1969 Plymouth Road Runner - Blast From The Past

 

This 1969 Road Runner is a veteran of Western Pennsylvania's drag racing scene of yesteryear, which didn't always involve dragstrips. Per Ted Brine, the Bird's first—and current—owner, guys raced where they could. "We'd go out on Interstate 79 south of Pittsburgh," he recalls. "There would be 100-120 cars out there at 12:30 at night on Fridays and Saturdays."

In the spring of 1969, Ted wanted to get the lightest factory package he could get. That meant ordering a new Plymouth Road Runner coupe with a 426 Hemi, Air Grabber hood with performance paint, 18-spline and Hurst-shifted 833, Dana 60, and an AM radio—no other options.

Ted ordered it with the 3.54-geared A33 Track Pak instead of the 4.10-geared A35 Super Track Pak, because the latter included power front disc brakes, which added weight to the front end (and another $114 to the sticker price).

Bottom line on the sticker: $3,980.70.

Thanks to help from local engine builder Stu Sandhaus, Ted modified the 426 Street Hemi with 13.0:1 pistons, an experimental Chrysler 606 cam, and a set of '65 aluminum K heads with a history. "They were off Dave Koffel's Flintstone Flyer Funny Car," says Ted, who also gave the Bird an A12 fiberglass hood for less weight and to clear the magnesium cross-ram and dual Holleys, and 4.88 rear gears. "It was a really light Road Runner when we finally got it to the track," he adds.

How did it do when he took it to Pittsburgh International Dragway in April of 1970? How about 11.33 seconds at 124.82 mph on the first run! Ted set B/MP class records with it there, and at several other strips, while winning some Modified Eliminator titles and beating some national-record holders that year.

After the 1970 racing season, Ted sold the Bird—less driveline, to move up and build an A/Fuel Dragster. The original Hemi and four-speed were also sold to help fund the new race car.

The Road Runner's second owner, Denny Thomas, had followed it during that season to examine it, and convince Ted of his interest to buy. That deal was finalized in the fall, and Denny installed his own high-compression Hemi, backed by a 727 and 5,500-stall converter. It was raced regularly in the '70s and '80s, and occasionally street-driven or trailered to car cruises into the early 2000s. The Road Runner was treasured by its owner, who became well known around Western Pennsylvania as Hemi Denny.

Unfortunately, "Hemi Denny Thomas"—who, as a DJ, was a mainstay at his local hometown cruise—passed away in June 2009.

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In September of 2011, Ted found out—entirely by accident—that his former car was still in existence and was still with "Hemi Denny's" family. After a six-month search and rescue, it was his again—after 42 years. But it needed work, and to make sure it got what it needed, all of Ted's buddies helped out. As he recalls, "It had been pretty much mechanically unattended, but to "Hemi Denny's" everlasting credit, he never, ever did anything to the body, interior, or my race car modifications."

The Bird wore the same B5 Blue that went on in 1969, and much of the race lettering—but virtually no rust, save for two minor spots at the base of the rear window trim. Dave Ley, from the Exotic Car Workshop, was tasked with resurrecting and preserving the original paint. The car looks remarkably good in its 43-year-old patina.

The engine did suffer from years of storage and many years of hard racing. Ted—helped by lifelong friend Mark Becker (who helped him built it in 1970) and Tom Hemphill, from Hemphill Racing Engines—rebuilt the Hemi, using its 1966 block, crankshaft, and rods. "It's real healthy," says Ted, "but it's now a .030-inch over, 10.3:1 compression engine. The iron heads were swapped out for Mopar Performance aluminum ones, CNC-machined, cc'd, and fitted with stainless valves. The wild roller cam was replaced with a milder flat-tappet stick."

This Hemi also has parts with a past. "We discovered that the intake and carburetors had been on Dick Landy's car," Ted says of the magnesium cross-ram and Holley 860s. "They don't even have a Holley list number on them—all they had was a Chrysler parts number." Ted says he learned that when Landy tried running these 1964-vintage carbs on his '68 Super Stock Dart, he got DQ'd. Still, it's a rare setup" adds Ted.

What's in store for the '69? "I may return it to the track, but I want to resist putting a cage in it," says Ted, pointing out track and sanctioning-body rules that now require rollcages in cars that run quicker than the 12s. "I might even do a 'bragging rights' 606-inch Hemi, or something like that."

