www.corvetteclubsantabarbara.com PRESIDENTS MESSAGE Mike Christeson Our regular General Monthly meeting will be in March on the 5th at 6:30 pm at the Flightline Restaurant, 521 Firestone Drive, Goleta, CA. We will start our meeting at 6:30, so please come early and make your dinner selection.

Our February 16th run to New Cuyama was cancelled due to the rain and mudslides closing Route 33. Peter Mackins did a yeoman job monitoring the weather predictions and the Caltrans road closures, but it was just like Lucy snatching the football away from Charlie Brown. A mudslide on Friday close Rte. 33—Rats!! This run EVENT CALENDAR is always a great candidate for re-scheduling and Peter has re-scheduled this run for April, 27th—see the March Activities column for details. It is a fun drive for sports cars and motorcyclists alike and the Buckhorn Inn for is a great lunch destination on the weekend. 2nd Winos Gone Wild [Goleta]

5th General Meeting Our first event in March is the Winos Gone Wild event on Saturday March 2, 2019 at Thore Edgren’s home— [Goleta] see Activities Column for details. It will be a great event and please read Tony Megowan’s write up on it in the April February newsletter.

2nd General Meeting [Goleta] We have grown so accustomed to dry winters that when the winter weather is more normal, the rain interrupts 27th New Cuyama Run our plans. But fear not, we will get good weather soon. No more washouts! [New Cuyama] May Mike Christeson

7th General Meeting [Goleta]

18th Gene Autry Museum / LA Zoo [Los Angeles]

IN THIS ISSUE

Presidents Message 1 NCM Ambassador 2 Activities 3 Membership 4-8 Last Month Minutes 9 Sponsor Page 10 Member Advertising 11

Meetings are held the first Tuesday of each month at 6:30 PM Flightline Restaurant & Bar 521 Firestone Rd., Goleta Ca.

Editor/Publisher: Ed Clerkin-Publicity | Our Board/Contact Us

www.corvetteclubsantabarbara.com NATIONAL CORVETTE MUSEUM MASTER AMBASSADOR Frank LoMonaco Some interesting information from the NCM about the availability of Corvette raffle tickets...

NCM CORVETTE RAFFLE

The National Corvette Museum is licensed by the Kentucky Department of Charitable Gaming under license number ORG0000854.

At this time, we offer purchasers located in Kansas, Kentucky and Montana the ability to pur- chase raffle tickets on their personal computers, mobile devices and on-site at the National Corvette Museum and NCM Motorsports Park. To purchase a raffle ticket, you must be at least 18 years of age and be physically located in these states at the time of purchase. You do not have to be a resident of these states to participate.

August 2019 We are working to add the ability to sell tickets in other states. As soon as we add a state, it will be posted on the Museum site.

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www.corvetteclubsantabarbara.com ACTIVITIES COLUMN Peter Mackins I was sorry we had to cancel the February 16 run to New Cuyama Run but as we all know sometimes moth- er nature has other plans. It’s not nice to fool with mother nature. There was not a lot of interest in the Lyon Museum two day run so what I think would be a good idea would be to replace that run and resched- ule the New Cuyama Run for April 27th, 2019. We have a lot of members scheduled to go on the 2019 NCM Caravan to Bowling Green and maybe scheduling another two-day run this year was not the best idea. I'll look at the New Cuyama run to see if there are any enhancements I can add to that run to make it even more enjoyable. The CCSB website has been updated to accept RSVP’s on this run.

I do have good news on a new event. Matt and Lark Stevens have come forward with an idea and the willingness to lead their run. The have put together an educational winemaking tour and tasting. First on the agenda is the Fess Parker Winery and a VIP Barrel Room tour and tasting. The tour begins with a themed video with narration from family members and the winemaking team along with fan- tastic imagery from acclaimed photographer, Rob Brown. Following the video, we will step into the working barrel room for a discus- sion of cooperage selection, barrel protocols and the wine aging process. Following the tour is a tasting accompanied by a selection of local cheeses. Next up is a run to Firestone Winery. But prior to heading to the Firestone Winery, Matt and Lark will provide sand- wiches, salad, deviled eggs, and water for lunch. Members can buy wine if they want for lunch or to take home at Matt’s and Lark’s member prices. At the Firestone Winery, we will be guided through the history of the winery and the production of their wines from vine to glass. The Parker Tour should take approximately one hour with the Firestone Tour taking between 30 to 45 minutes. The cost of the Parker tour is $35 per person and the Firestone tour is $20 per person. Tours are limited to individual 21 years of age and old- er. [EDITOR NOTE: The Date/Time of this event was not known at time of publication.]

