The Big Bad AMX

The AMC had a sports coupe that would compete with the muscle of the big 3. The AMX sat on a 97 in. wheelbase with an overall length of 177.22 in. it had a width of 71.57 in. and a height of 51.73 in. and weighed in at just over 3,000 lbs. which made for a great horsepower to weight ratio. .The available engines for the 1968 AMX were all V8's. The 290 ci was the base engine, with the mid sized engine the 343 ci, and the best selling engine was the monstrous 390 ci. This large engine could really create some speed for this small two seater model. Unlike the smaller engines, the 390 had flash-chrome valve covers, air cleaner lid, and oil breather cap. The 390 was first available in the AMX, and was given the name "AMX 390", but soon after it was released it was also available in the 1968 Javelin and 1968 Ambassador.

There were a handful of transmissions available for the 1968 AMX. The four speed manual was standard with the 290 base model, which had a shifter bought from Ford. Also available was an automatic transmission. The 290 and 343 were teamed with the AMC/Borg-Warner Model 11, and the 390 used the better Model 12.

The Rebel, Javelin, and AMX would all be carryovers models, with the only changes being in equipment and trim for 1969. The American was rebadged as the Rambler, and the Ambassador was redesigned to its largest size yet. Halfway through he model year, a limited production Rambler was released with white paint with red and blue accents, sport wheels, fat tires, and was called the SC/Rambler. Initially, only 500 of these cars were planned, but due to high interest in the car, 1,512 would end up being made. But this would also be the last year of Rambler production, as the last one ever made in America rolled from the assembly lines in June 1969. The Rambler name existed from 1950 to 1969, and 4,204,925 were built.

The 1969 Big Bad Orange AMX

The 1969 Big Bad Blue AMX

The 1969 Big Bad Green AMX

The 1968, 1969 390 "AMX V-8 ENGINE INFORMATION :

* Bore and Stroke 4.165" x 3.574"
* Compression Ratio: 10.2:1
* Maximum Brake Horse Power: 315 @ 4600 RPM
* Maximum Torque : 425 @ 3200 RPM
* Recommended Fuel : 100+ Octane
* Oil Pressure : 10 P.S.I. @ 600 RPM
* Oil Pressure Relief : 75 P.S.I.
* Cooling Capacity (Quarts, including heater) : 13
* Radiator Cap Pressure: 14 P.S.I.

Source : amcam x javelin,mopar style,amx-perience.
Pics source : amcam x javelin, memimage. car domain.

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The 2007 Saleen S281 Extreme Ultimate Bad Boy Edition

The company was founded in 1983 originally as Saleen Autosport by Steve Saleen, a former Formula Atlantic race car driver. In the first year Saleen built 3 cars as the first production run - a white hatchback, a copper glow hatchback, and a black hatchback. In 1984, Saleen Autosport became Saleen Performance, Incorporated. In 1984, Steve Saleen's secretary miscounted the vehicles produced that year, omitting vehicle number 6 as a result of confusing it with 9. Since 1984, Saleen has had the tradition of not issuing the #6 bumper number on any of its vehicles.

Sometimes, a Mustang equipped with a Saleen aftermarket bodykit will bear 6 as its bumper number, signifying it as a "fake" Saleen Mustang. Each year up through the eighties, Saleen was able to produce a new record volume of cars.In late 1990, Saleen contracted with Car & Concepts in St. Louis to produce the Saleen Mustang. As the recession of the early 90's hit, so did it a take a toll on production. Cars & Concepts continue production through the 1991 model year when they closed their facility due to their own financial woes.

Production was returned in-house to Saleen Performance, Incorporated in 1992. By then, the production of cars had been reduced to 12 for the 1992 model year. Steve Saleen teamed up with comedian Tim Allen in 1993 who helped to promote the Saleen Mustang and received new financial backing through Hidden Creek Industries. With a new financial backing and all-new body style in '94, production numbers began growing again.

Beginning in 1995, Saleen-Allen Racing facilitated the start of preparations for the development of a ground-up vehicle project by implementing a 7.0L V8 engine in their track-cars which eventually gave rise to the powerplant utilized in the S7. In 1997, Saleen competed at the 24 Hours of le Mans, ending a 30-year Mustang hiatus from the event. During the development of the Saleen SR, Saleen formed a strategic partnership with BASF that resulted in the development of unique paint color formulations coupled with advertising centered around Saleen products. During this time, the Saleen paint color liztick red, named for Steve's wife, Elizabeth, was developed.

The 2007 Saleen S281 Extreme Ultimate Bad Boy Edition

The 2007 Saleen S281 Extreme is quickly becoming known as the worlds fastest production Mustang. With 550 horsepower, 525 lb-ft of torque, Saleens patented Racecraft suspension, close-ratio six-speed transmission, 4:10 rear gearing with a Maxgrip differential, high-flow cooling system, 15 slotted and vented disc brake system, and numerous additional internal and external performance enhancements; the Extreme rivals all competitors in the high-performance sports car world, including the Chevrolet Corvette Z06, Ferrari 430, Porsche 911 Carrera and the Dodge Viper SRT-10.
For the Great American Run, CRWE will be commissioning Saleen, Inc. to modify 25 stock Saleen S281 Extremes and having them converted to 600 horsepower, with aftermarket options available soon through the Saleen SpeedLab. CRWE has named this exclusive collection of cars "The Ultimate Bad Boy Edition" and will only make them available to race entrants.

