An invitation to the Concours de’ Elegance of America says it all.

As told by Brad Bean #21818562 • Miramar Beach, FL

My love affair with the 1957 Chevrolet started in 1959 at age 6, when my older brother bought a 210 and painted it candy apple red. With a mother who worked evenings and a sister at college, my brother was often asked to babysit me – which occasionally included cruising our hometown in his ’57.

One early November evening, he decided to test a freshly-resurfaced red clay road. I took my place, perched in the front seat aside my big brother. He hit the gas, fishtailing from side to side, then losing control and sliding into a large pile of dirt by the side of the road. As few 1957s had seatbelts, I flew headlong into the dash. I still have memories of the radium dial and hands on the car’s rectangular dash clock as we met. The car stalled in the dark with the only light coming from the dash gauges. My brother’s first instinct was to check on me. In the dim light he could see dark liquid with small white pieces coming from my mouth. He feared the worst, but quickly discovered it was actually Halloween candy corn that I’d been eating. He warned me if I told anyone about this our mother wouldn’t let me ride with him again. It was years before either of us spoke of the incident.

Ten years later, my first car was a 2-door ’57 Chevy Bel-Air which I bought by working part time in my brother’s paint & body shop. By working in a body shop, I was able to focus on the car’s appearance. I painted it Honduras Maroon, with a California (one-piece) front bumper, black 1956 vinyl interior, “J.C. Whitney” carpet, “American” alloy mag wheels, red line Goodyear tires, “Nomad” front springs, rear spring lifters and “Thrush” glass-pack mufflers. Since I spent all my money on cosmetics, we retained the base 283 engine with a four-barrel carburetor and a Turboglide automatic transmission. Guess you could say it was “a sheep in wolf’s clothing.”

Then came college and the need for more practical transportation which necessitated trading my ’57 for a newer car. Even so, I knew one day I’d own another ’57 Chevy. As a teen, I had modified my first ’57 to the standards of the muscle car era. The next one would be restored to original condition.

As time passed, I was able to justify a “hobby” car. My first was a ’60 Corvette, which I still own (now Cascade Green). Then, a friend from the Solid Axle Corvette Club purchased a ’57 Nomad. He was interested in the car’s engine for his ’57 Corvette, to “top flight” in NCRS competition. He contracted to restore the Nomad as a modified car, but after a few years of slow progress and budget over-runs, he began to lose interest and talked of selling. It was a heavily optioned, two-tone (Sierra Gold & Adobe Beige) 1957 Chevy Nomad with a Power pack 283 four barrel and dual exhaust, air conditioning, power steering, windshield washer and power brakes. At last, a car that might satisfy my quest for the perfect ’57 Chevy! We agreed on a price and I bought it.

Back then my career required travel and most of my time so I was not able to undertake the restoration myself. I had to find a shop capable of restoring the car to my expectations. After visiting several shops, I selected Ludwig Restorations in Denver, PA, who primarily worked on modified cars and hot rods. Their paint and body work was considered among the best. Someone once told me, “when building a home, make sure you like the builder because you’re going to work with them for a year.” A good automobile restoration will take two to three years – so you’d better really like the shop! Jeff Ludwig and his staff were true professionals. I rarely had to call for updates. When he needed my input, he called me, sometimes several times a day. Then there were periods where we didn’t talk for a month. In the end, it all worked out and today I consider Jeff a friend.

Ludwig Restorations first inventoried and photographed every part to determine what we needed. I located a complete engine (with correct casting numbers and date codes) in Greenville, TX. Jeff and his assistant, Mark Dengler, found other parts across the country. A number of replacement parts purchased with the car did not fit or meet our standards. So whenever possible, Ludwig’s rebuilt and refurbished the original parts rather than use reproduction pieces.

The body was in primer, so they acid dipped the frame and body to remove primer, paint and rust. This is when we discovered the body had been sandblasted, requiring several months of hand body filling to get it right. Jeff’s body man, Tom, was a miracle worker. The frame was pitted and had to be filled, sanded and primed, meaning we had to scrap plans to powder coat it. Another item which proved a challenge was finding parts for, and rebuilding, the car’s original factory air conditioning unit.

