A good February to you all!
Along with the changes in the weather, there have been some changes in the market as well!
Just as I predicted back in the January Newsletter, the insane price run-up for the car market has come to a halt.
Sure, there are always some exceptions, as there should be. The #s matching, documented Hemi Cuda or “one of two built” anythings will always fetch supreme dinero. So will prototypes and some celebrity cars. But most of the beautifully restored, super clean, and even “rare” vehicles have come down from the stratosphere! That is good news!
Cars that were selling for over just over 100K are now settling into the 80’s-90’s range. Big hitters that were bringing records year after year for the last 4 or 5 years are now being bought for less than they were a couple of years back!
Regular muscle cars are selling for prices that are closer to the accepted norm. And it will continue.
This change was portended by me and others who knew the prices fueled by Barrett-Jackson had to stop. And stop they did! Were you aware and did you notice all the repeated scowls on Craig Jackson’s face during the auction!?
It was even comical at times, and predictable. He wanted all the cars to keep skyrocketing, and when they didn’t – he was not a happy man! Not only didn’t they bring the money he wanted (or would pocket), but it also meant changes were going to come to his business!
How you ask? Read on...
Since they charge a percentage to buyers and sellers, in addition to all their charges for: entering the cars, storing cars, spectators, bidders, vendors, merchandisers, manufacturers, sponsors, advertisers, television rights, etc, etc – you see where this is going don’t you? All their considerable revenue is driven by the popularity of the auction. If the prices fall and sellers become unhappy – they might take business elsewhere. This would mean not only a drop in car sale prices and volume, but in all the other aforementioned categories that they derive revenue from. Big changes will come. “Why”, you ask again?
Read on....
Many sellers have become unhappy. I have personally spoken to several. They are unhappy for a myriad of reasons.
Namely; a no reserve auction and with prices dropping some are getting burned. (Some of that is their own fault for buying and selling just to make money – so I have no pity for them).
Another reason is that they have been assured (or coerced/brainwashed if you prefer) that their cars will bring big bucks without fail and that this is the place to be. Oh contraire! Indeed, you have a large audience, and this is still a great place to sell a car, but, many guys who brought cars that were not considered “prime examples” are put into time slots in this ever expanding (now 6 days) auction where attendance is minimal and TV coverage is non-existent!
One seller told me he was assured (coerced/brainwashed) that he would be on TV on Wednesday and his car would do fantastic! Instead, he had no TV coverage and there were only about 40 people in the whole tent (by his own count!).
Of those 40 only a few were actual bidders. His car was hammered down after only 2 minutes and 20 seconds on the block! The car sold for 29K – he was into it for 45K. He was furious!! They in essence told him “Too bad” and “That’s the risk”.
To add insult to injury – HE bought his own car back in an effort to keep from losing big bucks! That cost him his entry fee AND 10% on the front AND 10% on the back end of the sale!! Do the math: $5,800 plus his entry fees and transportation costs! AND he went home with his own car!! A very unhappy guy to say the least.
Yes it’s true!
I bet many of you were unaware that there are “false bidders” and people who actually “bid up” their own cars! Happens all the time! This was just the beginning for many people in Barrett-Jackson’s greedy attempt to fit in more and more cars over more and more days. Time will tell what happens.
Another reason is other auctions such as Russo-Steele that take place about the same time. Also in these other auctions buyers have reserves on their cars so they don’t stand to lose more than just their entry fees. I believe these will become more popular, and because of that, (YOU HEARD IT HERE FIRST) Barrett-Jackson will eventually turn into a reserve auction as well.
Another reason people were unhappy – higher costs of entering, bidding, and percentages that were raised all the way up to 10%!! Greed, greed, and more greed!!! Watch, in the future those percentages will come down as well, as people get fed up with it and all the hype.
Here’s another reason:
In another attempt to generate more bucks for Mr. Jackson and pals, they incorporated memorabilia into the prime auction slots. All this did was piss people off! Viewers did not want to watch this on TV, nor did the people interested in cars who came to bid want to sit there through hours of that crap!
