1 H HU US SK KE ER R N NE EW WS S ’ ’N N V VI IE EW WS S JUNE 2016 TABLE OF CONTENTS Pg 1 Peer’s Car Show Pg 4 Pub Meet Pg 5 Barrett-Jackson Pg 9 Corvette C8 Pg 11 Zora – The Man Pg 16 Member News Pg 19 Schedule of events Pg 20 Event Details Pg 21 Regional/National Pg 22 Points Pg 24 General Mtg Minutes Pg 30 Contributors Pg 31 Membership News Pg 33 Car Corral Pg 34 Contact Information Pg 35 Funny Side up **Next General Meeting is Thursday, June 16, 2016 at the Bel Air Banquet Hall, 7:30 - 9:00pm. Come EARLY & enjoy the buffet starting at 6pm! If you would prefer a salad, call Holly or Shelly at 402-333-5505 Nothing but Vette Last year, Don Peers was looking at the rain clouds and wondering how many people would show up for his all Corvette Show. Sadly, the turnout was about half of what he was expecting. This year’s show was blessed with blue skies and perfect temperatures as an overflow crowd of Corvettes and drivers enjoyed the day. This annual show is a benefit to The Soap Box Derby, and the large turnout was just what was needed to complete some repairs. Don thanked everyone for coming out to support such a worthy cause. Food and drinks were available, and Don had tables set up in his shop for everyone to enjoy a picture perfect day.
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HHUUSSKKEERR NNEEWWSS ’’NN VVIIEEWWSS...1 HHUUSSKKEERR NNEEWWSS ’’NN VVIIEEWWSS JUNE 2016 TABLE OF CONTENTS Pg 1 Peer [s Car Show Pg 4 Pub Meet Pg 5 Barrett-Jackson Pg 9 Corvette
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**Next General Meeting is Thursday, June 16, 2016 at the Bel Air Banquet Hall, 7:30 - 9:00pm. Come EARLY & enjoy the buffet starting at 6pm! If you would prefer a salad, call Holly or Shelly at 402-333-5505
Nothing but Vette
Last year, Don Peers was looking at the rain clouds and wondering
how many people would show up for his all Corvette Show. Sadly,
the turnout was about half of what he was expecting. This year’s
show was blessed with blue skies and perfect temperatures as an
overflow crowd of Corvettes and drivers enjoyed the day.
This annual show is a benefit to The Soap Box Derby, and the large
turnout was just what was needed to complete some repairs.
Don thanked everyone for coming out to support such a worthy
cause. Food and drinks were available, and Don had tables set up in
his shop for everyone to enjoy a picture perfect day.
2
Let’s text each other
like teenagers do!
Hey Sandy….
Want to feel like a Kid?
3
Outside, there were Corvettes, Corvettes and more Corvettes. We have not seen this many C1s and C2s
together for a long time.
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Meet & Greet – Pub Style
There is one day of the year when everyone claims to be Irish. St. Patrick’s Day is the biggert day of the
year for many bars and pubs. But, what happens to these wonder Irish establishments the other 354
days of the year? The truth is, that is a fine time to go visit Sean O’Casey’s an authentic Irish pub that
features 30 Irish beers and ales as well as the best Rueben sandwishes in town.
The evening turned out to be a birthday celebration for Bob Markworth, who tried to hide but really
found nowhere to go. He was forced to endure several rounds of CCC (Completely Crappy Choir) singing
Happy Birthday. On the plus side, after we finished singing, we pretty much had the place to ourselves.
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The Barrett-Jackson Experience
I have always said that there are only two things keeping me from being a serious car collector - having
the money to buy them and the place to put them. The great thing is that it doesn’t cost anything to
dream. When the Barrett-Jackson auction comes on my TV, I imagine being there with millions in the
bank and think of all of the cars I would like to own.
I have never attended a Barrett-Jackson auction live, but it is certainly on my list. I was curious to learn
more about the “World’s Greatest Automobile Auction”, and the answers were right in our club.
Steve and Nancy Bronner have bought
and sold cars at Barrett-Jackson. Several
CCC members have attended the auction
in Scottsdale. Here is what they have had
to say about the experience.
