heffner ford gt 1000 hp texas mille

1000 HP Hennessey " GT 40 "

Hennessey GT1000 Twin-Turbo Hennessey Performance has taken us by surprise with a performance of the Ford GT with twin-turbo system that allows this super car to reach 0-60 mph in a blazing 2.6 seconds. Reaching a top speed of over 240 mph, no wonder this is a super car.


In addition to this information, twin turbochargers, the GT1000 system has also added a stainless steel exhaust system, billet throttle body, air-to-water cooling system. You can also tune this car to meet your needs and each car is tested to perform with maximum performance for its buyers. I encourage a person who likes the Fast and the Furious, now performing in reality as a hot seller

Worlds "10" Fastest Super Cars

The Green revolution has gone completely unnoticed by some in the automotive world, judging by the horsepower under the hoods of today's supercars.

Despite these tough economic times and our newfound environmental sensibilities, there is still an appetite to build and buy the next generation of supercar. There is now a new exclusive group called the 1000-horsepower club.

Let's put that into perspective. The World War Two Spitfire MK1A fighter plane tipped the scales at 2.9 tonnes and was powered with 1,175-hp engine. Most of the cars in the 1000-hp are lightweights weighing little more than a tonne.

If a lottery win is in your future, you might want to cast your eyes over these top-ten supercars, rated by horsepower that qualify you for membership in the 1000-hp club. (All prices quoted in U.S. dollars.)

1. Locus Pléthore, 1,300-hp, $412,000.

Surprisingly the supercar with the highest horsepower rating is built in Canada. Perhaps this spectacular creation will help repair the memories of our last Canadian built sportscar the Bricklin SV1.

Dubbed the "Quebec Bomb", the Pléthore is built by HHT Locus Technologies in Quebec. The chassis and body is made entirely out of carbon fibre weighing approximately 1,134 kg. Fitted with the option high horsepower engine the 1,300-hp version has a power to weight ratio of a formula one racing car. The heavily modified 8.2 litre Chevrolet V-8 engine is mated to a Tremec six-speed manual transmission and capable of 328 km/h.

2. SSC Ultimate Aero, 1,287-hp, $620,000.

The SSC Ultimate Aero is an American-built mid-engine supercar, built by Shelby SuperCars (SSC), of West Richland, in Washington State, no relation to the famous Carroll Shelby.

It is capable of speeds in excess of 400 km/h thanks to the SSC 387-cid, V-8 billet aluminum engine block. The Aero knocked the Bugatti Veyron off its perch as the fastest car in the world when officials from the Guinness Book of World Records recorded an official speed of 411.85 km/h making it the world's fastest supercar.

3. Lotec Sirius, 1,200-hp, Price upon request!

Lotec is a small German company that works closely with Mercedes-Benz. Its uses the same 48-valve, 6.0-litre Mercedes-Benz V-12, with twin-turbochargers, that powers the Italian built Pagani Zonda. The Sirius uses the CIMA gearbox (also used by Koenigsegg) which sits behind the engine. The bodywork is made from the optimum combination of carbon, Kevlar and fibreglass materials.

A Lotec C-1000 at the 2005 Barrett-Jackson auction in Scottsdale, Arizona, sold for $225,000 but it was built at a cost of $2.2 million!

It weighs in at 1.2 tonnes, can accelerate from 0-100 km/h in 3.8 seconds and has a top speed of 400 km/h.

4. Mosler 900S, 1,150-hp, $329,000.

The Mosler 900S is a culmination of over 20 years of research and development of Warren Mosler's technical team and designer Mark Trenne.

The California based company uses the iconic 5.7-litre Corvette LS6 engine, mated to a German Getrag 6-speed transmission. The body is comprised of three large sections of carbon-aluminum honeycomb over a chrome-molly tube chassis.

Nelson Racing in the USA has tweaked a Mosler accomplishing an output of 1,800-hp. The 900S can hit 100 km/h in 3 seconds and is capable of well over 320 km/h.

5. Zenvo ST1, 1,104-hp, Price has never been published.

The 1,104-hp Zenvo ST1 is a 100 percent Danish product. The cutting-edge, sharp lines and simplicity that is often associated with Danish design makes it a stunning car to look at. Everything about the Zenvo is over the top, from its turbocharged and supercharged (yes both, that is not a typo) 7.0-litre V-8 engine to the yards of carbon fibre covering its chassis. The transmission is a 6-speed manual that drives the rear wheels. This supercar has a 0-100 km/h time of 3.2 seconds and boasts a top speed of 373 km/h (233 mph) the top speed is electronically limited. Does it remind you of Darth Vader!

6. Koenigsegg CCXR, 1,018-hp, $2,205,600.

The Koenigsegg CCXR is a specially modified version of the CCX, easily recognized by its unpainted carbon fibre body. Only six of these special order examples were built. The CCXR has to be the first environmentally friendly million-dollar supercar. It runs on E-85 biofuel, the ethanol cools the combustion chambers and the higher octane value increases horsepower. The twin-supercharged 4.7 litre biofuel V-8 CCXR weighs 1.2 tonnes, is capable of 0-100 km/h in 3 seconds and has a top speed exceeding 400 km/h.

7. Bristol Fighter "T", 1,102-hp, $670,000.

Bristol is one of England's most exclusive luxury car builders, in business for 62 years.

The marque's most recent model, the Bristol Fighter, was named after one of its successful World War Two aircraft. The Fighter is fitted with a purpose built 8-litre, Chrysler V-10 Viper engine.

After the launch of the Fighter its clientele requested more horsepower, to accommodate a desire for sheer power. Bristol responded by offering the Fighter "T" fitted with twin-turbochargers and intercoolers. The V-10 produces 1012-hp and 1,036 ft-lb of torque. Unlike most supercars, the Fighter "T" has room for six-footers, has room for luggage and is a very comfortable touring car for intercontinental journeys.

8. Barabus TKR, 1,005-hp, $660,000.

The TKR, produced by Barabus Sportscars, of Italy, is capable of achieving Formula One times. I is powered by a 6.0-litre aluminum block V-8, with twin intercooled turbochargers, capable of accelerating the TKR from 0-100 in 1.67 seconds and a top speed of 437 km/h.

The front-end styling is similar to the Saleen S-7 and the rear resembles the Pagani Zonda. Ceramic brakes are standard equipment but at the published speeds, parachutes might be preferable!

9. Bugatti Veyron, 1,001-hp, $1,440,800.

The Bugatti Veyron has its place in supercar history as one of the most powerful and fastest street legal production cars in the world. The 8.0 litre, quad-turbo, W-16 engine produces 1,001-hp. If you drive the Veyron at its recorded top speed of 407 km/h you will drain its 100-litre fuel tank in 12 minutes. Perhaps running out of fuel is a built in safety measure, as the $25,000 worth of tires used at this speed would explode after 15 minutes.

10. Saleen S7 Twin-Turbo, 1,000-hp, $580,000.

Saleen is now offering customers of their 750-hp S7 Twin-Turbo supercar the option of a performance upgrade. For an additional $65,000 on top of the S7's $580,000 base price they will boost the 7-litre, twin-turbo, V-8 output to 1,000-hp.

With the 1,000-hp upgrade the car has topped more than 416 km/k in testing. At this year's Barrett-Jackson, a used S7 sold for $412,500. Now that's more my kind of price.

" Wheel Stander " The Little Red Wagon

The Little Red Wagon became a legend in its time as the first "wheelstander" back in 1965. The world's fastest truck was a major hit with fans, and ran at drag strips throughout the US. Its owner and driver, Bill "Maverick" Golden, was used in Dodge truck commercials, while many photographers caught the Wagon with its front wheels in the air.

What made the Wagon famous was the way that, when throttle was applied, it popped its front wheels into the air, while still achieving acceleration that no doubt made many competitors rather envious. How did that happen?

The Dodge A-100 compact pickup, with its short 90 inch wheelbase, was normally powered by a slant six, but Jim Schaeffer and John Collier modified it to put in a legendary 426 Hemi engine, with roughly four times the horsepower of the six. Rather than putting the "elephant engine" under the hood, they stuck it behind the cab, in front of the rear wheels, which required cutting a whole into the pickup bed and another into the cab itself. The result is actually better weight distribution than the standard A-100 (48 front, 52 rear vs 58/42), but it's rather less practical for getting groceries or lumber, since the engine extends into both the cab and the short bed. The Hemi, incidentally, was connected directly to a TorqueFlite automatic, and was supported via a heavy-duty welded steel subframe.

The resulting pickup was then lightened up by jettisoning items such as the heater, dash panel, front bumper, and body sealer, and by replacing the doors with fiberglass versions. The first time out of the box, using a stock Hemi, the truck ran a quarter mile in the mid-11 second range at 120 mph.

The combination of the Hemi's astounding torque and horsepower, rear wheel drive, and slight rear-weight bias, no doubt helped by the unsprung rear axle, all combined to surprise its owner by throwing its nose into the air. The result was an unexpected (the first time), thrilling, and moderately dangerous quarter mile.

Maverick retired in 2003, and the Little Red Wagon retired with him. This was actually the third or fourth wagon; the first and second had been wrecked in the 1960s, and the two wrecks were assembled into one new truck which was itself wrecked in 1975. A third new wagon was purchased in the 1970s, to be retired in 2003 after about thirty years of demonstrations. Yet another truck was a 1983 Ram used for tractor pulls; and still another was built just for Don Garlits’ museum. The third new wagon (the one that was used through the 1970s, 1980s, and 1990s) and the museum truck have both been purchased by a collector for museum display.

Its Back !! The 2012 Ford Mustang Boss "302"

The car that Mustang fans have been hoping Ford would build for a very, very long time is finally here: the 2012 Boss 302.

"Boss is a hallowed word around here, and we couldn't put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor. We were either going to do it right or not do it at all - no one on the team was going to let Boss become a sticker and wheel package."

A true Boss 302 is raw, hardcore and race-inspired, and Ford delivered the goods. The latest special edition Mustang comes with plenty of items that will excite road racing fans - an upgraded clutch, short-throw shifter, adjustable suspension, improved brakes and a more potent version of the 5.0-liter V8 that produces 440 horsepower and 380 lb-ft torque thanks to a new intake and more aggressive camshafts. Ford claims the Boss 302 will be able to break 1.0g and lap a typical road course two seconds faster than the standard Mustang GT. Ford engineers even reportedly benchmarked the BMW M3 when developing the Boss 302, aiming to beat the famous Bavarian coupe around Laguna Seca, which they claim to have achieved.

