What Is Your Favorite Muscle Car?

[jbm]

[jbm]

[jbm]

[jbm]

[jbm]

[jbm]

[TITANIUM]

JBM - Your killing me bro!!!!!!^^^^^

Cold shower time!LOL

Best

T

[edgarr]

Ahh but give your muscle cars a corner And see how they go lol.

I like the Chargers myself or Cobras

Mine handles very good with coilovers, tube control arms, front and rear sway bars, etc. etc.

[MuscleScience]

Mine handles very good with coilovers, tube control arms, front and rear sway bars, etc. etc.

You run AirRide on any of your cars. I am going to build a Sonoma Pickup regular cab here in the next year or two. A lot of the guys that do a LSx swap on the S-10/Sonoma's run AirRide. Mine is going to be a 700hp street machine...

[edgarr]

You run AirRide on any of your cars. I am going to build a Sonoma Pickup regular cab here in the next year or two. A lot of the guys that do a LSx swap on the S-10/Sonoma's run AirRide. Mine is going to be a 700hp street machine...

My brother has it in is 67 camaro. If I was road racing 100% for sure, you can dial in your suspension so much better. This is my summer driver, no racing.

[Flagg]

Flagg, I had a 79 T/A.

Sold it though, had kids.


Best

T

Im insanely jealous AND in awe that you and BgMc have both owned those beast like cars. I will own one, one day!

Do you think you'll get one again? Are your kids a bit older now, giving you the opportunity to get another? Man, America KNOW how to make cars and not only that but you got the roads to drive em on too!

[edgarr]

Im insanely jealous AND in awe that you and BgMc have both owned those beast like cars. I will own one, one day!

Do you think you'll get one again? Are your kids a bit older now, giving you the opportunity to get another? Man, America KNOW how to make cars and not only that but you got the roads to drive em on too!

I want a 75 T/A with the SD 455!!

[MuscleScience]

Im insanely jealous AND in awe that you and BgMc have both owned those beast like cars. I will own one, one day!

Do you think you'll get one again? Are your kids a bit older now, giving you the opportunity to get another? Man, America KNOW how to make cars and not only that but you got the roads to drive em on too!

We did, The government is putting the breaks on Detroit big displacement V-8's again. Even though with EFI and other electronic features some of these same cars are getting 30+mpg highway. The days of American Sedans with V-8's are again doomed.

[yungone501]

My first build was a 1997 chev. s10 with 327sbc mated to a tremec 6. Truck was sittin on bags, scrapin' frame low. Crager ss rims. FULL custom interior. Has short block pro. built with all forged rotating assembly, 12.5-1 compression, dart heads, .580" 302 duration big azz lopin' solid lifter cam. Long tube headers into 3" dual exhaust with 40 series flows. Never ran track times but the truck was *****FAST*****!!!!

Ah, the memories!

Now, I have a 2007 yamaha r1 with custom exhaust, mapped (to a T), and 25 shit of NOS. This is my looooooooooooooooooove. You can see a bit of her in my album where Im shootin pics.

[MuscleScience]

My first build was a 1997 chev. s10 with 327sbc mated to a tremec 6. Truck was sittin on bags, scrapin' frame low. Crager ss rims. FULL custom interior. Has short block pro. built with all forged rotating assembly, 12.5-1 compression, dart heads, .580" 302 duration big azz lopin' solid lifter cam. Long tube headers into 3" dual exhaust with 40 series flows. Never ran track times but the truck was *****FAST*****!!!!

Ah, the memories!

Now, I have a 2007 yamaha r1 with custom exhaust, mapped (to a T), and 25 shit of NOS. This is my looooooooooooooooooove. You can see a bit of her in my album where Im shootin pics.

That truck is what I want!

Mine will probably be blown though. Probably a maggie sitting on top of an LQ9 iron block 370cid, 6 speed, probably a tremec 6060.

[yungone501]

That truck is what I want!

Mine will probably be blown though. Probably a maggie sitting on top of an LQ9 iron block 370cid, 6 speed, probably a tremec 6060.

The ONLY thing I regreted on this build was the fact I didnt go EFI! I wish I wouldve invested the extra cash and did it.

I remember driving down the highway at 60mph and coasting with the clutch in and engine dead and creep up on a "fast" car and pop the clutch all while revving to 8k rpms and SCARE the shit outta the driver and then turn around and smash him! LOLOLOL.