As was the case this year as has been the case every year before the Wino’s Gone Wild event was a great success. Tony and Paula Megowan led the tasting of a number of examples of Syrah, some very good and some well… better luck next time. A number of mem- bers brought salads and other munchies to support the pizza that was delivered during the tasting.

Okay, Dorothy, pull back the curtain on the wizard.

The deadline for the newsletter was due the day before the Wino’s Gone Wild event on 3/2 at Thore Edgren’s home and the newsletter would be published the day after the event so I may have taken a little poetic license on the actual event. Let me just say I’m sure it was as good or better than the WGW events held previously.

Other upcoming events include the aforementioned rescheduled New Cuyama Run on April 27th and the Gene Autry Museum run on May 18th. We would like to have someone new step up and lead the Gene Autry Museum Run. Volunteers are always welcome.

Now for a couple more crazy motoring laws: • In Texas you must have windshield wipers to register a car but the actual windshield is optional. I guess they felt the wipers would work on your glasses or goggles.

• In New Mexico it is illegal for cab drivers to reach out and pull potential customers into their cabs. Whatever happen to free en- terprise?

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www.corvetteclubsantabarbara.com MEMBERSHIP COLUMN Pat Bloom

3/4 Keiko Dunham 3/14 Carole Burgess Best wishes to our March QUOTE OF THE MONTH: Pisces look sweet 3/7 Ed Clerkin 3/17 Pat Bloom Birthday People. and shy but they have a very wild side and are up There are currently 76 members for anything! 3/9 Hib Halverson 3/20 Lark Stevens with 61 Corvettes. 3/14 Ray Seider Member Highlight Ed Clerkin—GM HISTORY: 1980 MID-ENGINE See Story Below CORVETTE Detroit Startup Rivian: Amazon just led a 700 million investment in Rivian—Is GM next? Morgan Stanley: An electric pickup is a 'serious problem' for Detroit Alternative Battery Technology: Refillable batteries could fuel an electric car revolution

GM HISTORY: 1980 MID-ENGINE CORVETTE

Ed Clerkin article source—Road & Track, February 1977 As some members may know from the 2018 Christmas Party, Rich & Mary Nohr owners of Nohr’s Auto Haus in Buellton, have retired. I received an email from Mary stating that they are selling off a large collection of Road & Track magazines and sent me an article dated February, 1977. This article came to me as a PDF that required some help piecing text back together along with a little Photoshop magic on images to make it all work.

ON A SHINING day in the spring of 1979 as winter begins to release its grip, you will be able to walk into your local dealer and buy a mid-engine Corvette. Maybe order is a better word than buy. The chances of actually getting one of the first third-generation Corvettes will probably be as slim as understanding James Joyce.

The mid-engine Corvette? Now, wait a minute, you say. These fabled mid-engine Corvettes have been just around the corner for Chevrolet has finally decided to build it. about the last decade. More has been written about the existence of these non-existent cars than the BY VICTOR APPLETON whereabouts of Howard Hughes. What makes Road & Track think this story isn't just another filament ILLUSTRATIONS BY HARRY BRADLEY in a fantasy reaching back to the Sixties? To begin with, you have to understand that the Corvette, like the U.S. Marine Corps, has always had to justify its existence. After all, why does Chevrolet, the world's largest purveyor of mass transportation, need to have a special, low volume non-mass appeal automobile anyway? There's only so long you can rationalize such a machine's existence on grounds that it somehow provides all other a vague kind of exclusive status. Even back in the halcyon Fifties, ' flinty-eyed financial types demanded more justification for expenditures than such ephemeral marketese.