Another footnote: did you notice how much time they would spend with some guitar on the block? 10-15 minutes!! How do you think the guy with his GTO or Street Rod felt about that after his CAR was only up there for 2-3 minutes!!
Guarantee you they won’t be back again!
Where is the fairness at Barrett-Jackson? Where is the so called “equality of time”? They forgot how to play right.
How about those “Double” or “Two-for-one” auctions they had? Pairs as they were called. Well, that was a huge bust!
Guys that were assured (coerced/brainwashed) that their vehicles would bring record prices when put in pairs did just the opposite! One guy brought his collection out and offered two “one-of-one” Cudas that should have brought records when sold – and the price was about half of what he would have received if sold separately! NOT a happy guy!
Or the Orange County Chopper dude that put up his Hemi Charger along with a custom bike! Flop again! He sells the bike for far more than that on a daily basis! The Charger was worth way more too! I wouldn’t want that guy pissed at me!
So all in all, while Barrett-Jackson auction is still a fun place to be and a great event to watch, prices HAVE come down over there and in the market as a whole. Perhaps reality is finally sinking in and people are realizing it had gotten out of control and beyond reason.
I am glad as that means maybe we can all get back to owning a classic without refinancing the house.
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TABLE OF CONTENTS:
1 Editor’s Introduction
2 Puzzle Fill In Contest
3 Cruise Night Information
4 Guest Writer’s Columns
Lou
Refano
Joe Gunning
Rich’s
Tech Tips
5 My “Car” Story
6 The Archive
7 Editor’s Closing
___________________________________________________
Long Island Classic Cars.Com’s
Submit your entry along with your name and e-mail
address to: newsletter@liclassiccars.com
This contest is open to everyone! (LI Classic Cars.com
paid personnel, regular column writers, and business advertisers are not
eligible.)
Winners will be notified by e-mail and/or phone.
Please submit all entries by the 10th of the next
month. (ex: for January’s contest the entries are due
by February 10th)
No substitutions of prizes will be allowed.
In the event of prize choices, winner will be given
the opportunity to select the one they want.
All decisions are final and are made by the paid
personnel of Long Island Classic Cars.com
Winners must claim their prizes within 30 days of
contest end or forfeit the prize to the runner up.
A few simple rules:
1) Think!
2) Print out and e-mail or mail in the form, or just submit
your written answers ... winner will be randomly (name blindly chosen out of a hat!) selected from all correct answers received!
There was no winner
for our January “Puzzle Fill-In Contest”!!
Nobody entered!
What’s up people?
This isn’t very
difficult!
See you next month.
___________________________________________________
“EXTRA
EXTRA! READ ALL
ABOUT IT!!”
2006 Cruise Night location updates:
SUNDAYS: *AM Cruise* Ocean Pkwy, Captree Beach Parking Lot through May, then at OBI.
Public gathering. No admission.
Next month the cruises should be starting up again.
If you run or sponsor one, let us know the start
dates.
___________________________________________________
GUEST WRITER(S)
COLUMN(S)
Lou Refano and
his column take a new track for ’07. Luige is going to discuss some of his favorite
cars in detail, depth, and in an informative way as only he can do. This should
make for great reading! The first of his installments is here and is a fine
choice! Lou is a serious Buick guy but appreciates and admires all makes and
models. To put it succinctly... Lou has taste.
Joe Gunning
makes his first appearance for ’07 with an interesting article about a stylish
European bodied car with American blood. No, it’s not a Jensen Interceptor.
Think again...
“Rich’s Tech Tips” discusses the ramifications of silicone
enhancement. (Not that way) Read
on...
In this month’s “My Car Story” we have an absolutely amazing
car that Michael Barnikel built as a tribute to the late Dale Earnhardt.
With the NASCAR season just now upon us this is a timely feature. Check out the
detail on this car! The quality of the job is absolutely stunning! Mike tours
the shows and does a lot of charity work to help out others too! Nice guy and a
special car you must see in person!