If you are an auto enthusiast and have never been to
Barrett-Jackson’s auction in Scottsdale, Arizona, then
clearly you better get this added to your bucket list. Other than racing events, it is arguably one of the
top ten automotive events in the country and every enthusiast must experience this outstanding event,
at least once. And there’s the hitch; once you do attend, it will become an annual pilgrimage requiring
you to block out the third week in January. Next year the dates are January 14th to January 22th and it
takes place at Westworld in Scottsdale, Arizona. As a “Corvetter” (AKA lover, enthusiast, fanatic) there is
no other place to be.
In preparation, prior to the event, you need to decide how many days you will spend at the auction,
whether you will be going alone, with family or a friend, and if you will be planning to bid or just
observe. This is important so you can allocate your time properly. There is no doubt that Scottsdale has
some of the finest resorts and restaurants in the country, so if you decided to bring the family or your
spouse there will be plenty to keep them busy while you are at the auction. It is a good idea to attend
with someone that enjoys cars as much as you, because if you are like most, you will find that you tend
to stay a lot longer than planned and it’s great to be able to discuss the cars prior to them crossing the
block.
We will assume you will not be going to the auction as a consignor (the term used for someone offering
a car for sale) because if you were, your car would already be on its way, along with the paperwork and
title to Gary Bennett, vice president of consignment, and his staff. Barrett–Jackson is a stickler for
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details and everything must be in order for you to have your car in the auction. There can be no liens on
the title and the ownership of the car has to be verified.
If you are interested in bidding, narrow down those cars that you want to inspect and establish a price
you want to pay. I have always found it helpful to research similar cars on the internet and place three
values on any car which you may want to bid on. The first step is to determine the condition of the car
based on what you can learn from the catalog. That in turn will determine the values you find in your
research. Then, list the low, high and what I call “stretch value”. The first value is self explanatory. It’s
the other two values that are important. The “high” is the dollar amount you are willing to bid for the
car you’ve examined, and that should be your stopping point, the point where you drop the paddle and
move on. Realistically, though, that frequently does not happen, so if it is a car you can’t live without,
then the stretch amount is the absolute highest price you would bid.
Doing your homework and setting your limit is also important because in addition to the hammer price,
a bidder will pay an additional 10% of the purchase price to Barrett-Jackson as a buyer’s premium. (If
you are bidding on the extensive offering of “Automobilia” the buyer’s premium is 15%.) It this point
you have a pretty good idea of just how much you are willing to outlay for the car.
Once you determine that total amount, you will
need to get a bank Letter of Guaranty which says
that the bank is holding your money and will pay the
guaranteed amount of money from your account for
payment to Barrett-Jackson. This letter should be
written in the amount including the buyer’s
premium. So, for example if you are interested in a
car and your stretch bid amount was $50,000, then,
including the premium, you would need to get a
bank letter guaranteeing $55,000. It is important to
realize that if you exceeded the letter amount you cannot “pay the difference” on a credit card or with a
personal check. Credit cards are not accepted as a form of payment except for the required bidder’s
registration fee of $500.
You can also use a wire transfer letter of guarantee for bidders using banks outside the US, or you can
use a “bid limit deposit” which requires you to pay $9,000 in cash or certified check (no personal checks
or credit cards accepted) to be able to bid up to $90,000. The difference must be paid immediately at
hammer fall with cash, certified check, or wire transfer. Barrett-Jackson also endorses Woodside Credit
as a way to finance your car, but you must be approved prior to the sale for a specified limit. It is
recommended to check out the Barrett-Jackson bidder’s page to insure all the qualifications to bid are
met.
There are several other documents and forms which require completion before you receive a bidder’s
paddle. The $500 bidder fee gives you two tickets to every day of the auction, a preferred parking pass,
and a reserved bidder chair on the auction floor. The registration fee can be paid with a credit card, but
all registration fees are non refundable. You will also be asked to submit a recent color photograph so it
can be put on your bidder ID.
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If you are a spectator, you may want to consider buying your tickets in advance to take advantage of
discount pricing. Prices vary by the day and type of ticket purchased. If you’re a serious enthusiast I
recommend buying the Weekly Pass. If purchased early, it will cost $120 for an adult, $100 for a senior
(+55), military or student. Purchasing at the gate will add $40 and $30 respectively. Daily tickets
average $15 to $30 Monday through Thursday and jump Friday and Saturday to $45 and $55. Keep in
mind that to accommodate the local enthusiasts who work during the day an evening only ticket is
offered at a considerable savings.
