Bill Martindale
Plymouth week
THERE ARE TWO nice articles
about Plymouths in the
February, 2012, issue of
Hemmings Classic Car magazine: page 42, 1940
Plymouth P10 convertible
coupe and page 86, 1941
MY FAVORITE ACTOR, Jimmy Stewart, and his ‘36 Plymouth
-- Marv Raguse, Farmington Hills, Michigan
-9-
Plymouth PT125 pickup.
And yesterday at the grocery
store I found a1:25- scale
1970 Plymouth GTX model.
It has been a wonderful
PLYMOUTH week.
Bill Wells
Tifton, Georgia
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-21!
drift that began nearly
a mile out before piling up snow against
the dorms. Students
could easily walk out
of second and third
story windows… and
somewhere out there
1966 Belvedere:
Belvedere: Plymouth Division ad photo were their cars.
One car in
most of the students were in: their cars
particular belonged to my roommate,
were buried under FEET of snow. For
Tim Herzog. Tim’s father was the
those unfamiliar with Mayville State
Chrysler-Plymouth dealer in my homeCollege (its status has since been
town of Cavalier, and Tim was driving a
changed to a university), the school sat
brand-new ’66 Belvedere two-door
on the north edge of town. There were
hardtop. Bright red with a black vinyl
no buildings on the north side of the
interior, it was nowhere to be seen under
street running past the dormitories and
the snow bank. Many students spent
parking lots, so the wind had blown a
hours probing with sticks to locate the
buried vehicles. Some dug down to find
their car but there was no way it was
going anyplace until the street was
cleared.
Sometime around noon, a state
rotary snowplow was brought in.
Approaching from the east, the plow
slowly inched its way down the street.
As the snow bank got higher, it also got
harder. For a time it appeared the plow
wouldn’t be able to break through, not
until a huge group of guys grabbed
shovels and began breaking up the bank,
throwing it into the blades of the plow.
It was long, hard work and there wasn’t
a breakthrough of the street (slightly
more than one block long!) until after
eight o’clock that night. Victory at last,
except for the fact that many of the cars
still needed to be dug out.
Armed with my $10 Brownie
Starflash camera, I snapped a “victory” photo of Tim’s car after the street
was opened. Miraculously the only
damage to the car was a cracked
windshield. For years the photo
(actually a slide) was lost but I rediscovered it late last fall.
Accompanying the night-time
photo is a picture taken earlier in the
day of Tim. You will note he is
standing in a hole, with a patch of red
at his feet. The patch of red is actually the roof of his ‘66 Belvedere. Oh
yes, I forgot to mention that Tim is 6
feet, 5 inches tall. That should give
you a little perspective as to how
deep the car was buried by the March
Blizzard of ‘66.
-- Jim Benjaminson
Featured is the 1928 Q roadster of
POC Founder-Director Jay Fisher
FROM AUTOMOBILE TOPICS
DECEMBER, 1960
-11-
The Oddball
Button, Button
by Andy Weimann
[email protected]
T
he inspiration for this month’s article came from club
member Joe Davis in Baltimore. His search for 1940
Plymouth items prompted me to remember the buttons and ribbons which were available for that model year. So, without
further ado, I’ll do my best to identify most of the buttons. If
I’ve missed identification by a year or so, please forgive me
and feel free to straighten me out. I’ve noted a few duplicates,
and would sell them if someone has an interest. Please ask.
We will go left to right, top to bottom.
Hotter than a
firecracker
(3), 1940; Cream
always…top, late
‘30s; Road Runner,
1968; Plymouth’s
got it, 1939?; Great
Day, 1938; VIP,
Worlds Fair 1964;
Great Road Runner,
1968; Win
over…beat (holographic) 1968;
Convoy, 1978?; Our
75s, 1975
2.
1000 Proof, ‘80s; These Guys are dealing!, 1992; Road Runner,
1968; College rebates, 1988; Service rebates, 1991; Let yourself
go, circa ‘66; Plymouth Pride’s inside, ‘80s; Just Looking, 1989; To be
the Best, 1985; Quiet Roomy Wagon, 1957; Plymouth tells it like it is,
1969; Plymouth flag, 1938; holographic Dealers…Dare to compare,
‘70s; Shake up your thinking (CP holographic), late ‘60s; Starts with me,
factory handout button, ‘80s; and Plymouth tell it, 1969; We know what’s
best, ‘80s; Blue & White,1988; Safety Check, 1965; Totally New, 1976;
Going …Fast, ‘80’; Good people, 1988; Busters, 1987; Pride is back,
‘80s; Crystal key performer, 1988
3.
American Beauty, 1951-2; Plymouth’s Got It, 1939; Turner
Station, early ‘30s; The Jewel… 1953; Plymouth Presents
(holographic) [Presents/Gyroscope]; Peak of Perfection, 1936;
Chrysler Fire Department, ‘30s; Great Day, 1938; Satellite smile,
circa early ‘70s; Darlington Raceway, 1956; Four Years Better,
1946; Bigger Finer, 1937; Extra Care, 1973; Rings the Bell, 50?;
#43, ?; Red Plymouth emblem, early ‘30s; Certified Pro, ?; The 1
for ‘41, 1941; Cricket, 1972; New 6, 1933-34; Happiness, circa
‘70s; Super Star Deals, 1974; Try a Ride, 1936?; Duster Smilesville,
circa early ‘70s
1.
9.
Approximately
85 aftermarket
pins.
-12-
DeSoto for ‘56; ‘30s DeSoto; Forward Look, 1957; Chrysler
Booster, 75; Chrysler pin, ‘30s; Chrysler Corporation, ?; DeSoto 2
for 1, 1941; Chrysler Corp Used Cars; Chrysler for 1939; Chrysler for
1937; I’m Buster, circa 67; Detroit booster button, circa 67; Extra Care,
1975; Fire Dome key ring, ‘50s; Extra Care, 1975; Fire Squad, wartime;
Mack Avenue Stamping Plant knife, ‘80s
5.
NSID
award,
6.
Plymouth Jewels (2), 1953; Track meet, 1965; Plymouth
Presents (holographic) 1952; Plymouth the jewel, 1953; HyStyle, 1954; Plymouth Valiant, 1961; Joy to You, 1973; 5-50, 1982
4.
?;
Miscellaneous
pins, “caution” plate
courtesy of
Jay Fisher;
Rose Bowl
game tie clip,
1964;
Plymouth is
out to win you
over, 1969; Running Mates, circa 1975
Y’all
drive
careful, ‘70s;
Sterling
Stamping Plant
keyring, 1984;
Powerstyle
Chrysler, circa
1955; Penny
pinching, 80’s;
1970 Hemi
‘Cuda sugar
bag; Quality is
home to stay, ‘80s; Contractor’s badge, 1955; holographic ChryslerPlymouth-Imperial 1969; key chain, ‘30s-‘40s; oil change reminder, 1967
8.
Jefferson plant badge, ?; Plymouth Salesman League pin,
‘50s; two Chrysler plant badges, ‘20s-early ‘30s; Chrysler
Corp. Fire Department; Plymouth plant badge; Reno, NV, convention, 1973; matching front and rear 1958; Jefferson plant badge;
Chrysler defense fund; Chrysler male choir; Trenton Engine
Division, late ‘50s; early ‘50s tie clip; Chrysler Corp. patrolman’s
badge; 1969 parts managers club; Chrysler
Corp. Sergeant badge; three additional
Plymouth employee pins; Chrysler Tank
Arsenal plant badge, wartime; Master Tech 9year tie clip, 1957 ; Plymouth ‘50s pin;
Chrysler Master Tech conference leader, ‘50s;
Chrysler Tank supervisor badge, wartime;
Chrysler Corp. Ohio Stamping Plant badge;
Plymouth carburetor tag (ask Earl Buton);
Chrysler office, early ‘30s; Allstar Medallion
Salesmen Club, ‘60s; Parts Manager Club, ?;
Master Tech pins
7.
Beep-beep horn ring center, ?;
MoPar fuses, 74; Dodge
Adventurer keyring; No. 1 in vans, 1973;
Import Specialist, 1979; Chrysler Life
Insurance matches; pen - DeSoto,
Diamond T, Plymouth, circa ‘60s;
Plymouth 4 & 6, ?; MoPar oil filter
sticker, 1951; Barracuda Club meet
plaque, Shock Absorbers, 1965; Nobody,
Hanover Chrysler-Plymouth,, ‘70s;
Dodge Trucks razor blades circa ‘55;
Chrysler Mitsubishi ‘80s key
10.
-13-
Regional Report
NATIONAL VICE PRESIDENT
(responsible for regions)
Bobbi Berkheimer
Buckeye Region
LET’S HOPE that 2012 is a sunnier and
drier year than 2011. Last year, Ohio
had more rain than any other year since
weather statistics were collected. You
can assume what all that rain did for car
show activity. Our Buckeye group got
rained on at two of our events.
We are anxious to get through winter and return to warmer weather. We
have again decided to hold our All
Mopar Show at club member Jerry
Burrey’s Hardin County Chrysler dealership. Last year’s event got a huge dose
of rain.
Last July some members attended a
car show at the home and grounds of
another local car enthusiast. The
Buckeye Region had a special area set
aside for POC members to show their
cars. Rain also got the best of that outBUCKEYE REGION
Ron Thomann
8001 Schott Rd.
Westerville, OH 43081 (614) 895-2319
[email protected]
CAROLINA REGION
Greg Errett
PO Box 2511
Winston-Salem, NC 27102
CASCADE PACIFIC REGION
ing. In spite of the rain, about 350 cars
were present.
Several members of our Buckeye
group are working feverishly to finish
restorations for the 2012 season.
Last, but not least, our Buckeye
Region is giving thought and consideration to hosting a National POC meet in
Dayton, Ohio. There is a lot to ponder
yet, so no decision has been made.
– Ron Thomann
Carolina Region
ON THANKSGIVING SATURDAY, we held
our club’s last event of the year, our
annual appreciation dinner at Punchy’s
Diner in Concord, North Carolina. We
had a good turnout and lots of good
food. Punchy’s is a ‘50s-style diner
with good old-fashioned “Amerifood.”
We had a short meeting while wait-
FLORIDA SUNSHINE REGION
Michael Bonadonna
455 North Cherry Pop Drive
Inverness, FL 34453-7975
(352) 341-1019
[email protected]
Seventeen-year-old club member Trey
Mitchem won the North Carolina State Art
Competition with the above picture. Way to
go Trey; this is great artwork of a nice looking Plymouth Barracuda! Below is a picture
of Trey’s real Barracuda, the car he inherited from his granddad, Dean Mitchem.
LINCOLN LAND REGION
PA OIL VALLEY REGION
Ed Lanfer
6201 Wade Avenue
St. Louis, MO 63139 (314) 704-5608
Jim Stoudt
1290 Bankson Rd.
Oil City, PA 16301 (814) 676-6678
[email protected]
[email protected]
LONE STAR REGION
PRAIRIE REGION
Kenneth Wilson
312 Bagshaw Court
San Jose, CA 95123
(408) 227-1837
[email protected]
Mike Morrison
PO Box 3218
Bandera, TX 78003
(916) 205-8099
[email protected]
Frank Shemek
11901 South 34th St.
Bellevue, NE 68123
(402) 291-4834
GRAND CANYON REGION
LONG ISLAND REGION
R O C K Y MOUNTAIN REGION
GOLDEN STATE REGION
Bob Westphal
10503 NE 36th Ave.
Vancouver, WA 98686
(360)334-6037 / (425) 231-3608
Tony Tricoci
10206 South 43rd Court
Phoenix, AZ 85044 (480) 893-8687
Peter Marks
47 Flintlock Drive
Shirley, NY 11967
[email protected]
[email protected]
COLONIAL REGION
[email protected]
Wayne Kreps
8911 Ithaca Way
Westminster, CO 80031
(303) 427-5543
[email protected]
HEART OF AMERICA REGION
MID-ATLANTIC REGION
Mike Schaefer
12221 NE 136th
Kearney, MO 64060
Harvey Rapp
7105 Rivers Edge Road
Columbia,MD 21044
DAIRYLAND REGION
www.plymouthclub.com
Richard Tetzlaff
23383 Malanie Trail North
Scandia, MN 55073-9745
MID-IOWA REGION
(612) 759 2103 [email protected]
Winter: R.Ramberg [email protected]
Judy Whitman
3326 Hancock Rd,
Williamstown, MA. 01267
Tom Wagner
4913 Foxwood Blvd.
Lakeland, FL 33810 (Dec 1-May 1)
(920) 285-2660, cell [email protected]
DELAWA R E VALLEY REGION
Warren Nelson
643 Pierre Ave.
Mantua, NJ 08051
DETROIT REGION
Joseph B. Lewis, editor
9145 Hazelton
Redford, MI 48239
HOOSIER REGION
Kevin Reeves, President
5268 W. 500 S.
Westpoint, IN 47992 / (765) 714-0255
Bob Coburn
2434 E. Madison Ave.
Des Moines, IA 50317-4139
[email protected]
TA L L PINES REGION
TULSA REGION
Jerry Burch
1111 South Florence Ave.
Tulsa, OK 74104-4104
Jan Peel, Editor, [email protected]
MISSOURI "Show Me” REGION
[email protected]
HUDSON VALLEY REGION
Tommy G. Pike
1602 East Dale
Springfield, MO 65803
UNITED KINGDOM REGION
Richard Wahrendorff
1471 Rt. 213
Ulster Park, NY 12487
[email protected]
[email protected] (Loyd Groshong)
Barry Reece
“The Meadows” Cookley Halesworth,
Suffolk IP19 0LU, ENGLAND.
tel/fax: 01986-784305
[email protected]
Russ Nardi, pres: (586) 566-5838
[email protected]
-14-
ing on our food to be served. All in
attendance were thanked for their work
during the 2011 club year. Those who
worked at the annual car show and
attended three meetings or more had
their meal paid for.
We donated $50 to the food bankhelping ministries in the four counties
where we have our most active member– Dean Yates
ship.
Cascade Pacific Region
WE BEGAN our November 22 meeting
with our annual potluck holiday dinner
with 57 people in attendance.
President Mike Bade thanked Retha
Harden for organizing the dinner. along
with 12 others who helped her.
Under Member Care, Lorraine
Griffey reported that Bob and Yvonne
Westphal were recovering, respectively,
from ankle surgery and a knee replacement. Members voted to deliver a cooler of food to them.
Gary Rusher introduced the slate of
officers for 2012: Bob Westphal, president; Jerry Dixon, vice-president;
Joanne Dixon, board meeting secretary;
Donna Bade, membership meeting secretary; Dolores Call, treasurer; Marlo
Edman, member-at-large; and Mike
Bade, chair of the board. The slate of
officers was elected unanimously.
Events and activities for 2012 were
announced and discussed.
