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FLORIDA MOPAR TIMES
FMA Founded –1987
Quarterly Newsletter October 2015JIM MARRONE SHERWIN KIESSHAUER KEN MCNALLY SHARI BARE BUTCH ARNOLDChairman Vice Chairman Treasurer Secretary Safety Director813-877-2189 305-934-4322 352-341-1165 352-303-9094 [email protected] [email protected] [email protected] [email protected] [email protected]
JD BARE BUDDY LEWIS GREG WARHOLVendor Director Webmaster Newsletter Editor352-303-9095 [email protected] 352-746-2484
_________________________________________________________________________________________gfwarhol@tampabay.rr.com________The FMA was formed to promote car related hobbies for the MOPAR enthusiast, and to unite and assist all MOPAR clubs within the state of Florida.
CHAIRMANʼS MESSAGE
Congratulations; you have made it through another hot and wet summer. So now get the car out of thegarage, wipe it off, and go for a drive.
Remember, MOPARS with Big Daddy is right around the corner. This year on Saturday at 10:30 at the SleepInn, we will have a question and answer session with Big Daddy Don Garlits. An informal gathering so youcan tell him your stories, listen to his stories of the history of Drag Racing or ask him any of those questionsyou have been dying to ask.
New this year is a FUN FIELD where you can park with your friends, not be judged but be able to participatein the whole show experience.
Come see the Hurst cars and the Hellcat X and a full range from the old classics through the muscle caryears right up to the latest go fast vehicles that MOPAR has to offer.
Let's not forget that the AMC/AMO regional meet will be a show within the show. Maybe we can even get Bobto show us if his 1969 AMC Hurst SC Rambler can do a burnout!
Keep the shiny side up, and see you in November.
Jim Marrone
MEMBERSHIP INFORMATION
IMPORTANT: To Association Club Reps: If you have moved, changed your phone number, have a newly acquiredor changed e-mail address, please contact the club Secretary Shari Bare at [email protected] with updated infoas soon as possible. Itʼs your responsibility to keep us up to date. Thanks!
Membership business meetings are held at Napleton Chrysler-Dodge-RAM-Jeep dealership, 1460 East OsceolaPkwy, Kissimmee, or at the Sleep Inn, next to the Garlits Museum in Ocala.
COMING SOON, A NEW FMA WEBSITE - Greg Warhol
A new and much more comprehensive FMA website has been under construction for several months, and willgo through a shakedown testing very soon. If all goes as planned, the membership, and world, should seeour new look sometime in January. Stay tuned!
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THE CHRYSLER SLANT SIX ENGINE (170-198-225) - Courtesy Of AllparBy the Allpar staff with numerous contributions from Daniel Stern
The Slant Six became a legend for its endurance, but for a few brief,shining moments, it was a true performance engine as well.
Nicknamed for its 30° slant when installed, the slant six had a bettermixture of power and economy than contemporary GM and Fordstraight-sixes. The 30° slant came about because it had to fit under thecompact, low-slung Valiantʼs hood; it made room for efficient manifolds,which may be why they kept the slant when it was used in bigger carsand trucks.
The slant six manifoldsʼ bends had large radii. The intake tubes andexhaust tubes were nearly equal in length. The design assured thateach cylinder got the same amount of air and fuel at the proper time,and that exhaust gases were fully, equally vented. Competitive designsmade some cylinders “double up,” or had sharp bends or tubes with different lengths.
The 1960 HyperPak option used a four-barrel carburetor and numerous other performance parts to push outa V8-like 196 horsepower. Modern racers have used turbochargers and different carburetion and manifolds toproduce far more.
The 1977 “Super Six” with a two-barrel Carter carb compensated for smog controls and increasedresponsiveness without loss of economy, and with the Feather Duster package, the slant six was capable of30 mpg on the highway. An export version for Australia pushed the engine to 160 bhp, again using a two-barrel carburetor.
