The Baker family of Brightwater, Nelson is a car family. Malcolm and Hazel and their children are obviously close, while cars play a big part in all their lives.

Although Hazel Baker is happy to admit that all she wants is a car to get her from A to B, she has lived for nearly 40 years with a husband who kept a 1932 Ford front bumper under the bed and headlight lenses in his sock drawer for safekeeping.

It all started when Malcolm borrowed £90 from his cousin to buy two 1932 Fords, a US V8 model and an English B4. He dismantled the B4 and then decided to sell the V8 car for the huge sum at the time of £200. When Hazel predicted he would regret it, Malcolm changed his mind. Sometimes he listens.

Instead, he rebuilt the car over a period of seven years to original specification, apart from a few minor modifications. Some are for safety reasons (brake equalisers) while a Holden carburettor is fitted because he has two damaged original carburettors and good ones are almost impossible to find.

The year 1932 was a landmark one for Ford. It saw an attractive re-style of the Model A, but the big news was the 3622cc (221ci) flathead V8 that became so loved by hot rodders the world over. The ’32 Ford itself became a rodding icon, and consequently Malcolm’s un-modified example is a relatively rare vintage car.

The family has enjoyed many happy miles in the Ford over the years. Some of the kids’ happiest memories include the car. References to Ma Baker in a ’32 Ford will be carefully avoided. Riding in the old car is a novel experience in these days of low, fast machines. In the relatively narrow cabin you sit eye to eye with drivers of Landcruisers and other SUVs. The pace is leisurely, accompanied by a little drivetrain noise and the faintest V8 burble from the exhaust. That smooth exhaust note, unique to flathead V8s, is beautiful music. The back seat looks like a very pleasant place to be, an inviting lounge room with cloth upholstery in subdued tones and with metres of leg room.

Thunderbirds Can Go

A newer Ford joined the Baker family in 1996. This time it was a 1962 Thunderbird in ‘California white’ as Malcolm described it — white with surface rust. He discovered the original build sheet had been hidden in the back seat, a common practice in those days. With the owner having ticked every box, it was a fully-optioned model. Options include a 6391cc (390ci) engine, automatic transmission, air conditioning, power steering and brakes, tinted glass, electric windows and driver’s seat, sports trim, door mirrors and edge trim, AM radio and a tilt-away steering column.

Malcolm drove the car for a while, and he was very surprised, to say the least, when it won the ‘Best American’ prize at the All Ford Day in Westport in 1997. A week later he began stripping it completely. He took the body back to bare metal and repainted it in his car port, in Quasar Grey, the modern version of Acapulco Blue that was optional in 1962. The third generation, early ’60s T-birds are very handsome cars, and the colour complements the styling beautifully. New carpet and seat upholstery had been fitted before the car left America, along with four new whitewall steel belt radials.

With almost zero oil pressure at idle, it was obviously necessary to rebuild the engine. He found stripped timing and oil pump gears and the big end bearing surfaces were worn through. As Ford’s ‘personal luxury car’, the Thunderbird was more about style than performance, but its big V8 can move it along very smartly when required.

The Campbells’ daughter, Kelly, has inherited the car genes from Malcolm, and she drove the Thunderbird on the day we took the photos. Malcolm has been thinking about selling it but, as we drove to a different site with Kelly looking particularly at home in the Thunderbird, Malcolm said quietly, “It looks like I’ve lost another car.” Not surprisingly Kelly’s partner, Rob Jackson, is also a car fanatic. He has a collection of Ford Cortinas, including a rare two-door MkIII model and a much rarer MkV two-door.

Model A Man

Malcolm has spent many years restoring Model A Fords and helping others with their restorations. He became widely recognised as a Model A expert, and several of the cars he restored have been prize winners at local and national Vintage Car Club rallies and the Model A Club nationals. Some quite rare examples have passed through his hands, including a left hand drive 1928 coupe imported from Nevada. He and his son, Bryce, are building a pair of modified Model A trucks in their ‘spare’ time. Malcolm’s will be an old-style closed cab truck with a warmed Model A engine, and he will finally get to use the B4 grille that has hung on the shed wall for 40 years. Bryce is taking the trad ’40s-’50s roadster pick-up route, with hydraulic brakes and a twin-carburettor 1939 Mercury flathead V8 engine.

Having sold the Model A coupe, Malcolm was looking for something different, and he had seen a late ’60s Plymouth GTX or two and a couple of Plymouth Road Runners advertised on the internet. Meanwhile Bryce had been saving for his dream car, a 1970 Dodge Challenger. A family friend called Leadfoot (not his real name) was heading to America on a car-buying trip so he was asked to look for a Challenger for Bryce and a GTX or something similar for Malcolm.

Leadfoot came up trumps. He rang Bryce to say he had found a genuine 6276cc (383ci) 1970 Challenger Western Sport Special, one of only 381 made, with matching numbers. He walked around the car describing it to Bryce, who quickly made the decision. He sold his Chevrolet-powered Holden HQ to fund the difference between his savings and the purchase price.

Soon Leadfoot rang again, this time to speak to Malcolm. He couldn’t find a GTX and had looked at a yellow Road Runner which was “not good.” He was calling about a red one that Malcolm had decided was too dear at US$26,000. Leadfoot said the owner wanted money for house renovations and would take US$19,000 that day. Again, Leadfoot described the car as he walked around a standard 6276cc 1969 model in very good condition. He saved the best until last — it had a four-speed manual gearbox. Malcolm said, “Buy it!”

The cars were shipped in October 2004, sharing a container with a 1956 Oldsmobile and a Cadillac convertible. The container was unloaded off a ship somewhere in Asia and again in Sydney, which caused some anxious moments as it disappeared off the radar for weeks each time. It finally arrived in March 2005.

Plum Crazy

Bryce’s Challenger needed panel work, but he did nothing to it for a year, until the time was right. He and Malcolm built a rotisserie, and the body was stripped to bare metal. It proved to be in better condition than they expected, with two fairly large rust holes in the boot floor and a big dent behind the right door. The door had also seen better days and needed quite a bit of work. They sandblasted the body and did the panel repairs before handing it over to Richmond Auto Painters to prepare and paint inside and out and underneath, preferring the factory colour of Plum Crazy to the original light metallic green.

While the body was at the painters, Bryce dismantled the engine to fit new gaskets and found a nasty surprise. There was significant bearing wear so the engine was completely reconditioned, including 9.7:1 compression pistons and a Performance Competition Cams camshaft. It had arrived with three two-barrel Holley carburettors on an Edelbrock manifold, but issues with the set-up had convinced Bryce to fit a single Holley four-barrel carburettor.

The interior was in good condition, so it was re-installed. Being a Western Sport Special means it has special interior detailing and a ‘Rallye Instrument Cluster’ with extra gauges, and additional external bright trim around the windows. Bryce’s car also has a Rimblow steering wheel, a rare and sought-after accessory that activates the horn when the driver squeezes the wheel rim.

The rate of work became a little frenzied when Bryce decided he wanted the car finished in time for the Musclecar Madness at Rangiora in January 2008. The Challenger flew through its compliance check and was legally on the road on December 13, 2007. Since then he has attended to a few details, such as finding the lettering for the bonnet. Apart from that, he has just driven the car and enjoyed every moment. Initially nervous about showing such a desirable car, he is now happy to let others enjoy it as well.

Vanishing Point

The Challenger achieved legendary status back in 1971 when it was the star of the movie, Vanishing Point. The (anti)-hero, Kowalski, was to deliver a white Challenger from Denver to San Francisco and the movie is the story of his mostly illegal adventures along the way. The film had a very sad ending (for car buffs) but the Challenger’s demise didn’t detract from its place in movie history. The film made a great impression and like many others, I suspect, I have had an obsession with Challengers ever since.

Bryce turned one of my long-held dreams into reality by taking me for a ride in his Challenger. He gave it a burst away from a couple of intersections and, yes, it goes! For a short time I could pretend I was Kowalski — the beautiful noise, the bonnet rearing up, my spine being pushed into the seat back, it was all there except it was legal. A standing start quarter mile time of 15.1 seconds at 155kph (for the two-barrel carburettor model) is definitely not slow. With 246kW (330bhp) under the bonnet, its performance is not surprising.

Fighting the Flab

In contrast to Bryce’s Challenger, Malcolm has done very little to the Road Runner. The story went that the car had been parked up for 25 years, and marks on the wheel and gearbox bearings suggested the story could have been true. It still has the original red-line cross ply spare tyre in the boot. The Performance Red paint is in excellent condition except for slight damage on the roof.

Otherwise, the Road Runner is a very tidy car. The previous owner had fitted a new upholstery kit, but for some reason he didn’t fit the rear seat cushion cover and didn’t supply the cover with the car.

The Road Runner was built as a reaction to the increasingly flabby and luxurious muscle cars of the late ’60s. Like Pontiac with its GTO back in 1964, Plymouth thought there might be a market for a stripped out car with the emphasis on performance. It picked the lightest version of its B-body range, the pillared coupe, and tossed out the carpets and any other superfluous items. There were no frills — even the wheels were plain, painted items with small ‘dog dish’ hub caps. The engine was a 250kW (335bhp) version of the venerable 6276cc V8 with a four-barrel carburettor and 440 ‘Super Commando’ cylinder heads, camshaft and exhaust manifolds.

The Plymouth marketing people paid Warner Brothers US$50,000 to use the Road Runner cartoon character name. It was the right car at the right time, and sold far better than anyone expected, especially Plymouth’s opposition. A total of 44,595 Road Runners were sold in 1968 with either manual or automatic transmission. One of the few options
was the mighty 7000cc (426ci) Hemi engine.

The 6276cc Road Runner engine produced 250kW (335bhp) at 5200rpm and 576Nm of torque at 3400rpm. This was good enough for a 0-100kph time of 7.1 seconds and a standing start quarter mile was covered in 15 seconds at 155kph. At US$2896, the Road Runner was a performance bargain.

Malcolm drag-raced the car once, but he had problems with lack of traction, which is pretty much what happened when Road Runners were new. Like Bryce’s Dodge, the Plymouth is used frequently.

And, yes, the trademark “meep-meep” horn works. Believe it or not, Plymouth spent $10,000 developing the horn note to sound like the cartoon character.

A ride with Malcolm in the Road Runner was more relaxed than my turn in the Dodge, but it was no less enjoyable. In fact, riding in, looking at and talking about four such tidy and desirable cars was a pretty good afternoon’s work in my book.

Family Cars

I didn’t meet the Bakers’ other daughter, Georgie, who lives in Rolleston. Two of their daughters are keen passengers already, which is perhaps understandable given that the legendary New Zealand rodder, Craig Stare, is a neighbour. Malcolm says old cars have given him a lot of enjoyment over the years, but the greatest pleasure has been the many, many people he’s met. He says he has almost never met a bad car person.

With 40 years of Ford ownership and two Mopar muscle cars in the family, no-one could say the Bakers are excessively one-eyed. The old ’32 is Malcolm’s first love, after Hazel, and would be the last car sold. It looks like the Thunderbird will be staying with the family and the Road Runner may be around for some time yet. Bryce is living the dream so he’s not about to sell his Challenger.

The love of old cars has been passed to the younger generation of the Baker family, and it’s a fair bet that two Fords and one Plymouth will be passed to the new generation in time.

Words: Gordon Campbell Photos: Gordon Campbell and Kelly Baker

This article is from Classic Car issue 241. Click here to check it out.

Penn finds excitement in a slimming diet for an old Dodge

Fun comes in various guises and this is especially true of old cars, when sometimes you have to work hard at choosing between the urge to pose as a staid bourgeoisie from the early eras or simulate a champion racing driver from the glory years.

Clearly I’m of the school that likes old cars because of the images they can create for me. But I must say that this boat-tailed vintage Dodge Special owned by Mike Woods has the potential to be a whole lot more fun than other old-timers where doors and windows and roofs are still there to protect you from the elements. None of that here in Mike’s car, this car is for sporting people who like to be exposed not only to the gaze of the peasantry, but also to the effects of the sun, wind and rain.

As soon as we took to the Birkenhead roads of a Sunday morning, the two of us shoehorned into the front — and only — seat, we were rocketing along at an indicated 40mph (64kph). I knew that this was a sensation way ahead of the big four-door saloon guise this old car started out as in 1925. Makes me think of the potential in some of those other slab-sided old cars — bearing in mind that there is nothing sacred about originality simply for its own sake. Indeed, if a 1925 everyday car was owned and used by the same family continuously there would always be changes taking place as a better idea popped up.

