The authors of the joint Hey Charger, the sensational Chrysler Valiant Chargers of Australia Gavin Farmer & Gary Bridger, Reed Publishing www.reed.co.nz
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| Chrysler Valiant-Chargers of Australia Gavin Farmer and Gary Bridger |
Congratulations to Greg who put together this excellent site on the E55 340 V8 Chargers. As websites go Charger would have to be one of the best I've ever seen - well done Greg.
Seeing the site, I could not help compare the differences between creating a site like this to write a book about a similar subject. With a website, you can create what you want, put what you want and this can be fixed or changed at any time. A book is much more restrictive. It must first meet the approval of the editor and the contents of text and photo must be carefully budgeted. Gavin Farmer and when I first presented a proposal to Hey Charger for Reed Publishing, which had about 50,000 words and 100 color photos and B & W. When he finished, which rose to about 70,000 words and 200 color photos and B & W! We were determined to ask the publisher to cut it back, but to our surprise and they do not accept all submissions. Who knows how much more we could have added that he had known! For example, I would have liked a separate appendix that covers all V8 models, but at the moment, we really believed that the budget had been well and truly blown, adding that this would mean cutting something else out.
As it is, all the basic E55 V8 and other information are included in the appendix and general specifications, there is a chapter dedicated to the E55. Unlike a website, a book can not be changed, it will print very carefully, as some editing is needed. Because the records of all Australian Chrysler Mitsubishi factory were destroyed when he took to verify information provided details of a major challenge for the authors. Fortunately we had the support of many former employees of Chrysler and enthusiasts from around the world and without them the book would not have been possible.
By Hey Charger was published in 2004, have been quite overwhelmed with the positive reaction of the press and die hard enthusiasts. Some have described it as "the definitive book on the boots," but the authors did not set it up so it can be. We knew we had only one shot to make a decent book, respected Chargers and did our best to achieve that. We also do not consider ourselves the great gurus of the white matter, there are plenty of others who know much more about the boots than we do. Instead, they were in position to be able to collect and compile the information available to us and to convince a major publisher to print it!
Of all the sections of the book was the discussion generated E55s that far o. More and debate among authors is clear that this was related to the ongoing debate or who do not mind the 340 V8 for racing? Interestingly, in the beginning, both Gavin and I were of the opinion that the 340s were not imported into the race, but if you accept this argument, then some serious questions must be answered. For example, to import a batch of high-performance 340 V8s a special luxury for when the 318 and 360 would do the job properly. Remember, the local content was to be kept as high as possible, would not have been more prudent to import some decent brakes and a four speed for E38? Think of the development costs and stock extra parts for other V8. It was just a coincidence that the 340s came with all the inmates go fast and the numbers imported almost matched the conditions of approval?
On this point, Gavin was able to track the guy who actually did so the first batch of 340s that confirmed the figures were ordered for approval. However, there are senior members of the program of races now insist that the planned 340 R / T was just a myth and the idea was abandoned during the test ute short wheelbase. They have a powerful argument, after all they were at the coalface at the time, we were not and we should respect that.
Gavin did some exhaustive research on the subject around his hometown in Adelaide. What he found this site and is discussed in more detail in the chapter titled Hey Charger who escaped. Soon, however, the evidence unearthed Gavin led to the conclusion that the highest level, a 340 four-speed R / T was designed to replace the Six Pack E49 for 1973. N. Charger 340 V8 racing prototypes were ever built (as opposed to Phase Four and GTHOs Torana V8s) and non-production factory 340 four-speed chargers were built, along with a private construction in the factory, apparently by an employee.
It remains a mystery as to why there are such shared memories of the program 340. I ran the arguments passed Charger Hubbach chief exterior designer Bob confirmed that I have a hunch that, somehow suggesting that both sides can be right and, perhaps, the planning board or senior management level for those not filtered in the face of coal. Bob wrote "The only thing to remember about business decisions is that each group may have only one clear memory as to his kingdom of involvement and other factors not necessarily recall and decisions of other parties. So where did the 'buck stop 'and why? That would be great for a chat at the bar after a few beers is not it?
There was a recent article in Muscle Car Australian debunked some of the arguments put forward Gavin Hey Charger. Both Gavin and I have read and discussed the article and concluded that there was nothing there that require us to make any change in the next reprinting. We both agree, however, that if there is evidence to the contrary came to light that would make the necessary corrections as needed. The bottom line is the facts are much more important than our precious egos!