Ford 223 Slant Six 225 Chevrolet HyThrift145 hp 145 hp 135 hp
1960 Slant Six vs GM and Ford
206 lb-ft 215 lb-ft 207 lb-ft Choke Manual Fast-reaction automatic Tube-fed automatic
Heavy-duty slant six engines used in industrial and some truck/bus (perhaps fleet as well) applications used adouble-row roller timing chain, chrome-plated upper piston rings, and other features depending on serviceduty (polyacrylic valve stem seals, positive valve rotators, stellite-faced exhaust valves, and/or a high-volumeoil pump). You can retrofit the double roller chain and gears into car slant sixes, according to some sources;the double row timing chain is NAPA part 9168, used from 1962 to 1975 on the slant six; the sprockets arepart S338 and S339 (thanks, Bob Rodger).
The slant sixʼs creators talk about it: Pete Hagenbuch | Willem WeertmanTo simplify maintenance and increase reliability, the plugs, distributor, and coil were grouped closely togetheron one side. Most replaceable parts, including the filters, air cleaner, fuel and water pumps, coil, and dipstick,were relatively easy to reach. In 1960, the pistons were a tin-plated aluminum alloy, with cast-in steel strutsfor thermal control. The top ring was chrome plated, the second ring was tin-plated, and a sectional oil controlring had chrome-plated steel rails.
The slant six replaced an old flat-head design starting in 1960 models, and lasted in US-built cars through1983, in US-built trucks until 1987, as a marine engine until 1991. After production in Trenton, Michigan,ended, it was produced at Chrysler's Toluca, Mexico engine plant, until the Magnum 3.9 liter V-6 MPI enginestarted up. The slant six would be the last in-line Chrysler engine with more than four cylinders.Charlie S. noted that you can tell the difference between the 170 and 198/225 engines by looking at therubber hose that goes from the water pump to the underside of the head: if it is about 1 1/2 to 2 inches long,it's a 170 block (G engine). If it's about 3 inches long, it's a 198/225 (LG engine).
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WHY THE SIX IS SLANTED:
By slanting the engine in the compartment, four distinct advantages wereachieved, according to a 1960 press release:
The center of gravity is kept much lower than in upright engines.A low, stylish hood is made possible (in other words, the engine fit into theValiant). Engine accessories are more accessible.
The water pump can be moved to the side of the engine to reduce the engine'soverall length. While the press release did not mention it, the most importantadvantage might have been making room for an unusually efficient intake andexhaust manifold. This gave room for wide bends and nearly equal-length tubesgoing to each individual cylinder, preventing airflow restriction and unevenairflow. But the lower center of gravity would also help the Valiants - the early,more nimble Valiants and Barracudas in particular - to be in the top of their class for handling.
The slant six gained electronic ignition in 1973 (many earlier engines were retrofitted). The only componentlikely to break down was the ballast resistor, which costs about $3 and two minutes, but many mechanicsreplaced the entire electronic ignition system instead.
Valves needed to be adjusted manually until hydraulic lifters were used, starting in 1981 (a small number ofearlier fleet vehicles had hydraulic lifters).
Once a year or so, a couple of drops of light oil need to be placed onto the felt pad under the rotor in thedistributor. The factory recommended engine oil for this.
The crankcase inlet air cleaner was supposed to be cleaned annually, though often owners and mechanicssimply ignored it, resulting in blue smoke from the exhaust as it clogged.
Wet weather stalling can be fixed by using a high quality distributor cap and rotor (e.g. MOPAR orBluestreak), high-quality wires, a distributor cap gasket (Standard PN AL-483G), and putting weather stripfoam over the ignition and voltage regular modules. You can get wires and other parts cheaply on-line.
From birth through 1972, the oil filter standpipe was too long to allow for short filters, and long-canister filters,such as PureOne PL30001 and Fram PH8A, must be used. Scott S. recommended using Ford filter FL-30001 (made by Purolator) because its double seals, which prevent the engine from being starved for oil.Starting in 1973, shorter filters such as the STP S-16 become more advisable since the tall filters won't fill allthe way, and the engine will get oil a little later on startup (thanks, Scott S.).
Owners would be well served by checking our page on slant six spark plugs and spark plug tubes.Dan also advised owners to check for timing chain stretch.
Ben also suggested using a composite rubber/cork gasket: “I've found the rubberones tend to harden up too quickly, and then leak, and pure cork isn't much better.In so far as additional sealants are concerned, I don't believe the rubber gasket isintended to have any sealer applied to it.”
