1981-83 Chrysler Imperial... her beauty was but skin deep.

Bruce Kunz
08/06/2007

A 1983 Chrysler Imperial coupe. Chrysler Corp.)

LA V-8 Trivia Question of the Week: 1. The 1981 Chrysler Imperial cost: A. $12,383.00; B. $18,311.00; or C. $21,440.00. 2. On November 16, 1981, Luke and Laura tied the knot on a popular U.S. soap opera. The episode achieved the honor of the highest rated hour in daytime television history. What was the name of this soap? 3. On March 29, 1982, super songsters Stevie Wonder and Paul McCartney together released a new hit. Can you name it? 4. This tennis superstar retired on January 22, 1983 after winning five

consecutive Wimbledon championships. Name this pro tennis player. 5. The first production model of a new and innovative sports car with a body made entirely of stainless steel, rolls off the assembly line in Dunmurry, Northern Ireland on January 21, 1981. Name this car and the man who created it. Trivia PLUS- what popular GM muscle car was this man responsible for creating? 6. This 1981 pop song’s lyrics went something like this: “I wish that I had ______ girl, I want ______ girl, where can I find a woman like that? Fill in the blank to name the song and do you know the artist that made the song popular? 7. Born January 2, 1983, this actress, who ranked number 60 on FHM’s “100 Sexiest Women in the World” list for 2005, played reporter Lois Lane in Superman Returns. Can you name her? 8. In what year was the still popular Compact Disc or CD format for music introduced? Was it, A. 1978; B. 1980; C. 1981; D. 1982; E. 1983; F. 1985, or G. 1987? BONUS TRIVIA QUESTION for St. Louisians: In what year did Plaza Frontenac open: A., 1968; B., 1970; C., 1974, or D., 1978?

(Answers to this week’s V-8 Trivia Questions may be found by visiting the FINMAN’s web site at www.thefinman.com.) I’ll never forget the first time I laid eyes on her. I was cruising around the inside perimeter drive at Northwest Plaza Shopping Center when, suddenly, about six or eight aisles ahead of me, I saw this stunning new automobile pull into the drive ahead of me going the same direction I was. At first glance, from the rear, I thought she was a new Buick Riviera. She just had that look about her... you know, the proportions and all– what else could she possibly be? But those sharp angular creases on her rear quarters and that “bustle-back” rear deck was unlike anything I had seen before in a coupe. Cadillac Sevilles of this vintage had a similar rear end treatment, but this was no Seville for it had but two doors. Desperately trying to shorten the distance between me and this intriguing car so that I could get a better look, I bolted down another aisle in order to get in front of it. Viewed from the front, this car was just as stunning. A Lincoln Continental-like “waterfall” style grill with ribbons of slender chrome, was flanked by body color panels concealing hide-a-way headlights. Another nice styling cue was the placement of the sizeable, horizontal format parking and turn signal lenses directly above the bumper on either side of the grill. Their clear lenses blended nicely with the heavy chrome bumper sections directly below. My only criticism is the placement of the recessed license plate high in the middle of an otherwise clean rear deck lid. My choice would have been a more conventional placement in the center of the bumper.That said, this was one of the most visually pleasing American car designs I had seen in years. It looked great be it parked in front of the country club, a stately manse on Litzinger Road, or parked in front of Plaza Frontenac waiting for m’lady to exit Saks Fifth Ave at Plaza Frontenac with that new fur coat you just bought her for her birthday. Remember, this was the early eighties... a dismal period in American car manufacturing. Tokyo was cleaning our clocks with cars that ran forever and did so as quietly as your granny’s Singer sewing machine. We were just coming out of a decade of plain Jane, cookie cutter models, that, early on, had some of the ugliest bumpers ever attached to an automobile. The early seventies GM and Ford products, in particular, looked as if someone had bolted a chrome plated railroad tie to both ends in order to appease the regulatory players in the Federal government agencies that find it necessary to protect us from ourselves!

The bold, new Imperial, billed as “a single statement between car and driver,” was one of those limited production, personal luxury coupes that left nothing to be desired. There was no such thing as a “stripper” in this line. Virtually everything a person could put on their wish list was standard equipment on this flagship coupe. As a matter of fact, there was only ONE option available in 1981– a power moon roof at $1,044.00. A special “Sinatra” package found its way on to 148 of the roughly 7,000 Imperials delivered for model year 1981, but was discontinued after 1982. “Ol’ Blue Eyes” himself appeared in TV ads touting the new Imperial, claimed to be “the quietest Chrysler in history.”