The exterior is inspired by the original 1969 model with either a black or white roof panel, C-stripe, closed fog lamp openings and a more aggressive front splitter and rear spoiler. Available colors are more eye-catching than the standard choices and include Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.

2010 Boss 302 owners will enjoy a more aural experience from the cockpit thanks to eleven pounds of sound-deadening material removed from the car. The interior also gets a dark metallic finish for the instrument panel, gauge cluster and door panel trim, Alcantara-covered steering wheel and an optional package with Recaro high performance seats.

Finally, Ford is also planning to release a limited number of Boss 302 Laguna Seca models that offer more body stiffness, a stronger chassis and an aero package lifted straight from the Ford Racing Boss 302R.

The Origins of the Pontiac " GTO "

The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist; Bill Collins, a chassis engineer; and Pontiac chief engineer John De Lorean. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. With GM's ban on factory-sponsored racing, Pontiac's young, visionary management turned its attention to emphasizing street performance.

In his autobiography “Glory Days,” Pontiac chief marketing manager Jim Wangers, who worked for the division’s contract advertising and public relations agency, states that John DeLorean, Bill Collins and Russ Gee were indeed responsible for the GTO's creation. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 CID (6.4 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326CID (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).

The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the Grand tourer class. The name drew protest from purists, who considered it close to sacrilege.

The GTO was basically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 cu in (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.

Superformance GT40

A quality re-creation of the original that beat Ferrari and finished in the top three positions in the grueling Le Mans 24 Hours in 1966. In developing the exhilarating GT40 continuation, engineers went to great lengths to ensure authenticity. So authentic, that we can legally use the name “GT40”. The GT40 also carries the GT40/P chassis number and is eligible for the official GT40 registry.

The GT40 continuation is built to exacting standards - in fact over two thirds of the rolling chassis's parts are interchangeable with that of an original car, including the 'monocoque" style chassis.

The Superformance GT40 also boasts of a pressed steel roof and beautifully finished body. Current models offered are the MKI and MKII which are available in right and left hand drive.

Add your choice of power (big or small block ) with a ZF/RBT transaxle, and prepare yourself for extreme satisfaction and the ultimate in styling.

Fords Legendary Muscle Car " The Ford Fairlane "427" Thunderbolt

History of the Fairlane Thunderbolt


The history of the Thunderbolt begins with America's love of competition. Win on Sunday, sell on Monday was the idea at the time, and the big "3" knew customers could identify with cars that they saw at the track and in the showroom. Even if you didn't go out and buy a 427 Galaxie, you sure did want to go check one out at the dealership after you saw it rumble by in the staging lanes. Showroom traffic is worth a lot to dealerships, and Ford knew this and made sure they had a major piece of bait with their new strip machine. This car would put them on the map as far as drag racing goes, with an engine already established as reliable and supremely powerful.

In 1963, an alliance between Ford's special vehicle department and the East Providence, RI dealership Tasca Ford created a mule vehicle which would ultimately be known as the Thunderbolt. Tasca had been running a '62 Fairlane stuffed full of a 406 engine, and had gotten Ford's undivided attention. A test car was built in 1963 to determine if an advantage would be gained by using the unitized body Fairlane in drag racing (versus the full framed Galaxie) This blue '63 Fairlane 500 hardtop was equipped with a 427/425 horse engine and an 4 speed transmission to test the feasibilty of a midsize car and big block engine combo. The car went largely unnoticed at the races it attended. Apparently it was crushed instead of being sold. That's the usual story for Ford prototypes, even today.

It was determined that this combination would give Ford the weight break it needed to run with the Max Wedge MoPars and the soon to be released Hemis. The Dearborn Steel Tubing Co. (DST), was picked to do all of the conversion work on the Fairlanes. The cars were built at the Dearborn plant as Fairlane 500 2 door sedans, minus all sound deadener, sealer and insulation. These cars did not have radios, heaters, or rear window cranking mechanisms. The side windows were plexiglas, and they were optioned with the 289/271 horse engine. This engine choice gave the cars a 9 inch rear end and larger brakes, which they would definitely need in a very short time.

The first run of cars were built in late '63. They were Vintage Burgundy with tan interiors. 11 cars were delivered to Dearborn Steel Tubing, and hand built into full fledged drag monsters. Apparently, 9 were done and presented to the drag teams at the same time. All of these cars were identical, except for one automatic. It was driven by Paul Harvey and sponsored by Bob Ford in Dearborn. This car was the only Vintage Burgundy, automatic transmission combination car built. Tragically, it was destroyed in a crash after being sold in 1965, killing the driver. I feel that this would be a very valuable Thunderbolt if it was around today.

The second and third runs were different creations. These cars were NOT assembled at the factory, but rather transported to DST in pieces and assembled there. The first 11 or so cars were in fact complete cars which were built by FORD, taken to DST, and completely dismantled for the transformation. Since the total number of cars was fairly high for such a special type of machine, the second type of assembly was definately preferable.

2011 Corvette Z06 " Carbon Edition "

I took a trip to Detroit last week to tour the Pratt & Miller Corvette Racing facility and see the new C6.R being built for the GT2 class at this year's Le Mans--but that's another story. This story starts at the end of the race shop tour, where I got a special treat: the 2011 Chevrolet Corvette Z06 "Carbon" edition was making its debut.

The Z06 Carbon is the next logical step in Corvette Z06 evolution, pulling in the non-engine elements of the super-duper ZR1 edition.

For track use, the Z06 Carbon is the best balanced Corvette yet. It combines the lightweight and naturally-aspirated Z06 engine with the road-holding and braking of the ZR1, said Tadge Juechter, Corvette chief engineer.

The Carbon Z06 uses the Brembo carbon ceramic brakes of the ZR1 with model-specific dark gray metallic calipers. The Carbon also uses the same 20-spoke 19-inch front/20-inch rear wheels as the ZR1, but coated in black to set the car apart visually. Other mechanical features include Magnetic Selective Ride Control for the first time on the Z06 and enhanced cooling. The car also features a special carbon-fiber pattern engine cover.

The Corvette Z06 Carbon will be available in two colors: Inferno Orange and the all-new Supersonic Blue. Having seen this car in person, I can tell you that the blue is absolutely gorgeous--understated, dignified, and all business.

The Carbon edition also comes with black headlamps and mirrors, a ZR1-style body color spoiler, body color door handles, a carbon-fiber raised hood, and black carbon-fiber rockers and splitter. They took all the tricks from the ZR1 to reduce mass and aerodynamic lift. For track events, customers can also install the Euro-styled racing number stickers that come with each car. Thankfully, Chevy's delivering those in the trunk instead of on the car.

Corvettes get a bad rap for having cheap interiors, but that's not a fair gripe for this car. The Z06 Carbon’s ebony leather and suede interior is complemented by blue or orange seat stitching to match the exterior color chosen. Other features include a unique steering wheel emblem, sill plate and logoed headrest. The suede used on the steering wheel, shifter, seat inserts, armrests and doors add to the performance luxury feel. Seeing it up close and personal, it's a really nice interior.

But if you're not lucky enough to get your hands on a Carbon edition, there will be an optional Z07 performance package that includes the same mechanical upgrades as the Carbon, and you can add that option to a regular 2011 Z06. This package also includes 20-spoke wheels and all the chassis and cooling upgrades.

For the rest of the Carbon goodies, you will be able to order a CFZ Z06 carbon-fiber package that includes the black carbon-fiber rockers, splitter and roof panel with the full-width body color spoiler. You can get the carbon-fiber goodies with or without the Z07 package on regular Z06 models.

The 2011 Corvette Z06 Carbon Limited Edition, as well as the new Z07 and CFZ Z06 option packages will be available in late summer of 2010.

History of the Buick " Grand National "

Grand National, T-Type and GNX

In 1982, the Regal Grand National debuted, which was named for the NASCAR Grand National racing series. Buick had won the Manufacturers Cup in 1981 & 1982, and wanted to capitalize on its success - "What wins on Sunday, sells on Monday". These 1982 cars were not painted black, which may confuse those not familiar with them. All started out as charcoal gray Regals that were shipped off to a subcontractor for finishing.

Originally intended for a run of 100 units, Cars and Concepts of Auburn Hills, Michigan, retrofitted 215 Regals with the GN package. Most obvious was the light silver gray firemist paint added to each side. Red pinstripes and billboard shadow lettering proclaiming "BUICK" were applied. The wheel opening moldings and rocker panel moldings were blacked out using black vinyl tape. Finally, a front air dam and rear spoiler were installed. On the inside, special "Lear-Seigler" seats were installed. These seats are fully adjustable and were covered with silver brandon cloth with black vinyl inserts. The front seat had Buick's "6" emblem embroidered onto them. To finish it off, a special clock delete plate was added to the instrument panel which contained the yellow and orange "6" logo and the words "GRAND NATIONAL BUICK MOTOR DIVISION."

The '82 GN came with a naturally aspirated 4.1 L V6 engine with 125 hp (93 kW) at 4000 rpm and 205 lb·ft (278 N·m) of torque at 2000 rpm. Of the 215 Regal Grand Nationals produced in 1982, a handful were based on the Buick Regal Sport Coupe package with the turbocharged 3.8 V6 engine with 175 hp (130 kW) at 4000 rpm and 275 lb·ft (373 N·m) of torque at 2600 rpm. There were only 2022 Sport Coupes produced in 1982, and the number of cars with both the GN and Sport Coupe packages is estimated to be less than 50.

For 1983, there was no Grand National. The Sport Coupe model was renamed the T-Type; 3732 were produced (190 hp (140 kW) at 1600 rpm and 280 lb·ft (380 N·m) of torque at 2400 rpm). The T-Type had been used on other Buicks, starting with the Riviera in 1981 (in 1979 and 1980, it was the S Type). The 1983 Regal T-Type featured tube headers, Hydro-Boost II brakes, 200-4R 4-speed overdrive trans and 3.42 rear axle (7.5").[3]

In 1984 the Grand National returned in all black paint. The turbocharged 3.8 L became standard and was refined with sequential fuel injection, and boosted 200 hp (150 kW) at 4400 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm. Only 5,204 Turbo Regals were produced that year, only 2000 of which were Grand Nationals.

