Corvair enthusiast looks to buy

Car Collector Corner

By Greg Zyla

Corvair enthusiast looks to buy

Q: I love the old Chevy Corvairs and am hoping to buy one. What do you think about the Corvair as a collector car? They seem to be very reasonably priced. Robert L., New York.

A: Robert, Corvairs are reasonable in price, so if you love them, you're in good shape as far as money needed to fuel your passion. I've always personally liked Corvairs because of the car's unique rear-engine, rear-drive technology, regardless of what Ralph Nader said about the car in his book.Specifically, Corvairs received a "bad rap" from Ralph Nader when he wrote the book "Unsafe At Any Speed," which knocked the car as one of the most dangerous ever built. This wasn't really true, for as long as you followed the manufacturer's recommended tire pressures, 15 pounds in front, 26 pounds in the rear, the car wouldn't "sway" in the rear much at all. However, in Ralph’s defense, we all know how people check their tires pressures, right? In the end, it took a Congressional Investigation and Report to clear GM and the 1960-63 Corvairs of any wrong doing, although the absolution came three years after the car's 10-year production run ended in 1969.Corvairs are neat cars and certainly collector worthy. They'll never be top value collector cars, but models like the Monza Spyder Convertible Turbo or even a regular Corvair convertible or coupe are priced to buy. I remember seeing a Corvair Convertible completely restored in showroom condition in the Auto/Truck Roundup Monthly for less than $10,000 (I believe it was $8,500.)My favorites? The Spyder from ‘62 through ’64 and the Corsa in ’65 and ‘66, the latter a little better looking overall. Corvair’s “flat” six cylinder engines grew from 140 inches in 1960, to 145 in 1961 through 1963 and finally 164 cubic inches from 1964-69.Also, don't forget the Lakewood Station Wagons or the very neat Greenbrier Sports Wagon passenger vans. Good luck in your search for a really neat car from the past. Expect to pay for a near show quality Corvair anywhere from a low of less than $6,000 for a 4-door sedan (yes, under $6,000) to perhaps $18,000 for a restored Spyder Turbo ragtop.

(Greg Zyla writes regularly for Auto Roundup and welcomes reader input at 116 Main St., Towanda, Pa. 18848 or email him at extramile_2000@yahoo.com)

For more articles like this, visit http://www.auto-roundup.com/ or pickup a copy of Auto Round-Up at a newsstand near you!

Beauty only skin deep with cars from the Fifties

Car Collector Corner

By Greg Zyla

Beauty only skin deep with cars from the Fifties

Q: Greg, when it comes to designers, weren’t the cars of the Fifties, compared to those form other decades, ahead of the curve? These cars from the Fifties really changed their looks year to year, while today, a model might not change for three or more years. Clint, an Auto Roundup “old timer” from Washington.

A: Clint, taking everything into consideration, you are correct in your assumption. Additionally, I would also add the decade of the Sixties to the list, too, when Detroit would do quick facelifts and/or complete body re-designs without too much trouble. However, those cars were as close to “beauty is only skin deep” as one gets, because when it came to the actual design updating, the word “mechanical” wasn’t in the formula by any means. As an example, and taking 1957-58-59 as case in point years, Chrysler led the way with its "forward look" cars (which they still promote to this day), and all three years resulted in the manufacturers producing cars that looked nothing like the prior years. Chevy, too, is a good example in 57-58-59, as is Buick in those identical years. I really love the ‘58 and ‘59 Buicks, and the ‘60 model, too. Chrysler made huge design changes from ’54 through ‘57, while over at Ford, the big change years came in 1957 to ‘59 years, in my opinion. Independents like Studebaker is as great an example of re-skinned success than any, as its poor selling 1958 model was re-skinned with a Lark body for 59, and it saved the company! There was no major mechanical difference between the 58 Studebaker and the 59 Lark other than the new body. Other cars I really liked from that era were the ’51 to ‘54 Hudson Hornets and Wasps, ‘53 Kaiser Manhattan, ’53 to ’56 Packards, ’56 tri-colored Dodges, and the ’55 and ‘56 Mercurys. Of them all, the ’56 Mercury two-tone is one of my favorites, as are several of the Chrysler 300 models.The Sixties were similar, too. But always remember that these changes were mostly skin deep, and nothing like today's high tech, computerized wonders.

(Greg Zyla welcomes Auto Reader questions at extramile_2000@yahoo.com or at 116 Main St., Towanda, Pa. 18848).

For more articles like this, visit http://www.auto-roundup.com/ or pickup a copy of Auto Round-Up at a newsstand near you!

Amphicar at home on land or at sea

Car Collector Corner

By Greg Zyla

Amphicar at home on land or at sea

Q: Greg, I look forward to reading your column on collector cars. Back in the 1960's, there was a car that I thought was real cool called the Amphicar. Do you remember them? It didn't last very long and was gone by the time I could afford a car.But, I have one now, and what a fun car (or should I say boat) it is. I have taken it to shows, where it always draws a crowd. Most of the older people remember seeing the car on TV and in movies (Pontiac Moon), but haven't seen one up close. The kids are amazed that it can 'swim' and laugh when they see the twin propellers in the back.The International Amphicar Club has a web page at amphicar.com where you can find the history of the Amphicar, the specs, and where there will be a “swim-in.” Also, the March-April issue of the club’s newsletter "Wheels-N-Waves” has an article about the Amphicars used in the movie “Pontiac Moon.” Also, there is a part about the testing of the Amphicar for the March issue of Classic Motorsports magazine.Finally, I want to mention that my "car" has passed the U.S. Coast Guard 'Vessel Safety Check' in 2008 and 2009 and I proudly display the 2009 sticker. This is the only 'car' they have inspected in the Washington, DC area. Fred Monger, Lusby, Maryland.

