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getaplumbernow · 7 years ago

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Gas Plumber Lake In The Hills Illinois

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itsworn · 7 years ago

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Wild Day-Two Street/Strip 1967 Plymouth GTX Will Live Again As Project Hacksaw

Sometime in the late 1970s at a gas station in the little town of Warren, Arkansas, longtime Mopar enthusiast Wayne Johnson saw a 1970 Challenger that piqued his interest. He went over to the owner, complimented him on the car, and began to swap Mopar stories. The owner eventually bemoaned the fact that his girlfriend had concluded that he liked the car more than he liked her. For that reason he wanted to get rid of a 440 motor that had just received about $2,800 worth of race parts and quality machine work. The troubled suitor was so desperate to please his beau that he told Wayne he would give him the RB engine for free.

When Wayne arrived at the Challenger owner’s home later that day, the 440 was there, but it was sitting in a 1967 Plymouth Belvedere GTX. Desperate to please his girlfriend, the Challenger owner told Wayne to just take the car and motor out of his yard. Wayne obliged and towed the car back to his home. Love is a many-splendored thing.

The motor in the newly acquired GTX was inspected and found to have high-compression pistons and a big cam. Wayne thought that the 440 might have been original to the car, but since it was so heavily modified, he determined that his freebie GTX would be the jumpstart for building a very fast Mopar that could be used at both the dragstrip and on the street. Wayne installed 4.56 gears in the 8 3/4 Sure Grip rear, perfected all the car’s mechanicals, and mounted big tires for the rear.

The rear wheelwell openings on 1966-1967 Mopar B-Bodies were ridiculously restrictive, so back then the common practice was to cut the quarter-panels and radius the wheelwell lips to make room for bigger tires. Employing a bit of hyperbole, let’s just say that Wayne broke out his hacksaw and redesigned the rear quarter-panels. He never had a tire clearance problem after that.

Drag Car Persona

The car was occasionally drag raced at Prescott Raceway in Prescott, Arkansas, for a few seasons. It might have even participated in a street race or two—who knows? During those days, Wayne removed the front bumper, cut the bottom leading edges of the fenders, and poked a bunch of holes in the original GTX hood. Wanting to take on the 1980s drag car persona, he had one of his buddies paint the car in striking red, blue, and yellow.

Sometime in the mid-1980s, Wayne parked the GTX. It sat in his building until 2003. At that point the car was sold as roller, sans motor and transmission, to Mopar guru Paul Slater. Soon, Slater sold the car to Mark Pallas, who placed the GTX in storage for what would become 13 years, awaiting the time that he could restore it to its former glory.

In 2017, 1966-1967 B-Body hero Joel Nystrom heard about this real deal GTX roller with an interesting history, which was now available for purchase. With visions of a nostalgia drag car in his head, he hitched up his trailer and readied himself to evaluate this potential project. The “RS23L” in the VIN verified that it was a real GTX, originally equipped with the Super Commando 440-inch, 375hp engine, with a TorqueFlite 727 three-speed automatic transmission with column shift. (Yes, the console and floor shifter were optional equipment on the 1967 GTX.) Even though the fender tag was missing, Joel could see it was clearly originally a red car with black interior. Though weathered and worn, the interior floor pans and engine bay retained the factory PP1 Bright Red paint. The hacked-up quarters and wild paint scheme only added to the car’s charm. Joel struck a deal with Mark Pallas and brought it home to his shop in suburban Minneapolis.

While he was enamored with his newest GTX and its bad-boy persona, Joel was forced to weigh it against the priorities of a number of other projects already in his shop. His decision was to find a good home for the GTX. Long story short: That home became the slot that had once been occupied by our Project MaliBeater at Midwest Muscle Cars in Lake Zurich, Illinois (mwmcars.com). Readers, meet Project Hacksaw.

Speculation

Once the GTX arrived at Midwest Muscle Cars, pictures from back in the day were examined. Until we get the proper information from Chrysler Historical Services, we can only speculate as to how this GTX was equipped when it rolled off the assembly line. The earliest pictures supplied by Wayne Johnson show that the car is wearing the optional black sport stripes, which appear to be factory. One bucket seat was included in the deal, and it has the optional headrest. Whether headrests were original to the car is yet to be determined. The column-shift car came with manual steering and manual drum brakes. There is no evidence of any major collision damage. Maybe someday it will be restored to bone-stock original condition, but the missing engine and transmission make it less appealing as a rotisserie restoration candidate.

For the time being, we plan to leave the exterior of the car alone. Some of you probably hate the look of the butchered quarters, but we choose to embrace them. For that reason, the radiused wheelwell lips are staying, but the floor, trunk, and bottoms of the quarters will be fixed. A bulletproof drivetrain and functional interior will be installed. Project Hacksaw will be a continual celebration of day-two and street machine components that typified muscle cars prowling the streets and dragstrips in the early 1970s. Stay tuned.

