2

LOOKING TOWARDS

THE FUTURE

Club President "Skovy"

3 MEMBERS

BIRTHDAYS

3 ACTIVE MEMBERS

4

MEET

GEORGE THOMAS

World Renowned Elvis

Impersonator

5

MUSCLE CAR HISTORY

The Legendary Charger

muscle car 1968-1974

9

MECHANIC

The difference between

Superchargers and

Turbochargers

10

THE CLASSIC

MOTORING REVIEW

Spooky 1969 Olds

Literature: Dr.

Oldsmobile creates a

W-Machine or Two

11

THE CLASSIC

MOTORING REVIEW

Dealers Choice: 1968

Dodge Charger 44OR/T

14

NHRA NEWS

Brittany Force to drive

Advance Auto Parts Top

Fuel Dragster.

15 MUSCLE CAR

HISTORY

Rare Finds: Bob Tasca

Jr.'s 1968 Ford Torino

GT Cobra Jet

resurfaces after 35 years

18

MUSCLE CAR REVIEW

Wild Muscle Car Paint:

You won't believe who

did it first.

21

MUSCLE CAR REVIEW

Million Dollar Claim:

The BULLITT 1968

Dodge Charger!

22 RUMBLER HUMOR

"Twenty Dollars"

22

MUSCLE CAR HISTORY

1983 Motor Trend Report:

1983 Oldsmobile 15th

Anniversary Hurst Olds

23

MUSCLE CAR HISTORY

Why aren't Chevrolet

Cosworth-Vegas

worth more?

25

CLASSIC GAS STATION

Lacey Lady, The B17

WWII Bomber to be

restored to its former

glory

26

NEW VEHICLE REPORT

The 2020 Chevrolet

Silverado HD is Smart

Burly, and can tow up to

35,500 Pounds!

28

AROUND MILL HILL

MOVIE

"The Upside"

29

AROUND MILL HILL

DINNER

"The Fort"

30 SWAP SHOP

32 Red River Media

Blasting

33 Reuer Auctions

34 Capital City Motorworks

35 George Thomas

36 Application to Join

P a g e | 2

LOOKING TOWARDS

THE FUTURE

Story & Photos by Skovy

In Webster’s Dictionary there is a word ...

APPRECIATIVE

“feeling or showing gratitude or pleasure”.

The James Valley Street Machines, its Board of Directors, and myself want to express how “Appreciative” we all are on you all helping exceeding our goals all the way through 2018. It is beyond our wildest dreams how this organization has taken off. People say only a small percentage of members chip in and help. Not this organization. I can see by all the help and attendance at meetings that our percentages way outweighs the opinionates opinion.

In 2018 we set a goal to have 125 paid members and 31,000 issues of the “RUMBLER” being distributed by e-mail. We ended up 2018 with 146 paid members and 42,614 issues of the “RUMBLER” and notification that our magazine has went

International (England and Canada).

Let’s zoom to 2019. So far since January 1, 2019 we’ve signed up 32 new members. Our little magazine which you are reading now has zoomed to 46,826 e-mailed issues. Our goal for 2019 is 200 paid members and 45,000 issues of the “RUMBLER” going out. We have already surpassed the “RUMBLER” receivership and only have 24 members to sign up in 2019.

Awesome! Just totally Awesome!

2019 brings plenty of activity for the James Valley Street Machines.

Friday, April 12th 2019. Spring Fling year kickoff party. We have hired the world renowned #1 Elvis Impersonator George Thomas (Actor in the shows “Castle” and “Las Vegas”, USO performer) out of Las Vegas, Nevada to do a 3-hour show. 225 tickets available with less than 50 seats left. This will be held at the Spiritwood Resort (10 miles north of Jamestown on Highway 20). Show starts at 8:00 and goes till 12:00. There will be bus rides provided by the Crusaders Motorcycle Club that will start running at 6:00pm and leaves from the Jamestown Civic Center parking lot. They will give you a ride back after the show. $5.00 per person. Contact me to get your tickets 701-202-7067 or skovy@jvsm.club.

Wednesday nights, June 5th, July 3rd, August 7th, September 4th, 2019 will be our “Take Back Main Street” cruise. Will send out text and emails for meeting spots.

Sunday, June 9th, 2019 will be our Club Picnic. This year it will

be at “Little Yellowstone Park” that is south of Valley City.

Wednesday, June 19th & August 21st, 2019 Will be our “Whoop Ass Wednesday” events. Every year this function gets bigger and bigger. Again, we will have the “Outlaw Class” which is 4wd & Awd vehicles, the “Hot Rod Class” which is Fwd & Rwd vehicles, and now we have a ‘Utes Class” which is street legal UTV’s side by side

Thursday, July 25th through Sunday, July 28th, 2019 will be our 6th annual “Black Top Power Tour”. This year we go to Duluth, Minnesota and drive along North Shore Drive. Make your vacation plans now.

Saturday, September 21st & 22nd, 2019 will be our “Harvest Cruise” which will be a shop tour in multiple towns in North Dakota.

Friday, December 13th, 2019 will be our Christmas Extravaganza Prime Rib year end event.

Get excited, we are growing and 2019 is expected to be a fantastic year!

To all of you that are still contemplating become members, quit thinking about it. Get in there. This organization is a blast and we are starting to be recognized all over the world.

Don’t be bashful. We are a very active organization and want members. It’s only $25.00 for a regular membership & $50.00 if you want the “RUMBLER” mailed to you.

skovy@jvsm.club

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February

Gackle, Dan 02/02 Huber, Sue 02/04 Jaskoviak, Steve 02/04 Hellman, Cheryl 02/05 Readel, Nadine 02/08 Thomas, Troy 02/09 Tompkins, Debra 02/09 Gibson, Diane 02/10 Elhard, Casey 02/12 Huebner, Jo 02/12 Neumiller, Leonard 02/12 Derheim, Erica 02/13 Allmer, Michael 02/16 Hoggarth, Tim 02/16 Riffe, Jill 02/18 Thomas, Jerry 02/18 Huebner, Steve 02/19 Lovgren, Marlyn 02/22 McIlonie, Bernie 02/26

ACTIVE MEMBERS

Allmer, Michael

Anderson, Roger & Meleia

Anderson, Scott & Kim

Anderson, Bruce & Kathy

Andreassen, Kevin & Cindy

Bachmeier, Donovan & Karla

Baker, Neil & Judi

Balvitsch, Wayne

Barth, David & Roslyn

Barth, Brandon

Behm, Earl & Connie

Bennefeld, Greg & Judy

Bensch, Paul & Janis

Berg, Wayne & Tami

Bergman, Alan

Bergquist, Mike & Chris

Beyer, James

Block, Scott & Pat

Brandenburger, Max

Briese, Lee & Penny

Bruns, Nick & Nicole

Carow, Billy

Corell, John

Dauer, Judy

Dawson Ernie

DeBuck, Jeff

Derheim, Erica

Dewald, Joel & Della

Elhard, Casey & Amy

Elhard, Dale

Elhard, Dottie & Kent Paulson

Elhard, Travis

Engles, Jeremy & Tonya

Engquist, Merrill (Sparky) & Marcia

Erickson, David

Forester, Kenton (Butch)

Frueh, Darin

Fuchs, Justin & Nichole

Gackle, Dan & Mary Kay

Gaier, Craig & Johnston, Ruth

Geigle, Austin

Geisler, David

Getz, Josh & Rachael

Gibson, Teddy & Diane

Gilbertson, Mike & Murray, Kim

Gilge, Corey

Gilge, Larry & Cindy

Grimes, Jason

Grueneich, Jim & Naomi

Gumke, Don & JoAnn

Gumke, Matt

Guscette, Greta

Guthmiller, Neil & Linda

Hansen, Michael & Angie

Hart, Tory & Lori

Haseleu, Todd & Lexi

Haugen, Cory & Heather

Heinle, Larry & Audrey

Hellman, Brad & Cheryl

Hoggarth, Tim & Tiffany

Holzkamm, Al & Cindy

Houge, Jason & Ann Marie

Huber, Al & Sue

Huber, Bruce

Huber, Steve & Betty

Huber, Robert

Huebner, Steve & Jo

Jangula, Duane

Janke, Harvey & Cindy

Jaskoviak, Steven (Skovy)

Johnson, Brandon & Sonia

Johnson, Rod W.

Johnson, Ron

Johnson, Irving & Marilyn

Johnson, Spencer & Amee

Kamlitz, Brian & Melissa

Kamphuis, Duane & Char

Kapp, Dan & Jennifer

Karn, Dale & Sue

Keim, Lyman & Darlene

Kertzman, John & Janelle

Kesler, Michael & Mary

Kiefer, Randy & Linda

Kleinknecht, Delno & Phyllis

Krein, Larry & Kelly

Krenzel, Barry

Kuss, Alex

Lambert, Ken

Lang, J.R.

Larson, Brooks & Nicole

Larson, Don & Bonnie

Loose, Larry & Bonita

Lovgren, Gary & Marlyn

Lubenow, Eric

Lubenow, Owen & Kyla

Lulay, Bob & Alma

Lynn, Randy & Monica

Lynn, Tyler & Pauline

Martin, Randy & Patti

Masters, George & Eileen

McCullough, Gary

McDermid, Tim

McIlonie, Bernie & Darlene

McLaen, Roger & Caryn

McMahon, Mark & Katherine

Meidinger, Jamie

Meikle, Jack & Gloria

Miller, Aaron

Miller, Jerry

Miller, Lee

Miller, Randy

Mischka, Kenneth & Judy

P a g e | 4

Mittleider, Ricky

Mitzel, LeRoy

Morris, Ricky

Moser, Jeff

Moser, Justin & Jessie

Moser, LeRoy & Gloria

Myers, Dylan

Nelson, Troy & Christi

Nenow, Roger & Lois

Neumiller, Leonard

Nogosek, Aaron & Amy

Nohrenberg, Larry & Judy

Noot, Jay & Bryant

Olson, David & Adele

Orness, Stan & Sharon

Parvey, Matt

Perleberg, Brent & Robin

Peterson, Mike & Amy

Ravely, Thomas & Rhonda

Readel, Larry & Nadine

Redinger, Dale

Renshaw, Dennis (Brett)

Reuer, Lonnie & Tammy

Riffe, Gary & Jill

Rivinius, David & Caryn

Rixen, Dennis

Rudolph, Randy

Sabir, Nam

Sahr, Jay & Rhonda

Schadler, Alan & Melinda

Schauer, Cindy

Schauer, Ronald

Schumacher, Devin

Schumacher, Stephanie

Seckerson, Kelly & Tricia

Seher, Jeff

Siegle, Randy & Patty

Siewert, Drew & Marlee

Simmers, Jim & Dana

Stokke, Scott & Cris

Thoele, Kevin & Kim

Thomas, Brandon & Stehanie Partridge

Thomas, Jerry & Susan

Thomas, Troy & Trisha

Timm, Curt

Tompkins, Steve & Debra

Tracy, Dean & Martha

Valenta, Justin

Vanderwal, Kier & Candace

VanFleet, Jake

Wagner, Donavon & Pam

Weber, Ross & Diana

Wegner, Donald & Marla

Wehling, Tim

Westerhausen, Leon & Mary Jane

Wick, Brent

Widmer, Dan

Wiest, J.P. & Judy

Wilhelm, Jeff

Wilhelm, Jordan

Wilhelm, Rod & Sandy

Williams, Laura

Williams, Randy & Cheryl

Wolf, Cameron

Wonnenberg, Douglas & Robyn

Wuitschick, Eddie & Getty

MEET GEORGE THOMAS.