The Pics of Engine

The 2007 Saleen S281 Ultimate Bad Boy Specifications:

Engine :
* 281 CID (4.6L) 3-Valve SOHC V8
* 600 HP @ 6100 RPM
* 3.55" x 3.54" Bore & Stroke
* 39 lb/hr Fuel Injectors
* 98 mm MAF
* Series VI Integrated Twin-Screw Supercharger
* Dual-Stage Water-to-Air Intercooler System
* Hi-Flow Inlet Tube, Air Box Cover & Filter
* Forged Aluminum Pistons
* Forged Steel Connecting Rods
* Forged Steel Crankshaft
* Ported Aluminum Cylinder Heads
* Aluminum Dual-Core Radiator
& High-Flow Cooling System
* PowerFlashT Performance Calibration
2.5" Stainless Steel Center Exhaust System

Sources :
http://21stcenturymusclecars.com/s2007001.asp;http://www.themustangnews.com/carnews_07/st-0407-saleen.htm

Pics Sources :
http://21stcenturymusclecars.com/B_266.jpg; http://21stcenturymusclecars.com/G_266.jpg

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1964 Plymouth Sport Fury

The Plymouth Fury was introduced in 1956 and continued in production as a model and/or series until 1989. Plymouth had been using the name Fury as the high-performance version of its standard vehicle and in 1956 made its own model designation. The initial desire of the Fury was to highlight the abilities of the Plymouth division and to create a stunning automobile that would capture the attention of consumers and bring that crowd into their showrooms. The styling was typical of the era with the most notable feature being the tail-fins which grew in size during the 1959 model year. It was a popular favorite with many police forces because of its reliability and performance.

Engine of 1964 Plymouth Sport Fury

Suddenly it was 1960, and Chrysler/Plymouth was scrambling to produce cars to please the public, fins suddenly having become passe. The Fury remained Plymouth's sales volume model through the troubled early 1960s, when the full-sized Fury was saddled with odd styling and an intermediate (or mid-sized) platform.

Interior of 1964 Plymouth Sport Fury

The first year a Fury convertible was offered was in 1960. Also in 1960, Chrysler introduced its Ram Induction system of manifolds, which increased low end and reduced high end torque for drag racing. The Fury also moved to unibody construction for greater rigidity and better cornering. The fins dropped off completely in 1961, after reaching new heights in 1960. The original 318 and 383 were available (not related to the later 318 and 383), along with a 361 and the brand-new Chrysler Slant-Six 6-cylinder engine, producing 145 hp (108 kW) at 4000 rpm. The 383 produced 330 hp (250 kW). Starting in 1962 and ending in 1969, the Sport Fury was offered as a hardtop coupe or a convertible.

(Sources : Wikipedia and Concept Carz)

(Pics sources : 1962to1965; Mopar Muscle Magazine)

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1968 Dodge Super Bee

The original Super Bee was based on the Dodge Coronet. It was a 2-door coupe model only and was produced from 1968 through 1970. It was the company's low-priced muscle car, the equivalent of the Plymouth Road Runner, and was priced at $3,027. Plymouth Division had introduced the Road Runner first and the car sold well, prompting Dodge Division General Manager Robert McCurry to have the Dodge Styling office create a competitor. During that time, both divisions were competing to be the "Chrysler Performance Division".

Production: 2D Pillared Coupe w/ 383: 7,717. 2D Pillared Coupe w/ Hemi: 125.
Engines: 383 V8 335bhp@5200rpm, 425lb-ft@3400rpm. 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm.
Performance: 383/335bhp: 0-60 in 7.1 sec, 1/4 mile in 15.0 sec @ 96mph. 426/425bhp: 0-60 in 5.3 sec, 1/4 mile in 13.55 sec @ 105mph.

Engine of 1968 Dodge Super Bee

The designers were assigned the task of creating a name and identity for the Dodge version. Senior designer Harvey J Winn won the "contest" with the name Super Bee and a new logo design around the Dodge "Scat Pack" Bee medallion. The first Super Bee was based on a '68 Coronet convertible. The show car was built at Alexander Brothers Custom Shop under Winn's direction and was introduced at the 1968 Detroit Auto Show.Although the two cars are very similar in external appearance, the Super Bee was slightly heavier (approx 65 lbs.) and rode on a 117-inch (3,000 mm) wheelbase compared to the Road Runner's 116-inch (2,900 mm) wheelbase.

In addition to the slight aesthetic external differences, such as larger rear wheel openings, the bumble bee tailstripe and fancier grille and taillight ornamentation, the Super Bee also used actual diecast chrome plated "Bee" medallions. These three-dimensional medallions were prominently mounted in a raised position in the grille/hood area and the trunklid/taillight area of the car throughout the first three years of production and added a touch of class and panache. The interior of the Super Bee borrowed the race car–inspired and more sophisticated gauge and speedometer dash cluster from the Dodge Charger while the four-speed cars received an actual Hurst Competition-Plus shifter with Hurst linkage, compared to the budget-minded Road Runner's less expensive Inland shifter and linkage. All these niceties did add to the higher purchase cost of the Super Bee compared to its Plymouth cousin and ultimately affected its sales numbers over the years it was produced.

