This car would be great in FAPSD as a mid to low 14 second runner!
1970-71 Plymouth Duster 340 4 barrel
photos: internet
1971 Plymouth Duster 340, Curious yellow
1970 Plymouth Duster
Hood graphics
340 engine
info from: wikipedia
The Duster competed with Ford’s slightly smaller semi-fastback Maverick compact that was also introduced in 1970, and the slightly larger semi-fastback Chevrolet Nova whose design was introduced in 1968. While the Maverick and Nova were offered in a 4-door configuration, Chrysler managers used the Duster nameplate only for the 2-door coupe. The traditional Valiant name was retained on the 4-door sedan and 2-door hardtop. The Duster resulted from the Plymouth planning staff’s desire to use their allotted 1970 restyling money for something different than the usual two and four-door Valiants. The Valiant platform was used, with front end sheetmetal the same, but completely different from the cowl back. The Duster was also created to fill the slot that was formerly occupied by the Valiant-based Barracuda. When the Barracuda moved from its A-body platform to the new E-body platform in 1970, this left a hole in Plymouth’s lineup for a sporty, inexpensive compact.
Numerous variants of the Duster were offered with model names that included Feather Duster, Gold Duster, Silver Duster, Space Duster, Duster Twister, 340 Duster and 360 Duster. The various models targeted customers seeking economy, cargo capacity, or performance.
1970
The Plymouth Duster introduced in 1970 was all Valiant from the cowl forward, but the rest of the car’s sheet metal, save door skins, was completely different. The design incorporated a semi-fastback roof and a special rear valance with twin horizontal taillights, unusual for having no bezels. The door glass was operated by a totally new regulator mechanism, required to fit the much more radical tumblehome (reduced side glass radius), and the windshield was more steeply raked. For 1970 only, a small Valiant badge went on the front fenders just above the Duster badge.
The 1970 Duster was available in two models — the standard Duster and a performance-oriented Duster 340. Engine options were 198 cu in (3.2 L) and 225 cu in (3.7 L) versions of Chrysler’s Slant Six, as well as the 318 cu in (5.2 L) and 340 cu in (5.6 L) LA-series V8s.
At midyear, a Gold Duster trim package was added. The Gold Duster package came with either the 225 Slant Six or the 318 V8. It also came with special “Gold Duster” badging, gold stripes on the sides and rear, wall-to-wall carpeting, pleated, all-vinyl seats, whitewalls, wheel covers, a deluxe insulation package, and a canopy vinyl roof. The Gold Duster was offered through 1975.[1] Total sales in 1970 came to 217,192,[2] of which 24,817 were equipped with the 340 engine.[3]
1971
The Duster was a success for Plymouth, so much so that in 1971 Dodge requested and received their own version, the Demon. In response, Plymouth was given a version of the Dodge Dart Swinger 2-door hardtop named the Plymouth Scamp.
For 1971, only small changes were made to the Duster. The “Valiant” fender badges and “Plymouth” grille logotype were deleted. A new trim package was released, called the Duster Twister. The Twister package presented the appearance of the Duster 340, but came only with the base I6 or 318 V8. The Twister’s appearance package included special side stripes that mimicked the Duster 340 Wedge stripes, a matte-black hood and the 340’s special shark-tooth grille. A nonfunctional dual hood scoop and rear spoiler appearance package was available, as were high-back bucket seats and dual exhaust.
A new Electronic “Breakerless” Ignition became optional on the 340 V8 late in 1971 model year.
One of the best engines of the 1960s and 1970s for performance enthusiasts was the 340 V-8. It had high-flow heads, big ports, a two-level intake manifold, and a six-barrel option (three two-barrel carbs). The package allowed for high performance in a lieightweight, good handling package.
The 340’s best power rating was 290 horsepower; even in 1973, it still managed 240-245 net horsepower. A good-running, early 340 in a lightweight A-body or Road Runner embarassed many big block engines. Though relatively few were made, many parts interchange with 318s and 360s.
1970-71 engines were painted orange; they changed to blue in 1972-73, although some late 1971 engines ended up blue also.
In 1971, the 340 came with the J heads and 2.02/1.60 valves. Since 1971 saw the introduction of the “360 style” J head, they used the same casting for 1971 340s and 360s, with different machining for the different sized valves. The 360 head actually saw first limited use in the 1970 340 Six-Pack AAR/TA, which also had 2.20/1.60 machined heads.
1968 specs
1968 318 V8
(Valiant) 1968 340 V8
(Barracuda) 1970 340
(Swinger)
Gross Horsepower 230 hp at 4400 rpm 275 hp at 5000 rpm 275 @ 5,000
Torque, lbs.-ft. 340 at 2400 rpm 340 at 3200 rpm 340 @ 3,200
Compression ratio 9.2 to 1 10.5 to 1 8.8:1
Bore, inches 3.91 4.04 same
Stroke, inches 3.31 3.31 same
Displacement, cu. in. 318 340 same
Carburetor type 2-bbl. 4-bbl. Carter AVS-49335
Air cleaner type Silenced Unsilenced same
Exhaust Single Dual Dual
Camshaft Standard Special
Fuel Regular Premium Premium
info from: Car Life magazine
Car Life rated the 1970 Duster 340 with a 3-speed TorqueFlite automatic in their March 1970 issue. They obtained a 6.2 second 0-60 time, with 0-100 in 17.5 seconds, incredible for the tire technology of the time. Quarter mile time was 14.7 seconds @ 94 mph. Overall gas mileage was 14.8, quite good for the performance and the time. Weight was 3520 lb as tested, price $2547.
