Hi
everyone and welcome to February’s Newsletter!
Some big automotive happenings are scheduled to occur this year!
Just like last year, a nameplate from the past is making a resurgence. First the Pontiac GTO rumbled back onto the scene. Now, Mopar strikes back with the long anticipated return of the Dodge Charger! Add these two beasties to Ford’s revamped, retro, (and I feel the best in over 30 yrs) Mustang; and you have a symphony of the heady 1960’s raw power mixed with today’s superior technology.
Result: style, substance, and quality!
Sign me up!!
How about one of each in a lovely three car garage!
After the Charger hits the streets, let’s get some feedback on all three of the nameplates above by you folks who might own one, as well as those of you who have opinions on any of them. We will compile your feedback/comments and present them in a Newsletter to follow.
So, what did you folks think of Barrett-Jackson this past month?
The overall market trend? Specific cars that went through? Any stunning surprises?
Let us know and we’ll post your feedback in the next newsletter!!
Send comments to: pgiordano@liclassiccars.com
In
the F.Y.I. file, we would like to let you know that subscription to this
Newsletter is hitting the 1000 mark!
In
addition it is accessed and read by countless others through the link on the
website!
Not
bad, huh?!
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As of this month, some of the area car clubs are starting to list their events, meetings, and shows for the upcoming season.
You can check them out in the EVENTS section on the main page of the
website. http://www.liclassiccars.com
If you are in a car club, get your club and your stuff listed ASAP. The sooner it is up on the site and everyone has access to it, the more people will plan on attending your events! Remember to list your rain-dates as well.
Check out:
LI Dreamboats Cadillac LaSalle Club
A club that is active and puts on shows as well as other events. They welcome new members and are a region of the National Cadillac-LaSalle Club.
East Coast Car Association/Toys for Tots
A wonderful community minded club open to all sorts of vehicles. They have many members and put on shows, events, and cruise nights!
And two new clubs that have come
on board:
East End Olds Club.
A chapter of the nationally recognized Oldsmobile Club of America. Ownership of a car is not required to be a member and they have many various events and functions.
Bonac Cuisers Classic Car Club.
This is a charity oriented club
with a nice bunch of people that is open to all makes, models, years, etc. They
have over 100 members already!
They are all featured in the CLUBS section of the main page of the website!
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GUEST WRITER(S) COLUMN(S)
Andy Vourlos has penned an article
about the history of the Dodge Charger. In addition, he gives us a preview of
its return this spring as an ’06 model! I can hardly wait! It is long overdue!
I hope Chrysler Corporation does it right!
Lou Refano continues his writings
about Independent auto makers with a piece about the Packard Automobile
Company. They were not one of the longest lived marquees, but they sure did
produce some memorable cars!
“Rich’s Tech Tips” analyzes the issues of a
cranky, misbehaving engine. Rich has a PhD in abnormal automotive psychology
and he puts his vast analytical skills to good use here. House calls are extra!
In
the “My Car Story” feature, I thought I would create a nice segue with Andy
Vourlos’s article. Enjoy a tale that is close to my heart. It’s about a 1971
Dodge Charger R/T. Written by me, Peter Giordano.
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
Chargin’ Back
By Andrew N. Vourlos
For some of us it’s been a long time coming. Pete G. knows it; I know it; any true Mopar aficionado knows it. After years and years of patiently waiting, it’s finally going to be a reality. But before I come to that, let’s take a look back.
Picture its 1964. A group of stylists at the Dodge Division of the Chrysler Corporation get together to design a sporty car that will capture the public’s attention and hold it in earnest. The templates they have to work with at the time though, aren’t all that appealing. Take a ’64 Polara Convertible, cut back the windshield for a speedster look, cover the rear seats with a pseudo-tonneau cover ala ’62 Thunderbird Roadster, add a roll bar, hood scoop, magnesium wheels and exhausts exiting via quarter panel cutouts ahead of the rear wheels, and you’ve got what they called Charger. It was a one year only show car.
Enter 1965. The stylists are again at work, only this time they do something that captures the public’s eye with the idea that this might be a real car one day. Take the B-body Coronet, add a swoopy fastback roof, full width taillight panel, a four-place bucket interior, and now you got something that looks like it might be production-ready. It’s called the Charger II.
