1970 Chevrolet Chevelle SS 454

                               1970 Chevrolet Chev elle SS 454


1969 Chevelles were billed as "America's most popular mid-size car." They showed only minor changes for 1969, led by revised front-end styling. A single chrome bar connected quad headlights, and a slotted bumper held the parking lights. Taillight lenses were larger and more vertical, flowing into the quarter panels. Front vent windows began to fade away now that Astro Ventilation was sending outside air into several Chevelle models. The Chevelle lineup slimmed down to Nomad, 300 Deluxe/Greenbrier, Malibu/Concours, and Concours Estate series, the base 300 series was history. No longer a series of its own, the SS 396 turned into a $347.60 option package for any two-door model. That meant not just a convertible, sport coupe, or pickup, but even the pillared coupe and sport coupe in the lower-rent 300 Deluxe series (except the base 300 Deluxe El Camino pickup). Fewer SS396-optioned 300 Deluxe coupes and sport coupes were built than their Malibu counterparts and they are solid gold for collectors. The Super Sport option included a 325-horsepower 396-cubic-inch V8 beneath a double-domed hood, along with a black-out grille displaying an SS emblem and a black rear panel. More potent editions of the 396 engine also made the options list, developing 350 or 375 horsepower (280 kW). Chevelle station wagons came in three levels: Concours, Nomad, and Greenbrier—the last a badge formerly used on the Corvair van. A new dual-action tailgate operated either in the traditional manner or as a panel-type door. Wagons stretched 208 inches (5,300 mm) overall versus 197 inches (5,000 mm) for coupes. New round instrument pods replaced the former linear layout. Chevelle options included headlight washers, power windows and locks, and a rear defroster. Chevy's midsize production rose this year, with Malibus far more popular than their less-costly mates. Fewer than seven percent of Malibus had a six-cylinder engine, while more than 86,000 got an SS 396 option. All '69 Chevelles got a new locking steering column one year ahead of the Federal requirement,^[8] and headrests required for all cars sold in the U.S. after January 1, 1969.
In addition, in 1969 Chevrolet developed a steam powered concept vehicle, designated the SE 124 based on a Chevelle fitted it with a 50 hp Bresler steam engine emplace of its gasoline engine. The Bresler was based on the 1920 Dober steam engines concept.^[9]
In 1970, sheetmetal revisions gave the bodies a more squared-up stance and interiors were redesigned, too. The 1970 Chevelle came in sport coupe, sport sedan, convertible, four-door sedan, a couple of wagons, and coupé utility (the El Camino) body styles. Only 3 of these (Malibu sport coupe, Malibu convertible and El Camino pickup) were available with a choice of one of 2 SS options; RPO Z25 with the SS 396 (402 cid) engine and RPO Z15 with the new 454 cid engine. The SS options were limited to the Malibu 2-door sport coupe, Malibu convertible and El Camino pickup. The base model Chevelle was now named Chevelle (which causes confusion) in lieu of the former base 300 Deluxe and was only as a sport coupe or 4-door sedan.
Station wagons were the entry level Nomad, the Chevelle level Greenbrier, the Malibu level Concours and an upscale Concours Estate. New options included power door locks and a stalk-mounted wiper control. Engine choices ranged from the standard 155 horsepower (116 kW) six-cylinder and 200-horsepower 307-cubic-inch V8, to a pair of 350 V8s and a pair of 402 engines. RPO Z25 SS equipment option included one of these 402 cid engines but was still marketed as a 396. The second 402 cid engine was available under RPO, rated at 330 hp with single exhaust, and was available in any V8 series except an SS optioned Malibu or El Camino. 1970 also saw the introduction of the 454 cid engine and was only available with the RPO Z15 SS Equipment option. The base 454 cid engine was rated at 360 hp (which was also available with cowl induction) and the optional LS6 version at 450 hp.

 

1968 Pontiac Firebird Convertible

This information article was excerpted out of a much larger article in the Wikipedia online encyclopedia.

First generation (1967–1969)

First generation

Production	1967–1969 (Firebird) 1969 (Trans Am)
Assembly	Lordstown, Ohio, United States Norwood, Ohio, United States
Body style	2-door coupe 2-door convertible
Layout	FR layout
Platform	F-body
Engine	230 cu in (3.8 L) Pontiac OHC I6 326 cu in (5.3 L) Pontiac V8 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8
Wheelbase	108.1 in (2,746 mm) (1967)
Length	188.8 in (4,796 mm) (1967)
Width	72.6 in (1,844 mm) (1967)
Height	51.5 in (1,308 mm) (1967)[2]
Related	Chevrolet Camaro (first generation)

