JANUARY 2016 ESTABLISHED 1976HTTP://WWW.CORVAIR.ORG/CHAPTERS/LVCC

the fifth wheelWinner of the 2014 CORSA Tony Fiore Newsletter Competition

Newslet ter of the Lehigh Val ley Corvair Club (LVCC)

The Fifth Wheel is published monthly by the Lehigh Valley Corvair Club (LVCC), Inc. We accept articles of interest to Corvairowners for publication. Classified advertising of interest to Corvair owners is available free of charge to all persons. Commer-cial advertising is also available on a fee basis. For details, email our newsletter editor, Allan Lacki, at redbat01@verizon.net.

LVCC is one of the many regional chapters of the Corvair Society of America (CORSA), a non-profit organization that was in-corporated to satisfy the common needs of individuals interested in the preservation, restoration, and operation of the ChevroletCorvair. LVCC dues are $10 a year for CORSA members or $15 a year for non-CORSA members. Make your check payable toRichard C. Weidner, LVCC Treasurer, and send it to his address at 2304 Main Street Northampton, PA 18067.

Time 7:30 PM. Place: Lehigh and Northampton Transporta-tion Authority Headquarters (LANta), 2nd Floor MeetingRoom, 1060 Lehigh Street, Allentown , PA 18103. Latitude :40.587607 | Longitude : -75.474405. Bring a guest!

Don’t get locked out! If you arrive late, the main door of theLANta office building may be locked. This is for security pur-poses. But the facility is open around the clock, so ask one ofthe garage employees to direct you to the second floor.

Inside this issue

1963 Corvair Monza!Copied from a Chevy Ad

1

Next LVCC MeetingWednesday, Jan. 27

1

Howling Pilot BushingsHow and Why

2

Oilite Pilot Bushing Pho-tos

3

Pilot Bushings. ThinkingOutside the Box Photos

5

Dave Noneman’s Green-brier Makes the Media!

7

Nominations for 2016.Elections at Next Meeting

8

NJACE Parts Auction inNew Jersey

8

Blast from the Past!Abarth Exhaust

8

LVCC ClassifiedAds

9

Handy Tool for ChangingFan Belts

9

Local Car EventsAround Lehigh Valley

10

Entrance to LANTA(Where We Meet)

10

LVCC Club OfficerContact Information

10

Next LVCC Meeting: Weds. Jan. 27, 2016

The following information is from thecurrent Oilite catalog:

Oilite bearing products are made bythe P/M process, with close controls onmaterials and manufacturing to pro-duce the premier self-lubricating bear-ing. With the emphasis on qualitythroughout the process, we produceOilite bearings with large intercon-nected pores vital for the channeling oflubricants to areas between the shaftand bearing. At rest, the capillary ac-tion will recover lubricant from the sur-face and replenish the reservoirs. Thisporosity feature of Oilite is the mostsought-after quality of our bearings.

Oilite Explained.

Oilite bushings have approximately 20percent oil by volume, which has beengenerally considered to be sufficient fora pilot bushing. You can always tell ifyour pilot bushing is an Oilite-stylebushing by simply heating it up or bysqueezing the ends of it with yourthumb and forefinger with some regularmotor oil inside. In either situation,you should see small beads of oil oozefrom the outer surface.

It must be remembered that the inputshaft rotates within the pilot bushingwhen the clutch is disengaged, which isbasically when the driver is stopped orshifting the gears. And there is reallyno way for a mechanic to grease or oil apilot bushing because it's buried in thebellhousing beneath the pressure plate,clutch disk and flywheel. So, Oiliteseems to be a good choice of material

General Motors had been using Oilitepilot bushings for their manual trans-mission cars for many years. The Cor-vair was no exception. Corvair pilotbushings aren't much smaller than thoseused on larger GM engines. The pilotbushing on a small block Chevy V8engine, for example, is only slightlylarger in its external diameter.