After three years of restoration, finally picking it up, I was like a child on Christmas morning. It was the most beautifully restored car I had ever seen. However, the question remained… was it perfect? We had consulted the Chevrolet assembly manual, restoration books, Chevy Classics’ judging manual and advice from local and national Chevrolet experts. To find out, we decided our first show would be the 2009 Chevy Classics Winter National in Cocoa Beach, FL. Arriving with the Nomad in tow, I was surprised by Jeff Ludwig and his team, who had flown down for the Nomad’s first outing.

Jeff did an excellent job researching and following restoration guidelines, but we soon discovered some items were not covered in our source materials and some reproduction parts (advertised as correct), were not. Even so, at Cocoa Beach, we were pleased to score 994 of 1000 points, won “Best Paint” and first in class. We also came home with a list of 16 items to correct. Many were not on our judging sheets, but were suggestions from ’57 Chevy aficionados Dave Fletcher, Roy Reichenbach and others.

Subsequent national Chevy Classics outings saw our Nomad finish second once and first twice in the 1957 class, with 996, 997 & 998 points respectively, plus two “Best Interior” awards; each time coming away with a new list of items to correct. Following the 2011 Chevy Classics International show in Springfield, MO, the list was short and the items were easily correctable. So after addressing them, we decided to see how we stacked up against a field of all “Nomads” at the Chevrolet Nomad Association’s national convention in Dayton, OH. There, we exceeded even my lofty expectations by making a clean sweep; winning 1st place in class, Best Interior, Best Engine & Drivetrain, Best Paint & Body and Best of Show!

At the 2012 Chevy Classics Winter National in Orlando we achieved our highest rating to-date, a 999 along with 1st place in class and another “Best Paint” award. Maybe not perfect… but almost. Based on a recommendation from fellow Chevy Classics member, Don Cox, we received an invitation to the prestigious 2012 “Concours de’ Elegance of America” in Plymouth, MI. This is one of the top three Concours events in the country and it was an honor for a Chevy Nomad to compete at this level alongside some of the finest automobiles in the world.

Our success with the Nomad is a tribute to Jeff Ludwig and his staff, friends with the Chevy Classics Club and my late brother, Bob, without whose influence, tutoring and mentoring I would not have had the interest, skills or resources to undertake this restoration. We’re not sure what the future holds for our Nomad, possibly additional Chevy Classics shows and national level Concours events… or maybe we’ll sell it and start over again. Next time with a ’57 convertible!

Specs:

1957 Chevrolet – Bel Air Station Wagon – 2 Door – 6 Passenger (Nomad)

One of 6,103 Nomads produced for the 1957 model year Assembled at GM’s St. Louis plant in early December 1956

Body: 1064DF Series – By Fisher – Cleveland, OH

Engine: 283 c.i. – “Power Pack” V8 – 2400 Series – Flint, MI 4 Barrel (Rochester 4GC) Carburetor – Dual Exhaust 220 horsepower at 4800 rpm 300 lbs-ft. of torque at 3000 rpm Compression ratio of 9.5:1

Transmission: “Powerglide” (2 speed) automatic

Exterior Color Combination #818 – Adobe Beige & Sierra Gold Interior Trim Combination #695 – Black & Copper Cloth w/ Beige Imitation Leather

Factory Installed Options: Air Conditioning

“Hydraulic” Power Steering

“Vacuum” Power Brakes

Windshield Washer

“EZ Eye” Tinted Body Glass

AM Radio

Heavy Duty Generator

We could have called this issue of Chevy Classics the “Winners Circle”, in that we have several pages of winners from both the 2013 Orlando Winter National Show and the 2012 Gambler Classic River Run Show. We know how much our readers like to look through the winner’s photos, hoping to see their car or a buddy’s ride. You’ll enjoy the coverage of this year’s Winter National Show.

Our May Cover Car is a stunning Adobe Beige and Sierra Gold 1957 Nomad. For the past four years this Nomad has been taking home top honors at nearly every show entered. In its first outing, the Nomad scored 994 points – from that point on, it was a process of corrections and upgrades at each show. Finally, in 2012, this ’57 classic scored an impressive 999 points! Of the 6,103 Nomads produced in 1957, this is one of the finest!

