As with
many of my 300 encounters, this one started in Louisville, KY. For
several years Bobby Dupin had been keeping an eye on a 300F
convertible. Yes, yet another one! He had previously found one for
me, 8403 119884, which I had purchased and drove back to Michigan in
1969.
This
one had gone thru several owners (one of which was believed to be the
main lady in a “working” lady establishment), but was now
languishing – sans engine and transmission – behind a
repair shop. The car’s most notable feature, other than its
“300ness” was its color. It appeared through a mottled
coat of spray bomb black, to be blue! Sometime in the spring of 1973
Bobby and I went over to take a look at this unusual beast. It was
indeed a forlorn scene – the car blending with the typical
collection of automotive related items (junk to the uninitiated) that
normally accumulated behind a car repair shop. The top was in a
sorry state with most of its center section gone – but
thankfully, was covered with something that had once passed for clear
visqueen. The car did, however seem to have an original appearing
blue color beneath that well worn black.
I don’t remember if Bobby had told me about the interior (he
MUST have) but a look inside confirmed that it was also blue! Blue
everywhere – instrument panel, steering wheel, seats, trim
panels, carpet remnants. Everything looked original to me –
the car certainly had never been restored. An examination of the
code plate confirmed our observations: Paint DD1 (Polar Blue, a color
available on other 1960 Chryslers) and trim 888 (special order
interior color). Up to this time, I had only seen a few of these
“888” cars; but this one seemed to follow the pattern (1)
color everywhere a standard 300 interior was tan and (2) solid
leather on the seat surfaces in place of the normal basket weave with
perforations. I don’t think the car was for sale at that time;
because I didn’t buy it until 1975, according to my records.
Besides, “Eddie” the car’s owner still had ideas of
“restoring” it, he had owned the car since ’68 or
’69 and had blown the engine 6 months later. Apparently, he
was thinking of converting it to a manual transmission; because it
had already been modified to include a clutch pedal! Mercifully the
floor had not yet been hacked up (Probably because the console was in
the way). Unfortunately, the unique 300F hood had already been made
more unique with the addition of two hood scoops. I would discover
later the cretin who installed them was some sort of functionality
freak – each was accompanied with its very own 6”
diameter hole through the hood panel! Other “improvements”
noted on that first visit were the addition of an antenna to the deck
lid and evidence of what must have been ’61 Plymouth “bomb
style” tail lights which use to be attached to each lower
quarter panel. What desecration!
That is the only time that I saw the car until the Louisville Meet in
June of 1975. In the intervening time it had become available and I
made arrangements to buy it. The actual purchase and retrieval were
handled by Bob for me that spring. By meet time he had the blue F
safely housed in his neighbor’s garage next door. For the
first time I had a chance to look it over really well. The body
wasn’t that bad and the seats were quite good, considering the
car had been sitting outside for the past 5 or 6 years. I had also
purchased at about the same time a white ’62 300 2dr. for parts
(its transmission now resides in my H). Since no storage was
available for the ’62 in Louisville, it was decided to tow it
back after the meet. The F would have to wait a little longer; but
at least now it was safe and dry.
For some reason I picked the month of March (1976) to get the F and –
probably with little effort – talked George Riehl into coming
along for the ride. Ha! We took my ‘salt car” a 1964
Plymouth Belvedere to handle the towing duties. At the time it was
the daily driver for the 50 odd miles to work at Chrysler, so it was
reliable.
Once in Louisville, after the great “Mom” Dupin cooking
and requisite car talk, we set about preparing the F for its trip
home. All went well with the tire changes and tow bar hookup and we
headed north. Our plan was to layover the night at friend and club
member Bob Wieland’s home in Dayton, Ohio. This we did, but
the next morning the weather had changed into a nasty, cold rain.
