CHEVROLETTER July 2020

Vol 2020 Issue 7.1

Director’s Report April 2020

Is that a light I see at the end of the tunnel or is it another train heading for us? Right now it is good to be from New York…..can’t always say that! I am beginning to see the signs of vehicular activity starting as we enter phase 4 of our recovery. Carlisle has already had one of their swap meets and are planning to finish out their 2020 schedule. The Pennsylvania Department of Health filed a suit against Carlisle Events for not following the pandemic guidelines, a settlement was reached and the event went on. I see cruise nights are back and seem to be our primary outlet for showing our vehicles. I mention a few popular locations of cruises in the schedule of events, I am sure there are many more. I have still not heard from the town of Oyster Bay so I assume we will not be having our July meeting. I would hope town would be up and running by our August meeting but you never know. It was really great meeting at Mike’s shop this past month, I know everyone was glad to get out and talk cars. Thanks again to Mike for the open house and the yummy pizza. Just wondering how people feel about starting up out first Thursday of the month breakfasts? I will give the diner a call and see how they are handling the covid19 restrictions. I have missed my monthly allotment of grease and cholesterol. Member Peter Saros contacted me about a possible cruise and drive to Del Vino Vineyard in Northport. This would be planned for a Thursday ending at the vineyard around 5 pm. Since there is alcohol involved, the club cannot put its name to it but Peter may be contacting you in his own email. Sounds like a fun time, they have a large patio out back overlooking the grape vines. Not much in the way of local shows yet, I am sure Flower Fields will have one and we are hoping Suffolk Community allows us to hold the Street Rod swap meet in October. On August 16th, the “All Cars Show and Swap Meet” will be held at the PAL Center on Furrows Road in Holtsville. Bob’s first show was scheduled for the spring and got cancelled when the covid came to town. This is a second attempt and I plan on attend, it may be something we could do as a club. That’s all I got, hope everyone is safe and healthy and see you soon. Chris

Meeting Highlights June 2019

Since there was no June meeting we had ---

A Night at Mike’s Place

By now everyone is wishing for just a little piece of normal to get us thru sheltering at home, mask wearing, hand sanitizer and social distancing. With no knowledge as to when Oyster Bay will reopen the community center, the prospect of a club gathering looked very bleak. Just then, member Mike Lincks contacted me about hosting club members at his warehouse/garage/man cave…not exactly sure what to call it but he has lots of neat stuff and it’s got AC ! I put it out to all club members and there was interest so we planned an evening. It is hard to describe Mike’s place, you really just have to see it. Club members in attendance included : John Hnath, Peter Saros, Bill Lutkowski, Pat Iannone, Andy Mrakovcic, Ken Michaels and myself. Mike bought the pizza, the club bought the soda and we had a great time talking and looking while socially distanced.

Thanks Mike for opening up you shop to us and for being a great host, it was just what the doctor ordered!

Calendar of Events coming up for 2020

July 13th- Regular Club Meeting, TENTATIVE until I know more.

August 6th- Club Breakfast, On Parade Diner 9 am, Jericho Turnpike Woodbury

August 10th- Regular Club Meeting, Oyster Bay Church Street Com Center 8 pm. Hopefully things will be open by this time.

August 16th- All Cars Show and swap meet, PAL Center, Furrows Road Holtsville. Bob 631-379-3722. This is the first real show I have seen advertised around here. Bob is a great guy, his first show was cut because of covid19 and He hopes that this is a success. This might be a good show for the club to attend.

Cruise Nights

Thursday Nights- Kings Park Key Food Parking Lot, Indian Head Road, just north of 25A. Meet from 5-8 pm. Pizza and ice cream stores close by.

Friday Nights- Bellmore Train Station- I do not know if this is going on yet, I haven’t heard from anyone who has gone.

Saturday Nights- Stop and Shop lot in Smithtown on Jericho (rt 25) just east of the bull on the left side.