1969 Plymouth Road Runner

 30,917 actual miles, 3 owners. This is a real Road Runner with original fender tag, #s matching colors, motor and trans. Back in the day if you wanted a muscle car, this is what you ordered. A no frills car with big motor and a 4-speed. This one didn't even come with carpet! It sold new at a dealer in Milwaukee and when it was traded in 3 years later the lot boy bought it. He owned it until 2003 when the 3rd owner bought it. He performed a rotisserie restoration.

EXTERIOR: Excellent fit and finish. The body is laser straight everywhere. The body gaps are square and flush. No bubbles, cracks or dents. Repainted it's original R4 performance red color. It is polished like a red mirror from roof to rockers. Jambs are slick, weather strips were replaced. All the moldings, door handles, remote mirror, vent window frames are excellent. The bumpers and taillights look new. Has original antenna. Staggered size wheels were painted gloss red and have radial redlines, fatter in back.

INTERIOR: Completely original interior including the rubber mat. We are replacing the front seat cover because it has some splits at the seams but it is not worn. The dash area is good original, nothing cut up or broken. Has original radio. There is a tachometer on the column. Headliner, door panels and the rubber mat are in very good condition. Dome light works.

ENGINE COMPARTMENT: The engine bay is clean metal painted gloss red. The vin on the core support matches. The original fender tag is attached. The #s matching 383 motor has been completely rebuilt and balanced. It has stainless valves for today's fuel. It was upgraded with an aluminium intake and headers. All the components look clean and proper. The "beep beep" horn works, new washer bottle is hooked up to the squirters new, battery is bolted down. The components on the firewall are clean. It features power brakes.

TRUNK COMPARTMENT: Solid metal. Trunk floor, jamb and lid are gloss red. The jack assembly is repainted, the spare has a painted rim. Weatherstrip, mat and decal was replaced.

UNDERSIDE: It was flipped on a rotisserie and restored like new underneath. The floors, frame rails, rockers are dry clean metal. The underbody is so nice it was painted gloss red. The suspension and steering was completely apart, rebuilt and repainted. Looking up at the motor it is spotless. The casting codes and dates are correct. The matching vin # is stamped near the oil pan. The original 833 4-speed also has matching vin # stamped on it. New synchros were installed. The original 3.23 sure grip rear still has the 3.23 tag on it. The fuel tank is clean, new fuel lines. The brakes were redone. New lines, e-brake assembly and front discs. The dual exhaust has cherry bomb style mufflers for a real raspy sound.

This car will take you right back to another era before muscle cars had navigation and heated seats. How about a bench seat with a 4-speed sticking out of the floor. No 18 speaker satellite stereo, the sound it makes as you wind it up through the gears is the only music you need!

I, Jay Grams, take pride in personally writing the descriptions for virtually every car for about the last 30 years now. A significant amount of effort goes into fact checking. What I am offering is my professional impression of the vehicle.

Our salesmen are happy to assist with descriptions and making sure your questions are answered. One great suggestion is letting us do a walk around video that explains the car's condition in detail.

Don't be intimidated, contact sales now for a no pressure, no hassle experience!

1971 Plymouth HEMI Cuda Is a Rare 4-Speed Manual Gem

 A relatively large number of Plymouth HEMI Cudas are heading under the hammer in May in Indianapolis. As usual, when it comes to these machines, each of them has something unique to offer. We already talked about one with French connections and one that after 43 years of being kept in a garage is a true time capsule, but now it’s time for another rare example.

This particular Cuda is a 1971 model year. Back then, the now-defunct Plymouth made just 59 of them in hardtop configuration and boasting a four-speed manual transmission, and this is one of them.

Needless to say, the transmission on the car is the one originally fitted in there from the factory, and so is the 426ci (7.0-liter) HEMI V8 engine it is tied to. The entire assembly shows just 25,200 miles (40,500 km) of use, making the example an incredibly fresh one still.

The car is wrapped in a color called Sno White and features contrasting black graphics, a black air scoop on the hood with pins, and black chin spoilers. It rides on Rallye wheels shod in Goodyear Polyglas GT tires.

The interior is equally dark, with leather in this color used on the bucket seats and woodgrain for the center console, dashboard, and steering wheel.

The 1971 Plymouth HEMI Cuda is, as said, going under the hammer in May. Mecum is the auction house tasked with finding a new owner for it, and the seller says the car will go complete with two broadcast sheets.