Firing order is 1-5-3-6-2-4 (thanks, Ed Friedemann) - note the diagram in thissection, sent by DJAlDogg. A common problem is manifold cracking - seebelow for a discussion.
In most years, the slant six used a forged steel crankshaft, moving to castnodular iron in 1976 as a running change.
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The standard carb for many slant sixes was a single-barrel. You can increase performance and gas mileageby switching to a good dual-barrel carb, but that requires swapping the manifolds, too. Rodger alsosuggested an easier swap:
Go to NAPA and ask for an inside diameter 2 1/4 inch muffler with a 2 inch inside diameter outlet. The longerthe body is, the better it will sound at the end of the summer. On the original engine, they used a smaller thanneeded diameter exhaust pipe to the muffler; this saved a production "nickel" every time a car was made.The high performance variations are different.
Dan Stern provided these standard carburetors used by Chryslerfor North American applications (different setups were usedoutside North America):1960-1971: Carter BBS one-barrel1962-1972: Holley 1920 one-barrel1963 only: Stromberg WA-3 one-barrel1974-1980: Holley 1945 one-barrel1981-1987: Holley 6145 feedback one-barrel1976-1981: Carter BBD two-barrelWalt Ronk wrote about the Lean Burn (the worldʼs first such computer-controlled system, unless you countthe electronic fuel injection used on some 1958 Chryslers). He said that, according to the Mitchell guide,there was no difference between 1979ʼs Electronic Spark Control ignition (ESC) and Electronic Lean-Burnignition. The ignition box is mounted on the air cleaner. There was an early style with two pickups in thedistributor and a later version with a single pickup.
SLANT SIX PERFORMANCE:
We have moved the performance section to our Valiant site and have a section on the slant six Hyper-Pak.
As for the Super Six, Pete Hagenbuch said:
Here I was [in 1975] the head of the valve group working in the road test garage with 2 road test mechanicsthat didn't know much about engines. The three of us together managed to set up the first two barrel 225. Idonʼt know if we called it a power pack or not but that was one swell engine for performance anyway. Thatreally turned out to be a winner, in fact my youngest son had one and he just loved it.
The first and most important thing was the carburetor; it had 2 holes in it. Oh, there is so much you can do,Dave, that doesn't even show. We messed around with the spark advance schedules and did a supercalibration job on the carburetor. We had a low restriction air cleaner. Improved exhaust system but stillsingle of course. I wanted in the worst kind of way to have a twin exhaust system because, man, will that dowonders for a six. You put one, two and three, and four, five and six together and you run ʼem down about 6or 8 feet and bring them together in one tailpipe and youʼve added great huge gobs of output.Engines, especially engines that are low output, the things you can get for just a little bit of effort are justunbelievable sometimes. But to turn that 225 from what I always thought was a real slug, but a dependable,durable slug, into one hell of a nice engine, that was a fun program.
Like the standard slant six, the Super Six used a cast-iron crank, long-branch intake with curved pipes,hardened valve seats, a single exhaust with catalytic converter, aluminized steel exhaust, and, starting in1978, steel-backed aluminum-alloy main bearings.
Bill Cawthon wrote: “The first Bricklin concept car, built by Bruce Meyers of Meyers Manx fame, had a SlantSix under the hood.” (The first production engines used 220HP AMC 360 V8 engines.)
Joseph Newhouse provided the following chart that applies to slant six powered cars from 1959 to 1978.Trucks could be rated somewhat lower than cars (140 hp vs 145 hp gross). These are Federal numbers andcould vary in California by 6-15 hp. The slant six continued in use through to 1987 in Mexico, where, with a
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rejetted Carter YPF two-barrel carburetor and recurved distributor to reduce emissions by 30%, it was ratedat 98 hp net.