Sunday Mornings- Miller Ale House Route 454, Veterans Highway Commack. I was told this was the beach group that was kicked out of the old OBI parking lot. Not sure what time they meet, probably 8-9 am. Look for them in the shade.

Editor’s Note-

The Captree – OBI car meeting has been relocated to Robert Moses Field 4 – just over the bridge – Follow signs – No charge if there before 7am after that $10 to park

Long Island Region VCCA – Members Story

Shake and Bake vs. Bag and Tag Part 2 by Ken Michaels

Well guys another month has gone by and the COVID 19 still lives. The club had and informal meeting at Mike Links Shop. There were about a dozen of us sharing Pizza, Soda and the air in the shop. According to the fear mongers we should all be dead by the time you read this. The owner of the 55 Chevy’s name has been released. It is former member Ken Leis and it is my goal to get him to rejoin our ranks. At the time of this writing the trim is on the car, all the instruments and accessories work and the car is ready to go back to the painter for some touch up. What I will do now is explain how to properly disassemble a car. Keep in mind I did not disassemble this car so I will try to explain how the person who did, should have. First things first: Take pictures of the car as it came into the shop. Photo all sides from at least 2 different angles. Take picture of how panels fit and any obvious body repair. This car was painted when it came in so there was no significant damage but look carefully anyway. Open the hood, shoot from the left fender then the right and then from the front top and bottom. Note any loose wiring or improperly installed components. Keep them in a note pad with a date. Do the same in the trunk, door jams and dashboard. We are almost ready. Pick up a package of plastic bags with a white field embossed on them. Food storage bags will work but they are a killer to the environment. Also buy a package of index cards, a black fine tip WATER PROOF marker and a roll of blue masking tape. Let us start with the driver’s door. (Here after known as the left side door (L/S). Remove the window crank and door release handles. Put the clips back on the handles to save them. (Aftermarket ones suck). Take a small piece of blue tape and write “vent” ,”main” and “door” on the corresponding parts. And put them in your first bag. I know this is silly, we all know which is which, but will the next guy? Remember you may not be the one to reassemble this car. Next remove the lower screws on the door panel , take a piece of tape and tape them all together securely with a flag that says “ lower door panel screws 4 “ This will ensure that you have the right amount These screws maybe old and rusty in need of replacement, keep them anyway as a sample . You can discard them later. Put them in the bag. Do the same thing with the window frame screws and the arm rest .Remove the door panel and photo the inside of the door. Take a large piece of tape and write “Ken L 1955 Chevy L/S door panel”. Always do this on large parts including the arm rest Then put it someplace safe .If you are removing the glass , follow the same procedure with the tracks, bumpers adjusters and the glass itself. It's also a good idea to mark any adjusters or slotted screws at the position that they were removed. Your Black marker will work for this. Take one index card and write the names of the parts, the amount and put that in the bag. On the outside of the bag write L/S door parts ( write this small so you can reuse the bag for the next job.( remember plastic bags never decompose)

Long Island Region VCCA – Members Story

Remember:

1. Always take lots of pictures, digital is free.

2. Always mark L/S, R/S front, back, up, down etc. ON EVERYTHING

3. Mark where any adjustments are set with a black marker

4. If you are doing multiple cars, designate an area just for that car.

5. If you lose, break or don't have a particular piece make a note of it in your book.

6. If the car is going to another shop DO NOT leave parts in the car. The other shop does not give a hoot about you.

That should give you an idea how to avoid shake and bake. Now I know some of you are thinking, I don't need to do this, I can remember anything. Trust me, you can’t Many times we are forced to leave a project sit for weeks or years. Things happen so keep a good record and the reassemble will be a lot easier.

The wrong way, Ken Leis 1955 Chevy

The wrong way Ken Leis 1955 Chevy

Long Island Region VCCA – Members Story

First I had to organize what I had This will go in a box marked 1955 Chevy heater parts

One lone heater part Identified Kens heater box then put in marked box with other heater parts

Long Island Region VCCA – Members Story

3 cables, 6 ends, If I am doing the math correctly, that is 8 combinations of how to put this back together

I would like to share some recent horror stories.