In 1986, a modified engine design with intercooling boosted the performance even further; in 1987 it reached 245 hp (183 kW) and 355 lb·ft (481 N·m) of torque. Buick dropped the T-Type package for Regal in 1987. There were only 7,896 Turbo Regals produced in 1986. In 1987, when Turbo Regals reached their peak in popularity, a total of 27,590 Turbo Regals were produced through December.

In 1987, a lightweight WE4 (Turbo T) option was offered. Only 1,547 of this variant were produced. They were painted black and treated to the same blackout package as the Grand National, including bumpers, grille, headlight and taillight trim. The differences between a WE4 and the Grand National were the interior trim package, wheels, exterior badging, aluminum bumper supports, and aluminum rear brake drums as opposed to the Grand National's cast iron. The rear spoiler was only available as a dealer installed option. 1987 was the only year that the LC2 Turbo option was available on any Regal, making it possible to even see a Limited with a vinyl landau roof and a power bulge turbo hood. The 1987 model would be the end of the manufacture of the RWD "G-Body" Regal, but GM had to extend the build of the Grand National to meet customer demand.

For the final year, 1987, Buick introduced the GNX at $29,000. Produced by McLaren/ASC, Buick underrated the GNX at 276 hp (206 kW) and a very substantial 360 lb·ft (488 N·m) of torque.[4] This was created to be the "Grand National to end all Grand Nationals." Changes made included a special Garrett turbocharger with a ceramic-impeller blowing through a more efficient intercooler and a "CERMATEL (Ceramic/Aluminum) coated" pipe connecting the intercooler to the engine. A GNX specific EEPROM, low-restriction exhaust with dual mufflers, reprogrammed Turbo Hydramatic 200-4R transmission with a custom torque converter and transmission cooler, and unique differential cover/panhard bar included more of the performance modifications. Exterior styling changes include vents located on each front fender, 16 inch black mesh style wheels with VR-speed rated tires, and deletion of the hood and fender emblems. The interior changes of the GNX included a serial number on the dash plaque and a revised instrument cluster providing analog Stewart-Warner gauges, including an analog turbo boost gauge. GNX #001 is the 1986 prototype currently owned by Buick and sometimes makes appearances at car shows around the US. The GNX had a ladder bar that ran from the mid-section of the car to the rear axle, so as to increase traction. This is also the reason why a GNX will actually lift the rear end up when the car is about to launch heavily.

1987 Buick Regal Grand National
1987 Buick Turbo Regal "WE4 package"
G-body Buick Regal
1980 Buick Regal


The stealthy appearance of the all-black GNX and Grand National, coupled with the fact that the Grand National was initially released during the height of Star Wars fever, earned it the title Darth Vader's Car (Car and Driver covered the GNX model's introduction with the headline "Lord Vader, your car is ready," a phrase more recently attributed to the Maybach Exelero). The line was also used with the 1994 Chevrolet Impala SS years after the GNX was discontinued.

Muscle Car Performance Hurst / W-30 Oldsmobile

Oldsmobile 442

Manufacturer Oldsmobile
Parent company General Motors
Production 1964–1987
Predecessor Oldsmobile F-85
Class Muscle car
Body style(s) 2-door coupe
2-door convertible
Layout FR layout

The Oldsmobile 442 (pronounced four-four-two) 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.




History
First generation Production 1964-1967
Assembly Lansing, Michigan
Framingham, Massachusetts
Fremont, California
Platform A-body
Engine(s) 330 CID V8
400 CID V8
Transmission(s) 4-speed manual
3-speed manual
2-speed special duty Jet-Away
3-speed Turbo Hydramatic

1964
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. It was created by performance enthusiast and Oldsmobile engineer John Beltz (also responsible for the Toronado), aided by Dale Smith and Olds Chief Engineer Bob Dorshimer.

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 CID (5.4 L) — the Olds offering was a conservative package. Technically the "B09 Police Apprehender" option, it used the four-barrel carbureted 330 CID (5.4 L) V8 with heavy-duty valve gear, posi trac, 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 two exhausts. 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.

1965
With the GTO receiving GM corporate sanction, Oldsmobile followed suit with a big-engine 442. The B09 option was renamed 442 and the price was lowered to $190.45 for F-85s and $156.02 for Cutlasses. The new 400 CID (6.6 L) engine became standard, and the definition of "442" was restated as 400 cubic inches, 4 barrel carburator (a 515 cfm Rochester 4-Jet),[2] 2 exhausts. Output for the big engine rose to 345 hp (257 kW) and 440 lb·ft (597 N·m). The standard transmission became a three-speed manual with the four-speed as an option, and Oldsmobile's two-speed Jetaway automatic transmission was added as an alternative. The '65 was the first 442 to use a Hurst shifter, which was included when the HD 3 speed manual transmission was ordered. The heavy duty 3 speed was a mid year introduction and used a floor shifter, unlike the early 3 speed that used a column shifter.

Other touches added to the '65 were chrome body side scoops adorned with 442 badging, chambered dual exhaust pipes, chrome single snout air cleaner, and 442 badging on the dash. Late in the year option N98 was added, which were chrome reversed 14 × 6 in (360 × 150 mm) wheels. It also offered standard bucket seats[3] and a 6,000 rpm tachometer, mounted in the console, more as decoration than for usefulness.[4] Console was optional, which made the tach optional.

Modern Rod tested a 1965 F85 442 with the four-speed manual, slicks, and headers and obtained a quarter mile acceleration of 13.78 seconds at 102.73 mph (165 km/h); Car Life's automatic '65 ran the quarter mile in 15.5 seconds at 89 mph (143 km/h), with a 0 to 60 time of 7.8 seconds. Offered in four body styles, sales rose to 25,003, including 3,468 convertibles.

1966
The 1966 442 shared a modest facelift with other Cutlasses. Its major news was the addition of two new optional engines: the L69, with three two-barrel Rochester 2GC carburetors on a progressive linkage, rated at 360 hp (268 kW) and 440 lb·ft (597 N·m) of torque, which was priced at US$264.54,[5] and the rare W30. The standard engine, now dubbed L78, was rated 350 hp (261 kW)/440 ft·lbf with a single four-barrel carburetor.

The W30 engine added an outside-air induction system (admitting cool air to the carburetors via tubing from the front bumper) and a hotter cam, rated—or, more likely, underrated—the same as the L69. The battery was relocated to the trunk to make room for the air hoses, which prevented the package from being ordered on convertible models. Only 54 W30s were built by the factory, although an additional 97 were produced for dealer installation.

Hurst shifters were now standard equipment with floor-mounted manual transmissions including the optional heavy-duty three-speed, M-20 wide-ratio four-speed or M-21 close-ratio four-speed. The standard transmission was a three-speed manual with column shift and the two-speed Jetaway automatic with switch-pitch torque converter was optional.The standard 350-horsepower 400 engine could be ordered with any of the four transmissions, while only manual transmissions could be ordered with the L69 three two-barrel option.

Inside, a revised instrument panel featured two round pods for the speedometer and other instruments, replacing the horizontal sweep speedometer of 1964-65 models, but the rest of the basic dashboard designed was unchanged. F-85 models had base interiors with bench seats and rubber floor mats while the more lavish Cutlass versions came with full carpeting and featured Strato bucket seats of a new design with higher and thinner seat backs, or a no-cost bench seat option.

Car Life tested an L69 442 with four-speed transmission and obtained a 0-60 time of 6.3 seconds and a quarter mile of 14.8 seconds at 97 mph (156 km/h). Motor Trend's similar test car ran 0-60 in 7.2 seconds, with a quarter mile time of 15.2 seconds at 96.6 mph (155.5 km/h).

Production slumped to 21,997. The 442 still constituted only about 10 percent of Cutlass sales, whereas Pontiac's GTO represented nearly a third of all Tempests sold.

1967
For 1967 the 442's styling and base engine remained the same, save for an increase in intake valve size to 2.067 from 1.99. but the automatic three-speed Turbo-Hydramatic with Switch Pitch became available, replacing the two-speed Switch Pitch Jetaway, as was the case with the mid-sized muscle cars from other GM divisions (Pontiac GTO, Chevrolet Chevelle SS396, and Buick GS400). The heavy-duty floor-mounted three-speed manual transmission was now standard with the Muncie M-20 and M-21 four-speeds optional, all with Hurst shifters. Front Disc brakes were a new option this year.

A GM policy decision banning multiple carburetors for all vehicles except the Corvette saw the demise of the L69 with its triple carburetors. The W30 remained available, although the four-barrel Quadrajet carburetor replaced the J-2 triple two-barrel setup. New red plastic inner fender liners became part of the W30 package. 502 factory W30 engines were built to meet NHRA homologation rules, along with an unknown number of dealer-installed packages. 4-way emergency flashers became standard as it did on all new GM models for 1967.

Cars tested a W30 442 with close-ratio four-speed and 4.33 rear axle (a dealer-installed only option),[2] obtaining a quarter mile of 14.1 seconds at 103 mph (166 km/h) in completely stock form. 0-60 times were between 6.5 and 6.7 seconds.

Unlike in previous years which the 4-4-2 option could be ordered on either baseline F-85 or upscale Cutlass models, the 1967 4-4-2 package was based on the top-line Cutlass Supreme series including the sport coupe (with center post), Holiday hardtop coupe and convertible. Standard equipment on all models included Strato bucket seats or no-cost notchback bench seat, full carpeting, expanded Morocceen vinyl upholstery, heavy-duty suspension with rear sway bar, and wide-oval tires.

Production rallied somewhat from the previous year, rising to 24,833.

