swede70

Some of my photos were taken so close-in as to obscure other details that otherwise stood to be made out. At the time they were taken, I wasn't so much concerned with the quantity that I might take, but rather that I'd waste the opportunity to capture specific information that could be gleaned for crawling around with abandon. For review of those images I took and have uploaded thus far, the shocks are either visible or just marginally out of the frame. One shot afforded further up the thread shows the end of one of the control arms and what appears to be a stud that would accept the bottom end of a shock, although in point of fact the shock is there, it's just mounted outboard and even a bit behind of what is visible. I did visit the car twice, while the visits largely coincided with a Plymouth MI. concours event (Concours d'Elegance of America at St. Johns then) where the car would make up part of a Trans Am-themed display in the company of other vehicles of note. If you have or might have seen the Dave Tom title The Cars of Trans Am Racing 1966 - 1972, most of the images reproduced within concerning the Gray Ghost were taken during this event. Some light service was done in the form of an oil change as well as a light tune to ensure that the vehicle wouldn't afford trouble for being moved on and off a trailer, or negotiating the show field to be displayed, etc., although I suspect that was about all it got. Thanks... Oh, and just in passing, for quick review of Facebook, Matt Adams shows up in a fairly straight forward way. Look for imagery that speaks of the old 'Trans Am Territory' gatherings of yore, as well as a bold Silverbird picture with the car seen in a front three-quarter profile. He seems based in Detroit which makes sense to the extent that I believe I'd met him at an area book signing. He took a few phone camera images of my larger model to share with friends and family, which of course was fun. Mike K./Swede70

Greetings Larry, Sorry - the shocks are there, albeit barely visible but for an orange/red diagonal flash seen here and there in the images provided. Sometimes race shock installations are altered to the extent of having them set more or less vertically to be most effective in their operation at the price of introducing a certain harshness in ride quality, whereas on the Gray Ghost they seem to have remained in their stock configuration in relation to how they were sited for pick up points both high and low. Maybe too on a mass-produced design where expensive additional locating links aren't in the budget, a slight side-to-side dampening action is desired even if such is imperfectly availed? Back to the images of the Gray Ghost hitherto observed, where the eye expects to see a shock set at a solid 80-90 degree angle, instead one 'senses' a shock slashing through the image on the edges at 45 degrees. O.K. - I've found something a bit better and have plugged in the same just below: I see the reinforcement plates of which you speak in the photo you've added to the thread and have likewise mulled what such could be. The four bar system typically obviates the need for bolt-on fixes employed on parallel leaf spring installations to counter axle movement across planes. In short, no overrider or underrider traction bars, or Shelby GT350-style dampers integrated into any such assembly have ever been personally witnessed to counteract or dampen movement on a period racer. This much said, observe that Harry Quakenboss relates on the other Twin Gray Ghost thread that the four bar system nevertheless carried with it certain challenges in the form of traction woes coming out of turns, while to run variations on the theme of stock parts when leaf spring setups and long Chevrolet pickup trailing arms were well understood or set to become the standard was to explore much independently. Perhaps some other system was explored and not soon followed up upon by Herb Adams and crew given the later and then typically Firebird-based efforts ran leaf springs in the back by way of contrast? Just above this post, Tim relates in a reasoned and matter-of-fact way that rear sway bars weren't 1973 NASCAR fashion or practice, although between Penske and Team Associates, if any entry was going to push the envelope and introduce new practices looking forward (for good or for ill), then maybe such was run? I don't know enough here, and would be wary to suggest to anyone strictly what to do. A short while ago I was viewing pictures of the roll cage fitted to the early '72 season Penske Matador. One would expect a curious mix of NASCAR and SCCA Trans Am practice, and indeed - what challenge it would be to do THAT in scale for having seen it! I wonder too if Herb Adams might be contacted to afford quick and clarifying insight if a message was intelligently written and might be answered in a brief fashion consistent with responding to what was well laid out? Consistent with establishing contact, I tried to gather up some information consistent with chasing leads. In the past I've spoken to his son Matt who can be found online for a bit of searching for the use of 'V.S.E. by Matt Adams' in conjunction with his latter day 'Cheverra' transkits, as well as his Cobra efforts which turn up for references across Cobra-specific message boards. National Parts Depot handles some of the Cheverra materials, hence this might constitute another line of approach. Some Contessa project information is also out there, but when this was written the data seemed older and less reliable. Seek out the son, and perhaps he in turn might approach his father with questions you might pose... And in closing (for this message anyways), don't let me beat you up too badly for suggesting this or that. Telegraphing my insecurities and attaching my judgement to anyone else's creative efforts or endeavors can have a harsh and unhelpful edge that can be unintentionally nonconstructive for bringing a project to a halt. My own projects too frequently stop dead for mulling this or that assembly - so what do I do? I hunt down the work of others and redirect my insecurities! Trusting you'll keep it fun and know when enough information to proceed forward is yours in hand... Mike K./Swede70

