Saturday, July 07, 2018

the 1984 Monte Carlo SS only had a 305... unless you bought the one made in Mexico

In Mexico, in 1984, and only 1984, you could have purchased an SS with an LM1 350 V8 and a 4 barrel Rochester Quadrajet hooked up to a 4 speed manual gearbox. Not only that, but the Saginaw transmission also came equipped with a Hurst shifter. Other variations from the American version included the elimination of the SS rear spoiler, different side graphics, checkerboard style wheels, different mirrors, special steering wheel, no center console, only power locks, only manual windows, and the interior was styled using Pontiac Grand Prix parts rebranded with the SS logo.

The regular Monte Carlo came standard with a 125 hp 229 CID V6 (231 CID V6 for California) and a 165 hp 305 V8 was optional.

 Available for the last year in a base Monte Carlo was the 350 CID diesel engine, and there were only 168 manufactured.

All engines for 1984 got the three-speed automatic transmission with the exception of three SSs at the end of the 1984 production run that received the Turbo Hydramatic 200-4R transmission with overdrive.

news flash, Huntington Beach car show in October

Sammy Hagar is bringing his 1982 Ferrari 512BB famously known from it's appearance in the music video from his hit song, "I Can't Drive 55".

how drastically improved was the 427 SOHC over the 406 R code? about 200 Hp

Ford rated the 1965 SOHC Ford with a pair of Holley 780-cfm carbs at 656 hp, the single-carb version was rated at “only” 615.

Ford probably the went through the r and d costs to make the sohc because for 1962, the brand-new Thunderbird 406 High Performance V-8 made 385 horsepower at 5800 rpm through a single four-barrel carb (“B-code”) or 405 with three two-barrels (“G-code”)

It was in heavier cars than the competition

for comparison:

Pontiac 421 Super Duty Catalinas, were rated at 405 horses in twin four-barrel form.
The 409 had an even 409 horsepower with two four-barrels.
The Max Wedge 413 put out 410 horsepower (the stage 3 was 420 Hp with 13.5:1 compression) with cross-ram induction.

1967 Shelby GT 350, bought in 1979 for $4k, used as a daily driver for a few years, then taken apart about 15 years ago... and then the owner became to ill to carry on the restoration he'd planned

So, his wife decided it needed a new home, and the buyer invited Jerry Heasley along for the reveal of a Shelby that hadn't even been seen by the owner's wife in 5 years.

Full photo gallery and more story at

the raccoon ravaged 1970 Shelby Mustang GT 500

It had been sitting in a barn for an extended period of time, where a Raccoon had taken residence and trashed the interior. The owner, fearing the animal would do more damage, pulled the car out of the barn and brought it to the driveway at his house, where it sat for another few years.

Some insight into why Ford created the Mustang

As told by Robert A. Fria in Mustang Genesis: The Creation of the Pony Car, a Ford PR specialist made two observations in 1960: two-car families were increasing in popularity, and Baby Boomers would create huge marketing opportunities once they scored their licenses. Subsequently, Lee Iacocca organized an exploratory committee to look into developing a product that would embrace the demographic of people 18-36 years old.

The committee discovered this demographic would command 50 percent of sales by the end of the 1960s, with strong demand for four-speed transmissions and bucket seats. Observed Iacocca, “All the things youngsters want in a car are available on the market today — but not in the right combinations. They wanted the appeal of the Thunderbird, the sporty look of the Ferrari, and the economy of the Volkswagen. But you cannot buy a T-Bird for $2,500, get exceptional gas mileage in a Ferrari, or get whistled at in a VW. What they wanted, really, was a contradiction in terms.”

So Ford now had confirmation there was a group big enough to create a sporty car with youth appeal, but how to reconcile this “contradiction in terms”? The committee created four profiles: (1) two-car families with money to spend; (2) young drivers with little to spend; (3) women interested in something stylish yet economical; and (4) enthusiasts looking for a new toy.

This research manifested itself with the Mustang’s April 17, 1964, introduction at the New York World’s Fair. The new model succeeded in its mission as an affordable sporty coupe featuring long hood/short deck styling; practicality with economical, proven Falcon underpinnings; an option list longer than a Liverpudlian’s mane; and a price point attractive to plenty. True, the Plymouth Barracuda beat the Mustang to market by several weeks, but the foal had solid marketing behind it, which was why it became a phenomenon while the Barracuda floundered.