EngineYear(s)Available
CompressionRatio
Horsepower(red = gross)
Torque (lb-ft)@ RPM
170 1959-1963 8.2 to 1 101 @ 4400 155 @ 2400170 1964-1966 8.5 to 1 101 @ 4400 155 @ 2400170 1967-1969 8.5 to 1 115 @ 4400 155 @ 2400198 1970-1971 8.4 to 1 125 @ 4400 180 @ 2000198 1972 8.4 to 1 100 @ 4400 160 @ 2400198 1973 8.4 to 1 95 @ 4000 150 @ 1600198 1974 8.4 to 1 95 @ 4000 145 @ 2000225 1960-1962 8.5 to 1 145 @ 4000 215 @ 2800225 1963 8.2 to 1 145 @ 4000 215 @ 2400225 1964-1971 8.4 to 1 145 @ 4000 215 @ 2400225 1972 8.4 to 1 110 @ 4000 185 @ 2000225 1973 8.4 to 1 105 @ 4000 185 @ 1600225 1974 8.4 to 1 105 @ 3600 180 @ 1600225 1975 8.4 to 1 95 @ 3600 170 @ 1600225 1976-78 8.4 to 1 100 @ 3600 170 @ 1600225-2V 1977-78 8.4 to 1 110 180
LOST SLANT SIX:
Auto Traderʼs Neil Newman (as interviewed by John Gunnell) said there was a slant six in the EngineDevelopment Lab with a special intake carrying dual four-barrel carburetors — not a Hyper-Pack, but a dualquad setup. “We got a tremendous amount of horsepower with it, but it didn't idle well.”
Executives dropped the aluminum RG in 1963, and rejected an even larger (246) block with side-fedhydraulic lifters, and a high-swirl, fast-burn aluminum head (developed in 1978) that could have pushed theslant six on past 1989 by increasing power and cutting emissions. Other possibilities (noted by Daniel Stern),most of which were never produced:
A908, 1958-60: sand-cast aluminum 170 LG engineA909, 1958-61: die-cast aluminum 170 LG engineA785, 1959-60: Hyper-Pak 170 LG (Sold 1960-61 as a parts package)A941, 1962-66: overhead cam 225 RG engine (in 1962!)A106, 1964-65: G-RG engines with 180 and 246 c.i.d.A227, 1967-68: 246 CID EG engine with hydraulic tappets using added oil gallery in cyl. blockA294, 1969: 4-cylinder derivative of G-RG engineA396, 1973-74: 225 RG engine with 3rd-valve prechamber [á la Civic CVCC and Mitsubishi MCA-Jet?]A420, 1975-80: Diesel version of 225 engineA431: 1976-79: Aluminum fast-burn cylinder head for 225 enginesA463, 1977-78 225 RG turbocharged engine*A473, 1979-80: 225 engine with Bendy multi-point EFIA489, 1980-83: 2.2 liter 4-cylinder derivative of A420 225 RG diesel engine.A497, 1980-83: 2.2 litre 4-cyl turbodiesel version of A489 engineA513, 1981-83: 225RG turbo diesel engine
Chrysler engine tester Marc Rozman remembers seeing a butterscotch-color 1975/76 Monaco with theturbocharged slant six — it ran very well.
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Jim Grundy wrote, “I was an engineer at Chrysler from 1967 – 1971. I designed an overhead cam slant sixwhile I was at Chrysler, and built it in 1971 - 1972 (170 cubic inch). I installed the engine in a Dart. I wanted touse the engine as an example of OHC conversion so I could convince someone to help me create an OHCconversion for the 392 HEMI. I was unable to find interest for this project, so I sold the car in 1973. Then, in1992, a friend of mine saw my engine at the MSU engine laboratory. I purchased the engine from MSU and ithas been stored in garages ever since.”
Some that actually made the cut but are not well known include:
A826, 1961: die-cast aluminum 225 RG engine (sold from 1961-early 1963; dropped because Chrysler couldnot achieve high production numbers)
A436, 1976-80: Lightweight 225 RG engine (hydraulic tappets); weight was only cut by 12 pounds.(Source: A History of Chrysler Corporation's Slant-Six Engine, Volume II)
Revell made a model of the slant six for a brief time; it included a book by Willem Weertman on enginedesign.
SLANT SIX ENGINE – PROBLEMS AND REPAIRS:
Spark Advance:
David Wordinger wrote about changing the spark advance on a 1971-76 225 engine. Other years are oftensimilar.
Set the idle speed and timing according to the specifications (often on a sticker under the hood but alsoavailable in reference books.)
[If you have problems setting the timing], remove the spark plugs so the engine rotates freely. Pull the cap offthe distributor. Now rotate the crankshaft back and forth a few degrees in both directions. The easiest way todo this is probably by turning the fan. Watch the rotor in the distributor. If you can turn the crank without thedistributor moving, you probably have a bad timing chain.
