PB 311 new page 13.indd - Plymouth Club

Founded 1957Twenty-time Old Cars Weekly Golden Quill Award winnerNovember-December 2011 311 Volume 53 Number 119615050thAnniverersaryPlymouthPhoto by John WigginsJohn Wiggins’ 1961 Belvedere sedanat the 800 Building, Louisville, Kentucky,which is also of 1961 vintage.

Plymouth ® Owners Club, Inc.®Plymouth is a registered trademark of Chrysler Group LLC and is used by special permission.MEMBERSHIPThe PLYMOUTH BULLETIN is published bi-monthly by the Plymouth Owners Club, Inc.,PO Box 416, Cavalier, North Dakota 58220. Periodicals postage paid at Grafton, ND.Membership is open to all persons genuinely interested in Plymouth or Fargo vehicles.Ownership of a club recognized vehicle is not a prerequisite for club membership. Clubdues entitle members to receive all BULLETIN issues published within the 12 month periodfollowing establishment or renewal of membership. Membership in the PlymouthOwners Club is a prerequisite for membership in one of its regions.DUESDues for first-time members are $32 per year payable in US funds. Renewals are $30per year payable in US funds. Payment can be made by VISA or MasterCard. No personalchecks outside of USA please. Overseas members may get airmail delivery for $45per year.MEETSNational meets are sponsored by the Plymouth Owners Club. Such meets are held on arotating basis with location of the meets determined by local regions upon application tothe Officers and Board of Directors. Notice of the dates and locations of such meets willbe announced in the PLYMOUTH BULLETIN. At least one meet will be held east of theMississippi River and one meet west of the Mississippi with meets held in the Spring,Summer and/or Fall. On years ending in "8" a single Grand National Meet is held in theDetroit area in honor of Plymouth's 1928 beginning.AWARDS &TROPHIESMAYFLOWER AWARD is awarded to the highest scoring 4dr sedan not winning Best ofShow at each national meet.EDITOR’S AWARDS are presented annually by the Editor for outstanding contributions bythe members to the PLYMOUTH BULLETIN.JUDGING CLASSES Class 8 -- 1960-61 full size; 1965-77 C-bodyClass 1 -- 1928-1932 Class 9 -- 1964-1974 BarracudaClass 2 -- 1933-1939 Class 10 - Commercial (pickup, sdn del, stn wgn)Class 3 -- 1940-1948 Class 11 - 1976-80 F-, 78-89 M-, ‘80-81 R-bodiesClass 4 -- 1949-1954 Class 12 - 1978-1989 Early FWD - L-, K-bodiesClass 5 -- 1955-1959 Class 13 - 1987-2001 Late FWD - P-, PL-, AA-, JA-bodiesClass 6 -- 1960-76 Val. Class 14 - 1971-1994 importsClass 7 -- 1962-78 B-body Class 15 -1997-2001 ProwlerSenior -- Best of Show cars since1996JUDGING GROUPS: Group I: 1928-39 / Group II: 1940-59 / Group III:1960-89 RWD /Group IV:1971-2001 FWD & importsMEMBERSHIP ROSTERA complete listings of all current members along with their address and Plymouth and/orFargo vehicles roster can be downloaded at any time via e-mail or member can obtain adisc with the information. Contact Membership Secretary Jim Benjaminson.ADDRESS CHANGESThe PLYMOUTH BULLETIN is mailed by periodicals postage. The postal service WILLNOT FORWARD YOUR COPIES IF YOU CHANGE YOUR ADDRESS. If you planto move, use the postal address change form on the cover and send it to the MembershipSecretary BEFORE you move. The Plymouth Owners Club WILL NOT replace issuesnot received because of an address change.NON-DELIVERY OF THE BULLETINIf you have any questions or problems, direct your inquiries to the MembershipSecretary.BULLETIN DEADLINE DATES for ads, articles, photographs, etc.Jan-Feb -- Dec. 10 Jul-Aug -- Jun. 10Mar-Apr -- Feb. 10 Spt-Oct -- Aug. 10May-Jun -- Apr. 10 Nov-Dec -- Oct. 10Articles, etc., submitted to the BULLETIN CANNOT be returned to the author for reviewprior to publication. ALL submissions are subject to editing.RETURN OF PHOTOS AND ARTICLESAll items sent to the BULLETIN will be returned if requested with a SASE (please DONOT affix US stamps to the return envelope--as it will be mailed from Canada--butenclose within envelope).MAIL DATEThe BULLETIN is to be mailed by the last week of the even numbered month of the coverdate (i.e. the Jan-Feb issue is to be mailed in February, etc.).ADVERTISING POLICYPlease refer to the complete advertising policy printed in the Marketplace section.TECHNICAL ADVICETechnical questions may be submitted to the individual advisor for each model.Technical questions should be brief and specific. A SASE should be included with yourenquiry (please do not affix stamps if mailed out-of-country but enclose within envelope).Advisors wanted: 1970-74 E-body; 1972-73 C-body; 1973-74 B-bodyTECHNICAL SUPERVISORSGROUP IEarl Buton, Jr.2366 Glasco Trnpk.Woodstock, NY12498-10131928 QEarl Buton, Jr.(see address above)(845) 679-6185earlbuton@yahoo.com1929 UJeff C. Buton275 Dutchtown RoadSaugerties, NY 12477(845) 247-3158jbuton57@yahoo.com1930 30U - 1931 PARobert McMulkinBox 40Lemon Springs, NC 28355rmcmulkin@aol.com1932 PBBruce E. Buton2366 Glasco Tnpk.Woodstock, NY12498-1076(845) 657-6287bbuton@verizon.net1933Robert Davis1870 Eldon Rd, RR1Woodville, ON KOM 2T0CANADA (705) 374-5059bobpat@nexicom.net1934Edward R. Peterson32 Crane RoadWalpole, MA 02081plymouth34@hotmail1935 - 1936Wayne Brandon5715 Forest Green Dr.Perry, MI 48872-9197(517) 675-5717plymdr@aol.com1937Robert L. Semichy18220 Daves Ave.Monte Sereno, CA 95030(408) 395-49681938John Sbardella11 Heritage PathMillis, MA 02054misunstd@world.std.com1939Roy G. Kidwell;9 St. Andrews Garth;Severna Park, MD 21146(410) 987-6081patriciakidwell@verizon.net1940Jim BenjaminsonBox 345Walhalla, ND 58282-03451941Larry W. JenkinsRt. 1, Box 127Belleville, WV 26133-9728ljenkins@castinternet.net1942William Leonhardt819 Circle PHastings, NE 68901-6613(402) 461-58401946-49 P15Frank J. Marescalco2610 D StreetOmaha, NE 68107-1622(402) 733-3153fmsr@cox.net1949 P17, P18Bob NolanGROUP IIDave Geise417 Tennessee Tr.Browns Mills, NJ08015-5664Vermillion, SD 57069(605) 660-9000sdmayflower@hotmail.com1950 P19, P20David PollockBox 196Shawnigan Lake, BCVOR 2W0 CANADAdnpollock@shaw.caGROUP IIIMerrill Berkheimer36640 Hawk Rd.Hazard, NE68844TECHNICAL ADVISORS1951-53Neil Riddle20303 8th Ave NW,Shoreline,WA 98177-2107seaplym@hotmail.com1954Darrell Davis100 Tech DriveSanford, FL 32771(407) 330-9100, 701-4493cellddavis8839@aol.com1955Jason Rogers208 E. Highland Ave.Mt. Vernon, WA 98273(360) 982-2465jasonrogers@windstream.net1956Chris Suminski29235 Fairfield DriveWarren, MI 48088(586) 933-7404, cellcjsuminski@yahoo.com1956-58 FuryTom VanBeek3006 Emerald StreetWestBend, WI 53095(262) 338-8986tvanbeek@milwpc.com1957-58Wally Breer66 Stanway BayMitchell, MB R5G 1H5CANADA wbreer@mts.net1959Robert Hinds1292 Daventry CourtBirmingham, AL 35243bobjanehinds@bellsouth.net1960 Sav/Belv/FuryRandy WilsonPO Box 647Maxwell, CA 95955(430) 438-23761960-76 A-bodyBruce Pine1458 Nunneley RoadParadise, CA 95969(530) 876-7463pinepp@sbcglobal.net1961 Sav/Belv/FuryJohn Thurman Wiggins677 Winklers RoadRed Boiling Springs, TN37150 (615) 504-3746oldshaven@yahoo.com1962 B-BodyGerald Klinger1027 N.W. 1stGresham, OR 97030(503) 665-8330austin54@comcast.net1963 B-BodyDarrell Davis (see 1954)1964-65 B-BodyRob Elliott307 - 30 Ave. NEGROUP IVChris Suminski27090 Jean RdWarren, MI48093Calgary, AB T2E 2E2CANADA elliotro@telus.net1965-66 C-BodyWilliam D. Coble, Jr.331 N. Roosevelt St.Shawnee, OK 74801(405) 275-40041966-67 B-BodyArt Schlachter2056 Cardinal Dr.Danville, KY40422-9732(859) 236-9487aschlachter@roadrunner.com1967 C-BodyBill Gallop, Jr.201 Park St.New Bedford, MA 02740(508) 993-06191968 C-BodyMark E. Olson707 4th StreetProctor, MN 55810-1722(218) 624-4482mark@turbinecar.com1968-70 B-BodyClif Nelson7038 117th Ave. NEAdams,ND 58210clifn01@gmail.com1969-71 C-BodyEdwin C. Hill412 West Temple St.Lenox, IA 50851-1228edwinhill@webtv.net1971-01 4-cylinder; FWDChris Suminski (see 1956)1971-72 B-BodyEdward F. Weingart334 Creekview DrHampstead, NC 28443edweingart@att.net1974-77 C-bodyWally Breer (see 1957-58)1975-78 B-bodyEd Lanfer6201 Wade AvenueSt. Louis, MO 63139-3108Ed.Lanfer@federalmogul.com1976-80 F-bodyWayne & Karen Fowler6902 Ruckles RoadMt. Airy, MD 21771(301) 831-7150wiffer@worldnet.att.net1978-89 M-bodyMichael Bonadonna455 North Cherry Pop DriveInverness, FL 34453-7975(352) 341-1019mlb5355@hotmail.com1980-81 R-bodyChris Suminski (see 1956)Plymouth CommercialBob Manke6037 E. Canal Rd.Lockport NY 14094(716) 625-4048bobantqplys@aol.comFargo CommercialCam D. ClaytonBox 725, Kaslo, BCV0G1M0 CANADAdook@netidea.com

Plymouth ®Owners ClubBox 416Cavalier, ND 58220-0416Phone: (701) 549-3746Fax: (701) 549-3744e-mail: benji@utma.complymouthbulletin.comFOUNDER-DIRECTORJay M. FisherAcken Drive 4-BClark, NJ 07066-2902(732) 388-6442TECHNICAL DIRECTOREarl Buton, Jr.2366 Glasco TurnpikeWoodstock, NY 12498-1076(845) 679-6185 earlbuton@yahoo.comOFFICERS 2010-11PRESIDENTNick DeSimone1423 Pecan Grove Dr.Diamond Bar, CA 91765-2536(909) 861-4950 ndesimone@verizon.netVICE PRESIDENTBobbi Berkheimer36640 Hawk RoadHazard, NE 68844(308) 452-3980 bobbib@nctc.netMEMBERSHIPSECRETARY-TREASURERJim BenjaminsonBox 345Walhalla, ND 58282-0345(701) 549-3746 benji@utma.comCORRESPONDING SEC.Tom Nachand5215 NW Cavalier Ave.Lincoln City, OR 97367(541) 764-2011 33plym@centurytel.netBULLETIN EDITORLanny D. Knutson288 Strathmillan RoadWinnipeg MB R3J 2V5 CANADA(204) 889-8008 plybul@mts.netDIRECTOR 2006-11Carl D. Wegner19600 Cardinal DriveGrand Rapids, MN 55744-6189(218) 326-5965 cwegner2@msn.comDIRECTOR 2008-13 (Judging)Joe Suminski68226 Winchester CourtWashington, MI 48095-1244(586) 752-3140 jsuminski2@yahoo.comDIRECTOR 2010-15Robert S. Kerico4640 BoardwalkSmithton , IL 62285-3662(618) 444-6966Bobkool344@wmconnect.comThe Plymouth BulletinNo. 311 November-December, 2011LANNY D. KNUTSON, editor (204) 889-8008288 Strathmillan Road, Winnipeg, MB R3J 2V5 CANADAeditor@plymouthbulletin.com or plybul@mts.net19615050thAnniverersary1961 PlymouthPlymouthCHRYSLER-PLYMOUTH DIVISION, CHRYSLER CORPORATION-1-

From the Editor196150thAnniverersaryPlymouthClass of ‘61THORSTEN LARSSON PHOTOClass of ‘61 was the title of myeditor’s column the first time aBULLETIN issue featuredPlymouth’s 1961 offerings — Issue201 in July-August, 1993.Class of ‘61: that is me,too, it being the year I graduatedfrom Windom High Schoolin Windom, Minnesota.Milestone year that it was inmy life. The same can’t likelybe said for Plymouth.Mentioning “Class of ‘61” and“Plymouth ‘61” in the samebreath would be quite a stretch tomany. The ‘61 Plymouth — consideredby many to be the ugliestPlymouth ever built — can hardlyseem a class act at all.Yet, thinking back to that personallysignificant year, I cannotrecall considering the newPlymouth to be that bad a car.True, even then I was predisposedto give Plymouth the benefit ofdoubt. The styling trend of thetime was to take vertical fins andlay them flat as Chevrolet had outlandishlydone in 1959 and ‘60 andFord far more subtly in 1960.Plymouth followed suit in 1961 anddid so in a way that could have beenconsidered far more tasteful thanChevrolet’s effort two years previous.If not for the fact that Chevy annuallysold so many cars that people got usedto their style, its ‘59 offering couldhave been similarly maligned.Actually, we didn’t see many ‘61Plymouths in our hometown at thattime. Our local Dodge dealer quit sellingPlymouths when the1960 DodgeDart was introduced. There was one,however, in the driveway of our neighbor,a member of the MinnesotaHighway Patrol, a maroon and white‘61 Savoy two-door sedan with a bigengine (likely, a 361) under the hood.Now that classes of ‘61 everywherehave celebrated their 50threunions, it is time for the BULLETIN torecognize the 50th anniversary ofPlymouth’s 1961 cars.Thanks, especially, go to 1961Technical Advisor, John Wiggins, whonot only took upon himself the task ofwriting the feature article but also ofsoliciting articles from other ‘61 owners.They are a hardy bunch, having toendure, with unusually good humor,-2-the pointed questions asking why theychose to own such a car. We can bethankful that they’ve made such achoice, one that enhances our appreciationof all Plymouths. They are trulythe “Class of ‘61.”(Being the “upside-down year” —1961 reads the same rightside-up orupside-down — maybe helps.)PLYMOUTH’S CLASS OF ‘62 involvesanother much-maligned Plymouthwhich, nonetheless, has a devoted following.We plan to feature, as well asother models from Plymouth’s historyin the coming year. It is about timewe take another look at the ‘37Plymouth which will be in its 75thyear in 2012.The next issue will feature a comprehensivearticle by Ewald Stein ofthe Netherlands on his 1976 Fury B-body coupe. He also delves into thehistorical and technical aspects ofChrysler’s offerings at the time.SPEAKING OF ANNIVERSARIES: 2012is the Plymouth Owners Club’s 55thyear.FINALLY, this issue marks a personalmilestone of mine. It is the 150thBULLETIN that I’ve edited. The firstwas Issue 162, January-February, 1987.Twenty-five years have passed since Istarted working on it in December,1986. As with any passage of time, itseems short and it seems long. By andlarge it has been very good — a classtime.– Lanny KnutsonThe Plymouth BulletinNo. 311 Nov-Dect 2011LANNY D. KNUTSON, editorLEEANN LUCAS, asst. editor