Unfortunately, an engineless, tow barred 300F in wet conditions has
more or less its own ideas about which way it should go when turning
corners. Yes, my old buddy George “volunteered” to do
the F steering until we wended our way back to I-75. Talk about
looking and feeling like the proverbial drowned rat! Was he ever
happy to get back in a car with a heater and a roof! Years later,
that particular experience can still be vividly, but most
disagreeably, recalled by George. I am surprised he ever went with
me on a car excursion again. Once back on the highway, our trip went
well and by evening we were at George and Eleanor’s home in Ann
Arbor. It had now started to spit some snow as I dropped George off
and with my undying gratitude and headed for home in Holly, some 50
miles further north. Several weeks later, with the help of a
DIFFERENT friend, club member D DeButts, we towed the F over to my
parent’s farm near Lansing and shoehorned it into the corner of
one of our sheds. There it would stay safe and dry for the next 15
years. Thus ended the first phase of “Big Blue’s”
experience under the ownership of one Gil Cunningham.
Having the F at last safely tucked away, I became more curious about
its history. I know from Chrysler records it was sold in Cincinnati,
Ohio at Tom’s Auto Service. The microfilm of the computer
build card had “spec ord 8738” written on it. I was able
to determine from the 1960 Cincinnati City Directory, this
dealership’s address and the name of its owner, Tom Bywater.
The building still exists – now as a foreign car dealership (of
course). I took a photo of it one day while visiting the location.
Tom Bywater, I found out was no longer living, but his son Jack was.
Jack thought that he remembered the car and possibly the owner, but
wasn’t sure. He was willing to help, being a car guy too, but
just couldn’t come up with the owner’s name. After
several conversations, he suggested asking the then service Manager
(Jack had assumed that I had already talked to him, but I had not).
When I called him, he immediately came up with the 300F owner’s
name – Howard Bosken – and offered to try and contact
him. BINGO! Not more than a few days later, I received a call from
Mr. Bosken, the ORIGINAL owner of the blue 300F. We had an excellent
conversation and have had several since, each providing me with more
and more information about the car’s earlier years.
Mr. Bosken originally ordered the car for his wife, Mary Ann. Her
car at that time was a 1959 T-bird convertible which they wanted to
get rid of. Mr. Bosken knew about 300s because of racing. Mrs.
Bosken was OK with having a 300F, as long as she could get one in
blue. She also insisted on a blue interior, not being particularly
enamored with the standard issue light tan. The car was ordered with
a white top; because their convertibles “always had white
tops.” Although blue was available in 1960, we both agreed
that probably would have been too much (I am glad that is how they
felt then – I am having enough trouble getting a white top with
a grey interior for restoration!) A radio was not ordered, because
Mr. Bosken did not like them in a car. He still doesn’t and
“would never pay extra for one.” When I acquired the
car, it did have a 5-button ’60 radio in it, but a recheck of
the microfilm confirmed that, in fact it was not ordered with one.
As for ordering the special interior, Mr. Bosken remembers talking to
someone at the Marine Division at Chrysler. He says there were
several guys involved with midget racing (as he was) who came to the
R & D area of Chrysler Marine Division in the ‘40s. These
“midget racers” also worked on Mexican Road Race cars at
Chrysler. Whether the Marine Division was also involved in special
orders or this “someone” there talked to the right person
elsewhere in Chrysler to get the “special order” interior
remains unknown. Mr. Bosken could not remember (understandably so)
who his contact was. The Boskens kept the car for six years. I got
the impression that they liked it quite well, although Mr. Bosken was
not at all impressed with the durability of the carpet. Their
daughter had already worn a hole in it where she stood behind the
driver’s seat.
On the last trip back from Fort Lauderdale, where they spent some
time each winter. It blew a freeze plug near Yeehaw Junction, a very
desolate place in southern Florida and he told his wife to “get
rid of it.” She traded it in on a “very plain”
Buick Wildcat, which they owned until last year. That is the last
they ever saw of the 300F.
During our several conversations, a number of interesting stories
were related. On one particularly quick trip to Tampa for a trap
shooting event, Mr. Bosken covered 100 miles of South Georgia/north
Florida roads in one hour! No, this was not on I-75, which was not
completed at the time. As he related it, either the throttle was
wide open or the brakes full on. Sounds like the way a 300F was
intended to be driven to me. Mr. Bosken’s interest in car
performance continues to this day. Just a couple of years ago he
checked out the governor on his new Lexus GS400 on US 19 south of
Tallahassee. Sure enough, it eased in as the owner’s manual
said it would – at exactly 149 mph!