Fast forward to 1966. The stylists at Dodge have taken the 1966 two-door Coronet and have added a fastback roof, full-width six lamp taillight, four bucket seats with a full length center console, and have christened it Charger. Dawn has come, we have seen the light, and it is good.
In case you haven’t picked up on it yet, this story is about the love affair some of us have with Dodge’s Charger. Just as you are passionate with whatever ride you cruise with, take to car shows, and lovingly take care of, for guys like Pete and myself, it’s the Dodge Charger that lights our tires. And as this article is being written, Chrysler Corporation’s Dodge Division (its still hard for me to say Daimler/Chrysler) is bringing back the nameplate that gives us goose bumps; Charger!
To be fair, this reincarnation of an iconic nameplate is just that, a nameplate. The 2006 Charger is a four door sedan, a kissing cousin to Chrysler’s 300C, although with a rougher edge and distinctive Dodge style. That means the current crosshatch grill theme that adorns everything from a Ram to a Neon and everything in between is present on the new Charger. I don’t think we’ll ever see hideaway headlights, a coke-bottle body, flying buttress rear window, or most importantly, two doors. However, there is a rumor that if a two door Charger is to be built, it could be called a Charger Daytona. Sweet!
For the record, the Charger has always been a two door car. Even when it was a rebadged Omni O24 (late 70s, early 80s hatchbacks), it was a two door. Unlike the Thunderbird, which went from two seats, to four seats, to four doors, to a Fairmont-based box, to the aero wonder that changed the shape of cars to come (circa 1983), the Charger always remained a two door, semi-sporty car. To understand the significance of this nameplate, let’s take a retrospect.
A Little Charger History
1966
– Dodge Charger is introduced with 318, 383, or 426 HEMI power.
1967 – The 440 V8 is offered as a lower-cost option to the HEMI, with almost as much power and decidedly more streetable manners.
1968 – Arguably the most beautiful shape ever to come out of
Detroit, the Charger for ’68 carries a coke bottle shape all its own, with no
sharing of the Coronet body of the same year. This is also the first year for
the famous R/T package which carried the 440 Magnum as standard equipment. 
1969 – To be remembered these days by the masses as the “General Lee” Charger. It was also the first year that the Charger was offered with the venerable inline “Slant Six” (that’s 225 cubic inches to you folks). The NASCAR-inspired “500” and Daytona models are also introduced for this one year.
1970 – The swan song year for the ’68 restyle, it’s also the first year that the Charger gets a loop-style front bumper.
1971 – The third major restyle of the Charger. The coke bottle shape is massaged and the car takes on more of a personal-luxury character. This also marks the last year for the HEMI, but the Super Bee package comes over from the Coronet line (there are no two door Coronets now).
1972 – Federal emissions regulations and the high insurance premiums are killing off high performance cars. The Charger now offers only a Rallye version as R/T and Super Bees are bid a sad farewell. Horsepower in big blocks is approaching small block figures, and yes, you can get a ’72 Charger with a Slant Six.
1973 – The Special Edition models (SE) are the best sellers, with standard 318 V8 power. The slow-selling Rallye is dying a slow death, but the nameplate is a hit with owners looking for a very stylish auto with proven Chrysler engineering.
1974 – The last year for coke bottle Charger, and the year that I own. Little changed from 1973 models, they are perhaps the prettiest of all two door intermediate car models for the ’74 model year. Federally mandated crash rated bumpers and bumperettes put the overall length at just shy of 215 inches.
1975-1977 – Chrysler introduces the Cordoba, and Dodge takes a version, adds a different grill and taillights, and calls it a Charger. The Cordoba outsells it every year. The Charger nameplate goes on hiatus after 1977.
1982-1988 – The Charger nameplate returns on a four-cylinder, front-drive hatchback originally called the Omni O24 (during 1979-1981). Its biggest engine offering is a 2.2L, with a turbo model added in 1986. At its peak, Shelby-licensed versions of the car make 175hp. Very fast, very rough riding, and not very popular, the Charger name dies an undeserving death at the expense of a corporate idea that putting a heralded nameplate on a scrappy little hatchback would produce big sales numbers.