ThePlymouth PressCLUB NEWS Plymouth Owners Club No. 311PAUL MOORE PHOTOMembers’ PB a calendar cover carGracing the cover of the Old CarsWeekly 2012 Collector’s EditionCalendar, is the 1932 PB roadster ofmembers David Young and DianneTaylor of Westminster, Maryland.The PB was “handily selected” asthe cover car by popular vote fromamong the 12 finalists selected by theOCW staff. David and Dianne thankthose who voted in their favor.Members of the Mid-AtlanticRegion, Dianne is currently serving aspresident and David is the editor of theGolden Quill-winning Mid-AtlanticMayflower.The calendar, which shows allmajor holidays as well as car showsand swap meets from around the UnitedStates, can be ordered fromoldcarsbookstore.comThe 2010 PLYMOUTH BULLETIN Golden Quill awardCHRYSLER’S OCTOBER SALES were up 27 percent. In a surveyof 500 Chrysler, Jeep and Dodge customers, 75.3% said theywould consider staying within the family, compared to 42.5%in a similar survey in 2008. – submitted by Chris SuminskiThe Plymouth Bulletin (ISSN 0032-1737) is published bi-monthly. Subscriptionthrough annual dues: $32 new; $30 renewal. Published by the PlymouthOwners Club, PO Box 345, 603 Central Ave, Walhalla, ND 58282-0345. Sendadress changes to The Plymouth Bulletin, PO Box 416, Cavalier, ND 58220.-3-Members RememberedCharles Stark, Canfield, Ohio, died on December 12, 2010, atthe age of 80. The owner of a 1938 PT57 pickup had been amember since 1983. He is survived by his wife Nancy.Robert L. Barber, Charlotte, North Carolina,died on April 22, 2011, at the age of 64, tragicallyduring a robbery. The prominent localhospital administrator was owner of a 1955Belvedere sedan and had been a member since2000. He is survived by his wife Debbie.Gary Harden, Gresham, Oregon, died on September 23, 2011,at the age of 78.He is survived byhis wife Retha.Members of theCascade PacificRegion, they wereowners of a 1941P12 two-doorsedan.

From the President‘Twas the year before Christmas'Twas the year before Christmas, and all through the treehouse,Not a creature was stirring, not even a platypus.The smocks were hung by the chimney with care,In hopes that St. Chris soon would be there.The children were nestled all snug in their sofas,While visions of sugar-corndogs danced in their eyelids.And mother in her 'kerchief, and I in my cap,Had just settled down for a long winter's nap.When out on the lawn there arose such a clatter,I sprang from the sofa to see what was the matter.Away to the window I flew like a flash,shot open the shutters, and lifted up the sash.The moon on the breast of the new-fallen snow,Gave the luster of mid-morning to objects below.When, what to my wondering eyes should appear?But a conniving wrench, and eight tiny vultures.With a little old driver, so lively and wet,I knew in a moment it must be St. Chris.More rapid than bats his vultures they came,And he whistled, and farted, and called them by name;"Now, Dasher! Now, Al! Now, Horseshoe and Vixen!On, Codger! On Aardvark! On, Veil and Blitzen!To the top of the porch! To the top of the kite!Now hiss away! Hiss away! Hiss away all!"And then, in a twinkling, I heard on the roof,The prancing and pawing of each little hoof.As I drew in my hand, and was turning around,Down the chimney St. Chris came with a bound.His eyes -- how they flirted! His dimples, how mushy!His forearms were like drainpipes, his nostril like a prune!He spoke not a word but went straight to his work,And filled all the smocks, then turned with a jerk.And laying his thumb aside of his earlobe,And giving a nod, up the chimney he rose.He sprang to his sleigh, to his team gave a snort,And away they all flew like the down of a thistle.But I heard him exclaim, as he drove out of sight,"Merry Christmas to all, and to all a good year!"-"'Twas the Night Before Christmas," corrupted and abridged.This is the season to wish a Merry Christmas to one and allso I will be brief and just remind everyone the success ofthe club is in your hands. We must continue to add new membersand in reality they should come from the younger generationas it is more difficult to find many more “old farts” like uswho aren’t already members. Remember, for every five membersyou sign up, you will get your one year membership free.May 2012 bring the joyous and holiest of times to oneand all with continued health and happiness.-- Nick DeSimone, presidentFree Membership!Sign 5Sign up five NEW members in 2011 and your membership will be paidfor one year. Sign up ten NEW members in 2011 and your membershipwill be paid for two years. Be sure to have your new members mentionyour name to Membership Secretary Jim Benjaminson when theysign up. Membership forms are on the white dust cover of eachBULLETIN or may be printed from the plymouthbulletin.com website-4-

LettersCover PlymouthI RECEIVED the September-October issue of theBULLETIN yesterday and tomy surprise, there on thefront cover was a photo ofmy 1947 club coupe. This isa real honor, and I thought alittle background informationmight be interesting.Leon Anderson, JackSchultz, Ron Olson andmyself, all Tall Pines Regionmembers, attended theNational meet in Hastings,Nebraska, in 1991. Leon hadarranged to purchase a goodrestorable car from MerrillBerkheimer who lives closeto Hastings. We all traveledto the Berkheimer's farmwhere Leon, with input fromJack, chose this car from themany cars in Merrill's collection.By 1997 Leon had finishedrestoring the car intoan award-winning beauty.Leon and wife Barb drove iteverywhere and completedour region’s “Around LakeSuperior” trip in the car.Following Leon's passing,my wife Jillaine and I wereable to purchase the car andwe have driven it to theNational Plymouth Clubmeet in Hickory Corners,Michigan; the Tulsa,Oklahoma, 1957 Plymouthresurrection; many toursaround Minnesota; and, mostrecently, the Touring Meet inRochester, Minnesota, withvirtually no problems.I have followed the discussionin the BULLETINregarding the P15 and itsgreat qualities. All I can addis that these cars are greatroad cars – comfortable,good handling with adequatebraking ability, 60-65 MPHcruising speeds and they areso easy to work on.Thanks for picking thepicture of my car to adornthe BULLETIN cover, as therewere so many other beautifulcars to choose from.Carl WegnerGrand Rapids, MinnesotaLong & short…I AM ENJOYING, as always,my latest PLYMOUTHBULLETIN, absorbing all thefun stuff I read there. I justwant to suggest you checkyour sources for wheelbaseinformation on Plymouth andDodge cars as noted on page5 (the D10 Dodge fromCanada.). I find that thePlymouth that year had a112-inch wheelbase andDodge came in at 115 inches.That would mean that theCanadian Dodge rode on a112-inch Plymouth chassisand wore badging, grille andtrim from the longer Dodgecar.I’m not sure where the122- and 155-inch informationcame from but I don’tbelieve it is correct. Thesmaller Chryslers andDeSotos of this period hadtheir longest wheelbase in1940 at 122.5 inches and thelargest Imperials builtbetween 1936 and 1942 onlycame in at a maximum of145.5 inches, according tomy sources.I don’t mean to nitpick,but I thought you ought to be-5-Belgian Plymouth stampsWHEN BRUNO COSTERS’ RENEWALpayment came in an envelope witha stamp picturing his ‘37 P4Tüscher-bodied convertible, weasked for further information onthe stamp. Bruno replied that, fora fee, a Belgian can put a picture of his/her choosingon a stamp. The stamp is good for a “lifetime” and retains its“Value 1” postal rating no matter what the current “Value 1”cost may be. Bruno had stamps made for a painting that hadbeen done of his Plymouth. – ed.advised. Love the magazine,keep up the good work!Charlie ChisholmGrass Valley, CaliforniaIT’S MY typographical error,Charlie. You are right on thenumbers. Somehow my fingers– and possibly, brain – gotdyslexic and doubled the "2"and the "5" in each case insteadof the "1"s. I'm embarrassed tosay I didn’t catch it in my proofreadingand I didn’t realize theerror until you pointed it out.Thanks for your keen eyes. – ed.PAUL’S REPLY when I alertedhim of my error:NOT A PROBLEM. I’ll just telleveryone it’s a customCanadian limo. Great lookingreproduction on thosepictures of my D10 Dodge.Thanks. The colour looksabout right. I’d sure like tofind one of those 155-inchwheelbase Dodges! That’seven bigger than my Cadillac:) – Paul HorchFind a ‘55I HOPE YOU CAN HELP me.When I was living in LosAngeles, California, I was ata Spectrum Auction onOctober 26 and 27, 1991 (yesindeed!). Lot 124 was ablack 1955 PlymouthBelvedere station wagonoriginally from France. I’mlooking for this particularcar. Would you please tellme if you could help me byadvertising with your club tofind the buyer or even theactual owner of this car?I lost the address of theCalifornia car dealer whobought it. I will be verypleased to find again this car.Jean BerthouBordeaux, France

HELLO JEAN - I'm afraid Ican’t help you with yourquest for the black 55Belvedere station wagon.The club doesn’t have serialnumber records of carsbeyond 1948 so I can’tsearch the data base to see ifthe car has been registeredwith the club. I will forwardthis to our club editor, LannyKnutson. He can put somethingin the BULLETIN andmaybe someone will know ofthe car. – Jim BenjaminsonRenewal timeI’M SORRY that I am notrenewing. I sold my ‘65Valiant to a collector inNorth Carolina last spring.Your publication is one ofMeeting at Roscoe Dinerthe very finest available. Ialways read it cover to coverand have for ten years ofissues. Age and circumstancescaused me to partwith my 1965 V-200 fourdoorwith 273 V8 and 66,000original miles. I miss it!Donald LindsleyLynchburg, Virginia“Daffodil”fodil”AFTER 30 YEARS of enjoyment with my ‘49 Plymouth, wedecided to part ways. I was able to give it a good home andreplace it with this 1967 Fury III convertible.Jack BrandonCambridge City, IndianaI AM RENEWING for one yearof the PLYMOUTH BULLETINwhich is the best magazinefor Plymouth owners tohave. Thank you for makinga great magazine. I readevery one that comes here.I have a 1947 Plymouthconvertible that I restored tenyears ago and I keep it in thegarage. The Florida sungives us nine months of summerso it gets hot here. I goto the cruise nights onWednesday or Friday nights– if I miss one I can go to thenext one. The Turkey Run atDaytona Beach is a great oneto see – over 5,000 old carsare there.I’ll close for now andkeep on sending those magazines!Everett AmentDeltona, FloridaLATE IN OCTOBER, Chet Brzostowski made a suggestionthat we meet at the Roscoe Diner in Roscoe, New York,so three of us took him up on his offer: Greg Gonyawith his ‘46 coupe, Mark Duggan with his first-series‘49, myself.It was basically Chet’s maiden voyage in his '48.He is to be commended for driving the Plymouth fromVirginia to meet up with us. Mark drove in from theBoston area and Greg from the Syracuse area.Mark and I met up here in Neversink,then he followed me to Roscoe. Westopped along the way in LivingstonManor to take the photo of his car andthe covered bridge.When we arrived at the RoscoeDiner, Greg was already there with his‘46 coupe and Mark had parked next tohim. Chet was across the road gassing uphis ‘48. After breakfast we parked the carsnext to one another for a photo and BS session.A young lady walkedover to look at the cars andshe was asked if sheminded taking a groupphoto of us and naturallyshe smiled anddid so.Everyone madeit back home andtheir Plymouths ranflawlessly on theentire trip.I had met Greg last summerbut had never met Chet or Mark,yet I felt we knew one other as I wehave been in contact on the POC and theP15-D24 forums. The four of us are allmembers of the Plymouth Owners Club.Old Plymouths make for darngood friends.Bob DrownNeversink, New York-6-