The AMC AMX is a two-seat GT in style and approach sports car that was produced by American Motors Corporation for the 1968 through 1970 model years. The AMX was also classified as a muscle car, but “unique among other American cars at the time due its short wheelbase”.[2] The AMX was also the only American-built steel-bodied two-seater of its time, with the 1955-1957 Ford Thunderbird being the last ones.[3] To a degree, the AMX was a competitor with America’s only other two-seater of the era, the Chevrolet Corvette[4] for substantially less money.[3] With a one-inch (2.5 cm) shorter wheelbase than the Chevrolet’s 2-seater, “the AMX was often seen by the press as a Corvette competitor.”[5]
Fitted with the optional high-compression medium block 390 cu in (6.4 L) AMC V8, the AMX offered top-notch performance at an affordable price. In spite of this value and enthusiastic initial reception by automotive media and enthusiasts, sales never thrived. However, the automaker’s larger objectives to refocus AMC’s image on performance and to bring younger customers into its dealer showrooms was achieved. After three model years, the two-seat version was discontinued, and the AMX’s now signature badging was transferred to a high-performance version of its 4-seat sibling, the Javelin, from 1971-1974.
The AMX name originates from the “American Motors eXperimental” code used on a concept vehicle and then on two prototypes shown on the company’s “Project IV” automobile show tour in 1966.Devil One was a fiberglass two-seat “AMX”, and the other was a four-seat “AMX II”. Both of these radically styled offerings reflected the company’s strategy to shed its “economy car” image and appeal to a more youthful, performance-oriented market.Devil
The AMX was introduced to the press at the Daytona International Speedway on 15 February 1968; just over four months after the Javelin went on sale. In the demonstrations on the race track, the new AMXs ran at speeds up to 130 mph (209 km/h). American Motors’ Group Vice President, Vic Raviolo, described the AMX as “the Walter Mitty Ferrari.”[14] The AMX was designed to “appeal to both muscle car and sports car enthusiasts, two camps that rarely acknowledged each other’s existences.”[15] The problem was the “tire-melting” acceleration of the 2-seater made it “a quick car that handled like a sports car, confusing the buying public.”[15] Automotive journalist Tom McCahill summed up, “the AMX is the hottest thing to ever come out of Wisconsin and … you can whip through corners and real hard bends better than with many out-and-out sports cars.”[9]
1968
American Motors promoted the mid-model year launch of the AMX to automotive journalists at Daytona to emphasize its sports car performance, as well as with a marketing agreement with Playboy Enterprises.[26] The AMX was introduced to the public on 24 February 1968, five months after the Javelin and other 1968 AMC cars. It was promoted as “the only American sports car that costs less than $3500”.[27] American Motors advertisements also showed “a helmeted race driver revving up at the starting line in one of AMC’s sporty AMX models, which it describes as ready to do 125 miles an hour.”[28]
The two-seat AMX was “meant for a small, well-defined market niche, and it pulled in young people into AMC dealer showrooms in never before seen numbers”.[29] Numerous road tests described the new AMX as a “handsome two-seater with American-style acceleration and European-style handling”.[29] Journalists gave it a real run workout on all kinds of terrain and wrote “that the AMX is one of the best-looking cars — if not the best-looking car — made in the U.S.A.”[30]
All AMXs came with a 4-barrel carbureted small block[31] AMC V8 engines in several versions: 290 cu in (4.8 L) (225 hp (168 kW), N-code), 343 cu in (5.6 L) (290 hp (220 kW), T-code), as well as the 390 cu in (6.4 L) “AMX” featuring 315 hp (235 kW) with 425 pound-feet (576 N·m) of torque (X-code). All derived from the same external sized block. However, the three engines differed vastly internally, with the smallest engine having small intake and exhaust valves, thin block webbing, and a cast nodular iron crankshaft; the 343 used larger valves with a thicker block webbing; and the 390 moved up to a forged steel crankshaft and connecting rods, as well as larger rod bearings, 2.250 in (57.15 mm) compared to 2.090 in (53.09 mm) in the smaller two versions.[32]
A BorgWarner T-10 four-speed manual transmission was standard, as were special traction bars, dual exhaust system, and fatter tires for better traction. A “Shift-Command” three-speed automatic transmission with the capability of manual shifting (BorgWarner model M-11B or M-12) was optional together with a floor console mounted shifter.
A popular “Go-Package” option came with either the four-barrel 343 or 390 engine, and included power assisted front disk brakes, “Twin-Grip” differential, E70x14 red-stripe performance tires on “Magnum 500” styled-steel wheels, heavy-duty suspension with thicker sway-bars, heavy-duty cooling, and other performance enhancements.Devil A wide range of specialized performance parts were also available through AMC dealers for installation on customer’s cars. These were known as “Group 19” parts because of the way AMC organized its parts books.[33]
1969
1969 AMC AMX in Big Bad Green
1969 AMX interior with center panel “Gauge package”
The AMX’s full second model year saw only slight changes, except for a $52 increase in its base price.[5] The five-spoke Magnum 500 steel road wheels were no longer chrome plated, but now came with a stainless steel trim ring. The racing stripes were now available in five colors. The interior featured a revised instrumentation with the 0–8000 rpmtachometer moved to match the speedometer that was now calibrated to 140 mph (230 km/h). Interior door panels were revised, carpeting was upgraded, new leather upholstery was optional, and the gas pedal became suspended.[38] Later production cars received a hood over the instruments in front of the driver. Trunk capacity was 9.7 cubic feet (275 l).[39]
Starting January 1969, all manual transmission AMXs came with a Hurst floor shifter. The center console-mounted three-speed “Shift-Command” automatic remained optional with “1”, “2”, and “D” forward settings. The “D” mode was fully automatic, but the driver could shift manually through all three gears by starting out in the “1” setting for first-gear with no upshift, and the “2” setting for second-gear with no upshift.[40]
A “Big Bad” paint option for $34 became available starting in mid-1969. The neon brilliant blue (BBB), orange (BBO), and green (BBG) exteriors included color-matched front and rear bumpers, as well as a special slim bright lower grille moulding for the front bumper and two vertical rubber-faced painted bumper guards for the rear. The factory-painted 1969 AMXs were 195 in BBB, 285 in BBO, and 283 in BBG.[41]
1970 AMC AMX base model
1970 AMC AMX with “Ram Air” 390 V8
1970 AMX interior
1970
American Motors 1970 AMX advertising headlined, “We made the AMX look tougher this year because it’s tougher this year”.[56] They were mildly facelifted resembling the first two model years, but the changes were different enough to be a separate design for 1970. Featured was a new front end design with a longer hood that had a “power blister” with two large openings. These were a functional cold ram-air induction system with the popular “Go Package” available with the 360 and 390 engines. The new grille was flush and full-width incorporating the headlamps. The revised rear end also featured full-width taillamps and a single center mounted backup light. Side marker lights were now shared with several other AMC models. Riding on the same wheelbase 97-inch (2,464 mm) as before, the changes increased the AMX’s overall body length by about two inches (51 millimeters) to 179 in (4,547 mm).