Although a snazzy dresser, performance could best be described as “adequate” by average driver standards, but left a bit to be desired by those with feet made of lead. The venerable 318 cubic inch (that’s 5.2 liters for you Generation X’ers and newer) Mopar mill was the V-8 of choice for Chryslers across the board for 1981 and the 140 bhp version tucked under that seemingly endless Imperial bonnet, was the only one of the lot with electronic fuel injection– the others being relegated to old-fashioned carburetors of Carter manufacture. The chassis, borrowed from sibling Cordoba, was conventional front engine, rear drive but modified extensively from the Cordoba version to provide a smoother and quieter experience on the road. Need I say that a manual transmission was installed in not one single Imperial? I didn’t think so. A remarkable 28 exterior colors were offered across the board on Chryslers for 1981. I remember going to an event for old Chrysler products at the Chrysler assembly plant in Fenton, Missouri a few years back. A “friend-of-a-friend,” Jeff Tarr, was there with his beautiful ‘81 Imperial done up in Light Seaspray Green, a color reminiscent of my ‘60 Cadillac Coupe DeVille’s Inverness Green, but a few shades lighter and with a bit more slate gray tone. (I fell in love all over again.) Jeff had the car up for sale and had I been in a position to buy it, that Imperial would be mine today. The palette was reduced to a more typical offering of 21 hues for 1982 and ‘83. Buyers could still choose from a dizzying array of “no cost” options including Mark Cross leather or cloth upholstery; electronic, digital instrumentation and an assortment of radio/stereo systems.If you’ve never had the experience of seeing one of these classy Imperials on the road– don’t feel as if you’ve been living under a rock. You’re more likely to see a Rolls Royce of the same vintage than one of these rare and unique Imps. Although at 7,225 produced for 1981, double the figure for Rolls... ‘82 and ‘83 figures were just 2,329 and 1,427 respectively... perhaps a bit more “limited” in production than Chrysler execs had in mind. Rolls production was, coincidentally, very close at 2,436 and 1,551 for the same two years.Despite it’s beauty and charm, owners reported less than favorable build quality and assembly detail. But, once again, it was early eighties American technology and we were behind the eight ball when it came to vehicle quality. With Chrysler’s problems in the limelight and a sticker price four to six thousand dollars above Cadillac’s popular (and proven) Eldorado, is it any wonder these cars were receiving the cold shoulder in showrooms across our fair land? In comparison, Eldorado enjoyed production figures of 60k, 52k, and 68k for model years ‘81, ‘82 and ‘83 respectively. Based on the figures above, you might be hard pressed to find a copy of the last of the “elegant” Imperials to tuck away in your garage for future investment potential. Those that do come up for sale from time to time usually go for bargain prices, however. The Old Cars Price Guide lists a number one, show quality condition Imperial at just $6,000.00, which is right at what Jeff sold his car for a few years back. They indicate no difference in value between the three years. Some collectors may say that this is an indication of poor quality and lack of demand for the model. I say, if you like it, buy it. Although it may not appreciate much, if any, you’re shelling out far less than many comparable future collectibles, and you won’t see yourself coming and going like those Rolls owners do!For other views of this interesting Chrysler Imperial and answers to this week’s “AL V-8 Trivia Questions,” visit The FIN MAN’s web site at http://www.thefinman.com. While there, you’ll also find the hot looking (and official) FIN MAN shirt-of-the-year, a Route 66 theme shirt which will be available in very limited quantities in the coming week. You can e-mail kudos, criticism, comments and questions to“The FIN MAN”(tm) at mailto:the_fin_man@msn.com.“The FIN MAN”(TM) is a member of the Society of Automotive Historians, the Gateway Chapter of the Buick Club of America and the Monte Carlo Owners Association. To arrange an appearance before your club or other group, visit his web site for further information.

