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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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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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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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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