The Going Thing: special-edition 1969 Ford Mustang sports roof, a Special-Edition Ford Drag Team lookalike

All of us have seen Mustang special editions, such as Twister Specials, California Specials, High Country Specials, or even something as esoteric as a Mustang E

Ford built scores of different special-edition Mustangs throughout the years, but after more than 30 years of photographing Mustangs, this ’69 is the first special promotion known as The Going Thing I've heard of.

 This car is extra special for a couple reasons. Original owner, and a 428 Cobra Jet under its hood, and a shaker scoop. Of the 109 Going Thing Mustangs, this was the only 428 with shaker scoop, and bonus, it's a 4 speed. Only 22 of them received 428s.

Oh, and it's Petty Blue, as this was the one year Petty was with Ford

Throughout the sixties, Ford offered plenty of national, regional, and local promotions for the Mustang.

The 1968 California Special and 1970 Twister Special are perhaps the most familiar, but The Going Thing is a bit more enigmatic.

 If that name sounds familiar, it’s because The Going Thing was Ford’s national advertising campaign for the 1969-1970 model year. Ford’s advertising agency even commissioned a “Sunshine Pop” group (naturally christened “The Going Thing” and organized by the same team that later handled The Partridge Family) as support for the campaign, which included three LP releases. for his videos
and a look at the hundreds of articles he's done at Hot Rod if you have a barn find or know of one.
Or call him at 806-236-3681.
He will feature you in the video and/or buy the car, or pay a finder's fee if you don't own the car and just know where it is, etc.

Paul Wilke's 1970 Buick GS won the GTV class invitiaton to the 2016 #OUSCI at the #DriveOPTIMA qualifying event at NOLA Motorsports Park, proving that the size of a car doesn't matter when it comes to fun factor, or sports car ability

nearly factory fresh 1970 GS Stage 1

This fabulous nearly unused Buick just missed Time Capsule due to the aftermarket reproduction (although correct-appearing) tires but scored over 90 percent in every other category.

 Painted all black, this New Hampshire beast shows only 26,850 well-cared-for miles since new. It scored over 99 percent in interior, underbody, and trunk, a testament to its preservation.

Ant-Man and the Wasp, fun movie!

They surprised me with, “Get the Hot Wheels Rally Case!”

when the chase scene comes around (great addition to any good movie), Ant-Man and Wasp can elude normal-sized henchmen driving normal-sized cars by shrinking their vehicles to the size of a Hot Wheels car.

We saw that in the preview, but, Hank Pym, and his daughter the Wasp have been hiding from the FBI for 2 years, and are prepped to escape from the FBI, and set up a selection of vehicles from a Hot Wheels case, they just take one out, hit a button and presto! The toy size car becomes a real car. Plus, the car chase scene is in the hills of San Fran, ala Bullitt

Friday, July 06, 2018

this 428 SCJ was the very first Super Cobra Jet with 4.30 gears ever ordered.

this Mach 1 was also the first one released and second one produced out of all three Mustang assembly plants with these features.

read the whole story for his videos
and a look at the hundreds of articles he's done at Hot Rod if you have a barn find or know of one.
Or call him at 806-236-3681.
He will feature you in the video and/or buy the car, or pay a finder's fee if you don't own the car and just know where it is, etc.

Idea for a muscle car innovation

wire a high rpm shift light into the parking brake warning light

In the event you over rev, that light will flip on to let you know it's time to let off the gas or upshift

Found in

The Laycock de Normanville Overdrive

Invented by Edgar de Normanville, and manufactured by automotive supplier Laycock Products, the unit basically consisted of a solenoid-activated planetary gearset residing between the standard manual transmission and driveshaft, offering a reduction in gear ratio at the driver’s command.

At the press of a button or flip of a switch (depending on the car) in the cockpit, the overdrive would engage and lower the engine speed relative to the driveshaft, markedly improving fuel economy.

Advantages? Transmission development has always been pricey, and as fuel economy began to become a priority for automakers, the idea of a fuel-saving external add-on to an existing 3- or 4-speed manual transmission was an appealing one. Not only that, but the nature of the Laycock Overdrive meant that it could be engaged at any time, even in the lower gears, effectively doubling the number of ratios at a driver’s disposal. A 4-speed tranny became an 8-speed, for instance.

As all-in-one 5-speeds with integrated overdrive became de rigeur, the Laycock Overdrive faded from the scene.

