The Sidepipe is published monthly by the Oklahoma Chapter NCRS, Inc. • http://www.ncrs-ok.org

August, 2017

Chairman’s Comments by Kelly Bolton

I look forward to hearing about the NationalConvention held in San Antonio last month as

some of our Chapter Members were featuredguests. James Gessner hosted a race carseminar that featured special guests Dave Morganand the 67 Morgan- Yenko L-88 race car andDavey Jordan who drove the 1968 Jim GarnerA.I.R. L-88 Daytona race car. Both men and theirwives joined the daily sessions held Wednesdaythru Friday. The seminar featured James’sPowerPoint photo presentation of '' The GloryYears Of Road Racing 1957-72'' and in James’swords ''we all will be sitten around the campfire''tellin’ stories of the good old days. A photo ofDave and Marlene Morgan (courtesy of JohnNeas) at dinner is shown on page 3 of thisSidepipe. Dave and the ’67 L-88 Race Car had atremendous impact on Road Racing at that timeas the 1967 L-88 Corvettes won their respectiveclasses at the 12 Hours of Sebring and the 24Hours of Daytona. Those victories put the L-88option package in the spotlight. It’s great to seeDave and Marlene and Davey and his wife receiverecognition at the National Convention.

Donations - In recent discussions concerningcharities that our chapter may consider for adonation, Mary Ligon, the founder of the CoffeeBunker, and Pete Luitwieler are scheduled tomake a presentation about the Coffee Bunker atour August breakfast meeting.

Web-site update - The initial NCRS-OK.orgremains on-line through GoDaddy.com. Mike andJohn continue developing our new web-site asMike has been working with John Waggoner theNCRS Website Administrator this week. Mikesays our new web-site is "Live" on the NCRSNational server and is still a work in progress, so

comments are appreciated and criticism istolerated. Mike will give us an update at our nextbreakfast meeting.

Mark your calendars as our Ice Cream Social isset for September 30th. Lee and JD Stigall willhost this year’s event with Cook and Kitchensupport from Janice and Don, Karen and MikePartridge. Something for everyone with burgers,chicken, hot dogs and don’t forget Ice Cream. Leeand JD have an extra-long driveway that canaccommodate lots of Corvettes and abundantoutside space to sit and mingle.

Reminder that if you have something you wouldlike to share at our next breakfast meeting, pleasesend to Mike (lostnaustin@sbcglobal.net) and me(kellybolton@cox.net) prior to the meeting, or youcan bring your presentation on a flash drive.

To continue moving forward into 2017 there arenumerous opportunities for you to participate in ourChapter which is vital to our continued success asThe Oklahoma Chapter of NCRS. Let’s look at2017 as a year filled with opportunity and fun aswe restore, preserve, document and enjoy ourCorvettes.

I look forward to seeing everyone and their cars onSaturday.

August Breakfast Meeting

Our monthly breakfast will take place on Saturday, August 5, 2017. The location isOllie’s Station Restaurant in the Redfork area ofWest Tulsa. The address is 4070 Southwest Blvd.The phone number is (918)446-0524, in case youneed it.

You can choose the buffet or you can order fromthe menu. The time to be there is 8:30 a.m., butpeople always start arriving by 8:00 - 8:15 a.m.

Oklahoma ChapterMerchandise

by Bob Clark

We currently have Oklahoma Chapter denimshirts, long and short sleeve, for $25 each. We

also have Oklahoma Chapter sweat shirts for $25.

Please call me at 918 / 625-2303 or 918 / 299-9001to order an item. You could also send an email tobobclark77@cox.net. Be sure to include the type ofshirt and size.

New Membership Directories are ready. Additionalcopies will be available at our breakfast meeting onAugust 5. You can take as many as you need.

Attitude Adjustment Night InOklahoma City

by Gene Holtz Tuesday Night Cruiseby Jim Elder

We had a good turnout for a July Cruise Night inthe 100 Degree. Heat.

Those who came out were David Beach, TommyJohnston, Bud Jessee, Mike Smith, Jerry & CarolCasteel, David Harrison, Pat McMichael, Bill Fritts andmyself.

We have 2 dates scheduled: August 8 & 29. If youhave any questions or additional input pleases call meat (918)748-8256 or e-mail to jretulsa@cox.netAugust 8 & 29September 5 & 12October 10 & 31

Come out and join us.Location: 91st & Memorial

Time: Starts at 5:00 p.m. until dusk.