Regional ReportCarolina RegionON OCTOBER 29TH, we spent adelightful day touring Salisbury,North Carolina, the seat of RowanCounty. It is the home to famedNorth Carolina soft drink Cheerwineand the regional supermarket FoodLion. Salisbury is the birthplace offormer US Senator Elizabeth Dole,financier and philanthropist Julian H.Robertson, and retired NBA playerBobby Jackson. It has a rich backgroundwith treasures spanning over twocenturies of history from the early daysof Daniel Boone and Andrew Jackson,through the involvement of NorthCarolina in the Civil War and GeneralStoneman’s raid.We saw some structures from the1800s as well as interesting artifactsDean Yates’ ‘74 Valiant Brougham and the Salisburytrolley.such as the desk that President AndrewJackson used when he studied law inSalisbury. We saw history up close atthe Rowan Museum, the 1854Courthouse, the circa 1815 Utzman-Chambers House Museum and the 1820Hall House. Salisbury is the site of anoted prisoner of war camp during theAmerican Civil War and has tenNational Register historic districts withmany historic homes and commercialbuildings dating from the 19th and earlyNATIONAL VICE PRESIDENT(responsible for regions)Bobbi Berkheimer(308) 452-3980 bobbib@nctc.net20th centuries.Our tour began as we gathered for atrolley ride and history tour of oldSalisbury. During our hour plus trolleyride around Salisbury we learnedmany interesting facts. After ourtrolley ride we moved on to theWaterworks, a visual arts centerwhere we viewed “Through aSoldier’s Eyes.” This exhibitionhonors and illustrates the Vietnam experiencesof local servicemen and womenthrough a powerful assemblage of artifacts,photographs, and oral histories.After viewing the art at theWaterworks, we walked to the1854 OldRowan County Courthouse that is nowone of several museums in Salisbury.The courthouse is considered a ClassicalTemple-style building with a façade ofmassive two story Doric columns. ItBUCKEYE REGIONRon Thomann8001 Schott Rd.Westerville, OH 43081 (614) 895-2319airflow1@earthlink.netCAROLINA REGIONGreg ErrettPO Box 2511Winston-Salem, NC 27102(336) 747-6871GREGE@cityofws.orgCASCADE PACIFIC REGIONMike Bade15149 SE Pebble Beach DriveHappy Valley, OR 97086(503) 206-4652 mdscbade@msn.comCOLONIAL REGIONBetty Kibbe456 Holyoke St.Ludlow, MA 01056(413) 589-9854 winmil456@charter.netDAIRYLAND REGIONTom Wagner4913 Foxwood Blvd.Lakeland, FL 33810 (Dec 1-May 1)(920) 285-2660, cell tgwkiw@yahoo.comDELAWARE VALLEY REGIONBill Tropia52 Breece Dr.Yardley, PA 19067-1513seehaas@snip.netDETROIT REGIONJoseph B. Lewis, editor9145 HazeltonRedford, MI 48239Russ Nardi, pres: (586) 566-5838rpnardi@hotmail.comFLORIDA SUNSHINE REGIONMichael Bonadonna455 North Cherry Pop DriveInverness, FL 34453-7975(352) 341-1019mlb5355@hotmail.comGOLDEN STATE REGIONKenneth Wilson312 Bagshaw CourtSan Jose, CA 95123(408) 227-1837jblken@pacbell.netGRAND CANYON REGIONTony Tricoci10206 South 43rd CourtPhoenix, AZ 85044 (480) 893-8687tx12@cox.netHEART OF AMERICA REGIONMike Schaefer12221 NE 136thKearney, MO 64060(816) 781-7117 schaeferfam@hotmail.comwww.plymouthclub.comHOOSIER REGIONKevin Reeves, President5268 W. 500 S.Westpoint, IN 47992 / (765) 714-0255kevin.50plymouth@yahoo.comJan Peel, Editor, JPeel83719@aol.comHUDSON VALLEY REGIONRichard Wahrendorff1471 Rt. 213Ulster Park, NY 12487(845) 338-7871 rwwmds@hvc.rr.comLINCOLN LAND REGIONEd Lanfer6201 Wade AvenueSt. Louis, MO 63139 (314) 704-5608Ed.Lanfer@federalmogul.comLONE STAR REGIONMike MorrisonPO Box 3218Bandera, TX 78003(916) 205-8099lmm1946@wildblue.netLONG ISLAND REGIONPeter Marks47 Flintlock DriveShirley, NY 11967(631) 772-2270 liplymouths@aol.comMID-ATLANTIC REGIONDianne E. Taylor407 E. Nicodemus Rd.Westminster, MD 21157(410) 876-0702 detaylor@towson.eduMID-IOWA REGIONBob Coburn2434 E. Madison Ave.Des Moines, IA 50317-4139(515) 265-4471 annejohn1@gmail.comMISSOURI "Show Me” REGIONTommy G. Pike1602 East DaleSpringfield, MO 65803furyon66@earthlink.netgroshong@socket.net (Loyd Groshong)PA OIL VALLEY REGIONJim Stoudt1290 Bankson Rd.Oil City, PA 16301 (814) 676-6678bjjstoudt@zoominternet.netPRAIRIE REGIONFrank Shemek11901 South 34th St.Bellevue, NE 68123(402) 291-4834f.e.shemek@cox.netROCKY MOUNTAIN REGIONWayne Kreps8911 Ithaca WayWestminster, CO 80031(303) 427-5543drtyolcarnut@gmail.comTALL PINES REGIONRichard Tetzlaff23383 Malanie Trail NorthScandia, MN 55073-9745(612) 759 2103 ajorrj@aol.comWinter: R.Ramberg rar1082@gmail.comTULSA REGIONJerry Burch1111 South Florence Ave.Tulsa, OK 74104-4104jerryburch@cox.netUNITED KINGDOM REGIONBarry Reece“The Meadows” Cookley Halesworth,Suffolk IP19 0LU, ENGLAND.tel/fax: 01986-784305jillnbarry@reecejill.orangehome.co.uk-7-

was spared by Union General GeorgeStoneman in 1864 and served as thecourthouse until the current one wasbuilt in 1914. The museum containsmany from the Civil War.We then traveled to the SalisburyNational Cemetery. This cemetery wasestablished by Confederate authorities toserve as the burial ground for capturedUnion soldiers incarcerated at the prisonin Salisbury. The practice of prisonerexchange kept the prison populationsdown until 1864, after whichthe populations swelled. In the fall of1864, the number of soldiers atSalisbury prison doubled from 5,000 to10,000. It suffered from one of the highestprison death rates, with as many ashalf the men dying of starvation or disease.After viewing the grounds of theNational Cemetery, we traveled North todowntown Salisbury where we dined ata local Salisbury eatery, Uncle Bucks.While waiting on our food to arrive wehad a short meeting to discuss severalitems.– Dean YatesCascade Pacific RegionOUR SEPTEMBER MEETING was held onthe 27th with Mike Bade presiding and40 people attending, including one guestfrom the Slant 6 Club.Lorraine Griffey, of the membercare committee, reported that GaryHarden died on September 25.Members were asked to drive their oldcars to the funeral service. She alsomentioned that both Pat and Patty Brostare battling cancer.Thirteen member cars were enteredin the Aullure of the Auto show onAugust 29, three of which were parkedin places of honor in the museum courtyard.Five members attended aSeptember event at the Columbia GorgeInterpretive Center. Member ChrisDitka won Best Original for his ‘37pickup at a show of over 200 cars atLebanon.The CPPC was the featured club atthe last Beaches Cruise-in of the year,held on September 28. The featuredspot – on grass and near food, picnictables and rest rooms – is coveted. TimMcCarthy showed up with a non-Plymouth vehicle with signs on thewindshield reading: WHEN I GROW UP, IWANT TOBE A PLYMOUTH FLEETLINE. Twonew members, paying cash on the spot,were signed up.OUR OCTOBER MEETING was attendedby 35 people, including new memberJeff Miller who recently purchased a ‘42P14 coupe.The guest speaker was DonHufschmid who talked about licensingcars and exchanging car titles.Business included nominations for2012 and a number of upcoming eventsincluding our annual Thanksgivingpotluck. – Donna Bade and Robin WillColonial RegionTWELVE MEMBERS MET at Jenny’sCountry Manor as we began ourSeptember tour with a delicious BBQdinner.The next morning turned out to bedamp and drizzly but we headed out tothe Old RhinebeckAerodrome. Theskies brightenedand six memberwent for aride in abiplane. Mostof the groupremained at theaerodrome for a tourof the hangers and planes.The afternoon offered an entertaining airshow.Several people went to the InnisfreeGardens in Millbrook. After meetingback at the hotel, we headed out to theEveready Diner in Rhinebeck. The foodwas great, although we were entertainedby a dripping ceiling.On Sunday, we headed to HydePark for a tour of the VanderbiltMansion. After the guided tour, wewalked the gardens. Following lunch atthe Broadway Cafe and Diner, we drovedown the street to the boat dock wherewe boarded the Rip Van Winkle. Wewere joined there by RichardWahrendorf of the Hudson ValleyRegion for the enjoyable and informativecruise. It was interesting to see thevarious mansions from the viewpoint ofthe Hudson River.Returning to the dock, some of usheaded home while other remained inthe area for one more night.– Jane Palmer-8-Dairyland RegionWE GOT TOGETHER on October 15th inReedsburg, Wisconsin, first meeting atthe Denny’s Classic Diner for breakfast.This old fashioned diner-style eatery hasmany items to look at while eating andtalking.After breakfast we went to thePioneer Log Village in Reedsburg whichis a 52-acre parcel with an unbelievablecollection of old historical items peopleof the area had saved and donated.Many log buildings are filled withantique items on display and furnishedwith period pieces.The log buildings date from the1850s, and there is a Missouri SynodLutheran church built in 1876. There arealso three buildings available to betoured which are loaded with moreitems from Reedsburg’s past and alsomany items from the Indian culture andmilitary of that time.Attending with hosts Art andDebbie Krolikowski were nine members.A great time and place to see on abeautiful day. Thanks to Art andDebbie.– Jeff TarwoodDelaware Valley RegionOUR OCTOBER MEETING was called toorder by Bill Tropia with 14 members inattendance.Ed Micallf reported on our proposeddonation to a student at his technicalschool. It was moved that we forward acheck to the automotive tech school ofthe student’s choice. The club subsequentlyvoted to donate $500.Nominations for 2012 wereannounced as was our upcomingChristmas party, again to be held at thehome of Larry and Lorraine Nuesch.Hank DeMayo gave a tech talk onstoring a car for the winter: 1) Sta-Bil inthe tank to preserve the gas; 2) MarvelMystery oil in the tank; 3) mothballs formice; 4) Damp-Rid for the car interiorto absorb moisture. Frank Mollobrought a newspaper article on motoroils. He indicated the oils not to use forcars built before 1930. – Hank DeMayoDetroit RegionPRESIDENT RUSS NARDI called ourOctober meeting to order at the home of

Ron Kline with 14 members present, sixof whom reported on the 2011 Hersheyswap meet.President Nardi opened a discussionon the 2014 National Summer Meet bypassing out the assignment plan. Wesettled on July 21 and July 28, 2014 asthe preferred dates. These dates will beconfirmed with the Edison Inn, the hosthotel.Wayne Brandon reported that thePOC judging committee, which herecently chaired, recommends that therebe no more than one non-judged meetper year. A show of hands indicated themajority of regional members presentpreferred a non-judged meet for 2014.Don Wood asked if there is aPlymouth historical Association, museumor person in the USA dedicated tothe preservation of all Plymouth artifacts,etc. President Nardi will contactEarl Buton to inquire of the depth of thePOC collection. – Paul CurtisGrand Canyon RegionOUR OCTOBER MEETING was hosted byHarold and Kay Norton at their Tucsonwhich has a beautiful view of mountainsfrom the backyard. A lunch of antipastosalad and cake was provided by theNortons and enjoyed by all.Kay’s award-winning 1950Plymouth and Harold’s recently completed1939 Lincoln Zephyr were inthe driveway for our viewing pleasure.Both are exceptionally well done and ajoy to behold.In addition to the lunch, meeting,and viewing of cars, the attendeeslooked at photographs the Nortons hadtaken at the National Summer Meet inCalifornia where Kay’s Plymouthearned a First Place award by scoring398 points out of a possible 400.We discussed the possibility of hostinga national meet in the Tucson area in2013. Officers for 2012 are president,Tony Tricoci;vice-president, FrankJohnston; treasurer, Liz Choukalas;recording secretary, Harold Norton;newsletter editor, Tony Tricoci.– Barbara TricociGolden State RegionFALL IS IN THE AIR and the holidays arefast approaching. We give thanks forfamily, friends, health and happiness inNovember and then go on to celebrate ajoyful Christmas season. It’s also a timeI think about those around us who maynot have life so easy, so it is my pleasureto announce that our region willonce again participate in theOrangewood Foundation's holiday drive.Orangewood is dedicated to supportingfoster youth of Orange County and helpingthose emancipated from the systemwith a step up in life.We have been assigned a family foradoption for this Christmas season:Jeremy, 28, Angela 27, and their twoyoung boys, Nathaniel, 9, and Zakary, 3.Jeremy and Angela were once fosteryouth in the system and still use theOrangewood resource center for help.Angela is a dedicated mother raising thetwo boys and hopes to go back to schoolnext year. Jeremy is a painter, workinghard to support his family and is currentlycompleting an apprenticeship inLos Angles.Along with donations from individualmembers, our region will also bebudgeting some funds tohelp this family celebrate the seasonwith happiness and smiles.– Margie AmosHeart of America RegionOH, WHAT A DAY WE HAD; what perfectcrisp fall weather for driving our oldcars. Twenty-six members, joined bysix guests, enjoyed a day trip onSeptember 24 to Jerry and DorisElwood’s country home, and the FallFestival at the Louisburg Cider Mill inSpring Hill, Kansas.We first stopped at Elwoods’ wherewe viewed their wonderful car displayand were served delicious homemadebreads and cookies and fresh fruit.Then we went on to small West Line,Missouri, where, at Good TimesClassics, we saw the magnificent oldcars on display. We noticed that Elvis,-9-dressed in his white jump suit withrhinestones, was also enjoying the display.Up the street, we stopped at themini-town built by Mr. Dennis, theowner of Good Time Classics. Aschoolhouse, a church, a 5&10 centstore, a burger shop, Gulf Oil stationand boutique shop were all fun to gothrough.From West Line, we headed toLouisburg and the Fall Festival. Anunbelievable number of people werevisiting there on that day and we werelucky that Doris had arranged for us tobe able to park close to the numerouscraft and food booths. We strolled thewalkways, shopped for apple cider,cider donuts and other miscellany, listenedto a blue grass band and enjoyedwatching the crowds and visiting.We topped off the day with a ride toSpring Hill and lunch at K & MBarbeque, where we enjoyed excellentservice and food in huge portions.We thank Jerry and Doris for hostinga well-planned trip.– Winona KrenzerTWENTY-EIGHT MEMBERS and threeguests attended our November meeting.President Mike Schaefer announced thata 2013 national cross-country tour isunder consideration. We also voted toput in a bid to host a national meet inSeptember 2012.Mike Stewart’s tip was of a tool hemade out of a 3/16”-deep socket to takethe nut off a light switch withoutdestroying the chrome. Jim Morganshowed a charger that maintains 6- and12-volt batteries for long periods as itturns off and on automatically ascharges are needed, especially as carsare stored for winter.We voted that all officers remain inoffice for another two years.Ron Holloway had pictures of himdriving his car around the KansasSpeedway track for 15 miles, reachingspeeds of 80-83 MPH. He had lots of funbut says it wore him out!Joyce and Ken Reed told of theirinteresting trip to the Crosley Museumin Illinois.– Ron HollowayHoosier RegionON OCTOBER 22, we held our “weenieroast” and yearly auction at Kevin and

