CHEVROLETTER June 2020

Vol 2020 Issue 6.0

Director’s Report June 2020

I hope the beginning of June finds all our members in good health and managing the sheltering in place restrictions. New Covid-19 rates on Long Island are down over 90% compared to our worst times so we must be making a difference. I do not know how the lower infection rates and Cuomo’s planned phases will affect the remainder of the 2020 car show season. The AACA has cancelled their major event at Hershey in October. this is the first time since Hershey will not be having a swap meet and car corral. I am told there is still a possibility of having the vehicle judging on Saturday. Carlisle rescheduled their spring event and are hoping to hold more swap meets as soon as conditions allow.

People are getting very innovative to enjoy their cars in a safe a responsible way. I have seen groups of cars at Sunken Meadow Park with a circle of guys socially distanced and chatting. My Wednesday Bagel Chalet group now meets in the parking lot with their cars. I have been in a few rolling car shows thru local neighborhoods to give the residents a bit of a lift. Our club member, Peter Sarros planned a commemorative run thru Huntington Hospital to thank all the front line workers. What started as a small event quickly grew into a multi club event and food drive for the Huntington Cares foundation. There were over 80 cars in attendance, a motorcycle color guard and a police presence to control traffic. Thank you Peter for all your work in organizing this event.

I have no updates on the meeting hall so at this point there is no June meeting. If the situation changes, I will send out an email to the membership. So use this time to good use and tweek all those little things on that Chevy that you have been putting off. I know my Corvette has given me enough headaches to last well thru the summer !!

Hang in there and hope to get back to something that resembles normal.

Chris

Meeting Highlights May 2019

NO Meeting held in May!

Calendar of Events coming up for 2020

NO Events scheduled at this time!

Long Island Region VCCA – Drive by to salute The front line HEROES and feed the hungry

by Ken Michaels

On May 21 Huntington Hospital and Long Island cares sponsored a cruise night to thank the front line workers and collect food for “Long Island Cares” food bank. I felt I should do this since two of my kids are on the front lines. At 5:15 pm. I grabbed my mask and jumped into my trusty Corvair and headed west. The meeting spot was the baseball field at Mill dam in Huntington. I arrive at about 6:00 to find approximately 100 classic cars of all shapes and sizes as well several bikers. I was happy to find many other Long Island VCCA members.

Chris Gieger, Andy Mrakovcic, John Hnath, and Joe Panzini,in line and ready to go.

Long Island Region VCCA – Drive by to salute The front line HEROES and feed the hungry - continued

Just before departure we all walked up to the field entrance and left our food donation bags. At 6:45 a news copter took off, and we were rolling. We all formed a single file and drove to the hospital entrance with our horns blaring. We made one pass. Nurses, Doctors, and Hospital employees of all kinds waved and cheered as we drove by. At the first traffic circle we split up and went our own way home.

To get back east the Corvair and I took the scenic route along route 25a. This gave me time for reflection. I felt good about what we had just done. I felt proud of what two of my kids are doing every day. It was nice to think that for one brief moment all of these classic cars that were once basic transportation were once again put to good use to help others

Long Island Region VCCA – Salutes Our Flag – June 14 Flag Day

Long Island Region VCCA - CLASSIFIED AD

ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale

1955 Chevrolet Belair

 TWO DOOR HARDTOP - SHORELINE BEIGE AND GYPSY RED

 RESTORED TO ORIGINAL STOCK CONDITION

 VCCA SENIOR AND SENIOR RESTORATION AWARDS

THE CAR HAS THE FOLLOWING OPTIONS:

 AUTOMATIC TRANSMISSION  CORRECT POWER STEERING AND POWER BRAKES.  SEEK AND SCAN RADIO (IN WORKING ORDER)  ROCKER PANEL AND DOOR FENDERS AND GAS TANK WITH SHIELDS  ORIGINAL FACTORY REAR SPEAKER AND FADE SWITCH ON DASH BOARD  REAR BUMPER ACCESSORY GUARDS AND FRONT ACCESSORY BUMPER GUARDS INCLUDING WHEEL GUARD.  POWER PACK ENGINE DUAL ALUMINIZED EXHAUST.  CHEVROLET RARE WIRE WHEEL COVERS.  TINTED GLASS  ORIGINAL GM WINDSHIELD WASHERS IN PERFECT CONDITION  CIADELLA INTERIOR AND CARPET....ORIGINAL REPLACEMENT.

