Xplantdad
12-02-2007, 07:02 PM
As some of you have figured out by now, I like to research and write about classic iron. This is particularly puzzling considering how much I enjoy picture books over books with lots of words http://www.yenko.net/ubbthreads/images/graemlins/tongue.gif . For those not interested in the history/background http://www.yenko.net/ubbthreads/images/graemlins/scholar.gif scroll down to the photos of my “beautiful” mount.
My 1962 Savoy is Plymouth’s base offering in a line up including the Belvedere, Fury, and Sport Fury. There were no stripes, scoops, or call-outs to distinguish this sedan from Granny’s slant-six grocery-getter. This reserved looking MoPar is packing serious power by way of the Maximum Performance Engine Package. In fact, Gordy Carlson bought this factory-sponsored racecar in the spring of ’62 with instructions from Chrysler’s Racing Director, to go head-to-head with the best drag cars from Ford and GM. Enthusiast magazines soon labeled these special Plymouths “Max Wedge” or “Super Stock” (S/S). The Dodges had their similar “Ramcharger” racing program. Shortly after their introduction, these new “kids” on the strip redefined the top Stock classes.
The “Max Wedge” program was Chrysler’s official entry into a factory sponsored racing program. Up to this point, the mindset within Chrysler did not embrace the idea of factory sponsored racing the way GM and Ford did. In fact the competition was building impressive credentials at the drag strip and leaving Chrysler behind. Chrysler’s new president, Lynn Townsend, singled out Product Planning Engineer Tom Hoover, the Godfather of the “Hemi” and a founding member of the Ramchargers Drag Racing Club, to see what he could do to help out with Chrysler’s dreary racing image. In October of 1961, with the president’s backing and a blank change request, Tom Hoover launched the legendary “Max Wedge” program.
Incredibly, so many essential elements for Townsend’s racing initiative came together in a very short period of time. Some by design, some by chance. Prior to Lynn’s top posting, Chrysler executives had decided to downsize the ’62 Plymouths and Dodges based on misinterpreted information coming from GM. Two things resulted - one inconsequential to drag racers, the other monumental. First, as a result of a quick styling do-over to facilitate the markedly smaller size, the cars were awkward looking. Secondly, and of big interest to racers, the cars went on a serious natural diet, lopping off as much as 10 inches in length, 2 inches in wheelbase, and over 300 pounds in weight. This plus the introduction of unibody construction put the “Max Wedge” cars two to three hundred pounds lighter than even the Ford and GM lightweight aluminum cars. The Savoy had an impressive rating of 7.77 lbs/HP with a shipping weight of just 3185 lbs.
As the Chrysler engineers were formulating their new drag racer, the NHRA was in the process of revising their rules for the upcoming season. Chrysler paid very close attention to one rule in particular. Only factory-assembly-line-installed and/or show-room-sales-available equipment are permitted for stock class entries. Up to that time, dealer-installed optional engine packages were allowed to run legally in stock classes. Also, the Super Super/Stock (SS/S) class was established and was set aside for only the newest vehicles with the top horsepower options. Chrysler was intent on dominating it.
So, what was the Maximum Performance Engine Package? To be sure, it was a lot more than just a drag racing motor stuffed in a mid-size car. A $545.00 option that included a well-engineered and complete package with numerous performance and durability upgrades to the entire powertrain and suspension. The engine was, however, the centerpiece of the racing package. The “Super Stock” 413 was based on the “B” block assembly introduced in 1958, but with notable upgrades. That included forged-aluminum high dome pistons squeezing the air-fuel mixture in the wedge-shaped combustion chambers at either 11:1 for 410 HP/460 TQ or 13.5:1 for 420 HP/470 TQ. A completely new head was used on the drag engines with large intake (2.08”) and exhaust valves (1.88”) and a full race valve train. The camshaft had .500” of lift and 300o duration utilizing mechanical lifters. The heart of the performance boost, however, was the short-ram intake system with a pair of 525 cfm Carter AFBs atop. Hoover’s team took the 30” long ram intakes then found on the big Chryslers and shortened the runners to 15” and oriented them diagonally (read cross ram). This effectively raised the maximum HP/RPM level in the engine making it ideal for drag racing. They also designed a superb set of free flowing headers. The 2” passages swept up and back like ram’s horns in a smooth arc then down to 3” head pipes. They terminated under the car in 3” Laker cutouts with caps. Removing these was good for an additional 70 HP.