While Joel Nystrom owned this car, it was tucked away in one of his buildings. The previous owner stored the car for 13 years; prior to that it had been stored for about 20 years. In other words, it’s not a barn find. It’s a car that was stored for a long time.

Everybody knows that a Mopar must always tow a Mopar. Loaded up from Joel Nystrom’s building, I stopped to see my Mopar buddy Gene Mosbek, and then headed to Midwest Muscle Cars.

Production for the 1967 Plymouth Belvedere GTX came in at 12,010 units. A total of 8,791 two-door hardtops were built with the 440 Super Commando engine and TorqueFlite transmission. (Figures courtesy of plymouthgtx.net).

The VIN authenticates the car as a real GTX. “R” stands for Plymouth, “S” for Special, “23” for the two-door hardtop, “L” for the Super Commando 440/375hp engine, “7” for the model year, and the second “7” because it was built at the St. Louis, Missouri, plant. The last six numbers identify this particular car.

For 1967, Plymouth offered two engines for the Belvedere GTX. The aforementioned 440 Super Commando was standard, while the 426/425hp Hemi engine was optional. The original 440 is long gone, but a code-correct 440hp short-block and correct 915 cylinder heads were included with the car. The block and heads might be the basis for a future restoration motor.

The brakes have already been rebuilt, a big plus for getting this car roadworthy. When Wayne Johnson built the car to race, he used fenderwell headers. That is why the inner fenderwell panels have been cut on both sides. Options include fixing the metal or installing fenderwell headers.

A 1967 GTX with automatic transmission came standard with a column shift. The console and floor shifter were optional. The legendary Jimmy Addison 1967 Silver Bullet Plymouth GTX was originally equipped with a column shift and 440 Super Commando engine. Chrysler supplied Addison with a stroker 426 Hemi engine for street/strip dominance. Might history kind of repeat itself?

The passenger floorboard rust probably looks familiar to a few Mopar guys. Nobody likes to see rust, but it’s not the end of the world. It will get new metal.

The driver-side door seems to be original to the car, while the passenger door is a tossup. The door is solid, even in the seams.

Best guess is that moisture sat at the bottom of the spare-tire well and created this apparition. Squint just a bit and you see the Chicago skyline. A rust-free OE spare-tire well came with the car, so this area will be patched.

I had these 15×4 Cragars with Stahl front runners in my parts collection and could not resist putting them on the car. When Wayne Johnson raced it, he used Mopar Rally wheels all around. Later he installed Cragar Super Tricks up front. Though I’m not settled yet on wheel choice, Keystone Kustomags would look Sox-and-Martin-right on this car.

Wayne remembers running 28.5×10.5×15 tires in the rear. I just happened to have a pair of M&H Racemasters in that size, conveniently mounted on 15×8 Cragars. Size is not bad, but there is room for some slightly bigger day-two meats.

The gray primer panels need to go away. Top relic paint guys will be approached to make this situation right. Getting this angle to look right with the rest of the paint will be a major challenge.

Project Hacksaw, the Backstory

For many car collectors, part of the enjoyment of having an old car is assembling its history. We will attempt to assemble the entire owner history of this GTX, though that might not be possible. What happened from about 1979 to the present is already known. I’m going to try to find the guy who gave Wayne Johnson the GTX.

A later article will describe the process of going through FCA Historical Services to obtain information from its database (based on IBM cards that have been made available) on the as-born status of the car. For now, check out the pictures from Wayne Johnson that were taken between 1979 and the mid 1980s.

Back in the day, future Project Hacksaw is wearing black sport stripes, and they appear to be the original, optioned ones. I am hoping that the car was originally optioned with that awesome signature look for the 1967 GTX.

Wayne Johnson occasionally drag raced his 1967 GTX in the early 1980s at Prescott Raceway in Prescott, Arkansas. The car still has the front bumper, sport stripes, and Mopar Rally wheels. The rear wheelwell lips have already been cut.

The GTX racing again at Prescott Raceway, sometime around 1980. Cutting the quarters for radiused wheelwell lips was common practice on drag cars. Vintage decals in the quarter-windows were mandatory for a tough race car image. The door-edge guards suggest that the car is wearing original paint.

This photo would seem to indicate the car was resprayed. The emblems and door-edge guards are gone. Most notably, the front bumper has been removed and the front leading edges of the fenders have been cut. Weight reduction and tall front tire clearance might have been the incentives.

At some point the car received this wild paint job from one of Wayne’s friends. The snorkel scoop was homemade and big. The design was later patented by McDonald’s and installed on all exterior drive-through trash receptacles.

The post Wild Day-Two Street/Strip 1967 Plymouth GTX Will Live Again As Project Hacksaw appeared first on Hot Rod Network.

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