CAR COMES WITH TWO SETS OF TIRES:

 ON THE CAR NOW ORIGINAL FOUR PLY WIDE WHITE WALLS  SECOND SET OF WHEELS WITH COCA WIDE WHITE WALL RADIALS.

$42,500 - CAR IS IN PRESTINE CONDITION. Contact: Robert Mcdonough ([email protected]) 516-554-7046

Long Island Region VCCA - CLASSIFIED AD

ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale

1940 Chevrolet Sedan Delux – 4 Door Sedan

THE CAR HAS THE FOLLOWING OPTIONS:

 6 CYLINDER, 37,000 ORIGINAL MILES  ALWAYS GARAGED  ORIGINAL OWNERS BILL OF SALE

Contact: Anthony Contrino 516-902-8887

Long Island Region VCCA - CLASSIFIED AD

ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale - ForSale

1964 Corvair Monza Coupe

Highlighting:  110 hp  4 speed  45,000 original miles  Clean, dry well cared for Corvair, driven daily  All the annoying Corvair issues have been addressed  $ 7,900.00

Contact: Ken Michaels 631-880-8489

Long Island Region VCCA - CLASSIFIED AD

Wanted - Wanted - Wanted - Wanted - Wanted - Wanted - Wanted - Wanted - Wanted - Wanted - Wanted - Wanted

To Our Members –

We have this space for our classified section – if there is something you need or have to make room for – maybe a member has it or could use it !!!

Each month we are looking for readers input on “How To” and “Garage Hacks” & “Quick Tips”

Long Island Region VCCA – Members Story

Shake and Bake vs. Bag and Tag by Ken Michaels

A good friend of mine called me yesterday with an electrical problem on a 1955 Chevy. After about fifteen minutes we (mostly him) figured it out. This is what a car club is for, friendship. It wasn't so much that we figured out the problem but the fact that he thought of me to help him. Once that part of the conversation ended the subject turned to the Elephant in the room known as COVID 19. Masks, hand sanitizing, sterile gloves, who is sick who got tested, and of course the lack of car club events because of social distancing. I try to call other car dudes from time to time but it is most important now. At the end of the conversation he made a very good point. He said “Any club without a newsletter is doomed”. So with that said, I bring you “Shake and Bake vs. Bag and Tag”

Kraft foods makes a product called “Shake and Bake” . Basically, you pour the product into a plastic bag, add your favorite chicken, pork or beef, shake it up and put it in the oven. In ten minutes you have a juicy flavorful piece of meat for your dining pleasure. By now you are asking “What in the name of Louie is he on about?” So here it is.

Let your imagination loose for a minute. Just say you have a little bit of the aforementioned product left over from a previous meal, not enough for tonight's dinner. You take what you have and add the proper amount from a new box. You add the meat, shake it up and then you see it. The old product was moldy. Now suppose you have to remove all the bad granules from the mix and put them back in the box EXACTLY the way you found them. Impossible? You are darn right it is.

I seem to have become the guy who finishes off a car that was disassembled by the Three Stooges. The first one I ever did (and completed) was a 1965 Olds Jetstar 88 Convertible. Just painted but that was it. I got two things with the job: A - one 1965 Olds Jetstar 88 and B - a big box of parts. It took three weeks but I did it! You may see the car around at local shows.

When I worked at “Dream car Restorations”, My boss Dave pounded it into our heads, “Bag and Tag”. I would get tired of his ranting but I knew he was right. He would say, “If you can't remember what you had for dinner last night how can you remember what goes where when the car comes back from the paint shop?” Now I will turn it into a Chevy story.

Over three years ago a friend of mine owned a very well preserved 1955 Chevy Belair 2 door hard top. The car was sent to a body shop and progress was at a standstill. Most of the paint was done but that is where it ended He wanted me to complete some forgotten welding in the trunk and paint the dashboard the proper Regal Turquoise. Once the car arrived he decided to let me finish the car. He said he had everything for the car. (you would be surprised what a vague word “everything” is ). After I finished the welding and the paint he came by with a Ram 1500 full of parts. I set up two folding tables and began the process of defining the “everything”

It was at this point that I realized two things. One: This was exactly what I had feared and Two: This story is getting to long already so I will leave you with this......

