Those “Rocket Circle” ornaments on the dashboards of ‘50s Oldsmobiles are more than just another chrome trinket on a flashy ‘50s machine.

General Motors’ Oldsmobile division formed the “Oldsmobile Rocket Circle” for the 1956 model year as a type of customer appreciation program. Included in the Oldsmobile Rocket Circle program for each customer was a bi-monthly publication of the same name, a certificate that apparently showed the number of new Oldsmobiles the customer had purchased, and a chromed metal stand-up ornament that could be mounted at the base of the car’s inner windshield molding. Although this program was instituted in 1956, the ornaments are seen today in many 1955-and-earlier Oldsmobiles as they easily mount to the inner windshield reveal molding. (One has been fitted to my 1955 Olds 98 Holiday coupe since long before I obtained it.)

The Rocket Circle ornaments featured a rocket leaving a circular contrail in which owners could include their initials (up to three characters). At the left of the ornament was a space for the number that represented the number of new Oldsmobiles the customer had purchased thus far. Olds dealerships were supplied with a kit of tiny silver letters and numbers for mounting on the ornament. A complete Rocket Circle ornament kit includes the chrome base, a gold Q-shaped contrail, one screw for fastening the ornament to the car, oval gaskets for between the contrail and base, and installation instructions

New-old-stock Rocket Circle ornaments are easy to find and are inexpensive ($10-20), but new characters are very difficult to source. I have seen only one or two of the kits of NOS letters and numbers priced at about $100.

At least one accessory was also either sold or given away under the Oldsmobile Rocket Circle program. Recently on eBay, a polishing cloth made by the Las-Stik Mfg. Co. was being offered with “Oldsmobile Rocket Circle Owner Relations” packaging.

From what I have found online, Oldsmobile Rocket Circle was discontinued in the late 1960s (the latest Oldsmobile Rocket Circle publication I have seen is 1967 edition Vol. 12, No. 4). I am not sure how long the Rocket Circle ornament was installed on cars, but I have only seen them mounted in 1950s Oldsmobiles. It’s possible they were also used into or even through the 1960s.

The “Rocket Circle” name lives on as the name of the publication of the Oldsmobile Club of Southern California chapter of the Oldsmobile Club of America.

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History tends to get tossed aside too regularly, but fortunately, the past has a few champions. Among them is Doug Howard, who had the foresight to save these rare views of Buick, Pontiac and Oldsmobile models from inside a GM plant after they were discarded.

Howard worked in maintenance at “The General’s” Fairfax, Kan., plant, located near Kansas City, and was able to occasionally save items from the trash heap. Those items included these images showing a plant that was about to become a trash heap itself.

When Howard began working for General Motors in 1985, its Fairfax facility was in the midst of a great transition, moving from building “B-O-P” cars (Buick, Oldsmobile and Pontiac) in an old factory to front-wheel-drive Pontiac vehicles in an entirely new facility.

“When I went there, they were building a new plant, so they hired a bunch of new people because they were getting new technology,” Howard said. “The pictures are from the old plant. They tore it down in 1986, possibly 1987, shortly after I started. I believe it was spring 1987 when we really got into the new plant.”

Originally, the factory had been erected to build a different form of transportation for a different kind of customer — B-25 Mitchell planes for the government during World War II. After the war, General Motors purchased the plant to build automobiles for the Joneses during postwar prosperity. Alongside General Motors cars, the factory continued to build airplanes through the early 1950s, when the government needed F-84F jet-powered fighters for the Korean War. These photos show that early point — 1952 — when GM first began stamping out new Pontiac Chieftains, Oldsmobile Super 88s and Buick Specials not far from war birds.

Along with Oldsmobile and Pontiac, the original factory is now gone, but General Motors is still operating the second factory it built at the location in 1987. Howard said the first vehicle to come out of that new plant in 1987 was the Pontiac Grand Prix for the 1988 model year, and after Pontiacs ceased being built, the factory continued to crank out Buicks. The factory later added a Chevrolet model — the Malibu — to its roster of GM products built there and currently, the Buick LaCrosse and Chevrolet Malibu come off the line at Fairfax. Hopefully, that history is being recorded as these shots were when the Fairfax plant began building cars almost 65 years ago.

