Can't Be Done. On 2nd Thought, Maybe It Can Part 2

 How can there be so many currents in such a little puddle? The story behind the 1967 Dodge Dart 383 GTS as well as the 1968 440 Dart GTS are filled with rumors, half truths, and urban legends. The origin of the cars, and exactly who did what and when, is one of the most hotly debated mysteries of all Chrysler cars. You may or may not agree with what is presented here, and that's your right. But let's see if we can nail down a few things.

The Plymouth Barracuda and Dodge Dart received a newly designed platform for 1967. Wheelbase, overall length, and width were all enlarged, especially the engine compartment. The guys at Plymouth set out to put the 383 in the Barracuda from the get-go after leaving off the power steering pump and redesigning the exhaust manifolds. The 1967 Barracuda had a 383 option well before it was offered in the Dart. In the end, Plymouth produced 1,841 383 Formula S Barracudas for 1967.

Now here's where it starts to get a little fuzzy - if the Barracuda and Dart were built off the same A-body platform, why wasn't a big block Dart offered initially? The most potent option offered in the Dart for the fall of 1966 was a 235 horsepower 273 small block. I believe it was mostly because of marketing. The Barracuda was competing against the Mustang and Camaro in the pony-car market. Both models were slated to receive big block power during the 1967 model year. And although the Barracuda never did very well sales wise when compared to the Bowtie and Blue Oval offerings, Chrysler felt the need to offer a big block option in order to keep up. The Dart, on the other hand, was marketed as more of an economical compact where as the Barracuda was considered a "specialty" vehicle. In other words, the Dart was not a pony-car.

Now let's make things even more muddy - a great deal has been written that the now-famous Dodge dealer Mr. Norm, came up with the idea and was the first to install a 383 big block between the Dart's fenders. We're not here to debate this. However, the story goes, Norm Kraus called Chrysler and he was upset that the Barracuda had a big block option, but not the Dart. Remember, he was a Dodge dealer - not a Chrysler / Plymouth dealer; although all three brands were under the Mopar umbrella, they were two distinct franchises. Kraus was told a big-block Dart could not be built - can't be done. In hindsight, it's much more probable to think that Chrysler never really planned on offering the 383 option on the Dart, at least in the late fall of 1966. Moving forward, Grand-Spaulding Dodge installed a big block 383 between the Dart's fenders, drove it up to Detroit and showed the big-wigs at Chrysler that it could in fact be done. Personally - I feel it could've been done all along.


Norm Kraus wasn't a mechanic or an engineer but he was a damn good salesman with a flair for marketing. He created the Grand-Spaulding Dodge legend by taking an ordinary car dealership and transforming into something unique. Remember the slogan Mr. Norm came up with for his dealership - "where performance is king." It makes it that much more difficult when you don't have a Dodge pony-car to sell, never mind a small block Dart that just doesn't cut it in the stoplight wars. Norm Kraus most likely installed a big block into the Dart before Dodge got to it, but I doubt that creation had the influence some people said it had. Yes, even Car Craft magazine did a full blown article on the Grand-Spaulding Dart in February of 1967, and I feel that just pushed Chrysler to produce the option all the faster.

However, I do feel Kraus was responsible for the 440 big block Darts. He had one installed in a '68 model and this time Dodge came to have a look. Dodge then set him up to build approximately 50 of them and Grand-Spaulding Dodge also converted a number of regular production Dart GT models into 440 big block GSS in-house models. Dodge and Plymouth would both offer the 440 big block option on the Dart and Barracuda by 1969. The original 50 1968 440 Darts that Chrysler authorized made them legal to compete in the NHRA Super Stock class. The larger quantity of 440 big-block A-body cars that were built for the 1969 model year made them legal for NHRA Stock class.

In my humble opinion, regardless of  what was done or written, actual truth or just fading memories, if it weren't for dealerships like Grand-Spaulding Dodge who created in-house muscle cars, we wouldn't have as many cool cars that were produced in the late 60's as the muscle car and stock drag racing was reaching it's zenith. It was a never-to-be-repeated time - when dealerships had the balls to inspire or even create something insanely magical. I feel that spirit has been substantially snuffed out by corporate bullshit. It was still a time where enthusiastic entrepreneurship still accounted for a great deal.