There is a touch more interesting races in 340 mystery that comes from New Zealand. Hey charger after it was published, I learned that Todd Motors, Chrysler NZ distributors were absolutely right with 340 Charger R / T was available in 1973. If you had read the sections Charger NZ Hey, you'll recall that Todd Motors has a factory racing team since 1969 and production car racing was an important part of your marketing strategy successful.
Executive Todd also had regular planning meetings with the top brass in Adelaide and still saw the clay model Charger, Chrysler, when the heads of the U.S. knew nothing. They therefore knew what was happening from the beginning. Your number one driver, Leonard Leo, recently said it can "clearly remember" Todds come to him with the news that a 340 R / T was the car he was driving in 1973. To add to that, Todd Motors were the same as accepting orders for the car, a former dealer in Auckland told me he had a 340 R / T in order and also sold his E49 when the order was made!
Provided, of course many tears poured beer on the release manager of R / T. Ford 's 340 races of the late Howard Marsden said the Charger 340 had been his biggest threat in Bathurst and there are many others who share this view. There is no doubt that Chrysler 340s would have the grunt required to be competitive against the phase Four proposal and GTHOs Torana V8s at Bathurst. However, the man who won more races in Aussie Chrysler than any other person in the country one mile, Kiwi Jim Little, calculates the V8s extra weight in the nose of the wheelbase is too short Charger and attempts to build a competitive V8 Charger was successful - as well as highly modified versions of the mid engine.
To counter the arguments of fellow Kiwi Jim Leonard Leo of the entirely ordered to the E38 and E49s NZ circuit, evaluates the extra weight on the nose of a 340 R / T "was not a problem! Often I think the Charger R / T Six Packs are a bit like the famous WW2 Hawker Typhoon aircraft. Typhoon interceptor was built as a high level, but found his niche as an attack aircraft low-level ground. The Six Pack Chargers were built with Bathurst in mind, but they proved be much more at home around the middle wire. This is one reason why the boots were so successful in New Zealand.
Today, the magnificent 340 E55 V8 Chargers are highly sought after and represent a fascinating chapter in the history of Chrysler Australia. As an E49 owner, I certainly would like to have an E55 in my garage too. In fact, for cruising and club racing, there would be no contest as to which I prefer to leave the E49 and the Wheels magazine wrote in 1972 for our favorite way back!
Gavin Farmer & Gary Bridger
December 7, 2006
Seeing the site, I could not help compare the differences between creating a site like this to write a book about a similar subject. With a website, you can create what you want, put what you want and this can be fixed or changed at any time. A book is much more restrictive. It must first meet the approval of the editor and the contents of text and photo must be carefully budgeted. Gavin Farmer and when I first presented a proposal to Hey Charger for Reed Publishing, which had about 50,000 words and 100 color photos and B & W. When he finished, which rose to about 70,000 words and 200 color photos and B & W! We were determined to ask the publisher to cut it back, but to our surprise and they do not accept all submissions. Who knows how much more we could have added that he had known! For example, I would have liked a separate appendix that covers all V8 models, but at the moment, we really believed that the budget had been well and truly blown, adding that this would mean cutting something else out.
As it is, all the basic E55 V8 and other information are included in the appendix and general specifications, there is a chapter dedicated to the E55. Unlike a website, a book can not be changed, it will print very carefully, as some editing is needed. Because the records of all Australian Chrysler Mitsubishi factory were destroyed when he took to verify information provided details of a major challenge for the authors. Fortunately we had the support of many former employees of Chrysler and enthusiasts from around the world and without them the book would not have been possible.
By Hey Charger was published in 2004, have been quite overwhelmed with the positive reaction of the press and die hard enthusiasts. Some have described it as "the definitive book on the boots," but the authors did not set it up so it can be. We knew we had only one shot to make a decent book, respected Chargers and did our best to achieve that. We also do not consider ourselves the great gurus of the white matter, there are plenty of others who know much more about the boots than we do. Instead, they were in position to be able to collect and compile the information available to us and to convince a major publisher to print it!
Of all the sections of the book was the discussion generated E55s that far o. More and debate among authors is clear that this was related to the ongoing debate or who do not mind the 340 V8 for racing? Interestingly, in the beginning, both Gavin and I were of the opinion that the 340s were not imported into the race, but if you accept this argument, then some serious questions must be answered. For example, to import a batch of high-performance 340 V8s a special luxury for when the 318 and 360 would do the job properly. Remember, the local content was to be kept as high as possible, would not have been more prudent to import some decent brakes and a four speed for E38? Think of the development costs and stock extra parts for other V8. It was just a coincidence that the 340s came with all the inmates go fast and the numbers imported almost matched the conditions of approval?
