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ChevroletterOfficial Newsletter of the Queensland Chevrolet Car Club IncPO BOX 1165 Springwood 4127
xyz
DECEMBER 2015
Email:
or
Ÿ Date Claimers:. DEC Meeting Tuesday 1st AGMŸ FEB 12-14 Moonshine Run Cottonvale/Stanthorpe
DEC 1
JAN 7-10 JAN 10
FEB 12-14
Club Meeting/AGM, 1376 Old Cleveland Rd Carindale
Street Machine Summernats
Ballina Nth Coast Street Machines
Moonshine Run Applethorpe
Classic Chevy
CORVETTE C1-7
HISTORYx
40th
Anniversary
1975 - 2015
XMAS PARTY
PIX
Page 5 CHEV PARTS
Christmas Interesting FactsŸ Germans made the first artificial Christmas trees out of dyed goose feathersŸ Carols began as an old English custom called sailing, toasting neighbours to a long lifeŸ Kissing under the mistletoe is thought to spring from Frigga, the Norse goddess of love, who was associated with the plantŸ Gold wrapped chocolate coins commemorate St Nicholas who gave bags of gold coins to the poorŸ The earliest known Christmas tree decorations were apples
NOTE: Back to Sunday - daytime show
Previous Impala blue/the Gold Coa not the actual on the Gold Co no. / VIN is vehicle’s history
owner’s family seeking info on 68white sedan sold from dealer on st in 1996-7. Pictured vehicle is vehicle. Was from the NT, traded
ast by original owner. Chassis681646916. Any help with the
since 1996-7 would be greatly appreciated by the family. Please call Dave on 0412-16-7272.
Editorial:
The clubs’ 40th Anniversary and combined Christmas Party at Silks Restaurant Albion on 21st November was a great success. Subtitle could have been “Down Memory Lane”! Some had winning bets on the night - not enough to retire on though!, plenty of food and drinks and a different way to celebrate our combined function. Thanks to Colleen, Merrilyn and all who organised the night.
As there is no Newsletter for January. I’ve included the complete history of the Corvette from C1-C7 so you’ll have something to read over the Xmas/New Year break!
If you have suggestions about the newsletter or articles to print, particularly to make it more interesting for the females to read... drop me a line at
or ... we’re always looking for refreshing things to read and look at and they don’t always have to be bowtie related. Cheers,Elton WalkerNewsletter Editor and Webmaster
[email protected] [email protected]
Presidents Report:Hello All Members, New and Old, To those who attended our 40th anniversary celebrations and combined Xmas Party on 21st November at Silks - thank you. It was a great night with old friends and so good to see past members in attendance. Thanks Jean for making the long trip from Tamworth.
I must thank all the members who helped at the QHRP Swap and Show at Rocklea - it went smoothly thanks to all your efforts - well done. Be aware the Ballina car show in the New Year is back to a daytime show on the Sunday. Moonshine Run to Cottonvale is in February but you need to book prior to Dec. 31st to take advantage of the lower fee. Possible stay-over weekend runs next year could include the Warwick region to check out facilities etc for the 2017 Chev Nationals and a run to Yamba for the Hot Rod event in November.
Please enjoy the Christmas and New Year break, drive safely, please don’t drink and drive so we can all enjoy each others company next year. Safe cruising in your Chevies.Ian Turner President or
[email protected]@bigpond.net.au
From Rep Charles Gilbert;Thanks to the club members who helped out at the recent QHRP Show and Shine & Swap Meet. It was a successful event again. Congratulations to Peter and Jenny Guthrie who took home a Top 10 Trophy for their 55 Coupe - a real good looker.
QHRP
Need help with your project? Don’t be afraid to ring one of the committee contacts ... you never know what they may know... or who they know... it could save you time and money!!*********************************************************************************************************
4 $ale....This is the section of the newsletter where members can advertise their parts or complete cars for one month free of charge. Non members can also advertise for $20/month. You need to get your ad to the editor by mid month to ensure it gets in the next months issue. PARTS For Sale on Page 5.*********************************************************************************************************If you’ve changed your address or email please let the secretary and treasurer know via or [email protected] or
[email protected]@bigpond.com
WELCOME NEW (AND RENEWING) MEMBERSTo all the seasoned members, if you see new members at our events and meetings, please extend them a hearty welcome. For you new guys and girls if you need help just ask one of the committee members at our meetings or events.
