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.

Read more...

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

Read more...

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)

Read more...

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)

Read more...

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)

Read more...