I don’t know why we should replace our first car — why not just modify it as better bits come along? Hush! Is that a lynch mob I hear coming down the road?

Rebodying the Dodge

Some years ago — in the late ’90s — Mark Dunn in Gisborne decided to re-body this ’20s Dodge, finally finishing the project and registering the result in 2002.
You have to remember that all those older Yanks were built to propel a large and heavy body (not to mention massive chassis) at a brisk clip across the vastness of the Wild West, or chase other gangsters in the cities. When a 3.4-litre, flathead four-cylinder has all that weight lifted off it, it gets to flex its torque, breath effortlessly and suddenly it’s all go. Agreed, the addition of an electric fuel pump and a Stromberg carburettor help in this transmogrification.

With the extra power released, along with stiffened leaf spring suspension on the four corners, stabilised by excellent shocks, Mark now had a parallel universe ‘SUV’ Mark got five years of fun out of the car before selling it to Mike a little over a year ago. Mike said he’d just sold their last toy car, a Buckler, and then saw the Dodge being advertised for sale.

On the Road

Climbing into the Dodge was a bit of a mission for this aging enthusiast. You have to step up and onto a small handily placed foot bracket, then lithely swing the other leg over and slide neatly into position. Well a lot of that litheness has been lost in the intervening years and mounting was a bit of a mission. Although, once ensconced, I felt very secure and snug.

Mike fired up the starter generator and the large lump of cast iron burst instantly into life, no grinding ring gear. There’s a Morse chain on the front of the engine, and when it spins the motor it’s very quiet. The starter then converts into a generator. However, too many revs come from a three to one ratio, so high engine revolutions translate to very high revolutions here — with consequential difficulties.

This is a negative to earth 12-volt system, and the next model went back to conventional starter and generator and a six-volt system.

On the open road Mike sticks to 2000 to 5000rpm and the Dodge’s recently overhauled motor is surprisingly smooth. I say ‘surprisingly’ because, I guess, I expected the sounds and physical sensations of a real old-timer. Instead, there was a powerfully evocative muted rumbling of a motor in very good heart and ready to go to work!

Mike is of the old school, double clutching is a norm and he slipped effortlessly from gear to gear — all three of them — pumping the clutch pedal in neutral between cogs as we quickly built up speed. Once top gear is reached, huge torque means that everything is done in that gear. However, the speed that you hit the Harbour Bridge at, is the speed that you effortlessly go over the top of the bridge.

Motoring Pleasure

As the first corner came up, Mike never slackened off, but the car corners exactly as it looks as if it would — you slip around as if on rails on those narrow tyres, flatly with not a vestige of roll. Subconsciously, I’m awaiting a slide halfway around as adhesion lets go.

However, it never even looks like sliding, and a hasty glance at the speedo tells you why — we’re only doing about 56kph not the 160 it feels like! This is the race car for windy old poseurs like this scribe, and brings a whole new dimension to vintage motoring.

Any time Mike pressed the loud pedal, in any gear, the engine’s torque pressed you back in your seat most pleasurably — here was a good reason for the loss of running boards and big doors, not to mention the usual ballroom-sized space in the cabins of the original saloons.

The two of us were neatly compacted together, feeling as one within the speeding cocoon, and experienced motoring pleasure that is hard to find in modern mechanical marvels which insulate you so effectively from the road.

Japanese perfection has much to answer for

This Dodge opened up some new concepts for me — a number of ’20s US cars, and/ or parts, sanctified by age are coming on a quietly subsiding market. As we all know restoration is very expensive, especially when it comes to wood-framed bodies, so there’s a possibility that these cars (if unrestored or where there’s not a complete vehicle) are prime prospects for re-birthing as ‘specials’ — after all we’ve been doing it with Austin 7s and their ilk for years, Personally, I’d rather have an Austin 7 Special than a completely original car — except, maybe, an Austin 7 roadster?

Period Look

This Dodge Special is based on one car, and all the mechanical and chassis bits are from that 1925 saloon. The original chassis has been stripped and refinished and tidied. The original disc wheels, with their skinny tyres, still look perfectly at home. Indeed, they add to the period look, as does the pair of spares mounted on the rear of the boat-tail.

The leaf springs have been reversed and maybe stiffened or added to and, of course, the big rear brakes have been painstakingly gone over and work well.

Mike’s contemplating looking for a front axle with brakes installed. But since he’s also contemplating selling the car, that might not come about in this ownership cycle. Personally, only having rear brakes does make me nervous even though I’ve been in plenty of old-timers with rear brakes that bit hugely.

The car’s front aspect features the original radiator, complete with Dodge badge and mascot wings fronting the Dodge’s bonnet and the original but mildly reworked scuttle. That’s topped by the original folding windscreen complete with manually operated windscreen wiper, brought out at warrant time and duly demonstrated.

From the scuttle back there are no doors as such, just a swooping arm-line on each side allowing driver and ‘racing’ mechanic to casually drape their outer arms. To the rear of these vestigial doors is the boat-tail rear and cycle guards for the rear wheels.

The whole effect is one of simplicity. The lines are clean and uncluttered and the styling looks suitable to the period. There is a soft-top that gives protection, is easily folded away and looks appropriate, but it’s not for protecting madam’s hair.

The whole effect grows on you, and all that I’d change would be the passenger’s step, which I’d move forward in deference to pennsioners riding shotgun.

Words: Penn McKay Photos: Michael Woods

Mere mention of the city of New York evokes images of opulence and excess, and much of that imagery is embodied in the vehicle which bears that name

New York City; the town that never sleeps, where you can get whatever it is you want at whatever time of day or night it may be. While the buzz may diminish somewhat in the small hours it never stops completely, and the city has been described as the crossroads of the world, where it appears that any culture can be savoured, be it in the form of a Turkish kebab, a Chinese stir-fry or even, in these modern times, a Japanese car. Mind you, that’s the tip of the iceberg.

The thought of Japanese cars making their way into everyday American life would never have entered Walter P Chrysler’s head back in June of 1925, when he founded the Chrysler Corporation. The products on offer from Chrysler were definitely a cut above some of the automotive industry’s mainstream offerings, but the features incorporated into Walter’s products certainly didn’t push the vehicles beyond the financial capabilities of Middle America. They were right up there in terms of quality and appointments, but not strictly the domain of the super-rich.

Pleasing aesthetics

These mid-1920s medium-priced automobiles were powered by relatively high compression, six-cylinder, seven main-bearing engines with a carburettor air cleaner and replaceable oil filter. On top of that they had four-wheel hydraulic brakes, and the  handsome cars appealed to the crowds who attended the mid-decade New York show, with 32,000 units finding happy owners. As time went by and more features were incorporated into the vehicles, production figures grew; Chryslers were soon selling in large enough volumes to put the company in fourth place in the North American sales race. In fact, growth was so rapid that had a person bought US$100-worth of stock in the Maxwell Corporation in 1923 (Chrysler had worked for Maxwell in the 1920s, and from that company he had formed his own organisation), by 1928 he or she could have reaped the rewards that came with the value of $1,756 for that $100 stock! Not a bad return in just five years.

It wasn’t just the pleasing aesthetics of the Chryslers that discerning buyers were clamouring for, there was much to be admired in what could not be seen under the graceful lines of the Chryslers’ sheet metal. Throughout the ’30s Walter constantly strived to improve his products, and little things like ‘Oilite’ made the ‘must have’ list. Oilite was an oil-impregnated sintered metal material which was sandwiched between each leaf of the vehicle’s leaf spring suspension to eliminate annoying squeaks. I would think, also, that the subsequent lowering of friction between the leaves would have improved ride quality somewhat. However, there was much more going on at Chrysler than squeak elimination, and throughout the ’30s mechanical advancements were many. Roller bearings appeared in driveshaft universals, coil-sprung front suspension arrived and much more besides, and on the outside styling changes were many and varied. The Airflow models appeared, the Airstream, the Royal and the Imperial all made their mark at the New York Auto Shows that came year after year, and it seemed only fitting that sooner or later the words ‘New’ and ‘York’ should be attached to a Chrysler vehicle.

New York Special

In 1938 Chrysler released the New York Special and the following year, as part of the ‘Imperial’ series, the line was simply called the New Yorker. The public lapped it up, and the New Yorker became a much-loved symbol of luxury and elegance in motoring for many years to come. Unfortunately, Walter P Chrysler died on August 18, 1940, and even sadder for the planet there was to be a major conflict that put paid to civilian automobile production in the United States for a few years. Chrysler ceased production of civilian autos by early 1942, and turned its attention to producing some 600,000 trucks and 25,000 tanks. The corporation also designed and manufactured countless aircraft parts, while around 44,000 paired and single Bofors guns were produced along with hundreds of thousands of incendiary bombs and rockets, not to mention several billion large and small bore cartridges and projectiles. Not all of Chrysler’s effort was designed to kill, though; much of its expertise was used to produce such handy things as gyro-compasses, radar sets, submarine netting and (would you believe) parabolic reflectors for searchlights! Chrysler was certainly a talented and versatile contributor to the war effort.

As the dust of WWII settled, and the ban on civilian automobile manufacture was lifted by the American authorities in 1945, Chrysler got busy with new designs, while at the same time rolling out re-hashed versions of pre-war vehicles to fend off the wave of hungry new-car buyers. Raw materials were in short supply but the ‘new/old’ vehicles were easy to sell, with GIs willing to lighten their combat-pay-heavy wallets. Chrysler offered them gems like the ‘Town and Country’ series (bedecked with white ash framework and mahogany veneer ply inserts). Heading to the country and discovering the great outdoors in the new-found peace was soon to become somewhat of an obsession for Americans, and the Town and Country looked just the part for the job.

Town and Country

Toward the end of the ’40s everything, including consumerism, began to gather momentum. The engineers and stylists were working at  feverish paces to produce the best that the mechanical world could offer, combined with some sheet metal dreams hitherto unavailable, or indeed undreamed of. Unfortunately for Chrysler the transition from wartime magnificence to satisfying some quirky civilian lusts was a difficult one and, even though the Town and Country cars were popular, sales overall plummeted. Old school management, poor relations with the labour force and some out-dated styles were all part of the decline.

By 1947 Chrysler management reported that the company was operating at about two-thirds capacity due to shortages of raw materials and, to add insult to injury, the cost of those materials was rising rapidly. Therefore the price of a new car rose to cover those costs, but apart from rising prices in the showrooms Chrysler’s prospective customers faced a waiting list that could stretch out for two years! Things were looking grim for Chrysler as a new decade dawned, and a never-to-be-seen-again flurry of four-wheeled excess got rolling.

Those at the helm of Chrysler at the beginning of the 1950s were getting on in years, and many said they were out of touch with the requirements and/or the desires of the new age of car buyers. Indeed, the friction between management and members of the Union of Auto Workers (UAW) culminated in a 100-day strike in 1950. This would have been the time when the fabled ‘Hemi’ engine was ready and waiting, having been developed using Chrysler’s wartime endeavours and learning. The engine, finally introduced in 1951, had hemispherical combustion chambers and produced good power levels for its size. The ‘FirePower’ engine debuted at just 5424cc (331ci), but it produced some 134kW (180hp).

Fabulous Fifties

This was good going in 1951, and it didn’t take long for the buying public to latch onto what soon became a legend. Even in stock, standard form the power output grew every year, until in 1954 it was rated at 145kW and 423Nm of torque (195bhp, 312lb/ft). This level of output comes in pretty handy when you put the pedal to the metal in a vehicle of such solidity, but there was even more on offer for those who desired the upper hand. The New Yorker Deluxe series came with an even more impressive 175kW, the configuration our feature car came equipped with.

The Chrysler New Yorker Deluxe convertible of Kevin and Gael Slater is truly an automobile laden with style and flair. One of just 724 units produced for the 1954 model year, the vehicle has been lovingly and painstakingly restored to a level that would, I’m sure, satisfy even the fussiest of Chrysler aficionados. It’s hard to believe this car was, according to Kevin, somewhat of a shambles when it landed on New Zealand soil, and he on-sold it to a friend who commenced the mammoth task of the restoration.