I bought my Luminous Blue “Super Stock” three years ago and immediately began my research. I got help from folks like Chrysler guru, Galen Govier, and retired Chrysler executive, Darrell Davis. Darrell is real gem of a fellow and is very willing to share his unique information. He is very knowledgeable on Chrysler’s early racing efforts particularly dealing with the cross ram Max Wedge and Racing Hemi programs. He and I grew up I the same neck of the woods, but didn’t know each other. I had a good lead on the original owner’s whereabouts and eventually caught up with him in 2006. Gordy was very enthusiastic in telling me about his car’s remarkable past. It was shipped from the Lynch Road plant in Michigan to the Fred Emich Plymouth dealership in Evanston, IL in late May. Ronnie Householder, Chrysler’s Racing Boss, arranged for it to be delivered to then 23 year old Gordy Carlson of Chicago. He was holding down two jobs at the time. During the daytime he wrenched at Henry Susk Pontiac at Grand and Wabash Avenues and in the evenings at Ernie’s Standard Service Station at the corner of California and Peterson Avenues. Ronnie and Gordy had met at Daytona in 1960 when Gordy was crewing for stock car racer Pop McGinnis. Gordy must have left an impression as he received the very first “Super Stock” with a manual transmission released by the factory.
The car was delivered with the 410 HP engine and the Borg-Warner T-85 Heavy Duty 3 speed tranny. There were no 4 speeds in the Chrysler inventory that could handle the tremendous torque of the 413 drag engine. The T-85s were difficult to hook up and were quite sluggish to shift, according to Gordy. This was a real challenge for him going up against the GMs and Fords with their superior 4 speeds, but Gordy persevered. Being sponsored by Chrysler, he would race on the weekend and call Ronnie on Monday to report his results. Ronnie would then send him new parts to improve performance. One such upgrade was to raise the compression to 13.5:1 with hardware provided by the factory. I asked Gordy if the car pinged with the ultra high compression. He said, “if it did I didn’t hear it with all the noise that engine made”. Gordy steadily improved by working on his launching and shifting techniques and was very impressed with the “Max Wedge’s” capabilities. He had good success in the tri-state area including drag strips at Union Grove, Cordova, and U.S. 30 and observed, “The ‘409s’ ran when I showed up” Gordy was the first in the stock classes to break into the 12’s at the tracks he raced, but what impressed him most was turning high teens in mph through the traps. These cars were obviously traction limited as the tire technology severely lagged powertrain development, but the terrific speeds at the end of the quarter mile were a testament to the power being developed by the “Max Wedge” engines.
When I visited with Gordy in Chicago this past March I asked him about his favorite memories with the Savoy. He told me he used to be very quiet and shy in “those” days. One evening while working at the service station, three of Chicago’s finest strolled in to check out his mysterious ride. This worried the reserved racer. After checking the car out the cops asked him for a ride. Gordy told me, “The interest was always there when you opened the hood or started the motor and they heard it rumble”. Gordy obliged. The cop in the front seat was not prepared for what happened next. “I scared him to death when I stuck my foot in it”, said Gordy. His two compatriots had to peel him off of the front seat and Gordy remembers the cop nearly had a heart attack because of the unexpectedly brutal ride in the Plymouth. According to Gordy, he was only used to the performance of the paddy wagons.