Just like in the case of the French 1971 Cuda and the garage-kept one, there is no mention of how much this particular car is expected to fetch. For reference, though, valuation company Hagerty estimates a Concours condition car of this breed to be worth around $81,000, but we have a feeling this one will go for much more than that.

 

1974 Plymouth Barracuda

PLYMOUTH BARRACUDA

There is a time in your working life, when, if you are lucky enough, the lifelong ambition to own some sort of classic car is realised. Once you can and do take the plunge, you follow a series of steps and it’s done. You will be at that place you had imagined, day tripping in your new cruiser, windows down, in convoy with like minded individuals, listening to the throaty burble from your bent eight exiting gasses through a stainless steel twin system.

In my case, the process started about the time the Australian dollar was more or less on par with the American – so nearly a decade ago. A lot of people were bringing cars in from the USA at the time. Prices were down over there as the USA economy wasn’t travelling so well.

Back then, online video wasn’t as prevalent as it is today, so much of my search relied on photos. I did not set out to buy a Mopar, but saw this car and kept coming back to it. It’s a 1972 Barracuda with the 340 small block V8, auto, and disc front brakes. A really good package. I got the dealer to take a lot of extra photos and hoped to fly over the see it, but work got in the way.

There isn’t a whole lot of good Mopar stuff around – certainly not as much as Ford or GM. Real concours cars are astronomical prices, possibly due in part to the higher cost of parts, so you have to make a value decision. In this case, it looked like a good driver, which is what I wanted.

When the car arrived, it was about 85 per cent of what the dealer told me. The overall condition was very good, but it was running like a hairy goat. A trip to a carburettor specialist soon sorted that. I did a few more things to it, including sorting out the sloppy steering. A company called Firm Feel in the United States sells steering kits for them, for about what it would cost to recondition a steering box here, and that worked well.

Like a lot of new owners, I went hell for leather doing all sorts of tweaks to the car to get it performing just right. It didn’t need anything major.

We got out for a lot of events and shows and really enjoyed the car. I like the E-body shape and I think it has aged well. The low turret and hidden wipers help to make it look current and people pull you up the whole time to talk about the car.

Eventually, things changed. A health scare in the family changed our priorities and the car spent a lot of time sitting. The beautiful beast that lives in the garage starts gathering dust and dripping oil and the garage smells of petrol fumes in the warmer weather.

The occasional fluid checking, tyre inflating, battery charging blast is still on but these trips become shorter and shorter. Soon you are just cranking it over every third weekend to keep the battery from going flat.

Before you know it, the former object of your late-life love is now transforming into something of a burden. And, instead of taking away your stresses it starts to add to them. It’s time to move on.

Years ago I had some interesting cars and when it came time to part, in those days you advertised them in the classifieds, endured the tyre kickers, the know-alls, the know-nothings, the no-shows and – worst of all – the dopes who call you up at odd hours wasting your time asking you stupid questions and maybe telling you stupider things. Life is just too short to deal with that.

Maybe it could be sold through my club. I was prepared to let one of these guys take my car for a lot less than I eventually got, but it was like they could not live with getting a great car at a great price because, somehow if I was happy with the number, they must be paying too much. Sadly for some car people, the story of how they stole it off some guy is more important than getting a great car.

I was insured with Shannons and decided to give their auctions a try. I called and got Tiny. He offered his advice and, as I had submitted my car fairly soon after the previous auction, we had plenty of time.

In coming weeks they built the web site, showcased the cars, including mine. I could go in and see how many people were looking at it, and it was more than I could have ever got trying to advertise and sell the car myself.

As the weeks rolled by, Shannons fielded enquiries on my car, did some virtual tours and, as restrictions allowed, some private showings. They dealt with all the enquiries – the know-alls, the tyre kickers, the dreamers, would-be test pilots, and the genuine prospects. They handled all the stressors and knew how to facilitate the genuine prospects.

Auction night, and I had several buyers competing for my car. It fetched considerably more than my original estimate and I am extremely happy with the result. Also, I think someone is going to give my car the love and attention that I could not and I hope it brings him and his family a lot of pleasure.

