I've been
a fan of the E-Body (70 - 74 Dodge Challenger / Plymouth
Barracuda) for as long as I can remember. My first up
close exposure to the 1970 Plymouth AAR 'Cuda was a Plum
Crazy version at one of our Annual Shows at Lord
Beaverbrook High School. What really caught my attention
was the full length strobe stripe and AAR crest, blacked
out hood, rear spoiler and side exit exhaust. Not sure if
this was a factory treatment, I assumed that it was
someones' idea of a full scale Hot Wheel. Well, I had a
lot to learn, this was a full scale Hot Wheel factory
built by Plymouth!
From that point on, I paid particular attention to AAR
'Cudas featured in the Mopar Magazines. The more I read
about this model, the more I liked! This was a musclecar
at home on both the 1/4 mile strip and in the curves.
Sway bars front and rear, fast ratio power steering and
power front disk brakes makes the AAR 'Cuda a dream to
drive. The high revving 340 engine has an excellent HP to
weight ratio, keeping the AAR from being nose heavy.
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Owners:
Mark and Laura Levorson
1970 Plymouth AAR
'Cuda |
Documented with fender tags and both broadcast sheets as
well as complete receipts and photos of a 1989 ground up
restoration made this AAR something special. When club
member Denis Ferland informed me that he was selling this
vehicle, it didn't take too much convincing on my part
that this AAR 'Cuda should find a new home in our garage.
Since then, I have contacted the previous owner and
gotten a complete history and ownership of the AAR from
it's original purchase in 1970.
Of the 2,724 AAR 'Cudas built, approximately 150 (5.5%)
were built to Canadian specs and shipped to Canadian
dealerships for sale. This AAR is one of them, sold from
a Chrysler dealership in Chicoutimi, QC and spent it's
first years 26 in Quebec. This particular AAR was built
April 17, 1970, the last documented day of production for
the AAR 'Cudas. As a side note, most of the Canadian AAR
'Cudas are late production models.
In three years of ownership it has performed flawlessly
with nothing more than routine maintenance and a weak
alternator connector that I should have fixed before it
became a problem. Since a guest speaker from National
Transmission informed us that fluid does not circulate
through the Mopar automatic transmission when in Park,
only when in Neutral or in gear, I have made a habit of
warming up the transmission by leaving it in Neutral with
the emergency brake on while the engine idles. The
transmission has never shifted better when cold!
AAR 'Cudas are not as "optionable" as other
models as the intent was to have a factory version of the
race vehicle. The AAR featured here has the Rallye Dash
cluster, the AM / 8-Track Radio, Fast Ratio Steering and
3.91:1 Differential. It also has a functional rim-blow
steering wheel as Corynn, Tom and Max can attest.
One of the most striking features of this car is the FJ6
Sassy Grass Green Paint, invoking strong responses to the
extreme, ranging from "This in the only color to
have an AAR in!" to "Look at the ugly green
car!". You gotta love it!
My wife Laura and I have enjoyed showing this vehicle and
socializing at numerous shows over the last few years and
plan to continue attending in the future. Anyone got an
enclosed trailer they'd like to loan us for those long
distance trips? Oh, and a fully loaded V10 RAM tow
vehicle would be nice as well.
If any of this has gotten you thinking that an AAR should
be in your future, I have a website dedicated to the 1970
Plymouth AAR 'Cuda, including AAR specific Buy and Sell
ads. Check out http://www.aarcuda.com. |
Owner:
Glen Schlyter
1962 Plymouth
Belvedere Wagon |
I should probably start
this article with a short story about my first car. When
my Grandfather passed away a number of years ago, my
Grandmother wanted to get rid of the family car, a pastel
yellow 1962 Plymouth Savoy 4 door Sedan. I don't think
that she was all that impressed with the styling of that
particular year and model. I was 15 at the time, a car is
a car to a 15 year old, and so my father and I flew from
Ottawa to Winnipeg to pick up the car and drive it home.
So this started a legacy that continues today. I started
driving that 62 Sedan, and it is still a daily driver,
with about 130,000 miles on the clock.
So when the time came to pick up another
"winter" car, I went through the familiar
motions of what to choose, how much to pay, and so on. I
was thinking about a sports utility vehicle to get me
back and forth to the mountains, and then I had an
interesting thought. Why not get a '62 Plymouth wagon? I
had seen one once in a wrecking yard in Ontario, and
remember thinking that it had a distinctive look. I know
where to get parts, I know how to work on it, and so
began my quest for a '62 wagon.
