Hope For A Basket Case, Myself Included

I'm breaking format protocol for this weekend to take a trip down amnesia lane. Don't worry - there is a point to all this. I can remember a time about 30 years ago, when I did not embrace modern technology. Fuel injection was out - an engine had to have a carburetor, especially if it was on a pre-1975 automobile. Turbos were for diesel engines and imported 4-bangers. Original style suspension & brakes were cool. This was a muscle car, for crying out loud. It was old school or nothing. And while I embraced all brands of muscle cars, I only owned Mopars. In other words, my mindset was fairly limited. Fast forward to today - I dig fuel injection & turbos - even in old iron going back to the 1930's. My vehicle horizon has expanded a great deal where I've owned multiple years, makes and models, including trucks. I am grateful for a broader scope in regards to high performance. I still don't do imports, however.

I was thumbing through my latest issue of Muscle Car Review which featured several vehicles, as well as a cover car, the likes of which I thought would never make it into magazine print. What I mean by a "feature" vehicle, are the the two or three automobiles that make up the bread and butter of that particular issue, not just a short passing glance in a regular monthly column. The main theme of this months issue was "Only Original Once". While the 1965 Impala SS on page 38 was still in stunning condition, thanks to its 11,000 original miles, it was the other two vehicles, a 69 Roadrunner and a 68 Z-28, that I gravitated towards. Why? Because they were driven. They were worn. They were not pristine. At best, many would consider them "drivers". Some people would even think of them as vehicles in need of a serious restoration.

In the past, when the restoration craze seemed to hits us, these vehicles wouldn't even be considered. And it's not just the latest "barn find" mindset that's en vogue at the present moment, because the vehicles highlighted in the magazine were far from that. I believe it's about expanding our horizons. I can remember when tribute cars (back in the late 80's they were called fakes), 4-door sedans, and wagons were thought of as unworthy magazine material unless they were uber-rare. Most sedans or wagons were parts cars at best, and only if they were rust free. Even the rare muscle car that was once considered an absolute basket case and was almost always parted out, is now given serious consideration for restoring.

Along with expanding our horizons, I also believe this new mindset is about preserving the history of high performance and automotive in general. Sure, there were Dodge and Plymouth 4-door sedans that were ordered with the 426 Hemi, and the occasional 1969 Chevy Kingswood wagon with the 427 V-8. But all the other plain Jane small block Fairlanes, Tempests, and Dusters - these cars are disappearing at too fast a rate every year. The same is true with Fox-body Mustangs as well as third-generation Camaros and Firebirds. Likewise for any Detroit iron that's street rod (or even rat rod) material from the 50's on down. We can keep the faith all we want, but we also have to keep this stuff around.

The after-market parts industries have made incredible strides in the past 30+ years. There was a time when there was almost no after-market support for muscle cars. I can remember seeing a rusted, stripped out, hunk of uni-body that used to be a complete 1970 AAR Cuda in a salvage yard. That's unthinkable today.

I can also remember turning down an offer to purchase a 1968 Superbee decades ago that had it's original 383 engine on the ground next to it under a tarp, but everything else was there. It was even a somewhat rare Ivy Green Metallic with gold bumblebee stripes. Asking price? $300 dollars. Why did I turn it down? Because I thought it needed too much body and interior work and I didn't want to deal with a non-running car with four flat tires. Back in 1985, there were no companies that offered replacement quarter panels or bench seat material. Suspension and brake parts might be found at the local auto parts store because they fit a bunch of different B-bodies that still weren't that old. About two weeks later, I purchased a 1967 Coronet 4-door in decent shape with almost zero rust, (the interior needed a little work) with a sweet running 383 and automatic. I even drove it the 90 miles back home. The price on that one? $650 dollars.

