Q: Greg, I have a '56 Plymouth Savoy 4-door with a flathead 6-cylinder and just 84,081 miles. It is turquoise and white and since my husband passed away in 2006, it is in a barn since covered up. I saw your column in an Auto Roundup my husband had here at the house, and that's my reason for writing to you. I am asking $5,000 for it, and wonder if anyone would be interested. I hope it will not have to sit through another long, cold winter. My husband bought it from a person in Texas for $4,900 and it is in very good shape. What is your opinion? Thanks, Zellah, Clyde, N.Y.
A: Zellah, fist my condolences on the passing of your husband. Second, take advantage of Auto Roundup’s free ad offer, and better yet, spend a few dollars and have the photo of your husband’s pride and joy appear in color.
Too bad he didn't have the time to have more fun with the Savoy, and as for that Plymouth in your barn, I have a soft spot as my dad had a 1955 Plymouth Savoy with a flathead 6-cylinder, light green, 4-door, which I loved. It was one of my dad's first truly good cars, which he bought in 1957. He had previously owned a 1940 Chevy business coupe (his first car) and then a 1950 Mercury with suicide style 4-doors and a flathead V8.
Currently, your 1956 Savoy is listed at $6,200 in number "2" condition, but please remember we are currently going through a downturn in the economy and prices paid for cars like your 1956 Plymouth are dropping.
Still, good luck to you and I hope you find a buyer. Run the ad and take advantage of the millions of eyes who see this publication.
For more articles like this, visit http://www.Auto-Roundup.com
Thursday, December 18, 2008
'59 Ford Galaxie Skyliner
Q: Greg, I have a '59 Ford Galaxie Skyliner 2-door retractable hardtop convertible. I’ve enjoyed your articles on the retractables. My car still needs some body work, but it’s solid and the paint is OK. The engine runs fine, too. Can you give me an idea of its worth? Tom, email from Pennsylvania.
A: Glad to, Tom. First, your '59 Skyliner retractable is indeed a unique piece and quite valuable. Ford produced this special hardtop convertible in 1957 and 1958 as a Fairlane model and again in '59 in both the Fairlane 500 and Galaxie lines. All were called Skyliners.
The very least your car is worth $22,500, which is what a car like yours in its condition is probably worth. However, if you want to consider a project that could turn out to be profitable, you might want to contact a professional restoration company or good body shop, because your retractable Galaxie is worth in the neighborhood of $52,000 in pristine condition.
If your ‘59 Skyliner is in the shape you say it is, I'd seriously consider looking at the prospect of fixing it up on a professional level if you can. But remember, we’re in the midst of an economic downturn, and some people just aren’t investing in classic cars right now. Also, whatever a price book might say your car is worth ain’t necessarily so, because overall, classic car prices will fall, just like the stock market.
Good luck and thanks for the question.
For more articles like this, visit http://www.Auto-Roundup.com
A: Glad to, Tom. First, your '59 Skyliner retractable is indeed a unique piece and quite valuable. Ford produced this special hardtop convertible in 1957 and 1958 as a Fairlane model and again in '59 in both the Fairlane 500 and Galaxie lines. All were called Skyliners.
The very least your car is worth $22,500, which is what a car like yours in its condition is probably worth. However, if you want to consider a project that could turn out to be profitable, you might want to contact a professional restoration company or good body shop, because your retractable Galaxie is worth in the neighborhood of $52,000 in pristine condition.
If your ‘59 Skyliner is in the shape you say it is, I'd seriously consider looking at the prospect of fixing it up on a professional level if you can. But remember, we’re in the midst of an economic downturn, and some people just aren’t investing in classic cars right now. Also, whatever a price book might say your car is worth ain’t necessarily so, because overall, classic car prices will fall, just like the stock market.
Good luck and thanks for the question.
For more articles like this, visit http://www.Auto-Roundup.com
Need a GTO 3-speed transmission
Q: Greg, could you please tell me if the M13 Trans listed on my 1972 GTO build sheet (enclosed) is indeed the 3-speed manual that you talked of in a recent Auto Roundup Car Collector Corner column? If so, where can I purchase one as I would like to get my GTO to its original condition and shape. You do a great job writing your articles. Thanks, L.C. Honeycutt, Dunn, NC.
A: L.C., thanks for the nice words. The transmission listed on the build sheet you sent me is indeed the Heavy Duty 3-speed transmission I spoke of in the a recent Auto Roundup/Car Collector Corner column (Vol 7, No. 694, Page 35). This Heavy Duty 3-speed, depending on year, is called either a Dearborn (1965-1969) or a Muncie (1970-1973) M13 unit, and utilizes the code M13 on the sheets.
Surprisingly, a 3-speed transmission was the standard transmission for all GTO's from 1964 through 1972, although in its initial year of 1964, the 3-speed was an M12 unit made by Muncie, but after March of 1965, GTO switched to the stronger M13 Dearborn (Ford style) unit. In 1974, the last year of initial GTO production, an M11 made by Saginaw became the standard 3-speed, replacing the Muncie M13 that came in GTO's from 1970 to 1973 (both Dearborn and Muncie were similar).
Four speeds were available in GTO's, notably the Muncie M20 wide ratio, M21 close ratio and M22 rock crusher, and automatic fans had either a two-speed Powerglide from 1964 through 1966 or, from 1967 on, the three-speed Turbo-Hydramantic M40 option, which would become known as the "Turbo 400."