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The 2014 Oldsmobile Homecoming Car Show & Swap Meet, hosted by the R.E. Olds Chapter, will be held June 14 at the State of Michigan General Office building parking lot in Lansing. Billed as the world’s largest one-day Oldsmobile car show, this year’s show will feature the 1964 4-4-2 (pictured) and the Final 500 Oldsmobiles.

The show will feature more than 500 show cars, 100 vendors, dozens of cars for sale and a memorabilia auction.

To learn more, visit www.reolds.org or call 517-655-2421.

Learn more about Oldmobiles in our Standard Catalog of Oldsmobile 1897-1997 – now with updated pricing.

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By Angelo Van Bogart

When it comes to great cars in your past, you can go back, and sometimes the car is even better the second time around.

In 1969, Bryan Hunter’s father drove a 1964 Oldsmobile Starfire as the family ride, and over the six years his father owned it, that top-of-the-line Olds two-door hardtop grew on him, even though he was just a passenger.

“My dad had one in 1969 and sold it in ’75,” he said. “That’s the car I grew up with… We took it fishing and to the drag strip. My dad beat a 383 Road Runner with that Starfire, but no one would believe how fast it was for a luxury car until my dad proved it to them by beating them.”

The history of the Starfire goes back a little farther than 1969, or even 1964, for that matter. With the introduction of the Starfire in 1961, Oldsmobile began revving its performance image back to what it was in the 1950s. In addition to a powerful 394-cid V-8, the Starfire personal luxury cars were highly trimmed, as one would expect on a larger Ninety-Eight, but utilized the smaller Eighty-Eight convertible body to create the big engine-little body combo that makes go-fast fans tremble. Despite it being the most expensive convertible model in 1961, people rocketed to showrooms and made the Starfire Oldsmobile’s second-best-selling full-size convertible with 7,800 cars sold, just behind the much-less-expensive Dynamic Eighty-Eight convertible with 9,049 sales.

In 1962, a hardtop model joined the Starfire line, and by 1964 Oldsmobile was flying high with its “Oldsmobile Sports Cars:” the Starfire; the Jetstar I, which used a less-trimmed interior yet shared the Eighty-Eight hardtop body, engine and chassis with the Starfire, but at a lower cost; and the smaller F-85 Cutlass.

When marketing the Starfire, Oldsmobile exclaimed: “High adventure starts here. Someday there’ll be another car that combines the niceties of life with the thrill of the open road as neatly as Starfire does. But not this year. From its bold new grille and functional fender vents to its exclusive dual-chambered exhaust, this beauty’s new action silhouette says ’64 belongs to Starfire! Sample the fire of the 345-hp Starfire V-8. The quiet authority of T-stick Hydra-Matic, power steering and brakes. Along with leather-trimmed buckets and sports console, they’re all part of the package! One thing’s for sure: When you flip the key to a Starfire, you’re pulling the pin on one of America’s most exciting cars!”

As exciting as the Starfire may have been, the new Olds 4-4-2, a new Thunderbird and the Riviera’s second year of production may have cut into its sales, as production fell to 16,163 hardtop and convertible models in 1964 from 25,890 hardtop and convertible models in 1963. Regardless of how it sold, the Starfire was a fine used car for Hunter’s dad, and for Hunter.

“I always liked my dad’s Starfire, so I bought this one in Texas in 1986,” Hunter said. His dry Texas find was purchased new by a dentist in Houston from Bill McDavid Oldsmobile, one of the nation’s top-selling Oldsmobile dealerships, at least in the 1970s. When the Starfire arrived by flatbed to Hunter’s Minnesota home, he wasn’t thrilled with the color. He describes it as saddle tan with a tan interior — a combination that is much less flashy-sounding and looking than the silver of his dad’s Sheffield Mist car.

At the time of his purchase, Hunter’s Starfire showed 78,000 miles, and was in nice enough condition to show at local events. Nearly 20 years later, the car had racked up another 10,000 miles and Hunter was ready to restore it.

In the summer of 2004, Hunter embarked on a challenge perhaps no other person has undertaken: A body-off-frame restoration of a ’64 Starfire two-door hardtop. Fortunately, the car remained complete, driveable and rust-free, but since nut-and-bolt restorations of 1964 Starfires are extremely uncommon, especially on hardtop models, Hunter had his work cut out. He also used the opportunity to make a couple changes.

“After we took it apart, I said, ‘Let’s paint it a different color – Sheffield Mist like Dad’s.’”
He contacted RPM Restorations in Minnesota to complete the body, paint and chassis work in bringing the car back to better-than-new condition.