Attitude Adjustment Night

The gathering place for our August Attitude Adjustment Night on Tuesday evening,August 15, 2017, will be Bravo’s Mexican Grill at4532 East 51st St. We will continue to meet atBravo’s for the next few months.

The time people start to arrive is 5:00 p.m.

We are hosting an Attitude Adjustment Night inOklahoma City to generate interest for an

upcoming Chapter event in OKC and to get OKCMembers together.

The gathering will be held at Rudy’s Country Store &BBQ located at 3437 W. Memorial Road, OklahomaCity on the fourth (4th) Tuesday of each month.July’s gathering is the 25th with arrival time between5:30 pm and 6:00 pm. (The location, time and datesare subject to change if they do not work out for themajority wishing to participate.) We will be discuss-ing a Chapter Meet in OKC, how to get the info outto members in the area, tech session and judgingschools in OKC.

We now have a Master List of National Members inOklahoma. We are trying to add email addresses foreveryone on the list. We need to discuss how tonotify these members about the Oklahoma Chapter

activities since we have only mailing addresses.

Contact me if you want further information at (cell)405-317-3919 or email blue65l84@aol.com (that’s anL84, not 184. Thanks!)

Jets & Corvettes Car Show

by Scott Pfuehler

When? Right after our NCRS Breakfast Meetingso hustle to the Tulsa Air and Space Museum.

It is located at 3624 N. 74th E Ave. Go north onSheridan Rd. until it ends, hang a right, turn right onto74th E. Ave, and stop at the place with the big oleAmerican Airlines airplane sitting out front.

The show folks will take you to the show parking.There is no charge to enter and some nice trophiescan be had. The car show will be over by about 2 PM.

You can, of course visit the Tulsa Air and SpaceMuseum while you are there.

Need more info? Call Bob Ferguson 918-230-6624

Cruise Night - July 11by Tim Zane

The Oklahoma Chapter formed again for theTulsa Tuesday Cruise with a varied

presentation. Attending were David Beach, TommyJohnston, Bud Jessee, Mike Smith, Jerry & CarolCasteel,DavidHarrison,Bill Fritts,PatMcMichael,and JimElder.

It’s alwaysfun, so ifyou careto join in,give Jim(918-748-8256) or me (918-835-7253) a heads-upso we can save you a space. August 8 and August29 will be the next dates to attend.

A Picturefrom the

2017NCRS

NationalConvention

Dave andMarlene

Morgan andthe 1967

YenkoCorvette

Racer

The CoffeeBunker

Mary Ligon’s heart and mind took astark change of directionconcerning our militaryand their families afterher own 24-year-oldson, Cpl. Daniel Y. Ligon, USMC, returned fromhis second deployment in Fallujah, Iraq. After hishonorable discharge, he returned to Tulsa, clearlydisturbed. Struggles with PTSD, depression,sheer exhaustion, and a crumbled marriage allculminated in his death by suicide on June 10,2007. Mary’s passion is to redeem the tragedy ofDaniel’s devastating death, reaching out to othersfacing the same silent wounds of war.

Mary is a native Tulsan. Her life has been coloredin part by living 23 years in the Arab World, aswell as 3 years in England. The countries she haslived in include Cyprus, Egypt, Tunisia, England,and Lebanon. Mary has her Certification inPastoral Counseling from St. John’s AnglicanCollege in Nottingham, England. Mary and Terryhave been married 35 years and have two grownchildren, one being Daniel’s older sister, the otherhis younger brother, who also served five years inthe U.S. Marines. Mary has received theCommunity Education Award from Mental HealthAssociation in Tulsa, and 2010 Annual Award fromCommunity Service Council in Tulsa.

The Corvette Adventure (Part 16) By: Pat Cavanagh

Spending time at our lake home in Wisconsinalong with business trips to Florida, Texas, and

Indiana in June and early July slowed my progressputting my ’64 Corvette back on the road for thefirst time since the 1980’s.

Progress in the last three weeks, however, hasaccelerated thanks to help from Scott Pfuehler andKelly Bolton. I want to thank them both for their

help and invaluable advice over the course of thisadventure. I had originally planned to drive the ‘64 to ourJuly 1st breakfast meeting but unfortunately my scheduledid not cooperate. I did, however, send a video of thestartup and my first drive. They were edited for brevityhowever!

You may recall in The Corvette Adventure Part 15 I hadcompleted the brake system rebuild, adjusted the valveclearance, added an extra fuel filter and made a fewother minor tweaks in preparation for the start up.