WORLD RENOWNED ELVIS IMPERSONATOR BROUGHT

TO YOU BY THE JAMES VALLEY STREET MACHINES

ON APRIL 12, 2019

I have performed at the 75th birthday of Former-Russian president Mikael Gorbachev. Recently, performed in front of

10,000 people as an opening act for the rock band "Good Charlotte" in Central America. I have also co-starred on the N.B.C. hit TV show, "Las Vegas" as an Elvis tribute artist. Have performed worldwide in such countries as Japan, Philippines, Singapore, China, Hong Kong (3 times), Thailand, Puerto Rico, Bahamas, Ecuador, Canada as well as in the U.S. including all over Southern California. My style is very fun, High-Energy with an emphasis on audience inter-action to allow those audience members that choose to and enjoy participating, to be a part of the shows' fun! I resemble Elvis when he was young and in great shape as I am 6 ft. tall and 175lbs. No wigs and a natural look. I have all the outfits, White jumpsuit (Eagle/Aloha suit with sequins), Black leather, Gold jacket and the famous "Jailhouse Rock" movie suit. In addition to Elvis, I also do a John Travolta Tribute of both the Disco '70's "Saturday Night Fever" & "Grease"-1950's. I have done a Dirty Dancing Show as "Patrick Swayze" also and twice done a "Dean Martin-Rat Pack" Performance.

From the James Valley Street Machines.

“Although George is very talented in many other impersonations, he is hired for a 3-hour ELVIS concert and all will be pointed towards Elvis impersonations”.

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MUSCLE CAR HISTORY Story & Photos by Jamie Kittrell & Ron Hansen

(allpar.com.com)

The legendary Dodge Charger muscle car,

1968-74

The Dodge Charger first appeared as a show car in 1964; from 1965 to 1967, sleek, low production Chargers based on the Dodge Coronet were sold, with limited success. [Details and photos]

1968 Dodge Chargers

The success of the 1968 Dodge Charger can almost certainly be placed on its styling, after dismal sales of the otherwise similar 1967 cars. The new “Coke bottle” look made the Charger one of the best-looking muscle cars in the US, with many considering it the best-looking performance car of the 1960s.

Dodge general manager Robert B. McCurry called the second-generation Charger a full-sized sports car, praising its “jet-age aerodynamic styling.” A radical departure from the 1966 Charger, the new one continued its performance image. The company wrote that the “wedge-form” shifted emphasis to the rear wheels, with a forward thrusting look from there. The curved sides and gauges canted to the driver were said to be the aircraft cockpit theme.

The 117-inch wheelbase Charger had a longer, lower hood line, a small integrated spoiler at the end of the rear deck, concealed headlights, an integrated bumper with vertical bumper guards, simulated wastegates in the hood and body sides, a large quick-fill gas cap located aft on the quarter panel, and bumper mounted parking lights to resemble Rallye lights.

The revised interior had vinyl-wrapped front bucket seats, with an optional center cushion/console, a “Rallye clock,” and map pockets.

For safety, the new glove-box door was hinged at the top instead of the bottom (so it couldn’t fall onto your knees) and window crank knobs were made of a yielding soft plastic. The top of the front seat back had a metal structure covered in energy-absorbing foam, and the dash was padded for leg and knee protection. Ashtrays were recessed, and the power windows had a safety lockout (to stop kids from playing with them) and couldn’t be used unless the ignition was on. Options now included front head restraints, front center lap belts (for cars without the console), shoulder belts for front and rear outboard passengers, a padded steering wheel, and a rear window defogger.

The standard engine in the Charger was the 318 cubic inch V-8, but many opted for the 383 two-barrel V8, the 426 Hemi, and the 440 Magnum. The new-for-1968 Charger R/T package was like the more conventionally styled Coronet R/T, which shared the same platform; it had a 440 Magnum, heavy duty suspension and brakes, and a choice of the Torque flite 727 three-speed automatic (or an optional four-speed manual), with rear bumblebee stripes that buyers could opt out of getting.

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Dodge wrote, “This is no dream car. It’s a real ‘take-me-home-and-let’s stir-things-up-a-bit’ automobile.”

The 1968 Charger came in a choice of six interior and 17 exterior colors. In 1968, three out of every four Chargers sold were equipped with a vinyl top.

1968 Charger sales were far higher than expected; product planners assumed they would sell 20,000 to 35,000, but built 96,000. Hemi sales went up to 467, still quite small (the option cost over a quarter as much as the car), but better than the prior year. To meet the increased sales production at the Hamtramck, Michigan plant was tripled and a Charger production line was added at St. Louis, Missouri. The Charger accounted for 16% of Dodge car sales in 1968, and ran 460% higher than in 1967.

The Charger was a runaway success, by Dodge standards.

For the next two years, Dodge was torn between the usual annual styling changes and not wanting to mess with a good thing; they made minor changes to the grille as a compromise. The 1968 has a chrome bumper under the grille, the 1969 has a chrome center divider in the grille, and the 1970 has a rectangular chrome bumper around the grille.

1969 Dodge Charger

Mopaully wrote that Mopar Muscle listed the following 1969 production figures for specialty Chargers:

• 392 Charger 500s

• 67 Hemi 500s

• 433 Daytona’s with 440

• 70 Daytona’s with Hemi.

The Charger was left virtually untouched, and only had a center grille divider, recessed taillights, and the white reverse lights moved to below the rear bumper.

The Dodge Charger 500 could have been named after the number made — 500 — by Creative Industries (from standard Chargers), solely to meet NASCAR sales rules. They used a Coronet grille and a flush, more-slanted rear window to eliminate aerodynamic problems that hurt it in races with Ford’s lower-power but more slippery racing models. The same year saw the Charger Daytona, with its massive rear spoiler and aero nose; no other car could match it for top speed (setting a record of 200 mph), with its standard 440 and optional

Hemi. Its looks were not appreciated in 1969.

The slant six was added to the range, unaccountably; only about 500 were sold.

The 1969 Dodge Charger buyers got new seat tilt adjusters and improved door lock buttons, brake adjusters, and warning buzzers. The new grille used six functional air vents, with a “dual intake” look, while the rear sported side-to-side tail-lights, replacing the smaller round units.

All buyers got a grippy “Rallye” suspension with high spring rates and a sway bar; the R/T and 500 came with heavy duty torsion bars, shocks, rear springs, and sway bars. Buyers could pony up for front disc brakes, cruise control, a tachometer, rear window defogger, and a stereo tape player.

The optional Special Edition group (Charger, Charger R/T)

P a g e | 7

added leather bucket seats, a wood-grain steering wheel, different instrument panel inserts, bright-trimmed pedals, deep-dish wheel covers, and a light group including fender-mounted turn signals.

1969 Dodge Charger Press Kit

Vinyl top choices now included tan, green, black, and white. Power was provided by a standard engine 318 cubic inch V8 (with an optional slant six, which apparently was included on five hundred cars). The optional 383 came with either two- or four-barrel carburetors. The Charger R/T, which was good for just over a fifth of all 1968 Charger sales, came with the 440 Magnum (375 horsepower), but buyers could splash out for the very expensive, very potent 425-horsepower 426 Hemi.

Engines

These were the everyday engines were the engines people ordered if economy outweighed performance ... they all took regular fuel, had a single tailpipe. These were the engines for performance buyers. All had dual tailpipes and took premium fuel. The 340, 440 Six-Pack, and 426 Hemi had unsilenced air cleaners; the 383 and 440 Magnum had dual-snorkel air cleaners.

The Charger’s wheelbase remained at 117 inches, overall length was 208 inches, width 76.6 inches, and height 53.2 inches.

The Dodge Charger Daytona, mentioned earlier, was built specifically for stock car races; it was a major effort to take back the NASCAR limelight from Ford, and, along with the Charger 500, it worked. The Daytona was about 20% more aerodynamically efficient than the 500, but it also had far better downforce on the wheels at high speeds. Dodge built 505 Charger Daytona’s, just a few more than NASCAR required. The standard engine was the 440 cubic inch V-8, with an optional Hemi.

At the Daytona’s first outing at Talladega, Alabama, piloted by Richard Brickhouse, the Daytona won handily. The Charger also

won at the Daytona 500, driven by Bobby Isaac. Dodge won 22 Grand National races that season, but failed to nab the NASCAR manufacturers’ trophy.

1970 Dodge Chargers

For 1970, the Charger received only minor changes. The Charger 500 was dropped, no longer needed for racing with the Daytona making speed; as happened all too often, the performance name was converted to a trim level, with a standard 318 V8, sitting between Charger and Charger R/T.

The Charger grew one inch longer. The SE package was still available, with the optional bucket seats. Oddly, unlike other Chrysler intermediates, the Charger had 14-inch, not 15-inch, wheels standard.