As for M13 availability, my best advice is to check eBay Motors regularly, or pick up Hemmings Motor News and Auto Roundup magazines for tracking down your original Muncie M13 3-speed. You may want to consider an ad in either of the two publications I mention under "Parts Wanted," and I feel confident you'll find your M13. If you want to talk to an expert, contact D&L Transmission at 1-631-351-4837 and they may be able to help quickly. D&L is located in Long Island, NY, and known as specialists for GTO Transmissions and all hard to find Muncie and Saginaw units.
Thanks for your letter and excellent copy of your GTO build sheet. Good luck!
For more articles like this, visit http://www.Auto-Roundup.com
A: L.C., thanks for the nice words. The transmission listed on the build sheet you sent me is indeed the Heavy Duty 3-speed transmission I spoke of in the a recent Auto Roundup/Car Collector Corner column (Vol 7, No. 694, Page 35). This Heavy Duty 3-speed, depending on year, is called either a Dearborn (1965-1969) or a Muncie (1970-1973) M13 unit, and utilizes the code M13 on the sheets.
Surprisingly, a 3-speed transmission was the standard transmission for all GTO's from 1964 through 1972, although in its initial year of 1964, the 3-speed was an M12 unit made by Muncie, but after March of 1965, GTO switched to the stronger M13 Dearborn (Ford style) unit. In 1974, the last year of initial GTO production, an M11 made by Saginaw became the standard 3-speed, replacing the Muncie M13 that came in GTO's from 1970 to 1973 (both Dearborn and Muncie were similar).
Four speeds were available in GTO's, notably the Muncie M20 wide ratio, M21 close ratio and M22 rock crusher, and automatic fans had either a two-speed Powerglide from 1964 through 1966 or, from 1967 on, the three-speed Turbo-Hydramantic M40 option, which would become known as the "Turbo 400."
As for M13 availability, my best advice is to check eBay Motors regularly, or pick up Hemmings Motor News and Auto Roundup magazines for tracking down your original Muncie M13 3-speed. You may want to consider an ad in either of the two publications I mention under "Parts Wanted," and I feel confident you'll find your M13. If you want to talk to an expert, contact D&L Transmission at 1-631-351-4837 and they may be able to help quickly. D&L is located in Long Island, NY, and known as specialists for GTO Transmissions and all hard to find Muncie and Saginaw units.
Thanks for your letter and excellent copy of your GTO build sheet. Good luck!
For more articles like this, visit http://www.Auto-Roundup.com
66 Plymouth Fury III radial tire and wheel concern
Q: Greg, I enjoyed your article explaining where the word MOPAR came from in the March 23 issue of Auto Roundup. I have a '66 Plymouth Fury III convertible with 17,000 miles on it. When I bought it in 1994, the previous owner had put P255/75R-14 steel belted tires on it. I have put 5,000 miles on it with no problems, but heard you should not put radials on older wheels as they put too much tire pressure on the wheels and sometimes the wheel breaks or cracks.
What year did MOPARS start using radial tires, and since my tires were not designed for a radial, can you recommend a good replacement that will allow use of my original hubcaps?
Also, what was the original tire size for my Fury? Loom forward to your answer soon as convertible weather is here (72-78-degrees) in the Missouri Ozarks.
Jim Earls, West Plains, MO.
A: John, rest easy on those wheels for the moment, as if they would have broken, the professional tire people I spoke to (three of them) say they already would have.
Two tire specialists in Pennsylvania said they have yet to have one problem with a wheel cracking on a car like yours because radials were installed. One gentleman, who works for Jack Williams Tire & Auto in Pennsylvania, told me they have a client who has 25 Hudson automobiles, and all have radial tires on them with not one problem. However, the second, who runs Kaminski Automotive, in Elysburg, did note that he had seen a few problems during his career on cars older than yours.
I then spoke with Laura at Coker Tire, with locations in Tennessee and California. Coker Tire is known nationwide as the number one source of tires and wheels for collector cars. Laura did agree that some tires can break a wheel that may have already been weakened a bit when an owner switches from bias ply to radial. She said radial tires put more stress on a wheel as they run in a "side to side" motion instead of a Bias Ply, that wears differently (I guess you could say up and down instead of side to side).
Laura also feels if your wheels would have failed, they would have by now. However, Laura is sending you a catalog as I gave her your address, and she would love to speak with you, too if you'd like to call. She said she can either recommend a bias ply for your wheel, or a wheel for your radials if it would make you sleep better at night. She also said your Fury II came from the factory with 735x14 bias ply on the 6-cylinder model, and 775x14 on the V8. As for radials, by 1975, over 80-percent of cars built in America were using radial tires as either standard equipment or an option.
Contact Coker Tire at 1-866-513-2744 EST or check them on the web at www.cokertire.com.
Good luck with that beautiful '66 Fury convertible!
For more articles like this, visit http://www.Auto-Roundup.com
What year did MOPARS start using radial tires, and since my tires were not designed for a radial, can you recommend a good replacement that will allow use of my original hubcaps?
Also, what was the original tire size for my Fury? Loom forward to your answer soon as convertible weather is here (72-78-degrees) in the Missouri Ozarks.
Jim Earls, West Plains, MO.
A: John, rest easy on those wheels for the moment, as if they would have broken, the professional tire people I spoke to (three of them) say they already would have.