In this gentleman’s hands the car underwent some of the major surgery required, and the body was painted in Waihi, in the Coromandel region. To cut a long story short, it was at about that point the car went back into Kevin and Gael’s ownership, and the project continued for another three years. The motor was attended to in great detail, so that it not only runs like a charm, it looks as though it was slotted between the front fenders just yesterday. I spotted the Holley carburettor which has replaced the original Carter unit, and for the purist this would not be too difficult to swap back should the correct unit be required for some sort of picky show judging. The power steering pump is driven off the back of the generator, not uncommon for this era, and the drum brakes have power assist.

Classic look

Transmission is by way of a PowerFlite two-speed unit, not unlike Buick’s Dynaflow, and this is selected via a column-mounted lever. The steering also has power assist, and operation of the convertible top is courtesy of a button. The dashboard is padded, and is home to a factory-fitted clock, radio and heater controls. The interior has, naturally, been fully re-upholstered, and the green and grey work well together. The stunning wire wheels suit the car to a tee, and were actually available as an option in 1954. These are reproduction items, and epitomise the classic look with wide-whitewall tyres.

Not wanting to stray too far from that classic look, Kevin also retained the single outlet for the exhaust system. He located reproduction badges for the convertible, and while they were available in general terms not all were available in the optional (for the Deluxe) gold-plated finish. It was a matter of locating the correct parts, importing them and having the chrome plated items gold plated on their arrival. Then all the die-cast housings and bezels were stripped, polished and re-chromed, and all the stainless steel trim parts were straightened and re-polished.

The car hit the road in May of 2006, and it was indeed a pleasure to get an opportunity to photograph such a rare automobile in such pristine condition. I have no idea how many of the convertible models are left from the original production run, but you’d be lucky if the figure runs into the dozens. It’s a shame in one way, but certainly provides Kevin and Gael a certain automotive exclusivity; however, that hasn’t come easily or cheaply.

For fans of the convertible New Yorker, it is indeed fortunate that there are people who are prepared to invest their resources and energies into preserving what is undoubtedly an important motor vehicle; it would be a challenge to find another one of these anywhere, let alone in this condition.

When you look at this convertible you can’t help but let a sad sigh escape your body, and wonder what it must have been like to cruise your neighbourhood in such a machine in early 1954; top down, the burble of the V8 engine tickling the eardrums of envious onlookers. It stayed that way for decades, too; the New Yorker model line was/ is highly regarded by its fans, and the moniker was to remain part of Chrysler’s luxury line-up until 1993, when on May 28 the last of the New Yorkers rolled off the assembly line and into the pages of America’s automotive history books

Specs

1954 Chrysler New Yorker

Engine: V8 Hemi

Capacity: 5424cc (331ci)

Valves: ohv

C/R: 8.50:1

Max power: 175kW (235bhp) at 4400rpm

Transmission: Two-speed auto

Brakes: Power-assisted drums

Dimensions

• Wheelbase: 3188mm

• Weight: 1935kg

Production: 724

So often our image of a car is based more on images from Hollywood than the manufacturer’s intended persona. Ever since that black Charger chased down Steve McQueen’s Mustang in Bullitt, the Charger’s had a reputation as a bad guy.

But, like many folklore characters, that wasn’t really the Charger’s intended role at all; this was a luxury automobile — grand touring in the true sense of the word, American-style.
So, whilst it was to be Dodge’s answer to the then popular fastback craze, it was an altogether more luxurious and spacious machine than the utilitarian Mustang. But man, did it have some performance, and Dodge’s PR guys knew it: “Plant one of these in your driveway. Watch your neighbours turn green. Charger’s a luxury car that is nimble and quick enough and challenging enough to make you glad you can’t afford a chauffeur.”

A fishy story

The 1966 Charger was born from the Dodge Dealer Council’s request for a Plymouth Barracuda-type vehicle (Plymouth and Dodge being fellow bed-mates in the Chrysler stable). However, Burt Bouwkamp, Dodge’s chief engineer, was told — “For God’s sake don’t make it a derivative of the Barracuda.”

Based on the existing Coronet, the Charger was given a fast­back roofline and those bad boy retractable headlight hoods. Inside four passengers could luxuriate in individual bucket seats whilst keeping their distance from each other over the huge central tunnel — surely there is more than just a driveshaft and exhaust in there? This was simple model making, just like the Mustang which had evolved from the humble Falcon. The Charger’s difference was Chrysler muscle that, in 1966, others could only dream about.

Instead of the Mustang’s measly sixes and 289ci (4736cc) V8, Mopar went in with a ‘small’ 318ci (5211cc) V8, although most buyers plumped up the greenbacks for the de facto standard motor — the 383ci (6276cc) V8. Need a bit more go? By 1967 you could order up a 440ci (7210cc) Magnum V8 with 280kW (375hp) on tap.

That seems enough for a chap like me — one brought up on asthmatic European small cars — but for the really serious there was the quintessential, most awe-inspiring muscle car engine of all time; the 426 Hemi. This was the first time the punter could buy a Hemi for the street, and with close to 373kW (500hp) it simply blew everything else into the weeds. No contest.

When Steve McQueen’s production company bought a stock Charger to run with his Mustang in Bullitt, the Mustang had to be souped up — it couldn’t keep up with the unmodified Charger!

Muscle machines

This all seems pretty bonkers stuff in this gentler, more PC age, but this was the US of A in 1966. Petrol was cheap, big was good, and luxury meant space. Yet, despite their magnificent engines and sheer presence, the public’s reaction to the Charger remained lukewarm — only 37,000 were sold in its first year (the ’66 mustang sold over 600,000 by comparison). The next year sales dived to just 15,000, so in 1968 came a major restyle resulting in the ‘coke bottle’ Dukes of Hazzard-style Charger — a more successful car but, to my eyes, lacking the simplicity and smoothness of the original design. If the Charger seems exces­sive now, then that’s a reflection of the time and place.

These days these Yankee muscle machines make seriously good modern classics. They’re tough, simple, comparatively cheap, easy to fix, and can more than keep up with modern traffic. Plus, many of these muscle cars are seriously rare sights on our roads — this one certainly gets lots of looks. Yes they eat petrol, but the lucky owners point out they only use them for occasional cruising.

Cool cruiser

This car’s owners, Sam and Sarah, have been going through the muscle car list, having had previous affairs with a Mustang and a Camaro, so they know a few things about running such machines.

The featured car has only just come in from the States and is in completely unmolested, unrestored condition, right down to the bullet lodged into the sill. Yes you read that right, a bullet is still lodged in the sill — how cool is that?

So, 40 years later, what do we have? Well it’s 5182mm long. Let’s put that into context — it’s longer than pretty much any station wagon around these days. It’s 1905mm wide; most Kiwis could sleep crossways in this thing! And this one has a 6276cc big-block V8 that, in a normal state of tune, produces 242kW (325bhp). That’s serious power for 1966 — the all-conquering Jaguar Mk2 3.8 produced just 164kW — especially when you consider you could buy one of these Chargers straight off the showroom floor in this form.

She’s a bit rough to look at and is certainly no Concours machine. But what better history book than an original car with all its years and warts showing? There’s so much more to see and wonder at.

Inside there’s lots of vinyl covering four big, comfortable bucket seats and a huge deck out back — this is way more than a mere parcel shelf. It’s bigger than many moderns’ whole boot space — lug­gage shelf is a better description. The combination of the huge central tunnel and all the vinyl and the switchgear create an aeronautical look, as if the designer really wanted to be making a new-age jet-liner.

Ready to rumble

Okay, lap belt on and key turned. There’s a massive noise and serious shaking. This thing rocks better than Elvis, and the noise! Rumble is an inadequate description of the sound that 6.3 litres of engine makes. This is a far deeper bass sound than the piddly 4.7-litre.

All this expanse of metal and iron adds weight, of course. The Charger weighed around 1700kg, which was a lot before the days of added technology and safety gear, though these days Holden’s lightest V8 Commodore weighs in at a portly 1689kg.

Still, this car isn’t from a time or place when handling and braking mattered much, this was a time of stop-light drags and cruising. And that’s what this thing does real well, as a 17-second quarter mile testifies (that’s roughly similar to a Falcon XR6). Slip the Torqueflite auto into drive and just caress the loud pedal for an easy seamless surge.

I always find such unstressed power relaxing and peaceful. There is just no need to use it; instead you can luxuriate in the effortlessness of it all. There’s a wonderful relaxing gait about a powerful big car that just wants to cruise. Until you floor the throttle, that is — then Mr Nice Guy gets all nasty and hoonish and there’s fun to be had. You need to be careful with cars like this lest you cop a disqualification under the new anti boy-racers rules.

It is no insult to say that the loud pedal is the most precise of the Charger’s driving instruments. Powered discs/drum brakes work well enough for cruising, and would no doubt haul it up for one quick stop, but they would require respect on speedy downhill descents. Power steering guides the front in the direc­tion desired and has that wonderful disconnected, tiller-like feeling of truly big cars; perfect. At 1905mm wide it’s best to approach narrow driveways slowly.

Solid and tight

Surprisingly, this Charger feels very solid and tight. I say ‘sur­prisingly’, as that’s just not my expectation of big US cruisers from this era, especially ones that look like this. But really there are few rattles and a good sense of what I call togetherness. Sounds silly, but it’s what I look for when looking at any car — sloppy ones are never nice to drive, whatever they are.

But cruising to the drag strip is what this beast does best, and it really does do it well.

Even in Auckland this thing gets looks. They’re nice looks though, admiration and respect for the sheer laughable madness of it. This is a car people let into traffic — try that in a Porsche. And people are just so nice about it — at Titirangi, on the weekend, locals man-handled a mere Falcon out of its parking space in front of the Hardware cafe just for us. Nice people, hippies.

The values of Mustangs are rising through the roof at the moment, with a Shelby currently looking for three times its selling price only a few years back. Yet the Dodge is rarer car, and when you look at getting one of these ready and on the road for between $20-30,000, they compare really well with their European counterparts — try getting a usable E-type for that price.

I need to hire that Bullitt DVD back from the local Video Ezy!

Dodge Charger in NASCAR

The Charger wasn’t just a pretty face. Between 1966 and 1977 Dodge Chargers produced 124 NASCAR wins in the hands of such famous drivers as Richard Petty (37 wins) and Bobby Isaac (36 wins).

Bullitt Trivia

The famous chase sequence from Bullitt has been voted the best car chase in film history.

The two 1968 Mustangs were both owned by Ford Motor Company, and were part of a promotional loan agreement with Warner Bros. Their engines, brakes, and suspensions all had to be highly modified after it was found they just could not keep up with the Chargers.

Despite being a great race car driver, Steve McQueen did little of the actual driving, using a motorcycle racer for most of the risky Mustang stunts. You can tell who is driving by the rear view mirror; when the mirror points up and is visible, McQueen is driving, and when it is down and not visible, the stand-in is in the car.

The cars (including the ones containing the cameras) reached speeds of over 177kph (110mph) and filming of the chase scene took three weeks, resulting in nine minutes and 42 seconds of film.

Most records state that two 1968 Dodge Chargers were simply bought from a local Dodge dealer, and only their suspension needed upgrading to cope with the demands of Bullitt’s stunt work. There are some differing opinions about whether one or two were bought, but even more wondrous is the question of what happened to them. The common story is that the Charger was totalled in the actual film in the scene where it looks as if it hits some petrol pumps and explodes. Well, it missed the pumps but did explode, and the fire is said to have destroyed the car.

However, most reckon there were two Chargers, and if there were two, which seems very likely, then what happened to the other one? Legend has it that the enterprising young man who was told to take it to the crusher thought better of it, and it still exists somewhere. Just imagine what that baby would fetch today!

Australian Siblings?

Well yes, if you go far enough back into the Australian and American Charger’s genealogy, they are related. Briefly, the Australian Chrysler Charger descended from the Aussie Chrysler Valiant which, way back in time, was an American Valiant. And in the States, Chrysler used the Chrysler Valiant to spawn the Barracuda, which in turn spawned the Dodge Charger. Simple, really.

Words Tim Monck-Mason Photos Adam Croy

The Challenger debuted with an engine line-up that ranged from a docile slant-six to the powerful 440 Six Barrel and the awesome 426 Hemi. Other pony cars could only dream of a line-up like that.

In keeping with the fashion of the times, the Dodge Challenger had a slightly longer wheelbase than its Plymouth derivatives and was produced in both hardtop and convertible versions, including an R/T (Road and Track) performance version and an SE luxury package — the latter featuring leather seats, a vinyl roof, and a ‘formal styled’ rear window.