“Anything that was (chassis) black and we could have powder-coated, we did,” Hunter said. “We would have powder-coated the frame if the booth was big enough.”

Restoring or replacing the Starfire-only parts formed the biggest challenge, due to a lack of available reproductions and new-old-stock parts. (He nearly bought a project car only for an NOS rear trim panel that was part of the deal.) As was often the case, when Hunter couldn’t find an NOS replacement, he had to restore the car’s original parts.

“I did my own stainless restoration,” he said, adding that he also completed the re-wiring, upholstery and remaining trim restoration. “The stainless trim was really hard to restore. For instance, to restore the ribbed rocker trim, I had to clean the rockers, then tape off the high points and paint it with engine enamel that matches the original color.

“It’s flash-chromed from the factory, so the chrome had to be sanded down starting with 120-grit, working up to 1500-grit and three stages of buffing,” he added.

Even though the Lansing, Mich., automaker was taking a design nod from customizers in making its Starfires cleanly styled with trim largely highlighting edges and other character lines in the body, Oldsmobile’s Starfire remained a large car with as many body creases as a freshly pressed suit. There’s also trim throughout the interior, from the door panels to the instrument panel to the bucket seats and the sporty console. All of the chrome parts were replated, including the console, and all of the remaining trim was restored by Hunter. One of the most difficult pieces to restore was the portion of the instrument panel in front of the front seat passenger.

“I restored the Starfire dash plaque by removing the faded plastic-chrome plating on the ‘Starfire’ script on the backside of the plaque and applied modeling chrome sheeting to the script,” Hunter said. “I then plastic polished the face to a new-like condition.”

Luckily, the leather seat and door upholstery was available through SMS Auto Fabrics, and R&R Upholstery in the Twin Cities was able to install the material so well that it once again perfectly complements the brushed stainless panels on the doors and the chrome trim throughout the seating area.

Unlike his father’s Oldsmobile, Hunter’s Starfire was already loaded inside and out, but he tracked down options his car didn’t already have. Among them is the fuel filler door guard, which added a measly $1.61 to the sticker price, plus a tilt-away steering wheel and Guide-Matic headlamp control, priced at $43.04 each.

“Guide-matic is the height of laziness,” according to Hunter, but he wanted to make sure his car was loaded in the spirit of Oldsmobile’s top-of-the-line sport coupe. The car is further outfitted with an anti-spin differential, power seats, air conditioning and a power antenna for the optional AM/FM radio. It also carries the Group 1 lighting package, which includes backup, under-hood and trunk lamps. With an additional 10 interior lamps to create a mood for cocktails at the backyard terrace under the evening sky, this Starfire might be Oldsmobile’s brightest-burning rocket.

The Starfire’s optional sports car wheels provided more restoration challenges. Each wheel has five lug nuts to hold the steel wheel to the studs, plus an additional three lug nuts to hold down each cast-aluminum wheel cover. It took Roy Mastel of RPM Restorations three coats of powder-coating to match the original finish of the wheel covers before each was capped with a two-bar, pot-metal chrome center.

Although it was a standard feature of the Starfire, not all examples feature the custom-looking tri-bar headlamp cover found on the high beams of Hunter’s car. The covers appeared on the first Starfires built before and shortly after Oldsmobile’s 1964 model-year introduction on Friday, Oct. 4, 1963, but was dropped before the year was out.

“All Starfires were supposed to come with them, but the public was getting pulled over for having them,” Hunter said. “They told dealers to pull them off. (Oldsmobile) stopped making them, so if you wrecked your car in ’63, they were impossible to replace.”
Oldsmobile referred to these tri-bar headlamp covers as “custom sport headlights,” and Hunter said they are expensive and extremely difficult to locate. “My dad’s had them, otherwise I wouldn’t have known about them,” he said.

In addition to the change in paint, Hunter decided to swap the original T-stick Hydra-Matic transmission for a 700R4 four-speed automatic after the restoration was finished. A Bendtsen transmission and adapter were installed, and now the setup delivers power to a 3.64 rear gear ratio, rather than the original 3.42 arrangement.

“The thing that makes it more driveable is the rear end and 700R4,” Hunter said. “It was night and day.”

Still, Hunter remains proud of the work he did to maintain much of the car’s originality.

“The original transmission sits next to the car, and the car came with chambered exhaust from the factory, so it has it again,” he said. “(The 394-cid V-8) still has 10.5:1 compression, even though most people drop it when they build them.”