Kristin Reeves’ home in Westpoint,Indiana, attended by nine members. Itended up being a beautiful fall day. Weeach roasted our own hot dogs over thefire and ate from the various food itemsavailable. Some were brave and roastedhuge marshmallows over the fire fordesert. Mostly we just sat around talkingabout life, and cars, of course.In lieu of a meeting, Kevin showedphotos from the trip to the national meetin Rochester, Minnesota. A few of usdecided to take a brief cat nap; includingmy cat Clyde who took a liking toBob Hein’s shoes.Next, a small auction was held.Since our usual auctioneer, Jan, wasrecuperating from surgery, Kevin tookover the duties. Kevin’s mom donated abeautiful fall afghan that Bev Weakleywon for $24. Scott Oller won a VW busmodel. Kevin won a 1950s Plymouthliterature item after a tough battle withVal Weakley. A Coca-Cola bingo ballwent to Bev. Beer was also battled overby Bob Hein and Scott Jones, with Bobwinning. In total the auction brought in$50 for the club to use.We adjourned from the auction andtook a short hay ride in Kevin’s aunt’sfield. Kevin drove his 1948 Oliver. BobVan Buskirk took pictures for us.All and all it was a great time andKevin and I would like to thank everyonefor coming. – Kristin ReevesDURING THE AUCTION,the bidding had slowedand someone commentedthat we neededStan (Peel) and Marvinto run up the bid. Stan willalways be with us.– Unknown Mouse in the Cornervia Bob Van BuskirkLong Island RegionOCTOBER HAD AN OUTRAGEOUS beginningas five of us made our annual pilgrimageto the “Woodstock of carshows,” the AACA Fall Meet atHershey. The usual great time was hadby all. We feasted on a number of ourown culinary delights. We had a decentamount of sales this year, althoughmost of the high ticket items were purchasedby Europeans. There did seemto be a greater number of empty spots inthe swap meet fields and a thinnercrowd. The economic downturn is stillrearing its ugly head.All too quickly the days passed andit was homeward bound. Four blocksfrom Roger Lopera’s house DaveWegenaar spotted a set of tires and rimsfor sale at the curb. We stopped to take alook, and they were a perfect fit for PeteMark’s van. A deal was made and for$80 Pete wound up with four tires,chrome rims, center caps and lug nuts.Bargains crop up when you least expectthem.OUR OCTOBER 12 MEETING was calledto order with 12 members present. In hisreport, President Marks mentioned thatthe can tab collection started by hisdaughter, Maria, has been extremelysuccessful. She was written up and hadher picture on page one of theSouthshore Press. Gershaws scrapmetal will donate up to $5000 to theSunrise fund for the aluminum tabsturned in. Pete also went on to discussthe goings-on at Hershey, andSeptember’s outing at the SuffolkCounty Police Museum Garage.– Dave WegenaarLone Star RegionWE MET ON NOVEMBER 11 for a tourthat began in San Marcos, Texas, andended at Lockhart. Van Massirerpresided at the business meeting,which was held at Black’s Barbecueat Lockhart with 11 members attending.Marc Honey is exploring the possibilityof acquiring knit shirts through acompany called Queensboro.com. Onceour logo is online with the company,individuals may order directly.Officers elected for 2012 were:president, Mike Morrison; vice-president,Mark Ballard; secretary, MarcHoney; treasurer, Carl Bradley. Outgoingpresident Van Massirer agreed, atMike’s request, to serve as liaison withthe national organization.In discussing a national meet, theconsensus was the same as in the past:we are too small and inexperienced as aclub to take on such a venture in thenear future. We need answers to questionssuch as what national memberswould like to see and do on a trip toTexas and how much control the nationalorganization has. A suggestion wasmade to talk with those who have host--10-ed a national meet to find out what isinvolved. Ideally, some of our membersought to attend a national meet to gatherinformation. – Mary MassirerMid-Iowa RegionWE HAVE PICKED UP some new membersand were very active with car-relatedactivities during the past summer. Itis great to have members who participatein club activities.In August, we attended the HeritageCarousel car show at Union Park in DesMoines. The park features a large historicalcarousel that is beautiful andvery popular with residents in the area.Among the large turnout of auto enthusiastswas our member John DeMosswith his ‘65 Fury III and Randy Cashartwith his ‘66 Barracuda, both of whichreceived top-25 awards.On August 31, a number of membersattended the annual Family FunNight and car show hosted by the GraceChurch in Des Moines. It was a warmnight that was perfect for observing over100 vehicles and taking in the great fellowshipof the event. We look forwardto this great car show next year.In September, several members metat a McDonald’s in Pleasant Hill andcaravanned to a car show at Prairie Cityhosted by city’s fire and police departments.The day started cool but warmedup by mid-day. Ten members attended.John DeMoss’s ‘65 Fury III and BobCoburn’s ‘59 300E won top-25 awards.New member Wendell Davis wonBest Original Classic with his ‘59 SportFury convertible at a car show in hishome state of Missouri. To this writer,‘59 Plymouths are gorgeous automobiles.On October 22, members met atBob Coburn’s garage to discuss upcomingelections and to plan possible clubactivities for the next several months.It has been a pretty good summer incentral Iowa with numerous car-relatedevents to attend. Plymouth club membersare to be commended for their continuedattendance at these events.– Ed LynamPrairie RegionOUR OCTOBER MEETING was held inthe old schoolhouse at the SewardMuseum during the Goehner Car Show.

in Goehner, Nebraska. Nineteen memberswere in attendance. This was thelast Goehner car show coordinated byour member V. P, Johnson. Another personmay be continuing next year.We were allowed to have our meetingin the school house. It was interestingto see some of our members tryingto fit in the seats. We also needed to disciplinea few members for talking duringthe meeting. No names mentioned.Our club had eight winners that day,including Bill Bartlett who received anaward for having the most plaques fromthe Goehner show. The Prairie Regionalso received a trophy for having themost participants. A good time was heldby all who attended.– Pam FlemingRocky Mountain RegionIN JUNE, the Sullivans hosted a potluckpicnic in their backyard. Our attendancewas down a bit because of schedulingconflicts, but the weather was perfectand the company was great.IN JULY, we gathered at theToteve/Wells home west of Longmont,Colorado, to enjoy a wonderful potluck.The Wellses prepared the main courseand corn on the cob in an old milk can.Jerry brought out their beautiful old firetruck and gave us rides. The meetingwas well-attended and enjoyed by all. Itwas a lovely, relaxing day.The Fort Morgan Car Show, held inSeptember, was good as always, accordingto reports. Stanley and I wereunable to attend. – Sandra HicksTall Pines RegionTHE FROST WAS ON THE PUMPKIN onSaturday morning, October 1st, the firstday of our Annual Fall Foliage Tour.Sixteen members in seven oldPlymouths met at the Kozy Kitchen inGrantsburg, Wisconsin. Five more camein modern cars.After breakfast, we headed to therestored trade fort, La Folle Avoine. Ourguide explained to us that this was atrade fort, as opposed to a military fort,from the period of approximately 1800.He further explained the meaning of theFrench term “La Folle Avoine.”Translated, it means “crazy oats,” a termthat the early French-Canadian traderscalled the native wild rice, grown in itsnative habitat of local lakes and rivers.The traders thought that oats (rice) thatgrew in the water was silly or stupid.The fort owes its existence to the highdemand for beaver-skin top hats inEurope at that time. The traders wouldexchange beaver pelts from the Indiansfor manufactured goods from Europe,such as blankets, sugar and firearms.We had a beautiful morning to walkthrough the fort grounds and everyoneseemed to find it enjoyable and interesting.We then took a series of back roadstoward Spooner, Wisconsin, our eventuallunch and overnight stop. Thisstretch of road proved to have some ofthe prettiest scenery we saw on the trip.We skirted beautiful lakeshores and sawbrilliant red, gold and yellow leavesalong the whole way.After lunch in Spooner, we drove alittle way out of town to Scribners RestHome for Old Engines, which we hadvisited two years ago and had seen theoutdoor displays of antique tractors andcars. This time, though, the owners,Dale and Karen Scribner, were there andopened their large shop to us. On displaywere 1920 and 1928 Internationaltrucks, 1919 and 1925 Rumely Oil-Pulltractors, 1925 and 1928 Minneapolistractors, a 1925 Hart Parr tractor, a 1942Cockshult tractor, and a 1938 Massey-Harris Twin Power tractor. In addition,there were many stationary engines ofall sizes.Dale Scribner’s father, Cecil, lived acouple miles away and we got to see hiscollection also. He has manyStudebakers of the ‘50s and ‘60s, varioustractors, a couple of Studebaker militarytrucks, a 1958 Packard and twocars of special interest to us: a 1959Dodge and a 1955 Dodge La Femme.Both were beautiful and the La Femmeis very rare and valuable. We thankthem for showing us their beautiful collections.-11-Following our garage tour, we headedcross-country to see some more fallcolors and to possibly visit theCranberry Festival in nearby StoneLake. Unfortunately, very heavy traffic,long walks and remote parking discouragedour attempt to visit the event.With some effort, we got everyoneturned around and headed back toSpooner via other scenic roads.When we got back to Spooner, wechecked into our motel, the CountryHouse, got cleaned up a little, thenheaded out for dinner at the TregoDinner Bell, some seven miles north oftown. We had a great meal with plentyof time to visit afterwards. Juneaus leftfor their cabin, and the rest of us headedback to the motel, with a beautiful,bright first-quarter moon to light ourway.Sunday morning dawned warm andbright as most of us met for breakfast.The Schultz group left in their moderncar to start on their vacation trip toMichigan. Mike Connolly had left onSaturday afternoon so he could be backin time to run in the Twin CitiesMarathon Sunday morning. The rest ofus toured toward Juneaus’ cabin, viascenic back roads. We purposely soughtout the former Simon’s Auto Salvage inHayward, Wisconsin, a place wheremany of our members have purchasedcars or parts. Alas, although the yard isstill there, it is under new ownership andall the old stuff had been gotten rid of.They only handle 1995 and newer carsnow: plastic cars.We arrived at the Juneau cabinabout noon and after some visiting andexploring their cars and parts, we had abrief business meeting, conducted byour president, Rich Tetzlaff.Following our meeting we had adelicious cookout dinner with severalside dishes and desserts. The dinnerwas to celebrate the 40th anniversary ofour Tall Pines Region. Everyone had agood time and we thank all the Juneausfor their hospitality. In the late afternoon,we started to break up for our separateways home. As usual, our oldPlymouths performed flawlessly. Themore you use them, the better they run.– Happy Plymouthing,Rog & Jean Ramberg

24 th Annual FOUR CYLINDERPLYMOUTH MEET AND DRIVING TOURTHE LILACS OF PRINCE EDWARD COUNTYMAY 24-27, 2012Thursday May 24: check in and short early evening tourFriday May 25 area driving tour covering about 120 milesSaturday May 26 more area tour, about 80 miles, running board flea market and banquetSunday May 27: optional short tour or shopping in the area.Monday May 28 (US Memorial Day) optional self guided sight seeing on your own in thishistoric part of Ontario.REGISTRATION FORMName___________________________________Spouse/Guest_________________________Address_____________________________City_________________Postal/Zip Code_______E-mail______________________________________Phone (_____) ____________________Plymouth: Year_________ Model___________ Body ____________HOST MOTELPICTON HARBOUR INNPhone 1 800 678 7906Room Rate $95/nightWeb site www.pictonharbourinn.com Book before April 20, 2012,to ensure room availabilityRV Parking – contact Bill Wybengaduring fishing season.-48-

plymouth2012journeyAre you ready forsome real fun in 2012?Who: PJ OwnersWhat: PJ tourWhen: August July 30 – August 3, 2012Where: Western Michigan (from St. Joseph to Mackinaw City)For More Information Contact Tech Advisor Wayne Brandon at 517‐625‐PLYM (7596)Printed in Canada. Bound in USA.-13-

Benji's OdditiesFirsts…and Lasts (almost)Inwondered, while looking at atravels to car shows andmuseums, have you everInyourmake of car “whatever became of thefirst Ford” — or the “first DodgeBrothers” — or the first of any givenmake or model?Some years ago, General Motorsbegan looking for their 150-millionthcar, a special gold-colored 1955Chevrolet BelAir sedan. Now thatChevy is celebrating its 100th anniversary,I wonder if they’ve ever found thatspecial milestone car?Some years ago Mike Lamm wrotean article about these “milestone cars”for Hemmings Classic Car (or was itSpecial Interest Autos?). Every carcompany throughout the years hasseemed to have had publicity photosshowing their milestone products. But,whatever became of those cars? Itseems that only Henry Ford had theforesight to put his milestone cars intohis museum in Dearborn, Michigan.LOOKING AT THE OTHER END of thespectrum, I ask: whatever became of theLAST car of a certain production run?Over the years I have written aboutthe search for the elusive Mrs. Millerand her milestone Plymouths. A recentemail letter received by club webmasterMark Olson and forwarded to me onceagain raises that question. This time thewriter is from Sweden. After some correspondenceand a little research abouthis car, the subject of “the other end ofthe spectrum” came up. First, let meshare Erik Bergkvist’s letter. Then we’llshare the rest of the story.Sent: Sunday, November 6, 2011 2:46PMSubject: Plymouth 1934Hello!My name is Erik Bergkvist and I live inSweden.I have been looking on the home pageof the Plymouth Owners Club and I haveread the Ethel Miller story and it caughtmy interest because I recently havebought a Plymouth PE Deluxe 4 doorsedan and, according to the identificationnumber, my car was manufacturedin Detroit. I have looked up my identificationnumber on the internet and havefound that my car has a very late number.I know they stopped making the1934 Plymouth PE on the 28th ofSeptember, 1934, so my car was manufacturedprobably sometime in August orSeptember 1934. And now when I readthe Ethel Miller story I found out that theone-millionth Plymouth car was rollingoff the line August 9, 1934 in Detroit.So do you know or do you know somebodythat can tell me what the one-millionthcar had for an identification number?Or do you know where and if Ican get it from some place?The car I have was imported to Swedenin 2003 from South America, from thecapital city of Montevideo, in Uruguay.RegardsErikIN SUBSEQUENT CORRESPONDENCEErik sent several photos of his car,along with the car’s identification numberswhich have been added to the listof known existing 1934 Plymouths(now 838 cars strong). Erik is correcton the date of the last ‘34 Plymouthbeing built. The last 1934 PEPlymouth off the Detroit assembly linecarried serial number of 2397536.Erik's car? Serial number 2397534.Yes, his car is the third car from the endof production of 1934 Plymouths!Although he hasn’t gotten the ServiceCard (build) Record for his car fromChrysler Historical yet, it will be fun toknow if his car was shipped as a completevehicle to South America or if itwas sent as a CKD unit for assemblysomewhere in South America.In subsequent emails Erik revealshe is the car’s fourth owner in Sweden,having purchased it October 21, 2011.Apparently used as a taxi in Uruguay,the car is mechanically sound but ismissing some items, such as theMayflower radiator ornament, the littlewings on the headlamps and the outsidetrumpet horns. The car has beenrepainted at least once, and the interiorhas been redone in non-authentic materials.And Erik questions whether thecar had been converted to right-handdrive “because it has two windshieldwipers and the door lock is on the leftfront door.” (South America was righthand-drivewhen the car was new).While I couldn’t provide him withthe serial number of Mrs. Miller’s onemillionthPlymouth (a question that hasbugged me for many years!), I could atleast tell him that he owns “ALMOST”the last 1934 Plymouth built. Do yousuppose either of the last two ‘34s builtare still out there somewhere?Does anyone in the club have a carthat was either the first or last car builtof a particular series? Maybe it’s timefor another contest like our Search ForThe Oldest Plymouth!-- Jim Benjaminson-14-