Mr. Bosken has always ridden motorcycles and has owned at least one
Maserati and one Ferrari. Obviously, the 300F, ostensibly his wife’s
car as I have stated, suited him very well. As he told me yesterday,
he “drove the hell out of it.” However, even better
performance couldn’t hurt. Right? Like maybe 400HP and a 4
speed! To that end, he and the F paid a visit to Bob McAtee in
Illinois to take a look at the flying mile winning car he owned. Mr.
Bosken’s idea was to buy it and essentially trade engines and
transmissions, then sell the hardtop, now with the blue F’s
375/Torqueflite unit in it! He would then have a convertible which
they both liked and 400HP. He did not say how his wife would like
the 4 speed. For whatever reason, the deal never went through.
The blue F was ordered with Suregrip because of the Cincinnati hills
in winter. However, the traction of the Bluestreaks in snow was
“lousy.” and Mr. Bosken remembers having to push it many
times with the Michelin equipped 1959 Pontiac station wagon.
During our first conversation, Mr. Bosken told me there was one way
to be certain my car was the one he originally owned. (I was already
sure of this since the 300F/DD1/888/Convert is unique and Tom Bywater
only sold one 300F.) The car apparently had a significant and
annoying wind noise at speeds over 100. Per Chrysler’s
instructions, “20 to 30 holes were drilled around the
radiator.” he said. I looked for these, but started to doubt
either the story or the car until I found them along the flange
immediately behind the upper edge of the grille. There are 27, 3/8”
holes to be exact. This fix was very effective. Some day in the
not-to-distant future, I hope to confirm the effectiveness of that
fix personally. Since I left them in during restoration (Oh yes if
the car is ever judged, it had better get zinged for them, though!)
This is the only one of my cars for which I have located its original
owner. I have traced my C back to its second owner (probably my D as
well) but am afraid I am forever stymied there. Tracing the history
of one’s car is an aspect of the hobby I enjoy almost as much
as driving and possibly restoring. When responding to a member’s
request for microfilm information on their 300, I always try to
include an originating dealer. It is my hope that this starting
point may result in one or more of the car’s previous owners
being identified and an associated history discovered.
In the spring of 1992, my long-time car storage disappeared – a
result of my mother’s passing a year earlier and subsequent
sale of the Lansing farm. By this time, Carol and I were living in
Tallahassee, so car relocation was not a simple “just down the
road” situation. That is another story for another time.
Suffice it to say, a big THANK YOU is owed to George for use of his
pickup and Michael for use of his trailer and space for temporary
storage. Eventually, one by one they all ended up here!
The blue F, the C and the K came directly to Florida from the farm –
the F via tow dolly behind the H in May of 1992, right after the club
meet in Dayton. Ironically, this trip towing the F also involved an
overnight stop at the home of Bob Weiland – now married to
Elizabeth Dupin and living in Pendleton, Kentucky. Weather was
involved this time too! It had rained copiously the previous day and
I had just barely been able to tow the F up the drive to the house.
Turning around to head back, proved impossible because of a lack of
traction in the wet backyard. This time instead of George, help came
in the form of Bob’s 1939, Farmall model H tractor hooked onto
the front of my car, which was still attached to the F and its tow
dolly. As with pre-C300 NASCAR, “Twin H-Power” proved
very successful and I and the blue F were once more on our way to the
Sunshine State! Once home, however, there was still an awkward time
of outdoor storage for the F, until my friend Joey and I completed
our 50’ X 100’ steel building in 1993. The blue F was
first in, but not before – I am ashamed to say –
certainly some damage was done to it by the elements, even though it
was covered.