Have you ever wondered what it would be like to have one of the largest collections of classic cars in the nation? Better still, what if you had the ability to add to that collection anytime a special new car came along? Well, our friends at GM not only have a great collection of cars, they are also continually adding to this collection. I’ve had the privilege of touring the GM Heritage Center in Detroit, Michigan. At the Heritage Center you’ll find just about every car that GM felt played a key role in its history of auto production. In this issue, David Temple shares his photos and history of the Center with our readers. Remember, it’s GM–so in addition to Chevrolets, expect to see some of their other marques as well!

Is your Classic Chevrolet polluting the air and destroying the environment? Nearly every nightly newscast has at least one piece on Global Warming: Most of the time auto emissions are pointed out as one of the leading culprits. This month, Dan Peters’ Pros In The Know points out that our old Chevys just might be taking a bum rap. Check out Dan’s point of view on this pressing issue! I know you’ll find this article both informative and a bit amusing.

Recently, I was privileged to study and photograph a 4,800 mile 1955 “210” 4-door sedan. Steve Perry of Bentonville, AR purchased this car and shipped it to Florida for Eckler’s 2013 Winter National event. I am grateful to Steve for allowing me complete access to his Cashmere Blue and India Ivory Chevy for over an hour. It is truly one of the least touched and original cars I have seen in the last 35 years. With the VIN (55K076884), I was able to calculate, almost to the day, when this 4-door sedan was assembled at the Kansas City plant. During the month of May in 1955, KC assembled 10,791 cars, which works out to 514 cars per production day. With that information and the 1955 calendar, I calculated the car was built on Thursday, May 12. It might have been built on Wednesday the 11th or Friday the 13th. Oouch!! (See my comments for Photo #9.) All in all, this gem is a beauty to behold. My thanks to Steve for sharing this car with us.

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This ’66 Corvette proves it: If a C1 doesn’t fit, try a C2!

As told by Jeff Hubert • Cincinnati, OH

Photography by Colin Date

I am not sure why I came into the classic Chevy fold so late in life. I have always liked cars and I have always liked car people. Growing up, I always had a beater to work on but I was always trying to make it look nicer or upgrade the stereo. I just never took the time to learn anything about the engine outside of where the gas went and how to change the oil. This is even harder to explain when you consider that my step-father is Gary Anderson, the founder of SoffSeal, Inc. and a HUGE car guy.

Gary and I always enjoyed talking about cars and racing, but he never held an expectation that I should be a car guy too. I was in the military and lived overseas for much of my early career. When I finally got back to the United States, I was stationed in Fallon, NV – the U.S. Navy’s home for naval air strike warfare and Top Gun. It’s also a great place to see and find great old cars. It only took one visit to the Reno Auto Museum to get bitten hard by the bug. So, I set out to buy my first classic car. This was much easier said than done. I knew that I was emphatically a Chevy guy, but that did not help to limit my search. The internet became a blessing and a curse, googling every “car for sale” site out there. My purchase had to be a family decision but that made it just that much more difficult. My wife was in love with a 1941 Master Deluxe and I was in love with a 1969 Camaro. We pulled Gary into the conversation as I was certain that he would recommend the Camaro. He didn’t have a recommendation either way. While he gave me great advice for researching classic cars, my military paycheck was not going to cover a show car. Gary told me to approach it like buying a piece of art. Sure, it can be looked at solely as an investment, but look for something that will make you happy. You never want to buy a classic car that makes you regret spending the money. Just like art, it doesn’t matter what others think– as long as you are happy with the purchase.

The compromise that we reached was to find ourselves a Tri-5 – a 1955 Bel Air 2-door post to be exact. This became a two year search and I finally found my dream ’55. It had been an “extra” in American Graffiti; black with a mauve roof and trunk and a GM crate 350. She needed a little work in the interior, but that’s what kept her in my price range. By the time I could break from work – the Navy can be demanding that way – she was already gone. The let down was terrible after all of that time and emotion had been invested in the whole process. Then 9/11 happened and my life became so busy that time became too scarce to continue my searching.