Outgoing president Mike Bade recognized 12 members, thanking them for
what they had done in 2011 to make the
year a success.
Gary Rusher recognized Mike Bade
for his two years of dedication to our
CPPC, especially the fantastic job he did
in chairing the 2010 National Summer
– Donna Bade
Meet.
Colonial Region
WELL, THIS IS MY SWAN SONG. My
presidency came to an end as of
December 31, 2011, after serving for 21
years! During my term, we have done
many, many things and have had so
much fun. We have hosted three national meets and hosted the first leg of the
cross-country tour.
As I sit here pondering my final
President’s Ponderings, what memories
come to mind. I remember how I got
into this position. Back in 1989, Warren
Richardson, then president, had suggested that we host a national meet. Jane
Palmer and I did a considerable amount
of leg-work for the meet. We were new
to this but I think we did a super job.
Anyone who was there will remember
the eight inches of rain that fell in a 24hour period on judging day. We got
through it!
Soon after this, Warren was seriously ill and out of commission. I started
heading up the meetings just to keep the
region going and the rest is history, as
they say! Oh, the miles we have driven,
the many cars we have driven, the roads
we have been on, the places we have
visited, the mountains we have climbed,
the friends we have made, the members
we have gained and the members we
have lost along the way. I have to say it
has been a memorable ride all the way.
Thank you, Colonial Region members, for the 21-year ride, but it is time
to leave. I wish you well, Judy, as you
lead us into this new season of going
down the road in your Plymouth!
– Betty Kibbe
TEN MEMBERS plus guests from the
Metropolitan Club met at the Nichols’
home to begin our October 16 tour.
After stopping at Dinky’s for breakfast,
we continued on to the Tower Hill
Botanical Gardens. We then visited the
Stone Church before concluding with
ice cream.
Eighteen members were present for
our December 4 meeting and Christmas
party. Following reports, Betty
reviewed regional newsletters and other
correspondence. Elections took place.
The new officers are: Judy Whitman,
president; Doug Crook, vice-president;
Jane and Don Palmer, secretaries; and
Don Kibbe, treasurer.
– Jane Palmer
THIS IS CERTAINLY a new year in more
ways than one. As the newly elected
president, I will try to do a decent job.
Betty had a lot more practice as president, and I don’t intend to practice for
21 years.
We did have a fun Christmas party
at Don and Jane Palmer’s home. They
are very gracious to host every year.
Our tribute to Betty’s retirement as president was nice. She was given a large
cake (so she could take some home), a
coveted gift certificate to the Steaming
-15-
Tender Restaurant and an engraved
pewter bookmark as a permanent
memento. Good job, Betty!
– Judy Whitman
Dairyland Region
THIRTY-ONE MEMBERS and guests
attended the 2011 Dairyland annual banquet held this year on November 12 in
Reedsburg, Wisconsin, with Jim and Jan
Mitchell as this year’s hosts. The dinner
was buffet style with a really good quality of food and service.
Following dinner the annual business meeting was held which included
election of officers. President Tom
Wagner accepted a one-year extension
of his current term. Art Krowlikowski
is the new vice-president filling out the
previous vice-president’s term, as he
was unable to continue in office. Ed
Wilkinson is the new secretary and Teri
Tarwood will continue as treasurer.
Following the adjournment, our
Annual Men’s Bake-off was held in
which the men of the club bake goods to
be sold at auction to raise funds for the
club. The person who sold his goodies
for the highest amount this year was Bill
Schlaak. Thanks go to Jim and Jan
Mitchell for a great banquet.
– Jeff Tarwood
Delaware Valley Region
PRESIDENT BILL TROPIA initiated our
November meeting with eight members
present.
Nominations for the 2012 officer
positions were posted and elections
were held at our Christmas party.
Elected were Warren Nelson, president;
Ed Micallef, vice-president; Hank
DeMayo, secretary; and Dave Geise,
treasurer and membership secretary.
Frank Mollo and Warren Hughart carry
on as technical advisor and newsletter
editor, respectively.
Ed Micallef reported on the award
our club is to present to a student at the
trade school where he is a teacher.
During Tech Talk, Frank Mollo
made a presentation of the latest information on motor oils and corrected the
notation in the previous minutes concerning oils not to use: “before 1930”
should read “after 1930.” Bill Barrett
informed us of a dealer in discounted
Mopar parts after 1985:
WholesaleMopar.com. – Hank DeMayo
MY TERM AS PRESIDENT ended in
December when my colleague Warren
Nelson was elected to replace me in that
position…
It was my pleasure to serve … We
can look back with some satisfaction at
many of the things that occurred during
my time as president. We saw the
upheaval that shook the auto industry
and caused our friends at Jarrett Dodge
to lose their franchise. To their great
credit, they have survived and continue
to support the car show that takes place
there every June.
In addition, through the efforts of
Joe Hernandez, we have established a
really nice car show at Videon ChryslerDodge-Jeep. It is nice that such a show
has been organized; there are so few of
them in the southwestern suburbs of
Philadelphia and it is in a location that
is easily accessible to members from
Delaware and southern New Jersey.
Lastly, there is the show that was
started at Mt. Ephraim Dodge-ChryslerJeep. Although the first year’s show
took place under a cloud (literally),
there seems to be support from the dealership to continue.
Of course, I can look back with
much gratitude at the annual Christmas
party that Lorraine and Larry Nuesch
have so graciously hosted for so many
years. Without them, organizing such a
successful social event would have been
much more difficult. My sincere thanks
to both of them for their hospitality and
warmth.
No one person can take credit for
everything, certainly not me. People
like Hank DeMayo, Dave Geise, Warren
Barcalow, Bill Barrett and Warren and
Cindy Hughart deserve great credit and
recognition for what they do so well.
Lastly, I would like to acknowledge
the guidance of Joe Hernandez who,
along with the late Jim Carmine, acted
as my mentor. Whenever I had doubts
about what was happening in the club or
with my ability to handle events, they
always stepped in with advice and
assured me that the direction was good.
I am eternally grateful to them for their
support and encouragement.
The Delaware Valley Region may
not be as active as many others in the
country, but it has a solid core of really
good people. I hope very much that it
will continue and perhaps grow as we
look to the future. Thanks again to
everyone for allowing me to be part of
– Bill Tropia
things.
Detroit Region
PRESIDENT RUSS NARDI called our
November meeting to order at Little
Daddy’s Restaurant in Bloomfield Hills,
Michigan, with 13 members present.
Dennis Oleksiak reported that the host
hotel for the 2014 National Summer
Meet will be the Hilton Garden Inn
located in downtown Port Huron,
Michigan. The dates of the meet will be
discussed with the Delaware Valley
Region to see if some of their members
will attend, since they traditionally
attend their Macungie, Pennsylvania,
meet at that time. At this time, the club
is discussing whether to have a “Junk
out of the Trunk” swap meet or having
it on a particular day and time.
President Nardi opened a discussion on
the meet by passing out a master assignment plan. The membership settled on
July 21 and July 28, 2014 as the preferred dates.
Nominations for 2012 officers were
announced for election at the December
meeting.
PRESIDENT RUSS NARDI called the
December meeting to order at the home
of Don Williams with 15 members present.
Prior to the start of this month’s
meeting, the club toured Don’s enormous garage and car collection and then
were treated to an extremely elaborate
model railroad display, which mirrors
his childhood town of Altoona,
Pennsylvania. The train room is the
entire second floor of his garage and
includes walls decorated with Lionel
trains. It is awesome!
The 2012 Detroit Region officers
are: Russ Nardi, president; Ron Kline,
vice-president; Joe Lewis, secretary;
Paul Curtis, recording secretary; Dennis
Oleksiak, treasurer; and Ed Ungerman,
sergeant-at-arms.
During Tool Tech Time, Marv
Raguse led a conversation on the new
“long-life anti-freeze for the older
antique vehicles. Those wanting the
original formula can get it in the Peak
-16-
brand sold at Advance Auto Parts stores.
– Paul Curtis
Florida Sunshine Region
IT’S BEEN A BUSY FALL with an open
show in Jacksonville put on by the
Cruisin’ Mopars and the AACA. Called
the Pumpkin Run, it is a show open to
all makes. There was also an all-Mopar
show at the Garlits Museum put on by
the Florida Mopar Association.
The Pumpkin Run is a new show
held on a farm in Ocala’s horse country.
The weather did not cooperate, but
despite the rain, about 600 cars participated in one way or another. POC
members Ken McNally (late model
Charger), Doug Beals and Mike
Bonadonna (‘65 Sport Fury) participated
in the event.
The Garlits show was, by far, one of
the best Mopar shows in the state of
Florida, with about 220 participants.
Ken McNally and Jim Wynn (‘39 P8
sedan) won first place in their classes
and Mike Bonadonna won third place.
Three other members attended but did
not show cars.
IN THE BEGINNING OF DECEMBER we
toured the private collection of Charles
Sirmans, housed in five locations near
his home in Conyers, Georgia. The collection, amassed over the past 35 years,
comprises of about 75 cars. Some are in
excellent show condition, a few are
project cars, but most are original survivor cars with some normal wear and
tear.
Charles Sirmans and his ‘41 two-door
Plymouths in the collection include
a ‘30s truck, a ‘39 convertible, a beautifully restored ‘41 two-door sedan, a ‘49,
a ‘55 and a ‘56, a ‘61 convertible in
pretty rough shape on which they were
beginning work, a ‘62 Valiant purchased
from the original owner, two ‘65 Furys,
a ‘65 Barracuda, a recently painted ‘65
Belvedere, a stock ‘66 Belvedere II, two
more ‘Cudas, a Duster and a ‘83 Scamp
pickup. Among other Mopars are a
Chrysler Airflow and a rare ‘61 DeSoto.
It was a most interesting weekend
and well worth the trip.
– Mike Bonadonna
Golden State Region
GREAT WEATHER WAS ENJOYED by those
of us who toured to our annual meeting
location at Rancho Grande Park,
California, which was attended by 10
members.
Among the many housekeeping
items on the agenda the following were
addressed:
The Orange Wood adopt-a-family
club donation continues to be a wellreceived and worthwhile participation
by our organization. Approval was given
to increase from the club’s donation this
year.
No scholarship submittals were
received for 2010-2011 period. $500
scholarship funding is approved to be
set aside for the 2011-2012 period. It
was suggested that we broaden the
scholarship field. We decided to
announce solicitations early next year
for application submittal. Tod Fitch
noted this program is part of our taxfree basis. Ken Wilson is to post
reminders and recommendations for
scholarship submittals.
To encourage membership growth,
our club will offer a year’s free membership to any member who signs up
three new members to the region. Nick
DeSimone indicated that he gives out a
POC BULLETIN with a POC application
to persons who show interest in
Plymouths at events he attends.
– Ken Wilson
Grand Canyon Region
OUR DECEMBER MEETING was held at
the home of Tony and Barbara Tricoci in
Phoenix, Arizona, with ten members
present.
Following reports, discussion was
held regarding hosting a national meet
in 2013. Tucson was decided upon as
the location and April 12-14 as the first
choice of dates. President Tony Tricoci
asked for a commitment from all those
present and all agreed they would be
willing to help. Many volunteered for
specific duties.
Bob Bickel brought the new flyers
he had printed up and distributed them
to those present for handing out at
future events they attend with the intent
of recruiting new members.
OUR HOLIDAY LUNCHEON this year was
again hosted by Tony and Barbara
Tricoci. They provided the turkey and
ham, and everyone else contributed to
the potluck menu resulting in a sumptuous and satisfying holiday meal. After
the meal there was a gift exchange and,
as an extra treat this year, Donna
brought some celebratory “crackers” for
us to “crack” apart and find the prize
inside.
– Donna Bickel
THE JANUARY MEETING was called to
order by the president, Tony Tricoci,
thanking Richard and Carol Tetzlaff for
hosting the meeting at their residence.
The Treasurer stated, via email, that
the new Grand Canyon Region flyers
were distributed to Plymouth car owners
attending the recent Glendale and Indian
School Road meets. Flyers will be distributed at the upcoming car shows and
meets being held in 2012 in Phoenix
and Tucson.
The president informed members
that national Plymouth Owners Club
headquarters has approved the Grand
Canyon Region holding a national meet
from April 12-14, 2013. He then called
on the meet director, Harold Norton, to
brief the members on holding a meet in
Tucson. Extensive discussio followed
with many taking on specific duties.
During Tech Time, Frank Johnston
reported that he found some very interesting hub caps at recent car and swap
meets in the Phoenix area. The unusual
hub caps were for (a) 1933 Plymouth,
1968-69 Plymouth, (b) a 1970 Dodge
truck and (c) a unique 1960s Australian
Chrysler car. Frank pointed out the
unique features of each hubcap, particularly the imprint of CHRYSLER
AUSTRALIA on the hubcap.
– Harold Norton
-17-
Heart of America Region
DECEMBER 3 LOOMED DARK AND DREARY
with rain falling most of the day and
into the night, but that didn’t dampen
our spirits nor deter us from a fun-filled
evening at Santa Fe Café on the old
Santa Fe Trail in Overland Park,
Kansas. Thirty-four members and six
guests enjoyed the good food and festivities.
Following the meal, we moved
chairs to form a large circle. President
Mike Schaefer presented the 2011
Points Performance Award to Steve
Conrad. The three recipients of the Don
Wood Perfect Attendance Award were
Jim Gustafson, Jerry and Doris Elwood
and Russ Jenkins.
Everyone had fun with the white
elephant gift exchange. The hot item
was a headlight used for working on
cars. Virginia Penrod bemoaned that it
had been retired before she got a chance
to “do her Christmas shopping for
Leroy.” Another hot item was a huge
stuffed reindeer. Jesse Schaefer was
thrilled with the burlap bag in which his
gift was wrapped, as it was something
he was needing. Carol Stewart and Jim
Gustafson tussled over a junkyard jigsaw puzzle. I believe the final decision
was that Jim would bring it over and eat
Carol’s chocolates as they’d work on it
together.
Door prizes were given out and a
number of lucky persons got to take
home the poinsettias and candles that
had been on the tables. It was a good
start to the holidays. – Winona Krenzer
OUR MEETING ROOM was filled to overflowing for our January meeting with 35
members and three guests present.
President Mike Schaefer started
things off with some levity, presenting
Ron Holloway with two checkered flags
for his having driven around the Kansas
Speedway track with his ‘52 Plymouth.
We then sang “Happy Birthday” to
Leroy Penrod who, along with Elvis,
was celebrating his birthday that day.
Following reports, Jim Gustafson
gave the day’s tips on tires, wheels and
hubcaps: Tires should be replaced every
8-10 years, no matter how worn.
Radials on old wheels are dangerous
and can cause stress or splitting. It is
best to put on new steel wheels that are
designed for these tires. If a hubcap
comes loose or twists, put silicone on
the rim or silicone with Velcro to the
hubcap and rim.