Today, you can almost restore a Camaro or Mustang around a rust free door hinge. That's really nothing new. But do you realize there are companies that sell complete reproduction bodies for tri-five Chevys and Fords, first and second generation Camaro / Firebird, Mustang, and Chevelle.  More on on the way, including trucks! And the parts galore now available is not limited to just the uber-popular models either - there are more body panels, frame patch parts, interior pieces, and trim items than ever before. Did you know you can purchase a 6-speed manual transmission kit for a 1959 Edsel? Or how about a serpentine belt kit for a 421 Pontiac? Or go full tilt on an entirely new frame, chassis, suspension, and steering kit, that can even come fully assembled, for several classic style vehicles that will out-corner a stock modern Corvette. We live in wonderful times to be in the old car hobby.

Evolve, broaden and diversify, people. It's how we will survive.
Until next time, peace out.
Dave

The Major Turning Point That Was 1964

I was writing another automotive article for a regular client last week and in the process of my research, I was digging into automotive history for the month of April. Aside from the usual newspaper-like stories of Henry Ford's passing and the birth of Walter P. Chrysler, I ended up going with the grand debut of the 1964 1/2 Ford Mustang at the World's Fair. That got me to thinking and digging even further - I've never been one to pinpoint the zenith of muscle cars and high performance in the 60's - but you have to admit - a great deal happened and changed in 1964. If the year wasn't the high point of the decade, it was, at minimum, an impossible to miss landmark. Just stop and think about it for a moment; what happened at the dealer showrooms, the oval race tracks as well as drag strips across America 52 years ago.

1). The birth of pony cars - Even though the very first Mustang rolled off the assembly line 6 weeks prior to its initial showing on April 17th, it still wasn't the first pony car available to the public, (the Plymouth Barracuda beat it by approximately three weeks). However, when the dust settled, the Mustang became a runaway sales hit with over 120,000 units built in just four and half months.
Here's a bit of trivia for you - did you know that the first model year for the Mustang was actually 1965? Say what?? Yup - even though all Mustangs produced between March 9th and July 31st of 1964 are often coined the 1964 1/2 Ford Mustang by enthusiasts, for all intents and purposes, the cars are 1965 models. Initial production of the second round of Mustangs began on August 17th, 1964. Both the original production Mustangs and the second run are technically considered 1965 Mustangs by Ford.

2). Mid-size madness - The big three were in an all-out horsepower and muscle car war by 1964. GM had their 409 and 427 cubic inch V-8's available in full size vehicles as well as the Pontiac GTO. Based as an option of the Tempest, the GTO may not have been the fastest set of wheels available, but it was the concept of the car is what captured the hearts of enthusiasts. Pontiac found loopholes in GM's corporate guidelines in regards to big block engines in mid-size automobiles, was able to produce it, and market the hell the out of it.

Across town, Ford and Chrysler weren't exactly sitting idle. Not only did these two manufacturers offer high performance under the hood, but were both intense rivals in NASCAR as well as drag racing. Ford was riding high going into 1964. The Mustang was about to hit showroom floors across America and they had their infamous 427 side-oiler V-8 that was available in full size cars. But it was Chrysler who ended up dropping the A-bomb that year. While the manufacturer did well for two years with their bullet-proof Max Wedge motors on the street as well as on the strip, the release of the 426 Race Hemi in February 1964 changed the horsepower game forever. One of the largest (exterior dimension wise) and heaviest engines to ever come off an assembly line, it absolutely stomped the competition. While mostly built for the track and strip, a few found their way onto the street through 1965 until the street version was released. The race Hemi was laughingly rated by Chrysler at 425 horsepower - it was actually closer to 600-650 horsepower in stock trim depending on who you believe.

