While Ford was fighting off the early successes of the Chevrolet Corvair and Chevy II with their introduction of the Mustang in August of 1964, GM began work on a counter-punch experimental project named XP-836. The XP-836 project directly targeted the Ford Mustang mystique and the new youth market that emerged from almost nowhere in the eyes of GM marketers. The surprising popularly of Ford's Mustang framed the XP-836 project from the very start and incorporated the "Mustang formula" in the early years of production.

In the winter of 1965, the XP-836 project turned out a proto type car based on some cobbled up Chevy IIs. While crude, the new Chevrolet was shaping up to run well along side Ford's Pony car. Now named the "Panther", the project and the proto-types were written about in great length by the automotive press with all the excitement of a pending rivalry with the Mustang.

panther adGiven a name that the public could latch onto, the "Panther" was quickly being promoted as GM's Mustang-fighter. Sometimes called "Chevy's Mustang" the "Panther" evolved conceptually using much of the Mustang marketing formula.

Now branded with the "Panther" script and leaping-cat emblems similar to that used by Jaguar, the proto-types advanced with an outward confidence that Chevrolet's sleek new cat would be chasing down the Mustang. By early 1966, Ralph Nader was doing a hatchet job on the Corvair, and GM management sought to tone-down the image of their new car in hopes of not drawing the attention of safety crusaders with the aggressive "Panther" name.

Seeking a "clammier" image for the new car, the marketing department looked to their current line of Chevrolet monikers, the Corvair, Corvette, Chevelle, and Chevy II for inspiration. Desiring another "C" name brand, merchandising manager Bob Lund and GM Car & Truck Group vice-president Ed Rollert poured through French and Spanish dictionaries and came up with "Camaro". Meaning, "warm friend", the new name offered GM an excellent label to compliment the current Chevrolet line and introduce their new car with a much tamer image.

Though the "Camaro" name was replacing the various project names the car had been developed under, outside the company some controversy over the meaning of the new name was causing a potential image problem for the new car. In an unprecedented national conference call with some 200 journalists, GM released the " warm & friendly" Camaro name to the public ahead of the cars introduction to dealer showrooms. The effort was successful in quashing any "image killing" interpretations of the new Camaro moniker.

In 1967, amidst the phenomenal success of the Ford Mustang, General Motors pulled off a sensational introduction of the Chevrolet Camaro by delivering over 212,000 units to dealer showrooms that year. Keeping in fashion with the Mustang formula, the Camaro was offered with a laundry list of options at both the factory and dealer level. Camaro customers could custom build their own car with a host of options previously only available on Chevrolet's higher-line models.

Desiring the same custom performance treatments being offered by Shelby America for the Mustang, Camaro enthusiasts looked to the dealerships in hopes of finding these performance options. Happily, the folks at Toronto-based Gorries Chevrolet/Oldsmobile dealership answered the call to incorporate their race knowledge into the new Camaro. The result was the "Black Panther" Camaro