However, when the clutch is disen-gaged, the shaft does not rotate. Andso, if the engine is running while thedriver is pushing on the clutch pedal,the crankshaft must be able to spinwithout grabbing onto the transmissioninput shaft. There needs to be a bush-ing or a bearing that supports the shaftwhere it joins with the crankshaft.That's the pilot bushing.

The "pilot" in the name pilot bushingstems from the fact that the input shaftand the crankshaft need to be perfectlyaligned when the transmission is boltedto the bell housing; otherwise, the in-put shaft will not fit into the hole(internal diameter) of the bushing.

The transmission input shaft is typicallybetween six and ten inches long onmost front-engine / rear wheel drivecars. But because of the transaxle ar-rangement, Corvairs have very longinput shafts, about 24 inches in length.And, at the mating surface, they areonly 15 millimeters in diameter.(Yeah, millimeters. That translates toabout 19/32nds of an inch.

The input shaft therefore needs to betruly straight to keep it from whippingand hogging out the pilot bushing andthe input shaft bearing inside the trans-mission. Because nothing is perfect,the pilot bushing on a Corvair takes aharder beating than on most other cars.Imagine what happens when you rev upyour Corvair to, say, 4,000 RPM anddump the clutch!

And yet Corvair pilot bushings are suchsmall things. According to my verniercaliper, the internal diameter is a tickover 15 millimeters, the outer diameteris a tick over 23 millimeters, and thelength is three quarters of an inch.They are press-fit into a hole in the endof the crankshaft and are made of anoil-impregnated sintered bronze mate-rial known as "Oilite", which accordingto Wikipedia, was invented by Chrysleraround 1930.

Angry Owners Rant!

VirtualVairs, CorvairCenter, and theCorvair Forum are three popular inter-net discussion boards where you'll findlots of complaints about howling pilotbushings. Typical rants go like this:

"I too am having issues with the after-market pilot bushings for my 140. Myoriginal GM bushing never squeakedonce. Should have left it in there. Twosoaked and squeezed oil bearings laterare still noisy after 500 miles. If theoriginal bearing lasted all this time andthe replacements don't, I'm going withthe quality of the new ones stink."

"Does anyone happen to have NOS GMOilite (not sure I am spelling that cor-rectly) pilot bushing they would sellme? GM #6256648. I am through withthe aftermarket ones we are getting. Inmy recent engine rebuild and clutchrefresh the brand new pilot bushingscreams it head off in the morningwhen I start out. Eventually quits oncethings warm up.

We sure never had that problem withthe original Oilite ones! Our local clubCorvair mechanic who did the installa-tion has done lots of clutch jobs overthe years. He soaked the bushing in oilover night before installation. He didanother clutch job for another clubmember a few weeks later and had thesame thing happen, screeching bush-ing."

What's a Pilot Bushing?

Every car out there with a manualtransmission has a transmission inputshaft. The input shaft connects thecrankshaft of the engine to the gearsinside the transmission. The clutch discrides back and forth on the shaft. Whenthe clutch is engaged, the crankshaftand input shaft rotate as one and poweris transmitted to the transmissionthrough the shaft.

PAGE 2 THE FIFTH WHEEL JANUARY 2016

Howling Pilot Bushings How and Why!

PAGE 3THE FIFTH WHEELJANUARY 2016

Oilite Pilot Bushing Photos.

True Oilite bushings have a flecked ap-pearance like this one. If shiny, it mayhave been machined improperly.

Here’s the transmission input shaft inserted into the bushing.

Oilite pilot bushing is press-fit into the end of the crankshaft.

Oilite under a microscope at 500% magnification.

Another view inside the bellhousing. Checking a pilot bushing with a magnet.

There are a few basic machining prac-tices required to optimize retaining sur-face micro-porosity and the self lubri-cating properties of Oilite® bearingmaterials. Cutting tools must be sharp.For this reason, carbide inserts arehighly recommended since they hold acutting edge much longer. This pre-serves the open pore structure fromwhich oil can flow freely. A dull toolwill smear the pores, greatly reducingthe self-lubricating qualities of the ma-terial.