3). Drag strip wars - While it's fresh on the table, move the magnifying glass over to the NHRA in regards to Chrysler vs. Ford. It was a true slug fest on the tarmac as each manufacturer continuously attempted to best the other. Engines that increased in displacement and power, then aluminum front end components to decrease weight, then big engines in smaller cars. It wasn't until Chrysler cranked out the race Hemi that Ford got really serious with their Fairlane Thunderbolt. Ford realized the only way to even try and beat

the Hemi was to stuff 427 cubic inches of side-oiler V-8 between the fenders of the economy based Fairlane. The engine fit was so tight, custom headers snaking around front suspension components was necessary. With a fiberglass front end, the car rocketed to mid-11's in the quarter mile. The NHRA really didn't know what to do with the car, so it stuck it in the A/FX class since it wasn't a production automobile. Ford's upped ante lasted only a while as Chrysler started experimenting with altered wheelbase technology. By the end of 1964, Dick Landy had one of the first true altered wheelbase drag cars that started touching the high 10 second territory. Within a year of the Thunderbolts debut, A/FX cars were truly off the wall with engine set-back, altered wheelbases, and blowers fed with nitro.

4). Safety first - There's not much mystery as to the game changer that was the race Hemi in regards with NASCAR. Ceremoniously sweeping the Daytona 500 in 1964 announced to the racing world Chrysler was all-in, was going to kick ass, and take names. However, a stock car racing historian might review the entire 1964 season and write that it was the year racing ran under the yellow flag. Check the evidence - Joe Weatherly, Glen "Fireball" Roberts, and Jimmy Pardue - all major names in the sport during that era - all perished in race-related accidents. One problem was, that cars were getting faster, and drivers were beginning to complain. Rumor had it that Goodyear was conducting secret tests out at a track in San Angelo, Texas, and word leaked out that speeds were up to 180 mph on specific racing tires - a figure unheard of in that day.

When the teams arrived at Charlotte Motor Speedway (now Lowe's Motor Speedway) in May 1964, qualifying speeds were already up 5-10 mph over 1963 speeds. Jimmy Pardue, driving a red Plymouth, won the pole at Charlotte with a speed of 144.346 mph. The cars were fast but the tires were popping like fireworks during the first part of the season. Drivers were lucky to survive a seven-car wreck at Atlanta. Richard Petty said the cars were going too fast, and he pointed a finger at some Ford teams, claiming they were taking too much weight from their cars. But the next day, Junior Johnson turned in the fastest time of the week. He ran 145.102 and earned the ninth starting spot. Fireball Roberts settled for the 11th starting spot - third fastest on the second day. When the green flag waved that dreadful Sunday, Pardue came out of the box and led the early laps. On the seventh trip around the track, Johnson hooked the rear of Ned Jarrett's Ford, spinning both sideways. Fireball, running directly behind the two, looped his lavender Holman-Moody Ford and slid down the backstretch. Back then, there was an opening in the inside concrete wall, designed to accommodate over-the-track infield traffic. Jarrett's car spun into the inside wall. The opening of the wall caught Jarrett's rear bumper, split the gas tank, and the car caught fire. Roberts' Ford, also loaded with gasoline, exploded and flipped as it hit the edge of the concrete wall. There was a holocaust of flames. Residents as far as 10 miles away saw the smoke.

Unfortunately, it usually takes a tragedy like this to bring about improvements to the sport. NASCAR made major changes after that weekend. Right away, the sanctioning body began requiring rubber bladders inside fuel tanks, and fuel check valves were added to the tops of gas tanks to stop the flow of fuel if a car was upside down. The rubber bladders were to lessen the chance of fire if a car backed into the wall, as was the case at Charlotte. NASCAR also began inspecting racetracks closer, and required all tracks to close openings such as the one left open at Charlotte. Efforts followed to improve the safety of all tracks. Another major change included fire-proof driving suits. No longer would drivers climb into their race cars wearing work pants and a sport shirt. Fire-proof gloves became a part of the uniform.

While racing and high performance can be very cool things to not only watch but also to participate. But, high performance can be a fickle beast. Safety first, last, and always. Respect the power, and that respect will pay off in spades.