NOTE!!Queensland Chevrolet Car Club Inc sanctions any event to/from Willowbank Raceway, Queensland Raceway, Morgan Park Raceway Warwick, Munch Inn Café Acacia Ridge, Surfers Paradise cruise circuit Friday, Saturday and Sunday pm, Victoria Point Kiosk & Café Friday and Saturday pm, Club Rochedale, Yatala Drive Inn and Daryls Derelict Donuts cruise on the Sunshine Coast, BP Plainlands (Hatton Vale), Masters Car park Coomera & American Diner at Gatton & any other Chevrolet/Car related events and club runs including car shows and Swap Meets.
Any member attending an event pertaining to the advertising and promotion of our Incorporated club will be deemed as a sanctioned event as per our legal obligations. Please keep a copy of our club newsletter in your glovebox or know where to find it on our website via you smart phone/tablet or iPad etc.
Member # 1413 Tom Robinson ‘64 Chev Bel Air and ‘64 PontiacMember # 1414 Thomas McKean ‘62 Chevy Apache pick upMember # 1449 Celeste Hingley ‘53 Chevy PickupMember# 1450 Terry Taylor 67 Aust del. RHD ImpalaMember # Bernard Bonavia ‘86 Corvette & 72 El Camino
MASTERS CRUISE NIGHT COOMERA
MINUTES NOVEMBER 2015
Date Nov 3 Opened @7.45pm, 28 in attendance
Apologies; Pat and Harry, Peter and Jenny
Mark Dearlove, Glen and Carolyn, Mel T, Charles Gilbert
New Members/Visitors: Terry Taylor ’67 RHD Australian Production
Minutes of the previous meeting Read by Eric, Moved by Eric, Seconded by Bruce Morris
Treasurer’s report read by Colleen and All American report. Moved by Mike Hosie,
Seconded by Glenis Bone
Presidents Report: Club run leaving club rooms Sunday at 9am for Veresdale Pub.
A meeting to be set early in the New Year with Shoebox club to organise All American Day
2016 with plenty of lead time.
Ian thanked Bruce and Brian for the runs this year; very good runs and very well attended by
members.
New UHF radios bought and a lot better coverage
Jenny is still looking for hats for anniversary
New supplier for shirts
Ian thanked members who turned up to help out during the year
Colleen to pick up tickets for Silks restaurant for Xmas party
QHRP. Elton to be the new rep. for Hot Rod Show meetings. Elton read their minutes from
the last meeting. Hot Rod tickets will be out early, not the day before. Some new sponsors
on board and old ones returning.
Harrigans Report by Elton 352 cars approx. Over 2000 spectators and plenty of cars outside
AGM next Meeting. New committee to be voted in. Please think about standing for a
position on the executive.
Eric to send letter to Monaro Club locking them in for catering next years All American Day
No Raffle
Meeting Closed 8.20pm
CHEV PARTS - 1929, 1957 and 1969
Classic Chevy
Each month we feature a Classic
Chevy with photos and/or a story.
This month we feature the History of
the Corvette from C1 - C7
Fuel economy hasn’t traditionally been a Corvette strong point. Back in 1975, a C4 Vette would return around 13.8L/100km on the highway while delivering just 165hp. Fast forward 40 years and the C7 now features the most fuel-efficient 450hp+ engine in the world, netting 8.1L/100km on a cruise. Active Fuel Management shuts down half the cylinders when cruising, making the C7 the first four-cylinder Corvette. Sometimes.
CORVETTE C1 1953 - 1963
History has been a bit harsh on the original Corvette. Yes, it was followed by a car of rare beauty which doesn’t help, but bagging the first production Vette because it was powered by a 155hp straight six, was suspended at the rear by a straight axle, had cramped front legroom and drove through a two-speed transmission tends to overlook the fact that this car arrived just eight years after the end of World War II. This was a period when America could build a nuclear reactor but a car that comported itself much more elegantly than a frog in a sock was a technical leap too far.
Much of the credit for getting the Corvette to ride and handle competently goes to a little-known Englishman, Maurice Olley. His brief was to integrate the newly-designed engine, source as many Chevy shelf-available parts and to finesse the ride and handling. Olley knew that the front-end pitching that had been the bane of 1930s luxury cars could be cured by the simple expedient of giving the front suspension a longer period than the rear, and devised his coil spring and unequal length wishbones at the front to achieve this effect. Olley, incidentally, is also the engineer who started using the terms ‘oversteer’ and ‘understeer’.