Make sure in your planning that you allow travel time to and from the auction, keeping in mind that
there will be in excess of 150,000 other excited attendees. There is plenty of parking and shuttle
services to get you to and from the auction.
Your first reaction after entering
the 132 acres, known as
Westworld when Barrett-Jackson
isn’t occupying it, is being
overwhelmed: “Where should I go
and what should I do first?” You
see for the first time the quarter
mile, 1800 foot long iconic auction
tent. It rises 90 feet into the
desert sky and covers seven acres.
In addition there are eleven other
tents and over 215 vendors and 34
food companies. The main tent
houses the featured premier cars, the automobilia collection, the auction area which seats over 10,000,
the host car manufacturers’ displays, as well as several vendors selling everything from original
automobile art to gold and diamonds and fast food. If you are going to be at the auction all week, I’d
recommend saving this tent until later and inspect the featured cars in small segments rather than trying
to see them all at one time. These cars are so special and many are historically significant so it takes
time to really enjoy these cars. Trying to see all of them at one time can be overwhelming and you will
be sure to miss a lot of details.
If you’re like most, 85% of your time will be spent either checking out and inspecting the cars and
watching the auction which starts in the morning and runs until late at night. Generally the auction
builds during the week with entry level collectible cars crossing the block early in the week and the more
expensive and important cars selling later in the week. Most attendees want to be inside the auction
tent watching on Friday and Saturday, so as you plan the week keep that in mind. By late Friday, most
of the cars in the perimeter tents have been sold and cars crossing the block on Friday and Saturday are
inside the main tent, which is another thing to keep in mind as you plan your week.
Watching Spanky Assiter, the auctioneer, and his team of ringmen working the bidders and the crowd,
especially during the charity auctions and the Salon Collection, will be worth the admission price.
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What is it like behind the scenes at Barrett-Jackson? To find out, I went to Gene and Kathy
Gau, who have worked there. Here is Gene’s response:
I can’t tell you how many times people come up to me and say “How do you get a job like this,
I’d love to be able to do what you do” Be careful what you ask for. Our days usually started at 5
am with Betty Guy cooking breakfast, then a 45 minute drive from their house to West World.
Punch in at 8 am, and begin work.
Our days consisted of 13 to 14 hours on your feet, with two bathroom breaks and a lunch
break. At the end of the day, usually 11 pm, your dogs are barking. But hey, the shirt, which you
have to return, is good looking. Being on camera is fun and the pay is out of this world, $10.00
an hour. Getting to see famous people is a kick, like Jay Leno, Gas Monkey guys, Bert Reynolds,
Malcolm in the Middle, Freddie somebody, Sharon Stone, The guys from Bitchen Rides, Rick
Hendricks, Bubba Watson, Steve Bronner and Jeff Gordon, just to name a few.
The biggest thrill is being up close to some of the most expensive cars in the world, most of
which have hard to open hoods. Kathy has a lot of fun putting sold stickers on, she was on TV
quite a bit. Did you know, there’s a reason Barrett-Jackson gives away free booze. People tend
to bid higher when they are high. Over all, it’s quite an experience and one that I will probably
do again, if our feet agree to do it.
Gene and
Kathy Gau
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A Mid-Engine C8 Corvette?
It's Happening And Here Are The Latest Details by Jay Traugott – Car & Driver Magazine
Over a year ago, we heard that Chevrolet is finally going to pull the trigger and build a mid-engine
Corvette. Obviously nothing has been confirmed and I even asked the Corvette’s chief engineer, Tadge
Juechter, about this subject at Geneva last March. Of course he denied any knowledge, but today our
colleagues at Car and Driver have managed to dig up additional information about the mid-engined C8.
First off, it’s happening. Second, it’ll debut in production form at the 2018 Detroit Auto Show.
Power will initially come from the C7 Stingray’s 6.2-liter LT1 V8 with an output between 450-500 hp.