Souce by http://www.stltoday.com/stltoday/autos/columnists.nsf/oldcarcolumn/story/93C0B08C3E97A9588625732F005EEB0C?OpenDocument

Car of the Future

A QUARTER of the way into the 21st century, classic-car buff magazines will discover the Mercedes-Benz CL. They will tell how it was a pivotal moment in auto technology, how its styling marked the end of grossness in big Benzes, how it was the ultimate showcase for what was then the future. At least, they will be doing this provided there is gasoline left on which to run turn-of-the-century cars. If not, maybe history will be less adulating.
.The world, circa 2025, may no longer support 6.0-liter, V12-engine cars that slurp more than 13 liters of gasoline every 100 kilometers (63 miles), even though that is a light thirst for something so hefty. Between now and then, though, the sleek, svelte CL

Coupe will have enthralled many people and been the environment of countless billion microprocessor instructions.
.First, the svelteness. This is as handsome a Mercedes coupe as there has ever been, with a delicacy of line, especially around the rear window pillars and the triangular taillights, that is a huge contrast with the previous model's thudding hulkiness. The new one is smaller, lighter, cheaper too. Not often does a car model's evolution take it in those directions.
.Now, the techno bits. Where to begin? Over a bump, I think. Cue active body control, the ground-flattening, force-defying suspension system, has been

promised by carmakers for years, but it has taken Mercedes, the oldest maker of all, to put it into production. The CL's springs and shock absorbers are very soft and supple, but the point at which they are attached to the car's structure can be moved up and down, by computer-controlled electrohydraulics, as rapidly as needed to keep the car level.
.Sensors detect the car's movements — the first signs of leaning in corners, squatting under acceleration, nose-diving when braking, heaving over big bumps — and cause those attachment points to move against them, canceling those movements out. The result is a car that stays taut and flat, that steers and reacts like a car two-thirds the size and weight, but that smothers bumps just as a luxury car should. The juxtaposition of mass, momentum and agility is extraordinary.
.I mention mass, but it's massively less than the old car's. Partly this is because the roof, hood and rear fenders are aluminum, the trunk lid and front fenders are plastic and the inner door shells are made, uniquely, in cast magnesium. The doors' hinges are double-jointed, to let the long doors swing forward as they open. That way, you can get in or out without having to open the door so far.
.techno magnifico There are yet more techno treats, already seen in the S-class sedan. Keyless Go is a transmitter, like a thick credit card. Even though it stays in your pocket, it unlocks the CL as you touch the door handle, starts it as you touch the gear selector. The front seats have a perforated surface through which fans pull air and keep you cool, and they massage your back automatically with waves of pneumatic pressure. The sound system uses fiber optics, and other data systems allow personalized settings for practically everything. The telephone is voice-activated, the gas-discharge headlights can light automatically, tire pressures are automatically monitored. The cruise control even slows you down, braking if necessary, if you come up quickly behind another car. And so on.
.Oh yes. Nearly forgot. The CL V12 is also mighty fast, pouring its lush power over the road with a creamy blare when asked, ambling quietly, six of its cylinders automatically deactivated, when you're not in a hurry. In some ways, this is the best car in the world.
.Why, then, do I prefer the humbler 5.0-liter V8 version? Because it sounds more exciting, is nearly as fast, has a smoother gearshift and costs 77 percent as much, albeit with some of the techno fest diverted to the options list. Just proves there's no such thing as a perfect car. - Mercedes-Benz CL 600. About $140,000 in Europe. V12 cylinders, 36 valves, 5,786cc, 367 bhp at 5,500 rpm. Five-speed automatic transmission, rear-wheel drive. Top speed: 250 kph (155 mph). Acceleration: 0-100 kph in 6.1 seconds. Average fuel consumption: 13.3 liters/100 kilometers. - Next: The Honda Insight John Simister writes for Car magazine and other publications. [Not to be reproduced without the permission of the author.]
A QUARTER of the way into the 21st century, classic-car buff magazines will discover the Mercedes-Benz CL. They will tell how it was a pivotal moment in auto technology, how its styling marked the end of grossness in big Benzes, how it was the ultimate showcase for what was then the future. At least, they will be doing this provided there is gasoline left on which to run turn-of-the-century cars. If not, maybe history will be less adulating.
.The world, circa 2025, may no longer support 6.0-liter, V12-engine cars that slurp more than 13 liters of gasoline every 100 kilometers (63 miles), even though that is a light thirst for something so hefty. Between now and then, though, the sleek, svelte CL
Coupe will have enthralled many people and been the environment of countless billion microprocessor instructions.
.First, the svelteness. This is as handsome a Mercedes coupe as there has ever been, with a delicacy of line, especially around the rear window pillars and the triangular taillights, that is a huge contrast with the previous model's thudding hulkiness. The new one is smaller, lighter, cheaper too. Not often does a car model's evolution take it in those directions.
.Now, the techno bits. Where to begin? Over a bump, I think. Cue active body control, the ground-flattening, force-defying suspension system, has been