Though it has been decades since Mustang coupes rolled off the assembly line bearing the legendary Shelby name, the cars will once again thunder across the roads under a deal inked by Carroll Shelby, Sanderson Sales & Marketing and Unique Motorcars of Irving, Texas.
The historic agreement has led to the debut of continuation 1960's Shelbys incorporating modern technology, such as Baer Brakes, that updates the performance and comfort of the sexy muscle cars. The first car in the continuation series is an "Eleanor" Shelby GT500E, similar to the one seen in the recent motion picture Gone in Sixty Seconds.
Old shelby "Enthusiasts and collectors have been begging for more Shelbys," said Steve Sanderson, President of Sanderson Sales & Marketing. "This unprecedented agreement will unleash a herd of Shelbys that combine the best current technology with classic styling and Shelby heritage. We're creating these continuation cars just like Carroll did in the 1960's by taking standard Mustangs and working ‘Shelby magic' on them that take performance to an entirely new level."
To build the continuation Shelbys, Unique Motorcars will "rescue" vintage Mustangs for transformation. The restored cars will feature the best engine, suspension, brake and comfort components on the market, while sporting the classic good looks of the original 1960's Shelby. Baer Brakes will help develop high performance systems specifically for the cars.
Shelby Engine"The line of authentic Shelby cars has just grown dramatically, which allows us to offer a vehicle for every taste including the big block and small block Cobra, Series 1 and GT500E," said Carroll Shelby. "Our continuation Shelbys will have spectacular performance, timeless good looks and cutting-edge technology. I guarantee these cars will have the right stuff to stomp the competition."Sanderson Sales & Marketing is a national dealer for authentic Shelby vehicles and the exclusive dealer for the "Eleanor" GT500E. The company will conduct a 40th Anniversary Cobra Tour next year that celebrates the first Shelby Cobra racing championship by giving individuals the opportunity to personally experience a 427 Cobra, factory 289 racing Cobra, Shelby Series 1 and the GT500E. Over 30 stops are planned nationwide during 2003.
The limited edition GT500E is available with a wide range of performance and cosmetic options. Various Shelby tuned V8s, Total Control suspension, Nitrous Oxide System, roll bar, 17" wheels, side exhaust and Baer brakes are available. A supercharged aluminum 427 powered "Super Snake" will also be offered. Each car is meticulously built and comes with a certificate of authenticity from the Eleanor originator.
new_shelby_small"We're introducing Shelby performance vehicles to a new generation of enthusiasts," stated Douglas Hasty, President and CEO of Unique Motorcars. "We're working closely with Shelby Engineering to ensure these cars are authentic Shelbys. The GT500E is the first in a series of Shelbys to be introduced over the next year. As authentic Shelbys, these cars will be included in the next official Shelby American World Registry."
Carroll Shelby is one of America's greatest racing heroes. After a successful international racing career, he founded a car company in 1962 that trounced every other sports car in the world, beginning with his legendary Cobra. Forty years later, anyone can own one of these remarkable cars because Shelby American is offering new Cobras, and now GT500E through Sanderson Sales & Marketing.
"We're gratified that Sanderson Sales & Marketing could facilitate this agreement," stated Sanderson. "These continuation Shelbys offer value, collectability and performance that can't be matched. Enthusiasts and collectors rejoice!" CC
About Sanderson Sales & Marketing
Sanderson Sales and Marketing, which markets luxury products worldwide, produces the 40th Anniversary Cobra Tour. The company markets the Shelby Cobra and Shelby Series 1, and Shelby GT500E nationwide. Additional information about the 40th Anniversary Cobra Tour and Shelby products is available at www.sandersonsales.com or by calling Scott Black at (214) 520-3430.

At the very beginning of General Motors, the divisions competed against each other, launching rival products in each other's markets, stealing sales and confusing customers. Under the iron rule of President Alfred P. Sloan, inter-divisional rivalry was all but eliminated.

Each marquee was assigned a place on the GM hierarchy and each was given an image. Cadillac was positioned at the high end of the luxury market and Buick took lower end. Pontiac became synonymous with performance while Oldsmobile developed the reputation of being GM's experimental division. If one wanted to drive tomorrow's technology today, it would be found first on an Oldsmobile.

But lines blurred in the 1960s and competition between sister divisions was fostered and rivalry, once forbidden, grew suddenly intense. One of the very hottest GM cars to hit the street in 1970 was Oldsmobile's 4-4-2 series. drafted from Cutlass and F-85 variants, the beefy 4-4-2 was welcomed into dealers' showrooms for its third season as a five-passenger coupe, a five-passenger hardtop and a drop-top.

1970_442_02Sizzle is what 4-4-2 did best standing still. The swoopy two-door had been downsized in 1968, wheelbase shortened to the 112" wheelbase it had when originally conceived as a Rambler-beating compact, back in 1961. Now fully evolved as a muscle car, engineers gave the Olds heavy-duty springs, stabilizer bar, special shock absorbers and wheels, special emblems, hood louvers, unique paint stripe, special tires and a high output engine. In 1968 the 390-hp version could go from 0-60 mph in just six seconds and did the quarter mile in 12.97 seconds. Oldsmobile was sizzle and steak.