(Sources : Wikipedia and Muscle Car Club)

(Pics sources : How Stuff Works; Serious Wheels)

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1994 Chevrolet Impala SS

The Impala SS debuted in 1994 as a high performance model based on the fullsize Caprice platform. It was the first four door sedan to carry the fabled "Impala SS" name (all previous SS models were coupes or convertibles), but Chevrolet made sure that it lived up to its heritage. As such, it sported rear wheel drive, a xxx inch wheelbase, and a commanding presence on the road. The Impala SS was only available in black and featured a ody-colored grille, body-color front and rear fascias, rocker moldings, door handles and key locks, taillamp moldings, body-colored raised Impala SS logos along the rear fenders, a unique rear deck-lid spoiler, and Impala emblems on the sail panels and rear deck lid. The interior featured a gray leather interior with deeply contoured front bucket seats and black statin finish on the instrument panel and door trim panels. But the heart of a muscle car is the engine, and Chevrolet didn't disappoint there.

Interior of 1994 Chevrolet Impala SS

The 1994 Impala SS went into production 14 months later at GM's plant in Arlington, Texas, and was almost identical cosmetically to the concept car, the only noticeable change being the chromed bowtie logo on the grill (vs a red logo on the concept). The car was, in essence, a high-performance version of the Caprice. From a mechanical standpoint, it used the Caprice 9C1 police package as its base and as such got most of the equipment formerly available only to law enforcement and government agencies. This included a sport-tuned suspension with reinforced shocks and springs, a high-capacity upgraded reverse flow cooling system, larger and more powerful four-wheel disc brakes, transmission cooler, dual exhaust, a higher-output electrical system, and other minor mechanical alterations.

Engine of 1994 Chevrolet Impala SS

Not all of the police equipment was carried over however, as the Impala SS did not get the external oil-to-air engine oil cooler, nor were all the body mounts secured (the standard Caprice and Impala SS were assembled at the factory with the front 3 body mounts missing one of the rubber cushions, while the 9C1 was assembled with all rubber cushions in place), although both are popular aftermarket additions to the Impala SS by their owners.

Production: About 6,000
Engines: 350 (5.7 liter) V8 260 bhp @ 5000 rpm, 330 lb-ft @ 2400 rpm.
Performance: 0-60 in 7.1 seconds, 1/4 mile in 15.4 seconds @ 91.1 mph.

The Impala SS was uniquely fitted with a standard 3.08 gear. The limited-slip rear differential was standard (as opposed to the option G80 on caprices) and suspension that was an inch lower. A retuned LT1 5.7-liter (350 cu in) small-block V8 was standard on the Impala SS, making 260 horsepower (190 kW) and 330 pound-feet (450 N·m) of torque (retuned from the prototype's 300 horsepower (220 kW) rating). The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower. Another difference was that the Impala LT1 had 2 bolt main bearing caps while the Corvette LT1 had 4 bolt main bearing caps. The transmission used in the car was the 4L60E, which was itself an upgraded and revised version of the previous 700R4.

However, the transmission was not beefed up for the power of the LT1, and transmission failures after 100,000 miles (160,000 km) were commonplace.[citation needed] A standard transmission was never available in the 94-96 the impala ss. However there is a growing trend to replace the 4L60-E transmission, with the T-56 (6 speed manual) from the camaro and firebird using aftermarket kits.

(Sources :Wikipedia, and Muscle Car Club)

(Pics Sources : Motor Trend; How Stuff Works)

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1967 Shelby Mustang GT500

1967 was the last year for the Shelby Cobras.The GT 500 known as the Eleanor was equiped with the 428 Police Interceptor, 2 Holley 4 barrel carbs, and headers as an option. 1968 introduced the Shelby Mustang. Power steering, a single carburetor and hydraulic camshaft made this a muscle car for the masses. 1967 the Mustang bodystyle was altered and Shelby added a new model to his line-up; the GT500. It featured a 428 cid engine, pumping out well over 350 bhp. Where the early Shelby Mustangs were very competition oriented, the 1967 and 1968 cars were more of a combination between performance and luxury. At the end of 1968 a more powerful GT500 KR (King of the Road) was launched, which featured the 428 Cobra Jet engine. Production of the Shelby Mustangs ceased at the end of 1969, when Ford's own high performance had mostly taken over.

Engine of 1967 Shelby Mustang GT500

General specifications
Country of origin : United States
Numbers built : 4123
Produced from : 1967 - 1968

Engine
Configuration : Cobra 90º V 8
Location : Front, longitudinally mounted
Displacement : 7.013 liter / 428 cu in
Bore / Stroke : 104.9 mm (4.1 in) / 101.2 mm (4 in)
Compression : 10.5:1
Valvetrain : 2 valves / cylinder, OHV
Fuel feed : Holley Carburetor
Aspiration : Naturally Aspirated

Drivetrain
Chassis/body : unitary steel
Front suspension : wishbones, coil springs, anti-roll bar
Rear suspension : live axle, semi-elliptic leaf springs, adjustable shock absorbers
Steering : recirculating ball
Brakes : discs front, drums rear
Gearbox : 4 speed Manual
Drive : Rear wheel drive

Dimensions
Weight : 1490 kilo / 3284.9 lbs
Length / Width / Height : 4740 mm (186.6 in) / 1801 mm (70.9 in) / 1311 mm (51.6 in)
Wheelbase / Track (fr/r) : 2743 mm (108 in) / 1473 mm (58 in) / 1473 mm (58 in)