Gordy sold the Savoy for $2,000.00 in the spring of ‘63 to another fellow in the Chicago area, Jerry Zielinski. Jerry also has many fond memories of his old mount and raced it regularly in various stock classes from ’63 to ’70. He too raced it at Union Grove, and even at the indoor Amphitheatre in Chicago, but his favorite spot was the U.S. 30 Dragway in Indiana. He had good success and collected plenty of trophies and class wins. Jerry remembers taking his S/S to the “Pie Pan”, a local favorite with racers, known for their delicious pies and for its proximity to Edens Expressway where impromptu street racing would occur. At the racetracks, however, Jerry’s Dad was his biggest fan where he could be found proudly cheering on his son. As a tribute, Jerry eventually named the car “Mister Z” in honor of his father.
Just 116 “Max Wedge” Savoy 2-door sedans were made during the short production run at the tail end of the ‘62 model year. Mine was the eighth “Super Stock” Savoy produced. The Chrysler Registry indicates it is the earliest of only 25 of the special Savoys accounted for today. The seat covers, headliner, and door panels are original. The odometer reads just over 5,600 original miles. My Plymouth has no power steering or brakes, radio, side view mirror, carpeting, reverse lights, cigar lighter, or rear seat armrests. These were all power-robbing, weight-adding options and, according to the original Build Sheet, were not ordered. However, with an eye toward safety, Gordy ordered seat belts.
The car is a ball-buster to drive even with cheater slicks. The Sure-Grip has 4.56 gears and winds up real quick. Won’t hook on the street http://www.yenko.net/ubbthreads/images/graemlins/hmmm.gif , which is a good thing. Powertrain items are rare and expensive. I have the front torsion bar suspension cranked up about 2.5” as was permitted by NHRA stock rules in ’62. This was common in the day to pre-load the rear axle for supposed better launch. I am in regular contact with Gordy and Jerry. Jerry is retired, but Gordy continues in the auto upholstery business (27 years) with his son on North Clark Street in Chicago. He is tracking down some photos of the Savoy racing back in the day for me. Thanks to Ken “Kwhizz”, Bruce “Xplantdad”, and Rob “Chevy454” for their help with my research. http://www.yenko.net/ubbthreads/images/graemlins/beers.gif
Sam
http://i19.photobucket.com/albums/b156/lotsayenkopics/Members%20Rides/Sam%20griffith%20hemi%20Roadrunner/savoy/tn_63.jpg
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My 1962 Savoy is Plymouth’s base offering in a line up including the Belvedere, Fury, and Sport Fury. There were no stripes, scoops, or call-outs to distinguish this sedan from Granny’s slant-six grocery-getter. This reserved looking MoPar is packing serious power by way of the Maximum Performance Engine Package. In fact, Gordy Carlson bought this factory-sponsored racecar in the spring of ’62 with instructions from Chrysler’s Racing Director, to go head-to-head with the best drag cars from Ford and GM. Enthusiast magazines soon labeled these special Plymouths “Max Wedge” or “Super Stock” (S/S). The Dodges had their similar “Ramcharger” racing program. Shortly after their introduction, these new “kids” on the strip redefined the top Stock classes.
The “Max Wedge” program was Chrysler’s official entry into a factory sponsored racing program. Up to this point, the mindset within Chrysler did not embrace the idea of factory sponsored racing the way GM and Ford did. In fact the competition was building impressive credentials at the drag strip and leaving Chrysler behind. Chrysler’s new president, Lynn Townsend, singled out Product Planning Engineer Tom Hoover, the Godfather of the “Hemi” and a founding member of the Ramchargers Drag Racing Club, to see what he could do to help out with Chrysler’s dreary racing image. In October of 1961, with the president’s backing and a blank change request, Tom Hoover launched the legendary “Max Wedge” program.
Incredibly, so many essential elements for Townsend’s racing initiative came together in a very short period of time. Some by design, some by chance. Prior to Lynn’s top posting, Chrysler executives had decided to downsize the ’62 Plymouths and Dodges based on misinterpreted information coming from GM. Two things resulted - one inconsequential to drag racers, the other monumental. First, as a result of a quick styling do-over to facilitate the markedly smaller size, the cars were awkward looking. Secondly, and of big interest to racers, the cars went on a serious natural diet, lopping off as much as 10 inches in length, 2 inches in wheelbase, and over 300 pounds in weight. This plus the introduction of unibody construction put the “Max Wedge” cars two to three hundred pounds lighter than even the Ford and GM lightweight aluminum cars. The Savoy had an impressive rating of 7.77 lbs/HP with a shipping weight of just 3185 lbs.