Expect a base price of around (seriously?!) $80,000. The C7, meanwhile, will remain in production
through 2017. So yes, the C7 and C8 will be built and sold together but only for a short time. In order to
give the C7 and, not to mention, the traditional front-engined Corvette, a proper send off, C&D claims a
new ultra high-performance edition will be unveiled, possibly to be called ZR1. Heading into 2019, the
C8 will receive a new four-cam, 32-valve V8 that’ll push its price tag above $100,000. In 2020, expect to
see the hybrid E-Ray Corvette debut featuring electric front-wheel propulsion.
Don’t be surprised if it’s also called the Zora, named for Corvette godfather Zora Arkus-Duntov. We’ve
also learned that Chevrolet is benchmarking the C8 against the likes of the Ferrari 458 Italia, Nissan GT-
R, Porsche 911 Turbo, and the BMW i8. So there it is. A mid-engined Corvette is clearly happening
though Chevy sources continue to deny it. What are your thoughts?
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Update:
It’s time for an updated report on the mid-engine C8 Corvette, and here’s the game plan as we
understand it from our impeccable source: The 2019 Chevrolet Corvette (code name: ZERV, perhaps
chosen as an homage to Zora Arkus-Duntov’s 1960s mid-engine CERV concepts) will bow in production
form at the North American International Auto Show in Detroit in January 2018 with a version of today’s
pushrod V-8 engine delivering 450 to 500 horsepower. Expect a base price of approximately $80,000.
When volume production begins, presumably later in ’18, today’s C7 Corvette will expire, although there
should be remaining stock for those who prefer the traditional powertrain layout used for more than six
decades. The C7’s final hurrah will occur at next year’s 2017 NAIAS, when a swan-song mega-power
edition debuts, possibly wearing the illustrious ZR1 badge.
A notable power upgrade to the C8 will occur in January 2019, attributable to a new four-cam, 32-valve
V-8 set to be presented at NAIAS. That C8 surely will top $100,000. To continue building momentum,
Chevy hopes to show, in 2020, a hybrid E-Ray Corvette—a term GM has trademarked—with electric
front-wheel propulsion. C8 Corvettes may wear ZORA identification of some sort (such as ZoRa1) to pay
homage to Zora Arkus-Duntov, the car’s spiritual godfather and mid-engine advocate from 1955 to 1975.
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The Story of Zora Arkus-Duntov,
the Bad-Ass Who Made the Corvette an Icon
Hard-core Corvette fans know Zora Arkus-
Duntov and the contributions he bestowed
over his two-plus decades at General Motors.
Anticipating the arrival of the next-generation
C8 Corvette adorned with a ZORA nameplate,
we provide this celebration of the life and
times of America’s answer to Enzo Ferrari and
Ferdinand Porsche.
Arkus-Duntov was born in 1909 to wealthy Russian parents studying in Brussels, Belgium. The following year, the Arkus family returned to Saint Petersburg in time to suffer through both World War I and the Russian Revolution. Young Zora, who was mesmerized by anything capable of moving under its own power, showed little interest in school. When the harsh times brought bread rationing, he armed himself with a revolver to safeguard the family’s food supply. A firearm also came in handy when a crosstown doctor had to be persuaded to come and care for his ailing mother.
Due to the severe economic conditions, Zora’s father Jacques Arkus stayed in the household following divorce and the arrival of stepfather Josef Duntov. Years later, in 1941, Zora finally had sufficient respect for his third parent to change his last name to Arkus-Duntov.
Inspired by Auto Union and Mercedes-Benz grand prix efforts in the 1930s, Arkus-Duntov dabbled in lower-level road racing before and after studying mechanical engineering at the University of
Charlottenburg in Berlin. He met some top drivers and engineers but didn’t advance his dream of competing at higher levels through those connections.
Zora with Allard at Le Mans, for whom he drove in 1952 and 1953.
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Watching conditions deteriorate in Germany through the 1930s, especially for those of Jewish descent, Arkus-Duntov and his wife, the former Elfi Wolff, hastily relocated first to Paris and then to America on a freighter converted to passenger service. Both found fortune in their new world—she as a professional dancer, he as a consultant before becoming a war-munitions manufacturer.