Performance figures
Power : 355 bhp / 265 KW @ 5400 rpm
Torque : 569 Nm / 420 ft lbs @ 3200 rpm
BHP/Liter : 51 bhp / liter
Power to weight : 0.24 bhp / kg
Top Speed : 215 km/h / 134 mph
0-60 mph : 4.8 s

(Sources : http://www.ultimatecarpage.com/car/204/Ford-Shelby-Mustang-GT500.html)

(Pics sources : http://musclecarspecs.com/wp-content/uploads/2006/01/gt500engine.jpg; http://www.team-bhp.com/forum/attachments/super-cars-imports-india/121815d1239046835-money-no-bar-car-would-you-buy-import-india-make-heads-turn-any-cost-1967-shelby-mustang-gt-500-2-.jpg)

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1969 Chevrolet Chevelle COPO 427

One of America’s most recognized Muscle Car Icons, the 1969 Chevrolet Chevelle was produced with only minor styling changes, including new taillamps. With another record climbing sales year the Chevelle was on the rise and the SS 396 became an option package on all Chevelles. Now making it possible to order the SS 396 package on everything from the popular sales leading Malibu to the Chevelle 300-series and the Chevrolet El Camino pick up. The 396 engine option was offered again with 325, 350, and 375hp and in late model year, the 396 was bored out to 402 cubic engines, reportedly to meet new emission standards.

Interior of Chevelle COPO 427

Chevrolet produced a limited number of COPO Chevelles, specially ordered from the factory by specific dealers and a few select customers. Stocked standard with the L72 427 V8 rated at 425hp. An estimated 323 Chevelle COPO 427s were built.

Engine of Chevelle COPO 427

Chevrolet likewise eschewed flamboyant stripes and badges for their 1969 Chevelle COPO 427 and kept its appearance low-key. The car could run a 13.3 sec. quarter-mile at 108 mph (174 km/h). Chevrolet rated the engine at 425 hp (317 kW), but the NHRA claimed a truer 450 hp (340 kW). It has been said that the 1969 COPO Chevelles were "among the most feared muscle cars of any day. And they didn't need any badges.

(Source : Wikipedia; Oldsmobile)
(Pic sources : Iconocast ; how stuff works ;how stuff works2

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1949 Oldsmobile Rocket 88

The 1949 Oldsmobile Rocket 88, created in response to public interest in speed and power, is often cited as the first of the breed. It featured an innovative and powerful new engine—America's first high- compression overhead valve V-8—in the lighter Oldsmobile body.

Musclecars magazine wrote: "[t]he idea of putting a full-size V8 under the hood of an intermediate body and making it run like Jesse Owens in Berlin belongs to none other than Oldsmobile... [The] all-new ohv V8...Rocket engine quickly found its way into the lighter 76 series body, and in February 1949, the new 88 series was born."

The article continued: "Walt Woron of Motor Trend enjoyed the 'quick-flowing power...that pins you to your seat and keeps you there until you release your foot from the throttle. Olds dominated the performance landscape in 1950, including wins in the NASCAR Grand National division, Daytona Speed Weeks, and the 2100-plus-mile Carrera Panamericana. In France, an 88 won a production car race at Spa-Francorchamps... A husky V8 in a cleanly styled, lightweight coupe body, the original musclecar truly was the '49 Olds 88."

Jack Nerad wrote in Driving Today: "the Rocket V-8 set the standard for every American V-8 engine that would follow it for at least three decades. With a displacement of 303 cubic inches and topped by a two-barrel carburetor, the first Rocket V-8 churned out 135 horsepower (101 kW) at 3,600 rpm and 263 pound-feet of torque at a lazy 1800 rpm [and] no mid-range car in the world, save the Hudson Hornet, came close to the Rocket Olds performance potential..."

Engine of 1949 Oldsmobile Rocket 88

Nerad added that the Rocket 88 was "the hit of NASCAR’s 1950 season, winning eight of the 10 races. Given its lightning-like success, one could clearly make the case that the Olds 88 with its 135 horsepower (101 kW) V-8 was the first 'musclecar'..."

Steve Dulcich, writing in Popular Hot Rodding, also cites Oldsmobile, concurrently with Cadillac, as having "launched the modern era of the high-performance V-8 with the introduction of the "Rocket 88" overhead-valve V-8 in 1949."

(Sources : Wikipedia)
(Pic sources : Wikipedia, Media Canada)

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1964 Ford Thunderbolt

As the muscle car market took shape, Ford introduced a Fairlane for drag strip racing for 1964, heavily modified to incorporate a 427 CID (7.0 L) V8 with two four-barrel carburetors on a high-riser manifold, ram-air through the openings left by deleting the inboard headlights, equal-length headers, trunk-mounted battery, fiberglass hood, doors, fenders and front bumper, acrylic glass windows, and other lightweight options including deleted rear door window winders, carpeting, radio, sealant, sun visors, armrests, jack, lug wrench, heater, soundproofing, and passenger side windshield wiper. This special model, of which 111 to 127 total were made depending on who you ask, delivered 500 hp (373 kW) at 7,000 rpm and was known as the Thunderbolt.

