Interesting Dodge Muscle car Facts
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rumblefish360
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Thanks! My in-laws dad is in print.
Charlie Dodge. Not his real last name.
He was great to talk to. Miss him much.
“Other name gamers included Marvin Ford, performance manager at Glenn E. Thomas Dodge (early sponsor of Bill “Maverick” Golden’s Max Wedge and Hemi drag machines), and Charlie Dodge, a member of New York’s Pacer Automotive and frequent car magazine writer in the mid 1960s.”
His daughters web site and interesting stuff on Charlie Dodge.
http://charliedodgehagenmayer.com/id28.html
Pacers home https://pacersauto.com/history
Cool car video, click and scroll down a little.
https://pacersauto.com/
Charlie Dodge. Not his real last name.
He was great to talk to. Miss him much.
“Other name gamers included Marvin Ford, performance manager at Glenn E. Thomas Dodge (early sponsor of Bill “Maverick” Golden’s Max Wedge and Hemi drag machines), and Charlie Dodge, a member of New York’s Pacer Automotive and frequent car magazine writer in the mid 1960s.”
His daughters web site and interesting stuff on Charlie Dodge.
http://charliedodgehagenmayer.com/id28.html
Pacers home https://pacersauto.com/history
Cool car video, click and scroll down a little.
https://pacersauto.com/
Last edited:
BeepBeepRR
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Is this fact TRUE?
Fact 34: Don’t go hunting for a Super Bee convertible; none were built. Like its chief rival, the Plymouth Road Runner, the Bee entered life in 1968 as an all-go pillar-coupe with minimal frills. But unlike the Road Runner, which grew a more luxurious hardtop version in mid 1968 and a convertible variant in 1969 and 1970, the Super Bee never went topless (though a hardtop was added for 1969).
Fact 34: Don’t go hunting for a Super Bee convertible; none were built. Like its chief rival, the Plymouth Road Runner, the Bee entered life in 1968 as an all-go pillar-coupe with minimal frills. But unlike the Road Runner, which grew a more luxurious hardtop version in mid 1968 and a convertible variant in 1969 and 1970, the Super Bee never went topless (though a hardtop was added for 1969).
4mulas
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Yes. If you wanted a ragtop you’d order coronet RT
BeepBeepRR
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I have seen some superbee verts.. I can now call them out as clones.. AHHH learn something new every day.
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Pretty interesting stuff, but this one is wrong....
Fact 51: The 340 Six-Pack stands as the only Chrysler engine produced with adjustable rocker arms and a hydraulic camshaft.
The 70-71 street Hemis also had adjustable rockers & a hydraulic cam.
Fact 51: The 340 Six-Pack stands as the only Chrysler engine produced with adjustable rocker arms and a hydraulic camshaft.
The 70-71 street Hemis also had adjustable rockers & a hydraulic cam.
JimCoronette
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My neighbor owned one of the Pacer cars.
He always mentioned Charlie Dodge and George Snizek
He always mentioned Charlie Dodge and George Snizek
hanks73340
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Makes for a long read, but I have learned a few things about these cars or the so-called myths. Did not know that Tom Magnum modeled for the Daytona back in the 70's or I just plain forgot. Thanks for posting.
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wow,what a Great link !
ty for sharing
ty for sharing
69Coronetrt
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If you ordered the four speed in a Coronet 500 convertible you got the same 383-4 335 horse assembly as the Super Bee but in a convertible.
33 IMP
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It took me a bit to figure out what an aggo was. Then I realized his font was off, and he was describing an A 990.
Fact #42 The 1962 426 hemi was the first crossbolted block......?
Fact #42 The 1962 426 hemi was the first crossbolted block......?
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Dipstick
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Fact 25: The elaborate dual-mode undercar exhaust system fitted to 1962–1964 Max Wedges stands as the most uncompromised exhaust plumbing of any muscle car offering. The massive 3-inch header pipes and 2-inch secondary tubing interfered with the parking brake cables so Max Wedge floorpans received taller brakecable stands plusa pair of bolt-on cable guides to prevent contact. Knowing eyes use the added-height cable stands to help verify Max Wedge status.
Only Plymouths were bolt-on, Dodges were spot-welded to the floor pan.
Only Plymouths were bolt-on, Dodges were spot-welded to the floor pan.
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this seems to be relevant to those of you looking for info or car help.
o posted a couple of excerpts from the article in case you cant get the link.
https://www.dodgegarage.com/news/ar...GhZldVcpk8tm6XMZSrKfyPc#.XfW1ZfpvYIU.facebook
Don’t ever refer to Mo-Par City as a “junkyard” – I did that one time.
Its owner, Larry Pontnack – in his trademark loud, growling voice and scowling face – corrected me in a hurry.
“This is a restoration yard, got it?!?”
Pontnack takes offense to anyone who refers to Mo-Par City as a junkyard. Like the barking guard dog roaming between the long rows of twisted and decayed hulks of sheet metal that once ruled Main Street, Larry’s words were a stern warning that made me stop in my tracks.
“Got it, Larry, no problem, sorry.”
To find out how Larry ended up owning one of the biggest Mopar-only “restoration” yards in the country, we have to go back to the 1960s when he was a young drag racer competing all over the Midwest in the now defunct UDRA (United Drag Racers Association) circuit. His first Mopar vehicle was a 1963 Dodge Polara with a 426 Max Wedge that terrorized drag strips throughout Illinois. From there, Larry got even more serious about going fast and procured a 1967 “WO” Dodge HEMI® Coronet and then later, one of the original, factory-built, Super Stock HEMI Darts. Larry even had some fast street machines that doubled as “tow vehicles” for his racecars. This included a 1964 426 Max Wedge Dodge 330 with a factory aluminum front end. Imagine the vehicle you tow with being almost as fast as your racecar!