1968
Second generation
Production 1968–1971
Assembly Lansing, Michigan
Framingham, Massachusetts
Arlington, Texas
Kansas City, Kansas
Fremont, California
Linden, New Jersey
Platform A-body
Engine(s) 455 cu in (7.5 L) V8
400 cu in (6.6 L) V8
Transmission(s) four-speed manual
three-speed manual
three-speed automatic
Wheelbase 112.0 in (2845 mm)
Length 203.2 in (5161 mm)
Width 76.2 in (1935 mm)
Height 52.8 in (1341 mm)
Curb weight 3,713 pounds (1,684 kg)

The 442 became a separate model from 1968 through 1971. The wheelbase was 112 in (2,845 mm), and over 33,000 were sold for 1968. Despite the engine displacement staying at 400 CID, the engine was based on the new 455 cranktrain (4.25 stroke) and the bore decreased (to 3.87). Torque now came at 3000–3200 rpm as opposed to the early 400's 3600 rpm peak, mostly due to a milder base cam grind. Car Life tested a 1968 442 with a 3.42:1 rear axle ratio and Hydramatic and attained 0–60 times of 7.0 seconds, and a quarter-mile time of 15.13 seconds at 92 mph (148 km/h). Top speed was reported as 115 mph (185 km/h). The base motor was still rated at 350 hp (261 kW), but only with the standard three-speed and optional four-speed; automatics were rated at 325 hp (242 kW). W-30s were rated again at 360 hp (268 kW). Car Life also tested a four-speed W-30 with 4.33 rearend gears and recorded a 13.3 at 103.30 mph (166.2 km/h), which shows the long stroke did not affect actual performance although long term durability at high (6000 plus) engine speeds might be affected.

All standard 1968 442 engines are painted a bronze–copper color, as with the 1967s, topped with a fire-red air cleaner. W-30 option cars were equipped with Ram Air intake hoses leading from a chrome-topped dual snorkel black air cleaner to special under-bumper air scoops and set off by bright red plastic fender wells. In addition, a Turnpike Cruiser option was made available with a two-barrel carburetor; this was previously available on the Cutlass Supreme for 1967. 1968 was the first year for side marker lights and the last year for vent windows on hardtops. 442s for '68 had unique rear bumpers, with exhaust cutouts and special exhaust tips.

It was in 1968 that Oldsmobile first partnered with Hurst Performance Research Corporation to create the Hurst/Olds rather than just adding Hurst shifters as with earlier models. The limited regular production run of 515 Hurst/Olds (459 Holiday Coupes/56 Sport Coupes) started out as regular 442s, but were treated to numerous distinct enhancements, both cosmetic and mechanical. All cars were painted Peruvian Silver (a Toronado color) with liberal black striping and white pinstripes, exterior and interior H/O badging (unique to '68), and a real walnut wood dash insert. Mechanically, the cars left the factory with two drive train combinations. Red 455 CID engines were backed by modified W-30 Turbo 400 automatic transmissions. A/C cars got a W-46 engine with a 3.08:1 rear while non-A/C cars got a W-45 engine with a 3.91:1 rear. While both engines were rated at 390 hp (291 kW), the W-45 engine received the cylinder heads from the W-30 and the camshaft from the W-31, making it more suitable for higher rpms. All cars came with bucket seats and a Hurst Dual-Gate shifter in a mini-console. Also standard were numerous regular 442 options such as disc brakes, heavy duty cooling, and FE2 suspension. They shared the red fender wells and ram air setup with the W-30. Popular, but not standard, additional options included the tic-toc-tach and wood-grained steering wheel.

Performance for the 1968 Hurst/Olds (390 hp): 0–60 in 5.4 sec, 1/4 mile in 13.9 sec @ 103 mph.

1969
1969 442s were very similar to the 1968 except the tooth in the grill, the tail lights, the place of the ignition, the key, headlight setup, and paint scheme. Changes to the engine and drivetrain were minimal, but the Turnpike Cruiser option was deleted. However, another hi-po engine was offered. Called the W-32, it came with the Forced Air Induction plumbing found on the W-30s, but it had a milder cam like the base engine. It was only available with an automatic, and 297 were built, including 25 sport coupes and convertibles each. The Hurst/Olds returned, with a new regal gold and white color scheme, outrageous hood scopes and the 455 cid V8 that was detuned slightly from 1968.

Performance for the 1969 Hurst/Olds(380 hp): 0-60 in 5.9 sec, 1/4 mile in 14.03 sec @ 101 mph.[6]

1970

1970 Oldsmobile 442 with W-25 ram-air option.File:'71 Oldsmobile 442 (Orange Julep).jpg
1971 Oldsmobile 442 convertible1970 saw the introduction of the Olds 455 V8 as the standard 442 engine. Magazine ads using an offbeat mad scientist trumpeted "Dr. Olds introduces as large a V-8 as ever bolted into a special-performance production automobile!" Output was 365 hp (272 kW) and 500 lb·ft (680 N·m), with a 370 hp (276 kW) W30 option available. The 365 and 370 hp (272 and 276 kW) power ratings were conservatively underrated at a lower rpm. Both engines are believed by some to produce 410 to 420 hp (306-313 kW). It was the pace car at the Indianapolis 500 race in 1970, along with the Cutlass Supreme. Motor Trend praised the 442, stating that "it's probably the most identifiable super car in the GM house".

In addition to the standard 442 offerings, W-30s received a W-25 fiberglass OAI (Outside Air Induction) hood to replace the bumper scoops that were on the 68 and 69 W-30s, an aluminum intake manifold, special camshaft, cylinder heads, distributor, and carburetor.

Motor Trend tested a 442 W-30 with a 4-speed manual transmission and 3.91:1 rear gears, clocking a quarter mile time of 14.2 seconds @ 102 mph (164 km/h). However, Motor Trend noted that Oldsmobile engineers had earlier posted a best of 13.7 seconds on the same test car with a fresh tune.

1970 Model Year Spotting Tips: Vertical bars in silver grille, rectangular parking lights in front bumper, vertical tail lights.

1971
The 1971 442 was available in a hardtop coupe and convertible body type. The sport coupe disappeared for the first time since 1964, only to return in 1972. Engine output was down for 1971 due to a lower compression ratio (8.5:1), which affected all of GM's engines. The base 455 was rated at 340 hp, with the W-30 achieving a rating of 350 hp.

Quarter mile performance as reported by Road Test magazine was 15.2 seconds @ 99 mph (159 km/h), and 0-60 in 8.9 seconds, using the TH400 automatic transmission.

1971 Model Year Spotting Tips: Black grille with silver surround, silver headlight bezels, round parking lights in front bumper, horizontal tail lights.

1972
The 442 name reverted to an appearance and handling option package (option code W-29) in 1972 on the Cutlass Holiday coupe, Cutlass S sport coupe and Holiday coupe, and Cutlass Supreme convertible. The W-29 option was not available on Cutlass Supreme notchback hardtops. This package, which carried a sticker price of $29, consisted of the "FE2" suspension upgrades (heavy duty springs & shocks, front and rear sway bars, boxed lower rear control arms, and 14- by 7-in [356- by 178-mm] wheels), side striping, fender and decklid badging, faux hood louvers, and a unique grille. The rear bumper sported cutouts for exhaust tips, but only when paired with the optional L75 455 CID V8 in place of the standard Oldsmobile 350 V8.

442's could be ordered with the additional W30 option, which included the still-potent L77 455 engine, which produced 300 hp (220 kW) and 410 lb·ft (556 N·m)s of torque and incorporated low-restriction dual exhausts. Other notable components included a lightweight aluminum intake manifold, the W25 fiberglass ram-air hood, anti-spin differential with 3.42:1 gears (3.73:1 available), and heavy duty cooling. Due to the low-vacuum at idle, air conditioning was not available, and power brakes were only available with an automatic transmission. Only 113 W30 convertibles and 659 W30 coupes were made in 1972, making this a very rare option.

A special edition Hurst/Olds paced the Indy in 1972.

1972 Model Year Spotting Tips: Silver grille with black surround, black headlight bezels, round parking lights in front bumper, 3-section horizontal tail lights.

1973
Originally expected to debut for the 1972 model year, the introduction of the new "Colonnade" body style was delayed until 1973 due to an auto workers strike in 1972. The body was redesigned to feature massive 5-foot (2 m) long doors and energy absorbing bumpers. The rear windows were fixed and the roof was reinforced in anticipation of roll-over standards being imposed by the government. These cars were a few hundred pounds heavier and slightly larger than the 1972's.

Consistent with 1972, the 4-4-2 option remained a handling and appearance package, code W-29, and was available on the Cutlass and Cutlass "S". It consisted of a faux louvered hood, FE2 suspension, specific grilles, emblems and stripes. Items such as dual exhaust and super stock wheels had to be ordered à la-carte. This was all part of the industry-wide weaning of U.S. consumers from large, powerful cars.

Officially, the W-30 was not available, but the 1972 "V" code 455 was there, but only with the 4-speed wide-ratio M-20 transmission. 1973 was also the last year of the manual transmission in the Olds "A" body. The "V" code produced 270 net HP, the "U" code 455 AT produced 250 hp (186 kW), while the "K" code 350 single exhaust produced 180 hp (134 kW) and the "M" code 350 with duals produced 200 hp (150 kW). Positraction rear ends, axle ratios, gauges, Super Stock wheels, HD cooling and many sport type options were available, but had to be ordered. The "V" code engine was also available in the Hurst/Olds without A/C,code W-46,the W-45 "U" code was standard with A/C. Both versions used the Turbohydramatic 400 transmission.

Engines:

1972 L32 350 CID 2-barrel V8, (160 hp and 275 lb·ft (373 N·m) in 1972) [H or J in VIN]
1972 L34 350 CID 4-barrel V8, (180 hp and 275 lb·ft (373 N·m) in 1972) [K in VIN]
1972 L34 350 CID 4-barrel V8 w/N10 dual exhaust, (200 hp and 275 lb·ft (373 N·m) in 1972) [M in VIN]
1972 W30 455 CID 4-barrel V8, (300 hp and 410 lb·ft (556 N·m) in 1972) [X in VIN w/ TH400 and M20]
1972 L75 455 CID 4-barrel V8, (250 hp w/ TH400 and 370 lb·ft (502 N·m) in 1972) [U in VIN]
1972 L75 455 CID 4-barrel V8, (270 hp w/ M20 and 370 lb·ft (502 N·m) in 1972) [V in VIN] - used 2.07 valves and W30 automatic camshaft
1973-1976 231 CID V6
1973-1976 455 CID V8
1973-1978 350 CID V8
1976-1978 260 CID V8
1977-1978 403 CID V8 (185 hp and 320 lb·ft (434 N·m) in 1977)
[edit] 1978
Another limited-edition 4-4-2 model was offered from 1978 through 1980 on the downsized A-body Cutlass introduced for the 1978 model year. Engines varied from a base 3.8L V6 to a 305 4bbl. There was no 350 available to any 4-4-2 offered in 1978 or 1979. Oldsmobile 350 CID V8. A special-edition Hurst/Olds was also offered in 1979.