LANNY KNUTSON PHOTOSGet Gas & GoDURING my visit in Sweden, Thorsten Larsson pulled his ‘35 PJ sedan into abensinstation in his hometown of Ystad to fyll tanken. At Thorsten’s elbow is theexit sign, showing the way out. In Lillehammer, Norway, (LEFT) the price of regular(95 octane) was 14.6 kroner per liter which converts to approximately $2.50 US perliter or $10.00 per US gallon. (Alltid åpent means “always open”) — LDK-15-

The Oddball1961 literature and collectiblesOne of the smallest selections ofpostwar literature/collectibles IAhave is of the 1961 model year.About 1968 I started visiting mylocal Chrysler-Plymouth dealership andsaved them trips to the dump by takingeverything that was left over from theprevious year’s sales material. Havingalready collected all prewar items foryears, I then back-filled the rest. Sadly,in just the last few years when I workedon indexing the balance of what I have,I found I need a few items. They are B1960, 1961, 1965 and 1967 Color &Trim; as well as the 1961 Plymouth-Valiant Data Book. Should any of youCknow of or have the above, I wouldlove to swap or trade for other MoParLiterature and/or whatever else youmay have. Also, I will certainly buyany of them outright. Thank you.After the introduction of the allnewValiant in 1960, Chrysler Corporationissued a services supplement to be used withthe 1960 manual. An air conditioning servicemanual supplement was printed as well.There are two Valiant and two Plymouth owners’manuals. The Canadian owners’ manualsare separated as well and can be found withEnglish and French text. Canadian sales materialwas also done in English and French. TheUnited States color catalog 81-505-1009 wasmade in two sizes,11x8.5-inch, 24 pages and12.5x10-inch, 24 pages. I have only one othercolor catalog, a small (no code) 9x3.5inch,12-page item. Chrysler Corporation put out a spiral-boundIdea Cars and Parade Cars, 1940-1961, which covers the 1950 Plymouth XX-500, the 1954 Belmont and Explorer, the 1958Cabana (body mock-up only) and the 1960XNR. A non-MoPar catalog which can be ofhelp is the Miller Tool F-778 (printed 8/30/69).Police and taxi Plymouths each have their owncatalogs. Export catalogs, etc., are often thesame but with different text.So now, until the next issue, keep lookingfor all these oddball items!— Andy Weimannweimann@snet.netA,B,C, are metal dealer showroom picturesA.) Fury convertible, Fury four-door sedanB.) Valiant hardtop, Valiant four-door sedan, Valiant station wagonC.) Belvedere two-door hardtop, Sport SuburbanG.) Premier Invite, five locations, plant tourH.) New car invitational cardD.) “Prospect Teaser” cardsE.) Accessories catalog and price guideF.)Public relations; Plymouth pictorial historyI,) Canadian Plymouth, Valiant and Dodge sales catalog/foldersJ.) Chrysler-Plymouth International S.A., Plymouth, ValiantK.) Switzerland press releaseL.)Plymouth Troubleshooting award-16-

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19615050thAnniverersaryPlymouthIn a word: Uniqueby John WigginsRed Boiling Springs, TennesseeAwhole host of adjectives has been used to describethe 1961 full-size Plymouths: “Awful,” “unsightly,”“weird,” “hideous” and, more often than not, justplain “ugly.” However, on this the fiftieth anniversary of the1961 Plymouth, one word stands out in this fan’s mind aboveall others: UNIQUE. Even for we defenders of the model,few will argue that the car has a tendency to startle or cause adouble-take. But that in itself is, for some of us, what makesthe vehicle so lovable at 50 and also one of the rarest of theChrysler “Forward Look” products to be seen today.The 1961 Plymouth, the secondyear of Chrysler’s “Unibody”full-size cars (only the Imperialwas still body-on-frame) was,under the skin, the same basic caras 1960, with a few changes, albeitsome not-so-subtle. In fact, whenChrysler issued service manuals todealers for 1961, the Plymouth “Cbody”book was merely a supplementto the 1960 manual.All full-size Plymouths rode on a 118-inch-wheelbase,with station wagons extended to 122. This same platform wasshared with the new lower-priced Dodge Dart which saw itsdebut in 1960.Engine choices were the same, starting with the wellreceived225 CID “30-D Economy Six” that was first introducedin 1960, along with two versions of the 318 CID V8(230 or 260 horsepower), the 361 CID Golden CommandoV8 with 305 horsepower and finally the sinister, barely streetlegalSonoramic Commando V8 that boasted “383 cubic inches,two four-barrel carburetors, and 330 screaming horses”(Chrysler Corporation).Transmissions includedSynchro-Silent three-on-the-treemanual, the Powerflite two-speedautomatic, or the heraldedTorqueflite three-speed automatic,just as in the previous year.And, as in 1960, for 1961Plymouth possessed the benefits of“Unibody” construction with itsrust inhibitors and welded con--19-

struction. Up until 1955,Chrysler bodies had beenbuilt by Briggs BodyCompany. That year,Chrysler acquired Briggsand began, with the introductionof Virgil Exner’s“Forward Look” designs,producing its own bodies.While aesthetically Exner’sdesigns were trendsetting and putthe automotive press and the public on its ear (while simultaneouslycausing ulcers at Ford and General Motors), the bodieswere poorly built and prone to early rust problems(Langworth and Norbye). By 1959, these problems werebeginning to eat intoChrysler’s bottomline, and the theUnibody wasintroduced tocounter that nebulousreputation.Torsion-Airsuspension, pioneeredby Chryslerand introduced in1957, continuedvirtuallyunchanged for1961. Finalassembly pointsfor these vehicleswas another carryover,with the bulkof the full-size linecoming out ofDetroit, withsmaller percentagesbeing producedin LosAngeles, Newarkand Valley Park(ChryslerCorporation).But while underpinningsand chassis may have been virtually identical to1960, the 1961 Plymouth, from a styling standpoint, managedto simultaneously take The Forward Look to the ultimateextreme while rebuking many of the style’s trademarks.Starting at the rear for 1961, the tall, abrupt fins of 1960were flattened out into a totally horizontal deck area with therear fenders concaving into a deep ellipse. The rear end alsoconcaved accordingly but was Spartan in ornamentation, onlybearing the license plate, two parking lights and a cursivePLYMOUTH script. Within the concave of the right and leftfenders were mounted two Thermos-like cylinders whichended in the tail/brake light lens. Many auto critics of the daylikened them to flashlights stuck on as an afterthought butdesign defenders said that they had a practical dimension to-20-them in that they could be seenilluminated from both thefront and back of the vehicle.Moving forward, theconcave flattens completelyout by the time itreaches the doors andremains flat until the frontfender is reached. There,just in front of the door hinges,a bulbous crease jets out from thefender just beneath the top side and continues forward andwraps around the front of the car.Then, things really get interesting. These same creasesgo down the side and form the “evil” cocked “brows” overthe angled headlights,then shootstraight down andtowards eachother only toboomerang backand come to anend UNDER theheadlights. Thisdescription, whileattempting to beclinical, is alsosure to be confusing.However,words cannottruly describe themaze of brightaluminum andstamped curvesthat compose thefront end of the1961 Plymouth.Really, it must beseen to bebelieved.Mechanically,there was one bigdevelopmentunder the hood for1961: the alternator.While debuting on the Valiant in 1960, the alternator becamestandard on all full-size Chrysler products for 1961. To showcasethe benefits, a ‘61 Belvedere coupe was driven fromChicago to Detroit without a battery to demonstrate the wondersof this generating system. This was a big deal, and soonthe other manufacturers followed suit.But despite the legendary slant-six, the torsion bar suspensionand the advantages of the alternator, these engineeringadvantages were not enough to distract attention from abody style which Motor Trend at the time said “sparked awhole generation of Japanese Sci-Fi monsters” (Langworthand Norbye). The odd styling of the full-size Plymouth keptpotential customers away in droves. The ‘61 Plymouthbrochure suggests that “the solid beauty of Plymouth is, in

itself, enough to make you eager to buy it, but when you discoverthe sound engineering behind that beauty, wild horseswon’t keep you from your nearest dealer.” The reality wasthat, once the fright passed after a first viewing of the grill,wild horses couldn’t DRAG folks to the dealerships.Plymouth sales for the full-size line plummeted to 198,444 in1961 (LaChance). Rambler replaced it as the Number ThreeAmerican marque, and only because of strong Valiant saleswas Plymouth able to claim the Number Four spot. Fleetsales also took up a larger-than-average percentageof the full-size Plymouths deliveredin 1961. But without Valiant, Plymouthwould have slid all the way to seventh place(LaChance).One has to wonder what Virgil Exner andhis staff were thinking when they executedthe ‘61 designs. Did they REALLY think thiscar was PRETTY? A theory that has beenfloated (and also rejected) is that in 1956Exner suffered a heart attack and was awayfrom the studio for an extended period. Somehave theorized that in the case of the ‘61Plymouth, the mice played while the cat wasaway. But those familiar with Exner and hismanagement style have said that this is highlyunlikely. He was too hands-on, and a heartattack would not have changed that. Mostlikely Exner was trying to define “Stage Two”of the Forward Look, or a post-tail fin look (itshould be noted that Elwood Engel’s finless,chromeless, elegant-by-any-standard LincolnContinental premiered in 1961). But whateverthe rationale was and no matter how muchthe passage of time may have tempered publicopinion, the fact is that 1961 was a sales disasterfor Plymouth and, as a result, VirgilExner’s days at Chrysler were numbered.Soon, that same fellow who designed thewell-received ‘61 Lincoln would have his job.It should also be noted that with Exner’sdeparture came the abandonment of the“boomerang” Chrysler corporate logo, whichExner himself had designed and introducedback in 1955. In its place in 1963 came thePentastar, which more than anything hasdefined Chrysler as a company for over 40years.As for popular culture of the day, the ‘61Fury/Belvedere/Savoy found about as muchlove among the jet set as it did from the general public. Thecar did NOT define the era. Watch a few old episodes of TheTwilight Zone and see how many times you see the clean andelegant ‘61 Lincoln Continental. Once in a blue moon, however,you might see a police car (fleet sales again) that is afull-size ‘61 Plymouth. There is one memorable and noteworthyexception. In the stylish Universal romantic comedyLover Come Back, starring Rock Hudson, Doris Day andAccessories now taken for granted: power door locks (but no seatbelts?); HiFi – for standard 45 records – a forerunner of today’s CD player.-21-

SOURCES:• Langworth, Richard M. and Norbye, Jan P.The Complete History of ChryslerCorporation: 1924-1985, New York,Fleet and Valiant sales saved the day for Plymouth in ‘61. Beekman House, 1985.• Chrysler Corporation / Plymouth Division –Tony Randall, a Robin’s Egg Blue ‘61 Fury convertible servesService Department, 1960 Plymouth Service Manual andas Doris Day’s transportation of choice. The bejeweled Ms.1961 Plymouth Service Manual Supplement, Detroit, 1959Day looks breathtakingly elegant sitting behind that rectangular,sparkly steering wheel just before she speeds off on anand 1960.• LaChance, David, “Furious Flamboyance,” Hemmingsempty beach, leaving behind Rock Hudson, dazed and nakedMotor News, June 1, 2006.as a jaybird.But 50 years later, as with the Edsel, the elements whichmade the 1961 Plymouth an albatross in its day are the verythings that make the car desirable to certain collectors.Because the car didn’t suddenly become “pretty” as tasteschanged through the decade, the full-size Plymouths disappearedquickly. In the case of this writer, other than the fourdoor‘61 Belvedere he actually owns, he has only seen andtouched one other similar model: a white ‘61 Fury coupe inDes Moines, Iowa. These cars are rare, and any car foundwith the potential for restoration is well worth the effort.Unlike other automotive “flops,” beneath its strange-lookingskin the 1961 Plymouth is a QUALITY machine… the productof innovative, forward-thinking engineering. And in thiswriter’s view, no car personifies, in its very APPEARANCE,the social and political changes the United States experiencedbetween the optimistic but socially suppressive 1950s to thecynical, war-tainted but liberating days of the 1960s. PBThe author and 1961 Tech Adviser John Wiggins with his ‘61Belvedere.-22-

1961 Canada196150thAnniverersaryPlymouthQuebec City’s s Le Château Frontenac backdrops this Fury hardtop coupe illustrated in a Canadian brochure.And when you see it on the street – man, ohman – here’s a car to make heads turn in anyneighbourhood.-23-Chrysler’s Canadian ad writers were saying more thanthey may have realized asthey sought to extol thevirtues of Plymouth’s newstyling for 1961. Yes, it wouldturn heads, but for what reason?Likely, it was not because ofthe “harmony in motion,momentarily stilled in sleeksteel and bright aluminum” asthey so poetically claimed.In total, Chrysler Canada offeredten full-sized Plymouth models, three lessthan those marketed to US customers.Missing was the Belvedere two-door sedanand two station wagons, the top-level SportSuburban and the low-level two-door DeluxeSuburban. Actually, the Canadian wagonswere called the Belvedere Suburban andSavoy Suburban, both with four-doors andavailable in six- or nine-passenger configurations. (Theequivalent wagons were marketed as Custom and DeluxeSuburbans in the United States.)Four engines were offered to Canadian customers: the 225cubic inch slant-six; two versions of Canada’s enigmatic 313V8 (it looks like a 318 but has a .03-inch smaller bore), onewith a two-barrel carburetor and single exhaust and the otherwith four-barrel carburetion and dual exhausts; and the 361Golden Commando V8. The latter was available only withthe Torqueflite automatic. The two-speed Powerflite automaticwas no longer available in Canada.Available on all engines was the new alternator. The1960 Canadian Valiant had to make do with a generator, theonly slant-six to have been equipped thus. The 1961 brochureillustrations show both engines as having generators whichremained as standard equipment. The alternator was optionalbut most cars seemed tohave been so equipped.Canadian Valiantswere offered in thesame six models as inthe United States.However, in Canada,the Valiant remained aseparate make as itwould through 1966,since it was also sold by Dodge dealers.Where the US version’s trunk nameplatereads VALIANT BY PLYMOUTH, the Canadianvariant is inscribed VALIANT BY CHRYSLER.– Lanny KnutsonNiagara Falls: This American Plymouth Valiant illustrated in anAmerican brochure is pictured on the Canadian side of the Falls.