I think all slant six distributors have two places to adjust timing. Looking down from above, there is a slottedplate that bolts to the engine that you have been using to set the timing. The other end of this plate has asimilar slot that bolts to the distributor housing from the bottom. You can't see it with the distributor installed,but this will give you more adjustment.
[Warning: this second bolt should only be used in extreme cases. As the Slant Six Clubʼs Ben Deutschmanwrote, “That other bolt is set in the correct position by the factory, and should not be played with. Remove thedistributor from the engine, making sure to note where the rotor is pointed, before touching the hold-downbolt. Once the distributor has been removed, the other bolt can be loosened with a 7/16 socket or wrench.Since the distributor is gear driven, great care needs to be taken when removing it, to not damage the nylondrive gear, which is no longer commonly found in auto parts stores.”]
Don't forget to plug the vacuum advance hose after disconnecting it from the distributor. Even when thevacuum advance hose is disconnected, the advance changes as the engine revs. It's normal. The weights forthe mechanical advance are under a plate in the distributor. [Thatʼs why you need to adjust the engine speedfirst, then the timing.]
Again, the felt pad under the rotor must be lubricated once a year or so.
DRIVABILITY:
Cold drivability problems tend to stem from poorly adjusted choke and choke pulloff, bad accelerator pump,and sloppy carb rebuilds (Carter BBS one barrel is better than Holley 1920.) Other big drivability problem
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source is the fact that the vibration damper outer ring tends to slip, which makes the timing mark WAY OFF.Which means timing would never be accurately set. Also check for timing chain stretch.Check by putting the engine at #1 TDC - top of compression stroke (both valves closed) and see where thetiming mark is. There are companies that re-bond dampers with new silicone material. I think one is calledDamper Dudes, out of California. I don't know if this happens on other CC engines. Basically, if your damperhas an inner hub and an outer ring sandwiching rubber bonding material, this can happen.
Manifolds:
One of the more common slant six problems, decades after their creation, is cracking manifolds. "Dave B"wrote: "por15 makes manifold repair kits which would fill a hairline fracture if you don't feel like replacing thewhole thing." (Keep on reading for more opinions on manifold cracks and exchanges.)
Steve M wrote:
I believe that all the heads from all the slant sixes are interchangeable. The carb and choke linkages need tobe taken from the donor car and you still might be short some parts but the manifolds are bolt on. You mightjust have to manufacture the linkage [if using a van engine on a car or vice versa] because the vans used adifferent setup than the cars.
Be sure and put the manifold bolts and washers back in their proper position and follow the torque specs andsequence exactly else the manifolds crack.
Dan Stern added:
Chrysler wrote in 1979: “Two-piece aluminum die cast intake manifolds are used on six cylinder engines for1979. These are electron beam-welded as an assembly, and have a common bottom casting and uniqueupper castings for the one barrel and two barrel versions. Use of the electron beam welding process [is] anindustry first for commercial welding of aluminum die cast manifolds on a high volume basis... the manifoldsare welded by an automatic non-vacuum electron beam welder with a capacity of 450 inches per minute. Useof this manifold results in a 14 to 15 pound savings per car.”
The single-piece sand-cast aluminum two-barrel intake sold by MOPAR Performance is an excellent casting.The two-piece welded-together "ultra light weight" EB-welded intakes used between about 1979 and 1982were the subject of a few different TSBs and recalls over the short period they were used in productionvehicles. Most of them were replaced under warranty with cast iron manifolds.
You can greatly reduce the likelihood of porosity problems by having one of these manifolds powder coatedto seal the casting. Or, after proper cleaning, you can use several coats of epoxy paint (tough to find inChrysler red) to do the same thing.
Warpage at the head sealing surface and the exhaust manifold junction are still much bigger issues with thismanifold than with any other made for the slant 6. Thick gaskets can help here. The issue with thesemanifolds doesn't mean every single one is a piece of junk. It's like the porous castings in the 1975-77aluminum-case A833OD transmissions. Many of them were fine and never seeped a drop of fluid, but manyof them were "not-fine" and did seep fluid.