The 1978-9 version of the 442 was an option package on the semi-fastback "Aeroback" Oldsmobile Cutlass Salon, which was the lower-trim version of the best-selling Cutlass model range. It was offered with all powertrains available, including the 231 c.i.d., 2V V6, the 260 c.i.d. 2V V8, and 305 c.i.d. 2V (1978) or 4V (1979) V8s. Transmissions offered were 3-spd automatic with all engines, 5 spd manual with the 260 V8 and a 4 spd Saginaw manual with the 305 V8.

Distinctive trim elements included contrasting striping along the rocker panels and lower doors, over both wheel wells, badging on the rear trunk, and interior emblems. All other options offered on the Cutlass Salon were available with the 442 option package.

1979
Oldsmobile issued a limited edition "Hurst/Olds" model, based on the notchback Cutlass Calais and featuring the 350 c.i.d. 4V V8 found in the larger Delta 88 and Ninety-Eight models, coupled with a 3 spd automatic transmission. Available only in gold over white or gold over black paint,with gold cloth or vinyl upholstery, about 2,000 units were produced. Also, only 537 of the 2,000 cars were equipped with T-tops.

1980
The 442 model moved to the notchback Oldsmobile Cutlass Calais to return to its roots as a performance car as it had a larger 350 V8 engine not available on other Cutlass models. It included W-30 badging on the front fenders above the side marker lights, with less dramatic graphics. Otherwise, the cars shared identical powertrain,(minus the Hurst Shifter), with the '79 H/O. Also available only in gold over white or gold over black paint, a total of 886 were built, 540 in Black, and 346 in White. The MSRP price of a Cutlass Calais in 1980 was $6,919.57. Option W-30 4-4-2 Appearance and Handling Package cost $1,255.12. This package consisted of: Gold Accent Paint Scheme (Y71), Painted Grille Face, Applique Pillar Molding, Aluminum Sport Wheels, "W-30" Decals on Front Fender, Tail Lamp Bezel and Rear Window Molding to Match Body Color, "442" Emblem on Sail Panel and Deck Lid, Engine 5.7 Liter (350 CID) V8, 4-bbl (L34), Sport Console (D55), Rallye Suspension Package (FE2), Tires P205/70R14 Steel Belted Radial Ply Blackwall with Raised White Letters (QFV) and Digital Clock (UE8). The W-30 4-4-2 option was not available in California. A sample of included options: Interior color: Camel Tan with both fabric and/or vinyl,as well as White Vinyl,(Black could be ordered for Black/Gold cars), Custom Steering Wheel (NK3), Tilt Column (N33), Gauge cluster, AM/FM 8-Track Radio (UM2), Cruise Control (K30), Delay Winshield Wipers (CD4), Tempmatic Air Conditioning (C65), Dual Remote Mirrors, 442 Door Panel Emblems, Rear Window Defogger, 6-Way Power Left Bucket Seat (AC3). The 350,(Vin "R", engine code tag "AR"), 3A heads, 4-bbl M4MC Rochester Carb, 8.5:1 compression, 170 hp@3800 and 275 torque@2000. Turbo-Hydromatic 350 Transmission (Code "LJ", special W-30 application). Code "AB" non-locking 2.73 rear axle. A cross-flow muffler gives a "factory" dual exhaust appearance.

The 442 option was not available 1981-1984, but the Hurst/Olds returned for 1983 and 1984.

1985-1987

1986 Oldsmobile 442The 442 name was revived in 1985 on the rear-wheel drive G-body Oldsmobile Cutlass Supreme. The name was now defined as referring to the car's 4-speed 200r4 automatic transmission, 4-barrel carburetor, and 2 exhausts. This W42 model replaced the 1983 and 1984 Hurst/Olds model and used the same 5.0 L LG8 V8. The shifter was mounted on the floor in a console between the front seats, and the upgraded F41 suspension package was included. 3,000 were produced in the first year, and all were sold quickly. 4,273 were produced for 1986, and 4,208 were made in 1987.

The 1984 Hurst/Olds and 1985-87 442 were equipped with an 8.5" GM corporate differential usually with a 3:73 ring and pinion gear. Rather than using the weaker 7.5" rear differential found in the Monte Carlo SS, these models used the same stout unit found in the Buick Grand National.

The 1983-84 Hurst/Olds and 1985-87 442's are distinguishable by there being a "9" as the engine code found in the 8th character of their VIN's. These were the only models to get the hotter VIN 9 307 cubic inch engine, and it was the only engine available. From 1983-1985, this engine was flat-tappet valvetrain, and rated at 180 hp/240 ft·lbf torque. In 1986, the 307 engine received a roller-camshaft valvetrain and new swirl-port heads to improve economy and low-end torque. HP dropped to 170, with torque climbing to 250. The 1985 442 used an OZ code THM 200-4R transmission.

1990-1991
The final use of the 442 name was on the Quad 442 front-wheel drive 1990-1991 Cutlass Calais. This model used a 2.3 L LG0 Quad-4 4-cylinder engine with 4 valves per cylinder and 2 camshafts. The engine was tuned with higher output camshafts which produced more top end power at the expense of idle quality. It used a single exhaust with a dual tipped muffler and produced 180 hp (134 kW) with a 5-speed manual transmission.

This version of the 442 also played upon the "W-30" option code used in past versions of the 442, the exception being that this model used the option code "W-40". A low production, late 1991 model year version used the option code "W-41"; the key differences of "W-41" package was a 190 hp (142 kW) engine with a different geared 5 speed transmission.

This 442 model lasted just two years.

Production totals:

1990 "W-40" = 2629

1991 "W-40" = 1160

1991 "W-41" = 204

It is worth mentioning that inside GM literature referred to the 1992 & 1993 Oldsmobile Achieva SCX as a 442, but no GM press literature mentions anything to this effect.

The 1992-1993 Achieva SCX used the exact same 'W41' drive train as the very limited production 1991 442-W41.

The 1993 Achieva SCX was the final production Oldsmobile vehicle that in any way shape or form was affiliated with the '442' moniker.

Origin of the 442 name
A common misconception is that designation "442" referred to the displacement of the engine in cubic inches. The name 4-4-2 came from the attributes of the 1964 model:

1964 (Original meaning)
4: Four Barrel Carburetor
4: Four On the Floor
2: Dual Exhausts

1965 (First year of automatic and three speed manual transmission option on 442)
4: 400 Cubic Inch Displacement
4: Four Barrel Carburetor
2: Dual Exhaust

With the 4-4-2 moniker established, later editions did not officially follow any adherence to features stemming from the numerals "4-4-2". 1965 was the last year Oldsmobile officially defined 442 designation. 1968-71 the 442 was itself a separate model. In the years after '65, any connection between the 442 name and the features were just coincidental.

The 1990-91 model 4-4-2 designation referred to the 4 cylinder, 4 valve per cylinder, Dual camshafts.

History of the Mach 1 Mustang

Ford Mustang Mach 1

The Ford Mustang Mach 1 was a performance model of the Ford Mustang that Ford produced beginning in 1969. The original production run of the Mach 1 ended in 1979 because the Mustang II coupe was being phased out in favor of newer Mustangs on the Fox body platform.

The Mach 1 returned in 2003 as a high performance version of the Mustang. The Mach 1 was discontinued again after the 2004 model year as the SN-95 platform was replaced by the newer S197 platform for the 2005 model year.

The name "mach 1" as used by Ford was originally introduced in 1959 on a concept "Levacar" originally shown in the Ford Rotunda. This concept "vehicle" utilized a cushion of air as propulsion on a circular dais. This concept vehicle was orange and white.

1969 Ford Mustang Mach 1 The Ford Mustang was introduced in 1964 as a sporty "pony car" to attract younger buyers into Ford products. After only a few short years of development, Ford saw the need to create performance Mustangs to compete with GM and their release of the Chevrolet Camaro and Pontiac Firebird. While several performance options had existed in the form of factory 289's (from the '65s on) & factory FE engines (new for 1967 with the S-Code Engine), the vast majority of Ford Mustang's performance mantle was carried by cars modified by the legendary Carroll Shelby. 1969 was the benchmark year for Ford Mustang in its proliferation of performance names and engines. No less than 6 factory performance Mustang models were available (Boss 302, 429, Shelby GT350, GT500 and the Mach 1). Additionally, 9 variations of V-8s were available in the '69-'70 cars.

The new Mustang chassis, the last of the 1st generation models, allowed for larger engines than previous generations and could fit even the monstrous 429 for Ford's planned homologation of the engine for NASCAR competition. For Ford, the Mach 1 was introduced as an in-between model, a fit between the lower priced GT and the track oriented Boss 302s and 429s. The Mach 1 started with the fastback "Sports Roof" body and added several visual and performance enhancing items such as matte black hood with hood pins, chrome gas cap and wheels, chrome exhaust tips (except 351W 2V), and dealer optional chin and rear deck spoilers, and louvers. Standard equipment was a 351W 2V Windsor motor with a 3 speed manual transmission, and a 9" 28 spline open rear axle. A 351W 4V was optional as was a 390 4V, and the huge 428 4V Cobra Jet or with the "drag pack" option, the 428 4V Super Cobra Jet. A 4 speed manual or 3 speed FMX (small block)/C6 (big block) automatic transmission was optional, and the 428SCJ added a cast iron tailshaft in place of the regular aluminum one to the C6. A "traction lok" rear axle was optional, and the 428 CJ/SCJ included a "traction lok" with a 3.91 or 4.30 ratio, 31 spline axle shafts and a nodular case. In 1970, the 3.91 ratio was a "traction-lok", while the 4:30 ratio was a Detroit locker. Mach 1s came with upgraded suspension to varying degrees dependent upon powertrain choices. Big block cars had front shock tower reinforcement, thicker sway bars (no rear bar for 69), and heavier springs and shocks. 428 CJ/SCJ 4 speed cars also came with staggered rear shocks. Standard on Mach 1s was a fierce but cosmetic hood scoop that had integrated turn-signal lights mounted in the back. A more functional option was the signature "Shaker hood", an air scoop mounted directly to the top of the motor, used to collect fresh air and so named for its tendency to "shake" above the rumbling V-8 below. The interior came complete with teak wood grain details, full sound deadening material and high-back sport bucket seats. The name Mach 1 could not have been more appropriate as in 1969, Performance Buyer's Digest put a new Mach 1 through its paces at Bonneville, breaking some 295 USAC speed and endurance records. Ford kept the Mach 1 alive into 1970 and little changed outside the visual. New Mach 1 specific bucket seats, Magnum 500 wheels, recessed taillights on a black honeycomb rear panel as well as new side and rear badging and striping were the main visual differences. Outselling the base GT model, Ford canceled the GT altogether to make the Mach 1 the primary street performance Mustang.