19615050thAnniverersaryPlymouthby John Thurman WigginsRed Boiling Springs, TennesseeIhave admired Virgil Exner’sForward Look Chryslers since Iwas a teenager.My grandmother became ill withcancer when I was seventeen and Irecall, on one of the many trips wemade back to Kentucky, sortingthrough boxes of old pictures and discoveringthat a 1960 Dodge DartPhoenix was in her distant past. Thesnapshot of that big red ride hookedme in an instant.I became pretty fluent in“Exnerspeak” and started combingrural areas of Iowa and Kentucky in search of a ForwardLook product of my own. I finally found a straight-as-anarrow‘57 Dodge Coronet and became its proud owner inshort order.It was during these searches that my dad first referencedthe ‘61 full-size Plymouths. “There was one that they builtalong in there… a Plymouth. It was absolutely awful looking!”His description teased my curiosity, and I started lookingfor pictures of this “thing” he described. Hewasn’t sure what year it was but when I finallyfound a picture of the 1961 Plymouth, I knewin an instant that this was the car he referenced.It was indeed, well, unusual. Butit also grew on me pretty quickly. Tosay I that I wanted one would have beenunderstating the situation, but I discoveredthat the 1961 Plymouth was hardenough to spot, much less come to own.It was sort of like Bigfoot or the LochNess Monster. Thus, the dream of ownershipfaded.Years later when I was in my twenties, Ifinally got up close to a pristine ‘61 Fury coupe inDes Moines, Iowa. And that was the last time I saw oneuntil I saw the one Inow own.In late 2009 Irekindled the dream andbegan looking around tosee if I could locatesome sort of restorable1960 Dodge Dart or1961 full-size Plymouth.My very owny very own ‘61 B-24-‘61 BehemothThe search was fulfilled when I discovered an online ad for a1961 Plymouth Belvedere sedan in Little Rock, Arkansas.The car was maize in color, with a copper and white-trimmedinterior. The original seats were in remarkably good andcompletely presentable condition, and the car was fully intactsave the four headlight trim rings. While a four-door is generallynot something most collectors seek, it was the first andonly ‘61 Plymouth I had found that was in solid, restorablecondition — and within my budget.And this car is a bit special: It has a slantsix,three-on-the-tree configuration, but theengine was one of the rare (and largely forgotten)aluminum slant-six engines. Iwas hooked. In my research I learnedthat Chrysler had always intended theslant six to be aluminum, but due tohigh production costs and the limitedtechnology of the day, they simplyconverted tooling to cast iron blockproduction. At first glance, the aluminumengine appears identical to anyother slant-six (the valve cover, waterpump, oil pump and pan are all interchangeable)with the exception of the word SPECIAL castinto the top of the head. Looking at the engine from thedriver side, the blockcast actually shows thecontours of the cylinderwalls, instead of the flatcast with freeze plugsone sees on the ironblocks. These engineswere finished in a brightblue/green metallic paint

also installed.My dad and I spent roughly one year, on-and-off, workingon this jewel; now, although it’s definitely an amateurrestoration, it comes pretty darn close to reclaiming most ofthe car’s original glisten. And just as we expected, the carwith a red intake manifold, instead of the darkgreen that was generally used on iron sixes in1960-61.This ’61 Belvedere sedan had been titledonly to the original owner and saw its entirelife on a farm in rural North Dakota. In fact,the car has been stored in a barn on this farmwithout moving for the last 30 years of its life.The mileage was actual at 66,500. The floorpans, which notoriously rusted through despiteChrysler’s efforts at corrosion-proofing, wererock solid on this car and the paint was stillshiny. There was, however, significant fenderrust behind each of the four wheels whichrequired cutting and rebuilding.Unfortunately, while the aluminum enginewas not seized and would turn over, the specialhead was badly damaged from lack of maintenance,as was the seal surface on the block itself. While wetried, we could not find replacement parts suitable and withinour restoration budget to rebuild this engine. So, we opted torebuild and install a late-model iron slant-six engine, butusing the aluminum colors and livery. The aluminum engineis stored for a restoration at some point in the future. Andwith all of the space left under hood of these full-size cars,lifting and swapping a slant-six can literally be done in lessthan an hour.The Synchro-Silent three-speed manual transmission wasin perfect working order, and remounted seamlessly to thenew engine.We did eliminate the rubber mat floor covering and optedfor custom-made loop-pile carpeting. Most chrome pieceshad survived intactand in excellentcondition, so theexpensive processof replating was notnecessary.Original-styleGoodrich bias-plytires with 2.5-inchwhitewalls weregets major looks cruising down the street. Most often the firstquestion from a gawker in a parking lot is, “What is thatthing?!”PB-25-

196150thAnniverersaryPlymouthThe Martians are Coming!by Larry FosterChico, Californiacar was a 1957Belvedere convert-MyfirstMyible. After that Ihad several Plymouths from 1958,‘59, and ‘60. I bought and soldcars looking for “the one.” Some ofthe Plymouths fit the bill for keepingforever, but I didn’t realize that until after Isold them.The first ‘61 I bought was purchased not with thoughts ofkeeping, but resale. From the time I first saw one in Volpato’sshowroom I thought the car looked “alien.” I eventually gotto the point that I could see a ‘61 from most angles andalmost like it, except from the front. When I went toVolpato’s used car lot in the late ‘60s to check out the cars I’dbuy that week, there was a ‘61 Fury convertible in the “South40” part of the lot. That’s where the cars they didn’t want onthe main lot went.The Fury was solid black with a white – if you could callit that – convertible top. Whoever had the Fury didn’t spendtime cleaning anything. The black paint was dead with somescratches. The top was about five shades closer to “dirtbrown” than white. The interior was intact but filthy, done insilver, black and white. It was power-equipped, with windows,seat, steering, brakes, and antennae, and it had anunder-dash air conditioning). Under the hood was a GoldenCommando 361 four-barrel engine, with Torqueflite transmission.The suspension had a recent set of heavy-duty shocks.Three tires had narrow whitewalls and one (which had beenthe spare) was a wide white. The car was straight, everythingwas there (it even had the optional headlight bright trim), andworked (although the windows were slow) so I asked, “Howmuch?”The salesman said, “It’s a convertible; how about a hundredbucks?”I told him it was a mess and countered, “How about$25?” I regularly bought cars for between $15 and $50 dollarsfrom them.He countered with $50 because they had allowed morethan they should have on it.I accepted and soon had it at my shop for clean-up. Afterthe engine and trunk, I tackled the interior, which after several-26-hours looked nearly new. I then scrubbed the top until it waswhite again, touched up and buffed the paint (and rear window)until it all glistened. I changed the oil anddid a lube job, had the transmission servicedand the rest checked. I also put onsome wide whites I’d taken off a ‘61Ford Sunliner I had.Then I stood back and looked atthe Fury. It was almost new-looking,but the front end, with the headlightsurrounds looking like Martha Raye withtoo much make-up, spoiled the look.Driving the car was great. The Golden Commandoengine had more than enough power, and the torsion bar suspensiondid its usual magic for handling and comfort. On thecruise, plenty of people looked at the Plymouth, sometimeswith double takes. There were also yells of “It sucks lemonslike an Edsel!” and other derogatory remarks. As long as Ididn’t have to look at the outside, I enjoyed the car.TWO WEEKS LATER, at Volpato's again, there was another ‘61:This one a two-door hardtop, but in exceptional condition; ithad the same optional front bumper guard as the convert. Itlooked new already. And with SONORAMIC COMMANDO on thefront fenders, slightly attractive. I raised the hood and thepromise was met: There was the 383 with cross rams. It alsohad Torquflite, power steering and brakes with power windows,but non-power swivel seats and no A/C. I didn’t think‘61s normally had swivel seats. Angelo Volpato confirmedthe car was an early ‘61, and they were able to get swivels forit when ordered. They also had all service records since new.The coupe had wide whites on it, but the wheelcovers hadbeen changed to 1965 Sports Fury caps with spinners. Iasked how much Angelo wanted. He told me $75, just to getit off the lot. He said the last thing they needed was something“that pink” drawing people’s eyes away from the newercars. It was a lot of pink (Coral, officially), even with thewhite insert in the rear fender chrome. The interior was blackand white.I took it cruising that night. The first opponent was a1966 GTO, which the Plymouth ate alive. The suspensionwas like new and heavier duty than the convertible. Thebrakes could fade a bit under hard use, but in those days I wasused to that. The Fury left a wake of devastated egos on thecruise that night. It won every time.A few days later, walking out to the coupe, I realized howsleek it looked from that angle. Then later I noticed the rearstyling was pretty good without the fins. I was really startingto like both of them. Except the front stopped me in mytracks every time. The pink front styling looked better thanthe black to me, without the headlight surrounds. There werea couple of ‘61 Plymouths in Chico on which the owners diddo something about the styling, but they changed the rear ofthe car more than the front. One was a Belvedere coupe thathad 1957 Dodge fins transplanted onto the Plymouth rear

fenders. They also painted the car in a two-tone similar to a‘59 Dodge, with fins, roof and lower body sections done inblack, with the rest of the body white. It didn’t look bad, butthe “Martian-look” front end was left stock. The other was atwo-door hardtop done in bright red, with white roof. It had1960 fins grafted on the rear and a 1960 entire front clipinstalled with an accessory bumper guard. At first glance itlooked like a ‘60 coming down the road, but somethingalways looked out-of-balance on it. I wonderedwhy they didn't just buy a ‘60 instead of alteringthe ‘61 so drastically ( and probablyexpensively).The red car was around Chico for acouple of years, but the black and whitewas here for at least forty years; then itdisappeared.“Walking out to the coupe, I realized how sleek it looked from that angle.”Even Richard Petty’s ‘61had a bumper guard.-27-I DROVE BOTH MY ‘61S throughout thesummer, and I had a lot of fun with the383 coupe, beating the pants off almosteverything in sight. But then somethingunexpected happened. One of the racers whohad regularly lost to the Fury offered me $1,500for it. I sold it, having had very little invested init.I took the Fury convertible on a vacation for a couple ofweeks. I drove up through Oregon and Washington, drivingup the coast and returning inland (some on Highway 97) andthen through parts of Nevada and down through the FeatherRiver Canyon on Interstate 70. The convertible was a veryfun and accurate car to drive, usually cornering way above“suggested” cornering speed. Other than normal maintainencenothing went wrong. Of course, at the time, thePlymouth was only six years old.The guy who bought the pink ‘61 contacted me when Iwas on the cruise one Friday night. He wanted to buy theconvertible. He told me he got drunk one night and ranacross a divider island at 60 MPH and tore up the chassis badlyon the pink car. He wanted the convert to make one car outof two. I refused to sell it to him. He offered up to $3000 forit, which I could have used, but not at the cost of botching upthe convertible. He gave up, and the pink car went into awrecking yard intact except for the chassis and suspensiondamage but minus the engine and transmission.I drove the black ‘61 to Reno, to Harrah’s swap meet thatyear. I didn't have the ‘61 for sale, but met an interestingindividual. When I parked the car at the meet, a six-footthree“lunatic” came running over and inspected every inch ofthe Fury. He loved it! Every last Martian inch of it. He saidhe could never pay what it was worth, but asked if I couldpart with it for $2500 (most of the money he had with him forthe swap meet). I had never seen anyone so in love with a‘61 Plymouth. They belonged together. Several friends fromChico were attending the swap meet, and I arranged to rideback to Chico with them. I sold the convertible. Iattended the Harrah Swap Meet for many yearsand saw the black '61 Fury there each year,still in perfect condition.FAST FORWARD TO 1981. Dan Torres washaving me restore his 1960 Fury convertible,which had sat in a rice bin,covered with rice, since 1963. Histwisted front bumper guard was history,and the dash pad had been eaten bymice. I went to the wrecking yard wheremy old pink ‘61 two-door hardtop sat. Thebumper guards for ‘60 and ‘61 were the same.I got that, and the padded dash pad, which wasstill perfect, for Dan’s car. By that time the pinkcar had lost its front fenders and hood, most of thebrightwork and the swivel seats. I was thankfulthe front bumper was still there for the guard. A couple ofmonths later the pink ‘61 disappeared from the yard. I askedthe owner of the wrecking yard what happened. He saidsomeone bought it for the remainder of usable parts. Theprice? Seventy-five dollars. The same amount I had paidyears before when the car was in perfect condition.I have still never gotten used to its front end styling (northe ‘63 Dodge Polara’s either), but if a ‘61 Fury crossed mypath at a decent price, I could cozy up to, and live with, aMartian, again.“Later, I noticed the rear styling was pretty good.”PB