In this article I am going to give you some backgroundon getting it started and what I found when I took it outfor thosefirst fewmiles.

I am sureyou wereamazedwhen yousaw thevideo andmy ’64fueliestartedright up?Just likeon TV right? But like many of the TV shows we had afew minor problems during the starting sequence whichwe edited for the sake of time.

The car would not immediately fire up when we firstcranked it. So we checked for gas at the injectors andspark at the plugs. With positive results in both cases,we figured out that I had installed the distributor onetooth off. Earlier, I had removed the distributor toprevent damage during the installation of the engine andtransmission. When the distributor was out, I installed aCrane XR-I points replacement module with a rev limiterto eliminate any issue with the points during start up.Unfortunately when I reinstalled the distributor, I wasone tooth off. We indexed the distributor correctly, and itfired right up, just like you saw on the video. I plan toswitch back later to points for judging.

With the engine running we noticed a noise thatsounded like the flywheel hitting the bellhousinginspection cover. But further checking revealed that Ihad not fully re-tightened the bolts on the lowercrankshaft pulley when I used my crank indexing tool toadjust the valve clearance on the 30/30 cam. Nodamage was done, but this mistake frightened me. I

For more details about her and the Coffee Bunkerlook here:https://www.coffeebunker.org/mary-ligon/

Mary Ligon, the founder of the Coffee Bunker, isscheduled to come to our NCRS meeting on August5, 2017, to talk about the Coffee Bunker.

canister filter for judging. The front end was thengreased with a high quality chassis lube.

One evening, Kelly and I installed the hood and madesure it fit and worked perfectly with the correct hardware.This takes more time than you may think, but it givesyou a sense you are getting close to finishing this part ofthe project.

I started taking short test drives in the car around myhouse to build some confidence in the reliability of thecar. The engine pulls strongly to 4000 RPMs (my self-imposed limitfor now).The enginetemperatureruns about180 degreeson the gaugeand has notover-heatedeven at idlein our 95 to100 degreeweather. Iam sure thatnew DeWitts aluminum radiator and rebuilt water pumpare the reason it runs cool. Oil pressure runs about 50PSI at idle and 80 PSI when I rev it up.

It had been a bit of mystery until I drove the car, but Inow know that the rear end ratio is 3.55:1.

It took some time for me to learn how to start the fuelie.It is certainly not intuitive. When the motor is cold youturn the key to the on position and floor the acceleratorand then release it. You then crank the engine withouttouching the accelerator, and it will fire right up. To startthe car when the engine is hot you push the acceleratoralmost to the floor and crank it. It fires right up. Notfollowing these procedures results in no start.

You mayrecall that Idid a frontalignment onthe car in myworkshopwith mySears digitallevel and afewhomemadetools. I am

immediately double checked the torque on everybolt on the engine and front suspension of the car.

Before starting the engine, I planned to fill theradiator with a 50/50 mix of distilled water andZerox G05 antifreeze. Scott convinced me to fillthe radiatorwith justdistilledwaterinstead.“Then if youhave todrain thedoes notcreatenearly themess.” Asit turns out this was great advice because I endedup draining the radiator twice because I installedthe lower radiator hose backwards twice. Don’t askme how that happened, but it is easy to do.

After everything checked out and I finally had thelower radiator hose on correctly, I drained twogallons of distilled water from the radiator andadded two gallons of Zerox G05 antifreeze. EarlierI had drilled several small holes in the thermostatbody which I think helped eliminate any air pocketsin the C2 cooling system and allowed the coolingsystem to drain and fill quickly.

I drove the car for a few miles and while it was stillwarm, I changed the oil. The engine still had thebreak in oil and filter from the dyno testing late lastyear. The engine in the ’64 fuelie takes six quartsinsteadof thenormalfive. Iused15W40,APICJ-4intendedfordieselsengines.Thiscategory of oil has a high zinc content to helpreduce wear on mechanical sliding surfaces,making it ideal to use with the 30/30 mechanicallifter cam. I also installed a premium Purolator PF-35 filter. Later on I will switch back to the original

happy to report the car tracks straight, has an oncenter feel and the steering wheel is centered whenyou are going straight. The ride and handling is goodand the car feels tight. I also checked the rearcamber and I have 1 degree of negative camber inboth back wheels which is a bit aggressive for streetdriving, but I am going to leave it for now. Ultimately, Iam going to have Andy at Admiral Alignment do afour-wheel alignment.