1. 1992 Cadillac Fleetwood. The interior was removed by “Moe”. My job was the install the door panels. First step was to find them. It took about 20 minutes but I found them mixed in with parts from a different car. They should have been marked with the customer’s name, year make and model and L/F, L/R R/F and R/R with tape. The rest of the parts were in the trunk (I hoped) The first thing I discovered was all the plastic panel clips were missing. We have these but with no sample it became a trial and error headache. I found the rubber bottom seals but had no way of knowing which way they faced. I got the panels on and proceeded to install the arm rests. I found a can that said “1971 Volvo front fender screws. These suspiciously looked like Caddy parts. It was time to find “Moe” who confirmed my suspicions. Once this was done (and repairing a broken one), I moved on to the trim and made a very upsetting discovery. A Cadillac option is arm rest mounted cigar lighters for rear seat passengers. I found new ones in the trunk and after checking the work order I found I was supposed to install them in the door panels. This meant that the arm rests had to come back off and the new cigar lighters had to be put in. If that wasn't bad enough, the new lighters required a separate ground wire so in order to get to clean metal, the whole door panel had to come off. An hour and a half later, I was back where I started.

Long Island Region VCCA – Members Story

This is how I received the 1992 Cadillac

2. 1971 Pontiac Lemans. The car returned from the paint shop ready for final assembly. It is proper to Mock up a car while in primer. This means test fitting all trim prior to painting . If this is not done, this is what can happen. I had installed the front bumper, lights, grill, emblems ect. . I had not ran the engine at this point. In the trunk was the radiator fan. I had no idea why this was off so I installed it. I later started the engine and the fan hit the shroud BY ALOT.. Many hours were spent trying to solve this mystery. Wrong fan? Wrong Shroud? Wrong radiator support? Finally we found the problem. The body shop installed the radiator support along with new front fenders and hood. There was supposed to be a 1 inch block between the frame and the radiator support. It was never installed. The body shop lined up all the front sheet metal to this arrangement. The entire front of the cat had to be disassembled and reassembled with the 1 inch plate. Why did this happen? No photo from under the front of the car.

I am going to leave it here. Check the photos above for some rights and some wrongs. If you are reading this then I survived the virus that the fear mongers said I would get. This will give me a chance to write about the inferior quality of aftermarket parts from (you know where.)

Ken Michaels

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

Wanted – Wanted – Wanted – Wanted – Wanted – Wanted – Wanted – Wanted – Wanted – Wanted – Wanted – Wanted

Parts Wanted for 1967 Chevelle

Delco 986854 1967 (shown) Delco 986853 1967 (shown)

Wanted 1967 Chevelle - AM/FM Radio. NOS or excellent used Delco part 986854 or AM radio, part number 986853.

Column shift lever knob in gold/fawn (see picture)

Also, any key chain or memorabilia from Dan Cotton Chevrolet in Beresford, SD.

Contact: Andy Mrakovcic, VCCA #55128 205 Bette Rd., East Meadow, NY. PH: 917-543-9477 [email protected].

Long Island Region VCCA - CLASSIFIED AD

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

1954 Chevy Rims 2 – 15” Rims in good shape

TH350 Chrome Flywheel Cover Brand new Chrome flywheel cover - $30

Contact: Pat Iannone 516-458-4547

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 Garage - Spotlighting Chevrolet History Chevrolet Vega

The Chevrolet Vega is a subcompact automobile that was manufactured and marketed by GM's Chevrolet subdivision from 1970 to 1977. Available in two-door hatchback, notchback, wagon, and sedan delivery body styles, all models were powered by an inline four-cylinder engine with a lightweight, aluminum alloy cylinder block. The Vega first went on sale in Chevrolet dealerships on September 10, 1970. Variants included the Cosworth Vega, a short-lived limited-production performance model, introduced in March 1975 The Vega received praise and awards at its introduction, including 1971 Motor Trend Car of the Year. Subsequently, the car became widely known for a range of problems related to its engineering reliability, safety, propensity to rust, and engine durability. Despite a series of recalls and design upgrades, the Vega's problems tarnished both its own as well as General Motors' reputation. Production ended with the 1977 model year. The car was named for Vega, the brightest star in the constellation Lyra.