[yungone501]

ya MS, the lq9 6.0L is a bad motha! nothing beats the exhaust tone of those beasts...well, maybe the 4.6L DOHC cobra engine.

I once had a 1998 cadillac sts 4.6 dohc with 3 inch custom exhaust...that was nice too.

[MuscleScience]

The ONLY thing I regreted on this build was the fact I didnt go EFI! I wish I wouldve invested the extra cash and did it.

I remember driving down the highway at 60mph and coasting with the clutch in and engine dead and creep up on a "fast" car and pop the clutch all while revving to 8k rpms and SCARE the shit outta the driver and then turn around and smash him! LOLOLOL.

LOL, that is awesome.

[TITANIUM]

Im insanely jealous AND in awe that you and BgMc have both owned those beast like cars. I will own one, one day!

Do you think you'll get one again? Are your kids a bit older now, giving you the opportunity to get another? Man, America KNOW how to make cars and not only that but you got the roads to drive em on too!

I like the 455 super duty also.

Yes, a 78 T/A bandit.

400 ci engine.

They only made 251.

Here is a cool link Flagg.



http://www.bandittransamclub.com/Bandit%20History.htm





Best

T

[cubnlynx]

1970 dodge charger hands down

[TITANIUM]

1970 dodge charger hands down

Yes.

RT/SE

I have an original Dodge Charger brochure from 1970.

All the options, engine, color, suspension, ect...

Car had incredible lines to her.


Best

T

[cubnlynx]

Yes.

RT/SE

I have an original Dodge Charger brochure from 1970.

All the options, engine, color, suspension, ect...

Car had incredible lines to her.


Best

T

The car is just incredible period. Good score on the original brochure that's like porn for a car fanatic.

[Brown Ninja]

Subaru Brat

[TITANIUM]

My friend had 2 Fords that were raced in the 60's at Dayton.

Each one is 1 of 1 made.

All aluminum sheet metal, Never seen anything like them.

The lines kinda looked like Fairlanes. Haven't seen the for about 15 years now.

There probably in a museum or a private party by now. Unless he tucked them away somewhere.

Some interesting cars out there for sure.

Best

T

[urbanbody]

Def GT500 Im more of a mustang man.

[TITANIUM]

Keep em comin guys!

I want to see more cars and ass here!

jbm, where are you bro?

[**TOP**]

Although i love my MACH im a corvette fan!!














OR THIS!!

[kloter1]

69 camaro ss.

if we're talking from any era, ill say of course the corvette, that red one above is gorgeous. mustang cobra, 70 charger, ws6 transam, ford gt.

[TITANIUM]

1969 Yenko Camaro 427


The 1969 Yenko Chevrolet Camaro 427 was the delicious conversion of muscle car need and a factory's desire to please.

To Ford fans, Carroll Shelby is the high-priest of performance. Chevy loyalists revere a Canonsburg, Pennsylvania, car dealer named Don Yenko. Yenko had a deserved reputation for driving, building, and selling dominating Chevrolets, starting in '65 with well-crafted super Corvairs. He advanced to installing 427-cid Corvette V-8s in '67 and '68 Camaros, performing 118 of the transplants. These $4,200 ponys ran in the low 13s right off his shop floor.

Muscle Car Image Gallery




©2007 Publications International, Ltd.
The 1969 Yenko Camaro 427 was built by Chevrolet but dreamed up
by car dealer and renowned bow-tie tuner Don Yenko. See more muscle car pictures.



Other Chevy retailers, notably Nickey in Chicago, Dana in California, and Baldwin-Motion in New York, undertook similar transplants. But Yenko Sports Cars Inc. had dealer outlets for its cars in 19 states, and that earned clout with Chevrolet. Dealer conversions were complicated, however, and came with only a limited engine warranty.



©2007 Publications International, Ltd.
The biggest engine available in mainline 1969 Camaros was Chevy's 375-bhp
396-cid V-8. Yenkos, however, were fitted with the Corvette 427. It was
rated at 425 bhp, but Yenko pegged it at a more realistic 450.



So at Yenko's urging, Chevy agreed to factory-build a batch of 1969 Camaros with 427 engines, and to provide full 5-year/50,000-mile warranties. This was done under the Central Office Production Order system, which had previously been used to satisfy special requests from non-performance fleet buyers.