Until next time, peace out.
Dave

We're Not Dysfunctional... Really

When one decides to glance back through the looking glass into the late 60's through early 70's, things tend to be more than a bit fuzzy or hazy. High performance, muscle cars, and racing was no exception. I can remember a while back when a friend of mine named Glen was restoring a 1970 Chevelle SS. He managed to pick up a very original, low mileage example with its numbers-matching L78 big block and Muncie 4-speed. While the paint was faded and heavily oxidized, the car was literally rust free. The SS396 still ran and drove, even though the brakes and some of the suspension were toast, and all four tires wouldn't hold air due to extreme weather cracking and dry rot. The old man who sold the car to my friend said he loved the Chevy, but always had one complaint - the heat sucked. It never worked right.

Glen took his words with a grain of salt as just about everything on the Chevelle was original (or damn close to it). It was a miracle a number of the systems on the car still worked, especially the electrical. However, after the car was freshened up and completely gone through, Glen noted that the heat did indeed suck - just like the old man said. The entire cooling system had been gone through except for one item; the heater core. Glen removed it one Saturday afternoon and found what was left of about two or three cigarette butts lodged in the fins of the core body. My friend remembers his first thoughts when stumbling onto his discovery - "How the f**k did cigarette butts get into the heater core?"

About a year or so later, Glen was having a discussion with a fellow Chevy SS enthusiast. The topic turned to the butt infested heater core and Glen was enlightened with the following; it turns out, the father of this fellow enthusiast used to work on the GM assembly line where they manufactured Chevelles back in 1970. Assembly line workers used to sneak smoke breaks while working on the line, but needed a place to stash the discarded cigarettes. Since things like heater hoses were some of the last items to be installed, assembly line workers used to dispose of their smoked butts into the inlet and outlet holes in the firewall that led to the heater core that was already installed. Once everything was buttoned up, the coolant / water mixture went through the system and pushed the cigarette butts into the fins, thus blocking the efficiency of the heater core but not disrupting the cooling system. So - if you ever encounter this scenario and you're wondering just who put cigarette butts into your heater core; now you know. General Motors did.

That also reminds me of the picture I have that was taken at the very end of the Chrysler Lynch Road assembly line where they were building Roadrunners back in late 1967 / early 1968. There's a huge sign above the exit where plant workers drove the vehicles out that stated "Please Drive Carefully". The kicker and hilarity of that picture is someone is doing a massive burnout while exiting the building in one said Roadrunners. Adding insult to injury is the fact there is literally dozens of black tire marks on the floor by that same exit door...

Have you ever read about the last drag race at Lions Raceway back on December 2nd 1972? If not, you should. The event has been labeled, "The night the music died". Others claimed it was very strange and surreal at the same time; somewhere between having the time of their life and attending a funeral. Dress it up however you'd like, but one thing is for sure - it was an absolute domino effect of chaos. Even before the event, their were radio ads announcing the last race. They stated, "...come and get a piece of history." The ads actually encouraged fans to take the place apart. As one can imagine, the stands were packed to capacity. As the afternoon wore on, more people kept coming in. By 6pm, the local sheriff made Lions track management close the gates. No problem for those locked out; they just pushed the chain-link fences over. Security tried stemming the problem at first, but after a while, just threw up their hands and gave up. About an hour before the event was over, all security staff was gone.

As the night wore on, things got even more out of control. The races got stopped more than a few times. The crowds were starting to move towards the guardrails, what was left of them, as people were unbolting them and taking them as souvenirs. As the various classes of race cars concluded their runs, regardless of how the finished and placed, many racers didn't even go and collect their checks - they knew they (their cars, trucks, and equipment) would never get out of there. The very last race of the night was between Top Fuel drivers Jeb Allen and Carl Olson, which almost didn't happen. By this time, all the guardrails were gone and there were lots of people standing in their place. Olson recalls during that final run, he ran over several beer cans and wine bottles that littered the track and the crunching sound they made when he hit them. After that run, it was all over - it took an hour for Olson and Allen to get back to the starting line due to the mass amount of people, the out-houses being torched, the bonfires - he remembers the whole scene looked like one of the Watts riots. To top things off, one of the most amazing things happened; in all this madness, no one was hurt, fights didn't break out, no one was even arrested.