We moved to Hanford, CA to be with a new carrier air wing. The air wing was attached to the USS John C. Stennis, so I became quite used to a bi-weekly drive to San Diego. One week, my boss asked me to run down to San Diego for some meetings Tuesday – Thursday. The last day of meetings are often cut short, so I checked for cars for sale along my route. A guy was selling a 1958 Corvette. I had developed a secret passion for the Corvette that I had not dared to tell my wife about (oh, those beautiful coves!) I took his number with me and vowed that I would call him on the way home if I got out early on Thursday. As luck would have it, we were let loose at 11:00. I called and set up a meeting at his place near Seal Beach. When I arrived, his first words were, “you are not going to like the ’58.” How could this be? He told me to sit in it but knew that a 6’2’’ guy was not a good fit for a C1. He also owned a 1966 that he intended to restore before he sold it, but told me if I liked it, I could buy it. I liked the C2, but had not given it much thought. I was born in ’66, so I knew it was a good year. All I had to do was climb into that cockpit, start her up and I knew I had to have this car. It was just a matter of convincing my better half.

This is my 1966 Corvette convertible. No sidepipes; no numbers-matching – again, my Navy salary was not going to get me a numbers-matching Corvette and still allow me to feed two growing boys. She is almost all original with the exception of a passenger door panel, a side view mirror and a Hurst shifter. She originally came with a 327/300, but the second owner (I am the third) put in a 1970 LT-1 350/370. With 2-½ inch Flowmasters, who needs sidepipes? All of the dash gauges work except the clock and radio but they are on my to-do list. The ’Vette is the original Nassau Blue with Bright Blue interior. She is a driver and I would not have it any other way. Fourth gear comes too quickly and while I enjoy taking her out, my wife makes her look even prettier.

We have had her for over eight years now. Before I owned her, I could draw the internal combustion cycle in detail but had no idea how a carburetor really worked. Now, I fully understand how to re-build a Holley (though I recently bolted on an Edelbrock 650cfm) and a Delco mechanical fuel pump – thank you Eckler’s! I have learned how to customize throttle linkages and air cleaner studs to make things fit. While still maybe not officially a “gear head”, I am breaking new ground all the time. This car has become an integral part of date nights and time with my boys – though, as teenagers, they would still rather drive her than tune her. The day will come when their PawPaw’s advice will make great sense to them as well. Every time I look at her I know that I made a smart choice because I still smile.

As soon as the weather breaks in the spring, she will relocate from Florida to Ohio. After retiring from the military, I am going into the family business. I recently became the Director of Operations at SoffSeal, Inc. I don’t know that we will now start making Corvette parts, but I do think that I am ready to start the process of looking for a new addition to our family. While my wife is still partial to the Deluxe and I to the Camaro, maybe we will finally find that Tri-5…

About the author: Jeff Hubert is the new Director of Operations for SoffSeal, Inc. He is the stepson of SoffSeal’s late founder Gary Anderson and son of SoffSeal’s current owner, Donna Anderson. Jeff retired from the U.S. Navy in 2010 after serving 26 years as an intelligence officer. His last tour was with U.S. Central Command in Tampa, FL. After retiring, he was an executive at Accenture working in Technology and Enterprise services. He has been married to Jen for 18 years and they have two teenaged boys. He is excited to finally enter the family business and maintain Gary’s legacy of quality and professionalism for every SoffSeal customer.

It’s difficult to believe in this modern era that we car-crazy people were once hailed as environmental saviors. That’s right, we car-nuts, who love the smell of gasoline and old mucky parts are the environmental saviors of the 20th century, if not human history! It’s hard to believe this fact when we are constantly bombarded with environmental pressures and anti-classic car legislation that point at the classic car guys as “gross polluters.” It’s also hard to believe we are heroes when you hear from the misinformed that the world has passed a billion cars, traffic is horrid in the city, the skies are full of smog and we unnecessarily burn huge amounts of gasoline with our carbon-belching, inefficient, oil-dripping pollution factories for the joy of the wind in our hair or to get an ice cream cone with our kids or grand kids. But! Do not be downtrodden! You are all environmental heroes!