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It only took a few
evenings on the internet to find a car that fit the bill.
I got on the phone and made a deal. I cashed in some
frequent flyer miles for a one-way ticket from Ottawa,
Ontario to Albuquerque, New Mexico and was on my way. Six
hours on a Greyhound bus and I was in Clovis, New Mexico,
looking at a faded, tan station wagon with about 80,000
miles on it. An hour later, having transferred the title,
paid the bill for a tune up, and acquired a temporary
permit from the New Mexico Department of Vehicles, I was
on my way back to Ottawa.
The shocks were absolutely shot in the car, so it had the
unnerving tendency of bouncing around a lot. By far the
worst roads I drove on the route home were in Detroit,
Michigan. There were a few holes in the interstate that
were so large I thought that the car was going to bounce
right off the expressway. The only other real annoying
tendency was that the idle was set at about 1000 rpm to
compensate for a vacuum leak in the carburetor. Kicking
it into neutral really helped improve the stopping
distance with those four wheel drums, but did you ever
get a nasty clunk putting it back into gear...
I managed to get the car home safely, paying about $30 at
Canada Customs for the GST. Then the restoration process
began. I started with stripping the car down to the sheet
metal, inside and out. The car went out for body work and
a coat of red paint. In the meantime, I managed to source
all new weatherstripping, and interior carpets. When the
car came back from the paint shop, I started by covering
every square inch of the interior sheet metal with a
sound deadening material called "Dynamat". The
difference in interior noise is amazing - the car is very
quiet at highway speeds. With new carpets,
weatherstripping, basic mechanical and electrical work, I
had myself a new daily driver.
In February I moved back to Calgary. I loaded the wagon
up with everything that I owned, installed a trailer
hitch and towed my motorcycle behind. On the roof racks
were skis, two bicycles, and a kayak. So I proved that it
was an effective workhorse.
The car is looking a lot better, but the best is yet to
come. I am still at odds deciding whether to go with a
Mopar Performance crate motor, rebuild the wide block
318, or find a later model small block and drop it in. I
have all the parts to do a disc brake conversion up
front, including all new poly suspension bushings. Dual
exhaust, a transmission and rear axle rebuild, and the
car will be better than new. You can check out the
details on my website - www.spots.ab.ca/~schlyter
I stumbled upon the Northern Mopars on the Internet in
Ottawa while I was looking for the wagon, and have since
found a number of people to be very helpful with the
project. I made it a point to drop in to the first club
meeting possible. I look forward to more stories and club
events, and finding out who the other "early B"
fanatics are...
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About
three years ago I was driving to a job when I noticed a
car in a parking lot. This wasn't just any car, it was my
favorite, a 1968 Dodge Charger. When I was a kid my first
car was a '69 Charger and ever since I've been hooked on
the B bodies, When I saw this '68, I immediately pulled
over to take a closer look. Upon inspection, I noticed a
few things. It had about an inch of bondo in both
quarters and some leaks under her belly.
No one was around, so for the heck of it I dropped a card
in the window asking if it was for sale, and then I went
off to work. I thought all day about the car I had seen
and when I got home I told my wife about it. It brought
back some good memories, as my wife and I have been
together since junior high school and she was there when
I had my first Charger. |
Owners:
Daryl and Karen Thompson
1968 Dodge Charger |
Around dinner time I
received a phone call from the owner and sure enough the
car was for sale. It was in the Bargain Finder, so that
night I took my wife to see the car and go for a spin. It
felt really good to be behind the wheel of a 440. The car
was cherry red and had centerlines and headers. We were
getting looks from everybody driving by giving the thumbs
up and "hey nice car" thing.
The owner was with us and he said it was time to get back
to his place as we were running out of gas. You see, what
I didn't know was that the gas tank had a hole in it and
he was using a five gallon jerry can for a gas tank in
the trunk. That explained the smell of gas from inside
the car. We drove it back to his place and talked for a
bit. He told me what he wanted for it and we left.
Needless to say I wanted the car badly and it did need
some work, but nothing serious, or so I thought. After a
week of negotiations with the owner and my wife, I
brought home my new toy, and after a few repairs and a
gas tank, I was driving the car every chance I had.
A few weeks passed and now I was thinking of a paint job
for the car, just a quick splash, so I took it in to a
body shop and work began. As time went on and further
probing into the body, I found that she wasn't in good
shape. She was rusting badly all over. I had some
decisions to make, and not knowing what I was getting
into, I decided to go ahead with the bodywork.