The factory installed the Volvo M46 4-speed + overdrive transmission on Volvo 240s and later 740s

Until the late ’80s, the Laycock Overdrive was fitted to a wide variety of cars, not just Volvos: Jaguars, MGs, Austin Healeys, Alpines and Triumphs, among others, were available with the unit.

a quick history of the Revs Institute, the SCCA, and where the Briggs Cunningham collection ended up

C. Miles, Sam, and Barron Gift Collier Sr (what a name) were founders of the Automobile Racing Club of America in the 1930s. 

How'd they get rich enough to do that? Well, Barron was an early seller of advertising on subways and street car advertising, and rolled his money into south Florida real estate investing. He was the states largest landowner at one point, 1.3 million acres.

He brought the first telephone service, first railroad, first newspapers, and first bus company. He constructed the Tamiami Trail through the Everglades from the Lee County to the Dade County line. For this last feat, connecting the two coasts of Florida, the County was named in his honor. With the advent of mosquito control and air conditioning, the Sunshine State began its run as the fastest growing state in the union.

 That property was something the family made money on with developing, and now it's known as Collier County.

He had interests in other pursuits, like the national Boy Scout movement. In New York, serving as special deputy commissioner for public safety, he introduced the use of white and yellow traffic divider lines on highways.

Meanwhile, using the money for fun, his bothers got into racing cars. Hardcore.

The club’s stated purpose was to revive European-style road racing in America at a time when all top line racing here was conducted on ovals. The Colliers also became the MG importers and C. Miles raced in Europe a few times in the 1930s, an extreme rarity for an American at the time.

Although the ARCA wasn’t always either an artistic or financial success, some impressive events were held with members entering European GP machinery. The real contribution of the Colliers was to have the vision to promote road racing in America when there was none. The ARCA was shut down after Pearl Harbor and never revived.

 However, after World War II, several members including George Weaver, C. Miles and Sam were influential in turning the fledgling Sports Car Club of America’s mission from preserving older sports cars to promoting racing. Within a decade, sports car racing became a major sport in the U.S. with some SCCA events rivaling the Indianapolis 500 in attendance.

They organized the first road race at Watkins Glen, and then headed to Le Mans, and wrote that up in Road and Track. Soon after Sam was killed racing at the Glen, and then a memorial race was held at an airfield in Florida, which became the 12 hours of Sebring

Then Miles was born, got hooked on cars, started a collection of Porsches he raced, then bought the Briggs Cunningham collection, etc etc bingo, the Revs Institute.

I didn't set out to write a complete history, just the beginnings. Like I said, quick history

The Mobil Economy Run, told by Chad Johnson, the only remaining person to tell the tale... and the inspector of the competing cars from 1952-67, and member of the tech staff.

My name is Chad Johnson, and was the owner of "Chad Johnson Auto Repair", Burbank, California. (From 1946-1986). My age is 97, and I live in a retirement community in Palm Desert, California.

I joined the run in 1952 as an inspector, and reported to Mr. A. C. Pillsbury, AAA, and Mr. Frank Meunier, Mobil Oil Company. I was involved in every event from 1952, including the last run to Boston, in 1967. After a few years, I became a member of the technical staff, and spent much time each summer with both of these gentlemen, plus other members of the technical staff to make changes in the operation of the event. Our main objective was to make the event as fair as possible, and I think we succeeded.

The run it’s self is only the culmination of many months of hard work by many people. I would like to give you my observation of the workings before the start of the run.

Prior to my participation in 1952, it was my understanding that the entry cars were brought in to an impound area by the contestant, and from there on, the car was under the control of the AAA and staff. I was also told that every engine had the cylinder head removed, and checked for cubic inch displacement, (bore and stroke), and compression ratio. That is about all that I remember from the early days.

On my first day at the impound in Pasadena, (It was a large Quonset hut on the Rose Bowl grounds, used for the building of the Rose Parade floats). It was a rather large compound, fenced and gated. The building could accept 30-40 cars, and a large parking lot. Mobil had set up the wheel alignment equipment, a dynamometer, and fuel test site. (Read article further on). The property was guarded 24/7 when used by Mobil for the run.

I reported to a Mister B. Reeves Dutton, famous old time race driver, and riding mechanic in the very early Indy 500 days. He was in charge of the impound, where all of the cars were stored and inspected before they were allowed to go out on break-in runs. There were no more cylinder heads removed, and the run officials selected the cars from random.

