I am not 100% sure you could get a Grand Prix with a floor shift manual and without a console but I think it would be a safe bet. I know that both the Bonneville and the Catalina were built as floor shift manual without console configurations. The shifter boot is positioned so that the right edge of the boot frame is about 3" left of center of the transmission tunnel. You would want to bulid up a rectangular flat spot on the side ot the transmission tunnel that is the same height as the tunnel to repersent the transmission tunnel stamping that provides clearance for the shifter. Craig
A few tidbits of info and a confirmation. I owned a Tahiti Turquoise 65 GP that was a 389 4bl 4spd with console about 20 years ago. Also had a 2+2 with buckets, no console and the "Dearborn" 3spd on the floor and a 65 Bonneville 4spd bench seat car. Pontiac built some very harry full size cars back in the day. The 4spd console looks quite different than the automatic console. In full size cars the 389 and base 421 tri-powers came standard with the large single element air cleaner in 65, only the 376HP 421 came with the three open element air cleaners. In 66 all tri-powers had the three open element air cleaners. The open element air cleaners consisted of a lid and base (I have never seen other than chrome) a perforated steel inner support and a foam element fit over the inner support. Lastly the swirls in the metalic are the flow lines of the plastic as it is filling the mold. The plastic in this mold is injected in the middle of the passenger side rocker. They are nearly imposible to eliminate. The mold must be designed to minimize them. If you look carefully you will also be able to fine a "knit line" on every hole in the body (such as a window opening) on the side opposite of injection. Hope this helps. Carmak
I have my car for life. A 1968 Coronet 500 convertible. FF1 green with the original green top and a white bucket seat interior. Super reliable 318 under the hood. It's the same car I drove to prom in 1987. Carmak
I have a 68 HT and vert that I got at the Old Town Escorts swap meet in 85. They cost me $12 each. I have a 1:1 68 Coronet 500 vert but I can't get it's picture to upload. I would love to see a 68 Coronet reissued!
I just found an original issue 69 Thunderbird. It is missing the glass, tail lights and rear valance. If anyone out there used another body on their Allison Thunderbird I'd like your extra parts. Thanks. Carmak firstname.lastname@example.org
The 66 Thunderbird HT promo tool existed up to the 90's when the tooling was in Iowa. It was sampled in white ABS and I have a copy (un-plated chrome and all). Since the 66 Thunderbird convertible / glue on Landau is very common this is not that exciting, but hopefully a little interesting.
I started building models in the late 70's. I was into Late 50's and 60's full size cars and they were hard to find on the store shelves. I was a serious yard sale/flea market junkie as a pre-teen looking for any cool subject matter. I would re-build what ever I could find that was old. By the early 80's (early teens) I learned of a couple swap meets but with my limited budget builders were all I did. I can't hardly think of building a mint unbuilt pre 1970 vintage kit. I always restore a builder.
I have always felt there were three types of sellers at swap meets (both 1:1 car and model car): It's a business, I helps finance my hobby and I need space/want it gone. The business people price at what the market will bear and not that interested in trading, The hobby finance people typically price a little lower and they are more willing to trade. The need spase price it to move and also will often trade. When I sell at a swap meet I am somewhere between a hobby finance and a want it gone seller. I rarely bring home the same kits I take. Carmak
Those look like the leftovers of the sale I went to in Cedar Rapids, IA this spring. I was all Hawk models made before they sold to Round 2. I knew a buyer came in a bought everything right after I was there. Now I know who Carmak