Ross Mills - Muscle Car Fan

Dodge Coronet R/T 1969 images

1969 Dodge Coronet R/T Convertible 440 CID V8 3 Speed Automatic

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My Car Story with Lou Costabile 1971 Dodge Charger R/T 426 Hemi. Last Hemi Charger

Dodge Dart Swinger 1972 images

The G4 Dodge Dart was produced from 1967 through to 1976 and the full rage of Mopar drive chains can be easily adapted. There are 3 six cylinder engines as well as six V8’s including the 440 CID (7.2 L) big block. Transmission options include a three or four speed standard or the three speed Torqueflite automatic.

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Oldsmobile Cutlass Supreme 1984 images

1984 Oldsmobile Cutlass Supreme 3.8L V6 2BL OHV 3-Speed Automatic

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MCF High octane fuel for your day

1934 Ford 3 Window Coupe

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AMC Javelin SST 1968-1970

AMC is often overlooked by collectors but the now defunct company made high quality, beautifully finished, well appointed and stylish automobiles – at least in the deluxe and SST versions; the plain Jane models AMC put out were just that. Any enthusiasts out there that have an AMC Javelin – restore it! If you know where there is a neglected one – buy it! This is a car well worthy of restoration. A project car Javelin is a challenge to restore because of the limited number of units sold. In its day AMC was well respected for trend setting safety features as well as being the first ones to offer new and previously unavailable options. If it helps General Motors Corporation made many of the parts such as gear clusters, window mechanisms and some engine parts as well for AMC so restoration is not impossible.

© Mauriehill | Dreamstime.com – Motorsport 1973 AMC Javelin AMX Photo

The Javelin came on the market in late August 1967 for the ’68 model year– a pony car- in direct competition with Fords Mustang and the Chevy Camaro. This first entry into the muscle car market boasted many safety features unheard of before such as the use of three point seat belts with headrests as basic equipment. The interior had no bright colors to help reduce glare. Other safety features included fiber glassed padded interior windshield safety posts and flush mounted paddle style interior door handles. The other interior appointments were much nicer than anything its three larger competitors offered. The passenger compartment did not have “no draft” vent windows instead the Javelin had flow through ventilation with ports installed in the doors to extract stale air – controlled by a flap valve under each doors armrest. The instruments and easily accessible controls were set deep in a padded dash far away from driver and passengers. The SST Javelin came equipped with full carpet, wood grain door panels, sport style steering wheel, and reclining thin shell bucket seats in front. The car has a lot of storage space in the trunk, the passenger compartment is larger than its competitors and something that didn’t occur to Ford or Chevrolet – the rear seating has some leg room. The exterior of this fine automobile also looked good with a recessed honeycomb grill, outboard mounted headlights and turn signals mounted in the bumper. To complete the sporty, look are simulated hood scoops and a windshield racked back to 59 degrees.

© Jhernan124 | Dreamstime.com – Classic Muscle Car Interior Photo

The AMC Javelin SST has show for sure but it also has go. In 1968 the SST is powered by a 343 cu in (5.6 L) V8 basically equipped with a two barrel that burns regular gas or as an option the “go pack” has a four barrel that burns premium fuel. With the go pack the car could do 0-60 (97 km/h) in 8 seconds reaching a top speed of 120 mph (193 km/h) – very fast for a street car.

© Swtrekker | Dreamstime.com – Javelin/AMX Cars At The Woodward Dream Cruise Photo

written by expatjoe

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Muscle Car Cruising Back on Detroit Streets

A look at the streets of Detroit would probably have you singing Bryan Adam’s Song, “Summer of 69” as rivals Chevrolet and Ford have released revivals of their pony cars from the said year. Seeing a muscle car cruise the streets is certainly bound to bring back memories. But what make it neat are these old models that now have new versions.

