Muscle Cars

1970 Chevelle SS

2009-05-20T13:08:00.001-05:00

http://www.seriouswheels.com/

The Chevrolet Chevelle was introduced in 1964, and the model could be anything from an economy car to a very powerful muscle car.
The Chevelle came with (I think) every engine Chevrolet put out, from the 194 CID Inline-Six to the 454 CID Big-Block V8.
The 1970 Chevelle SS equipped with the LS6 454 V8 was probably the pinnacle of the high performance version.
Right out of the showroom, the 454 put out 450 horsepower and 500 foot pounds of torque.
That pushed the 3260 pound car through the quarter mile in 13.1 seconds at 107 mph.
And like I said, that was stock.

I had a friend growing up that had a SS that he had modified that would almost literally tear up the pavement.
More than once I hit my head on the headliner when he popped the clutch and yanked the front wheels off the ground.

Good times.

1970 Dodge Challenger R/T

2009-05-13T09:53:00.001-05:00

The Dodge Challenger name has been carried by three different automobile models since it was introduced in 1970.
While the new Challenger model has created a lot of interest, this entry is about the 1970 Dodge Challenger R/T.
Both the Challenger and it's sister ship the Plymouth Barracuda were created to compete against cars like the Mercury Cougar and Pontiac Firebird.
The Challenger had a longer wheelbase, larger dimensions and more luxurious interior than the Cuda, and was of course aimed at young American buyers.

The top of the line Challenger was the R/T powered by the 426 Hemi V8.
The Hemi cost an extra $1,228, but it gave the Challenger 425 horsepower and 490 pounds of torque.
That allowed the Challenger to cover the quarter mile in a little over 13 seconds at 107.12 mph.

A 1970 Challenger was driven by Jake Kowalski in the original "Vanishing Point" movie.

1970 Plymouth Cuda

2009-04-16T10:37:00.000-05:00

The Plymouth Barracuda could be had with every engine Plymouth carried I think.
You could choose from the lowly 198 cu in Slant-6 all the way up to the 440 cu in V8.
But the 1970 Plymouth Cuda came with a 440 V8 6-pack that put out 390 horsepower.
That allowed the Cuda to turn the quarter in 13 seconds at 105.74.

1969 Plymouth Road Runner

2009-02-27T19:28:00.001-05:00

Dennis Hogan

The 1969 Plymouth Road Runner was a monster.
Powered by a triple-two-barrel 440-cid V-8, putting out 390 horsepower, this Mopar rocket could cover the quarter mile in 12.91 seconds, at 111.8 mph.
And even the critics liked it. The Road Runner was named Motor Trend Car of the Year for 1969.
The "440 Six Pack" Road Runners had no wheel covers or hubcaps and a flat black lift-off fiberglass hood with a fully functional hood scoop.

1963 Dodge Ramcharger

2009-02-18T13:22:00.004-05:00

This car is kinda like Bigfoot, the only clear picture I could find was at http://musclecars.howstuffworks.com/

And now back to more Mopar Madness.
The 1963 Dodge Ramcharger.
The Ramcharger (not to be confused with the large sport utility vehicle) came equipped with a 413 V8 bored out to 426 cubic inches.
Dodge rated the engine at 425 horsepower, but as with a lot of figures from back then, a lot of people think the horsepower ran much higher.
Aluminum front fenders, hood and front bumpers helped to lower the weight of the car, bringing it in at around 3,200 pounds.
On the strip this translated into a 12 second quarter mile at 117 mph.

1964 Ford Fairlane T-bolt

2009-02-12T14:02:00.000-05:00

Even with their ground shaking 427 V-8s, the Fords weren't really able to handle the Mopar muscle cars in the early 60s.
So Ford shoehorned a 425 horsepower (rumored to be closer to 500 horsepower) 427 into a Fairlane body, gave it fiberglass fenders, lightweight police-package bucket seats and Plexiglass windows to knock the weight down to around 3,203 lbs and the 1964 Ford Fairlane T-bolt was born.
Of course many more modifications were made to the Fairlane body to keep the rubber on the pavement, like massive traction bars, asymmetrical rear springs, and a trunk mounted 95 pound bus battery.
Pulled all together, this allowed the Thunderbolt to turn the quarter mile in 11.76 seconds at 122.78 mph.
The T-Bolt listed for around $3,780 in 1964.
Add $200 more it you wanted an automatic transmission.

1968 Dodge S/S Hemi Dart

2009-02-05T11:21:00.001-05:00

The second fastest Muscle Car was the 1968 Dodge S/S Hemi Dart.
The unassuming little Dodge Dart econo-box, got it's standard 170 cu in Slant-6 engine pulled out and replaced with a ram-inducted 426 cu in Hemi V8.
Sure there were some other modifications made, fiberglass fenders and hood, belt straps for window cranks, anything that would take the weight down.
The weight reduction plus the 525 horsepower engine allowed the Dart to blast through the quarter mile a 129 mph in 10.5 seconds.
To put this in perspective, the 2003 Enzo Ferrari turns the quarter in 11.0 seconds.
Back in 1968 this little baby ran about $4,500.
Try to find one of the 80 made for that now.

1968 Plymouth S/S Barracuda

2009-01-16T14:00:00.000-05:00

So after running down all the fastest cars, lets go back to the REAL Muscle Cars.
If you recall, the fastest muscle car listed was the 1968 Plymouth S/S Barracuda with the dual 4-barrel carburetored 426 Hemi.
The Hemi put out 525 horsepower (although it was rumored that it was actually 600+ horses) and turned the quarter in 10.5 seconds at 130 mph.
Now this is stock times.
Imagine what a few modifications would do.
Not that there was a lot of need.
Besides coming equipped with the dual 4-barrel 426 Hemi, it also had Competition Hooker headers, exhaust pipes, and mufflers from the factory.
Of course not a lot of these were made.
And when you ordered one of the beasts, you had to sign a disclaimer indicating that you understood the vehicle was sold without warranty and that it didn't conform to Federal Vehicle Safety Standards.
It came from the factory without a heater, outside mirrors or a right side seat belt.

The Fastest Muscle Cars Ever!, part 6

2009-01-09T09:28:00.001-05:00

The last installment of the fastest cars is a little longer.
So far you may have noticed a lack of "true" Muscle Cars.
But at least the honored Road Runner makes an appearance here.....

The 2000 Ford Mustang Cobra R
Powered by a 5.4L V8 that put out 385 horsepower. It's quarter mile time was 12.8 at 112.7 mph.

The 1966 Chevrolet Corvette
Another Vette, powered by a L72 427 V8 engine putting out 425 horses. 112 mph quarter mile in 12.8 seconds.

The 1993 Dodge Viper RT/10
The last Viper on the list. It came with a 8.0L V10, 400 horsepower engine, that allowed it to cover the quarter mile in 12.8 seconds at 110 mph.

The 1999 Chevrolet Camaro Z28
Powered by a LS1 346 V8 with a 310 horsepower output, the quarter mile fell in 12.89 seconds at 109.18 mph.

The 1967 Chevrolet Corvette
Yet another Vette. This one powered by a L71 427 V8 that put out 435 horses and could turn the quarter in 12.9 seconds at 111 mph.

The 1969 Plymouth Road Runner
Finally a real Muscle Car! Powered by the legendary 440 V8 6-pack with 390 horses, this heavyweight turned in a quarter mile time at 111.8 mph in 12.91 seconds.

The 1999 Chevrolet Corvette
The last Vette. A LS1 346 V8 giving out 350 horsepower allowed the Vette to cover the quarter mile in 12.98 seconds at 108.85 mph.

The 1997 Pontiac Firebird / Hurst
The final entry is a Hurst Firebird with a LS1 346 V8 with a 350 horsepower output that turned the quarter in 12.99 seconds at 103.11 mph.

The Fastest Muscle Cars Ever!, part 5

2009-01-02T12:29:00.001-05:00

This entry is a little different as Corvettes and Vipers don't dominate it.

The 2007 Ford Shelby GT500
Carroll Shelby gets to take most of the credit here as this Shelby GT500 powered by a 500 horsepower 5,4 liter V-8 covers the quarter mile in 12.7 seconds at 114.2 mph.

The 2001 Shelby Cobra 289 FIA
Another Shelby, this one with a 350 horsepower 5.0 liter V-8 that turns the quarter in 12.7 seconds at 108.1 mph.

1969 Chevrolet Camaro
Finally a Camaro! This one is the classic 1969 with a 430 horsepower ZL1 427 V8, that runs the quarter in 12.76 seconds at 107 mph.

1990 Chevrolet Corvette ZR1
The only Vette in this section, powered by a LT5 350 V8 that outputs 375 horses and covers the quarter mile in 12.8 seconds at 113.8 mph.

2003 Ford Mustang Cobra
The tird Ford product here powered by a 4.6L V8 that puts out 390 horsepower puts in a 12.8 second quarter mile time at 113.2 miles per hour.

The Fastest Muscle Cars Ever!, part 4

2008-12-18T14:49:00.001-05:00

I know this list seems to be dominated by Vipers and Vettes.
And I suppose they shouldn't be listed as actual Muscle Cars.
So should I drop the Corvette's, Vipers and AC Cobras?
Cause if I do, this whole next section would just vanish....

The 2000 Dodge Viper ACR
Another Mopar rocket with a 8.0L V10 engine that put out 460 horses and allowed the Viper to cover the quarter mile in 12.2 seconds at 119.2 mph.

The 1966 AC / Shelby Cobra
Powered by a 425 horsepower 427 V8 engine, this snake ran the quarter at 118 mph in 12.2 seconds.

The 2002 Chevrolet Corvette Z06
Another Vette entry powered by a LS6 346 V8 with a 405 hp output that took the quarter mile in 12.29 seconds at 116 mph.

The 1997 Dodge Viper RT/10
Another snake with a 8.0L V10 engine, giving it 450 horsepower and allowing it to cross the quarter mile line in 12.3 seconds at 117.19 mph.

The 2008 Chevrolet Corvette Z51
Yet another Corvette powered by a 436 horsepower LS3 6.2L V8 that could turn in a 12.4 quarter mile time at 116 mph.

The Fastest Muscle Cars Ever!, part 3

2008-12-10T14:35:00.001-05:00

The 2003 Dodge Viper SRT-10
With the 8.3L V10 engine, this little Viper turned the quarter at 11.77 seconds and 123.63 mph.

The 1997 Shelby Cobra 427 S/C
Shelby is a legendary name, and this piece of the legacy equipped with a 427 V8 engine putting out 488 horses ran the quarter at 121 mph in 11.8 seconds.

The 1963 Dodge Ramcharger
This blast from the past came with a 426/425 horsepower V8 engine that allowed it to turn the quarter mile in 12 seconds at 117 mph.

The 1997 Dodge Viper GTS
Again with the Vipers, as this 8.0L V10 equipped rocket put out 450 horsepower and blasted through the quarter mile in 12.7 seconds at 115 mph.

The 2000 Shelby Series 1
And another Shelby creation with a 4.0L V8 single overhead cam that put out 450 horsepower and gave the Shelby a 12.1 second quarter mile time at 120 mph.

The Fastest Muscle Cars Ever!, part 2

2008-12-01T13:25:00.006-05:00

Okay, picking up where we left off.....

The 2005 Ford GT.
Powered by a 5.4 liter single overhead cam V-8, this baby puts out 550 horsepower and covers the standing quarter mile in 11.2 seconds at 131 mph.

The 2009 Chevrolet Corvette ZR1
Notice a lot of Corvettes yet?
Well this one is powered by a 6.2 liter single overhead cam V-8 that produces 638 horses and rockets the Vette through the quarter mile in 11.2 seconds at 130.5 mph.

The 2006 Chevrolet Corvette Z06
Wow! Another Vette?
Yep, and this one carries a 505 horsepower LS7 7.0 liter V8, that enables this fiberglass rocket to take the quarter mile in 11.5 seconds at 127.1 mph.

2008 Dodge Viper SRT-10
What do you get when you cross a Vette and a muscle car? The Dodge Viper!
I was kinda dissapointed that the amazing 8.4 liter V10 putting out 600 horses only allowed the Mopar Missile to cover the quarter in 11.7 seconds at 124 mph.

1964 Ford Fairlane T-bolt
A real blast from the past. A 425 (rumor has it that it was actually closer to 500) horsepower 427 V-8 pushed the Fairlane through the quarter mile at 122 mph in 11.7 seconds.

The Fastest Muscle Cars Ever!

2008-11-24T12:15:00.006-05:00

If you're like me Muscle Car means one thing.
Not handling, mpg, roominess.
Just flat out straight line tearing up the pavement power.
So here with out further ado and in no particular order are the most earth shaking land rockets Detroit has ever created.

The 1968 Plymouth S/S Barracuda
This 426 Hemi powered Mopar Missile put out 525 horsepower and covered the quarter mile in 10.5 seconds at 130 mph.

The 1968 Dodge S/S Hemi Dart
I mentioned before that they were bad. The same 426 Hemi putting out 525 horses and a quarter mile time of 10.5 at 129 mph.

1969 Chevrolet Corvette Stingray
Okay, not technically a Muscle Car, but at 465 horsepower and a quarter mile time of 10.6 seconds at 132 mph, very respectable. That's with the LT2 454 engine.

2006 Chevrolet Corvette Z06
Another Corvette? And a 2006 at that?
Yes.
The LS7 7.0L put out 505 horses and enabled the Vette to cross the quarter mile in 10.85 seconds at 129.5 mph.

1969 Chevrolet Corvette Stingray
Okay, the last Corvette for today.
Powered by a ZL1 427 engine putting out 430 horsepower, this Vette turned in 10.89 in the quarter mile at 130 mph.

To be continued........

The Ford Shelby GT500KR Mustang

2008-11-17T11:36:00.000-05:00

Now of course you don't have to go back to the 60s or 70s to get a muscle car.
The Ford Shelby GT500KR Mustang is a perfect example.
Rolling out of the showroom, this monster has a 540 horsepower 5.4-liter supercharged V-8.
Yes, 540 horsepower!
And yes this is the Mustang that appears on the NBC TV show Knight Rider as the Knight 3000, otherwise known as KITT.
KITT may be bad, but it's real life street version is no push over either.
0-60 mph in about 4.1 seconds and it will turn the quarter mile in 11.9 at 120 mph.

You may not have to go back to the 60s or 70s to get the power, but the price wil make you long for that time.
This Mustang is priced at just under $80,000.
But if you want to "settle", you can pick up a Ford Shelby GT500 for around $43,000.
True it doesn't have the same power, but it's not far off.
The standard GT500 turns in 0-60 at 4.5 seconds, with a quarter mile time of 12.9 seconds.

Halloween Hotrod: DRAG-U-LA

2008-10-31T13:43:00.002-05:00

DRAG-U-LA
Along with The Munster Koach, this was one of the two cars designed by Tom Daniels while he was working for George Barris and Barris Kustom Industries for the 1960s TV show, The Munsters.
All flash and no go?
Hardly.
This coffin was powered by a twin four barreled, 350 horsepower 289 Ford Mustang engine, and had a four-speed stick shift.
It also has a royal purple velvet interior and bubble canopy with working organ pipe exhausts, a drag parachute, air scoop and 11-inch Firestone racing slicks.
The car was created for $10,800.

The Dodge Dart

2008-10-22T09:53:00.001-05:00

One of the ultimate " Sleeper" cars.
The Dodge Dart was built by the Dodge from 1960 to 1976.
The Dart, with it's simple interior and sedate outsides looked like it should carry it's standard 225 cu in Slant-6.
But imagine peoples surprise when they opened the hood and saw a 383 resting there!
The Dart came in several engine sizes during its production, the aforementioned 225, the 318, the 340, the 361 and the 383.
There was also a Dart built in 1966 that carried a 273 V8 that put out 275 horsepower.
A few Darts were modified in the 60s for the NHRA Funny Car class with 426 Hemis.
Dodge contracted Hurst Performance to build a limited number of 440 V8-wedge and 426 Hemi-powered Darts to compete in the SS/B class. These beasts would pull a quarter mile in the 10 second range.
Calm, sedate look outside with enough power under the hood to start small tremors.
A true Sleeper.

BTW, in 1976 Dodge released a Dart Lite with a slant six that got 36 mpg on the highway.
A NEW Honda Fit gets 34 mpg on the highway.
Figure that one out.

The Top Ten Most Searched Muscle Cars

2008-10-15T08:55:00.003-05:00

1966 GTO owned by Dave and Linda Schoening. http://www.pairadicecruisers.org/

I ran a check on the top searched muscle cars and to tell you the truth, I was a little shocked.

1.GTO
No shock here. This car is considered by some to be THE Muscle car. BTW, GTO stands for Gran Turismo Omologato.
2.Dodge Charger
This is not really fair, because this takes into account the modern Charger which is VERY popular. But the modern Charger IS a muscle car. Mopar always did know how to make them.
3.Dodge Dart
Kind of a shock to me. But the 440 and 426 Hemi-powered Darts? Awesome.
4.Ford Fairlane
The 427 with a single four-barrel carburetor or dual quad carbs, 425 hp from the factory.
5.Ford Torino
The later incarnation of the Fairlane, 428 with 335 bhp. Or my personal favorite the Cobra Jet Ram Air 429.
6.Dodge Coronet
The 426 Hemi, producing 425 horsepower.
7.Oldsmobile 442
The 1970 442 with the Olds 455 V8 was rated at 365 and 370 hp. But it was rumored to put out closer to 410 to 420 hp.
8.Plymouth Duster
Another Mopar classic. The Duster 340 was better than the later 360.
9.Dodge Super Bee
The Super Bee carried the full range of deadly Mopar muscle. The 383, the 426 and 440. The name badge was revived in 2007 in the ground shaking Charger SRT-8 with the 6.1 Liter Hemi producing 425 hp.
10.Mercury Montego
The original, not the new ones. I mean the ones with the massive 460 cid engine.
Honorable mention (It was 11th) Plymouth GTX
383 "Super Commando" V8, 440 four-barrel, 440 with three two-barrels (yes, factory), and 426 Hemi

Chrysler Crossfire

2008-10-07T08:33:00.001-05:00

In our wandering about looking at new cars, we ran across a Chrysler Crossfire on a local used car lot.
I always liked the lines of the car (It kinda reminds me of a shrunk down Batmobile from the 1989 Batman movie), but the one we looked at is a modern day muscle car.
This model was a SRT-6, packing 330 hp. But our salesman said it was more like 375 hp.
Stats list the 3.2 Liter Supercharged V6 pulling this vehicle from 0 to 60 in a VERY respectable 4.8 sec, with an automatic transmission!
You'd think these babies would fly out of the showrooms, but the sales of the Crossfire have been very slow. The Crossfire was even listed on Overstock.com to clear out inventory!
I guess that spelled it's doom because the Chrysler Crossfire will be discontinued after this year and the last Crossfire rolled off the assembly line in May of 2008.

Muscle Car Shows Still Going

2008-09-29T11:19:00.001-05:00

Even though gas is tight right now (or totally unavailable in the South) the Hot Rodders and Muscle Car enthusiasts aren't about to be kept down!
I guess that goes with muscle cars being as American as apple pie.