©2007 Publications International, Ltd.
Yenko interiors featured extra gauges, including a Stewart Warner tach.



How many COPO Camaros were built isn't known; Yenko ordered 201, but other dealers could order them as well, and 500 or more were produced. All were basically the same: They had the iron-block and head, solid-lifter L72 427, which Chevy pegged at 425 bhp but which Yenko rated a more-realistic 450; Hurst four-speed manual or dual-gate automatic; heavy-duty 4.10:1 Posi; cowl-induction hood; heavy-duty Z28 suspension with F70xl4 tires; and other go-fast goodies. The package added about $800 to a base coupe, including $490 for the engine.



©2007 Publications International, Ltd.
Chevy delivered the Camaros with no special markings, but Yenko added
striping and "Yenko Super Car" insignia to the ones he sold.



Chevy delivered the standard COPO Camaros with dog-dish hubcaps and no exterior badging; not even the engine was identified as a 427. Yenko ordered his with 15-inch rally wheels, bigger front roll bar, and 140 mph-speedometer, then dressed them with "sYc" (Yenko Super Car) insignia and striping, and made available mags, gauges, headers, and other items that could push the price past $4,600. As delivered, Yenko Camaros turned effortless mid-13s. Most were fitted with headers and slicks, even for street work, and in this form recorded 11.94-secomd ETs at 114 mph.


The 1969 Yenko Camaro
Specifications
Wheelbase, inches: 108.1
Weight, lbs: 3,500
Number built: 201
Price: $4,500

Standard Engine
Type: ohv V-8
Displacement, cid: 427
Fuel system: 1 x 4bbl.
Compression ratio: 11.0:1
Horsepower @ rpm: 425 @ 5600
Torque @ rpm: 460 @ 4000

Representative Performance
0-60 mph, sec: 5.4
1/4 mile, sec. @ mph: 13.5 @ 105

[TITANIUM]

You might remember the 1967 Pontiac GTO as the spy car from the action movie XXX. The 1967 Pontiac GTO is one of the most imposing muscle cars ever built. What classic muscle car did Joe Dirt refer to as a "Hemi"? Find out on the next page.

[TITANIUM]

A quintessential muscle car, the 1967 Plymouth GTX continues to impress collectors with its speed, power, and cubic inches. Find out what other car David Spade drove in the movie "Joe Dirt"

[TITANIUM]

1969 Dodge Charger 500 Daytona
by the Auto Editors of Consumer Guide

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of Consumer Guide, the Auto Editors. "1969 Dodge Charger 500 Daytona." 16 January 2007. HowStuffWorks.com. <http://musclecars.howstuffworks.com/classic-muscle-cars/1969-dodge-charger-500-and-daytona.htm> 18 December 2009.Auto Videos
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Detroit's 1960s mantra, "Win on Sunday, Sell on Monday," was most relevant in NASCAR racing, but that didn't prevent it from helping create some of the wildest muscle cars ever. The 1969 Dodge Charger 500 and Daytona were examples of superspeedway-inspired special editions that became legendary muscle cars.




Muscle Car Image Gallery



©2007 Publications International, Ltd.
Identified by its tall rear wing and aerodynamic nosecone, the 1969 Dodge Daytona
succeeded the 1969 Dodge Charger 500 as a muscle car inspired by NASCAR racing. See more muscle car pictures.



Dodge's '68 Charger was an aerodynamic washout on 190-mph high-banked ovals. To reduce drag, Mopar engineers plugged the nose cavity with a flush-mounted Coronet grille. They quelled lift by flush-mounting a rear window over the recessed backlight. The new racer was called the Charger 500, and 392 similarly modified production cars were built to qualify it for NASCAR. They were basically Charger R/Ts with Charger 500 metalwork.

Racing Charger 500s captured 18 NASCAR victories in '69. Trouble was, Ford's droop-nosed aero warriors won 30. Back to the wind tunnel went Mopar engineers. They emerged with the Charger Daytona. Instead of a flush nose, it wore a pointed 18-inch extension that reduced drag and enhanced downforce. It retained the Charger 500's flush back-light, but eliminated rear-end lift by mounting a horizontal tail stabilizer on tall vertical extensions. Again, street-going versions had to be built and approximately 505 were. Except for the wild nose and tail, they were essentially 1969-model Charger R/Ts.