Chargers in Racing
The Charger’s racing history can best be remembered on the high banked, asphalt circus that is NASCAR. The 1966-67 Chargers were good performers but not solid winners because of their aerodynamics. There tended to be a lot of lift at the rear end, which made the cars a handful at cornering speeds.
The 1968 restyle also had its problems. Although it looked great, the recessed grill
and rear window made for aerodynamic problems at high speeds. In 1969, the Charger 500 solved part of this
problem 
with
a flush mounted grill and rear window.
But it was the winged Daytona that took NASCAR by storm. Sporting a, dare I say, Corvette looking
snout and high-mounted spoiler, the Daytona was the first stock car to lap at
over 200mph at Talladega International Speedway.
The 1971-1974 Chargers were about the best stock car around, especially at the hands of Richard Petty, also known as the “King”
of stock car racing. Switching from Plymouths in 1972, Petty drove Chargers until 1977, the last of which being the 1974 body style (my own, and my favorite). In several publications about King Richard’s stock car successes, he has been quoted as saying the best stock cars he ever had were the 1973-74 Chargers. In 1977, NASCAR’s 3 year body style rule meant that Richard had to retire the Charger from racing. It was also the last real NASCAR-worthy Chrysler product that he drove, as the Dodge Magnum (1978 vintage) was too wide aerodynamically to be successful. Chrysler’s withdrawal of factory-backing and the lack of new performance parts coming out of the financially-troubled Chrysler Corporation also didn’t help matters, either. In mid-year, Richard switched to GM (an Olds Cutlass) and that was the end of a racing dynasty; Petty Enterprises and Chrysler Corporation.
What’s To Be
Ok, back to present day. What have we got coming our way? Well, as evidenced by the latest offerings from Chrysler Corporation, it should be something good. In late 2004, some magazine publications printed spy shots of pre-production Chargers, which resemble 300Cs with reworked sheetmetal. And those spy shots were fairly accurate, because at the North American International Auto Show held in January in Detroit, Dodge unveiled its 2006 Charger, which is expected to hit showrooms in the late spring/early summer of 2005.
For us Charger crazies out there, this still means that the name will be back. Yes, there will be a V6 version (3.5L, 250hp is the base engine), but the modern day HEMI will be available. If marketed right and received well by the public, the new Charger should be another sales success for Dodge. Faithful to its heritage, it should do well in NASCAR with the right teams and factory support. Who knows, if there is enough public outcry, a two door Daytona may find its way into showrooms in the near future.
Most importantly for me though, will be to see Petty Enterprises once again field a Charger on the high banks of NASCAR. Growing up in the 70s, my Sundays were spent watching NASCAR on whatever black-and-white TV we had at the time, rooting for King Richard and his red and blue 43 Charger make a mockery of the competition. My Godfather back then had a cream white 1972 Charger that I swore one day would be mine, but it wasn’t meant to be. Perhaps it was a blessing, for I might not have ultimately picked up my ’74, replete with a Petty blue vinyl interior.
For all of you Charger fans out there, here’s to the dawn of a new era. Cheers!
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INDEPENDENTS’ DAY...PART 5
Part 5 of a series...1955-56 Packard
by Louis Refano
Hello once again Indy
carmaker fans! This month's article
refers to the 1955 & 1956 Packards, which almost every automotive fan
refers to as "the last real Packards". Actually the name appeared on cars built in
1957 and '58, but those were, for the most part, rebadged Studebakers with ugly
plastic trim attached. Studebaker
management was hoping at some point to produce "real" Packards again,
and on the '56 auto show circuit unveiled a radical concept car called the
"Predictor". But after '58,
the resurrection never came to pass.
Packards for decades featured a cormorant hood ornament on their hoods
(a cormorant is a long-necked sea bird with a wedge-shaped tail); to paraphrase
an automotive journalist, when the cormorant dipped its wings, Packard's fate
was sealed. (for those of you keeping score at home, that happened in '52).