Today, the car is worthy of the pickiest indoor shows, shown elevated on wheel stands with mirrors reflecting the stunning bottom side of the car and lights reflecting on each surface of the car. But Hunter’s example of Oldsmobile’s ultimate cocktail cruiser looks just as seductive in the evening light with the AM/FM radio playing Dean Martin through the Reverbatone speakers and all ten interior lamps glowing onto the delicate interior trim. The scene takes you back to the ’60s, when Oldsmobile was king and Hunter’s dad was beating Road Runners.

Update: Since this story appeared in the Sept. 10, 2009, issue, Hunter has placed the car for sale to make room for a 1961 Pontiac project. You can find the car’s eBay listing here.

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By Bill McCleery

The 1956 Oldsmobile 88 Holiday sedan proudly driven to car shows and parades by Norris and Phyllis Teague is the same car they drove during their honeymoon in the summer of 1963.

“This car holds a lot of memories,” said Phyllis Teague, 73. “I remember it from the time it was new.”

It was her father, Everett Spry, who first purchased the four-door hardtop on April 3, 1956, for $3,629.30, from the Rhodes-Hartzeld dealership in Muncie, Ind. That’s the same city in which Norris and Phyllis Teague, and the car, still reside.

Borrowing the bride’s father’s car, the Teagues took their honeymoon trip to Holiday World, a resort community in Santa Claus, Ind. They chose that destination over more exotic options, the couple recalls, because of financial considerations. Ultimately, they were quite satisfied with their choice, they said, and 49 years of wedded bliss have proved they have learned the ingredients of a successful marriage, as well.

If the honeymoon is a highlight of the car’s history, Phyllis Teague also recalls a low light.

She was 17 and a senior in high school, driving a friend home from a school event. The night was dark, and she missed seeing a stop sign. The miscue resulted in a fender-bender with another vehicle. Phyllis felt terrible, but when she told her father the news, he took it in stride.

Phyllis Teague’s first car once she graduated from high school was another 1956 Oldsmobile, a turquoise-and-white two-door hardtop. She is unsure what became of that car.

After Everett Spry died in 1966 at age 65, his widow, Nola Spry, kept the four-door Olds. She passed away in 1990, at which time the car went to Phyllis.

The Olds was in solid shape but well-weathered and needed some work when the Teagues took possession. Norris Teague replaced a fender, got the car repainted in 1993 and had the engine rebuilt in 2002. He added power steering and some optional interior lamps from another 1956 Oldsmobile donor car he purchased. Some of the car’s chrome trim is original, he said, and some has been re-chromed.

“This car was a ‘Sunday car,’ driven to church on Sundays and was garaged Monday through Saturday during the week,” Norris Teague said, adding that Everett Spry had the use of a company car for weekday commuting. “It presently has 97,800 miles on the odometer.”

The Teagues drove the car to Lansing, Mich., in 1997 for a celebration of the 100th birthday of Oldsmobile. There were 2,400 specimens of Oldmobiles at the event, Norris Teague recalls, but only 12 from the 1956 model year.

The car and its 324-cubic-inch Rocket V-8 continue to bring pleasure to the Teagues, he said, adding that the automatic transmission still functions perfectly despite never having been rebuilt.

“We enjoy driving in many parades in Ohio and Indiana,” he said. “This car is in excellent driving condition.”

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The post Honeymoon continues for 1956 Olds 88 appeared first on Old Cars Weekly.

A 1901 Olds replica built in the 1960s is going to travel 4,500 miles in 90 days to raise money for wounded veterans and their families.

Raymond F. Pittam, former paratrooper, will leave May 22 from the Sun Dial Bridge, Redding, Calif., heading to Branson, Mo., with fundraising stops at many places in between.

Pittam discovered the 1901 Oldsmobile replica on Oct. 10, 2012, in the Manton, Calif., forest fires. The car had been hidden by vegetation for numerous years.

Pittam, a volunteer hauling water tanks to burned out areas for water storage, found the car after the burnt brush unveiled it. He told the owner he was Santa Claus during the holidays and would completely restore it.

As a member of the Patriot Guard and a former 101 St. Airborne — the units with the highest number of wounded and fallen warriors — Pittam decided to do a charity drive. Pittam said he is not raising money for just one veterans organization, since several are in need.