Production changes

1972 Ford Mustang Mach 1With Ford's withdrawal from Trans-Am officially following 1970, the high end Boss 302 and 429 disappeared and were replaced by the large street-oriented Boss 351. The 1971 Mustang was larger in almost every dimension, earning the nickname the "Clydesdale". In a demonstration of defiance by long-time Ford designers over what they felt was far too much GM-style influence brought to the new-for-71 Mustang by recently acquired ex-GM designer Larry Shinoda,and new Ford president (and ex-GM man) Bunkie Knudsen, the old-school Ford trim designers made sure that the nomenclature 'FORD' did not appear stylistically in any visible place either on the exterior nor the interior of the new design. Their statement was meant to show that this was indeed "not really a 'Ford' product through and through". In 1971 the Mach 1 started with a base engine of the 302ci based Windsor motor, with a 2 barrel carburetor. The lineup of engines included four 351 Cleveland engines: The 2-V, 4-V, the C.J.(Cobra Jet) and H.O.(BOSS 351). The H.O was canceled after mid-year 1971, and shortly thereafter the low-compression 351 'Cobra Jet' became available. The lineup topped out with two 429ci options, the CJ (Cobra Jet) & SCJ (Super Cobra Jet). Mach 1s, as well as all other Mustang models (except the BOSS 351) were optionally available with the CJ and SCJ motors. The SCJ came with a drag pack V or W code rear gears, oil cooler and a different rotating assembly. 429 Super Cobra Jet engines used a Holley 4-barrel carburetor, while the Cobra Jet engines made do with a GM-sourced Rochester Quadra-Jet 4-barrel carburetor. The 1971 Mach 1 Mustang was featured in the James Bond Film, Diamonds Are Forever (1971). In this film, the Mach 1 was the first vehicle ever filmed to feature the now-famous 'two-wheeled tilt' stunt (driven by stunt driver 'Bumps' Willert from Davenport, Iowa) as Bond escapes from pursuing Las Vegas police. One of the stunt cars used in the Bond film was later featured as Jan Michael Vincent's car in the Charles Bronson film 'The Mechanic'. Unfortunately for the Mach 1 its only appearance in the movie, the car was demolished by a bomb planted inside.

In 1972 the 429s were dropped from the lineup, and horsepower dropped across the board. The following year also produced the fewest Mach 1 sales of the 1971-73 generation. There are no major differences in the 1971 and 72 Mustangs externally, other than different script on the trunk panel. The only difference externally on the '72 Mach 1 was the deletion of the 71-only pop-open gas cap on the Mach 1 for the standard Mustang twist-on gas cap for '72 Mach 1s. Apparently, the pop-open gas caps were prone to spilling fuel in a rear end collision, so Ford discontinued their use across the board. The 302 was still the base engine, with 2 barrel or 4 barrel 351 Clevelands being the only options in the Mach 1 lineup.


1973 Ford Mustang Mach 1In 1973, the Front end was changed to fit new bumper standards, and a new Mach 1 grille was made. The Mach 1 grille in prior years had 2 "sportlamps" horizontally across the grill on the left and right side, while the functional parking lamps rode low underneath the front bumper at the outer ends of the valance panel. In 1973, all Mustang models had the sportlamps changed to a vertical orientation at each end of the grill, and these lamps served double duty as the parking lamps also. This was necessary since the new-for-73 front bumper was larger and effectively blocked the view underneath the bumper, the previous location of the parking lamps. The rear bumper was also mounted on new bump-absorbing extensions which caused the bumper to protrude from the body about an inch farther than before. The Mach 1 graphics were also updated to a simpler, yet bolder design, which was necessitated by the change in the front bumper. Engine options remained the same as in 1972. One of the most recognizable as well as popular features of the '71-'73 block-off plates in the scoops, so it was a visual, non-functional item. However, they could be made fully functional on models ordered with the 'ram-air' option. This included vacuum controlled 'flappers' at each scoop, and a huge fiberglass underhood 'plenum' that directed cool, outside air into the carburator for increased performance. The ram-air option included a two-tone hood paint treatment in either 'matte black' or 'argent' (matte silver), coordinated to the color of the Mach 1 decals and striping. In addition, all ram-air equipped Mustangs of this generation came equipped with big twist-style chrome-plated hood lock pins.

Because of the popularity of the ram-air option, but because of the trouble getting the ram-air option approved for emissions reasons, Ford offered an 'exterior decor' option in 1973 that consisted of the two-tone paint treatment and the hood pins, but without the actual functional components of the 'ram air' system. The only engine that the functional 'ram-air' option was available on in 1973 was the 351 2-V, even though the 351 4-V 'Cobra Jet' was optional on every model.

The Mach 1 was the performance package, fitted with the 2.8 L V6 rated at 105 hp (78 kW). The 1974 Mach 1s outsold the previous 4 years with the V6 in the light for its size 2,700 lb (1,200 kg) II. Next year the 302 was brought back into the Mustang, giving a much needed performance boost. At 140 hp (100 kW) and 240 lbf·ft (325 N·m) of torque, the MII was available with a 4-speed manual. It formed the top end of performance in the Mustang IIs. With 1976 came the introduction of another "performance" model, the Cobra II. In 1977 little changed but the grille of the Mustang and 1977 proved to be the lowest selling year of the Mach 1 yet, selling only 6,719 cars. It is also worth noting that four of the five years of the Mustang II are on the top-ten list of most-sold Mustangs ever. Nothing changed for 1978 other than Ford adding yet another performance model to the lineup, the King Cobra. This became the final year for the Mustang II as well as their performance models. The Mach 1 name was discontinued.

During the 1990s, the preeminent performance Mustang was the SVT Cobra. Following the departure of the Fox chassis in 1993 and the arrival of the SN-95 in 1994, Ford also sought to eliminate the 302. (Now marketed as 5.0 Liters; although 302 CID is closer to 4.9 L ) Drawing on its newly developed OHC architecture engines known as the Modular, SVT created the 1996 and up Cobra around several variations of the 32 valve, all aluminium 4.6 liter (281 CID) V-8. Below the SVT in performance was only the GT, reintroduced in 1982 with the 302 HO "5.0", later turning to the 16–valve SOHC V-8 in 1996. While still well behind GM competition in acceleration (the base Camaro Z-28 engine from 1993 and up made 275 hp (205 kW) and rose to 305 hp (227 kW) in 1998), the sales on the new SN-95 style cars increased, so that by 2002, Mustang sales topped the combined sales figure of the Firebird and the Camaro. With GM's withdrawal from the "Pony Car wars" in 2002, Ford had a free hand at the whole market but nonetheless created what was arguably the fastest stock Mustang up to that point in time with the 2003-2004 SVT Cobra. However, concerns over a price gap between the GT and Cobra, as well as interest in keeping sales up before the release of the all new 2005 S197 Mustang prompted the creation of two unique mid-range performance models: The 2001 1/2 Bullitt GT and the 2003 and 2004 Mach 1 both credited to Team Mustang led by Scott Hoag.

Following the stir caused by the retro 2001 "Bullitt" (A lightly modified 2001 GT, named for the famed chase Mustang driven by Steve McQueen in the movie "Bullitt") Ford saw the value of heritage in the Mustang name and as a follow up, sought to revive the Mach 1 name. While similar to the Bullitt in the use of the Cobra's 13 in (330 mm) Brembo front brakes, unique Tokico gas shocks and struts, and lower and stiffer springs, the Mach 1 received a huge performance gain over the base GT and even the 265 hp (198 kW) Bullitt in the form of a unique variant of the DOHC 32–valve 4.6 Liter Modular V8. Commonly known by Mach 1 owners as an "R" code DOHC, (for the unique VIN engine R code) this all-aluminium engine features the same high flow heads as the 2003–2004 SVT Cobra, 2003–2004 Mercury Marauder, 2003–2005 Lincoln Aviator, and the 2003–2009 Australian Boss 5.4 L V8s (see Ford of Australia Boss 5.4 L), the engine also has intake camshafts sourced from Lincoln's 5.4 Liter "InTech" V8 to provide more mid-range torque. The Mach 1 engine had a 10.1:1 compression ratio in contrast to the 1999 and 2001 Cobra's 9.85:1, and the Mach 1 was equipped with a Windsor Aluminum Plant or WAP block unique from the Teksid aluminium blocks used in the 1996–1999 Cobras. The Mach 1 also featured a relatively high redline of 6,800 rpms (5-speed cars) and fuel cut off at 7,050 rpms or 5800 rpms (4-speed automatic). While on paper the 305 hp (228 kW) ratings seem a loss when compared to the 1999 and 2001 SVT Cobras which produced 320 hp (239 kW), in practice the Mach 1 engine produced similar peak horsepower and substantially more torque.

Further differences included the use of Ford's 8.8-inch (220 mm) solid rear axle with a 3.55 final ratio (As opposed to SVT's Independent Rear Suspension) also the availability of a 4 speed automatic in addition to the Tremec sourced 5 speed manual. Factory steel "Box" cross section subframe connectors were also added to increase chassis strength for both the added handling and to deal with the prodigious torque over the stock GT. Style wise, the Mach 1 was very distinct from other Mustangs as it drew heavily from the 1970 Mach 1. In addition to the matte black spoiler and hood stripe, flat black chin spoiler, Mach 1 rocker panel stripes and Mach 1 badging on the rear, there were also faux Magnum 500 polished 17x8 alloy wheels. A retro themed interior was included with well bolstered dark grey leather seats featuring 70's style "Comfort Weave" textures, a 1970s style gauge cluster and a machined aluminium shift ball. An optional 18G interior upgrade package included stainless steel pedals, a 4-Way head restraint, aluminum finished shift boot trim ring and door lock posts, and aluminium look bezels on the dash. The most noticeable difference visually from other Mustangs was the bulging hood with cut-out and the return of a semi-legitimate "Shaker Hood". While physically identical in placement and function (the scoop is said to be built on the same tooling as the 1970 Mach 1) it only provides a portion of air to the motor routing to the air box ahead of the MAF. It does function well as a cold air "snorkel" and a partial Ram Air at speed.