A: Fred, thanks for the kind words and great memories of one very different car/boat! For the record, Amphicar was built in Berlin, Germany, from 1961 to 1968, and was powered by a 4-cylinder, 43-horsepower Triumph engine. The total production came in at 3,878 vehicles, of which 3,046 were imported into the United States. To this day, Amphicar is still the one and only amphibious passenger automobile ever mass produced. You’ve got a true rarity on your hands, and I wish you good driving and fishing. (Greg Zyla writes regularly for Auto Roundup and he welcomes reader questions or car related stories at extramile_2000@yahoo.com or at 303 Roosevelt St., Sayre, Pa. 18840.)

For more articles like these, pick up a copy of Auto Round-Up Magazine at your local newsstand, or visit http://www.auto-roundup.com/ today!

Shop Talk: Seeking help for broken sway bars

Car Collector Corner By Greg Zyla Seeking help for broken sway barsQ: Greg, I own a 2002 Chevy Avalanche and have just experienced a rear broken sway bar. I have priced the original equipment manufacturer (OEM) part, but am wondering if an aftermarket brand would be a better way to go. Thanks much and I enjoy your interesting car and truck columns. Brad L., Ohio.A: Brad, you are now the second reader who has written about breaking a rear sway bar on a Chevy Avalanche. You are also correct in your assumption that looking at an aftermarket brand may be a better choice. I recommend Eibach Springs as the company you want to check out for a much better sway bar kit. This company produces many parts, most notably its performance springs, but they also make some fine anti-roll sway bar kits, and its sway bar business is booming. You can check all of Eibach’s suspension kits, suspension springs, engine valve springs, industrial and other offerings for cars, trucks, snowmobiles, motorcycles and more on its Internet home page on at www.eibach.com. Additionally, I also want to point out that Eibach’s rear sway bars, which I’ve seen in person at the Performance Racing Industry trade shows, are very strong solid units, unlike the real tubular (hollow) units that came on the Avalanche from the factory. This could be the reason the rear sway bar broke under stress after years of use. Eibach, however, does manufacture beefier tubular sway bars for the larger bardiameter applications that need some weight reduction, and for the Avalanche in question, the front bar is tubular, while the rear is solid. Also, check out what an Eibach suspension kit did for a Ford F-150, not only helping handling but also improving gas mileage at http://eibach.com/cgi-bin/start.exe/eibach/index.html?entry=y&thid=122). Finally, and quite the coincidence, one of my mechanic friends recently broke a rear sway bar on his Chevy Avalanche, and he’s installing an Eibach front and rear sway bar anti-roll kit, which we’ll report on it in a future column. Thanks for your letter, and if you don’t have internet, contact Eibach at 1-800-507-2338 for more information and a dealer near you.(Greg Zyla writes regularly for Auto Roundup publications. Contact him at 303 Roosevelt St., Sayre, Pa. 18840 or email him at extramile_2000@yahoo.com.

For more articles like these, pick up a copy of Auto Round-Up Magazine at your local newsstand, or visit http://www.auto-roundup.com/ today!

Rare T-600 Tatraplan

Car Collector Corner

By Greg Zyla

Rare T-600 Tatraplan

Q: Greg, I’m working on a T-600 Tatraplan automobile, and I know many people have ever never seen or heard of one of these. Mine is a 1947 model, and it would be interesting to see what info you can provide. I have both 4-cylinder and a V8 air cooled engines and transaxles. I enjoy your column very much. Raymond Hogg, Big Spring, Texas.

A: Raymond, I haven’t heard the word Tatraplan since my good friend Jack Kulp mentioned this Czechoslovakian-built car to me about 25 years ago. Kulp, a famous drag racer, used to run blown 445-inch Olds and Hemi Chrysler engines in foreign cars, most notably a Simca blown AA/Gas Supercharged machine. (He also ran Willys coupes, too).Anyway, Kulp had told me about the Tatraplan which was built by the Tatra car company, and that he nearly bought one and made it into a racecar. Your car is a mid to late year 1947 model that received the nomenclature T-600 Tatraplan. The Tatraplan name comes from what was a government sponsored, “centralized economic” plan in Czechoslovakia, where the car was produced. T-600 Tatraplans were streamliner type cars that came with a 1952cc inline 4-cylinder air-cooled engines that were placed in the rear between the axle. The body had a coefficient aerodynamic drag of 0.32, which was great for that era. Overall, some 4,200 T-600’s were sold from 1947 through 1951, but in late 1951, the Czech Department of Defense, which controlled the production of the cars, informed Tatra they would now build trucks, and that all cars would be built under the Skoda brand. Skoda was one of the other car companies in the country at the time, and also run by the government. The third car company in the Czech Republic was Praga. In 1954, however, Tatra re-joined the car building with a large passenger car, and this is where that air cooled V8 engine and transaxle you have in your garage come into play. The V8 T603-engine had previously been developed and tested on the race track in Tatra experimental and race type cars. It was used for the Tatra-603, and went on sale in 1955 and remained in production until 1975. In its’ 18 years of sales, a total of 20,422 T-603’s were built.You have some very interesting items in your garage, so keep us informed and send a photo as you move forward. Hope this all helps and thanks for the nice comments.(Greg Zyla is a syndicated auto columnist who welcomes reader inquiries at 116 main St., Towanda, Pa. 18848 or email him at extramile_2000@yahoo.com).

For more articles like these, pick up a copy of Auto Round-Up Magazine at your local newsstand, or visit www.Auto-Roundup.com today!