Made to compete against rivals in America’s Trans-American Sedan racing series, this car lived up to its Boss name equipped with more adjustable shocks, stiffer springs, bigger, bulkier tires and engine that’s definitely more high-revving – a horsepower rating of 290 from the 302 cubic inch engine backed by a four speed manual transmission. Boss 302 Mustang had 8,641 units sold in its first two years thereby giving it a place in the collectible car versions and fulfilling its mission of bringing Mustangs to showrooms that can come out as the winner on race tracks.

So we go forward to our present time, exactly 42 years later, and we see the old Mustang transformed into the new Boss 302 V8 all set with the new mission of coming out as the racetrack winner when raced with the BMW M3. Just like the previous model, this new muscle car has stiff springs, braced chassis and a revved-up engine that goes faster at a rate of 444 hp. Executives of Ford say approval of this project would only be granted if the said model can lap circuits like that of the Mazda Raceway Laguna Seca. So far, the new Boss 302 is already faster than its fierce competitor BMW M3.

Chevrolet also released its own track intended model in the form of the muscle car, Camaro ZL1. More of an ingenious work of art than for racing, the ZL1 wasn’t randomly designed to do anything. It was, instead, the output of an innovative Chevrolet dealer from Illinois who wanted 50 Camaros that came with the company’s aluminum block, at 427 cubic inch, racing engine code dubbed as ZL1. Other dealers followed and 69 more cars were produced having the same engine with an official rate of 430 hp.

The new muscle car is set for release early next year. Packed with more power, it employs a supercharger responsible for producing at least 550hp. It’s also equipped with a 6.2 liter V8 and manual transmission at six speeds that are the same as that of the Corvette ZR1 and Cadillac CTS-V. Its magnetic ride shock absorber, like the Corvette, can also be adjusted. This results into the most advanced Camaro just yet. No particular target for performance was released yet but it’s assumed that it would exceed lap time for Boss 302.

These are just two samples of the many revamped muscle cars. You’d notice that while the past features have been retained, they had been added with many innovative improvements as well. Pretty much made to outdo competitors in both showroom and race track, each car is sure to give you joy rides that will give you new memories to treasure well until the next set of new models will come out.

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1975 Oldsmobile Delta 88-1975 images

The intermediate sized Oldsmobile Delta 88 has a four body style line-up in 1975 including the only convertible in the Olds family called the “The Royale”. For power the “88” choices include the Rocket 350 or the Rocket 455 at the top of the list and would be bolted to the THM400 automatic 3-speed transmission. There was however, a seldom ordered optional engine on the table not produced by the Oldsmobile Division; a Pontiac sourced 400 CID V8. The big block, when mounted with a two barrel, it has a 170 hp (130 kW) rating. This year stringent EPA mandates dictate the use of a catalytic converter which not only need unleaded gas to work properly, but new pollution control legislation further results in lower HP, detuned engines with lower compression, and also effectively means an end to dual exhaust systems. This is the last year the Royal convertible is produced and there were 7,200 of them leave the assembly line.

vehicle shown 350 CID V8 Automatic $18,995

BUY IT HERE goo.gl/ouoeZ9

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Closer look at the brakes

.Automotive brakes depend on friction to stop; converting kinetic energy into heat energy during the process. An older style conventional automobile has the friction action take place from the wheels hub by two shoes pushing outwards on either side of the inner surface of the rotating brake drum, which is mounted to the inside of each wheel. Newer style disc brakes are more efficient and have a double sided caliper that squeezes a disc mounted to the inner side of each wheel. The drum brake tends to suffer brake fade and can fail when heavy braking causes too much heat buildup inside the drum, while the vice like grip of the caliper on the rotor with disc brakes provide superior stopping power and also allow the rotor to readily disperse heat into the atmosphere. Drums are made from cast iron while a rotor disc can also be made of a heat resistant ceramic, titanium, or any other material with the desired properties.