The R/T was the hot model, with a 6276cc (383ci) V8 engine putting out 250kW (335 gross horsepower) standard, and three optional engines, the 426 Hemi, the more affordable 440 Magnum, and the Hemi-challenging 440 Six Pack, with three two-barrel carburettors.

A heavy duty TorqueFlite 727 automatic transmission was standard on the 440 and Hemi engines, with a four-speed manual as an option. Some people reckoned that the TorqueFlite could outrun the manual, despite the latter’s Hurst pistol-grip shifter and bullet-proof Dana 60 rear axle. A limited slip differential, which would be a desirable feature, was optional, but heavy-duty suspension was standard across the R/T line. The R/T had a standard non-functional dual-scoop hood, rather than forcing air into the engine — for that, you needed the ‘shaker’ hood, which was essentially an attachment to the air cleaner that protruded through the hood.

The Movie

While sick and spending time at home from school a young 12-year-old Carl Bullivant was watching TV, and just happened to come across a movie that would change his life forever. Carl had no idea what the movie was called, but knew the car was awesome. Barry Newman driving his white beast had Carl glued to the screen until the end. At the time, he had no idea what the car was either other than it had a V8 and was white. One thing was for certain, Carl loved what he saw.

He did his homework in his late teens and learned what this mysterious car was. The car in the movie, of course, was a 1970 Dodge Challenger R/T; the movie, Vanishing Point.

After some limited research Carl started searching for a Challenger in any condition, although he really had no idea what to look for, what numbers matching really meant and what was a good buy. After six months of searching Carl decided to look through a free listing website that was basically back-country in web terms. The site was www.sellit.co.nz, a site Carl thanks for allowing him to find his dream car.

Listed in its small variety of cars for sale section was a wee advert with no photos, which read, “For sale: ’70 Challenger R/T, white, #s matching, 440 and auto, Paraparaumu” — bingo! Carl couldn’t believe his eyes!

An anxious call immediately followed, asking if the Challenger was still for sale, which it was. At this point Carl was beside himself, asking to view the car that day after work. The seller said he had just listed it a few days prior and had great interest from several potential buyers in Auckland, but since Carl was closest he’d let him have first dibs.

What luck, Carl’s dream car was only a 30-minute drive from home so it was truly a rare find. The car had been in New Zealand since July 30, 1971 so was one of the first Dodge Challengers to be landed here. To this day she still wears the classic black on white plates showing her age, and also showing the new American muscle car imports that she’s paid her dues and done her time on New Zealand’s blacktop.

Nerve-wracking

Carl says seeing his first Dodge Challenger (in white, just like Newman’s steed in Vanishing Point) in person was one of the best things ever.

After he’d met the owner, the old garage door was rolled up slowly but surely revealing the Challenger. Carl was barely able to resist pulling out the cheque book then and there. Looking around he didn’t have a clue what he was looking for, but going through the details with the owner Carl knew he was going to own this car. He got straight to the point and asked the owner what his bottom dollar was: $24,000 was his reply (this was in 2003). Carl’s response was to the point — “Done!”

Carl’s first experience driving the Challenger was quite nerve-wracking, as this was his first V8, first LHD vehicle, first muscle car, and the Challenger wasn’t in the greatest running order, with lots of squeaks and rattles and she was running a little rough. The fuel gauge was showing empty — or was that E for enough? Mixed in with peak hour traffic and a busy gas station forecourt it all made for a pretty stressful evening, and just to make things worse, it was raining.

Getting her home and into the garage was the best feeling ever. Carl finally had his Challenger. It had great New Zealand history including forays into drag racing — which may have explained its odd spoiler and several other Mad Max-like additions, most of which seemed to date from the mid ’80s. It was exactly what Carl had dreamed of owning, a 1970 Dodge Challenger R/T, 7210cc (440ci) Magnum, automatic and with all numbers matching to boot.

Three-year project

Over the next three years the car was fully stripped and restored to the highest standards by Bristol Restorations in Upper Hutt. Every nut and bolt, every detail was gone over with a fine-toothed comb and all the best parts and suppliers were used to create a Class 1 show condition vehicle — fit for driving and display.

The Challenger’s exterior was in pretty good shape. It had a vinyl top, which Carl knew was covering more than the eye could see and wouldn’t be put back on. There were a few rust spots around the guards and a few small spots around the lower guards, but nothing major. The engine bay was an eyesore, but all the original parts were still present and correct.

The previous owner informed Carl that this was originally a B5 Blue car, which is correct. One of the prior owners had painted it Alpine White some time in the late ’70s and Carl kept this colour — although it’s now a little brighter, as he chose Chrysler PW7 Bright White when it came time to repaint the Dodge.

In this decision, his memories of Vanishing Point did help somewhat — the Challenger in the movie is also a white hardtop coupe — but it wasn’t the only reason for keeping and painting the car white. It has spent the majority of its life white, and Carl enjoys the feel and vibe of the whole car chase and the movie. His vehicle is far from an exact replica, but that’s how Carl wants it to remain.

The Challenger’s interior featured an original bucket seat with a rare column shift option. The interior colour was also B5 Blue, bright blue metallic. A previous owner had removed the original bucket seats and replaced them with a 1970 bench seat with fold-down armrest (buddy seat), which made sense with a column shift-equipped car. Sadly, Carl believes the Challenger’s original build sheet (if it had one) went with the original bucket seats. It’s long gone.

A new black interior and correct 1970 Challenger items were purchased, including a console, steering column, bucket seats, and a Slap-Stik set-up with a Harms tilt pistol grip to top it all off.

Improving the breed

Carl admits he’s a huge fan of stock-appearing cars that hide any modern improvements. He likes people to think his Challenger is completely stock until they really look hard and spot some of the improvements. Factory spec cars are nice, but anyone who knows Mopars (and other brands) will tell you that the build quality was quite sloppy.  The muscle car era was about squeezing huge engines into cars with style and appeal, and delivering them to dealerships as fast as possible to keep abreast with demand. This meant a lot of items were overlooked, and craftsmanship suffered on the production line. Carl has drastically improved his Challenger in these areas, creating a better than stock car.

The underside was treated to a hardwearing black rubber compound treatment for durability and ease of cleaning. Carl went a step further, detailing items that are usually overlooked, like blacking out the bolts behind the grille, radiator support and headlight surround area. If the radiator supports and the surrounding area are not blacked out, the attention is taken away from the grille, with the radiator and bolts taking centre stage as they can be extremely visible through the honeycomb grille.

Carl also painted the factory body lip below the sill black to keep things extra tidy. This helps keep the sill profile perfectly on show, and allows the car’s lines to stand out more effectively. Other details include blacking out all visible interior screw heads, which really makes the interior come to life by giving it a superb all-black look, feel and finish. Carl felt the silver screw heads detracted from the overall appearance.

Additional upgrades include TTI headers, an x-pipe exhaust and stock-looking, but larger internal exhaust tips. A viscous fan package, Edelbrock 750 carburettor and Edelbock IAS performer shocks were used and the brakes were upgraded to MPBrakes discs. Carl also opted for 1971 to ’74-style Rallye wheel centre caps instead of the ’70 caps, feeling that the dark argent shade breaks the wheel up more than the originals. The last addition was the new Gear Vendors Autoshift sequence overdrive system, which allows Carl to cruise at 104kph at 2200rpm, and makes the 3.91 run like 3.05 in OD. The car has some great factory options, which still remain, including power windows, power brakes, power steering and air conditioning.

Lucy

Carl has named his Challenger ‘Lucy’ because he loves his cars like he’d love his kids and family. It’s all to do with a girl he once had a crush on in primary school. Lucy was the girl at school and a few years older than Carl. She had blonde hair, blue eyes, and was popular. Before he could muster up the courage to approach her, she moved schools and he never saw her again. So Carl named his Challenger after her, his first ‘love.’ Ironically, Carl has since located Lucy and they keep in touch regularly.

After three years of work, the day finally arrived for Carl to collect Lucy from the restoration shop. He had mixed feelings, from being nervous about driving her for the first time in so many years to being excited beyond words.

It was a very long restoration project but Carl reckons that the money, stress and time were all worth it.

Dave and Adam at Bristol Restorations in Upper Hutt had done their job meticulously, working together with Carl to build his dream car, and he now says he couldn’t have gone through a build like this with any other shop or, indeed, without the help of his parents.

Carl picked the Challenger up two days before Christmas and, although he’s been guilty of saying it in the past, this time, without a doubt, this was by far his best Christmas present ever!

Carl has since clocked up a few thousand kilometres in the Challenger. He reports she performs better than he could ever have imagined and receives a fair amount of attention wherever she goes.

But wait, there’s more. Carl and his restoration team at Bristol Restorations have embarked on a new project. They are now building and restoring a 1971 Triple Black Plymouth Hemi ’Cuda (which Carl has christened Madeline) which will have no extra weight options, a custom built FHO Tim Banning 8849cc (540ci) EFI alloy Hemi engine, five-speed transmission and XV suspension components.

Carl also owns and runs the NZ Mopar Registry and Forum. There’s just something about these Mopar owners, I’m convinced it must be in the blood.

1970 Dodge Challenger R/T

Engine: V8
Capacity: 7210cc (440ci)
Valves: Two valves per cylinder
C/R: 10.1:1
Max power: 298kW (400hp) at 5000rpm
Max torque: 664Nm (490lb/ft) at 4000rpm
Fuel system: Single 4bbl carburettor
Transmission: TorqueFlite 727 Automatic
Suspension F/R: Torsion bar/leaf spring
Steering: Recirculating ball, power assisted
Brakes: Disc/drum

Dimensions

Wheelbase: 2820mm
Length/width: 4905mm/1951mm
Weight/height: 1543kg/1297mm
Track (F/R): 1530mm/1556mm

Performance: Automatic

0-100kph: 6.2 seconds
Standing 1/4: 13.7 seconds

Words: Ashley Webb Photos: Dan Wakelin

There has been much publicity over recent years about the increasingly escalating prices of US Muscle Cars, as global demand by baby boomers purchasing
their dream cars continues to grow

Who would have thought, least of all the Dodge brothers John and Horace, that in 2007 late ’60s Dodge muscle cars would lead the big-buck pecking order, with some rare Hemi models fetching over a million NZ dollars at auction in the US. As with the New Zealand property market, experts and economists have been predicting a downturn. However, the muscle car frenzy continues to rage out of control, with collectors and investors alike continuing to snap up everything and anything that is even remotely rare and/or original and with the right options, especially if it’s a Hemi.

Birth of the Coronet

In 1949 Dodge introduced the Coronet, which was the top trim level offered by Dodge. The 74.5kW (100hp), L-head, six-cylinder Coronet, coupled to a fluid-drive, three-speed automatic transmission, was similar to the Meadowbrook models, differing only in interior options and trim.

In 1950 the Dodge Coronet remained top dog for Dodge. It was still similar to the 1949 model, the additional features were cosmetic with added chrome trim on the wheels, and the Coronet name appearing on the rear guards. It was little changed for the following two years, apart from the exclusion of the eight-passenger sedan in 1952.

The Dodge Coronet incorporated an ornamental ram-air scoop on the bonnet in 1953. The 104kW (140hp) Hemi-head overhead valve V8 engine was also available, and the six-cylinder engine had crept up to 77kW (103bhp).

More exterior chrome included a centre body strip, and the Coronet name in script letters could be found down the sides of the rear guards on 1954 Coronet models.

The Coronet was on show to tens of thousands of spectators, who witnessed the convertible body-styled Coronet, in all its grandeur, as the official pace car for the 1954 Indy 500.

The 1955 Coronet, now the base trim level for Dodge, was drastically restyled and grew by 152mm, became wider and sat lower to the ground. Both the six and eight-cylinder engines produced more power, with the V8 capable of 130kW (175bhp). The exterior trim also got the once-over, with a revised grille divided into two separate openings incorporating the parking lights, together with a stylish wrap-around front windscreen and tri-coloured paint schemes. This model was a success with the public, and sales soared.

Riding on the wings of that success, Dodge made the wise decision not to mess with the design for 1956. The side trim and taillights were slightly modified, and tail fins now protruded from the rear. A push-button transmission was offered as optional equipment. This technology had been borrowed from Chrysler, and proved to be rather popular.