2004 saw only minor cosmetic changes to the Mach 1. 2004 Mach 1s can be identified by bare aluminium finished valve covers, as opposed to the 2003's black finished covers. Outside, 2004 Mach 1's wear 40th anniversary tags ahead of the doors while the 2003 has the traditional Mustang Running Pony and Tri-Color bar. The lone interior change was the deletion of the overhead "cargo net" mounted on the headliner. Despite pre-production rumors, the horsepower and torque ratings were not increased in 2004. Power rating was 305 hp (227 kW) and 320 lb·ft (434 N·m).

Unlike many limited edition cars, 2003 Mach 1 owners had a variety of stand out colors from which to choose. Originally the cars were offered in Black, Dark Shadow Grey Metallic, Torch Red, Zinc Yellow, Oxford White and the Mach 1 only Azure Blue. In 2004 Zinc Yellow was dropped as an option and replaced with a more vibrant yellow called Screaming Yellow, as well as an all new color called Competition Orange.

With such improvements in power and a relatively light curb weight of 3,380 lb (1,533 kg), the 2003 Mustang Mach 1 posted magazine test numbers that were impressive given its $29,305 price tag. Magazine tests by Motor Trend found numbers from 13.88 seconds at 101.9 mph (164.0 km/h) for the automatic equipped 2003 Mach 1 with a 5.6 seconds 0-60 mph, up to the 5 speed's blistering 13.2 seconds at 106.7 mph (171.7 km/h) with a 4.7 second 0-60 mph time.[1] All this while maintaining a decent 63.5 mph (102.2 km/h) on a 600-foot (180 m) slalom and 0.85 g's on the skidpad, though the higher CG of the larger DOHC motor has created a tendency to understeer more than the IRS equipped SVTs and lower CG and lower curb weight Bullitt GTs with the same basic suspension and brakes.[2]

Limited in production, the 2003 and 2004 Mach 1s ended with the New Edge body platform, the discontinuation of the Fox framed unibody, and the introduction of the first new frame design since 1979 the s-197 with 9,652 2003's[3] and 7,182 2004's[4] being built, contrary to the Mach 1 originally being advertised as a one year limited run model with production set at 6,500 cars.[5] Plans at Ford again call for a mid-range model between the Mustang GT and Shelby GT500 (Shelby has already set out with a GT-H for Hertz rental like the legendary GT-350, as well as a buyable version) but it is unlikely to be another Mach 1 as rumors are that either the Boss or the Bullitt name will be used again.

Grand-Am Sports Car Challenge Series 2010 Introducing the New ``Boss 302R``

In the Grand-Am Continental Tire Sports Car Challenge Series, 2010 marks the introduction of the new BOSS 302R, a factory-built race ready Mustang. Built with a special Grand-Am Homologation Package, the BOSS 302R will be campaigned by Multimatic Motorsports, Jim Click Racing, JBS Motorsports and Racer’s Edge Motorsports.

The BOSS 302R features the Ford Racing Boss 302 crate engine, based on the new 5.0-liter 4-valve V-8 found in the 2011 Mustang GT. With the Grand-Am Homologation Package, this turnkey race car also includes a 6-speed manual transmission with a roll cage, race seats, a safety harness, race dampers and springs, upgraded brakes and tires. The total ready-to-race package will cost $129,000.

Currently, Grand-Am is a race series where technology can be traced back to production versions of Ford products. The 5.0-Liter Cammer engine that powers all Ford Daytona Prototype entries shares several parts and components with Ford Motor Company’s popular modular, overhead cam series of engines. A Ford-powered car won its class in the 2003 running of the famed Rolex 24 at Daytona International Speedway, which debuted the Daytona Prototype spec engine and chassis combination. The Ford engine, built by Roush-Yates Engines, has remained competitive and in ‘06 Jörg Bergmeister won Grand-Am’s Rolex Series Daytona Prototype driver's championship in a Ford-powered Riley chassis.

Ford Motor Company has a storied history competing in United States-based endurance road racing events and in 2010, Ford continues to have a major presence in the Grand-American racing series with teams competing in three of the four classes.

The Daytona International Speedway road race was first extended to 24 hours in 1966 and Ford was there in force. A Ford GT, driven by Ken Miles and Lloyd Ruby won the overall race and a Ford Mustang fought the good fight in the Group II class. Two years later, Jerry Titus and Ronnie Bucknum, driving a Shelby GT350 Mustang, won the Group II class and finished fourth overall.

During the years, Ford teams continued to do well in the Grand-Am series and in 1995 a Roush Racing-prepared Mustang won the GT-1 class at the Rolex 24. An all-star team including actor Paul Newman, Tommy Kendall, Mark Martin and Michael Brockman—drove the car. The race win was of special significance to Newman as he was celebrating his 70th birthday that year.

The Mustang FR500C hit the track in 2004 and proven very competitive. The car won the first Koni Challenge Series race at Daytona despite being in the winning teams hands for less than a week. The Mustang went on to help David Empringham, and his Multimatic team, win the ‘04 Grand-Am Cup Driver, Team and Manufacturer Championship.

History of the Chevelle SS 1964-1972

Chevelle SS
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 (part of the Z16 option priced at US$1,501 in 1965,[1] had the emblem on the front fender, as well as distinct in-house style numbers, 737 for the hardtop, 767 for the convertible;[2] 201 Malibu SS396s 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 SS396 (style numbers 817 and 867 that year),[3] was the high performance version and had its own line of engines and performance equipment. The performance engines available included 396 CID V8s – rated at 325 hp (242 kW), 350 hp (260 kW), and 375 hp (280 kW) respectively (the mid horsepower 396 was rated at 360 hp (270 kW) for 1966 only and 350 hp (260 kW) thereafter). The SS396 series only lasted three years from 1966 through 1968 before being relegated to an option package, just like air conditioning or a radio. The 1966 and 1967 model years also saw the limited run of the 'strut back' two-door sport coupe with its own syle number, 17.[3]

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 two prototypes and the one reported convertible are included in this 201 figure isn't known. The one convertible was reportedly special built for Chevy General Manager Semon "Bunkie" Knudsen but is commonly called the 201st Z16 Chevelle and is commonly understood to have been destroyed. The original Z16 convertible supposedly surfaced in Art Astor's famous auto collection; it has been proven to be a fake.

The Z16 option included a convertible boxed frame, a narrowed rear axle and brake assemblies from the contemporary Impala, heavy-duty suspension, plus virtually all Chevelle comfort and convenience options. The Z16 standard big-block 396 Turbo-Jet V8 came only with the Muncie wide-ratio four-speed manual transmission. The rear of the Z16 had a unique black and chrome trim panel which framed untrimmed Chevelle 300-style taillights (Malibu and Malibu SS models had bright metal trim attached to the lenses).

1966 saw a complete restyle of the Chevelle on the old frame. The new body reflected the "Coke bottle" body shape that became the fad for American cars in the mid-1960s. Bulging rear fender lines and a "flying buttress" roofline (where the rear window was recessed into the "C" pillar) were highlights of the '66 hardtops, shared with other GM "A" body models. The SS396 became a separate model, and the only Super Sport available. It was produced as a regular production model, and quite a few were sold. 1967 saw a slight restyle of the '66 body, but an entire host of new safety equipment became standard that year,[citation needed] making the '67 a much safer car to be in the event of a collision. The SS396 continued as the only Super Sport model, in both Sport Coupe and Convertible body styles.

For 1968, a new body style (though still under the 817 and 817 internal designations)[4] emphasized the "Coke bottle" look even more, and a semi-fastback roofline for hardtop coupes became extremely popular. New Federal safety-mandated equipment included side marker lights on each fender, as well as shoulder belts for outboard front seat occupants on cars built after December 1, 1967. This explains why some '68s had shoulder belts, and some early-production cars did not. All '68s had anchors for the belts, however. Manaul transmission cars got GM's "Air Injection Reactor (A.I.R)" smog pump, which added complexity under the hood.

For the 1969 model year, the SS396 series was dropped and the Super Sport became a performance option. In 1969 the SS option could be ordered on the 300 Deluxe 2-door Sport Coupe (style number 13337)[5] and 2-door sedan (13327)[5] as well as the Malibu 2-door Sport Coupe (13537)[5] and convertible (13567),[5] as well as the El Camino (13580). All '69 Chevelles also got a new locking steering column, one year ahead of the Federal requirement. Headrests, required for all cars sold in the U.S. after January 1, 1969, were installed on all '69 GM cars, but on cars sold before the law went to effect had the option of deleting them. In 1970 the SS option was limited to the Malibu series (2-door 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.

Prior to 1970, GM had a restriction stating no mid-size car could have an engine with a displacement over 400 cu in (6.6 L). Don Yenko, a Chevy dealer outside Pittsburgh, Pennsylvania, discovered a way to get around that edict. Don used the Central Office Production Order system, which normally filled special-equipment fleet orders, to create a special COPO that included the L72 427 cubic inch 425 425 hp (317 kW) engine and the needed drive train upgrades. A few other dealers ordered the package Yenko created and sold them as their own supercars. (Berger, Sunico, etc)

In 1970, GM dropped the displacement rule, and bigger engines became available as regular production options, resulting in the addition of an SS454 option to the existing SS396. The 454 cu in (7.4 L) LS5 V8 was rated at 360 hp (270 kW) (390 hp (290 kW) in Corvettes) and the LS6 at 450 hp (340 kW). The LS6, with 450 hp (340 kW) and 500 ft·lbf (680 N·m) of torque, would provide 1⁄4 mi (400 m) strip performances in the low to mid-13 second range at 105–108 mph (169–174 km/h). In fact, the stock 450 hp (340 kW) LS6 tied the 1966 Corvette early production 427/450 hp as the highest horsepower engines offered by any manufacturer during the muscle car era. There were more powerful engines offered by GM during those years but they were underrated to keep the less savvy buyers from ordering them for street use. The ZL1 and L88 427s both were rated at 430 hp (320 kW), but actually produced well over 500 hp (373 kW) in stock configurations. They were "race only" engines and very very few were ever installed in production cars. Most were ordered by racers who had factory connections or sold over the counter parts.

For 1971, GM mandated 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 (9:1 and lower; well below the 10.25-11.25:1 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 an "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 1971 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 Chevelle SS models that pre-dated the introduction of the SS396 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 Sport 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.