16th annual Goodguys Lone Star Nationals
http://www.good-guys.com/

Music, chili and a car show provide a variety of events
http://www.recorderonline.com/news/music_38225___article.html/week_provide.html

Nostalgia on wheels: Whiting Cruise Night draws classic cars, street rods
http://www.post-trib.com/news/neighbors/1180391,whcruise.article

The 26th annual Antique and Collector Car Show, hosted by the Wiregrass Antique and Collector Car Club, will be held at Landmark Park on Saturday, Oct. 4, from 10 a.m. to 4 p.m.
http://www.dothaneagle.com/dea/lifestyles/local/article/accent_briefs_muscle_cars_at_landmark_community_job_fair_organized/38330/

Ford F-150 Foose Edition

2008-09-22T08:37:00.002-05:00

Ford F-150 Foose Edition

Although the name of this blog is "Muscle Cars" I ran across this " Muscle Truck" that I thought deserved a mention.
It's designed by Chip Foose, the youngest inductee into the Hot Rod Hall of Fame.
This Ford F-150 Foose Edition is pushing 450 horsepower and around 500 pound-feet of torque!
Take a look at it here:
http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/09/11/MT3M12Q7MN.DTL

California Hot Rod Reunion, Oct. 10-12, Auto Club Famoso Raceway, Bakersfield, Calif.

2008-09-15T11:04:00.002-05:00

www.Hot-Rod-Pictures.com.

California Hot Rod Reunion, Oct. 10-12, Auto Club Famoso Raceway, Bakersfield, Calif. by Bill Groak

POMONA, Calif. -- In honor of America’s finest, the 17th Annual California Hot Rod Reunion is offering free admission to active military personnel on Sun., Oct. 12. The 3-day Reunion, presented by the Automobile Club of Southern California, runs Oct. 10-12 at Bakersfield’s Auto Club Famoso Raceway.

“Honoring the military at the California Hot Rod Reunion is a small token of gratitude and recognizes the tremendous sacrifices armed forces personnel make for our country,” said Tony Thacker, executive director of the Wally Parks NHRA Motorsports Museum, which produces the Reunion.
http://www.whowon.com/sresults.asp?SanctionID=1141&StoryID=258928

Technorati Tags: California Hot Rod Reunion ford dodge chevrolet plymouth chrysler hot rod car cars auto chevy autos pontiac automobiles oldsmobile classic muscle

The muscle-car madness

2008-09-08T16:05:00.002-05:00

The Peninsula On-line: Qatar's leading English Daily: "Raw, unbridled power is as attractive as it is forbidding. The more taboo it becomes, the greater its attraction grows, which is the only way we can explain what happened to us during our week in the 2009 Dodge Challenger R/T coupe, black with big fat tires and a 370-horsepower, 5.7-liter Hemi V-8 engine.

We were followed, ogled, begged and made several offers we easily refused. We were stopped by fellow motorists, quizzed at length by perfect strangers. It mattered not who was behind the wheel — me; my wife, Mary Anne; or my associate in vehicle evaluations, Ria Manglapus. The car was a magnet, even when the only person sitting inside was Ria’s 83-year-old mother, Ursula DeGuia.

“People keep asking me about this car,” Ria’s mom said. “They like this car,” she said after being stuck in it for a few minutes in a Costco parking lot."

Return of a classic American muscle car, The Dodge Challenger SRT-8

2008-09-02T09:36:00.004-05:00

Muscle cars are about as "politically correct as Bernard Manning in a Nazi uniform", says Channel4.com, but that hasn't stopped America's big three carmakers reviving them. The Dodge Challenger SRT-8 is the latest retro remake, and just a picture of it "will prompt tree huggers to knit letters of protest". So it "should tick all the right boxes for most car enthusiasts".
http://www.moneyweek.com/spending-it/toys/399-return-of-a-classic-american-muscle-car-13504.aspx

Vintage cars muscle into Kent WA

2008-08-27T10:24:00.000-05:00

Vintage cars muscle into Kent WA

American muscle cars of the 1960s and 1970s – such as the Plymouth Barracuda, Chevrolet Impala and Pontiac GTO – will be on display Saturday at Muscle Car Madness IV in Kent.
The show is free to the public and features high-performance cars built between 1960 and 1974 that were powered by V8 engines and generally considered affordable. Muscle Car Madness IV also will present several drag/factory racing cars, including some that will be started in the noon hour.
http://www.pnwlocalnews.com/entertainment/27440344.html

For more info on this event, go to :
http://www.musclecars4kids.com/

The Chrysler Road Rockets - Part 1

2008-08-22T12:14:00.001-05:00

AutoSpeed - The Chrysler Road Rockets - Part 1:

"Starting in the early '60's and spanning a 10-year period that has been dubbed the 'Decade of Power', this era came about in a similar manner to the Australian scene - heavy involvement by the auto manufactures in motor sport and the 'Win on Sunday, sell on Monday' mentality. One particular type of muscle machine that was forged in these fires was the pony car. Not as big as a fully-fledged muscle car but light and nimble enough to tackle the twisty bits, these included the Ford Mustang, followed by the Chevy Camaro, Pontiac Firebird, and the Chrysler Challenger and Barracuda twins, to name just a few."

Falling in love with a Dodge SRT-8

2008-08-17T10:43:00.004-05:00

Okay, as long time readers know, we've already done one write up on the modern Dodge Charger.
But needing a reliable long distance hauler, we went yesterday to look at new cars.
At our local Dodge dealer, we saw and fell in love with a silver Dodge Charger SRT-8.
After test driving this car let me tell you, Dodge's PR is NOT just hype!

The SRT comes with the 6.1 L Hemi V8 and has a base price of $35,320. The one we looked at was more, around $45,000.
The 6.1 L Hemi produces 425 hp and 420 ft·lbf of torque, but it felt more like 500 hp!
The car is a throwback to the old Mopars. It's roomy inside, but it lays down the big numbers when it wants to.
The term " Rocket Sled" comes to mind. No wonder the State Patrol are switching to them. The Charger would leave a Crown Vic choking in the dust. And there's plenty of backseat room for felons....I mean kids.

Lots of high tech goodies inside, but I really don't care about that. It's low key enough to be considered a sleeper.

BTW, the dealer we went to was VERY nice and accommodating. The salesman was extremely helpful. Here's a link to their website.....
http://www.ilderton.com/

I highly recommend going to see them if you want a new Dodge. No this isn't a paid advertisement, customer service is a big plus in my book and they have it.

Hudson couple’s prized Camaro wins top award | Hudson Star-Observer | Hudson, Wisconsin

2008-08-09T11:41:00.001-05:00

Hudson couple’s prized Camaro wins top award | Hudson Star-Observer | Hudson, Wisconsin:

"If they needed any proof that their 1969 Chevrolet Camaro is a special car, Mark and Idona Williamson got it at the 2008 Car Craft Summer Nationals."

Owners display antique vehicles at Midsummer Night’s Car Show

2008-08-03T14:59:00.001-05:00

Central Ohio - www.centralohio.com - Central Ohio, OH:

"LANCASTER — There is one truly-great and endless 20th Century debate in the minds of many muscle car enthusiasts. What’s better — Chevy or Ford.

And at Saturday evening’s Midsummer Night’s Car show in Lancaster, that debate was no closer to being resolved than it was when Richard Petty beat both rival manufacturers in the 1964 Daytona 500 while driving a Hemi-powered Mopar that was made by neither."

Ford Torino, part 4

2008-07-05T11:44:00.003-05:00

For the 1971 model year, Ford limited changes to its intermediate line to minor revisions. The biggest change for 1971 was the decision to drop the Fairlane name from the intermediate line-up all together; the Falcon name would also not return for 1971. The Torino line-up consisted of 14 models. The base model was now the "Torino", available as a 2-door hardtop, 4-door sedan and 4-door station wagon. Next was the mid-level "Torino 500", available as a 2-door hardtop and SportsRoof, 4-door sedan and hardtop and a 4-dr station wagon. The top of the line Torino remained the "Torino Brougham", available as a 2-door and 4-door hardtop, while the "Torino Squire" remained the station wagon equivalent to the Brougham. The "Torino GT" was offered as a 2-door SportsRoof and convertible, while the "Torino Cobra" was still only available as a 2-door SportsRoof.

The Torino Cobra included a 351-4V rated at 285 hp (213 kW), a 4-speed manual with a Hurst shifter, F70-14 tires Cobra emblems, competition suspension, hub caps, and a blacked out grille. A new option for Cobra models was the reflective laser stripe, which also remained an option for GT models. Although the high performance 429 Cobra Jets were still rated at the same power as the 1970 models, Super Stock and Drag Illustrated had disappointing results from its test of a 1971 Torino Cobra. They tested a Cobra equipped with the 370 hp 429 CJ, C-6 automatic, 3.50:1 gears, and were only able to turn a best quarter mile time of about 15 seconds at 97 mph (156 km/h). The article states "this car would really respond to a good ignition system, a better intake manifold, a larger carburetor and a set of headers." Cars magazine had better luck with their test of a 1971 Torino Cobra equipped with the Ram Air 370 hp 429 CJ, C-6 automatic, and 3:50:1 gears. They went through the quarter mile in 14.5 seconds at 102 mph (164 km/h) in the 4,100 lb (1,900 kg) Torino. The former time was obtained after the Cars staff did some "proper tuning.

Ford Torino, part 3

2008-06-05T07:30:00.001-05:00

The 1970 model year brought about a completely new body for the Torino/Fairlane line. The new car featured a more prominent long hood short deck styling, and was longer lower and wider than the 1969 models. The roofline was lower, while all models now featured a much less formal roof line than previous years. The windshield rake was increased, and the SportsRoof models had an even flatter fastback roofline. The overall styling appeared much more aerodynamic than years previous, and featured a pointed front end. The grille covered the full width of the front fascia, and surrounded the quad headlights. The front fender line gracefully extended to front door, sloping downward and gradually disappearing in the quarter panel. Both front and rear bumpers were slim tight fitting chromed units, that carefully followed the body lines. The taillights were situated in the rear panel above the bumper, and were now long rectangular units with rounded outer edges.

The Torino Cobra remained the no-nonsense pure performance model, and had a lower level of trim than the Torino GT. The Cobra was only available as a SportsRoof model, and came standard with a 4-speed close ratio transmission, Hurst shifter, competition suspension, flat black hood and grille, 7" wide wheels, F70-14 tires with raised white letters, twist style exposed hood latches, and "Cobra" emblems. New options included 15-inch (380 mm) Magnum 500 wheels with F60-15 tires and flat black "Sport Slats" for the rear window. Both of these options were also available on the Torino GT. Performance was excellent with the new 429 engine even though the Torino was heavier for 1970. Motor trend tested a 1970 Torino Cobra equipped with the Ram Air 370 hp 429 CJ, C-6 automatic and 3.50:1 rear axle, and it went 0 - 60 mph (97 km/h) in 6.0 seconds while taking 14.5 seconds at 100 mph (160 km/h) to go through the quarter mile. Motor Trend said "The weight obviously helped traction, as it was fairly easy to accelerate away from a standing start with only a modicum of wheelspin." Motor Trend also tested a 1970 Cobra with a 429 SCJ, 4-speed and 3.91:1 gears, and resulted in a 5.8 second 0 - 60 mph (97 km/h) time, with a 13.99 second quarter mile at 101.0 mph (162.5 km/h). Super Stock and Drag Illustrated bested that time, in their test of a Torino Cobra equipped with the 375 hp 429 SCJ, C-6 automatic, and 3.91:1 rear gears. They were able to run the quarter mile in 13.63 seconds at 105.95 mph (170.51 km/h), however, this was after the carburetor had been modified (improved power valve, larger primary and secondary jets). Super Stock and Drag Illustrated then fitted a pair of slicks to the same Torino and ran a super quick 13.39 seconds at 106.96 mph (172.14 km/h).

Ford Torino, part 2

2008-05-24T10:38:00.002-05:00

The 1969 Fairlane/Torino saw few cosmetic changes, but there were quite a few performance oriented changes. Ford performed the typical minor styling adjustments, but overall the 1969 models were very similar to the 1968 models. The grille was revised slightly, and now had a more prominent centre dividing bar, while the taillights were more square in shape than the 1968 units. All models above the Fairlane, had an aluminium dividing bar that ran across the rear panel, between the taillights and inline with the reverse lights on SportsRoof models.

The engine line-up was slightly revised for 1969. All models, except Torino GTs and Cobras, came standard with a new larger 250 CID I-6 engine. The larger displacement produced more power and torque than the 200 CID engine. Optional engines included the 302-2V (standard on GTs), the new for 1969 351-2V Windsor, 351-4V Windsor, 390-4V, and the 428-4V Cobra Jet (standard on Cobras). The 428 CJ was available with or without the Ram Air Induction package, however, those with Ram Air still carried the same advertised power rating. The 428 CJ without Ram Air, came with the following items: 80 Amp Heavy Duty battery, 3.25:1 open differential, heavy duty cooling package, 55 Amp alternator, chrome valve covers and dual exhaust. The Ram Air 428 CJ included all of the above, but had a 3.50:1 open differential, and the functional hood scoop. With Ram Air, "428 Cobra Jet" emblems were placed on each side of the hood scoop; without Ram Air, "428" emblems were placed on the front fender.

The 428 CJ was no longer the top engine choice; the ultimate engine option was the 428-4V Super Cobra Jet (SCJ). This engine was specifically designed for drag racing, and the option package was referred to as the "Drag Pack." This engine option could be ordered with the Q-code 428-4V or the R-code 'Ram Air' equipped 428-4V. Included with 428 SCJ were cast pistons, a nodular controlled cast-iron crankshaft casting 1UA or 1UA B with an external weight on the snout behind the balancer, 427 (LeMans) capscrew connecting rods, an engine oil cooler, and either a 9" rear axle with 3.91:1 gears and a Traction-Lock limited slip or 4.30:1 gears with a Detroit Locker. The Detroit Locker and the oil cooler were industry exclusives to Ford. This package did not change Ford's advertised power rating of 335 hp (250 kW).

The Cobra was an exciting new car, and was a serious muscle car package. The Cobra came standard with a 428-4V CJ, competition suspension, 4-speed manual transmission and F70-14 tires. The car also included a blacked out grille, hood lock pins, and "Cobra" emblems. Early Cobras had a large "Cobra" decal on the front fenders, but this was later replaced with a metal emblem. The Cobra was Ford's response to the successful Plymouth Road Runner, which was a high performance car at low cost. For this reason, the Cobra had the lesser trim level of the Fairlane 500 to help keep costs low. Road Test magazine wrote the "big engine and whopping torque get the Cobra Jet off the line with smoking tires" in their test of a 1969 Cobra with the Ram Air 428 CJ, 4-speed and 3.50 gears. They obtained a 15.07 seconds at 95.74 mph (154.08 km/h) quarter mile run, however this was likely hampered due to the car not being equipped with a tachometer. They also reported difficulty with the factory shifter and stated "we would have liked a Hurst shifter, and might have bettered our times with one."

Ford Torino

2008-05-11T12:06:00.001-05:00

The Ford Torino was an intermediate car produced by the Ford Motor Company for the North American market between 1968 and 1976. It was initially an upscale version of the intermediate sized Ford Fairlane, which Ford produced between 1962 and 1970. After 1968 the Fairlane name was retained for the base models with lower levels of trim from those models which wore the Torino name. During this time, the Torino was considered a subseries to the Fairlane. By 1970 the Torino name had become the primary name for Ford's intermediate, and the Fairlane was now a subseries of the Torino. In 1971 the Fairlane name was dropped altogether and all Ford intermediates were called Torinos. Torino is Italian for the city of Turin, which is considered the Detroit of Italy. This name was one of several originally proposed for the Mustang while in development.

Most Torinos were conventional cars, and generally the most popular models were the 4-door sedans and 4-door hardtops. However, Ford produced some high performance versions of the Torino by fitting them with large powerful engines, such as the 428 CID and 429 CID "Cobra-Jet" engines. These cars are classified as muscle cars. Ford also chose the Torino as the base for its NASCAR entrants, and it has a highly successful racing heritage.

In 1968 Ford had quite a variety of engine options for its intermediate line. All models came standard with a 200 CID I-6 engine, except for the Torino GT models, which came standard with a 302-2V small block V8. Available engines included a 289-2V small block V8, a 302-2V (for all models other than the GT), a 390-2V FE engine, and a 390-4V FE engine. A 427-4V FE engine was initially listed as an engine option for 1968, but was later removed and no Fairlanes or Torinos were actually produced with this engine during 1968. Introduced on April 1, 1968, the 428-4V CJ (Cobra-Jet) FE engine became available as an engine option, but due to its mid-year introduction these engines are very rare. The 428-4V Cobra-Jet was by far the most potent engine available, but was said to be under-rated at 335 hp. The cars equipped with the 428 Cobra Jets had emblems borrowed from the full-sized Fords (a red-and-chrome badge reading "428") mounted on the fenders behind the parking lamps. All models came standard with a three-speed manual transmission, while the Cruise-O-Matic and four-speed manual transmissions were options.

The Torino model featured full colour-keyed carpeting, additional exterior and interior trim, and Torino crests on the 'C' pillar. The Torino GT's standard features included bucket seats and a console, special name plaques and exterior trim, GT markings on wheel covers, and courtesy lights on the inside door panels. The Torino GT was also available with a GT handling suspension package, which included extra heavy duty springs and shocks, and a heavy duty front anti-sway bar. Four-speed equipped cars had staggered rear shocks which help resist axle hop. GTs were available with a unique stripe option, which started as a 'C' shape at the edge of the front fender, and two body stripes extended the length of the car.

Although there were faster cars for 1968, the Torino GT when equipped properly offered an excellent combination of power and handling. In Car Life magazine's test of a 1968 Torino GT SportsRoof equipped with a 390-4V, C-6, and 3.25:1 axle, they recorded a 0 - 60 mph (97 km/h) time of 7.7 seconds, and the quarter mile time of 15.8 seconds at 90 mph (140 km/h). Motor Trend magazine wrote "Putting the car through quick and/or tight corners isn't a matter of practiced art - it's more like second nature for the GT" in their test of a 1968 Torino GT. Car and Driver magazine tested a 1968 Ford Torino GT equipped with the 428 CJ with Ram Air induction, C-6 Cruise-O-Matic, and 3.91:1 gears and recorded a quarter mile time of 14.2 seconds at 98.9 mph (159.2 km/h). Car and Driver wrote the Torino had "a 1-2 shift that broke the Wide-Ovals loose for at least a length. With a price tag of $306 for the Cobra-Jet option, Ford lovers have a reason to rejoice."

The Plymouth Belvedere

2008-04-26T08:49:00.002-05:00

The Plymouth Belvedere was an American automobile produced by Plymouth from 1951 through 1970.

Introduced on March 31, 1951, the 1951 Plymouth Belvedere arrived as a two-door pillar-less hardtop. It was Plymouth's first vehicle of such design and was built in response to Chevrolet's Bel Air. That vehicle, the first two-door hardtop in the low-priced American market, was introduced in 1950 and ended that model year with great success.

The Belvedere remained as Plymouth's mid-priced full-size model through 1964, after which the name was applied to Plymouth's new "mid-size" model (which was a lightly face lifted version of the 1964 Plymouth). Belvedere-based models included the higher trimmed Satellite, muscle car GTX and budget muscle car Road Runner. The name lasted through 1970 after which all mid-size models took the Satellite name.

The 1964 Belvedere is also notable for being the car used to introduce the 426 Chrysler Hemi engine, which used a canted large-valve arrangement. This was such a significant high-RPM breathing improvement that it won 1st, 2nd, and 3rd at NASCAR's Daytona race. One of the winning drivers was the famous Richard Petty who had immediately recognized the potential benefits of the 426 Hemi engine. The Belvedere was chosen as Plymouth's NASCAR contender because of its proper size and weight for the class, and as a result the 1964 body style was given a slightly lower-drag shape compared to other Plymouths of the era.