The first Hemi-powered Coronet

In 1956 Dodge created a true ‘sleeper’ car. The Coronet D-500 appeared to be similar to other Coronets, but hidden under the hood was a 5162cc (315Cci) V8 that could pump out 194kW (260hp). It was able to go from zero to 96.5kph in under nine seconds.

One of the NASCAR rules was that to compete, at least 500 identical models had to be produced. The Coronet D-550 was a purpose-built vehicle intended for the Nascar circuit. It featured a 315 cubic-inch Hemi V8 that produced 212kW (285hp). In addition to a larger engine, the suspension, tyres, brakes and transmission were all modified to create a highly competitive, very effective muscle car/racing machine.

The 1955 Coronet, now the base trim level for Dodge, was drastically restyled and grew by 152mm, became wider and sat lower to the ground

The ‘Forward Look’ design was incorporated into the 1957 Coronet as the wheelbase and overall length grew once again, and it sat even lower to the ground.

One of the most recognisable features was the larger tail fins. Up front, the headlights sat nicely below the headlight ‘brows’, and a chrome strip now ran the entire length of both sides of the body. In general more chrome could be seen throughout the entire vehicle, encompassing lights and grille openings. The new Coronet D-501 engine featured a 5801cc (354ci) Hemi V8 that produced 254kW (340hp). Only 101 examples were produced. The suspension was updated to include a torsion bar front set-up and rear, heavy-duty shock absorbers and leaf spring suspension.

The quad headlights and grille were the most significant changes for 1958. Dodge focused on improving engine performance. All the engines on offer were the ‘wedge’ single rocker head design, which included the impressive 248kW (333hp) fuel-injected 5916cc (361ci) V8 in the line-up. The Dodge name could be found in block letters along the front edge of the hood.

Hidden under the hood was a 5162cc (315ci) V8 that could pump out 194kW (260hp). It was able to go from zero to 96.5kph in under nine seconds.

There were bigger fins and more exaggerated headlight brows for the 1959 Coronet as the length and wheelbase grew even more. The 6276cc (383ci) V8 engine was available with 257kW (345hp) in its Super D-500 format. Buyers could indulge in an extensive list of options, one of them being the Swivel-Seat. With the push of a lever the seat could swing out to meet its occupant.

Another option offered by Dodge was the self-levelling rear air suspension, called LevelFlite. The name ‘Dodge’ could be found in block letters on the trunk lid. The Coronet name was in script and appeared on the front fender.

Steroids for the ’60s Coronet

The Coronet name did not reappear on a Dodge vehicle until 1965. Now a mid-sized muscle car, the 1965 Dodge Coronet featured the 6981cc (426ci) Hemi engine that produced a massive 317kW (425bhp). The base trim models received the 3671cc (224ci) six-cylinder engines. The Dodge name was proudly displayed in block letters across the front of the bonnet, and the Coronet name was in script along the tip of the front guard. A slightly shorter, restyled version of the Coronet was available in 1966.

With the race Hemi engine available it was more suitable for drag racing than street driving, making it the most powerful production car engine ever built. Bucket seats were standard, and the choice of vinyl or vinyl-and-fabric upholstery was left up to the buyer. Fifteen exterior acrylic enamel colour choices were available.

The 1967 Coronet received the Charger grille as well as some minor rear end changes. The R/T (Road & Track) Coronet was introduced in both two-door hardtop and convertible versions, selling well over 10,000 examples. The 7210cc, 280kW (440ci, 375bhp) V8 engine was capable of propelling the car from zero to 96.5kph in seven seconds, and became a regular sight at drag strips. If that was not enough, a 426 cubic-inch Hemi engine could be substituted for just $460. Only 238 vehicles were equipped with this 317kW (425hp) engine. Fifty-five vehicles were built to comply with the Hot Rod Association Super Stock B rules. These SS/B models were equipped with the 440 cubic-inch V8 engine, and produced 280kW and 650Nm of torque.

Restyled

In 1968 the Coronet was restyled and given a smoother, rounder profile. Quad headlights were incorporated into the full-width grille. In the rear the taillights were incorporated into a full-width panel. Exactly 10,456 Coronet R/T versions were sold, while 230 examples of the Coronet 426 cubic-inch V8 were produced. The Coronet was completely restyled, while bucket seats, a dual exhaust, heavy-duty suspension and brakes all became standard equipment. The 440 cubic-inch V8 Six Pack became available in 1969. With this 291kW (390hp) engine, a zero-to-96.5kph time of 6.6 seconds could be achieved. The 426 and 440 engines were still available offering 317 and 280kW (425 and 375hp) respectively.
Restoring the Coronet

The street Hemi engine stands alone in the field of pushrod engines due to the amount of power it can produce

Unfortunately, sales continued to fall, and less than 7240 examples were produced in 1969. The styling remained unchanged from 1968. The Coronet Super Bee and R/T versions were outfitted with the 426 cubic-inch Hemi V8. They were offered in two-door coupe configuration, of which 166 examples are estimated to have been produced. Ninety two-door hardtops were also constructed. In the R/T configuration, there were 97 of these two-door hardtops and 10 convertibles. Production of the Coronet continued until 1976.

Hemi Power — America’s ultimate V8

The street Hemi engine stands alone in the field of pushrod engines due to the amount of power it can produce, and because of its rarity, as it was produced for only six years. Those years constituted the peak of the muscle car era, and the Hemi was at the top in terms of power and availability.

Over the years the phrase ‘hemispherical combustion chamber’ has been shortened to Hemi. The combustion chamber on a Hemi engine is hemispherical, and if you were to cut a tennis ball in half and look inside, you would see that it forms the same shape as a hemispherical combustion chamber. No other shape can contain the same volume with as little surface area. This low surface-to-volume ratio improves the engine’s volumetric and thermal efficiency. At high revs, combustion time is at an absolute minimum, and the Hemi design works best to boost power.

Another advantage of the Hemi design is the valve location — with one on each side of the combustion chamber — which allows for the shortest intake and exhaust ports and the largest valves possible. This flow-through design contributes to valve cooling, and combined with the spark plugs placing dead centre makes the Hemi engine design so effective.

The street Hemi engine was the result of the proliferation of high performance street cars in the mid ’60s, and the fact that because Chrysler wanted to race at Nascar tracks it built a production version of the engine. Engineers outlined a format for a detuned Hemi for B-body cars. The suggestion was for an engine with dual four-barrel carburettors, cast iron exhaust manifolds, cross-bolted main bearing caps and an intake manifold and camshaft that would provide ample power, but maintain drivability in winter and summer. Preference was for a hydraulic cam, but solid lifters would be acceptable and would include thermally controlled pistons to reduce engine noise when cold. The engine was to be developed for both four-speed and automatic transmissions, and stipulated no air conditioning and no limited warranty.

It was made official on January 12, 1965 — there would be a street Hemi for the 1966 model line-up. A few changes were needed to the Hemi block’s mounting lugs. The crankshaft and rods were the same as those used on the A-990 race cars together with the valves, mechanical lifters, pushrods and rocker arms, and the camshaft was smoothed out to a relatively mild 276 degrees of duration.

Street Hemi

This new street Hemi bowed to the history of dual quad-intake manifolds of the past. A newly designed aluminium dual-plane manifold boasted two Carter AFB carburettors, coupled to a mechanical staged linkage that allowed for routine street driving to be done on the rear carburettor. The heads came in for some minimal treatment in order for the large cast iron exhaust manifolds to be fitted. Because of the size of the Hemi’s 4.7-litre oil pan, a 203mm-wide plate was added to the K-member for additional protection.
A new cast iron bell housing was made to house the Street Hemi’s clutch. Only two transmissions were slated for the new engine — the A833 four-speed manual and the heavy-duty A727 TorqueFlite.

Each new engine was carefully built, inspected and dyno tested to prove it was capable of consistently producing 317kW

Each new engine was carefully built, inspected and dyno tested to prove it was capable of consistently producing 317kW. It was no secret that these engines were going to be hammered hard, and tested to their limits by young street racers wanting to emulate Dick Landy and Ronnie Sox. Any failures would hurt the Hemi programme, and damage its reputation as the finest V8 engine ever to be built in America.

Our feature car

Ian Kenyon was born in Halifax, Yorkshire, where he grew up and by the age of 18 had become a diehard American Muscle car fan. Unable to resist, Ian purchased a 1974 Camaro, which he proceeded to restore. As an apprentice panel beater in the late ’70s Ian quickly learned the necessary skills required for the job, and the Camaro soon hit the streets of Yorkshire in all its splendour.

Ian recalls the day that was to change his life forever, when racing a couple of buddies down the motorway. The other two cars were a ’70 Mach 1 Mustang and a ’68 Plymouth Roadrunner. He was racing beside the Mustang in his Camaro and hauling along quite nicely (Ian alleges flat to the boards), but the Plymouth rushed past as if they were standing still. In an attempt to retain some level of dignity they tried in vain to catch the Plymouth, but were horribly unsuccessful. At this point Ian’s new-found respect for the Plymouth sparked his life-long passion for the mighty Mopar.

It wasn’t long before the Camaro was sold and replaced with a ’69 Dodge Charger 440. As a naà ve teenager rushing in with all guns blazing, Ian was soon to discover the car was actually the lesser 383-engine version, and a valuable lesson was learned. Nonetheless, the Dodge was completely stripped and restored, during which time Ian had also bought a ’67 Mustang Fastback as a run-around while the Dodge was off the road.

Over the next 20 years Ian’s passion for Mopars lead him to own many desirable Dodges and Plymouths, including a few staunch Pro Street cars

Over the next 20 years Ian’s passion for Mopars lead him to own many desirable Dodges and Plymouths, including a few staunch Pro Street cars which he built along the way, many of which he wishes he had hung on to. At this stage Ian was not only competent in the art of fabrication and panel beating, but was also an unaccomplished motor mechanic. This experience proved invaluable during six seasons of campaigning and racing his ’64 Valiant Signet around the UK.

Road & Track

In March 1998 the featured ’68 Dodge Coronet R/T was offered to Ian. He was familiar with the car, as the owner was a friend who had bought it some 15 years earlier.
Ian actually remembers the phone call late one night when his friend rang, excited with his new purchase. Unable to wait until the following morning, Ian was there like a shot and spent almost the entire night crawling over the Dodge.

It was in a fairly bad state, as it had originally taken a pounding from some clown driving a fork hoist at the shipping yard, and the then owner had refused to take ownership of it. The shipping company ended up owning the Dodge and it sat, neglected, in its premises for several years.

By the time the Dodge ended up in Ian’s hands not much had been done, and although complete was quite rough. Ian did drive the car for a few years while he collected many parts essential for the restoration project, which begun in late 2002.

The body was completely stripped and put onto a rotisserie, so Ian could learn the extent of the rust and other fabrication work that needed doing. The rust wasn’t too bad though, requiring only a small patch to the driver’s side floor and a new boot floor. The right rear quarter panel required Ian’s special touch, and the left rear quarter was replaced entirely with a new panel. Other new body parts included two completely new doors and a boot lid, pretty much all that was required to complete the body’s refurbishment before applying the factory bright blue metallic paint.

Ian’s attention to detail was almost obsessive, and he was determined that all the suspension components (as well as the rest of the car) would be finished exactly as the car had left the factory in 1968. Although many of the suspension parts were left natural, devoid of any coating or protection from the elements, Ian decided to have the parts passive clear coated. This gave them that natural look Ian was seeking, as well providing protection from rust.

The Hemi engine and TorqueFlite transmission were stripped, and to Ian’s surprise were in reasonably good shape. Both were fully rebuilt to exact factory specifications along with the Positraction rear end, which completed the drive train.

The interior was another story, requiring major refurbishment. Ian had a local upholsterer recover the seats, and was so disappointed with the result that he ended up reupholstering the entire interior himself. This included the head lining, which took Ian three days to complete.

A change is as good as a rest.

Whilst watching Billy Connelly’s hilarious adventures around New Zealand on TV, Ian got thinking. Within 24 hours Ian and his partner Sara had made the decision to head down under and start a new life¦ It was as simple as that.

In the ensuing weeks Ian applied for every automotive job he could find in New Zealand without much success, and received only one “thanks but no thanks” reply.

Luckily, Ian’s brother, already resident in Kiwiland, assisted by passing Ian’s CV to a few prospective employers, including Malcolm Sankey of Matamata Panel Works.
Malcolm, an astute businessman, recognised Ian’s immense talents straight away, the phone interviews commenced and, as they say in the movies, the rest is history.