In 1970, a Dodge Charger Daytona made history at Talladega Speedway when Buddy Baker became the first driver to be clocked at more than 200 mph for a lap on a closed course. That speed record was held for a good number of years. The 1970 Charger had a new front bumper which completely encircled the grille, and new full-

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width taillights, along with the required ignition switch buzzer. The R/T got simulated scoops on the door, and a longitude stripe instead of the bumblebee stripes.

Engine options continued unchanged. The Charger R/T’s base 440 (375 gross hp, 480 lb-ft) used a single Carter four-barrel carb and the same cam timing as the Hemi (268° intake duration and 284° exhaust duration).

Total Charger production for 1970 was 49,768 cars, of which a surprising 10,337 were Charger R/Ts. Still a big seller compared with the 1966-67 Chargers, sales fell to a bit over half of what they had been in 1968, and were less than half of 1969’s gangbuster performance. (Burton Bouwkamp wrote: “The Charger sales nosedive in 1970 was caused by the introduction of the Challenger. The Dodge merchandising focus on the new Challenger reduced the marketing and merchandising efforts on the 1970 Charger.”)

The standard Charger came with the 225 slant-six or 318 V8, with a three-on-the-tree manual, vinyl bench seat, deep-pile carpet, three-spoke steering wheel with a separate horn ring, self-adjusting brakes, fiberglass belted tires, heavy duty suspension (front torsion bars, front sway bar, rear leaf springs), rear bumper guards, concealed headlights, and quick-fill gas cap. The parking brake was foot activated.

The Charger 500 added bucket seats, a clock, and wheel-lip moldings. The R/T made the clock optional while adding the 440 V8 with four-barrel carb and dual exhaust; automatic transmission (generally faster in racing); heavy duty drum brakes; F70 14 inch wheels with white sidewall tires; the R/T handling package; simulated walnut instrument panel; three-speed wipers; and a stripe.

The Charger SE, a creature-comforts luxury package, had leather and vinyl front bucket seats, fake walnut steering wheel and instrument panel, pedal dress-up, lighting group, deep-dish wheel covers, and vinyl map pockets.

Options included air conditioning, cruise, front center cushion with fold-down armrest (for bucket seats), headlight time delay, luggage rack, sunroof, left remote control mirror, right side mirror, rear seat speaker, a variety of radios (an optional stereo had an 8-track player and three speakers, all in the instrument panel), rear shoulder belts, rear window defogger, six-way manually adjustable driver's bucket seat, three-speed wipers, tinted glass, hood insulation, and power brakes, steering, and windows. There were also numerous appearance options.

The only way to get a manual transmission with the R/T was to get a four-barrel V8 with the four-speed manual transmission and Hurst shifter. A floor-mounted three-speed stick was sold with the 383 four-barrel. There were options for a Sure-Grip limited-slip differential, tachometer, front power disc brakes, heavy-duty drums, trailer towing package, axle packages, and XHD Rallye (R/T) suspension.

The “Other Chargers”

The early success of the American Dodge Charger caught the attention of international product planners. While the Charger was far too large and thirsty for export, the Charger look could be adapted to the humble Valiant, hideaway headlights and all. Production was fairly low, but many Chargers still remain in South America.

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DIFFERENCES BETWEEN SUPERCHARGERS AND

TURBOCHARGERS Story & Photos by (procarmechanics.com)

There is quite a bit of terminology when it comes to automobile parts, and a person can get very easily confused. Some of the things that are bantered about may sound very appealing, but may not be what a car buyer wants in his or her vehicle. Understanding differences between various components helps to make a better decision. Superchargers and turbochargers are mentioned almost in the same breath by many people in the auto industry. There is definitely a difference between the two of them.

Either one will deal with power. Turbochargers and superchargers are known as forced induction systems. It means that either will compress the air flowing into the engine, which provides more power to the car. This creates a considerable amount of boost, which can be as much as 50% more power into the engine. This makes a luxury car or high-end sports car roar like a lion whenever the owner is tired of the engine purring like a kitten. A main difference between the turbocharger and the supercharger lies in the power supply.

A turbocharger uses the exhaust stream for its energy. The exhaust will run through a turbine that will itself spin the compressor. The turbine spinning can be as much 150,000 RPM (Rotations Per Minute). To put that in layman’s terms, the turbocharger is able to have an RPM speed that can be almost 30 times faster than an ordinary automobile engine. It does take a little while for the turbine to produce the boost, and can result in the car lunging forward when the turbocharger kicks into action. The size of the turbocharger can impact power with a smaller one producing more boost faster. A turbocharger is particularly effective at high altitudes where other engines experience difficulty. Because the air is less dense a normal engine gets a smaller amount of air. Turbocharged engines do not suffer a dramatic reduction in power since the turbocharger is more capable of pumping thinner air.

The source of the power for the supercharger is in a belt

connected directly to the engine. A supercharger will compress air of the atmospheric pressure, and create the boost by forcing air into the engine. The supercharger can add as much as 46% more horsepower because the increased air will allow more fuel to be added to the combustion charge. Like the turbocharger, a supercharger will do well in high-altitude.

Looking at the difference between the two the supercharger will take its power from the crankshaft whereas the turbocharger will draw power from exhaust gases that result from combustion. Superchargers will spin with speeds up to 50,000 RPM. The turbocharger is not connected to the engine and can spin much faster. Both will produce large amounts of power. A supercharger doesn’t have a waste gate, which means that smog will emit from a supercharger. Turbochargers on the other hand have smog altering equipment to lower the

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carbon emission of discharges. Turbochargers will run extremely hot and must be well insulated.

In deciding on which is better will depend on the vehicle itself. The reason why turbochargers are used most commonly in Europe is because the engines are small and four cylinders are standard. Superchargers can deliver their boost at lower RPMs then a turbocharger, whereas the turbocharger works best at high engine speeds. Turbochargers are quieter and superchargers are more reliable. Superchargers are easier to maintain than the complex turbocharger.

The arguments can go on back and forth. It would be great if a supercharger was in the car so that the boost could occur at low RPMs, while a turbocharger would put considerable power at a higher rotation. Volkswagen has attempted that with a twin charger engine. Besides being very expensive, the twin charger engine also only operates with premium gasoline. Determining which is better comes down to the make of the car itself. Incidentally, both are just about the same in price so money is not an issue. A regular car would do better with a

supercharger. These are easier to install and tune-ups are not as difficult. The Turbo charger has its real niche in more specialized markets. It is considered more efficient overall than a supercharger. The consumer is left with deciding personally the type of car to own at from that point installing the correct forced induction system to add more power to the drive.

SPOOKY 1969 OLDS LITERATURE: Dr.

Oldsmobile creates a W-Machine. Or Two.

Story & Photos by Thomas A. DeMauro (hemmings.com)

Though Oldsmobile didn’t field as many muscular models as its GM siblings Pontiac and Chevrolet, or competing automakers Ford and Chrysler, the Division certainly made the most of what it did have. For example, in 1969, there was the Hurst/Olds, the 4-4-2, the 4-4-2 with W-30, the 4-4-2 with W-32 and the Cutlass S or F-85 with W-31. All of these performance packages were applied to Oldsmobile’s midsized A-body.

The Division presented its W-30 and W-31 entries (sans the W-32) to the muscle car market via an extraordinary, highly stylized eight-page brochure that was published in some car magazines of the day. And same-themed

one-page ads were also regularly found in most of those periodicals.

The Dr. Oldsmobile campaign with its classic horror movie vibe of a mad scientist creating a monster for the street was so visually arresting that it remained powerful in black and white, which also stayed true to the Hollywood era it was depicting.

Submitted beneath the exaggerated characters, smoke and vintage laboratory props were detailed specifications regarding Oldsmobile’s W-Machines. The combination of comprehensive powertrain and chassis engineering and lots of horsepower wrapped in a stylish and modern-for-its-era A-body made the 4-4-2 a hot contender for attracting the performance-craving 1960s youth market.

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Though all of the automakers of the era used specific concepts in their advertising, you have to admit, this one is pretty outrageous (in a good way) even for the late 1960s. Do you remember the W-Machine ads? Can you recall other car manufacturers’ ad campaigns that were as eccentric as this one?

DEALERS CHOICE: 1968 DODGE CHARGER 440 R/T?

Story & Photos by Cam Benty (hotrod.com)

If you’re looking to buy a new Mopar and live around The Dallas in northern Oregon, we have an additional reason for you to drop by Urness Chrysler, Dodge, Jeep. There to greet you as you enter the facility next to the Hellcats, 300s, and Jeep Track Hawks is a beautifully restored 1968 Dodge Charger 440 R/T, property of dealership owner, Tim Urness. Dressed in Bright Red, this beautifully restored car is a thing of beauty. But the journey from field car to show ready was marked by a series of challenges not uncommon for these classics from the original Mopar muscle car era.

Urness found the car sitting in a field not far from his home in Oregon. Supported on four logs, the car was in the worst condition of three Mopar’s (including a 1970 Mod-top ’Cuda and a ’70 Charger R/T) that belonged to the current owner who stated that he purchased the car from a guy from California who was stationed in the military. The owner gave the Charger to his father to drive for a while but when his father opted for a new car, the Charger was relegated to

its “log-based storage.” It was due to the fact that the ’68 Charger required the most work of the three cars he owned at the time, that he decided to part with it and handed the key to Urness in 2001 after some quick negotiation.

The rebuild started almost immediately as the car was disassembled and assessed for parts that would require replacement. With time, the car was media-blasted to remove all previous paint at Urness’s brother-in-law’s shop. All seemed to be on the way to revitalizing the classic until a snowstorm brought everything to a halt. The winter of 2005 was one for the books in the Columbia River gorge. At the height of one storm, the roof on the shop where the Charger was undergoing its restoration collapsed. For two long weeks, no one knew the fate of the Charger, but a betting man would have guessed this was the end of the line for the classic Dodge.

As luck would have it, a welding table positioned near the Charger saved the car from being crushed like a beer can, the table holding the roof of the car after its collapse. A single dent in one A-pillar bore witness to the close call the car encountered — an amazing stroke of luck. But the question then became where to take the car next.

The Smith Brothers, James and Bob, from Lyle, Washington, are well known for their vast restoration knowledge, Dodge Chargers of this vintage being one of their specialties. With metal scalpel in hand, they removed all of the remaining rusty pieces and then put in a big order from the Auto Metal Direct

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catalog to obtain the parts needed to make this Charger whole once again. From the glass to the bumpers to a vast amount of body panels, they masterfully installed the new parts retaining key elements of the original metal when possible. Credit for the paintwork falls to The Mad Hatter, Doug Graves who applied the impressive Bright Red coatings.