American Motors also changed the AMX’s engine lineup for 1970 with the introduction of a new 360 cu in (5.9 L) four-barrel (290 hp (220 kW), P-code) to replace the 343 V8. The smallest 290 was dropped and AMC could claim 65 more base horsepower than the AMXs had previously. The 390 V8 engine continued, but upgraded to new heads with 51 cccombustion chambers that increased power to 325 hp (242 kW). The code remained “X” for the engine on the vehicle identification number (VIN). The “Go package” was available with the 360 engine (including power front disc brakes, F70x14 raised white letter tires, handling package, and the ram-air induction system) for $298.85, or including the 390 engine for $383.90.[57
1970 AMC AMX with black shadow mask
Super Stock AMX
1969 Super Stock AMX
AMC also introduced the Super Stock AMX. To maximize quarter-mile performance, the 390 engine was equipped with twin Holley carburetors and 12.3:1 compression-ratio cylinder heads, plus aftermarket Doug’s headers and exhaust system, and the tires were drag-radial slicks. Hurst Performance carried out several additional modifications.[43]
American Motors rated the car at 340 hp (250 kW), but the National Hot Rod Association ultimately rated it at 420 horsepower (310 kW) and shuffled it among various competition classes: SS/G, SS/D, and SS/C. Its best recorded quarter-mile was 10.73 seconds at 128 mph (206 km/h).[44]
The Super Stock AMX was meant for the race track and lacked comfort equipment such as a heater. The car could be ordered all white, or in the vertical bands of red, white, and blue that distinguished numerous AMC competition cars of the day. Base price was $5,994, some $1,900 more than a fully loaded regular 1969 AMX. There was no factory warranty.[44]
Performance:
1968 results from “Car and Driver” ; 0-60, 6.6 sec ; 0-100, 16.3 sec; 1/4 mile e.t., 14.8 sec @ 95 mph; top speed, 122 mph
"since your on the topic of AMC muscle cars here is my favorite of the AMC stuff:
1969 AMC SC/Rambler or the scrambler!
Laugh if you will, but the 1969 AMC Hurst SC/Rambler could blow the doors off some pedigreed muscle cars. Too bad AMC had to compensate for its slim advertising budget by making a billboard of the car.
Muscle Car Image Gallery
Muscle Car Image Gallery
Having dipped into performance with the '68 AMX and Javelin pony cars, Detroit’s No. 4 automaker decided to expand into the budget-muscle arena with – don’t snicker – a Rambler Rogue compact. Directed by Hurst Performance Research Inc., the project followed the simplest hot-rod canon: stuff in the biggest available V-8. In AMC’s case, that was the AMX’s 315-hp 390-cid four-barrel. A Borg-Warner four-speed with a Hurst shifter and a 3.54:1 limited-slip completed the drivetrain.
Heavy-duty shocks, anti-sway bar, and anti-hop rear links fortified the suspension. E70Xl4 Polyglas tires and the AMC’s optional heavy-duty brakes with front discs were included. Inside were reclining buckets. Instrumentation was standard Rogue with the exception of a Sun 8000-rpm tach strapped to the steering column.
The car debuted midway through the model year as the AMC SC/Rambler-Hurst; most called it the Scrambler. Only 1,512 were built, and they were potent little screamers. But that exterior treatment! No one seemed to like it. A “tri-colored nickelodeon,” said Car and Driver.
All SC/Ramblers started as appliance-white hardtops with two-tone mags, racing mirrors, blackout grille and tail panel, Hurst badging, and a real ram-air hood scoop with an upthrust snout that unfortunately recalled the nose of a hound sniffing for the scent. About 1,200 Scramblers went full “Yankee Doodle,” with broad red bodysides, wild hood graphics, and a fat blue dorsal stripe. The rest made do with only simple rocker-panel striping.
With ETs in the low to mid-l4s, however, some unwary rivals wouldn’t have to look at the whole car. “This sort of acceleration,” said Road Test, “is going to show the Hurst emblem on the back to a few GTOs, Cobra Jets, Road Runners, and Mach 1s.”"
Here one more AMC that could run in FAPSD! Maybe we could have an all AMC race in FAPSD?
Or maybe not.
Gremlins and Pacers are not performance cars! They are not allowed in FAPSD.
Introducing the 1970 AMC Rebel Machine!!!
photos: Pete Harrison
1970 AMC, The Machine, extremely rare black color.
info: wikipedia
In 1970, the sedan and coupe received a restyled rear-end, along with a new C-pillar shape and rear quarters, as well as a more massive rear end and bumper. The hardtop was changed to a more sloping roofline with upswept reverse-angle quarter windows, giving them “a somewhat huskier look for 1970”.[26] The taillights were integrated into a new loop rear bumper with Rebel spelled out between them. The four-door sedans also had an altered roofline with a slimmer C-pillar and larger, squared-off rear door windows. Similarly as on the coupe, the belt line kicked up beneath the trailing edge of the rear door windows, and then tapered back to the same rear fascia as on the hardtop. The Rebel sedans and hardtop models two inches (51 mm) longer than previously. The Rebel station wagons saw no change to their rooflines, doors, and rear fascias.