On this point, Gavin was able to track the guy who actually did so the first batch of 340s that confirmed the figures were ordered for approval. However, there are senior members of the program of races now insist that the planned 340 R / T was just a myth and the idea was abandoned during the test ute short wheelbase. They have a powerful argument, after all they were at the coalface at the time, we were not and we should respect that.
Gavin did some exhaustive research on the subject around his hometown in Adelaide. What he found this site and is discussed in more detail in the chapter titled Hey Charger who escaped. Soon, however, the evidence unearthed Gavin led to the conclusion that the highest level, a 340 four-speed R / T was designed to replace the Six Pack E49 for 1973. N. Charger 340 V8 racing prototypes were ever built (as opposed to Phase Four and GTHOs Torana V8s) and non-production factory 340 four-speed chargers were built, along with a private construction in the factory, apparently by an employee.
It remains a mystery as to why there are such shared memories of the program 340. I ran the arguments passed Charger Hubbach chief exterior designer Bob confirmed that I have a hunch that, somehow suggesting that both sides can be right and, perhaps, the planning board or senior management level for those not filtered in the face of coal. Bob wrote "The only thing to remember about business decisions is that each group may have only one clear memory as to his kingdom of involvement and other factors not necessarily recall and decisions of other parties. So where did the 'buck stop 'and why? That would be great for a chat at the bar after a few beers is not it?
There was a recent article in Muscle Car Australian debunked some of the arguments put forward Gavin Hey Charger. Both Gavin and I have read and discussed the article and concluded that there was nothing there that require us to make any change in the next reprinting. We both agree, however, that if there is evidence to the contrary came to light that would make the necessary corrections as needed. The bottom line is the facts are much more important than our precious egos!
There is a touch more interesting races in 340 mystery that comes from New Zealand. Hey charger after it was published, I learned that Todd Motors, Chrysler NZ distributors were absolutely right with 340 Charger R / T was available in 1973. If you had read the sections Charger NZ Hey, you'll recall that Todd Motors has a factory racing team since 1969 and production car racing was an important part of your marketing strategy successful.
Executive Todd also had regular planning meetings with the top brass in Adelaide and still saw the clay model Charger, Chrysler, when the heads of the U.S. knew nothing. They therefore knew what was happening from the beginning. Your number one driver, Leonard Leo, recently said it can "clearly remember" Todds come to him with the news that a 340 R / T was the car he was driving in 1973. To add to that, Todd Motors were the same as accepting orders for the car, a former dealer in Auckland told me he had a 340 R / T in order and also sold his E49 when the order was made!
Provided, of course many tears poured beer on the release manager of R / T. Ford 's 340 races of the late Howard Marsden said the Charger 340 had been his biggest threat in Bathurst and there are many others who share this view. There is no doubt that Chrysler 340s would have the grunt required to be competitive against the phase Four proposal and GTHOs Torana V8s at Bathurst. However, the man who won more races in Aussie Chrysler than any other person in the country one mile, Kiwi Jim Little, calculates the V8s extra weight in the nose of the wheelbase is too short Charger and attempts to build a competitive V8 Charger was successful - as well as highly modified versions of the mid engine.
To counter the arguments of fellow Kiwi Jim Leonard Leo of the entirely ordered to the E38 and E49s NZ circuit, evaluates the extra weight on the nose of a 340 R / T "was not a problem! Often I think the Charger R / T Six Packs are a bit like the famous WW2 Hawker Typhoon aircraft. Typhoon interceptor was built as a high level, but found his niche as an attack aircraft low-level ground. The Six Pack Chargers were built with Bathurst in mind, but they proved be much more at home around the middle wire. This is one reason why the boots were so successful in New Zealand.
Today, the magnificent 340 E55 V8 Chargers are highly sought after and represent a fascinating chapter in the history of Chrysler Australia. As an E49 owner, I certainly would like to have an E55 in my garage too. In fact, for cruising and club racing, there would be no contest as to which I prefer to leave the E49 and the Wheels magazine wrote in 1972 for our favorite way back!
Gavin Farmer & Gary Bridger
December 7, 2006
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