The fact of the matter is, once the original Corvette's tooling costs were amortized, Chevrolet continued to turn a tidy profit on the car year after year. The hooker always was that the basic machine had remained the same year after year. When you get right down to it, the only really "new" Corvette since the first one in 1953 was the 1963 Sting Ray. Striking though it was, the 1968 Corvette was actually no more than a dramatic reskin inspired by the bizarre, Flash Gordon Mako Shark show cars. Even so, the buyers loved it, gobbling up 28,566 of them , a record that stood for the next five years. Such showroom performance is the reason there have been no mid-engine or any other re-tooled Corvettes in production since 1963. Every time Chief Corvette Engineer Zora Arkus-Duntov (retired since 1975) and his general manager asked for an all-new model, the rejoinder was always the same: The car is sold out so why do you need a new one? Such logic is hard to argue, especially when it comes from the Chairman of the Board.

Yet, if there was to be no modern Corvette for years at a time, the car's ardent supporters (as it happens, some of the General Motors top execu- tives) provided stimulation for enough background potboilers to keep lustrous its image as America's only . One-off dazzlers like the Mako Sharks, Manta Ray, Astro I & II show cars plus mid-engine adventurers in the genre of the XP-882 New York Auto Show car of 1970 and the 2 and 4 rotor Corvettes depicted anything but stagnation in Chevrolet's sports department. All the while a legion of Corvette racers of various stripes dom- inated amateur class competition on the nation's road racing circuits, thanks to a pretty hot basic machine (pre-1972), the availability Continued Page 5

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www.corvetteclubsantabarbara.com CONTINUED: 1980 MID-ENGINE CORVETTE of factory technical information and the best line of over-the-counter high- performance parts for sale by any manufacturer in the world.

All things considered, maybe the financial guys were right.

The Pantera, the Corvette's most recent out-of-house challenger, emerged as nothing like a heavy- weight contender. At the time, back in 1973, one Corvette designer said, "No matter how much we stumble, no matter how many mistakes we might make, we just can't seem to help the Pantera." But, in the last several years, production Corvettes began losing most vestiges of the macho sports car performance they had gloried in since dumping the Blue Flame six in 1955. First the 454-cu-in. V-8 disappeared and then the 350 was emasculated by emphysema-like strangulation in an effort to improve mileage and emissions.

Coincident with the Corvette's recent steep performance decline, a new challenger zoomed in under Chevy's radar screen. Its latent potential artifi- cially masked by the energy crisis and then the recession, the Pontiac Firebird Trans Am roared from an insignificant 1286 sales in 1972 to nearly 50,000 in 1976. Here was a car that equaled or exceeded the Corvette in virtually every important performance specification except one: It was at least $2000 cheaper.

By the fall of 1976, sparked by the strong Trans Am surge, Firebirds in general were selling one-for-one with Camaros, and buyer studies showed the Trans Am was inexorably eroding traditional hard-core Corvette purchasers. Although l975's 40,607 sales were another record, Chevrolet could sense a drifting of in- terest on the part of the people who had always supported the car. To automobile men "with gasoline in their veins," as GM Chief Stylist Bill Mitchell is wont to say, this is an ominous danger signal. Long-term success in the automobile business is built on a foundation of loyal, predictable buyers, not on the trendy, fad-oriented customer whose fancy is easily distracted.

So, that's part of it, the Trans Am. Something else is that the Corvette is getting a little pricey. With the 1977 base figure of $8647.65, you're really talking about $11,000 by the time all the good stuff is included. For that kind of dough, you've got to offer some incentives like foreign manufacture or super quality, or rare luxury or sophisticated engineering or superior road manners or comfortable touring or all of these things. Independent rear suspension and 4-wheel-disc brakes were a big deal in 1963 but the times demand more than that now. The clincher, as far as building a new Cor- vette is concerned, is that in 1974 General Motors went on record with the federal government promising to dramatically increase the fuel economy of all its cars. This plus the federally mandated gasoline economy regulations that reach full effect in 1983, means many of the host models on which the present Corvette relies for parts will no longer exist. Of course, the division could stockpile enough parts to go on making the car for an- other decade but the other considerations discussed before legislate against it.

Chevrolet's timing for a new Corvette isn't exactly opportune. Mid-engine cars, though not mass items on the consumer market, are more common than they were and the Corvette Aero or Aero Vette as it had been nicknamed, won't be available until the spring of 1979! Never before has the Corvette lagged so far behind in contemporary engineering. Inspiration for the mid-engine configuration is owed to the 1964 CERV II (Chevrolet Engineering Research Vehicle), with some sidelong glances at the Astra I & II and the XP-882, which eventually lent its chassis to the 4-rotor Cor- vette.