To make a really long story short, this is what was done:
two new quarter panels, new wheel tubs, new trunk floor
with extensions, new floor pans, and the list goes on. I
had many a sleepless night thinking of what I got myself
into. After all, when I bought the car it was just going
to be a cheap, fun car to drive around.
As time went on and almost three years later, now have
myself a completely restored car that I absolutely love.
I joined the Northern Mopars Club about half way through
the project. The first member I met was Terry Levair,
from Investment Vehicle Restorations. I was looking for
someone to finish the body work on the car and to paint
it, (I had taken the car out of the original body shop
that started the project). Terry was gracious enough to
help me out and finish the job. Thanks again, Terry. The
next members I me were Chris and Marilyn Kwashuk from
Classic Car Ranch. Chris was kind enough to help put the
car back together - many thanks Chris.
I was recently in the World of Wheels show in the club
display. This was a big thrill for me as I have been
going to the show ever since I was a kid. Winning three
awards was icing on the cake, but being in our club
display and meeting some of our members was the best part
of the weekend for myself and my wife. We are looking
forward to this summer and a new season of shows and get
togethers. |
Owner:
Inspector Clueless?
1970 Dodge Dart
Swinger 340 |
Hi! I'm the "PPPPink
Panther", a 1970 Dodge Dart Swinger 340. I was born
on April 24th at the Windsor, Ontario hospital before
being delivered to Northwest Motors in Red Deer, Alberta.
My original parent was Larry Anderson who lust had to
have me when he first saw me on the lot (delivery room?)
Larry couldn't deal with the dealership doctor, so he had
his friends at Searchlight Motors dealership transfer me
to Innisfail, Alberta. On July 17, 1970, Larry took me
home in exchange for $3200 and a 1964 ford Fairlane 500,
two door hardtop ($953.85 trade-in). (The original
Canadian base price was $3262 plus $731.85 for optional
equipment and $160 for shipping. Total price was
$4153.85).
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There are over twenty
"factory installed" options as proven by the
original dealer invoice, three broadcast sheets and
fender tag. This is quite a few extras considering most
"A" bodies were cheap, "bare bones",
granny cars. Some of these options include a 340 4 bbl
engine, 4 speed manual transmission, 3:23 Suregrip rear
end, power disc brakes, deluxe bench seat interior, tach,
Rallye wheels with E70 - 14 Polyglas RWL tires, bumper
guards, white vinyl top and bumble bee stripe over FM3
"Panther Pink" paint. This extra cost ($1 5.70)
optional paint was a mid year introduction of which only
.6% were this color, or approximately 83 cars!
I only know of eight other pink ones, mine having the
most features, and only one other having a white top. One
is known to be wrecked.
My second parent, Lawrence Lanaway of Innisfail adopted
me in 1976. He drove me for only two weeks before taking
me all apart. He took an autobody course and was going to
paint me blue. I sat all alone for 11 - 12 years
abandoned in his back yard.
Inspector Cluesou finally tracked me down on June 1988,
and picked me up for $600. After a little T.L.C., here I
am - like new again! I admit to being a spoiled brat as I
have a nice bedroom, and warm car blanket. He only takes
me out for exercise on nice summer days, usually to
weekend meeting with my friends.
Highlights
· Numerous first in class, best engine, best Mopar, best
paint, best detailing, stock muscle car awards
· Calgary Mopar Best of Show 1993
· Never been beat by another "stock"
"A" body at Mopar shows from Edmonton to
Lethbridge 1989 to present.
· Photo used for over a year for Mopar Collector's Guide
Magazine advertising
· Featured and on the cover of July, 1997 High
Performance Mopar Magazine
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"Satellite,
Satellite, long and dark, shiny and black, open up that
engine and let it roar, tearing up the highway like never
before!" That is the way Bruce Springsteen would
have written the song after a spin in my Weekend Warrior,
(That is if he could get his fingers removed from my dash
pad.)
My 1967 Plymouth Satellite, like all aficionado's is the
best, at least in my mind, most of the time. It became
"I have to have it" after seeing the car
sitting in my brother's shop - the result of a trade for
"who would want them anyway?" Hemi engine
blocks, heads, etc.
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Owner:
Howard Romney
1967 Plymouth
Satellite |
Always a Mopar fan, my
project at the time, after becoming a single guy, was a
1965 Polara 2 door hardtop I had found, with 69,000 miles
on the odometer. It needed a resto, but here in front of
my eyes was a completely restored car. Black, shiny and
ready to roar. My bowtie buddy said I had better buy it.
A deal was struck with my brother. He asked "don't
you want to drive it first?" "No", I said.
