{"id":205,"date":"2018-09-04T16:06:32","date_gmt":"2018-09-04T21:06:32","guid":{"rendered":"http:\/\/avao.ca\/?page_id=205"},"modified":"2020-01-05T13:18:56","modified_gmt":"2020-01-05T18:18:56","slug":"articles","status":"publish","type":"page","link":"https:\/\/avao.ca\/en\/articles\/","title":{"rendered":"Articles"},"content":{"rendered":"\t\t
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Nos Amours, nos \u00abChars\u00bb 1962 Chrysler NewYorker<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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En temps qu\u2019 \u00e9diteur, j’ai pris la libert\u00e9 de surnommer cette grosse Chrysler noire \u00ab La Black Stallion \u00bb. Je vous explique un peux plus loin dans l\u2019article. Imaginez que m\u00eame la plaque d\u2019immatriculation du Qu\u00e9bec \u00e9tait noire avec lettrage blanc, comme si elle avait \u00e9t\u00e9 con\u00e7ue sp\u00e9cialement pour ce mod\u00e8le.<\/strong>

Cette Chrysler New Yorker 1962 de Maurice Guilbault, de Sherbrooke, est une autre de ces voitures conserv\u00e9es dans une condition impeccable. Son propri\u00e9taire pr\u00e9c\u00e9dent s\u2019assurait que la Stallion avait ses deux couches de Vista (une marque de cire) par ann\u00e9e. Je suis certain que beaucoup se souviennent de la Vista en p\u00e2te, un contenant de couleur or.<\/strong>

C\u2019est un citoyen de Sherbrooke, M. Clark qui en fut le premier propri\u00e9taire. Il en fit l’achat chez le concessionnaire MARTIN de Sherbrooke. Par le fait m\u00eame, l’embl\u00e8me est encore visible sur le v\u00e9hicule localis\u00e9 \u00e0 l’arri\u00e8re, cot\u00e9 du chauffeur au dessus du pare-choc. Son propri\u00e9taire rendit l’\u00e2me en 1964. C’est \u00e0 ce moment que G\u00e9rard Guilbault en fit l\u2019achat par l\u2019entremise d\u2019une Fiducie. I] la revendit \u00e0 son neveu Maurice en 1978. Elle fait partie de la famille depuis 1965.<\/strong>

Sur la photo en couleur, on voit que cette berline est tout \u00e0 fait resplendissante dans son originalit\u00e9. Elle affichait seulement 76 000 milles (122 300 km ) au compteur \u00e0 l\u2019automne 1999. Depuis sa possession Maurice n\u2019a eu qu\u2019\u00e0 remplacer les pneus et l\u2019\u00e9chappement.<\/strong>

Maintenant voici le moment de r\u00e9v\u00e9lation de \u00ab La Black Stallion \u00bb : sous le capot un moteur de\u00a0s\u00e9rie V-8 de 413.3 p.c. d\u2019une puissance de 340 chevaux, toute une (Tsime de Chevaux ) pour le vieux \u00ab mononcle \u00bb G\u00e9rard. Mais rassurez-vous cette voiture \u00e9tait la plus \u00e9conomique de sa cat\u00e9gorie. Lors des \u00e9preuves de la p\u00e9troli\u00e8re am\u00e9ricaine Mobil Gas, la New Yorker n\u2019a consomm\u00e9 que 18 mi\/gallon; pas trop gourmande pour une grosse cylindr\u00e9e. C’\u00e9tait la premi\u00e8re fois depuis 1938, qu’on ne retrouvait pas de deux portes dans la s\u00e9rie New Yorker.<\/span><\/strong><\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Une petite co\u00efncidence : j’ai moi m\u00eame poss\u00e8d\u00e9 une 1962 Chrysler Newport de couleur bleu ciel avec un 383 p.c. et des \u00ab Push Buttons \u00bb comme embrayage. C’\u00e9tait en 1978, elle \u00e9tait semblable \u00e0 celle illustr\u00e9 sur cette photo.<\/h3>