Larry may not have ever had the full factory support of Sox & Martin or Dick Landy, like other Pro drivers back in the day, but he worked just as hard in winning races and going fast. In 1970, Larry teamed up with another Mopar drag racer, Larry Griffith. Griffith had some factory backing when he ran Super Stock and Pro Stock for Dodge back in the late 1960s and early 1970s, and Pontnack drove Griffith’s second car. Later in the 1970s, Pontnack was behind the wheel of his 1965 A990 HEMI Plymouth Belvedere when he won the 1978 AHRA World Series Bracket Nationals at Byron Dragway. Pontnack went fast and consistent for many reasons, including the fact he’d attended numerous Mopar racing clinics and spoke to many of the Chrysler race engineers back in the day.
Throughout the decades, Mo-Par City has grown to 14 acres that include seven permanent buildings totaling over 25,000 square feet. Within their walls are Carter and Holley carburetors, along with tons of intake manifolds, air cleaners, cylinder heads, engine blocks, exhaust manifolds, transmissions, rear differentials, sheet metal, chrome trim and just about anything a restorer of a vintage Dodge, Plymouth or Chrysler would ever need.
Some of the rare oddities in this collection include a 1962 Dart 413 Max Wedge and a 1963 Plymouth two-door post police car that had a 383 in it at one time. There’s also numerous Road Runners and Super Bees that each have a story to tell. Helping Larry keep track of his massive inventory of vintage Chrysler parts and everchanging cars is Mike Millar. At 43 years of age, Mike’s comparatively young in a hobby that’s geared toward baby boomers north of their 59th birthday. Mike’s hard work and Mopar knowledge is a huge asset to Pontnack. Millar has no problem climbing over, under or even sideways in the middle of winter unbolting a part off a rusted hulk for a customer. Mike’s also an avid Mopar gearhead and knows where everything is in Mo-Par City’s massive yard and sheds.
o posted a couple of excerpts from the article in case you cant get the link.
https://www.dodgegarage.com/news/ar...GhZldVcpk8tm6XMZSrKfyPc#.XfW1ZfpvYIU.facebook
Don’t ever refer to Mo-Par City as a “junkyard” – I did that one time.
Its owner, Larry Pontnack – in his trademark loud, growling voice and scowling face – corrected me in a hurry.
“This is a restoration yard, got it?!?”
Pontnack takes offense to anyone who refers to Mo-Par City as a junkyard. Like the barking guard dog roaming between the long rows of twisted and decayed hulks of sheet metal that once ruled Main Street, Larry’s words were a stern warning that made me stop in my tracks.
“Got it, Larry, no problem, sorry.”
To find out how Larry ended up owning one of the biggest Mopar-only “restoration” yards in the country, we have to go back to the 1960s when he was a young drag racer competing all over the Midwest in the now defunct UDRA (United Drag Racers Association) circuit. His first Mopar vehicle was a 1963 Dodge Polara with a 426 Max Wedge that terrorized drag strips throughout Illinois. From there, Larry got even more serious about going fast and procured a 1967 “WO” Dodge HEMI® Coronet and then later, one of the original, factory-built, Super Stock HEMI Darts. Larry even had some fast street machines that doubled as “tow vehicles” for his racecars. This included a 1964 426 Max Wedge Dodge 330 with a factory aluminum front end. Imagine the vehicle you tow with being almost as fast as your racecar!
Larry may not have ever had the full factory support of Sox & Martin or Dick Landy, like other Pro drivers back in the day, but he worked just as hard in winning races and going fast. In 1970, Larry teamed up with another Mopar drag racer, Larry Griffith. Griffith had some factory backing when he ran Super Stock and Pro Stock for Dodge back in the late 1960s and early 1970s, and Pontnack drove Griffith’s second car. Later in the 1970s, Pontnack was behind the wheel of his 1965 A990 HEMI Plymouth Belvedere when he won the 1978 AHRA World Series Bracket Nationals at Byron Dragway. Pontnack went fast and consistent for many reasons, including the fact he’d attended numerous Mopar racing clinics and spoke to many of the Chrysler race engineers back in the day.
Throughout the decades, Mo-Par City has grown to 14 acres that include seven permanent buildings totaling over 25,000 square feet. Within their walls are Carter and Holley carburetors, along with tons of intake manifolds, air cleaners, cylinder heads, engine blocks, exhaust manifolds, transmissions, rear differentials, sheet metal, chrome trim and just about anything a restorer of a vintage Dodge, Plymouth or Chrysler would ever need.
Some of the rare oddities in this collection include a 1962 Dart 413 Max Wedge and a 1963 Plymouth two-door post police car that had a 383 in it at one time. There’s also numerous Road Runners and Super Bees that each have a story to tell. Helping Larry keep track of his massive inventory of vintage Chrysler parts and everchanging cars is Mike Millar. At 43 years of age, Mike’s comparatively young in a hobby that’s geared toward baby boomers north of their 59th birthday. Mike’s hard work and Mopar knowledge is a huge asset to Pontnack. Millar has no problem climbing over, under or even sideways in the middle of winter unbolting a part off a rusted hulk for a customer. Mike’s also an avid Mopar gearhead and knows where everything is in Mo-Par City’s massive yard and sheds.
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