The grille was again revised with a horizontal spit in the middle and the name, Rebel, was spelled out on the left lip of the hood. The exterior trim, colors, and model identification locations were also modified for 1970. Rebels were available in base or SST trim. The effect of the changes was summarized by the Auto Editor of Popular Mechanics, "the Rebel has a ‘no nonsense’ air about it I find appealing.[27]
Safety changes included “clam shell” bucket seats with high backed integrated head restraints. The side structure of the 4-door sedans and 2-door hardtops was made stronger.[28] While the competition from the domestic “Big Three” automakers were increasing in size, the Rebel was smaller and lighter, with a six-cylinder manual 2-door hardtop weighing in at 3,110 lb (1,411 kg) and a V8 automatic station wagon at 3,310 lb (1,501 kg)[28]
A major change was to the available V8 engines. The standard 290 cu in (4.8 L) V8 was replaced for 1970 by a new 304 cu in (5.0 L) 210 hp (157 kW; 213 PS) while the 343 cu in (5.6 L) was also supplanted by a 360 cu in (5.9 L). The “AMX” 390 cu in (6.4 L) was optional on SST models, while a special high-performance 340 hp (254 kW; 345 PS) version was standard on The Machine. This was the most powerful engine AMC would ever offer in a regular production vehicle. The center console mounted floor-shift automatic transmission cars received a “pistol-handle” shaped grip.
The 1970 restyle lasted only one year before a further restyle and renaming the models as the AMC Matador.
"I think it time to shift into some oddball yenkos
1971 Yenko Vega Stinger
YENKO STINGER VEGA HISTORY
The year was 1971 and Don Yenko was certain that his latest product would be a winner.
Remembering back to 1966, Don’s first undertaking, the Yenko Stinger, had worked out well. The Corvair racing program had been very successful, leading to a national SCCA championship. It took him some time, but he was able to sell all of the 100 original units ordered and had high hopes for future years of great Stinger sales. That all changed with the introduction of the Camaro.
By early 1967, Don knew the Corvair program would end soon, and he decided to make the natural jump to modifying Camaros. His Super Car program was a modest success in 1967 and 1968, but it was too labor intensive to continue.
Undaunted, Don was able to work this problem out by directly ordering his Camaros and Chevelles from the factory during 1969. Sales were excellent initially, aided by sales to his Super Car Dealers, but before long. the insurance companies stepped in and made it almost impossible for someone to insure these cars.
Don was again down but not beaten. In 1970, knowing that the days of the Big Block bashers were numbered, decided to use the highest performance small block that Chevrolet had in its arsenal, the 350 cubic inch LT-1. He would continue the COPO program of having the performance package installed by Chevrolet in the lightweight Nova. The Yenko Deuce ended up to be a popular ride, selling 175 units. His success was again short-lived, as new emmissions laws would but an end to the LT-1 engine as we have known it.
Don decided not to fight this issue again, but to embrace the popularity of the new small car market. He would take a popular car, the new 1971 Vega, improve the handling, and provide the necessary performance which would make it a fun car to drive and enjoy. It was destined to be his biggest success.
Calling his new product the Yenko Stinger, Don had hoped to bring back the glory of the earlier Corvair years.
Don specially ordered his Vega GT Hatchback coupes with pistons which could withstand the punishment of a turbocharger. He had intended to but a Schweitzer supercharger on each car, but ultimately would not be able to due to emmissions problems.
In addition to HD pistons, the Yenko Stingers came equipped with a Holley electric fuel pump, anti hop traction bars, and optional Thrush mufflers.
On the decorative side, front and rear spoilers were available, along with neat body graphics.
Simulated rear window louvers and flared fenders completed the custom look.
SPECS:
Engine: 155 Horsepower 4 - Cylinder OHC
Z-29 handling package
13 x 6 Wheels with A70 White-Lettered tires
Torsion bar rear suspension
Alloy-Plated 8:1 Compression Forged Pistons
Custom Tailored Exhaust System
Transmission: Four-Speed
Differential 3.36:1 axle with Positraction
Z-29 Sport Wheel and Full Instrumentation
The Vega Stinger came with a full factory warranty. Turbochargers had a Yenko 90 day/4000- mile warranty.
The Yenko Stinger Vega was introduced on January 26, 1971 at the Speed Equipment Manufactures Association show at Anaheim, California.
During 1965, Don Yenko was having his share of problems. His Corvette was being outclassed by the lighter, Ford powered Shelby products. He needed Chevrolet to build a more competitive car. But after many discussions with the Corporate office, nothing was forthcoming. Don then decided, if Carol Shelby could produce his own race car, so could he!
Don chose to build his race car using the rear-engine Corvair, which had undergone a suspension upgrade in 1965. He approached the SCCA with the idea, but they said sorry, the Corvair is a sedan, not a sports car. Undaunted, Don suggested that by removing the back seat, and making improvements in the engine, brakes and suspension, he would “re-manufacture” the Corvairs into Sports Cars and call them Stingers.
SCCA tentatively agreed to Don’s request, but indicated in manufacturing this sports car, there needed to be 100 cars produced. One hundred was SCCA’s minimum production requirement. And further, if Yenko was to compete in the 1966 season, these cars had to be completed before the 1966 race season started!
It was toward the end of November, 1965 when Don got the approval from SCCA. He had only one month to purchase and modify 100 cars. However, he was so determined to have a winning season, 100 Ermine white Chevy Corvair Corsa’s ended up in his back lot in mid December with Yenko Serial Numbers on them! It appears that there were also 5 prototype Stingers built prior to receiving the Corsa shipment. One is pictured in the brochures, and another was pictured at the Alcoa Building on December 7-9th.