Harley Earl’s development team included Henry Lauvre, who had been with the GM styling department since 1939 and was the principal stylist of the original EX-122 prototype, carrying his signature semi-pontoon fenders and high-mounted recessed headlights. The wraparound windscreen from the 1951 Le Sabre concept car also made it to the finished design. Originally dubbed ‘Project Opel’ to throw Detroit’s chinwaggers off the scent, production originally started in Flint, Michigan but moved to St Louis Missouri in early 1954. At this point, Zora Arkus-Duntov’s influence began to be felt.
Born in 1909 in Belgium and raised in Russia, Arkus-Duntov was hired by Chevrolet in 1953 and immediately immersed himself in the development of the Corvette. Such was his passion that he would become Chief Engineer and known as the "Father of the Corvette". That much is well-known. What are less well appreciated are Arkus-Duntov’s many battles inside GM, many of which he failed to win. His perennial baby was the mid-engined Corvette and that never got any further than the prototype stage. He also despised Bill Mitchell’s sensational split-window C2 coupe, due to its limited rear visibility and significant aerodynamic lift. He was always protective of the Corvette.
Even after he’d retired, he unsuccessfully sued Car and Driver magazine for a 1979 article which described the Vette’s rear suspension as "ill-conceived".
An infamous micromanager, Arkus-Duntov oversaw every development of the car, no matter how small. He even changed the location of the interior door pulls because of an occasion when driving at a proving ground where he borrowed a rain coat and found that when turning left, the cinch-straps on the coat’s sleeves could loop on the catch and open the door!
In 1955, the Corvette finally got the engine it deserved, the small-block V8, with the option of a three-speed manual. In ’57 this engine grew to 283ci and could be ordered with fuel injection and a four-speed manual transmission. Capacity increased to 327ci in 1962, the year after the first instance of quad round tail lights appeared. As power stepped up, the limitations of the solid axle became more and more apparent. It was time for a rethink.
CORVETTE C2 1963-1967
With hindsight, it seems perverse that the C2, probably the most revered Corvette shape of the lot, was only built for four years. The next shortest-lived generation, the C5, lasted seven years and the C2’s successor would stick around for fourteen. Perhaps it was because Zora Arkus-Duntov actively disliked the thing.
He once described the C2 as having "just enough lift to be a bad airplane" and felt that many of his team’s engineering advances for this car, which included a completely new transverse leaf spring rear suspension, electronic ignition and a much stronger steel chassis, were, as a result, wasted. The additional weight of the beefier central structure was offset by a thinner gauge fibreglass body panels so weight was reduced compared to the C1.
The coupe bodywork of the Sting Ray was the work of Larry Shinoda, under the auspices of Bill Mitchell, and despite its rather dismal high-speed stability, was the first Corvette design to be tested in a wind tunnel, in this case Cal Tech’s facility. The problem with the C2’s shape isn’t actually rear end lift, but lift over the front axle. When compared to the C1, which records 124.6lbs of lift at 85mph with passengers, the C2 nets 146lbs of lift with the pop-up headlamps lowered and 153.2lbs with them raised, comfortably the worst performance of any Corvette generation.
Bill Mitchell’s 1959 Sting Ray Racer, designed by Peter Brock, was the source for the C2 shape. A strikingly beautiful shape, the concept featured a broad, flat top surface, in effect an inverse wing design, which was supposed to pull the shape down onto the road. What wasn’t quite so apparent was that the height of the sharp leading edge was too high. At speed, too much air was diving beneath the car, causing a serious front lift problem. This could have been corrected with a slight forward rake, if the nose had drooped down a couple of inches or if a deeper front air dam was fitted.
Chevrolet sold 199 Z06 Special Performance Equipment variants in 1963 and in 1966 the engine grew to 427 cubes. The C2’s swansong was the 1967 model, which debuted the L88 cast-iron big-block, rated at 430hp. In the meantime, Chevrolet had launched its pony car, the 1966 model year Camaro, and the Corvette needed to shape up if it was to retain its place in the hierarchy.
CORVETTE C3 1968-1982
If you had to nominate the runt of the Corvette litter, many would point the finger at the C3. The sexy C2 was always going to be a tough act to follow and the C3 utilised a number of carry-over parts and utilised them for a very long time. In terms of units sold, however, the C3 is the undisputed uber-Vette. The C1 shifted 69,015 units in its total production span. The C2 shifted 117,964 cars. The C3 wiped the opposition out, selling 542,861 cars over a production run that encompassed the very darkest days of both the 1973 and 1979 Oil Crises when V8 cars were about as popular as a huntsman in your headphones. In case you’re interested, registrations for the next three generations totalled 358,180 for the C4, 238,230 for the C5 and 215,125 for the C6. Even on the basis of sales per year, the C3 comfortably crushes the others.