Pleased with their results, for '69 engineers turned up the heat on their performance Olds. The special "W-30" package was offered to the speed needy, a throaty "Force-Air" inducted 360 hp version of the 400 CID V-8. Tricked out with special grille, stripes and unique identification cues these unforgettable motion machines were benighted with heavy-duty drive shafts, special handling packages, heavy-duty wheels and a wicked straight-through exhaust system. Just to be extra safe, Oldsmobile's also added side-impact bars which were welded into the doors and head rests became mandatory equipment on all vehicles.

A 455 CID V-8 churning out 365 horsepower was introduced. It would be the largest ever offered. The bore was now 4.057 while the stroke was shortened up to 3.385 inches. A special honor was bestowed in 1970, for the third time in the division's history an Oldsmobile would pace the Indianapolis 500. An Olds 88 had done the job in 1948, a much larger Olds 98 had served in 1960. Now a Cutlass 4-4-2 convertible would do brickyard duty at the most prestigious automobile race in the world.

Production tumbled by nearly a third in 1970 despite even beefier performance packages. Insurance companies sounded the death knell for the entire muscle car genre as accidents climbed. "Four-barrel, "four-on-the-floor" and even "bucket seats" became dirty words that automatically shot insurance policies into the stratosphere. In 1971 just over 7,000 of the hot Oldsmobile's would be produced and for the last two years of its life, 4-4-2 was reduced to an option on Cutlass 'S' models.

Jim and Audrey Frey of Coleville, Saskatchewan own this 1970 Oldsmobile 4-4-2 convertible. Jim swapped a restored '57 Chevy for the ragtop nearly twenty years ago while ice fishing with a buddy, who--good guy that he was threw in a rebuilt motor and a paint job. This Olds has the 455 CID V-8 with 400 Turbo-Hydramatic transmission and 327 Posi-Trac rear axle.

The couple has been busy restoring their pride and joy ever since they acquired it in 1980. Over the years the Oldsmobile has received a new top, front seat upholstery, carpeting and numerous interior bits and pieces.

This GM offering is just not another pretty automotive face, either. The Frey's Olds hauled two kids and a big dog around all summer for years and even today the 4-4-2 easily zips pasts transport trucks while hauling a 17-foot trailer on family holidays.

At the dawn of the 1960's, Kennedy, the new President-elect, spoke of a "new frontier." He was talking of new age of post-war prosperity and specifically, America's quest for reaching the Moon. For the big three, the new frontier was one of technical and marketing innovations. Combining the two became an essential element in the rapidly maturing market.

Marketing scored with the invention of youth-oriented cars such as the Mustang and Barracuda. The engineers scored with thin wall casting and improved reciprocating assemblies from the rotating valve lifter to the use of Teflon buttons in pistons to prevent scuffing. When good engineering and marketing combine, the effect is shattering. The Impala SS of the 1960's was an excellent example.

409 EngineThe Impala had become the top model in '59, replacing Bel-Air's position. In '58, Impala was a top of the line Bel-Air. Over the years, it had grown in wheelbase from 115 inches to 119 inches. The far out styling was immediately toned down for 1960. A new package had been developed in 1961 to help secure Chevy's sales' dominance in the full-size arena. It was called the Super Sport, or SS, for short.

It was a complete deal, comprising of exterior badges against the Impala crest on the quarter panels, bucket seats, floor shift trim plate, a steering mounted tachometer, a passenger dash grab handle, special trim and a modified LPO 111 suspension package, power steering, power brakes, and wheel covers. The origins of this package came from a show car.
The 1961 SS Impalas weren't standardized in appearance.

You could order the package on a four-door car, a six-cylinder powered coupe or you could go "top drawer" and get a slant back sports-roof with the hot 348 engine. It was basically a sales code without formal restrictions, although that would change soon enough.Chevy had great options available in short runs, but no easy 1-step option that gave you the basics to go racing. The 1961 SS Impala changed all that.