"I heard it run and that is good enough for
me." Off I went with my new toy. "Like a kid
with his first car" states my wonderful new better
half. (She likes cars and drives a Dodge.)
Larry Gammon, who I knew from work, talked me into coming
to my first car show and joining the club. Everyone
started asking questions about the car that I couldn't
answer, so it was research time. Why is it never enough
to just squeal tires, burn buckets of gas and terrorize
the streets?
A visit back to my brother's turned up a previous pink
card. It was issued to the original owner who lived in
Naramate, outside of Penticton, B.C. On a business trip
to the area, I placed a call to him and he brought me up
to date on the car's history. The car was originally
bought new as a daily driver. It was a salmon colored,
318 automatic car.
In 1978, the owner decided to make a GTX clone out of the
car and retire it as a daily driver. Being in a virtual
rust free area, and never parked in parking lots, the
straight body received a small rust repair, a new
interior and was painted shiny black.
The engine was replaced with a 440 cubic inch power plant
that he found at a friend's auto wrecker. Originally out
of a big luxury car that had be written off in an
accident, the engine had only recorded 4000 miles. Not
happy with a stock engine, he replaced the camshaft with
a solid lift bump stick, the stock intake with an
aluminum Offenhauser 2 x 4 manifold and two 600 CFM
Carter AFB's.
The exhaust manifolds were tossed in favor of two inch
headers and the single point distributor was replaced
with a Mallory dual point. To the rear of the engine he
attached a blast shield complete with a Zoom super stock
clutch and four speed transmission. All this to put power
to the 8 3/4 sure grip with 3:55 gears. He said he built
the car hoping to drag race it one day.
When I asked why he sold the car, he said it was time to
start a new project and besides, his wife cared not to
ride in the car being that it attracted too much
attention. Being a private, shy person, she was bothered
by the attention. His loss was my gain.
I have now owned this car for six years and aside from
adding 3000 miles to the odometer, an electronic ignition
upgrade and a progressive linkage to the carbs, it has
provided us with tons of fun. This car has enabled us to
attend several car shows throughout Southern Alberta each
year, won us several awards and brought us together with
many wonderful people.
The car is now for sale, as we are starting a new
project. My wife is campaigning for an automatic this
time so she can drive it. We will have to see what
happens. My wife behind the wheel of a Maxwedge clone,
... um, ... we will have to see about that. That could
lead to another profile! |
| DECEMBER
1999 / JANUARY 2000 |
Owner:
Merv Marsh
1976 Plymouth Duster |
This half-baked idea
started in 1996, when my kids refused to ride in my
Mazada Club Cabpickup saying, "get something bigger
or go by yourself" ('nuff about that!).
I started looking for new wheels and after recovering
from "sticker shock", I figured there must be
something I could live with in the used department. I
always liked Mopar A-bodies; '67 -'69 Cudas, '69 - '70
Swingers. Yeah! That's what I wanted - muscle!
It had to be a 4 speed transmission, V8, 340, in good
shape, a driver and cheap! Shift work, 1 1/2 hours from
the nearest town and 4 1/2 hours from Edmonton made the
hunt more difficult. Many phone calls, a few road trips
and lots of dead ends, I almost gave up on the idea. I
could always get a Camaro, as they are everywhere -NOT!! |
On one of my road trips
to Edmonton, I spied a forlorn '76 Duster on a small car
lot. Bahama yellow, somewhat ratty interior, a little
rust showing, factory 3 speed, 31 8, not a bad price and
I could drive it home! It's funny how your criteria
changes!
After some haggling over the price and a vehicle
inspection to seal the deal, I was on my way home.
Everything worked well for a 95,000 + mile car.
It was driven all summer long in '96 with no problems.
That was until all the garbage welded to the K-member to
hold the control arm shaft let go! It had to be fixed to
be driven, so it was time for a rebuild.
The body was stripped down and lots of rust was found.
All of the rust was cut out and new metal welded in. A
good K-member was found, a complete front end rebuild,
3:21 ratio 8 1/4 sure grip rear end and an 833 OD
transmission was installed. The 318 was rebuilt .030 over
with a mild cam topped off with a 600 thermoquad.
The interior was redone with new carpet and new front
seat upholstery and the entire car was repainted Lemon
Twist. '72" Duster stripes were installed and the
car was back on the road late in the summer of '98.
Is it concours? No way! Is it restified? Maybe. Was it
too much money? Probably. Would I do anything different?
Yeah! Is it a hoot to drive? You bet! But, then isn't
that what this is all about? |
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