History Chevrolet and Pontiac divisions worked separately on small cars in the early and mid-1960s. Ed Cole, GM's executive vice-president of operating staffs, working on his own small-car project with corporate engineering and design staffs, presented the program to GM's president in 1967. GM chose Cole's version over proposals from Chevrolet and Pontiac, and gave the car to Chevrolet to sell. Corporate management made the decisions to enter the small car market and to develop the car itself. In 1968, GM chairman James Roche announced GM would produce the new car in the U.S. in two years. Ed Cole was chief engineer and Bill Mitchell, vice-president of design staff, was chief stylist. Cole wanted a world-beater in showrooms in 24 months A GM design team was set up, headed by James G. Musser Jr., who had helped develop the Chevy II, the Camaro, the Chevrolet small-block V8 engines, and the Turbo- Hydramatic transmission. Musser said, "This was the first vehicle where one person was in charge", and that his team "did the entire vehicle".] As GM president, Cole oversaw the car's genesis and met the projected schedule.

Development 1968–1970 The Vega was conceived in 1968 to utilize newly developed all-aluminum die- cast engine block technology – the first sand-cast aluminum blocks had preceded the decision to build the car by two years. A relatively large displacement engine with good low- speed torque was decided on, with gear ratios for low engine rpm to achieve fuel economy. Engine testing totaled 6,000,000 miles. A pre-test engine was installed in a Fiat 124 sedan for development of the aluminum block, while several 1968 Opel sedans were used for drive train development] Chevrolet instituted a new management program, the car line management technique, to produce the all-new car in two years. The chief vehicle engineer had

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega overall charge of the program. Fifty engineers, dedicated to the design of the entire car, were divided into groups: body, power train, chassis design, product assurance, and pleas ability. The latter would check continuously on the vehicles on the assembly line, with computers in another program monitoring quality control of every vehicle built Fisher Body engineers and draftsmen moved in with the Vega personnel. In October 1968, there was one body style (the "11" style notchback sedan), one engine, one transmission (MB1 Torque-Drive manually shifted two-speed automatic), one base trim level, a bench seat, molded rubber floor covering, no glove box or headliner and no air-conditioning (ventilation was through the upper dash from the wiper plenum). As the market changed, so did the car in development. In December 1968, hatchback, wagon, and panel delivery styles were added; also floor-level ventilation, and an optional performance engine ("L-11" two-barrel) which, predicted as 20% of production, accounted for 75%. Bucket seats were standard. Hatchback and wagon received carpeting and headliners. Optional air conditioning, predicted as 10% of production, was actually selected 45% of the time.

XP-887 Hatchback clay model Chevrolet studio final design, 1969

In February 1969, Opel three- and four-speed transmissions (three-speed standard, others optional); Powerglide were added (now four transmissions); mechanical fuel pump replaced by in-tank electric pump (making this the first GM product with an in tank fuel pump prior to the adoption of fuel injection); power steering option; base "11" style notchback trim upgraded to match hatchback and wagon carpet and headline In April 1969, the car gained gauge-pack cluster, HD suspension, wider tires; adjustable seat back (45% of production); bumpers restyled, lower valance panels added; swing-out quarter window option (10% of production). In July 1969, an electrically heated backlite option (10% of production); "GT" package, $325.00 extra (35% of production); bright window-frame and roof drip moldings added to hatchback and wagon. This is essentially how the car launched as a 1971 model. Production began on June 26, 1970. After the national GM strike (September to November 1970), bright roof drip moldings were added to the base "11" notchback, with moldings sent to dealers to update units already in the field