©2007 Publications International, Ltd.
Except for its nose and wing, the Daytona was basically a Charger R/T. Dodge
built 503 streetgoing Daytonas to qualify the design for NASCAR racing.



The Daytona debuted during the '69 NASCAR season and was faster than the Charger 500, but it came too late to beat Ford. It returned for the '70 season accompanied by the Superbird, a similar Plymouth design based on the Road Runner. Together they recaptured for Chrysler the NASCAR championship. (Plymouth built around 1920 roadgoing Superbirds as 1970 models.)

Competition editions of all three cars used 426-cid race Hemis. Customer versions had either the 440 or the Hemi. Charger 500s were as quick as like-powered '69 Chargers, but the winged cars weighed as much as 300 pounds more than regular Chargers and Road Runners. Acceleration and handling were correspondingly affected, but their real impact was as the muscle car taken to its magnificent extreme.


The 1969 Dodge
Charger 500 & Daytona
Specifications
Wheelbase, inches: 117
Weight, lbs: 3,740
Number built: 895
Base price: $5,261

Top Available Engine
Type: ohv V-8
Displacement, cid: 426
Fuel system: 2 x 4bbl.
Compression ratio: 10.25:1
Horsepower @ rpm: 425 @ 5000
Torque @ rpm: 490 @ 4000

Representative Performance
0-60 mph, sec: 5.7
1/4 mile, sec. @ mph: 13.92 @ 104.5

[TITANIUM]

1969 Shelby GT-500
by the Auto Editors of Consumer Guide

Take a Mustang, heat up the engine, mix with an artfully race-tuned chassis, then add more "competition" features inside and out. That was Carroll Shelby's recipe for turning Ford's new low-priced "ponycar" into a credible track performer. The result was more than credible, as Shelby's GT-350 Mustangs won most every sports-car race around in 1965-66.

Shelby Mustang Image Gallery




The 1969 Shelby GT-500 boasted a 428-cubic-inch V-8.
See more pictures of the Shelby Mustang.



Yet the no-compromise flavor of those first fastbacks was quickly watered down with extra size and fluff. The restyled '67 GT-350 was not only heavier but gained a burly big-engine brother, the GT-500.





The 1969 Shelby GT-500 remain a rare classic convertible.



The following year introduced convertible versions of both. By 1969, the Shelby GTs were just limited-production custom Mustangs. They were even built by Ford.

Still, a '69 GT-500 turned heads like nothing else, and though its 428-cubic-inch V-8 was available in Mustangs, it made at least 65 more horsepower in Shelbys, a mighty 400 advertised. But this tasty confection cost a steep $5027, so only 335 ragtop 500s were sold for '69, plus a spoonful of reserialed "1970" models. The GT-350 was even scarcer at only 194, plus a dollop of carryovers. It was the last of a great line.

[TITANIUM]

For a car that was so fast, the 1969 Dodge Super Bee Six Pack had surprisingly good handling. The engine breathed deeply through three double-barrel carbs that inspired the name "Six Pack". See another muscle car from 1969 next.













The 1969 Dodge Super Bee Six Pack
Specifications
Wheelbase, inches: 117.0
Weight, lbs: 4,100
Number built: 1,907
Base price: $4,300

Standard Engine
Type: ohv V-8
Displacement, cid: 440
Fuel system: 3 x 2bbl.
Compression ratio: 10.5:1
Horsepower @ rpm: 390 @ 4700
Torque @ rpm: 490 @ 3200

Representative Performance
0-60 mph, sec: 6.3
1/4 mile, sec. @ mph: 13.8 @ 104.2

[TITANIUM]

The most famous 1969 Dodge Charger is The General Lee from the hit television show "The Dukes of Hazzard". The next car can be seen in the movie "Death Proof".












1969 Dodge Charger



The 1969 Dodge Charger was a design high point for muscle cars of the day, with its attractive, curvy styling and a roomy, functional interior. A complete set of round gauges faced the driver -- including an optional combined tachometer and clock.

Classic Cars Image Gallery



The stylish Dodge Charger was one of the
most popular muscle cars of its day. See more classic car pictures.



Dodge sold more than 85,000 Chargers in 1969, but only 432 had the fabled "Hemi."

Combining racing heritage, power, and durability Chrysler's Hemi V-8 engine is an American legend. The first Hemi -- named for its hemispherical combustion chambers -- ran from 1951 through 1958. A new 426-cid version powered the corporation's 1964 NASCAR entries, and a detuned variant was offered in production cars starting in 1966.