Because the bad ones have mostly disappeared from the roads, the odds are higher of finding a usable 2-piece intake are higher now than they were 10 or 15 years ago.
While all exhaust manifolds had the same two inch outlet, the headpipes on the super six engines differed.KOG wrote:
The 1974 and later cars used a smaller one-barrel carb, but the trucks continued to use the original largercarb. The 1973 and earlier cars were all rated at 110 HP as were the 1977 and later 2 barrel “Super Sixes.”The trucks, with different emission standards, kept the larger single barrel and continued to make 110 HP.The 2 barrel carbs are the same type as 318, but are jetted differently, and the stock ones are a smaller bore
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than 318. The 2 bbl also usually gets poorer mileage in my experience. (Dan Stern noted that otherdifferences include a different choke mechanism, linkage, and power valve calibration.)
Zachary Good wrote about fixing exhaust manifold cracks:
I'd suggest going to a junkyard and pulling an exhaust/intake manifold off any slant 6 around the same year(Valiant, Dart, Aspen, etc.) and replace the whole assembly. It's easier than pulling the two apart on bothcars. Just make sure the new intake manifold is set up for your carb. It'll be worth it, repair kits last at best afew months.
Todd Johnson added: "You can also find a competent welder...he can weld cast iron."
Wes Moeller wrote: “Dutra Duals are another option. Depending on where the crack is on the exhaustmanifold, you can cut off the front ʻleg,ʼ and then cap off the hole. Then this modified exhaust manifold wouldbe for the rear three cylinders, and the new casting from Doug Dutra would be for the front. That's what Ihave on my 1978 225 Super Six Volare, works great.”
DEVELOPMENT STORIES:
Gerard Duchene noted: "I remember when we first started running hydraulic cams on the 225 and did wehave problems in the hot test area! I am pretty sure it was in 1978 [though they were not released in thatyear]. We shipped the 225 to Mexico in 1979.
As you can imagine, going from a solid lifter to a hydraulic lifter is no small feat. At the beginning 50% wouldnot start or had pounding lifters. I guess there were some bugs they didn't see coming.
I also spent a few years on the Merry-Go-Round, a huge revolving 100 foot diameter wheel with standswhere we hot tested the 400 and 440 CI engines. Man, talk about a loud place to work! Nothing like listeningto 20 440s running at the same time at 5:00 am with almost no exhaust!"
Dan Stern wrote:
The hydraulic lifter setup was designed and developed at WEP (Windsor Engine Plant, Chrysler Canada) anda small number were produced in 1978, and placed in fleet service to monitor in-use durability. No otherhydraulic-lifter slant-sixes were produced until the 1981 model year, when all were so equipped.No oil galleys were added to the engine block. Instead, the rearmost camshaft bearing was fully grooved tofeed high-volume oil up through the head to the rocker shaft, through the rocker arm bodies, and downthrough hollow pushrods to new top-feed hydraulic lifters. This unique and innovative method of feeding thelifters eliminated the need to rework the block.
Pete Hagenbuch wrote about an early development problem with oil passing across the rings:Aside from the "slant," the only other unusual features were its stamped valve rockers and the steel-rail oilrings, the latter resulting from a thorough investigation into all the factors affecting oil usage past the rings. Insix months I was the oil ring guru or expert (we always said an expert was anyone more than 25 miles fromthe home plant) or something.
We looked at the finish of the cylinder bores, twist properties of the compression rings, clearance betweenthe ring lands and the bores, the results of using chromium plated ring faces and their effect on run-in oileconomy and we evaluated oil ring designs from all out ring vendors. On the 170 we left everything alone. Onthe 225 we released the first steel rail oil ring in Chrysler history, the Sealed Power SS 50 with chrome. Weeventually released a chromium plated top ring and a reverse twist second ring. If I remember correctly, oneof the vendors came up with a process to give the chrome plating an initial surface with an abrasive treatmentjust like we'd want it after run-in.
The entire package didn't get into the 1960 model year but it did in 1961 and the problem went away. Oncethe SS50s got into production it was no longer a panic but we needed the chrome for long-term. The reverse
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twist ring was nearly immediate, all the vendors had to do was put their "top" mark on the other side. Why?Because most compression rings were made with positive twist, which was produced by cutting a chamfer onthe top inside corner of the ring. Reverse twist merely moved the chamfer to the bottom.