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
LOU’S ’70’s FAVES, PART 1...A
REAL PLUM
by Louis
Refano
I can
remember very distinctly…doesn’t seem that long ago either, but it was in the
late ‘70s…that the thought crossed my mind, as I was checking out Hemmings Motor
News, or one of my automotive history books, that cars made today (meaning the
‘70s) are just not special compared to the ones built in the ‘30s, ‘40s, and
‘50s, and would probably not generate a lot of interest in the future. They
just seem to be, well, so ordinary compared to those separate-fendered,
big-grilled, running-board equipped and/or chrome-laden works of art. These new
ones are so plain, and poorly made, who would care about them 20 or 30 years
hence?
Well it’s
true that time heals all wounds. It also alters your perspective. It’s 2007,
and the Baby Boom generation is starting to miss its once ubiquitous ‘70s cars,
and it’s showing in renewed interest in many of them. Suddenly your uncle’s ‘76
Monte Carlo is new and different again. You smile when you spot a ‘72 Buick
Estate Wagon with its clamshell tailgate. That ‘77 T-Bird may have been
downsized from the ’76, but it still makes an impressive statement, and when
was the last time you saw a ‘74 Duster on the road? The double-edged sword of
time takes you back to a special place, but leaves you feeling empty and
frustrated in the present…that is, until you go to a classic car show, where
more and more those ‘70s cars are turning up.
Did you
ever think you would long for landau tops and white vinyl interiors? Magazines
like Hemmings Classic Car have picked up on the increase in interest, and
values have been recently increasing. In that spirit, thanks to the passage of
time and difference in perspective, I present the first installment of my
favorite cars of the 1970s. Cars that really stood out from the pack then, and
that still shine today!
So here we go with my first choice. The
subject of this article is one that has held up very well over the past 30-plus
years and still has enormous appeal among people who appreciate both style and
performance. Sporty, stylish, distinctive. This car is…the 1970-74 Dodge
Challenger (I can hear our esteemed editor and the other Mopar fans roaring in
approval!). When I was about 10 years old, my sister’s girlfriend’s boyfriend
got a new ‘70 Challenger R/T…Plum Crazy, black vinyl top, black interior. He
let me sit in the cockpit with those down on the ground bucket seats. Needless
to say, it made quite an impression. I knew back then it was something really
special. And by the way, he still has it.
“The
SixPack. It snarls, it quivers, it leaps vast prairies at a single bound.” --
1970 Challenger brochure
The
original Dodge Challenger was actually conceived to be a “challenger” to the
Mercury Cougar. In 1966 Chrysler Corporation wanted to have an answer to Ford
Motor Company’s upcoming sporty, personal luxury coupe. In fact the first
full-size clay closely resembled that “sign of the cat“ car. The design crew
went in other directions too; one mock-up resembled a late ‘60s Toronado or
Riviera. They weren’t even sure what to call it until very late in the process.
While exterior design was a key point during the development of the Challenger,
being competitive performance-wise was another big concern, and by the late
60s, Ford was putting huge displacement motors in some of its Mustangs. While
the 340 cubic inch motor in the existing Barracuda S was fast, and handled
well, it was no match for the 428 cubic inch Cobras. Design team leader Carl
Cameron recognized the need for a big engine to “challenge“ the current crop of
ponycars, and in late 1968 the first of the Dodge E-body based prototypes, with
all-new styling from the ground up, were being made. 
The reason
why the 1970-74 Challenger still looks so great today has a lot to do with the
“fuselage” styling that was the theme of most Chrysler products of the era.