Yenko ordered these 100 Corsa’s through the Central office, with the following options:
1966
10737 - Corsa 2D sport coupe
3900CC - Ermine white
3F41AA - special suspension equip
3G81AA- positraction axle 3.55
3M20BB - 4 speed transmission
3N44AA - special steering equip
3758DA - black vinyl trim
9513A - positraction axle 3.89 **
9681E - independent brake unit
** Only 50 of the cars were ordered with this COPO Option.
3G81AA was not included when 9513A was ordered.
The remaining 50 had 3.55’s.
The COPO 3.89 positraction differential was not available for any other Corvair in 1966, but it could be purchased over the counter at Chevrolet.
These 100 Corvairs were one of the first Chevrolets to have a factory dual master Cylinder.
STINGER TREATMENT
Yenko’s plan for the 1966 Stinger was to add fiberglass landau panels and a deck lid with an integral spoiler. Then he would remove all Corsa and Chevrolet emblems, filling the holes in with lead and plastic filler. These areas and parts were then painted Ermine white. To complete the exterior, a set of tri-stripes in blue would be added, along with 3 stinger decals. There appears to be a variation in the color of blue paint used in production, from medium blue to a darker blue.
On the inside, the back seat would be removed, replaced with a plywood board and a mat. The interior emblems remained. On a number of cars, the glove box emblem was removed, and the Stinger embossed decal was applied. Gauges were installed at the customers request.
To dress up the engine compartment, headers were added, as well as a deep aluminum oil pan. This was finished off with new individual chrome air cleaners.
A number of the 100 COPO’s never went through the entire conversion process. Jack Brenner, the original owner of YS-065, ordered his Stinger as a Stage II, but chose to add only the rear deck lid to his car. YS-022 received no exterior treatment, but the owner put his money toward a Stage II engine.
SCCA
A SCCA representative actually came out to Yenko’s dealership to look at the cars. After he left, Don had to wait 9 days before getting confirmation that the cars were accepted.
But the Yenko team was not overjoyed upon receiving the news. Evidently, SCCA decided that the Stingers should be placed in Class D, which was dominated four years in a row by a Triumph TR-4A. It would be nearly impossible to win in that class with a Stinger.
However, Don went to work on a Stage III 220 horsepower version, while at the same time, put out a substantial effort to sell the remaining Stingers. One thing Don had going for him was the fact that SCCA would only allow serial numbered Stingers to compete in their events. In other words, they had to buy Don’s cars if they wanted to race.
Jerry Thompson was the driver for the first race of the season at Marlboro in January, 1966, and the Stinger came within one second of the current pacesetter, a TR4.
After this race, Don asked Jerry Thompson to compete for Yenko with the new Stinger, and Jerry went on to to win the Division Championship that year. However, he placed only 5th in the Nationals. By 1967, Thompson had what it took to pull off the Class D National Championship, which was sealed at the Daytona ARRC.
Don worked with Central Chevrolet in Canada to supply 1966 Stingers for them. Paperwork shows at least three Stingers at the dealership, including Mo Carter’s race car.
Late in 1966, Don placed an order for 25 COPO 1967 Corvairs. This new batch, built in February, 1967, had an added feature: they came in Marina Blue or Bolero Red! It appears that SCCA eliminated the mandatory white color for US cars starting in 1967.
1967
Since the Corsa had been discontinued at the end of the 1966 model year, these new cars were ordered as Monzas.
There was also an additional problem. Chevrolet had discontinued the 140 HP option for model year 1967. Yenko was extremely upset. He needed this optional engine to be competitive. Well, by the time these Stingers were built, they did have COPO 140 engines.
OPTIONS:
3900FF - Marina Blue (Bolero Red Code RR)
3F41AA - heavy duty suspension
3M20BC - four speed transmission
3N44AA - special steering
3758AA - black interior trim
9513A - 3:89 positraction differential
9551B - 140 special performance engine
9981A- wheel cover deletion
The new, simplified Monza dash lacked the Corsa tachometer and gauges, so Don ordered Stewart-Warner 970-E tachometers and installed them in the new cars. He also made available oil pressure and temperature gauges and an ammeter gauge for an additional $79.00. Dual master cylinders became a standard option for Corvairs in 1967.
In total, Chevrolet eventually sold 232 COPO 9551B 140 engines equipped with manual transmissions, and 47 140’s with Powerglides. It is believed that 25 COPO Monza’s were ordered by Yenko for the Stinger project, but only fourteen 4-speed cars with this option were turned into Stingers.
1968
It appears that two Stingers were built. They have not surfaced.
1969
A very special Yenko Stinger (YS-9700) was made in 1969. It wasn’t a Corsa or a Monza, but started out as a plain Jane model 500 coupe. It did not receive the classic rear window panels or fiberglass deck lid, or even the dark blue Tri-Stripes. But what it did receive was awesome! Yenko started out by installing a Stage IV engine, a special COPO for the 3.27:1 axle, S.C.C.A approved roll bar, heavy duty suspension, quick steering, and front and rear stabilizers. He then added a 24 gallon fuel tank, metallic sintered brakes, and front mounted oil cooler.
Goodyear Tire and Rubber Company had special ordered this car for some tire tests, and paid Yenko $5,021.65 for the privilege of taking ownership. Goodyear then welded steel scatter shields inside the wheel wells, and went out to test tires.
1981 Chevrolet Camaro Z-28 Stage II Yenko Turbo Z wallpaper image
Info below from Topspeed web page:
"Another cool thing is that, in 1981, the Camaro was in a real dark area, as emission regulations had strangled the LM1 350 c.i. V-8 down to a paltry 175 horsepower. In the Stage II model, Yenko strapped on Turbo International turbocharger that pumped 7 psi into the intake, special decals, Kamp leather seats, leather racing steering wheel, “Turbo Z” floor mats, Koni shocks, stiffer stabilizer bars, modular wheels and Goodyear Wingfoot tires.