Both pads and shoes for braking are made to be easily replaced and had traditionally been made with asbestos, from 1903 until around the late 1980’s, but because of health concerns asbestos for any purpose has been banned. The materials used for pad and shoe linings have changed, but the criteria remains the same. The material must be heat resistant, soft, but durable with a high coefficient of both dynamic and static friction. The shoes or pads can be rebuilt with new linings which can be either riveted in place or bonded to the solid metal backing plate with a high heat adhesive. The dynamic friction coefficient is measured in Newtons and represented by the Greek letter “µ”. Standard brake linings will have a coefficient of from 0.35 µ to 0.42 µ; meaning that a force of 1000 Newton exerted on the lining results in a braking force of 400 Newton. For high speed applications in racing special pads, with superlative high heat behavior, can be used and have a rating of 0.55 to 0.62 µ. These racing pads have high iron content and perform very well with an iron rotor, but the downside is they wear out very quickly and also have a high price tag. Most disc brake designs will integrate “squealers”- a band of metal with a tang extending down the edge of the pad which will emit a high pitched noise when the brake is applied, announcing the pads have neared the end of their life span.

How does a heavy automobile decrease its forward momentum when the operator applies so little pressure to the brake pedal? Two principles are put into practice when the brakes are applied. Hydraulic Force Multiplication plus Mechanical Advantage by leverage act together giving brakes the efficiency needed to slow or stop a car quickly and safely. Modern brakes have changed and been made more responsive, but all consist of the same basic components:

A lever or brake pedal
An actuating rod or push-rod
Master cylinder with a piston to activate a slave cylinder at each brake. This is a sealed high pressure system connected by reinforced hydraulic lines.
Brake Fluid with a reservoir (master cylinder) is filled with,most commonly, a glycol-ether base, but other fluids could be used as well.
Brake assembly containing the slave cylinders, each with a piston to trigger the pads or shoes to apply pressure and slow the rotating drum or rotor.

Fred Duesenberg is credited for being the first to use hydraulics for braking on his 1914 race car; later using the same system in the Duesenberg automobile available from showrooms in 1921. Malcolm Lougheed capitalized on the hydraulic principle in 1918 by developing his own version, although he used the name Malcolm Lockheed on his patent application through his namesake, The Lockheed Aircraft Manufacturing Company. Most passenger vehicles manufactured since then have use Hydraulics to activate both drum and disc brakes.

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Buick Riviera 1966-1970 G2

The big style news for the Riviera in 1966 was the vent or no draft windows were gone, and the new curvaceous body, added to the car’s streamlined look. The still-hidden headlights now pivoted upward above the grille when unused. This vehicle was 200 pounds (91 Kg) heavier than the previous iteration, so the same 425 engine didn’t get the car up to speed as quickly. Platform mates the Cadillac Eldorado and the Oldsmobile Toronado had front-wheel drive, but the Riviera retained a more conventional (at the time) rear-wheel drive.

For ’66, bench seating could replace the Riviera console with the front and rear buckets to make it a six-passenger vehicle. The split Strato-bench seat had a center armrest that folded up. A short mini-console replaced the full-length console with the horseshoe shifter and storage compartment. The front buckets recline as does the passenger side of the split bench in all installations, but the rear seat belts and an Am/FM radio were options. The Riviera for ’66 was the bestselling year so far, with 45,000 sold, a new record.

1970 Buick Riviera

The Riviera gets the new 430-cubic-inch (7.0L) V8 putting out 360hp (270 kW) and developing 475 lbs.-ft.of torque. This was a big step up in performance with a small drop in fuel consumption. There were disc brakes with Bendix four-piston calipers for the front available, but the older style aluminium drum brakes were usually the choice. New mandated safety equipment included an impact-absorbing steering column, separate front/rear hydraulic braking systems, impact-absorbing bumpers, four-way flashers, locking seat backs, flush-mounted control knobs, and it also had soft touch interior surfaces. Only 42,799 Riviera units left the assembly line in ’67, which was a slight drop from the previous year.