Postwar prosperity opened doors to new motorsports opportunities. The “Ardun” overhead-valve cylinder heads Arkus-Duntov manufactured to tune up Ford flathead V-8s were not initially successful, although they eventually became highly prized. After failed Indy 500 attempts, Zora met Sydney Allard, which led to drives at the 1952 and 1953 24 Hours of Le Mans. Mechanical failures doomed both Allard ventures, but Arkus-Duntov’s rising prowess as an engineer and driver gained Porsche’s attention. He was invited to pilot an 1100-cc 550 Spyder for the factory’s visit to the Sarthe, earning a class victory and 14th overall finish in 1954, followed by 13th overall in another 550 Spyder the next year.
Zora Arkus-Duntov (foreground) with Frank Burrell and Bill Frick at Le Mans in 1960.
Amazingly, Arkus-Duntov’s success n the world endurance-racing stage came after he had joined GM as a development engineer. Upon seeing Harley Earl’s Corvette prototype at the 1953 New York Motorama, he was instantly smitten. He unleashed the full brunt of his persuasive powers to convince Chevrolet boss Ed Cole and GM R&D director Maurice Olley that a production
Corvette would be a “turning point” for GM and that his contributions could be instrumental in advancing any high-performance automobile’s cause.
Convincing Cole only a few weeks after joining GM that driving for Allard at Le Mans was in the company’s best interests reveals the depth of Arkus-Duntov’s cunning. Seconding that motion in 1955 became the cornerstone for the Corvette/Porsche respect and rivalry that exists to this day.
Testing at Pikes Peak in 1955 to prove the vitality of the new small-block V-8; Zora set a new sedan-class record in the then-secret 1956 Chevy.
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Olley was less convinced that racing relationships with other carmakers were a wise idea. For punishment, he dispatched the Russian to the proving grounds to work on trucks. Cole had other ideas. After reading Arkus-Duntov’s memo pointing out how the hot-rod movement might help Chevrolet reach younger buyers, he gave his rabble rouser a challenging project: developing the fuel injection scheduled for introduction on the 1957 model year Chevrolet V-8. Building on existing Mercedes-Benz 300SL technology, Arkus-Duntov devised a means of measuring the mass of incoming airflow instead of using the SL’s simpler speed-density approach.
Unfortunately, Corvette sales were faltering and GM was pondering the early retirement of its sports car. Arkus-Duntov stepped in at the last moment to save the Corvette and to recast it as Chevrolet’s halo vehicle. His views won broad internal respect and the job of evolving the Corvette from a fashionable, gutless two-seater into a world-class sports car.
His new authority only encouraged Arkus-Duntov’s speed exploits. He broke a couple of Pikes Peak records in a disguised Chevy sedan, and he topped 150 mph in a slightly modified Corvette at Daytona Beach in 1956. That success set the stage for a long run of experimental projects, which fed yearly performance improvements to production Corvettes.
1957 Chevrolet Corvette SS race car with Zora behind the wheel.
The 1957 Corvette SS originated a badge that Chevrolet still uses today. This purpose-built sports racer taught Arkus-Duntov an important lesson when it failed after only 23 laps at the 12 Hours of Sebring: that the best way to avoid cooking the driver is to mount the engine behind the cockpit. He earned his first real title at General Motors—Chevrolet’s director of high performance—later that year.
Taking that job seriously, Arkus-Duntov and his team created five mid-engine experimental cars to explore independent suspension designs, all-wheel drive, large-displacement V-8s, rotary engines, and aluminum body construction. He earned a patent for a new 4WD arrangement and nearly won approval to move the Corvette’s transmission rearward circa 1960.
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With the 1960 CERV I show car.
Arkus-Duntov had to be an astute politician to rebuff internal forces that persistently drove Corvette in fruitless directions. R&D boss Frank Winchell constructed one prototype with a V-8 hanging out the back. Ed Cole and John DeLorean both suggested two-plus-two Corvettes. The magnificent split-window coupe, which Bill Mitchell’s design department created for the 1963 model year, was despised by Arkus-Duntov because of its impaired rear visibility and prodigious aerodynamic lift. He got rid of the glass partition after only one model year but
never fully resolved the midyear (1963–67) Corvette’s poor aero performance.
Arkus-Duntov did score major wins with engineering advancements such as stiffer frames, independent rear suspension, and disc brakes. Power and performance climbed thanks to fuel injection, multiple carburetors, large V-8s, and tougher four-speed transmissions. The second-generation Corvettes he masterminded not only sold well, they earned GM profits.