Though Yenko never released the horsepower specs and they are non-existent on the Interwebz, we can take a nice stab and say it’s somewhere in the 210- to 225-horsepower range. That’s not much for this massive sled, but you’re getting one of the rarest cars in the world, if you are willing to pay the $179,900 “Buy it Now” price on Ebay. "
"More than 1,000 Horsepower and 830 Ft. Pounds Torque – Twin Turbo C5R 427ci Nickey Camaro:
It was during the mellow ’50’s that the hot rodding expression, ”There’s no substitute for cubic inches” came into vogue. In layman’s terms that meant simply the bigger the better, or the more cubic inches you had under the hood, the quicker and faster your car would be.
Bigger displacement engines usually came in luxury cars, which were not exactly popular with the performanced minded youths, of the day, so engine swapping came into it’s own.
In the 1960s, there emerged an engine swapping revolution combined with some very interesting marketing programs. Leading the revolution was Bill Thomas Race Cars in Anaheim, California. Bill Thomas was well known, in Chevrolet racing circles, for his Cheetah road racing cars, fuel injected sports and drag racing Chevrolets, afx drag car kits, and some rather exotic street racing machinery. At the time, he was one of only a handful of Chevrolet racing shops that was dialed into Chevrolet Engineering.
It was people like Bill Thomas who kept Chevrolet very visable in racing at a time. when the factory claimed it was not involved, in such projects.
Enter Chevrolets all new ’67 Camaro. It was only natural that Bill Thomas would be involved, with the first big block transplant, into the all new Camaro.
Bill Thomas formed an alliance and collaboration with Chicago based Nickey Chevrolet. They were the largest performance parts dealer in the world, at the time.
They began installing the 427 cubic inch big block into Camaros. These Camaros were offered to Nickey customers right off the showroom floor. In fact, you could custom order your Camaro with unlimited horsepower ratings.
Nickey/Thomas would build special order Camaros with blueprinted street and/or race engines, stick or automatic transmissions, tri-power, dual quads, slicks, headers, ad infinitum. You could call the shots and they’d build it to your specs !
Virtually every automobile magazine featured an article on this all new Supercar. Little did Bill Thomas or Nickey Chevrolet know, that they had just ignited a Supercar Revolution. The likes of other ”Tunners” such as Baldwin / Motion, Berger, Gibb and Yenko, soon followed.
Fast forward Thirty-five years later, Chevrolet announced that the Camaro would be discontinued. However, this was not without significant fanfare, ala the GMMG 2002 ZL-1, optionally equipped, with a 610 horsepower C5R 427.
Stefano Bimbi, working with GMMG had one of the #69 plus two prototypes, 2002 ZL1s built as a Phase III Nickey Tribute Camaro.
This project lead to the idea, to build, a limited quantity, of Nickey Continuation Camaros.
Since Nickey Chevrolet , in collaboration with Bill Thomas, was the first to transplant a 427 into an F-body, it would be fitting that They once again collaborate, on building one, of the last 427 equipped 2002 Camaro Supercars.
Bill found the concept interesting, but warned that if this concept were to gain momentum, 750 horsepower would the minimum requirement.
Bill happened to know of a great engine builder (his son Bill Thomas III) that, as part of the team, could make the concept a reality.
The goal was set, to build the ultimate street friendly, pump gas, driver Camaro. Bill suggested ”let’s blow in it”, meaning forced induction. After all, Bill Thomas began turbocharging Corvairs in the early 60’s. True to the spirit of Bill’s thinking, modifications needed to be efficient, durable and maintain the ”stealth” image, of the ultimate stock looking street sleeper. Finally, it had to be red, since according to Bill, ”if it’s not red, it’s not a race car”.
The joint efforts of Nickey, Dean Klein (Little Detroit Collectibles), Mike Guarise (Afficionado and owner of several Bill Thomas/Nickey Supercars), and many of the best, in the industry, to include Bill Thomas III, who brings tremendous amount of experience from his father’s mentoring, as well as by being part of a elite NASCAR engine building team and building race motors all his life, John Garrison from Paul Pfaff Racing Engines, who worked in the Bill Thomas Race Cars shop in the 60’s, Mike Osucha from More Performance and Brian Ebert and Bart Wells from HiTek Motorsports, resulted in this, Bill Thomas inspired, ultimate, 1,000 plus horsepower, street sleeper.
(Just exactly how much more Horse Power? We’ll, let’s say that we are still waiting for the competition to catch up!)
The 2002 Bill Thomas equipped Nickey Camaro began life as one of 1,037 Special Edition 35th Anniversary Z4C 6-speed Camaro SS Coupes.
This 35th Aniversary Camaro was jointly titled in Bill Thomas’s name.
Special Attention was paid to retain the original equipment (Air Conditioning, Battery Location, Interior, CD Player etc.), focusing rather on the upgrading the drivetrain, suspension and brakes for power and safety.
The Bill Thomas/Nickey inspired modifications include:
C5r 427 aluminum race case engine hand built by Bill Thomas III
Custom built sheet metal intake manifold by More Performance
HiTek Motorsports modified oil pan
Evans high flow cooling system
Custom engraved Katech aluminum valve covers
Garrett upgrade T-4 twin turbochargers
Custom front mount intercooler by HiTek Motorsports
Custom twin turbo exhaust headers by HiTek Motorsports
I believe this car would have been competitive with the Ford Thunderbolts and Chevy Impala Z11,
and the Max-Wedge powered Mopars in FAPSD racing. The engineering behind it was unique,
and definitely “out-of-the box” thinking.
1963 Pontiac Tempest 421SD
photos source: Popular Hot Rodding
info: wikipedia
Pontiac Tempest
Despite sharing some of the Oldsmobile’s sheet metal, the original Tempest featured an innovative drivetrain — a rear-mounted transaxle coupled to a torque shaft arcing in a 3 in (76 mm) downward bow within a longitudinal tunnel — coupling the forward engine and rear transmission into one unit and eliminating vibration. The arrangement, known as “rope drive”, had been previously used in the 1951 Le Sabre concept car.