Remembering a 1956 Mercury Monterey custom

Collector Car Corner

By Greg Zyla

Cutline:: Here’s a photo of a '56 Mercury hardtop custom from the Hot Wheels “Ultra Hots” released in 2007 in 1/64th scale. A second company, SunStar, is set to release a 1956 Mercury in 1/18th size later this year. (Hot Wheels photo)

Remembering a 1956 Mercury Monterey custom

Q: Greg, I really enjoy your columns in Auto Roundup Magazine, and you’ve written about some of my cars before (Vol. 7, No. 728). However, of all the cars I’ve ever owned, my “true love car” was and always will be my 1956 Mercury. When I met my wife in 1959, I was going to a place in Brooklyn, NY, called “Mitchell’s Drive-In.”In January of 1960, I bought a black and yellow two-door ’56 Mercury Monterey and shortly after purchasing it, found out that all Ford and Mercury parts were interchangeable. Well, I went crazy doing things to my car, as I bought a ’54 Ford transmission, clutch and bell housing from Monte’s Salvage Yard. Then, I bought a ’54 Mercury stick from a 6-cylinder and had to get a stick shift flywheel and driveshaft from the ’54 Merc. Next, I hooked up a complete 4:11 rear end from a ‘55 Ford Station Wagon. Next, I lowered the rear and added Cruiser Skirts, and up front added split 1955 Pontiac bumpers below with a ’57 DeSoto grille. I de-chromed the rest of the car and installed a picture hanging wire that went from the trunk key mechanism under the back seat to under my driver seat so I could pull it and open the trunk. I had to do this as I removed the chrome trunk key function from the trunk and filled it in.I then used some molding from a ’55 Mercury, and reversed it to go from the middle of the front door to the rear taillights…which were now from a ’59 Cadillac! Inside, I went with a black interior with little twinkle Christmas lights in the headliner so that when you opened the doors, stars would shine. I lastly painted the car 1960 Caddy Georgian Poly Blue.After Mitchell’s, you would go with your girl to Plum Beach to watch the “submarine” races. I am now 68 years old, and wonder how many of the girls and guys reading Auto Roundup remember Mitchell’s, Plum Beach, warm beer and lousy food and drag racing at Hellie Bly? Mitchell’s Drive-In was the idea behind the place in “Happy Days.” Keep up the great columns, and God Bless America, and our Armed Forces. Dominick Raffone Sr., Brooklyn, New York.

A: Dominick, thanks for your great letter, which lets some of our younger readers know what the pre-baby boomers used to do to their cars back in the day. I had many friends who did the same. If you have a photo of your Mercury, please send it along. Did it have lake pipes? Also, for the sake of my readers, Plum Beach “submarine races” was actually “special teenage lingo” that meant you were going to Plum Beach with your girl. Plum Beach was a well known teenage “lovers lane” by the water out on Long Island. Thus, if you told someone you were going to watch the “submarine races,” you were going to Plum Beach with your girl. (Greg Zyla welcomes reader questions and input at 303 Roosevelt St., Sayre, Pa. 18840 on anything about cars or email him at extramile_2000@yahoo.com).

For more articles like these, pick up a copy of Auto Round-Up Magazine at your local newsstand, or visit www.Auto-Roundup.com today!

Nice 1973 Triumph GT6 MK3

Car Collector Corner

By Greg Zyla

Nice 1973 Triumph GT6 MK3

Q: Greg, I enjoy your columns in Auto Roundup Magazine very much, and I would appreciate if you could help me find information on my 1973 Triumph GT6 MK3. The only thing I know is it used to be a racecar, and I have been working on it for several years to bring it back to its original showroom condition. I am at the point where it is almost ready for car shows. Can you give me some history on the car and its' approximate value when I'm finished? I have enclosed the VIN numbers for you, and it has a gold race emblem on the dashboard. Peter K., Senecaville, Ohio.

A: Peter, thanks for the nice words and I'd be happy to help. First, your 1973 Triumph GT6 MK3 is the last year this model was produced by British Leyland, corporate of Triumph motorcars. It was conceived from the Spitfire convertible model in 1966, and received a redesign when the Triumph GT6 arrived at dealers in 1970. Since 1970, it has been called the GT6 MK3. Your car came with an inline 6-cylinder 1998cc engine that puts out 95 horsepower with a curb weight of 1936 lbs.Although your car was a racecar, no doubt in Sports car Club Of America class competition, it was built for general and sports car purposes, although many did see race action. Along with Triumph's most popular model, the TR6, Spitfire and GT6 were built to compete head on with two other foreign models, namely Austin Healy Bugeye Sprites and 3000s, and the MG lineup of MGA, MGB and MG Midget.In 1973, your car's seats were changed from vinyl to cloth and offered some nice options. Your MK3 can run a top speed of 113 mph and go from 0-60 in 10-seconds. To the chagrin of Triumph enthusiasts, however, the last U.S. models were hampered by government intervention, where low compression engines thanks to the mandatory use of lower octane unleaded gasoline became the norm. Of course, all car manufacturers experienced the same fate, as the years 1973 through 1980 weren't known as "performance years" by any means.Today, your GT6 is a popular sports car, and, to your advantage, didn't sell in big numbers as only 13,072 GT6's were built from 1970 to 1973, with a total run on only 41,253 since 1966. By 1974, the GT6 was dropped by Triumph, although Triumph still sold many TR6 and TR7 models, and also its rare V8 powered TR8 through 1981. The V8 TR8, powered by a Buick/Rover design 3.5-V8, had a production run of only 2,750 cars, of which perhaps 750 still remain. Your GT6 MK3 will be worth in the $10,000 range when finished, perhaps more, maybe less depending on circumstances. Today, all Triumph cars have a strong following and many clubs exist. I recommend the Vintage Triumph Register, P.O. Box 655, Howell, MI 48844. Write to them, and I hope all this helps.(Greg Zyla welcomes Auto Roundup reader inquiries at 303 Roosevelt St., Sayre, Pa. 18840 or at extramile_2000@yahoo.com).