This involved severely curved side windows, and a convex rounded “fuselage”
body similar to a passenger jet, that was at its widest at the middle, and
tucked in at the bottom. It was an extremely well-integrated, clean, envelope
design--the headlights and grille were recessed in the slim oval opening in
front, the bumpers were small and were contoured to the shape of the front and
rear ends, and the door handles were flush. This fuselage concept, with minimal
protrusions, is quite in step with today’s styling themes, so the Challenger
remains fresh. And that is why it translates so easily into the new Challenger
that will debut in 2008. Thanks to its greenhouse design and bodyside crease
with kickup in the rear quarter, the 1970-74 Challenger had an irresistible
sportiness. Well-designed graphics that complemented the exterior perfectly
were also a big part. The sportiness was also well rendered in the interior,
with low, slim bucket seats, a handsome, available full-gauge instrument panel
(called the Rallye Cluster), recessed armrest in the door panel, and a
three-spoke wood steering wheel with grooves in the steering column.
On Friday,
August 1, 1969, the first ever Dodge Challenger rolled off the assembly line
for sale as a 1970 model. The production Challenger was based on the same
platform as the Plymouth Barracuda, but had a wheelbase two inches longer to
allow for more interior room. It was offered in both a hardtop and a
convertible, with three trim lines available: the base model, the R/T (Road and
Track), and the T/A (Trans America). The base T/A was only available as a
hardtop, but the base and R/T could be ordered as convertibles. The base price
of that R/T convertible new? $3,535. If you’re over 55 years old, give yourself
a little slap on the butt for 
not realizing the investment
potential…I know, hindsight is 20/20...or should I say 200,000/500,000, as in
bucks. Back to our story…the base model and R/T hardtops could also be upgraded
with the SE luxury package (the more Cougar-esque version), which included
leather seats and a vinyl roof with a smaller "formal" rear window.
Base Challengers and SE came standard with the 225-cubic-inch slant six or the
318 V8 (customer’s choice). Optional were the 340 with 275 or 290 hp and the
383 with 330 hp. Standard tranny was a 3-speed manual with floor shift,
optional were 4-speed or automatic. Of course the real fun was found in the
R/T.
The
Challenger R/T came standard with the 335 hp four barrel 383 Magnum V8. There
were three optional engines: the 375 hp four-barrel 440 Magnum, 390 hp 440
Six-Pack (three two-barrel Holley carbs) and last but not least, the legendary
425 hp 426 Hemi. All R/Ts came standard with three-on-the-floor; four on the
floor with wood grain custom-grip Hurst shifter, and TorqueFlite automatic were
optional. R/T’s also gave you heavy-duty Rallye suspension, heavy-duty drum
brakes, the aforementioned Rallye Instrument Cluster which included 150 mph
speedo, oil pressure gauge and tach, and performance hood with two
nice-looking, functional hood scoops. A popular option on V8s was the “shaker”
hood scoop that fed cool air directly to the air cleaner. A rear spoiler was
also a popular accessory, as was black rear window louvers. Air conditioning
was available EXCEPT on the 426 Hemi, 440 Six-Pack or 440 four-barrel with
manual tranny…on those monster engines, there was no room in the engine bay for
it!
And then
there were those color choices: 18 of them in all including 7 “High-Impact”
colors with some of the best names car paint has ever been given. Plum Crazy.
Go-Mango. Top Banana, Sub Lime. Hemi Orange. Panther Pink, Green-Go (“we don’t
need no steenkin’ Chebbys“). If that wasn’t enough, how about no-cost
fluorescent body striping on Panther Pink and Green-Go R/Ts. Welcome to the mod
‘70s! And because it was the ‘70s, just about every Challenger was sold with a
full vinyl top, standard on SE and R/T SE, available in black, white, green or
Gator Grain (I’m sure those last two choices are the rarest of the rare).