In 1968, the Riviera had the same instrument cluster as the other full-sized Buicks with shoulder harnesses now in place for the outer front two seats, and for aesthetics, the Riviera hid the wiper arms. There were few other changes that year, but the Riviera sales reached another all-time high with 49,284 new units.

For the 1969 model, there were minor changes to the grille; the side marker lights were now much smaller, also squared up; and the backup lights moved from the bumper into the taillight assembly. The interior had new style headrests for the front seats; the steering column now locked when the driver removed the key, and the ignition switch is on the steering column. The suspension was also thoroughly upgraded in 1969, and it all added up to another record-breaking year with 52,872 units sold.

New styling for the Riviera in 1970 included four exposed headlights, new side trim accents the streamlined body, and fender skirts were now standard equipment for the rear tires, and hub caps were an option. The largest engine was now the 455-cubic-inch (7.46L) that delivered 370hp (280 kW) and developed 500 lbs.-ft. (680 Nm) of torque. The sales were down to 37,366 units, but there were 227,669 sold during the entire second generation making it more successful than the first.

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Oldsmobile Cutlass G2 1964-’67

As a compact, the first-generation Cutlass F-85 did not live up to sales expectations, and so the G2 version is larger, now an intermediate size with a more traditional body on frame construction incorporating rails for side impact protection. The resized F-85 put on only 300 pounds, but it now sports a 115-inch (2900 mm) wheelbase with a total length of 203 inches (5200 mm). The base power is the Oddfire 225-cubic-inch (3.7L) V6 or a new 330-cubic-inch (5.4L) V8 engine with a cast-iron small-block as the power option. The new two-speed Jetaway automatic transmission was available if you didn’t want the three-speed manual. The biggest change in the lineup in 1964 was the addition of a longer wheelbase station wagon, with a rear-facing third row seating.

1967 Cutlass

In April ’64, the best news was the new Cutlass F-85 power option for a paltry $285.14 over base. The 4-4-2 power package took its roots from the BO-9 Police Apprehender Pursuit Option. This version of the 330 had a racier cam and delivering 310 hp (231 kW) at 5200 rpm with 355 lbs.-ft. (481 N·m) of torque-the same as the previous year but now peaks out at a higher 3600 rpm. The BO-9 option would normally have come with a four-barrel carburetor, but the 4-4-2 is slightly restrained, and a factory-equipped 330 engine came with a two-barrel. The 4-4-2, however, did get the Muncie four-speed, heavy-duty driveshaft, 3.36:1 rearend, heavy-duty wheels, and larger drum brakes. The suspension was a beefed-up police style under a more substantial frame with thicker coil springs all around, and the shock absorbers were built to control the ride.

The front roll bar is a thicker gauge steel than the basic, with the addition of another roll bar fixed to a fully boxed rear control arm. All the creature comforts load the Cutlass as you would expect in an uptown vehicle in ’64, but two packages were available; the first was two-speed wipers coupled with A/C at $430 and tilt steering plus the remote trunk release at $43. The Cutlass F-85 hit the mark in ‘64 with 167,002 units rolling off the assembly line without counting the Vista wagon.

Cosmetic changes in 1965 for the Cutlass included a new grille similar to the full-sized Olds lineup, and it was a little longer, at 204.3 inches (5190 mm). The 4-4-2 power option now had a 400-cubic-inch (6.6L) power plant that produced 345hp (257 kW) and 440 lbs.-ft. (597 N·m) of torque. The Oddfire 225 V6 and the Jetfire Rocket 330 V8 were still available, but now the base V8 delivered higher performance, with a four-barrel available for more power from the engine. This was the first year the Cutlass sported the Rocket emblem, and the model was a success with 20,000 more units sold than the year before.

The 1966 Cutlass has a body style similar to the full-sized line-up now, complete with a newly designed semi-fastback rear window. There was a new model that year, the Cutlass Supreme as the Sport, a pillared hard-top, or the Holiday, a four-door hard-top sedan. The old Oddfire is replaced with the “Action Line” 250 six sourced from Chevy Division, but the badge says it’s an Oldsmobile product. The other power options remained unchanged.