The rest of the meeting was devoted
to discussion of our National Touring
Meet which will be held September 1922 with Ron Holloway as the chair.
We’ve decided on the Embassy Suites,
south of the Kansas City Airport as our
– Ron Holloway
host hotel.
Hoosier Region
OUR CHRISTMAS PARTY was attended by
27 members.
After our meal, President Kevin
Reeves brought the meeting to order.
He announced that national meets will
be in Missouri in 2012 and in Michigan
in 2013. Different ideas were passed
around for tours in 2012: Rushville
Covered Bridge Tour, May 31-June 2 in
Middlesburg, Indiana, Wallace Model Ts
and the 2012 Air/Car Show.
Jan Peel gave Kevin the “Good
Egg” award for putting up with all of us.
He took it in his usual good humor.
Bob Van Buskirk read some of
Little Orphan Annie to us. He always
picks good subjects. We then chose
from the wrapped gifts that had been
brought. Some exchanges were made.
Kevin Reeves adjourned the meet– Jan Peel
ing.
WELL, IT SEEMS LIKE it was
Louie Pippin’s lucky day,
winning one of the door
prizes and the 50/50. Jan tried
her best to get Louie to share but he just
politely declined with his usual twinkle
in his eye.
– Unknown Mouse in the Corner
Lincoln Land Region
WE HAD A FULL YEAR of activities in
2011. After a rainy spring, our picnic
was rained out at Beaver Dam Park.
Some of us made it to the national
meets in California and Minnesota.
Long Island Region
The club made it to Altamont,
Pinckneyville, Arcola, Goodfield and
Cuba, Missouri, with the help of the
Show Me Region in addition to
Pocahontas, Illinois.
– Ed Lanfer
Lone Star Region
HAPPY NEW YEAR from Lone Star
Region members. This is my first
attempt at a president’s message. I have
been working with the rest of the new
board: vice-president Mark Ballard, secretary Marc Honey and treasurer Carl
Bradley. Carl is the only returning
member of the board, and it is good to
have a stabilizing individual such as
Carl. Valerie Ballard has volunteered
for the staff position of newsletter editor
and we all are so delighted because of
her expertise with computers.
We have been communicating and
exchanging ideas. All of these are still
on the drawing board, so to speak, but
things that we feel would be good for
the membership. Some of the topics we
have been sharing are a membership
director, the possibility of mailing (via
the post office) the newsletter to members and a competition for a free annual
membership.
I would like to thank Van and Mary
Massirer for the hard work they have
done while serving as president and secretary for the last three years. Van has
blazed the trail that makes it a lot easier
for me to step into this position. Not
only did he start the club, but he was
also the ambassador between LSR and
the national board. I have taken the liberty to ask him to maintain that relationship that he has with them and be the
liaison with the national POC.
We as the new board are excited
about the prospects of the coming year,
and we look forward to meeting each of
you someplace along the Plymouth
Highway.
WE WELCOME new members Cindi and
Albert Davis and their unrestored 1940
– Mike Morrison
P9 coupe.
-18-
OUR NOVEMBER MEETING was called to
order with 14 members present.
Correspondence consisted of numerous newsletters for various regions and
the AACA.
President Pete Marks appointed
Paul Chalupa to be membership coordinator to contact all past and prospective
members as to future meeting dates and
club functions.
Old business involved the discussion of the ongoing search for a venue
for a club car show for next year. New
business started with the setting of the
date, time and place for the annual
Christmas brunch.
Also under new business, it was
moved that all current officers continue
to serve in their capacities for next year.
The motion was unanimously approved.
– Dave Wegenaar
ON SUNDAY, DECEMBER 11, our club
had its annual Christmas luncheon, this
time at the Moriches Bay Diner.
Because of the great weather, we were
able to converge on this new venue with
our vintage Mopars. Twenty-one members and guests filled up three large
tables in the diner. Many jokes and a
great deal of laughter were exchanged
during the course of the repast. The
entire room at the diner joined us in
singing "Happy Birthday" to Christina
Schnettler, who was presented with a
birthday cake by the diner. Ed Sachs
was threatened with banishment to the
"kid's Table" for an accidental faux pas,
and Mike Nisi was admonished for
blowing straw wrappers at other people.
Mike Bridgwood's '53 Belvedere was
equipped with a P.A. system which
played a number of seasonal songs.
Some formal business was actually
acted upon by the membership, when a
motion that Max Schnettler would be
required to wear a necktie at future
meetings was unanimously passed.
Needless to say, a great deal of fun was
had by all who attended. – Pete Marks
THE JANUARY FOURTH MEETING was
called to order with 14 members present.
In his report, President Marks stated
that he had spoken to newly elected
Islip Town Supervisor Croce concerning
the future of the Saturday evening
cruise-ins held at Islip Town Hall.
Supervisor Croce is in favor of continuing these cruise-ins. The search continues for a venue for a future car show.
Thus far we have not been able to
secure one.
Recently a friend of a good number
of our members purchased a 1948
Packard. A lenthy discussion followed
regarding his experience with an
appraiser. Be careful, have the car
checked out by someone you can trust,
and don’t get emotionally involved.
– Dave Wegenaar
Mid-Atlantic Region
WE HELD OUR OCTOBER MEETING at
Baughers Restaurant in Westminster,
Maryland, with 25 members attending.
Following reports, discussion took
place on 2012 activities, national judging guidelines, nominations for 2012,
and our annual Christmas party.
WE HELD OUR NOVEMBER MEETING at
the First Lutheran Church in Ellicott
City, Maryland. Thirty-five members
and guests attended.
Following a covered dish lunch, the
meeting was called to order by President
Dianne Taylor. Jean Gregory thanked
Leanie Blake and Phyllis Lott for the
use of the church social hall for the
afternoon. She also thanked Fran Byard
and Sandy Resch for setting up for the
meeting.
Jean Gregory then reviewed the proposed 2012 activities with the group.
Various details must be resolved, particularly for the overnight trips. Harvey
Rapp suggested a tour based on the
anniversary of the War of 1812 and Fort
McHenry. The proposed activities were
basically accepted as presented.
Roy Kidwell and David Young
reported on the results of their efforts in
obtaining nominations and the subsequent election of 2012 officers. The
results were: Harvey Rapp, president;
Paul Connolly, vice-president; Adam
Neilson, treasurer; Karen Fowler, secretary.
Dianne reported that four members
had responded, as requested by Bobbi
Berkheimer, national vice-president,
indicating interest in a spring 2012 tour
in Texas.
– Karen Fowler
Mid-Iowa Region
IN NOVEMBER, 16 members gathered at
Bob Coburn’s shop for an informative
seminar on batteries. Mike Breen, from
Interstate Batteries, volunteered his time
to speak on how and why batteries are
built differently. He instructed us on
their proper care and maintenance and
also laid to rest some old wives’ tales
about batteries.
Mike donated a device to the club
that maintains a battery’s charge while it
is in storage. It was decided to raffle it
off to a club member at the December
meeting. Club president, Bob Coburn,
thanked Mike for his time and contribution to the club.
John DeMoss impressed us with his
culinary art by preparing the meat for
the potluck dinner enjoyed by all.
DECEMBER FOUND US back in Bob’s
garage for another seminar. Jeff Cleere,
from KBS Coatings, talked about rustproofing and metal coatings. Jeff has a
complete line of products that clean,
prep and coat everything from a bare
frame to the inside of a gas tank and,
yes, even the garage floor. Those present were impressed with the products’
durability, affordability and the simplicity of application. Several members
have projects in mind for warmer
weather in which to apply what they’ve
learned.
A fun time followed with a raffle of
car-related items. These included two
rust-proofing kits donated by KBS coatings, won by John DeMoss and Ed
Lynam; and the battery tender donated
by Interstate Batteries and won by Bob
Coburn.
In keeping with our club tradition, a
collection was taken to be given to a
worthy family this Christmas season.
Thank you to all who donated.
OUR ANNUAL JANUARY PIZZA DINNER
was held at a new location this year,
since Spencer and Fran, our hosts for
the last several years, have retired from
their business. Twelve members found
their way to Corigliano's on January
22nd. The attendance was hindered by
freezing rain and snow falling outside of
central Iowa. Our host even allowed
Spencer to make the dessert pizza which
we can’t live without!
Bob Coburn held a short business
-19-
meeting. Plans were made for the
March and April meetings.
At last it was time to raffle off the
display model of a Hemi engine which
had served as our table center piece.
Jim Dooley is the proud winner. John
DeMoss won the Chrysler dealership
showroom display banner. Thanks to all
who donated items and participated.
Proceeds go for future club events.
– Nancy Jones
Prairie Region
OUR DECEMBER 3RD CHRISTMAS PARTY
at Chances R Restaurant in York,
Nebraska, was a success, with a small
group being able to make the drive.
Unfortunately, we did not have the best
weather, so it put a damper on some
people being able to come.
The food was great, as usual, and
the visiting with one another was even
better. Unfortunately we were not visited by Santa this year. He had to make
sure the Elves were keeping the sleigh
and its equipment up and running with
the bad weather. But everyone had a
good time. Due the small numbers, we
were all able to sit at one table and talk
to each other. The girls got to each hold
and spoil little Evelyn (seven-month-old
daughter of Val [Cutshall] and Brad
Koehler)… not that the older Evelyn
(Shemek) didn’t take her time with little
Evelyn.
A meeting was held with 16 attending. Following reports, a lively discussion took place regarding the national
club.
We discussed to whom we would
give donations this year, and they are as
follows: NE Rod & Custom
Association for a scholarship, The
Lighthouse, the Columbus and Holdrege
food pantries, Open Door Mission, and
the Friendship House.
With no nominations for the board
positions, members agreed to retain their
current position.
WE WELCOME Corey Olsberg as a member. Corey, who is restoring a 1965
Fury, grew up across the alley from Fred
and Alice Korb in Bennington,
Nebraska.
– Pam Fleming
Rocky Mountain Region
WE MET AT JOHNSON’S CORNER restau-
rant on January 8 for lunch and our
annual white elephant gift exchange.
Everyone enjoyed the meal and why
not, when you have such good company
to enjoy it with! There were 14 members in attendance.
Just what is a “white elephant” gift?
Well, it can be a wonderful surprise or
an “interesting” (groan) item. Such
gifts included a questionable scroll saw
and a box full of old ashtrays. On the
flip side, there was a nice Christmas
decoration and a new gingerbread house
baking stone. One person’s treasure is
another person’s… (uhmmmm).
I think this gift exchange is always
fun. It goes to prove the old saying:
“You can’t tell a white elephant by its
package.”
– Sandra Hicks
Tall Pines Region
WE HAD OUR LAST MEETING OF 2011 on
December 4, on the occasion of our
Early Holiday Banquet, held at the
Timber Lodge Steakhouse in
Bloomington, Minnesota. We had a
nice turnout of 18 members and their
modern cars. No old cars this year; it
had already snowed and the salt was on
the roads.
The Timber Lodge’s private party
room, with an inviting gas fireplace,
gave us a nice place to visit for a while.
After a time of socializing, we got down
to being seated to enjoy the fellowship
and food. After dinner, we did a little
table-hopping to visit some more, then it
was time for a short business meeting,
conducted by Tall Pines president, Rich
Tetzlaff.
We outlined some goals we would
like to achieve in our 2012 Touring
Schedule: On the way to the National
Meet in Missouri this year, we plan to
stop at the Dumont
Museum in Sigourney,
Iowa, to see the large collection of Oliver tractors
and Roy Rogers memorabilia. We will schedule a
trip to Duluth to call on
Roger McLean and
Marion Sundal, so they
don't have to drive so far
to meet us when we tour.
We will make the tour to
“Al’s Cruisin’ to the Lake”
show again this year.
A report from our
treasurer, Howard Cassidy,
indicates that we did very well on the
proceeds from our hosting of the 2011
National Fall Tour on this past Labor
Day. He also said we got a nice thankyou note from the Harrys, the people
who let us see their Franklin collection
as one of our tours during the national
meet. He also announced the sign-up of
a new member.
There was a call for election of
chapter officers. There being no new
volunteers or nominees, the current slate
of officers agreed to serve another term.
After adjournment, we drew numbers to see who would be getting which
gifts. There was a nice selection for
both men and women. Our thanks go to
Jack and Ginny Schultz for doing this
for us.
ED AND CARMON JUNEAU proudly
announce the birth of their first child,
baby boy Leo Edward Juneau. Little
Leo was born on December 23, 2011.
He weighed 8 lbs., 1 oz. and was 20-1/2
inches long. Mom, Dad, and Baby are
all doing well. We look forward to
meeting little Leo in person.
– Rog & Jean Ramberg
1988. Since then, Lawn Boy has been bought out by Toro.
In 1969, I bought a Montgomery Wards snowblower that
was made by Gilson.
The only reason I can think of as to why this tiller is
called “Plymouth” is because the factory was located in
Plymouth, Wisconsin.
The truck in the picture is my 1953 Dodge which I have
had since 1986. I am the second owner. The car is our 1965
Sport Fury which Jean and I bought new 46
years ago.
Lloyd Graves
Long Prairie, Minnesota
Plymouth tiller
A WHILE BACK, I bought a Plymouth garden tiller at an
auction. It was made by Gilson Bros. Manufacturing
Co. at Plymouth, Wisconsin. It seems that it could be
from the ‘50s or ‘60s.
I cleaned up the tiller and painted it. It even runs!
I found that the Gilson company sold out to Lawn Boy in
-20-
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“Where Neighbors are Friends” is
the motto of Plymouth, Iowa. It is
located north of Mason City with a
population of 409 in 2009.
In the atlas and on the computer I
found Plymouth, Kansas, located in
Lyons County, north of US50 and
Plymouth Township, Kansas, in
Russell County located on I-70 and
US 40.
Plymouth, Maine, is located 92
miles northeast of Portland, Maine.
Plymouth, Massachusetts, known as
“America’s Hometown,” was founded
in 1620 by the Pilgrims. The first
thanksgiving feast was held there. It is
approximately 40 miles southeast of
Boston.
Plymouth, Michigan, hosted the 1988 and 1998 Grand National Meets of the POC. Shown is
In Plymouth, Michigan, there are 12
the late Willard Stein and his Best of Show 1961 Fury at the 1988 meet. BULLETIN 172 beautiful parks. Located in Wayne
County, Plymouth was settled in 1825
by Bill Wells
and is near I-275 and State Route M-14.
Tifton, Georgia
Plymouth, Minnesota, is the sixth largest city in the state
[CAPTIONS BY THE PLYMOUTH BULLETIN EDITOR]
and was begun as a town in 1855. I-494, US169 and State
I N THE S EPTEMBER -O CT OBER 2011
2011 issue of the PLYMOUTH
Route MN 55 highways serve this location.
