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Kelmark Engineering
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Kelmark Engineering
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Kelmark GT

Kelmark Engineering is an American automotive specialty shop established in 1969 and based in Okemos, Michigan. It focused on high-performance custom V8 drivetrain swaps, the modification and production of rear and mid-engined cars, and custom-built turn-key automobiles (the Kelmark GT). Until 1986, Kelmark Engineering manufactured kits and complete, finished, turn-key vehicles which were either Volkswagen-based or built on tubular race car-type frames. The outfit gained its name from Jim Kellison[1] and Randy Markham, the two co-creators who started the operation. Up until at least 1989, the Kelmark GT was still available as a kit albeit the manufacturer was Kelmark Motors in Holt, Michigan. The cars are all "rare" models, but the Volkswagen-powered Kelmark GT was the most popular.

Models

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Kelmark Sleeper

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Early on Kelmark gained a reputation as an innovator starting with V8 conversions for Volkswagen Beetles and Chevrolet Corvairs. They produced a unique car for the time period: a V8-powered Volkswagen Beetle.[2] It was marketed as the Sleeper, and was meant to look like a stock Beetle. It was this style chassis that the original Kelmark GT Coupe was designed around.

Kelmark V8-Vair

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A mid-engine V8 conversion for the Chevrolet Corvair.[2] This mid-engine conversion turned the rear-engined Chevrolet Corvair transaxle around 180 degrees and used a special bell housing and input shaft to bolt the V8 where the stock air-cooled engine would normally be connected. This makes the rotation of the differential backwards.

The main advantage of the Kelmark Conversion is increased power and good engine placement in terms of weight distribution. The setup has a 40/60 front to rear weight distribution ratio. The main disadvantage of the Kelmark Conversion is that it requires rotating the transaxle 180° in the flat plane, and connecting it to the engine with a bell housing adapter. A stronger shaft is needed to withstand the torque of the V8 engine. Also, since the ring gear turns backwards it requires a free flow oil system or a reverse cut ring and pinion gear set. They also required a heavy duty differential or differential modifications. The Corvair differential was not designed to handle more than 250 hp (190 kW). When you put the power and torque of even a mild V8 to the stock differential, it tries to split the case from the pinion gear being forced against the ring gear.

In the early days, Crown created a modified Volkswagen differential carrier by adding two extra pinion gears to the existing two gears which in effect lessened the load and made the differentials last longer. It was called a Beef-a-diff. When Corvair transaxles started to be used in high performance applications the differential again being a weak spot was modified by adding two more pinion gears. This created a cross legged look whence the "spider" nickname was derived.

Back then a CIDCO transaxle could be purchased, this stands for Corvair Improvement Distributing Company as owned by Bob Anderson. At one time he developed Corvair transaxles with many improvements, not only for Corvairs but the kit car industry as well. Bob improved the longevity of the differentials through many modifications, re-manufacture and re-engineering, along with careful assembly. This included having reverse cut ring and pinion gears made for the Kelmark transaxle setup which ran in reverse. His setup was in great demand by the mid-engine Corvair enthusiasts. One of the trademarks of the CIDCO diff is the shoulder bolted steel plate cover on top of the differential in place of the tin cover.

Kelmark 1 GT

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Initially constructed as a V8 engine special. The car had exterior styling that was distinctive for its debut in the beginning of 1974. The style of the Kelmark 1 GT Coupe was copied directly from a Dino 206 / 246.

Kelmark II GT

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In late 1974 Kelmark Engineering decided to adapt it to fit the Type 1 Volkswagen Beetle chassis. This revised car was introduced as the Kelmark II. The Kelmark 1 GT Coupe was partially restyled into the Kelmark II utilizing styling cues from the experimental Two Rotor Corvette to make production easier/cheaper/better.[3] The Kelmark II had a large in-set hood scoop. The Kelmark GT went back to the smooth hood similar to what it used before on the Kelmark 1 GT.

Kelmark GT

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Rear view of a V8-engined Kelmark GT

The next model iteration after the Kelmark II GT. The Kelmark GT was featured in the magazine Car and Driver in 1977[4] and 1979.[5] The final body design of the Kelmark GT, as well as the Kelmark II, was 5 inches wider than an original Ferrari-built Dino 246 GTS in order to allow it to fit over a VW chassis. The windshield came from a Ford Pinto, and the side glass was the rear windows of a Chevrolet Caprice/Impala turned backwards. The Kelmark GT was offered in the following packages and could be ordered as a basic kit, partially assembled, or turn-key automobile:

Kelmark GT Independence

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A fiberglass body kit for a Standard Volkswagen Beetle chassis using a VW or Porsche Type 4 engine. Many used Hot Rod VW engines such as the 1679, 1835, 1915, 2076 and 2332cc displacement engines with twin carburetors for 'mild' to 'wild' performance increases. A few also utilized the Porsche 356 and Porsche 912 engines.