The combination of the rear-mounted transaxle and the front-mounted engine gave the car very nearly an ideal 50/50 front/rear weight distribution, enabled four-wheel independent suspension, and eliminated the floor “hump” forward of the front seat which accommodated the transmission in a conventional layout, such as the front engine/front transmission used in the Tempest’s Buick and Oldsmobile sister cars.
John Z. DeLorean, designer of the Tempest, was the division’s chief engineer and a Packard veteran who would later become the division’s head and later still would become widely known for founding the DeLorean Motor Company. The Tempest was Motor Trend magazine’s 1961 Car of the Year. Road & Track praised the Tempest as “exceptionally roomy” and “one of the very best utility cars since the Ford Model A.”
Super Duty
Perhaps the most famous Tempests built were the 1963 Super Duty cars. Just 14 in number and built to compete in the NHRA Factory Experimental class, they were built at the Pontiac plant in Michigan over Christmas 1962 with the knowledge of the impending General Motors ban on factory racing. Among those who successfully raced the Tempest Super Duty cars was Wild Bill Shrewsberry who drove for Mickey Thompson in the 1963 NHRA Winternationals with average times in the low 12-second range. Shrewsberry still owns his car and it is still equipped with Pontiac’s “Powershift” transaxle as retrofitted later in the 1963 season. Developed specifically for the Super Duty, this was essentially two Powerglide automatics in a single four-speed unit, allowing clutchless shifting in much the same manner as modern drag racing transmissions.
On October 31, 2008, one of the most rare factory race cars, the missing Stan Antlocer Super Duty Tempest Le Mans Coupe was auctioned on eBay. The seller started the auction at $500 being unaware of the car’s true value. Eventually, the car was sold for $226,521.
The car started out as a private venture in 1966 by company engineer Erich Waxenberger. His principle was simple: take the powerful 6.3 litre V8 Mercedes-Benz M100 engine from the luxurious 600 limousine, and fit it into the regular Mercedes-Benz W109 S-Class model which only had 6-cylinder engines at that time. The result was a nearly 2-tonne saloon with performance similar to most dedicated sports cars of the era. It is said that Rudolf Uhlenhaut, when invited to test drive the prototype, opened the hood at the first red light to find out how the big engine and its supporting equipment had been squeezed in there.
Surprisingly, the rather conservative company went ahead and launched the car into the marketplace at the Geneva Motor Show in March 1968,[1] in order to make better use of the M100 engine production facilities. The 6,500 build of the 6.3 outnumbered the 2,700 build of the 600 by far.
What set this car apart from its contemporaries in the late 1960s though, was that it could cruise at over 200 km/h (124 mph) with 5 occupants in complete comfort within the body styled by Paul Bracq. Later, the company also fitted new, smaller V8 engines into the W109 series. The 300SEL 4.5 was only available in the USA, while the 280 SE 3.5 Coupé could also be ordered in Europe.
In 1975, the Mercedes-Benz 450SEL 6.9 was introduced as a 300SEL 6.3 successor with larger displacement, modifications to the equipment, and more power.
6.3 litre V8 with Bosch fuel injection, 250 PS (184 kW; 247 hp), 300 HP SAE
Special build 300 SEL AMG 6.8 litre road race cars
6.8 litre engine fitted (315 kW/428 hp and torque to 62 mkg), the 300 SEL AMG could reach 100 km/h in only 4.2 seconds and a top speed of 265 km/h.
Transmission
4-speed automatic gearbox
Air suspension, ventilated disc brakes on all four wheels, power windows, central locking and power steering all came standard. Air conditioning, power sunroof, writing tables (for rear seats), window curtains, audio tape deck and rear seat reading lamps were available as optional equipment.
6,526 of these vehicles were produced, and though quite costly to maintain, they are very collectible today.
The Toyota Supra is a sports car/grand tourer that was produced by Toyota Motor Corporation from 1978 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider.[2] Starting in mid-1986, the Supra (in its third generation, Mark III) became a separate model from the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra.[3] Owing to the similarity and past of the Celica’s name, it is frequently mistaken for the Supra, and vice versa. First, second and third generation Supras were assembled at Tahara plant in Tahara, Aichi while the MKIV Supra was assembled at the Motomachi plant in Toyota City. In 1998, Toyota ceased sales of the Supra in the United States[3] and in 2002 Toyota officially stopped production of the Supra in Japan.
1992 Toyota Supra 2.0 TT
Probably compete in FAPSD in F Bracket. ^
Gen III 1986-1992
In May 1986, Toyota was ready to release its next version of the Supra. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front-wheel drive, utilizing the Toyota “T” platform associated with the Toyota Corona, while the Supra kept its rear-wheel-drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 200 hp (149 kW) inline 6. Although only available in naturally aspirated trim in 1986.5, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market.
The new Mark III Supra engine, the Toyota 7M-GE, was the flagship engine of Toyota’s arsenal. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota’s first distributor-less engine offered in the US which used coil packs sitting on the cam covers and a cam position sensor driven by the exhaust camshaft.[11] It was equipped with a CT26 turbocharger and was rated at 230 hp (172 kW) at 5600 rpm while the naturally aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 rpm. Further refinement on the turbo model increased power to 232 hp (173 kW) and 254 lb·ft (344 N·m) in 1989. This was mostly due to a redesign of the wastegate. All models used the same tire size of 225/50R16 on 16x7 inch wheels. Spare tires were full-sized but on steel wheels.
Owing to a large error in the factory head bolt torque specifications (likely owing to switching away from using an asbestos head gasket in lieu of a copper one), all of these engines had severe problems with blown head gaskets. Toyota never issued a recall for any of the affected vehicles. The problem could be easily fixed by replacing the head gasket and torquing the head bolts to 75 lb·ft (102 N·m) of torque. However, owing to the lack of a recall or appropriate service bulletin, the head gasket problem would recur in another 75,000 miles or so if the gasket was replaced and the bolts were retorqued to the erroneous service manual specifications of 56 lb·ft (76 N·m). With the head bolts torqued correctly, the engines were otherwise extremely durable.