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega

Cars magazine said in 1974 that in the rush to introduce the car with other 1971 models, "[t]ests which should have been at the proving grounds were performed by customers, necessitating numerous piecemeal "fixes" by dealers. Chevrolet's "bright star" received an enduring black eye despite a continuing development program which eventually alleviated most of these initial shortcomings

Design and engineering

1971 Vega hatchback coupe

1971 Vega sedan (notchback)

1971 Vega Kammback wagon

1971 Vega panel express

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega

The wheelbase on all models is 97.0 inches. Width is 65.4 inches . The 1971 and 1972 models are 169.7 inches long. The 1973 models are 3 inches longer due to the front 5 mph bumper. Front and rear 5 mph bumpers on 1974 to 1977 models add another 5.7 inches The hatchback, with its lower roofline and a fold-down rear seat, accounted for nearly half of all Vegas sold. The sedan, later named "Notchback", is the only model with an enclosed trunk, and had the lowest base price The Kammback wagon has a lower cargo liftover height and a swing-up liftgate. The panel express has steel panels in place of the wagon's rear side glass, an enclosed storage area under the load floor, and a low-back driver's seat. An auxiliary passenger seat was optional. The low back seat was the result of this model being classified as a truck, which had fewer safety requirements than the passenger cars. The aluminum-block, inline-four engine was a joint effort by General Motors, Reynolds Metals, and Sealed Power Corp. The engine and its die-cast block technology were developed by GM engineering staff, and then passed to Chevrolet for finalization and production. Ed Cole, involved with the 1955 small-block V8 as chief engineer at Chevrolet and now equally involved with the Vega engine as GM president, often visited the engineering staff engine drafting room on Saturdays, reviewing the design and directing changes, to the consternation of Chevrolet engineers and manufacturing personnel, who knew he wanted a rush job. The engine in development became known in-house as "the world's tallest, smallest engine" due to the tall cylinder head. Its vibration, noise, and tendency to overheat were rectified by 1974 The Vega's suspension, live rear axle, 53.2% front/46.8% rear weight distribution, low center of mass and neutral steering give good handling. Lateral acceleration capacities are 0.90 g (standard suspension) and 0.93 g (RPO F-41 suspension). Steering box and linkage are ahead of the front wheel centerline, with a cushioned two- piece shaft. Front suspension is by short and long arms, with lower control arm bushings larger than on the 1970 Camaro. Four-link rear suspension copies the 1970 Chevelle There are coil springs all around The chassis development engineers aimed for full-size American car ride qualities with European handling. Later torque-arm rear suspension eliminated rear wheel hop under panic braking. Brakes (front discs, rear drums) copy an Opel design, with 10-inch diameter single-piston solid rotors, 9-inch drums and 70/30 front/rear braking distribution. All models share the same hood, fenders, floor pan, lower door panels, rocker panels, engine compartment and front end. In mid-1971, Chevrolet introduced an optional GT package for hatchback and Kammback models, which included the RPO L11 two-barrel 140 engine, F41 handling option, special tires, and trim