Incubated smack in the middle of General Motors vast downsizing program that spans the seven years from the energy crisis to 1980, the new Cor- vette will benefit mightily from $15 billion of technological investment the corporation has made to achieve its fuel efficiency goals. Drawing on such exotic-sounding design techniques as fast fomier analysis and econometrics, Chevrolet has the capacity to create the fastest, best Continued Page 6

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www.corvetteclubsantabarbara.com CONTINUED: 1980 MID-ENGINE CORVETTE -handling production sports car ever built, and one of the lightest too. If they want to. With the first round of de-weighing their full-size cars just behind them, GM engineers casually relate, for an example, that if the Cadillac Seville were done today it could be 500 lb lighter, without sacrificing anything.

Space-age diet wizardry or no, the 1980 Corvette will absolutely not be sculpted in the squared-off design of GM's 1977 full-size sedans. Nor will it emulate the Giugiaro flying door-stop silhouette with which most contemporary foreign sports car designers seem captivated. On the contrary, GM Chief Stylist Bill Mitchell looks to a revival of classy, sleek, aerodynamic (Aero, get it?) automobiles if only for the fact that it is the best shape for fuel economy. Besides, Corvettes over the years have traditionally been rounded or pointed at both ends and so will the 1980 version. It is no acci- dent the 1980 machine bears evolutionary resemblance to the fabulous 4-rotor Corvette show car debuted at the Paris auto show in 1973; both projects share the same design director, Chuck Jordan. One of several strong contenders to succeed Bill Mitchell when he retires, Jordan also did the , Record and CD prototype and definitely has the feel of truly international styling.

If the new Corvette possesses a single most striking attribute, it is its projectile-like, swoopy, low profile. At a whisker above 44 in. the height is iden- tical to the Pantera. And, while Porsche currently touts the incredibly low 0.36 drag coefficient of their new 924, the Corvette Aero clicked off an even more incredible 0.325in California's CALCJT wind tunnel! Not only that but the feet of the typical mid-engine driver come in conflict with those big wide wheel wells which have to go somewhere, in this case into the cockpit. The only cure for both these problems was a slightly less sweptback windshield and angling the driver inward slightly to provide more leg room. Where the original 4-rotor Corvette offered gull-wing doors, the Aero does not. Because insurance companies have traditionally reeled in horror from even the remotest chance of trapping occupants in case of a rollover, Chevrolet is opting for moderately wide doors that wrap far up into the roof to aid in entrance and exit. Consequently, the 1980 Corvette does not offer the luxury of lift-off roof panels either, a feature no longer as exclusive as it once was.

It is an absolute certainty that no production car made, at any price, will out-dazzle the Corvette's solid-state electronics display. Light years re- moved from an instrument cluster in its old sense, a smoked glass panel directly in the driver's sight, lights instantly when the ignition is switched on. Readouts behind the glass blink and cycle themselves, transmitting speed, fuel level in gallons, oil pressure, temperature," time, fuel economy, high beam and trip odometer data. It's all like the face of some giant Pulsar watch. The tachometer's light-emitting-diode numbers dance merrily before your eyes as the throttle is blipped, the background glowing first orange and then red as the redline is reached.

The Aero Vette's glove-leather seats have enough positions to satisfy anyone's fantasies . The black padded steering wheel telescopes and tilts and off to the left is a multiple-function stalk to control high/low beam headlights, windshield wipers and tum indicator. On the subject of lighting, the Aero uses a pair of the brand new GM Guide Lamp 5 X 7 rectangular headlights instead of the smaller dual quad rectangulars found on GM cars now.

Well, alright , you say, what about the mechanical guts of the Corvette Aero, Aero Vette or whatever it may be called? ls the car going to regain its former performance values? Can the machine once more lay claim to being the fastest, best handling, son-of-a-gun sports car for the price made anywhere in the world?

That's a real issue because back in its salad years, the Corvette was one of the real automobile values. If Chevy has its way, the Aero Vette will be no less, a classic in its own right. On a 95.5-in. wheelbase (2.5 in. less than the present model's), the 1980 car will be nearly 10 in. shorter than the 185.5-in. long car it replaces. And wider; at 71.5 in. nearly 2-in. more. This, coupled with a 59-odd in. track front and rear (the 1977 is 58.7 / 59.5), will rid the car of its present narrow, pinched, Coke bottle look.