Interior of 1964 Ford Thunderbolt

A stock Thunderbolt could run a quarter-mile (402 m) at a drag strip in 11.76 seconds at 122.7 mph (197.5 km/h), and Gas Ronda dominated the NHRA World Championship with a best time of 11.6 seconds at 124 mph (200 km/h).[7] The Thunderbolt included competition-specification 427 cu in (7 L) engine and special exhausts (though technically legal for street use, the car was too raucous for the public roads—"not suitable", according to a Hot Rod magazine quote, "for driving to and from the strip, let alone on the street in everyday use"; also massive traction bars, asymmetrical rear springs, and a trunk-mounted 95-pound (43 kg) bus battery to maximize traction from what was realistically 500 bhp (373 kW). Sun visors, exterior mirror, sound-deadener, armrests, jack, and lug wrench were omitted to save weight. The car was given lightweight Plexiglass windows, and early versions had fiberglass front body panels and bumpers, later changed to aluminum to meet NHRA regulations.

Engine of 1964 Ford Thunderbolt

Specifications

Engines: ohv V-8, 427 cid (4.23 × 3.78), 425+ bhp
Transmissions: 4-speed manual or 3-speed automatic
Suspension, front: shortened upper A-arms, coil springs
Suspension, rear: live axle, leaf springs, traction bars
Brakes: front/rear drums
Wheelbase (in.): 115.5
Weight (lbs.): 3,225
Top speed (mph): 120-126 (at end of quarter-mile); 0-60 mph (sec): 4.5 (est)

(Source : Wikipedia; How Stuff Works)
(Pic sources : Photo Bucket, Mustang and Fords)

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1970 Dodge Challenger

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 320 bhp (238.6 kW).

Engine of 1970 Dodge Challenger

It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back.

The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added to the image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A was not competitive, due to the fact that they had to be large enough to accommodate engines as large as the 426 Hemi, and 440, the street version suffered from severe understeer in fast corners. It could turn mid 14s in the quarter mile, which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge pulled out of Trans Am racing. Only 2,142 T/As were made.

(Source : Wikipedia)
(Pics sources : Wikipedia)

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1974 Pontiac Firebird Formula

The Pontiac Firebird was built by the Pontiac division of General Motors between 1967 and 2002. The Firebird was introduced the same year as its platform-sharing cousin, the Chevrolet Camaro. This coincided with the release of the 1967 Mercury Cougar, which shared its platform with another pony car, the Ford Mustang.

The vehicles were, for the most part, powered by various V8 engines of different GM divisions. While primarily Pontiac-powered until 1977, Firebirds were built with several different engines from nearly every GM division until 1982 when all Pontiac engines were dropped in favor of corporate units.



In 1974, Pontiac offered an inline-6, a 185 hp 350 CID V8, and 175 to 225 hp 400 CID V8 engines. The 455 produced 215 and 250 hp (190 kW) while the SD-455 produced 290 hp (220 kW). The 400, 455, and SD-455 engines were offered in the Trans Am and Formula models during 1974, but the 400 and 455 engines were the only other options in the 1975 and 1976 models. In 1976, Pontiac celebrated their 50th Anniversary, and a special edition of the Trans Am was released. Painted in black with gold accents, this was the first anniversary Trans Am package and the first production Black and Gold special edition. In 1977, Pontiac offered the T/A 6.6 Litre 400 (RPO W72) rated at 200 hp (150 kW), as opposed to the regular 6.6 Litre 400 (RPO L78) rated at 180 hp (130 kW). In addition, California and high altitude cars received the Olds 403 engine, which offered a slightly higher compression ratio and a more usable torque band than the Pontiac engines of 1977.

(Source : Wikipedia)
(Pics Source : Tom Laferriere)

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1970 Chevrolet Monte Carlo

The Monte Carlo was originally created by Scott Butler as Chevrolet's counterpart to the new G-body Pontiac Grand Prix, which had been introduced to great success for 1969. For the 1968 model year, GM had instituted a split-wheelbase policy for its A-body intermediate cars: 112 in (2845 mm) for two-door models, 116 in (2946 mm) for sedans and station wagons. The Grand Prix was a two-door coupe riding a special 118 in (2997 mm) version of the A-platform (known as the "G-body "). Rather than add the extra length within the body to increase passenger space (as was customary on sedans) the G-body (also known as the A-body Special) spliced the extra length between the firewall and the front wheels, creating an unusually long hood. The look was very successful, and the new Grand Prix greatly outsold its larger, B-body predecessor despite higher prices.

The Monte Carlo was the brainchild of Elliot M. (Pete) Estes, general manager of Chevrolet, and Chevrolet's chief stylist, Dave Holls. They modeled the styling on the contemporary Cadillac Eldorado, although much of the body and structure were shared with the Chevrolet Chevelle (firewall, windshield, decklid, and rear window were the same), adding new front end sheetmetal, wider C-pillars, and new rear fenders. Bulges were added to the fenders to create a more muscular appearance. The Monte Carlo also had the then-fashionable concealed windshield wipers.

Though the Monte Carlo was developed at Chevrolet under the leadership of Pete Estes, it was formally introduced in September, 1969 by John Z. DeLorean, who succeeded Estes as Chevrolet's general manager earlier in the year after previously heading the Pontiac division, where he led the development of the similar-bodied 1969 Grand Prix introduced the previous model year.

The standard powertrain was the 350 CID (5.7 L) Chevrolet "Turbo-Fire" small-block V8 with a two-barrel carburetor, rated at 250 hp (186 kW) (gross) @ 4500 rpm and 345 ft·lbf (468 N·m) of torque @ 2800 rpm, mated to a Turbo Hydramatic 350 Transmission. Front disc brakes were standard equipment. The dashboard was basically identical to the Chevelle except for fake wood trim, according to Holls a photographic reproduction of the elm trim used by Rolls-Royce, and higher grade nylon (or vinyl) upholstery and deep-twist carpeting were used. Base priced at US$3,123, the Monte Carlo cost $218 more than a comparable Chevelle Malibu.