Two tire specialists in Pennsylvania said they have yet to have one problem with a wheel cracking on a car like yours because radials were installed. One gentleman, who works for Jack Williams Tire & Auto in Pennsylvania, told me they have a client who has 25 Hudson automobiles, and all have radial tires on them with not one problem. However, the second, who runs Kaminski Automotive, in Elysburg, did note that he had seen a few problems during his career on cars older than yours.
I then spoke with Laura at Coker Tire, with locations in Tennessee and California. Coker Tire is known nationwide as the number one source of tires and wheels for collector cars. Laura did agree that some tires can break a wheel that may have already been weakened a bit when an owner switches from bias ply to radial. She said radial tires put more stress on a wheel as they run in a "side to side" motion instead of a Bias Ply, that wears differently (I guess you could say up and down instead of side to side).
Laura also feels if your wheels would have failed, they would have by now. However, Laura is sending you a catalog as I gave her your address, and she would love to speak with you, too if you'd like to call. She said she can either recommend a bias ply for your wheel, or a wheel for your radials if it would make you sleep better at night. She also said your Fury II came from the factory with 735x14 bias ply on the 6-cylinder model, and 775x14 on the V8. As for radials, by 1975, over 80-percent of cars built in America were using radial tires as either standard equipment or an option.
Contact Coker Tire at 1-866-513-2744 EST or check them on the web at www.cokertire.com.
Good luck with that beautiful '66 Fury convertible!
For more articles like this, visit http://www.Auto-Roundup.com
Last Plymouth remembered
For Plymouth lovers everywhere, the date June 28, 2001, will always be remembered. That's the day the last Plymouth rolled off the assembly line in Belvedere, Illinois. It brought to an end the Plymouth era that began a year before the Great Depression in 1928.
Walter Chrysler is the man responsible for bringing Plymouth to the market, feeling a low cost, entry level, automobile would build the consumer awareness of his Chrysler Corporation.
He was right.
Although Plymouth never became a huge seller, it did compete fairly well with Ford and Chevy. Its best year was 1973, when 750,000 Plymouths were sold.
However, just a few years later, the oil crisis nearly buried then struggling Chrysler Corporation, but thanks to a few decent models in the early Eighties and a little "nudge" from the U.S. Government, Chrysler peddled forward.
The company persevered, and then enjoyed an industry smash hit with its all-new and novel Minivan in 1983. Thus, Chrysler survived and the Plymouth brand lived on until the late 1990s, when Neon, Breeze and Prowler made up the automobile offerings along side the still popular Plymouth Voyager minivan.
The final car, a 2001 silver Neon 4-door, was purchased by a Chrysler executive, and brought to an end a storied history, and one that impacted this writer personally through my early years.
My father owned a '55 Plymouth Savoy Inline-6 flathead 4-door back in 1957, a nice car that lasted until 1961 when the engine blew up. My uncle tooled around in a 1956 Belvedere, finished in two-tone red and white with a V-8 under the hood and a pushbutton automatic transmission. They were neat cars.
Plymouth fans will surely remember Plymouths from the Fifties, like the Cranbrook Business Coupe, the 1957 Sport Fury and perhaps the huge finned 1959 models. How about the 1961 Plymouth Valiant? It was a success right from the start.
In 1962 Plymouth played a major role on the street scene with its 413 Ram Induction 2-door Savoy models. By 1965, the 426 Hemi was under the hood and headed for automotive immortality.
At the box office, moviegoers will surely remember John Carpenter's "Christine," a 1958 Plymouth Fury "horror hero" in big finned, "possessed" killer dress. On the comedy side, Chris Farley and David Spade deserve note as they save the Callahan Company while motoring across America in a metallic blue 67 GTX Convertible selling brake pads in "Tommy Boy."
Performance enthusiasts will recall all those 1968-1970 Roadrunners with 383 and Hemi power, the great GTX models from 1967 through 1970, and the highly popular Hemi 'Cuda and 340-Six Pack Cudas. On the drag strip, Ronnie Sox and his Pro Stock Barracudas, Ken Montgomery's "555" Hemi Super Stockers and all those Richard Petty STP Plymouths that terrorized NASCAR ovals have been sealed in our memories. (Montgomery, by the way, is still racing!)
Yes, Plymouth was a major player in a crowded market, and we still miss the car. Sadly, it joins DeSoto in the Chrysler model graveyard, although in the car business, resurrections are common. Let's hope one day a new Plymouth rolls off the assembly line, hopefully a retro 2010 Hemi Roadrunner.
As for the year 1928, On June 17, Aviator Amelia Earhart starts her attempt to become the first woman to successfully pilot an aircraft across the Atlantic Ocean and succeeds the next day; Alexander Fleming discovers Penicillin on Sept. 3; In the November presidential election, Republican Herbert Hoover wins by a wide margin over Democrat Alfred E. Smith; Shirley Temple, American actress and politician, is born April 23; A. B. Frost, American illustrator, dies June 22.
(Greg Zyla is a syndicated auto columnist).
For more articles like this, visit http://www.Auto-Roundup.com
Walter Chrysler is the man responsible for bringing Plymouth to the market, feeling a low cost, entry level, automobile would build the consumer awareness of his Chrysler Corporation.
He was right.
Although Plymouth never became a huge seller, it did compete fairly well with Ford and Chevy. Its best year was 1973, when 750,000 Plymouths were sold.
However, just a few years later, the oil crisis nearly buried then struggling Chrysler Corporation, but thanks to a few decent models in the early Eighties and a little "nudge" from the U.S. Government, Chrysler peddled forward.