\u00a0Le Klaxon….BIP! BIP!<\/span><\/h3>

Gilles Boudreault<\/span><\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t
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1956 - 1957 EL MOROCCO Great idea, but...<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Back in the days when customs were cool and the Eldorado was everyone\u2019s dream, there appeared a very special Chevy that wasn\u2019t really a Chevrolet. Here\u2019s the story of the low-price lookalike that\u2019s even rarer and more coveted now than the Caddys it set out to imitate.<\/h3>

Question:\u00a0 When is a Chevrolet not a Chevrolet?<\/h3>

Answer:\u00a0 When it\u2019s an El Morocco.<\/h3>

Ah, but wasn\u2019t that just a customized Chevy? Not quite, because the name change was official, all nice and legal.<\/h3>

The story begins with one Ruben Allender, a millionaire Detroit industrialist and car enthusiast. In late 1955 he reckoned that a market existed for a low-priced lookalike of the Cadillac Eldorado convertible he\u2019d just purchased, a car at the top of most everyone\u2019s dream list. Aware of the customized craze then sweeping the nation, he decided to do what thousands were already doing: restyle a Chevrolet, only he would build copies to special order.\u00a0<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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It was a great idea, and Allender was singularly well-equipped to pursue it. Besides having lots of money, he just happened to own a big war-surplus wharehouse in Detroit filled with leftover hardware that could be used to create his automotive illussion. It could even serve as a shop for making it. And he got a little unexpected help from General Motors, of all places, which made the \u201956 Chevrolet look more like a Cadillac than the \u201955 model he initially planned to use. Allender needed a prototype design, so he went to Creative Industries, an independent Detroit speciality styling and fabrication house that had built the Ford Atmos and Packard Panther show cars under contract.<\/h3>

Once a nearby agency agreed to supply factory-fresh Bel Airs at about $50 over dealer cost, the third floor of allender\u2019s warehouse was cleared for converting everyday Chevys into imitation Caddys. But Allender didn\u2019t stop there. Deciding that his cars should have their own name, he went looking for something that sounded a bit like \u201cEldorado\u201d,\u00a0 but not so much as to invite trouble from Cadillac. Ultimately he picked \u201cEl Morocco\u201d and managed to pull a few strings to get it recognized by the law.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Mechanically,the \u201956 El Morocco left Allender\u2019s shop just the way Chevy had built it. The styling, of course, was something else: engineered by Cyril Olbrich and professionally crafted, but as much a \u201cjunkyard jumble\u201d as any of the Fifties custom. Many of the pieces came straight from Allender\u2019s wharehouse. The prominent \u201cDagmar\u201d front bumper guard, for example, were actually \u201937 Dodge truck headlamp shells reinforced with fiberglass. The major changes naturally showed up at the rear. A portion of the Chevy fenders was cut away and Eldo-style fiberglass fins were bolted on, then finished with epoxy resin to create a smooth seam that would be invisible when painted. Completing the illusion were \u201955 Dodge taillamps mounted horizontally above dummy exhaust ports. Allender had envisioned building up to 10 a day, but only 20 of the \u201856s were completed, two hardtop coupes and 18 convertibles. Most were fitted with a continental kit in true fifties style, which brought the advertised retail price up to around $3400. And that, of course, was the problem. While the El Morocco cost only half as much as an Eldorado, it was expensive for a Chevy, about $1000 more than the stock \u201956, which was a lot of money in those days. Also working condition were so crude they had to run an extension cord up from the first floor, on the outside of the building, to get power to the shop.<\/h3>