BULLETIN there is an article about Plymouth, Washington
Plymouth, Nebraska, is located in Jefferson County, south
99346, written by Woody Poor. This article caught my eye
of Lincoln on State Highway 4.
and I wondered if there were other towns in the USA named
Plymouth State University is located in Plymouth, New
Plymouth. I contacted Lanny Knutson, the BULLETIN editor,
Hampshire, on U.S. Route 3.
and he said an article about Plymouth towns in the USA had
Plymouth, New York, was settled around 1794. It is locatbeen written 20 or so years ago (BULLETIN 198 with followed northwest of Norwich and both are served by NY State
up in Issues 199, 203, 204 and 207 – ed.) and if I wanted to
Highway 23.
update it, he would be happy to print it in a future issue of
In North Carolina, Plymouth is located on the Roanoke
the BULLETIN.
River in Washington County. It is east of Rocky Mount and
I could not find a town named Plymouth in Alabama,
was established in 1787.
Alaska, Arizona, Arkansas, Colorado, Delaware, Georgia,
Plymouth, Ohio, is located in two counties, half in Huron
Hawaii, Idaho, Kentucky, Louisiana, Maryland, Mississippi,
and the half in Richland. It was established in 1815. It is the
Missouri, Montana, Nevada, New Jersey, New Mexico,
former headquarNorth and South Dakota, Oklahoma, Oregon, Rhode Island,
ters of the
Tennessee, Texas, South Carolina, Virginia and Wyoming. If
Plymouth
I missed one or more, please let me know.
Locomotive
Works, builder of
my journey across the USA has begun. California
railroad locomohas a town named Plymouth located on Highway
tives. The compa49 southeast of Sacramento and known as the
ny designed and
“Gateway to Shenandoah Valley.”
built an automoPlymouth, Connecticut, is north of Waterbury and is
bile named
served by state Highways 6, 72 and 262. It is historic and
Plymouth in the
named for Plymouth, Devon, England.
early part of the
Mt. Plymouth, Florida, was the site of an historic hotel and
last century (intergolf course. The hotel burned in 1986-87 and had been visited
esting reading and
by Al Capone, Connie Mack, Babe Ruth and Kate Smith. Mt.
history – check it
Plymouth is north of Orlando near Mt. Dora.
out). Also, there
In Illinois there is a town in Hancock County named
is Plymouth
Plymouth. It is 75 miles west of Peoria with a population of
Township located
562 in the 2000 census. It is located on State Route Highway
in Ashtabula
61.
County, Ohio.
Plymouth, Indiana, is located in the heart of the Midwest
Plymouth, England, the granddaddy of
Four miles
on the banks of the Yellow River. Located at the intersection
them all, with Gavin Upstill’s ‘60 Belvedere.
west of Wilkes
of US 30 and US 31, it was incorporated on April 25, 1873.
BULLETINs 254, 300
in the USA
So
GAVIN UPSTILL PHOTO
CHRYSLER CORPORATION PHOTO
Towns named Plymouth
-24-
LANNY KNUTSON PHOTO
Plymouth, Massachusetts, the first in
North America, was the site of the 1993
National Summer Meet and the starting point
of the 2003 Cross Country Tour. The 1993
executive of the host Colonial Region stop at
Plymouth Rock in Vinny Fernandez’s ‘41 P12
convertible. BULLETIN 202
Plymouth, Vermont,
Vermont, where Lanny Knutson
stopped on his return from the 1993 National
Summer Meet, was also visited by attendees
of the 2005 National Summer Meet.
BULLETINs 203, 275
Plymouth, Ohio, was the site of the 1990
National Summer Meet. BULLETIN 184
RON OLSON PHOTO
RON BRUBAKER PHOTO
Barre is the location of Plymouth, Pennsylvania, on the
Susquehanna River and it was incorporated in 1866. Also
Plymouth Meeting and Plymouth Valley are in the area.
In Box Elder County, Plymouth, Utah, was founded in
1869 near SR 13 and I-15. It is located in the northern part
of the state.
In August 1968, after visiting my wife’s family in New
Haven, Connecticut, we drove up to Plymouth, Vermont.
Since I am a presidential buff, I wanted to visit President
Calvin Coolidge’s birthplace and burial site. (A picture of
President Coolidge in Plymouth, Vermont, is shown.)
Located on the Kanawha River, along State Route 62
in Putnam County is Plymouth, West Virginia.
Plymouth, Washington 99346, was featured in
PLYMOUTH BULLETINs 304 and 310.
Along the Mullet River in Sheboygan County is
Plymouth, Wisconsin. In 1977 a large Holstein cow named
Antoinette was erected to observe the robust dairy industry
in the area. Plymouth is located near Fond
du Lac, Wisconsin.
That ends my journey for now. Hope
you enjoyed the trip!
PB
GERALD ELWOOD PHOTO
LANNY KNUTSON PHOTO
Plymouth, Minnesota, a suburb of
Minneapolis, was home to the late Ron Olson
and his ‘76 Volaré. BULLETIN 255
Plymouth, Kansas, with Gerald Elwood’s
‘40 P10 coupe. BULLETIN 203
Plymouth, New Hampshire, with Lanny
Knutson’s ‘49 sedan in 1993. BULLETIN 203
Plymouth, Illinois, with the ‘50 P20 sedan
of David Sallen, Fort Madison, Iowa.
BULLETIN 204
WAYNE COX PHOTO
DAVID SALLEN PHOTO
BOB VAN BUSKIRIK PHOTO
President Calvin Coolidge in his hometown
Plymouth, Indiana, where Bob and Wanda
Van Buskirk stopped with their ‘48 during the
2003 Cross Country Tour. BULLETIN 263
-25-
Plymouth, Washington, where Spanky Cox
stopped with his ‘62 Fury wagon during the
2003 Cross Country Tour. BULLETIN 263
Plymouth Dealerships
My hometown Chrysler-Plymouth dealer
I
grew up in
the small
town of
Burlington, New
Jersey, during the
1950s and 1960s.
Located about 20
miles south of
Trenton and sitting on the banks
of the Delaware
River, Burlington
was the capital of
the Colony of
New Jersey in
colonial times.
When I lived
there the population was about 10,000.
Chrysler was served in this little
town by Anderson Motors ChryslerPlymouth. The store was opened in
1932 by Elmer Anderson. According to
the Chrysler Corporation Service
Reporter, June 1940, Mr. Anderson had
started in the car business as a “grease
boy” in 1921. Through hard work and
initiative, he climbed the ladder from
grease boy to mechanic to shop foreman
and then service manager.
He opened up his own shop in
neighborhood barn in 1930 and two
years later accepted the opportunity to
become a Chrysler-Plymouth dealer.
His business prospered during the
Depression and, after moving to increasingly larger facilities, he eventually
bought the largest single story garage in
South Jersey. I was born in the early
‘50s and this is the facility with which I
was familiar.
The dealership was unique in that it
was located in the middle of the block
on High Street with no outside lot;
everything was inside. When you
pulled into the service area, the used car
inventory was across from the workshop.
My dad bought several cars from
Mr. Anderson and the two of them, as
well as Mr. Anderson’s son-in-law, Ed
Richards, were friends. I inherited my
love of Chrysler from Dad and I spent a
lot of time at the dealership. Messrs.
Anderson and Richards would always
say hello and answer any questions a
young car nut had. When the 1967
Sport Fury Fastop came out, it became,
and still remains, my favorite car. I
would walk over to the dealership from
school and just sit in the ones that the
dealership had gotten in and never was
there a problem with me doing that.
I moved to Texas in 1968. Just
recently I have reconnected with my old
home town through Facebook. Thanks
to a contact I made, I was able to find
the daughter of Ed Richards (Mr.
Anderson’s son-in-law) and she kindly
provided copies of several photographs
of the dealership, circa 1949. I also
found that the store closed in 1974 when
Mr. Anderson retired. Even though the
pictures were taken a few years before I
was born, they brought many happy
memories of my youth and my hometown Chrysler-Plymouth dealer. I don’t
think they make them like this anymore.
– Michael Owens
Austin, Texas
Texas
Elmer Anderson, proprietor, with a Chrysler Town & Country convertible.
-26-
Service Department
and used cars.
The Service staff. Mr. Anderson’s son-in-law, Ed Richards, is on the far right, first
row.
Service Department
and used cars.
-27-
A 1949 Plymouth on the service hoist.
cess, which was very welcome for the
struggling Chrysler Corporation. The
Fury two-door was then conceived as
a lower-end car. The model ranges
were introduced for model year 1975
and ran until model year 1978 (and
with some exceptions until 1979).
The two-door models can be found
in several versions:
1) R and W: The Plymouth Fury and
Dodge Coronet two-doors differed in
details only. Both have fronts identical to those of their four-door brothers. The 1975 Coronet two-door was
relabeled Charger for 1976 and
Monaco for 1977.
2) X and S: Chrysler Cordoba and
Dodge Charger SE are much more
luxurious models that look alike but
have styling that clearly distinguishes
them from the R and W models. In
1978 there was the Dodge Magnum
XE. It has the rear end of the Charger
SE but a completely restyled nose. In
my opinion it is a very beautiful car
indeed.
Nowadays, should you meet a ‘75-78 Fury or
Coronet/Monaco as either a two- or a four-door, please treat it
with respect, because so few have survived over the years.
One important factor for this reality is that when these cars
were built, Chrysler was going through meager years, and the
quality of its products suffered. Corrosion is the main killer.
My Green Friend
by Ewald Stein
Oosterhout, the Netherlands
[CAPTIONS BY THE PLYMOUTH BULLETIN EDITOR]
F OR TWO REASONS , I found it is time to make a contribution to the PLYMOUTH BULLETIN:
Reason 1: The enthusiasm that meets me whenever I open
the pages of an issue of the BULLETIN inspires me – sometimes so much that I am tempted to buy a ticket and fly to
the USA to be where the cars are. Well, since I don’t have
the funds to act so impulsively, I stay home and make as
much Plymouth-fun as I can here.
Reason 2: Although enjoying very much the many old cars
described and pictured in the BULLETIN, I seem to miss seeing the cars of latter years.
So here it is: a story from the Netherlands about my own
1976 Plymouth Fury Sport. The Fury Sport belongs to a
model range that one hardly ever reads or hears about –
the 1975-78 Plymouth Fury and 1975-76 Dodge Coronet
and 1977-78 Monaco (Chrysler designation Types R and
W). These cars have been my favorites since 1 bought my
first one.
Why “always cars”?
I CANNOT TELL YOU where my love for cars comes from,
but as a kid it sometimes drove my parents to despair: “Why
is everything ‘always cars’ to this boy?”
Giving me a soccer ball didn’t help a bit. I never liked
sports, but I did turn to music, photography and many other
interests – yet that is a different story. Classic cars and piston-engined aeroplanes are still my biggest passions.
ET ’ S TR Y T O DESCRIBE the Fury Sport’s history in a
few words. In the mid-seventies, a premium coupe
was created in a design studio under Mr. Allan
Kornmiller to be produced in two versions: one as a Plymouth
and the other as a Dodge. However, the managers then
“snatched” the car and decided to re-brand it with several
alterations as a Chrysler because they thought it would sell
better if it were promoted as a small Chrysler. Thus the
Cordoba was born. Basically it was a Plymouth, based on the
115-inch chassis with most of the ornaments for the planned
Dodge version. As you know, the Corboba was a huge suc-
L
A first touch of Fury
M Y FATHER DROVE several Simcas, and I still have a deep
love for this make. One day in 1965 when an overseas family
was coming to stay with us for a while, my father was faced
-28-
Sedans, riding on a 118-inch wheelbase, three inches longer than that of the coupes, carried on with bodies that had been introduced in 1971.
The front fenders were modified to accept the front fascia and hood designed for the all-new coupes. Shown is the premium Salon, LEFT, and,
RIGHT, the base Fury.
public to be a proof of good taste, especially a used one. Our
southern neighbors in Belgium, being a people that enjoys life
much more, had a much more relaxed view. To illustrate: the
Dutch would buy their cars in basic versions and standard colors, whereas the Belgians would buy the more luxurious versions; however, with the smallest engines – due to their system of car taxation.
Bad taste or not, I always have been an American car fan,
Chrysler products having my preference. One day in the early
‘80s, when driving through a village, I saw, from the corner of
my eye, something interesting, and I backed up up to see what
it was. It appeared to be a 1976 Dodge Coronet Brougham,
225 CID, probably imported form Belgium at some point.
I bought this car and I drove many happy and relaxed
kilometers. One day in 1985, after having started in a new
job, my new boss indirectly made clear he didn’t like his new
junior employee driving a car so much bigger than his, or, as
he put it: “The car does not leave a good impression when
customers visit us.” Well, it did stick out a bit on the parking
lot.
Not wanting to spoil my future right away, I changed cars
and subsequently I showed up with a 1978 Chrysler-France 2Litre. Somehow, this
didn’t go down well
either. That did it for
me. One day I appeared
with a white 1973 VW
Beetle 1200 with blue
fenders. Surely not too
big!
with a logistical problem: driving to Amsterdam with his own
family to meet the visitors was one thing. Getting two families (with small children) back to our house at the other side
of the country was another, indeed. But a solution came. At
the time, my father was working for a large road-building
company. The brother of the founder was a straightforward
man: “Why don’t you take my car? Here are the keys.”
So, one day a big Plymouth Fury stood in front of our
house. I say “big” because of its contrast to my father’s Simca
1500 and the average car in the Netherlands at that time.
I can’t fill in the exact details of that Fury – I was too
young then – but it may have been a 1962 model. However,
the color I recall as being a reddish-beige metallic (maybe it
is called Sandstone, but I do not have color chips to prove it).
This Fury experience may well be the point in history where I
got infected with the American car virus. American movies
and TV series added to that.
A matter of taste
I N FORMER DAYS , here in the Netherlands, American cars
were exotics. Also they were not considered by the general
Other cars and how
a Fury came to stay
I NSTEAD OF SELLING
C ORONET, I had
decided to store it for a
while. But since it was
stored in less than ideal
surroundings, the car
deteriorated. I was
happy to find somebody
who liked the car and
sold it. However, I
regretted selling that car
THE
“Premium Plymouth” seems to have been the pre-production code name for what may have been called the
Plymouth Premiere had it not been morphed into the Chrysler Cordoba. As such, it looks much like the eventual
Dodge Charger SE with an egg-crate grille and trim variations.
IMAGE COURTESY OF COLLECTIBLE AUTOMOBILE® MAGAZINE
-29-
the house was sold soon after… chapter closed; one more
hang-over added.
Still, I kept looking for a Coronet. One day in Belgium I
unexpectedly found a beautiful ‘74 Plymouth Satellite fourdoor. I decided to buy it but when I returned, I found that it
had been sold. That is what the man said but maybe he had
realized that he could have asked more. So the search continued.