19615050thAnniverersaryPlymouthA smile across my faceby Don PattersonAltoona, Wisconsininstalled and painted to match. I putair in the tires, jump started the batteryand drove her home without a hitch.The sun was shining, the radio playingoldies from the ‘50s, and a smile waswide across my face.Since that time I have cleaned andpolished it up, had the headlinerreplaced, repaired the front fender anddriven it whenever I want.I have a great local mechanic whocan stand in the engine area to do theyearly maintenance on this great slantsixwhich always starts winter or summer.The car came from a localWisconsin dealer, Wist Auto Sales, andnow has 46,793 original miles.PBIhave owned a 1961 Belvedere since 1998. When I wasgrowing up I always seemed to be attracted to carswith styling that appeared to push past what the generalpublic could bear. So when I started looking for acollector car to own, I tried to find a 1950 or 1952Nash, a 1961 Plymouth or Dodge, or just about anyStudebaker from the 1950s.In the local “shopper”paper was a listingfor a 1961 Belvedere in atown about 60 miles fromwhere I live. When Iwent to see it, I found itsitting in a farm field,having not been drivenfor over a year. The rightfront fender had beenmashed in but a sparefender was waiting to be-28-

19615050thAnniverersaryby Bob IacobucciBrockton, MassachusettsPlymouthWhen I bought this car atHershey in 1990 it had19,000 miles on its odometer.It has now turned over 40,000miles. I use it in parades and for weddingsand other special times. When Itake it out, people wave and givethumbs-up, and I know it’s not methey’re waving at.It is powered by a 318 engine andhas an automatic transmission.It took second place in Class 8 atthe 1999 National Summer Meet heldat Jiminy Peak near Hancock,Massachusetts [BULLETIN 238].PBWaves and Thumbs-upPHOTOS BY PAUL O’TOOLE, SOUTH SHORE ANTIQUE AUTO CLUB-29-

DeniseThe Jet Black 1961 Suburban Deluxe belongs to myfather, Kurt Oelmann, Sr., of Finksburg, Maryland. Hebought this all-original 29,000 mile wagon in 1991and it has taken us to Massachusetts twice for national meets.Though not perfect, this pristine car has won many PlymouthOwners Club national awards. It certainly helped us makemany wonderful friends with the Colonial Region at theAugust 1993 meet in Plymouth, Massachusetts.Wherever Dad and I drive it, many peoplesmile, wave and ask if it was a hearse! I nicknamedthis black beauty “Denise,” asChristine’s meaner but less famous“brunette” sister. I often imagined her lungingforward, all four headlights blazing balefully,to the shattering opening chords of theSmithereens’ “Blues Before and After,” as sheaims true and lashes out to flatten the punks inStephen King’s awful movie.In 1994, I also bought a ( much less evil!) 1961Fury two-door, a well-worn driver, compared to Denise. Theprior year, I could not resist securing a 1961 Savoy parts car,which I pulled home on the tow bar with my 1958 EdselCorsair. With the Edsel’s 410 cubic-inch powerhouse pulling,I almost couldn't feel the Savoy tracking behind me! I confessI felt sorry for the Savoy, and so, for many years, had itrunning just to breathe life into it.My family has always had an affinity for the full-size1961 Plymouth, because the only car we had when I was achild was a ‘61 Fury convertible. That poor car went almost200,000 miles before rust caused the unibody frame to beunsafe. I tried to find and re-acquire that member of our family,but she passed on sometime in early 1993. I wrote a storyabout trying to bring her back home (in 1993 PLYMOUTHBULLETIN, Issue 201).-30-19615050thAnniverersaryPlymouthI moved to Ludlow, Massachusettsin 2000, but still visit Dad four or fivetimes per year. We take the Fury toOcean City, Maryland, everySeptember for our annual vacation, butjust this past fall we drove the wagoninstead. She received a great deal ofattention near the beach inlet whenDad's vintage Converse surf mat wasleaning against her.These days, the Fury and wagonspend most of their time asleep inDad’s garage in Maryland. One day, Imust convert both to an after-marketfront disc brake kit. Despite our ‘61’smechanical reliability, I will alwayscontend that late ‘50s through mid ‘60sMopars had the worst brakes of anything Ihave ever driven.Thus, Dad and I are very careful, always anticipate traffic,and have had many years to learn the driving and handlingof these wonderful ‘61s. I suppose “careful” is theword, because I have achieved 20 MPG in the Fury and 24 MPGin the wagon! Both cars are 318 V8s with Torqueflite transmissions.(Of course, I also get 17 MPG out of my 1970Mercury Marquis with a 429, so one can imagine howI drive.)With kind regards to all our Plymouth clubfriends,Kurt Oelmann, JrLudlow, Massachusetts (son)andKurt Oelmann, SrFinksburg, Maryland ( father)

19615050thAnniverersaryPlymouthPlymouth wagonsby Larry FosterChico, CaliforniaThe time was early in the1970s. I had a pale tan 1962Chrysler New Yorker wagonbought locally for $150. I did theusual full detail, bringing the carback to near-new condition. A fewdays after getting it, I had it parkednext to Norm's black and white ‘61Plymouth Sport Suburban. We started looking carefully at thetwo. The body structure was the same on both, from the firewallback. The rear fenders werereconfigured slightly around differenttail lights. The New Yorker was afour-door hardtop; the Plymouth apost model. Other than tail lights androof alterations, they were the same.Since the ‘62, ‘63 and ‘64 Dodge880 wagons used the same body asthe ‘62 Chrysler, it also was a continuationof the ‘61 Plymouth wagonbody. Quite a lot of mileage was gottenfrom the body designed originallyfor the ‘61 Plymouth.In the early ‘60s, damage controlwas rampant at Chrysler Corporation.The original designs for ‘62 and laterDeSoto, Chrysler and Imperial werenew Virgil Exner designs referred toas “plucked chickens” by manyinvolved. These were similar indesign to the production ‘62 Plymouthand Dodge (which in the original fullsizedprototypes looked better than theeventual production cars). Chryslerthought the ‘62 Chevrolets were beingdownsized (and that the Chevy IIwould be their main car) and did aand “Plucked Chickens”1962 Chrysler Newport1963 Dodge Custom 8801964 Dodge 880-31-crash program making the Dodge and Plymouth smaller. Aswell as those ‘62s went over (I actually liked the productionversions and had several of both styles), it was probably awise move to scrap the plans for DeSoto, Chrysler andImperial. The challenge was in needing restyled finless carsfor 1962, fast.The ‘62 Chrysler was actually the ‘61 Dodge Polara, witha ‘61 Chrysler front clip and restyled rear fenders. The dashfrom the ‘60-61 Chrysler was used. I owned a couple of ‘61Polaras and five ‘62 Chryslers. The origins of the ‘62Chrysler are easy to see, from my standpoint. It was somewhatironic in 1962 when the 880 series was added toDodge’s lines. The 880 basically put the ‘61 Polara back inproduction, but with ‘62 Chrysler fenders. Even the 880 dashwas the ‘61 unit, which was carriedthrough ‘64 with slight alterations.There wasn’t anything wrong withthe ‘62 Chrysler styling or the 880’s.In fact they were far better than theoriginal "plucked chickens.” TheImperial stylists sheared most of thefins off the ‘61s, split the front grillsand gave the rear fenders “sparrowstrainer” taillights reminiscent of the‘55-56 Imperial’s. The DeSoto, ofcourse, was gone, although a prototypehad been done. Totally, aChrysler Newport, with DeSotoemblems in place of Chrysler’s, wasas far as that prototype went. Dodgealtered the 880 front end in ‘63 anddid a body lift in ‘64, but the 880wagon carried the altered ‘61Plymouth body throughout its threeyearcycle.As most readers know from priorBULLETINs, Chrysler Corporationwas very good at “mix and matching”to produce different cars.There were Dodges that werePlymouths with Dodge front endsand badges. The DeSoto Diplomats were done the same way.I had a ‘57 DeSoto Diplomat convertible and still have my‘57 Plymouth Belvedere convertible. Both are white with singleside spears and the same interiors and dashes. TheFiresweep DeSoto front end drops on the Plymouth body andbolts up. The Chrysler Windsor (except Canadian Windsorswhich used senior front ends) from ‘58 and ‘59 will bolt to a‘57, ‘58 or ‘59 Plymouth body, although I haven’t heard ofChrysler Corporation ever doing that.So, there are many more cars out there built fromPlymouth origins; all of them interesting.PB

19615050thAnniverersaryPlymouthI’m glad I own it!Owned by Jeff WrightPortland, Indiana“Sopeople say it's the ugliest car theyever made. To me, the lines of the side are“Somanybeautiful.” So said Jeff Wright to DavidLaChance, writer of “Furious Flamboyance,” an article aboutJeff’s 1961 Fury in the June, 2006, issue of HemmingsClassic Car. He did admit that the front seems a bit “buggylooking”to him. “It’s got a face only a mother could love.But that’s okay – if I’m going to have a car, it’s not going tobe something everyone and his brother’s got.”This is not Jeff’s first ‘61 Fury. When he was 19, heowned a Lavender Metallic hardtop powered by a 375 HP,413 CU IN SonoRamic Commando engine. It came with athree-speed manual transmission but he swapped it for aTorqueflite. It was a car to remember. In time he began whatturned out to be a three-year search to find his current car.On the opposite side of the V8 spectrum, this car’s powercomes from a 318 V8. “(Is it) much different than theSonoRamic Commando?” he was asked. “Well, yeah, there’sa lot of difference. It’s slow.” But he added, “My dad had318s all the time when I was growing up, and never had anytrouble with them.”“It drives really nice. There’s play in the steering wheel,but I think we’re so used to front-wheel drive now that it’s notas bad as we think.” With the new shock absorbers and tireshe installed “it rides smooth – it kind of floats.” He findsvisibility good in the front where the corners of the car caneasily be seen. The back is “kind of iffy,” he admits. “Itwould be better if you had the old fins back there” to show-32-where the fenders end.“I had just about given up on finding a nice ‘61, but I wason the Internet one night checking out the cars-for-sale siteswhen I came across this car.” It was owned by a banker inTompkins Cove, New York, at the time. Having bought itfrom a Missouri museum , the banker had had the steeringand brakes overhauled during the four years he owned theFury. During his ownership, Jeff has had the rear quarterpanels and rocker panels repaired and installed a new headliner.He adds some 2,000 miles to the car’s odometer eachyear, taking in a number of shows. In 2006, he said, “I’veattended 18 shows and won 12 trophies. I think the car beingrare has a lot to do with winning.”“One of the things I most enjoy about the car is that peopledo a double-take when I drive by. A lot of people havenever seen a 1961 Fury. They may recognize the shape, butthey don’t recognize what it is. People say that Ward Cleaverdrove one on the TV show Leave It To Beaver. (The Beaver'sdad got a new Fury every year from 1959 through 1963.) Imade up a bill of sale saying I bought the car from Ward backin 1962, for $2,000. I’m amazed at how many people ask meif I really bought the car from Ward Cleaver when they seethe bill of sale.“I have checked the gas mileage on trips, and it runsabout 18 miles per gallon on the highway. I drive the carabout 2,000 miles a year, going to car shows and taking shorttrips. The 1961 Plymouth Fury has always had the reputationof being one of the ugliest cars ever built, but I am still glad Iown it!”– LDKSOURCED FROM THE JUNE, 2006, HEMMINGS CLASSIC CAR, ARTICLE ENTITLED“FURYOUS FLAMBOYANCE” BY DAVID LACHANCE

My first new car …196150thAnniverersaryPlymouthBeating other compacts at their own gameby Bill MillerPhillipsburg, KansasMyfirst newcar wasa 1961Valiant V200 four-doorsedan, with the 225 CIDslant-six, three-speedfloor shift transmission,radio, heater, andwhitewall tires. Thecar was white with ared interior. When Isaw the DodgeLancer paint stripeoption, I had thetapered body linebelow the windowspainted red. To mynotion, it added a bit offlash to the car.I found that the 1961 full-size Plymouth six used a twoinchheadpipe and tailpipe. The Valiant’s pipes were, I think,one-and-three-quarters-inch, but I discovered that they wouldinterchange with no changes at all. I found a Turbo mufflerfor a Ford with two inch in and out, and we welded a lakesplug ahead of the muffler.A welder friend and I built a one-barrel to two-barrelintake manifold adapter, with an offset air cleaner. A two-barrelcarburetor from a 361 Mopar V8 was installed.Then came a console from the bottom of the dash to thefloor for an oil pressure gauge and a tachometer and a fewelectrical switches. I added seat belts in the front.I was never beat on the drag strip. In those days theythrew everything into a “compact class” without lookingunder the hood. I had acouple of top-endrun-ins with 1955Chevy V8 powerpacks, and it was awash; whoever wasin front stayed infront.I did not care forthe 13-inch tires;they did not lastwell at all.I was working for the Kansas Highway EngineeringDepartment at that time and living at home so put at least 40miles a day on the car. I can’t remember my mileage, but itwas a lot better than the 1951 Saratoga V8 I had been driving.The oil pump end cap started leaking oil, and it blew backinto the clutch housing,so I had toreplace the clutch.From the time the carwas new the alternatorwas badly out of balance.The adjustingbracket eventuallybroke and wasreplaced. As far as Iremember those wereabout the only problemsI had with thecar.In my opinionthe 1961 Valiant wasa good-looking car. Itwas an easy driving,good handling car thatbeat the other compactsat their owngame.PB-33-

40thAnniversary197140 y ears s old!40by Bobbi BerkheimerHazard, NebraskaaOur 1971 Plymouth Twisterwas purchased about eightyears ago. A friend of oursfrom Hastings, Nebraska, had seenthe car parked on a street in GrandIsland. So, of course, we did notwaste any time getting over toOur 1check out the Twister. Twisterswere built for Mopar enthusiastswho wanted a performance-styledcar which did not require the high insurance rates of performancecars.Our Twister had beenrestored, but not to originality,and had been hit inthe front driver’s sidefender. The seats were abright orange fuzzyfabric installed by theprevious owner, a bodyman who had given thecar to his wife. In theirdivorce settlement, shereceived the car.We found a fender, grille, etc., toreplace the damaged parts and painted the fender and frontend Hemi Orange. We then ordered Legendary interiorupholstery, which is also hemi-orange, and black-dyed thecarpet.The car was back on the road. Wanting a driver car, wedid not plan to do a complete restoration. Our granddaughters,Darci and Steph, love driving the car. It is an attentiongetterdue to its options as well as its bright Hemi OrangeOur 19711 Plymouth TwisTwister-34-paint job, the sliding convertible sun roof, the high-back blackand Hemi Orange bucket seats and interior and its dual hoodscoops.About a year ago Greg Berkheimer mentioned to DennyCutshall that he was thinking of taking in the Mopars in thePark car show in Farmington, Minnesota, in June 2011. Thenother Prairie Region members decided to join them.When Greg, Merrill, and I checked out the Mid WestMopars website, we noticed that they were asking Moparenthusiasts who have 1971 Mopars to enter their cars in anenclosed special display area.Merrill applied, entering our1971 Plymouth Twister.We were accepted, dueto the uniqueness ofour 1971, and werejoined by 24 otherunique 1971Mopars in the display.There were 51other Mopars in theshow and others who didnot register or were in the