(Source : Wikipedia)

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1954 Chevrolet Corvette

Early history

General Motors hired designer Harley Earl in 1927. Earl loved sports cars, and GIs returning after serving overseas in the years following World War II were bringing home MGs, Jaguars, Alfa Romeos, and the like. In 1951, Nash Motors began selling an expensive two-seat sports car, the Nash-Healey, that was made in partnership with the Italian designer Pinin Farina and British auto engineer Donald Healey, but there were few moderate-priced models. Earl convinced GM that they also needed to build a two-seat sports car, and with his Special Projects crew began working on the new car later that year, which was code named "Project Opel."The result was the 1953 Corvette, unveiled to the public at that year's Motorama car show. The original concept for the Corvette emblem incorporated an American flag into the design, but was changed well before production since associating the flag with a product was frowned upon.


Myron Scott is credited for naming the car after the corvette, a small, maneuverable fighting frigate. The first Corvettes were virtually hand-built in Flint, Michigan in Chevrolet's Customer Delivery Center, now an academic building at Kettering University. The outer body was made out of then-revolutionary fiberglass, selected in part because of steel quotas left over from the war. Underneath the new body material were standard Chevrolet components, including the "Blue Flame" inline six-cylinder truck engine, two-speed Powerglide automatic transmission, and drum brakes from Chevrolet's regular car line. Though the engine's output was increased somewhat, thanks to a triple-carburetor intake exclusive to the Corvette, performance of the car was decidedly "lackluster". Compared to the British and Italian sports cars of the day, the Corvette was underpowered, required a great deal of effort as well as clear roadway to bring to a stop, and even lacked a "proper" manual transmission. A Paxton centrifugal supercharger became available in 1954 as a dealer-installed option, greatly improving the Corvette's straight-line performance(Wikipedia).The 1954 Corvette featured only detail changes from the previous year. These slight but significant changes included a new camshaft, new rocker-arm cover, and improvements to the convertible top mechanism.

SPECIFICATIONS :
Model : Corvette
Type : Convertible
Quanity : 3640

Performance:
Speed : 0-60 Time 11.0 sec
1/4 Mile Time 17.9 sec @ 76.0 mph

Available Engines :
Engine : I6
Engine Used : 235ci/150hp
Size : 235 ci
Horsepower : 150 hp @ 4200 rpm
Torque : 223 lb-ft @ 2400 rpm

Source : muscle car club, muscle car
Pics source : webrides TV , all poster

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The 1969 Chevrolet Nova SS 396

In 1915, Durant was in the process of setting up Chevrolet production facilities in Toronto, Canada. Later that year, during a luncheon meeting in New York with "Colonel Sam" McLaughlin, whose McLaughlin Motor Car Company manufactured McLaughlin-Buick cars, it was agreed that Chevrolets with McLaughlin-designed bodies would be added to the Canadian company's product line. Three years later, the two Canadian operations (Chevrolet was by then a part of GM in the United States) were bought by GM to become General Motors of Canada Ltd (Wikipedia).

By 1916, Chevrolet was profitable enough to allow Durant to buy a majority of shares in GM. After the deal was completed in 1917, Durant was president of General Motors, and Chevrolet was merged into GM, becoming a separate division. In the 1918 model year, Chevrolet introduced the Model D, a V8-powered model in four-passenger roadster and five-passenger tourer models. These cars had 288in3 35 hp (26 kW) engines with Zenith carburetors and three-speed transmissions.Chevy had redesigned its compact for '68, but the look was still pretty tame. The chassis design, however, was shared with the Camaro, so big blocks finally fit. Sure enough, the 396-cid V-8 appeared as a Super Sport option partway through '68. For '69, the 396 was back in 350-bhp tune and -- for those who knew how to play the order form -- as the 375-bhp L78.

This was the hoodlum Nova. Building one began with the SS package included a 300-bhp 350-cid V-8, special suspension, red stripe F70xl4s, and power front discs, replacing the 350 with the L78
SS badges, black-accented grille and tail, and simulated hood air intakes marked the exterior, but nothing shouted supercar. Still, all stealthiness seemed to dissolve with the L78. What the "396" numerals on the fender suggested, the racket of solid lifters and the ominous rumble from dual exhausts confirmed.

Engine of 1969 Chevrolet Nova SS 396

Specifications
Wheelbase, inches: 111.0
Weight, lbs: 3,400
Number built: 7,209
Top Available Engine
Type: ohv V-8
Displacement, cid: 396
Fuel system: 1 x 4bbl.
Compression ratio: 11.0:1
Horsepower @ rpm: 375 @ 5600
Torque @ rpm: 415 @ 3600

Representative Performance
0-60 mph, sec: 5.9
1/4 mile, sec. @ mph: 14.5 @ 101

Source : Muscle cars
Pic sources : How stuff works

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1969 Mercury Cougar Eliminator

Mercury had introduced its sporty coupe in 1967 as a luxury-touring alternative to the pony-car herd. It had mature styling and upscale interior appointments and was built on a Mustang chassis stretched by three inches to provide a longer, ride-enhancing wheelbase.