Only 432 of the Chargers made in 1969 were
equipped with the famed "Hemi" V-8 engine.



The street engine was remarkably close to the original. The heavy-duty guts that helped Richard Petty win races made the street engine tough enough to withstand the hard-driving Hemis were invariably subjected to by first owners.



This particular car belongs to an Illinois man,
and can go well over 100 miles per hour.



The street Hemi, fed by dual four-barrel carbs, was conservatively rated at 425 bhp with 490 pound-feet of torque. A few other muscle-car engines might have had more low-end power, but they couldn't match the Hemi's high-rpm output. Car and Driver described it as having "a free-breathing, effortless ability to rev forever . . . just doesn't feel like a seven-liter engine-except for the fact that you're suddenly doing 120 and don't know how you got there."



The Charger's round gauges included an
optional tachometer/clock combination.



Most supercar engines of the era could be temperamental in traffic. Car Life said the Hemi was "perfectly happy to motor sedately through town."

Our featured car has such options as power steering, power disc brakes, AM radio, 4.10:1 rear end, rear defogger, center console, and vinyl top. Delivered in Lancaster, California, it made its way to Arizona, where it was purchased in 1989 by Douglas Lombardo of Grayslake, Illinois. The rust-free car was restored, but Mr. Lombardo redid the interior by himself. He also replaced components that weren't correct for the year of manufacture.



The hemi was fed by dual four-barrel carbs.



He drives the car to cruises, Mopar shows, and the drag strip, where it ran the quarter-mile in 13.65 seconds and was pulling strong past 100.

[TITANIUM]

1970-1974 Dodge Challenger
1971 Dodge Challenger
For a newcomer trying to stake out territory in an already crowded field, the Dodge Challenger sold well in 1970, ending up way behind the Mustang but beating the car that had inspired it in the first place, the Mercury Cougar. Dodge began backing away from ponycars the very next year, and the 1971 Challenger returned with only minor appearance and mechanical changes to battle Ford's much bigger new Mustang and GM's strikingly styled Camaro/Firebird. The R/T convertible was canned, leaving the R/T hardtop and the two base models.





Styling changes were modest for 1971. The R/T
convertible disappeared, and the hardtop acquired
bolder tape stripes.



A new arrival was the Deputy, a strippo coupe with fixed rear side glass, priced $121 less than the $2,727 standard hardtop. All models were marked by a reworked front with a one-piece plastic grille frame and a rather awkward two-piece plastic-and-aluminum insert, painted black on R/Ts, silver on other models.

The R/T also got color-keyed bumpers, simulated brake cooling slots on the rear quarters, and revised tape striping with large ID lettering on the bodysides near the C-pillars and on the nose.


The SE package was unchanged from 1970, but it was now limited to base models. Interiors also stayed the same, apart from wood-grain door panel inserts and revised upholstery pleat styles.

There were no major mechanical changes either, although the 383 was now restricted to the R/T only. Power ratings were now quoted in SAE net figures instead of the old gross horsepower, though actual outputs were hardly affected. Thus, the 383 Magnum came down from its previous 335 horsepower gross to 250 horsepower net, and there were similar paper losses across the board.


However, Chrysler did not drop compression ratios this year like GM, and Challengers with the big 440 and Hemi engines were still stunningly fast. A footnote to Dodge's Trans-Am adventure was the appearance of a 1971 T/A in some of this year's Scat Pack ads. Of course, it never made it to the street.

Four Dodge dealers attempted to spur interest in the Challenger by agreeing to supply units for the 1971 Indianapolis 500 pace car program. According to Judy Hamm, former owner of a Challenger pace car replica, 50 Hemi-orange convertibles, all with white interiors, were prepared for use during pre-race festivities. Two of these were equipped with heavy-duty tires and other components, one as the actual pace car, the other as a backup.


During the parade lap, the pace car -- loaded with dignitaries -- went into a skid as it was leaving the track and crashed into a press box, injuring several reporters. Ms. Hamm says it was later rebuilt for use in data-gathering tests as numerous lawsuits resulting from the accident made their way through the courts, and it survives today with less than 2,500 miles on its odometer.


Dodge dealers could apparently order decal sets this year to make their own pace car replicas, though the idea likely seemed faintly ludicrous in the aftermath of this promotional nightmare.