Ian, the Dodge Coronet, Sara and Remeraz the dog (in order of priority) were on their way to Matamata, New Zealand.

Matamata Panel-restored cars have graced the pages of our sister publication NZV8 on several occasions, featuring in articles on some of its masterfully restored Mustangs.

Ian’s attention to detail was almost obsessive, and he was determined that all the suspension components would be finished exactly as the car had left the factory in 1968

Ian, now a partner in the company, has been working with Malcolm, rapidly expanding their reputation as the best in
the business.

Specs:

1968 Dodge Coronet R/T

Engine   Hemi V8

Capacity:          6981cc (426 cubic inch)
Bore/stroke:     108/95mm
Valves:            Two valves per cylinder
C/R:                10.25

Suspension

Front/Rear:      Torsion bar/leaf spring
Max power:     317kW (425hp) at 5000rpm
Max torque:     664Nm at 4000rpm
Fuel system:     Two 4bbl carburettors
Transmission:  TorqueFlite
Steering:          Steering box/linkage
Brake:s           Drum
Economy:        Not good

Dimensions

Length/width:    5248mm/1948mm
Height/WB:        1344mm/1.77m
Track F/R:        1521mm/1504mm
Kerb weight:     1601kg

Performance

Max speed:        251kph (156mph)
0-100kph:        4.8 seconds
St. 1/4 mile:      13.5 seconds

The original introduction of the Hemi V8 put Chrysler well ahead in the American performance race. The well equipped 300-series cars added luxury to the power recipe. Today, it seems like Chrysler is trying to turn back time with the new 300C, but how does it compare to the classic Hemi-engined executive hot rod?

Words: Allan Walton Photos: Quinn Hamill

In the early years, Chrysler was often noted as one of the most innovative of American auto-makers. Its cars featured many advanced features including alloy pistons, hydraulic brakes and high-compression engines. These advances meant that the Chryslers of the ‘20s offered greater all-round performance than many other Amercian cars of a similar size and price. This was ably demonstrated through some successful forays into motorsport, which included some creditable placings at the Le Mans 24 Hour Race, especially in 1928.

Chrysler had never before essayed a V8 or, indeed, an overhead valve engine, but the company’s new V8 was soon recognised as a market leader

As part of this early innovation, in 1934 Chrysler debuted their radically-styled Airflow. Alas, this car did not find favour amongst motorists of the day, and by 1937 the Airflow had been consigned to history. However, the legacy of its failure lived on — and for almost two decades Chrysler avoided anything even remotely radical.

It was not a particularly good move and, as the ‘50s moved closer, Chrysler found itself lagging behind its rivals. By that time the dominant style of US car featured an ohv V8 engine, automatic transmission and two-door hardtop body styling. Chrysler offered none of these features. That would all change. In 1950 Chrysler produced its first pillarless hardtop and, more importantly, in the previous year it had introduced it’s new V8. An automatic transmission option would have to wait until 1954.

Firepower

Chrysler had never before essayed a V8 or, indeed, an overhead valve engine, but the company’s new V8 was soon recognised as a market leader. This technological lead was down to Chrysler’s use of hemispherical combustion chambers, a lateral valve arrangement and centrally located spark plugs. By comparison, GM’s ohv V8 featured inefficient wedge-type combustion chambers. With the 1951 introduction of the Firepower V8, Chrysler upped the ante yet again and the V8’s specific output shot up from 160 to 180hp — giving it a considerable power advantage over GM’s V8 engines.

Although no one realised it at the time, the legendary American horsepower race had begun — and when the first Chrysler C-300 appeared in 1955, the die was cast and the race was really on. If Ford and GM thought they could compete against the C-300, their aspirations would soon be dashed when, for the 1956 model year, Chrysler introduced the 300B — a car which earned the title of the most powerful production car in America. By 1957 — the year of our featured 300C — the Hemi engine had a capacity of 392ci (6424cc) and in the 300C it was available in 375bhp (280kW) or 390bhp (290kW) configurations with compression ratios of 9.25:1 and 10.0:1 respectively.

Sucking petrol through two WCFB Carter four-barrel carburettors that were reputedly capable of flowing an astonishing 900cfm, the 300C was capable of despatching the 0-60mph dash in just under eight seconds. No mean feat for a luxuriously equipped car weighing in at over 2000kgs. Even the 300C’s on-road ability was remarkable for its day, with handling that put the big Chrysler into a different class from its contemporary American rivals. However, Chrysler’s decision to use non-power steering meant that the 300C was something of a challenge to drive around town. With its Flite-Sweep styling — courtesy of Chrysler stylist Virgil Exner — the 300C came right out of the jet age. There was even a suggestion of aerodynamic advances, as the 300C’s large rear fins were credited with improving the car’s stability at speed.

Reviving a legend

In comparison to the be-finned, Buck Rogers styling of the ’57 car, Chrysler’s new 300C looks much more conservative. Rather like a Bentley Continental GT that has been attacked by the guys at the Monster Garage (indeed, in the US there are several firms offering replica Bentley radiator shells for fitment to 300Cs — a popular choice for rappers looking for more bling) but underneath the Chrysler’s brash, aggressive exterior lurks the latest Mercedes-Benz E-Class platform. And, while the 300C is undoubtedly an American car, much of the original design input came from Europe. Indeed, the cars themselves are assembled at Magna Steyr in Austria.

This technological lead was down to Chrysler’s use of hemispherical combustion chambers

However, unlike its Mercedes counterparts, the 300C’s overall philosophy is based more on the tradition of the US muscle car than on the multi-valve high-technology offerings coming from Europe. As such, the Chrysler is unashamedly rear-wheel drive, big, beefy and, of course, powered by a large capacity pushrod V8 — in this case a modern iteration of Chrysler’s legendary Hemi. For the 300C, though, the Hemi has sprouted some modern touches — chief of which is its multi-displacement engine system. Simply put, this allows the 300C to switch seamlessly from four to eight cylinders, depending on how it is being driven. This goes some way towards improving fuel economy (an important issue now that petrol prices are heading towards two dollars a litre) but, in the real world, I wonder how many 300C drivers will resist the impulse to exploit the Hemi’s stump-pulling 525Nm of torque, not to mention its 250kw power envelope?

Resolutely American

Modern US cars are usually let down by their interiors — at best brash, at worst just plain cheap and nasty. The Crossfire is a good example, not only does that car’s cockpit look unpleasant, its also a good indicator of how Chrysler cuts costs on its cars when it comes to interior design. Fortunately, the 300C fares better. While still resolutely American, the 300C’s cabin — our test car was kitted out in grey leather — appeared to be well screwed together and gave off an aura of style completely absent from the dismal interiors offered by Australian rivals Ford and Holden.

Past and present

In order to get a real feel for the new 300C, we traveled out to Franklin County to meet an old friend — Owen Griggs. Owen is probably New Zealand’s foremost authority on the classic Chrysler 300 and owns no less than three of these hugely rare automobiles. We’ve featured his 1957 300C before in NZCC, but it has been a while since we caught up with the man and his cars. We could think of no better excuse to meet up again than by driving the new 300C onto his driveway for a personal assessment.

Putting the two Chryslers together was educational. The new 300C had, on our first meeting, seemed like a large car, but alongside Owen’s ’57 model it suddenly morphed into a mid-size saloon. The 1957 car is simply huge and its massive rear fins — which begin to sprout just behind the doors — only add to the overall effect. However, there were a few points of similarity, most notably the egg-crate grille of each car. And, although the two cars are decades apart, the luxurious interior of the classic 300C is echoed by that of the newer car — although with rather less sense of space. Styling and modern fashions aside, its easy to see the genetic link between the cars. It does seem a pity, though, that Chrysler followed the current trend towards engine packaging and encased their new version of Hemi in plastic boxes — the under-bonnet of the ’57 car, while being less neat and compact, really gives you a chance to check out the engine.

Poise

On the road it’s chalk and cheese — as you would expect when comparing modern technology with that of the ‘50s. Both cars drive extremely smoothly, but the new 300C has a huge edge in the handling stakes, belying its size with unexpected competence. Even so, the ’57 300C displays remarkably poise — since the last time we drove Owen’s car it has been fitted with radial tyres and has received a suspension upgrade. These changes have added new levels of grip, a firmer ride and cut down the amount of body roll under hard cornering. The new car is also a lot easier to drive, while the classic Chrysler can be a real handful, especially along tight roads.

there were a few points of similarity, most notably the egg-crate grille of each car

But the new car isn’t a winner all the way in this comparison. While both these cars tip the scales at around the same weight, the older 300C has a distinct power and torque advantage. In an outright, straight-line sprint, the new 300C would easily overwhelm the older car but, as both cars approached their terminal speed, the ’57 would pull ahead as it forged onwards to a higher top speed than the new car. The upcoming SRT8 version of the 300C will rebalance the performance equation.

Rivals

Inevitably, in New Zealand, the yardsticks by which the new Chrysler 300C will be judged are the HSV Clubsport and Ford FPV GT, which are also V8-powered, rear-wheel drive sports saloons. The Hemi-engined 300C offers similar performance to both these Aussie rivals, but at a better price — and the SRT8 promises to blitz both the Holden and the Ford on both price and performance. However, the decision between these three rivals is not simply down to their engines and their performance — its also about style. With the advantage of being purpose-built rather than, like Holden and Ford, being based on a more humdrum family saloon, style is something the Chrysler has in spades. Simply put, its road presence is far more impressive than either of its direct rivals. You simply can’t help but notice the distinctive 300C amongst the hordes of Holden and Ford V8’s that infest our roads.

After a week behind the wheel of the new 300C, we came away mightily impressed. Listen to the exhaust note of the Hemi at full noise and you are left in no doubt that in the Chrysler 300C there has been a serious attempt to resurrect the classic US muscle car philosophy. Putting all that aside, we’ll leave the final thoughts on the new Chrysler 300C to Owen. Here’s his opinion after returning from a long drive in the new car over his local roads: “I think I could live with one of these. I’d certainly like to own one and put it into the garage alongside my other 300s.” On that basis alone, it seems that Chrysler have done their sums correctly. The Hemi legend continues.
[For the full story on Owen’s 300C, check out NZCC Limited Edition Collectors’ Series #1 — Classic Muscle Cars]

1957 Chrysler 300C    2006 Chrysler 300C

Engine: Firepower Hemi V8                Multi-displacement Hemi V8
Valves: pushrod ohv                          pushrod ohv
Capacity: 6424cc                                 5654cc
Bore/stroke: 102.5mm x 100mm               99.5mm x 90.9mm
C/R: 9.25:1                                  9.6:1
Max power: 280kW (375bhp) @ 5,200rpm    250kW (335bhp) @ 5000rpm
Max torque: 570Nm (420lbs/ft) @ 4,000rpm    525Nm (387lbs/ft) @ 4000rpm
Fuel system: 2 x 4bbl WCFB Carter carbs fuel-injection
Transmission:TorqueFlite 3-speed pushbutton auto    five-speed auto
Brakes: hydraulic drums    disc/disc, ABS, ESP
Suspension Front: independent with torsion bars    independent, short/long arms and lateral links, tension    bar and stabiliser bar
Suspension Rear: semi-elliptic leaf springs    independent with stabliser bar
Steering: recirculating ball, PAS                    PAS

Dimensions

Lenght / Height: 5620mm / 1402mm        4999mm / 1483mm
Width / Wheelbase: 2020mm / 3231mm    1881mm / 3048mm
Track F/R: 1570 / 1538mm                  1604 / 1604mm
Kerbweight: 2052kg                                  1931k

Performance

Max speed: c145mph (234kph)                 130mph
0-60mph: 8.6 seconds                          5.3 seconds
0-100mph: 24.9 seconds                          13.4 seconds
New Price: $69,990

300c srt8

Just as we went to press, Chrysler Group New Zealand announced the arrival of the new SRT8 — a higher performance version of the 300C. Fitted with a 6.1-litre Hemi V8, the SRT8 boasts a 25 per cent power increase over the 5.7-litre car (up to 317kW) and a increase in torque to 569Nm — lifting its engine output above the prodigious levels of the 1957 300C. With a price tag of $82,900, the SRT8 not only out finesses top V8 models from Holden (HSV Clubsport) and Ford (FPV GT) in price, it also provides drivers with more power and that includes Holden’s upcoming 6-litre V8.