In the '20s and '30s,
Packard was regarded as one of America's finest motorcars. It is not a stretch to say that its
ultra-luxurious top-of-the-line cars were the equivalent of an American
Rolls-Royce. Their slogan was one of the
most famous in automotive history: "Ask the man who owns one." When the Depression hit and sales nosedived,
Packard survived by offering medium-priced models, to the dismay of the
upper-crust, purist Packard owners. To
them these mid-priced cars were not "real" Packards like the "senior"
models. But Packard did survive the
'30s, and in '51, they introduced a stunning lineup of hardtops and sedans
designed by John Reinhart. These were
not ultra-luxurious cars but were clean, modestly handsome, and classy. Where previously the company competed with
Cadillac and Lincoln, the late '40s-early '50s cars were more in the mold of
cars from Buick. In 1951 Packard was
ambitious and optimistic about its future.
Then came the war I mentioned in a previous article...the "Ford
Blitz".
Packard was ambushed along
with every other independent. Sales fell
drastically, as the company could not match resources with the Big Three. In late 1954 the company merged with Studebaker,
despite the protests of Packard's stockholders who knew that Studebaker was in
poor financial health.
However, management of the
new Studebaker-Packard Corporation could feel positive vibes as 1955 was a
strong year for auto sales. The '55
Packards were expertly redesigned on the same basic '51 bodyshell and were attractive
and modern. They featured wraparound
windshields, V-8 engines (the '54 Packard was the last American car to come
with a straight eight), a new automatic tranny and interesting two-tones. They also came with torsion bars up front,
beating Chrysler to the market by two years.
Power seats and Wonderbar radio were available.
The interiors were
redesigned as well, and featured a high-chrome dash and a central glove
box. Packard's model line-up consisted
of (in ascending price order) Clipper, Clipper Custom, Patrician, Four Hundred
and Caribbean. The Clippers used a
vertical grille, curved two-tones and taillights in the top of the rear
fenders; senior models had egg crate grilles, straight bodyside moldings and
vertical taillights. The Clippers used a
122-inch wheelbase, while the senior cars were 127 inches. The base model used a 320-cubic-inch V-8 with
225 horsepower; the Custom used a new 352-cubic-inch V-8 with 245 hp, and the
senior series got the 352 with 260 hp or in the Caribbean, 275. The Caribbean was a limited production luxury
convertible that featured a tri-tone paint job; one of the combinations
available was white upper, pink middle, black lower (now THAT says '50s!).
The Caribbean's price was an
astronomical (for '55) $5,932, but it was fully equipped, and the only options
were air conditioning and wire wheels.
The '56 models were slightly
face-lifted, and the senior models featured the largest engine in the industry,
the 374-cid V-8. The Ultramatic
automatic transmission was now push-button type. The Caribbean featured reversible
leather/fabric seat cushions. Twin
Traction non-slip differential was now also available. For '56 Packard introduced the Executive
model, which was slotted between the senior Packards and the Clippers. The Executive came in hardtop and 4-door
sedan and had the ornamentation of the senior models and the shorter wheelbase
and engine of the Clippers.
Those "snooty"
Packard owners I mentioned earlier did not regard the Executive as a true
Packard. Well, having seen an example of
this car in 2004, I was quite surprised to learn of that. The pictures that are included with this
article are of a 1956 Packard Executive hardtop in glorious turquoise and
white, parked at the Auto Collection at Imperial Palace, Las Vegas,
Nevada. It features the beautiful
optional wire wheels, and in my eyes, is every bit a true
Packard as the senior models
offered that year. The rear quarter view
shows the chrome exhaust tips, the dual antennae, and a 1957 Eisenhower-Nixon
license plate. This car has so much
class and dignity it hurts! Only 2,815
Executives were built in '56, and all had the Clipper's 352-cid V-8. So obviously this car is quite rare and
collectible. (This car is currently for sale at www.autocollections.com).
In April 1956, Robert
Laughna, Packard-Clipper division general manager, said, "We know the
comeback trail is tough and uphill, but we believe we're tough enough to keep
taking those upward steps." The final
'56 Packards were built only one month later, and Chairman James Nance was
frantically looking for merger prospects, but was turned down by the Big Three
and AMC. Packards were offered in '57
and '58 but because of financial restraints, were disappointing and ugly
Studebaker clones. A truly sad end for
an accomplished and distinctive American carmaker.