The company persevered, and then enjoyed an industry smash hit with its all-new and novel Minivan in 1983. Thus, Chrysler survived and the Plymouth brand lived on until the late 1990s, when Neon, Breeze and Prowler made up the automobile offerings along side the still popular Plymouth Voyager minivan.
The final car, a 2001 silver Neon 4-door, was purchased by a Chrysler executive, and brought to an end a storied history, and one that impacted this writer personally through my early years.
My father owned a '55 Plymouth Savoy Inline-6 flathead 4-door back in 1957, a nice car that lasted until 1961 when the engine blew up. My uncle tooled around in a 1956 Belvedere, finished in two-tone red and white with a V-8 under the hood and a pushbutton automatic transmission. They were neat cars.
Plymouth fans will surely remember Plymouths from the Fifties, like the Cranbrook Business Coupe, the 1957 Sport Fury and perhaps the huge finned 1959 models. How about the 1961 Plymouth Valiant? It was a success right from the start.
In 1962 Plymouth played a major role on the street scene with its 413 Ram Induction 2-door Savoy models. By 1965, the 426 Hemi was under the hood and headed for automotive immortality.
At the box office, moviegoers will surely remember John Carpenter's "Christine," a 1958 Plymouth Fury "horror hero" in big finned, "possessed" killer dress. On the comedy side, Chris Farley and David Spade deserve note as they save the Callahan Company while motoring across America in a metallic blue 67 GTX Convertible selling brake pads in "Tommy Boy."
Performance enthusiasts will recall all those 1968-1970 Roadrunners with 383 and Hemi power, the great GTX models from 1967 through 1970, and the highly popular Hemi 'Cuda and 340-Six Pack Cudas. On the drag strip, Ronnie Sox and his Pro Stock Barracudas, Ken Montgomery's "555" Hemi Super Stockers and all those Richard Petty STP Plymouths that terrorized NASCAR ovals have been sealed in our memories. (Montgomery, by the way, is still racing!)
Yes, Plymouth was a major player in a crowded market, and we still miss the car. Sadly, it joins DeSoto in the Chrysler model graveyard, although in the car business, resurrections are common. Let's hope one day a new Plymouth rolls off the assembly line, hopefully a retro 2010 Hemi Roadrunner.
As for the year 1928, On June 17, Aviator Amelia Earhart starts her attempt to become the first woman to successfully pilot an aircraft across the Atlantic Ocean and succeeds the next day; Alexander Fleming discovers Penicillin on Sept. 3; In the November presidential election, Republican Herbert Hoover wins by a wide margin over Democrat Alfred E. Smith; Shirley Temple, American actress and politician, is born April 23; A. B. Frost, American illustrator, dies June 22.
(Greg Zyla is a syndicated auto columnist).
For more articles like this, visit http://www.Auto-Roundup.com
Popular car music and groups remembered
Q: Greg, you once printed your most popular car songs. I remember your top pick was thought not to be a car song, right? Do you still have your old albums? Paula K., email from Michigan.
A: Yes to both, Paula.
My favorite car song of all time is "Don't Worry Baby," by the Beach Boys. This song, if you listen to the words, has to do with a drag race. The guy in the song was bragging up his car to his friends, and they challenged him to a race. Now, he's real concerned, but his girlfriend tells him "Don't worry baby, everything will turn out all right," and so on.
The other car groups of the day (this is the early sixties to mid-sixties) were Jan & Dean, most famous for their album “Drag City,” and hits "Dead Man's Curve," and all-time great "The Little Old Lady From Pasadena." Jan & Dean and The Beach Boys are well known to this day, the latter also scoring big with the flip side of "Surfin' Safari" called "409, in addition to hits "Little Deuce Coupe," and "Shut Down."
One artist that pre-dated these groups where cars and surfing are concerned is singer and guitar extraordinaire Dick Dale, whose songs both solo and with his backup group “The Del-Tones” were very popular. Two albums I remember are "Checkered Flag" and "Mr. Eliminator," both having lots to do with fast cars and the surf scene. At over 70 years of age, Dale is still performing to this day, and received a well earned career recharging when his early Sixties song "Misirlou" was used in the Hollywood hit "Pulp Fiction" in 1994.
Ronnie and the Daytonas (Little GTO) and the Rip Chords (Hey Little Cobra) were two others that made the charts. Other car songs were big, like Commander Cody's "Hot Rod Lincoln," the funny “Beep-Beep” by The Playmates, along with the teenage tragic songs like "Last Kiss" by J. Frank Wilson and the Cavaliers and Ray Petersen's "Tell Laura I Love Her."
However, when it comes to racing, muscle cars and the like, I'd go with the Beach Boys and Jan & Dean for both longevity and cool songs. And yes, I still have my original albums from back in the sixties, along with a record called "The Big Sounds Of The Drags," which I used to crank up on my dad's huge stereo system when I was about 11 years old.
Thanks for the letter.
For more articles like this, visit http://www.Auto-Roundup.com
A: Yes to both, Paula.
My favorite car song of all time is "Don't Worry Baby," by the Beach Boys. This song, if you listen to the words, has to do with a drag race. The guy in the song was bragging up his car to his friends, and they challenged him to a race. Now, he's real concerned, but his girlfriend tells him "Don't worry baby, everything will turn out all right," and so on.