One day in 1991, when I was living on my own again, I
received a phone call asking whether I would be interested in
buying back my own Coronet. That sounded good! After
having a look at the car, I bought it and I was as happy as can
be. However, a lot of work was needed and I had no space to
do it. I lived in an penthouse at the time and it even had the
luxury of a garage, but it had been made for European-sized
cars, which certainly was not for an average ‘70s American
sedan! So I stored the Coronet elsewhere many miles away
for that future time when my funds would suffice for a complete restoration. For the time being, the most important thing
was that I had the car back.
In 1994, I again was made aware of that same ‘76 Fury
Sport that I had seen years before. Late on a dark autumn
afternoon, I went to have a look. Yes, I realized it was in
“danger” and also that it needed a good home. Now, it was
still in a reasonably good shape. I had more or less been
cured from my old “sad doggy-eyes” weakness, but since this
Fury Sport looked basically alright and was such a close relative of the Coronet, I bought it as it was.
One cold drizzly November evening, with the help of a
friend, we collected the car. Since I had not made a test
drive, it was a gamble to try and drive an unknown car to the
storage approximately 50 kilometers away. An exciting drive
it was. The wipers worked alright – that was relief – but
when braking, the front wheels would lock and the rear
brakes didn’t react at all, which is not funny when you drive
through a wet city and later on on a highway. The propeller
shaft was very noisy and vibrating; the U-joint links were
worn out. The suspension gave me worries, too. When hitting an obstacle in the road, a slamming sound came from
behind. But we made it.
and did so for years to come. I had been bitten by the virus
and wanted another car like it. One day, I was shown a green
‘76 Fury Sport, but I turned it down, as I had specifically
wanted a Coronet Brougham four-door. But I never found
one.
At this point, I should maybe explain to you, dear readers,
that in those days I had a certain weakness that has no specific name. Sometimes I would buy cars that were in danger of
being scrapped or ruined, cars that to my opinion deserved to
be saved for posterity. It must be something like what some
people have with dogs, for example. When they walk into an
dogs’ shelter, they can’t resist a dog’s sad eyes, and when they
return home, they do so with a new friend.
At a certain point in time, I was again living with my parents; because I had joined my father in his small trading company. An advantage of the move was that my parents had
ample space for the car hobby my brother and I shared. Cars
went in and out of their garage as many projects were realized. Parents being parents, they usually were not too happy
about my choice of cars, but they did not comment too much
either.
A clash nevertheless came one day came because of a
1965 Ford Country Sedan (six-cylinder, manual, zero options)
owned by an acquaintance who explained that he planned to
make a pickup out of it. That, of course, could not happen!
Why chop up such a beautiful model of car? I bought the car
while it was still intact. The Galaxie was delivered home
swiftly and silently and put in the garage for later evaluation
and intended restoration. I went away again and when I came
back later that night, my parents were outraged: “You have
bought a HEARSE! Are you mad? Sneaking it into our
garage… what were you thinking? Get rid of it!”
A hearse? Yes, it was black. Yes, it had been a hearse
long ago. Eh, yes, it still had the roof handles. Yes, it still
had the floor-rollers in the rear door and the sand-blasted rear
window. It was not really a hearse to me, however. I only
saw a beautiful kind of car and had vivid visions of a gleaming restored car in original gold-metallic! Well, it didn’t help
that we were living next to a graveyard and my parents were
trying to sell their house at the time. The Galaxie went and
One Fury saved – and now?
T HE NEXT WEEKEND I drove back to my newly obtained star
to have a look in daylight on what I had actually bought.
There it was: a green 1976 Fury Sport, 318, bucket seats,
-30-
floor shift, wrong wheels and the body needing attention.
First, some urgent maintenance had to be done. When
checking the problems, it appeared that the rear brakes were
completely stuck. They were also leaking and the linings
were spoiled by the brake fluid. We wondered how people
managed to drive the car. Also new U-joint links were fitted
in the propeller shaft as the present ones had completely worn
out. However, some vibration still occurred at speeds of
approximately 60 MPH and more, a problem that hasn’t completely gone away.
After the urgent jobs were done, I decided to drive the
Fury for while and see what I could improve on the car to
make it presentable and 100% functioning again. Then I
would sell it.
One previous owner had installed a third braking light –
very sensible – but it had been connected directly to the left
taillight. Yep, you guessed it: the extra braking light worked
alright when one applied the brakes, but when using the left
turning signal, the braking light would flash as well!
The body needed work. There were dents, some rust
patches and spray-can repairs. The floor carpet was disintegrating due to moisture from leaking window rubbers (I then
thought), which also caused fogged windows.
My Fury came with the wrong wheels. Not the proper
15-inch wheels, they were14-inch Wolfrace wheels (at least
that is what they looked like from a distance, but in fact they
were of two different makes and widths). I was happy to find
a set of 15-inch Rallye Road Wheels (although without the
centers). Several studs had to be replaced as the threads had
been ruined.
After a while I was approached by a businessman who
liked the car but did like not its looks. After some talking, a
deal was made: he would buy the Fury if I would find a reliable shop at which to have the car restored for a reasonable
price. Knowing some guys who did miracles in their back
garden shop, I discussed with them what could be taken care
of and what could be left out. No complete restoration was
needed, the owner had explained to me, but the body had to
be good and the technical side reliable.
It took some time to get the job done, during which I
stayed in contact to check the progress that was being made.
The restoration brought some revelations: the water break-ins
to the interior that had ruined that carpet were not caused by
aged upper door-window rubbers or the like. When removing
the interior, it came apparent that the rubber of the left rear
side window had not been properly installed in factory.
Hence, over the years, leaking water had resulted in severe
corrosion in the lower B-pillar and it was almost a miracle
that the door lock was still attached to anything. More examples of sloppy workmanship came to light, such as how the
side chrome trim had been re-installed. It was out of line, but
it could not be corrected as the fixing holes were not correct.
Alas, the optional rubber strips on the front bumper could not
be used again due to corrosion, but a convincing alternative
was found.
Finally, after inspection, the owner took the Fury home
and that was it. I thought.
The Fury gone — filling an empty space
S TILL WANTING to have an R or W car as my spare time
driver, I came across a 1977 Chrysler Cordoba with a 360
four-barrel engine. It had some rust but looked alright and it
drove well. After collecting it, I left the car in a friend’s
garage. Unfortunately, they had quite a problem getting it
through the national periodical car check, rust being the big
problem. Due to changed regulations, certain repairs to the
chassis were no longer allowed; something I had not anticipated. The spring clamps had to replaced by hand-made alternatives.
Finally, the day came I could drive the Cordoba home.
The jobs that still needed to be done, I expected to do one-byone over an indefinite period of time whenever I would have
the opportunity to do them. Since the Cordoba did not fit in
the garage to my penthouse, I needed to do all jobs outdoors.
Somehow, I even managed to install a complete new exhaust
system under the car with just the jacks I have at my disposal.
The terrible rust of the car was its biggest problem.
My Cordoba really was a lovely car, but soon it turned
into quite a headache. I had to cope with an engine that
would cut out unpredictably when running at low RPM, such
as at traffic lights or in traffic jams, although it had been running at proper RPM until then. After cutting out, there was no
way to revive it.
When the engine was still cold, it did help to drive at a
traffic light-free stretch first until the engine would reach normal running temperature and then join the “real” traffic, but
that was not a guarantee. Since the previous owner had
installed a non-original carburetor, I suspected this to be the
culprit. As I could not find an original one, I decided to overhaul what I had, but that gave no improvement, and I could
not figure out what the trouble was. Finally, on the last day
of my holiday, I discovered the cause: a leaking inlet manifold. Replacing a gasket was not to be a big deal — until it
came clear that the leakage was caused by a broken-off front
manifold bolt. The cause: too much stress on the bolt because
of the weight of the air conditioning pump and other boltons. This was a job that could not be done in one day and certainly not on the doorstep of an apartment building. Bad timing it was as well: it had been the last day of my holidays.
-31-
After all the other trouble I had had with the car and
being very frustrated at not having a suitable space to repair
the Cordoba, I was fed up with it. The next annual car check
date was coming closer and closer and I would not be able to
fix the car in time. I managed to store the Cordoba with an
acquaintance until I could either sell it or repair it. I had been
trying to sell it for a while, which proved to be very hard, but
in the end I managed to get rid of it, although for a token
price.
Relieved to have been parted from the Cordoba, I realized
that it caused a hangover for me, especially as this meant a
serious financial setback regarding my intended Coronet
restoration.
A Fury again?
A ROUND THE TIME I started trying to sell the Corboba, the
man to whom I had sold the Fury called. He wanted me to
sell the Fury for him. So I tried, as I was trying to sell my
own ’77 Cordoba. But surprisingly, despite the Fury being
such a fresh and good car, there was no interest in it. I guess
that was because it is an unknown type of car over here and
it has no big name like “Challenger” or “Satellite.”
After I had departed from my Cordoba, I still was trying
to find a good new owner for the Fury, wanting to make sure
that the car would have a good future. Now I scratched my
head on what to do. I had just had the Cordoba debacle, I had
been trying in vain for months already to sell the man’s Fury
and I had a Coronet in storage that needed much work (and
money). Still, I was looking for a good American car for
pleasure rides and car fun.
However, Lady Luck came to visit me. Since the time I
had bought the Coronet, a nice and clever girlfriend had come
my way, and she turned out to be quite car-minded. After discussing together, we decided it would be better for me to be
sensible and buy something good. A good car would be…
that Fury Sport! Considering that I had been monitoring the
restoration a few years earlier and had even been able to drive
the car at some time after the restoration, I at least knew what
I could expect. After that, I would sell to Coronet to be able
to concentrate on one car.
So I took a deep breath and called the Fury owner to ask
whether I could buy his car myself. We agreed. The next
urgent step was to find a garage in which to store the Fury to
make sure that it would remain in its good shape.
Surprisingly, a nice garage was found on short notice but
before agreeing, I told the renters that I would only take it if
my car would fit in it. Despite being a big organization, they
gave me the keys to have the try. Well, the Fury did fit in it –
just – with maybe two inches to spare on either side when
entering. But it was deep enough. So I took it. Space is
scarce here in the Netherlands, especially if you have a bigger-than-average size of car.
The Coronet I kept for a while but when storage facilities
ended on two occasions and I could not get the car back in
running condition because of lack of working space, I sold it.
The guy to whom I sold it had wanted very much for some
time to have the car but did not have the money. So I made a
deal. He was happy to have the car, together with many spare
parts, and I was happy to have found somebody who would
bring the car back to life. I thought. Only a short while later,
I found out he was getting rid of the Coronet. I pulled my hair
out my head in regret, but I left it, as I could not take it back
anyway.
Restored, but much more work to do
E ARLIER , WHEN REST ORING THE CAR , certain problems
had come to light. But there was more to do.
I had noticed that when dropping the gas after accelerating, the car would change direction slightly. Then there was
the front suspension that would react differently left and right.
And, as written above, there was this irritating slamming of
the rear axle.
On the first problem: after a long search, it was found that
one of the front mounting eyes of the leaf suspensions had
completely worn out – the eye had more or less unrolled, so
to speak. With no Furys in scrap yards and not being able to
find a company that could repair this trouble, I had to buy a
new set of springs. After many months of waiting, they
arrived from the States, but they were the wrong version: 5
leafs (standard spring) instead of the original 6 leafs (heavy
duty spring). Nevertheless, I had them fixed to my car.
To the second problem: I found there were different types
-32-
Seating options: Standard Fury Sport and Salon “Saxony” cloth and vinyl bench seat; “Checkmate” cloth and vinyl Fury Sport 60/40 bench
seat; Fury Sport vinyl bucket seats with center console – from a 1978 catalog.
used for widening. Caught between considerations of wanting my car in a factory-original state but not wanting to spend
an exorbitant amount of money, I bought a nice set of periodlooking chrome wheels that suit my two-door coupe.
of shock-absorbers at the front. Since I had the feeling the
shock absorbers were in for exchange anyway, I replaced all
four. Well, that resulted in a car handling completely differently!
In an early stage I had noticed that a previous owner
apparently had tried to “high-jack” the car by installing a subframe above the rear axle to increase the car’s height. That
didn’t work; it only caused the rear axle to slam against it
when the axle would travel too far in. So, when the shocks
were changed, this subframe was removed and the problem
was cured. The weaker leaf springs, however, caused the car
to sit lower at the rear. As far as I could find in internet
forums, this is a typical problem for R and W models, as the
leaf springs are, in fact, too long. By adjusting the front car
height. the car would be level again and I must say, it looks
great this way.
Then an old wish of mine – a double exhaust. This is a
concession regarding originality, I know, but I was sure it
would be an asset to the car. A friend of mine, a racing car
tuner in his spare time, carefully executed the job. The result
is better than expected. The car now has a great sound, fitting
to its looks. Or as somebody later said: “One would buy a car
like that just for its sound!” It sounds best when “cruisin” at
low RPM.
Next on the list was new tires and rims. The tires that
found their way onto the 15-inch rims I had had in stock for
years. They looked great due to good maintenance, but
because they were about 25 years old, the rubber had completely dried out, and I realized they had a merely ceremonial
presence. As for road-holding, they had nothing to do anymore. To illustrate this: one nice early Sunday morning I was
cruising through a nearby city when I realized that I had
almost overlooked a traffic light. I immediately hit the brakes
and with four blocked wheels I squeaked over the stopping
line. When I continued driving, I automatically looked in the
rear mirror to see the result of my action, but I couldn’t
believe my eyes, and I turned back to make sure. Yes, the
rubber of the tires had been so hard that no tire marks were to
be seen on the asphalt!
Also, one of the 15-inch Rallye Road Wheels was bent. I
tried to get a replacement, but the prices were outrageous, I
guess because over here this type of rim is very popular to be
Missing parts
A S I SAID BEFORE , my aim is to get the car in factory-original condition – as far as possible, that is. Sometimes I have
to make concessions in that respect because I am not living in
the States, close to the sources, and also because driving and
using conditions are different here.
The original striping (codes K32, K38, K5X) was lost
during restoration, and I guess I will have to do without it, but
this I don’t mind too much. What I do mind are the missing
anodized aluminum wheel arch bezels. Two of these disappeared during restoration, and the remaining two are in bad
shape. I am still looking for a complete set of four. New taillight lenses I did find to replace non-original items and, like
this, many smaller and bigger jobs have been performed.
Still, apart form the regular maintenance, a lot is yet to be
done. On short term, I need to find a replacement left-hand
manual window regulator, as the window glass will travel
only with difficulty.
Then there is the interior needing attention (as you will
notice from the picture) like replacing the floor carpet, repairing the driver’s seat (the upholstery is torn) and finding an
original set of front seat belts. If I was living in the States or
Canada, I would keep my eyes open for a complete interior,
either gold (E6Y3) or two-color white/black (code E6XW) or
white/green (code E6FW), but that is dreaming, I guess.