Anotherthing Inoticed inmy testdriveswas thatthe drumbrakeswerepullinghard tothe right.Kellyremindedme that you have to rapidly back up and apply thebrakes hard to adjust the brake shoes. It has been along time since I have had a car with drum brakes! Idrove over to a new subdivision where they wereconstructing a couple of homes and did several hardstops in reverse. This activated the brake adjustersand now the car stops dead straight but those drumbrakes are a long way from the brakes on myMercedes.

I was running low on fuel at this point so I stopped atGrand Prix Auto Sports on Admiral and bought 10gallons of Sonoco 110 octane, leaded race fuel andpumped it into the tank. I then added 9 gallons of 91octane, no ethanol, pump gas. Finally, I added 32ounces of Octane Supreme, my favorite octanebooster and 20 ounces Sta-Bil to the tank. Thisshould be good for over 200 miles.

Next Saturday morning Kelly and I are going drive ourC2’s to the breakfast meeting. Kelly is going to drivehis ’63 and I am going to drive my ‘64. It’s a 16 miletrip and will be the longest I have taken in this car.We are going the back way to breakfast as Kelly isrunning 20 year old Coker bias ply whitewalls and Iam running the brand new but 30 year old Michelin Xradial whitewalls. Top speed for our trip? Not toexceed 35 MPH. We are leaving early. I look forwardto seeing you at breakfast!

Why the ’63 to ’67 ChevyCorvette Is Still OurFavorite Stingray

To millions of gearheads, the name “Stingray” isalmost sacred. You could write a book on the

history of the Corvette (and plenty of peoplehave), dating back to the original plastic fantastic

model from 1953, but to legions of fans, the Corvettedidn’t truly earn its stripes until the second-generationStingray debuted in 1963. The name has becomeshorthand for the the golden age of performance inAmerica, all big block V8s, red line tires, and space-age design. The original Stingray may have had theshortest lifespan of any Corvette — just five modelyears — but its legacy is felt more than half a centurylater in the current Corvette, considered by many to bethe best of the breed.

The ’53-’62‘Vettes hada difficultgestationperiod, withearly carssufferingfromuneven buildquality(largely dueto use of anewmaterial 1959 Corvette Sting Ray Racer

called fiberglass) and a woefully inadequate inline sixpared to a two-speed automatic transmission. The1955 car benefited from an overhead valve V8 andstandard three-speed manual, and the ’57s had theoptional (and now legendary) fuel injected V8, butfrom ’58 to ’60, the car became weighed down withheavy chrome flourishes, and despite a significantrefresh for ’61-’62, the car was beginning to show itsage.

But the genesis of the Stingray began much furtherback as early as 1957, with the new model slated toarrive for the 1960 model year. Chief engineer ZoraArkus-Duntov and his staff began work on the “Q-Corvette,” a smaller, lighter model with cutting-edgefeatures like a rear-mounted transaxle (for betterweight distribution), independent rear suspension,four-wheel disc brakes, and a sleek coupe bodypenned by a 21-year-old stylist named Pete Brock,who would go on to design the Shelby DaytonaCoupe. Then, the development of the Stingray split:During the the recession of 1957, GM brass killed theexpensive program much to the dismay of stylingdirector Bill Mitchell, who bought the car, and withcovert help from a crew of GM engineers, turned theQ-Corvette into an SCCA racer, the 1959 Sting RayCorvette.

While Mitchell was off winning races, Arkus-Duntovand his team had moved on to build the mid-enginedCERV (Chevrolet Experimental Racing Vehicle), anengineering concept designed to showcase hisinnovationsdevelopedfor the Q-Corvette,and makethem morepalatablefor the menholding thepursestrings. In1961Mitchellordered ayoungdesignernamed Larry Shinoda (who would go on to design the1970-’73 Ford Mustang) to improve on Brock’s designfor a production version, and in 1960 the next-generation Corvette was given the green light by GM.

Bill Mitchell was in the business of transforming GM’scars into dream machines; to him, function followed

form. But to Arkus-Duntov, the new Corvette neededto perform at least as well as it looked. Four-wheeldiscs and the rear-mounted transaxle went out thewindow to keep costs down, but he held firm on theindependent rear suspension, and in the end Mitchellacquiesced to the expensive setup.

The Stingray would turn out to be one of the era’sbest performance cars, but that didn’t matter when itdebuted as a coupe and convertible in October 1962.With its hideaway headlights (the first on an Americancar since the ’42 DeSoto), fastback fuselage, and splitrear window, it combined elements of Europeansports cars like the Jaguar E-Type and Ferrari 250GT,but with American space-age styling touches,especially on the interior.