Continued next month

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Chevy II / Nova 1968-1974

Third generation (1968–1974)

Chevrolet Nova SS 350 coupe

The 1968 models were fully redesigned with an extensive restyle on a longer 111-inch wheelbase that gave Chevy's compacts a chassis that was just one inch shorter than that of the midsize Chevelle coupe. The station wagon and hardtop sport coupe were discontinued, the former in line with an industry trend which left AMC the only American maker of compact station wagons until Chrysler rejoined the market in 1976 (the 1966–70 Ford Falcon wagon was actually a midsize, using a bodyshell identical to the Fairlane wagon's). One notable change was the front subframe assembly — as compared with Ford, Chrysler and AMC, in whose cars the entire front suspension was integrated with the bodyshell, a separate subframe housing the powertrain and front suspension (similar to the front part of the frame of GM's full-size, full- framed vehicles) replaced the earlier style. Although the front subframe design was unique for the Nova, the Camaro introduced a year earlier was the first to incorporate such a design; the redesigned Nova was pushed a year ahead to 1968 instead of 1969. The sales brochure claimed 15 powertrain choices for coupes and a dozen for sedans. Options included power brakes and steering, Four-Season or Comfort-Car air conditioning, rear shoulder belts, and head restraints. There were a few Chevrolet Novas built with the 194 ci (3.1 L), the same motor that had been used in the previous generations of the Chevy II. Sales of the 1968 Chevy Nova fell by half. In 1969 Chevrolet dropped the Chevy II portion of its compact car's name; it was now known simply as the Chevrolet Nova. The 153 cu in (2.51 L) four-cylinder engine was offered between 1968 and 1970, then was dropped due to lack of interest (besides its other usage in the Jeep DJ-5A a.k.a. the Postal Jeep or a marine/industrial engine) and to clear the field for the Vega. Far more popular were the 250 cu in (4.1 L) six-cylinder and the base 307 cu in (5.03 L) V8, which replaced the 283 cu in (4.64 L) V8 offered in previous years. Several units were produced with the 327 cu in (5.36 L), 275 hp (205 kW), engine, four-barrel Quadra jet carb and four-speed Saginaw transmission with a heavy duty 12 bolt positraction rear as a "towing option' package. At mid-year, a semi-automatic transmission based on the Powerglide called the Torque-Drive (RPO MB1) was introduced as a low-cost option (~$100 less than the Powerglide) for clutchless motoring. The Torque-Drive transmission was only offered with the four and six-cylinder engines. The two-speed Powerglide was still the only fully automatic transmission available with most engines, as the more desirable three-speed Turbo- Hydromantic was only available with the largest V8 engines.

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Chevy II / Nova 1968-1974 - continued

Chevy Nova SS Coupé

The Nova Super Sport was transformed from a trim option to a performance package for 1968. One of the smallest muscle cars ever fielded by Detroit, the Nova SS now included a 295 hp (220 kW) 350 cu in (5.7 L) V8 engine along with a heavy-duty suspension and other performance hardware, priced at US$312. Optional V8 engines included two versions of the big- block 396 cu in (6.5 L) rated at 350 bhp (350 PS; 260 kW); and 375 bhp (380 PS; 280 kW) at 5600 rpm and 415 lb⋅ft (563 N⋅m) at 3600 rpm of torque, which went for US$348. Both engines were offered with a choice of transmissions including the M-21 close-ratio four-speed manual, the heavy-duty M-22 "Rock Crusher" four-speed manual, or the three-speed Turbo-Hydramatic 400 automatic transmission. A total of 5,571 SS coupés were produced for 1968. Novas sported the SS badge until 1976. Front disc brakes were optional on the 1968 Nova SS.