Kelmark GTS

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The same as the Kelmark GT Independence except it was finished in metallic silver. Most had the optional rear high-rise scoop installed at the factory. This allowed clearance to install a Buick 231 Cubic inch V6 using an engine adapter to fit the VW transaxle, such as those sold by Kennedy Engineering.

Kelmark GT Liberator

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More customized, and could be mounted on a tube frame, Porsche or heavily modified VW chassis or even a custom combination with Mazda Rotary, Chevy Corvair, Porsche 6, Buick V6 or small-block V8 power.[2] It is estimated that only 200 Kelmark GTs were built as Liberator cars.

Kelmark GT Chairman

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A fully loaded Kelmark GT with all luxury options such as leather interior, air conditioning, and high-end stereo equipment as offered by "Kelmark Motors" in Holt, Michigan. The cars were mostly powered by a rear engine, Buick 3.8 litre V6. This caused the car to be tail end heavy; which, unfortunately affected the handling of the car.

Kelmark Toronado GT

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A big-block V8 "Super Car" utilizing a custom tube frame to accept an Oldsmobile Toronado drive unit mounted in the mid-engine position driving the rear wheels. Typically, these rare GTs were powered by the Olds 425 or 455 cubic inch (7.5 litre) engine. One of these models was outfitted with a highly tuned, Chevrolet big-block 454 cubic inch engine and was tested by Car and Driver and broke the 200 mph barrier. Thus, becoming the world's fastest street-legal sports car in 1977. Car & Driver reported this as the “Fastest documented speed ever attained by a street machine”, clocked at 202.7 by Car & Driver at the former Transportation Research Center in Ohio (now a part of Honda's US test facility). This proved the cars advanced aerodynamic and performance capabilities.

Bill Porterfield, a former Oldsmobile engineer, was responsible for the record breaking car. Later, he was the design engineer at GM for the Pontiac Fiero. He used a custom tubular frame built by his company Mid-Engineering. This special chassis utilized the Oldsmobile Toronado Turbo-Hydamatic 425 transaxle behind a 700 hp Chevrolet ZL-1, 454 big-block motor. The Mid-Engineering chassis used Chevrolet Corvette rear suspension arms and custom half shafts to allow wide performance tires. To put this accomplishment into perspective one should consider that it took Ferrari until March 1987 to come out with a 200 mph street legal sports car, the Ferrari F40. The F40 was a low production volume special which was not a mainstream Ferrari. Just a few months later Road and Track tested several specialty sports cars. The Ruf CTR Porsche 911 Yellow Bird and the Koenig RS Porsche 911; which, broke 200 mph. These two ran at 211 and 201 mph, respectively. Again, these were low volume custom sports cars. In these same tests, which were completed by Road and Track, with Le Mans winning Paul Frere and Formula One champ Phil Hill driving, the Ferrari Testarossa, Lamborghini Countach 5000S and AMG Hammer Mercedes-Benz 300E all failed to break 200 mph.

References

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Kelmark Engineering

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from Grokipedia
Kelmark Engineering was an American automotive specialty shop founded in 1969 by Russ Keller and Randy Markham in , specializing in high-performance kit cars and drivetrain conversions, particularly mid- and rear-engined vehicles powered by V8 engines adapted from platforms like Beetles, Chevrolet Corvairs, and Toronados. The company initially offered V8 conversion kits for Corvairs and , including the "Sleeper" model—a V8-powered designed for discreet performance. By 1974, after years of development, Kelmark introduced the Kelmark I, available in -based and V8 versions with mid-engine configurations using VW or Corvair transaxles, though production paused for redesign due to build challenges. This led to the Kelmark II series, featuring the (later renamed Kelmark GT)—a for stock inspired by Ferrari Dino and mid-engine concepts—and the Liberator, a tube-frame compatible with VW, , V6, or V8 engines. Kelmark's offerings extended to custom kits and complete vehicles, with the Kelmark GT Liberator and a Toronado-powered variant notably tested by magazine in 1977 and 1979, achieving speeds over 200 mph in street trim. Operations continued into the late and , producing handcrafted kits for hobbyists and professionals until the company ceased operations, after which the Kelmark name and tooling were acquired by Spartan Paving in , fostering an ongoing enthusiast community.