For more articles like these, pick up a copy of Auto Round-Up Magazine at your local newsstand, or visit www.Auto-Roundup.com today!

Camaro Z28 F Body Project continues

Car Collector Corner

By Greg Zyla

Camaro Z28 F Body Project continues

Photo cutline: Here's an under the hood photo of our 1998 Z28 Project Car. It features a FAST 92 intake and throttle body, SLP intake lid and Pacesetter headers to name a few bolt on items. We're getting ready to change the oil with Royal Purple 5W30 Synthetic, utilize new Purolator air and oil filters, and then change the four old oxygen sensors to brand new Bosch Oxygen Sensors. That's my 1972 Dodge Challenger next to the Z28, another ongoing project. (Photo by Greg Zyla)

Q: Greg, I enjoyed your article on the F Body Project and the LS Chevy crate engines and your 1998 Z28 Camaro. How much is a Z06 Corvette crate motor from GM? What is a fair price to pay? What are you doing now to the car? H.L., email from Georgia.

A: H.L., there are two options in obtaining a quality GM Performance engine. First and foremost, all GM Performance Parts crate engines are available at all GM dealerships. However, some dealerships, like Scoggin-Dickey and Rockenbach Chevrolet, specialize in sales, service and installation of crate engines. Remember, too, that having a GM dealer install your crate engine is highly recommended, as it is not an easy thing to do.If you order an LS engine for a 1998-2002 F Body (Camaro/Firebird), you can purchase either a three quarter engine (complete with block and heads) for about $3,550 (part number 89017349) or you can go to a complete intake to pan LS6 engine, ready to fire up. These 405 horsepower LS6 engines came in the 2004 Z06 Corvette and the Cadillac CTS-V, and the current complete engine cost is about $5,300. This crate engine offers everything you need and even some parts you don't need, like a CTS-V oil pan and, in my case, a pressure plate and clutch assembly. The LS6 manifold is better than the 1998-1999 LS1 manifolds, although Chevy did use LS6 manifolds on its 2000-2002 model Camaro SS/Z28 and Firebird Formula/Trans Am. The complete engine part number is 17801268. (See Rockenbach's offerings at http://www.crateenginedepot.com/ for information, but remember you can order your engine from your dealer in your hometown). The reason I recommend a GM dealer doing the work is both familiarity and to lock in solid the GM warranty. Since certified GM technicians do all work, your crate engine will be warranted for 10,000 miles. Likewise, the GM Performance Parts 4L65 automatic I purchased also carriers a full GM warranty.Currently, we're replacing our old oxygen sensors with brand new Bosch units, along with an oil change (we use full synthetic Royal Purple, Quaker State or Mobil 1) and Purolator oil and air filters. I change oil every 3,500 miles, even with the synthetic brands. We're also going to add more BMR suspension components, including a driveshaft loop and some frame connectors. Then, we're going to take the Z28 to Beaver Springs and Numidia Dragway in Pennsylvania when the season opens and see if it will run in the 11-second range in the quarter mile with our new Mickey Thompson slicks and frontrunner tires. We'll also go to the eighth-mile at Skyview Drags in New York, too.Stay tuned and we'll tell you more about the engine change process next time, along with some photos of the car. Thanks for your interest.

(Greg Zyla welcomes Auto Roundup reader inquiries on anything automotive, from a 1952 Kaiser Manhattan to an 1998-2002 F Body Trans Am at 303 Roosevelt St., Sayre, Pa. 18840 or email to extramile_2000@yahoo.com).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.Auto-Roundup.com/

Vic Edelbrock tells about the 440 Six-Pack Roadrunner and Super Bee manifold

Collector Car Corner

By Greg Zyla

Vic Edelbrock tells about the 440 Six-Pack Roadrunner and Super Bee manifold

Q: Greg, concerning the original Super Bee and Roadrunner Six-Packs that Dodge and Plymouth introduced in mid-1969, which manifold is worth more and which one came first? Was it the aluminum manifold or the cast iron? Dave, email from New York.

A: Dave, to answer your question, we went right to the source of the manifold, Vic Edelbrock Jr., who along with George Hurst and his Hurst 4-speed shifter, are the only two aftermarket brands to ever have their names on products that Chrysler put in its original factory parts list.In 1969 the Plymouth Roadrunner and Dodge Super Bee Six Packs came out in mid year complete with a 440-inch high performance engine and three two barrel carburetors rated at a conservative 390 horsepower. However, there were indeed two distinct manifolds, one the Edelbrock aluminum unit and the second, a cast iron Chrysler model. Said Edelbrock, “Bob Cahill from Chrysler product planning came to me with a print of the manifold they wanted, and asked me to make 1,500 aluminum intakes for the first 1,500 Six Pack cars (that were sent to dealerships). Later, Chrysler felt it was costing them too much money (for our aluminum Edelbrock intake Chrysler #P04529056), so they went to their own cast iron model, which was a big mistake. Matter of fact, I just got my original 440 Six Pack car back about a year and a half ago that I bought in 1969½. When I was doing the work for Cahill, I told him I wanted one with my manifold on it so he picked one out and told me what to order.”Edelbrock’s car was the Dodge Super Bee model, which he owned for seven years until he sold it and it ended up in Washington (State). “About three years ago, a guy called me and told me he had my car, and that maybe I wanted to buy it back?,” said Edelbrock. “I didn’t believe him, and I told him so. So, I sent my rep over to look at it and sure enough, it was my car. So I bought it back, and it still had a Washington plate on it. I’ve since had it restored, and it is absolutely a knock down gorgeous, beautiful car.”Thus, those owners that have the original Six Packs with the Edelbrock aluminum manifolds and the Chrysler part number from the factory are indeed the first of the 1,500, and these cars are surely worth more money than the cast iron counterparts.Today, Edelbrock still offers the Aluminum Six Pack intake. Designed for 440 Chrysler engines with 3x2-bbl. Holley Carbs, it also fits 413 and 426 Wedge engines. It’s part number #2475 and is stock replacement/street legal part for 440 V8s from 1968-71. It will not fit 1962-64 Max Wedge heads. Edelbrock makes numerous other street and hardcore pieces (over 8,800) for hundreds of cars, trucks and even motorcycles. You can check all of Edelbrock’s offerings from carburetors to cylinder heads at http://www.edelbrock.com/.