So why was the formula so right for this car? Perhaps the C3’s sheer ubiquity dulled our appreciation for a very pragmatic piece of vehicle design. In fact, it sprang from the Mako Shark II design study which was initiated in 1964, a mere year after the Corvette C2 hit dealer floors. The ’68 Vette was launched with a 435hp 427ci engine, ushering in the T-top targa roof alongside the more traditional full convertible. The following year saw the 250,000th Corvette roll off the line on November 19th, wearing the revived Stingray badge, albeit scripted as one word for this generation. The C3 introduced some familiar Corvette nameplates like LT-1 and ZR-1, but perhaps the most noteworthy part of the C3’s history came in 1975 when Dave McLellan replaced Zora Arkus-Duntov as the Corvette’s Chief Engineer.
The C3 also ushered in a tradition where the last of each particular Corvette line is marked by a limited run model, in this case the Collector Edition of 1982. As it happens, this was a real clunker of a car, the C3 now subjected to open derision by the automotive press. It got silvery leather upholstery, turbine wheels, lift-up rear tail glass, silver-beige metallic paint and fade graphics atop the hood and along the sides. It was a hopeless, overblown, disaster in dun. To add insult to injury, the Collector Edition was the first Corvette to cost more than $20,000. It was the only C3 model to have an opening glass liftback though, so it had that going for it. Had the C3 bowed out five years earlier, it might have been remembered more fondly.
CORVETTE C4 1984-1996
Wait, what? We jump from 1982 to 1984? What happened to the 1983 Corvettes? Well that’s a bit of a sore point and one that Porsche bores will point to as an unacceptable gap in the production record. Put bluntly, there were no production 1983 Corvettes. Difficulties in tooling, quality control, parts supply and emissions compliance delayed the launch of the C4, with Chevrolet eventually ironing out the issues by March 1983. Rather than release the cars at the end of the ’83 model year, the company instead decided to hold off until July 1983, when the cars would go to dealers marked up as 1984 model year cars. That’s the reason some customers still have 1983-stamped parts on the Vettes.
Much speculation exists as to how many 1983 test cars actually survived. ‘Officially’, only one is in existence, the white car (serial number 1G1AY0783D5110023) at the National Corvette Museum in Bowling Green, which managed to escape the infamous sinkhole incident of February 2014. Jay Leno is reported to have enough 1983 model year bits and pieces to build a second car although, as many 1984 C4 owners will attest, even when bolted together the quality still wouldn’t be anything to shout about.
In many regards, the C3 Corvette had hung around for too long, its production span of twelve years on an essentially carry-over chassis leaving it looking tired and outdated. In developing the C4, Chevrolet needed to do too much without enough resources. Still, you can’t fault the ambition, even if the Corvette’s 30th anniversary celebrations in ’83 were a bit of a damp squib.
"We were trying to figure out how to bring the car back to date in all aspects," said David McLellan, chief engineer for the Corvette at the time. "There was new technology that hadn’t been used in Chevrolet or in any automotive application yet." This tech included gadgetry like liquid crystal digital graphic displays and a Doug Nash 4+3 transmission behind the Cross-Fire small-block donk. With forged aluminium control arms, power rack and pinion steering and an exterior 24 percent more aerodynamic than its predecessor, the C4 Vette had the fundamentals absolutely right, setting a record 0.90-g skidpan results in early Car and Driver reviews, despite the 205 horsepower lump not exactly setting the world alight.
Power increased to 230hp in 1985 and then 240hp in 1987, but it wasn’t until the introduction of the ZR-1 in 1990 that the C4 got deadly serious. McLellan knew the car needed an engine producing well over 300hp, and he directed Director of Powertrain engineering, Russ Gee, to come up with a solution. He worked up a couple of turbocharged V6 and V8 engines for testing, but a meeting with Tony Rudd, Lotus Cars’ Director of engineering, set in train a very different solution. GM owned Lotus at that time and the Norfolk company was already well advanced in the development of a 4.0-litre DOHC V8.