The naturally aspirated came as standard issue with the W58 manual transmission. The turbo versions included the more robust R154 manual transmission. Both were available with the optional 4-speed A340E automatic transmission.
The third-generation Supra represented a great deal of new technology. In 1986, options available for the Supra included 3-channel ABS and TEMS which gave the driver 2 settings which affected the damper rates; a third was automatically activated at WOT, hard braking, and high speed maneuvering. HKS also made a “TEMS Controller” to hack the system and activate it on the fly, though the controllers are now nearly impossible to find.
1998 Toyota Supra RZ TT
Probably compete in FAPSD in E or D Bracket.
Gen IV 1993-2002
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models,[13] and official mass production began in April 1993.[13] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota’s first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo’s engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm.[13] The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h).[16] The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake on the hood. Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a “pre-boost” mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo’s output is used to augment the first turbo’s output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires. All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.[17]
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating “Limited Edition 15th Anniversary”. All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock Mark IV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the Mark IV managed remarkable skidpad ratings of 0.95 lateral g’s (200 ft) and 0.98 lateral g’s (300 ft)[18] The Mark IV Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m),[19] the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO
2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO
2 emissions in the range of 224 g/km.[citation needed]
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
Both the Mark III and Mark IV are allowed to compete in FAPSD.
info below: wikipedia
The BMW M5 is a high performance version of the BMW 5-Series executive car built by the Motorsport division of BMW. Beginning production in 1986, the first incarnation of the M5 was hand-built utilizing the 535i chassis and a modified BMW M1 engine, being the fastest production sedan in the world at the time of its introduction.[1] Subsequent iterations of the M5 have been built from each generation of the 5-Series platform, including the E34, E39, E60/E61, and most recently, F10, with the first orders delivered in late 2011-2014.
Back in the day, Studebakers were underestimated by a lot of people. Usually because of the plain, nondescript body styles.
The understated style seems to hold up well over time. Its pretty clean looking.
However, though plain looking and walking softly, some carried a big stick.
This Challenger model is a perfect example of that…it belongs to George Krem (original owner).
It has the “factory option” R3 Paxton supercharger on a 305 c.i. rated at 335 HP.
It is definitely FAPSD material, as you see from the story.
1964 Studebaker Challenger
At the 2012 Pure Stock Muscle Car Drag Race
Purchased new in 1964, this car was selected because it was lightweight with no options. It did not come with carpet - only a rubber floor mat, and it came with only one sun visor and one armrest. The goal was to make the fastest Studebaker possible using all factory parts. Later an R3 engine was purchased from a Studebaker dealer for $725, complete except for the Paxton supercharger.
This car is raced at the Pure Stock Muscle Car Drags, and has posted 12.85 seconds at 111 MPH, running a T-10 4-speed and G70-15 Firestone street tires. With those kind of trap speeds, the car is actually making upwards of 430HP.
The T-10 has just been replaced with a Powershift automatic. Traction is a real problem and the hope is, with an automatic, better 60’ times can be had.
Story, photos and video courtesy of american torque.com
More fast (FAPSD) Studes…
Hawks:
1957 Golden Hawk
Info below courtesy: wikipedia
The last Studebaker until the Avanti to have styling influenced by industrial designer Raymond Loewy’s studio, the Golden Hawk took the basic shape of the 1953–55 Champion/Commander Starliner hardtop coupe but added a large, almost vertical eggcrate grille and raised hoodline in place of the earlier car’s swooping, pointed nose. The raised hood and grille were added to allow space for a larger engine, Packard’s big 352 in³ (5.8 L) V8, which delivered 275 bhp (205 kW).[1] This big, powerful engine in such a light car gave the Golden Hawk a phenomenal power-to-weight ratio (and thus performance) for the time; of 1956 American production cars, the Golden Hawk was second only to Chrysler’s 300 B by that measure — and the expensive Chrysler was a road-legal NASCAR racing car. The Golden Hawk can be considered, like the Chryslers, a precursor to the muscle cars of the 1960s
The Golden Hawk was continued for the 1957 and 1958 model years, but with some changes. Packard’s Utica, Michigan engine plant was leased to Curtiss-Wright during 1956 (and eventually sold to them), marking the end of genuine Packard production. Packard-badged cars were produced for two more years, but they were essentially dressed-up Studebakers. The Packard V8, introduced only two years earlier, was therefore no longer available. It was replaced with the Studebaker 289 in³ (4.7 L) V8 with the addition of a McCulloch supercharger, giving the same 275 hp (205 kW) output as the Packard engine. This improved the car’s top speed, making these the best-performing Hawks until the Gran Turismo Hawk became available with the Avanti’s R2 supercharged engine for the 1963 model year.
Hawk GT
Avanti
The Studebaker Avanti was a personal luxury coupé built by the Studebaker Corporation between June 1962 and December 1963. Studebaker itself referred to the Avanti as “America’s Only 4 Passenger High-Performance Personal Car!” in its sales literature. The Avanti was developed at the direction of the automaker’s president, Sherwood Egbert. The Avanti featured a radical fiberglass body design mounted on a modified Studebaker Lark Daytona 109-inch convertible chassis with a modified 289 Hawk engine. The car was fitted with front disc-brakes which were British Dunlop designed units, made under license by Bendix, “the first American production model to offer them.” A Paxton supercharger was offered as an option.
The plan was to build the car bodies at Molded Fibreglass Body Co., at Ashtabula, Ohio, the same company that built the fibreglass panels for the Chevrolet Corvette back in 1953. Egbert planned to sell 20,000 Avantis in 1962, but could build only 1,200