One previous owner apparently decided that the black
upper window sills needed to “look chrome” so he polished
them blank. Now I am looking for ways to bring these
anodized aluminum strips back to black. Maybe someday I
will be able to re-chrome the bright parts, as they are generally pitted or stale. Still, I am proud to have the car looking as
good as it does now.
Broadcast Sheet and option numbers
O PTION CODES AND PRODUCTION CODES I always find
most interesting. I was very lucky to find the Fury’s broad-33-
cast sheet. Comparing this to that of my former Coronet and
to other sources gave me a lot of information. Still, questions
remain and maybe somebody reading this could advise.
VIN: RH23G6A 197032 = Fury Sport, 2-door hardtop, 318,
2BBL, 1976, Lynch Road Car was built 24th May 1976
The identification plate (lost during restoration) showed the
following:
692
= engine,
U32 = tires
V5X = roof style
MJ5 = paint (= Tropic Green)
E6X9 = trim code
414 E03907 = Vehicle Order No.
44 = engine
RH G6A 197032
Fury accessories: Sun roof, manually-operated; tilt steering wheel; Rallye
Road Wheels; AM/FM radio (a CB radio
was also available, this being the
‘70s); Auto Speed Control – from a
1977 catalog.
tion in the front window, threespeed wipers, rear window heater,
AM-radio, Rallye Road Wheels and
left and right manual outside mirrors. Also: why was the car registered one year after production?
A FEW OF MY QUESTIONS ARE :
a. Code D52 / D82: the broadcast sheet shows axle D52
(axle ratio 2.94) and D82 (8.38 or 8.25) My car, however,
has a Sure-Grip axle which would be code D91, but this is
not indicated on the broadcast sheet. Possibly the axle was
replaced at some time.
Enjoying the car
b. Code L73 according to the broadcast sheet, this would
mean a “fuel pacer,” but the car never had one. Would it
mean FASTEN SEAT BELTS alarm instead?
M Y F URY S PORT is not for daily
use; not even for every week. I
take it for a spin now and then
when the weather is fine, of course.
I add maybe 1,000 to 1,500 kilometers per year. The only car
show to which I take my Fury is
the one organized by the former
Chrysler Netherlands man Mr. Hans Ensing. The reason for
that is simple. Generally the American car shows over here
focus on the muscle cars, custom cars and big names.
Regretfully, there is little for factory-original cars or “plain
janes.” At Mr. Ensing’s Chrysler Products Meeting you may
expect rare and original cars to show up, the kind you will not
see at other events. And I am more interested in cars than in
barbeques.
Would I have had the choice, I would have chosen maybe
a different body color, but certainly not a black interior as
there were so many beautiful possibilities offered when new.
Still, I think the green and black make a good combination
whereby the bright Tropic Green is a great ‘70s color, ever so
fresh, making the car to stand out..
I consider my Fury to be a comfortable ride. At legal
speeds, it does not do too badly compared to big modern cars.
It cannot be compared, for example, to a BMW 5-series’
superb high speed driving qualities but still…
I treat my Fury as a classic car (as one should), which
means a defensive way of driving and not stressing the car.
Therefore, I avoid all kinds of behavior that my daily driver,
in fact, “likes,” such as last-moment braking, high-speed cornering and full throttle take-offs (well, maybe once in a while
with my Fury I do that). Also, one has to take the Fury’s high
weight into account when braking – and these brakes do fade
quickly! – so anticipation in traffic is even more important
than usual. Further, to spare the gearbox, I avoid using the
c. N51 – I could not make out.
d . Code U32: This would mean HR78-15 as far as I know
but according to door sticker, tires would be minimally
F78-15 or FR78-15. However, I chose 205/75-R15 tires
which relates to FR78-15.
e. Code W08 Spare Tire: Regular Spare Tire. Can I assume
this would be a Rally Road Wheel as well or would it be a
standard black rim?
Please correct me where necessary. I would appreciate readers’ feedback on this.
The car’s history
H ERE ’ S AN INTERESTING POINT: In 1976, my Fury Sport
was not included in the program of delivery for the
Netherlands. Judging from its production broadcast, this car
was purposely ordered (code Y14 – Sales Bank / Sold Car). I
could not find any further information regarding to whom and
when it was sold, as the records from Chrysler Nederland
were lost at one point. The importing activities were transferred to another organization. The only information the
Dutch Road Traffic Department was willing to give me is that
this particular car had been imported and registered by the
then-Chrysler importer. Mind you, this was in June 1977!
All this gives rise to my assumption that my ’76 Fury Sport
may very well be the only original Dutch version of this
model. If not, I would be interested to hear that another exists
or existed.
I have always wondered who may have been the first
owner and why he (or she) ordered this specific version with
bucket seats, floor shift, speed control, tinted glass, blue sec-34-
exactly a punishment to be a back seat passenger.
My Fury still has its original AM radio, but I never switch
it on while driving, because who needs a radio when you have
the car to listen to? As it is in a “classic” car like this is one,
the issue is not the arriving at a certain destination at a certain
time but the pleasure of the voyage itself. Altogether, I think
I am one of the very few drivers on the highway with an earto-ear smile from start to finish. Driving my Fury Sport is
real “Happy Plymouthing” to me!
kick-down. I limit myself to a highway speed of 55-60 MPH
because those are the speeds for which the car was made,
compared to the approximately 70 MPH that I do with my
daily car. In this way, fuel consumption of 1 liter on 7 kilometers (approximately 16.5 MPG) is common.
A driving technique I practice with automatic cars, I call
“stressless accelerating.” It is a way to save your car technically when you accelerate from standstill, as from a traffic
light. If your car is equipped with an automatic transmission,
I recommend the following procedure:
1. release the foot brake and have the car start moving by
itself first…
2. then, press the accelerator a little bit to get some power
on the drive line (permitting the parts to connect) and only
after that…
3. you may accelerate as usual or even take off full-bore.
However, I always press down the pedal in in gentle “sockless” manner.
Driving this way, you stay away from high shock loads especially on differential and rear axle shafts. It is a shockless,
comfortable, “chauffeur way” of driving that also will be welcomed by your passengers, which makes everybody enjoy the
ride even more.
The standard 318 2BBL engine has enough power to compete in modern traffic, but its ample torque at low RPM, combined with the size and nature of the car, makes you want to
drive leisurely – let those others hurry and stress! I will be
relaxed and rested when I arrive at my destination.
The suspension is very comfortable, but you notice very
much the high weight of wheels and rear axle as they show
their drive for freedom on short road unevenesses like ribs,
cracks and holes. Handling of the Fury is generally very easy
with its good power steering, but stay away from actions like
drifting in the snow, as the power steering can’t cope with
quick counter-steering.
Visibility all-around is okay, but the outside rearview mirrors can be considered to be ornamental
as, with their household mirror glass,
one has to do one’s best to see anything.
By the way, who within the Chrysler
Corporation approved of the position of
the remote control of the right-hand
mirror? You have to bend over to operate it and to lean back to see what the
result of your action is and then bend
over again to adjust some more – you
cannot adjust and look simultaneously.
The Fury Sport is fun to drive on
secondary roads, but, in my opinion, it
is a real highway friend. The longer a
trip takes, the more comfortable the car
shows itself to be, despite its simple
vinyl seats with non-adjustable backrests. The front seat sits low to the floor
of the car, and the ample leg room for
the front passengers is an important factor for that comfort. The rear passengers don’t have much leg room (less
then a four-door Fury), but still it is not
Future
M Y LONG - TERM GOALS ARE , on one hand, to have the car
in perfect working order, complete and as original as possible
and to keep it that way. On the other hand, I would like to
take my Fury on trips to middle and southern Germany,
France and Great Britain.
On the short term, in order to be able to do proper maintenance, I am looking for a working and storage space of
approximately 6 x 8 meters (approximately 18 x 24 feet)
within a certain distance from my home. Maybe one day, a
second car can find its place there. This car will be a Slant
Six such as a Fury/Coronet four-door or Valiant/Dart. We’ll
see what comes my way. First I need to find affordable
space.
I hope to have generated some interest in the R and W models
and to have increased appreciation of them. It would be nice
to read and see more of the lesser-known Plymouths in future
BULLETINs. Who, among you, wants to share his or her love
for a low-end model or version with us, the other POC members?
Ewald Stein
[email protected]
-35-
1975-78
Fury
literature
1976 Plymouth Fury catalog for Fury
Sport, Fury Salon and Fury wagons.
EWALD STEIN COLLECTION
1976, 1977, 1978 Fury catalogues produced by Chrysler Canada, numbers
PFVC 76-E; PFC 77-E; PFC 78-E
respectively.
LANNY KNUTSON COLLECTION
1976 Plymouth Operator ’s Manual
Gran Fury, Fury, Volaré and Duster/Valiant.
-36-
Color and trim selector includes 11 seating and upholstery choices and 28 available
exterior colors for passenger cars and 15 for
Voyager and Trail Duster models.
1976 Plymouth Prices was put out by the
Rabideau Motors of Cass City (no state listed).
Heavy-duty trailer assist package included high-output alternator, 3/2 axle ratio, Long Life
battery, heavy-duty suspension, auxiliary transmission oil cooler, special wiring harness, variableload turn signal flasher and wide-rim wheels.
-37-
FRANK M. CHILLEMI PHOTO
interior. (I already had a 1977 Fury
Sport Suburban wagon, but it was
not currently running due to engine
problems.) The odometer on this
1975 wagon showed only 36,000
miles and it
was a one-owner car, always being
garaged. I decided to submit a bid
and hoped to be the winner.
This wagon is painted Sienna,
which is a copper metallic color used
by Chrysler in the mid-seventies.
The seats and door panels are
Parchment (off-white), with the dash
and carpet being a dark brown. The
engine is a 360 CU. IN. V8 with twobarrel carburetor and the transmission is as Torqueflite automatic.
Options include power brakes and
steering, factory air conditioning, a
light package, tinted glass,
AM radio, remote left and right outside mirrors, a third seat (it’s a 9-passenger wagon) and a power tailgate window.
I received a letter from the estate in late August stating
that I was the highest bidder and had ten days to make payment. I immediately made arrangements to pay for and pick
up the wagon. Three days later, I was the proud owner of
possibly the lowest-mileage, all-original 1975 Fury wagon in
existence.
Only two modifications have been made to
this car. I replaced the Holley two-barrel
carburetor with a Carter four-barrel
Thermoquad, and thereby needed a different air cleaner. I have purchased
the correct four-barrel air cleaner for
1975 models which requires a slight
alteration for clearance with the air
conditioning compressor fitting. The
original AM radio has been replaced
by an AM/FM factory Chrysler radio
of that era.
I have driven my 1975 Fury wagon
to many national meets since 1999, and
also in a segment of the 2003 tour across
America. Additionally, it was on display in the
theme tent of the 2004 Iola, Wisconsin, Old Car Show
& Swap Meet when Plymouth was the theme car. I plan to
drive it back to
Iola this July
since the 2012
theme is 21st century orphan cars,
Plymouth being
one of the four
makes eligible.
Best in Existence?
by Ed Lanfer
1975-78 B-body Tech Advisor
St. Louis, Missouri
JOE DIETERICH PHOTO
In
July, 1997, I received a phone call from a local car
appraiser about four vehicles for sale, two of which
were Chrysler products. He had just done
appraisals for the estate of an elderly lady, who had
recently passed away in the St. Louis area.
The vehicles were in the parking garage
basement of a high-rise apartment building were the lady had resided, which
was only a few miles from my house.
I contacted the person in charge
of the estate sale and made arrangements to view the cars the next day.
Sealed bids were being taken and the
highest bidders would get the cars.
Upon my arrival at the garage, I saw a
1981 Chrysler Lebaron two-door and a
1975 Plymouth Fury Sport Suburban
wagon. I was not interested in the other
two non-Mopar vehicles.
The wagon's paint was flawless, and the wood
grain decals on fenders and doors were not a bit faded.
Interior was like new, except for one of the arm rests having a
tear. There were a
few dings in some
side trim mouldings, and one
wheel lip moulding had dents. I
was allowed to
start the engine,
open the hood and
further inspect the
1975 Fury catalog: Fury Suburban
(yellow) and Fury Sport Suburban
-38-
PB
Clif ’ s Notes
Wagon in Paradise
My
article is a bit different
this time around. I am
writing about a very nice
‘56 Plymouth Suburban wagon with
four doors that I found near our new
winter home in Lake Havasu City,
Arizona. Now, I know you are used to
me touting the virtues of the muscle car
era; but not this month.
I was looking on eBay
for Mopars near me here in
paradise… oops, Havasu.
(We love it here, having
been in Havasu four weeks
on the day of this writing.)
There are lots of cars here.
They say that there are more
collector cars per capita here
than in any other city in the
USA. It sure seems like it.
I found the ‘56
Plymouth in Quartzsite,
Arizona, about 75 miles or
so south of here. My new
friend Jim (he is a Mopar
guy too, with four or five Dodges) and I
proceeded to go check it out.
We arrived at Desert Gardens and
saw many kinds of cars. Sure enough,
Rocky was there and had the ‘56
Suburban running for me as we drove
in. Rocky, too, is a guy from North
Dakota – Minot to be exact – who also
likes old cars.
Jim and I started checking it out
underneath and only found one rust
spot, and that was in the driver’s side
floor pan. It had been patched, but with
some sheet metal, not a proper piece. I
asked Jim if he knew where to get a
patch panel and he said he could make
me one. (What a guy! But then you
know car guys, they are great – especially Mopar people.) We looked it over
quite thoroughly and found no more
rust and no dents. The chrome is good
and most of the pot metal is also very
nice. The only thing we found wrong
was two broken taillight lenses (he didn’t know what had happened to them).
Well, I have found one, bought and
coming from eBay, plus another I hope
to buy tonight, if it is still there.
I emailed Jim Benjaminson, the
Plymouth guru from back home in
North Dakota, about the car’s numbers.
-39-
Jim says that it appears to be a
Belvedere by the numbers, but it has
Savoy trim and the model number of
312 is not in his book. He also told me
it was built in Los Angeles and may be
a special model. (Wouldn’t that be
something if it is cheap and rare?)
It has the V8 – Jim thinks it is a
277– with pushbutton drive (first year
for the pushbuttons, remember?) It has
pretty fair newer paint and the interior
is all redone from top to bottom.
Stay tuned for the ridiculously low
price at the end – suspense, you know!
I like wagons and they are “in”
now, for sure. This may be a keeper,
which I’ll leave down here to drive during the winter months – what do you
think?
The worst was the
Plymouth running out of
gas as I was backing it out
of Jim’s trailer. I got three
gallons of gas the next day,
but then we had company
and I didn’t even have time
to get the gas in the car,
much less drive it. (Oh
yeah, the brakes work well,
too.)
Everyone here who
sees it just drools over it,
even the “Chebbie” guys. I
know, that’s enough bragging, but getting a great buy on a car –
especially a Plymouth – makes a man
do that.