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega

Model year changes

For 1972, models had a revised exhaust system and driveline to reduce vibration and noise; also revised shock absorbers. Turbo Hydra-Matic three-speed automatic transmission and custom cloth interior were optional and a glove box was added. For 1973, 300 changes included new exterior and interior colors and new standard interior trim. Front and rear nameplate scripts "Chevrolet Vega 2300" were changed to "Vega by Chevrolet". To meet the 1973 5 mph front bumper standards the front bumper, on stronger brackets, was extended 3 inches, with a steel body-color filler panel. US-built Saginaw manual transmissions and a new shift linkage replaced the Opel units. The RPO L11 engine had a new Holley 5210C progressive two-barrel carburetor. New options included BR70-13 white-stripe steel-belted radial tires, full wheel covers, and body side molding with black rubber insert. Two new models were introduced mid-year: the estate wagon with DI-NOC wood grain sides and rear trim, and the LX notchback with vinyl roof finish. On May 17, 1973, the millionth Vega left the Lordstown Assembly plant – an orange GT hatchback with white sport stripes, power steering and neutral custom vinyl interior including exclusive vinyl door panels. A limited-edition "Millionth Vega" was introduced replicating the milestone car, with orange carpeting and Millionth Vega door handle accents. Sixty-five hundred were built from May 1 to July 1. For the first time, cloth upholstery was offered, with the Custom interior in black or blue. For 1974, the major exterior changes were a revised front end and 5 mph rear bumper, increasing overall length 6 inches, and a slanted front header panel with recessed headlamp bezels. Louvered steel replaced the egg-crate plastic grille. Front and rear aluminum bumpers with inner steel spring replaced the chrome items, with license plate mountings relocated. A revised rear panel on notchback and hatchback models had larger single-unit taillights, with ventilation grills eliminated from trunk and hatch lids. A 16-US-gallon fuel tank replaced the 11-US-gallon tank. Side striping replaced the hood and deck stripes for the GT sport stripes option. The custom interior's wood-trimmed molded door panels were replaced by vinyl door panels matching the seat trim. January saw plastic front fender liners added after thousands of fenders were replaced under warranty on 1971–1974 models. In February, the "Spirit of America" limited-edition hatchback was introduced, with white exterior, white vinyl roof, blue and red striping on body sides, hood and rear-end panel, emblems on front fenders and rear panel, white "GT" wheels, A70-13 raised white-letter tires, white custom vinyl interior and red accent color carpeting. Seventy-five hundred Vegas were built through May. Sales peaked at 460,374 for the 1974 model year. The 264 changes for 1975 included H.E.I. (high-energy) electronic ignition and a catalytic converter. New options included power brakes, tilt steering wheel, BR78-13B steel belted radial tires, and special custom cloth interior for the hatchback and Kammback. In March the Cosworth Vega was introduced with an all-aluminum engine and electronic fuel injection, the first on a Chevrolet passenger car. The panel express was discontinued at the end of the model year. Its sales peaked at 7,800 in its first year,

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega then averaged 4,000 per year. Over 1,500 1975 models were sold.[Total sales fell to 206,239.

1976 Cosworth Vega hatchback coupe

For 1976, models had 300 changes. A facelift included revised header panel with Chevy bowtie emblem, wider grill, revised headlamp bezels – all in corrosion-resistant material – and new tri-color taillights for the notchback and hatchback (although the amber turn signals were nonfunctional). Cooling and durability of the Dura-Built 2.3-liter engine were improved. The chassis received the Monza's upgraded components including box-section front cross-member, larger front and rear brakes (with the fronts gaining vented rotors), and torque-arm rear suspension. Extensive anti-rust improvements to the body included galvanized fenders and rocker panels. New models were introduced: GT estate wagon, Cabriolet notchback (with a half-vinyl roof and opera windows similar to the Monza Towne coupe) and limited-edition Nomad wagon with restyled side windows.[24] New options included BorgWarner five-speed manual overdrive transmission and hounds tooth seat trim named "sport cloth" at an additional $18. A "Sky-Roof" with tinted reflecting sliding glass and an eight-track tape player were options from January. The Cosworth was canceled in July after 1,446 1976 models were built For 1977, models had few revisions. The notchback was renamed "coupe". On the Dura-built 140 engine, a pulse-air system met stricter Federal emission standards. The single-barrel engine and three-speed manual transmission were dropped. Interiors received a color-keyed steering column, steering wheel, instrument-cluster face and parking-brake cover, with a color-keyed full console a new option. GTs received black, exterior moldings (lower moldings deleted), black, sport mirrors and wheels, bold, Vega GT side striping and rear, Vega GT ID

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega Engine

GM 2300 engine

140 cu in 1 bbl. I-4, 90 hp (1971)

The Vega engine is a 2,287 cc (2.3 L; 139.6 cu in) inline-four with a die-cast aluminum alloy cylinder block, cast-iron cylinder head and single overhead camshaft (SOHC) The block is an open-deck design with siamesed cylinder bores. The outer case walls form the water jacket, sealed off by the head and head gasket, and the block has cast-iron main bearing caps and crankshaft. The cast-iron cylinder head was chosen for low cost. A simple overhead valve train has three components activating each valve instead of a typical pushrod system's seven. An external belt from the crankshaft drives the five-bearing camshaft plus the water pump and fan.