But first, lets start at the beginning. There were different categories, or classes of cars, e.g., four cylinder, six cylinder, eight cylinder, and so forth. The entries can be from Auto manufactures, Auto dealers, or private parties. All entries had to follow all procedures. I have read in some of the publications regarding the run that the cars were purchased by either the AAA, or Mobil Oil Co. to my knowledge that was never true. Those of us, who were to select a car for the run, always had a document from the manufacture or the dealer. There was seldom a problem when we called at dealers to select a car. Over the years, there were very few private entries, and I was not involved with them. We were given specifics as to the engine size, type of transmission, gear ratio, and everything as advertised for the run car. The run car was to be exactly the same as one would purchase from the dealer. As the run progressed from year to year, our method of selection also changed. We suspected that cars from not only one, but also several manufactures were building a few special cars for the run, and planted them where we might select one. We started to select cars from a greater distance than in the past. We were allowed to go anywhere to select our choice of car

I remember one year the plan was to go to Detroit to each of the assembly plants of the entered cars. We had teams of two, and at 8 A.M., we all appeared at the different factories, and presented our papers to management, to select a car. This is what we want: select an engine, transmission and differential, put a seal on each unit, and had them build us a car. When finished, we drove it off the assembly line, put it on a haul away truck, and stayed with the vehicle until we reaches Pasadena.

Studebaker was always a suspect and was probably easier to plant a car, so one year we picked a station wagon, which was not allowed, and also a car that was allowed. The factory allowed us to switch engines, so we knew that we had an honest car. Ford always had black painted cars for the run. We always suspected planted black cars, so one year, we chose a green, and a beige color cars. When the engineers from Ford saw the wrong color it hit the fan. All of the advertising of our cars, they are always black. So we painted both black.

So much for the selection of the run cars. What happens now in the impound area, not much, if anything, has been written about the procedures.

In my earlier years on the run, when a car comes in for the first time, the car is checked over to make sure it conforms to visual specifications. Then open the hood, and then the work began. In order to confirm that nothing had been or will be tampered with, many different pieces were drilled, (Such as on aircraft engines), and sealing wire and a led seal was used. This would include the air cleaner, radiator cap, one nut on the carburetor-mounting flange, the distributor, oil filler cap, dip stick, gas cap, hood, and on and on. One of my jobs was to watch any operation under the hood, and then safety wire and seal whatever component had been serviced. When everything was finished, I would seal the hood. By now, I am now part of the technical staff, and voiced my opinion as to all of this work drilling and sealing a vehicle when it never leaves our sight. One would think that securing the hood would be sufficient. That was the last year for that procedure. The next year our crew was given new numbered sealing devices, and the only things sealed were the hood, deck and access to refueling. Another of my jobs was to align the front end of every car on the run, plus balance all wheels. We also had a dynamometer that was used by the contestants as needed.

All work under the hood of every competing car was done by a representative of that particular vehicle, while being observed by one, and sometimes by more, of our crew.

This time was before computers, fuel injection, and pollution devices.

Every carburetor was removed, and all jets were to specification, or had to be changed. Fuel level also to specification. The carburetor was also checked with the engine running with proper specs for the vacuum advance on the distributor. The air cleaner had to be stock, with no alterations, and the insert was purchased from a local parts store to assure that the element had not been altered. The same thing with oil filters, they were from a local parts store for the same reason. Each distributor was removed and put on a Sun distributor machine and checked for proper vacuum advance operation. Also the mechanical advance had to be to specs at various RPMs. The timing was set to factory specs.

The thermostats for engine temperature control were removed and checked for accuracy. If they were not to those of a particular cars specification, they were replaced.

The gear ratio was verified, also to the tire size and air pressure.

After every thing was checked and verified as stock in each run car by our crews, and also a member of each entry, the hood was closed and sealed. There was no reason for the hood to be opened after that, except to check the fuel or water level after a break-in run. Each car was sealed, locked and in a secure environment in our impound. Whenever a run car left the impound, it was by appointment, and always with an observer, an engineering student from Cal. Tech. If it were to be a long trip, two would be assigned, so as not to ever leave the car alone.