History

Founding and early development

Kelmark Engineering was founded in 1969 by Russ Keller and Randy Markham in , as a small automotive specialty shop dedicated to custom engineering and the development of kit cars. The company's name, "Kelmark," is a portmanteau derived from the founders' surnames—Keller and Markham—reflecting their collaborative partnership. The early motivations behind Kelmark stemmed from the expanding market in the late 1960s, which was fueled by enthusiasts' desire for exotic European aesthetics at a fraction of the cost. Keller and Markham aimed to blend influences from vehicles like the Ferrari Dino 246 with practical, high-performance designs, leveraging affordable donor components from American and imported cars such as the and to create accessible replicas. This approach capitalized on the era's growing interest in fiberglass-bodied customs and mid-engine conversions, inspired by trends in dune buggies and lightweight performance vehicles. Initial operations began in a modest facility where the partners focused on experimentation, including molding techniques and the construction of basic prototypes. Over several years, they refined their processes through , developing adaptations and body designs without rushing to market, which allowed for iterative improvements in build quality and integration. This foundational phase emphasized hands-on custom work, setting the stage for formal product releases in the mid-1970s.

Key milestones and product launches

Kelmark Engineering marked its entry into the market with the unveiling of the Kelmark 1 GT in 1974, a fiberglass-bodied inspired by the Ferrari 246 Dino and designed for adaptation to various donor vehicles, including and chassis. In the mid-1970s, the company expanded its offerings by introducing the Kelmark II GT, a revised model optimized for the chassis while incorporating styling updates and broader compatibility with V8 powertrains, shifting focus toward more versatile donor options beyond the initial emphasis. Throughout the 1970s and 1980s, Kelmark gained recognition in and communities for its performance potential, exemplified by modified examples achieving speeds exceeding with high-output Chevrolet big-block V8 engines, such as the 700-horsepower ZL1 variants that propelled the cars to notable velocities in testing. By 1986, the company had transitioned under the name Kelmark Motors, based in , continuing production of the Kelmark GT kit for enthusiast assembly.

Later operations and closure

Following the transition in 1986, the Kelmark name and tooling were acquired by an owner of Spartan Paving, a Holt-based company, allowing operations to continue as Kelmark Motors from a facility in , producing and selling kits for the popular Kelmark GT model. This shift allowed the company to maintain availability of the GT kit through the late , with records indicating sales as late as 1989 before production tapered off. The late 1980s brought significant challenges to Kelmark Motors amid broader market shifts in the U.S. automotive sector. Declining interest in kit cars stemmed from the rising popularity of affordable, reliable imported vehicles from and , which offered better and performance compared to the older donor platforms like Beetles commonly used in kit builds. Economic pressures, including recessions and restructuring in the domestic auto industry, further eroded demand for niche, labor-intensive projects like kit cars. Regulatory obstacles compounded these issues, as federal standards from the (NHTSA) and Environmental Protection Agency (EPA) imposed stricter requirements for safety, , and emissions on custom and kit-built vehicles. These rules, which intensified in the and , made compliance costly and complex for small manufacturers, often requiring extensive testing and certification that kit producers struggled to meet. By the early , Kelmark Motors had ceased full-scale kit production, marking the end of active operations without any recorded formal . The company gradually wound down as founders Russ Keller and Randy Markham shifted focus to other automotive ventures, leaving a legacy of parts support for the existing fleet of Kelmarks.