“If the people will just donate the price of a cup of coffee and a doughnut, or a check of only $5 — and a million people donated only $5 — just think how much help we can be. Our warriors deserve that respect,” he said.

To support Pittam’s efforts or plan a fundraising stop in your community, contact him at Raymond F Pittam, 1756 Filaree Drive, Redding, CA 96002, or call 530-222-1948.

The post 1901 Olds replica to cross country for veterans appeared first on Old Cars Weekly.

Story and photos by Bill McCleery

Car buffs generally appreciate all varieties of vintage vehicles with little regard to how many times they have been bought, sold or swapped. Still, there’s something special about a sharp old car still owned by the person who bought it new — especially when the automobile retains the attributes that made it distinctive from the day it rolled off the assembly line.

Such a car is testimony to the fact that it stole the owner’s heart from the very beginning, and he or she never let it go.

Belonging in that category is the 1976 Oldsmobile Cutlass 4-4-2 owned by Clifton Cummins, 53, who ordered the car in March 1976 from the Johnny Kool Oldsmobile dealership in Indianapolis. It was built on April 23, 1976, and Cummins picked it up about three weeks later.

“I went looking for that model,” Cummins said. “I liked the striping and the clean body. I liked that it didn’t have all kinds of spoilers and scoops and all that kind of stuff that was being put on other cars.”

Cummins (pictured above) knew he’d like to keep the 4-4-2 for a long time from almost the day he bought it, he said. From the beginning, he avoided driving it during winter when road crews salted Indiana’s roads. He drove the Olds when it was nice outside and kept it clean, garaged and well-maintained.

“I always had another car to drive,” Cummins said. “In high school, I had a 1963 Rambler Ambassador I drove to school.”

The mileage on his Oldsmobile today? Right around 60,700.

“It’s got the original paint job, of course,” he said, “and everything else is pretty much original, except things like tires that you replace as part of regular maintenance.”

His car has the 4-4-2 Rocket 350-cid V-8 engine with a Quadrajet four-barrel carburetor good for 170 hp. (4-4-2s could also be optionally equipped with an engine of up to 455 cubic inches.) Cummins’ car also sports the 4-4-2 package’s standard FE2 rally suspension, which was stiffer than the Cutlass suspension upon which the car was based.

“I always liked the way it drove and the way it handled,” Cummins said.

General Motors’ Oldsmobile division produced 9,576 Cutlass S fastbacked Colonade hardtop coupes in 1976, and an unknown fraction of those were optioned with the $134 W-29 4-4-2 appearance and handling package. The W-29 package could only be ordered on the base 1976 Cutlass, the Cutlass S, which sported the Colonade roof and a sloped front grille arrangement. Meanwhile, costlier Cutlass Supreme, Supreme Brougham and Salon models had a more vertical waterfall grille and a formal roofline for 1976.

The 4-4-2 name originated with the first 4-4-2 of 1964: F85 and Cutlass models with four-barrel carburetors, “four on the floor” manual transmissions and dual exhaust. In 1965, when Oldsmobile added automatic and three-speed manual transmission options, the designation was said to stand for the 400-cubic-inch engine, four-barrel carburetor and dual exhaust. In years thereafter, however, the name ceased to have any particular correlation to features on the car and simply was a designation for performance features on midsize Cutlass models. From 1968 to 1971, the 4-4-2 was a model name in its own right. Thereafter, it became an option package on the Cutlass, as it had been through 1967.

During the time he has owned the car, Cummins has made memories that make it all the more special to him.

“My grandmother and I went down to Knoxville, Tenn., in it for the World’s Fair in 1982,” he said. “That was a really nice time.”

In 1997, Cummins drove it to Lansing, Mich., for the Oldsmobile Centennial, an event celebrating the company founded by Ransom E. Olds in 1897. Cummins recalls one particularly special moment from that event.

“It was raining when I was trying to park, and this guy knocked on my window,” Cummins recollected. “He said, ‘Hey, I painted your car. I painted your car.’ You know, I was trying to get out of the rain, and I didn’t even get his name. It was pouring down. It was like a monsoon. But I’ve always wished I would have stopped and had him sign something.”

Cummins, a lifelong Indianapolis Eastsider, says he expects his 4-4-2 will remain part of his family for the rest of his life.

Looking back, Cummins said, it seems like fate had pegged him as an Oldsmobile man from an early age.

“My first pedal car was an Oldsmobile,” he said. “It was a blue Holiday.”