I read in one publication that contestants were allowed to tweak certain things on the carburetor and timing. That was not the case in the years what I was involved with the run. Also there is the story about taking a test car, pulling a device behind it, to create a dust storm, in order for the run car, without the air cleaner, to ingest the dirt. If that happened, it must have been before 1952. Another story told about the tires, and how they were abused and worn down intentionally. Yes, that did happen to a few cars, and I believe that we were directed to the factory that made the tires, and we were probably directed to “planted” tires, so after that, every run car had to make the run on the tires that the car came with. I have read in different publications that Mobil purchased the run cars, and I believe that to be false.


And finally, probably the most important procedure at the impound area, was the method of calculating the fuel used on each car in the run. At this time the standard fuel tank that came with the car was used. So how is the exact volume determined? And how does one calculate to the hundredth of a gallon fuel consumed? Each car had a different size, and position of the pipe that filled the tank. Some short, some long, some straight, and some in different curved configurations. So if you can follow the procedure, picture in your mind the following:

Each car was placed on two level cement pads, constructed special for this operation. They were several inches above ground, in order for a worker to use a creeper and get under the car. One for the right side wheels, one for the left side. Each was longer than the car to be tested. Once the car was on the pads, a permanent mark (----) was placed on each fender, behind the wheel. All cars had the same mark at the same height. An iron stand, with a stable base, with an extension at the top, a with hairline marker, taller than the mark on the fender. A marker was placed at each corned of the car by the fender marks. There were four hydraulic bumper jacks, (Thanks for real bumpers in those days), and the car was raised to the height of the marks that had been placed on the fenders with the iron stands at each wheel. The stands were on the pads along with the car, and had a hairline point to match the mark on the fender. We now have a repeatable situation any where we go, provided there will be duplicate level cement pads at every night’s run, this needed to be able to give each day’s results. The logistics are wild. The run must end each day near a Mobil station, with room for the newly installed cement pads, to calculate the day’s results. This is repeated at the end of every day’s run. This method of calculating fuel used was very costly and not always accurate, by later standards. And by installing the cement pads, it gave away the secrecy of the route to be traveled. Many negatives. There must be a better way.

But there is more. Back to the impound and the car is jacked up on the pads. In those days, all tanks had a drain plug, and we drained each tank until there were only three drops in a 30 second period. There was also a custom made removable custom metal marker that went into the neck of the fill pipe of each car. Each car had it’s own personalized gauge, with a mark to establish a top-off line. This process was done three times on each car to assure the accuracy of the line, as a top-off mark.

At each refueling station used at the end of a days run, the cars were put on the cement pads, leveled, and ready for fuel. The fuel nozzle had been removed, and a special recording device, using a roots counter, measuring in the hundredths of a gallon had been installed. Then the nozzle was replaced, (Not a automatic nozzle). The temperature of the fuel was also recorded at this point. If refueling was needed enroute to the day’s destination, the cars were not leveled, but the fuel was delivered through the same recording devise in even gallons. The answer would be to install custom fuel tanks in the trunk of each competing car.

Fuel Tanks

To my knowledge, there are no pictures of the special tanks used in the MER. There is a saying, “A picture is worth a thousand words”. And I might use them all in trying to describe the tank, so I will include my requirements necessary for a tank…

(The following are estimates as to the measurements, numbers, and volume of the tanks). The Internet provided no information as to these tanks that I could find, only the fact that they were used. All of this is from a 97 year old man, and the memory and mental picture from 65+ years. .

Mobil’s answer was a custom fuel tank for each run car. There were about four, or maybe five different configurations of tanks necessary to equip the field of run cars. The tanks were either square, or oblong, to fit the need. The capacity would be 16-18 gallons. The top was not flat, but tapered up at about a 15-degree angle from each corner, to join a 4-inch pipe, 5 inches long. Inside this pipe, was a bracket that contained a ¼ inch x 3 inch threaded adjustable screw, with lock nut, with a ¾ inch disc attached at the bottom of the screw. After this tank was calibrated, the adjustment screw was locked and sealed. On top of this 4-inch pipe, is a 10-inch diameter x 4-inch high expansion chamber, with a swing top. There was an “O” ring installed in the top flange of the expansion chamber to seal the tank. The top cover was a larger diameter than the expansion chamber to accommodate the hold down bolts. There were 3 3/8th inch threaded bolts attached (120 degrees) to the outside of the expansion chamber, and about 1/2in higher. One permanently attached, and the other 2 were on a pivot. To add fuel, loosen the 3 knobs, swing out the 2 pivoted pieces, and turn the lid on the pivot point. To close, reverse the procedure. Also at the top of the tank, there was an 1&1/4 inch angle on the outside of each side. These were drilled in several places to accept the hold down turn buckles. Each tank had a permanently mounted bubble level, and also a Weston thermometer, with 7-1/2 sensor installed. (The fuel Temperature was recorded at both the tank and the fuel nozzle to calculate the actual MPG.