This 1971 Challenger Indy 500 Pace Car
is shown in a later picture, in like-new condition.



Challenger sales fell dramatically for 1971. The model year total of 29,883 was down by more than 60 percent compared to 1970, though other ponycars suffered, too.

The market was shrinking quickly now as federal safety and emissions standards proliferated and Madison Avenue's beloved baby boomers -- the prime ponycar prospects -- turned from "road appearance" value to more practical concerns, like where the kids would ride.

For details on the 1972-1973 Dodge Challenger.













Here, a rare R/T convertible with “shaker” hood,
the big 440 “Six Pak” engine, and wild
“Panther Pink” paint.



Body surfaces were extremely clean, with flush door handles, hidden windshield wipers, and ventless side glass. The Challenger was also set apart from the Barracuda in having four headlamps instead of two, a set-back "venturi" grille instead of the Plymouth's split affair, wide horizontal taillamps instead of square ones, and a less abruptly cut off back panel.


Motor Trend magazine's initial impression was "quite a hunk of car." Said Brownlie of the styling at the Challenger's press introduction: "We call it 'road appearance' " -- adding in a remark indicative of the times: "The anticipatory thinking of a stylist is predicated on market research and sound engineering -- coupled with some hallucinatory trips."


The prevailing psychedelic trendiness of the era was most evident on the chip chart, where the 18 color choices included five "High-Impact" hues bearing very "mod" names: Plum Crazy, Sub Lime, Go-Mango, Hemi Orange, and Top Banana. Added later were Panther Pink and Green-Go.


Both hardtop and convertible were offered in two versions, standard and R/T (the latter denoting "Road/Track") for a four-model lineup. Base models had all-vinyl upholstery, three-spoke steering wheel with simulated-walnut rim, and bright wheelhouse moldings among their accoutrements, along with Chrysler's workhorse 225-cubic-inch slant-six engine, rated at 145 horsepower. Standard gearbox was a fully synchronized three-speed manual with floorshift.

Torqueflite automatic was optional, and the base V-8 was the equally familiar 318-cid unit, packing 230 horsepower.


The cheapest 1970 Challenger was the six-cylinder standard coupe, priced at $2,851. R/Ts carried about a $300 price premium, but you got a lot for the extra outlay: a 335-horsepower 383 Magnum V-8, heavy-duty Rallye suspension, F70 X 14 raised-white-letter blackwall tires, heavy-duty brakes, and a Rallye instrument cluster with a 150-mph speedometer, trip odometer, 8,000-rpm tachometer, oil pressure gauge, and clock, plus windshield washers.


A rear "bumblebee" stripe, a trademark of Dodge's sportier models since the mid 1960s, could be specified on R/Ts at no charge. Alternatively, you could get bodyside stripes, which were fluorescent when mated with the "High-Impact" colors -- and quite an attention-grabber at night.

Both hardtops could be ordered with a Special Edition package, a luxury option that recalled the design studio's original GT concept. It included a vinyl roof with a smaller "formal" backlight and "SE" emblems on the sail panels.

Inside were leather seat facings, woodgrain dash trim, and an overhead console with warning lights for "door ajar," "seat belts," and "low fuel."


Considering the Challenger was intended as a plusher ponycar, its cockpit came off as surprisingly severe and plain. Occupants were surrounded by dunes of molded ABS plastic, and even standard bucket seats and deep-pile carpeting couldn't completely counteract the austere atmosphere.


As with other ponycars, the seats were set low relative to dash and windowsills, and the back seat area was cramped for adults, though there was adequate room in front. The interior's overall effect was either comforting or claustrophobic, depending on your sensibilities. The Challenger perpetuated another ponycar shortcoming that was literally that: a small trunk.

Learn about the wide array of options available on the Dodge Challenger in the next section.

[youngerlion]

car that i am working on. not the greatest but i love the chevelle body style and it is cool to me. 1970 monte carlo. first year they were produced.

this one is not mine but it looks the same besides the added hod scoop. and i dont have a url pic of mine.