Previously, there were the Fuel Injected Ramjet and Ramjet Special 283's, but they vanished by the end of '59. Likewise, you could get LPO 1108, which was a heavy-duty suspension for Police Cars. This gave you metallic brakes, H.D. ball joints, bigger shocks, stiffer springs and better wheel bearings front and back. Available on every model, but certainly not advertised!

The sales of four speed cars had sky rocketed sharply in 1961, guaranteeing the future of the SS. New for '62 was a full-length console. The fancy wheel covers were a necessity, the slots helped cool down the brakes. What did change were the engines. The 409 was about to have its fifteen minutes of infamy. The 409 has been a controversial engine. Denigrators call it a truck engine. Fans call it the early sixty's track god. It was a little of both as we'll see.

Starting with the 348 block, Chevrolet changed much of the hardware to create a racing engine to compete against the Ford 390 Interceptor from 1960. The crankshaft was forged, as were the aluminum pistons. A performance solid-lifter cam, raised compression to 11.25:1 and used a Carter AFB carburetor on an aluminum manifold. It made 360 horsepower @ 5800 rpm and torque was a legendary 409 lbs.-ft @ 3600 rpm. A real brute of a motor.

The cylinder heads were different from the 348's and used stiffer springs and heavy-duty pushrods. Nineteen sixty-one SS Impalas were scarce with only 453 made. As for an SS 409, you'd have better luck meeting Elvis because only 142 made it. The transmissions were either Powerglide, Warner T-10 or the three-speed standard.

Chevy had great options available in short runs, but no easy 1-step option that gave you the basics to go racing. The 1961 SS Impala changed all that. Previously, there were the Fuel Injected Ramjet and Ramjet Special 283's, but they vanished by the end of '59. Likewise, you could get LPO 1108, which was a heavy-duty suspension for Police Cars. This gave you metallic brakes, H.D. ball joints, bigger shocks, stiffer springs and better wheel bearings front and back. Available on every model, but certainly not advertised!

The sales of four speed cars had sky rocketed sharply in 1961, guaranteeing the future of the SS. New for '62 was a full-length console. The fancy wheel covers were a necessity, the slots helped cool down the brakes. What did change were the engines. The 409 was about to have its fifteen minutes of infamy. The 409 has been a controversial engine. Denigrators call it a truck engine. Fans call it the early sixty's track god. It was a little of both as we'll see.

Starting with the 348 block, Chevrolet changed much of the hardware to create a racing engine to compete against the Ford 390 Interceptor from 1960. The crankshaft was forged, as were the aluminum pistons. A performance solid-lifter cam, raised compression to 11.25:1 and used a Carter AFB carburetor on an aluminum manifold. It made 360 horsepower @ 5800 rpm and torque was a legendary 409 lbs.-ft @ 3600 rpm. A real brute of a motor.

The cylinder heads were different from the 348's and used stiffer springs and heavy-duty pushrods. Nineteen sixty-one SS Impalas were scarce with only 453 made. As for an SS 409, you'd have better luck meeting Elvis because only 142 made it. The transmissions were either Powerglide, Warner T-10 or the three-speed standard.

Nineteen sixty-two brought the SS Impala package onboard and the 409 was more obtainable. Those eager beavers that placed orders for early 62's must have been annoyed when Chevy announced a dual-quad 409. At least the four-barrel engine had been improved with power up to 380 horses. The dual-quad engine put out 409 horses @ 6000 rpm. A hair more than 15,000 units sold that year. As the drag-strip wars heated up, Chevy brought out special aluminum front end Impalas. But there was no official racing going on, just some "off-road" and "fleet service" parts being sold over the counter.

Nineteen sixty-three brought a facelift to the grille and side panels with two chrome blocks on the fenders and a lower spear resting above the rear wheel well. The badges moved from above the bumper to behind the front wheel. The beautiful spinner hubcaps changed to a variation of the 1961 Impala model with the SS logo prominently displayed. New that year was the detuned 409 mill @ 340 horsepower. A 400 horse 409 existed midway through the range with solid lifters and the dual-quad 425-horsepower 409 had a lower 11:1 compression ratio.