Changes made over the years.

The Mobil Economy Run mileage was first based on “Ton Miles” per gallon, not actual mpg. This created a huge statistical problem for everyone, and was not a fair representation for the contestants. The MER had a driver, co-driver, and a observer in each car. The car was weighed and each passenger was weighted individually, and a total weight was established. To balance the field of the contestants, lead bars were added to the cars to establish the method in which to calculate the ton mpg. At every brunch stop, the observers were switched from car to car, to eliminate any chance of collusion. This meant that a special crew was needed to carry the extra weight in lead bars, and switch the weight in every car at the brunch stop. This also happened at every overnight stop. This procedure was necessary to obtain the proper calculation of the “ton MPG”.

This was the second change, we as the technical staff, recommended to change, and eliminate this procedure. (Our first recommendation was to change the way the run cars were selected).

Our technical staff saw this event in a different view than how it was operated in the past. The most important part of the run was the correct mpg. The method that was in use was fair, but not always correct. ( See section on refueling).

Another thing that bothered us were the unrealistic average miles per hour the run cars traveled. This was supposed to replicate what gas mileage a family on vacation should expect from their exact car and traveling at a reasonable highway speed, instead of the low average of 30s miles per hour.

And why should this automotive event be for men only? Women are certainly capable of driving a car, and should be able to learn how to get the best mileage from a car, and on vacations, women probably did a lot of the driving. Again, a more realistic situation.

Probably the most important of our changes, was the method of correctly calculating the true mpg of each car. Our present method of installing the level cement pads at the refueling station at each night’s stop, leveling the cars with four hydraulic jacks, using hand made fuel gauges to insert in each tank, was labor intensive, and was also very costly, and to be repeated year after year. Mobil

top perimeter of the top, was an angle 1-1/4 inches on all sides. This had several 3-1/8 holes drilled for the hooks to secure the tanks. There also were three threaded devices to allow the tanks to be leveled. Each tank had a bubble level permanently mounted, and a Weston thermometer with a 7-1/2 inch pickup installed. (The fuel temperature was recorded at both the tank and the fuel nozzle.) as part if the calculation.


The tank would be trunk mounted, secured to the floor of the trunk, at three points, by 3/8” eye bolts through the floor, with 2” washers, top and bottom, and lock nuts on each side of the floor. There was also a 3/8” hole drilled through the floor for the new fuel line, from the new tank to the existing fuel line that was disconnected from the stock tank. An inline fuel filter will also be installed at this time. The tank will be secured by 3 turnbuckles with lock nuts, with hooks at each end. One for the eye bolts in the floor, and one for a hole in the angle on the top of the tank. When the tank is to be fueled, the 3 turnbuckles will be loosened and remover from the tank. The 3 leveling screws will be adjusted to level the tank. Open top, add fuel to the small disk in the pipe. Secure top of tank, raise leveling legs, replace turnbuckles in tank and eyebolts and lock in place.

Chad Johnson

Wednesday, July 04, 2018

(ain't that incredible that Chad is 

It's only 102 degrees on the beach, so, why not go get your 53 foot rig stuck because you aren't smart enough to stop when you were still on pavement, and obviously not going the right direction when you SAW THE BEACH

his GPS apparently led him onto a North Carolina beach.

The driver of the Interstate Van Lines truck told WVEC-TV he was supposed to be driving south on Route 12 Monday but somehow ended up travelling north. He tried to find a place to turn around but instead reached the end of the road – quite literally – and ended up stuck on the beach in Corolla, North Carolina, a small village in the Outer Banks.

Thanks Allen!