The automotive press fell for the Sting Ray(introduced as two words) fast. Car and Driver said:

One glance at the new Corvette tells you that it isfaster and sportier than its predecessors. And whenyou drive a Corvette Sting Ray, either the convertibleor the fastback Sport Coupé, you find that theexcitement is far more than skin deep. Hidingindependent rear suspension under its sculptured tail,the Corvette is now second to no other productionsports car in road-holding and is still the mostpowerful.

And following suit, Road and Track added:

As a purely sporting car, the new Corvette will knowfew peers on road or track. It has proved, in its “stone-age form,” the master of most production-linecompetitors; in its nice, shiny new concept it ought tobe nearly unbeatable.

What’s more, the press vindicated Arkus-Duntov andhis expensive IRS setup. In the same review, Roadand Track declared:

In a word, the new Sting Ray sticks! Whether youslam the car through an S-bend at 85 or pop theclutch at 5000 rpm at the drag strip, the result is thesame — great gripping gobs of traction.

At $4,037 (around $32,000 today), the Corvette was abargain compared to the E-Type and Porsche 356,and could keep up with them in nearly anything. Aftera decade of trial-and-error, “America’s Sports Car”had become world-class, and it became the best-selling ‘Vette to date.

For 1964, Chevy shattered its year-old sales recordwith a mildly revised car. The distinctive split rearwindow was replaced by a more practical single piece

of glass, and it lost its dual hood vents. Other than aslight horsepower bump — 365 versus 360 in ’63 —on performance models (standard 327 cubic inch carsmade 260 horsepower), the car was otherwiseunchanged.

Chevrolethadbrought amildlycustomizedSting Rayto the 1964World’sFair, whereit was to bethecenterpieceof GM’sauto display. But it was upstaged by Ford’s all-newponycar, the Mustang. By 1965, with the Mustang arunaway success, American car buyers had officiallygone crazy for horsepower. The Mustang was neverin the same league as the ‘Vette, but the Chevy didbenefit from a notable power bump. That year, itintroduced the big block 396, which cranked out animpressive 425 horsepower. For ’65, the Sting Rayalso came one step closer to Arkus-Duntov’s idealand got four-wheel disc brakes, a feature generallyfound only on high-end sports cars for the era. To gowith the added power and better brakes, the ’65 StingRay got big fender vents to go along with them.

As the rest of Chevy’s lineup began to gain more of aperformance edge, the range-topping Sting Ray goteven hotter in 1966. Both 390- and 425-horsepowerbig block engines became available, and base carsnow made an even 300 horsepower. But the sportscar worldwaschangingfast.Lamborghinihadstunned theautomotiveworld withthe mid-enginedMiura,pointing toan evenlower, leaner, angular future for sports cars. And thelowly muscle car was beginning to cut into theCorvette’s standing as America’s top sports car.

What’s more,competitorslike the Ford-poweredShelbyCobra weregivingCorvettes atough timeon the racetrack. It wasalready timefor a change,andChevroletdecided that it needed to come in 1967.

But again, Arkus-Duntov dragged his heels on thenew Corvette, now called Stingray (one word). It justwasn’t ready yet, so Chevy brought out a largelyunchanged Sting Ray for one more year, and itbecame one for the ages. The 1967 model benefittedfrom every incremental change the Corvette teammade over its five-year production run, and the range-topping L88 model, a factory-prepped drag car couldcrank out 560 horsepower from its high-compression427. With just 20 produced, it’s one of the mostsought after Corvettes ever built.

The third-generation Stingray debuted for 1968, andeven after its extra year of development, it wasplagued with a number of problems. But it was lower,sleeker, and had a sexy Ferrari-esque “Coke-bottle”shape. Despite the teething issues and a $400 pricebump, thenew carsold nearly30,000units its firstyear, a newCorvettesalesrecord.

But theStingrayhad themisfortuneofweatheringthe oil crisis of the early ’70s, the bloat of the MalaiseEra at the end of that decade, and a few awkwardyears of withering on the vine in the early ’80s. By thetime it left production, it was slow, ancient, and out ofstyle. The original Sting Ray never had that problem.

Corvette Classified

A DeWitt Radiator: Need one, want to upgrade the one inyour Corvette or put one in the LS motor restrorod you arebuilding.

Call Scott, 918-437-5292. He will share his discount withwith you.