Design and engineering

Chassis and donor vehicle adaptations

Kelmark Engineering's chassis designs centered on a core philosophy of leveraging modified donor vehicles to achieve rear- or mid-engine layouts, enhancing sports car handling while minimizing costs for home builders. The company primarily adapted chassis from the and , utilizing their inherent rear-engine configurations as a foundation for assemblies. Tubular steel frames, often constructed from 4x2 rectangular steel tubing, formed the basis for many models, providing structural rigidity for mid-engine placements without requiring extensive custom fabrication. For Volkswagen-based setups, Kelmark retained the Beetle's pan chassis, suspension, and drivetrain components, including the front axle assembly, to ensure compatibility and affordability in kit form. This approach allowed builders to bolt on the fiberglass body directly to the donor frame, preserving original , , and axles for straightforward assembly. In contrast, Corvair adaptations exploited the vehicle's and rear , rotating the latter 180 degrees via a special bellhousing to position the in a true mid-engine configuration, which improved and balance. Engineering innovations included custom subframes designed for swaps, such as Chevrolet small-blocks or Oldsmobile 455s, mounted further back—up to 11 inches compared to other conversions—to accommodate stock seating while integrating with donor rear control arms and transaxles like the Saginaw 4-speed. These bolt-on subframes facilitated easy power upgrades and body removal, retaining elements like Corvair's 3.55:1 differential gears for simplicity. Ladder-style frames further supported mid-engine stability in V8-Vair variants, enabling adaptations from donor drivetrains like the for rear-wheel-drive performance. Such designs emphasized modular bolt-on kits that prioritized builder accessibility over full redesigns.

Body construction and styling influences

Kelmark Engineering produced body for its vehicles, designed to be mounted on donor chassis such as those from or models. These bodies were constructed using standard molding techniques typical of kit cars, allowing builders to assemble the exterior shell with minimal additional fabrication. The included major panels that could be directly attached to the underlying frame, facilitating a straightforward installation process where the body could be lifted off for via a subframe design. The styling of Kelmark bodies drew heavily from Italian supercar aesthetics, particularly emulating the graceful lines of the Ferrari Dino 246 with its mid-engine profile, low stance, and flowing contours. This inspiration was blended with elements from late-1960s Chevrolet Corvette concept cars, resulting in a wedge-shaped silhouette that prioritized visual appeal and aerodynamic efficiency. Later iterations, such as the Kelmark II GT introduced in 1974, incorporated widened fenders to better accommodate stock donor chassis while retaining these cues for a sporty, exotic appearance. Aerodynamic shaping was a key feature, with smooth, swoopy bodywork that enhanced high-speed stability and contributed to the overall lightweight construction of the completed vehicle, which typically weighed around 1,800 pounds. Builders had options for customization, including schemes in Ferrari-inspired reds or racing liveries, as well as minor modifications like integrated air ducts or taillight selections from contemporary models such as the . These elements allowed for personalization while maintaining the core design's focus on replica-like elegance.

Models

Volkswagen-based models

Kelmark Engineering's Volkswagen-based models formed the foundation of its kit car offerings in the early 1970s, emphasizing affordability, simplicity, and the use of readily available donor parts from the for mid-engine layouts. These designs catered to hobbyists seeking performance upgrades without complex engineering, often incorporating body panels over modified VW chassis to achieve a sporty aesthetic inspired by European exotics. The lineup prioritized ease of assembly, allowing builders to integrate stock or mildly modified VW components for reliable operation. The Kelmark Sleeper, introduced in the early 1970s, represented an early prototype-like effort to create a "sleeper" hot rod using a Volkswagen chassis. This model featured a mid-engine V8 setup concealed under basic panels that preserved the stock Beetle body's unassuming appearance, enabling surprising performance from what looked like an ordinary . Marketed as a complete vehicle rather than a kit, the Sleeper highlighted Kelmark's focus on V8 conversions for VW platforms, blending everyday drivability with hidden power. The Kelmark 1 GT, launched in 1974, marked Kelmark's first major production and solidified its Volkswagen donor strategy with a mid-engine design. Built on a modified VW Beetle floorpan, the model drew styling influences from the Ferrari Dino, featuring sleek bodywork that created an exotic silhouette at a fraction of the cost of imported sports cars. Powered by a stock 1.6-liter producing approximately 50-60 horsepower, the Kelmark 1 GT offered accessible performance for entry-level enthusiasts, with the kit designed for straightforward assembly using common VW parts. In the mid-1970s, the Kelmark II GT emerged as an refined evolution of the 1 GT, optimizing integration with stock chassis for broader appeal. This version featured a widened body to better accommodate the VW's dimensions, along with improved panel fitment and structural reinforcements for enhanced durability during assembly and use. Retaining the mid-engine layout, the II GT supported various VW engine options, maintaining the lineup's emphasis on hobbyist-friendly modifications while boosting overall refinement in handling and aesthetics. The Kelmark GT (formerly known as the ), introduced in the mid-1970s, was designed specifically for the chassis and engine, offering an affordable, lightweight kit with Ferrari 246 GT-inspired fiberglass styling for budget-conscious builders seeking a nimble, European-flavored . It typically featured air-cooled engines, such as dual-port or twin-carbureted 1641cc units with performance modifications like headers, emphasizing ease of assembly and customization. These Volkswagen-based models, with their focus on simple donor adaptations, later influenced the company's shift toward Chevrolet Corvair-based designs for greater performance potential.