Looks very sound and accomplished. Thanks for sharing... Mike K./Swede70

Oh, and another thing this... On old Bud Moore and Shelby Racing Co.Trans Am Mustangs they would fit a squat, rectangular section brake cooling scoop right at the base of the rear axle on either side. These were handmade, certainly light weight, and could hardly hurt the cause. Such an assembly or assemblies could account for the 'structure shadow' seen in the PP images. Thanks... Mike K./Swede70

Hello again... This should help - sorry I did not think to afford them before because some of this must certainly carry over. In an unrestored state some things can be missed or overlooked, hence I've tried to scribble in a few notes consistent with passing on what I've learned for poking and prodding. ...things to see above include the eccentric plates machined to mate the axle tubes to the diff. housing at an angle to afford negative camber. Note too the zip ties on the base of the springs to ensure they'll not slip out, cables to prevent dislocation of assemblies at full rebound, and screw clamps employed to combat slippage of the rear sway bar bushings. Things to see include the revised and nonstock top links for the four bar setup, as well as fabricated pick up points to revise the geometry versus stock. The diff. cover was painted orange in this instance. Not elaborate, but notice the small pinion snubber fitted, while further notice the additional material welded in to box the bottom arm or bar of the four bar rear suspension. ...maybe another thing employed, on the Gray Ghost a Firestone fuel cell was used, while the fuel pump set up seemed a bit unusual. A pair of Holley pumps were mounted forward of the fuel cell within individually fabricated pockets with floors set lower than the standard dimensions afforded, while the structure for these pockets is plainly visible from below. I hope some of this helps, while I really like the effort you've made thus far to capture a very neat topic in scale. Thanks for all you do in turn... Mike K./Swede 70

Greetings Larry, If it helps, the Gray Ghost rear suspension was quite stripped down in relation to axle location beyond the rather standard looking four bar setup employed. Much stiffer bushings of whatever material employed took up a certain amount of movement or slop. No strict need for a Panhard rod, no additional trailing links, and certainly no Watts link was seen. A B.O.P. rear axle assembly was employed even as rules allowed the fitting of something other than this, hence it seems that it was both strong and reliable enough. Given the profusion of 'too stock to be believed' stampings and assemblies across the Grand Am in photos, I think I'd recommend the B.O.P. axle (being 'Buick, Oldsmobile, Pontiac') be employed. Some effort was made to alter the geometry of the pickup points of the arms heading back from my photos, while it seems by the time the Team Associates Grand Am effort was mounted, a diff. cooler was judged necessary. KONI shocks were seen then, but I'm really not versed or knowledgeable enough to suggest what was de riguer in Winston Cup NASCAR come 1973. I'll return to this post to plug in a few rear end images from the 1:1 unrestored car even as they might not communicate all you'd hope. Thanks... Mike K./Swede70

Greetings Dr. Larry, I suspect that the intake isn't terribly different from what they ran on their '72-season Firebird Trans Am car as driven by Milt Minter. Via the link provided you'll find a lengthy thread focused on the Pontiac Firebird in the SCCA Trans-Am Series. Scan about halfway down it and you'll stumble across a few period photographs taken by one Ken Ulrich that will afford at least another shot of the intake, plus guidance as to finishes across the engine given it's a color image. See then: http://www.camaros.org/forum/index.php?topic=7815.0;all Mike K./Swede70