Still, Chevy hadn't gone soft on us. The Z-11 was the latest doomsday machine and was a 430-horse version with the displacement at 427 CID. Strictly for drag racing, these cars were sold to connected guys such as Dave Strickler and Hayden Profitt.

Nineteen sixty-four was the final year of this body style Impala. For the last go-round, Chevy gave us better rear end choices with our four-gear cars and a sharp-edged car that attempted to emulate the new thin gauged sheet metal cars with uni-bodies like the Chryslers and smaller GM offerings that year. Engine-wise, there wasn't anything new to report.

Let's clear up the misconceptions about 409 engines. First, it is related to the 348 W motor of the late '50s in that the block casting started out the same. Pretty soon afterwards, the 409 developed a life of its own. From the start, it was intended to replace the 348 and provide more power for bigger bodied cars. 348's were used frequently in trucks and their outward similarity probably made people conclude the 409 was the same. In fact, the early 1961 four-barrel mills seemed pretty tame.

Demand was strong for this motor so the early 1962 409 was unchanged from last year spec wise. You got a cam with 0.440 lift and 317/301 duration with dual point ignition. These early distributors had no vacuum advance provisions. Later in '62, the dual-quad was improved. This engine had increased airflow, better cam specs with 0.480 lift and 322/320 duration. The ignition was switched to single points.

Allowing use of vacuum advance on this engine. Head gaskets were used to change the compression ratios. Two gaskets per head yielded 10.2:1. For hotter competition, one was removed each side to give 11.04:1. By altering gasket arrangements, compression ratios could go up to 11.4:1.

Regarding block identification, there are a few variations you should be aware of.

The early '61 409 block had casting number 3795623. The '61 to '62 solid cam engines used number 3788068. The 1962 to '63 block employed number 3839752 while 3860386 was for 1962 to 1964 blocks. The '64 solid cam block used 3844422 number and the fabled Z-11 mill was casting 3830814. One block to avoid for proper resto purposes is 3798962, a juice cammed truck engine.

Cylinder head castings are numerous; the early '61 castings were 3795586, the hi-perf '62s and 63's are 3814690, the 1963 std head was 3830817 and the RPO- Z11 head was 383 7731. There was also a 3852583 casting for 1964 hi-perf along with the std head from '63. Truck heads are recognized as 3819353.

Intake manifolds are expensive and a plethora of them exist. 3844463 is the steel 1x4 manifold used in 1961 and 1964 engines. A 1962 version has numbers 3814678 and was aluminum. It was also used in '63. A service replacement carried numbers 3822928. The dual quad manifold was 3814881 while the Rochester 4-barrel versions were 3794129 and 3830831 for 1963. An aluminum 1x4 manifold came out as 3814678 in '63. The Z-11 manifold was two pieces, the top one was 3830623, the bottom was 3830733.

By 1963, Chevy knew they had a winner deserving of a special reward. The upcoming 50-millionth Chevy was rapidly due to be assembled in Tarrytown, New York. The powers that be made sure car 50,000 000 was an SS 409 Impala. A whole promotional blitz ensued with New York Governor Nelson Rockefeller driving that car off the line while GM brass watched. The car was a four-barrel sports coupe with special-order paint code 927. This was a 1962 color called anniversary gold used previously to commemorate Chevy's 50th year in business.

Though it was late in the year, GM had released a small run of replica cars in that color. With 13 Chevy plants, it was possible that their goal of 7000 special cars made it. The 50 millionth car was made June 10 and has survived in immaculate condition from deep storage. It was a grand gesture to celebrate a great muscle car. The 409 passed the torch of fame and power to the 396 engine as the decade passed.

On a clear day in the fall of 1940, workers along the road from Tucson to Phoenix suddenly became aware of a plume of dust in the distance. There was nothing unusual about that - the road was just a trail of packed sand in those days - but this time, as the cloud came closer, its vortex approaching at a breakneck speed, the car did not slow down.

As the crew scrambled to safety, the yellow monster smashed through the barriers at the work site. Swerving wildly, the car plowed headlong into the ditch the workers had been digging,

overturned and crushed its driver. Tom Mix, hero of the silver screen, lay dead at the age of 60.