E Body Mopars were a compromised design intended to be powered by six-cylinder engines or a small V8. Certainly they weren’t intended to deal with the weight or torque of a 7.2-litre lump up front, available in earlier years. Build quality wasn’t flash and cars that have never been crashed or restored may still have surprising panel gap inconsistencies, poor quality welds and body rattles. A car that has had the ‘rotisserie’ restoration treatment will cost considerable money but should, in the long term, be more enjoyable to drive and cost less to maintain than one that hasn’t been touched. Rust attacks sills, floors and the turret.

Engine & transmisssion

1972 saw the big block motors dropped from this range, leaving the 225 six plus the 318 and 340 VV8s. A 360 became available in 1974. Overheating is the big enemy of these engines so check for ‘milky’ oil due to water contamination, stains around hose connections and the water pump. Revamping the cooling system, including a new radiator, should cost less than $1500. Manual and automatic transmissions used in these cars have a great reputation for durability. Be wary if a manual baulks when shifted quickly or an auto shudders when downshifting.

Suspension & brakes

Mopar vehicles were for many years characterised by their torsion bar front suspension. The system is light and simple but as the bars age they can delaminate and mountings rust. Creaks when u-turning or cracking noises from the front end on bumpy surfaces are danger signals. For owners who want a car that handles there are now complete replacement front ends available which eliminate the torsion bars. They do cost several thousand dollars but are said to improve ride and lateral loadings, improve ground clearance and reduce weight. Disc brakes are pretty much a must-have in these cars and conversion kits are available for those that still have their original front drums.

Interior & electrical

Even though your Chrysler might be a serious investment, the interior is anything but luxurious. Vinyl seats, some with ‘brushed nylon’ inserts, were pretty basic and quickly sagged under the weight of occupants. Replacement seat vinyl and foam padding are being remanufactured, however suppliers recommend engaging a professional trimmer to undertake the fitting. Peeling plasti-wood trim, cracked dash plastics, door trims and armrests are also now available however adding the cost of replacing just the dash and console with reproduction parts from one supplier totalled US$1700. Basic electrics are available and affordable.

1972-1974 Plymouth Barracuda

Body: integrated body/chassis two-door coupe & convertible

Engine: 225 six or 318 or 340 V8

Power & torque: 180kW @ 4400rpm, 393Nm @ 3600rpm (340 4bbl)

Performance: 0-96km/h: 8.0 seconds, 0-400 metres 14.4 seconds (340 4-speed)

Transmission: 3 or 4-speed manual, 3-speed automatic

Suspension: Independent with torsion bars, control arms, wishbones, telescopic shock absorbers & anti-roll bar (f); live axle with semi-elliptic springs & telescopic shock absorbers (r)

Brakes: Drum or disc (f) drum (r) with power assistance

Tyres: F70-14 bias ply

Classic 1970 Chevy Chevelle SS Unveils Rare Paint Pairing and Authentic V8 Engine – No Restoration, Just Raw Vintage Beauty!

Introduced in 1963, the Chevelle marked Chevrolet's foray into the burgeoning midsize car market and remained a pivotal intermediate model until its discontinuation in 1977.

Evolution into a Muscle Car

Beyond its role as a mainstream midsize offering, the Chevelle became a key player in the muscle car arena during the late 1960s. The transformation began in 1965 with the Z-16 and reached its zenith in 1969 when Chevrolet infused the Chevelle with a more aggressive aesthetic and introduced a powerful 454-cubic-inch big-block V8.

The pinnacle of this transformation was the LS6 engine, a 454 V8 boasting 450 horsepower. This propelled the Chevelle to the status of the most potent U.S. production vehicle of its time, outclassing competitors from Chrysler and Ford.

Alongside the LS6, Chevrolet offered an LS5 version. The SS 396 variant, equipped with a 402-cubic-inch V8, delivered 350 or 375 horsepower, further solidifying the Chevelle's presence in the muscle car wars.

Unique Features of a Special Chevelle

The featured Chevelle, while not a 454 or top-tier 396, is remarkable for several reasons. Despite its 53-year history, it stands as an unrestored survivor, retaining many original components, including a 350-horsepower V8 engine.

Currently powered by a 502-cubic-inch crate engine, the original 402 big-block awaits reinstallation with enhanced internals, pushing its output to around 500 horsepower. The car's rare Medium Green exterior, matched with a green interior and dark green vinyl top, adds to its uniqueness.