All in all, for 1955 and
'56, Packard was fresh and innovative with major advances in styling,
engineering, and marketing. Sadly, all
the optimism and fresh ideas were not enough to keep the nameplate afloat. The competition was a lot stronger. Hats off to Packard, who for decades
represented some of the best of American independent thinking.
Sources: Cars of the Fabulous Fifties
By James M. Flammang and the Auto
Editors of Consumer Guide,
The Dream Machine by Jerry Flint
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“How to Deal with a Cranky Engine”
By
Rich
Fiore
Yes it happens to all of us. You put the
key in and nothing, nada, zippo. Or the engine will crank real
sloooow.
Sounds like a dead
battery eh? Well this month lets see what we can do before opening up the
wallet again and replacing parts( we just got through Christmas remember? ). So
let’s start with the simple stuff before breaking out the wrenches.
The first thing I
like to do is turn on the headlights. If they don't come on the battery is
completely discharged or there is a bad connection at the terminals or cables.
The key point with any electrical connection is that it must be clean and
tight. So “just do it” as the expression goes. If the headlights do light have
someone look at them while cranking the engine. (Always a good idea to put your
foot on the clutch while cranking if you like to keep your friends alive and
well). If they go out completely there is probably a bad connection at the
terminals. If they don't change in brightness there is a problem between the
battery and starter, a defective ignition switch or neutral safety switch. If
the lights become very dim it’s in the battery or starter.
When a battery runs
down overnight it is either tired, has a shorted cell, or there is a
draw somewhere. For a draw situation, a light was left on or there is
a short. So the quickest things to check for a draw would be the dome, glove
box, hood, and trunk lights. (Have your friend jump in the trunk unless
you like confined spaces). If all is ok - charge the battery and remove
the negative cable. (Computer cars you might have to save the memory by
plugging in a 12V power supply to the cigarette lighter). Reconnect the
next morning. If it starts there is a draw somewhere (parasitic drain) if
not, the battery is probably bad.
But let’s continue
before we replace anything.
So on to measuring
for parasitic drain using an ammeter.
First; turn off all
accessories, lights, and if required (for computer cars) plug in a 12V power
supply for the computer through the cigarette lighter. Now remove the negative
cable from the battery and put an ammeter in series between the negative cable
and ground. Disconnect the computer saver for a moment and note the reading on
the meter. It should be no higher than 100 milliamps. Replace memory
protector. If the current drain was high, start to remove one fuse at a
time (don't forget to remove memory protector each time) and observe the meter.
Trace the circuit for that fuse or break out the shop manual and see what is on
that circuit. Fix the short and reinstall the fuse while looking at the meter.
It should not move.
If at this point you
have determined that it is not parasitic draw, let’s take a look at the battery.
Put a volt meter across the battery and observe the reading. It should be at
least 12 volts. Jump the car and remove the jumper leads. Reinstall the volt
meter. It should be higher than before, usually by about 2 or so volts. The
reading should be around 14 volts. If not then you have a problem with the
alternator belt, alternator itself, regulator or the associated wiring. If the
voltage is where it should be the charging system is ok.
Before replacing the
battery another test would be for voltage drop at the starter itself.
Saying the battery is 12 volts; put a volt meter to the battery lead on the
starter. If it is less than that the battery voltage connections are dirty,
loose, or you have a bad cable. To measure a voltage drop while cranking, put
the voltmeter pos. lead on the battery pos. Put the negative lead on the
starter positive lead. Crank the engine and observe the meter. If it shows
more than .5 volts you have a problem with the cable itself. You must also
check the negative side of the starter circuit. Put the voltmeter pos. lead to
the starter case. Put the negative lead to the battery ground. Crank the
engine and read the meter. It should be no more than .4 volts. Anything
more indicates a bad ground at the starter. Check all block
grounds including the one that is usually missing ... the block to
firewall.
A final thing to
check is the current draw to the starter. Place an inductive ammeter
over the positive battery cable. If necessary jump the battery and crank the
engine over. Check your specs but current draw is usually around 180 amps.