Greetings Larry, Not having remotely comparable topic knowledge in relation to period NASCAR as yourself, I too was thinking '...gee, this doesn't look like something that was ordered by phone from Banjo Matthews!'. It really was so atypical and special, and competitive against strong odds. Neat stuff all, while your previous work to be set aside in the moment will surely find a home soon - no worries. Mike K./Swede70

Very nice - great stance. Same chassis I'd used (or rather am using) on my smaller Gray Ghost. Thanks for sharing... Mike K./Swede70

Terrific! Sorry but happy as they say given 'now you know'! Mike K.

Greetings Harry and thank you for the further insight(s) shared... For perusing a copy of the Sports Car Club of America General Competition Rules 1971 edition, indeed - dry sump systems were legal for the coming season. The wording of such is as follows: "Any oil pan (sump), oil pump(s) or oil pick-up is allowed. Dry sump systems are permitted provided the oil tanks is located forward of the engine compartment firewall." It seems both the AMC Javelins as well as the Gray Ghost blended the oil tanks fitted into the structure of the firewall, while in the main, all was now permitted. In passing, another article that may be sought out not strictly period is the April 2000 issue of Car & Driver which has a Tony Swan-penned article within titled Return of the Gray Ghost. Across the space of it, Herb Adams relates in brief the history of the effort while also having been reacquainted with the car which had received a light mechanical refurbishment dating back to 1996. If my memory is to be trusted, Pontiac was the title sponsor of the Meadowbrook Historic Races at Waterford Hills Road Racing that year, and both happy and fortunate I was to see it then. For a few brief years a 'Trans Am Tour' made up of a few period cars came through the venue for it's historic weekend tied to the local concours event, but so soon the big cars (i.e. 02 Trans Am sedans, F5000, Can Am, and even the odd F1 car) effectively vanished from both the event and venue. Waterford Hills is a fairly tight club circuit, and hence maybe word spread that bigger cars wouldn't strictly be a home here? I'm not certain why matters faded a bit in the coming years, while organizational infighting and battles as to the makeup of the area concours scene, want of event sponsors, and declining economic times were surely factors. Oh, and just in passing, for a little work, know that the poster produced for the event was Trans-Am themed that year, and hence carries a bit of interest even as the Gray Ghost does not appear upon it. More to come... - Just some further aspects of the 1:18th build then... ...trying to accommodate the discreet engine set back, I tried to reproduce what was done. Some ERTL Authentics '67 Impala SS 427 parts were employed, while the scissor hood hinge assemblies will very likely be stolen and employed from this same tool. I couldn't find the correct intake off the shelf, and hence I created my own. Others would likely make quick work of this for employment of 3D printing technology, but alas, this was all I could do in the moment. ...and while a little constricted and limiting for unwanted structure looking further in, this is the trunk taking shape. A Firestone fuel cell was fitted with a pair of Holley fuel pumps mounted low and at the forward corners of the cell positioned largely out of sight here. In period photos mysterious housings are seen beneath the car in this general vicinity, while it was neat to discover what these surrounded for making an inspection of things. I took photos of everything and created said pockets/housings, although all that was done isn't strictly discernible here. Some material was cut away from the trunk floor to accommodate shock absorber service from the top, although at present I'm not sure I add such. Continuing then, dependent on the venue run, the fuel inlet could be shifted to either side of the car. With this in mind, a plug is always witnessed on the opposite side. And lastly, for paint removal I've tried to replicate Tempest taillights versus GTO units, while the vent system that otherwise takes up the space between what trim is/was retained won't be fun to do for I'm going to have to drill and file out what material is seen to proceed any further. Thanks for reviewing this update... Mike K./Swede70