The Oldsmobile 442

2008-04-12T09:53:00.001-05:00

The Oldsmobile 442 was a muscle car produced by the Oldsmobile division of General Motors. It was introduced as an option package for F-85 and Cutlass models sold in the United States beginning with the 1964 model year. It became a model in its own right from 1968 to 1971, then reverted to an option through the mid-1970s. Oldsmobile revived the name in the 1980s on the rear-wheel drive Cutlass Supreme and early 1990s as an option package for the new front-wheel drive Cutlass.

The 442 was born out of the competition between Pontiac Division and Oldsmobile. It began as a hasty response to the Pontiac Tempest GTO, which had proved to be an unexpected success midway through the 1964 model year.

Because of its late introduction (some three-fourths of the way through the model year) and the ambiguous nature of the GTO — which was technically a violation of GM policy limiting intermediate models to 330 in³ (5.4 L) — the Olds offering was a conservative package. Technically the "B09 Police Apprehender" option, it used the four-barrel carbureted 330 in³ (5.4 L) V8 with heavy-duty valve gear, dual exhaust, and a hotter camshaft, raising rated (SAE gross) output to 310 hp (231.3 kW) at 5200 rpm. Torque remained 355 lb·ft (481 N·m), although the torque peak rose from 2800 rpm to 3600 rpm. The package also included a stiffened frame, boxed rear suspension control arms, a heavy duty clutch and four-speed manual transmission, a heavy duty driveshaft, oversized brakes and the heavy-duty police-package suspension, with heavy duty wheels, higher-rate coil springs front and rear, heavy-duty shock absorbers, a larger front anti-roll bar, and an additional rear anti-roll bar.

The package was dubbed 4-4-2 based on its combination of four-barrel carburetor, four-speed transmission, and dual exaust. Priced at $285.14, it was available on any F-85 or Cutlass model except the station wagon, although most were Cutlass hardtop coupés (Oldsmobile archives indicate that approximately 10 four-door sedans were built with the B09 option).

Motor Trend tested an early 4-4-2 and found that the 3,440-lb (1,560 kg) car would run 0-60 mph (0-96 km/h) in 7.5 seconds, the standing quarter mile in 15.5 seconds at 90 mph (140 km/h), and reached a top speed of 116 mph (185.6 km/h). A total of 2,999 were sold.

technorati tags: old muscle car, american muscle car, muscle car, american muscle car history, classic muscle car, classic car, car classics, car specifications, american muscle

The Dodge Coronet

2008-04-08T07:47:00.002-05:00

The Dodge Coronet was a full-size car from Dodge in the 1950s, it was the the division's highest trim line but, starting in 1955, the lowest trim line. In the 1960s, the name was transferred to Dodge's mid-size entry.

The Dodge Coronet was introduced with the division's first postwar body styles. Lower trim lines were the Wayfarer and Meadowbrook. The only engine for Dodge was a 230 cubic inch flat-head straight six cylinder engine with a single barrel Stromberg carburetor, producing 103 horsepower.

For 1953, the Coronet gained an optional 241 in Red Ram Hemi Engine and set over 100 land speed records at the Bonneville Salt Flats. The Dodge Royal line was added above the Coronet in 1954. The stock Dodge Coronet was a smooth running car, and the six-cylinder engine could power the car to 90+ miles per hour. A limited production model was a four-door, eight passenger limousine, an extended version of the stock Dodge Coronet. One of the most notable features of the first-generation Coronet was a three-speed, fluid-driven transmission that was operated by a foot pedal on the floor. It required no shifter.

The 1955 Coronet dropped to the lower end of the Dodge vehicle lineup, with the Wayfarer and Meadowbrook names no longer used and the Dodge Custom Royal added above the Dodge Royal. Power came from either a 230 in Chrysler Flathead engine straight-6 now producing 123 hp thanks to carburetion and other changes, or a 270 in V8 with dual rocker arms (the "Hemi"). A number of trim lines were available:

The 1958 and 1959 Coronet, Royal, and Custom Royal used a DeSoto chassis but had less ornate trim. Power came from the 230 in "Getaway" L-head straight-6 or the 325 in "Red Ram" V8.

After a brief absence, the Coronet name was attached to the former fullsize models in 1965 to become Dodge's mid-sized car. It received a redesign in 1966, and a facelift in 1967. Larger, rebodied models emerged in 1968, with coke-bottle styling. A powerful 375 hp 440 model appeared for the 1967 Coronet R/T, upped to 390 hp with 3 2 barrel carburetors on the "Six Pak" version of 1969-1/2. Two-door hardtop and convertible models were part of the range.

Super Bee rump stripe decal on the back of a 1969 Dodge Coronet Super Bee.A new Coronet model, officially known as the Coronet Super Bee (but often thought of as being a separate model), was introduced. In 1971, the Super Bee's final year, it was sold as the Charger Super Bee.

The Coronet and similar Plymouth Belvedere were available for 1969 in 426-S muscle car trim. This included the famous 426 in (7.0 L) Hemi V8, producing 425 horsepower (net and gross). The 440 with a single four barrel was also available in this year. Rated at 375 hp (280 kW), the 440 could really produce 420 hp (313 kW).
The new Coronet was a twin of the four-door Plymouth Satellite and featured more flowing styling. It was offered only as a sedan and station wagon, the related and also restyled Dodge Charger covering the coupe market. Slight alterations of the front grille, headlights, and taillights followed in 1972. Sales of the Coronet were fairly low from this point onwards, with around 80-90,000 produced each year through 1973 (compared with 196,242 as recently as 1968), due both to the fuel crisis and to a proliferation of Dodge and Plymouth models, and the growing effect of overlap with the other Chrysler Corporation brands.

In addition to the usual changes in grille, lights, and interior, Dodge introduced its "TorsionQuiet" system of additional silencers and rubber vibration insulators, providing a much smoother ride and a quieter interior.

The front and rear fascias were redesigned, most notably the rear bumper, which met the 1974 DOT requirements. The sedan bodystyle would be the basis of the later Coronets (and its twin, the Plymouth Fury) until the 1978 model year.

In 1975, the cars received a freshening, with the body appearing squarer, and the Coronet coupe returned for a single year. The front fascia was redesigned with 2 round headlights, which was shared with its Plymouth Fury twin.

1976 was the final year for the name; for the 1977 model year, Coronets were renamed Monaco - until then, the next Dodge up, on a larger body - and given stacked square headlights and other minor changes, which provided an immediate sales boost. The Royal Monaco model remained on the larger, former Monaco body. Another replacement for the Coronet was the Dodge Diplomat.

Dodge Coronet was used as a name for the Colombian-market Dodge Diplomat.

The Bentley Continental GT

2008-03-27T10:24:00.001-05:00

The Bentley Continental GT is a grand tourer coupé with two doors and a 2+2 seating arrangement released in 2003, replacing the previous Rolls-Royce-based Continental R and T. It is equipped with a 6.0L, twin-turbocharged W12 engine producing 552 hp (412 kW), with a top speed of 195 mph (314 km/h). The Continental GT is built on the Volkswagen D platform. Largely, it could be considered a rebadged Volkswagen Phaeton with a different styling and a more powerful engine, most of the technical components being identical to those on the Phaeton.

In early 2007, a Bentley Continental GT driven by four-time World Rally Champion Juha Kankkunen broke the world speed record on ice on the frozen Baltic sea near Oulu, Finland. It averaged 321.6km/h (199.86 mph) in both directions on the "flying kilometer", reaching a maximum speed of 331 km/h (207 mph). The previous record was 296 km/h (184 mph), achieved with a Bugatti EB110 Supersport.

The record-breaking Bentley was largely standard except for a roll-cage, aerodynamic improvements, and low-temperature fuel and calibration.

The four-door Continental Flying Spur saloon was first displayed at the 2005 Geneva Motor Show. The Flying Spur utilizes the most of the technical underpinnings of the Bentley Continental GT, and was introduced to European and American markets in the summer of 2005. Together, the Bentley Continental GT and Flying Spur have boosted Bentley's annual production from around 1,000 units in 2003 to 9,200 units in 2006.

One notable aspect of the Continental Flying Spur is its grille. Made to look like traditional chromed brass mesh, it is actually made of plastic. The plastic grille was fitted as a safety feature; it is designed to break apart upon impact with a pedestrian.

The Flying Spur is currently the second fastest production four-door saloon with a top-speed of 312 km/h (194 mph). It was surpassed by the Brabus Rocket and Bullitt, which have top speeds of 225(mph).

The convertible version of the Continental GT, the Continental GTC, was first presented in September 2005, and was introduced to several world markets in the fall of 2006. With the second generation Azure, it is the second Bentley convertible released in 2005. The roof is produced by Karmann in Osnabrück, Germany.

On August 1, 2007, Bentley released details of a more powerful GT. Power is increased to 603 bhp/449kW (610 PS), with a top speed of 202 mph (325 km/h) and a 0-60 mph time of 4.3 seconds. The Continental's weight is also reduced by 35 kg (77 lb). Minor exterior changes include a tinted front grille and larger exhaust pipes. The price for this model is £137,000. The Continental GT Speed is the first production Bentley officially capable of reaching 200 mph (320 km/h).

The BMW M3, part 4

2008-03-15T09:06:00.002-05:00

The M3 GT Coupe was a limited-edition mainland Europe only edition of which 356 were made, 50 further M3 GT Individuals were made in right-hand drive for the UK market. All built in 1995.

Famous for being British Racing Green with a Mexico Green interior - a peculiar choice when the traditional German national racing colors were white with red numbers.

The BMW M3 GT was a homologation series special built to allow the E36 M3 to compete in the FIA-GT class II, IMSA GT and international longdistance races.

The M3 Evo Individual was a limited-edition (200 units for Europe with part VIN WBACB5103-AN307--, 50 for the United Kingdom) car sometimes referred to as the M3 GT2. The engine and performance characteristics of the car were unchanged from the 1996+ euro M3, and a special exterior and interior colour combination was once again chosen by BMW; imola red (405) paint with nappa leather & Amaretto seats in imola red and anthracite seats.

Fifteen M3's were ordered by BMW Australia in 1994 to race in the Australian Super Production series. All were delivered to Frank Gardner Racing for final preparation.

The E36 M3 is considered one of the best-handling cars of all time, and was in fact named "Best-Handling Car Ever – at any Price" by Car and Driver in 1997.

The 2001 E46 M3 appeared worldwide with the new 3.2 L S54B32 engine. At the time of the car's introduction, this engine had the highest specific output naturally aspirated engine ever made by BMW, producing 343 PS (338 HP) and 365 Nm (262 TQ).

The first batch of E46 M3s delivered were Laguna Seca Blue. The available SMG Drivelogic (also known as SMG II) transmission, a Formula 1-style electrohydraulic manual gearbox with no clutch pedal and steering wheel-mounted paddle shifters, is also a highlight. The model also came with a new 6-speed transmission and red-line RPM of 8000, a first for any BMW. The engine also consisted of 6 independent throttle bodies and electronically driven throttles (without a cable).

The M3's S54 naturally aspirated engine produces more than 100 horsepower (75 kW) per litre (340 bhp/3.2 litre), a notable feat.

Drivewire.com

2008-03-11T10:30:00.003-05:00

Drivewire.com provides easy access to auto parts and accessories at discounted price. One of the largest online catalogs and operating online for 6 years now.
You simply go to their site, and plug in your make and year, Drivewire will provide the parts. Very good especially when working on old or out of date cars.
They carry American stuff like Ford parts, and foreign replacement parts and accessories like Nissan parts.
Besides replacement parts, they also sell lots of accessories, like Radar detectors, etc.

Having a full service stop like this is very convenient and would help a lot particularly in restorations.

Just for fun I plugged in my own 1988 Jaguar and got hits back for almost every major component.

Imagine tearing a car down and being able to replace every piece as you run into it.

The only drawback I see is that their online listing only gores back to 1961.
Well “ only” 1961 isn’t really much of a problem. Most of your muscle cars are gonna be after 1961.

And by the way, the site is laid out nicely and its very easy to navigate. That is a must when your in a hurry and need your info now.

The BMW M3, part 3

2008-03-03T13:28:00.002-05:00

There were five special-edition models of the E36 M3 produced: the M3 Euro-Spec (Canadian Edition), M3 CSL (M3 LTW), M3 GT, M3 GT-R, and the M3-R. There was also an M3 Anniversary Edition only produced in 1999 for Australia. This was the final year of production for the mighty E36, with only 50 coupes and 70 convertibles being made. Furthermore, "BMW Individual" were able to custom design an M3 with specific coloured leather, woodgrain and other personalised options including polished magnesium alloy wheels from the Anniversary edition. Convertibles lacked the sports seats found in the coupe but retained every other feature.

In 1994 agreements existed between Canada and several countries in Europe which allowed any car authorized in one participating country to legally be sold in any of the others.[citation needed] Though BMW had unveiled the next generation E36 M3 in Europe in 1992, the company felt that the production version would need to be priced much higher for export to North America than the market would allow. While the engineers worked on a less expensive North American version of the E36 M3, BMW Canada seized the window of opportunity: 45 numbered European specification M3 coupes were specially produced and imported into Canada.

Even with a base price of $59,900 (a substantial sum for the day given that the standard equipment list did not include forged lightweight wheels, air conditioning, a sunroof or even metallic paint), all 45 cars were spoken for in just 3 days by wealthy, well connected buyers. Unlike the other special versions of the E36 M3, buyers were free to choose any colors and options they wanted on their cars, limited only by their wallets. The cars all came equipped with the 286 bhp 3.0 L inline 6 cylinder engine, vented brakes with floating rotors, glass headlights and other European standard equipment. They were initially delivered to Toronto, then shipped all across the country to the dealerships where they were ordered.

Canada would not see another E36 M3 for sale until two years later, when BMW finally made the American versions of the 1997 M3 available for sale. Forty five Euro-Spec Canadian Edition cars were built, each one having a numbered engraved plaque in both the glovebox and the custom leather case which holds the owners manuals. Only the Australian M3-R was built in lower numbers.

Beginning with the first E36 M3's delivered, BMW racers began pressuring BMW for a race-ready version with which to compete against Porsche 911s in sports-car racing.

In 1995, BMW relented and began building batches of the M3 CSL at BMW Individual. Upon completion they were sent to Prototype Technology Group (PTG) Racing in Virginia for final preparation, which included the front and rear Motorsport flag decals, and "trunk goodies." In the boot there was a different oil pan with dual pick up oil pump, longer dipstick tube, front strut bar, lower x brace that owners could install at the risk of voiding the standard BMW warranty. The car also came with the normal M3 low wing mounted but most dealers installed the special high wing when prepping the car for sale. Each new owner was given a 1 page legal document to sign stating that any installation of trunk items voided the new car warranty. The ECU had the top speed limiter removed which resulted in a drag induced top speed. A 3.23 rear differential was installed vs the normal 3.15 installed in M3's.

There is a minor controversy in which some people believe the M3 CSL should not be called an M3 CSL (referring to the famous 3.0 CSL), but rather an M3 Lightweight, as that was the name that BMW advertised the car as.

While it is true that BMW's press referred to the car as the M3 Lightweight, each M3 CSL's build sheet (the instructions from BMW AG to BMW Individual) clearly labelled the car as an M3 CSL, so there can be no doubt that the factory itself thought of the car as a CSL. In addition, the additional manual that came with the car identified it as the CSL.

This controversy can perhaps be attributed to the fact that the English translation of CSL is Coupé Sports Lightweight.

Although BMW promised to build at least 85 examples, BMW never released the number of M3 CSL's built, and because of the peculiar assembly line, to this day may not be known. However, enthusiasts now believe that there exist approximately 120 models.

The first two cars, which were used as press cars, are not technically M3 CSL's as they were regular production M3's that PTG made similar in appearance to the not-yet-built CSL. After press duties, those two cars were brought back into the PTG stable.

In an ironic twist, the car that BMW built to race was hardly raced.

The BMW M3, part 2

2008-02-28T08:58:00.002-05:00

The first E36 M3 to be imported to the United States was the 1995 model, which received a 3.0 L engine with 240 hp (176 kW) and 305 N•m (225 ft·lbf) and a different suspension. An M3 that was sold in the United States in 1995 was one of 2953 '94 models shipped from Europe. This coupe has a 3.0L 24-valve DOHC straight six-cylinder engine. This engine produces 240 bhp (180 kW) at 6000 rpm and 225lbs-foot of torque at 4250. BMW also produced somewhere between 200 and 320 M3 Lightweights also known as the M3 Momentum(only 215 made it to the US).These were reduced weight versions of the model intended to be used on the street or on the track. It was about 100 to 200 pounds lighter than a stock M3 with many of the car's features removed, such as sound deadening, radio, air conditioning, leather seats, and the sunroof. Other extras that came with the LTW version included an extendable front splitter, strut tower brace, x-brace and a dual pickup oil pan were included with the lightweight model, however BMW AG stipulated that fitting the dual pickup GT oil pan to the car would void the warranty.

The 1996-1999 model years had displacement bumped up to 3.2 L, with 240 hp (176 kW) and 320 N•m (236 ft·lbf) which is the same S52B32US engine used in the early M Roadster and M Coupe. The 1996+ model is known for being more difficult to tune for performance, due to slightly smaller intake manifold runners and more complicated electronics (OBDII). It was also available as a sedan starting in model year 1997, and as convertible in 1998. Production of the sedan was halted in 1998, while the other models continued until 1999.

The E36 M3 was also available as a saloon in the UK for a limited period during 1995-6, during which around 400 rhd models were sold in the UK. This variation had slightly softer suspension but could be purchased with the firmer coupe set-up if the customer wished. Performance figures did not change with the standard 286bhp ( more than the US model by some margin ) The 3.2 Evo, with 321 bhp (239 kW), reliability is widely believed to became more of an issue, as this model came with the expensive and at times problematic, double VANOS variable valve timing in the cylinder head, which controlled the valve timing on the inlet and exhaust side by electronic solenoids, these tend to rattle in their housings at low engine speeds when not under load and caused some owners to return their cars to the dealers for replacement. A few cars have been known to have the VANOS unit seize but the only effect is that the performance will suffer. The M3 EVO seems forever to be stuck with the stigma of un-reliability by over exaggeration of VANOS problems from some quarters, when in truth the simplicity of the VANOS and related components have no more problems than any other engine components. The general consensus is that the 3.0l model is a better second hand buy, with virtually no power loss in the real world but better reliability.

technorati tags: bmw 3 series, bmw car, bmw sport car, bmw com, bmw models, bmw, bmw m3 car, bmw m3 roadster, future bmw m3, new bmw m3, bmw m3 sedan, bmw m3 intake

The BMW M3, part 1

2008-02-18T11:03:00.001-05:00

The BMW M3 is a high performance version of the popular compact BMW 3-Series automobile, made by BMW M. M3 models have been derived from the E30, E36, E46 and E90/2/3 3-series. Common upgrades over the "standard" 3-Series automobiles include larger and more powerful engines, improved handling/suspension, more aggressive bumpers/body, and an interior accented with "M" nomenclature.

Based on the 1986 E30 3-Series, the first M3 was introduced with a 2.3 L I4 S14 engine, derived from the BMW M88 inline-6 block and the valve train and head architecture from BMWs M1 and later M6 inline-6 cylinder. One of the main reasons for production of the road car was to homologate the M3 for Group A Touring Car racing, as an answer to the "2.3-16V"-model of the Mercedes-Benz W201 which was introduced in 1983. A notable characteristic of the E30 M3 is its racing pedigree, campaigned by BMW as well as other racing teams including Prodrive and Schnitzer Motorsport.