Today, the monument that marks the spot of Mix's demise also serves as an epitaph of sorts for the car he was driving, a Cord, which had met its own demise three years earlier.

The seed that grew into the 810 Cord had been sown by Gordon Buehrig in sketches dated November 7, 1933. His fertile mind had formulated plans for a futuristic automobile, with a sealed engine compartment flanked by outrigger radiators that snuggled between separate pontoon fenders.

The 810 had been conceived as a "baby Duesenberg," but Buehrig's work on the Auburn Boattail Speedster placed the project in limbo. Back on the board, Buehrig refined his sketches into a patent drawing, which was registered on October 2, 1934.

The on-again off-again project received the go-ahead in July of 1935. Its introduction was set for November 2 at the New York Auto Show, which left less than four months to develop a prototype and build 100 examples. Against all odds, the task was accomplished, but - thanks to the cars having been built by hand - the cost grew so high that it spelled the beginning of the end.

Mechanically, the 810 Cord was inspired by its front-wheel-drive predecessor, the L-29. This time the engine was a 90-degree V-8, designed for Cord by Lycoming's Forest Baster. Bore and stroke measured 305 inches by 3.8, for a displacement of 289 cubic inches (4.7 liters) and on output of 125 hp at 3500 rpm.

Its four-speed transmission, featuring electro-vacuum activated gear selection via a lever on the steering column, was located ahead of the engine. The 810's wheelbase was 125 inches, weight 3650 pounds and top speed 90mph. Available originally in four body styles starting at $1995, the 810 was superseded in 1937 by the $2,445 812, whose optional supercharger increased output to 170hp and top speed to 110mph.

The Cord featured in the Collection is the Actual car in which Tom Mix met his maker. It was sold wrecked to R. E. Nelson on October 3, 1942 for $100. Restored, it still features Mix's gun holster, as well as his oversized gas pedal, which he unfortunately had a habit of keeping pressed to the floor.

This Windsor, Ontario built 90° V8 was introduced in 1962 as a 221 cubic inch engine. It was Ford's first modern lightweight small-block replacing the old Y-block. In 1963 the small block displacement was bumped up to 260 and 289.

The change was increase cylinder bores on early 221's from 3.5" to 3.8" on the 260 and the later standardization to 4" bores on later engines. The 289 was also fitted with larger valves than found in the earlier small blocks. The photo to the left shows a 1966 289-4V sitting smartly in the engine bay of the same year Mustang.

Through the years, not all small-block Windsor's were produced solely at the Ontario plant, but the name stuck with the engine. The photo next right, shows the Windsor, Ontario engine plant during production.

windsor plant In 1962-63 the gross horsepower rating of the 221 was only 145HP. With the introduction of 289 in 1963, horsepower jumped to 195HP with a 2-barrel carburetor and 225HP with the 4-barrel. The 289HP pushed horsepower ratings to 271HP in 1965 which required the engine to be fitted with many heavy-duty factory parts. The 289HP has different cylinder heads from those of the standard 289. The 289HP heads have bigger valves and smaller combustion chambers.

Carol Shelby used the 289HP as the base for his GT350. The Shelby's were rated at 306 HP by using a larger carburetor, high-rise intake and less restrictive exhaust. In 1966, High-Performance Models of the Mustang were also fitted with 289HP engines as an option.

In 1968 the stroke was increased by using shorter connecting rods increasing displacement to 302 cubic inches (5.0 liters). This engine was used in Ford products through 1995. In 1968 , 2 and 4 barrel version of the 302 were also available. 302's found there way into Shelby GT350 in 1968.

Boss_302_engine

With the introduction of the 351 Windsor in 1969, 4 barrel versions of the 302 were dropped.By 1971 emissions regulations began robbing horsepower from the once might small block. With reduced compression ratios and the addition of mechanical smog devices, the 302 manage to only pony-up 140 HP in 1975. In the mid to late 70's, small block performance stagnated amongst factory built 302's.