Finally, your old, procrastinating story teller, with significant
impetus provided by his wife, made THE move! After residing a couple
of years at our home, undergoing significant disassembly and some
body work, the decision was made to send the blue F to a genuine
restoration shop. I had never before sent any of my cars anywhere to
be worked on and it was certainly with mixed emotions; that I watched
that car trailer containing Big Blue disappear down our driveway. It
had become painfully obvious that I wouldn’t or couldn’t
do its body work. So, in May of 1999 the 300F was sent to Time
Machines of Hudson, Florida. We did not feel that we could afford to
have the whole car restored by them, so we specified that the body
and chassis only be done – as close to original as possible.
Besides, to me, a big part of the hobby is doing as much as one can,
oneself. One early point of contention was their use of base
coat-clear coat, rather than the more authentic appearing acrylic
enamel. They promised me the finished product would not have that
disagreeable “wet” look. I don’t think it does;
but y’all can be the judge of that when it finally makes a meet
appearance!
Our first visit to Time Machines, found the F completely stripped,
media blasted, primed and mounted on the spit! An anxious inspection
of the secret number above the heater opening, found my protective
masking tape, still in place. Especially on this special-order car,
I wanted to be sure that some of its original paint was preserved!
Actually, I had not expected that it would be completely stripped, so
assumed that some of the paint would be left in nonvisible areas.
This initially benign misunderstanding of how extensive the
restoration was to be intensified as the hours charged outpaced the
original estimate. Happily, all was eventually resolved. I have a
very high regard for the way Time Machines handled the situation.
Time Machines was able to ultimately save all of the original body
panels, except the lower deck, by forming metal to duplicate the
rusted-out areas, as well as those “customized” by
previous owners. The hood was especially challenging. One day they
called me to tell me, I had better try and find another – just
“Don’t buy it yet.” As they were going to give it
one more try. Later that week came word that the final try had been
successful - they were able to save it. I do have other 300F hoods,
but keeping with my philosophy of “molecular restoration”
and a strong resistance to turn ANY 300F into a parts car, I wanted
to use the original! If it had become necessary, I probably would
have opted to fit the blue F louvers to a salvage New Yorker hood.
Fortunately, I didn’t have to.
Meanwhile, back at home I was busy on the engine. I had owned the
block for years and always intended that it would be used in this
car, since the date on it was appropriate. As you may know, the 300F
engine is pretty close to the New Yorker – doesn’t even
have the “HP” (for what it is worth, this block did come
out of a 300F, anyway.) I really got lucky on a parts engine that
Andy Mikonis found for me in the Chicago area. It turned out to have
the crankshaft with the little balance lines on the counterweights,
just like the 300! That combined with a NOS camshaft I bought from
Chrysler back in the day when one still could, pretty much solved the
problem of creating an authentic basic engine to replace the missing
one. George redid the heads and I assembled the unit using 0.030”
oversized pistons. Hopefully, it will run like new. The
Torqueflite, was also a Riehl endeavor, rebuilt to 300F specs. Many
years ago, by him from a non-original (Saratoga) unit out of my white
F convert. I figured I should put in something soon, or it might
never get used! I did paint the transmission case aluminum; but now
doubt the authenticity of that. Oops!
Eventually, with the help of a local Mopar club friend, Larry DuMond,
the engine and transmission were mated and returned to Time Machines
for installation. They preferred to take the responsibility of any
damage to the bodywork; that might happen during that operation.
During the body and chassis restoration, Carol and I made quite a few
trips (about 3 ½ hours away) to visit Big Blue. At first, it
didn’t seem like much progress was being made, considering
those hours. Body work is like that, I guess – probably why I
don’t like doing it. FINNALLY, the time came to look at the
car – at last in color! It was definitely exciting to see it
all Polar blue for the first time, but a bit disappointing too. Time
Machines had made the effort to give me an original look like they
thought I wanted by skipping the initial #600 sanding, (agreed to by
me) and just using #1000 and #1500. This, it was hoped, would leave
some “orange peel” for a bit more authenticity. The
look, so obtained was, unfortunately, not at all natural. It was
therefore decided to go for perfectly smooth – what Carol
really wanted all along. I had noticed how she got kind of nervous
and weird when I mentioned words like “factory type” or
“orange peel” when talking about the 300F’s paint!