For 1957, only a few more El Moroccos, probably no more than 16, or so were completed before production ended in mid-1957. Again the modifications were beautifully executed and centered mainly on the rear, but they were now done in metal on the mid-range Two-Ten two and four-door hardtops as well as the topline Bel Air convertible. While at least one of the latter was built, most of the \u201957 were seen as four-door jobs.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Conversion began when the stock car is stripped of all trim and the trim mounting holes are filled in. Then the hood is completely smoothed out with extra sheet metal, welded in place and fender fins are also welded. All other trim is special [and expensive] cast or shaped aluminum or steel. All trims items are chromed. The Eldorado-like latticework grille is aluminum. The generous chrome rear-quarter side panels are dimpled sheet brass, which is chromed. Similar material is used in back at each side of the license plate\u00a0recess. The two small lights in each rear chrome panel are dummies. As a finishing touch, the Chevrolet script above the gold V\u2019s on hood and rear deck was replaced by \u201cEl Morocco\u201d in neat block letters. All the \u201857s\u00a0 were apparently equipped with the four-barrel version of Chevy\u2019s new 283 V-8, plus Powerglide automatic, radio and heater. Howerver, buyers could choose from turbine-type or triple-spoke \u201cspinner\u201d wheel covers. One final, fascinating distinction was a leather pad on the steering wheel hub. Deeply stamped into it were the words \u201cEl Morocco Custom Built For \u2026,\u201dwith the owner\u2019s name added later, of course.\u00a0<\/h3>

Remarkably, the price difference between Chevy and El Morocco was much lower in \u201957 than the previous year. The hardtops retailed at $2750-$2800, about $500 above the stock Two-Tens, while the convertible cost $2950, less than $500 more than the equivalent Bel Air. But by then, it was to late. hough Allender had hoped to sell El Morocco through selected Chevy dealers, the plan fizzled, perhaps due to lack of official GM backing. Moreover, his wharehouse facilities offered\u00a0 no hope of increasing production to a rofitable level,and demand for medium-price cars was on the wane anyway.\u00a0 Fortunately, a few of his cars still survive and still prompt doubletakes. They\u2019re perhaps the rarest and most distinctive artifacts of the \u201cClassis Chevy\u201d years. They\u2019re also a reminder that success in the auto business, then and now, takes a lot more than just a great idea.<\/h3>

Extracted from \u201cCollectible Automobile\u201d magazine of 1986<\/em>\u00a0\u00a0\u00a0\u00a0\u00a0<\/em>\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0<\/h3>

Par Maurice Joanisse<\/span><\/span><\/strong><\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t