[TITANIUM]

1970 Trans Am

An all new Pontiac Firebird was introduced for 1970 and represented a new high for Pontiac styling. The front bumper and grille were molded out of Endura rubber and were painted the same color as the car to give it a bumperless appearance. The sides sported rounded full wheel cut outs without any extra trim (the Camaro had more squared off wheel cut outs). The suspension was revised and a rear stabilizer bar was added. The Firebird lineup was reduced from six to four, and the convertible was eliminated. At the bottom of the line up was the Base Firebird, whose Pontiac 250 I6 was replaced by a Chevy built 250 I6 rated at a meager 155bhp. Most buyers wisely opted for one of the optional V8s. Next up was the Espirit, which featured the Pontiac 350 V8 rated at 255 bhp. The Formula 400 featured a unique twin-scooped hood with a 400 V8 rated at 335 bhp. At the top was the Trans Am, which was fitted with air dams across the bottom of the front and in front of the wheels. A large decklip lip and small spoilers in front of the rear wheels completed the package. These aero pieces were claimed to generate 50 pounds of downforce on the front and rear of the car at highway speeds. Trans Ams also received a rear facing shaker hood scope to feed the standard Ram Air II Engine. Optional on the Trans Am was the Ram Air IV Engine, whose output had increased to 370 bhp due to bigger ports, better heads, swirl-polished valves, and an aluminum instake manifold. Only 88 copies were made. Rarer still was the Ram Air V, an over-the-counter, special order Engine that included solid lifters and tunnel port heads and made up to 500 bhp. A four speed Hurst shifter was standard, but a three speed Turbo Hydra-matic automatic was available. Inside, complete instrumentation, including a tach turned on its side to red line at 12 o'clock just like a race car, completed the performance image. The Trans Am featured one of the best tuned suspensions of any car (including the Corvette) and its European styling gave it instant class. The Trans Am was now available in either Polar White or Lucent Blue, with contrasting stripes, a relatively modest bird stencil at the tip of the nose, and the words "Trans Am" across the rear spoiler.
Production:

Formula 400: 7,708

Trans Am: 3,196

[Cloe85]

1965-1970 GT350 and GT500
[edit] 1965-1966
1965-1966 GT350
Production 1965-1966
Assembly Dearborn, Michigan
Engine(s) 289 cu in (4.7 L) V8
Transmission(s) 3-speed automatic
4-speed manual
Wheelbase 108.0 in (2743 mm)
Length 181.6 in (4613 mm)

These cars are properly not called "Cobras", which was the Ford-powered AC-based two-seat sports car also produced by Carroll Shelby during the same period. The confusion arises from the optional "Cobra" valve covers on many GT350s, part of a marketing tie-in by Shelby. All 1965-66 cars featured the "K" code 271 hp 289, modified to produce 306 hp. 1965-66 GT350s were delivered by Ford as "bodies in white" for modification by Carroll Shelby's operation, originally in Venice Beach and later at Los Angeles International Airport.

All 1965 GT350s were painted Wimbledon White with Guardsman Blue rocker stripes. Contrary to popular belief, very few GT350s were delivered with the optional "Le Mans" hood, roof, and trunk stripes, an option which was usually installed by the dealer. Today it's difficult to find a GT350 not so equipped. 1965 cars had the battery relocated to the trunk, featured overrider traction bars, relocated A-arms, and other modifications.

1966 saw the introduction of non-white colors — including blue, red, green and black. Other changes include special quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side and optional automatic transmissions, as well as the addition of an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. A fold-down rear seat was now standard. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue. The first 252 GT-350s for 1966 began as 1965 Mustang K-Code Fastbacks. Often these first 252 1966 GT-350s are referred to as "carry-over" cars, but this is not the case. These 252 1965 Model Mustangs were specifically ordered by Shelby American for conversion into 1966 GT-350 Mustangs. They were not "left over" from the 1965 production, at all. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They mostly had 1965 features including standard Koni shock absorbers and engines painted black. Blue engines did not appear in 1966 until after these first 252 GT-350s were produced. 1966 production was 1373 fastbacks, including two prototypes and four drag cars, and 252 early production models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced, including two prototypes. Four convertibles were also produced, for a total of 2378 units for 1966.

Shelby struck a deal with the Hertz Corporation to produce a special line of GT350s for rent which were subsequently sold to the public after their rental-car lives were finished. These "GT350H" cars are sought-after today, with some examples selling for more than $200,000. Shelby produced 1000 of these cars. All Hertz cars featured gold LeMans stripes and rocker panel stripes. Early Hertz cars were available with four-speed manual transmissions until so many cars were returned from rental with burned and broken clutch assemblies that all of the later cars shipped to Hertz were equipped with an automatic transmission.[citation needed] There are stories, possibly apocryphal, that many were rented to use as production class cars at SCCA events, returned with different engines, holes where roll bars had been welded in, etc., etc.