Roller burnishing is an excellent choiceto modify an ID slightly. Ball sizing canalso be used on the ID effectively forfinal sizing.

Honing and grinding are never recom-mended on Oilite® bearing materials.Using these methods on any surfacewhich will become the bearing surfacewill introduce grinding media andcould easily smear the bronze poressealing the micro-porosity.

After extensive machining, bearingsshould be reimpregnated with appro-priate / specified oils. Vacuumed im-pregnation is recommended. If bear-ings were not lubricated prior to ma-chining and if cutting fluids were used,that medium must be removed prior toany impregnation of the oil selected forthe application. Your authorized dis-tributor can provide oils for re-impregnation after machining.

Why Not Go NOS?

Simple: The hoarders have grabbedthem all! Seldom do you see NOS Cor-vair pilot bushings on sale. And tomake things worse, the outer diameterof a Corvair pilot bushing is unique.

As we have seen above, small blockChevy V8 pilot bushings are almostidentical, but they have a slightly largerdiameter. And so are the pilot bushingsfor Buicks, Oldsmobiles, Pontiacs andother Chevrolets. Not even a Vega orChevette pilot bushing will fit. So, youcan't use any other kind of pilot bushingin a Corvair unless you want to dosome machine work.

As you can see, there are several kindsof Oilites, but only one is suitable foruse as a pilot bushing...the originalstandard SAE-841. Those folks whohave had bad experiences with"magnetic" Oilites are victims of ven-dors who have specified the wrong typeof Oilite for their repro bushings. It’snot necessarily a Chinese thing.

What Makes Them Howl?

Some people call it a squeal, some callit a screech, and some call it a howl.But whatever you call it, it's loud. Andquite embarrassing to a car guy.

Pilot bushings howl when there isn'tsufficient lubrication. Down at the mi-croscopic level, the howling is a symp-tom of galling between the pilot bush-ing material and the input shaft. After awhile, this can lead to pilot bushingwear, which in turn, will lead to hardshifting and eventual destruction of theinput shaft surface. In the worst case,the bushing and shaft will seize, mak-ing it impossible to shift the transmis-sion.

The howl is often intermittent and thatmakes the condition exasperating. Butmost often, they will howl when the caris cold. Why? When pilot bushings arecold, the oil withdraws into the pores ofthe metal by way of capillary actionand so there is no lube on the contactarea between the bushing and the inputshaft.

Of course, the opposite is true, too.When pilot bushings are hot, they sweatoil, which is a good thing until the oilburns out of them completely. In the-ory, this shouldn't happen before theclutch burns out, but a number of peo-ple have had pilot bushings screechwithin a few hundred miles of replace-ment.

Even if a vendor specifies the right kindof Oilite, i.e. SAE-841, the end productcan still be defective due to impropermachining. Here is what the Oilitecatalog has to say about that:

NOS Oilite Bushings.

Some of the guys on the Corvair dis-cussion boards swear the original Oilitepilot bushings were better than the re-pro versions offered today. And it's notjust Corvair guys who make this claim.The same gripes are written up onCamaro and Mustang discussion boardsto mention a few.

Often, the complaints blame pilot bush-ing on cheap Chinese copies made of"magnetic" oilite-style bushings. Butthat's not really fair, for there are sev-eral grades of Oilite bushings that arestill being manufactured by the BeemerPrecision, Inc. - the company that cur-rently holds the Oilite trademark. Andsome of them are made with a bronze-iron alloy. Here is a run-down of thetypes of Oilite bushings currently of-fered by Beemer Precision:

Oilite. Standard Oilites are the mostwidely used of all the types of Oilitesavailable. It is the type GM specifiedfor pilot bushings on its cars and trucks.Engineering specifications that encom-pass the standar Oilite material are:ASTM B-438-95A Grade 1 Type II,MIL-B-5687D Type 1 Grade 1, CT-1000-K26, SAE 841, and old SAE stan-dard Type 1 Class A.

Oilite Plus. Oilite Plus is the samebronze alloy as an Oilite, impregnatedwith turbine oil and fine particles ofpolytetrafluoroethylene (PTFE). How-ever, it is intended for slow speed appli-cations and therefore is not suitable aspilot bushing material.