The first version produced 195 hp (143 kW) (catalyzed model). Evolution models (not sold in North America) continued with 2.3 liters but adopted revised cam timing, increased compression along with the lack of a catalyst producing approximately 215 hp (160 kW). Later the Sport Evolution model increased engine displacement to 2.5 L and produced 238 hp (175 kW). 786 cabriolets were also produced, all by hand in BMW's Garching plant, at the time the 215 hp (160 kW) example was the world's fastest four seater convertible.

The E30 M3 differed from the rest of the E30 line-up in many ways. The M3 was equipped with a revised stiffer and more aerodynamic body shell as well as "box flared" fenders to accommodate a wider track with wider and taller wheels and tires. The only body panels the standard model and the M3 shared were the hood and roof. It also had three times the caster angle of any other E30. The M3 shared larger wheel bearings and front brake calipers with the E28 5-Series.

To keep the car competitive in racing following homologation rules, homologation specials were produced. Homologation rules roughly stated that the race version must reflect the street car aerodynamically and in engine displacement; therefore, improved models were periodically released for the public. Special editions and homologation specials include: the Evo 1, Evo 2 and Sport Evolution some of which featured less weight, improved aerodynamics, taller front fender arches (Sport Evolution; to further facilitate 18-inch (460 mm) wheels in DTM), brake ducting, and more power.

Production of the original E30 M3 ended in early 1992.

Having won more road races than any other model in history, the E30 M3 is considered by many to be the world's most successful road race car. Its wins include the Deutsche Tourenwagen Meisterschaft, European Touring Car Championship and even the one-off World Touring Car Championship title in 1987. The E30 M3 is also a multiple winner of Guia Race, 24 Hours Nürburgring and Spa 24 Hours.

In 2004, Sports Car International named this car number six on the list of Top Sports Cars of the 1980s.

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The Volvo S60

2008-02-13T12:06:00.001-05:00

The Volvo S60 is a compact executive/entry-level luxury car produced by the Swedish automaker Volvo since 2001. An all-new S60 is expected for the 2010 model year.

The S60 marked a clean break for Volvo from the boxy design that many stereotyped the brand with in 1980s and 90s. Its design by Peter Horbury built upon the styling of the S80 and was the most marked departure from traditional Volvo styling since Horbury joined the firm in 1992.

The S60 was designed by Peter Horbury and displayed the most marked departure from traditional Volvo design since he joined the company. Accordingly, Volvo marketed the car as heralding a “Revolvolution.”

It was built upon Volvo’s P2 platform, which was shared with three other Volvo models: the S80, the V70 and the XC90.

The S60 was refreshed in 2005. The exterior was updated with body-colored side moldings and bumpers, as well as new headlamps. The T5 engine received an increase of 10 bhp.

First introduced in 2003, Volvo's S60 R boasted AWD (Haldex) mated to a 300 hp / 295 lb·ft (400 N·m) engine. 2004-2005 models came with a 6-Speed Manual Transmission, as well as a 5-Speed Automatic which allowed only 258 lb. torque. 2006-2007 models were available with a 6-Speed Manual OR Automatic Transmission. The 2006-2007 Automatic Transmission allowed for the full torque of 295lbs. (however, this torque was still limited to 258 lbs. in 1st and 2nd gear) Other aspects which drew the R apart from standard S60's were the four piston brakes (BREMBO) front and rear, optional 18" 5 spoke "Pegasus" wheels, blue faced "R" gauges, standard HID headlights, as well as the 4C suspension system. (4C stands for "continuously controlled chassis concept") The 4C feature allowed the user to select from three modes; Comfort, Sport, and Advanced. (the advanced mode would also automatically engage if the car would "sense" that it is in a high stress driving situation) This tightened the suspension progressively, and also made for enhanced throttle response when in "Advanced" mode. This is easily accomplished due to the fact the throttle is drive by wire, meaning the throttle is connected to the accelerator pedal via electronics instead of a traditional cable design. This allows for different "maps" to be in place, which can be electronically altered to give a different feel when the accelerator is depressed. The S60 R continues the tradition of "R" cars for Volvo beginning in 1995 with the introduction of the 850 T-5 R. The R lineup will be discontinued after the 2007 model year.

Police specification models came about through Volvo’s extensive work alongside the users of the vehicles and Police Fleet Management departments. As a result the Police specification vehicles have a striking difference from original showroom model. Firstly the suspension was up-rated to deal the demands of Police work; this included fitting the front suspension of the D5 model variant (as the suspension was designed to deal with the heavier diesel engine). Nivomat self-levelling suspension was also fitted to the rear to ensure correct geometry of the vehicle, regardless of the weight carried. On early models, the clutch was also replaced with the stronger D5 unit.

A larger specification battery and 110A alternator was also fitted to run all the extra equipment, along with a dedicated Police fuse box in the boot. Extra wiring looms are also fitted specially for the Police radios and other equipment, including CCTV cameras. Additional electrical noise suppression has been added so as not to interfere with the sensitive electronics the police use.

The speedometers in the vehicles are calibrated from the factory and do not require recalibration unless the wheel and overall rolling diameters are changed.

305mm vented front disc brakes were also fitted alongside special brake pads (and wear indicators) specially designed to cope with high-speed pursuits.

From 2001 - 2004 the 2.3 T5 engine was used and 2004 onwards the 2.4 T5 engine is used. Also beyond common speculation and myths, the engines are NOT chipped or modified specially for police use, they are complete factory spec but in 'exceptional cases' the speed limiter (155mph) may have been removed.

The Mercedes E63 AMG

2008-01-28T10:40:00.001-05:00

The Mercedes E63 AMG is a new model for 2007 offered in Sedan and Wagon body styles. It features an AMG designed and built 6,208-cc, DOHC, 32-valve V-8. This engine has a high-pressure die-cast alloy cylinder block with twin-wire arc spray coated running surfaces. It develops net horse power of 507 hp (378 kW) @ 6,800 rpm and net torque 465 lb·ft (630 N·m) @ 5,200 rpm. Compression ratio is 11.3:1. According to many auto journalists, the E63 AMG is the quickest production sports sedan in the world. Both the Sedan and Wagon reach 60 mph (100 km/h) from a stanstill in 4 seconds flat. The main reason for the power upgrade from the E55 AMG is directly related to BMW's introduction of the 500 hp (370 kW) M5, and the release of the 2007 Audi RS6, boasting in excess of 550 hp (410 kW).

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Jaguar S-Type R

2008-01-17T09:53:00.001-05:00

The Jaguar S-Type, introduced at the 1998 Birmingham Motor Show, is a mid-size luxury / executive car introduced for the 2000 model year by the British marque Jaguar of the Ford Motor Company. The name is a revival of a previous Jaguar model, the S-Type introduced in 1963.

While a lot of the Jags have power, the " muscle " of the Jaguar S-Type is the optional 4.2 L V8. It's supercharged and rated at 390 hp.

Although the S-Type has power, James May from the BBC show Top Gear said that this was “The car that sums up, everything that’s wrong with Jaguar”

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The Infiniti G35

2008-01-13T12:12:00.000-05:00

The Infiniti G35 is a entry-level luxury car/mid-size car produced by Nissan's Infiniti division. It is known as the Nissan Skyline 350GT in Japan and is available in sedan and coupe forms.

The 2007 G35 sedan has been completely redesigned (despite having the old chassis remained unchanged), and is powered by a brand new engine called VQ35HR. This engine is more powerful, more fuel efficient, and more responsive than the previous VQ35DE. The "HR" stands for High Revolution. Over 80% of the internal components have been strengthened or redesigned to handle the increased RPM range. (7500 rpm Redline). Although the horsepower rating is only 8 more than the previous generation, the real horsepower difference was much more due to the new SAE guidelines for horsepower ratings in 2007. Infiniti G35 Sedan Journey (Auto) with 306HP (228 kW) can reach 0-60 MPH (0-100 km/h) in 5.4 sec, and the 1/4 mile (400 m) 14.0 sec (according to Consumer Reports).

Consumer Report includes the Infiniti G35 (upscale sedan category) on its list of Top 10 cars for 2007.

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The Acura TL

2008-01-06T14:01:00.000-05:00

The Acura TL is a mid-size luxury car from Honda's Acura brand. It was introduced in 1996 to supplant the Acura Vigor and was rebadged for the Japanese-market from 1996 to 2000 as the Honda Inspire and from 1996 to 2004 as the Honda Saber. The TL is Acura's best-selling model, and it is the second best-selling luxury sedan in the United States behind the BMW 3-Series.

The most notable version is the Type-S edition of the TL. The Acura TL Type-S will receive the Acura RL's 3.5-liter V6 engine tuned for 286 horsepower and 256 ft·lbf. of torque with either a 5-speed automatic with paddle shifters or a 6-speed manual transmission. Exterior differences include quad exhaust pipes, restyled taillights and front fascia, lip spoiler, LED lights, Brembo brakes, dark silver 10-spoke wheels, and exclusive Type-S badging, plus an exclusive new color option, Kinetic Blue Pearl. The interior has unique two tone Type-S trim on the headrests and steering wheel, racing pedals, carbon fiber trim, and red interior lighting (as opposed to blue in the base TL). Touch screen navigation is standard and the suspension has been re-tuned.

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The 2006 Pontiac GTO

2007-12-22T11:12:00.000-05:00

For 2006, two additional colors were added to the GTO line up, Spice Red Metallic and Brazen Orange Metallic, while Midnight Blue Metallic and Yellow Jacket were dropped. Revised blacked-out tail lamps, illuminated steering wheel radio controls and an interior power door lock switch, as well as faster power seats were also added.

On February 21, 2006, General Motors reportedly told dealers that it would halt imports of the GTO in September, making 2006 the last model year for the current GTO generation. This should have come as no surprise since this generation GTO was only intended to be produced for those 3 years from the beginning of the program.

The final production numbers of the 2006 Pontiac GTO are 13,948 cars, an increase from 11,069 from the previous model year.

The last Pontiac GTO, which was also the very last Monaro-based coupe produced, came off the assembly line in Australia on June 14, 2006. Total production for all three years was 40,808 vehicles.

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The 2005 Pontiac GTO

2007-11-16T12:42:00.001-05:00

The 2005 model year continued with the addition of hood scoops, split rear exhaust, and optional 18 inch (45.7 cm) wheels. The major change for 2005 was the replacement of the LS1 engine with the LS2 engine. This increased power and torque in the GTO to 400 hp (298 kW) with 400 ft-lbf (542 N·m) torque. With this engine package, Pontiac claimed the car capable of 0 to 60 mph in 4.6 sec. and a 13.3 second quarter mile at 107 mph (automatic transmission). Car and Driver magazine tested the car at 4.8 sec. 0-60 and 13.3 sec. at 107 mph for the quarter mile, so the claims seem justified. Dashboard gauge graphics were also revised. The optional dealer installed Sport Appearance Package became available and differed visually by having a different lower rear fascia that sported quad chrome exhaust tips, a modified spoiler, a modified front lower fascia extension, recessed SAP Grilles, and modified rocker panels. This package was available from GM as an accessory in red, silver, black, or primer for other color cars. Nonetheless, sales dropped to 11,069, primarily because of a shortened model year. Barbados Blue and Cosmos Purple were dropped this year, but Cyclone Grey and Midnight Blue Metallic were added.

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The 2004 Pontiac GTO

2007-10-10T13:50:00.000-05:00

The Pontiac GTO was relaunched in the United States in 2004, based on the Holden Monaro's V platform. The Monaro is a 2 door coupe variant of the Australian developed VT/VX Holden Commodore. The Commodore was in turn developed by enlarging the European designed 1994 Opel Omega B, which was marketed in its original form in the U.S. from 1997 to 2001 as the Cadillac Catera. The revival was prompted by former GM chairman Bob Lutz, who drove a Holden Monaro while on a business trip in Australia.

The GTO was produced by GM's Holden subsidiary in the suburb of Elizabeth, South Australia. It was equipped with the Corvette's LS1 ('04) and LS2 ('05-'06) V8 engine with a choice of a 6-speed manual transmission or a 4-speed automatic. The same model was sold in the United Kingdom as the Vauxhall Monaro and in the Middle East as a Chevrolet Lumina SS. GM North America made a deal with Holden to produce a maximum of 18,000 vehicles per year starting in late 2003 and going through to the end of the 2006 model year. The 18,000 units was the production limit for the model at the Australian assembly plant.

GM had high expectations to sell 18,000 units, but the Monaro-based GTO received a lukewarm reception in the U.S. In a perplexing contrast to its more modern, sportier design, the styling was frequently derided by critics as being too "conservative" and "anonymous" to befit either the GTO heritage or the current car's performance. In addition, the GTO faithful were further insulted by GM's failure to present a U.S.-built car that incorporated any design lineage from the muscular icons of the 1960s and 1970s. Given the newly revived muscle car climate, it was also overshadowed by the Chrysler 300, the Dodge Charger, Dodge Magnum and the new Ford Mustang, which all featured more traditional "muscle" aesthetics. Sales were also limited because of dealer tactics, such as initially charging large markups and denying requests for test drives of the vehicle. By the end of the year, the 2004 vehicles were selling with significant discounts. Sales were 13,569 of 15,728 cars for 2004.

In an effort to squelch comments about the car's appearance, the hood scoops slated for 2005 were rushed into production as part of an over-the-counter Sport Appearance Package. The 2004 Sport Appearance Package also included a taller and more angular rear spoiler as well as deeper inset grilles.

Closing out the 2004 model year was the W40 package. Rumored to be a stillborn 40th anniversary package, it gave the buyer an exclusive paint color called Pulse Red, red GTO embroidery on the seats, and a grey colored gauge cluster. The last 800 2004 GTOs were built with the W40 package.

The Chrysler 300

2007-10-06T12:39:00.000-05:00

The Chrysler 300 is a full-size entry-level luxury vehicle designed by Ralph Gilles. There have been many vehicles using the name, starting in 1955 and continuing to this day.

The current 300 is a full-size sport/luxury sedan which was first shown at the 2003 New York Auto Show as a concept car and first introduced in the spring of 2004 as an early 2005 model. The current 300 was designed by Ralph Gilles.

The new 300 was built to bring a high performance, sporty sedan to compete with the likes of the Buick LaCrosse and the Mercury Montego (launched at the same time as the 300). Unlike the LaCrosse and Montego, the 300 is rear-wheel drive and offers comparable luxury at a lower price. The 300C is also sold in Australia, the first large Chrysler sold there since the Valiant was discontinued in 1981.

The 300, Dodge Charger, and Dodge Magnum all share the Chrysler LX platform, which features components derived from the discontinued W210 Mercedes-Benz E-Class of 1996 to 2002. Such components include the suspension design, front seat frames, wiring harnesses, steering column, the 5-speed automatic's design, and a derivative of the 4-Matic all-wheel drive system. Some European versions will get a four-wheel drive version; the UK will probably not.

But the Chrysler 300s we're concerned with is the Hemi and the SRT.

The top-line 300C version uses a 5.7 L Hemi V8. This engine can run on four cylinders when less power is needed, reducing fuel consumption. The EPA has rated the 300C as getting 17 mpg city, 25 mpg highway. When all 8 cylinders are needed, the 300C can make 340 hp and 390 ft·lbf (529 N·m) torque.

Car and Driver Test Results:
0-60 mph: 5.3 sec ( Remember, this is technically a luxury car)
0-100 mph: 13.4 sec
120 mph: 20.1 sec
Standing 1/4-mile: 13.9 sec @ 102 mph
Top speed (governor limited): 130 mph

And now the " Big Brother", the SRT-8....

Chrysler introduced a special SRT-8 version of the car at the Pebble Beach Concours d'Elegance in 2004. It includes a new 6.1 L Hemi V8 which produces 425 hp and Brembo brakes. It went on sale in February of 2005 and has a sticker price of US$42,695 as of 2006 plus the gas guzzler tax.

Car and Driver test results:
0-60 mph: 4.7 sec
0-100 mph: 11.2 sec
0-130 mph: 20.0 sec
Standing 1/4-mile: 13.2 sec @ 109 mph
Top speed (redline limited): 173 mph

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Modern Muscle: The Cadillac CTS-V

2007-09-27T12:06:00.000-05:00

"All of a sudden in a wink of an eye
A Cadillac sedan passed us by
I said, "Boys, that's a mark for me!"
By then the tail light was all you could see"
Hot Rod Lincoln
( Commander Cody and the Lost Planet Airmen )

Yes a Caddy as a Muscle Car....again.

The Cadillac CTS-V is a model in Cadillac's V-Series line of high performance vehicles, introduced in 2004 to compete with other automaker's sports sedans such as the BMW M3 and M5 models, as well as the Mercedes-Benz C55 AMG and E55 AMG. It is an extension of the CTS sedan, enhanced with GM performance parts like the 5.7-liter LS6 V8 from the C5-generation Chevrolet Corvette Z06, as well as the Corvette Z06's six-speed manual Tremec transmission. From 2006 onwards, the LS6 engine was superseded by the new LS2 engine as used in the base 2006 Chevrolet Corvette. Unique front and rear treatments also included mesh grilles over the front openings, a track-ready suspension, and eighteen-inch wheels inside of Z-rated Goodyear Eagle F1 Supercar run-flat tires.

It was the first car launched under Cadillac's V-Series performance brand which competes directly with BMW's Motorsport division, Mercedes-Benz's AMG division, and Audi's S- and RS-Series performance-luxury cars.

The handling has improved thanks to the Opel tuned chassis and Brembo brakes.

The CTS-V is currently in use in the Speed World Challenge GT series, with racing cars built and run by Pratt & Miller.

The Caddy's power comes in two flavors.....

The LS 2 and the LS 6.
The LS2 was introduced as the Corvette's new base engine for the 2005 model year. It produces 400 hp (298 kW) at 6000 rpm and 400 ft·lbf (542 N·m) at 4400 rpm from a slightly larger displacement of 6.0 L (364.3 in). It is similar to the high-performance LS6, but with an improved power peak and more torque throughout the rpm range. The E-series HSV's are equipped with a 412 hp (307 kW) and 406 ft·lbf (550 Nm) version.

The LS6 is a higher-output version of Chevrolet's small-block LS1 engine. It is an all-aluminum 5.7 L (346 in) pushrod engine. The initial 2001 LS6 produced 385 hp (287 kW) and 385 ft·lbf (522 N·m), but the engine was modified for 2002 through 2004 to produce 405 hp (302 kW) and 400 ft·lbf (542 N·m) of torque. The LS6 was originally only used in the high-performance C5 Corvette Z06 model, with the Cadillac CTS V-Series getting the 405 hp engine later. The V-Series used the LS6 for two years; it was replaced with the LS2 in 2006. For 2006, the Z06 replaced the LS6 with the new 7.0L LS7.

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Modern Muscle: The Dodge Charger

2007-09-26T15:19:00.000-05:00

Modern Muscle Cars?
Blasphemy?
Yeah, kinda I guess.
Lets face it, I was pulled kicking and screaming into the computer age, so getting used to anything after 1971 as a muscle cars still creeps me out.
But there are worthy successors out there.
Cars that have the old school power, and get more than 7 miles to a gallon.
So since we just finished the Dodge Charger, lets look at its replacement first.

The Dodge Charger, in its current incarnation, is a rear-wheel drive full-size automobile built by the Chrysler Group for its North American Dodge brand. The Charger name is a historical one, borne by many other Dodge Charger models in the past. Introduced in February 2005 for the 2006 model year, this new Charger shares the LX platform of the Chrysler 300 and Dodge Magnum, which borrows component parts from the Mercedes E-Class platform ; in fact, the interior of the Charger is almost identical to that of the Magnum. It replaced the Dodge Intrepid as Dodge's full-size sedan. This Charger is a family four-door sedan, disappointing many fans of the previous two-door Chargers. It is built at Brampton Assembly in Canada.