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1955 CHRYSLER FALCON<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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La voiture de concept \u201cFalcon\u201d par Chrysler en 1955 est le plus pr\u00e8s que Chrysler est venue de produire une voiture sport deux places jusqu\u2019\u00e0 l\u2019arriv\u00e9e de la Viper en 1992.<\/strong><\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Elle a \u00e9t\u00e9 d\u00e9crite comme la Viper d’Exner. C’\u00e9tait un cabriolet sport deux places avec un long capot et plateforme arri\u00e8re courte. Not\u00e9 pour ses formes d’auto pures comme sa calandre pro\u00e9minente et des tuyaux d’\u00e9chappement expos\u00e9s de c\u00f4t\u00e9. La calandre, genre caisse d\u2019oeuf en forme de coeur du Falcon a \u00e9t\u00e9, plus tard, adapt\u00e9e pour les 1957-59 Chrysler 300s, pendant que ses pots d’\u00e9chappement mont\u00e9s par le c\u00f4t\u00e9 ont \u00e9t\u00e9 adopt\u00e9s par le Dodge Viper de 1992.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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La voiture de concept deux places Falcon de Chrysler en 1955, \u00e9tait le plus proche que Chrysler est venu \u00e0 une voiture sport classique jusqu’\u00e0 ce qu’il ait introduit la Dodge Viper en 1992. Beaucoup croient encore que la voiture de concept Falcon de Chrysler en 1955 \u00e9tait un sp\u00e9cial d\u2019Exner qui devrait avoir \u00e9t\u00e9 construit pour la vente. Enfin, lorsqu\u2019elle a apparu, Ford avait d\u00e9j\u00e0 introduit la Thunderbird 1955 et les ventes de \u201cHighland Park\u201d se r\u00e9tablissaient vite; donc une r\u00e9ponse d’un Mopar tant \u00e0 la Corvette qu’\u00e0 la Thunderbird aurait \u00e9t\u00e9 tout \u00e0 fait de mise.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Chrysler doit avoir pens\u00e9 ainsi, aussi, car trois Falcons ont \u00e9t\u00e9 construits par le \u201cStudio de Forme\u201d chez Chrysler. Bien qu’ils aient diff\u00e9r\u00e9 un peu par les d\u00e9tails, tous ont \u00e9t\u00e9 mont\u00e9s sur un empattement de 105 pouces, comparable au 102 pouces de la Corvette et la Thunderbird. Il est connu que seulement un a surv\u00e9cu.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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La forme, tr\u00e8s jolie, \u00e9tait principalement le travail de Maury Baldwin et semble bonne encore aujourd’hui, surtout la grande calandre genre caisse d\u2019oeuf en forme de coeur et les pots d’\u00e9chappement de c\u00f4t\u00e9. M\u00eame les nageoires, \u00e0 la mode dans des ann\u00e9es \u201850 et le pare-brise courb\u00e9 ne semblent pas particuli\u00e8rement dat\u00e9s.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t
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Ces mani\u00e8res routi\u00e8res \u00e9taient cens\u00e9ment impeccables; au moins la performance \u00e9tait ad\u00e9quate. Le Falcon avait un moteur Hemi produisant 170 chevaux-vapeurs tout comme l’Aventurer I de DeSoto, mais il a \u00e9vit\u00e9 la transmission \u00a0\u00bb \u00e0 torsion liquide\u00a0\u00bb semi-automatique pour favoriser la PowerFlite compl\u00e8tement automatique, avec une baguette, trop l\u00e9g\u00e8re, mont\u00e9e au plancher. Le trait le plus remarquable du Falcon se trouve sous la carrosserie de la voiture : construction monocoque avec un cadre de plate-forme cellulaire. Bien que le Falcon attire le regard sur les grands boulevards chics, il a aussi \u00e9t\u00e9 reconnu comme une voiture puissante. Lors d’un essai routier, un temps de 10 secondes a \u00e9t\u00e9 enregistr\u00e9 pour l’\u00e9preuve de 0-60 milles \u00e0 l’heure. Le quart de mille a \u00e9t\u00e9 accompli en 17.5 secondes avec une vitesse \u00e9tablie de 115 milles \u00e0 24 l’heure, des donn\u00e9es qui sont plus qu’ad\u00e9quates pour 1955. La consommation de cette voiture \u00e9tait d’environ 15 milles par gallon.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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La construction d’acier monocoque laissait pr\u00e9voir les orientations futures chez Chrysler. Le poids de restriction, assez imposant, \u00e9tait de 3 300 livres. Le toit du cabriolet \u00e9tait manuel et pouvait \u00eatre rang\u00e9 sous un couvercle pliant localis\u00e9 derri\u00e8re le si\u00e8ge. En d\u00e9pit de son poids, le Falcon \u00e9tait admirablement \u00e9quilibr\u00e9. La maniabilit\u00e9 facile et pr\u00e9cise \u00e9tait un atout pratiquement inconnu \u00e0 cette p\u00e9riode, surtout pour les produits Chrysler. Le d\u00e9savantage r\u00e9el de cette voiture \u00e9tait le manque de hauteur en raison de son pare-brise tr\u00e8s bas lorsque le toit \u00e9tait lev\u00e9, bien que cela aurait pu \u00eatre modifi\u00e9 pour la production.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t
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Ce qui, \u00e9videmment, n’est pas arriv\u00e9. Bien que le Falcon aurait pu devenir un fort concurrent pour la Corvette et la Thunderbird, avec un rafinement et une performance sup\u00e9rieur, il \u00e9tait condamn\u00e9 par le minuscule march\u00e9 de voitures sports de cette \u00e9poque. Aussi, Chrysler a probablement estim\u00e9 qu’il n’avait pas vraiment besoin d’une telle voiture puisque les ventes totales \u00e9taient bonnes \u2013 ce qui n’\u00e9taient plus le cas apr\u00e8s 1957. Dommage. Aurait-elle connue la popularit\u00e9 de la Corvette comme voiture sport? Si oui, la venue de la Viper aurait-elle \u00e9t\u00e9 compromise? Aurait-elle suivi la voie de la Thunderbird, soit devenir plus luxueuse que sportive, pour enfin dispara\u00eetre?<\/h3>