Until next time, peace out.
Dave

Can't Be Done. On 2nd Thought, Maybe It Can Part 1

One quick note before we get down to business; starting with this post of Full Throttle, you'll notice a slight format change. While we won't be ignoring it completely, readers will notice much less of the vintage NASCAR section. With over 18,000 views of this blog over the past few years, many who follow F/T have been asking for more of the vintage muscle car and drag racing stuff - hands down. Like anything else, when things grow, things change. Hopefully for the better.

I was thumbing through the October 1969 issue of Hot Rod magazine the other week and glanced at the editorial written by Doug Evans. Contained in those few short paragraphs was alarming news that somehow I'd either forgotten about or breezed over; "In order to deal with the air pollution problem here in Los Angeles and other heavily populated areas, the state of California has proposed legislation that will ban the internal combustion engine & automobile by 1975." Holy crap -  good thing that didn't happen. My first thought was "... wishful thinking; but it will never happen. Can't be done." But history has proven that some sort of similar legislation has raised its ugly head from time to time - and it's come close. Remember that Cash for Clunkers insanity that hit California about 15 years ago when scrap metal prices were sky high? There were droves antique car enthusiasts literally going to recycling centers daily trying to save old cars that were in restorable condition.

At least on the other end of the spectrum, when it came to certain muscle cars, when the manufacturers said it couldn't be done, certain car dealers showed that it could be - and the end result may have been a limited production run in some cases, but it was pure magic.

The story about Tasca Ford in East Providence Rhode Island has been told in books and magazine articles that are too numerous to count. Just about everybody knows that a 428 police interceptor short block was stuffed in a 1967 Mustang GT and topped off with other numerous goodies from a 406 and 427 V-8. The Mustang was so quick, that Bob Tasca used his clout as a high volume performance dealer, drove to Dearborn Michigan, and showed Henry Ford II himself what could be done to produce a Mustang that could keep pace with what GM and Chrysler were offering. Just a few months later, Cobra Jet Mustangs stormed the 1968 Winternationals in Pomona, California, followed by the April 1, 1968 introduction of the 428 Cobra Jet option for the Mustang GT and Fairlane.

But that's not why were here. Ever wonder just how that 428 short block ended up between the Mustang's fenderwells? Or what ever happened to that car? It turns out, that the Mustang in question started life as a regular production Lime Gold GT notchback with a 390 and automatic that also served as Bob Tasca's daily driver. The story goes that technician Billy Loomis had made some exhaust and intake manifold modifications and took it out for a test drive.That ride that would change the course of Ford performance history. It turns out the technician thought the automatic was in 'D'... but it was in '1'. The technician never shifted the transmission, floated the valves, and destroyed the motor. Oops...

Needless to say, Tasca was pissed. But instead of rebuilding the 390, Bob Tasca asked assistant parts manager Glenn Tiberiis to order a 428 Police Interceptor short-block. Tiberiis also dug into the parts bin and attached other engine components ranging from cylinder heads from a 406, exhaust headers (as well as other parts) from a 427 Fairlane, modified the C-6 transmission - in other words, made it into a barnstormer that ended up running a best of 13.39 in the quarter mile. Word got out to some east coast Ford executives who came to Providence and drove the car. All of them told Tasca he should take it to Detroit and show the big shots at the factory that his dealership built a better Mustang than they could. Later on that summer in 1967, Bod Tasca drove all the way to Detroit with technician Billy Loomis in the passenger seat and his two oldest sons, 15-year-old Bob Jr. and 13-year-old Carl, both on vacation from school in the back seat. Once there, the KR-8 beat everything Ford had to offer including Ford's own 427 Mustang. Extremely impressed, the Ford engineers wanted to pull the powertrain for inspection. Upon doing so, Tasca recalls that the engineers criticized the short-block assembly, saying it didn't have the right piston-to-wall clearance and other tolerances. Their mouths hit the pavement after Tasca told them, "I bought it from you. It's a stock 428 Police Interceptor short-block from over the counter." Oops... again.