Ford introduced the "High Output" 302 in 1982, sparking new interest in Ford small block racing. Throttle Body Fuel Injection came in 1984 and Sequential Electronic Fuel Injection in 1986. As computers started taking-over control of emissions and fuel injection systems in the early 1980's, horsepower gains would become regular feature of the 302 for it's remaining years.

As mentioned earlier, 1969 introduced the 351W engine rated at 250 HP with a 2 barrel and 290 HP with the 4 barrel. The 351W has a taller deck height to increase the stroke. While al 289, 302 and 351 Windsor's share a 4" bore, the 351W engine has many changes that set it apart from other Windsor engines. The intake, heads, pushrods, block height, and firing order are just a few of the more notable differences between the 351W and other 4" bore Windsor engines.

Another variant of the small block Windsor is the Boss 302. These engines where built as Ford's entrance into Trans-Am road racing. SCCA racing rules required that at least 1,000 production vehicles were to be fitted with the Boss 302 in order to qualify for the event. Boss 302's used a standard 302 Windsor engine block, but are fitted with cylinder heads from the 351 Cleveland. This and other improvements set it apart from the standard 302.

Even though the Windsor engines no longer adorn today's Ford production vehicles, the aftermarket market bristles with excitement. Enthusiast have a long list of specialty parts to choose from, which are all made especially for the 5.0 liters of yesterday. Thus, keep the a legend alive for many year to come.

"Suddently it's 2007"

On June 15, 1957, a brand-new Plymouth Belvedere V-8 Sport Coupe with Sportone was slowly lowered into a time capsule on the southeast corner of the Tulsa County Courthouse lawn. The car was to remain underground for 50 years, when the person (or his heirs) whose guess was closest to the exact population of Tulsa in 2007 will win the car.

1957_belvedere

The Plymouth was selected for this honor, according to a committee chairman Lewis Roberts Jr, because it was "an advanced product of American industrial ingenuity with the kind of lasting appeal that will still be in style 50 years from now."

"Suddenly It's 1960" was the tag line being touted in factory advertising for the 1957 Belvedere line. So, sprang the 1957 event "Suddenly It's 2007", held during Tulsa's Golden Jubilee Week, know then as "TuIsarama!" The "Tulsarama!" committee decided on the event after looking for a method of acquainting the citizens of the twenty first century with a suitable representation of 1957 civilization.

57_belvedere_ad

As part of the "Tulsarama!" festivities, citizens of Tulsa were asked to guess what the population of Tulsa would be in the year 2007. The guesses were then recorded on microfilm and sealed in a steel container buried with the car. When the car and artifacts are excavated, the person whose guess is closest to Tulsa's 2007 population is to be awarded the Belvedere. If that person is dead, the car is to be awarded to his or her heirs. Today, reminders of the event are only noted by bronze plaque on the courthouse lawn.When the car is unearthed in 2007, no one is really sure what the winner will be getting their self into. Buried in a concert vault, the white and gold car was mount on steel skids and wrapped in a cosmoline-like substance to help preserve it.

Conversations with those present at the entombing , say the car had a full tank of gas. As many restorers have painfully found out, may prove to be disastrous. (What would the EPA say about this?) Since the cars burial, questions have been raised about the vaults integrity and whether or not moisture has entered the vault.

Included with the Plymouth is a 5 gallon can of gasoline (What is with the gasoline thing?), a jar of Oklahoma crude oil, and in the glovebox, fourteen bobby pins, a ladies compact plastic rain cap, several combs, a tube of lipstick, pack of gum, facial tissues $2.73 in bills and coins and a pack of cigarettes with matches, an unpaid parking ticket, and a bottle of tranquilizers - all items that might have been found in a woman's purse in 1957.

In addition, the winner of the "Tulsarama" Plymouth contest will receive a $100 trust fund that by 2007 will have accrued 50 years' worth of interest. This and the bottle of tranquilizers might turn out to be the best most valuable items in the collection.

What will happen when the buried Belvedere is unearthed? Will it still be as pristine as when it went underground? Or will it be rusted away? And will Chrysler still honor the new car warranty?

Well, I sure know where I want to be on June 15, 2007 - alive and well and in Tulsa, Oklahoma.