Road Test
magazine tested a Hemi Challenger with stock skinny bias ply tires and did the
quarter mile in 14 seconds at 104 mph. They didn’t particularly care for the
handling and ride, but this car was never meant to be a boulevard cruiser. Now
if you had a serious itch that just couldn’t be scratched with even the R/T
Hemi, you could go for the specialty model called the Challenger 
T/A. 2500 of these were built to satisfy SCCA’s production
requirements for a Trans-Am road racer. It was designed by Chrysler’s road
racing team manager Pete Hutchinson and built by Autodynamics to race against
the Ford Boss 302, Chevy Z-28, AMC Javelin and other pony cars. The production
model featured a larger hood scoop and a 340 cubic inch V8 with Six Pack that
produced 440 hp, as well as larger tires in the rear and beefed up rear
suspension. It was produced for one year only as Chrysler dropped out of
Trans-Am competition at the end of 1970. When all was said and done, Dodge had
itself a hit with this new E-body sports car and orders totaled 42,625 for the
1970 model year.
For ‘71
most Chrysler engines were given lower compression ratios in order to run on
EPA-mandated low-lead gasoline, but performance did not suffer that much. The
440 Magnum, 440 SixPack and 426 Hemi kept the same ratios. The front end of the
car got a new split, V-ed grille and R/Ts got optional color-keyed bumpers. The
R/T also featured two non-functional scoops just ahead of the rear wheels. The
R/T convertible was dropped from the lineup. A new base two-door coupe with
fixed rear windows was added, called Deputy. For ‘71 Challenger production fell
to 28,901. The 32% drop was attributed to insurance rates that made it
prohibitively expensive to insure the big-block motors. Most Challengers left
the showroom with the small blocks.
For ‘72,
the lineup was trimmed down to only two models: the base Challenger hardtop and
the higher-performance Challenger Rallye. The Rallye came with the 340 cubic
inch making 240 net horsepower (the federal government insisted that automakers
advertise net instead of gross horsepower). The neck-snapping 440 and Hemi
engines were no longer available. The Rallye also featured new side louvers in
the lower front fenders combined with fade-out tape stripes. All Challengers
had a new curved trapezoid grille that one writer called a “frown”…it looked
sad because it couldn’t carry a big-block engine. The High-Impact color choices
were reduced to only Hemi Orange and Top Banana. Sales dropped slightly to 26,658.
1973
brought about almost no cosmetic change from the ‘72s. One slight alteration
was the addition of larger front bumper guards. The grille section and fender
gills remained the same. The Rallye was once again offered, but only as an option
package. Interestingly, despite the fewer model and engine choices, sales
increased to 32,596. Midway through the 1973 model year there were rumors that
Dodge would drop the 340 cubic inch engine to make way for the new 360 cubic
inch engine, but this engine would not debut until 1974.
For ‘74 the
Challenger stood pat. As in ’73 the base model and the Rallye package were
offered, and the only engines you could get were the 150 net horsepower 318 and
the 245 net horsepower 360. Only 6,063 Challengers were built and sold in ’74;
it was discontinued midway through the model year. Chrysler Corp. could not
justify the added expense and reduced performance that would have resulted with
the government-mandated 5 mph bumpers, catalytic converter, etc. A new era had
begun emphasizing economy and luxury, as the curtain was coming down on the
original American muscle cars. The name Challenger would resurface on a
Dodge-labeled Japanese import, but that’s not worth discussing here. What IS
worth discussion is the massive appeal Mopars like this one still have
today…just ask Barrett-Jackson...or any local car collector! The car represents
an outstanding combination of brute force and advanced modern looks. And no car
ever looked better in Plum Crazy or Green-Go.
“…you
get power that can rattle dishes in the kitchen…extra attention in any service
station, respect from owners of 428 Fords and SS427 Chevys, a measurable bonus
in pride of ownership and immediate status as the car expert on your block.” --
Road Test Magazine, 1970
Sources:
Mighty Mopars by Anthony Young, dodgechallenger.com, Hemmings Classic Car
magazine
Photos
of 1970 Challengers by the author. Stock Photo ads.