Dura-built 140 cu in 2bbl. I-4, 84 hp (1977)

Compression ratio for the standard and optional engine is 8.0:1, as the engine was designed for low-lead and lead-free fuels. The single-barrel carburetor version produces 90 hp (67 kW); the two-barrel version (RPO L11) produces 110 hp (82 kW). From 1972, ratings were listed as SAE net. The engine is prone to vibration, which is damped by large rubber engine mounts. The 1972 Rochester Dual Jet two-barrel carburetor required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C progressive two-barrel carburetor. The 1973 emission control revisions reduced power from the optional engine by 5 bhp and its noise levels were lowered. A high energy ignition was introduced on 1975 engines Serious problems with the engine led to a redesign for 1976–1977. Marketed as the Dura-Built 140, the new engine had improved coolant pathways, redesigned cylinder head with quieter hydraulic valve lifters, longer-life valve stem seals that reduced oil

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega consumption by 50%, and redesigned water pump, head gasket, and thermostat. Warranty was upgraded to five years or 60,000 miles (97,000 km).In 1977 a pulse-air system was added to meet stricter 1977 U.S. exhaust emission regulations and the engine paint color (used on all Chevrolet engines) changed from orange to blue] In August 1975, Chevrolet conducted an endurance test of three Vegas powered by Dura-Built engines, advertised as a "60,000 miles in 60 days Durability Run". Supervised by the United States Auto Club, three pre-production 1976 hatchback coupes with manual transmissions and air conditioning were driven non-stop for 60,000 miles in 60 days through the deserts of California and Nevada by nine drivers, covering a total of 180,000 miles. With the sole failure a broken timing belt, Vega project engineer Bernie Ernest said GM felt “very comfortable with the warranty Motor Trend said "Chevrolet chose the 349-mile Southwestern desert route in order to show the severely criticized engine and cooling system had been improved in the 1976 model] In ambient temperatures between 99 °F (37 °C) and 122 °F (50 °C) the cars lost 24 US fluid ounces of coolant (normal evaporation under the conditions) during the 180,000 miles. They averaged 28.9 mpg-US and used one quart of oil per 3,400 miles. Driving expenses averaged 2.17 cents per mile. One of the cars went on display at the 1976 New York Auto Show. The 1976 Vega was marketed as a durable and reliable car

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega setting the record straight