The original 440-cid engine was also going through a reconditioning program at the time to make it worthy of the rest of the car that was shaping up quite nicely. Local Chrysler technician Doug Zaugg was charged with rebuilding the engine to better than new condition. Among the key elements used to build out the 440-cid engine were Keith Black pistons, Mopar Performance camshaft, and an Edelbrock 4BBL carburetor. The original block, heads, and intake were retained and a Mopar Performance ignition was installed to fire it on key command. The original Chrysler New Process A833 four-speed transmission was rebuilt to factory specs — in this case Hemi specs with an 18-spline input shaft for the peak of durability.

High praise for their efforts to restore the Charger comes from Urness who recently stated, “The Smith Brothers Restoration helped to restore the vehicle using their encyclopedic knowledge of Chargers. It was under their guidance and talent that they assembled all of the loose ends to keep the project pure. Their help was invaluable in this endeavor, and I cannot say enough about their skill, knowledge, and friendship.”

The Urness Charger looks just like a factory fresh R/T as delivered in 1968. If you get the chance to drop by the dealership, it’s worth the trip to see this classic even if you don’t roll out with a new Hellcat Charger. But this classic muscle car could just put you in the mood for some tire-smoking action of your own. We warned you!

Tim Urness has a lot to be proud of with this impressive Bright Red 1968 Charger

R/T

Rated at 375 hp from the factory, this 440-cid engine has been outfitted with

mostly stock components but with some slight upgrades for Keith Black pistons

and an Edelbrock 4BBL carburetor.

Restored to like new by Gary Saylors from a combination of original and

Legendary Interior components, this interior feature all of the key Charger

components and that all-important Hurst four-speed shifter system that makes it

fun to drive.

The Smith Brothers restored the instrument panel, which features original

gauges recalibrated to ensure reliable operation. The new dash pad is a

crowning touch.

As mentioned, the Hurst four-speed is the center of attention on this car, but great care was given to the restoration of the factory console. A reverse light (under

dash in background) was part of all Mopar’s at the time that were equipped

with manual transmissions.

This Bright Red Charger cuts a profile not unlike the factory brochures that were produced back in 1968. It’s no wonder that the Mopar Rapid Transit promotion

was so popular.

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But while the final product is a thing of beauty, this Charger has seen a lot of

work over the years to get it to this condition. This image shows just how much reworking was required by the

Smith Brothers to bring it back from the dead.

Just about all of the rear Sheetmetal on the Charger was cut off and replaced with Auto Metal Direct replacement parts. Only

the original rear taillight panel, front fenders, and doors made the cut. A short list Auto Metal Direct (AMD) components includes the roof skin, lower rear valance, hood, bumpers, window glass, and rear

quarters just to hit the highlights.

In stark comparison, this is how the backside of the Charger looks today. To

dress it out, and in keeping with the option codes in the data plate still located under hood, the Smith Brothers applied

this factory correct rear deck stripe package.

701-250-9090

One half of the Smith Brothers team, James Smith, was heavily involved in the

restoration of the Charger, including making sure that only 1968 Charger-

correct elements were included.

In keeping with the originality theme, these 11-inch diameter drum brakes are used at all four corners, 3-inch thick up front and 2.5-inch thick in the rear. Note

the attention to detail even within the wheel well.

To activate those drum brakes, the factory power braking system was

restored to factory spec.

All exhaust manifolds, valve covers and hoses down to the hose clamps are

correct for this year Charger. The 1968 Charger engines were this blue color and

changed to Chrysler Orange in 1969

The original radiator was modified to add an additional row of cooling tubes to make certain the Charger runs cool, summer or winter. This Charger also

features power steering and a Firm Feel Suspension high-ratio steering box

Another look at how far this Charger has come — after nearly heading to the

crusher when it was caught in a roof cave in back in 2005. Here the Charger sets

ready for primer after being media-blasted.

No Charger R/T would be complete without its signature hood reliefs and turn signal lighting. As the factory hood was

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no longer worthy of this restoration, a new one was purchased from AMD.

Even from this angle, the Charger exhibits a signature muscle car shape. Note that many Chargers came with vinyl roofs, which hid shoddy workmanship at the

factory and often trapped moisture over the years causing them to rust. This

Charger’s roof is perfection — another contribution from AMD.

A one-year-only design, the rear taillights on 1968 Chargers not only had the

obvious taillight rings, but also a reverse light tucked up between the two main

taillights.

As pretty on the underside as it is on top, the factory-correct rear dual exhaust

(Accurate Exhaust) runs alongside the brand-new rear gas tank and AMD

bumper. In a break from the original-only restoration, Urness has opted for big

Mickey Thompson radial tires wrapped around the factory-style Magnum 500

wheels

The rear trunk is clean and functional with a replacement mat that covers the fully

restored flooring.

Tim Urness has lots to be proud of with his amazingly restored 1968 Charger R/T.

Certainly the previous owner would be shocked at the transformation.

Lest you be worried that this beautiful Charger is lonely when it’s not on the

showroom floor of Urness Chrysler Dodge in Dallas, Oregon, its sitting right next to

this restored ’Cuda in Urness’ home garage.

BRITTANY FORCE TO DRIVE ADVANCE AUTO

PARTS TOP FUEL DRAGSTER

Story & Photos by Gary Nastase (competitionplus.com)

John Force Racing today announced that Brittany Force, the 2017 Top Fuel World Champion, will be in the driver’s seat of the Advance Auto Parts Top Fuel dragster for the 2019 NHRA Mello Yello Drag Racing Series season, which kicks-off with the Lucas Oil NHRA Winternationals, February 8-10 at the Auto Club Raceway at Pomona in Pomona, Calif.

With her sister Courtney Force having just announced that she is stepping away from driving duties, Advance Auto Parts continues its partnership with John Force Racing by becoming the primary sponsor of Brittany Force’s Top Fuel dragster.

“I’m really excited to start this season teaming up with Advance Auto Parts,” said Brittany Force. “They’ve been such a great

P a g e | 15

partner to John Force Racing the past two years. They exceeded expectations when working with Courtney, building her as their brand ambassador, and I can’t wait to see what we can accomplish together. I’m looking forward to getting them their first win in a dragster and ultimately going after a championship. Off track, I look forward to creating new relationships and being involved with everything this great company has to offer.”

Brittany Force finished the 2018 season fifth in the NHRA Mello Yello points standings after a roller coaster season that started with a grisly wreck. Four races later she debuted a brand-new dragster at the Spring Nationals in Houston and picked up the race win. In 2017, she became just the second female and first in 35 years to win the Top Fuel world championship.

“We are excited to continue our partnership with John Force Racing and have Brittany Force drive the Advance Auto Parts and Carquest Top Fuel Dragster in 2019,” said Yogi Jashnani, Chief Marketing Officer for Advance,

which owns the Carquest brand. “Brittany represented us in eight races last season and was instrumental in launching our new advertising campaign, ‘Think Ahead. Think Advance.’ We look forward to our continued involvement in NHRA and welcoming fans to shop at www.AdvanceAutoParts.com or check out one of our more than 6,000 Advance Auto Parts and Carquest store locations throughout North America.”

MUSCLE CAR HISTORY

RARE FINDS: Bob Tasca Jr.’s 1968 Ford Torino GT

Cobra Jet Resurfaces after 35 Years!

Story & Photos by Jerry Heasley (hotrod.com)

The personal 1968 Cobra Jet Torino GT of Bob Tasca Jr., son of the late and great Bob Tasca (1926-2010), has surfaced from under a tarp in a backyard in Chicopee, Massachusetts. Incredibly, the midsized muscle car had been parked in this spot for 35 years.

Locals have known about this hot Ford for decades, as has the Tasca family. Bob Sr. wanted to buy the car. However, the owner, Doug Gaba, “was the type of person who loved his cars—all Fords—and didn’t want to part with any of them. Local people called him Mr. Ford,” says Chris Zukowski.

“I’ve known this car for as long as I can remember. I was a little kid when Doug bought it in 1980.”

Chris goes so far as to call Doug Gaba “family,” though he wasn’t “blood family. My father, Walter, went to high school with him, and they were really good friends.”

The engine, a 427 Tunnel Port, had a spun rod bearing when Gaba bought the Torino GT. Walter is a machinist and helped Gaba fix and “freshen up” the 427 in the late 1980s.

“Then, it was just put in the backyard and stayed there forever,” said Chris.

The Tasca Torino was parked in Doug Gaba’s yard from 1980 to 2015.

But why was this Torino powered by a 427 Tunnel Port and not an

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R-code 428 Cobra Jet, which the car came with from Dearborn Assembly? After all, Tasca Ford in Providence, Rhode Island, had been the very dealership that originated the Cobra Jet, a story that is well documented today.

Briefly, Tasca had been successful drag racing, including with Ford’s 427. But the 427 was expensive and hard to get. To sell Ford muscle to more enthusiasts, Tasca dropped high-flow heads on the readily available and inexpensive 428 FE-series passenger car block to create what became the first Cobra Jet. For induction he used a 427 medium-riser intake topped with a 735-cfm Holley four-barrel. The car was called the KR-8, short for King of the Road in 1968.

The 427 Tunnel Port in this Torino might have been the engine that Ford gave Bob Tasca in place of the original 428 Cobra Jet that was in the Mustang Tasca built

and presented to Ford. Nobody knows for sure.

The Cobra Jet hit showrooms on April 1, 1968, but the Blue Oval guys had already shaken up the drag racing world with the new CJ at the 1968 Winternationals a few months earlier.

Dyno Don Nicholson’s 1968 Cobra Jet Mustang might have lost in the first round due to a spun rod bearing, but Ford invaded with seven other white CJ fastbacks, all 428s, all owned by Ford, and all driven by factory “team” drag racers. In the finals,

Al “Batman” Joniec ran against Hubert Platt in an identically prepared Mustang. Ford couldn’t lose this one in SS/E. The winning timeslip was 11.49 at 126.6 mph, Joniec getting the honors.