Previously owned by Grady Martin, Willie Nelson's studio guitarist, the Chevelle holds a connection to one of America's legendary country musicians, adding a cool factor to its history.

# FAQs: Uncovering the Chevelle's Story

**Q1: What sets the Chevelle apart in automotive history?**
A1: The Chevelle, introduced in 1963, played a dual role as a midsize family car and a significant contender in the muscle car wars of the late 1960s.

**Q2: What made the Chevelle LS6 stand out?**
A2: The LS6 engine, introduced in 1969, with a 454-cubic-inch V8 and 450 horsepower, positioned the Chevelle as the most potent U.S. production vehicle at that time.

**Q3: What distinguishes the featured Chevelle from others?**
A3: The highlighted Chevelle, despite not being a top-tier variant, is noteworthy for its status as an unrestored survivor, unique engine upgrade, and a rare Medium Green color combo.

**Q4: Who was the previous owner of this Chevelle?**
A4: Grady Martin, Willie Nelson's studio guitarist in the late 1960s and early 1970s, owned the Chevelle, adding a unique connection to a renowned country music artist.

**Q5: What are the future plans for this Chevelle?**
A5: Purchased by 1970 Chevelle SS expert Patrick Glenn Nichols, the car is slated for restoration with the original engine, making it a rare find in its original state after 50 years.

Revival Unleashed: 1957 Chevy Tri-Five Roars to Life After 30-Year Slumber with a Fresh Wash!

Introduced in 1955, the Chevrolet Tri-Five made a lasting impact in American automotive history, gracing showrooms for just three years but leaving an indelible mark. With its affordable price, diverse body styles, and captivating design, the Tri-Five achieved remarkable success, selling almost five million units by 1957.

Nearly 70 years later, the Tri-Five stands as a quintessential design icon of the 1950s, holding its place as one of the most sought-after classics. Its popularity endures, especially in the 150 and 210 trims, which remain accessible. While the Bel Air versions command slightly higher prices, the allure of the Tri-Five persists, with Sport Coupes and Nomad wagons achieving top-dollar status in Concours-ready condition.

On the flip side, the entry-level 150 models often go unnoticed. Despite some being transformed into high-performance restomods, unrestored survivors are rare, and many 150s end up as parts donors for the more esteemed Bel Airs. This oversight paints a somewhat melancholic picture of the fate of these underappreciated models.

Yet, the unassuming 150 models have a distinct charm. Their lighter build, courtesy of stripped-off cabins, and a modest amount of chrome contribute to their unique appeal. When equipped with a V8 engine, they transform into formidable hot rods. The featured 1950 One-Fifty, while not a powerful V8 variant, stands out as a rare time capsule, maintaining excellent condition into 2023.

Reportedly refreshed in 1987 with new paint and upholstery, this 150 changed hands until the early 1990s when it was parked for good. Resurfacing in 2023, it emerged as a well-preserved survivor, deserving of some tender loving care. Notably, the dark gray paint applied during the 1980s restoration, while not original, complements the two-tone black-and-silver interior.

Under the hood, the 150 houses an entry-level 235-cubic-inch inline-six, producing a modest 140 horsepower. While not as powerful as the V8 options of its time, the straight-six makes the Chevy an enjoyable cruiser. The engine's reliability is evident as it roared back to life with minimal effort. For enthusiasts seeking more power, an engine swap to a 350-cubic-inch V8 from the muscle car era is a tempting option.

# FAQs - Chevrolet Tri-Five 150 Model

## What Makes the 150 Model Unique?

The 150 model stands out for its lighter build, thanks to stripped-off cabins, and a more modest use of chrome, giving it a distinct, unassuming charm.

## Why Are 150 Models Overlooked?

Entry-level 150 models often go unnoticed, with many transformed into restomods or serving as parts donors for more prestigious Bel Airs.

## What's Special About the Featured 1950 One-Fifty?

The featured 1950 One-Fifty is a rare time capsule, maintaining excellent condition and showcasing the unique appeal of the 150 models.

## Can the Engine Be Upgraded?

While equipped with an entry-level inline-six, the 150 model offers the option for an engine swap, with a 350-cubic-inch V8 being a popular choice for increased power.

## What's the Significance of the Dark Gray Paint?

The dark gray paint applied during the 1980s restoration, though not original, complements the two-tone black-and-silver interior, adding a unique touch to the 150 model's aesthetic.