Outward changes remain subtle, including the fitment of 20-inch alloy wheels and 45-profile tyres and a revised interior, while a suspension upgrade means a lower, more aggressive ride height. Look out for a road-test of the SRT8 in a future issue.

Any Daytona is a special car in its own right, but this EV2 Hemi Orange car has its own unique chapter in the Daytona history pages.

Words: Bruce Simpson Photos: Jared Clark

Motor sport had enjoyed phenomenal growth in the United States, driven by the burgeoning baby boomers’ insatiable desire for speed. NASCAR, ruled with an ironclad grip by founder Bill France, ran on the dirt tracks, which were circle tracks, and its organisers were busy constructing more high banked super-speedways fuelled by ever increasing television coverage that had dramatically enlarged the stock car fan base from its Dixieland home, with nationwide coverage boosting popularity of what was just once a good ol’ boys affair. GM had pulled its divisions out of sanctioned motor sport in 1963, leaving Ford and Chrysler locked in a deadly battle for supremacy.

Win at all costs

The hoary old dictum, ‘win on Sunday, sell on Monday’, took on a whole new meaning — victory at the premier Grand National race, the Daytona 500 brought hordes of eager punters onto showroom floors seeking a piece of the action. Even though ma mightn’t let pa go the whole hog, and option the hottest big-block V8s, happy buyers basked in the pride of ownership that rubbed off from the NASCAR race-winner of the day.

Automotive aerodynamics was still a brave new world in the ’60s

Consequentially, the factories adopted a ‘win at all costs’ strategy, so without factory backing victory became nigh on impossible. The factories dished out their race cars and racing equipment through two leading race car builders, and potential Ford or Chrysler teams had to deal with one or the other. Holman-Moody, based in Charlotte, North Carolina, distributed the Ford racing iron, and Nichels Engineering in Highland Indiana was Mopar’s race car outlet. The full weight of both corporations’ engineering divisions backed the race teams to the hilt.
With millions of dollars of potential sales at stake, competition was intense, and the winners’ parade on victory lane see-sawed back and forth as the decade wound out.

Street Hemi

Then 1966 heralded the introduction of Mopar’s legendary 426 Street Hemi, finally homologated for NASCAR after two years of wrangling with Bill France. When the dust settled, Chrysler had racked up 18 victories for Dodge and 16 for Plymouth, easily beating Ford’s 10 and Mercury’s two. The next year was even better for the Pentastar brigade, with Richard Petty gaining his crown as King of Stock Car racing by clocking up 27 of Plymouth’s 31 victories — a record unbroken to this day — with Dodge picking up six wins and Ford 10, while Mercury sat on zero.

Then 1968 brought an end to the temporary Mopar reign, with Ford a clear victor with 21 wins, plus six for Mercury whilst Dodge only garnered five, and Plymouth took 16. Something had to be done, especially from Dodge’s point of view. Its new ’68 Charger won accolades for styling, but on the super-speedways the recessed grille acted like an air scoop, trapping air, and causing 567kg of front lift at 180mph — making the car extremely hard to handle. A front spoiler knocked lift back to around 227kg, improving the handling, but it caused unwanted additional drag. Compounding Dodge’s problem was the rear window’s near vertical angle, combined with the fastback rear pillars. This created a tunnel effect, causing lift at high speeds.
Dodge knew the Hemi produced more power, but the Fords and Mercurys were faster and that meant only one possible solution: the Charger had to be able to slip through the air stream more easily.

Dressed for combat

Automotive aerodynamics was still a brave new world in the ’60s. Cars were supposed to make power by brute force alone. Like its rivals, Chrysler had a military and an aerospace division to soak up dollars provided by lucrative federal contacts from Uncle Sam, and initially five aerodynamicists were recruited from these. They found that very little work had ever been done in relation to automobile aerodynamics. There was a total absence of engineering or scientific papers to refer to, and they literally had a blank slate to which to apply their knowledge.

Chrysler used two wind tunnels, the Wichita State University tunnel — which required the use of 3:8-scale clay model cars — and the Lockheed tunnel in Atlanta, Georgia. The Lockheed tunnel could take full-sized cars but could only be accessed through a 4.2-metre hole in the ceiling, designed to take scale model aircraft. Since the cars were 5.5 metres long a special cradle had to be made to lower them in at a 45-degree angle.

Aerodynamicist John Pointer solved the aerodynamics problem by stitching the flush grille from a ’68 Dodge Coronet into the Charger’s nose, and created a plug rear window to smooth out the buttressed C-pillar section. This upgrade was introduced to the motoring press in 1968 as the ’69 Charger 500, duly named for the 500 units Dodge would have to produce to homologate the model for racing. It actually only produced around 392 examples, but this didn’t stop them racing.

Producing this model on normal assembly lines was not a viable option, so Dodge gave the job to Detroit firm Creative Industries, which undertook custom work for GM, Ford, and Chrysler on a regular basis. Unfortunately for Mopar fans, Ford hadn’t been exactly sitting on its corporate hindquarters while the Charger 500 was race readied, and Holman-Moody partner, Ralph Moody, had significantly improved the already slippery Ford Torino and Mercury Cyclone by designing a lower nose and flush grille, further enhancing their aerodynamics.

Christened the Torino Talladega (after the new Talladega super-speedway being constructed in Alabama) and Cyclone Spoiler II, these ‘aero’ cars would do battle with the Mopars at the biggest stock car race of the year — the 1969 Daytona 500. The race was tightly fought and it all came down to the last lap, where LeeRoy Yarbrough’s Talladega nosed past Charlie Glotzbach’s Charger 500 to take the race by less than a car length. Even though the Ford was running a better choice of racing rubber than the Dodge, Special Vehicle Group’s head stock car engineer, Larry Rathgeb, realised the Charger 500 simply wasn’t good enough to take the Fords out of contention. It was back to the drawing board, and fast.

Charger Daytona

Chrysler was determined to be in the winner’s circle, ace driver Charlie Glotzbach duly noted, “It wanted to be number one and it didn’t care what it took to do it!” A new model, the Charger Daytona, had been planned for 1970, and this was unceremoniously shifted forward to 1969 for the grand opening of the Talladega Speedway on September 8 — months away. No doubt this was planned in order to upstage Ford’s use of the Talladega name. Five hundred cars had to be built for retail customers by then, and the model had to be introduced to the press by April 1969. At that point only hand drawings existed, two remarkably similar but unrelated concepts by John Pointer and Bob Marcell.

At the meeting that would kick start the creation of Mopar’s ‘winged warriors’, Plymouth’s management was noticeably absent. When pressed for reasons for the no-show, Plymouth’s Jim Stickler replied that since Plymouth had Richard Petty it didn’t need engineering’s help to win, a comment that would no doubt come back to haunt him since Petty, disappointed by the lack of a suitable Plymouth ‘aero’ car to compete with the Blue Oval boys, was poised to defect to Ford for a one year contract to drive a Talladega!
Initially the new car would be Dodge’s baby.

Green light

The next step was gaining approval from above from vice president and general manager of Dodge, Bob McCurry. Larry Rathgeb and Dodge product planner Dale Reeker fronted up with the drawings. “God it looks awful, will it win races?” said McCurry. Upon hearing the affirmative he gave the project the nod, adding, “If anyone gets in your way, just let me know and I’ll keep the path clear for you.”

With the green light given, the race to develop the Daytona was on. Normal model development programmes went by the wayside, and the team was split into three groups. John Pointer, now a test engineer, was to co-ordinate the practical testing at Chrysler’s Chelsea Proving Ground’s high-speed five-mile banked oval track. The Aerodynamics Group, all six of them, were to undertake wind tunnel testing, and product planner Dale Reeker was to oversee Creative Industries’ efforts to build sufficient Daytonas to homologate the model for competition.

The primary goal of the Daytona programme was to come up with eight kilometre per hour, or a five mile per hour, increase per lap on the super-speedways. For the 426 Race Hemi to achieve that by itself, a 63kW (85hp) increase would be required over the 447plus kilowatts (600-plus ponies) it already cranked out, and this was simply unfeasible. Therefore the team decided to reduce aerodynamic drag by 15 per cent to obtain the same results.

A ‘mule’ was constructed for track testing, and the aerodynamicists set to work with 3:8-scale models at Wichita State, with full-sized data from Lockheed backing up their findings.
Finally a sloping nose cone measuring 462mm (18 inches) was chosen over a 231mm (nine-inch) rival, giving lower drag, better directional stability, and most importantly for the street models, providing a workable housing for the headlights. The rear wing kept the aerodynamicists busy in the wind tunnels, and initial studies showed the effects tapered off with a wing size over 15 to 17 inches.

John, who emigrated to nz from England, brought the daytona with him

The problem was that in order to open the Daytona’s boot the wing had to be 23 inches high, and the wind tunnel crew came up with the clever solution of using streamlined vertical supports, and an inverted Clark Y Airfoil, which pulled the car down rather than lifting it up. With the major problems sorted the project was moving at a fast clip, but then the all-powerful styling department, which had been left out in the cold up to this point, decided to muscle in. One leading stylist was determined to carve up the Daytona’s nose, and was met with a blunt refusal from the team. Throwing a tantrum in front of Dodge boss Bob McCurry, he was bluntly told by the chief, “I don’t give a sh*t what it looks like. It goes fast. If you can’t help, get out of the way.”

Daytona launch

The Daytona was officially previewed to the automotive press on April 13, 1969, but the motor-noters were actually shown a Charger 500 with a hastily constructed fibreglass nose and rear wing, while the mule was being used for track testing. After this, the final testing programme began in earnest to ensure the Daytona was ready for its September race date. The mule — which hadn’t been driven over 193kph (120mph) — was retired, a fully-fledged race car was built, and two top Chrysler Grand National race drivers were chosen for track testing. Charlie Glotzbach and Buddy Baker — both race winners in ’68 with numerous top-10 placings in Chargers — were selected, because as Larry Rathgreb succinctly stated, “They weren’t afraid to go fast!”

They ran the Daytona hard at Chrysler’s Chelsea Proving grounds, with its six-lane track that had maximum banking of 31 degrees. The Daytona was tested alongside a Ray Nichel’s Charger 500, and its first outings produced a 194mph top speed — only just faster than its Charger 500 sibling. Disappointing for some, but after the deed George Wallace, from the Special Vehicle Group, confessed that the Daytona was running a smaller carburettor than normal to restrict performance. Interest was running high over Dodge’s new winged cars, and light aeroplanes flying over Chelsea during testing were deemed to be full of Ford engineers, hence the subterfuge. A week after the first tests Glotzbach was lapping at 204mph and was raving about the balanced handling, stating he could drive at 180mph with one hand.

The final race package was an aerodynamic masterpiece, a rounded 18-inch nose, and a five-inch-wide 51-inch-long front spoiler reposed 13-inch back of the car’s leading edge at a 45-degree angle to the road. Front downforce was more than 90.7kg. The A-pillars featured streamlined wind deflectors. Out back the wild rear wing measured 58-inches across the car, was 7.5-inches wide, 23-inches high and could be adjusted from minus 10 degrees to plus two degrees. With a surface area of 0.28 square metres, or three square foot, it created 272kg of downforce. The drag coefficient was only 0.29.

Aerodynamicists Gary Romberg and Bob Marcell presented a paper titled The Aerodynamic Development of the Charger Daytona for Stock Car Competition to the Society of Automotive Engineers (SAE), and Bob Marcell wryly noted, “Typically when you do an SAE paper you get about 25 people in the room to hear about it. Gary and I, when we did ours, we had 500 people in the room! It might have been a record — and the first two rows were aerodynamics people from Ford and GM!”

Racing debut

As Talladega loomed closer, testing continued unabated, and the car was driven at speeds no one had thought possible only a few years previously. Buddy Baker had a close shave whilst running at speed on the five-mile banked oval. “I came off the damn corner over there, running about 235mph and I looked up — and here is the biggest deer you’ve ever seen in your life, right on the back straightaway. I made a couple of little turns on the wheel, but whew! When I went by that son of a gun he just kind of bowed up in the back and that’s how I missed him. I was glad to see there was no fur on the windshield. And I don’t know who had the biggest eyes when I went by, me or him!”