Chevrolet Corvair-based models

Although not a dedicated model line, Kelmark offered conversions using Chevrolet Corvair donors, including the V8-Vair, an early kit that adapted the rear-engined Corvair's transaxle for mid-engine V8 swaps. This conversion rotated the stock Corvair transaxle 180 degrees and used a custom bell housing to mate it with a Chevrolet V8 engine, transforming the donor vehicle into a more balanced, performance-oriented setup. Emphasizing affordability, the V8-Vair appealed to builders looking for a cost-effective way to achieve V8 power in a rear-drive configuration. The Kelmark GT body could also be adapted to Corvair donor vehicles, retaining the Corvair's 164 air-cooled , which delivered up to 140 horsepower in its higher-output configuration, positioned in a mid-engine layout to optimize and handling. The design carried over the Corvair's independent rear suspension, contributing to responsive road manners. Kelmark also provided upgrades for Corvair-based builds, including reinforced to accommodate higher power outputs such as turbocharged versions of the flat-six or swaps to water-cooled V8 engines, allowing outputs beyond the stock limits while maintaining the mid-engine configuration. These enhancements positioned such builds as more robust options for modified applications, emphasizing the Corvair donor's inherent balance over economy-focused alternatives like Volkswagen-based kits.

Advanced and special variants

The advanced and special variants of the Kelmark GT extended the model's versatility beyond standard configurations, incorporating unique powertrains, luxury themes, and high-performance adaptations to cater to specialized enthusiast demands. These editions highlighted Kelmark Engineering's engineering ingenuity, often utilizing custom tube frames and exotic donor components for enhanced capabilities. In the , Kelmark offered the GT Liberator and Chairman as premium, themed customs focused on luxury and power. The Liberator employed a universal tube frame chassis adaptable to diverse powertrains, including flat-six, 231 V6, six-cylinder, or small-block V8 engines, enabling builders to achieve high levels of for both and track use. The Chairman variant elevated this with upscale features like upholstery, , and an integrated stereo system, commonly powered by a rear-mounted V6 for a balance of comfort and rear-drive dynamics, though its could challenge handling. The Kelmark Toronado GT, produced from the late 1970s through the , represented the most ambitious adaptation, employing a bespoke tube frame to relocate the Toronado's front-wheel-drive and 455 to a mid-engine position for superior balance and speed potential. In racing trim, it delivered over 300 horsepower and was documented achieving a top speed of 202.7 mph during independent testing, underscoring its viability as a high-velocity exotic. These variants embodied Kelmark's peak customization ethos, providing turn-key options that could exceed $10,000 in the early 1980s—equivalent to affluent pricing for fully assembled high-performance replicas—targeting buyers desiring , powerful alternatives to production sports cars.

Production and legacy

Manufacturing process and sales

Kelmark Engineering's manufacturing process centered on producing body kits for mid-engine sports cars, primarily designed for adaptation to donor vehicles such as Beetles or custom tubular . The kits typically included the fiberglass body shell, mounting hardware, and detailed blueprints or instructions for assembly, allowing builders to fabricate a chassis from 4x2-inch steel tubing and integrate subframes for the and . Assembly was intended as a DIY project for automotive hobbyists, involving cutting, , and modifications to donor components like suspension from Mustang II or parts to achieve a lightweight, high-performance setup. The company emphasized empowerment for home builders, providing manuals that guided donor vehicle adaptations, including wiring, braking, and structural reinforcements to meet state vehicle registration requirements. While most customers undertook the build themselves, Kelmark offered turn-key completed vehicles, particularly in later years, with assembly times estimated at several hundred hours depending on the builder's experience and configuration. For instance, a 1979 completed Kelmark GTS was priced at approximately $13,678, reflecting the cost of the kit plus donor parts and labor. Sales followed a direct-to-consumer model, with kits marketed through automotive publications like Hot Rod magazine and demonstrations at auto shows to reach U.S.-based enthusiasts interested in affordable performance replicas. Pricing for basic kits started lower in the early years but rose with complexity; a full build in 1980 could total around $10,000 including all components. Distribution was predominantly domestic, though limited international inquiries occurred, and the company maintained parts availability for owners even after ceasing production around 1986.