These accomplishments came in spite of modest engineering resources thanks to Arkus-Duntov’s ability to inspire his small team. According to Corvette development engineer Roy Sjoberg, who later became the Dodge Viper’s chief engineer, “Zora got your emotions involved and when that occurred, your commitment followed ad infinitum.” Years later, Ed Cole noted, “Zora managed to bootleg more things through Chevrolet than any other engineer I’ve ever known.” To throw him a bone, GM finally gave Arkus-Duntov the Corvette chief engineer title in 1967.
Zora and Patrick Bedard surveying 1971 Corvettes
The midyear Corvette chassis was such a stride forward that it supported the C3 generation for another 15 model years under Mitchell’s mako shark–inspired bodywork. That was not Arkus-Duntov’s intention.
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The mid-engine layout he longed for never reached fruition during his career for a host of reasons. Detractors insisted that Corvette fans didn’t want it and wouldn’t understand it. Sales were strong with the technology in hand. Engineering costs were also an issue; a new transaxle just for Corvettes would be expensive. When Arkus-Duntov reached the age of mandatory retirement in 1975, the glimmer of Chevy’s halo faded until a reengineered C4 finally arrived for the 1984 model year.
Departure from GM didn’t end Arkus-Duntov’s sensitivity to any harsh word spoken against Corvettes. Following a column in 1979, which characterized that car’s rear suspension as “ill-conceived,” he sued Car and Driver for defamation of character. The fact that his name wasn’t mentioned in the article and that his Corvette responsibilities had ended four years earlier made no difference in Arkus-Duntov’s mind. The suit was eventually dismissed.
Zora with Bedard in 1977.
Arkus-Duntov’s use of cigarettes as a fashion accessory eventually caught up with him. After surviving prostate surgery in 1967 and a stroke in 1969, he contracted lung cancer in 1995, even though he had given up smoking years earlier. He died in 1996.
The legacy of the man who championed Corvettes in general and a mid-engine version in particular will live forever when C8s hit the road with a ZORA—or ZoRa1—badge prominently displayed.
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MEMBER NEWS
Prayers & Support -
We have several members who need healing: Alice Williamson, Jan Gunderson, Jon Manz, John Brown,
Mike Burnt, Kim Hernandez and Cork Adams.
Please keep them in your thoughts and prayers.
Very Artistic
After the Peer’s All Corvette Show, a stop at the Countryside Village Art Fair revealed two of our
members who were showing off their wares. Carole DeBuse makes beautiful jewelry by hand. She
travels all over the world to find unique stones and settings for these masterpieces. Ray Kennedy says it
is really just a ruse to be able to write off all of her traveling expenses. All we know is that this original
jewelry is amazing.
Speaking of amazing, Steve Baxter carves wildlife sculptures out of wood by hand. Steve says he uses a
variety of tools from X-acto knives to blunt-edge screwdrivers to create these unique carvings. Some of
this unusual wood comes from damages trees in Colorado, and give the carvings a dramatic look. The
color is applied with a variety of colored pencils with no paint. He is very gifted at this.
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Organ Transplant
There is an old saying that “Bigger is Better”. When it comes to organs, that certainly seems to be the
case. Bob Markworth has had a lifelong love affair with organs and the magical music they produce. He
mentioned that he had an organ in his basement and had hosted as many as 90 people for organ
concerts. Right away, my mind flashed an image of 90 people trying to squeeze into my basement
(would never happen) while I played “Light My Fire” in the corner (did I mention that I can’t play an
organ?) When Bob offered to host an event for the CCC members, we just had to know more.
It turns out that this is no ordinary organ. Bob is the president of The River City Theatre Organ Society
(RCTOS), which is dedicated to the preservation, promotion and presentation of theatre pipe organs and
theatre pipe organ music. What looks like a mild-mannered organ on a platform stage, is really a Super
Organ (please excuse the Superman analogy – I couldn’t help myself).
Behind the organ console is a door leading to a maze of pipes, drums, symbols and electrical wiring that
could supply a small city. What appear to be drapes on either side of the organ are louvers that open up
to allow the sound to fill the room with the sound of Mormon Tabernacle. A giant fan circulates air to
avoid overheating.
