Yes, my book doesn't have any dealer codes for the lightweights or the all steel cars. You know my car ended up in South Carolina, that is where the previous owner found it. Sold in Chicago and ended up in South Carolina. Also, mine was number 17 in the build of 35..right in the middle. You would have thought that more cars than that went to the racers in the south. Would they have sold it out of Chicago to a racer in the South? I wish we had more information on these cars, becuse they sure have a lot of unusual stuff about them.

Dave, I just went and found a second book that I have and it does show the dealer codes for all the 64' Plymouth hemi cars. They are only showing numbers for the Dealers. Not names or locations. The first book by DD did not have them. Also, this book is only showing Plymouth. I imagine that if you want the Dodge information, you would have to buy the Dodge book. If you want, I could copy and fax the codes to you. Who would have the Master sheet of dealerships? Also, most of the cars went to different dealers according to the codes. It looks like dealers got just one car. They were spread out pretty good.

Post deleted by 64Post

Seems logical to me. My car had a June 23rd ship date. The earliest ship date I can see is June 15th for the vry first vin on the all steel cars. The dealer code for that car is #5104.

The first book I have is kinda the short version, pocket size, by DD. The 2nd one gives all kinds of good information. It called the Complete guide to the 1964 Plymouth Super Stock III and Super Commando Package by Darrell Davis. Check it out. You can order it off of his website.

Like Porsche, the Chrysler codes (A864, A990) are in a numerical order by timeline of creation, not necessarily by sale date or availability. IIRC, the '50s Indy Gen 1 Hemi was an A-311.
864 was the '64 Hemi, 990 the '65 version, but that doesn't explain the variations within the year (NASCAR vs Drag Race spec), which seems vague to me.
There was a red/red '64 Belvie 864 Hemi that showed up in a few magazines in the '80s, apparently an original car, and IIRC it was the single 4-barrel NASCAR motor.
In '65, when the Melrose Missile was to be converted to the full-on AWB from its 2% version, Chrysler shipped a body in white and boxes of parts to facilitate the conversion, since it was not done at Amblewagon but in Calif.

Post deleted by 64Post

"In '65, when the Melrose Missile was to be converted to the full-on AWB from its 2% version, Chrysler shipped a body in white and boxes of parts to facilitate the conversion, since it was not done at Amblewagon but in Calif."

Melrose Motors received a complete & running DIPPED 65 A990 Ply that Tommy Grove said didn't take much to make true 2%'er - block of wood and a sledge on the rear, etc. - I have copies of the receipts of the AWB parts that were sent to convert the car after it's ONE race as a 2% car - Tommy said the car was a "big pain" to do bodywork & paint the first time, much less cutting it apart and redoing it and repainting it again - they had concrete blocks under the floor to support the two guys inside the car holding up the roof so the bodywork could be done ! Tommy said he braced the seat the way the factory told him to and being a 4-speed car, the first launch off the line the seat ripped out of the floor and he fell in the backseat area !!
Trivia for the day - Reed in Neb.

The few that I have seen have had Carter carbs. Some say all early 64's had Carter carbs[A-864]

There is another guy here on the board that( he lives in Dallas) that owns a 64 htp hemi Dodge. He just bought it a few years ago.

Tommy said he braced the seat the way the factory told him to and being a 4-speed car, the first launch off the line the seat ripped out of the floor and he fell in the backseat area !!
Trivia for the day - Reed in Neb.

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That there is funny!!!

Were all the steel nosed Plymouth's done as Belvedere's? Back in 83 I looked at a 64 steel nose Hemi Plymouth and I swear it was a Fury. It was a red 4spd car. When I saw it it hadn't been out for a really long time and still in the hands of the second owner who had bought it in 70. The last time I talked to the guy who introduced me to the owner it was still in the same location. It was taking up space w/ a 66 Hemi Satellite convertible and a factory Pontiac race car.

Reed, I think the 2% car was delivered, one of 2 Plymouths & 2 Dodges; I'm not aware of the car ever having a standard wheelbase. I'm referring to the 10"/15" AWB conversion of that body. As a 2% car it had the relocated front suspension & K-frame, clearly visible in photos when the car wore "650" as its #, mag fronts, black steel rears. My point is that at that time Chrysler would ship bodies & parts to its contracted racers; that's what Cecil got to facilitate the car's later conversion.
I would think that the "block of wood & a hammer" is a bit of understatement; it would appear to reference the rear axle location, which of course would also require centering/locating pins & holes and shortening the driveshaft. I've thought Chrysler did the 2% mods because they were pretty deliberate about only building 4 2% hardtops, using the '64 2% parts on those specific 4 '65s. I'll check with Cecil on that, as it's certainly possible that they just shipped the stuff to Melrose. That would be consistent with the logic of their later shipment for the 10/15 inch deal. I can post a clarification if anyone's interested.

My dads car,Aluminum nose hemi hardtop. IBM card has limited info. No dealer designation? An exception to the rule?

Post deleted by 64Post

Everyone seems to have a clue but who knows. I asked Tom hoover about early cars being wedge cars pulled off the line and being converted to hemi cars. He told me "THAT NEVER HAPPENED" a few months later Galen had an article claiming it did happen. Seems like its an early engineering car.

"I would think that the "block of wood & a hammer" is a bit of understatement"

I agree Steve, sorry I wasn't more item specific.

However, I do know for a fact that the parts were shipped to Melrose Motors to convert the 65 car to a 10/15 AWB and they did the conversion in the Melrose Motors shop. I have Tommy Grove's resignation papers and he didn't leave Melrose Motors until Feb 14, 1965 - Tommy and his crew(including Cecil Y.) built and tested the 65 car - I'll ask Tommy if he ever raced it or just tested it and also how they received the 65 car to begin with. I'll call Charlie Debari too for additional verification.

"My point is that at that time Chrysler would ship bodies & parts to its contracted racers; that's what Cecil got to facilitate the car's later conversion."

Wasn't quite sure what you meant ? Are you saying that there was another body or just parts that were shipped to Melrose Motors to facilitate the car's later conversion ?

Thank you for any clarification.

Reed in Neb.

I have a theory I'm working on.

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I'd be curious as to what that was.... I wonder why Chrysler (Dodge/Plymouth) would release so many cars right before th 65' season. I mean they could have waited a month or so and made them all A-990 cars. What is with that? Were the cars late replacements for Max wedge cars that were ordered? Why would Chrysler make a similar number of each Dodge and Plymouth lightweights at 55 each and all steel cars at 35 each. Seems like someone thought about it enough to order even amounts of production. And for what purpose in the numbers? If they were just replacements for max-wedge orders, chances are they would be an odd number for each? What gives?