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1968 DODGE D-100 LONGBED ADVENTURER - Jerry Martin
Attached below are some images of my new ride. Itʼs a 1968 Dodge D-100 long bed Adventurer. With a 383-2 bbl/auto,and dealer installed a/c. It has 30,800 miles on the clock.
As Bought
I bought it at an auction from a closed service station once owned by my friend Smitty. It was a Mobil station with a heckof a trade in U-Haul's in its heyday. This was where I hung out in my younger days, and accomplished my first enginebuild (340) with Smitty's help. He currently isn't doing well, and is in a rest home. I had to try to get this truck as Smitty,the truck, and his station held many fond memories for me. Often the wives of many of the guys who also hung out therewould call and ask, "Is my husband there? Please send him home."
I didn't think I had a chance of getting his pickup, and was surprised when the leading bidder stumbled with his bid. Ithought "I'm going to actually get this?". Surprised it didn't go for more than twice what I got it for. I was surprisedenough that I didn't pull my trailer from home (dumb move), and had to rent a U-Haul car trailer. UGH! I dislike surgebrakes. The truck fit on the trailer with 3" to spare.
Ready To Go Safely Home
He parked it in 1990 because it needed a brake job that I offered to help him do when I got back “home.” I guess he wassaving it for me. lol
It won't take much to get it up and running, and I have parts stacking up and waiting to be delivered as we speak. It willstay looking "as is" for a while. Many say I ought to leave it this way, as itʼs original and untouched. We'll see. The stainsare from the roof leaking and most will come off with some elbow grease and Mothers polish. A lot of Mothers polish. Itwill get new brakes, a good tune-up, and fluids flushed. I hope the tranny seals will be good. Good luck, huh? I hope to(plan on) pulling my Duster to the Garlits show in November with this pickup. Would that be awesome or what?
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My first introduction is planned to be at the North Georgia MOPAR Club's October show: The MOPAR SouthernClassic_October 3rd "MOPAR Only" & 4th Open Show at the Fairgrounds in Lawrenceville, Ga.
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WHERE THE GARLITS SHOW DISPLAY ONLYCARS WILL GATHER
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RECURRING MONTHLY:All listings herein are only as accurate as the information provided.
The Third Friday Of Every Month: ʻFRIDAY NIGHT THUNDERʼ: Cruise-In - downtown Inverness atCourthouse Sq. 5-8 PM - Hosted by the City Of Inverness & Citrus MOPARS - Music, 50/50 drawing, ValveCover Car racing. All vintage/contemporary makes and models welcome.
CLUB REPS: YOUR CLUB MONTHLY ACTIVITIES CANAPPEAR HERE! CONTACT GREG
With this being the lastnewsletter of 2015, the officersand staff of the Florida MOPARAssociation wish everyone a
safe and Happy HolidaySeason.
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FUTURE MEMBER CLUB & ASSOCIATION EVENTS:All listings herein are only as accurate as the information provided.
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WWW.FLORIDAMOPARASSOCIATION.COM
Brat Pack Mighty MOPARS Of Orlando First Coast AMC Jack Morton Rick Senkow Shari Bare Thonotosassa, FL Kissimmee, FL Wildwood, FL 813-748-3314 407-847-0690 [email protected] [email protected] [email protected]
Cruisinʼ MOPARS Of Jacksonville (Vasco) Vasil Baltovski
Jacksonville, FL 904-738-6544
Florida MOPAR Connection Halifax MOPAR Club Florida MOPARS,Inc. Mark Leslie Roland Robidoux Ron Malone Hollywood,FL 386-428-5250 Youngstown, FL 954-937-3041 [email protected] 850-866-8964 [email protected] [email protected]
Citrus MOPARS Car Club, Inc. MOPARS OF Ocala MOPARS Of Brevard Ken McNally Butch Arnold John Capua Hernando, FL Ocala, FL Melbourne, FL
352-341-1165 352-427-8382 321-482-3887 [email protected] [email protected] [email protected]
Tampa Bay AMC FloriDarts Southwest Florida MOPAR Club David Goodwin Cherokee OʼLarke Al Chamberlin 727-710-0047 813-453-8731 [email protected] Tampa, FL [email protected]