(Greg Zyla welcomes reader questions at 303 Roosevelt St., Sayre, Pa. 18840, or email at extramile_2000@yahoo.com).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.Auto-Roundup.com/

Rare 1962 Chrysler Newport

Car Collector Corner

By Greg Zyla

Rare 1962 Chrysler Newport

Q: Greg, I own a 1962 Chrysler Newport 2-door coupe. I have been told by several sources but can't confirm that it is one of seven built as a dealer display model. The story goes that Chrysler spies reported that Ford and Chevy were down-sizing middle class cars (Fairlane, Chevy II), so Dodge and Plymouth attempted the same. This left nothing full-sized to compete with in the under $3,000 market. My car reportedly was one of seven built with a Dodge 880 body, a 61 Newport front clip, a 361 V8, 3-speed manual shift on the floor, a 40/60 bench seat, crank windows, manual steering, and brakes.Each one of the seven built had one option, and mine has a gold tone radio. These cars were sent to dealers to be priced at $2,939.00. The car that I have went to a dealer in Hay Springs, Nebraska. I have the build sheet but no one can find production records. I took my car to Legendary Auto Interior and they won't touch it because they can't replace the crank window door panels. My Father was a Chrysler tech in the 1960's, but never saw one like this and there is nothing in any of his old manuals. The Chrysler museum at Dearborn, Michigan, could only find records for 10 three speed transmissions which were sent to my car's assembly plant. Could you please help me find out what I have and what my car's value is? Brian K., Sodus Pt., NY

A: Brian, I’m hoping one of our readers out there can help you out, as all of the people I’ve spoken to about your car came back with the same information you received, a big zero. However, because you have the build sheet, it at least proves that the car was indeed factory built and worthy of some additional price considerations with the 3-speed floor shift. However, here’s what I’ve been able to uncover, so read on. Chrysler first used the Newport name way back in the 1940s and 1950s, but it wasn’t until 1961, as you already know, that the Newport became a standalone model. The lower price, full-size entry-level 1961 Newport carried a base price of $2,964 with the 361 V8, which is very close to your $2,939 car’s value. With the demise of the DeSoto line, the Newport was an instant hit, even in “plain Jane” version. Many had crank windows, but I don’t remember any with that 3-spped on the floor.As we move to 1962, which is your model’s year, Chrysler continued to use the 1961 body, which would mirror your car’s 1961 front end. However, over at sibling Dodge, Chrysler gave the OK to share the full-size Newport body and called it the 880 line. However, the 1962 Dodge models used the 1961 Dodge front clip and the Newport's nice looking rear end clip and interior. The Dodge Custom 880 became available in January of 1962. In your case, however, it seems your Chrysler has the Newport front end and, since Dodge shared the Newport rear clip, your car actually has the official Newport rear clip, too, so the way I see it, your car is 100-percent Chrysler as it was Dodge that shared the Chrysler rear body/interior and chassis with the Dodge front end in 1962. The rear of a 1962 Dodge Custom 880 is exactly the same as the Chrysler Newport, sans the badges.Hope this helps initially, but your car’s 3-speed manual on the floor delivered from the factory with build sheet make this all the more interesting to look into further. I’ll also check some pricing and get back to you.

(Greg Zyla welcomes reader inquiries at 303 Roosevelt St., Sayre, Pa. 18840 or at extramile_2000@yahoo.com).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.Auto-Roundup.com/

Special Chevelle SS 396/402

Car Collector Corner
By Greg Zyla

Special Chevelle SS 396/402

Q: In 1987, I purchased a 1969 Chevelle that I was told was "special ordered" and came with a 402-inch big block instead of the 396, and the SS (Super Sport) badges were NOT present. However, a 396 emblem sits above the left and right fender side lights, and is in the same place as the 307 V8 identification (which was the standard V8 engine that year). The transmission in my car is a Borg Warner T-10 4-speed and it has a 3:73 posi rear. My Chevelle also has a bench front seat.I re-did the whole car, and also replaced the upholstery, dash pad and put in new gauges. I had the motor and transmission overhauled, and it runs great.How rare is this car? I am not looking to sell it and plan to pass it on in the family or to someone who will appreciate it and not beat it. I see a lot of them at drag races. It's not an SS, but is it a special order car and what is it worth? Thanks, Rick from Wilkes-Barre, Pa.