1969–74

For 1969 the Chevy II nameplate was retired, leaving the Nova nameplate. The "Chevy II by Chevrolet" trunklid badge was replaced with "Nova by Chevrolet" and the "Chevy II" badge above the grille was replaced with the bowtie emblem and the 1969 model was promoted under the Nova model name in Chevrolet sales literature. As with other 1969 GM vehicles, locking steering columns were incorporated into the Nova. Simulated air extractor/vents were added below the Nova script, which was relocated to the front fender behind the wheelwell instead of the rear quarter panel. The 350 cu in (5.7 L) V8 with four-barrel carburetor that came standard with the SS option was revised with a 5 hp (4 kW) increase to 300 hp (220 kW), while a two-barrel carbureted version of the 350 cu in (5.7 L) V8 rated at 255 hp (190 kW) was a new option on non-SS models. The SS option price remained US$312[19] A new Turbo-Hydramatic 350 three-speed automatic was made available for non-SS Novas with six-cylinder and V8 engines, although the older two-speed Powerglide continued to be available on the smaller-engined Novas. 1969 SS models were the first Nova SS models to have standard front disc brakes.

1970–1972 Chevrolet Nova four-door sedan

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Chevy II / Nova 1968-1974 - continued

The 1970 Nova was basically a carryover from 1969. The side marker and taillight lenses for the 1970 Nova were wider and positioned slightly differently. This was the final year for the SS396 (actually, a 402 cubic in. engine now). All other engines were carried over including the seldom-ordered four-cylinder which was in its final year. The car finally became simply the Chevrolet Nova this year after two years of transitional nameplates (Chevy II Nova in 1968 and Chevrolet Chevy Nova in 1969). Out of 254,242 Novas sold for 1970, 19,558 were the SS 350 or SS 396 version. Approximately 177 Central Office Production Order (COPO) Novas were ordered, with 175 converted by Yenko Chevrolet. The other two were sold in Canada. The Nova was used in Trans-Am racing this year.

Year 1971 Novas were similar to the previous year. The 396 cu in (6.49 L) engine was replaced with the 350 cu in (5.7 L) in the SS model. 1971 also saw the introduction of the Rally Nova, a trim level that only lasted two years (until it resurfaced in 1977). The Rally kit included black or white stripes that ran the length of the car and around the back, a Rally Nova sticker on the driver's side of the hood, Rally wheels, multi-leaf rear springs, and a "sport" body colored driver's side mirror that was adjustable from the interior. The well-hyped Vega stole sales from the Nova this year, but the compact soon would enjoy a resurgence of popularity that would last deep into the 1970s. A mid year production change was the front door hinges spot welded to the A pillar and the door shell, a design shared with the Vega and later implemented by GM's subsequent light duty trucks and vans which later was used with the S10, Astro van, and full size trucks commencing with the GMT400 a decade later.

The 250 cu in (4.1 L) six-cylinder engine was now the standard Nova engine with the demise of the 153 cu in (2.51 L) four-cylinder and 230 cu in (3.8 L) six-cylinder engines. The 307 cu in (5.03 L) and 350 cu in (5.7 L) V8s were carried over from 1970 and all engines featured lowered compression ratios to enable the use of unleaded gasoline as a result of a GM corporate mandate that took effect with the 1971 model year.

After 1971, other GM divisions began rebadging the Nova as their new entry-level vehicle, such as the Pontiac Ventura II (once a trim option for full-size Pontiacs to 1970), Oldsmobile Omega and the Buick Apollo. This was considered to build brand loyalty with respective GM divisions although the company later fused their badge engineering with platform sharing to cut expenditures. The initials of the four model names spelled out the acronym NOVA (Nova, Omega, Ventura, Apollo). The 1973 introduction of the Omega and Apollo coincided with the subsequent oil crisis where sales of the X and H platform increased.

The 1972 Nova received only minor trim changes. The Rally Sport option with special suspension returned and was a rather popular choice, with 33,319 sold. Super Sport equipment went on 12,309 coupes, some of which also had the Rally package. Nova production moved to Norwood, Ohio, where it would be assembled alongside the Camaro. At mid-year a sunroof option became available on two-door models. Also, the optional Strato bucket seats available on coupes switched from the previous low-back design with adjustable headrests to the high back units with built-in headrests introduced the previous year on Camaros and Vegas. Despite the lack of change, Nova had its best sales season in years, with production of the 1972 models reaching 349,733. Of these, 139,769 had the six-cylinder engine.