promised by carmakers for years, but it has taken Mercedes, the oldest maker of all, to put it into production. The CL's springs and shock absorbers are very soft and supple, but the point at which they are attached to the car's structure can be moved up and down, by computer-controlled electrohydraulics, as rapidly as needed to keep the car level.
.Sensors detect the car's movements — the first signs of leaning in corners, squatting under acceleration, nose-diving when braking, heaving over big bumps — and cause those attachment points to move against them, canceling those movements out. The result is a car that stays taut and flat, that steers and reacts like a car two-thirds the size and weight, but that smothers bumps just as a luxury car should. The juxtaposition of mass, momentum and agility is extraordinary.
.I mention mass, but it's massively less than the old car's. Partly this is because the roof, hood and rear fenders are aluminum, the trunk lid and front fenders are plastic and the inner door shells are made, uniquely, in cast magnesium. The doors' hinges are double-jointed, to let the long doors swing forward as they open. That way, you can get in or out without having to open the door so far.
.techno magnifico There are yet more techno treats, already seen in the S-class sedan. Keyless Go is a transmitter, like a thick credit card. Even though it stays in your pocket, it unlocks the CL as you touch the door handle, starts it as you touch the gear selector. The front seats have a perforated surface through which fans pull air and keep you cool, and they massage your back automatically with waves of pneumatic pressure. The sound system uses fiber optics, and other data systems allow personalized settings for practically everything. The telephone is voice-activated, the gas-discharge headlights can light automatically, tire pressures are automatically monitored. The cruise control even slows you down, braking if necessary, if you come up quickly behind another car. And so on.
.Oh yes. Nearly forgot. The CL V12 is also mighty fast, pouring its lush power over the road with a creamy blare when asked, ambling quietly, six of its cylinders automatically deactivated, when you're not in a hurry. In some ways, this is the best car in the world.
.Why, then, do I prefer the humbler 5.0-liter V8 version? Because it sounds more exciting, is nearly as fast, has a smoother gearshift and costs 77 percent as much, albeit with some of the techno fest diverted to the options list. Just proves there's no such thing as a perfect car. - Mercedes-Benz CL 600. About $140,000 in Europe. V12 cylinders, 36 valves, 5,786cc, 367 bhp at 5,500 rpm. Five-speed automatic transmission, rear-wheel drive. Top speed: 250 kph (155 mph). Acceleration: 0-100 kph in 6.1 seconds. Average fuel consumption: 13.3 liters/100 kilometers. - Next: The Honda Insight John Simister writes for Car magazine and other publications. [Not to be reproduced without the permission of the author.]

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Car Column

Would you like fries or rings with that order?
Bruce Kunz

01/22/2007
A 1967 Chevrolet El Camino.(http://www.mcclellansautomotive.com/)