The Torino came with “Parchment vinyl bucket seats with black components.” The

stock C6 automatic transmission shifter pokes out of a console that is not listed on

the invoice.

In 1968, Tasca ordered this 1968 Cobra Jet Torino GT. A Marti Report reveals this car was built on April 19, 1968, very late in the production run, and that Tasca sold the car on March 29, 1969.

According to Chris’s research, during the 11 months Tasca owned the Torino, the dealership experimented with three different stages of performance, the first being simple “tweaks.” The second stage is still under investigation, but would have had more modifications to the 428 CJ. The third stage was replacing the 428 CJ with the 427 Tunnel Port this car has.

This decal is evidence that Tasca Ford wanted to build a King of the Road

muscle car. Chris Zukowski believes this Torino is the one car that came with this

decal.

Tasca made up decals reading “King of the Road,” a set of which is still on this car. Apparently, Tasca was planning to sell a specialty model using this name, but Ford said no because Shelby already had dibs on the name for the G.T. 500, which became the G.T. 500KR in the spring of 1968.

The Cobra Jet was hotter than Shelby’s 428 Police Interceptor in the 1968 G.T. 500. A Shelby was the hottest Mustang in Ford’s pony car stable, so the Shelby lineup changed mid-model year to include this new motor from the Ford lineup.

Chris Zukowski got the Torino GT running and driving. “Right now, I’m actually using

it,” he says. “It is registered. It runs. It drives. It’s made a couple of track passes.

I went to the Cobra Jet Reunion with it.”

Tasca had developed the Cobra Jet engine, so it made sense for him to market a specialty model of his own.

Bob McClurg’s book, The Tasca Ford Legacy, mentions Bob Tasca Jr.’s “pretty fast 1968 428 CJ Torino automatic, a car so fast that no one wanted to race him.” An automatic was the choice of drag racers in those days. This Torino would have been very hot with the new 428 Cobra Jet, especially with Tasca tweaks, and no doubt was a real terror on the streets with a 427 Tunnel Port.

When Doug Gaba died in 2015, Chris helped liquidate the estate. However, the sale of the Torino

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was “kind of up in the air,” and instead he purchased an S-code 1967 Mustang fastback.

Chris says, “Then somebody decided not to buy [the Torino], and a friend of mine, Jay Anderson, purchased the car.” Two months later, he had the Torino in his shop and was helping his friend clean it up.

Then he saw where his father had written “crush” in paint on the oil pan. “I got kind of sentimental because of my lifelong connection to the car, my father, and his friend Doug.”

Chris makes an occasional pass down the strip with the Tasca Torino.

Chris got motivated to pick up the reins and put the car on the street to enjoy, and occasionally drag race, as well. “My buddy said to me, ‘Give me what I have in it, and it’s yours.’” Chris was elated to purchase the car that was once owned by a friend so close to the family. He displayed the historic Tasca Torino at the 2018 Cobra Jet Reunion at Summit Motorsports Park in Norwalk, Ohio.

At a show in 2018, Bob Tasca Jr. and his wife, Jane, reunited with the Torino GT from 1968. Only 50 years had passed.

In 1968, Bob Tasca Jr. scribbled his girlfriend’s name, Jane, and his first name on the plastic housing inside the steering

wheel spoke. Sure enough, the inscriptions were still there.

Bob Tasca Jr., seen here on the right, beckons John Healey (in red shirt), who was Tasca’s head mechanic in the late 1960s, to look at an inscription he made on the opposite side of the big pad in the

center of the steering wheel.

Tasca sold the Torino GT on March 29, 1969, just as the Ford records cited in a Marti Report indicate. Neither the Marti Report nor this invoice indicate a Drag

Pack option at this early date in Cobra Jet history.

This Tasca sticker underneath the hood is from 1968.

Underneath the car is some surface rust, but the metal is solid. The same is true for the doors and fenders. Chris has talked to a “couple of old-timers,” that attribute the near rust-free body to carpet covered with

sand under the car. Although, parked outside 35 years did not “do it any

justice.”

The Candy apple Red paint is original Ford acrylic enamel that Ron Greenleaf cosmetically touched up. He also fixed

the rear wheel wells that had been flared out. Chris cleaned the Torino and then

returned it to the same spot where it was parked for 35 years.

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Chris pulled and painted the 427 Tunnel Port, which he runs on a 50/50 mixture of 93-octane premium and racing fuel. The 427 idles at about 1,000 rpm with the set of dual 660-cfm BK/BJ Holley four-barrels

refinished by Drew at Air Fuel Spark in Douglas, Georgia.

Chris got one of the original air intake hoses with the car, and fabricated a duplicate set. He still has the original hose for display. Apparently, Tasca

attached these Ford Thunderbolt-style tubes to the 427 for ram air

MUSCLE CAR UPGRADES

5 MUSCLE CAR UPGRADES THAT OFFER THE HIGHEST

VALUE Story & Photos by (carsdirect.com)

Determining the value of a classic car can be a very subjective process, but there are a number of muscle car upgrades that will directly affect the overall value of the vehicle. The valuation process on an older, classic, or muscle car is far different than that of a newer car. Due to the classic nature of the vehicle, is can be very difficult to determine an accurate value, and the employment of a professional appraiser can give you the most accurate valuation on the vehicle. It is important to have a good valuation of the vehicle for two primary reasons; appropriate insurance coverage, and determining an asking price if selling the vehicle. Here you will find some upgrades that will give

the highest value for the vehicle overall.

Body and Frame

The condition of the body is possibly the most important factor in valuation of a classic vehicle. If you want to get the maximum value on your vehicle, think authentic. The body should be repaired or restored to its original lines, with no customizations. Paint color should also be authentic if you are painting the car. Any indications there is frame damage (uneven gaps between body panels or panels at differing heights), should be addressed, as this will greatly impact the vehicle's values. Frame issues should be addressed with a knowledgeable professional.

Paint

Condition of the paint will impact the valuation of the vehicle. If the car needs a new paint job, have it professionally done, as few have access to a paint booth or the knowledge required to give the car a flawless paint job. A poor paint job, or paint that is in poor shape will lower the value of the vehicle.

Interior Condition

The overall condition of the vehicle's interior can have a significant impact on the vehicle. This is an area you will need to possibly do some research on to determine what interior fabrics and materials were used originally in the factory, and replaced with like-minded materials.

Engine and Transmission

The overall engine and transmission condition are areas

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to focus on in the restoration, and are perhaps equally important as the body and frame. If the engine needs restoration, it should be done with as many of the original parts as possible. OEM recycled parts are acceptable as well. A rebuild of the original engine is actually more beneficial when it comes to value as opposed to replacement. An appraiser will look to see if the numbers match between the original VIN and the serial number on the engine. A replacement engine will impact the authenticity factor in the valuation.

Authenticity

Authenticity is important when it comes to valuing the vehicle. It is very difficult to place a value on aftermarket upgrades or equipment, and is often valued only at about ten to thirty percent of the actual cost of the equipment. While a customized vehicle may appeal to one or two specific private parties, a vehicle that has been restored with all original parts is highly desired by most serious car collectors.

MUSCLE CAR REVIEW

Wild Muscle Car Paint Colors of 1960’s-1970’s:

You won’t believe who did it first!

Story & Photos by Diego Rosenberg & Photo’s by Ken Bowser (hotrod.com)

Henry Ford claimed, “Any customer can have a car painted any color that he wants so long as it is black.” While it is not quite correct to say that Model Ts were available in only one color, what is true is that colors can reflect the times—just like fashion. And in the lysergic 1960s, day-glow colors were the order of the day.

“Today’s car blossoms with flowered tops, bold stripes and colors that are mixed to order ‘like prescriptions,’ as one paint company executive put it,” read the story “Colors Enhance, Sell Cars” in the December 1, 1968, Detroit Free Press.”, And tastes are getting wilder, especially among buyers of performance cars,’ Bill Brownlie, chief stylist of Dodge studios, said.”

Tastes got pretty wild in the 1950s with tri-tone paint jobs, but nothing prepared us for the color trend 10 years later. So when, exactly, did these retina-burning colors become regular production items? Best I can tell, 1968 was

the first model year, and no, it wasn’t Chrysler.

Panther Pink/Moulin Rouge just might be the most outrageous color for American

muscle. This one also features the fluorescent magenta stripe (V6M) for

extra effect.

Would you believe Mercury? The color was called Calypso Coral (color code 3), and it was available for the Montego series. The paint formula had its origins in Poppy Red, a color for the 1965 Mustang. For 1969, the name changed to Competition Orange, and it was joined by Bright Yellow (9) when the midyear Cougar Eliminator was introduced. In 1970, an ever-so-slightly different hue called Competition Yellow (D) was used, which was joined by Competition Blue (J), Competition Gold (U), and Competition Green (Z). The latter became a bright green metallic in 1971 and was joined by Bright Lime Green (I) in addition to the other Competition colors.

Ford didn’t have the honor of psychedelia gracing its palette for 1968, instead introducing Bright Yellow (9) and Calypso Coral (3) for the 1969 Boss 302 Mustang; Ford marketed the latter color as Vermilion in 1970. Like Mercury’s Competition colors, Ford had Bright Yellow (D), Grabber Blue (J), Grabber Orange (U), and Grabber Green (Z) for 1970. Grabber Green Metallic (Z) superseded the latter in 1971, with code D being renamed

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Grabber Yellow and Grabber Blue staying pat.

Shelby took a different path. Midyear in 1968, Shelby offered Special Yellow and five other colors, including three Special Oranges (the same as Calypso Coral, according to TheCoralSnake.com), a Special Green, plus a Special Red. For 1969-1970 Shelby Mustangs the colors available were Grabber Yellow, Grabber Blue, Grabber Orange, Grabber Green, and Competition Red (Calypso Coral).

AMC may have been the little upstart, but when it decided to work the youth market, it did so with moxie. In 1969, Big Bad Orange, Big Bad Green, and Big Bad Blue were available for Javelins and AMXs complete with painted bumpers. The colors carried over into 1970, with the pony cars now featuring conventional bumpers.

Buick was rather conservative in the era, with only the 1970 GSX’s Saturn Yellow (Q) being notable. It was unique among General Motors’ brands.