The Charger SE and SXT are equipped with Chrysler's 3.5 L V6 and sells at a starting price of US$22,995. The 3.5 L V6 produces 250 hp and 250 ft·lbf of torque. ( Big deal!)
In Canada, the base model Charger has a 2.7 L V6, which produces 190 hp and 190 ft·lbf of torque. In 2006, the 2.7 L V6 was also available in the US for fleet sales only. For 2007, the SE package could be had with the 2.7 L engine for all buyers.

The R/T version uses the 5.7 L Hemi V8 and sells for US$29,995.
This engine produces 340 hp and 390 ft·lb of torque. ( Now thats more like it!)

The SRT-8 model comes with the 6.1 L Hemi V8 and has a base price of US$35,320.
The 6.1 L Hemi produces 425 hp and 420 ft·lbf of torque.

Whoa.....425 horsepower?
The 1967 440 Magnum was rated at 375 hp (280 kW) with a single 4-barrel carburetor!
The 440 Six Pack, with three two-barrel carburetors had a rating of 390 hp!

Okay, maybe it IS worthy........

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The Dodge Magnum

2007-09-06T09:32:00.000-05:00

The Dodge Magnum wasn't really a muscle car I guess, but it did replace the Charger.
And I had one!
Okay, mine was a little modified.
We pulled the original intake and carb off and replaced them with a Holley 650 cfm and an Edelbrock aluminum intake. Then we punched out the catalytic converter and ran the exhaust through one Hush Thrush ( I think ) muffler.
It was the ultimate sleeper. That Magnum could cruise at 100 all day and you felt like you were going 25.
And I removed more than a few doors from Trans-Ams and Z's at stop lights.
I'm not alone though, there's a site for Magnum lovers at: http://www.magnumxe.com/
I couldn't really find a photo that did the Magnum justice. You had to catch it at just the right angle. So check out the above site for some pics.

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The Dodge Charger, part 8

2007-08-13T15:18:00.000-05:00

The 1975 Dodge Charger would be nothing more than a rebadged Chrysler Cordoba. The Charger SE (Special Edition) was the only model offered. It came with a wide variety engines from the 318 in (5.2 L) "LA" series small block V8 to the 400 in (6.6 L) big block V8. The standard engine was the 360 in³ (5.9 L) small block. Sales in 1975 amounted to 30,812.

In 1976 the model range was expanded to four models — base, Charger Sport, Charger SE and the Charger Daytona. The base and Sport models used a different body than the SE and Daytona, and were essentially a rebadging of what had been the 1975 Dodge Coronet 2-door models - and available with a 225 in (3.7 L) Slant Six, which was not offered on the SE and Daytona. The Charger Daytona was introduced in hopes or rekindling the performance fire, but it amounted to little more than a tape/stripe package. It did offer either the 360 small block or the 400 big block. Sales did go up slighty to 65,900 in 1976 but would quickly plummet after that mainly due to the fact the base and Sport models were one-year only offerings that did not return for 1977.

In 1977 the base Charger and Charger Sport were dropped as this body style became part of the newly named B-body Monaco line, and only the Charger SE and Charger Daytona were offered. Sales dropped to 36,204. In 1978 only about 2,800 Chargers were produced (likely to use up leftover stock of 1977 trim parts), after which it was replaced by the similar 1978 Dodge Magnum.

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The Dodge Charger, part 7

2007-08-07T13:04:00.000-05:00

The 1973 Chargers sported new vertically slatted taillights and a new nose (and no more hidden headlights, even as an option). The 318 was still standard, with the 340 (available only on the Rallye), 360, 400 and 440 remaining as options. The SE models had a new roof treatment that had "triple opera window" treatment surrounded by a canopy-style vinyl roof. All other models had a new quarter window treatment, ditching its AMC Gremlin-style window in favor of a more conventional design. Sales this year were around 108,000 units, the highest ever for the 1971-74 Charger generation.

1974 was a virtual rerun of 1973 other than a slighty revised grille, the biggest news was that the Rallye option was dropped (along with the 340 engine option with the 360 instead). All other engine options remained the same. Several performance rear end ratios, including a 3.23 limited slip rear end were still available. A four speed transmission, was still an option except with the 440 engine. Emphasis in these years turned to luxury instead of performance, hence the high sales figures for the SE model, but one could still option a Charger with respectable performance options if one were so inclined and turn in decent performance figures for the day. The Charger, however, was no longer considered a performance car, and was gradually turned into personal luxury car, because all manufacturers "saw the handwriting on the wall." The muscle car era came to a close, and the 1975 Dodge Charger would be the final nail in the coffin.

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The Dodge Charger, part 6

2007-08-01T16:41:00.000-05:00

In 1971, the all-new third generation Charger debuted. It was completely restyled with a new "Pontiac" grille and more rounded "fuselage" bodystyle. Many people have compared the look of the 1971-1974 Chargers to the 1968-1970 Pontiac GTOs. The interiors now looked more like those of the E-body and were now shared by the Plymouth B-body. Hidden headlights were no longer standard, they were now optional. A rear spoiler and a "Ramcharger" hood made the option lists for the first time. A special scoop was mounted in the hood, directly above the air cleaner. If the driver wanted to put clean air directly into the carburetor, he pulled a small lever under the dash and the scoop popped up. This gimmicky (but novel) device had been used on the Coronet R/T and Super Bees, but this was the first time it was used on the Charger.

Dodge also merged its Coronet and Charger lines. From 1971, all four-door B-bodies were badged as Coronets and all two-door B-bodies as Chargers. This change would add the one-year-only Charger Super Bee to the Charger stable.

The Dodge Super Bee made the move from the Coronet line to the Charger line for 1971 only, then the model was discontinued. Several other models were carried over from 1970, including the 500. The R/T and SE versions carried over as well, but the R/T's popularity was on the downslide thanks to higher insurance costs. Only 63 Hemi versions were built, and 2,659 were built with other engines that year. Rapidly rising insurance rates, combined with higher gasoline prices, reduced sales of muscle cars and 1971 was the last year of availability for the 426 Hemi "Elephant engine" in any car. 1971 also saw the end of the high-performance 440 Six-Pack engine (although some Dodge literature stated that this engine was available for 1972, it was pulled at the last minute. However, a few factory installed six-pack Chargers and Road Runners were built very early in the production run).

The 1972 Charger bowed with a new "Rallye" option to replace the former R/T version. The SE model now had a more formal roof appearance than the others had. The 440 engines were still available, but now had to use the net horsepower rating instead of the gross horsepower rating. This would cause their horsepower ratings to go down substantially, although the net horsepower rating was actually more realistic. Also beginning in 1972, all engines featured lowered compression ratios to permit the use of regular leaded or unleaded gasoline rather than leaded premium fuel as in past years due to increasing tighter emissions regulations. A low-compression 440 with a 4 barrel carburetor became the top dog engine (basically the same engine you could get in your grandfather's New Yorker), and the use of the pistol-grip 4-speed Hurst shifter was limited to engines of 400 cubic inches.

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The Dodge Charger, part 5

2007-07-23T17:53:00.001-05:00

Immaculate Charger from http://www.macleanclassics.com/

In 1970 the Charger changed slightly again. This would be the last and rarest year of the 2nd generation Charger and it now featured a large wraparound chrome bumper and the grille was no longer divided in the middle. New electric headlight doors replaced the old vacuum style. Side markers were now actual lights. The taillights were similar to those used in 69, but 500 and R/T models came with a new more attractive taillight panel. On the R/T new rear-facing scoops with the R/T logo were mounted on the front doors, over the door scallops. A new 440 or HEMI hood cutout made the option list for this year only.And there were many options you could get for the dodge charger you could have the smaller horse power 318 put in or the 440 magnum etc.

In order to achieve the desired look, Dodge painted the hood scallop inserts black and put the silver engine callouts on top. New "High Impact" colors were given names, such as Top Banana, Panther Pink, Sublime, Burnt Orange, Go Mango and Plum Crazy. The 500 returned for another year, but now it was just a regular production Charger unlike the limited production NASCAR Charger of 1969.

Interior changes included new high-back bucket seats, the door panels were also revised and the map pockets were now optional instead of standard. The ignition was moved from the dash to the steering column (as with all Chrysler products this year), and the glove box was now hinged at the bottom instead of the top as in 1968-69. The SE "Special Edition" option added high end luxury to a full on muscle car and was available as 500 SE and R/T SE models. The all new pistol grip shifter was introduced, along with a bench seat, a first for the Charger since its debut.

A new engine option made the Charger's list for the first time, the 440 Six Pack. With three two-barrel carburetors and a rating of 390 hp (291 kW), it was one of the most exotic setups since the cross-ram Max Wedge engines of the early 1960s. The Six Pack was previously used on the mid-year 1969 Dodge Super Bee and Plymouth Road Runner and was notorious for beating the Hemi on the street. Despite this hot new engine, production slipped again to 46,576 but most of this was due to the brand new E-body Dodge Challenger and the high insurance rates. In the 1970 Nascar season it was the 1970 Charger that tallied up more wins (10) than any other car....including the notorious 69 Dodge Charger Daytonas and Plymouth Superbirds, giving Bobby Isaac the Grand National Championship. Lower sales, higher performance and more options has made the '70 Charger the most collectible of the 2nd generation Chargers.

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The Dodge Charger, part 4

2007-07-16T13:18:00.001-05:00

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. 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. The full length taillights were gone as well. Instead, dual Corvette-inspired taillights were added. Dual scallops were added to the doors and hood to help accent the new swoopy lines. Inside, the interior shared almost nothing with its first generation brothers. The four bucket seats were gone, the console remained the same as the '67. The tachometer was now optional instead of standard, the trunk and grille medallions were gone, the carpeting in the trunk area was gone, replaced by a vinyl mat, the rear seats did not fold forward and the space-age looking electroluminescent gauges disappeared in favor of a more conventional looking design.

In order to further boost the Charger's muscle car image, a new high-performance package was added, the R/T. This stood for "Road/Track" (no 'and' between Road and Track) and would be the high performance badge that would establish Dodge's performance image. Only the high performance cars were allowed to use the R/T badge. The R/T came standard with the previous year's 440 "Magnum". The Slant Six was added to the option list in 1968 as a "credit" option, but it proved to be a very poor seller. Most people wanted a V8 in their Charger. The rest of the engine lineup (318-2, 383-2, 383-4, 426-2x4) remained unchanged.

In 1968 Chrysler Corporation unveiled a new ad campaign featuring a Bee with an engine on its back. These cars were called the "Scat Pack". The Coronet R/T, Super Bee, Dart GTS and Charger R/T received bumble-bee stripes (two thin stripes framing two thick stripes). The stripes were standard on the R/Ts and came in red, white or black. They also could be deleted at no cost. These changes and the new Charger bodystyle proved to be very popular with the public and helped to sell 96,100 Chargers, including over 17,000 Charger R/Ts.

A famous Charger was the four-speed, triple-black 1968 Charger R/T used in the movie Bullitt. The chase scene between Steve McQueen's fastback Mustang GT and the hitmen's Charger R/T is popularly regarded as one of the greatest car chase scenes ever filmed. During filming of the scene, the Charger proved to be extremely durable. When performing the various jumps over the hills in San Francisco, the Mustang GT encountered several suspension problems, while the suspension of the Chargers used never failed once.

A similar 1968 Charger R/T was seen in the Blade Trilogy trilogy of films.

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The Dodge Charger, part 3

2007-07-14T15:35:00.000-05:00

Since the Charger was such a sales success despite its midyear introduction, changes were limited for 1967. Outside, new fender-mounted turn signals were introduced and would serve as the main outside indentifier between a 1966 and 1967 Charger. A vinyl roof become available as well. Inside, the full length console was gone, due in part to customer complaints about entry and exit from the back seats. It was replaced with a regular sized console. Bucket seats were standard, but a folding armrest/seat and column shifter was an option allowing three people to sit up front.

As for engine options, the 440 "Magnum" was added and the 361 cid engine was replaced by a 383 cid engine. The 440 was conservatively rated at 375 hp (280 kW) with a single 4-barrel carburetor. The 318 two-barrel engine remained, although it was now an Chrysler LA engine, unlike the 1966 polysphere "poly" design. The 383 4-barrel and the 426 Street Hemi remained as options.

Despite the Chargers' NASCAR racing success of 1966, sales slipped by half. In 1967 only 15,788 Chargers were sold. The Chargers faced competition from the Trans-Am Series, the Ford Mustang and the just introduced Chevrolet Camaro. Dodge decided that a major redesign was in order, rather than a minor face-lift.

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The Dodge Charger, part 2

2007-07-03T18:40:00.000-05:00

Carl "CAM'" Cameron would be the exterior designer of Dodge's new flagship vehicle, and on January 1, 1966, viewers of the Rose Bowl were first introduced to the new "Leader of the Dodge Rebellion", the 1966 Charger. The Charger's introduction coincided with the introduction of the new street version of the 426 Hemi (7.0 L). Finally, Dodge would have the performance image to go along with this performance engine.

As the 1966 Charger's features would go, the "electric shaver" grille used fully rotating headlights that when opened or closed made the grille look like one-piece. Inside, the Charger used four individual bucket seats with a full length console from front to rear. The rear seats and console pad also folded forward, and the trunk divider dropped back, which allowed for lots of cargo room inside. Many other things were exclusive to the Charger such as the door panels, courtesy lights and the instrument panel.

The instrument panel was especially interesting as regular bulbs weren't used to light the gauges. Instead four electroluminescent dash pods housed the tachometer, speedometer, alternator, fuel and tempature gauges. In the rear the full length taillight read CHARGER.

The engine selection was all V8s. A six cylinder engine didn't make the option list until 1968. In 1966 four engines were offered; the base-model 318 in (5.2 L) 2-barrel V8, the truck-sourced 361 in (5.9 L) 2-barrel, the 383 in (6.3 L) 4-barrel, and the new 426 Street Hemi. The majority of 1966 Chargers were ordered with the 325 hp (242 kW) 383.

Total production in 1966 came to 37,344 units, which was successful for the mid-year introduction.

In 1966 Dodge took the Charger into NASCAR in hopes that the fastback would make their car a winner on the high-banks. But the car proved to have rear end lift around corners which made it very slippery on the faster tracks. The lift was because the air actually travelled faster over the top of the car than under it, causing the car to act like a giant airplane wing. Drivers would later claim that "it was like driving on ice." In order to solve this problem Dodge installed in a small lip spoiler on the trunk lid which improved traction at speeds above 150 mph (240 km/h). They also had to make it a dealer-installed option in late 1966 and through 1967 because of NASCAR rules (with small quarter panel extensions in 1967). The 1966 Charger was the first US production vehicle to have a spoiler. David Pearson, driving a #6 Cotten Owens-prepared Charger, went on to win the NASCAR Grand National championship in 1966 with 14 first-place finishes.

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The Dodge Charger, part 1

2007-06-23T14:59:00.000-05:00

There have been a number of vehicles bearing the Charger nameplate, but the name has generally denoted a performance model in the Dodge range. The 1966 to 1974 Chargers were the high performance B-body models. The 1975 to 1978 Chargers were based on the Chrysler Cordoba.

For two years Dodge had to stand by and watch as the Pontiac GTO, which started the American muscle car era in 1964, ran away with the sales. The rest of GM's divisions were quick to jump on the muscle car bandwagon. Buick followed with the Gran Sport and even Oldsmobile brought out the 442. Yet Dodge, despite putting out cars that could meet or beat these cars on the street or strip, didn't have a performance image muscle car of their own. Even with a wide array of performance engines, their Coronet's styling and image was considered by most to be "conservative." Dodge needed a car that would show that they were capable of competing in the emerging muscle car era.

Burt Bouwkamp, the Chief Engineer for Dodge during the 1960s and one of the men behind the genesis of the Charger, related his experience during a speech in July 2004.

"Lynn Townsend was at odds with the Dodge Dealers and wanted to do something to please them. So in 1965 he asked me to come to his office - for the second time. He noted that one of the Dodge Dealer Council requests was for a Barracuda type vehicle. The overall dealer product recommendation theme was the same - we want what Plymouth has. The specific request for a Mustang type vehicle was not as controversial to Lynn. His direction to me was to give them a specialty car but he said 'for God's sake don't make it a derivative of the Barracuda': i.e. don't make it a Barracuda competitor.

"So the 1966 Charger was born."

"We built a Charger 'idea' car which we displayed at auto shows in 1965 to stimulate market interest in the concept. It was the approved design but we told the press and auto show attendees that it was just an "idea" and that we would build it if they liked it. It was pre-ordained that they would like it."

And like it they did. Enthusiastic reaction clearly indicated that all Dodge had to do was put on practical bumpers and start production.

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The Dodge Challenger, part 3

2007-06-21T15:01:00.000-05:00

A new "retro" Dodge Challenger concept car was shown at the 2006 North American International Auto Show. The concept uses a shortened LX platform, has the 6.1 L Hemi V8 coupled to a manual transmission, and borrows many styling cues from the original 1970 model. On July 1, 2006, prior to the Pepsi 400 at the Daytona International Speedway, Dodge announced that this concept would, in fact, be made for the 2008 model year. It will be built on the Chrysler LC platform, which is the shortened version of the Chrysler LX platform, similar to the concept's platform. The rear-wheel drive performance coupe will be a direct competitor to the hugely successful Ford Mustang, as well as to the potential future Chevrolet Camaro and Pontiac GTO muscle cars. The Challenger will be made in limited numbers on the same line as the Dodge Charger, Chrysler 300, and Dodge Magnum in Brampton, Ontario, Canada, as the same flexible manufacturing system that allows the Jeep Commander and Jeep Grand Cherokee to be built on the same line, as well as the Dodge Caliber, Jeep Compass, and Jeep Patriot, one after the other (instead of in batches). The SRT-8 Challenger will feature the 6.1 L Hemi V8 as standard equipment. Both manual and automatic transmissions will be offered. There will be no other models for 2008, others may be added in 2009.

Unlike all other American domestic sport coupes, the new Challenger is a true two-door hardtop, with no B-pillar. Recent spy photographs (unconfirmed) of production test mule Challengers have revealed the presence of a B-pillar, but it is as yet unclear as to whether actual production models will contain the B-pillar.

Daytona Beach, Fla. - Chrysler Group President and CEO Tom LaSorda today announced that Dodge Challenger will return to production after a nearly 35-year hiatus. The all-new Dodge Challenger will debut as a 2008 model in calendar-year 2008.
( That strikes me as kinda strange, since I saw one on the road in Greensboro NC about 2 weeks ago....)

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The Dodge Challenger, part 2

2007-06-17T14:11:00.000-05:00

Although the body style remained the same throughout the Dodge Challenger's 5 year run, there were two notable changes to the front grille. 1971 models had a more stylized "split" grille, and the final manipulation coming in 1972, with the incorporation of the "sad-mouth" design. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish said models is by the front and rear "bumperettes" which exponentially increased in size during each consecutive year. These changes were made to meet US regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual lamps similar to the mid-size Mercurys of the time.

As the reputation of Chrysler's E-body line skyrocketed, so did their prices. 1970 and 1971 models tend to generate more attention from potential (and usually deep pocketed) buyers, as the performance and style options had not yet been toned down. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for customizable later models to create their own dream machines. Indeed, many "clones" of the more visceral 1970 and 1971 Challengers have been created by using 1972 through 1974 donors; the front and rear grilles/bumpers on these vehicles are easily interchangeable. However, the tail panel is not so easy to change - the 1970 and 1971 tail panels are quite different from the 1972 to 1974 models.