If the Olds 4-4-2 adds up to one of your favorites, learn more about it with the Standard Catalog of Oldsmobile 1897-1997, the ultimate reference guide for Oldsmobile fans and auto historians. It’s back with updated collector pricing through 2004 models!

The post Original owner’s 1976 Olds 4-4-2 is a lifelong keeper appeared first on Old Cars Weekly.

Story and photos by Al Rogers

Many of the finest muscle cars and Corvettes on the globe were assembled in a “World Class” setting for the 2012 Muscle Car and Corvette Nationals. Bob Ashton, Managing Member MCACN LLC, and his staff work year-round to make it all possible.

A total of 550 examples traveled from the U.S. and Canada to the Donald E. Stephens convention center in Rosemont, Ill., for the two-day event held the third weekend in November. Reliable Carriers dispatched roughly two dozen of their rigs to transport more than 120 cars.

During the two-day event more than 20,000 muscle car enthusiasts made their way through the gates to take in the happenings. They were in for a treat.

Each of the automobile manufacturers from the ’60s and ’70s had muscle car examples with their nameplates represented at the 2012 event. Among the most significant gatherings was a group of Aero Warriors. The owners from Mopar and Ford brought their Superbirds, Talladegas, Daytonas, Cyclone Spoilers and Charger 500’s then paired them up in this sequence to stand shoulder to shoulder. To witness this ensemble first hand was truly and eye-opening experience.

Not to be overshadowed a grouping of Yenko powered GM products filled 61 slots that amazed the muscle car masses.

The Muscle Car and Corvette Nationals serves as a tool for car owners to share their cars with enthusiasts. It also allows car builders/restorers an opportunity to showcase their talents. A yearly highlight at the Muscle Car and Corvette Nationals is the unveilings. For 2012, the event had the opportunity to pull the covers off several muscle cars. Among them:

· 1969 Hurst/Olds convertible presented by The Collection and restored by Level One Restoration.
· 1970 Plymouth Roadrunner 440+6 convertible presented by Doug Reed and restored by Total Auto.
· 1966 Yenko Stinger (Canadian Export) presented by Mark Gillespie.
· 1968 Yenko Z/28 Camaro presented by Wayne Schmeeckle and restored by Supercar Workshop.
· 1972 Yenko Stinger Vega presented by Albaugh Collection.
· 1969 AMC Javelin XP presented by Terry Weiner AMC/Ya Group.
· 1976 Pontiac Firebird Formula presented by the Sutton family and restored by Runrite Classics.

The “First Lady of Racing” Linda Vaughn – “Miss Hurst Golden Shifter” – was on hand for the unveiling of the 1969 Hurst/Olds convertible. It was a scene from the past when she made her way to the platform attached to the trunk lid holding the iconic Hurst Golden Shifter. A large crowd of spectators was on hand and gave their approval for the historic event as two icons reunited. It was a fitting way to kick off the unveilings and 2012 Muscle Car and Corvette Nationals.

In addition to the car show, the annual event features a swap meet, car corral and Revel Models “Make and Take” hosted by C.A.R.S. Children – with encouragement and help from a parent(s) – build their own 1/25th scale plastic model cars. Once complete, the model car is theirs to take home.

Plans are under way by the Muscle Car and Corvette Nationals team to make 2013 an eye opener. The event will have reached year five. Muscle car enthusiast can expect an event unlike the one from the previous year and unlike anything they’ve attended in the past at an indoor muscle car venue. Be on the lookout for a salute to the Pontiac Super Duty era, Pure Stock Muscle Car Drag Car grouping and much more in 2013. It’s fair to expect the unexpected at this prestigious yearly Muscle Car event.

Check out the Muscle Corvette Nationals web site www.mcacn.com for event updates and schedules. You can also catch up with the event at their face book location http://www.facebook.com/MCACN.

Enjoy more photo highlights from the 2012 MCACN:

 Enjoy Muscle Cars – Inside & Out!

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• Standard Catalog of American Muscle Cars 1960-1972 CD: In this American muscle car guide, John Gunnell brings you this convenient CD resource with muscle car details and information.
• Nothin’ But Muscle: In this muscle car collection, the Editors of Old Cars Weekly take you through the greatest muscle cars ever built.
• Muscle Car: The Art of Power: In this muscle car lookbook, John Gunnell brings your in-depth coverage of your favorite muscle cars.

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