Ford ended up keeping the KR-8 powertrain for further inspection. While Bob Tasca had no problem with that, he also told them he needed something to replace it for the drive home. Apparently the engineers sent them into the experimental garage where Tasca claimed the 427 Tunnel-Port from Lloyd Ruby's LeMans race car. He also grabbed an experimental transmission and a special rear axle. While the Ford engineers were taking the KR-8 engine apart, Loomis was busy installing the 427 in the Mustang. After making the trek back to Rhode Island (and fixing a busted rocker arm that failed just outside of Detroit) the vehicle went back to regular daily driver duty. In the end, what ever happened to the original '67 KR-8 hardtop? Turns out Bob Tasca Jr. knows all too well. He hit a telephone pole with it in October 1967. He had just gotten his driver's license six weeks before. That was the end of that car. The 427 Tunnel-Port drivetrain eventually went into a '68 1/2 Cobra Jet fastback, known as the Tasca East Coast Exhibition car (currently owned by Ben Coles).

And that, my friends, is the rest of the story.
Until next time, peace out.
Dave

The Twilight Zone...

I was talking to a customer at the garage where I work and he mentioned that he just got back from a business trip from Detroit. While he was in the motor city, he had a chance to visit the Henry Ford Museum in Dearborn. "You would've love it", he told me. "Tons of cool vintage cars." However, there was one car in particular that caught his attention - the 1961 Lincoln Continental 4-door convertible that John F. Kennedy was riding in when he met his untimely death. While staring at the gleaming black limo, an aging volunteer struck up a conversation with my customer.  "You know, this car is haunted. Several employees have reported seeing a gray presence right here," he said, pointing to the back passenger side seat. When I heard that, I immediately perked up. Now this was something different - a haunted car?

While I realize "haunted cars" have been the subject of several Hollywood movies and it's nowhere near Halloween, this tidbit of a story lead me on a search for further information. I couldn't find anything different or more substantial than what was already relayed to me in regards to JFK's limo, I did stumble across other bizarre stories.

Ever heard of the 1964 Dodge Polara also known as the “Golden Eagle”? This vehicle makes the 1958 Plymouth Fury known as Christine made famous through literature and film look like child's play, if you believe all the legends. When all was said and done, the vehicle has been reported to have killed more than a dozen people! The Dodge was originally a police car in Old Orchard Beach, Maine, but the vehicle changed hands several times over the course of its life after gaining a notorious reputation. According to legend, three police officers who drove the car killed themselves and their families in bizarre murder-suicides, while another four people were struck by lightning after driving the car. Several people who vandalized the Golden Eagle between the early 1980's through the mid 90's, supposedly died in horrific car crashes. According to the latest information, the Golden Eagle lies in pieces after a church group, who claimed a demon was living in the car, stole it in 2010, chopped it up, and distributed the parts to various junkyards. Even though several of the parts have been recovered since then, it might seem that this spooky Dodge may rest in peace for good.

 Definitely one of the most famous and well-documented cases of Twilight Zone cars, is the Porsche 550 Spyder that was involved in the death of actor James Dean. On his way to a race in Salinas California, Dean lost control of his Porsche and flipped into a gully, killing Dean and severely injuring his passenger. Dean's good friend George Barris took the remains of the Spyder and sold the engine and drivetrain to two doctors who then entered cars carrying the parts in a race in Pomona, California. During the race both crashed horribly, and one of the doctors was killed. Barris eventually began to believe in the curse and gave the car to the California Highway Patrol. They attempted to display Dean's car as a warning to careless drivers, but more bad luck followed. Between storage buildings that burnt down, accidents and deaths while transporting the car, and other strange occurrences, the CHP finally had their fill of the charred, twisted wreckage that was once a Porsche sports car. In an attempt to return the wreckage to Barris, the car apparently vanished mysteriously off the back of a flatbed truck en-route and supposedly hasn't been seen since.