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Chevy II / Nova 1968-1974 - continued

The 1973 model year introduced a hatchback bodystyle based on the 2-door coupe. The front and rear of the Nova were restyled, following a government mandate for vehicles to be fitted with front and rear bumpers capable of absorbing a low-speed impact of 2.5 mph (4.0 km/h). To go along with the bigger bumpers, stylists gave the Nova a new grille with a loosely patterned crosshatch insert and parking lights located inboard of the headlights. In 1974, they could absorb 5 mph impacts. Fuel tank capacity increased to 21 gallons, which required a redesigned trunk pan where a circular section was stamped to house the space saver spare tire used on hatchback models.

An SS option remained available, but it was merely a $123 dress-up package that included a blackout grille and Rally wheels. It could be ordered with any of the Nova engines. 35,542 SS packages were installed, making 1973 the best-selling year for the option. A modified rear side window shape was also introduced, eliminating the vent windows on both two- and four-door models. A revised rear suspension was adapted from the second generation Camaro with multi-leaf springs replacing the mono-leaf springs used on Novas since the original 1962 model. By this time, six-cylinder and V8 engines were de rigueur for American compact cars, with the 307 cu in (5.03 L) and 350 cu in (5.7 L) V8s becoming fairly common. The 1973 Nova with a six-cylinder engine or 307 cu. in.(5.0 L) V8 were among the last Chevrolets to be offered with the two-speed Powerglide automatic transmission, which was in its final year. A dressy Custom series (which became a mid-level trim package in 1975) joined the Nova line and a Custom hatchback listed for $2,701 with a six-cylinder engine. That was $173 more than the six- cylinder base-model two-door hatchback. Air conditioning added $381. Every 1973 Chevrolet Nova got side guard door beams and additional sound insulation, as well as flow-through ventilation systems. A sunroof could be installed, and fold-down rear seats were available.

1974 Nova coupe

For 1974, the Chevrolet Nova got larger parking lights and new bow-tie grille emblems, as well as modified bumpers that added two inches to length and helped cushion minor impacts. The Powerglide was replaced by a lightweight version of the three-speed Turbo-Hydramatic 350 ( THM 250 ) already offered with the 350 cu in (5.7 L) V8, which was the only V8 offered for 1974. Nova sales continued the surge they had enjoyed since 1972 and approached 400,000 cars for 1974. Six-cylinder Novas were the fastest gainers, as sales of V-8 Novas declined. These were the years of the first energy crisis as Middle Eastern countries cut back on oil exports. After waiting for hours in gas lines and fretting about the prospect of fuel rationing, thrifty compacts looked pretty good to plenty of Americans and it fit the bill.

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Chevy II / Nova 1968-1974 - continued

The 'Spirit of America' Nova was introduced in 1974. In anticipation of the US bicentennial in 1976, the limited edition Nova Coupes were painted white and featured blue and red accent stripes as well as red and blue interior carpets and fabrics. Oldsmobile and Buick entered the compact car market; both the Apollo and Omega debuted, using the same bodystyles from the Nova lineup. Additional options were included on these Nova-like models, such as lighting under the dashboard and in the glove compartment. Pontiac's final GTO of this era was based on a facelifted 1974 Ventura coupe, itself based on the Nova, but fitted with a shaker hoodscoop from the Trans Am.

Novas and all 1974 cars were fitted with a weight sensitive relay within the front seat that prevented the vehicle from being started until the driver's seatbelt had been fastened, following a safety mandate from the NHTSA. Later, a law passed by Congress repealed the mandate requiring this type of device, declaring that it infringed on a driver's freedom of choice, and allowed owners of 1974-model cars to have the seat belt interlock bypassed. The devices were not included in future Nova models. Along with this controversial seat belt interlock, a new, more convenient "inertial reel" one-piece lap/shoulder safety belt assembly was standard for both front outboard passengers, along with a plastic clip attached to the headrest to guide the belt across the wearer's shoulder.