Mercury in these years was deeply involved in racing. It backed a variety of record-setting Comet and Cougar drag specials, as well as NASCAR-winning Cyclones. Its street image was tamer, though not for lack of trying. Cougar contributed with the '68 GT-E, which like the Mustang, opened the year with an available 390-horsepower 427-cid V-8, then switched to the 428 Cobra Jet.

Engine of Mercury Cougar Eliminator 1969

Interior of 1969 Mercury Cougar Eliminator

Specifications
Wheelbase, inches: 111.0
Weight, lbs: 3,780

Top Available Engine
Type: ohv V-8
Displacement, cid: 428
Fuel system: 1 x 4 bbl.
Compression ratio: 10.6:1
Horsepower @ rpm: 335 @ 5200
Torque @ rpm: 440 @ 3400

Representative Performance
0-60 mph, sec: 5.6
1/4 mile, sec @ mph: 14.1 @ 103

Source : muscle cars
Pics source : classic car, How Stuff Works

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1970 Chevrolet Chevelle SS 454

The age of muscle cars peaked as the 1970s began, Chevrolet Chevelle SS 454 helped to herald the ascent. When GM lifted its displacement ban on midsize cars, Pontiac, Olds, and Buick responded with 455-cid mills with up to 370 bhp. Chevy's retort was a 454-cid V-8 that started at 360 bhp and ended at a barbaric 450. This was the muscle car summit. The wrapper was a restyled Chevelle that again presented the Super Sport as an option package for hardtops and convertibles.The SS Chevelle had a handsome new dash, and on the road, exhibited far more poise than its weight and size would suggest.

Engine of 1970 Chevrolet Chevelle SS 454

Specifications :
Wheelbase, inches: 112.0
Weight, lbs: 3,800
Number built: 8,773

Top Available Engine
Type: ohv V-8
Displacement, cid: 454
Fuel system: 1 x 4bbl.
Compression ratio:11.25:1
Horsepower @ rpm: 450 @ 5600
Torque @ rpm: 500 @ 3600

Representative Performance
0-60 mph, sec: 6.1
1/4 mile, sec. @ mph: 13.7 @ 103 1970

Sources : Muscle Cars, American Street Machines

Pics sources : Modell Paradies, How Stuff Works

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1972 Oldsmobile Cutlass Supreme

1972 was the only year in which the Cutlass Supreme notchback hardtop could be equipped with the L75 455 and M20 four speed transmission, and only 77 of these cars were produced. All 1972 L75 455/M20 cars used the larger 2.07 valves and the W30 automatic camshaft. This gave the L75 455/M20 cars 270 net horsepower, as opposed to the TH400 automatic-equipped L75 cars, which produced 250 net horsepower.

For 1970, the Cutlass Supreme nameplate was switched to Oldsmobile's equivalent of the downsized Pontiac Grand Prix on the GM A-body platform, to give the division an entry in the burgeoning market for smaller personal luxury cars. As such, the two-door hardtop had a new notchback roofline, while lower trim-line Cutlass coupes had a fastback style roof. The model remained in this role for virtually all of its production life. Unlike the Grand Prix and the also-related Chevrolet Monte Carlo, which had wholly separate bodies and names from their less expensive siblings, the Supreme shared front and rear body parts with the standard Cutlass line and was always marketed as part of it. In addition to the two-door hardtop (Holiday Coupe), the Cutlass Supreme series for 1970 also included a four-door hardtop (Holiday Sedan) and regained the convertible bodystyle, The new 1972 Hurst/Olds used the Cutlass Supreme notchback hardtop and convertible body. The straight-6 engine was retired temporarily, but returned to the lineup in 1975 following the 1973-74 energy crisis for two model years before it was replaced by a Buick-built 231 cubic-inch V6 in 1977, which was basically the same V6 previously used on some 1964-65 Olds intermediates.(Wikipedia).

Car Details :

Car: '72 Oldsmobile Cutlass Supreme

Cutlass Interior

Engine: '69 Olds 455 short-block machined and assembledby Benson Machine in Santa Ana, CA; top-end assembled by J.R. Stanley.

Heads: Edelbrock Performer RPM aluminum,2.072/1.680-inch valves, 77cc chambers, 1.6:1 roller rockers

Induction: Edelbrock Torker aluminum single-plane,port-matched to the heads and fitted with an 850-cfm Quadrajet by JoeMondello

Ignition: MSD Billet-Plus distributor and 6AL box

Camshaft: Comp Cams Xtreme Energy 274 hydraulicflat-tappet with 0.520/0.523-inch lift, 230/236 degrees duration at0.050-inch lift

Source : Car Craft

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Buick Riviera 1972

The 1972 Riviera continued to sport the "boat-tail" design, but the vents on the trunk lid were eliminated. GM decreed that its engines had to be rated in net SAE output, a more realistic measure of engine power, and the Riviera's 455 power rating dropped to 250 bhp for the base model and 260 bhp for the GS. Top speed fell to 112 mph.

Production: 33,728
Engines: 455 V8 250 bhp. (GS) 455 V8 260 bhp @ 4400 rpm, 380 lb-ft @ 2800 rpm.
Performance: N/A

(Source : Muscle Car Club)

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Chevrolet Corvette 1966

Year: 1966

Model: Corvette
Manufacturer: Chevrolet

The first year for the fire breathing 427 big block in a Corvette. This original big block car now houses a 1969 427 motor. Fresh rebuild on the complete driveline, suspension and steering. Unmolested body is in great condition. Structurally sound frame that shows no signs of ever taking a hit.