A steel platform frame with a pseudo roll cage structure surrounding the cockpit on four sides forms the skeleton on which the unequal-length A- arms in front and fully independent rear will hang . This suspension is pretty much the way things are today except the familiar transverse mounted rear leaf spring will be replaced by coil-over-shock units on either side. The differential will bolt to a crossmember whose outer ends will pick up the shock/coil units.

Continued Page 7

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www.corvetteclubsantabarbara.com CONTINUED: 1980 MID-ENGINE CORVETTE And now, ladies and gentlemen, the moment you've all been waiting for, the 1980 Corvette's piece de resistance—it's mid-engine. We're not about to tell you ei- ther the drivetrain or the powerplant is an engineering breakthrough because they are not. Both have been around in concept a long time. The new Corvette's 5-liter (305-cu-in.) engine sits crossways, the front pointed toward the car's right side just the way it did in the XP-882 New York show car. Some of you may recall the XP-882 had an Oldsmobile Toronado/Cadillac Eldorado Turbo Hydra-matic transmission and transfer drive snugged under the engine's left cylinder head. Since the 1980 Cor- vette's engine is transversely instead of longitudinally mounted, as in the Toro/Eldo, a simple spiral bevel gear arrangement "bends" the engine's torque to line up with the car's differential. A Morse HyVo silent chain of the type GM front-drive cars have used without problems for the last decade, is the connecting link between the rear of 1970 XP-882 Mid-Engine Transverse Engine Prototype the engine and the front of the transmission. Since the transmission sits relatively high, a "window" has been designed into the engine's oil pan (approximately under the second main bearing) through which a short driveshaft passes on its way to the differential.

Naturally, a 4-speed gearbox is part of the Corvette's image and the new car will have one. At this point the clutch and pressure plate are bolted to the flywheel in the normal way although there is some enthusiasm for a torque convertor in the system to help absorb impact loads and supply even more torque multiplication. This drive arrangement is fundamentally similar to the lashup Chief Corvette Engineer Zora Arkus-Duntov patented back in May 1971 and has performed yeoman service in the XP-882, 2- and 4-rotor Corvettes . Detailed engineering and reliability

programs were carried out on the design long ago except that by 1980 all the components will have been scaled down for the simple fact the To- ronado and Eldorado host cars which provide them will be much smaller and lighter by then as well.

Some of the legion of the 1980 Corvette's prophets have forecast that the car will use the 1979 X-body (Nova, Ventura, Omega, Apollo)_front-whe el drive instead of the Toronado/Eldorado. There's just one catch to this hypothesis. So far, the upper power limit the X-body front-wheel drive will sustain is the new 60-degree 250-cu-in. V-6 designed by Pontiac and recently given to all divisions except Cadillac . An engine of 4.1 liters isn't going to make it for a Corvette unless Chevrolet is planning something like a DOHC high-output Ferrari, which they are not. Another thing these self-styled Corvette experts envision is a V-8 and V-6 engine choice. As it stands now, the only powerplant is a lightened 3.74-in. bore and

3.48-in. stroke 5-liter with Bendix electronic fuel injection and digital microprocessor for electronic spark control. Coupled with 8.5: 1 Continued Page 8

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www.corvetteclubsantabarbara.com CONTINUED: 1980 MID-ENGINE CORVETTE compression, 4-bolt main bearings, 6500-rpm rev limit and freer flowing cylinder heads, present Corvette Chief Engineer Dave McLellan is looking for something approaching 200 bhp . At the 1980 Vette's target weight of 2200, that will yield an outright power-to-weight ratio of 11 lb/bhp, a far cry from today's tree sloth 17: l. Not only that but the Aero's wind-cheating shape will make the total power-to-weight factor even better.

Knowing full well that the next Corvette must be something special, McLellan and his boys are also cooking up a limited edition, cost-is-no-object turbocharged version whose performance could rival Porsche's Turbo. Following on the heels of Buick's production 1977 1/2 turbocharged V-6 and Pontiac's turbo 151 a year later (not to forget Mercedes blown 300D) , the public should be pretty much warmed to the subject by the spring of 1979. With the 1980 Corvette's svelte weight, any horsepower figure over 315 would give the new machine a better power-to-weight ratio than those god-awful 435s of 1967—1969.