What the modern environmentalists are ignorant of is the fact that the world was an environmental disaster before the automobile. In fact, it was much worse than we experience today. So bad that in 1898 delegates from around the world met in New York City to discuss the problem. Stumped for a solution, they disbanded after only three days fearing the worst for the next generation. What made the time leading up to the Victorian Era and the Industrial Revolution so polluted? The problem was with the venerable “Equus.” The pre-automobile world of the 19th century, especially the cities, had a major problem with the horse. It wasn’t the romantic place of horse-drawn carriages we like to think of but a place where the London Times predicted “By 1950 every street would be buried nine feet deep in manure.” Chronic pollution in the 19th century was a very real and severe problem. Some empty lots in cities were piled 40-60 feet high as there was little place to store the waste generated by horses. Roads were typically covered in the filth that would run like sewers when it rained and created a “choking dust” when dried in the summer heat. Not to mention the nearly 40,000 gallons of excrement that covered every inch of road on a daily basis, or the resulting rampant disease.

Traffic was also a big problem. Horse-drawn teams took up more space than your average pickup truck. Plus, horse falls were common during rain and snow sometimes choking the streets for hours while the horse was pulled back to its feet.

What about global warming you might ask? Per vehicle and per mile, it seems highly likely that the environmental problems caused by the horse were far greater than those of the modern car. Manure releases methane, which is a greenhouse gas eight times more potent than CO2.

You might think that horses are safer given their low speed. However, that is also a false premise. In New York in 1900, 200 people were killed by horses and horse-drawn vehicles. This contrasts with 344 auto-related fatalities in New York in 2003. Given the modern city’s greater population, this means the fatality rate per capita in the horse era was roughly 75 % higher than today.

Just growing the food to feed the horse was a major undertaking. It took an area the size of West Virginia to grow the food needed to feed the horse pollution at its zenith. This placed new land under cultivation, clearing it of natural animal life, vegetation, and sometimes diverting water for irrigation which caused considerable negative effects on the natural ecosystem.

Why not celebrate the car as the environmental triumph it is by restoring one? By 1920, the new technology eradicated a major urban planning nightmare that had strained governments to the breaking point, tormented the citizenry, and brought society to the brink of despair. Cars have made cities, countryside and roads much cleaner and safer. They have bridged a great distance by helping build economies and are more humane. Personally, I can’t think of a better monument to environmentalism than restoring the very tool that has caused so much good for the world. So, the next time you hear how horrible our hobby is to the environment; educate that “armchair” environmentalist. Let them know our skies are bluer, cities cleaner, roads safer and lives healthier than they once were because of the car. I would rather be behind a classic Chevy than a team of horses trying to get to work anyway.

Big cubes, big horsepower, and enough torque to uproot a tree. How can you not smile?

As told by Bob Thompson, #10038793 – Columbus, IN

Photography by Jim Knight

I have always enjoyed looking at, riding in, and driving fast cars. Somehow it makes me feel younger. I attended high school in the mid 1960s, and lived through some of the best years of car production. Every auto manufacturer was doing their best to improve their muscle car image with each new model year.

The first “muscle car” was the 1964 Pontiac GTO, which installed a large engine into an intermediate sized body. Chevrolet responded with their intermediate sized Chevelle and by 1965, offered a few big-block SS 396 cars. Beginning with the 1966 model year, they sold over 75,000 SS 396 Chevelles. Each year after that, they were trying to improve their share of the muscle car market by building more powerful cars. Chevrolet reached their pinnacle a few months into the 1970 model year when they offered the LS6 option for the SS 454 Chevelle. When you checked off the LS6 option, you were rewarded with a 450 horse, 500 lbs-ft torque, 454 cube powerplant. This option was available with a three-speed automatic or 4-speed manual transmission. Chevrolet sold 4,475 of the SS 454 Chevelles with the LS6 option.