The other car groups of the day (this is the early sixties to mid-sixties) were Jan & Dean, most famous for their album “Drag City,” and hits "Dead Man's Curve," and all-time great "The Little Old Lady From Pasadena." Jan & Dean and The Beach Boys are well known to this day, the latter also scoring big with the flip side of "Surfin' Safari" called "409, in addition to hits "Little Deuce Coupe," and "Shut Down."
One artist that pre-dated these groups where cars and surfing are concerned is singer and guitar extraordinaire Dick Dale, whose songs both solo and with his backup group “The Del-Tones” were very popular. Two albums I remember are "Checkered Flag" and "Mr. Eliminator," both having lots to do with fast cars and the surf scene. At over 70 years of age, Dale is still performing to this day, and received a well earned career recharging when his early Sixties song "Misirlou" was used in the Hollywood hit "Pulp Fiction" in 1994.
Ronnie and the Daytonas (Little GTO) and the Rip Chords (Hey Little Cobra) were two others that made the charts. Other car songs were big, like Commander Cody's "Hot Rod Lincoln," the funny “Beep-Beep” by The Playmates, along with the teenage tragic songs like "Last Kiss" by J. Frank Wilson and the Cavaliers and Ray Petersen's "Tell Laura I Love Her."
However, when it comes to racing, muscle cars and the like, I'd go with the Beach Boys and Jan & Dean for both longevity and cool songs. And yes, I still have my original albums from back in the sixties, along with a record called "The Big Sounds Of The Drags," which I used to crank up on my dad's huge stereo system when I was about 11 years old.
Thanks for the letter.
For more articles like this, visit http://www.Auto-Roundup.com
1960 Chevy with a rare Turboglide
Q: Greg, I need your help. I have a 1960 Chevy Imapla 4-door hardtop in very good condition for being 46 years old. It's all original except for the tires, and has a stock from the factory 283-cubic-inch V8 and a rare Turboglide automatic transmission instead of the usual Powerglide. It has power brakes and steering and an AM radio. I'd like some information on this model, how many were made, and other interesting facts, especially on the Turboglide. Thanks much, Vic Ambur, Akron, Ohio.
A: Glad to help, Vic. Your Impala hardtop was marketed in 1960 by Chevy as the 4-door Sport Hardtop Sedan, and had a base price of $2,769. This price was the most expensive of all Chevy coupe, sedan and hardtop models. The only more expensive Chevys that year were the V8 powered station wagons starting at $2,854 for the Parkwood) and rising up through Kingswood to the 6-cylinder and V8 Nomads, which topped out at $2,996. The only actual car more expensive was the Impala Convertibles ($2,847 for the 6-cyl. and $2,954 for the V8).
Unfortunately, Chevy did not break down the individual production numbers, but I can tell you that 169,011 Sport Hardtop Sedans were built in 1960, including the Bel-Air model. (Biscayne, popular with the Cab Companies) did not come in 4-door sport hardtop dress).
I would say of all the Impala models built, yours is indeed one of the rare ones for sure, especially with the Turboglide, a one forward speed automatic with a torque converter, and dissimilar to the two forward speed Powerglide. The Turboglide, available on the V8 models only, did have an "L" on the gear selector, but it was totally different than sister Powerglide. Turboglides feature a "Grade Retard" feature, similar to Chevy's heavy truck automatics that relied on gear reduction to help slow the huge vehicles on mountain downhill driving. Unlike Powerglide, the Turboglide's "L" location was noted by Chevy not to be a "low" gear and was to be used for slowing purposes only. Turboglides came in an all aluminum case, and first appeared in 1957. Turboglides are a member of the class of manufacturer forerunners to the now popular continuously variable designs out there, as was the Buick Dynaflow transmission that powered my 1951 Buick Special Straight-8. Turboglide's "Grade Retard," also known as the "Hill Retarder" activates when your car experiences a "drag" on the rear wheels, and is probably the most novel feature of your car.
Your small-block 283 puts out either 170 horses (2-Barrel) to 230-horses (4-Barrel), and is surpassed in power only by the big-block 348-V8 options. NADA price guides list your car's average retail at $9,950.
The year 1960 was a good one: gas cost 24.9 per gallon; the average family made $5,200 a year; bread was 19-cents a loaf; Fred and Wilma Flintstone began the first of their 163 TV episodes; Chubby Checker would vault to stardom with his hit single "The Twist;" and Vincent Price scared the bejeepers out of us at movie theaters with his Edgar Alan Poe's "Fall of the House of Usher."
Thanks for your question.
For more articles like this, visit http://www.Auto-Roundup.com
A: Glad to help, Vic. Your Impala hardtop was marketed in 1960 by Chevy as the 4-door Sport Hardtop Sedan, and had a base price of $2,769. This price was the most expensive of all Chevy coupe, sedan and hardtop models. The only more expensive Chevys that year were the V8 powered station wagons starting at $2,854 for the Parkwood) and rising up through Kingswood to the 6-cylinder and V8 Nomads, which topped out at $2,996. The only actual car more expensive was the Impala Convertibles ($2,847 for the 6-cyl. and $2,954 for the V8).
Unfortunately, Chevy did not break down the individual production numbers, but I can tell you that 169,011 Sport Hardtop Sedans were built in 1960, including the Bel-Air model. (Biscayne, popular with the Cab Companies) did not come in 4-door sport hardtop dress).