Engine cooling will be accomplished by a front-mounted radiator positioned immediately behind the air-conditioner radiator and baffled off from the rest of the trunk which also contains the spare tire. Hot air is vented out the sides into the low-pressure wheel well area. The sealed Delco Freedom battery is in back, located in a well at the forward part of the rear trunk. Yes, perhaps the biggest difference in the new Corvette is that it will have two outside opening trunks, a 200-percent improvement over the old job which had none.

One of the last major questions about the 1980 Corvette is its price. Even considering a modest 6-percent annual increment between now and then, the cars current $8600 base price will be more than $10,000 by mid-1979. Allowing that Corvettes usually include at least $1500 to $2000 in options, we're talking about a $12,000 car. Still, the modest price jump we've projected is for the old Corvette, not an entirely new one. All things being equal the actual cost for the mid-engine car will probably be higher. This situation is what gives rise to the idea of a next Corvette based on 1979 front-wheel-drive X-body pieces, drivetrain and V-6 engme included. This cost-saver option is very tempting and reverts to a tack contemplated by past Chevrolet General Manager John Z. DeLorean back in 1969—building the Corvette on a shortened Camaro chassis.

Fortunately for the Corvette, wiser heads prevailed. The Corvette is one of the rare exceptions in the U.S. car industry where the original concept was not devaluated and ultimately lost. Almost from the beginning, the Corvette has ranked up there with the heavy armor from the rest of the world sports car manufacturers. To make the Vette a Fiat Xl/9 when it has been a Ferrari would probably sound the car's death knell.

Editor’s Note: Just for the record, a production 1980 Corvette in Dark Claret is presented below—around $15k then. Because of CA smog require- ments, a 305 CU-IN V-8 engine was the only Corvette engine option for CA in 1980 but was soon replaced in 1981 with a 350 CU-IN V-8 engine using an electronic quadrajet carburetor and struggling to put out a miserable 190 HP. 1981 was also the last year of a carburetor in a Corvette. Cross-Fire Fuel Injection succeeded the carburetor in 1982 and carried into 1983 with the new C4 prototype body style. 43 Corvettes were built with a 1983 VIN# but all were destroyed except one—VIN #1G1AY0783D5100023—now on display at the National Corvette Museum. Cross-Fire Fuel Injection ended in 1984 with the production C4 model. Tuned Port Injection (TPI) along with the L98 engine were introduced in 1985 and continued to be used in Corvette until the new LT1 engine was introduced in 1992 with Multi-Port Injection. Automatic transmissions were the only transmission option available in CA from 1980 through 1982. In 1984, GM introduced the quirky Doug-Nash 4+3 which was an elec- tro-hydraulically controlled two-speed overdrive manual transmission. My favorite manual transmission was the ZF 6-speed manual trans- mission used in C4 model years.

GM introduced this Corvette concept at the 1992 North American International Auto Show (NAIAS). What name did GM assign to this concept?

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www.corvetteclubsantabarbara.com MINUTES OF CCSB MEMBERSHIP GENERAL MEETING Sandy Rubel Halverson

MINUTES OF JANUARY 1, 2018 GENERAL MEETING FLIGHTLINE RESTAURANT & BAR—GOLETA, CA

[EDITOR NOTE: February Meeting Minutes were not available at time of publication.]

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www.corvetteclubsantabarbara.com

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www.corvetteclubsantabarbara.com

For clothing embroidered with the Corvette MARY KAY COSMETICS Club Santa Barbara logo contact Frank or Barbara LoMonaco.

http://store.corvettemuseum.com/ SPECIAL MEMBER PRICING

Members of the NCM receive 10% to 15% discount on purchases from the museum store.

Check the store before buying Corvette relat- ed items from other vendors—you might be surprised at the current inventory as well as prices.

Be sure to check the items on sale while you are there. Dr. Paula Ross, D.C., C.C.S.P Chiropractor

Chiropractor specializing in nutrition/weight loss and exercise rehabilitation

Montecito, CA 805-969-0022

[email protected] montecitochiropractor.com

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