My car was built in Arlington, Texas and sold new at Bob Coyle Chevrolet in San Jose, CA. The original owner was Frank Dempsey of Gilroy, California. He purchased the car on March 28, 1970. It is equipped with the LS6 engine, M-22 four-speed, 4.10 Posi-Traction axle, power steering, power disc brakes (which were part of the SS 454 equipment), AM radio, bucket seats with center console, special instrumentation, cowl induction hood, tinted glass, cushioned rim steering wheel, and heavy duty battery.

I bought the Chevelle in October of 2010 as a frame-off restored car, but I’ve done some detailing and finishing on it. I had all the glass replaced with new date-coded tinted glass and had the window trim polished. I installed a correct date-coded smog system, had the exhaust manifolds ceramic coated, installed mint original front lower control arms, changed the water pump fan to an NOS original and even bought a correct spare wheel and tire. I finished everything up to my satisfaction by installing a clutch safety switch, I exchanged the water pump for a rebuilt date-coded original, and have fixed a few items that didn’t work including horn, radio, back up lamps, clock and fuel gauge.

The first time that I showed this car was June 2011 at the Chevy Classics International Convention in Springfield, Missouri. The car scored 989 points on the 1000 point judging sheet and was awarded Best Engine, Trailered Original.

I have already driven this car enough to know that while the gas mileage is not the greatest, the performance puts a big smile on my face. During the last 41 years, this car has no doubt made a lot of people smile!

It’s incredible how quickly the new year is slipping by–here we are reading the April 2013 issue of Chevy Classics. This issue features several very special Chevrolets. Our cover car is one of the finest LS6 Chevelles in the nation. If you’re looking for the unusual, you’ll enjoy the Richard Engleman ’57 210 Classic featured on page 22. A special 1966 Nova Super Sport rounds out the featured Chevrolet collection for this month. We know you’ll find your favorite Classic Chevy in this April issue.

This month’s tech article tackles one of the most puzzling problems facing any restorer: “What color silver is that anyway?” Join Jeff Lilly as he explains the differences in silver paint and their applications in the “Silver Shootout!” You’ll soon see that not all silver paints are created equally.

Each year, collector car enthusiasts, restoration shop owners, aftermarket car and truck parts manufacturers and all things automotive make the trek to Las Vegas, NV for the annual SEMA show (Specialty Equipment Market Association). The largest trade show of its type in the nation, SEMA is a combination of original restored cars and the wildest customs you could ever imagine! In addition to cars, the SEMA show is where auto parts manufacturers introduce their newest parts. Our friend, Mark Bach, and his wife, Donna, share some of the highlights of the 2012 SEMA show with us in this issue. You’ll quickly see what I’m talking about when you see some of the concept cars and customs featured in this article.

Speaking of the months flying by, before you know it the 2013 show season will be here! Will this be the year you finally attend a Chevy Classics International Convention? Chevy Classics and the East Coast Camaro Club are working hard to make sure the 2013 International Show will be a special Chevy event! We’re looking forward to a good turnout of all Chevy years and models at this show. It’s not too early to get your friends or local car club together to plan a trip to Nashua, NH in June for this all-Chevy event. If you haven’t registered yet, now is the time! All of the cut-off dates are fast approaching.

The 2013 Chevy show season and summer cruisin’ weather is fast upon us – be sure to get out there and enjoy your Chevrolet to the fullest.

A shooter from San Antonio gives us the lowdown on 18 shades of silver detailing paint.

text and photography by Jeff Lilly

Street Rods are built using a variety of paints and shades. Silvers play a big part when building your ride, so we’ll discuss what shades work best with natural aluminum parts such as intakes, alternators and A/C compressors. Cast iron parts have the same dilemma, as choosing the correct shades makes the difference in looks and longevity. As pictured on the next page, we have an array of aerosols we use to get this problem solved.