GM's First American Mini-Car and its mission - time to set the record straight When the Chevrolet Vega was introduced in 1970, small four-cylinder foreign cars were lacking in many areas. Most weren't powerful enough for an automatic transmission and air conditioning. Some weren't even available with either. The imports weren't engineered for long distance driving and most of them had medicore handling and skidpad performance. The Vega was designed with American drivers on American roads in mind. The car's larger, long-stroke 2300cc four-cylinder engine had more torque to handle the power-robbing optional equipment American car buyers wanted. Quote: Car Life Set. 1970, "The slowest speed on some of the long climbs was 40-45 mph, which was the maximum capability of the Toyota with its two-speed automatic transmission. The base Vega with its fantastic 2.53:1 axle climbed the same grade in second gear at 65 mph and a modest 4100 rpm. The highest speed attained on a level road was 105 mph at 5,250 rpm by the Vega coupe with the L-11 performance option. The most impressive part of the trip was the cornering power of the three Vegas. None of the other cars could begin to keep up." Another case in point: The 1971 Capri 1600, the German-built Ford import with its English OHV 4 (also used in early Pintos) was capable for 0-60 in 19 seconds, no faster than a VW Beetle, compared to the 1971 Vega's 2300 0-60 time in under 13 seconds. The Vega was designed to be a comfortable car to drive on long interstate trips as well as around town while still delivering comparable gas mileage and easier servicing than foreign economy cars. The Vega also had exceptional handling, unlike most of the other cars in its class. These are some of the reasons it was Motor Trend's "1971 Car of the Year", beating ten Car of the Year nominees including its competitors, Ford Pinto and AMC Gremlin and pony cars, Chevy Camaro and Ford Mustang. MT said, "For the money, no other American car can offer more." Two years later, Motor Trend, awarded the Vega again..the Vega GT was the "1973 Car of the Year in the economy class." MT said, "Economy is really economy with an allusion of luxury. This time Chevy won the guessing game." Road and Track's editor thought it was the best handling American passenger car ever built. Car and Driver readers voted the Vega "Best Economy Sedan" in 1971, 1972 and 1973, and came in just under the newer Honda Civic in 1974. John Delorean, (Chevy's general manager in 1970), thouight the Vega was worthy enough for a Cosworth association to boost the car's performance image. Ed Cole (GM President) chose the Cosworth Vega 4 over the Vega V8 after test driving both prototypes and DeLorean authorized production. After a five-year gestation period, there was a limited run of hand assembled, all-aluminum 16-valve twin-cam 4-cylinder engines installed in specially trimmed Vega hatchbacks. The Cosworth Vega had a top speed of 120 mph and was capable of out-handling just about anything on the skid-pad, including the Corvette. The car was expensive, only $800 less than the Corvette and only 3,508 were produced in 18 months, but the 1975-'76 Cosworth Vega is finally being recognized as a milestone performance car in the non- performance era. There was never anything lacking in the Vega's chassis or its styling. It was engineered with world-class handling characteristics and styled by the same studio that gave us Corvettes and Camaros. Certainly Chevrolet"s lowest priced passenger car wouldn"t be expectef to out handle America's only sports car, but in a June 1973 Road & Track road test, a Vega GT hatchback coupe did just that. The Vega's early teething pains, engine overheating and front-fender rust-outs, were resolved with relatively simple fixes early-on: a redesigned head gasket made of stainless steel, revised engine block cooling slots, a coolant recovery tank and plastic inner fender liners. After the Vega reached its peak of development by 1976, the car would be phased out the following year (with its Pontiac Astre clone) to

Long Island Region VCCA Garage - Spotlighting Chevrolet History Chevrolet Vega setting the record straight increase sluggish sales of newer tooling Vega variants, Chevy Monza, Pontiac Sunbird, Olds Starfire and Buick Skyhawk. Rebadged Vega body styles were also sold by Chevrolet and Pontiac in 1978-'79. Quote: Road & Track June 1973, "The level of assembly doesn't match the virtues of the design." GM had spent 200 million (a billion in today's money) to design the Vega and redesign its assembly plant. But cost was a priority in the assembly process (excluding the 3,508 Cosworth Vegas) due to the car's low price, and its doubtful GM made any real profit on the car, even with peak production at over 100 cars per hour (1,600 cars per day). Most GM factories produced less than 50 cars per hour, including a Canadian factory building Vegas to keep up with the increased demand during the gas shortage. Nonetheless, it wasn't to be a profit maker with most early Vegas selling for about $2,500. GM made most of their profit on options and most Vegas weren't sold fully-loaded. The Vega's true mission was to bring in new business that would have been lost to the imports and hopefully make those buyers life- long GM customers movig them up through the divisions. With over 2,000,000 Vegas sold in seven years and another 1,000,000 Vega-based variants sold over five years by Chevrolet and three other GM divisions, its probable the Vega accomplished at least part of its mission.

Long Island Region VCCA - Next Meeting – July 13th- Regular Club Meeting, TENTATIVE until I know more 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]