Four Barrel Trivia Question of the Week: 1. The General’s truck division (GMC) made a sister vehicle to the El Camino. What was it called? 2. Name the birthplace of William Jefferson Clinton. 3. Clinton’s step father Roger Clinton Sr. once owned a car dealership. What brand of new cars did his dealership represent? 4. What was the name of the Ford “truck” of similar style? Faithful reader Dave Trout asked if I would do a story about the Chevrolet El Camino. This one’s for you Dave.If you freeze up when the kid behind the counter asks, “do you want fries or onion rings with that burger”... you just might be a candidate for a Chevy El Camino. If you’re the type of individual who is prone to waffling... you just might be a candidate for a Chevy El Camino. Imagine for a moment, the year is 1974. You’re standing in the showroom of Bale Chevrolet, a Little Rock Arkansas Chevy dealer since 1912. Twenty-eight year old, University of Arkansas law professor, William Jefferson Clinton is browsing the floor when a salesman, wearing a seafoam green leisure suit, walks up to him and asks, “are you interested in a car or a truck?” Bill probably would have responded by saying, “it depends on what the meaning of the words ‘car’ and ‘truck’ mean.” Designed for the indecisive in life, the El Camino may be the quintessential “crossover” vehicle, featuring “car styling with pickup truck utility.” Unlike today’s so-called crossovers, these early models were identical to their automobile counterparts from the front seat forward, but had a handy, half ton pickup bed out back. This type of body style is referred to as a “coupe utility.” By definition, the difference between a “pickup” and a “coupe utility” is that the former has a separate, bolt on pickup bed, whereas the latter has a bed which is incorporated into the body of the vehicle.
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Keep in mind, the first El Camino was introduced in 1959, a.k.a. the “good ol’ days” before pickup trucks had become respectable. June Cleaver wouldn’t have been caught dead behind the wheel of a C-10 pickup, but the El Camino, on the other hand... well that was a whole ‘nother story. The smart looking, first generation El Caminos, based on the Chevy Impala of ‘59 and ‘60, were classy enough to be seen in front of Dillard’s department store of Little Rock, yet handy enough for Ward Cleaver to bring home a sheet of plywood for Beaver and Wally’s train set.Ford was the first manufacturer to venture into these uncharted waters in 1957 with their... uh-oh... I feel a bonus trivia question coming on! (Do you know what Ford’s “ca-truck” was called?) Chevy followed two model years later, introducing the first El Camino, based on the full size Chevy automobile, in October of 1958 for the 1959 model year.Dave, in answer to your specific question regarding the last year of El Camino production... they were manufactured through the 1987 model year. The early, first generation El Caminos of 1959 and 1960, were short lived. Although truck division sales as a whole were very good for Chevrolet in 1960, El Camino sales were a bit disappointing, in part due to Ford’s two year head start with their catruck which was a handsome specimen indeed. Like Chevrolet, Ford borrowed body parts from the brand’s full sized automobile line, and in Ford’s case, it was the 1957 model year, a strikingly handsome car whose looks led it to a banner year, outselling Chevrolet for the first time since the early thirties Model A.The 1959 El Camino was available in two exterior trim levels... the base model borrowed side trim from the full size Bel Air automobile and the deluxe model shared side trim with the Impala. For 1960, only the Impala trim was used. Engine and transmission options which appeared on the automobile’s order sheet, also applied to the El Camino for the first generation Cammies. The base engine was a 235 cubic inch, 140 horse, straight six. Options included the highly popular 283 cubic inch V-8 and the 348 cubic inch motor, a block borrowed from the truck division’s parts bin. The V-8s were available in horsepower ratings starting at 230 and going all the way up to 315, based on variable stages of tuning and carburetor/exhaust packages. Most convenience and appearance options from the car line were also available on the El Camino. A total of 22,246 1959 models were built, and only 14,163 for 1960.El Camino sales, as indicated earlier, were lackluster at best, not only because of the Ford’s early success in this market, but also because, by 1960, Ford had switched to an all new model based on the highly popular Falcon compact chassis. Chevrolet decided to bow out of the market, but only temporarily. After a three year hiatus, during which the bow tie marketing team watched continued success of the Ford product, a totally new, second generation El Camino was introduced for 1964, based on a brand new “intermediate” size automobile, the Chevelle. The new mid-sized GM autos were an instant hit, filling the gap between the typical large American cars that consumers had become so accustomed to over the years, and the American built compacts which hit the scene in 1960. The Corvair/Falcon/Valiant trio was conceived in answer to the public’s demand for smaller, more fuel efficient platforms like VW and others had been dumping on our shores since the early fifties. This was a car (or truck) that aunt Dorothy could appreciate– a “just right” size, thrifty to operate and easy to maneuver in the parking lot of the local “shopping center.” As with earlier models, the new El Camino was available with most of the options listed for the car version. One notable exception was the nixing of Chevelle’s most powerful engine options. Chevrolet higher ups thought that inclusion of the high performance engines would detract from the El