I paid $4,200 for it plus tax and
license.
S EE YOU NEXT TIME with more tales
from Lake Havasu City, Arizona.
-- CLIF NELSON
[email protected]
Plymouth underhood emission
control equipment, 1972 to 1977
Introduction
T HIS GUIDE is intended to provide the user with a basic awareness of under-hood emission controls on some of the more modern Plymouths that may be appearing at club
functions and judging meets, as not all of us, as Plymouth enthusiasts, will be familiar
with the technical details of a functional Chrysler-built emission control system.
Many of the illustrations and photographs are intended to be “typical” in nature.
When one considers all of the combinations of engines, carburetors and chassis, it is
easy to see that one definitive manual would be prohibitive in size and usage.
In accordance with Plymouth Owners Club guidelines, any Plymouth that is to be
judged needs to be fully equipped with all of its factory-installed equipment which
obviously includes the emission control equipment. The primary guide for the judge shall be the emissions ID label on
the radiator cradle and the hose-routing diagram which can be located in various spots throughout the engine compartment. If all
of the identified equipment is installed on the vehicle, one can conclude that it is functional or can be made functional. Emission
equipment testing is obviously beyond the scope of this guide.
The guide is divided in sections; each will cover a specific system and will have illustrations to guide the user as to how the
component looks. Have fun…
Wally Breer
1974 to 77 C-body Tech
Tech Advisor
Mitchell, Manitoba, Canada
[email protected]
Emissions equipment overview
T HE DIAGRAM to the right shows all of
the systems that you may find installed
on the years of Plymouths covered by
this guide. It may not be obvious to the
reader, but engine controls are at a minimum on Chrysler products, as the
Chrysler engineers decided to follow
through with engine design modifications instead of pure engine controls.
Obviously, you can’t see inside an
engine, but this gives you an idea of the
parts you’ll see when you open the hood
of a vehicle of this era.
Things kind of started in earnest in
1968, with a few systems showing up
earlier (primarily in California), but it
was not until approximately 1971-72
when the full sets of emission controls
came into being on most cars. California
cars obviously were the most stringently
controlled, and it is on these where you
will see the most equipment (use the
emissions ID label to identify the geographical area for which the vehicle was
built). The main distinction is between
the “California” and the 49-state
“Federal” ID (the latter tends to include
Canadian-built cars). I’ve also included
a table showing the evolution of emission controls from 1968-onward. Feel
free to use this as a guide as well.
Section 1 I.D. labels
A S PREVIOUSLY MENTIONED , the
engine ID label and the hose-routing
diagram are probably your best means
of identifying the level of control that is
installed on the car in question. The
engine ID label can generally be found
in a number of locations: on the radiator
cradle, fender well or under front edge
of the hood of the vehicle. The informa-40-
Engine ID label located on the radiator
cradle
Hose routing diagram located on the
radiator shroud
tion provided includes the basic settings
for the engine (idle speed and timing,
etc.) plus the area of the country to
which the vehicle emission levels conform. The engine family is given,
which must coincide with the engine
code in the vehicle’s VIN. The second
primary data source is the emission
hose-routing diagram; this is a colourcoded decal showing where the installed
hoses run to the emission-control equipment. These diagrams, which match the
engine family and carburetion type
installed in the car, can be located on the
radiator shroud, the fender well or the
cowl area, depending on the body group
(i.e. C-bodies on the rad cradle; A-bodies on the cowl).
Each engine has its own!
Section 2
Evaporative Control System
T HE EVAPORATIVE CONTROL SYSTEM
contains the raw fuel emissions by venting the fuel tank and the carburetor
bowl through a carbon canister where
the vapors are trapped and then sucked
back into the engine for re-burning
(purge). Parts to look for are the carbon
canister (black cylindrical object) located in or around the left front fender area
of the engine compartment. Hoses will
be run as shown from the canister to the
carburetor and will be connected to the
steel line coming from the tank to the
fender well area. Additionally, some
cars getting into the late ‘77 model year
had a system called “vapor return.”
This used a special fuel tank, an additional line and a special fuel filter with a
third, but smaller, one-quarter-inch line
coming from the side to prevent a pressure build-up in the fuel line.
Top of canister
Canister: left front fender location
Vapor return system
-41-
-42-
Section 3
Positive Crankcase Vent System
T HE POSITIVE CRANKCASE VENT system should be the most recognizable of
all emission systems, as it is the oldest,
in terms of the years in which the use of
a “closed system” was prevalent. It is
distinguished by the sealed breather cap
with its intake line running to the
engine’s air cleaner assembly. The purpose, of course, is to re-burn the blowby gases created by the engine by
rerouting them into the base of the carburetor.
Section 4
Exhaust Gas Recirculation
Closed breather cap, typical of the era;
note the hose running to the air cleaner
T HE EGR SYSTEM uses a valve and a
unique intake manifold to reroute
exhaust gases from the engine heat
crossover passage back to the combustion chambers for re-burning.
The components are the EGR valve
itself, engine temperature sensors, vacuum amplifier , vacuum solenoid and
electronic EGR timers. The vacuum
amplifier is the key to the operation of
the system and uses ported vacuum
from the carburetor so hoses have to run
to the valve, carburetor, etc.
Newer style breather cap: same job, just
a later-style Chrysler replacement
The PCV in the upper picture is on a V8, a
360; the one above is on a Slant Six.
Aftermarket PCVs look a bit different, but
the idea is the same.
Vacuum Amplifier
-43-
EGR valves: 440 to Slant Six
It should be noted that another common feature tied in with EGR is the
idle-enrichment system. This is a special circuit in the carburetor that is vacuum-actuated which, upon a cold start,
will partially close off the air-bleed cir-
cuit in the carburetor and “enriches” the
mixture for a time period as determined
by the EGR timer. (I’ll point out the
idle enrichment diaphragm in the carburetor section.)
EGR timers: the color code of the timer
provides an indication of the time duration;
varies by requirement.
EGR vacuum solenoid LEFT, which is activated by the timer; Temperature sensors
RIGHT, color coded as per activation temp.
Vacuum amp on a Slant Six
EGR on a 440
Section 5
Orifice Spark Advance Control
T HE OSAC SYSTEM is essentially a
control of the vacuum that is applied to
the vacuum advance unit of the distributor during acceleration to aid in the control of oxides of nitrogen.
Please note that 1972 valves mounted on the firewall use an integral temperature sensor. This temperature sensor was removed on valves installed on
cars manufactured after March 15, 1973.
In 1974 this feature was returned to the
OSAC valve
valve, but the assembly was moved to
the air cleaner.
EGR timer on firewall (typical)
Coolant sensor on a radiator tank
Typical air cleaner mounting: what you see is the OSAC valve “out of circuit.” This was
a common technique which was rumored to improve performance.
-44-
Section 6 Catalytic Converters
C ATALYTIC CONVERTERS are used to
oxidize both unburned hydrocarbons
and carbon monoxide and are generally
the first item to get turfed when an
exhaust system is being rebuilt. Some
cars, however, came without catalysts
and are identified as such on the engine
ID label.
Section 7 Air Injection
T HE PRIMARY COMPONENT — the air
pump — sends (or pumps) compressed
air into the exhaust manifold and, in
some cases, into the catalytic converter.
The oxygen in the pressurized air helps
to burn quite a bit of any unburned
hydrocarbons (fuel) and thereby converts the poisonous carbon monoxide
into good old carbon dioxide.
A belt from the engine drives the air
pump. It has little vanes (thin, flat
curved fins) that draw the air into the
compression chamber. There, the air is
compressed and sent off to the exhaust
manifold where it speeds up the emissions burning process. Stainless steel
nozzles are used to shoot the air into the
exhaust manifold, because they will not
burn.
Some engines also use an “aspirator” air injection system. This system
uses pulses of exhaust gas to
operate a diaphragm-style one-way
valve that “pumps” air into the exhaust
system.
Catalytic converter locations
The air pump
Aspirator valve (Slant Six)
Aspirator System: As stated, it’s a
one-way valve attached to the exhaust
system of the engine which admits air
during periods of vacuum between
exhaust pressure pulses. Designed to
-45-
help oxidize HC and CO, and to supply
additional air which the catalytic converter may require, it is used instead of
a belt-driven air injection pump in some
applications.
Air door motor
Aspirator piping details
Hot air inlet tube
Section 9 Carburetors
I N THIS SECTION we’ll check out the
four primary models of carburetors used
during these years. The ports are
labeled as to their functions. Have a
look at the pictures; the port identification is self-explanatory.
Section 8 Heated air inlet system
T HE HEATED AIR INLET SYSTEM is a
vacuum controlled system that helps to
regulate the temperature of the air that
the engine uses. The idea is to keep the
inlet air at about 70 degrees F. This way
the carburetor can be calibrated to a
much leaner level to reduce hydrocar-
bon emissions, improve engine warmup and minimize carburetor icing. The
air door opens and closes according to
temperature measured inside the air
cleaner housing.
Hose routing on air cleaner
Air temp sensor
-46-
Used on Slant Sixes
Used on 360s
Choke thermostat mounted on the intake
manifold
Used on 318s and Super Sixes
Used on 360s, 440s
Choke control, can be found with or without the ceramic resistor attached to the side
(dual-element choke control).
Section 11
Electronic Ignition System
T HE C HRYSLER ELECTRONIC IGNI system was introduced in late
1971 as a running change on 340 fourbarrel engines equipped with a manual
transmission. By the end of 1972 electronic ignition was standard on all eightcylinder models sold in California and
available as an extra-cost option in other
states. In January 1972, engines in
light-duty trucks and vans were
equipped with electronic ignition as an
option. In June 1972, electronic ignition
was made available on 318-3 and 413-1
engines installed in the motor home
chassis. Starting in the 1973 model
year, all North America-produced vehicles were equipped with the system.
Shown below are the primary components. The system is as reliable as the
sun and requires virtually no maintenance save for maintaining the cable/terminal condition and cleanliness. Misfire
due to ignition is eliminated and, as a
result, emissions are substantially
reduced. The distributors use a conventional vacuum advance, utilizing the carburetor port as the vacuum source. The
solenoid-advance distributor found on
some V-8s also used a 12-volt supply to
advance the engines timing by 7.5
degrees to aid in starting (’72 and ’73,
only).
TION
Idle enrichment system was usually applied with the EGR
Section 10 Electric assist choke
T HE ELECTRIC - ASSIST CHOKE system
is intended to shorten choke duration by
adding heat that supplements the
engine-supplied heat. The overall intent
is to help reduce hydrocarbon and carbon monoxide emissions. This amount
of heat is regulated by the choke-control
that senses engine heat and applies an
Choke heat system parts: choke controls
old style (LEFT) and new style (RIGHT). Upper cenappropriate amount of heat.
tre is the choke thermostat/heater assembly
-47-
emissions be controlled within the
engine. The “ELB” system allowed the
engine to run more efficiently and made
it possible to eliminate several items of
emission-control hardware, including
the EGR, OSAC, air pump and the conventional ignition distributor vacuum
advance. The engine reacted to six
input sensors that allowed an enginemounted computer to establish and
maintain an air/fuel ratio of 15.5:1.
Regrettably, it did get the reputation
of being troublesome, and in many
instances, a vehicle was simply retrofitted with conventional electronic ignition
and carburetion. I personally hold a different opinion of the system. Check out
the illustrations for the components.
Electronic ignition system overview
Electronic control units are usually located on the firewall or the fender well.
Solenoid advance distributor (LEFT) shows the
12-volt terminal that is energized at engine start
only (found on 1972-73 engines only).
Section 12 Electronic Lean Burn
T HE C HRYSLER ELECTRONIC LEAN
BURN (BELOW) was introduced in 1975-76
model year. It represented a breakthrough and an extension of Chrysler’s
basic emissions philosophy that exhaust
Plymouth builds great cars…
good service keeps them great!
My 1977 Gran Fury Suburban: One of the
cars used to provide the illustrations for this
guide.
-48-
-49-
Getting There
That put a cloud over preparations, but we still looked
forward to Pacific Grove. I thought Dan and I were set to go.
Then Dan asked my advice about the tires on his ‘60: wide
whites over 20 years old, with sidewall cracking. I
told him I wouldn’t take a chance with tires like that.
He planned to replace them. Two days later Dan
called, sounding depressed, and told me he wasn’t
going to take the Fury and wouldn't be going. The
tires had been replaced but he just decided he wasn’t
going. That was a disappointment to me. It’s always
more fun with someone else along. He didn’t tell me the real
reason he cancelled until after I got back from the meet. He
had scraped the passenger side of the Fury full length while
putting it in the garage. He didn’t want to admit to what he
had done because I had restored the car for him in 1981.
Time was too short to get my ‘57 ready, and the ‘56
DeSoto Fireflite I have was ready for the DeSoto National in
Reno, two weeks after Pacific Grove. So, my convertible
flagship1963 Buick Electra Limited was it again. It’s the
same car I had driven to Santa Maria, turning past 454,000
miles on the way home from that meet. I lubed and checked
everything for departure.
Gas tank full; head out. I used to go to Monterey by way
of I-5 and Pacheco pass, until realizing that route is almost
200 miles further than driving through the Bay area. Leaving
Chico, I traveled 40 miles of farm roads (usually the most
dangerous part of the trip) onto I-5, turned off at 505 which
leads to 80, in turn to 680 until reaching constantly curving
Highway 17 to travel over the Santa Cruz mountains. The
weather while driving from 680 on was hazy and overcast but
dry. The trip took just over three and a half hours. Then I got
into Pacific Grove and managed to get lost for forty minutes.
I tried asking a couple of people if they knew where the motel
was. The first said he just arrived too, and was lost. The second time, I went into a store to ask. It was a metaphysical
store with people there saying “Wow, man!” to my questions.
I soon accidentally found the motel and the Plymouths there.
I arrived on Thursday. I forgot to change my reservations
from three people to myself, so ended up with a large room. I
had plenty of room, the only problem was with the beds,
which were at chest level. I tried a jump onto the bed, and
didn’t make it. I had to use my suitcase as a step to get on the
bed. Oh well, it was comfortable once there.
Pacific Grove
by Larry Foster
Chico, California
In
PHIL HALL PHOTO
the last “Getting There,” I wrote about the 2007 meet
in Santa Maria (BULLETIN 285). At the time, I really
planned on having my ‘57 Belvedere sport coupe
ready for future meets. Then 2008 and the recession hit. It
became difficult to keep seven other cars going and work on
the ‘57, so it was on the back burner again.
My nephew said he would help get the ‘57 road-safe, so I
could take it to the meet unrestored. Club members then
could see that I actually have a Plymouth.
Then I
mentioned the
meet to my
friend Dan. I
had written a
BULLETIN article (Issue
1960 Fury: Dan Torres, Chico, California
303) about his
‘60 Fury convertible, which is usually kept in show condition.