Greetings Dr. Larry, I don't know if you discovered this, but for searching the Petersen Publishing/SEMA archives yet again, I stumbled upon much more than the two race photos seen before. The cataloging in this instance was better, hence try some combination of '1973 Pontiac Grand Am Grand (including such twice wouldn't be necessary) National Car' or try 'The Bill France Collection', although the latter search terms would likely involve a slog for what is likely a great many photos. No 'Herb Adams' reference, no 'Winston Cup' reference - but oodles of detailed b& w pictures of both the interior and how the car appeared under hood. Check out the O.E.M. steering wheel in particular! Needless to say, I was surprised and I sincerely hope you'll either know all about it and/or will discover this terrific spread of images thus. Good luck! Mike K./Swede70

Thanks Harry - these are an unexpected thrill to see... I appears he's being afforded his thin fuel ration for what would turn out to be an abbreviated session. At least nothing was damaged! A. B. Shuman both wrote and photographed the well known story that appeared in the September, 1971 issue of Motor Trend titled Ask Herb's Wife If We Can Take Her Car Racing. For a brief run Shuman was allowed to make a quick and measured assessment of the vehicles potential on-track, having been reminded quietly though firmly by Herb Adams that the powerplant constituted the team's "...one good engine". Suitable chastened and yet agreeably curious as to what potential lay within, the journalist ventured out and gathered some impressions. All well and and good - until silence and no power. Had he unintentionally inflicted damage upon the car? Thankfully no - for instead it was revealed that he'd simply and literally run out of gas... The article remains the best period record of the genesis of the effort, including who was involved, technical specifications of the Gray Ghost, etc. Know that I really appreciate the privilege to witness the photographs, while quite a surprise then to warm up the computer and have these waiting. Mike K./Swede70

Very nice - a neat topic surely. Thanks for sharing and hoping here to follow... Mike K./Swede70

Thanks Harry for your careful and considerate fielding of my slate of questions... Indeed - I too have been busy on the new Petersen Publishing/SEMA Archive, although just as readily I could have missed it for not knowing about it. Thanks for your alert and guidance to this terrific resource so recently made available. 'Lime Rock Trans Am 1971' narrows in even further, although I've found that asking a lot more of the database in terms of adding search terms just stops it dead. The clearer image of the Gray Ghost seen underhood was sourced from the PP archives, while how different in quality it is from the so-so reproduction within the pages of the Motor Trend Lime Rock race report from their July 1971 issue! I'd really hoped earlier tonight to find other images that may have accompanied the A. B. Shuman-penned and photographed September 1971 Motor Trend article, although in sum I failed to. 'Shuman 1971' brought forth a wide range of motor racing event images, alas nothing at all in relation to the aforementioned feature. Still learning then, and hoping other approaches will turn up what's presently hidden... I've attached an image of the interior panel(s) on the car pre-restoration, this confirming your memory of what was. Sort of frightening to behold - hence glance quick! Of course, maybe I'm just seeing paint loss on what would be the surrounding metal work less the vinyl trim positioned further below? My disc drive is spinning madly, reading if you will what I burned onto one a few years back. Happily much is there that I couldn't strictly remember capturing. O.K. see: Thanks too for the art/description placard of the car when it's currently displayed. It's looks nice indeed, and kind of you to share and attach the same. Just in passing, I too was contacted by M.M. 'Mike' Matune in relation to the article for my brief visit to Brighton that day to capture photos, although in truth all I could offer up was good will for I could lend but little value to the cause. While somewhat close to Waterford Hills Road Racing, it would be a stretch to suggest I'm well connected in relation to the history of the track, etc. In sum, it was impressive what Matune stitched together and I was happy just to be afforded an oblique view of the creative process. Hopefully more to come. Again, my thanks... Mike K./Swede70

A few 1:18th project photos to share - if the system will cooperate and allow such... ...note the scratch built Lakewood explosive proof bell housing, as well as the odd and severely abbreviated sump. I'm not sure if I'll make up Ram Air IV heads consistent with matching the oval exhaust port detail otherwise desired. ...seen is a scratch built seat, the insulation along the floor, an aluminum bulkhead looking back, as well as what I believe to be shoulder harness pick up points on the parcel shelf. ...tedious, but note the aluminum dash overlay with the flag motif created for first taping out and then scrubbing each element in an alternating direction with a pencil eraser. M.K./Swede70