If you're a vintage Oldsmobile fan, one of the best muscle car advertising campaigns of the late 60's, would've left the likes of Rod Serling or Stephen King nodding in approval. If you don't know who Dr. Oldsmobile is, shame on you. One of the best fictional characters ever devised for advertising, the good doctor was around for several years (primarily from 1968-71) "creating" all kinds of high performance experiments in his science lab that would eventually be released to the public. By 1970, he had a dedicated group of cohorts that consisted of Elephant Engine Ernie, Wind Tunnel Waldo, Shifty Sidney, Esses Fernhill, and Hy Spy. The ad featured above is from December 1968 when Olds first started releasing the high performance W-machines. Still timeless after all these years...

Until next time, don't freak out. It can all be explained... I think.
Dave

That's Weird - Okay... Quantify "Weird"

I'm sure you've heard that expression, "one thing leads to another"? Well, I was thumbing through
some old Car Craft magazines from the mid-60's and came across an issue with one of their color gallery posters (or "Action Showcase" is what I think they used to call it) of a Ford wheel-standing drag racing pickup truck that went down the track backwards... or so it seemed. But I'll get to that in a minute. While it was kinda weird looking, it certainly was in good company. That led me to the question - how do you quantify weird?

In the vast areas that make up high performance, some aspects can get away with more weirdness than others. History has shown us, if it's too weird, it won't sell, or the public will shy away from it. Automotive manufacturers walk this fine line every year. It's called the concept car at various world-wide auto shows. However, every once in a great while, there is a concept vehicle that never made it into production, but looking back, everyone now wishes it actually happened. One of the biggest cases in point is the 1967 Dodge Deora concept truck. After all these years, it is still

way cool looking. It was so popular on the show circuit, Mattel made it one of their first sixteen Hot Wheels toy cars - all of which I still have. And while it was only powered by a slant six engine and the gauges were in massively awkward places, the body lines and interior details were so on. It took the oh-so-square cab-over-engine design that was so prominent back then to an entirely new and futuristic level. There has yet to be a truck that has been built by one of the automotive manufacturers that is even ten percent this rad.

However, when it came to drag racing, weirdness took a serious flyer into the dumpster starting in 1964 - when the wheel-stander first hit the drag strip. Just about every gear-head knows the story about Plymouth's Hemi Under Glass Barracuda. What a number of people don't realize, is that it was never built to be a wheel-stander drag car. It's original purpose was to compete heavily in the extremely fast-growing class of A/FX. The engine was mounted in the rear in an effort to gain more traction. What happened in it's first outing stunned the drag racing world, rendered it useless as anything competitive in A/FX, but open the door to an entire new industry that turned into a gold mine. Numerous rigs followed including Bill Maverick's Little Red Wagon Dodge truck, Gary Watson's Paddy Wagon Ford & Corvair vans, Chuck Poole's VW Chuckwagon, Gary Klickner's Chevado Chevy Nomad, and  probably the weirdest of them all, the Hell On Wheels tank. In the natural course of things, the vehicles themselves just couldn't be weird - what was done to add pizazz to the show was downright nuts. Like Gary Watson's racing partner who would actually stand up in the Corvair van while it was rocketing down the track!

NASCAR, on the other hand, pretty much swings the pendulum in the opposite direction. In this series, the term "all things being equal" is taken to an entirely new level. After the turbulent 60's with wing cars, aerodynamics, and who knows how many other tried methods to gain an advantage, things started getting more orderly and homogenized. However, two aspects never received the memo - paint schemes and sponsorship. I have seen some truly over the top paint jobs on these rigs and I'm thankful for it. It still shows there are individuals who still value creativity. In the area of sponsorship, well, as they say, money is money. If you can compete because the company that strokes your checks also happens to make an erectile dysfunction pill called Viagra, then so be it. Another bizarre one, if in name only, was the 420 Formula sponsored Chevy Monte Carlo. Okay - we all know it's a metal / pipe / glass cleaner. But what exactly is in a cleaning formula you call 420? You know it's going to cause speculation and chuckles. If anything, you might say at the risk of being totally sexist, it attracts women... (see pic below).