Hurst hemi Dart

came with 4.88 gears in the Dana 60, or 4.86 gears in the 8 3/4
the factory didn't bother hooking up the speedometer
the 8 3/4 SS Darts got the 727, the Dana got the 4 speed
even though there were only about 200 super stock Darts, they were made in 3 different batches, and each had a slightly different rear fender cut out for the back tire
Hurst put in a forklift battery. With the hardware needed to secure the battery, it was 110 pounds added to the trunk is an online magazine viewer, you can use to read this issue  - free

Best of Monster Trucks 2018, watch the first half, skip the 2nd half

Runaway tractor at Tri-city Speedway in Auburn, MI

high school mascots with a vehicle theme

Norwalk truckers! (thanks Marc!)
Speedway Sparkplugs

(in Washington state) the Richland Bombers (mural on their gym)

Richland, as part of the Manhattan project, was as important as Los Alamos and Oakridge to our nuclear strategy. It produced the plutonium for "Fat Man" -- the atomic bomb dropped on Nagasaki. After World War II, it continued to produce much of the fissible materials for the US nuclear weapons. Further, it was and is the dumping ground for much of the United States' nuclear waste.

Their motto is "proud of the cloud"

the above, is a Hesston Swather. So is the below, to give some idea of WTF this is all about

The Hesston Swathers take their name from the farm implement that's still made in their central Kansas town. A swather is sort of like a combine, but different. Here's what the Merriam-Webster dictionary has to say: "A swather is a harvesting machine that cuts and windrows grain and seed crops; also: a mower attachment that windrows the swath."

and after more than nine decades as the Kingsford Flivvers, Breitung Township schools finally have once they get to call their own.
 Clyde Fliers, St Paul Flyers, and Lake Flyers (thanks Marc!)

in 2014 the first complete remains of a Thracian chariot were unearthed in Bulgaria. A 1,900-year-old chariot at an ancient Thracian tomb in southeastern Bulgaria

The Thracians were an ancient people that inhabited the lands of present day Bulgaria and parts of modern Greece, Turkey, Macedonia and Romania between 4,000 B.C. and the 6th century, when they were assimilated by the invading Slavs.

Some 10,000 Thracian mounds — some of them covering monumental stone tombs — are scattered across Bulgaria.

The carriage, complete with two wheels, seat and boot, has been dated to 2,500-years-old and is thought to have belonged to Thracian nobility, judging by the imported goods found in nearby graves.

“The find is unique, it is not resembling any other carriage dating from the Thracian era ever uncovered in Bulgaria,” said Professor Diana Gergova of the National Archaeology Institute at the Bulgarian Academy of Sciences, who led the dig.

The bronze-plated wooden chariot is decorated with scenes from Thracian mythology, including figures of a jumping panther and the carving of a mythological animal with the body of a panther and the tail of a dolphin. With wheels, it measures four feet across. It was found during excavations in a funerary mound believed to be the grave of a wealthy Thracian aristocrat.

Alice of Old Vincennes... a book I've never heard of, as a parade float.

But have you ever seen a 1929 truck flowered out like this?

It turns out that Alice of Old Vincennes became a pop-culture phenomenon: it was turned into a Broadway show that played at the Garden Theater in New York City in 1901 and 1902, starring Miss Virginia Harned, and it was also the basis for a popular song, “Alice of Old Vincennes (I Love You).” See the advertisement in a trade newspaper here; click here for a 1914 recording; and see the sheet music for piano here. Apparently, someone even thought it was a good idea to put Alice on a can of tomatoes, as you can see here

But what's even stranger? The high school Lincoln Vincennes, names their sports team, the Alices.


it's been a long time since I've heard news about Mongols in a shootout, but at 4am, on the 210/215 interchange in San Bernardino 2 guys were found leaking out of bullet holes, one bike with Utah plates and a Mongols sticker on the helmet

A rider was reported down in lanes on the 210 near the 215 Freeway interchange just before 4 a.m., CHP officers and paramedics arrived within minutes and found two men down with gunshot wounds, San Bernardino Police Department Lt. Mike Madden said.

Video from the scene showed two motorcycles stopped in the center meridian area  as authorities investigated the scene.

A third motorcyclist, identified only as a woman, was with the group at the time of the incident, Madden said.

One of the men had died at the scene. The second rider had a wound to his upper shoulder and was transported in critical condition to a nearby hospital

The motorcyclists appear to have been stopped when the shooting occurred, Madden said.

Investigators were unsure why the riders had stopped on the freeway and did not know where the shots came from.

in probably related news, Mongols and Hells Angels have had a blood feud in LA for decades, and last May a Mongol was arrested for shooting 2 HA, killing one

been too long since I've posted some Willys

if you can't fix it, and have to live with it, at least you can be creative and funny