\u00a0Source: Chrysler Design Institute<\/span><\/h3>

Par Maurice Joanisse<\/span><\/strong><\/h3>

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1952 Chevrolet Deluxe<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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\u00a0En 1968, alors qu’il n’\u00e9tait \u00e2g\u00e9 que de 15 ans, le jeune Richard Aubin avait d\u00e9j\u00e0 d\u00e9cid\u00e9 d’acheter la Chevrolet 1952 du grand-p\u00e8re d’un ami. Apr\u00e8s avoir pris place \u00e0 bord de la voiture, il s’\u00e9tait dit : \u00ab\u00a0un jour cette auto sera \u00e0 moi \u00ab\u00a0. \u00a0\u00bb Je l’ai suivie jusqu’en 1979 avant de pouvoir l’acheter \u00ab\u00a0, nous pr\u00e9cise l’ancien pr\u00e9sident du conseil du club des Voitures anciennes du Qu\u00e9bec. Le jour arriva o\u00f9 le grand-p\u00e8re de son ami ne fut plus en mesure de conduire. C’est \u00e0 ce moment que Richard entreprit les d\u00e9marches pour acqu\u00e9rir l’automobile. Il est le deuxi\u00e8me propri\u00e9taire de cette Chevrolet Deluxe Styline quatre portes sedan. \u00c0 l’\u00e9poque, cette automobile \u00e9tait la voiture familiale par excellence en Am\u00e9rique. Chevrolet a assembl\u00e9 319, 736 exemplaires de cette version. Malgr\u00e9 les restrictions imputables \u00e0 la guerre de Cor\u00e9e, cette division de General Motors a vendu 827, 317 voitures de sa production de 1952. La voiture de M. Aubin est exceptionnelle, car elle est dans toute son originalit\u00e9, c’est-\u00e0-dire qu’elle ne f\u00fbt jamais restaur\u00e9e, ni m\u00eame repeinte. Comme il est tr\u00e8s commun des voitures de cette \u00e9poque, le moteur 6 cylindres en ligne a eu besoin de refaire ses soupapes \u00e0 45 000 milles. Richard en profita pour retaper le moteur \u00e0 l’\u00e9tat neuf. Chevrolet offrait deux six-cylindres, un avec 92 chevaux-vapeur et un autre avec 216 p.c. livrant 105 chevaux, \u00e9quip\u00e9 d’une bo\u00eete automatique \u00a0\u00bb Power-glide \u00a0\u00bb comme celle de M. Aubin. En 1952, Chevrolet ne produisait que deux s\u00e9ries, la \u00a0\u00bb Special \u00a0\u00bb (bas de gamme) et la \u00a0\u00bb Deluxe \u00a0\u00bb de fabrication canadienne au prix de 2,198 $. Le premier propri\u00e9taire ne l’utilisait en partie que pour aller \u00e0 son chalet \u00e0 l’Assomption. De plus, cette automobile n’a jamais connu l’hiver, ce qui explique sa grande forme. Au chapitre des options, cette Chevrolet est pourvue d’une radio AM \u00e0 boutons- poussoirs, d’une chaufferette, d’un filtre \u00e0 l’huile, d’une horloge m\u00e9canique et de diff\u00e9rentes moulures. Curieuse co\u00efncidence, cette histoire ressemble sensiblement \u00e0 la mienne, un r\u00eave que je ch\u00e9rissais depuis l’\u00e2ge de quinze ans. La voiture de mon grandp\u00e8re, une Plymouth 1938.<\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t
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Gilles Boudreault<\/span><\/h3>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<\/div>\n\t\t","protected":false},"excerpt":{"rendered":"