A: Rick, please send me a copy of your vehicle identification number (VIN), and I'll be able to decipher it quickly and tell you what your car really was when it was delivered from the factory.However, from the information you've given me, it sounds like your 69 Chevelle is a clone and did not come equipped in the manner you were told by the person your purchased it from. The 402-inch big block is not a rare piece, because in 1970, all "SS 396" Chevelles sold came standard with a 402-inch big block, as Chevy bored the engine .030-over from 4.09 to 4.13 size. For marketing purposes only, GM decided to keep the 396 moniker as it had long been embedded into the muscle car lover's dictionary. Many people don't know that GM had five big blocks, including the popular 396-427-454 engines and the not as famous and many times forgotten 402 and 366 inchers, the latter which came in the heavy duty truck line. All big blocks, except for the 454, relied on a 3.76-inch stroke crank, while the 454 had a 4-inch stroke crank and a 4.0-inch bore.Since the 4-speeds sold by the factory in 1969 were Muncie M21 and a "rock crusher" M22s in close and wide ratio form, it sounds like the Borg Warner T-10 (I had one in my 1963 Chevy - a great tranny) is an aftermarket bolt on. With all this said, I wouldn't feel too bad as your big block Chevy 402 is still a very neat car, and worthy of your restoration efforts. If I were selling it now, I'd ask in the neighborhood of $13,000 to $15,000 for it, and you'll probably get more to the right buyer. Overall, it sounds like this car was assembled with a 1970-72 402-inch big block and might have began life as a 307. If you have a 10-bolt rear, it was a 307, if it's a 12-bolt, it could have been an SS or an option upgrade for a 327. But we need that VIN number to clear it all up. Finally, to help confuse everyone even more, in 1969 there was an SS Chevelle built on the "Chevelle 300" 2-door post sedan platform. This was the only year that a 2-door post sedan SS was ever produced. Most of the '69 SSs, and all the '70-'72 SSs, were built upon the 2-door Malibu pillarless coupe. However, the 402 was definitely not available in 1969, unless for some reason, you got a late year run with the 402 in it (which I doubt). It's not totally out of the question; but that T-10 4-speed is a dead giveaway your Chevelle is not a special order car. Still, I'd love to own it, especially if it's a 2-door post model that came in SS trim and someone removed the engine, tranny and badges. Then it's worth more for sure.

(Greg Zyla welcomes reader inquiries at 116 Main St., Towanda, Pa. 18848 or emails at extramile_2000@yahoo.com).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.Auto-Roundup.com/

1949 Dodge Coronet

Collector Car Corner

By Greg Zyla

Q: Greg, I own a 1949 Dodge Coronet 4-door sedan with the 6-cylinder engine. The car is original with only 86,000 miles. It still has factory paint, and has been rated excellent. What is a fair price? I don't intend to sell, just want information. Which Dodge is worth the most in 1949? Thank you. Lou from Florida.

A: Thomas, your Dodge Coronet rides on a 123.5-inch wheelbase, and is the more modern design "second series" model for 1949, as Dodge also sold the 1946-1949 post war model as a "first series" offering, too.Currently, your Coronet is listed at $5,350 to $8,500 in excellent to pristine condition. I'd say, considering the current economy, $6,500 might be a fair price, but that's just an opinion on my part and you may do better or worse if you ever sell. If your Coronet has the "Gyro-Matic" automatic transmission I'd add at least another $700.Dodge also built a 137.5-inch 8-passenger Coronet limo style sedan model in limited numbers. Joining the limo were a convertible, 9-passenger "Woody" wagon and three-passenger business coupe, the latter as part of its Wayfarer line of two door models.Overall, 144,390 Coronet and Meadowbrook sedans were produced in 1949, and your car had a list price of $1,927 when delivered. All Dodges were powered by inline flathead 6-cylinder engines producing 103 horsepower from 230 cubic inches. The most expensive Dodge from 1949 is the four door "Woody" wagon, which lists in many car guides from $35,000 to $50,000 in excellent to pristine shape. Thanks for your question.

(Greg Zyla welcomes reader questions at 116 Main St., Towanda, Pa. 18848 or email at extramile_2000@yahoo.com.

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.Auto-Roundup.com/

F-Body project moving forward (Camaro Project)

Car Collector Corner

By Greg Zyla

Don Hall, standing, service manager at Alexander Pontiac-Buick-Cadillac GMC in Sunbury, Pa., and mechanic Jeff Goodman open the crate on a brand new GM Performance LS6 engine utilized as a replacement in a 1998 Z28 Camaro. All GM Performance engines come with a full warranty when installed by certified GM technicians. The engine puts out 405 horsepower and still delivers over 20-mpg easily. (Greg Zyla photo)

F-Body project moving forward

Q: Greg, I ran into to you at the dragstrip in Numidia, Pennsylvania, in 2008, where you and your son were running a GM F Body 98 Z28 Camaro. I own a Corvette that kept throwing off the main drive belt, and you recommended a Katech belt tensioner pulley to me to clear up my LS engine's belt throwing problem. I bought the Katech belt pulley you recommended for only $135, and the belt has not come off once since I installed it. Thanks, and how is your Camaro project going that you spoke to me about? L.D., email from Pennsylvania.