Shaking aerosol paint is very important. Some brands settle out more than others and some paints mix up more quickly than others. Cast iron silvers are especially stubborn due to the heavy pigments which allow heat tolerance. In addition, a cold can does not spray well and can clog up the nozzle – resulting in poor performance. We usually have no problems spraying in the summer months in Texas when it’s 90-100F out. Our winters in San Antonio can range between 30-60F, which is not that cold compared to northern states – where lower temps can really affect the spray quality. So warm up a can well for best results.
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One man’s life long lover affair with a ’62 Impala SS

As told by William “Nick” Nicholson #13007912 – Mechanicsville, VA

When I was growing up, my cousin Jack would let me come over to his garage to polish the chromed pieces on his ’32 Deuce Coupe. I remember my biggest thrill back then was when he would agree to give me a ride home in his car – and all my friends on the street would be jealous. That’s how it all started for me.

As I got older, I started hanging around the ESSO gas station (yes, before the Exxon days began) down the street from my house. Pretty soon I was pumping gas and spending every minute I could learning from John ‘Buddy’ Melillo – the mechanic at the two bay garage that was the heart and soul of Vinny’s Service Station.

One of the services Buddy offered to friends and regular customers was helping them when they wanted to sell their cars. He would put the cars in front of the station with a for sale sign in the window. Buddy was well known as an ace mechanic in our town and folks knew that if he was involved with the sale of a car that it would be reliable. The station was located on a busy corner of the main roads in town – so there was plenty of traffic going by each day – and the cars for sale usually went quickly.

In the fall of 1968 I was a senior in high school and had just turned 17. I worked at the station several days a week after school pumping gas, but also helping Buddy in the garage. One day in October when I showed up for work, there was a 1962 Chevrolet Impala SS convertible parked underneath the ESSO sign on the corner, which meant it was for sale. I had been looking for my first car since I’d checked out a 1957 Chevy for sale.

The Impala was a deep red color (actually Honduras Maroon) with a black interior and a white convertible top. It had a 327/300 horse motor with a 3-speed manual transmission (on the column). The passenger door was dented and it was in need of some major TLC. The price was $450. I bought it the next day, the third of October, 1968.

If I had known then what I know now, I would have left the Impala in its original condition, but as they say– with age comes wisdom–and I was 17. Besides, if anyone had told me that I would still own this vehicle 44 years later – well you can understand where this is going.

Anyway, after having the shift linkage get jammed between first and second gear on a regular basis, the 3-speed column shifter had to go. I found a 1964 Impala SS at the local junkyard that had a 4-speed transmission – which is what I wanted all along– and while I was at it, I realized how much nicer the console was in the ’64–so that became part of my car as well.

After I graduated in June of 1969, I started working at the station full time. With Buddy’s training, I was becoming a fairly decent mechanic – but I still pumped gas when it got busy. I even missed going to Woodstock because I was working– who knew? My friends who went still give me a hard time about it.

As the summer went on, I continued to modify the ’62. I got the passenger door repaired and had the right outside rearview mirror removed. I also removed the hood and trunk emblems and the left rear antenna (which was just for show anyway). I added a set of Cragar S/S deep dish wheels and put in 4:11 gears. Life was good!

When I left for college in September, I had to leave my baby behind– in those days, freshmen were not allowed to have a vehicle (too distracting, I guess). I was fortunate that my parents let me store the ’62 in their garage while I was gone so that I didn’t have to sell it. Even then everybody knew how attached I was to my beautiful ’62.

After two years of college, I decided to come home and work full time as a mechanic alongside my mentor and dear friend Buddy. Those were great times. We were both into drag racing and spent most weekends at our local drag strip– New York National Speedway. I blew up the motor in my ’62 but was able to replace it with another 327/300 from a wrecked 1964 Corvette. That motor is in the car today and still running strong.

When the oil/gas shortage hit in 1973, business at the station got slow and something had to give, so I decided to leave and go west to Greeley, Colorado. I towed the ’62 all the way there behind my girlfriend’s 1971 Malibu. I went to school part time and worked full time as a mechanic at a Montgomery Ward store. In 1978, I towed the ’62 back to New York.

In 1979 I decided to hang up my ratchet and give corporate America a try. The money was much better – and I finally got rid of the grease under my fingernails. I was able to buy an everyday driver and retire the ’62 to the garage. It hasn’t seen rain since!