Super Oilite. Super Oilite is an ironbased material that is harder, stronger,and cheaper than Oilite. Again, it israted for slower speeds. This is proba-bly the type of "magnetic" Oilite thatcar guys gripe about on the discussionboards.

Super Oilite 16 is Super Oilite that hasbeen heat treated to a hardness greaterthan HRC 50. This material is used forextreme loads and slow oscillating mo-tions.

PAGE 4 THE FIFTH WHEEL JANUARY 2016

PAGE 5THE FIFTH WHEELJANUARY 2016

Pilot Bushings. Thinking Outside the Box!

Graphalloy sounds like a dream come true, but alas, are onlysuitable for slow-moving low-RPM applications.

Kevlar-reinforced nylon pilot bushings have been offeredfor diesel trucks for several years.

A heavy duty sealed ball or roller bearing would seem to bethe best solution. They work well in applications where thepilot bearing is installed in the center of the flywheel insteadof the crankshaft, but they are too big to fit in a Corvaircrankshaft!

Self-lubricating graphite plug bushings.

Here we have a typical needle bearing, like the kindused in newer GM performance cars.

from which the bushing is manufac-tured. It can perform at temperatures to750 degrees, but alas, is only suitablefor applications up to 500 RPM. Thinkof that the next time you rev your Cor-vair at a stop light.

Kevlar Bushings. At first blush, Kevlarpilot bushings would seem to be an-other good alternative. Like Oilite,they can tolerate a bit of contaminationand they are self-lubricating. They firstmade their appearance for diesel appli-cations, where rotating speeds and tem-peratures are relatively low.

A couple of vendors have been offeringKevlar bushings for gasoline V8s, butout in the field, the results have beenmixed. In high-performance applica-tions, there have been reports that the"plastic" literally balls-up.

And the term "Kevlar" is a bit mislead-ing. These bushings are actually madeof a material known as "Hydlar ZF",which is an aramid fiber filled nylonmaterial rated for only 210 degreesFahrenheit in continuous duty. Sure,aramid is synonymous with "Kevlar",but the temperature tolerance is a bitlow for a pilot bushing.

Furthermore, Hylar ZF cannot toleratesurface speeds greater than 100 SFM(Surface Feet per Minute), whichequates to 650 RPM for a Corvairtransmission input shaft. 650 RPM isjust a high idle.

Other Plastics. According to the"Advanced EMC - Bearing MaterialGuide", there exist certain kinds ofplastics that may meet our need for abushing. For example, Fluorolon 4031,Fluorolon 4033l can tolerate high tem-perature, high speed, and heavy loads.But I have not been successful in find-ing any company that offers bearingsmade of these materials, nor rod stockwith which to fabricate them. You canfind the "Bearing Material Guide at thiswebsite with the very long URL!http://www.advanced-emc.com/product_guides/Advanced-EMC-Bearings-Guide.pdf

(Continued on page 7)

Other Alternatives:

Warning! If you are contemplatingsomething other than a NOS CorvairOilite, you should be aware that nobodyon the planet makes either a bushing ora bearing that has the same dimensionsas a Corvair pilot bushing. Not Tim-ken, not SKF, not FAG, not nobody!Not even Beemer Precision!

So let's start there. Some machinework will be necessary for any of thealternatives discussed below. We’vethrown in some “straw man” ideas thatare not really feasible but are interest-ing nonetheless.

Sealed Ball Bearings. Roller Bearings.Even the guys with diesel pickup truckshave had problems with pilot bushings,and some have resorted to large life-time lubricated ball bearings and rollerbearings in their place. I'm talkingabout bearings with inner and outerraces and grease seals to keep the lubein and the dirt out, like alternator bear-ings.

This modification is feasible for thosevehicles where the pilot bushing ispressed into the flywheel instead of theend of the crankshaft. Simply machinethe hole in the flywheel to the properdiameter and press in the larger, beefiersealed bearing. I suppose it would bepossible to ream out the hole in the endof a Corvair crankshaft, too, but itwould take a total tear-down of the en-gine to do it.