Chevrolet introduced Rallye Green midyear in 1968, which was joined in 1969 by Hugger Orange (72, with the Corvette and Chevelle calling it Monaco Orange) and Daytona Yellow (76). The latter two continued into 1970. A less bright Sunflower Yellow (52) joined the Nova line midyear and was carried over into 1971.

Dr. Oldsmobile had a few hues concocted in the laboratory for 1970. Most visible was Sebring Yellow, which was the same color as Daytona Yellow. There also was Rally Red (73), an orange that is actually different

from Hugger Orange but which looks the same.

Pontiac introduced two midyear 1968 colors that are rarely seen today: Carnival Red and Marigold Yellow. They were somewhat precursors to 1969’s Carousel Red (72, commonly seen on the Judge) and Goldenrod Yellow (76), both identical to Hugger Orange and Daytona Yellow, respectively. The pair was joined in 1970 by Orbit Orange (60).

MOPAR may not have been first, but it has always embraced the market with aplomb. At best, Dodge’s midyear 1968 Charger Red was a hint of what was to come—this color became Performance Red & Barracuda Orange/Bright Red (Plymouth /Dodge) for 1969. It was joined by Bahama Yellow/Butterscotch (EL5), and Rallye Green/Bright Green (EF6), with Plymouth getting Vitamin C (EK2) and Dodge getting Hemi Orange (EV2).

For 1970, both marques’ day-glow palette was completely analogous and grouped under the High Impact banner: Tor Red/Hemi Orange, Vitamin C/Go Mango, Lemon Twist/Top Banana (FY1), Limelight/Sublime (FJ5), and In Violet/Plum Crazy (FC7). Midyear, Moulin Rouge/Panther Pink (FM3) and Sassy Grass Green/Green Go (FJ6) were added. For 1971, Curious Yellow/Citroen Yella (GY3) and EL5 were added to

EV2, FY1 (added 9/70), FC7, and FJ6. EV2 was available through 1972 and FY1 through 1973 before the drab 1970s commenced.

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MUSCLE CAR HISTORY

MILLION DOLLAR CLAIM: The BULLITT 1968 Dodge

Charger? Story & Photos by (bringatrailer.com)

This 1968 Dodge Charger R/T is said to be one of two cars used in the filming of the Bullitt car chase starring Steve McQueen. The car was found in Arizona and restored to this condition by the current owner, who also documented the odd holes in the floor, door jamb, and trunk that he claims were for the camera rig. He offers the links below that show photos of the car being used for filming. Interestingly, he says there was a second car that was used for the high-speed gas station crash at the end of the chase, and that one was not an R/T. Find this one here on cars-on-line.com in Tucson, Arizona for $1,000,000 firm. Special thanks to BaT reader John M. for this submission!

The seller apparently didn’t know of the car’s film history until holes presumably drilled for camera mounting were discovered underneath the carpet during the disassembly process. The VIN of

the actual car is unknown, but there does seem to be quite a bit of evidence in favor of its movie provenance. The seller, an Arnold Welch, puts much of the evidence together on this German muscle car site. The pre-restoration photos are found at this blog link, and the car was shown in restored form at SEMA in 2011.

The black plate wouldn’t be hard to reproduce, but a real document showing that that plate was assigned to the car for sale would be worth bigtime cash. It is interesting that a Charger was used as a camera car as well as on screen. Maybe that external rig on the passenger side is how they got all the motion shots of the two henchmen inside.

Purported to originally be yellow, the seller claims it was then repainted black for filming, then repainted factory yellow and finally gold prior to resale at Valley Dodge in Van Nuys, California, in 1970.

Factory-equipped with a 440 CID V-8, 4-speed manual and Dana 60 rear end, the car is said to have 62,000 original miles. Ignoring the seven-figure asking price for a moment, that’s our ideal spec — not including the ultra-rare 426 Hemi cars, of course, of which many were equipped with fun-sapping Torque flight automatics anyway.

We’d love to see what happens to this car in the future. We would think that the big auctions would be all over it if the claims could be substantiated. It just seems so odd that it was posted to such an odd classified site. We’ll be watching this one.

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RUMBLER HUMOR

Ole was walking home late at night and sees a woman in the dark shadows.

“Twenty Dollars” she whispers.

Ole had never been with a hooker before, but decides what the heck, it’s only twenty bucks. So, they hide in the bushes.

They’re going at it for a minute when all of a sudden, a light flash on them. It’s a police officer.

“What’s going on here, people?” asks the officer.

“I’m making love to Lena, my wife!” Ole answers

“Oh, I’m sorry” says the cop, “I didn’t know.”

“Well neither did I till you shined the light in her face.”

MUSCLE CAR HISTORY

1983 MOTOR TREND REPORT: 1983

OLDSMOBILE 15TH ANNIVERSARY HURST

OLDS Story & Photos by Mike Rosa

(autosofinterest.com)

That’s Hurst, not hearse

Your eyes are not tricking you.

I repeat, your eyes are not tricking you. And, that is not a Photoshop chop either. Nor is it some one-off custom job.

So that means there’s some sort of photographic triple exposure to blame for what you’re seeing right? Nope.

What you’re looking at is a factory Hurst three-stick. Lightning Rod shifter that was

standard on the 1983 15th Anniversary Hurst Oldsmobile.

That’s nice, you might say, followed by the natural query< “so … what do they do?”

That answer just may surprise you as much as when you first saw this picture.

Not your father’s Oldsmobile

To the right is an example of the 1983 Hurst Olds. It came only in black with silver rocker panels, and striping done in red and silver. Other visual elements that set is apart from lesser Cutlass models are the hood bulge, rear spoiler, dual (outlet) exhaust and 15” wheels wearing P215/65R15 Goodyear Eagle GT tires. Suspension is of a heavy-duty variety and was available with an optional superlift air-adjustable shock absorbers. Standard steering was upgraded to a quicker ration. T-tops were optional. (Ahh T-tops.)

Under-hood specifics include an Olds-built 307-cubic inch (5.0-liter) V* fitted with a unique Rochester 4-barrel carburetor that opens the secondary barrels earlier than normal. On top of the carburetor sits a dual-snorkel, low-restriction air cleaner.

Everything added up to provide a 40 HP gain over a standard-issue 5.0-liter Cutlass, for a total of 180 BHP at 4,000 RPM and 245 pound-feet of torque at 3,200 RPM.

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Stock performance is short of what we refer to today as high performance, however for the time and size of car, it moved pretty good. At introduction, Oldsmobile estimated 0-60 MPH times of around 8.5 seconds. Motor Trend’s initial test was unable to reach that speed in nay less than 9.5 seconds. The magazine clocked at 17.41-second quarter mile with a trap speed of 77.5 MPH.

Cruising in a complicated Cutlass

Okay, so what about all those sticks jutting out from the center console? How on earth do they work? Okay here it is. Hurst’s 3-stick shifter controlled the car’s four-speed automatic but it could be shifted manually. The lever off to the far-right engaged shifts between gears 1 and 2, while the middle lever operated shifts between gears 2 and 3, and, you guessed it, the left lever operated shifts between 3 and OD, and also controlled the entire range.

Confused? That was anticipated by Oldsmobile.

So much so, the cars shipped with the following warning label blocking out the right two levers.

Maybe a little clearer, Hurst described it thusly, “Squeeze the thumb trigger, pull stick one and BANG! -you’re in drive. Second trigger, second stick-BANG! -there’s second. Third trigger, third stick-BANG! -there’s low. And the sequence for upshifts is just as easy. You can’t miss a gear cause the stick you pull is the gear you get.”

What did Motor Trend think of it at the time? An article stated they, “came to the conclusion that the Lightning Rod 3-stick shifter is your basic cosmetic item, pure and simple. Yes, all three sticks are functional in that they control the gears they are assigned to control, but the transmission itself is completely programmed to upshift on its own […]” and “After a couple of passes using the manual sticks, we tried several runs simply putting the master control stick into ‘D,’ and within the band of normal variations the car ran exactly the same times-without all the monkey motion from the driver’s right arm.”

Oldsmobile initially planned on making 2,500 1983 15th Anniversary Hurst Olds models but the demand drives that number up to around 3,000. The model carried on into the 1984 model year (in non-anniversary trim) whereby the black and silver colors were reversed.

In 1885 the 442 made its comeback but maybe that another post.

MUSCLE CAR HISTORY

WHY AREN’T CHEVROLET COSWORTH-VEGAS

WORTH MORE? Story & Photos by Paul Duchene

(hagerty.com)

The fate of the Chevrolet Cosworth Vega can be compared to the DeLorean DMC-12’s. Appropriate since John Z. DeLorean created them both. Both underperformed when launched, but technology has advanced since their introduction and they can lay claim to their original intent.

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Most DMCs languished for years as low-mileage curiosities in the $20,000-$30,000 range. However, they can now be affordably (relatively) modified into DeLorean’s original supercar dream. Besides, who doesn’t want to be Marty McFly, and disappear at will?

A similar future awaits the Chevy Cosworth Vega. It’s a link between John DeLorean’s 1964 Pontiac Lemans GTO, which also turned a modest mid-size coupe into a muscle car, and the wholly original 1981 DMC-12. John considered the same GTO approach with the Chevrolet Vega GT, which was an attractive subcompact coupe, resembling the 1970½ Camaro. While the Vega was more attractive than the stub-ugly Ford Pinto, 90 bhp was hardly GT territory when you could still buy a Chevelle SS 454.

The Vega desperately needed an injection of inspiration. The world’s first all-aluminum block engine was proving to be a failure. Developed by GM and Reynolds Aluminum, the block was cast from a high-silicon content alloy. Initial testing showed that it eroded like steel, but wear accelerated rapidly after 40,000 miles.

As a result, DeLorean, while Chevy’s general manager, approached Keith Duckworth of the UK’s Cosworth Engineering to design a full-race Vega motor, with a view to capturing the SCCA “B” Production class and Europe’s 2-liter sports car class. Duckworth was initially enthused, and developed a double-overhead cam head that could produce 290 bhp at 9,000 rpm. The so-called “TC” engine relied

on twin 40 DCOE Weber side-draft carburetors and 1,000 would be built for homologation. On paper it looked to have an edge over the BMW 2002 and Alfa Romeo GTA.