(Nice job Lou! Can’t
wait to see what some of your other favorites are.) Pete
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Lincoln-Mercury’s Exotic Sports Car
(Fords answer to the
Corvette)
By Joe Gunning
In 1971 a hot new sports car showed up on the show room floors at Lincoln Mercury dealers. It was a sleek clean line mid engine exotic affordable sports car. This car was designed to answer GM’s Corvette. Thirty six years later this car can still hold it’s own in styling, handling and horsepower with Ferraris, Lamborghinis, and Porsche. The partnership was between Ford and DeTomaso Automobili to produce a car that had a short lived life in the United States for only four years, but had a life of twenty three years in Europe. Back in the late sixties Ford was providing DeTomaso with V-8 engines for his Mangusta exotic car. The two companies along with stylists from Ghia, combined efforts to create the Pantera - a mid engine super car. In the 1970’s only 5,500 Panteras were produced and only about 7,500 during the total run up to 1994.
The Pantera
is a Mid Engine V8 Ford 351 Windsor, 4-barrel carb
and 4-bolt main. The 351 engine was fitted to a ZF fully synchronized 5-speed
transaxle with limited slip. In 1971 this combo was rated at 310 horsepower.
Who really knows what the real horsepower output was? Was this just for the insurance company’s
information? The car had a zero to sixty time
of 5.5 seconds (Car and Driver 8/71).
The 71 the Pantera sold for around $10,000. I saw a sticker or a bill of sale for a 1972 for around $12,000. The Pantera is a great value for your collector car dollar. I have seen some for as low as $20,000 for car in need of a total restoration. You can buy a real nice driver/10 footer for $40,000 to $50,000. The high end on the Pantera would be in the 120,000 - $200,000 Price range. The most expensive Pantera would be Elvis Presley’s Yellow one. This car was appraised at over one million dollars. It’s value is not because he won a race in it or it was in one of his films. But it is said that he went to drive it one day and it would not start. He then took his gun out and shot it a couple of times! (Yes, Elvis had issues!)
“Elvis you missed the “heart” - it is in the rear of the car!
The Pantera underwent many revisions over the timeline of its manufacture. After Ford and DeTomaso parted ways in late ’74, the car was no longer imported to the US. From ’75 on up to about ’89 it was produced for European markets and constantly upgraded with interior, suspension, and style enhancements. This was considered the second generation of the car. The third and final iteration were the cars built from 1990-1993. In ’91 the cars switched to the Ford 302 V8 engine that put out 305HP but had computer controlled direct port fuel injection as well as the latest electronic management systems. There were even a few of the Panteras that were converted to Targa editions.
Alejandro DeTomaso was born in Argentina to a wealthy Italian family. Like other visionaries he shunned the life that was laid before him and went the route of automobile racing. He was a driver in many international races, started to design and build his own cars, and eventually created his own company that flourished for decades. The Pantera was a success both on and off the race circuits of the world. Many thanks are owed to this man for what he gave to the automotive world.
The Pantera is a blast to drive and looks timeless. It has the power of an American V8 and the looks of a European super car! What a combination!
(Joe, the Pantera
was quite a car! Thanks for
enlightening us about it!) Pete
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By Rich Fiore
REGULAR OR SILICONE
... WHICH WAY TO GO
So you own a
classic vehicle and you drive it only in New York's fair weather? Maybe 8 or 9
months per year? Are you like me -you only open up the brake system when there
is a problem or an occasional check of the master cylinder fluid? You’re not
flushing out the brake fluid at the recommended 2 yearly cycles? Me
neither. I'm having too much fun driving them. Soooo let’s take a look at your
system's brake fluid and think about possibly converting it to silicone. We
shall look at both the upside and the downside too.
Silicone has been around for quite some time now but has some
shortcomings that make it unsuitable under certain conditions. Probably the
most significant is the elevation issue. At higher elevations there is a
tendency to develop air bubbles. If you install and bleed the system at sea
level, then drive several thousand feet above sea level, small traces of
scattered air in the system form into larger bubbles. This is due to the lower
atmospheric pressures found at higher elevations. So if you alternately climb
them there hills boys and girls ... silicone may not be the right choice for
you. Not a big issue with us gear heads on flat ole Long Island.