As the Chrysler engineers were formulating their new drag racer, the NHRA was in the process of revising their rules for the upcoming season. Chrysler paid very close attention to one rule in particular. Only factory-assembly-line-installed and/or show-room-sales-available equipment are permitted for stock class entries. Up to that time, dealer-installed optional engine packages were allowed to run legally in stock classes. Also, the Super Super/Stock (SS/S) class was established and was set aside for only the newest vehicles with the top horsepower options. Chrysler was intent on dominating it.
So, what was the Maximum Performance Engine Package? To be sure, it was a lot more than just a drag racing motor stuffed in a mid-size car. A $545.00 option that included a well-engineered and complete package with numerous performance and durability upgrades to the entire powertrain and suspension. The engine was, however, the centerpiece of the racing package. The “Super Stock” 413 was based on the “B” block assembly introduced in 1958, but with notable upgrades. That included forged-aluminum high dome pistons squeezing the air-fuel mixture in the wedge-shaped combustion chambers at either 11:1 for 410 HP/460 TQ or 13.5:1 for 420 HP/470 TQ. A completely new head was used on the drag engines with large intake (2.08”) and exhaust valves (1.88”) and a full race valve train. The camshaft had .500” of lift and 300o duration utilizing mechanical lifters. The heart of the performance boost, however, was the short-ram intake system with a pair of 525 cfm Carter AFBs atop. Hoover’s team took the 30” long ram intakes then found on the big Chryslers and shortened the runners to 15” and oriented them diagonally (read cross ram). This effectively raised the maximum HP/RPM level in the engine making it ideal for drag racing. They also designed a superb set of free flowing headers. The 2” passages swept up and back like ram’s horns in a smooth arc then down to 3” head pipes. They terminated under the car in 3” Laker cutouts with caps. Removing these was good for an additional 70 HP.
I bought my Luminous Blue “Super Stock” three years ago and immediately began my research. I got help from folks like Chrysler guru, Galen Govier, and retired Chrysler executive, Darrell Davis. Darrell is real gem of a fellow and is very willing to share his unique information. He is very knowledgeable on Chrysler’s early racing efforts particularly dealing with the cross ram Max Wedge and Racing Hemi programs. He and I grew up I the same neck of the woods, but didn’t know each other. I had a good lead on the original owner’s whereabouts and eventually caught up with him in 2006. Gordy was very enthusiastic in telling me about his car’s remarkable past. It was shipped from the Lynch Road plant in Michigan to the Fred Emich Plymouth dealership in Evanston, IL in late May. Ronnie Householder, Chrysler’s Racing Boss, arranged for it to be delivered to then 23 year old Gordy Carlson of Chicago. He was holding down two jobs at the time. During the daytime he wrenched at Henry Susk Pontiac at Grand and Wabash Avenues and in the evenings at Ernie’s Standard Service Station at the corner of California and Peterson Avenues. Ronnie and Gordy had met at Daytona in 1960 when Gordy was crewing for stock car racer Pop McGinnis. Gordy must have left an impression as he received the very first “Super Stock” with a manual transmission released by the factory.