The Yenko Chevelles
Retired race car driver Don Yenko, (at the time making a living as a Chevrolet dealer), developed his own line of signature Chevelles, along with his own models of Camaros and Novas, which became the Yenko Super Cars. At the time, the largest engine being installed in Chevelle SS's was the 396 cid V8. Yenko decided to equip his acquired models with the Chevrolet 427 cid V8. While being an extremely limited edition of Chevelles, they nonetheless proved very popular among Chevy lovers across the country. Today at auction, the Yenko Super Cars can bring as much as $2.2 million.

Plymouth Barracuda " Hemi Under Glass "

The "Hemi Under Glass" was an exhibition project by Hurst that was originally featured at drag strips across the country in the 1960's and 1970"s. Hurst hired driver Bob Riggle to drive the mid-engine wheel-stander down the drag strip to the fascination of spectators everywhere. Riggle drove the Hemi Under Glass up until 1975 when he moved back to his home in Arizona.

Three different versions of the Hemi Under Glass were built, each based on the Plymouth Barracuda model year 1966-1968.

From the mid-70's through the 1980's the Hemi Under Glass was forgotten about, and the 1966 version was even destroyed in 1987. However, Bob Riggle decided to bring back the Hemi Under Glass and in 1992 began building a replica of the 1966 version. In 1995 Bob completed an authentic replica of the 1968 Hemi Under Glass and has toured the country with the car ever since, amazing crowds once again with his full-track wheel-stands.

History of the AC Cobra " How it all began "

AC is the oldest British car manufacturer with continuous production of cars since 1901. When car enthusiasts hear the name AC Sports cars, the first thing that might come to mind is amazing speed, performance and stylish bodies – the AC Shelby Cobra. But you may be surprised to learn that prior to 1970, many cars built by AC were anything but sexy speed demons.

In 1904 the founder, John Weller, named the business Autocar & Accessories Limited and started production of a small delivery vehicle called the Autocarrier. It was a 3 wheeled vehicle with a 5.6 hp air cooled, single cylinder engine and became very successful as a delivery van for commercial businesses. The Autocarrier was a common sight on the streets of London; almost a “must have” if you wanted your business be seen as fashionable. The company eventually changed its name to Autocarriers Limited and used the abbreviation, AC.

Like all car manufacturers, AC saw its ups and downs due to WWI, WW2 and the stock market crash of 1929. But they still managed some great success stories with their light weight, four wheel vehicles like the AC Ace and Aceca. Surprisingly, the cars they produced in bigger numbers from 1953 to the early 1970’s were their three wheeled vehicles, the "Invalid Carriage" for the Ministry of Health.

It wasn’t until 1961, when Carroll Shelby entered into negotiations with AC Cars with the backing of The Ford Motor Company, that big changes started happening with AC’s four wheeled models. It was the proposed installation of a large Ford V8 engine in the current lightweight AC Ace that resulted in the AC Cobra; arguably one of the fastest and most brutal sports cars ever produced.

The Yenko " SUPER" Camaro

Yenko Camaro

Manufacturer Chevrolet
Parent company General Motors
Production 1967-1969
Assembly Van Nuys, California
Norwood, Ohio
Class pony car
muscle car
sports car
Body style(s) 2-door coupé
2-door convertible
Layout FR layout
Platform F-body
Engine(s) 400cid (6.6L) Chevrolet V8
427cid (7.0L) Chevrolet V8
Transmission(s) 4-speed manual

2-speed automatic


3-speed automatic

The Yenko Super Camaro was a modified Chevrolet Camaro prepared by Yenko Chevrolet, under the command of Don Yenko. The originals were all first-generation Camaros. When the Camaro debuted, a General Motors corporate edict prevented it from carrying an engine larger than 400 in³ (6.6 L) V8; this put the Camaro at a serious disadvantage to the Ford Mustang, Plymouth Barracuda and the Dodge Dart since neither Ford nor Plymouth/Dodge had a such a limit. Don Yenko, however, knew there was a market for an ultra powerful Camaro and found ways around the GM limit.

1967
Yenko ordered L-78 equipped SS Camaros and swapped in the Chevrolet Corvette's L-72 427 in³ (7.0 L) V8. The cars came with a 4.10 rear end and heavy-duty suspension. The exact number of cars produced is not known; most estimates are around 50. Yenko also installed a fiberglass replacement hood similar to the "Stinger" hood featured on 1967 big-block Corvettes.

Don Yenko's Camaros were equipped with a 427ci L-72 in them with either an M21 or M22 transmission. The horsepower was rated at 423 hp (315 kW). Yenko Camaros were not allowed to race for Chevrolet on the drag strip because they were not made by Chevrolet. Chevy's answer to this was the Copo Camaro, or Central Office Production Order, in 1969. The Copo Camaros were equipped with the same 427ci engine and were allowed to race for Chevy.

1968
Encouraged by the success of the 1967 model, Yenko continued to produce his Camaros. All cars came equipped with the M-21 close-ratio four speed manual transmission. A large, twin-scooped hood replaced the "Stinger" version, and Yenko badges graced the sides and tail light plate. The COPO model came with upgraded suspension, 140 mph (230 km/h) speed and other items but not the 427 ci engine. Yenko swapped the 396 ci engine for these up until 1969 when they were installed by Chevrolet. There is speculation that one 1968 Camaro came from the factory in 1968 with a 427 ci engine making it one of the most valuable collector cars to exist.

As of Sat. Jan. 17th 2009 at the Barret Jackson Auto Auction, a rebodied, silver 4spd Yenko went for $121,000

1969
For 1969, the dealership worked with Chevrolet to have the L-72 engines installed on the factory assembly line using a Central Office Production Order, or COPO. The orders included power disc brakes, a 4.10 Positraction rear end, a stronger front stabilizer, and a heavy-duty 4-core aluminum radiator. Buyers of the car had the option of either the M-21 four speed or the Turbo Hydramatic 400 automatic transmission. A total of 201 cars were sold in 1969, 171 with four speed transmissions and 30 with automatic transmissions. Yenko rounded out the visual package with front and rear spoilers, a cowl-induction hood, special "Yenko 427" badges, twin stripes down the flanks and hood, and the sYc (Yenko Super Car) badge. According to the Camaro Research Group, standard black interior (code 711) was the only interior ordered by Yenko. However, many Yenko tribute cars have a white interior.

Almost 40 years later, these Camaros have been appraised and sold for well over $2.2 million USD at Barrett-Jackson auctions. As of sep 2008, there are 2 known automatic transmission 1969 Yenko Camaro's. as stated by ESPN auction show.

As of Jan 17th 2009, a REAL ZL-1 Copo, dark green, re-bodied, went for $290,000 at the Barret Jackson Auto Auction Lot 12773. Mr. October Reggie Jackson was bidding on this car but didn't win it. Another yellow, original body, non original heads with Auto transmission for $270,000. Both are said to be a steal and the deals of the show.

1981
See Second-generation Chevrolet Camaro
1981 was Don Yenko's last run at making the ultimate performance car.

The 1981 Yenko Turbo Z, as it was known as, was based on a 1981 Camaro.

Don Yenko's comments on the car are:

“ From a performance standpoint, cars have shown a slow but steady decline in the last ten years. Low compression engines to accommodate low octane fuel, are now the norm. Ever-increasing numbers of emissions controls have sapped their share of horsepower from once potent engines. To recover these accumulated horsepower losses without increasing pollution presents a real challenge. After months of testing and development we have done it. Working closely with some competent people at Turbo International a system emerged that does everything we hoped for. This system, like all others, captures the energy to improve the induction of fuel/air mixture. The similarity to the other systems stops right here. Our system uses no priority valve so there's no turbo-lag. We don't have a waste gate to malfunction either. And since all of the fuel entering the engine is "processed" through the turbo, you get better fuel economy and improved response even without being in boost. Every nut, bolt and fitting used in this system is the best available. This has all been developed with each and every emission control connected and functional.[1][dead link] ”

1969 Continuation Series
Recently a company out of North Carolina called Classic Automotive Restoration Specialists has restarted production of the '69 Yenko Camaro.[2][3] Don Yenko sold 201 of his infamous COPO-program Camaros out of his Canonsburg, PA dealership. As reported in the March '08 issue of Muscle Car Review the vehicle is a fully licensed and certified Yenko starting at #202. The 427 engine under the hood was built by GM who has brought back the big block engines from the muscle car era. The rest of the components took 2 1/2 years to track down the original machinery. Options offered on the vehicle are the same as was available back in 1969 including paint colors. The car costs around 60% less than some of the current 39-year old Yenko Camaro survivors but drives like an old car would have when it was new off the dealership.

2009
A new Yenko Camaro based on the new 2009 Camaro platform was introduced at SEMA 2009. The new engine is a supercharged version of GM's LS3, the 6.2-liter V8 that comes standard with the Camaro SS. Since it is only the Phase I Yenko, it is expected that Phase II and Phase III Yenkos are coming which'll have Z06-sourced LS7 427 engines and possibly even an LS9.

History of the " 65 - 70 " Shelby GT 350 & 500 the creation of a legend !!!

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

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

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

1966 saw the introduction of non-white colors — including blue, red, green and black. Other changes include special quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side and optional automatic transmissions, as well as the addition of an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. A fold-down rear seat was now standard. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue. The first 252 GT-350s for 1966 began as 1965 Mustang K-Code Fastbacks. Often these first 252 1966 GT-350s are referred to as "carry-over" cars, but this is not the case. These 252 1965 Model Mustangs were specifically ordered by Shelby American for conversion into 1966 GT-350 Mustangs. They were not "left over" from the 1965 production, at all. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They mostly had 1965 features including standard Koni shock absorbers and engines painted black. Blue engines did not appear in 1966 until after these first 252 GT-350s were produced. 1966 production was 1373 fastbacks, including two prototypes and four drag cars, and 252 early production models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced, including two prototypes. Four convertibles were also produced, for a total of 2378 units for 1966. A small number (how many remains unclear) of '66s were fitted with Paxton superchargers, but not the No-Spin limited slip differential, with an option price of US$670; the engine was rated at 440 hp (330 kW).[2]

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

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

1966 production numbers: GT350 — 2,378 units (four were special order convertibles for Carroll Shelby, the rumor is that six were made, but only four VINs have been discovered).




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

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

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

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