Specifications :

Motor/Driveline

GM 4 Bolt HI Performance block :

• Dated E239
• Casting 3963512
• GM Closed Chamber Iron Heads 3919840, 3964291
• Holley Avenger Carburetor (770)
• Weiand Stealth Intake
  
• Be Cool Aluminum Radiator MSD Pro Billet Distributor with 6AL box

Muncie M21 transmission rebuilt :

• Hurst shifter & linkage
  
• Balanced Centerforce Clutch
  

Rebuilt posi rear end

• 3.08 Gearset
• New HD half shaft U-joints
  

Chassis/Suspension/Brakes

• Frame & underbody in excellent condition
• Factory disc brakes - rebuilt
  
• Manual steering
  
• F41Suspension - rebuilt
  
• HD 7 Leaf rear spring pack
  
• KYB Shocks
  

Interior

• Power windows
• Power antenna
• AM/FM Radio
  
• Teakwood steering wheel
  
• Telescopic steering column

Source : Concept muscle cars

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Chevrolet Camaro RCR Series 3

The RCR series 3 is essentially a brand-new 1969 Camaro that’s built to hang with the fastest new cars on the road. Thirteen inch Baer brakes, adjustable coil-over dampers, and modern BFGoodrich rubber – 245/40YR-18 in the front, 335/30YR-18 in the back – address the fact that stopping and turning weren’t yet perfected in 1969. Neither was torsional rigidity, but the RCR Series 3 is built on a Dynacorn reproduction body shell that isstiffer than the General Motors original and is further buttressed by an optional six-point roll cage.


So you don’t get the sensation that the steering wheel, dashboard and winshield are sliding around like rogue tectonic plates every time you hit a bump. Each RCR Series 3 Camaro comes with two engine packages, the first being an all-aluminum 427 small-block Chevy developing 500 hp, and a second RCR SB2 NASCAR race engine tuned by RCR to 603-plus hp at 7,200 rpm. Both of these engines are fully documented with dyno sheets, along with a full race history on the RCR race engine. To secure the engines properly, special motor plates are utilized up front and in the center, again demonstrating the serious nature of these cars. Beyond these tremendous engines there’s a Tremec five-speed manual transmission with a Ram 10.5-inch clutch pack backing them up, while a Be Cool modular radiator keeps things cool.


While all of the hardware is impressive to see and hear, the real thrill comes behind the wheel when all that power raises the pulse, testing every aspect of car and driver with performance that promises no lies. These cars return an absolutely thrilling driving experience, from the custom steering wheel and tilt column to the RCR Series3 Auto Meter gauges set within a specially built carbon-fiber/composite dash assembly and pad. This theme continues in the custom carbon console, door and side panels, and other trim pieces that tell of this car’s special nature, including a five-point harness augmenting the rollcage. Add details such as billet trim, leather-covered ProCar Series 1 seats from Walt’s Interior a custom rear seat, Vintage Air A/C and power windows, and little else will be needed to achieve automotive nirvana—a perfect world indeed!

As legions of pony car enthusiasts center their attention on the ’69 Camaro, there’s no question that each of the 50 RCR Series3 Camaros will be treasured by collectors and feared by those who know their performance potential. Equally stunning and capable, these cars are destined to become a part of history, as they benefit from a lengthy lineage that can be traced to the roots of NASCAR and those who made the sport what it is today.

(Source : Automobile April 2009 & Superrod)

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Dodge Charger 1968

It was clear after the sales drop of the 1967 Charger that a restyle was in order. Dodge was going to restyle their entire B-body lineup for 1968 and decided that it was time to separate the Coronet and Charger models even further. What designer Richard Sias came up with was a double-diamond design that would later be referred to as coke bottle styling. From the side profile the curves around the front fenders and rear quarter panels look almost like a Coke bottle. Front and rear end sheet metal was designed by Harvey J Winn. The rear end featured a "kick up" spoiler appearance, inspired by Group 7 racing vehicles. On the roof a "flying buttress" was added to give the rear window area a look similar to that of the 1966-67 Pontiac GTO. The Charger retained its full-length hidden headlight grille, but the fully rotating electric headlights had been replaced by a simple vacuum operated cover, similar to the Camaro RS (Wikipedia). The restyling of the 1968 Dodge Charger is unquestionably the main reason for its sales success, since the 440 Magnum and Hemi were already available in 1967, and sales were dismal. The new "Coke bottle" look made the Charger one of the best-looking muscle cars, period, with many considering it the best-looking performance car of the 1960s. The base drivetrain remained identical with the 318 on the bottom end. Dodge wrote, “This is no dream car. It’s a real ‘take-me-home-and-let’s stir-things-up-a-bit’ automobile.”


The model line up expanded to include the Charger R/T, equipped like the Coronet R/T - it came with a 440 Magnum, heavy duty suspension and brakes, and the bulletproof Torqueflite 727 3 speed auto with a 4 speed manual optional. The rear bumblebee stripes were a deletable option. Hemi sales went up to 467, still quite small.

Dodge was understandably torn between the usual annual styling changes and not wanting to mess with a good thing; they made minor changes to the grille as a compromise. The 1968 has a chrome bumper under the grille, the 1969 has a chrome center divider in the grille, and the 1970 has a rectangular chrome bumper around the grille.

(Source : Charger )
(Pic source : Gamespot)

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