I would say of all the Impala models built, yours is indeed one of the rare ones for sure, especially with the Turboglide, a one forward speed automatic with a torque converter, and dissimilar to the two forward speed Powerglide. The Turboglide, available on the V8 models only, did have an "L" on the gear selector, but it was totally different than sister Powerglide. Turboglides feature a "Grade Retard" feature, similar to Chevy's heavy truck automatics that relied on gear reduction to help slow the huge vehicles on mountain downhill driving. Unlike Powerglide, the Turboglide's "L" location was noted by Chevy not to be a "low" gear and was to be used for slowing purposes only. Turboglides came in an all aluminum case, and first appeared in 1957. Turboglides are a member of the class of manufacturer forerunners to the now popular continuously variable designs out there, as was the Buick Dynaflow transmission that powered my 1951 Buick Special Straight-8. Turboglide's "Grade Retard," also known as the "Hill Retarder" activates when your car experiences a "drag" on the rear wheels, and is probably the most novel feature of your car.
Your small-block 283 puts out either 170 horses (2-Barrel) to 230-horses (4-Barrel), and is surpassed in power only by the big-block 348-V8 options. NADA price guides list your car's average retail at $9,950.
The year 1960 was a good one: gas cost 24.9 per gallon; the average family made $5,200 a year; bread was 19-cents a loaf; Fred and Wilma Flintstone began the first of their 163 TV episodes; Chubby Checker would vault to stardom with his hit single "The Twist;" and Vincent Price scared the bejeepers out of us at movie theaters with his Edgar Alan Poe's "Fall of the House of Usher."
Thanks for your question.
For more articles like this, visit http://www.Auto-Roundup.com
Rare Rambler Rebel
Q: Hi Greg, I have a 1966 Rambler Rebel 2-door hard top. When new they made about 1975 of them. How much are they worth in Class 3 condition with 232 cubic inch 6 cylinder, AT, PS, PB, with less than 92,000 miles on it? Thank you! Email from Richard Iswalt
A: Richard, you have one of the rarest of the "new" Rambler Rebels that were produced by AMC of Kenosha, Wisconsin, The Rambler Rebels were manufactured from 1957 through 1960, and then again in 1966 and 1967. First a little history on that Rambler Rebel name.
In 1957, the families who purchased Rebels didn't realize that they were driving one of the hottest cars on the highway. It came with a 327-inch, 255 horse, V8 with a four-barrel carb, but it was supposed to come with fuel injection, perhaps as an option. The intermediate size Rambler had a wheelbase of 108-inches and the four-door hardtop body didn't "scare" any of the popular fast cars of the day...until the light turned green.
Motor Trend Magazine tested an injected Rebel given them by AMC and realized it was quicker on the dragstrip than a 1957 Chevrolet Corvette. AMC in a move to protect its family and economy car image, quickly announced that the fuel injection option would not be available and all of the production Rebels used the four-barrel carburetor. The 288-horse injected version utilized an electronic fuel injection unit by Bendix called the Electrojector, and in addition to the "uproar" of AMC having the fastest car on the highway, reliability issues with the electronic control unit also contributed to the non-production decision.
Still, the Rebel with a carburetor was very fast. Only 1,500 '57 Rebels were produced, and I remember in 1958 at our local speedway in Vineland, N.J., several of the modified stockcars had 327 Rebel engines powering them.
In 1958, the Rebel name was used on all standard Ramblers powered by AMC's 250-inch V8. This lasted through the 1960 model year, after which all of the 108-inch wheelbase models took the Rambler Classic name.
Your 1966 Rebel is the year the Rebel name was resurrected on a version of the Rambler Classic two-door hardtop. It had specific interior upgrading and a revised roofline that fit the popular styles of the day. For 1967, all of AMC's intermediates took the Rambler Rebel name, but in 1968, the Rambler name was dropped and the car was named AMC Rebel.
Your car is easily worth $2,400 to $2,750 in its present condition, more to a Rebel lover. Overall, 8,336 Classic hardtops were produced in 1966, of which your Rebel is one of the 1,750 that year with Rebel trim. Good luck with your Rebel.
For more articles like this, visit http://www.Auto-Roundup.com
A: Richard, you have one of the rarest of the "new" Rambler Rebels that were produced by AMC of Kenosha, Wisconsin, The Rambler Rebels were manufactured from 1957 through 1960, and then again in 1966 and 1967. First a little history on that Rambler Rebel name.
In 1957, the families who purchased Rebels didn't realize that they were driving one of the hottest cars on the highway. It came with a 327-inch, 255 horse, V8 with a four-barrel carb, but it was supposed to come with fuel injection, perhaps as an option. The intermediate size Rambler had a wheelbase of 108-inches and the four-door hardtop body didn't "scare" any of the popular fast cars of the day...until the light turned green.
Motor Trend Magazine tested an injected Rebel given them by AMC and realized it was quicker on the dragstrip than a 1957 Chevrolet Corvette. AMC in a move to protect its family and economy car image, quickly announced that the fuel injection option would not be available and all of the production Rebels used the four-barrel carburetor. The 288-horse injected version utilized an electronic fuel injection unit by Bendix called the Electrojector, and in addition to the "uproar" of AMC having the fastest car on the highway, reliability issues with the electronic control unit also contributed to the non-production decision.
Still, the Rebel with a carburetor was very fast. Only 1,500 '57 Rebels were produced, and I remember in 1958 at our local speedway in Vineland, N.J., several of the modified stockcars had 327 Rebel engines powering them.
In 1958, the Rebel name was used on all standard Ramblers powered by AMC's 250-inch V8. This lasted through the 1960 model year, after which all of the 108-inch wheelbase models took the Rambler Classic name.