On that note, this post has dipped the ladle into the punch bowl of weirdness long enough.
Until next time, peace out.
Dave

All Men Love Cars And Other Crocks Of S**t

If you typed in the following Google searches - "Why men love cars" and then "Why women love cars" - the results are almost polar opposite, but have one glaring and annoying similarity. The masculine search brings back all kinds of results and theories about why men love cars, how men are naturally driven to dominate technology, why they find comfort in the garage, and how it can be psychologically good for men to work on vehicles (even though there are times when a good number of us have no idea what the hell we're doing in regards to repairs or even what's wrong. I'm a guy - I can say this). The feminine search returns all kinds of links to articles on which cars women are attracted to, that women are more attracted to men who own expensive cars, and how to pickup more women with your hot car. In other words, BOTH searches were geared towards guys. Why is that?

The fact of the matter is, regardless of how current the content is on these websites, one fact remains perfectly clear: women dig cars. I just got back from the 15th annual Cruisin' To Graduation car show in Waldoboro, which is considered by many to be one of the first substantial car shows of the season here in Maine - this year with almost 600 cars, trucks, and motorcycles in attendance. While it was a cloudy day, the rain held off, the crowd was great, and I was able to take hundreds of pictures of all types of vehicles and are you ready for this? Numerous ones were owned by women. Here's another news flash - they wrench on them, restored them, and drive the hell out of them. Another good sign were the number of young people (under age 30) who were not only there in attendance, but also brought Detroit iron to the show. One young gentleman I've known for years was there with his 1962 Chevy truck while his wife and three week old daughter were in her '75 Trans Am. That means despite information to the contrary, young people do indeed care about cars... and vintage ones at that.

I was writing another article this week and I was doing some research on Queen Elizabeth II. Back during the closing months of World War II, when the Queen was an 18-year old princess, she wanted to volunteer to do her part with the war effort. In a nutshell, after almost a year of pestering her father, she joined the Auxiliary Territorial Service in February of 1945. Apparently, she became a rather skilled mechanic, to the point where she could rebuild engines and transmissions, as well as drive military trucks. Rumor also had it she liked getting her hands all dirty and greasy - then show them off to her posh friends who would be mortified. After the war, she was asked by Life Magazine about her service. One main reason she gave was "I truly enjoyed working on vehicles."

We've highlighted several historical female race drivers in this blog before as well as their accomplishments. But all of them shared one particular aspect - they all loved driving as well as working on cars and racing machines. While it's true they broke down social barriers and paved the way for future female drivers, that wasn't their goal from the onset. I remember reading an article about Shirley Muldowney on how she got started in racing at the young age of sixteen. "There was no mystery from the start - I loved street racing. Period. I loved tinkering with cars, making them go faster, and honing my skills as a driver." 

Legendary 1960's super stock driver Shirley Shahan's career came by being at the right place at the right time. She married early, at age 17, but she and husband H.L. Shahan initially had a couple of cars, a ’55 Chevy and then a new ‘56 Chevy with a 265, that she drove to work and raced every weekend at the drags after H.L. became the flag starter at the local races in Visalia California.“We found I could drive as well as he if not better, and it received much more attention,” she said modestly. Again, the bottom line was, she loved to drive - especially a 4-speed!

Now - am I saying that guys don't love cars? Of course they do. All I'm saying is, there are women who dig cars just as much as guys. And just like there are women who could care less about automobiles, I feel there is an equal number of men in the same boat.. so to speak. It doesn't matter where we come from or our background. We can all learn from each other and unify as a group. I've said this before - brand bashing is pointless. Gender bashing in regards to high performance, racing, and vintage automobiles is downright stupid. Embrace the diversity and evolve.

Until next time, peace out.
Dave