Needle Bearings. Needle bearings are aspecial breed of roller bearing. Theyare more compact and therefore can bemade to fit into the end of a Corvaircrankshaft.

The difference between a needle bear-ing and a roller bearing is the ratio ofdiameter and length of their rollers.When the ratio of the diameter and thelength of roller of a roller bearing isbetween the interval of 0.1 to 0.4, thatbearing is called a needle bearing.

For many years, vendors have offeredneedle bearings (as opposed to roller

bearings) as replacements for Oilitepilot bushings. Japanese manufacturerslike Mazda and Toyota have been usingneedle bearings successfully for years.(I have driven my own two Japanesemanual transmission cars over 300,000miles without any pilot bearing prob-lems). In fact, Chevy is now using nee-dle bearings on its latest high-performance V8s.

Needle bearings offer the benefit oflower friction and thus smoother shiftsas compared to Oilite bushings. Butthe overall diameter of GM pilot bush-ings is so small that there is no roomfor grease seals or an inner race. Andso, the needles can be easily contami-nated with dirt from inside the bell-housing When a needle bearing fails,it usually takes the input shaft with it.

Although most Corvair pundits adviseagainst the use of needle bearings, oneCorvair racer uses them on his streetCorvairs because he has so many badexperiences with howling repro pilotbushings. He buys small block ChevyV8 needle bearings and machines themdown so they'll fit the Corvair crank-shaft. "If the bellhousing is dial indi-cated, the needle bearings work great..."

Graphite-Plugged Self-LubricatingBushings. As far as I can tell, nobodyhas ever tried to substitute a graphite-plugged bushing for a pilot bushing.These curious bushings come in bronzeand iron. They have holes drilledaround their circumference. The holesare plugged with a mix of graphite andother solid lubricants. A number ofmanufacturers including NationalBronze of Michigan offer them in vari-ous sizes. The performance statistics inthe National Bronze catalog suggestthey have suitable temperature, speedand pressure ratings for a pilot bushing.

Graphalloy Bushings. We investigatedGraphalloy, too. These interestingbushings are manufactured by GraphiteMetallizing Corporation of Yonkers,New York. The main ingredient inGraphalloy is - you guessed it - graph-ite! But unlike graphite-plugged bush-ings, the graphite is part of the alloy

PAGE 6 THE FIFTH WHEEL JANUARY 2016

pilot bushing and be done with it!Your choice. Al Lacki

Post Script:

Valuable information about sizing andmachining Oilite can be found in thisonline brochure:

https://www.oilite.com/PDFs/odesigneng.pdf

ing or adapters of some kind.

And with the exception of needle bear-ings, nobody has tried to make a pilotbushing (or bearing) out of any of thealternative materials.

If you want to try it, you'll be trailblaz-ing uncharted territory. Based on ourresearch (which is admittedly prettyshallow), some of them look promising.If you succeed, you will be a hero notonly in the Corvair community but allacross the world!

On the other hand, it would be easierand cheaper to simply pay one of thehoarders for a genuine NOS Corvair

Dupont Vespel SP-2515 is another su-per-plastic that may suffice as a pilotbushing material. The Dupont websitehas plenty of information about Vespelincluding brochures about Vespel bush-ings. In addition, Dupont offers tubesand rods in Vespel which are probablysuitable for machining into pilot bush-ings, but more research needs to bedone to determine if the tubes and rodsare being offered in usable sizes.

Wrap-Up. So, there is a summary ofalternatives to Oilite pilot bushings. Asnoted, nobody makes a bushing or bear-ing that would fit in the end of a Cor-vair crankshaft, so any of these alterna-tives would require precision machin-

PAGE 7THE FIFTH WHEELJANUARY 2016

Dave Noneman’s Greenbrier Makes the Media!!