Thanks Harry and very pleased to note both your presence here and receptivity to questions posed... I've met David Barnes here in SE Michigan, have the book, and had both Herb Adams and him sign my copy - hence task accomplished! I too wished for more of a documentary tone to the tale articulated in Blood, Sweat & Gears, but then it wasn't my project. Barnes related recently that there has been interest evidenced in making such into a film, or that a film option had been purchased. We'll see then, while I too have the Dave Tom technical history of the cars and teams involved - thanks J.C./AFX for drawing my attention to such. Prior to the sale of the Gray Ghost to B. Hildebrand, I visited the car and the then-current owner in nearby Brighton, MI. where I met and conversed with Dave. I had in hand a somewhat crude iteration of the 1:18th scale model then, while I took maybe a hundred photos of the Gray Ghost which I burned on a disc and which likely were sent to Hildebrand as he mulled his potential purchase. It's a pretty rare thing for me to be introduced to people so-involved and so-invested, hence the experience from a few years ago rates as personally memorable. For thinking about your same-year Pontiac engine blue reference with regards to wheel and chassis finish on the later-season car, indeed - I think my choice of finish here is a bit too punchy and modern; i.e. it's almost fluorescent and not quite what is called for or needed. A lot of interior finish was flaking away when I visited the car, hence I discreetly gathered up some material evidence to illuminate a way forward. Further, I might well contact Eastwoods to inquire about '71 Pontiac engine enamel to find out what may be available. Thanks... - I've been scribbling questions down, hoping to keep them reasonably direct so as not to wholly tax your attentions for requiring lengthy answers. Others may well follow if such isn't too much to bear. In no particular order then... In early-season trim, would the Minilite wheels be finished in a semigloss high heat black less the machined outer lips? Other thoughts would be that brake dust may have altered or literally colored what is seen in period photographs, while a friend suggested maybe a Dow 7 coating or protective barrier was applied. Along with the application of blue on the undersides of the car, presumably debuted when the wheels were likewise refinished, I'd noted a differential cover painted orange. Was this a later update, or do you recall this as being correct? I didn't notice any evidence of either a transmission or differential cooler being run. Nor did I see any application of heat sensitive 'dots' that might relate what temperatures were being reached within in the style of some Mustang Trans Am entries I've seen. Are my impressions correct then? With regards to the glove compartment-mounted CDI unit, might you recall the original make or finish? I believe period Delco units were black with exposed metal fins, while Mallory units would be red with exposed fins as two options then. For comparing and contrasting materials I have in hand to period photos, was the front bumper subtly narrowed or 'veed'? In relation to the driver's seat, the original spec. seems to have been wholly fabricated from scratch. The abbreviated base and aluminum sides I can make out well enough, but was some structure reused or is disguised for the additions made? I thought it odd that the shoulder harness pick up points seemed located on the parcel shelf. In truth, I don't know if they'd actually be all that much longer if such were secured to the floor, but then again any insight shared would be appreciated. Before they were painted blue, do you recall if the panel work serving as inner fender liners up front was left natural as in being aluminum sheet trimmed and fitted for the purpose? - ...and just in passing, I was curious about the sophisticated effort to disguise the complexities of the oiling system; i.e. the discreetly hidden oil tank within the space of the firewall oriented towards the passenger's side footwell, the unusual pan design, the unique pump configuration and function, etc. With dry sump systems allowed for 1971 for pressure upon the SCCA by Penske in particular, is there something missing from the story that would reveal the basis for all the secrecy? I don't know the time line of when the effort was taken up by the team looking into the 1971 season, nor do I know when the SCCA revised it's rules regarding the use of anything but a wet sump system. Such admitted, I was hoping you might shed light on what was both decided on and designed. Again, thanks for all your fascinating insights. May those road racing types looking in profit from your contributions here. Mike K./Swede70

Really stunning and heart-stopping work seen here. Thanks for all you do... Mike K./Swede70

Very beautiful this - thanks for sharing. I really like the argent-finished Magnum 500's as they could be had in '69 on the BOSS 302, and I'm happy you opted to include this detail. Mike K./Swede70