Another problem sometimes encountered with silicone brake fluid
is that of a spongy pedal or one that feels that way when compared to
conventional glycol - based fluid. My master mechanic friend from
work ( Sal D. ) claims this can very well be the case. Some say they
barely notice any difference at all.
The upside of silicone is that it is not hydroscopic ( break out
the Webster ) like glycol based fluid. Simply put it does not readily
absorb water and therefore promote corrosion. So changing the fluid is really
not necessary. With silicone the boiling point is also higher. The final
advantage being that of the paint issue. Silicone will not damage paint
like regular brake fluid does! Keep in mind painted surfaces are not just
fenders but the firewall, wheel wells and chassis. I know I've blistered some
paint there.
If you do decide to switch to silicone brake fluid, all of
the old fluid must be completely removed. This is best achieved by running
denatured alcohol through the lines and blowing it out with clean (
hopefully dry ) compressed air. The front calipers if so equipped, rear
cylinders and master cylinder should also be disassembled for cleaning.
Some rubber compounds are fully compatible with silicone fluid while other may
have a bad reaction. It is advisable to play it safe and replace all rubber
hoses and seals in the system.
The final step after all is said and done is to label/tag your master cylinder
with "use silicone fluid only " .
So that's pretty much a wrap. Decide if it’s right for you. If it
is, make sure you go all the way. To silicone or not .....
Spring ain't too far off now !!!
Quick and Dirty: When was the last
time you gave that old brake fluid on the shelf a sniff for contamination? If
it smells like varnish don't use it.
(Richie: C’mon over and do my conversion!) Pete
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Michael
Barnikel: 1968 Chevrolet Monte Carlo
GM Goodwrench SS
My 1985 Monte SS was all white
for 12 years. After 200,000 miles a face lift was in order. This project was
started in 1995, way before Dale Earnhardt’s death on Feb 18 2001. So anyone
who thinks this was done to make a quick buck; you’re wrong. It was done out of
love for NASCAR and as tribute to my favorite driver!
A 350/300 hp crate motor was
dropped in. A little sparkle with a lot of power. All of the factory systems
were re-installed. All of the factory pulleys were chrome plated and the
original exhaust manifolds were aluminum coated. These will be changed to
headers when a pair of them are made without pollution
tubes attached.
All
of the air conditioning ends including the AC tank were hand polished so they
look like a mirror. The AC compressor, steering box, and master cylinder were
hand polished as well.
A 1750 watt sound system
with Infinity components was added all around. MTX amps supply the power and 12
inch subs supply the punch. 100 hours is the time it took to build the trunk.
Orange neon lights reflect off the glass and mirror accents. My components are
a little old school, but they rock!!!! Notice the window switches were moved to
make room for the speaker.
All
the graphics are original from Richard Childress Racing at the cost of $2,500
alone. All of the door handles and locks including the trunk lock were shaved
off. Everything opens by remote!
A
G-Force cross member replaces the stock one. Thanks to United Exhaust for the
3" Polished Stainless Steel exhaust system! The
front and rear ends have all been redone with polygraphite bushings. She rides
like she's on rails! A new under-carriage project has been completed as well.
Lot of long hours and paint. A new race tranny, new polished exhaust, and new
rear have been added too.
This car is driven to every
show. She’s not a trailer queen!
(Awesome job Mike! Can’t wait to see your next
one featured here too!)
Pete
______________________________________________________
Here is where you can access previous editions of the Long
Island Classic Cars Online Newsletter.
http://www.liclassiccars.com/Newsletter/
You can also access the previous Newsletters through a
link on the main page of the website.
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Boys and Girls it has been an eventful winter so far and springtime will bring the usual frenzy of car-craziness that we long for and deserve after a long hibernation. I am looking forward to getting my cars back on the road and seeing all of you out there! Anybody get anything new since last fall?
Send in your comments, philosophies, observations, and the like. We will post them for all to see if you desire in our next feedback section.
Pete Giordano
Editor
Long Island Classic Cars.com