Gee reckoned that Lotus could adapt this cylinder head design to mate with the small-block, but this proved an engineering nightmare. The only viable solution was to build a completely new block to marry up to the beautiful Lotus heads. The LT5 engine was born. Lotus built Phase I and Phase II LT5 test mules, but Chevrolet needed a domestic manufacturer. In March 1986, Mercury Marine in Stillwater, Oklahoma, was approved as the sole supplier of the LT5 powerplant.
In 1990 the 375hp ZR-1 retailed for $58,995, and despite its modest build volume of 6,939 cars built between 1990 and 1995, the ZR-1’s long list of endurance and performance records re-established the Corvette as a performance car to be reckoned with. Ultimately, the ZR-1 was too expensive and offered too little performance gain over the rapidly-improving LT-1 car to represent a commercial success. At the time of its introduction, the Corvette was in a sales slump. After selling almost 39,000 Corvettes in 1985, in 1991 the General shifted just 16,029. The halo effect of the ZR-1 saw sales lift to 18,000 in 1992, almost 21,000 in ‘93, and 21,500 in ‘94. In 1995, it was clear that paying double for a Corvette that covering the quarter mile 0.5 seconds quicker than the stock LT1 (13.1 v 13.6secs) wasn’t a compelling buyer proposition. The King of the Hill had been deposed. By a Corvette.
CORVETTE C5 1997-2004
If the Corvette C2 is the most-loved generation to date, the C5 could well come to be regarded as the most respected, if only because it took the biggest steps forward. In
the early 90s, the Corvette C4 was progressively getting worked over by Japanese rivals that worked smarter and harder. Cars like the Acura NSX, the Toyota Supra, the Mazda FD RX-7 and the Nissan 300ZX demonstrated that Chevrolet didn’t hold a monopoly on the market for coupes with pace, panache and pared-back pricing.
Something radically better was needed out of Bowling Green. In effect, the Corvette had to skip a generation to keep up.
As a result, the C5’s launch was progressively delayed. GM’s $250m budget for the C5 was due to be spent on a car that would arrive in 1993 and which would retain price point superiority right through to the new millennium. But GM dithered interminably, its hand only being forced when the US government mandated side impact regulations for late 1996 that the Corvette C4 could never have passed. To be fair, other factors were involved. By 1990 GM was losing $2bn a year. Just two years later the company found itself drowning in $24.2bn worth of red ink. Chief Engineer Dave McLellan also retired in 1992, replaced by former Cadillac man Dave Hill.
The C5 was a revelation. Perfect 50:50 weight distribution, torsional stiffness five times greater than the C4 and stacks of room inside for two people and their luggage, a slinky 0.293 Cd drag factor with the headlights lowered, the punchy 345hp aluminium-block LS1 V8 up front and, for the first time on a Corvette, a rear transaxle. From 1999 there was even a fighter-jet style head-up display that projected key information onto the base of the windscreen. It was also the first time in history that Corvette buyers could also choose from three different body styles: a targa-top coupe, a convertible and a hardtop with a boot.
The fantastic 385hp Z06 arrived in 2001, with power climbing to 405 ponies for the 2002 model year, coinciding with the standard fitment of Active Handling and Traction Control systems. The C5 also marked the very first time painted carbon-fibre panels were used on an American production car when the 2004 model year cars got a composite bonnet.
CORVETTE C6 2005-2013
The C5 only stuck around for seven years, and its successor refined the theme. Gone were the bulky pop-up lights, the C6 returning to the C1’s fixed lamps. In most other regards, the C6 was a fiercely forward-looking car and refined the C5 formula ruthlessly. The Euro-snobs who laughed at ill-handling American cars suddenly went very quiet. The C6 was more than capable of pulling down the pants of some performance car royalty. When compared to a Porsche 911, the Corvette was usually within a sniff on handling and leagues ahead on straight line performance, resulting in quicker lap times and usually getting the nod in its favour. The C6 finessed the fundamentals compared to its predecessor. The car was 5.1 inches shorter yet featured 1.2 inches more in the wheelbase.
The Z06 big hitter arrived in 2006 and the mighty supercharged LS9 6.2-litre engine debuted in the 2009 ZR1. General Motors development engineer Jim Mero piloted the ZR1 to a 7m19s lap of the Nurburgring Nordschleife, bettering the time of the much-vaunted Dodge Viper ACR. Oh, and those of the Ferrari Enzo, the Maserati MC12, the Porsche Carrera GT and the Pagani Zonda F Clubsport. Read the small print and you realise the 7m22s lap the Z06 recorded bettered all of the European blue-bloods as well.