However, the Cosworth tuning package stretched the Vega block’s limits and the 12:1 compression ratio caused it to crack at the bottom. Duckworth gave up, and John DeLorean considered how best to use the motor. The answer appeared to be to dial it down for street use, as the Weber carburetors would not pass emissions. Fuel injection seemed to the answer, but GM’s Rochester Division wanted control over the entire project, including catalytic converters, so Bendix was hired. GM engineers improved the engine blocks, and the twin cam was aimed at the 1974 model year. An alloy V8 was briefly tested, as was a Wankel rotary, but neither reached production.

Unfortunately for Mr. DeLorean, emission regulations were tightened for 1974, and the motor was significantly detuned. While 290 bhp would have been spectacular, reducing compression from 12:1 to 8.5:1 cut power to a measly 110 bhp. Additionally, the TC engine failed its EPA test with burned valves, and the production date slipped back to 1975.

DeLorean initially planned for the TC Vega to be silver with a black interior, but changed his mind and all 1975 Cosworth-Vegas were black with gold trim. The color scheme was unique to the Cozzie, which at $5,916 cost double what a standard Vega did and was the second most

expensive Chevrolet model that year.

For the extra money, Cosworth Vega buyers got a fuel-injected, 16-valve, double-overhead cam engine, hand-built at the

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Tonawanda, N.Y., plant. It was reduced to 2-liters for racing purposes, and developed 120 bhp at 5,200 rpm, delivered through a four-speed gearbox. The chassis had a heavy-duty suspension with front and rear sway bars, and unique gold mag wheels with radial tires. Most interiors were black and the fully instrumented gold dash was engine-turned, with a numbered plaque.

Chevrolet’s target was 5,000 sales but only 2,061 units were sold in 1975. Marketing stepped up in 1976 and seven other colors were available. The grille now housed three bars with integrated turn signals, and the taillights were larger. A five-speed manual gearbox was optional.

None of that mattered. Sales declined to 1,447, in 1976, leaving 1,492 surplus engines. These sat around until the mid-1980s when 500 were dismantled for parts, and the remainder scrapped as a tax write-off.

Currently, Cosworth-Vegas seem like ideal candidates for appreciation. The best examples still bring only about $2,500 more than their MSRP, (though a 300-mile dark green metallic example brought $25,480 at a Florida auction in April 2016). The Cos-Veg attracted a small but dedicated group of enthusiasts and, like DMCs, low-mileage examples are not uncommon. You’re unlikely to find car with chronic rust issues, as most were garaged. However, Vega rust can be catastrophic, and such cars are best used for parts.

Two factors add considerably to their appeal. One is that the cars are now old enough to be eligible for special interest plates, to which they are legitimately entitled and can sidestep emissions issues (apart from California). The second is that engine management systems are far more effective now, so that a creative engineer has a fair chance at Chevy’s original 290 bhp target. At the very least, the Weber side-draft carburetor option guarantees maximum bang for the buck, with minimum complications.

The search for a clean original Cosworth Vega should probably begin with the owners club. Some of the 1976 colors are quite rare, but so far, no accurate numbers have been compiled beyond club estimates.

CLASSIC GAS STATION Lacey Lady, The B17 WWII Bomber, To Be Restored to Its Former Glory

Story & Photos by George Winston (warhistoryonline.com)

The Lacey Lady is a World War II-era B-17G bomber. For years it sat above Art Lacey’s gas station in Milwaukie, Oregon. It was long a recognized landmark of the community. The gas station, too, was a great success. At one point it was the largest volume single unit station in the country. The bomber paid a steep price for its service as a landmark and marketing ploy. Birds, weather and time took their toll on the plane. Now the Lacey family is working to restore the “Lacey Lady” back to flying condition. Jayson Scott is Art Lacey’s grandson. He was cleaning the plane one day and noticed that it could use a more thorough cleaning than they usually gave it. The project ended up taking several months. While scrubbing

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the bomber, he noticed that the bird droppings, weather and time were taking a toll on the plane. He called the family together and explained that something needed to be done if they were going to keep the plane. This began the 12-year plan to restore the plane to flying condition. Currently, it is sitting in a climate-controlled hangar, dismantled. The family has spent $500,000 of their own money to get it this far, but buying replacement parts or fabricating new parts costs money and they are looking for donors to help out. In 2006, they started the non-profit organization, The B-17 Alliance, to meet the goal of turning the plane into a flying museum. The family intends to take the plane around the country to share the stories of World War II veterans. If they meet their goal, it will be one of less than a dozen B-17s that can fly. In 1947, Art Lacey told some friends at a party that he was going to buy a B-17 bomber and put it over his gas station. One of the friends bet $5 that he’d never do it. Art turned to another friend and borrowed $15,000 ($160,000 in today’s money). He then flew to Altus Air Base in Oklahoma and bought a surplus B-17 from the War Assets Administration. While taking some test flights, one of the landing gears jammed and he had to land the plane on its belly. It slid into a parked B-17 in the process.

After Art confessed that, while he was a pilot, he had never flown a B-17 before, the War Assets Administration worker took pity on Art and sold him another B-17 for the $1500 he had left over after buying the first plane. This is the plane he brought home, with help from a couple of friends, and installed over his gas station. The restaurant opened that same year. For a while, the family allowed the public to walk through the plane. It is estimated that over a million people have been in this B-17. In the meantime, the family has opened the B-17 Alliance Museum & Restoration Hangar in 2015 to allow the public to view the work being done on the plane. They also have displays with personal stories of WWII veterans from the area. The alliance has accumulated hundreds of artifacts and memorabilia from maps and uniforms to news articles and personal letters. They have interviewed pilots and crewmembers and created an oral history of WWII and the men who flew in it. Their library of over 3,000 books is the largest in Oregon. Those books cover nearly every aspect of WWII. The Boeing B-17G “Flying Fortress” was a four-engine bomber that was designed to have great range and endurance. In fact, they flew farther, faster and higher than any other airplane in its class. It was also designed to be produced quickly and easily. Over 12,000 B-17s were built for the war.

NEW VEHICLE REPORT

The 2020 Chevrolet Silverado HD Is Smart,

Burly, and Can Tow up to 35,500 Pounds

Upgraded powertrains, a beefier chassis, new styling, and a host of high-tech features up Chevy's heavy-duty game.

Story & Photos by Daniel Golson & Mike Sutton (caranddriver.com)

Chevrolet

After teasing us for months with scant details and a trickle of photos, Chevrolet has finally released full details for its all-new 2020 Silverado 2500HD and

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3500HD models. While Chevy's big rig can't boast the four-digit torque figure of certain diesel versions of Ram's equally fresh 2020 heavy-duty trucks or the similar rating that we expect to accompany Ford's refreshed 2020 F-series Super Duty—although the truck wars almost guarantee that General Motors will try to at least match its competitors' outputs down the road—the latest Silverado HD with its 35,500-pound maximum towing capacity nonetheless is a seriously beefy tool.

Hungry for Power

As is the case with GMC's latest, mechanically identical Sierra HD pickups, the Silverado HD is motivated in its base form by a new overhead-valve 6.6-liter small-block V-8 featuring a cast-iron block with aluminum heads, direct gasoline injection, a 10.8:1 compression ratio, and a forged steel crankshaft. Output is 401 horsepower and 464 lb-ft of torque—significant increases of 41 and 84 over the previous 6.0-liter gasoline V-8—with shifting duties handled by GM's familiar 6L90 six-speed automatic transmission.

The optional engine remains the largely carryover 6.6-liter Duramax V-8 turbo-diesel—445 horses and 910 lb-ft—but is now mated to a 10-speed version of the excellent Allison automatic gearbox, up from the previous six-cog unit. The additional gears helped allow GM's engineers to lower the HD diesel's axle ratio from 3.73:1 to 3.42:1 to reduce engine speeds for a quieter ride when cruising. Although the Duramax falls short of the Ram HD's available 1000-lb-ft rating, the 10-speed combined with stronger drivetrain components

allows diesel Silverado HDs to utilize their full amount of twist in first gear, unlike the previous models, which electronically limited the diesel's torque outputs. Among the myriad upgrades are larger, one-piece driveshafts and stouter axles with huge 11.5-inch ring gears on 2500HD models and full 12-inchers on the 3500HD.

The Duramax also gains an after-run feature that automatically keeps the engine running for up to 15 minutes after shut-off to help with cooling after hard use, as well as an available factory-integrated power takeoff unit for driving bolt-on implements such as snowplows. Other updates include a new active two-speed four-wheel-drive transfer case that finally brings an automatic all-wheel-drive function to GM's big trucks (the setting was previously limited to the 1500 models); a relocated, flush-mounted outlet in the front bumper for the engine-block heater (standard with the diesel and available on the gas V-8); and a relocated diesel exhaust fluid (DEF) tank between the frame rails that includes a filler spout behind the fuel door and a DEF gauge in the instrument cluster.

A Fortified Foundation

A fully boxed ladder frame composed mostly of high-strength steel—and sporting GM's segment-exclusive

independent control-arm front suspension—underpins the Silverado HD. It has been upgraded to support the truck's new maximum 43,500-pound gross combined vehicle weight rating. Rear-drive, regular-cab 3500HD models with the gas V-8 and dual rear wheels are rated to haul up to an absurd 7466 pounds in their cargo beds. Maximum towing capacities, for similar models with diesel power, are 20,000 pounds from the frame-mounted hitch and 35,500 pounds with the available bed-mounted fifth-wheel setup. Ford has yet to release towing and hauling figures for the its latest Super Duty models, but the Chevy's do top those of the new Ram HD (maximums of 6570 and 35,100 pounds, respectively).

Along with a range of standard and available driver assists—such as a driver-selectable engine brake, automatic grade braking, trailer-sway control, and an integrated trailer-brake controller—the Silverado HD aims to boost driver confidence when towing with powered and illuminated towing mirrors as standard, as well as up to 15 exterior camera views, including a surround-view monitor and a "transparent trailer" view that stitches together images from the tailgate and an optional trailer-mounted camera to essentially see rearward through the trailer.

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By utilizing the myChevrolet smartphone app, operators can also store and share specific truck-and-trailer profiles and benefit from a host of available trailer diagnostics, such as monitoring trailer tire temperatures and even checking on a camper's water-tank level. The HD's job-site credibility is further bolstered by its standard bedside cutout steps, a removable front air dam and skid plate for easy snowplow attachment, and a heavy-duty version of GM's DuraBed cargo box with an available power open/close tailgate, 120-volt outlet, and a host of lighting and tie-down options.