LVCC member Dave Noneman’s Greenbrier appeared in “Old School Rodz” magazine! And so did a Rampside. The photowas taken in September at the Gasket Goons Car Show which is held every year in Springtown, PA. Congratulations Dave!

Nominations!

Nominations are still being accepted for the positions ofPresident, Vice President, Secretary/Treasurer, and ActivitiesDirector. Submit your nominations by e-mail or postal mailto Dick Weidner, our Secretary/ Treasurer: Here is his con-tact information: Richard C. Weidner 2304 Main StreetNorthampton, PA 18067 rcwvair@rcn.com. Elections willtake place at our January meeting. Please participate in thisvery important process.

NJACE Parts Auction

It's not too soon to be thinking about the annual New JerseyAssociation of Corvair Enthusiasts (NJACE) Parts Auction, astaple now dating back more than 30 years and one of themost popular Corvair events in our region.

This year's auction is scheduled for Saturday, February 13,indoors at Ashley's Auto Body on Hillside Avenue in Flan-ders. Mark the date! (We'll use the following Saturday, Feb-ruary 20, as a "snow date" if necessary.)

At this event, new and used Corvair parts and accessories aresold at auction, with a 10% commission of the sale price go-ing to the club treasury. You may bring parts to sell, youmay buy, or you may do both, or you may just come to enjoythe fun.

Here is what you need to know to fully enjoy the day: First,plan on making a day of it. Due to the nature of how the auc-tion operates, it is not possible to process any buyers or sell-ers until the auction is completed. Doors open at 9:00 forset-up, we begin the bidding at 10:30 AM, take a pizza breakat 12:30, resume the bidding at 1:00 PM, and finish up typi-cally around 2:30 PM. Only at that time can we tally thesales, collect from the buyers, and pay the sellers.

Second, plan on getting there early. We'll open the doors at9:00 AM, to allow time to tag and display any parts you areselling, and to allow you to peruse the parts being offered. Ifyou're selling, you will need to fill out an Auction Lot Cardfor each part or group of parts being sold as one, so pleaseallow sufficient time to do this before the start of bidding.

Auction Lot Cards are available on the NJACE website soyou can print what you need and fill them out in advance.(http://www.corvair.org/chapters/njace/Auction_Lot_Cards_2016.pdf).

But you can also get blank lot cards that day. If you are buy-ing - or even if you think you are not buying - you will beissued a Bidder Number by which the auction desk will trackall purchases.

We ask that items being offered be limited to Corvair parts orCorvair-related items, only. Also, we ask that you not bringmore than one of the same item to sell. You can, however,sell multiple items in a "lot." You could offer, say, one lot ofsix oil filters, instead of six individual oil filters.

Remember that only quality items sell easily. Greasy, rusty,bent and broken pieces have limited appeal.

The club will deduct a 10% commission on all sales. Youmay also donate items for the full benefit of the club.

Did we mention that lunch is included at no charge?

PAGE 8 THE FIFTH WHEEL JANUARY 2016

Back in the 1960s, Carlo Abarth, the Carroll Shelby of Fiats,manufactured custom exhaust systems for a variety of foreignand domestic cars. Check out this wild quad-pipe set-up heoffered for Corvairs. Complete with a cross-over pipe andplenty of hangars front and rear. And he also offered a dual-tip muffler to replace the stock muffler on single-exhaust Cor-vairs. Have you ever seen an Abarth system on a Corvair?

Blast from the Past!

FOR SALES: 1961 Corvan. 15,000 original miles, parked since 1965, last inspection! Owner says no rust. Cranks over

but does not start! Standard shift. Want fair price. Kermit Wenner 610-428-5718.

FOR SALE: 1966 Corsa coupe, 140 hp white with red interior. The front crossmember is off and gas tank is out.

Crossmember is solid and gas tank was sealed and coated. Interior is out and some rust repair was done. Have all the parts.

Car has telescoping steering column and rear speaker option. Mark Snyder. Phone: (610) 965-4039. Email:

mapka2000@yahoo.com

FOR SALE: 1969 500 coupe, 110 hp/PG, very low mileage. Garaged since early 90's. Fathom green with black interior.