A: Thanks for the letter, L.D., and I do remember your Corvette and my Katech recommendation. The F-Body project is coming along fine and I'll report on it more as we go through the season. Basically, we bought a pretty beat up 98 Z28 Camaro with 121,000 miles on it, pulled the engine and transmission, and installed a GM Performance LS6 Corvette crate motor and a new GM Performance 4L65E automatic. We had all the work done at Alexander Pontiac Buick Cadillac in Sunbury, Pa., known for great high performance work. Later, we added some bolt on items like Pacesetter headers with street legal cats, Bosch 42 lb. injectors to replace the stock 28 lb. units, Katech belt tensioner pulley (ours threw the belt off every run until we put the Katech tensioner unit on, see http://www.katechengines.com/), Richmond 3:73 gears, and a FAST 92mm intake and throttle body. We took the car to the track with the stock converter and rear, and ran a best of 12.46 at 115 mph in the quarter mile. Since we saw you last, we blew the stock rear end due to a broken cross member from all the torque, so we bought a complete Moser M9 35-spline 9-inch rear with 3.89 gears, BMR aluminum driveshaft and some other BMR suspension components, and finally a Yank 3600 stall converter. In October of 2008, my son Tim and I took the street legal and 20-plus MPG Camaro to the eighth-mile Skyview Drags near Nichols, New York. There, my son ran a 7.60 at 90.73, which equates to an 11.8 or 11.9 in the quarter mile. We had Mickey Thompson Street/Strip radial tires on it at the track, and are getting ready for the '09 season with a new set of Billet wheels and either Hoosier, Toyo or Mickey Thompson tires. The project will conclude sometime late this year, and currently the car has a good HP Tuner Andrew Zurick tune on it. (It's all computer these days).Overall, for not opening the engine in any manner, not yet being on the dyno and just utilizing bolt on products, 7.60 in the eighth at 90.73 is stout, especially when you consider the GM Performance LS6 engine puts out just 346 cubic inches. We'll keep you posted.(Greg Zyla welcomes reader input at extramile_2000@yahoo.com or mail at 116 Main St., Towanda, Pa. 18848).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.Auto-Roundup.com/

Mercury for 1955 and 1956

Collector Car Corner

By Greg Zyla

Mercury for 1955 and 1956

Q: I'm in need of some info on the differences between a 1955 and a 1956 Mercury. Thanks, have fun cruise and cruise on. F.S., via email.

A: F.S., there is one major difference, but let's start with the models. In 1955, Mercury restyled its car and underwent its first wheelbase stretch since pre-war 1941 when it went from 118 to 119 inches on the cars. The wagons all stayed the same at 118. Three models were offered, namely Custom, Monterey and Montclair. The station wagon was available only on the Custom and Monterey lines. Only one V8 engine was offered in two horsepower offerings, specifically a 292 incher with 288 horses in Custom and Monterey and 298 in the Montclair models. The price range for 1955 included a low retail of $2,218 for the 2-door Custom to a high of $2,712 for the Montclair Sun Valley hardtop coupe or the Montclair Convertible (both the same). The Monterey Wagon, however, was most expensive at $2,844, and sales for the year were good at over 329,000 units.In 1956, some minor exterior tweaking took place and the engines were increased to 312 inches, increasing both bore and stroke. A new model, a lower cost Medalist, joined the group again on the 119-inch wheelbase for cars and 118 for wagons. The cheapest of the bunch was the Medalist 2-door, which went for $2,254 while the Montclair Convertible jumped to $2,900. Still, it was the Monterey Wagon that brought the most greenbacks to Mercury, with a $2,977 retail price. New was a Phaeton model 2-door hardtop across all four lines, and sales were again very good at 328,000 cars sold in what was an inflationary time and not a great year for sales. Matter of fact, inflation carved into the Medalist, which was supposed to be a lower cost alternative for Mercury owners. Still, the consumer went more for the Monterey and Montclair models. Personally, I loved the 1955 and 1956 Mercury cars and wagons, as my uncle worked in Metuchen, New Jersey, at the Mercury assembly plant. I used to love seeing all those brand new Mercury cars lined up outside that plant when he would take my brother and I for a ride. Overall, the 1955 and 1956 Mercurys were crisper and more modern in design than the 1954 Mercury, which, I must add, was a nice design, too.The biggest change between the two years was Mercury going from a 6-volt electrical system (generator) with positive ground in 1955 to a 12-volt (alternator) system with negative ground in 1956. The 1956 model also had a deep-dish steering wheel for added "safety." Hope this all helps.

(Greg Zyla is a syndicated auto columnist who welcomes reader questions on anything automotive. Write him at 116 Main St., Towanda, Pa. 18848 or email him at extramile_2000@yahoo.com).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.auto-roundup.com/

Chrysler Imperials Forever

Car Collector Corner
By Greg Zyla

Chrysler Imperials Forever

Chrysler Imperial advertisement featuring two big name “chairmen of the board,” Lee Iococca and Frank Sinatra. (Ad compliments Chrysler Corporation)

Q: Greg, I saw a nice 1981 to 83 Chrysler Imperial for sale in upstate Pennsylvania recently. What is you opinion of the 1981 to 1983 Imperials? What are they worth today? Albert, Owego Pa.

A: Albert, I remember the 1981-1983 Imperials, which made a return to production after being absent from Chrysler's lineup since 1975. The 1981-83 full size Imperials were built when Chrysler was facing major financial trouble, and although a grand total of only 10,981 were ever built, it was a great looking and well-equipped car. Surprisingly, although they looked full size, these Imperials were built on the mid-sized Aspen/Volare platform, and stretched to parallel Chrysler marketing theory, along with shared mechanicals, with its hit sibling Chrysler Cordoba. Cordoba debuted in 1975 and sold a stunning 150,105 units! Personally, as nice as Cordoba was, I feel a large part of its success came from those famous television commercials that featured the late actor Ricardo Montalban touting Cordoba's "Corinthian leather." The Cordoba also lasted until 1983, and finished its career as one of Chrysler's most popular full-size models of the era with over 757,000 sold. The Imperial came with a fuel injected 318 engine, which developed just 140 government restrained horsepower, and lots of luxury items. Cordoba, meanwhile, offered a six-cylinder engine along with a carburetor fed V8. Imperial's 1981-83 styling is beautiful, as a Lincoln type front grille merged nicely with a rear that mimicked the second generation Cadillac Seville of that era. It was called a "bustleback" rear design, similar to the British cars from the Fifties like Rolls and Bentley. Some of the main features Imperial offered included Mark Cross interiors, electronic digital instrumentation, clearcoat paints, and a fully loaded car for $18,311. The only option available in 1981 was a power sunroof.However, unlike Cordoba, dismal sales occurred in the Imperial line. The first year found just 7,225 1981 Imperials built, so Chrysler head Lee Iococca, remembering Montlalban's success with Cordoba, hired friend Frank Sinatra to sing "isn't it time for an Imperial" in commercials. But the economy wasn't good, consumers wanted gas savers and Imperial sales dropped to just 2,329 in 1982 and only 1,427 the final year.Chrysler then set its sights on saving the company, and went to work on the new minivan which was waiting in the wings. Thanks to the 1984 Industry first Dodge-Plymouth "minivan," the company survived.Today, an Imperial from 1981-83 in good condition is probably worth about $5,500 to $8,000, although I feel in the future, these prices will go up. Thanks for your letter. Remember, pricing is always subjective to how much a buyer wants a car, and could be more or less.