Greetings and thanks for the past interest displayed, What follow are some images relating how new SC/Rambler kit material was integrated into this build, along with some small scratch built fill panels to smooth things out. Shocks, a Panhard bar/track rod, and sway bar installation for the rear still need to be added, but so far - so coherent. Note I've done away with the slightly crude panel overlay on the back half of the interior here, with everything seen being simply a single panel thick. Thanks for reviewing this update. ...most of the added stuff intended for the rear of '68 Javelin chassis is seen here. ...more visible from the topside, one will note the SC/Rambler floor implant if you will, as well as the pair of scratch built panels for the floor that flesh out the profile already present there. Looking further forward, one sees sliver of further SC/Rambler driveshaft material mated to a pair of rectangular stock extensions stretched out to the sides. Also note that the rear bulkhead lifted from the original Jo-Han Trans Am Javelin tool bears slight extension along the bottom so that it can be installed tightly in a free standing sense, while to blend smoothly with what is below and beneath it, the panel has been opened up a bit with the base filed on an angle where it would contact the SC/Rambler part. ...all of the above in place. ...seen top down. ...at home with the cage worked up from before. ...the small fill panel with side extensions better witnessed. ...looking fairly decent even as the front end awaits and expects (!) help. ...the topic again to put matters and the impression made here together. Thanks for reviewing this most recent update... Mike K./Swede70

Indeed - these are wonderful. Glad you got one and at a super reasonable price too. It is your namesake by golly! Mike K.

Thanks Harry for your most thorough review of the history of Gray Ghost both past and present. All that will read and review this thread doubtlessly envy your experience both on the team in-period, and in relation to the recently completed restoration and vintage race roll out of the topic... The most recent print treatment I'd known of was the M.M. 'Mike' Matune Jr. article published in Nov/Dec 2016/6 issue of Vintage Motorsports, while otherwise a single High Performance Pontiac article from the September 2012 issue constitute the best historical treatments as of late. The September 1971 issue of Motor Trend is vital, while these and scattered period stuff constitutes most of what I had to go on. I still wish there were more and better written treatments of the history of the series, and while photo reference tomes with brief blurbs help and are appreciated, better researched and more thorough records are most desired. I really appreciate your taking the time to flesh out what you could. I think of some recent Car Tech-published titles that at times seem a little raw and undisciplined, although I rather hear from unpracticed voices from the period across scenes than to never listen to what they can share for having been directly involved. By way of example, who wouldn't want to have the most recent history of Kar-Kraft by Charlie Henry on their shelves? On the other end of the spectrum, I really like the Chuck Cantwell (with Greg Kolasa) remembrance published by David Bull which is certainly a work of quality. If one is fascinated by factory-backed Shelby American/Shelby Racing Co. SCCA sedan racing across categories through the '68 season, the Cantwell publication titled simply Shelby Mustang GT350 is a must have. It would be a mistake to miss the period Trans Am content to be found within for simply assuming that material covered is restricted to the GT350/GT350R programs. As for the few period SCCA Trans Am titles available and/or slated to come, time passes, memories fade, and tales that might otherwise have been recorded may not be. At present I hardly want to look at updates of various FB vintage racing pages for fear of learning of who will have died next. A lot is being lost and just huge gaps will exist in relation to what once was. I've tried to collect all that I may, although a lot is scattered and demands of the enthusiast much persistence to build up a collection of primary materials. Sorry for the slip up in relation to the Rochester, MI. angle. I alternate between projects, hence focus is a challenge to maintain. Moving on, almost in an odd ceremonial sense, I tracked down the period home of Herb Adams to see if was still recognizable as per the September 1971 Motor Trend magazine treatment where the car is witnessed being serviced; i.e. the Gray Ghost with it's front clip off, kids bikes strewn about here and there, etc. Indeed - the house still stands and is about a mile or two from Waterford Hills Road Racing/Oakland County Sportsman's Club off of Dixie Hwy. which is relatively close by. Further, for tracking down the address of where inquiries should be mailed when the car was put up for sale with delivery after the M.I.S. race, I spied an indistinct apartment block near Somerset Mall (ahem - now the 'Collection'!) off Big Beaver/16 Mile Rd. Thank goodness the Camaro Research Group scans of Competition Press & Autoweek can make good the gaps in my own newsprint collection, otherwise I'd be toast. Jon Mello does so much for us across that fine online resource. For a comprehensive sweep of the '71 season that was rooted in period race reports, etc. do see: http://www.camaros.org/forum/index.php?topic=9705.0;all To read both the September 1971 Motor Trend article Ask Herb's Wife If We Can Take Her Car Racing as well as a team profile found within the pages of the Michigan International Speedway race program from that season, further see: http://www.camaros.org/forum/index.php?topic=8227.msg77157#msg77157 ...the early season configuration then. The post coupe framework is still seen (soon to be cut out), as are the Minilite wheels with spokes finished in black. Notice too the transition from the smaller GOODYEAR tire lettering/i.d. seen here to the larger 'T.V tire' lettering on the sidewalls coming into use as the season progressed. Just in brief, my 1:25th effort will be finished to replicate a late-season car, while the 1:18th will very likely be done as a Mid-Ohio entry with the earlier wheel finish. I don't have enough material to strictly nail how the interior was finished but for record of the spray bomb finish (in blue then) witnessed across it pre-restoration, but will aim to strike a reasonable balance for how I proceed forward. I might opt to leave the interior and underside a touch rough given it was a car indicating 70K miles and driven around SE Michigan in all-seasons no less, while I'd guess the oblong fiberglass patch panel has been removed from the passenger's side floor by now! Scruffy perhaps, and most unusual for a vintage topic. Again, I really appreciate the detailed knowledge you possess and have taken the time to share here... Mike K./Swede70