The car was delivered with the 410 HP engine and the Borg-Warner T-85 Heavy Duty 3 speed tranny. There were no 4 speeds in the Chrysler inventory that could handle the tremendous torque of the 413 drag engine. The T-85s were difficult to hook up and were quite sluggish to shift, according to Gordy. This was a real challenge for him going up against the GMs and Fords with their superior 4 speeds, but Gordy persevered. Being sponsored by Chrysler, he would race on the weekend and call Ronnie on Monday to report his results. Ronnie would then send him new parts to improve performance. One such upgrade was to raise the compression to 13.5:1 with hardware provided by the factory. I asked Gordy if the car pinged with the ultra high compression. He said, “if it did I didn’t hear it with all the noise that engine made”. Gordy steadily improved by working on his launching and shifting techniques and was very impressed with the “Max Wedge’s” capabilities. He had good success in the tri-state area including drag strips at Union Grove, Cordova, and U.S. 30 and observed, “The ‘409s’ ran when I showed up” Gordy was the first in the stock classes to break into the 12’s at the tracks he raced, but what impressed him most was turning high teens in mph through the traps. These cars were obviously traction limited as the tire technology severely lagged powertrain development, but the terrific speeds at the end of the quarter mile were a testament to the power being developed by the “Max Wedge” engines.
When I visited with Gordy in Chicago this past March I asked him about his favorite memories with the Savoy. He told me he used to be very quiet and shy in “those” days. One evening while working at the service station, three of Chicago’s finest strolled in to check out his mysterious ride. This worried the reserved racer. After checking the car out the cops asked him for a ride. Gordy told me, “The interest was always there when you opened the hood or started the motor and they heard it rumble”. Gordy obliged. The cop in the front seat was not prepared for what happened next. “I scared him to death when I stuck my foot in it”, said Gordy. His two compatriots had to peel him off of the front seat and Gordy remembers the cop nearly had a heart attack because of the unexpectedly brutal ride in the Plymouth. According to Gordy, he was only used to the performance of the paddy wagons.
Gordy sold the Savoy for $2,000.00 in the spring of ‘63 to another fellow in the Chicago area, Jerry Zielinski. Jerry also has many fond memories of his old mount and raced it regularly in various stock classes from ’63 to ’70. He too raced it at Union Grove, and even at the indoor Amphitheatre in Chicago, but his favorite spot was the U.S. 30 Dragway in Indiana. He had good success and collected plenty of trophies and class wins. Jerry remembers taking his S/S to the “Pie Pan”, a local favorite with racers, known for their delicious pies and for its proximity to Edens Expressway where impromptu street racing would occur. At the racetracks, however, Jerry’s Dad was his biggest fan where he could be found proudly cheering on his son. As a tribute, Jerry eventually named the car “Mister Z” in honor of his father.
Just 116 “Max Wedge” Savoy 2-door sedans were made during the short production run at the tail end of the ‘62 model year. Mine was the eighth “Super Stock” Savoy produced. The Chrysler Registry indicates it is the earliest of only 25 of the special Savoys accounted for today. The seat covers, headliner, and door panels are original. The odometer reads just over 5,600 original miles. My Plymouth has no power steering or brakes, radio, side view mirror, carpeting, reverse lights, cigar lighter, or rear seat armrests. These were all power-robbing, weight-adding options and, according to the original Build Sheet, were not ordered. However, with an eye toward safety, Gordy ordered seat belts.
The car is a ball-buster to drive even with cheater slicks. The Sure-Grip has 4.56 gears and winds up real quick. Won’t hook on the street http://www.yenko.net/ubbthreads/images/graemlins/hmmm.gif , which is a good thing. Powertrain items are rare and expensive. I have the front torsion bar suspension cranked up about 2.5” as was permitted by NHRA stock rules in ’62. This was common in the day to pre-load the rear axle for supposed better launch. I am in regular contact with Gordy and Jerry. Jerry is retired, but Gordy continues in the auto upholstery business (27 years) with his son on North Clark Street in Chicago. He is tracking down some photos of the Savoy racing back in the day for me. Thanks to Ken “Kwhizz”, Bruce “Xplantdad”, and Rob “Chevy454” for their help with my research. http://www.yenko.net/ubbthreads/images/graemlins/beers.gif
Sam
http://i19.photobucket.com/albums/b156/lotsayenkopics/Members%20Rides/Sam%20griffith%20hemi%20Roadrunner/savoy/tn_63.jpg
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