This Truck Looks the Part

Dwarfing its half-ton sibling and dressed in almost entirely unique Sheetmetal, the latest Silverado HD is unmistakable—for better or worse. Subtle it is not, and, like its Silverado 1500 brethren, the HD features several faces depending on the model: the base Work Truck sports a black grille treatment with a bold CHEVROLET bar across its snout; the new Custom model renders the look in body-color paint; the LT and LTZ adopt a similar but chrome-plated maw; and the top-level High Country gets a unique chrome face with a gold bow tie and horizontal grille slats. Overall, there are 22 cab, bed, chassis, and drivetrain combinations. Wheel sizes range from 17 to 20 inches, depending

on configuration. And as with new half-ton Silverado’s, the HD has grown quite a bit, with crew-cab models with the standard box riding on a 5.2-inch-longer wheelbase (158.9 inches) and stretching 10.4 inches longer and 1.4 inches wider.

The interior trappings of the HD are new only if you haven't peered inside the latest Silverado 1500. It's a spacious and highly functional environment, although the ho-hum materials and design couldn't help the Chevy overcome its last-place finish in our most recent comparison test of half-ton models. Chevrolet has yet to release pricing on the new HD but we expect MSRPs to hew closely to those of the 2019 models, which range from $39,095 for a rear-drive, double-cab 2500HD with a gas V-8 to more than $70K for loaded four-wheel-drive diesel models.

The Silverado 2500HD and 3500HD will make their formal debuts at the Chicago auto show, with production to be handled solely at GM's Flint, Michigan, assembly plant, its oldest continuously operational production site. Deliveries commence this summer.

A comedic look at the relationship between a wealthy man with quadriplegia and an unemployed man with a criminal record who’s hired to help him.

“The humor and the personal touch the writers put into this film is very good and I’ll go to this movie again!”

“Very funny, exciting and captivating!”

“I always love the Human Touch movies. Fantastic!”

“It was an excellent movie with a good storyline. It was a good – Feel Good – move with some humor.”

“What did he really see in this guy who was just getting by? Very inspiration and will teach anybody a lesson.”

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THE FORT

3 STARS OUT OF 4!

This article is not written to slam any businesses, but it is written to make the public aware of services the Jamestown area residences are experiencing at local eateries. Evaluations are based on a 0 to 5 rating. A number 5 is the best rating and a 0 rating is area needing work. There is a total of 935 points to be scored. 55 points per line and there are 20 fields that are evaluated. Again, these evaluations are not for the intention for getting anybody fired or to slam a business. It is a fact-finding mission.

Appetizers was the Wings, Cheese Curds, Deep Fried Mushrooms, Deep Fried Cauliflower, Jalapeno Poppers. The main Course was Philly

Steak, New York Strip, Seafood Platter, Mushroom Burger, Steak & Shrimp, Barbeque Ribs, Patty Melt, Chicken Wrap, Fort Burger.

MEET & GREET: 1. Convey the feeling that you

were a valued customer: 49 Points 89.09%

2. Seat you and deliver menus in a courteous manner:

49 Points 89.09% 3. Was the staff properly attired?

46 Points 85.45% SERVER:

1. Suggest a beverage or specialty drink:

47 Points 88.45% 2. Appear to be knowledgeable

about the menu items: 49 Points 89.09%

3. Remain attentive throughout the dining experience:

48 Points 87.27% 4. Mention/Offer Appetizer?

Options: 43 Points 78.18%

APPETIZER:

1. Serve the soup or salad within a reasonable time:

32 Points 58.18% 2. Was the order correcting,

complete and properly prepared?

48 Points 87.27%

ENTRÉE: 1. Were appropriate condiments

served? 53 Points 96.36%

2. Check back to ensure that your meal was satisfactory:

50 Points 90.91% 3. Offer refills on beverage/drinks:

48 Points 87.27%

4. Was the order correcting, complete and properly prepared?

53 Points 96.36%

DESERT:

1. Mention/Offer Desert? Options? 00 Points 00.00%

2. Was the order correcting,

complete and properly prepared?

00 Points 00.00%

GENERAL:

1. Did they appear to be busy and efficient in their work?

49 Points 89.09% 2. Were the tables properly

bussed? 45 Points 81.82%

3. Did the overall dining experience meet or exceed your expectations?

46 Points 83.64% 4. Were there enough employees

to take care of guests? 46 Points 83.64%

TOTAL POINTS: 935 points 85.67%

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Swap Shop ads are taken from James Valley

Street Machine members, NDSRA “Street

Talking” magazine, “Cars for Sale in

Jamestown” on Facebook.

CARS/TRUCKS FOR SALE:

FOR SALE: 1970 Pontiac GTO. Factory A/C. Only 53000 miles. Original Florida Car with no rust issues ever and only been repainted Silver. Call or Text to Craig 701-269-8150. Car is located in Jamestown North Dakota

WANTED:

1963 Ford two door. 701-570-0258 ask for Ken

Running 351 Cleveland engine or rebuildable block. Warren 701-202-8658

Pair of early Dodge ('53-'57) Hemi valve covers. Greg, Ph.701-838-7771, rattrod39@outlook.com

55-59 short box Chevy/GMC pickup. Drive train not needed, body fair condition. Dan @ 701-741-3706,dgowan@crystalsugar.com. Fargo

1963-64 Chrysler 14-inch std. steel wheel for spare, RH front fender mounted radio antenna and L and R front door key locks (exterior), keys not required. Call Jim @701-293-5335 (Fargo) leave message and number

1957-1972 Ford step side short box. If you have a complete step side short box that you would part with, please call Scott at 218-684-1250 or 701-751-2899.

‘53 Olds left fender 88 or 98 will work, complete. Green would be a bonus! Dallas 701-436-6399 Cruise control vacuum servo (350 engine) for a 1974 Monte Carlo. Bill 701-720-7183

Running/good 392 Hemi and a 1957/58 Chrysler parts car. Mark #767, 701-799-5090

‘68 Chevy C10 Short wheel base pickup. Would prefer a project, but will consider anything? Nate 701-471-3350

‘51 Cadillac 2 door project car. Any condition will be considered. Nate 701-471-3350

1966 or 1967 Ford Fairlane 2 door hard top in really good condition. E-mail lg31811@yahoo.com Phone 218-207-8150 Ask for Dennis.

FOR SALE:

1937 Ford Pickup Complete, $5000. Will take offers. 701-570-0258 ask for Ken

1954 Ford Pickup 3/4 ton, $3000. Will take offers. 701-570-0258 ask for Ken

1955 Dodge 5 window 1/2 ton, $3500. Will take offers. 701-570-0258 ask for Ken

1958 Chevy Delivery Wagon, three parts wagons, two Yeman and one Brookwood, $6000 for all. 701-570-0258 ask for Ken

1953 Chevy Bel-Air two door, $3000. 701-570-0258 ask for Ken

1950 Chevy two door slant back, $3000. 701-570-0258 ask for Ken

1951 Plymouth 4 door, $750. 701-570-0258 ask for Ken

1935 Ford Truck, great grill, $1500. More trucks, call for info. 701-570-0258 ask for Ken

Edelbrock aluminum intake manifold with Holley carb #1842 with chrome air cleaner. Carb has vacuum secondaries. Intake fits Olds 455. $100 Call Greg @ 701-269-1841

67-72 F-100 short box chassis $200. 68-70 F-100 doors, clean $215/pair. 67-72 F-100 side & rear glass $35 ea. Set of 4 Ford 14" rally wheels $125. 60' Ford under dash A/C unit $150. Mike 701-520-4819

Tokheim Model 39T vintage gas pump. 40's or 50's era, great condition. $2995 ~ Sam 701-220-3851 Edelbrock performer manifold for small block Chevy. No EGR port. Includes rebuilt Rochester Quadra jet carb from early '70s Chevy (pre-smog) Less than 1000 miles on rebuild. $125.00 Greg 701-838-7771

'35 ACRODS Chev 3W, chopped, tubbed body, fenders, hood, boards, grille/ shroud and engine/ trans package with Roadster Shop/Heidts Super ride frame package, includes most stuff to complete, too much to list. $28,000 invested...serious inquiries only. NW MN. Randy 218-686-5611, call or text

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1928 Model A and 1969 GS 400

Buick Convertible - Judy Dauer 701 252-6777 or cell 701-269-0046

1994 Ltl 350 w/ 4L6OE trans and computer. $900.00 firm. 701-330-0158 Grand Forks

Original Windshields for sale - all

located in Grand Forks, Lyons Auto Supply, (701) 775-5571 ~ Close out sale on now, Classic 50's, 60's windshields

'50 Chevy Belair. Crate 350/400 trans. Frenched headlights w/ '59 Cad. taillights. 4-wheel disc brakes. Runs great, drive anywhere. $15,000. Will trade for hot rod (ONLY) 701-330-0158. No Fords.

Speedway parts for '49-'54 Chevy. TFS - weld-in crossmember, tubular upper & lower A frames, spindles disc brake rotors, calipers, pads. All still in boxes. Everything except springs and steering rack. $1,200.00 firm. Enclosed car trailer. 20 ft. 701-527-6393

Set of NOS 1933 ND license plates in original envelope. 701-527-6393

Car caddy in good condition. 701-527-6393

Floor model glass polisher. 701-527-6393

1953 Chevy front fender R+L. Really good condition. 701-527-6393

Awd srdet20 Nissan pulsar engine with tranny and harness and 1987 pulsar body, call Bruce Rattle at 701-425-2663, or viking1130@msn.com

454 Chevy V-8, complete with Edelbrock manifold and carburetor, GM performance distributor, power steering pump, starter, fan, bell housing, 11" clutch. Less than 6000 miles

since rebuild by Quality Engine and Machine, nice runner. $5000. Also have 4 Chevy rally wheels w/ center caps and trim rings, with 235 R 70-15 Goodrich tires, one extra rim for spare. All for $500. Jerry 701-302-0264

INSPECTIONS: Vehicle inspections done at Dallas Kustoms in Hillsboro, ND. Call 701-436-6399

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