For Sale: 1987 Red with New Convertible Top with 64,129Miles $11,0001990 red ZR-1 Stillwater Mercury marine Engine with 2,300miles $35,000They have all been part of my collection for several years.

Race Car Wheelsby Scott Pfuehler

Anybody know where there are some AmericanRacing 15 x 8 200-S wheels? This wheel is just

now being reproduced by American Racing. They area really nice Chinese made wheel, but they have agoofy offset and will not work for me.

So, I need some old ones, some being at least 8wheels. This, folks, is a group of American Racing200-S mag wheels. I need 8 of these puppies in a15” x 8” size,almost any boltpattern andoffset.

Seen any??

Please let meknow.918-437-5292

It was only here for five years — each one better thanthe last — and went out as one of the most popularCorvettes of all-time.

After years in the wilderness, there may be a growingappreciation of the C3 Stingray, but the C2 is thedarling of the collectors, and when Chevyreintroduced the nameplate for the current car, youcan bet that it was channeling the sleek, red-hot car ofthe ’60s rather than the tired cruiser of the ’70s. TheSting Ray is a legend, and as time goes on, it will onlygrow in stature.

Corvette Go Cart

Those of you who were at our last breakfast willremember a fellow in the parking lot after the

meeting who had a Corvette bodied Go Cart.

Well, he said he had that one and another. His name& phone #. Joe 580-419-4495

For Sale: 1957 Corvette inTulsa. A project that needsyou. Call for lots morepictures and information.

Dave Stone 918-266-4144

GreatRe-purposeProject?

(from Yahoo News)

Bob Clark • Editor

10809 So. Louisville Ave. • Tulsa, OK 74137-6720

home • (918) 299-9001 • work • (918) 298-2777

Fax - work 918-298-2778 • home 918-298-9094

E-Mail • bobclark77@cox.net

Upcoming Events

NCRS registered marks used in the NCRS Drivellne: NCRSFlight Awards, NCRS Master Judge Award, NCRSPerformance Verification Award, NCRS Founders Award,NCRS Sportsman Award, NCRS American Heritage Award,NCRS Duntov McLellan, and Hill Mark of ExcellenceAwards, and the NCRS Folz Memorial Award. All areregistered with the United States Patent and TrademarkOffice.

*** Please think about writing an article or contributing anitem of interest for the newsletter. This can be a tech tipyou've found, an article to reprint from another publicationthat would be of interest, a personal experience that wouldinterest other members, or an item of news about thechapter or its members. Remember, include pictures if youcan. Your Corvette classified ads are welcome, too. You canmail, e-mail, FAX, or loan me a flash drive or CD(Windowsor Macintosh ). Remember!! Your help is needed to makethis newsletter a voice of our chapter !

NCRS CommunicationTo keep up to date with the latest news from yourOklahoma Chapter NCRS and your Region VII Director,be sure to advise Bob Clark or Don Partridge of anye-mail address changes. This also applies to phonenumbers and new mailing addresses.

If your address is not current, then you will not receive thelatest news and information.

Thanks also go to Jim Elder,Neal Kennedy, and VerleRandolph for their continuinghelp in folding and mailing.

Thanks toBrad Williams and

Mazzio’s for continuingto support the

Oklahoma ChapterNCRS.

We appreciate yourhelp.

Thanks to Gene Holtz, Jim Elder,Scott Pfuehler,Phil Gray, PatCavanagh, Tim Zane and BonneyClark for their contributions to this Sidepipe issue.

Aug 5 Oklahoma Chapter Breakfast Meeting - Ollie’s Station Restaurant - 4070 Southwest Blvd - Tulsa, OKAug 8 Tuesday Cruise Night (see article in this Sidepipe)Aug 10-12 Pittsburg NCRS Tr-State Regional - Altoona, Pennsylvania - See Driveline for infoAug 15 Attitude Adjustment Night - Bravo’s Mexican Grill - 4532 East 51st St. - Tulsa, OklahomaAug 24-27 Corvette Carlisle - Carlisle Fairgrounds - Carlisle, PennsylvaniaAug 29 Tuesday Cruise Night (see article in this Sidepipe)Sept 2 Oklahoma Chapter Breakfast Meeting - Ollie’s Station Restaurant - 4070 Southwest Blvd - Tulsa, OKSept 30 Oklahoma Chapter NCRS Ice Cream Social & Cook-Out - Lee and JD Stigall will hostOct 25-29 NCRS Texas Regional - Frisco, Texas - See Driveline for info