Your 1966 Rebel is the year the Rebel name was resurrected on a version of the Rambler Classic two-door hardtop. It had specific interior upgrading and a revised roofline that fit the popular styles of the day. For 1967, all of AMC's intermediates took the Rambler Rebel name, but in 1968, the Rambler name was dropped and the car was named AMC Rebel.
Your car is easily worth $2,400 to $2,750 in its present condition, more to a Rebel lover. Overall, 8,336 Classic hardtops were produced in 1966, of which your Rebel is one of the 1,750 that year with Rebel trim. Good luck with your Rebel.
For more articles like this, visit http://www.Auto-Roundup.com
Vintage Chevy II 4-Cylinder and a bad gearbox gasket
Q: Greg, a year ago I purchased and 1928 Model "A" Ford pickup that was built in the mid Sixties as a nostalgia pickup "Rat Rod." It has a 90-hp Chevy II 4 cylinder 153 cubic inch engine with a carburetor.
Where was this motor produced and in what year GM cars was it used? I am trying to locate items to beef up the motor, like dual carb manifold and split exhaust.
Also, this pickup sat for many years and it has a gearbox leak, assumed to be the seal on the front. I hear there are products (Wynn’s for one) on the market that can be added to the gearbox that can stop the leak if the seal is just dried up and not cracked. Do you know if this type additive really works and what are the product names and manufactures?
As for both questions I have searched high and low and have not been able to find any information especially on the Nova II 4 cylinder motor. I greatly appreciate your assistance. Donald Baliszewski (A Proud American overseas), PSC 69 Box 1000, APO AE 09707.
A: Donald, Chevy’s 153-incher was used from 1962 through 1970 in the lower priced Chevy II and Nova lines. This inline-4 engine was built and used by Chevrolet, but also appeared in GM built U.S. Postal trucks from 1967 through 1971. Introduced in 1961 as a 1962 model, the Chevy II was the first car to offer a Chevrolet 4-cylinder engine since 1928. The 153 engine would later be used as a base for the development of GM's 4-cylinder “Iron Duke” 151-incher used in GM compact and mid-size cars beginning in 1977.
However, your 153-inch engine is different from the “Iron Duke” that powered many GM cars through 1992. The 153 and the 151 Iron Duke are often confused nowadays, especially on the Internet blogs.
As for speed parts, there are some available for the 153, including three nice Isky Cams with lifts from .488 to .510. (Check www.iskycams.com). However, other items are scarce, but perhaps Mr. Isky and his crew can point you to some other hi-performance items. If you had an “Iron Duke,” the speed parts are prevalent, as this engine produced lots of horsepower and gained fame in the NASCAR Goody's Dash series for powering the “Baby Grand” division Cavaliers, Sunfires and Grand Ams.
Finally, there are many "stop leak" products out there, like the Wynn’s Transmission Conditioner you mention. However, if the seal doesn’t repair itself quickly, I highly recommend you pull the gearbox and have the seals and or gaskets replaced.
A second company called “Bar’s Leaks” provides numerous stop leak conditioners, and you can check them out at http://www.barsproducts.com/. They’ve been around since 1947.
Finally, good luck to you and all our servicemen overseas. You are a tribute to our country. I have forwarded you address to my friends at Isky Cams in California, so look for a catalog and decal from them soon!
For more articles like this, visit http://www.Auto-Roundup.com
Where was this motor produced and in what year GM cars was it used? I am trying to locate items to beef up the motor, like dual carb manifold and split exhaust.
Also, this pickup sat for many years and it has a gearbox leak, assumed to be the seal on the front. I hear there are products (Wynn’s for one) on the market that can be added to the gearbox that can stop the leak if the seal is just dried up and not cracked. Do you know if this type additive really works and what are the product names and manufactures?
As for both questions I have searched high and low and have not been able to find any information especially on the Nova II 4 cylinder motor. I greatly appreciate your assistance. Donald Baliszewski (A Proud American overseas), PSC 69 Box 1000, APO AE 09707.
A: Donald, Chevy’s 153-incher was used from 1962 through 1970 in the lower priced Chevy II and Nova lines. This inline-4 engine was built and used by Chevrolet, but also appeared in GM built U.S. Postal trucks from 1967 through 1971. Introduced in 1961 as a 1962 model, the Chevy II was the first car to offer a Chevrolet 4-cylinder engine since 1928. The 153 engine would later be used as a base for the development of GM's 4-cylinder “Iron Duke” 151-incher used in GM compact and mid-size cars beginning in 1977.
However, your 153-inch engine is different from the “Iron Duke” that powered many GM cars through 1992. The 153 and the 151 Iron Duke are often confused nowadays, especially on the Internet blogs.
As for speed parts, there are some available for the 153, including three nice Isky Cams with lifts from .488 to .510. (Check www.iskycams.com). However, other items are scarce, but perhaps Mr. Isky and his crew can point you to some other hi-performance items. If you had an “Iron Duke,” the speed parts are prevalent, as this engine produced lots of horsepower and gained fame in the NASCAR Goody's Dash series for powering the “Baby Grand” division Cavaliers, Sunfires and Grand Ams.
Finally, there are many "stop leak" products out there, like the Wynn’s Transmission Conditioner you mention. However, if the seal doesn’t repair itself quickly, I highly recommend you pull the gearbox and have the seals and or gaskets replaced.