The drivers had the Daytona dialled in on the Chelsea track, with Charlie Glotzbach clocking an incredible 243mph! As quick as the Daytona was on Chrysler’s banked oval, the real test was on NASCAR’s high-speed tracks, none of which were as smooth or half as long. The car was taken to Daytona International Speedway in Florida for a final shakedown, and then ran at the opening of Talladega, with Richard Brickhouse taking the chequered flag in the #99 Daytona. The victory was diminished somewhat, as a driver’s strike had prompted many of the leading teams to boycott the race in a protest over the newly laid track’s condition, plus Bill France’s unwillingness to come to the party by improving benefits for drivers.

Although winning the race, the Daytona suffered excess tyre wear, chewing through a set of racing rubber every five laps. Some of this could be attributed to the poor state of the Talladega track, which was subsequently relaid, but it appeared that the winged Mopar’s development was a little beyond the cutting edge of tyre technology, a situation that wouldn’t be resolved until the 1970 race season. The next race for the Daytonas was the National 500, at Charlotte Motor Speedway in North Carolina. The Dodges dominated at the start of the race, until their left rear tyres started to come apart.

Ford’s Torino Talladega, piloted by Donnie Allison, took the victory. The last race of the 1969 season was the Texas 500, at Texas International Speedway, a smooth newly-built two-mile banked race track. This time the Daytona was victorious, with Bobby Isaac taking the win. The 1969 NASCAR Grand National season was over, and Ford was still in the lead with 26 victories, while Mercury had four, and the Mopar camp had Dodge at a much improved 22, with Plymouth trailing badly on two. All this changed with the start of the 1970 season. Plymouth wasn’t looking happily at its abrupt demotion from the winner’s circle, and the tyre companies were belatedly catching up with Mopar’s winged warriors.

Richard Petty and the Daytona

Very few racing drivers can claim to be so valuable that major manufacturers custom-build cars for them, but the King of Stock Car racing, Richard Petty, definitely qualifies for such an accolade. Plymouth, devastated by his one year defection to Ford, was desperate to get Petty back in the Mopar fold. “Will you come back with Chrysler if we build you a wing car?” Plymouth’s head honchos coyly asked, to which the King replied, “Let me see what you’ve got.” Petty Enterprises also took control of the Chrysler race car programme from Nichels Engineering as part of the deal. The final phase of Chrysler’s winged car programme was then put into place, and the Plymouth Road Runner Superbird duly joined the Dodge Daytona on the high banked ovals. Between them they carved the 1970 NASCAR season up like a turkey at Christmas.

Peter Hamilton won the Daytona 500 in a Superbird, while David Pearson was second in a Talladega, with three Daytonas hot on his heels. At the season’s finale, Bobby Isaac, driving the K&K #71 Daytona, was Grand National Champion on points, and on March 24, 1970, Buddy Baker went into the record books as the first ‘official’ stock car driver to clock the double ton, piloting the #88 Chrysler Engineering Daytona around Talladega at 200.447mph. A vintage year for Mopar performance, with the final NASCAR tally at Dodge with 17 wins, Plymouth 22, and Ford trailing on only six, Mercury four. The winged cars had proven their mettle, a task made easier perhaps by the fact that the ’70 Fords and Mercurys weren’t as slippery as their ’69 predecessors, so the Ford brass let the top teams run in the ’69 cars.

Banning the aero cars

Bill France pulled the plug forever on the aero cars in 1971, signing the death knell of an era with draconian new rules. “Special cars, including the Mercury Cyclone Spoiler, Ford Talladega, Dodge Daytona, Dodge Charger 500, and Plymouth Superbird shall be limited to an engine size of 305 cubic inches” (4998cc). That was the end of the ‘aero’ 429s and 426s. The all new ’71 wing cars, which were undergoing scale model wind tunnel testing, were swiftly canned, and both Ford and Chrysler pulled factory support from the race teams. Race factory budgets were slashed — something that NASCAR boss Bill France had long desired.

NASCAR, which France had built from scratch, was very much his kingdom, and he didn’t appreciate the overt control the factories had developed over the cars and drivers. So he simply legislated them out of existence, or so he thought. One race team decided to build a 305ci Daytona, and Chrysler (probably out of spite) decided to fund it. Mario Rossi’s red and gold Daytona had been a top contender with Bobby Allison at the wheel in 1969 and ’70, and they got engine builder Keith Black to construct a 305 Hemi, which was nicknamed the ‘lunchbox’ as in — ‘hey man, someone left their lunchbox under your hood.’ It would wind out to 10,000rpm, as opposed to the big Hemis, which went to around 7000. The only aero car on the starting grid at the 1971 Daytona 500, it must have given Bill France nightmares when Dick Brooks assumed the lead, and held it for 18 laps before colliding with Pete Hamilton and losing a lap. He finished in seventh place, and it was the last time a winged Mopar ran in a Grand National race.

Record breaking

The Daytona hadn’t finished with the record books, though. In September 1971 Bobby Isaac and his top-rated crew chief, Harry Hyde, hauled the #71 K&K Daytona to Bonneville Salt Flats as Hyde had a hankering to break the stock-bodied car world land speed records as sanctioned by the United States Auto Club (USAC).

The condition of the salt that year meant that rather than the 10-mile circle that’s the track of choice at Bonneville, they used a 10-mile oval — that suited Isaac, who was one of the greatest dirt-track racers of all time. He wouldn’t button off at the end of the straights at 205mph, hanging the tail out instead, just as he would on a dirt-track. USAC’s chief steward, Joe Petrali, told him he had never seen any driver dirt-track it around Bonneville before, to which Bobby Isaacs replied, “Maybe I ought to get credit for going 200mph sideways!”
All up the #71 Dodge broke 28 records, some of which still stand. Isaacs ran a one-mile run of 216.946mph, a one-kilometre run of 217.368mph, a 100-mile run of 194.290mph, and a standing start 10-mile run of 182.174mph.

Harry Hyde had built a strong 426 Race Hemi, but he gave the rear wing the principal credit for the speeds obtained, stating that the downforce the wing generated held the car onto the salt pan. Hyde, whose illustrious career with NASCAR racers lasted well into the ’90s, was interviewed just before his death in 1996, and had nothing but praise for the Daytonas. “There is no telling how fast they would have run,” he said; ” 280mph would not have been out of the question with the tyres we have today. But it really just is a guess, as they were almost the perfect race car. They had really low drag numbers, and we all know how important low drag numbers have become.”

The road cars

By speeding up the Daytona development programme Chrysler just squeaked in using the 500-car quota, which was changed for 1970, making Plymouth produce a number of Superbirds equal to half the franchise dealers in the United States, which was a lot greater. Dodge still had its work cut out, as all the 500 cars required had to be in the dealers’ showrooms by September 1, 1969, to enable the Daytona to run at Talladega two weeks later. Creative Industries leased a disused assembly plant in East Detroit, and R/T Chargers were shipped there from Chrysler’s Hamtramck plant to be converted into Daytonas.

The operation was tightly wound, with a schedule that had no margin for error, but Creative Industries handled the task with aplomb. In addition it had to make the aerodynamic kits for all the racers who chose to convert their Charger 500s into Daytonas, to save valuable time. The production ‘street’ cars came standard with Chrysler’s 375-horse 440 Magnum (280kW from 7210cc), with the 425hp 426 Hemi (317kW, 6981cc) optional, both available either with Chrysler’s 727 TorqueFlite automatic or the A833 New Process four-speed manual. While most Charger options could be had, air conditioning was off the list, as it would cause major engine cooling problems at low speeds.

It was priced at an incredibly low US$3993 for a 440 Daytona (a standard R/T 440 Charger was $3592). Dodge lost around $1500 per car sold to the public, but that wasn’t an issue, and 1200 orders in three weeks ensured the car would race as planned. Actual production numbers, as for many Chrysler products of that era, are hard to verify, mainly due to poor record-keeping at the time. However, a general consensus is that between 503 and 505 Daytonas were produced for the US market, with Hemi 426 figures ranging from 32 to 70. This doesn’t take into account the converted Charger 500 race cars, or approximately 50 Daytonas that were supposedly exported to Canada. It is believed around 350 Daytonas exist today.

John’s Daytona

Our featured Dodge Daytona is owned by 48-year-old Air New Zealand aircraft engineer, John Houlihan, who also proudly possesses a 440-6bbl six-speed Plymouth Superbird. John, who emigrated to New Zealand from England, brought both cars with him, to the boundless delight of Kiwi enthusiasts, and is a member of the American Muscle Car Club. Any Daytona is a special car in its own right, but John’s EV2 Hemi Orange winged warrior has its own unique chapter in the Daytona history pages.

The car was purchased on February 18, 1970, by the California Liquid Gas Corporation, known most as Cal Gas. With a 440 four-speed manual and a Dana 354:1 rear, the Daytona was converted to a mobile clean air dual-fuel showroom. CNG was the main fuel, but rather than switching back to petrol, the Daytona automatically sourced an LPG tank for back-up fuel. The Cal Gas technicians removed the petrol tank, re-located the spare tyre, and fitted the LPG tank in its place. Most of the boot space was taken up by the CNG tank, and an Impco CA 425 mixer replaced the 4bbl carburettor.

When the CNG line pressure dropped to 50 to 70psi, an electronic lock-off shut the CNG and automatically opened another lock-off valve to let LPG flow to the converter. Passing the stringent 1974 California emission laws when built, the Cal Gas Daytona was sold in 1973, having outlived its usefulness as a promotional vehicle. Painted blue, the Daytona was bought by Brian Thornburg from a used car yard in Corning, Arkansas, for his daughter to drive. She didn’t like the manual gearbox so it was removed, and a TorqueFlite automatic was fitted. All the Cal Gas equipment was removed at this time also.

Chequered history

The car was involved in an accident in 1977, trashing the nose cone and a guard, and was parked until 1979, before being shipped to a body shop in Bloomfield, Missouri. There the Daytona sat, abandoned outside the body shop, rusting away, with a seized motor. Word eventually got out to the winged car clubs about this neglected example, and Californian Ken Finwall bought the car, sight unseen, for the princely sum of $3000, in August 1984 and shipped it to Rancho Palos Verdes, CA. The Daytona was then substantially restored and returned to its original Hemi Orange colour and four-speed manual gearbox. Ken was offered the original transmission and propane conversion gear by Scott Dorris, of Greenville Missouri, but foolishly declined to purchase them.

There the story may have ended but for John Houlihan’s desire to own a winged Mopar. Flying to California from Middlesex, England, in November 2000 to purchase a Superbird, John was somewhat less than impressed to find the car had been sold out from under him while he was in transit, and he promptly returned to England. Scanning Hemmings Motor News he spied a Daytona for sale in California in August 2001, and this time the vendor was happy to hold the car until John flew in. Shortly thereafter he was the new owner of the Cal Gas Daytona.

He added the Plymouth Superbird to his stable just before moving from Middlesex to rural South Auckland in July 2003, and has been trying, albeit unsuccessfully, to contact Scott Doris to see if he can reunite the Cal Gas equipment with the car. In the meantime John can take pleasure from owning two of the most desirable and formidable American muscle cars — both built for only one purpose; to conquer all that came before them.

1969 Dodge Daytona – Street Specs

Engine: 440ci Magnum
Capacity: 7210cc
Comp. Ration: 9.7:1
Power: 280kW (375bhp) at 4600rpm
Torque: 650Nm (480lb/ft) at 3200rpm
Transmission: TorqueFlite three-stage automatic (std) A833 New Process four-speed manual Std Chrysler 8 3/4 3.23:1 (Positraction optional) Track-Pak Dana 9 3/4 354:1(Std with 426 manual)
Brakes: Drum, optional front Kelsey-Hayes discs
Front suspension: Torsion bars
Rear suspension: Asymmetrical leaf springs
Steering: Recirculating ball, Opt PAS
Wheels/Tyres: 14 by six-inch JJ, FR70x14 Redline 15 by seven-inch road wheels optional

Dimensions

O/all length: 5808mm (226.5 inches)
Width: 1962mm (76.5 inches)
Height: 1359mm (53 inches)
Wheelbase: 3000mm (117 inches)
Weight: 1650kg Track, F/R: 1531/1518mm (59.7/59.2 inches)

Performance

Standing 1/4: 440 automatic, 3.23:1 rear 14.48 at 94.83mph (152.6kph)
Economy: 21l/100km (11.3mpg, US) (440ci)
Price when new: 440 auto US$3993