Camino’s image of a practical, utility vehicle. We all know of course, who’s the boss? The consumer... and ultimately consumer demand would win out just one year later. In 1965 and 1966, Chevy added some potent engine choices. For 1965, a 350 horsepower version of the highly popular 327 cubic inch V-8 was available. This robust mill was capable of propelling the El Camino through the quarter mile in the low 15’s at a speeds of around 90 mph. In 1966, the ante was upped even further with a new, 396 engine lineup rated anywhere from 325 to 375 horses. The 1967 model, shown in the photo above decked out in Granada Gold Poly, was for the most part a cosmetic make-over of the 1966 edition. Sales improved for the new Chevelle based El Caminos and the marketing gurus at Chevy would see fit to produce three additional generations.The third generation El Camino was introduced in the fall of 1967 for the 1968 model year and followed the evolution of the Chevelle on which it was based. The 1968 Chevelle/Caminos wore a totally restyled body, riding a slightly larger platform than before. Engines became increasingly more potent as the “muscle car” era developed. A high performance “Super Sport” package was offered for the new Camino of ‘68, following the lead of Chevelle. 1969 and 1970 models were little changed cosmetically, but by 1970 a new pinnacle of performance was reached when Chevrolet offered a brand new SS396 package. Although all body emblems reflected the “396” moniker, this new engine actually displaced 402 cubic inches. Chevy’s decision makers must have been giddy over the increasing performance figures, so, just to do one better, they offered a handful of buyers the potent LS6, a Corvette inspired 454 cube engine rated at 450 horsepower and twisting out 500 foot pounds of torque! This engine lowered quarter mile times to the upper 13’s at speeds of nearly 105 mph.Then, just when things were getting fun, the government had to go and spoil things. Much like Elliot Ness came knocking on the door of the local speakeasy, the government agencies which dealt with things like air pollution and fuel consumption, came rapping on the doors of Detroit’s “big three.” New emissions requirements brought mandates for lower octane, unleaded fuel and reducing displacement and de-tuning engines was the only way auto manufactures could comply with the new rules. Things only got worse in 1972 as the industry struggled harder to meet the demanding requirements of the feds.Once again in 1973 the Chevelle was restyled and so to was the El Camino. Once again size seemed to matter to the American consumer and the Chevelle/Camino chassis expanded to meet demand. The fourth generation El Camino, however, was constructed with state of the art technology. The result was a vehicle that, while larger, was actually lighter than its predecessors.The fifth and final generation of El Caminos enjoyed a lengthy life span starting in 1978 and running all the way through the 1987 model year. Now down-sized slightly, the new El Camino shared body and chassis parts with the new Malibu and Monte Carlo automobiles of the period as the Chevelle moniker was now a part of automotive history. Early and mid generation models saw introduction of GM’s 90 degree V-6 engine and some EC’s of 1982/1984 vintage were fitted with Oldsmobile’s diesel engine, a choice many would soon rue as the infamous Olds diesel was plagued with problems from the git-go.By 1987, sales of Chevy’s popular S-10 compact pickup were exceeding those of the passenger car counterpart so bow tie decision makers decided to slam the tailgate on the El Camino for once and for all.An interesting side bar: You may know that GM’s Australian division Holden, makes a car based on the Pontiac Gran Prix. Did you know that they currently produce a “coupe utility” model called the Ute? For a photo of what a modern day El Camino might look like, click on: http://en.wikipedia.org/wiki/Holden_Ute.Do you know the difference between antique, collectible and Classic Cars? Spend a week at beautiful YMCA Trout Lodge on Sunnen Lake in Potosi, Missouri, June 3rd-8th or August 12th-17th, 2007, reminiscing about your first car while learning how to be an old car hobbyist from The FIN MAN himself. The 6-day, 5-night program for adults 55 and older, runs $548 each double occupancy, $628 single and includes The FIN MAN’s presentation, PLUS two additional programs, one discussing antiques and collectibles (what’s hot and what’s not) and the other covering Route 66, Main Street USA, plus lodging, meals, classes and entertainment. An evening of wine tasting is provided by a local winery. For more information or to register, go to the YMCA of the Ozarks web site at: http://www.ymcaoftheozarks.org/OlderAdults/index.cfm. Please tell them you heard about it here. Bruce Kunz is available for your group’s special event and is currently booking dates for 2007 and 2008. During his appearances, he presents an overview of the collector car hobby plus a detailed look at American cars from the fifties and sixties. His program includes a Power Point presentation with images of collectible automobiles and various associated nostalgia and Americana. Guests also have the opportunity to play “FINS for FUN” (which inspired his nickname), the video car trivia game Mr. Kunz first produced in 1987, in which players compete for auto related prizes donated by supporting Fin Man sponsors. For more information, click on this link: http://groups.msn.com/the-fin-man/seminaragenda.msnw. Bruce Kunz is a member of the Society of Automotive Historians, the St. Louis Chapter of the Buick Club of America and the Monte Carlo Owners Association of America. He welcomes your comments and suggestions. To e-mail him, click here > mailto:the_fin_man@msn.com.

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