Collectibility and modern interest

Kelmark vehicles are highly collectible due to their limited production during the company's active years, with estimates placing total output across all models at fewer than 500 units, rendering them scarce in the modern market. The GT variants, particularly those based on donor , represent the most common configuration, with over 200 believed to have been produced, though precise figures remain elusive owing to the bespoke nature of assembly. Rarer models, such as the GT1 Mk III mid-engine , saw only 10 examples completed, enhancing their appeal among enthusiasts seeking unique historical pieces. Market values for surviving Kelmark cars reflect their condition and configuration, with incomplete project examples often available for $2,000 or less, while well-restored GT models can command $20,000 to $25,000 at auction. V8-powered variants, including those adapted from drivetrains, typically achieve premiums due to their performance heritage, with documented sales exceeding $24,000 for examples in solid condition. These cars are prized in custom and circles for their innovative engineering and Ferrari-inspired styling, occasionally appearing at fiberglass-focused events and restorations showcased by specialists like the . Contemporary interest in Kelmark Engineering persists through dedicated owner communities and ongoing support for preservation. Forums hosted by automotive publications like Grassroots Motorsports feature active discussions among owners sharing build tips, troubleshooting, and event photos, fostering a niche but engaged following as of 2025. Parts reproduction by specialists, including fiberglass body components and mounting hardware, is available through outlets like Kelmark USA, enabling restorations and keeping the fleet roadworthy. Recent sales, such as a running 1972 model listed for $4,200 in 2025, highlight continued market activity. As a "forgotten" pioneer in the movement, Kelmark's designs influenced subsequent replica builders by demonstrating adaptable donor integrations and mid-engine layouts in an era of DIY automotive experimentation.

References

  1. https://www.classicautomall.com/vehicles/4021/1969-volkswagen-kelmark-gt
  2. https://www.thetruthaboutcars.com/2014/09/two-definitive-kit-cars-bradley-kelmark-gts/
  3. https://grassrootsmotorsports.com/forum/grm/whats-a-kelmark-gt/10950/page1/
  4. https://fiberclassics.org/kelmark-engineering/
  5. http://www.dlrose.com/Kel-Hist.htm
  6. https://www.hotrod.com/features/90398-raymond-tartaglia-kelmark-gt
  7. https://www.hotrod.com/features/kit-car-buyers-guide-to-own-a-legend-june-1986-982-1292-41-1
  8. https://www.epi.org/publication/the-decline-and-resurgence-of-the-u-s-auto-industry/
  9. https://news.vanderbilt.edu/2019/07/18/decline-of-u-s-auto-industry-linked-to-midcentury-shift-in-production-models/
  10. https://www.nhtsa.gov/interpretations/nht79-26
  11. https://www.hemmings.com/stories/overdue-federal-regulations-force-low-volume-replica-car-builders-to-delay-production/
  12. https://www.rcnmag.com/garage/big-cubes-in-a-kelmark-gt
  13. https://www.corvaircorsa.com/brand02.html
  14. https://www.undiscoveredclassics.com/forgotten-fiberglass/kerry-griffins-1974-kelmark-gt-the-fiberglass-celebration-continues-with-the-griffin-family/
  15. https://www.automobile-catalog.com/car/1967/420710/chevrolet_corvair_500_sport_sedan_164_turbo-air_140-hp_powerglide.html
  16. https://www.rcnmag.com/fresh-finds/this-corvair-powered-kelmark-gt-is-a-trip
  17. https://www.hemmings.com/stories/toronado-or-corvair-the-battle-for-most-ground-breaking-begins/
  18. https://espirituracer.com/curiosidades/kelmark-gt-un-kit-car-nacido-en-michigan/
  19. https://shoptalkforums.com/viewtopic.php?t=41548
  20. https://www.hotrod.com/features/mid-engineering-july-1978-982-1376-96-1
  21. https://www.caranddriver.com/features/a44868227/1997-caterham-classic-se-kit-car-build/
  22. https://journal.classiccars.com/2014/10/10/pick-week-1974-kelmark-gt1-mk-iii/
  23. https://www.hemmings.com/stories/hemmings-auctions-weekly-round-up-1969-dodge-charger-r-t-1971-jaguar-e-type-2002-pontiac-firebird-trans-am/
  24. https://bringatrailer.com/listing/1979-kelmark-gt-mark-iii/
  25. https://www.ebay.com/str/kelmarkengineering
  26. https://www.facebook.com/groups/2252720201617343/posts/3927477497474930/
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