He wanted to go to the show; we could take the ‘60 Fury in
place of my ‘57. That was fine with me. What I didn’t realize, and Dan didn’t mention, his business had declined in the
recession also. The ‘60 had not been driven in two and a half
years. It had dumped the brakes, the transmission seal was
seeping, the engine needed tuning and the carb, rebuilding.
Also, the top had quit working and the battery was shot. Dan
figured he could get it ready with no problem. He gave me
updates by phone regularly and I thought we would be going
in style in the Fury to Pacific Grove.
Then a friend from back east called to talk; I’d known
John most of my life. The conversation got to cars, and I told
him the plans to attend the Plymouth meet. He asked if there
was any possibility he could come along. I checked with
Dan; he said “no problem.”
Dan’s progress report told me that
the brakes were back, the engine tuned,
the carb rebuilt and, after fiddling with
it, the top worked. With a new battery,
the car ran fine and the transmission
seal seemed to have stopped seeping.
I received a call from Brian, a
mutual friend of John and myself.
Brian told me that John had been on the
road to California when he suddenly
lost control of his car and hit a pole.
Witnesses said he was slumped over the
wheel before the accident. Test results
showed a brain aneurysm, probably
fatal before the collision. John was
driving his ‘59 Sports Fury.
Intruder: Larry’s blue Electra sneaked into the back of the Plymouth showfield.
-50-
Showfield panorama compiled by Larry from photos he shot at the 2011 National Summer Meet
I went to registration, picked up my packet and met Nick
DeSimone and his wife Charmaine, as well as several other
people relaxing there. After some stimulating conversation, I
returned to my room to rest before the barbeque. Having
come from Chico, I didn’t wear a jacket to the feast, and the
temperature felt as if it was in the high thirties to low forties.
The food and conversation overpowered the cold for awhile.
Originally, I had planned on doing the trip to San Juan
Batista, my favorite mission. Since that was cancelled, I
spent most of Friday at the registration room talking with
Nick and Charmaine, Ken Wilson with his wife Ruby, plus
Spanky Cox and many others wandering in and out. I also
checked out most of the Plymouths, talking with the owners.
The Powell pickup brought back memories of the dealer in
Chico who had sold quite a few of them. The many ‘46
through ‘48 Plymouths also brought very faint memories of
the ‘48 medium blue sedan my parents had when I was born.
Although Dad traded the ‘48 on a new ‘50 DeSoto Custom (in
the same medium blue), I do have a few visual memories of
the Plymouth. My favorite Plymouths are from 1955 through
1965 (ages 7 through 17 for me). I need to get my ‘57 finished so I can represent the fin era at meets.
Saturday morning, wanting to get breakfast before the
meet, I talked to Ken and Ruby Wilson, who were planning
on going to breakfast with the couple from Florida. Ken’s ‘42
Plymouth coupe would be cramped if we all went. I offered
to use the Electra which has more than enough room. That
was the plan. Ken decided to do some things on the ‘42 and
then take it to the show. The rest of us would have breakfast
and then join Ken
and everyone else
at the show.
I get lost a lot in
the Monterey area.
I’ve driven the 48
connected states,
Mexico and
Canada, having no
problem. Go to
Monterey, I get
lost. It took three
tries driving past
the restaurant
before we were
parked and enjoying breakfast.
After breakfast,
Plymouth friends: Larry Foster, Chuck
Elderton and Nick DeSimone we found the show,
with the others giving me directions. I wandered through the
showfield, taking photos, talking with owners, then parked
myself at the booth, talking with Nick for awhile. Spanky’s
nephew and I talked cars for several hours while I took photos
of late arrivals as they showed up. Some friends, Mark and
Diane Peters from Chico, stopped by, taking in the show.
They have a summer home in the Monterey area.
My bad knees and back were aching by afternoon and I
went back to the motel, only getting slightly lost (I saw one of
the Plymouths headed back for the motel and followed it).
After resting some, I went out to the fire pit area and talked
with Spanky and his nephew, John Cox. When asked if I
knew how to get to the banquet that night, I told them I was
sure I could find it eventually, but possibly by way of Santa
Barbara or L.A.! Spanky and nephew graciously offered to
take me with them to the banquet.
John Cox's Range Rover whisked us to the banquet without a wrong turn. Once inside they joined some other people
from mid-country regions as I joined the couple from Yuba
City (forty miles from Chico) and Phil and Rose Ann Hall
from Oregon, who wrote about their 1954 Belvedere in the
BULLETIN. It was good to see Tod Fitch and Rob and Kim
Hunt from the Bay area at the banquet. The food was very
good and the evening with all the Plymouth people was the
finale for another great meet.
The following morning, I woke too early for the motel
office to be open, and talked with Ken and Ruby Wilson for
the short time until it was. The trip back to Chico was
uneventful.
T WO WEEKS LATER I took the iridescent Charcoal Gray and
Shell Pink 1956 DeSoto Fireflite my Dad bought new (and is
still in near-new condition) to the DeSoto National Meet in
Reno. My cousin Ron and his wife Jeanette brought two of
his 1936 DeSoto Airstream coupes to the meet. It was good
seeing old friends and new at the meet. I missed seeing Ken
Wilson there. We had the National Auto Museum exclusively
for the DeSoto club Friday evening with a banquet there.
Saturday was the show. Later, I picked up a trophy for the
‘56 at that evening’s banquet. One of the best parts was
enjoying the drive from Reno back to Chico down Feather
River Canyon, leaving Reno at 5:00 AM and pulling up to my
shop in Chico (to remove bugs) at 6:35 AM. An invigorating
160+ mile venture. I look forward to my ‘57 Belvedere being
finished so I can enjoy similar trips in it.
I hope more meets can be held on the west coast. I will
have my Plymouth with me.
PB
-51-
Getting There
and stripped them down to bare springs. We also
stripped down the seats from our parts car.
Combining the best with the best, we repaired,
cleaned the rust and painted the springs. Although
it was not possible to make complete patterns, Rose
Ann was able to perform magic in cutting out the
new material. A friend of ours from Reno
bequeathed to Rose Ann an old commercial sewing machine
for the project. The rear door panels along with the front and
rear seat were installed less than 12 hours before we were to
leave for Pacific Grove. After looking at the beautiful work,
we both
decided that
we needed a
seat cover to
protect the
front while
driving. Rose
Ann was able
to buy the
material, cut
out and sew
the temporary
seat cover in a little over an hour.
In between helping Rose Ann with the reupholstering, I
had removed, disassembled and cleaned the generator and
installed new brushes. I had also removed and disassembled
the distributor, repaired its wobbly shaft, its sticking centrifugal advance and its non-functioning vacuum advance, and of
course replaced the points, condenser, rotor and cap.
With these things done, Rose Ann hastily packed our suitcases while I washed and loaded up the Plymouth. I testdrove my mechanical work by running a last-minute errand to
the post office. Everything seemed to function just fine.
The next morning we happily set off for Pacific Grove
but did not even get out of town before finding, to our dismay, that the Plymouth would not go over 50 miles per hour.
The test drive to the post office had not exceeded 35 miles per
hour, but who would have thought? Back home we went. I
quickly retraced my work in the distributor and found that the
spring which makes the points close seemed weak. I tried an
extra set of points which I had and Bingo!, suspicion confirmed. We were back on our way to Pacific Grove with only
about an hour’s delay.
The Plymouth had no further trouble in our 1600-mile
round trip to the National Meet. I have already written about
our drive down to Pacific Grove in an article for the Cascade
Pacific newsletter and PLYMOUTH BULLETIN 310, so I will pick
up the story upon our reaching Pacific Grove.
A RRIVING
W EDNESDAY
EVENING at the
Sea Breeze Inn
and Lodge in
Pacific Grove, we
knew we were at
the right place the
moment we saw
the many old
Arrival at Sea Breeze Inn
Can Be Half the Fun
Reminiscences of the Plymouth Owners Club
2011 National Summer Meet in Pacific Grove,
California
by Phil Hall
Roseburg, Oregon
A
lthough we have been retired for over three years
now, Rose Ann and I are still in the process of learning to act retired. It seems that we continually take
on ambitious projects both at home and for others and then
carry them out as if we were on a payroll, punching in and
punching out, and consistently putting in overtime. Besides
running ourselves ragged, our retirement “To Do” list actually
includes some more relaxing things such as becoming more
active in the old car hobby after a lifetime of watching from a
distance and reading about fun events in magazines such as
the PLYMOUTH BULLETIN.
As part of learning to act retired and granting ourselves
some time off from our self-inflicted busy schedule, we joined
the Cascade Pacific Region of the Plymouth Owners Club.
Although we need to drive 175 miles to attend meetings and
activities, we have found the people, the meetings and the
activities to be quite enjoyable and worthwhile.
The 2010 National Summer Meet in Portland hosted by
the Cascade Pacific Region was not only a great delight for
Rose Ann and me, our daughter Christina and son Vince, but
it was also a great learning experience. Even though our
1954 Plymouth is a “20-footer” (looks good at 20 feet, but
don’t get closer), Mike Bade and others encouraged us to register our car at the meet, and so we did. At the meet, I learned
that club members and spectators treat all cars with respect
and interest, even our 20-footer. We felt welcomed; everyone
was so friendly and congenial, and we could not have had
more fun.
With this experience, we decided to register our ‘54
Plymouth for the 2011 National Summer Meet in Pacific
Grove, California.
Registering our car at the 2011 National Meet motivated
us to do work on the Plymouth that would likely not have otherwise made it to the top of the “To Do” list. I replaced a
number of stainless steel trim pieces with new old stock that I
had been collecting over the years. I sent the pieces out to be
professionally polished and they came back gleaming like
chrome. The big project, however, was the interior.
On one of the 2009 Mayflower tours, I learned from Pat
Brost where we could find new old stock material for our
Plymouth (from SMS in Canby, Oregon). We had only completed the inside panels of the front doors by the time of the
2010 National Meet. With the 2011 meet weeks away, we
launched into the project with energy. We pulled the seats out
-52-
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Plymouth Miniatures
Breakfast with Plymouth
I
t’s a whole lot of fun to hunt for, find
and write about the many rare and
often exotic Plymouth miniatures I
have stashed away in my collection.
Some readers may borrow my excitement and get out and beat the bushes,
visiting antique shops, walking the flea
markets and car shows, frequenting toy
and train shows and, lastly, scouring the
eBay pages, in search of the harder-tofind Plymouth miniatures. It can be fun
– as I mentioned over and over again in
this column – but also a bit daunting, for
the rarer miniatures that I often feature
are obviously not easily found and are,
more often than not, way more costly
than expected.
When the frustration of not locating
that rare Plymouth toy builds
up – or when you just can’t
justify paying the going price
for a scarce tin-plate, Japanese
friction model ’56 Plymouth
Belvedere, for instance – it
may be time for a break in the
action and a look elsewhere for
a miniature that will satisfy
your craving for a little
Plymouth to enjoy while resting in your favorite armchair
or to gloat over when you see
it on your shelf every time you
pass by. I, for one, have been
known to put one or more toys
on the dinner table for a few
days just to stare at while eating breakfast. This tactic does not always please
other family members (so evaluate this
maneuver before you attempt it… and do
so carefully!) but I have pulled it off on
more than one occasion over the years.
Let’s likewise make that “elsewhere”
someplace easily accessible to almost
everyone and make the “Plymouth
miniature,” one that can be found without a long and painful search and at a
cost that won’t put your next mortgage
payment at risk. Oh, yeah, and I should
add: a Plymouth miniature that is a very
attractive one that you just might want as
a dinner table companion.
There are several places to look.
You might start at your local Walmart. I
have nothing against the giant retailer,
mind you, but I, for one, am not a big fan
and prefer to frequent the smaller and
locally based stores in my area whenever
possible. On the other hand, it is often
difficult not to visit a big box store for
some of your shopping needs, and when
I do so, a trip down die-cast car lane is a
must. That is where I found (and wasn’t
even aware of it previously) my M2
Machines ‘58 Plymouth Belvedere twodoor hardtop in the picture that accompanies this article. It’s drop-dead gorgeous
– so much so that I had to immediately
dedicate this column to it. You may not
be a collector of Plymouth toys, but if
you see this little car, you won’t be able
to resist it.
First and foremost, it does meet our
“simple” criteria indicated above: it’s relatively easy to find and it’s very attractive. It is also affordable, although I
should state that at about $5.95 it is not
in the really cheap Hot Wheels category.
Non-Hot Wheels die-cast cars have gone
up in price in the past few years and the
supply has withered away. The M2
Machines models, however, are much
more detailed and better finished than the
more familiar Hot Wheels toys. Even at
the going price, they are a bargain, in my
view.
Our particular ‘58 Plymouth is from
the M2 Auto-Thentics series and, yes, the
company does offer a range of vehicles
and possibly more Plymouth models, so
-54-
keep an eye out. This Belvedere is
“Release #18,” as stamped on the box,
and it was manufactured in China, as
might be expected, although we know
that the design is 100% North American.
All of the M2 Machines are packaged in
neat, clear plastic display cases with a
protective cardboard surround. One
guarantee I can make is that if you go
looking for this little Plymouth model,
you won’t have any trouble picking it out
from the stock of other M2 Machines on
the store shelf. Its light blue color with
matching blue and white interior will literally jump right out at you, as it did for
me on my last journey through Walmart’s
maize of toys.
So, following
on my none-toosubtle suggestion,
you’ll jump into
your Plymouth
Breeze and go to
that big box store
down the road and,
hard luck collector
that you are, may
not find a single
M2 Plymouth on
the shelves. Try a
Toys-R-Us store
next time you head
out, and if you’re
still ‘58 Plymouth-less on your return, try
eBay or one or more of the die-cast seller
sites on the Internet. You’ll strike gold
for a small price, I am certain.
Oh! And one more bit of advice: be
sure and buy two of the M2 Plymouths
when you see them because you’ll want
to open one and play with it and keep the
second one secure in its display case.
Whether you want to invite it for a meal
is another matter.
-- Bill Brisbane
[email protected]
PLYMOUTH BULLETIN back issues
102 - Jan/Feb '77
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Spotlight Sketches, 1928-35
50th Anniversary Plymouth Meet
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
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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
Most Significant Plymouths
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1954 Plymouth 50th Anniversary
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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
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Plymouths in Alaska, Hawaii; Fargo tanker
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Club history-1; ‘29-31 Fargo trucks
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1961 Plymouth 50th anniversary
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Store
Nick DeSimone
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(909) 861-4950
[email protected]
3+272%<%25,60,1.(9,&+:,11,3(*)5((35(66-8/<5(352'8&(':,7+3(50,66,21
%ULDQ6FRWW·V
%HOYHGHUH*7;
Founded 1957

1978 Fury, Buried in snow 67 Belvedere

Transcription

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