Yenko Novas

1970 Yenko Nova coupe 350 SC

Retired race car driver and muscle car specialist Don Yenko of Yenko Chevrolet in Canonsburg, Pennsylvania refitted a series of third generation Novas, as well as Chevelles and Camaros for optimum performance to compete with the frontrunning Ford Mustangs, Plymouth Barracudas and Dodge Challengers. The specially redesigned Nova (sometimes known as the "Yenko Supernova") had a stronger body frame and suspension system to house the powerful and heavy 427cid (7.0 L) V8 engine that powered the Yenko Super Cars. Only 37 were known to be produced with an original selling price of $4,000.00. Today, only seven units are registered and known to exist. In 1970, emissions standards and fuel economy were taking a toll on muscle cars. To counter this, Yenko requested a high-output Chevy 350cid V8 in his special line of Novas, the same engine that the new Z-28 Camaro and LT1 Corvette shared. Additionally, the new "Yenko Deuce", as it was known, had extensive suspension, transmission, and rear axle upgrades along with some very lively stripes, badges, and interior decals.

Long Island Region VCCA Garage - Spotlighting Chevrolet History - Chevy’s Baby Riviera: The 1964 Super Nova

One of the most handsome Chevrolet show cars of the 1960s never made it to production in its original form, but it was influential all the same. Here’s a quick look at the 1964 Super Nova.

Introduced at the New York Auto Show in April of 1964, the Chevrolet Super Nova made a positive impression on the car show circuit and in the enthusiast press that year. But despite the encouraging feedback, the Super Nova was almost totally overshadowed by the new Ford Mustang introduced at nearly the same time. That doesn’t prevent us from circling back now and taking a closer look.

Long Island Region VCCA Garage - Spotlighting Chevrolet History - Chevy’s Baby Riviera: The 1964 Super Nova - continued

The Super Nova that appeared before the public in spring of ’64 was a faithful recreation of a full-scale clay produced in the styling studios of the GM Technical Center in Warren, Michigan, directed by design VP Bill Mitchell. Styling elements of many concept and production cars of the Mitchell era, including the 1965 Corvair, can be seen in the Super Nova. But to many, the design resembles a compact version of the 1963 Buick Riviera, one of Mitchell’s more memorable creations. And that’s a real compliment.

Constructed in fiberglass like many GM show cars of the time, the Super Nova’s coupe body shell was seven inches longer and six inches lower than a production Chevy II Nova and rode on the same 110-inch wheelbase chassis. The windshield was laid back at a 60-degree angle, while the rear greenhouse employed a recessed glass and flying-buttress C-pillars like the production 1966 Chevelle Sport Coupe and its GM A-Body siblings.

Paint was Fire Frost Silver, a special finish with high metallic content usually found on Cadillacs. And note there are no exterior door handles: The doors were operated by electric solenoids with buttons hidden in the window moldings, an old customizing gimmick. One slick package, the Super Nova was also known as the Shark, it seems.

Although its size and proportions were similar to the Ford Mustang, the Super Nova did not contribute much if anything of its styling to the Camaro, Chevrolet’s Mustang competitor introduced in the fall of 1966. Chevrolet stepped away from the Super Nova’s elegant razor- edge theme and adopted a sportier look for its pony car. However, the sharp lines of the Super Nova design are easy to spot in the second-generation Chevy II Nova of 1966-1967, below. Even in frumpy four-door form, it’s a handsome compact car.

Long Island Region VCCA - Next Meeting –

******************** at 8 p.m. at the Oyster Bay Community Center

 Here are the directions to the Oyster Bay Community Center:

 Route 106 North to Oyster Bay. 106 Becomes Pine Hollow Road and then becomes South Street. Make a right on East Main Street at the traffic light.

 After the stop sign, make a right into Church Street. Meetings are in the community center straight ahead.

The Chevroletter is published by the Long Island Region of the VCCA,

 Send your photos, stories, or calendar items that you’ would like to contribute to the newsletter. For those that wish to have an article published but don’t have the time to polish it up, the editors of Chevroletter would be happy to help you out.

 If anyone sees a car that is interesting and wish to share with the members email your photos and a description - send to the editors to be included in the next publication

 All contributions are welcome and will help make the revived Chevroletter worth reading. Please contact the following with your story, interesting find, or your comments:

o Ken Michaels, Editor-In-Chief, please contact Ken at [email protected]

o Pat Iannone, Editor, Publisher, please contact Pat at [email protected]

One Last Thing! We all need a little merriment!