During that time, the engine was sent to Automotive Machine & Performance of Owensboro, Kentucky, for all of the machining, and then went to Danny Nantz of Henderson, Kentucky, to be put back together. The plan was to retain as many original components on the car as possible, replacing only what was necessary. As a result, the car still carries many of its original peices, including the original power steering belt. The transmission received a complete rebuild, adding a mild shift kit to get the power to the back wheels a little quicker.
Under the car, the stock suspension was completely removed for rebuilding. The control arms and sway bars were bead-blasted and powder-coated, while the rest of the more perishable items such as ball joints, tie rod ends, and bushings were replaced. At the back of the car, the rearend needed only new seals, gaskets, and a fresh coat of paint to bring it back to factory condition.
The seat received new black and silver vinyl covers and new black carpet, while the dash bezel and gauges were rebuilt and rechromed.
Chris took most of the exterior trim pieces and both bumpers to Custom Chrome in Grafton, Ohio, for replating. What wasn't dropped off at the plater's was either missing or past the point of restoring, and was replaced with new pieces. A little work near the back window and trunk area, plus the procurement of a new decklid, were all Chris had to do before taking the car to Bud's Body Shop in Chandler, Indiana, who aligned and finished all the body panels in preparation for the PPG basecoat/clearcoat FY1 Lemon Twist Yellow.
The car was brought back to Chris's house, where he reinstalled all the remaining parts and finished the project, though not before more unexpected obstacles. "When the day came to finally fire it up, it was almost just that!" Chris says. In an all-too-familiar scenario with fresh carb rebuilds, a leaking bowl on the primary carb covered the engine with gasoline. "Soon after the motor started, someone started yelling 'Shut it off! Shut it off!'" Fortunately, the exhaust manifolds hadn't gotten hot enough to ignite the fuel, and the car wasn't harmed. But that was almost the straw that broke the camel's back. "I was fed up with it," Chris tells us. "All the stories about burn-out and threats to unload the project were starting to make sense. Even before this, I had gotten to a point where I just wanted the project behind me."
Fortunately, he stuck with it. "I borrowed what I needed to finish the car, got some help from some friends, family, and kept my little brother from a few hot dinners at home."
Finally, the end arrived. "We finished the car at 11 p.m. the night before leaving for the '98 Mopar Nationals, where it took Second Place in the original class. I thought I was finished until reviewing the score sheet from the judges. I went back to work and fixed everything they deemed incorrect," Chris says. The following year he was rewarded for his efforts with a First Place.
Of his experience, Chris says, "I'm glad I stuck with it now, but I couldn't have done it without the help of some special friends and family. Would I do it again? No way! The next one will be a turn-key purchase!" So what does the future hold for this special GTX? No one can say for sure. To date, Chris has only added about 40 miles to the odometer, but its future with the Flake clan seems fairly secure. "I've had offers on the car, even before it was complete. I wouldn't be against selling it, but my daughters, now 14 and 17, have taken to the car, and going to the shows are as enjoyable for them as they are for me. I've only put about 40 miles on the car, but it runs and drives wonderfully. My 17-year-old would like to drive it to school 'for just one day, Dad.'" That's understandable-how many of us would have loved to drive a Lemon Twist Six Pack GTX to high school?