Excellent - I'll review matters again and get back to you consistent with trying to help out. For long I couldn't find many photos to aid the process of determining what was run or strictly could be done. This said, time passes and material surfaces that hitherto couldn't be referenced, hence for all evidence to the contrary, some things do improve in this life. I'm pretty sure the 'Tempest by Trans/Action' seen on the flanks of the late-season photo reproduced above didn't make it, while the stylized 'Bob Tullius' i.d. sometimes appearing on the roof was slated here to be stolen from an old Fred Cady Group 44 Jaguar/British Leyland waterslide sheet which also affords a few Quaker State Oil options for clearer lettering, and alternate sizes too. Sorry I can't reverse the digits on '44' when I type such to be fully respectful! I suspect in-period Tullius just showed up to drive the car and carried a decal on this person for just the occasion. Also and while most builders might not strictly miss it, for long the car wore a Casper the Friendly Ghost motif on each respective C-pillar after it was sold and ran A-production. In truth I can't consider such vital, but maybe locals would? And in a toss away sense, black and white Goodyear 'diamond' logos again seen on the late-season image aren't all that common and would be appreciated. Moving along, the O.E.M. vinyl tape graphics simply reading GTO across the back right and done in black might come from a MPC '71 GTO rerelease trusting I've saved and isolated such. Continuing, an obscure decal from an obscure local firm known as Diamond Racing Pistons, typically placed on the hood corners as a pair and being mostly orange, would also be sought. This one is likely impossible given I can't come up with the graphics. Then-situated in Mt. Clemens, MI. and sometimes identified as 'Diamond Racing Engines', you'd think I could do better given the locale of where this firm conducted business is not more then six or seven miles away from where I sit! Nice work on the sheet, while especially impressed I am with the hood graphics you worked up for the late-season look given all photo reference available shows such at harsh angles. Thanks for all you do and did... - ...oh, and here would be a close-up of a license plate done up with what was likely a mix of period Trans Am and maybe GTO Judge art. The pit lane scene is from St. Jovite, while the clearer image is from the car before it was recently restored. Kind thanks again... Mike K./Swede70

Thanks for the notice regarding such as 'extra eyeballs' being alert to things that might appeal is always much appreciated. Kind regards... Mike K./Swede70

Very nice - I really like the choices you've made; i.e. the discreet weathering that rates as just enough and no more, the terrific dash and interior floor, etc. Anxious to chart your further progress then... Mike K./Swede70