Bench seat. Car is complete. Has all the smog equipment. Mark Snyder. Phone: (610) 965-4039. Email:

mapka2000@yahoo.com

FOR SALE: Corvair Parts. The parts are varied and plenty. I have pictures of most items in the Flickr link below. A few

items I didn't photograph are a standard black steering column, a 110 or 95 HP engine complete, and a 4 speed transaxle with a

broken side cover. If there are any questions, please ask. I also have literature for the cars. All is late model. Mark Snyder.

Phone: (610) 965-4039. Email: mapka2000@yahoo.com. Flickr link: https://flickr.com/photos/62003436@N05/

sets/72157662486686311

Clark’s Corvair Parts®

400 Mohawk Trail, Shelburne Falls, MA 01370(413)625-9776 www.corvair.com

Our 42nd Year!Get the 2013-2018 Catalog

If you did not get our latest catalog in 2013 or2014, you can get one free on your first $50

order during 2015. (Additional catalogs $3 with an order)

Over 100 new repro parts in the past 3 years.

PAGE 9THE FIFTH WHEELJANUARY 2016

LVCC Classified Ads!

A handy tool to carry in your Corvair is adwarf deep offset 12 point flank drive 9/16”box wrench. It can be used to tighten thebolts on the fan idler and also the bolts un-der your generator or alternator. Availablefrom Snap-On, Part Number: XSO1618Adeep 60 degree offset 1/2 9/16 wrench.

Thanks to the Central Pennsylvania CorvairClub for this tip!

Handy Tool for Fan Belts!

PAGE 10 THE FIFTH WHEEL JANUARY 2016

LVCC Club Officers:President: Dennis Stamm Phone: (610) 926-4723 Email: dmstamm@comcast.netVice Pres: Fred Scherzer Phone: (215) 234-4458 Email: jukeboxman@comcast.netSecr-Treasurer: Richard Weidner. Phone: (610) 502-1414 Email: rcwvair@rcn.comNewsletter Editor: Allan Lacki. Phone: (610) 927-1583 Email: redbat01@verizon.net

LANta Community Center Entrance

Lehigh and NorthamptonTransportation Authority(LANta) Headquarters

Community Center Meet-ing Room, 2nd Floor

1060 Lehigh StreetAllentown , PA 18103

W e Meet Here!(E ntrance to LA NTA )

Car show season hasn’t started yet and so we don’t have any outdoor events to recommend to you. However, you may want toconsider these indoor events. They sound like fun!

Thursday January 28 to Sunday January 31, 2016 :::: Pennsylvania Auto Show 2016Location: PA Farm Show Complex & Expo Center, 2301 N. Cameron Street, Harrisburg, PA 17110. Hundreds of the hottestnew cars and trucks all in one place! Time: Thursday 1 PM - 9 PM, Friday 10 AM - 9 PM, Saturday 10 AM - 9 PM, & Sunday10 AM to 5 PM. Prices: Adults (13 and over) $10, Senior Citizens (62 and over) $6, Military (Active with I/D only) $6, Stu-dents (w/ID Onsite Only) $6, Children (12 and Under)* FREE. Email: SFreeman@enthusiastnetwork.com Website: http://autoshowharrisburg.com

Saturday, February 13, 2016 :::: NJACE Annual Corvair Parts AuctionLocation: Ashley's Auto Body on 274 Hillside Ave, Flanders, NJ 07836. Time: 9:30 AM to 3:00 PM. Price: Free to get in.We'll use the following Saturday, February 20, as a "snow date" if necessary. LVCC members are certainly welcome! 10%commission payable by sellers to NJACE on parts sold. Free pizza lunch! Staged by amateur NJACE auctioneers, this indoorFebruary event provides ample opportunity for Corvair enthusiasts to get hot deals on Corvair parts plus a few laughs! Call oremail Brian O’Neill at (973) 729-5586 or bmoneill@juno.com

Local Events In and Around Lehigh Valley

Next Meeting: Wednesday, Jan. 27, 2016