The news for 1967 was optional disc brakes, and there’s the three-speed Turbo-Hydramatic added as a choice above the basic two-speed Jetaway. Standard basic transmission is the three speed and optionally, the Muncie M-20 or the M-21 four speed if you want more but any transmission has a Hurst produced shift stick/linkage. The new for ’67 Turnpike model is a rare find today and appeared as a convertible or any coupe with the Cutlass Supreme package. This power option 4-4-2 is equipped with a heavy-duty, three-speed manual and was produced with highway cruising in mind. . The Turnpike was like the 4-4-2 with the upgraded suspension and the 400 engine, but the cam is milder, has a two-barrel carburetor and a low axle ratio; so equipped, the model delivered better gas mileage at consistent high speeds.

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AMC Hornet 1970-1977

The compact or “Junior” (AMC term) sized rear wheel drive Hornet was manufactured from 1970 until the end of 1977 in one generation and was a new marque for AMC, but the Hornet name has a previous history. The Hudson Motor Company manufactured the “Fabulous Hudson Hornet” which sent a major buzz through stock car circuits in the early 1950’s. The Hornet moniker became AMC property with the merger of Nash and Hudson under the umbrella of The American Motors Corporation. The name is now owned by Chrysler after its acquisition of AMC in 1987.

Before the all new Hornet is introduced to the public in 1970 AMC invested forty million dollars and spent a million man hours refining its design over a three year period. The compact platform was an important one for the company, as is the Hornet, which carries a sticker price of $1,994.00 for the base in 1970. Not only did the car performed well on the books with 92,000 plus units produced the first year, its production time outlasted all the rest of the compacts of the era, including Valiant, Nova and the Maverick, although not in volume. On all counts the Hornet scores better than any of its competitors for style, comfort, driver visibility in all directions, safety, power, economy, storage space and handling according to the major magazines of the day.

The Hornet is introduced as a family car initially and offers two practical straight six engines as the basic choice, but there is also a 304 cu in (5 L) V8 engine on the table to power the sporty looking vehicle in 1970. The model is available as a notchback with either two or four doors and two trim levels; the base or the SST in the beginning. The Hornet is the first vehicle made here to have the doors reinforced with guardrail beams for added side impact protection.

The Sportabout four door wagon is made available in ’71 and outsold all other Hornet models combined in its first year. For 1971 a unique folding sunroof made of fabric could have been on certain models. This year a SC/360 package could be ordered for the two door sedan. The engine is a 360 cu in (5.9 L) V8 producing 245 hp (182 kW) and developing 365 ft-lb (495 Nm) of torque with a two barrel carburetor. As a further option for the Hornet SC/360 the “go pack” would add a ram-air induction four barrel bumping the horse power rating up to 285 (212.52 kW). The SC360 package includes uptown wheels, Goodyear Polyglas D70x14 tires, hood scoop, pin striping, and handling upgrades.

The basic transmission offer for every Hornet is a three speed on the column, but an automatic and a four speed standard with a Hurst designed shift kit are both options for the SC360. There is another performance option offered in ’73; the “Twin-Grip” limited slip differential which could have either 3.54:1 or 3.90:1 gearing. The Hornet SC360 could do 0-60 mph (97 km/h) in 6.7 seconds and a standing quarter mile in 14.9 seconds achieving 95 mph (153 km/h) in the process. Motor Trend Magazine said at the time “The Hornet is a gas to drive…it handles like a dream”. The original plan was to produce 10,000 units of the SC360, but rising insurance rates and EPA mandates were equally to blame, there are only 784 vehicles factory assembled.