A second company called “Bar’s Leaks” provides numerous stop leak conditioners, and you can check them out at http://www.barsproducts.com/. They’ve been around since 1947.
Finally, good luck to you and all our servicemen overseas. You are a tribute to our country. I have forwarded you address to my friends at Isky Cams in California, so look for a catalog and decal from them soon!
For more articles like this, visit http://www.Auto-Roundup.com
Desirable 1968 Nova SS
Q: Greg, I would greatly appreciate some advice on a car I just purchased, a 1968 Chevy Nova SS 350.
I understand there were very few of these 350 sleepers built. Mine has what is supposed to be the original Muncie 4 speed and 12 bolt posi rear end. It is not the original engine, but it is a 4 bolt main 350, 4-barrel with a light cam. Information I found says these cars were marked only with front and rear SS badges and the front fender lights say 350. This is the way my car is marked. The tag on the firewall says black bucket interior and butternut yellow paint with black vinyl top.
The only difference is my car is now green. It does have some external rust issues but the floor, trunk, and all underneath are free of rust. I have rust around the windows where the vinyl top is and will need to totally replace the right rear quarter. Other than that I think patch panels elsewhere will do.
The metal dash inside by the windshield will also need replacing. I can do this work myself with a welding friend but is it going to be worth it? What should I do with this car? Is it that rare?
Should I try to keep the car totally original? Would it bring more at an auction? Please give me some advice.
I trust your judgment and input. It would be greatly appreciated. I just don't want to throw away money needlessly. Thank you very much, Sincerely, James S. in East Texas.
A: James, at this point, your Nova SS is not numbers matching, and depending on your budget, perhaps too far along to reverse the situation without spending some serious money. You also don't say how much you paid for the car.
Chevy introduced the redesigned Chevy II Nova line in 1968, stretching the wheelbase one inch to 111 from 1967. Only four door sedans and two door pillared coupes were offered, the latter available with the SS option. Chevy sold 200,970 of these cars, but only 6,571 were SS models, much to your advantage. Of the 6,571 built, 5,670 were L48 350/295 hp models; 234 had the L34 396/350 hp option, and 667 came with the most desirable option, the powerful L78 396/375 hp big-block. It is the latter that can fetch upwards of $40,000 in tip top shape, but your car is listed in price guides at $25,000 and up in restored condition.
If I owned your car, I would at least entertain getting it back to numbers matching condition since you'll have to repaint after all the body work anyway. This means a good butternut yellow paint job, replacing the vinyl top and metal dash, and then deciding if you want to find the correct engine that you would have to search for (eBay, Hemmings, Auto Roundup).
As you complete your work, you can then decide if you want to find that 1968 350 engine because of the surviving '68 SS Novas, fewer and fewer are numbers matching.
As long as you didn't overpay for the car, putting money into your Nova SS should return some dividends down the road. Remember, also, that nothing is guaranteed in the collector car market, but you'll surely have fun.
Keep me posted on your progress.
For more articles like this, visit http://www.Auto-Roundup.com
I understand there were very few of these 350 sleepers built. Mine has what is supposed to be the original Muncie 4 speed and 12 bolt posi rear end. It is not the original engine, but it is a 4 bolt main 350, 4-barrel with a light cam. Information I found says these cars were marked only with front and rear SS badges and the front fender lights say 350. This is the way my car is marked. The tag on the firewall says black bucket interior and butternut yellow paint with black vinyl top.
The only difference is my car is now green. It does have some external rust issues but the floor, trunk, and all underneath are free of rust. I have rust around the windows where the vinyl top is and will need to totally replace the right rear quarter. Other than that I think patch panels elsewhere will do.
The metal dash inside by the windshield will also need replacing. I can do this work myself with a welding friend but is it going to be worth it? What should I do with this car? Is it that rare?
Should I try to keep the car totally original? Would it bring more at an auction? Please give me some advice.
I trust your judgment and input. It would be greatly appreciated. I just don't want to throw away money needlessly. Thank you very much, Sincerely, James S. in East Texas.
A: James, at this point, your Nova SS is not numbers matching, and depending on your budget, perhaps too far along to reverse the situation without spending some serious money. You also don't say how much you paid for the car.
Chevy introduced the redesigned Chevy II Nova line in 1968, stretching the wheelbase one inch to 111 from 1967. Only four door sedans and two door pillared coupes were offered, the latter available with the SS option. Chevy sold 200,970 of these cars, but only 6,571 were SS models, much to your advantage. Of the 6,571 built, 5,670 were L48 350/295 hp models; 234 had the L34 396/350 hp option, and 667 came with the most desirable option, the powerful L78 396/375 hp big-block. It is the latter that can fetch upwards of $40,000 in tip top shape, but your car is listed in price guides at $25,000 and up in restored condition.
If I owned your car, I would at least entertain getting it back to numbers matching condition since you'll have to repaint after all the body work anyway. This means a good butternut yellow paint job, replacing the vinyl top and metal dash, and then deciding if you want to find the correct engine that you would have to search for (eBay, Hemmings, Auto Roundup).
As you complete your work, you can then decide if you want to find that 1968 350 engine because of the surviving '68 SS Novas, fewer and fewer are numbers matching.
As long as you didn't overpay for the car, putting money into your Nova SS should return some dividends down the road. Remember, also, that nothing is guaranteed in the collector car market, but you'll surely have fun.
Keep me posted on your progress.
For more articles like this, visit http://www.Auto-Roundup.com
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