Today they are considered one of the most sought-after muscle cars. The rarity of specific models and combinations today is primarily the result of low buyer interest and production at the time.

Dodge Challengers were mainly produced for the US and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG AG in Schinznach, near Zurich. Only a very few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector's point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.

Chrysler exported Dodge Challengers officially to France as well. They tried to market the Challenger there through the Simca company, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Simca Challengers still exist today.

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The Dodge Challenger, part 1

2007-06-16T16:13:00.000-05:00

Dodge Challenger is the name of three different automobile models marketed by the Dodge division of the Chrysler Corporation since the 1970s.

The first Challenger was the division's late entrant to the pony car market segment in the United States, launched for the 1970 model year. It was based on the similar Plymouth Barracuda's new E-body, though the wheelbase, at 110 inches, was two inches longer and had substantially different outer sheetmetal than its Plymouth cousin. Exterior design was done by Carl "CAM'" Cameron, who also did the exterior for the 1966 Dodge Charger. For the 1970 Challenger grille, CAM' based it off of an older sketch of his of a 1966 Charger prototype that was designed to have a turbine engine. The Charger never got the turbine, but the Challenger got that car's grille. Although the Challenger was well-received by the public (with 80,000 sales in 1970 alone), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Challenger production ceased after the 1974 model year, only having lasted five years; performance dropped off dramatically after the 1971 models. About 165,500 Challengers were sold over this model's lifespan.

First generation

Three models were offered: Challenger Six, Challenger V8 and Challenger R/T. Challengers could either be hardtops, coupes, or convertibles (through 1971 only). The standard engine on the base model was the 225 insix-cylinder. Standard engine on the V8 was the 230 hp 318 inV8 with a 2-barrel carburetor. Optional engines were the 340 and 383 inV8s, all with a standard 3-speed manual transmission, except for the 290 hp 383 inengine, which was available only with the TorqueFlite automatic transmission. The 4-speed manual was optional on all engines except the 225 inI6 and 383 inV8.

The performance model was the R/T (Road/Track), with a 383 inMagnum V8, rated at 335 hp. Standard transmission was a 3-speed manual. Optional R/T engines were the 375 hp 440 inMagnum, the 390 hp 440 inSix-Pack and the 425 hp 426 inHemi. The R/T was available in all three body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller 'formal' rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel and seatbelts). The Challenger R/T came with a Rallye instrument cluster which included a 150 mph speedometer, an 8000 rpm tachometer and an oil pressure gauge. The convertible Challenger was available with any engine except for the 340 inV8, as well as in the R/T and SE trim levels. In 1972, Dodge dropped the R/T badging and now called it the "Rallye". Other options, as well as engines and a manual transmission, included steeper rear axle ratios, a limited-slip differential, and a shaker hood scoop were gone for 1972.

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car, which used a specially tuned 290 hp Six-Pack version of the 340 inengine, topped with a giant hood scoop on a fiberglass hood. 'Megaphone' exhaust outlets were fitted in front of the rear wheels. These cars came standard with front and rear sway bars to enhance handling. Different-sized tires were fitted front and back, with very fat rubber (G60-15) on the rear and power front disc brakes. The T/A came standard with a rear ducktail spoiler and could be fitted with a front spoiler as well.

The "Western Special" was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the Challenger "Deputy".

By 1972, all big-block engines were gone, maximum power was down to 240 hp, and production ceased in mid-1974.

For obvious reasons, the 440 and the 426 Hemi engines were considered the most desirable, and nowadays command sizable premiums over the smaller engines.

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The Chevrolet Nova, part 5

2007-06-15T16:23:00.000-05:00

Eddie Murphy's character Axel Foley in the 1984 movie Beverly Hills Cop drove an early 70's "crappy blue Chevy Nova".
The 1994 Quentin Tarantino movie Pulp Fiction, hitmen Samuel L. Jackson and John Travolta drove around in a green 1974 Nova that meets an interesting fate.
Also in 1994, the song Jacked-Up Nova was featured on "Some Assembly Required" album by the group Lazy.
In the Goof Troop episode "Close Encounters of the Weird Mime", Max gives PJ advice on how to pass a science project by using "Comets, quasars, novas, super novas," and "Chevy Novas."
In Quentin Tarantino's half of the movie Grind House called Death Proof, Kurt Russell's character drives a 1971-72 Nova. The Nova, with a huge skull and crossbones on the hood, plays a major role in the plot of the film.
Futurama protagonist Phillip J. Fry claims in the episode "Roswell that Ends Well" that he owned a Chevy Nova back in the 20th century, saying "I've never seen a supernova blow up, but if it's anything like my old Chevy Nova, it'll light up the night sky."
Slick Rick sang in his song "Children's Story", "Dipped into a car, a stolen Nova".

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The Chevrolet Nova, part 4

2007-06-14T16:00:00.000-05:00

A completely restyled Chevrolet Nova was introduced in 1975 and continued through 1979. Base coupes, including the hatchback, had fixed side windows (or optional flip-out windows) and vertical vents on the B-pillar.

Six-cylinder and V8 engines remained the norm through the end of the decade (and the end of the rear-wheel drive X platform).

The front suspension and subframe assembly was similar to the one used in the second generation GM F-body cars (the Camaro and Pontiac Firebird), whereas the rear axle and suspension were carried over from the previous generation.

The Nova lineup ranged from the stripped-down "S" model, base, Custom (1975 and 1978 to 1979, which in later years became the LN and Nova Concours replacement), and the luxury-themed LN (the LN was the first to sport metric displacement badges — either "4.3 LITRE" or "5.7 LITRE"). The LN was replaced with the Nova Concours (1976 and 1977; 1977 models had a 3-taillight lens scheme much similar to the Impala with a Cadillac-esque front clip). All were intended as competition for the recently introduced Dodge Aspen/Plymouth Volare and Ford Granada/Mercury Monarch. From 1977 to 1978, there was also the Nova Rally (not to be confused with the Rally Nova of the early 1970s). These came with the 305 in V8 engine, and some with the 4-speed Saginaw manual transmission.

The Apollo was replaced by the sportier Buick Skylark after 1975 (during the 1975 model year, the Apollo nameplate was used for the 4-door sedan, while the coupe was badged as the Skylark), while Pontiac's Ventura became the more luxurious Phoenix for 1978 (the Phoenix was the first X-body fitted with square headlights). Rebadged versions of the Nova had either a Chevrolet inline-six or Buick V6 as the base engine.

During the 1977 model year for the Ventura, the GM Iron Duke was the base engine (in response to the Arab Oil Embargo) coupled to a Borg-Warner T-50 transmission (it has no relationship to the T-5 found in third-generation GM F-bodies). The Ventura was replaced by the Phoenix in the middle of the 1977 model year.

Base V8 engines included Chevrolet 262 in and 305 in engines, and an Oldsmobile 260 in V8; Pontiac Venturas were not fitted with a Pontiac V8 from the factory after 1975, when Oldsmobile 260s and Buick 350s were installed as optional equipment. This led to civil action against GM.

The Nova SS continued for 1975 and 1976; when the SS was discontinued, the option code for the SS — RPO Z26 — continued as the Nova Rally until 1979.

Even Cadillac got into the act; the Nova's X platform was stretched by several inches and fitted with an Oldsmobile fuel-injected V8 to become the Seville for 1975.

A high-performance police version of the Nova was introduced for the 1975 model year, making it the first compact car certified for police duty in the US. Most were initially purchased by the Los Angeles County Sheriff's Department in 1976.

The Nova's final model year, 1979, saw few changes. The front end was revised with square headlights and a new grille for the short run. Production ended on December 22, 1978.

From 1980 onward, the Nova's original niche in the Chevrolet lineup was filled by front-wheel drive compacts including the Citation (1980 to 1985), and Corsica (1987 to 1996). Upon introduction of the downsized GM A-body (later G-body) mid-size cars in 1978, the X-body and downsized A-platform had similar dimensions, and the more modern downsized A-bodies outsold their X-body counterparts.

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The Chevrolet Nova, part 3

2007-06-13T14:18:00.001-05:00

A virtual rerun of 1971, the 1972 Chevrolet Nova received only minor trim changes and both the Rally Nova and SS options were carried over. At mid-year a sunroof option became available on two-door models. Also, the optional Strato bucket seats available on coupes switched from the previous low-back design with adjustable headrests to the high back units with built-in headrests introduced the previous year on Camaros and Vegas.

The 1973 model year introduced a hatchback bodystyle based on the 2-door coupe. Following a government mandate for vehicles to be fitted with front and rear bumpers capable of absorbing a low-speed impact of 5 mph, the front and rear of the Nova were restyled. A modified rear side window shape was also introduced, eliminating the vent windows on both two- and four-door models. A revised rear suspension was adapted from the second generation Camaro with multi-leaf springs replacing the mono-leaf springs used on Novas since the original 1962 model. By this time, six-cylinder and V8 engines were de rigeur for American compact cars, with the 307 in and 350 in (5.0 and 5.7 L) V8s becoming fairly common. Nova SS models offered a higher-performance 350 in V8. The 1973 Nova with a six-cylinder engine or 307 in V8 were among the last Chevrolets to be offered with the now-outdated two-speed Powerglide automatic transmission, which was in its final year. For 1974, it was replaced by a lightweight version of the three-speed Turbo-Hydramatic 350 already offered with the 350 in V8, which was the only V8 offered for 1974. These Novas where also fitted with a weight sensitive relay within the front bench seat that prevented the vehicle from being started until the driver's seatbelt had been fastened. Later, a law passed by Congress banned this type of device, declaring that it infringed on a driver's freedom of choice. The devices were not included in future Nova models.

A luxury-themed Nova Custom, later called the Nova LN, became part of the model lineup which included upgraded upholstery, full carpeting and more exterior trim. The SS option was still available but became more of a sporty trim package than a performance offering and now offered with any Nova engine, much like the 1963 to 1967 Nova SS.

Oldsmobile and Buick entered the compact car market; both the Apollo and Omega debuted, using the same bodystyles from the Nova lineup. Additional options were included on these Nova-like models, such as lighting under the dashboard and in the glove compartment. Pontiac's final GTO of this era was based on a facelifted 1974 Ventura coupe, itself based on the Nova, but fitted with a shaker hoodscoop from the Trans Am.

By accident or design, the names of the GM compacts of this era formed an acrostic of the name of the parent model:
N ova,O mega,V entura,A pollo.

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The Chevrolet Nova, part 2

2007-06-09T15:36:00.001-05:00

An extensive restyle came in 1968, when the station wagon and two door convertable were discontinued. This body style continued (with minor revisions) through 1974. One notable change was the front subframe assembly — as compared with Ford, Chrysler and AMC, in whose cars the entire front suspension was integrated with the bodyshell, a separate subframe housing the powertrain and front suspension (similar to the front part of the frame of GM's full-size, full-framed vehicles) replaced the earlier style. Although the front subframe design was a Chevy II-exclusive design, the Camaro introduced a year earlier was the first to incorporate such a design; the redesigned Chevy II was pushed a year back to 1968 instead of 1967. 1968 was the final year that the Chevy II nameplate was used, although all 1968 models were "Chevy II Novas" with one single trim line.

The 153 in four-cylinder engine was offered between 1968 and 1970, then was dropped due to lack of interest. Far more popular were the 250 in six-cylinder and the base 307 in V8, which replaced the 283 in V8 offered in previous years. At mid-year, a semi-automatic transmission based on the Powerglide called the Torque-Drive was introduced as a low-cost option for shiftless motoring for both the four and six-cylinder engines. The two-speed Powerglide was still the only fully-automatic transmission available with most engines as the more desirable three-speed Turbo-Hydramatic was only available with the largest V8 engines.

The SS was transformed from a trim package to a performance option for 1968 and now included a 295 hp 350 in V8 engine along with front disc brakes, heavy-duty suspension and other performance hardware. Optional engines included two versions of the big-block 396 in V8 rated at 350 and 375 hp. Both engines were offered with a choice of transmissions including the M-21 close-ratio four-speed manual, the M-22 heavy-duty "Rock Crusher" four-speed manual, or the three-speed Turbo-Hydramatic 400 for those who preferred automatic shifting.

For 1969, the Chevy II nameplate was retired and the car became the "Chevrolet Nova" for this year (some sources referred to it as the Chevrolet Chevy Nova - perhaps the decision to drop the Chevy II moniker was a last-minute decision for 1969). No Chevy nameplates remained for 1969. The trunklid badge "Chevy II by Chevrolet" was replaced by "Nova by Chevrolet" Like other 1969 GM vehicles, locking steering columns were incorporated. Simulated vents were added below the Nova script, which was relocated to the front fender instead of the rear quarter panel. The 350 in V8 with four-barrel carburetor that came standard with the SS option was revised with a 5 hp increase to 300 hp while a two-barrel carbureted version of the 350 in V8 rated at 255 hp was a new option on non-SS models. A new Turbo-Hydramatic 350 three-speed automatic was made available for non-SS Novas with six-cylinder and V8 engines.

Basically a carryover from 1969; the side markers and taillight lenses for the 1970 Nova were wider and positioned slightly differently. This was the final year for the SS396. All other engines were carried over including the seldom-ordered four-cylinder which was in its final year. The car finally became simply the Chevrolet Nova this year after two years of transitional nameplates (Chevy II Nova in 1968 and Chevrolet Chevy Nova in 1969).

Approximately 177 COPO Novas were ordered, with 175 converted by Yenko Chevrolet. The other two were sold in Canada.

1971 Novas were similar to the previous year but with the loss of the simulated fender vents and the discontinuation of the 396 in engine for the SS with the 350 in engine taking its place. 1971 also saw the introduction of the Rally Nova, a trim level that only lasted two years (until it resurfaced in 1977). The Rally kit included black or white stripes that ran the length of the car and around the back, a Rally Nova sticker on the driver's side of the hood, and Rally wheels.

The 250 in six-cylinder engine was now the standard Nova engine with the demise of the 153 in four-cylinder and 230 in six-cylinder engines. The 307 in and 350 in V8s were carried over from 1970 and all engines featured lowered compression ratios to enable the use of unleaded gasoline as a result of a GM corporate mandate that took effect with the 1971 model year.

After 1971, other GM divisions began rebadging the Nova as their new entry-level vehicle, such as the Pontiac Ventura II (once a trim option for full-size Pontiacs to 1970), Oldsmobile Omega and the Buick Apollo. Interestingly, the initials of the four model names spelled out the acronym NOVA (Nova, Omega, Ventura, Apollo).

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The Chevrolet Nova

2007-06-05T15:03:00.001-05:00

The Chevrolet Nova or Chevy II was a American compact car introduced by the Chevrolet division of General Motors in 1962. The original Chevy II was of unibody construction, powered by an OHV inline-four or six-cylinder engine, and available in two-door and four-door sedan configurations as well as convertible and station wagon versions. After the rear-engine Chevrolet Corvair was handily outsold by the conventional Ford Falcon in 1960, Chevrolet began work on a more conventional compact car that would eventually become the Chevy II. These cars were also sold in Canada from 1963 as the Pontiac Acadian, with minimal trim and equipment modifications, until the early 1970s when they were renamed in keeping with their US cousins as the Ventura II.

Available engines for the Chevy II included a 153 in four-cylinder and a 194 in inline six. The six-cylinder was actually the third generation engine, replacing the second generation Stovebolt. Rival manufacturer Chrysler had earlier developed the Slant Six in their Plymouth Valiant, a Chevy II competitor, when the cars were introduced to the public in late 1959 as 1960 models.

Although the Nova was not originally available with a V8 option, the engine bay was perfectly proportioned for one. It wasn't long before Chevrolet V8s were offered as dealer-installed options (between 1962 and 1963), up to and including the fuel injected version available in the Corvette. The combination of readily available V8 power and light weight made the Nova a popular choice of drag racers.

For 1963, the Chevy II Nova Super Sport was released. As mentioned above, Novas could not "officially" have V8 engines at this time — the standard SS engine was the six-cylinder — but many ended up with a small-block V8 under the hood. For 1964, the Chevy II's first factory V8 option was introduced, which was a 195 hp 283 in³ V8. In 1965, a 327 in V8 was also available with up to 300 hp.

In 1962 and 1963 the Nova was available in a convertible body style, and a two-door hardtop was available from 1962 to 1965.

1966 Novas saw a significant restyling, based in part on the Super Nova concept car. In general, proportions were squared up but dimensions and features changed little. Engine options still included the basic inline four and six-cylinder engines and V8s of 283 and 327 in (4.6 and 5.4 L), the latter offering now offering up to 350 hp.

During this time, the 90 hp 153 in four-cylinder engine was only offered in the base Chevy II 100 series models with the 120 hp 194 in inline-six standard on the Nova and Super Sport models. In addition to the V8s, other optional engines included a 140 hp 230 in six-cylinder and a 155 hp 250 in six-cylinder, the latter a new offering for 1967. For 1966, Super Sport (SS) models did not carry the Nova name, but were badged as Chevy II Super Sports.

Although Chevy IIs had the same body for both these years, 1967 models carried significant improvements in the area of safety equipment. A government-mandated energy-absoring steering column and safety steering wheel, soft interior parts such as armrests and sun visors, recessed instrument panel knobs, and front shoulder belt anchors, were included in all 1967 models.

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The Chevrolet El Camino, Part 2

2007-06-03T18:55:00.002-05:00

A new, smaller El Camino was unveiled in 1978, with more sharp-edged styling. With a single headlight design, until a later revision in 1982 that had a four headlight design on the same body style as previous years from 1978 to 1981. Since the Chevelle was no longer produced, the El Camino instead shared components with the Chevrolet Malibu and Chevrolet Monte Carlo. V6 engines were available for the first time, and from 1982 through 1984, Oldsmobile-sourced diesel engines.

After 1984, GM shifted El Camino production to Mexico for three more years. Production ceased after the 1987 model year, as sales of the Chevrolet S-10 true pickup truck were outselling its passenger car counterpart.

1985 to 1987 El Caminos (and its twin, the GMC Caballero) were produced in Ramos Arizpe, Mexico. Around 200 unsold 1987 El Caminos were sold as 1988 models.

Many El Caminos are still used as daily drivers, and some are used in various racing venues. The 1980s version is the most popular of any of that generation of body styles, though the late 60s command the highest prices and inspire the most replicas from Hot Wheels, Matchbox and Johnny Lightning which have produced few Ford Rancheros. The Discovery Channel program Monster Garage once turned an El Camino into a Figure-8 racer (dubbed the "Hell-Camino"). The drift team Bubba Drift uses a 1986 El Camino as the only drifting truck. It is one of the few drift trucks that uses an automatic transmission instead of a manual transmission.

The titular character of "My Name Is Earl" owns a fourth generation El Camino, although it has suffered damage and now has several replacement parts. The main character of the movie ATL, played by T.I., drives an El Camino. In the animated King of the Hill, Khan trades in his Maxima for a 1980s El Camino as he transforms into a redneck, and he parks it visibly in the parking lot to help generate sympathy for his daughter who is applying for college. On the television series Prison Break, "Scan" portrayed fugitive Fernando Sucre hotwiring an El Camino pickup in Defiance, Ohio. In the sitcom That 70's Show the character Steven Hyde owns a second generation El Camino.

The El Camino is ostensibly the subject of the songs "El Camino," by Ween and "El Caminos in the West" by Grandaddy.