My baby became a show car during the ’80s and early ’90s. My wife and I joined our local chapter of Late Great Chevys and became very involved in the local show circuit. We usually scored well, but judges always knocked the paint on the ’62 – I knew it was in need of some work! But finding someone willing to paint the car became a challenge – everyone said it was too big or would take too much time and they couldn’t tie up their shop with it.

Then in 1995, the company I worked for was sold and I was asked to relocate to Albany, NY. Going further north was not in my plan. I was looking for less winter, not more. So I found a job in Richmond, VA, and that is where I am today. I had the ’62 transported from New York, and my new company even helped with the expense as part of my moving package!

In 2008, I decided the ’62 deserved a 40th anniversary makeover. I had saved some money for this purpose and began the search for someone willing to take on the job. Luckily, I met Bobby ‘Chop-Chop’ Withrow at Page Customs in Oilville, VA. Bobby was willing to take on the job. I decided to return the hood and trunk emblems to their original locations. Bobby suggested one custom feature (just to make the ’62 unique) so we replaced the stock trunk emblem lens with a plain red lens and made it into a brake light. The new paint color I decided on is DuPont Poppy Red with a good amount of ruby pearl accents added.

Thanks to my wife, Bonnie, my cruising companion, interior detailer and biggest supporter. And thanks to Buddy Melillo for my auto mechanics education and to Bobby Withrow for taking such good care of my baby during the makeover.

My ’62 Impala SS love story continues– 44 years and counting. Friends sometimes tease me about being buried in the car. This ’62 is way too beautiful to throw dirt on!

I’m not ashamed to admit that I own a 1969 Buick Skylark. It’s not a Chevy, but then again, I’ve had more than a few folks refer to it as a Chevelle. The car is painted a beautiful shade of what I would call a “medium silver-blue.” More technically speaking, it’s known in the Buick color palette as “Crystal Blue” (code 53). I can’t tell you the number of people who swear up and down that it’s called “Marina Blue”. No, I tell them that it’s a Buick color, not a Chevrolet hue. I usually get a look that says “you don’t know your colors, man.”

At Eckler’s, we deal primarily with restoration and performance parts and accessories, so the subject of paint colors and codes doesn’t come up that often. But when it does, somehow Marina Blue always enters the conversation. It’s just one of those colors.

I remember being at a big car show a few years back. It was an all-GM show, with just about every brand of The General being present. I came across a couple of guys gushing over a pretty blue ’65 Impala. “Marina Blue – awesome color” I heard. Wrong-o. I also remember a buddy of mine, years ago, telling me that his buddy had a ’70 Cutlass in Marina Blue. Mmmm, sorry. I’ve even heard “knowledgeable” friends say they’ve seen ’68 and ’69 Chevelles in MB. Seems this color sure did get around a lot!

Truth be told, the Marina Blue name is reserved only for the Bow-Tie brand. And only for 2 short years: 1966 and ’67. Sure, Chevrolet was leading up to MB in ’65 with Nassau Blue and even Mist Blue. Marina Blue (GM code F) was officially introduced in 1966 models of full-size Chevrolet, Chevelle, Chevy II and Corvair. The Corvette got Nassau Blue – close. In ’67, MB was available on all Chevy models – full-size, Chevelle, Chevy II, Corvair, Camaro, Nova SS and Corvette.

In 1968, the closest color to MB Chevrolet produced was Tripoli Turquoise. 1969 saw Azure Turquoise. 1970-’72 was Mulsanna Blue, getting ever further away from the legendary Marina Blue.

Other GM marques had their own “versions” of MB. In 1967, Pontiac had Tyrol Blue (code F). In 1966 and ’67, Buick offered Blue Mist (code F), and in ’67 you could order Ermine Blue (also code F) in an Oldsmobile.

Of course, the really cool thing about paint colors back in “the day” was the variety. Just for a little time trip, log onto www.autocolorlibrary.com sometime. Check out any of the GM brands from the 1960s and early ’70s. Just about every year offered at least 3 or sometimes even 4 different shades of blue. Compare that to today’s offerings. Blue? Sure, probably. But just one shade, hey, let’s not get carried away!