For the 1973 model year a new Hornet could be optioned with a Levi denim interior that had many takers and AMC was the first manufacturer in the USA to offer a luxury, but fashionable, designer trim package-the one they offer in ’73 was created by Aldo Gucci for the luxurious version of the Hornet Station Wagon. In ’73 the now popular hatchback is offered on the Hornet one year before the other American manufacturers and another first in a long line of them for AMC.

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AMC Rebel 1967 to 1970

1967 Rebel

The Rebel’s first appearance is as a power option package for the Rambler Classic for the one year only in 1957. The Rebel was back for one more year in 1966 as a luxury option for the classic in a two door hard top model with bucket seats and special trim.

The 1967 Rebel is on a 2” longer wheelbase, with 4” more width than the Classic it replaces as the midsize offering from AMC and it has as much room as the “full size” models from the “big three”. It is available as a two door hard top, four door sedan, and four door wagon. A pillared coupe is offered in ’67 only and a convertible model was made available for ‘67 and ‘68. The Rebel has a smooth rounded appearance with a sweeping roof and lots of glass improving visibility. Safety is important and the Rebel has a collapsible steering column with the controls and gauges under a hooded binnacle with the dash slightly forward and away from passengers. Another feature of all the AMC cars everyone likes is the reclining front seats and the self adjusting lap belts. The six cylinder engines were newly designed in ’66 as well as a 289 cu in (4.8 L) V8 and a 343 cu in (5.6 L) V8 which produces 280 hp (209 kW) with a four barrel and they stayed the same in ’67. The Rebel refines these engines as well as introducing more power engines from the same family. The front end of the Rebel uses the AMC independent front suspension with extra long control arms with high mounted coil springs but the rear end now has a four link trailing arm rear live axle suspension system with coil springs for a better ride. The torque tube AMC has also been scrapped in favor of an open drive shaft design.

1968 Rebel

The base Rebel is the 550, one step up to the 770, with the top model the SS and this one is only available as a coupe. AMC was often the first in many things such as safety and ’67 the company introduced another first – the most comprehensive warranty ever given with up to two years on everything or 25,000 miles and five years or 50,000 miles on the engine and drive chain. To prove the reliability of the car the company sponsored Rebel did a 30 hour endurance run to the tip of the Baja peninsula and set a record. This traditionally budget family car could also be a muscle car for a budget minding investment. The stock 383 cu in (5.6 L) in The Rebel SST hardtop equipped with the automatic transmission did 0-60 (97 km/h) in 9 seconds reaching a top speed of 110 mph (177 km/h) and Popular Science, that did the test said the Rebel was the quietest of all the tested models.

The 1968 Rebel in appearance changes little from last year’s except a convertible is added to the line-up and the company name changes from Rambler to AMC. With the new name came a new 390 cu in (235 kW) engine V8 and a change in racing policy – the Rebel started to make an appearance on race track all over the country. A few new safety requirements in ’68 are shoulder straps for the seat belts, side marker lights, and exhaust emission requirements; The AMC also integrated a flush mount paddle style inside door latch as a safety feature.

1969 Rebel

The 1969 Rebel no longer offers a convertible model and the 550 and 770 designations are eliminated. The light body changes are a new grill, the tail lights wrap around the side, as well as some trim and ornamentation is added.

1970 Rebel “The Machine”

The 1970 Rebels roof line changes a bit as well as the rear view on most models and the tail lights are integrated into the bumper. The power options are the big news for ’70 – the 290 is replaced with a 304 cu in (5.0 L) that develops 210 hp (157 kW), the 343 is changed to a 360 cu in with the two barrel it produces 245 hp (183 kW) or the optional four barrel produces 290 hp (216 kW). All the performance options can have a center console with a pistol grip shifter. The AMX 390 cu in (6.4 L) produces 325 hp (242 kW) is an option on SST models but a special 390 putting out 340 hp (254 kW) is standard equipment on the high performance “The Machine” and it has muscle. The Machine is fast but the most striking thing about this model is the either patriotic or in your face paint job of red, white, and blue.