1965-66 GT350s were successful racers, and had many production-class victories.

Production numbers: GT350 — 2,380 units (four were special order convertibles for Carroll Shelby, the rumor is that six were made, but only four VINs have been discovered).

[edit] 1967-1968
1967-1968 GT350 & GT500
Production 1967-1968
Assembly Dearborn, Michigan
Body style(s) 2-door fastback
2-door convertible (1968)
Engine(s) 289 cu in (4.7 L) V8 (1967 GT350)
302 cu in (4.9 L) V8 (1968 GT350)
390 cu in (6.4 L) (Early 1968 GT500)
428 cu in (7.0 L) V8 (GT500)
Transmission(s) 3-speed automatic
4-speed manual

For 1967, the GT 350 carried over the "K" code high performance 289 with a COBRA aluminum hi-rise. The GT 500 was added to the lineup, equipped with the 428 Police Interceptor. These later cars carried over few of the performance modifications of the 1965-66 GT350s, although they did feature more cosmetic changes. In September 1967, production was moved to the A.O. Smith Company of Ionia, Michigan, under Ford control. Shelby had very little involvement after this time. As Shelby's two-seat Cobra sports car production ended in 1967, the Cobra name was applied to Shelby Mustangs for the first time in 1968. In February 1968, the GT500KR "King of the Road" debuted; under the hood was a 428 cubic-inch Cobra Jet V8 which was conservatively rated at 335 horsepower (250 kW).

[edit] 1969-1970
1969-1970 GT350 & GT500
Production 1969-1970
Assembly Los Angeles, California
Body style(s) 2-door fastback
2-door convertible (1968)
Engine(s) 351 cu in (5.8 L) V8 (GT350)
428 cu in (7.0 L) V8 (GT 500)
Transmission(s) 3-speed automatic
4-speed manual
Wheelbase 108.0 in (2743 mm)
Length 187.4 in (4760 mm)

Carroll Shelby terminated his agreement with Ford in the summer of 1969. The GT350 and GT500 for the 1969–70 model years received extensive face lifts, the body alone increasing in length by 4 inches (100 mm). Ford was heavily involved with design and style decisions, with Shelby having very little input. The GT350 was now equipped with a 351 cubic-inch V8. Production of Shelby Mustangs ceased with the 1970 model year. The 1970 models were in fact left over 1969 models.

[Cloe85]

1970 Chevrolet Chevelle SS 454

The age of muscle cars peaked as the 1970s began -- and the 1970 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. As the SS 396, it cost $446 and came with a 350-bhp 402-cid V-8, power front discs, F41 suspension, Polyglas F70x14s, and a domed hood. Fat dorsal stripes were optional, but were included with the new $147 cowl-induction hood, which had a flapper near the base of the windshield that opened at full throttle to feed air to the engine.


The new SS 454 package cost $503 and included a 360-bhp hydraulic-lifter 454 called the LS5. Then there was the LS6. This was the take-no-prisoners 454, with a 800-cfm Holley four-barrel on an aluminum manifold, 11.25:1 compression, solid lifters, four-bolt mains, forged steel crank and connecting rods, forged aluminum pistons, and deep-groove accessory pullies. No production engine ever had a higher factory horsepower rating.

With mandatory options -- including either the Rock Crusher four-speed or special Turbo 400 automatic -- total cost for an LS6 was more than $1,000. Axles ranged from 3.31:1 to 4.10:1, with Positraction a $42 extra.

The SS Chevelle had a handsome new dash, and on the road, exhibited far more poise than its weight and size would suggest. But the LS6 made it a superstar. Sub-14-second ETs at over 100 mph were routine.

But the LS6's thunder also seemed to signal an approaching storm, one that would dampen muscle for years to come. Testers sensed it. "Without even raising the specters of insurance and social justice," said Car Life after an LS6 experience, "it's fair to say that the Supercar as we know it may have gone as far as it's going."


The 1970 Chevrolet Chevelle SS 454
Specifications
Wheelbase, inches: 112.0
Weight, lbs: 3,800
Number built: 8,773
Base price: $3,800

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