Nos Amours, nos \u00abChars\u00bb 1962 Chrysler NewYorker En temps qu\u2019 \u00e9diteur, j’ai pris la libert\u00e9 de surnommer cette grosse Chrysler noire \u00ab La Black Stallion \u00bb. Je vous explique un peux plus loin dans l\u2019article. Imaginez que m\u00eame la plaque d\u2019immatriculation du Qu\u00e9bec \u00e9tait noire avec lettrage blanc, comme si elle avait \u00e9t\u00e9 con\u00e7ue sp\u00e9cialement […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"ngg_post_thumbnail":0,"ocean_post_layout":"full-screen","ocean_both_sidebars_style":"","ocean_both_sidebars_content_width":0,"ocean_both_sidebars_sidebars_width":0,"ocean_sidebar":"","ocean_second_sidebar":"0","ocean_disable_margins":"enable","ocean_add_body_class":"","ocean_shortcode_before_top_bar":"","ocean_shortcode_after_top_bar":"","ocean_shortcode_before_header":"","ocean_shortcode_after_header":"","ocean_has_shortcode":"","ocean_shortcode_after_title":"","ocean_shortcode_before_footer_widgets":"","ocean_shortcode_after_footer_widgets":"","ocean_shortcode_before_footer_bottom":"","ocean_shortcode_after_footer_bottom":"","ocean_display_top_bar":"default","ocean_display_header":"default","ocean_header_style":"","ocean_center_header_left_menu":"0","ocean_custom_header_template":"0","ocean_custom_logo":0,"ocean_custom_retina_logo":0,"ocean_custom_logo_max_width":0,"ocean_custom_logo_tablet_max_width":0,"ocean_custom_logo_mobile_max_width":0,"ocean_custom_logo_max_height":0,"ocean_custom_logo_tablet_max_height":0,"ocean_custom_logo_mobile_max_height":0,"ocean_header_custom_menu":"0","ocean_menu_typo_font_family":"0","ocean_menu_typo_font_subset":"","ocean_menu_typo_font_size":0,"ocean_menu_typo_font_size_tablet":0,"ocean_menu_typo_font_size_mobile":0,"ocean_menu_typo_font_size_unit":"px","ocean_menu_typo_font_weight":"","ocean_menu_typo_font_weight_tablet":"","ocean_menu_typo_font_weight_mobile":"","ocean_menu_typo_transform":"","ocean_menu_typo_transform_tablet":"","ocean_menu_typo_transform_mobile":"","ocean_menu_typo_line_height":0,"ocean_menu_typo_line_height_tablet":0,"ocean_menu_typo_line_height_mobile":0,"ocean_menu_typo_line_height_unit":"","ocean_menu_typo_spacing":0,"ocean_menu_typo_spacing_tablet":0,"ocean_menu_typo_spacing_mobile":0,"ocean_menu_typo_spacing_unit":"","ocean_menu_link_color":"","ocean_menu_link_color_hover":"","ocean_menu_link_color_active":"","ocean_menu_link_background":"","ocean_menu_link_hover_background":"","ocean_menu_link_active_background":"","ocean_menu_social_links_bg":"","ocean_menu_social_hover_links_bg":"","ocean_menu_social_links_color":"","ocean_menu_social_hover_links_color":"","ocean_disable_title":"on","ocean_disable_heading":"default","ocean_post_title":"","ocean_post_subheading":"","ocean_post_title_style":"","ocean_post_title_background_color":"","ocean_post_title_background":0,"ocean_post_title_bg_image_position":"","ocean_post_title_bg_image_attachment":"","ocean_post_title_bg_image_repeat":"","ocean_post_title_bg_image_size":"","ocean_post_title_height":0,"ocean_post_title_bg_overlay":0.5,"ocean_post_title_bg_overlay_color":"","ocean_disable_breadcrumbs":"default","ocean_breadcrumbs_color":"","ocean_breadcrumbs_separator_color":"","ocean_breadcrumbs_links_color":"","ocean_breadcrumbs_links_hover_color":"","ocean_display_footer_widgets":"default","ocean_display_footer_bottom":"default","ocean_custom_footer_template":"0","footnotes":""},"class_list":["post-205","page","type-page","status-publish","hentry","entry"],"_links":{"self":[{"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/pages\/205","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/comments?post=205"}],"version-history":[{"count":79,"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/pages\/205\/revisions"}],"predecessor-version":[{"id":2688,"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/pages\/205\/revisions\/2688"}],"wp:attachment":[{"href":"https:\/\/avao.ca\/en\/wp-json\/wp\/v2\/media?parent=205"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}