We have driven the car to many locations; the furthestwas the 2007 National Fall Meet in Concord, North Carolina– 1,236 miles one-way east and 1,236 miles back west toHazard, Nebraska [BULLETIN 287]. As well, we’ve taken it tomany local cruises and car club meetings. The car is not a trophywinner, but it is fun for us and enjoyable to many Moparpeople.The Twister is easy to drive and is comfortable androomy. We have had many offers to buy our Twister, but theanswer is No! The car will probably never be restored to theoriginal Twister specifications. We have a twin and, if welive long enough, we may restore it.PBcar corral.Time after time when we have taken the car to shows –especially Mopar shows – enthusiasts tell us they have neverseen such a car. Mopar guys tell us they have seen picturesbut never the actual car. So this is fun, also.-35-

‘71 ‘Cuda coupeby Larry FosterChico, CaliforniaIbought and sold cars regularly from the late‘60s through the late ‘70s. Every dealer inChico knew me well as someone who wouldbuy most of their “undesirable” stock. One such car,from Volpato Plymouth-Chrysler-Imperial, was a ‘71‘Cuda coupe. I almost passed it up because of its tatty looks.I wasn’t even sure of what color it was. There seemed to bealgae or moss growing on the painted sections of the car. Thevinyl top had its own whitish-grey growth going on. Whatattracted me was the fact that it was a ‘Cuda high performancemodel. The asking price was $500; more than I usuallypaid for dealer “unwanteds,” but it was only four years old.Once it was mine, I started to detail it back into a saleablecar. The top scrubbed down to black vinyl in excellent conditionand the paint to a high gloss original metallic bronze.What chrome there was had been protected by the scuz coveringit. The interior seemed to be a dark dirt brown upon purchasebut it cleaned up to match the top. Everything insidewas original black material, including the leather seats withoutcracks or tears. The engine was a 383 Magnum, with aslap-shift Torqueflite and “positraction” (which still couldn'tkeep the car in a straight line during acceleration).I could understand why, beside the appearance, the ‘Cudawould have been a hard sell for Volpato’s. If I were to haveinsured the car as an individual, I would have had to pay asmuch as I had to pay all together for the other 18 cars that Ihad at the time (I insured it through my business). The other40thAnniversary1971reality: the ‘Cuda was a gasaholic. The best I got driving itwas 10-11 MPG and driving it fast reduced that to 2-4 MPG. Iwasn't crazy about its handling either. I had a ‘67 Barracudaconvertible with a 340 and Torqueflite that would driverings around the ‘Cuda because of the ‘67’s lighterfront weight bias.My mother described being in the ‘Cuda as“Like sitting in a cave.” The seats were low – shewas 5’ 3” – and the black interior and smallish windowareas didn’t allow her to see out very well. Ilike the styling of all the Barracudas, but I prefer the‘67-69 convertible and sport coupe the most.The car was loaded from the factory. Angelo Volpatoinformed me that the way it was optioned was unusual if notimpossible for an average buyer. The car was originally afactory rep’s car, ordered specifically by him. It had everypower option plus leather interior, air conditioning, factoryroad wheels, special suspension (I have no idea what was“special” about it), rear defrost, rim blow steering wheel(which didn’t), AM/FM 8-track, console and deep fuzzy carpetinglike that normally found in Imperials.Truthfully, the ‘Cuda was not my favorite driving car. Ihad 14 convertibles at the time, everything from my ‘63Electra to a ‘64 Dodge 880 and my ‘64, ‘65 and ‘66 Imperialhardtops, all of which handled better than the ‘Cuda. I alsobought a ‘73 Imperial from a neighbor for $500. It was inexcellent condition and even it handled better than the ‘Cuda.Just a couple of weeks after I had finished detailing the‘Cuda, a young guy offered me $3500 for it. With the smallinvestment I had in the ‘Cuda, I couldn’t turn it down. He didtake care of it. I saw it being driven around town for severalyears until he moved from the Chico area. The ‘Cuda wentwith him.PB-36-

Clif’s s NotesLooking for a subject, besides me, towrite about this month, I thought ofsome more or less orphan Plymouthssuch as the 1975 Road Runner. The ‘75Road Runners were the definite end to‘75 Road RunnerIrealize that I have been a bit lax at muscle cars as we knew them.keeping up with my column. Thank The Road Runner for this year wasgoodness we have a very nice editor based on the new small Fury platformwho has not fired me, yet. (It never and was very different looking thanhurts to schmooze a bit, does it?) He those of the previous four years. Theygets ahold of me and other columnists were known as the “tunnel car” which isevery other month to ask us to get our something I learned upon doing a littlearticles or columns written. I say that I research on this car. (Note the tunnelwill try harder but then slough off. I am decal on the trunk. –ed.)going to do better, I promise.Even with the 400 four-barrel motor,The reason for the above is that I had all the performance they could eke outtwo auction sales to prepare for this past was a run in the quarter mile of 15.77summer plus the sale of four properties seconds at 89 MPH. That is pretty quaintin or near my little city of Adams. in comparison with the early Runners ofThings are good in sunny North Dakota which I have written many articles overjob-wise and economy-wise, so property the years. Contributing to these cars’sells well here. Oil workers from westernNorth Dakota bought mylack of performance were catalytic con-16-acre farmstead to whichthey traverse back and forth,as there is hardly any housingavailable where theywork due to “The Bakken,”which is a fairly new oilfind. My property in townand the farmstead weresought by people fromOregon to Florida and manyin between.This development isleading my honey and me tohead to warm Arizona andbecome snowbirds for threeand a half months. We are going to livein Lake Havasu City until April 5(hopefully the snow will be gone inNorth Dakota by then). If any of youPlymouth club people head that way forwinter, let me know by email atclifn01@gmail.com There may bePlymouth shows or cruises going onthere, for all I know.verters and those awful EGR valves. Wewere told all we had to do to improveperformance was plug them or disconnectthem, but we soon discovered thatif we tried to do either, performance andgas mileage went down the tube andrapidly.These Road Runners were very comfortableand handled very well due to agood handling package and rear swaybar. The dash and interior in these carswas very different looking comparedwith what we had become used to inprevious years. Maybe that is why only7,831 “Roadies” were built that year-37-which are puny production numbers incomparison to 1969 when around90,000 Runners were built. The lowproduction of the one-year-only bodystyle ‘75 Road Runner makes it verydifficult to find interior or body partsfor these cars. You can possibly usesome interior parts from the plain Furyand Coronet/Charger coupes from 1975to 1977, as they shared the same body.However, the two- and four-doorPlymouths in those mid-70s yearsshared very few body parts betweenthem, so parts cannot as easily beexchanged as they could betweencoupes and sedans in many previousmodel years.It was the last Road Runner to carrythe RM21 serial number. Many of usremember that number as we looked tosee whether a car was an original RoadRunner or not.For the next five yearsafter 1975, the RoadRunner was based on thesmaller Volaré body style.It was a nice looking car, inmy book, but then I am abit biased having owned aVolaré the first year it cameout and loving it eventhough Plymouth had to fixa lot of things under warranty,which they did. Thecar is still running and is onits third owner, having nowbeen driven 200,000 miles.Alas!I recall looking, about 15 to 20years ago, at three different ‘75 RoadRunners that were for sale. They wereavailable at that time, for $1,000 to$1,200. Although they were all in prettydecent shape, I still turned themdown as all were 318 cars with two-barrelcarburetors and automatic transmissions.(I do not remember if a fourspeedavailable; maybe some of youknow.)As I had promised some time ago, Iwill write about 1970-74 Barracudas.-- CLIF NELSONclifn01@gmail.com

Plymouth MiniaturesWho is Lee Stokes?What if I throw out to my readersthe name Lee Stokes? Doany of you make a connectionto him? What if the connection is hisrelation to Plymouths or a column onPlymouth miniatures? I hope I’ve gotyou all scratching your chins, or whatever,as you’re thinking this over. Or,maybe some of you have alreadyGoogled the name by now – a solution tothe unknown or forgotten that is themodern world’s method to quicklyanswer the unanswered queries we faceevery day.Possibly the picture attached to thisarticle will provide you with some clueas to who is, or was, Lee Stokes. Thoseof you who are my age may have a bettershot at remembering Lee. At leastthose of you who have been, or still are,toy train fanatics, may have been on toLee and to me after my very first questionabove. I, for one, have been a fanof toy trains since I was a kid. I stilllove the hobby and rarely miss a trainshow when I have the opportunity toattend one. However, my knowledge ofLee Stokes comes from my associationwith toy vehicle collecting and not fromany past or present history with toytrains.Enough now of hinting around thebush, or should say around the tracks.Lee Stokes was a miniature train addictwho founded a cottage industry in the1950s, based on his acknowledgementthat his own HO-scale train layoutswere sorely in need of little Americancars if they were to take on the realismthat he felt they needed. You might saythat Lee’s early ‘50s “reality train show”demanded more props, meaning littlecars for his street scenes, than the oneshe could find at his local hobby shop ortoy store. Back in early ‘50s, I wasalready playing with little cars and clearlyrecall that there were no HO-scalevehicles available for my dirt roads andwooden floor races. The few that weremade in Europe, such as the earlyGerman “Wiking” models, may havebeen around somewhere, but they certainlywere not available in my smallPennsylvania town; plus, they were only“foreign cars,” not the American oneswith which we, as kids, were mostlyfamiliar and wanted in miniature scale.Just as many old car hobbyists havestarted their own little businesses (justtake a look at the BULLETIN’S numerousclassified ads), Lee began to experimentwith the production of HO-scale vehiclesrequired for his train layouts. The exactdetails of how Lee Stokes transformedhis need for train layout cars into his firstconcept and concrete models and then,somewhat later, decided that his productscould be manufactured and sold to otherhobbyists are not available, as far I cansurmise. Suffice it to say, it happened inthe early ‘50s at Lee’s residence in BelAir, Maryland. His material of choicewas plaster, which he cast into car andtruck models. Certainly, Lee himselfhand-painted and detailed his first models,and in the years that followed heoffered them to the public as bothunpainted and finished vehicles.I am not sure how long Leeremained in business or how many differentcar and truck models his firm producedduring this time. Over the manyyears that I have been collecting toy cars,I have seen or purchased Studebaker,Packard, Ford, Mercury, Chrysler,Chevrolet, Hudson plus various truckmodels and a few others I can’t recall, asI no longer own some of them. All of hisvehicles, as far I have been able to ascertain,represent US-made vehicles of thelate ‘40s to early ‘50s.Several years ago, while walking theSpring Carlisle swap met, I came across,to my great surprise, two boxed sets ofLee Stokes models, each containing sixdifferent cars. One, in fact, had three ‘48Chrysler Town & County convertibles.Cheap they weren’t, but I had to havethem and still do. As can be seen in oneof the pictures of this box, Lee’s firmwas called “Le Roy Toy and NoveltyCo.” It was located in Philadelphia forunknown reasons, while his headquartersremained in Baltimore, nor far from hisBel Air home. “Automobiles True-To-Scale” was the trade name. The boxes,by today’s or even early ‘50s’ standards,are quite generic looking, but Lee knewhis target audience well and was likelynot much concerned with attracting customersusing a colorful box. By the way,the cars in my box are separated by cardboarddividers so they would not chip, anobvious problem for a product cast fromplaster.I haven’t bothered to look for LeeStokes’ cars on eBay. To be truthful, hismodels are not easy to recognize or identifyunless, of course, you are an “older”toy train fanatic. There are no markingson them, not even Lee’s name or a trademark.The factory-painted models usuallyhave a white, unfinished plaster basethat may have yellowed a bit with age.-38-

That is the best clue, besides their obviousHO size and their fixed wheels, totheir origin. Keep in mind, though, thatmany models were sold unpainted andmany finished examples were often furtherdetailed by hobbyists, a fact thatcomplicates the identification process.I should also add that in manyinstances Lee’s models are found inchipped condition given their somewhatfragile plaster bodies. This should notbe a deterrent to purchasing one, as theycan easily be restored with a little plaster,resin and paint. For sure, LeeStokes model cars and truck were madeto be altered at the whim of the hobbyist;you can have a bit of fun “fixin’‘em up” if you are fortunate to find oneor more. On the other hand, if you areconvinced what you have is a perfectlypreserved factory painted vehicle, it isbest to put your spray gun away.Prices are all over the ballpark onthese little-known and seldom-seen plastercars, so I hesitate to give you anyreferences. I got lucky (really!) andpaid only $2.00 for the Plymouth taxiyou see in this article, but I’ve seenthem pricedhigher. Boxedversions, ofcourse, don’tcount, as Iexpect they willbe few and far between.Lastly, I might mention that 25 orso years ago a California firm with theinitials of RCB did some reproductions(also in plaster) of Lee’s models. Ibelieve that they scraped their “RCB”into the base to help avoid confusionwith the originals.Regarding the P15 Plymouth taximodel that resides in my collection andis featured in this article, I must admitthat it is my very first Lee Stokes-madePlymouth. I’ve checked my collectionand my memory chips upstairs (not aseasily accessed as they once were) andcannot find or recall any additionalPlymouths. My guess is that if Lee did a‘48 P15 taxi Plymouth, he also turnedout some non-taxi versions of the samecar. It stands to reason: an extra buck isalways a buck, and even more so, in theearly ‘50s. I found my Lee StokesPlymouth taxi, which is in near perfectcondition, at a recent Greenburg’s TrainShow in Pittsburgh. It was residing in abox of cheap toy vehicles the sellerwanted to quickly dispose of.Who knows? Maybe you too cancatch a ride with Lee in his plaster castPlymouth taxi. If there are any other ofLee’s Plymouths out there in Plymouthland, let’s hear from you.-- Bill Brisbanewilliamb@helicon.netTwo-tone:The above model shows the mid-year 1961 two-toneoption as does Patrick Coady’s Fury, below, in attendance at the2011 National Summer Meet in Pacific Grove, California.PHIL HALL PHOTO-39-

Dan Payne Photo40thAnniversary1971Merrill and Bobbi Berkheimer’s1971 Duster TwisterFounded 1957

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