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Right now you are probably wondering, “How did he ever get a theater organ in his house? The truth is,
when Bob build this house, he knew he would have a theater organ in it. The house was built with the
organ in mind. The rooms that house all of the pipes were excavated under two 2-car garages (that gives
you an idea of the size). Bob did all of the work himself (slightly harder than changing oil in my Corvette),
and has an amazing knowledge of electronics and wiring. The word is that OPPD has a “Bob Generator”
that they flip on when he fires up the organ to supply enough power.
The concert hall is equipped with spotlights, computers and consoles, and an overhead video camera
that can project the keyboard on a screen in the corner.
There is a picture gallery of great organists who have performed here that include some of the best in
the world.
The sound of this theater organ in this setting is like nothing I have ever heard before. Are you prepared
to be in awe of this sound? Then you certainly will not want to miss this concert event coming Tuesday,
August 16. I can promise you that it will be something to remember. It will literally “blow you away”.
Please send news and pictures of your family events, new cars and anything you would like to share with
June Jun 4 Springfield Days Car Show, Springfield NE June 5 Spring Fling, Missouri Valley, IA
July Jul 9 Fremont Days Car Show, Fremont NE Jul 17 H&H All Chevy Show Jul 31 Gretna Days Car Show, Gretna, NE
September Sep 18 West Point, NE Car Show Sep 24 Woodbine Car Show
Sep 25 Lincoln All Corvette Car
Show
June Jun 14 Meet & Greet - Ragazzi’s Pizza Ralston Jun 16 General Meeting Jun 30 Tailgate Party & Stormchasers game
July Jul 9 Leach Camper Open House Jul 13 Hot Summer Nites Jul 14 General Meeting Jul 17-22 NCCC Convention Jul 30 Gretna Parade
August Aug 16 Meet & Greet at Bob Markworth’s house Aug 18 General Meeting Aug 20 Greg Young Car Show Aug 21 Church of Masters Car Show Aug 26-28 Vettes on the River
September Sep 2-5 Summer Festival Sep 17 Sid Dillon Car Show
June Jun 11-12th Low Speed races – Kansas City Jun 11 Gateway to the West Show, Blair NE (hosted by Midwest Early Corvette Club) Jun 18-19 Autocross - MAC Center
August Aug 6-7 Autocross - MAC Center August 13-14 Autocross – Ankeny, IA
September Sep 2-5 Summer Festival Sep 24-25 Drags, Low Speed & Autocross Racing – Kearny, NE
Please go to our website, www.CornhuskerCorvetteClub.com and click on the calendar tab to see the calendar of events. You can select the “info” link to get more details, flyers & registration forms.
Did you know? Our General Meetings are held at the Bel Air Banquet Room every month. There is no charge for the use of the room, but we are required to purchase a minimum amount of dinners. So come early (starting at 6pm) and enjoy the buffet. If you would prefer a salad, you can call ahead and request one be made up for you. The phone number is 402-333-5505
***Please remember to bring non perishable goods for the Food Bank to the monthly meeting. Also bring small unused toiletries you have from hotels for Mohm’s Place, a shelter in Council Bluffs.
Cilantro’s Mexican Bar & Grill www.CilantrosOmaha.com
Clancy’s Pub www.clancysomaha.com
HS Automotive http://www.facebook.com/HsAutomo
tiveAndDyno
In The Garage www.InTheGarage.biz K&K House of Trophies www.kkTrophies.com Lions Automotive Upholstery http://lionsauto.com Lyle’s Tires & Wheels www.LylesTire.com
Please note the NEW email addresses. You will never have to remember a board members email address again - just their position!! Our webmaster has it set up to auto forward to the email address we have on-line.
HUSKER NEWS ‘N VIEWS is a monthly publication of the Cornhusker Corvette Club, expressly for its members. Articles submitted for publication MUST be received by the editor by the FIRST Thursday of the month. The General Membership Meeting is held the 3rd Thursday of the month at 7:30 pm at the Bel Air Banquet Room, 12100 W. Center Road. Join us early for dinner when you can. The Board of Directors Meeting is the 1st Thursday of the month at 6:30 pm at the CCC President’s home. All members are welcome at the Board Meeting. Correspondence can be submitted to