Even though the track closed on that chilly December night, it would be nearly a decade before the Los Angeles Harbor Department (who owned the land) would actually use the land for the container terminal it planned for. It sat mostly vacant with piles of pipes and other junk for years. And the residents who lived nearby who complained about the noise since Lions opened in 1955, they got kicked out anyways. God bless eminent domain laws. The undoing of Lion's Drag Strip was America changing in the 70's - where too much was no longer enough for some people, balanced capitalism was truly a dinosaur, and the new mantra was make as much money as you can. Who gives a shit about people and what they think?

Now that winter is officially over for good here in coastal Maine, we're compiling the list of events Vintage V8 Photography will be at. From local shows and cruise-ins here in Maine, to big events at New England Dragway in New Hampshire, to the Carlisle Fairgrounds in Pennsylvania, and other gigs in between - look for us, the pictures that follow and like us on Facebook!

Until next time, peace out.
Dave

April Fools... Or Not

There's one good thing about the blog this week - it didn't fall on April Fools Day. One thing I've learned over the years, is that the automotive industry in general is a huge fan of this informal April holiday. 2016 was no exception, but for a while, it looked like some of the hoax's that were pulled off the year before in 2015, were going to be hard to follow. For example, remember last year when Hot Rod Magazine announced that GM was cooking up an 800 horsepower twin turbo ZL-2 edition of the Camaro? Or how about the "reverse" April Fools Day joke where BMW gave away a brand new vehicle with an MSRP around $50,000 one lucky customer who traded in her old wagon?

One of the best pranks this year was one many gearheads wish would actually come true. The Morgan Motor Company cooked up a totally cool retro hot rod called the MOGrod. Motivation was supplied by a Ford V6, but with the chopped top, 1930's styling, and the sketch that was accompanied in the press release of a land-speed record version of the vehicle for the Bonneville Salt Flats, the MOGrod looked reet from stem to stern.


But these types of jokes are nothing new - in fact, automotive April Fools jokes (and not just via car manufacturers) go back over 50 years. Love them or hate them, BMW is probably the biggest child of the bunch when it come to this stuff. They've been running advertisements for decades about crazy shit that numerous consumers thought were real. One classic example is the BMW rain-deflecting open top car from 1983. One of the earliest examples I've come across appeared in Newsweek back in 1950. Someone had some serious time on their hands in the darkroom when International Soundphoto released a legit looking photo of a flying bus swooping over Paris International Airport. Google both - they're worth it.


No fooling on this next tidbit - the 24 Hours of LeMons is in full swing with it's events all across the country with the bulk of them happening this summer. If you've never heard of the sacred event, shame on you. In a nutshell, it's endurance racing for $500 cars. Regardless of where you live, this is must see entertainment. If you just wish to watch the madness, a $30 weekend pass is all it takes. If you wish to participate, and before you decide to enter Uncle Herb's rusted, clapped out 1978 Chevy Caprice, your best bet is to visit their website; all the juicy details are there, including passing tech and safety.


While we're on the subject of racing, here's another true tidbit - Extreme Barbie Jeep Racing. It's been going on for a few years now, and while it's a little on the dangerous side, it's funny as hell. Most spectators say they have a hard time taking pictures of the events because they're laughing so hard. I'm still unsure who invented this insanity, but the original founders of Mattel must be rolling over in their graves. Subject to way more abuse than these motorized toys were ever built for, (there are numerous videos on YouTube showing these cars & Jeeps literally falling apart), you can't help but want to participate in something like this. Picture a strictly downhill motocross event with these toys and combine it with roller derby. It's so rugged, organizers recommend you not only wear a helmet (which is required with proper clothing), but also padding... lots of it. To the tune of a hockey player.

And people wonder why NASCAR or the NHRA never schedule events for April 1st. The fallout would be mind-numbing.
Until next time, peace out.
Dave