On a production note, it has been constantly rumored for years now that GM may bring back the El Camino. GM already has a vehicle ready in Australia in the form of the Holden Ute, save for some minor changes necessary to make it available in the U.S. This may have been backtracked within the past couple of years, however, as the Subaru Baja, the only "pickup car" recently available in the US, didn't sell well at all and was dropped after the 2006 model year. In addition, the Pontiac GTO (which Holden built and exported for Pontiac and was loosely related to the Holden Ute) didn't sell well either and was only programmed for three years ending in 2006 due to Holden upgrading the platform it was based on. A Chevrolet model, known as the Lumina Ute, is sold in South Africa.

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The Chevrolet El Camino, Part 1

2007-06-03T18:52:00.000-05:00

The Chevrolet El Camino, (El Camino, Spanish for "The Road") a pick-up built by Chevrolet in the United States, was produced in response to the success of the rival Ford Ranchero. In its years the El Camino was sold under three main models, The Super Sport, The Conquista, and the regular El Camino.

In Mexico, it was sometimes badged and sold as the Chevrolet Conquistador.

The first El Camino was produced for the 1959 model year (two years after the Ranchero) and was based on that year's Chevrolet Impala. The car's development was rushed, and it was not as successful as the Ford, with 22,246 built the first year. The 1960 model tracked the changes on the Impala, with an extensive restyling. Sales were down at 14,163 and Chevrolet decided to discontinue the model. In total, 36,409 first generation El Caminos were produced.

Four years later, with the Ranchero still selling well, Chevrolet reincarnated the El Camino, based on the then-new Chevrolet Chevelle. That 1964 model was basically identical to the Chevelle forward of the B-pillars, but Chevrolet considered the vehicle a practical, utility model and the Chevelle's most powerful engines were not available.

1965 saw the availability of performance versions of the 327 engine with some 350 hp. 1966 brought added a 396 in³ engine to the lineup rated from 325 to 375 hp. The 1965 327 would run low 15s in the 1/4 mile (at some 90 mph), while 1966 to 1969 models were easily into the mid- to upper-14s. The El Camino followed the Chevelle's styling update for 1967, with a new grille, front bumper, and trim. Air shocks were introduced, allowing the driver to compensate for a load.

1968 introduced a longer El Camino, based on the station wagon/4-door sedan wheelbase. A new, high performance Super Sport SS396 version was launched, alongside the Chevelle version. 1969 models were very similar, but 1970 saw the availability of a new SS396 which actually displaced 402 in³ (although all emblems read 396). Chevrolet's largest and most-powerful engine of the time was also put into a select few El Caminos. The LS6 454 in³ engine, rated at 450 hp and 500 ft·lbf of torque, gave the El Camino 1/4 mile times in the upper 13 second range at almost 105 mph.

The 1971 model saw reduced power and performance, along with the rest of Chevrolet's line, as lower-octane unleaded fuel was mandated, and emissions controls began to be felt. Single headlights replaced double for 1971, and the grille came now to a point. Little changed but still lower power outputs for 1972.

A rebadged El Camino called the GMC Sprint debuted in 1971.

For 1973, the El Camino was restyled again, matching changes to the Chevelle. It was the largest generation of El Camino, but thanks to lighter construction, it weighed less than the previous generation. A front-end restyle with quad stacked headlights was done in 1976, but otherwise it was the same truck until 1978.

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The Chevrolet Chevelle, part 2

2007-05-30T09:19:00.000-05:00

For the 1969 model year, the SS396 series (138xx) was dropped and the Super Sport became a performance option. In 1969 the SS option could be orded on the 300 Deluxe 2-dr coupe (13437) and 2-dr sedan (13427) as well as the Malibu 2-dr sport coupe (13637), convertible (13667), and El Camino (13680). In 1970 the SS option was limited to the Malibu series (2-dr sport coupe, convertible, and El Camino). In both 1969 and 1970 the SS option included the 396/402 as the base engine keeping the option alive as a performance-oriented choice. This changed in 1971 when the SS option could be ordered with any optional V8 and became more of a dress-up option than a performance option.

Previous to 1970, GM had a restriction stating that no mid-size car could have an engine with a displacement over 400 in³, though some inventive people figured out ways around this through the dealership; 1968 and 1969 were the times of the COPO (Central Office Production Order), in which a car was ordered by the dealer with a larger than allowed engine in it for racing purposes.

In 1970 GM dropped the displacement rule, and that was when the bigger engines came out, resulting the addition of an SS 454 line to the existing SS 396 series. The first change was that the 396 engine was bored out to 402 in³ , but the car kept the 396 badging, as so much advertising had been put into the 396 namesake that they didn't want to change it. Most notable was the 454 in³ LS5 V8 rated at 360 hp and the LS6 at 450 hp. It was the 454 that made the Chevelle a legend. The LS6, with 450 hp and 500 ft·lbf of torque, would rocket the Chevelle through the 1/4 mile in low to mid-13 second times at 105 to 108 mph.

For 1971, GM mandated that all divisions design their engines to run on lower-octane regular, low-lead or unleaded gasoline due to tightening emission requirements and in anticipation of the catalytic converter that would be used on 1975 and later models, necessitating the use of unleaded fuel. To permit usage of the lower-octane fuels, all engines featured low compression ratios (9 to 1 and lower; well below the 10.25-11.25 to 1 range on high performance engines of 1970 and earlier). This move reduced horsepower ratings on the big-block engines to 300 for the 402 cubic-inch V8 but surprisingly, the LS-5 454 option got a "advertised" five-horsepower increase to 365. The LS-6 454 option, which was originally announced as a regular production option on the Chevelle SS for 1971, was dropped early in the model year and no official records indicate that any '71 Chevelles were assembled with the LS-6 engine.

In the face of declining musclecar sales following the "insurance surcharge" wrath of 1970, the Chevelle SS - at least in base form - changed from a specific performance car to a trim package, much like the original 1964-65 Chevelle SS models that pre-dated the introduction of the SS 396 in 1966. For 1971, the base Chevelle SS engine was a two-barrel 350 cubic-inch V8 rated at 245 gross (165 net) horsepower and optionally available was a four-barrel carbureted version of the 350 V8 rated at 275 gross (200 net) horsepower. The big block engines of previous years were now extra-cost options including the 402 V8 rated at 300 gross/270 net horsepower; and LS-5 454 V8 with 365 gross and 285 net horsepower. Chevrolet specifications for 1971 included both "gross" and "net" horsepower figures for all engines to ease the transition to 1972 and later years, when Chevy and other manufacturers only listed the "net" horsepower ratings.

The 1972 Chevelle SS had a top engine rated at 270 net hp (201 kW) conforming with GM's decree that all engines were to be rated at their net engine ratings. Despite the lower rating there was no evidence that power had actually changed on production cars of that year. All other engines on the SS roster were unchanged from 1971.

In mid-1971 and continued through 1972, the base Chevelle coupe was offered as the "Heavy Chevy" model featuring special striping and other appearance items. The "Heavy Chevy" was available with any V8 engine offered in the Chevelle roster ranging from the 307 two-barrel to the 402 four-barrel. However, the 454 big-block was only offered with the "SS" package and not available with the "Heavy Chevy" option.

Many customers, however, chose the Chevelle as an economical family car that, while not as expensive to operate as larger models (including the Chevrolet Impala), had enough room to seat a family of five in reasonable comfort. Popular convenience items ranged from power steering, power brakes, automatic transmission, air conditioning and stereo radio; plus appearance items including vinyl top, full wheel covers and whitewall tires.

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The Chevrolet Chevelle, part 1

2007-05-30T09:15:00.000-05:00

The Chevrolet Chevelle was a mid-sized automobile from Chevrolet debuting in 1964. It was produced from 1964 through 1977 and was one of General Motors' most successful cars. Chevelle models ranged from economical family cars to powerful coupes and convertibles. The Malibu was at first the top trim level of the Chevelle line, and it replaced the Chevelle name entirely after 1977. The Chevelle chassis (based on the reengineered GM A platform) provided the platform for the Chevrolet Monte Carlo, a very successful model itself.

The Chevelle was intended to compete with the similarly sized Ford Fairlane, and to return to the Chevrolet lineup a model similar in size and concept to the popular 1955-57 models. Early design photos show what would eventually be the Chevelle wearing Nova nameplates, the name that was used for the top trim level in the smaller Chevy II series. From 1964-69, the Chevelle was the basis for the similar Beaumont, a re-trimmed Canadian model sold by Pontiac dealers.

Four-door hardtops were available from 1966 though 1972. A two-door station wagon was available in 1964 and 1965 in the bottom-line Chevelle 300 series.

A utility version of the Chevelle station wagon, the El Camino, was part of the lineup. The El Camino outlived its passenger car counterpart until its demise in 1987.

The Chevelle SS represented Chevrolet's entry into the muscle car battle. Early 1964 and 1965 Chevelles had a Malibu SS badge on the rear quarter panel (the sought-after Z16 option had the emblem on the front fender, where 201 Malibu SS 396s were produced); after 1965, the Malibu SS badging disappeared except for those sold in Canada. The Chevelle SS, which became a regular series of its own in 1966 called the SS 396, was the high performance version and had its own line of engines and performance equipment. The performance engines available included 396 in³ V8s - rated at 325, 350 and 375 hp respectively (the mid horsepower 396 was rated at 360hp for 1966 only and 350hp thereafter). The SS396 series only lasted three years from 1966 through 1968 before being relegated to an option status just like air conditioning or a radio. The 1966 and 1967 model years also saw the limited run of the 'strut back' 2-dr sport coupe with its own model number, 17, as opposed to model number 37 used on previous and later 2-dr sport coupes. The 1968 model year was also the first year of the SS396 El Camino with its own series/model identification of 13880. Almost all the goodies (big block engine, suspension, transmission options, etc.) of the SS396 could be ordered on the 1966 and 1967 El Camino but, sadly, the SS396 series was not available until the 1968 model year.

Two prototype Z16 Chevelles were built at the Baltimore plant and all regular production Z16 Chevelles were built at the Kansas City plant. Whether these 2 prototypes and the 1 reported convertible are included in this 201 figure isn't known. The 1 convertible was reportedly special built for Semon "Bunkie" Knudsen but is commonly called the 201st Z16 Chevelle. Unfortunately there's no known documetation available on this car and to date no known photos of it have surfaced which leaves its existence in doubt.

For Chevelle enthusiasts who wanted a high-performance mid-sized car but with a hot small-block V8, rather than the big-block found in the SS 396, the regular Chevelle and Malibu models were available with a 350-horsepower 327 cubic-inch V8 (option code L-79) in 1965 and 1966. That same engine was also offered for 1967-68, but downrated "on paper" to 325 horsepower, the same as the standard 396 found in the SS 396.

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The Chevrolet Camaro Part 31

2007-05-29T08:53:00.000-05:00

On 9 January, 2006, the first official word regarding a fifth-generation Camaro from General Motors came at the 2006 North American International Auto Show, where the 2006 Camaro Concept was released. The concept is powered by the 400 hp LS2 V8 and equipped with the T-56 six-speed manual transmission. GM also showed the 2007 Camaro Convertible Concept on 6 January, 2007 at the 2007 North American International Auto Show. The Camaro will be offered with both V6 and V8 engines, and have available automatic and manual transmissions. Pricing has not been officially announced yet, however, GM has stated that it will be competitive with the Ford Mustang.

Due to its persistent popularity and long production run, the Camaro has been referenced, shown, or used in nearly all forms of media since the introduction of the 1967 model. Some of these include:

The 1985 Dead Milkmen song "Bitchin' Camaro" playfully discusses the car as a metaphor for freedom from responsibility, in which the driver does "donuts on your lawn" and has "no insurance to match".
The song "The List" by the band Metric includes the line "We've seen some success, it looks like a Camaro".

The Camaro is confirmed to be the vehicle mode of the character Bumblebee in the 2007 film, Transformers. Near the beginning, the car is a 1976 model; later in the film, Bumblebee is rebuilt as a fifth-generation Camaro.

Top Gear's American fly-drive special featured a third generation Camaro, bought by presenter Jeremy Clarkson for $800 US in Miami. During the filming, Clarkson became rather attached to the car, at one point stating that "I'd rather be in this now than an Enzo"
Various models of the Camaro have been featured in game series such as Gran Turismo, Forza Motorsport,Sega GT 2002, Need For Speed, Midnight Club 3:Dub Edition Remix and L.A Rush.
A Camaro is driven by James Hetfield in Metallica's video for "I Disappear".
In the 1992 film, Wayne's World, Wayne's ex-girlfriend Stacey tries to get Wayne's attention while he and Garth are playing street hockey and ends up crashing her bicycle into the front of a third generation Camaro.
A Camaro is driven in the second of a Quentin Tarantino double feature movie " Grindhouse" in "Death Proof."

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The Chevrolet Camaro Part 30

2007-05-28T16:12:00.000-05:00

Very few changes were made to the Camaro in 1999. Some new colors, including Hugger Orange, were added to the line. Fuel tanks were enlarged from 15.5 to 16.8 gallons, and traction control became available on the V6 models. Also, a new "oil change" light was added to the instrument cluster as GM introduced their early oil-life monitoring systems.

Changes for 2000 were also largely cosmetic in nature - Monterey Maroon Metallic was added as an optional color, very similar to the previously-available 'Medium Patriot Red'. The SS, however, was not available in this color. A new four-spoke steering wheel, as found in other GM models of the time, was introduced to replace the two-spoke steering wheel dating back to the 1993 cars. A new 10-spoke 16" wheel became available, but the older 5-spokes were still available. The 3.8 V6 and 5.7 LS1 V8s continued with no changes.

2001 was the lowest production year ever for the Camaro, partially due to production ending earlier than usual to begin work on the 35th Anniversary cars. Only 29,009 Camaros were built this year. The Z28 and SS models received the intake manifold from the LS6, the engine used in the fifth generation Corvette Z06. This change also resulted in a revised camshaft profile and removal of the EGR system. GM also introduced a new slave cylinder for the clutch assembly that was superior to the design of previous years. Accordingly, stated power ratings were increased to 310 hp for the Z28 and 325 hp for the SS. SLP reintroduced the RS model this year, which included rally stripes and Z28 take-off exhaust (from their SS conversions).

The Camaro remained almost completely unchanged from 1998 to 2002. Sales continued to decline as the market gradually switched to smaller four and six-cylinder powered cars. GM announced that 2002 would be the final year of production for the Camaro, as sales numbers were not high enough to justify a redesign and the car could not be priced high enough to make low volume production profitable.

A new dash plaque above the audio system commemorated the 35th anniversary of Camaro production.

A special 35th Anniversary Edition was offered for the SS trim level. It included nose-to-tail stripes, embroidery on the front headrests, and unique 17" wheels. The 35th Anniversary Camaro was only available as a convertible or with T-tops. 3,000 Camaros with the anniversary package were produced for the United States and 152 for Canada.

The final fourth-generation Camaro was built on August 27, 2002; total production for 2002 was 42,098. The Sainte-Thérèse plant, the only GM plant in Canada outside of Ontario, then closed down.

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The Chevrolet Camaro Part 29

2007-05-25T15:48:00.000-05:00

In 1995, base Camaros in California were equipped with the 3800 Series II engine for emissions compliance, while base Camaros sold elsewhere retained the 3.4 L engine. This would be the last year the 3.4 L V6 engine would be available. For the LT1 V8-powered Camaros, the often-problematic OptiSpark distributor was updated to include a vent to remove moisture from the unit, greatly extending its longevity. 1995 was also the first year the fourth generation Camaro had the option of painted side bars and mirrors. Traction control became available as an option on LT1 Camaros

1996 saw minor mechanical revisions, as well as small power gains from the new OBD II-compliant engine controls. The dual catyltic converters required by OBD-II resulted in lower restriction, and a mild power boost to 285 hp (213 kW) and 325 ft•lbf (440 N•m) of torque. Two option packages also returned: the RS, an appearance option for the V6 model, and the SS, a performance and appearance package for V8-powered cars. The SS cars were the ultimate Camaros and included a functioning hood scoop and new, five-spoke 17 in x 9 in wheels. The new wheel and tire package on the SS resulted in better handling and braking compared to Z28s. Base Camaros in California were rated at 200 hp from the 3.8 L V6. Z28 rooftops, which were previously only available in black, now had the option to be painted the same as the body color.

For the 1997 model year, the Camaro got a new interior and new tri-colored tail that would be standard on all models from 1997 to 2002. It was offered with a "30th Anniversary Package", which included unique orange stripes on white base paint, and was available only on the Z28 and SS models and RS 3.8 HO,package.(unlike the previous 25th Anniversary package in 1992, which could be had on the base or Z28 model). Also, 100 30th Anniversary Camaro SSs were modified by SLP (Street Legal Performance) and included a 330 hp version of the LT4 engine. While the LT4 made it the fastest Camaro available, it was also by far the most expensive with a price of over US $38,000. New rims became standard this year (except on the base coupes), being a 5-spoke design, available in either polished or chrome (or white on the Anniversary Z28 models), replacing the previous 10-spoke "salad-shooter" design.

For the 1998 model year, the Camaro was heavily revised and improved. The most obvious change was the revised front fascia, with more aerodynamic flush headlights replacing the quartet of square inset headlights. The change that was most important to enthusiasts was under the hood. Replacing the LT1 was GM's all-new 5.7 L (346 cid) LS1, which had been introduced with the Corvette C5 in 1997. The all-new design featured an aluminum cylinder block, reducing weight by about 95 lb (43 kg) compared to the iron block LT1.

While the engine had been "detuned" slightly with only a single exhaust (which, like the LT1 cars, utilized a muffler with a single inlet and dual outlets), the small number of changes between it and the Corvette version—as well as the real-world performance—made the 305 hp rating for the Z28 a rather conservative estimate. It is estimated that a more realistic rating would have placed the Camaro's power closer to the Corvette than General Motors would have liked to admit at the time. Minor changes were made to the suspension and the brakes were increased in size. The SS continued for 1998, as did the RS ground effects package, though the RS designation was dropped. While the numerous design improvements did spark sales; the total production for 1998 was just 48,490—a far cry from the 110,000 units sold in 1994 or the 200,000+ units per year sold during the

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The Chevrolet Camaro Part 28

2007-05-22T12:32:00.000-05:00

Mostly minor changes occurred for 1994. The 4L60 automatic transmission was replaced with the 4L60E, which included electronic controls. Accordingly, the car's on-board computer was modified from dealing only with the engine as in 1993 and earlier, to controlling both the engine and transmission on automatic models. Dashboard gauge graphics were changed from yellow to white. The front brakes were revised on the Z28 model. Cooling fans were changed mid-year from a parallel to a series setup. On low both fans operated on 6V, but on high both operated on 12V.

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The Chevrolet Camaro Part 27

2007-05-20T13:07:00.000-05:00

1993 was the debut year for the fourth generation Camaro, and production continued until 2002. Production was moved from GM's Van Nuys, California, assembly plant to Sainte-Thérèse, Quebec, Canada in 1993. The new design incorporated lightweight plastic body panels over a steel spaceframe, and a much improved suspension design. The 1993 Camaro also featured the LT1 V8 engine with 275 Horsepower and 325 ft-lbs. torque that had been introduced in the Corvette one year earlier, as well as an optional Borg-Warner six-speed manual transmission when ordered with the V8. The Camaro was the first of many vehicles to use this gearbox. In 1993, the Camaro Z28 was selected as the official pace car for the Indianapolis 500. A pace car edition was produced in limited quantities, with a unique black and white color scheme and multicolored pinstriping. Base Camaros were powered by a 160 hp (119 kW) 3.4 L V6.