(Greg Zyla welcomes reader questions at 116 Main St., Towanda, Pa. 18840 or email him at extramile_2000@yahoo.com).

For more articles like these, please pickup a copy of Auto Round-Up at your local newsstand, or visit http://www.auto-roundup.com/

Cadillac: biggest yet?

Q: Greg, I am a big fan of the Cadillac and want to know about their engines and overall sizes. I know Cadillac used to put out some really big cars, even a V-16, too. Also, don't you think Cadillac should receive credit for today's variable firing cylinder engines, as they were the first to introduce them with the V8-6-4? Thanks, I enjoy your column very much. Chad L., retired and happy in Pennsylvania.

A: Chad, Cadillac's history is loaded with lots of different engines, engine ideas, and just plain "big" tidbits. Let's start with the V8-6-4, which Cadillac produced from 1982 through 1984 with little success. These engines were 368-inch V8 designs, and as highway and freeway speeds were reached, the cylinders deactivated from 8 to 6 and then to 4, which is pretty much what today's modern marvel engines do with ease. And, "doing it with ease" is where Cadillac struggled, as these engines were prone to problems and removed from production. However, Cadillac sure did have the right idea, they just couldn't perfect it 27 years ago.As for Cadillac engines, the largest Cadillac engine ever, a 500-cubic inch V8, debuted in 1970 in the Eldorado, with 472-inchers available in the Deville models and Fleetwoods from 1968 through 1974. Then in 1975 and 1976, the Cadillac Deville and Fleetwoods came with these 500-inch V8s as standard equipment. I was a proud owner of two Cadillacs in my lifetime, a 1972 Sedan Deville and a 1975 Coupe Deville. As you now, Cadillac has always been a truly innovative company, as I've only addressed V8 engines to this point. However, in 1930, Cadillac offered a 353-inch V8, a 368-inch V12, and a 452-inch V16. In 1936, two new V8s joined the V12 and V16, in 322 and 346-inch designs. Then in 1937, only one V8, the 346, was available, as were the larger V12 and V16. In 1938, Cadillac dropped the V12 and reduced the V16 to 431-inches. The V16 lasted through 1939, and was then replaced by V8 engines from there on. As for wheelbase, those 1975 and 1976 500-inch V8 models carried the same 130-inch wheelbase that first appeared back in 1959. However, the longest wheelbase standard Cadillac, (not limo or stretched Fleetwoods or Sixty Specials)) was the 1930 Cadillac, which was built on a 140-inch wheelbase that to this day, remains the longest standard size Cadillac ever built.

Hope this all helps, and thanks for the nice comments.

(Greg Zyla is a syndicated auto columnist who welcomes reader questions at 116 Main St., Towanda, Pa. 18848, or email him at extramile_2000@yahoo.com).

For more articles like this, pick up a copy of Auto Round-Up Magazine, or visit www.Auto-Roundup.com today!

Corvette Tri Power and L88 engines

Q: What was the difference between the Corvette Tri-Power engines in 1967-68-69. Also, a Chevy dealer says the 430-horse, single 4-barrel engine was faster than the 435? How can that be? K. P., e-mail from New Jersey

A: K.P., the 430 horsepower 427 was indeed faster, and I mean way faster.

First, lets discuss the Tri-Power, 3-2 barrel carburetor 427 Corvettes. There were two versions available, at 400 and 435 horses. The 400-horse version had smaller valves in the cylinder heads than the 435 versions. Both offered iron heads as standard and aluminum heads as an option. The 435's came with a 2.18-inch intake valve as opposed to a 2.06 in the 400-horse engine.

However, it was the L-88 430 horsepower 427 engine that was the hot ticket. It would outrun the 435 by a bunch, but very few were produced (only 20 in 1967). A total of only 216 L-88s were built in those three years, as opposed to over 15,600 Tri-Powers. The L-88 had larger intake port aluminum cylinder heads, 12.5-1 compression pistons, big intake and exhaust valves and an 850-Holley carburetor sitting on an aluminum hi-rise manifold. Big 7/16-inch bolt "dimple" rods and a better cam made it a staunch performer. The L-88 was a near $1,000 option, as opposed to only $305 and $437 for the 400 and 435, respectively. In reality, the L-88 produced over 500 horses easy with headers, but it wasn't as drivable on the street, and fouled plugs regularly in stop and go situations.

(Greg Zyla writes regularly for Auto Roundup. He answers reader questions at 116 Main St., Towanda, Pa. 18848 or email him at extramile_2000@yahoo.com).

For more articles like this, visit http://www.Auto-Roundup.com