Anything more indicates starter replacement.
To wrap up: test and
don't guess.
If lights are dim and
starters don't crank, or crank slowly, do all of your visuals first ... again
clean and tight for all connections. Perform your voltage drop tests along with
current draw tests before randomly replacing parts.
Quick and Dirty : When was the last time you routinely removed and
cleaned all battery and block grounds?
Hey
Richie,
GREAT
ARTICLE!
Very,
very, informative!
Where do
you get all this knowledge?!?!
We should
start charging for it!
(No pun
intended)
Pete
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Peter
Giordano: 1971 Dodge Charger R/T
The Car
My 1971 Dodge Charger R/T has the factory original 440HP engine, 727 transmission, and 3.23:1 Sure Grip rear. This car is heavily optioned with A/C, power windows, steering, and disc brakes, rear window defroster, AM/FM multiplex radio with the Cassette Dictaphone unit, Rim Blow steering wheel, and Rallye rims. The car is an all numbers matching original equipment vehicle. It has been in the same family since new. It has undergone a 3+ year detailed restoration. All proper date codes are present throughout the car. Each and every component has been either refurbished or replaced with NOS pieces. Last but not least, the final components to be redone will be the A/C system.
“The Charger Story”
My father, Rocco Giordano, ordered the car in the fall of 1970 from New Hyde Park Dodge. He kept the car for only two years and then gave it to his niece Paula for a wedding present in 1973. Paula and her husband John had the car for six years when in July 1979 they sold it back to me for a thousand dollars. It is the first car I have ever owned.
I used the car as my every day driver for nine years up until 1988. During that time the car was stolen twice!! Both times it was found and recovered in New York City! It was first stolen in 1983 from the A&S parking lot in Manhasset, NY when I went in to apply for a job. I got a job and lost a car! Fortunately it was found three days later in Greenpoint, Brooklyn. The car was damaged and partially stripped (shiny stuff, stereo, wheels and tires). The Cops found it on the day of the NYC Marathon. So when my friends and I went to retrieve the car, we could only travel down certain roads as the rest were blocked off for the race. When we arrived to the address we were given, my car was across the street from us and we were separated by several thousand runners! We waited for an opportune moment, and then we jogged across the avenue to where the Charger lay sitting. We got a Tow Truck to haul it back home. The trip on the BQE (Brooklyn Queens Expressway for those who do not know) was a nightmare as we watched the flatbed truck sway back and forth precariously close to the concrete barriers on this narrow, twisty-turny “highway”. Fortunately we made it back with no incidents.
The car was “redone” after that, and enjoyed life with little mishap until the summer of 1988 when it was stolen from the driveway in front of our house. Yes, a second time! It was found the next day in the Bronx by a Good Samaritan behind an abandoned motel just over the Whitestone Bridge. (He cut through this lot to avoid the bridge traffic on his way to work.) It was damaged and stripped of the shiny stuff again. This fellow (I do not know his name…but if you are reading this, I am forever in your debt) found a registration with my name on it, called information, and then called me. He also took half a day off and waited there guarding the car until we arrived.
One of my friends who came along this time was a Nassau County Cop who had his “weaponry” with him. We staked out the car for a few hours hoping the useless scum bags who stole it might return and then…well, you know the rest. Anyway, the human dregs never came back, so we got another flatbed and took my car back home.
Once again the car was “redone”. To add insult to injury; during the second theft, I was awakened around midnight by the car being started. (Can’t cover up the sound of a performance 440 Magnum).
I looked out my bedroom window and saw the thieves backing out of the driveway. Being young, athletic, and partially deranged…I bolted out of the house after them. Of course, being the middle of the night, I was clad solely in underpants and a T-shirt. As I leaped down the porch steps and onto the front lawn, I watched as they flew down the block. I ran back inside and immediately I called 911. I told the person who answered what was happening, and asked her to put the call out over the radio so the Cops could nab the guys in progress. (Hopefully only a few blocks away). But she wouldn’t do that! Instead, she insisted that she send a cop over to the house first to take a report before she would put the call out over the radio!! I pleaded with her that the car was not already gone, that I was watching it go down the block, and that if she would immediately put the call out with a quick description of the car, the Cops could catch them on the main avenue! She refused, and said they had to come take the report first!