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The Chevrolet Camaro Part 26

2007-05-19T11:49:00.000-05:00

1992 was the final year of the third generation Camaro.
A "25th Anniversary Heritage Edition" option had been planned with Corvette aluminum cylinder heads, tubular exhaust headers, and 6-speed manual transmission, but this was scrapped in favor of an option which amounted to nothing more than a graphics package of badges and rally stripes.
The Camaro B4C got the addition of 1LE brakes and suspension, making it one of the best performing third generation Camaros.
Just under 500 B4Cs were sold.
The B4C option was also deemed popular enough to be carried on to the next model. 1992 Z28s also received some of the "left overs" from its Corvette cousin.
Some received the cast aluminum style intake runners from the Corvette instead of the regular Camaro smooth tube ones.
Most of the 1992 Z28s also received many 1LE components as well, like the popular polyurethane bushings instead of the standard rubber ones, as well as polyurethane transmission mounts

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The Chevrolet Camaro Part 25

2007-05-16T17:47:00.000-05:00

Early in 1990, the 1991 Camaros debuted. Big changes occurred, as all Camaros received a facelift in the form of a ground effects package for both the RS and Z28 models, while the IROC-Z was no longer offered. The Z28 also featured a high rise spoiler and non-functional hood "blisters". The 1991 Z28 also received a new wheel design to accent the new body accents. This was the first year that the B4C "Special Service" option was made available to law enforcement, the government, and military agencies. The B4C amounted to little more than a Z28 powertrain and suspension in the RS. (Car Craft Magazine refers to the B4C as a 1LE equipped with air conditioning.) Just under 600 B4C Camaros were sold for 1991. 1991 was also the first year that Z28 Camaros equipped with the 305 TPI motor and a manual transmission had the same roller cam profile as the 350 TPI motor. Power ratings on the 350 TPI were as follows; 245 hp @4400rpm and 345 ft·lbs @3200 rpm. Power rating on the 305 TPI motor were as follows; 235 hp @4200 rpm and 300 ft·lb @3200 rpm. Rumors say that these numbers were a little under rated by GM, but this has not been investigated. The 1991 and 1992 Z28 model years still remain to be the most popular of the 3rd generation era.

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The Chevrolet Camaro Part 24

2007-05-09T11:17:00.000-05:00

In 1990, the Camaro had the lowest production to date (35,048), due to a truncated 1990 model run followed by early introduction of the facelifted 1991 models. 1990 also marked the final year for the IROC-Z. Chevrolet had decided not to renew their contract with the International Race of Champions, which was later renewed by Chrysler's Dodge Daytona. This year was the first year for an airbag to be offered in any F-body. The 2.8 L V6 was upgraded to the 3.1 L V6. Also, this was the first year for the updated "half-moon" gauge cluster that was offered only in 1990-1992 Camaros. That would make 1990 a distinguishable year by the fact it was the only 3rd gen Camaro that didn't feature the "aero" GFX but did feature the half-moon cluster.

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The Chevrolet Camaro Part 23

2007-05-08T14:31:00.000-05:00

1989 signified the return of the RS designation to the Camaro. The RS was now the base model, which all had the looks of the old Camaro Z28 but had the 2.8 V6 as standard with the 5.0 305 TBI as an option. The raised rear spoiler that became available in 1988 on the base Camaro coupes was short-lived and done away with for this year. The IROC-Zs were still available with the 170 hp TBI 305, 215 hp TPI 305, or the 235 hp TPI 350. IROCs had a new dual-converter option that boosted hp to 240 that was available only with the TPI 350 (and mandatory 700-R4 automatic).

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The Chevrolet Camaro Part 22

2007-05-07T09:17:00.000-05:00

The Camaro line was greatly simplified in 1988, starting with discontinuing the slow-selling one-year-wonder LT model, and dropping the base Z28. All that was left was the base coupe and the IROC-Z, although the IROC-Z was decontented this year to compensate for the loss of the base Z28 - for example, the previously standard aluminum 16" 5-spoke rims were now an option - "base" IROCs now got the old Z28's steel 15" 5-spoke rims (which also became standard on the base coupes). Also the old Z28's ground effects and spoilers were now standard issue on the base coupes. Base models got a new raised spoiler on some models. All engines were fuel-injected this year, the 5.0 L 305 cid V8 gained throttle-body injection—the 2.8 V6, the 305 and 350 TPI engines carried on as before. G92 (performance axle ratio) available only on IROC-Z with 5.0 TPI (LB9). G92 was available on IROC-Z convertible in 1988. All 1988 350 TPI (B2L) IROC-Z's came standard with the 3.27 BW rear end and everything that was included with G92 but did not have the G92 RPO code because it was mandatory; this changed in 1988 however when a 2.77 BW rear was standard and G92 had to be specified to get the 3.27's.

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The Chevrolet Camaro Part 21

2007-05-05T18:57:00.000-05:00

The 350 TPI and 5 Speed 305 TPI combinations were finally available on the Camaro IROC-Z28 after a lot of testing although the 350 was only available in the IROC-Z and only with an automatic transmission, testing had proven that the 5 speed couldn't handle the greater power output of the TPI 350. The TPI 350 motor was not visually distinguishable from the TPI 305. Automatic and Manual 305 TPI got a 215 hp rating. Roller lifters and new valve cover/head design on V-8 Camaros. Valve covers featured new sealing and center bolts in the valve covers. Heads featured new raised lip for improved valve cover sealing. G92 and L98 (B2L) cars finally got the Borg-Warner HD 7.75 inch four pinion rear end, produced for GM Holden's Limited of Australia (Firebird WS6 cars went to this unit in 1986). These units can be identified by their 9 bolt (rather than 10) differential cover that has a rubber plug. The Borg-Warner logo is also cast into the bottom of the differential case. This rear axle came with tapered rather than straight roller bearings and a cone-clutch rather than disc-clutch limited slip unit. These units came painted black from the factory while most others were bare metal. All 1987 350 TPI (B2L) IROC-Z's required J65 rear disc brakes, G80 limited slip differential, and KC4 engine oil cooler. The largest visual change this year was the CHMSL was now mounted on the rear spoiler instead of atop the rear hatch (unless it was a base coupe without the spoiler option - on those it remained atop the hatch like last year). The Berlinettas were no longer available this year, replaced (ironically) with a new LT model, but the base and Z28s continued as before. 145 mph speedometers became standard in the IROC-Zs and Z28s, the base and LTs got a new 110 mph unit. The 2.8 V6 and 5.0 carbureted V8s carried on with no changes.

Other big Camaro news was a Camaro convertible was introduced for the first time since 1969 as a regular production option. Available on the Sport Coupe and IROC-Z, the conversion was performed on t-top equipped (t-top models have extra bracing) Camaros by ASC. Only 1,007 were produced in the first year of production. 1987 marked the 20th anniversary of the Camaro and the convertibles were considered the anniversary editions and were signified by a special dash badge that read "20th Anniversary Commemorative Edition". Some 1987 T-Top models were made into convertibles by ASC after the customer took delivery. This is why there are some convertibles with the body VIN code of 2, meaning they were coupes, not convertibles (which have a body VIN code of 3).

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The Chevrolet Camaro Part 20

2007-05-03T14:28:00.000-05:00

The newly required CHMSL (Center High Mounted Stop Light) was installed on the Camaro in 1986. It was the only year to see this attached to the hatchback glass on base model Sport Coupes, Z28s and IROC-Zs; in following years it was implemented in the rear decklid spoiler, except for 1987 base models that did not have a spoiler. This was the final year for the L69 5.0 305 HO 4bbl option, and the 2.8 L V6 was now the standard engine in the base model - no more 4-bangers. The TPI 305 Drops from 215 hp to 190 hp in the Iroc-Z models. Chevrolet supposedly did build 1000 IROC-Zs with the L98 5.7 L 350 TPI engines, but these cars were not equipped with A/C and not believed to be sold to the general public.

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The Chevrolet Camaro Part 19

2007-05-02T14:08:00.000-05:00

The big news for 1985 was that Chevrolet introduced a new Camaro model — the famous IROC-Z, named after the popular competition International Race of Champions. The Camaro IROC-Z featured an upgraded suspension with lowered springs, specially valved shocks, and a larger rear sway bar, a special decal package and an optional Tuned Port Injection system taken from the Corvette. It also shared the Corvette's 245/50ZR16 tires and new aluminum 5-spoke 16" rims. The Camaro IROC-Z was on Car and Driver magazine's Ten Best list for 1985. The 305 was the only engine to receive Tuned Port Injection considering the L98 350 was not available until mid-year 1986, was available only with the 700-R4 automatic transmission and reserved only for the IROC-Z model and rated at 215 hp(it wasn't available on the base Z28). Also new for 1985 cars were refreshened noses for all Camaros and new, deeper valances and front spoiler for the Z28 and the newly introduced IROC-Z28. The speedometers no longer had the unique double-pointed needle that simultaneously read mph and km/h, they were replaced by conventional single-pointer 85 mph units. The 2.8 V6 became fuel-injected this year, raising horsepower from 112 to 135. This would also be the final year for the unloved standard 2.5 L 151 cid 4-cyl engine in the base models.

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The Chevrolet Camaro Part 18

2007-05-01T10:33:00.000-05:00

The Camaros next major change was to the dashboard design, changes to a smaller, sharper design because of complaints about the design quality and look. In the Berlinetta, the design was replaced with Star Wars-style electronic instrumentation, including bar-graph tachometer and digital speedometer. The car has an overhead console and a pod-mounted controls for controls for turn signals, cruise-control, HVAC, windshield wiper and headlights.

Drivetrain changes include discontinuation of the 305 Cross Fire V-8, hydraulic clutch linkage on manual cars, and 700R4 automatic (overdrive) transmission (3 speed auto dropped).

L69 H.O. Z28 motor now available with automatic transmission.

Road & Track selected the 1984 Camaro/Firebird as one of 12 best cars in the world and the Best Sports GT category in the $11,000 to $14,000 range....0-60 in 7.2 seconds
Car and Driver picked the '84 Camaro Z28 as the best handling car built in the United States.

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The Chevrolet Camaro Part 17

2007-04-30T13:13:00.000-05:00

Being new last year, the Camaro stood pretty much unchanged for 1983, but there was a significant change in the Z28 engine lineup: the lackluster (and quite trouble-prone) LU5 Crossfire 305 V8 was unceremoniously dumped shortly after the start of the model year and an all-new simpler 5.0L L69 4bbl 190 horse High-Output (HO) V8 took its place, giving the Z28 a much-needed power boost and was finally more competitive with its arch-nemesis Ford Mustang GT. Only 3223 L69 V8s were sold in 1983, making one a rare find today. The base coupe and Berlinetta carried on as in 1982 with very little change other than new available colors.

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The Chevrolet Camaro Part 16

2007-04-27T09:39:00.000-05:00

The third-generation Chevrolet Camaro was introduced for the 1982 model year. It continued to use General Motors' F-body platform and would produce a "20th Anniversary Commemorative Edition" for 1987 and "25th Anniversary Heritage Edition" for 1992. These were also the first Camaros with factory fuel injection, four-speed automatic transmissions, five-speed manual transmissions, four-cylinder engines, 16-inch wheels, and hatchback bodies.

The third-gen Camaros would continue through the 1992 model year.

The 1982 model introduced the first Camaros with factory fuel injection, four-speed automatic transmissions (three-speed on the earlier models), five-speed manual transmissions (four-speed manual transmissions in 1982, and some 1983 to 1984 models), 14 or 15 in (356 or 381mm) rims, a hatchback body style, and even a four-cylinder engine (due to concerns over fuel economy in the wake of the 1979 energy crisis). The Camaro Z28 was Motor Trend magazine's Car of the Year for 1982. 3 Models were available this year Sport Coupe, Berlinetta, and Z28. Third generation Camaros also had a suspension system that was more capable in corners than the previous generation.

The Sport Coupe came standard with the 2.5L 151 cid LQ9 four cylinder. The 2.8 L 173 LC1 V-6 and 5.0 L 305 LG4 V-8 were optional. Dog-dish-style hub caps were standard; wheel covers were optional as were steel, five-spoke 14x7 body-colored rally wheels.

The Berlinetta came standard with the 2.8 LC1 V-6 or optional 5.0 LG4 V-8. The Berlinetta came standard with its own unique 14x7 finned aluminum wheel with gold accenting and `Berlinetta' center cap, its own lower body pinstriping, gold "Berlinetta" badging, headlamp pockets were painted in an accent color and tail lights got a gold and black horizontal divider bar. The interior came standard with custom cloth interior, rear storage well cover and additional carpeting on rear wheelhouses. It also came standard with additional body insulation, full instrumentation and its own unique steering wheel with `Berlinetta' badge.

The Z28 came standard with the 5.0 LG4 4bbl V-8 or optional LU5 twin TBI `Cross Fire Injection' 5.0 liter. The carbureted engine was available with either a four-speed manual or three-speed automatic transmission and put out a "milquetoast" 145 horsepower, while the optional Cross-Fire injected 305 was rated at 165 horsepower but only offered with an automatic. Performance enthusiasts of the day gave the new Camaro rave reviews for its styling and handling, but made critical remarks about the relatively low horsepower ratings and lackluster performance compared to Ford's Mustang GT with the Blue-Oval's High Output 302 cubic-inch V8 and Top-Loader four-speed manual transmission. Chevy would improve on the third-generation Camaro in later years by increasing the horsepower of both carbureted and fuel injected versions of the 305 V8 and replace the four-speed manual and three-speed automatic transmissions with more modern five-speed manual and four-speed automatic gearboxes. However, Ford was also making similar upgrades to the 5.0 Mustang, which — despite a dated bodystyle — had many perceived advantages over the Camaro, including higher horsepower ratings, lighter weight and lower pricetags.

All Z28s came with lightweight fiberglass SMC hoods with functional hood air induction flaps on RPO LU5 cars. The Z28 had a different nose, three-piece rear spoiler and front, side, and rear lower body valances in silver or gold. Just above the valance was a two-color lower body stripe that encircled the car. Headlamp pockets on the Z28 were black. Standard were new 15x7 cast-aluminum five-spoke wheels accented with silver or gold. Z28 badges appeared on the right rear bumper, and on the side valances.

The Camaro Z28 paced the Indianapolis 500 in 1982 and over 6000 replicas were sold through Chevy dealers. The pace car edition featured special two-tone silver/blue paint and special striping, orange pin-striping on 15-inch Z28 wheels, and a silver/blue interior with six-way Lear-Seigler manually-adjustable seating. Engine choices in the pace cars were the same as the regular Z28. However,the car that actually paced the event was equipped with a highly modified all aluminum 5.7 litre V8 not offered publicly, although there are rumors that 4 were actually produced.

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The Chevrolet Camaro Part 15

2007-04-26T11:18:00.000-05:00

The 1981 Camaro was practcally unchanged from 1980 and would be the last model year for the second generation Camaro.
Total production had dropped down to 126,139 from a high of 282,571 in 1979 as potential would-be buyers were awaiting the all-new third-generation Camaro set for 1982 introduction. The Z28 was still powered by a 350 cubic-inch V8 that was rated at 190 horsepower, but that engine was now only available with an automatic transmission and those who preferred the four-speed stick had to opt for the smaller 165-horsepower 305, which was the only engine offered in Z28s sold in California, and then only with an automatic (Canadian models, however, could still get the 350 and 4-speed combination). RS models were dropped this year, but the RS designation would reappear in 1989.

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The Chevrolet Camaro Part 14

2007-04-25T14:42:00.000-05:00

For the 1980 Camaro,the aged 250 cid (4.1 L) inline-six was replaced with a 229 cid (3.8 L) V6, 231 cid (3.8 L) in California. The 120 hp (4.4 L) V8 became an option on the base, RS and Berlinetta models this year. The Z28 hood included a rear-pointing raised scoop with a solenoid operated flap which opened at full throttle, allowing the engine to breathe cooler air. 85 MPH speedometers became standard issue this year, replacing the 130 MPH unit. Z28s had new optional grey 5-spoke rims (later used on the 1986-1988 Monte Carlo SS) and smaller revised graphics on its lower-door decals. The 350 V8 was no longer available in the base, RS or Berlinetta models, being reserved only for the Z28 this year.

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The Chevrolet Camaro Part 13

2007-04-24T09:35:00.000-05:00

The biggest changes for the Camaro in 1979 were the introduction of the luxury-oriented Berlinetta model, replacing the Type LT, and a restyled instrument panel with a much flatter appearance than the previous wraparound design (although the gauges themselves remained in the same places as before). The base model, RS and Z28s carried on as before, the Z28s now came with a front spoiler and fender flares much like its Pontiac Trans Am twin had, and now came with "Z28" decals that ran from the beginning of the front flares to the bottoms of the doors. Electric rear window defroster became optional this year, replacing the old blower type. Sales for 1979 were the highest ever, numbering around 282,571 units altogether, the highest the Camaro would ever see again throughout its lifetime. Engine choices remained with the 250 I6 standard in the base and RS models, with the 305 2bbl being an option and standard on the Berlinetta. The 350 V8 remained standard on the Z28 and optional on the base, RS and Berlinetta.

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The Chevrolet Camaro Part 12

2007-04-23T19:13:00.000-05:00

The 1978 Camaro featured new soft front and rear bumpers and larger taillights. To go along with this new bumper, Chevrolet also gave the feature of a body kit to lower the front nose. Some of these body kits even featured sideskirts as well. This was also the first year the T-top — a t-bar roof with dark tinted glass lift-out panels — became available as an option. Moonroofs were also offered. RS models differed from the rest of the lineup with a unique standard 2-tone paint and striping scheme.

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The Chevrolet Camaro Part 11

2007-04-23T11:10:00.000-05:00

The Z28 was re-introduced to the buying public in the spring of 1977 as a 1977-1/2 in response to dramatically increasing sales of Pontiac's Trans Am, which sold over 46,000 units in 1976 and accounted for half of all Firebird sales that year. Like the Trans Am, the revived Camaro Z28 was an instant hit and was powered by a 350 cubic-inch V8 with four-barrel carburetor and 185 horsepower (175 horses with California emissions equipment), with most cars sold equipped with air conditioning and an automatic transmission for a comfort-oriented public. The cars were also available with a Borg-Warner Super T-10 4-speed manual transmission and minimal option packaging for those buyers interested in a performance-oriented vehicle. The half-year model was one of the few American performance vehicles available at the time. The car was capable of turning in quarter-mile times comparable to many of the 1960s muscle cars, and the chassis was developed to reward the driver with a first-class grand touring experience, capable of outstanding handling, especially in the hands of a competent high-performance driver. More than one Z28 was sold as a stripped performance car, and in this trim the Z28 could outperform Pontiac Trans Ams and aging Corvettes on highways and canyon roads.

In other developments, intermittent wipers were offered as a new option and the 250-6 became the standard engine for both the sport coupe and luxury LT models. The 140-horsepower 305 continued as the base V8 and the four-barrel 350 optional on sport coupe and LT models was uprated to 170 horsepower.

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The Chevrolet Camaro Part 10

2007-04-22T12:16:00.000-05:00

Only minor appearance changes highlighted the 1976 Camaro most notably a brushed metal insert in the rear tail section on the LT model. The 250 cubic-inch six-cylinder remained the standard engine in the sport coupe and a new 140-horsepower 305 cubic-inch V8 became the standard engine in the LT and base V8 option in the sport coupe. The larger 350 cubic-inch V8 was now only available with a four-barrel carburetor and 165 horsepower. Power brakes became standard on V8 models this year.

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