The C6 was also the first Vette for a very long time with a halfway tidy cabin, and the impression of quality was augmented with a 2008 refresh, when the LS3 6.2-litre engine debuted as the entry-level lump. The final edition of the C6 was the 2013 60th Anniversary Package and the very desirable 427 Convertible. The latter is as close as Chevy got to offering a drop-top C6 Z06.
THE C6 Z06
Powered by the most potent small-block ever, the 505hp Z06 rolled into dealers in 2006. Carrying an evocative 427ci swept capacity (actually 427.6), or seven litres in new money, the Z06 was a destroyer of reputations right from the word go. Clothed in carbon fibre bodywork, with an aluminium frame, a wider track, monster six-pot calipers up front and four-piston clamps at the rear, and coolers for all fluids, including power steering, this was serious stuff. About 300 LS7 lumps could be hand-built per day at the Wixom, MI plant. "[This] is a racing engine in a street car," said Dave Muscaro, assistant chief engineer for small block engines. "There really has been nothing else like it offered in a GM production vehicle."
CORVETTE C7 2014 -
If the C6 was the Corvette that eased GM into the upper echelon of performance cars, the C7 Stingray hammered home the point in case anybody had missed it. Despite this, it wasn’t the car some had hoped for. After all, the skinny was that the General had been planning to pay a tribute to Zora Arkus-Duntov and launch a mid-engined Corvette to mark Chevrolet’s centenary in 2011. A Vette with the engine behind the driver was tinkered with, some reports claiming it was fitted with a Saab-sourced dual-clutch transaxle, but the global financial crisis of 2008 led to GM’s bankruptcy in 2009.
Tom Wallace, had taken over as Chief Engineer from Dave Hill in 2006 but lasted just two years, getting the C7’s development started before handing over the reins to Tadge Juechter in 2008. Given this lack of continuity in the C7’s gestation, it’s no wonder GM lowered their gaze somewhat. Thirty-seven years after the last Stingray rolled off the line, the C7 Stingray was unveiled at the 2013 Detroit Show. Only two parts were carried over from the C6, the passenger compartment air filter and the rear latch for the coupe’s removable roof panel.
The hood and roof were carbon fibre, the frame aluminium and the underbody formed of a carbon-nano structure, with the weight balance being 49.4 percent front, 50.6 percent rear, making this the first Vette with a rearwards weight bias. The 455hp LT1 V8 featured active cylinder shutdown and was mated to either a six-speed automatic or a seven-speed Tremec manual box with rev matching on downshifts. The C7 might have looked evolutionary, but its sharpened styling hid some huge technical advances.
Events and Activities
Annual Queensland Chev Club Events:
ALL CARSunday 2016
Sunday 16th October 2016.
SHOW (formerly Chev Super Sunday) - Show ‘n Shine and All Makes Swap Meet combined on at Rocklea Showgrounds. This is where American Car enthusiasts get together for a catch up. The event is open to ALL AMERICAN vehicles. This event is proudly presented by the Chevrolet Car Club of Queensland Inc in conjunction with the 55-56-57 Shoebox Club of Queensland Inc. $15/vehicle and driver, Spectators $5. Food and drinks catered by the Monaro Club of Queensland. ATM on site. Contact Charles 0421 089 000, Eric on 0409 055
Travel Permitted under ASRF Travel Concession TBA
Harrigans Rod and Custom Show - Harrigans Drift Inn, Calypso Bay, Jacobs Well. This prestige event is open to all rod and custom vehicles - classics, street machines, hot rods, custom, vintage, veteran etc. From 6:30am for entrants, 8:30am for spectators. Show ‘n Shine $15 for your car plus one passenger, extra $5 for judging, Spectators $5. Trade displays, entertainment, food and drinks, engine start ups - always something new each year. Travel Permitted under ASRF Travel Concession TBA
Contact Peter 0418 190 103 or Elton 0417 791 595
AMERICAN17th July
824 or Ian on 0418 782 768. [email protected]
Tentatively 17 July 2016
Tentatively 16 October 2016
Other Events and Activities - most of these events/locations will have sanctions for concessionally registered vehicles - please check before arranging cruises. All Chev Club ones listed in the newsletter are authorised for limited rego vehicles (for paid up members).
DECEMBER No club run for DecemberClub Runs -
Combined 40th Anniversary & 2015 PhotosChristmas Party
1975 - 2015
Original Courier Mail ad looking for interested persons to form the
Queensland Chevrolet Car Club. Saturday October 4th 1975.