Contrary to their normal procedure, but at my request, they painted
the car in its entirety, complete with front sheet metal in place.
This is how it was done in 1960 at Jefferson Assy. Plant. That meant
that there would be no engine installation, but rather a body drop
over the engine and transmission sitting in position on the sub
frame. This was accomplished without incident, despite Time
Machines’ reservations about lifting the body with all that
front sheet metal “hanging out there”. I told them if
Chrysler could do it on a moving line. I had confidence in their
ability to do it in a stationary mode.
Big Blue came back home, coincidentally on our wedding anniversary,
on October 11, 2000. What a different car emerged from that trailer
than went in a year and a half earlier! It would have been even more
stunning with a new set of wide whites, but I haven’t decided
on bias or radials yet. After suitable admiration time and picture
taking the F was rolled into the garage right next to our old
faithful 300H convert and the new overhead door shut for its
protection.
Well, I wish I could go on now and tell about its completion and
describe how it drives, etc., etc., etc. – but I can’t.
This 300F newsletter issue came due before the 300F restoration was
done and I don’t dare wait for the next time around! What
needs to be done yet? LOTS! The instrument panel is totally apart,
but will be painted and built back up by the time you read this. Its
pot metal has been re-chromed, as has the rest of the car. I really
hate the look (and sometimes function) of re-chromed parts. Even
though the pits are gone, they just don’t look right in most
cases. The crisp factory appearance is missing, even though my
chromer, Pot Metal Restorations of Tallahassee, does chemically
remove the old plating. The problem, I guess is the amount of copper
needed to fill the pits and then the necessity to abrade most of it
away before chroming. I have already had to spend way too much time
filing and grinding just to get the vent wing division bars back on
their pot metal vent frames. Certain items that had fine detail,
such as knobs and heater/transmission control bezels, I just left
original. Why waste the money? One nice I/P find was a NOS radio
block-off plate obtained through club member Al Kvatek’s Valley
Vintage Auto Parts. The NOS left side heat riser weight, also from
there, wasn’t a bad find either!
Major areas left to do are the power seat, console, rams. Carbs
(which I don’t have yet), bumpers and stainless. I had most
wiring harnesses reproduced by club member Greg Leggatt and my order
for “all the rest” is in the capable hands of Gary Goers.
That leaves the seats. I said they were pretty good, considering,
and they are. I am planning on using the originals for awhile, for
both utility and display. To my recollection, an unrestored 888 trim
300F has never appeared at a club meet and I think it would be neat
to have one be seen. I will definitely need to have some areas
repaired; however, before the interior can be considered presentable.
Complete upholstery restoration will ultimately follow, I am sure.
Before I end what has become quite a lengthy story, I want to express
my appreciation to a couple more people who have provided help. A
friend of mine, here in Tallahassee, Dave Patik, contributed his
knowledge and expertise in body work to help me deal with numerous
dents and dings covering the F. We did make progress, but the scope
of the project and our facilities eventually resulted in the decision
to “farm it out.” I did, however, learn some things
about dinging. Thanks Dave! Dave also got the original manufacturer
of the 300F clock to repair it.
Also appreciated was the contributions of my long-time friend and
club member, Terry McTaggart. He actually drove down from Dayton
JUST to work on the car! (I hear you can do that when you are
retired.) Among other things, we got all the window motors and
mechanisms cleaned and in working order. Thanks Terry! I’m
REALLY looking forward to your next trip – I think there are a
few things to do yet.
As much as Carol and I have enjoyed driving our H convert to around
34 club Meets, we are looking forward to a change of pace. I, for
one, am ready for some ram induction and fins! I haven’t driven
a 300F on a regular basis, since 1970. I am especially looking
forward to showing it to Howard Bosken and he is equally interested
in seeing it. In addition, the anticipation of viewing TWO Polar
Blue Fs – Dave Schwandt’s hardtop and this convert –
parked side by side at some future meet should provide ample impetus
for me to finish the job – PRONTO!