What a joke! Would you take a report while a robbery was still in progress and the suspects were fleeing, or would you try and catch the criminals?!?!
(Wait…it gets even
better! You can’t make this stuff up!)
I got dressed and jumped in my Mom’s car to go chase the bad guys. I figured (erroneously) that if the Cops weren’t going to try to catch them, I would! Just then a Cop car pulls up to the house and stops me from leaving. At the same time from the other end of the street my friend comes running and says that he just saw two guys with the Charger, and when he went up to them they took off. They apparently had dumped a Camaro in front of his house that they had previously stolen, in favor of my Dodge!
(The first and only right thing they did). Well, at this point I was quite annoyed to put it mildly, when to top it off, another Cop car pulls up and asks what was going on. I started to tell him what happened when he said:
“Wait a minute….was it white with black stripes?”
“Yeah!!” I said.
“I just saw it go speeding by me!” he said. “I was parked at the shopping center, and I was going to go chase them when I got the call to come here about a stolen vehicle!!”
“AAAAHHHH!!!!” I screamed! “If that &*%&#* bitch would have put the description out like I asked her to, you would have got my car!!”
At that point I went understandably nuts. The Cops were trying to calm me down, and they called the car’s description out over their radio, but it was too late. My Charger was gone!
Sean and I spent all night driving around looking for it to no avail. The next day that man taking a little known shortcut to avoid the bridge traffic found my Charger behind the motel. There’s more to the story after that, but you have heard the meat of it.
As I said….
You can’t make this
stuff up!
“The Charger Story Part Two”
Since the original writing of the above article a few years back, I have entered the car in four shows.
In each show I have won first place with the car, and in three of them the R/T has won “Best of Show” honors. This includes the prestigious AACA show at Westbury Gardens against some pretty high quality competition. I drive the car when the weather permits and enjoy it immensely. That’s what it was made for! Not to be a show only vehicle, but to cruise and occasionally haul ass!
I also have a three year old son Rocco
(named after my Dad – the original owner) who is absolutely in love with the
car! Every night before bed he wants to “Go see Charger” and he says goodnight
to it. He will sit in it for an hour with a big grin on his face! Sometimes
when I come home he runs to me, doesn’t even say “Hi Daddy”, it’s just “Go see
Charger!! Go see Charger!!”
Someday this car will be his.
I am sure he will enjoy it like my Dad and I both have.
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Here
is where you can access previous editions of the Long Island Classic Cars
Online Newsletter.
October 2003 http://www.liclassiccars.com/Newsletter/Oct03.html
November 2003 http://www.liclassiccars.com/Newsletter/Nov03.html
December 2003 http://www.liclassiccars.com/Newsletter/Dec03.html
January 2004 http://www.liclassiccars.com/Newsletter/Jan04.html
February 2004 http://www.liclassiccars.com/Newsletter/Feb04.html
March 2004 http://www.liclassiccars.com/Newsletter/Mar04.html
April 2004 http://www.liclassiccars.com/Newsletter/Apr04.html
May 2004 http://www.liclassiccars.com/Newsletter/May04.html
June 2004 http://www.liclassiccars.com/Newsletter/Jun04.html
July 2004 http://www.liclassiccars.com/Newsletter/Jul04.html
August 2004 http://www.liclassiccars.com/Newsletter/Aug04.html
September 2004 http://www.liclassiccars.com/Newsletter/Sep04.html
October 2004 http://www.liclassiccars.com/Newsletter/Oct04.html
November 2004 http://www.liclassiccars.com/Newsletter/Nov04.html
January 2005 http://www.liclassiccars.com/Newsletter/Jan05.html
You can also access the previous
Newsletters through a link on the main page of the website.
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I hope you enjoyed this edition of the Newsletter. I thank our guest writers for another job well done. See, even in the middle of winter there is some respite from the dreary cold to be had. I hope these musings help to keep your automotive fire stoked.
Feel free to send us any comments you may have for our writers and I will forward them along.
Pete Giordano
Long Island Classic Cars.com