1968 Pontiac Firebird coupe

1969 Pontiac Trans Am

The first generation Firebirds had a characteristic Coke bottle styling. Unlike its cousin, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its rear "slit" taillights were inspired by the Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1969 model year. Originally the car was a "consolation prize" for Pontiac, who had initially wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet's Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them share the F-body platform with Chevrolet.
The base model Firebird came equipped with the OHC inline-6 and a single-barrel carburetor. The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). Most buyers opted for one of the V8 engines: the 326 CID (5.3 L) with a two-barrel carburetor producing 250 hp (186 kW); the "H.O." (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 CID (6.6 L) from the GTO with 325 hp (242 kW). A "Ram Air" option was also available in 1968, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM. The 230 CID (3.8 L) engines were subsequently replaced by 250 CID (4.1 L) ones, the first developing 175 hp (130 kW) using a single-barrel carburetor, and the other 215 hp (160 kW) with a four-barrel carburetor. Also for the 1968 model, the 326 CID (5.3 L) engine was replaced by one with a displacement of 350 CID (5.7 L). An "H.O." version of the 350 CID with a revised cam was also offered starting in that year, developed 320 hp (240 kW). Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the "Trans Am Performance and Appearance Package,", named after the Trans Am Series, which included a rear spoiler, was introduced. Of these first "Trans Ams," only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 CID engine during that year, complementing the Ram Air III; these generated 345 and 335 hp (250 kW) respectively. The 350 "H.O." engine was revised again with a different cam and cylinder heads resulting in 330 hp (250 kW). During 1969 a special 303 cu in (5.0 L) engine was designed for SCCA road racing applications that was not available in production cars.^[3]
The styling difference from the 1967 to the 1968 model was the addition of Federally mandated side marker lights: for the front of the car, the blinkers were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. The front door vent-windows were replaced with a single pane of glass. The 1969 model received a major facelift with a new front end design made of an Endura bumper housing the headlights and grilles. The instrument panel and steering wheel were revised. The ignition switch was moved from the dashboard to the steering column with the introduction of GM's new locking ignition switch/steering wheel.
Due to engineering problems that delayed the introduction of the all-new 1970 Firebird beyond the usual fall debut, Pontiac continued production of 1969 model Firebirds into the early months of the 1970 model year (the other 1970 Pontiac models had been introduced on September 18, 1969). By late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models.

Most of these information articles come from the Wikipedia online encyclopedia.

1969 Dodge Charger RT


The 1969 model year brought few modifications. Exterior changes included a new grille with a center divider and new longitudinal taillights both designed by Harvey J. Winn. A new trim line called the Special Edition (SE) was added. This could be available by itself or packaged with the R/T, thus making an R/T-SE. The SE added leather inserts to the front seats only, chrome rocker moldings, a wood grain steering wheel and wood grain inserts on the instrument panel. A sunroof was added to the option list as well, and saw only 260 sold installations. The bumble bee stripes returned as well, but were changed slightly. Instead of four stripes it now featured one huge stripe framed by two smaller stripes. In the middle of the stripe an R/T cutout was placed. If the stripe was deleted, a metal R/T emblem was placed where the R/T cutout was. Total production was around 89,199 units.



Bo & Luke Duke popularized the 1969 Dodge Charger in The Dukes of Hazzard
The television series The Dukes of Hazzard (1979–1985) featured a 1969 Dodge Charger that was named The General Lee. "The General" sported the Confederate battle flag painted on the roof and the words "GENERAL LEE" over each door. The windows were always open, as the doors were welded shut. The number "01" is painted on both doors. Also, when the horn button was pressed, it played the first 12 notes from the de facto Confederate States anthem "Dixie". The car performed spectacular jumps in almost every episode, and the show's popularity produced a surge of interest in the car. The show itself purchased hundreds of Chargers for stunts, as they generally destroyed at least one car per episode.

[edit] Charger 500



Dodge Charger 500
In 1968, Dodge watched their NASCAR inspired Charger R/T fail to beat the Ford cars (the Ford Torino Talladega and the Mercury Cyclone Spoiler II) on the high-banks oval-tracks. The Dodge engineers went back to the wind tunnel and found the tunneled rear window caused lift and the gaping mouth induced drag. Dodge engineers made the rear window flush with the rest of the roof and put a 1968 Coronet Grille up front. The original Charger 500 prototype was a 1968 Charger R/T with a 426 Hemi. The prototype was painted in B5 Blue with a white stripe.

The Charger 500 prototype had a Torqueflite transmission, a white interior and 426 Hemi. The Charger 500 was tested for production, got the greenlight and was one of three models introduced in September 1968. The Charger 500 was standard with the 440 Magnum but the factory literature claims the 426 Hemi was standard. The Charger 500 had the Torqueflite standard and the same equipment standard as the R/T.

The Charger 500 sold for $3842.00 MSRP and was available with the 426 Hemi for an extra $648.20. It had the options A11 and V88. Stripes were available with red, black and white colors. Air conditioning was optional on the 440 Magnum for an extra $357.65.

A total of 500 Charger 500s were made but only 392 were bought for street use. The rest were bought by racers and gutted, stripped, modified and/or repainted. Only 67 Charger 500s were built with the 426 Hemi; 27 with 4-Speeds and 40 with Torqueflites.

The Charger 500 did not achieve the results expected of it on the NASCAR superspeedway circuits and lost to Ford Motor Company entrants, but it was successful on the shorter under 1 mi (1.6 km) tracks.

[edit] Charger Daytona

Main article: Dodge Charger Daytona



Dodge Charger Daytona
Dodge was not satisfied with the results of the Charger 500. The car was not enough to beat the other aerocars on the NASCAR circuit. After months of research and development, including the aftermarket shop Creative Industries Inc., the Dodge Charger Daytona was introduced on April 13, 1969. Within hours of its unveiling, Dodge had received over 1,000 orders, despite the price point of $3,993.00 MSRP.

Chrysler made many attempts at improving the aerodynamics of the 500 by adding noses rumored to be up to 23 in (580 mm) long. The Charger Daytona finally received an 18 in (460 mm) nose. The full size Charger Daytona was tested with an 18 in (460 mm) nose at the Lockheed-Martin Georgia facility. The test was a success and the project was greenlighted. The nose piece was only part of the innovation. The Charger Daytona also received a 23 in (580 mm) tall wing in rear. This wing was bolted through the rear quarter panels and into the rear subframe. The Charger Daytona's wing also helped out in an unintended way, by giving the car directional stability as well.

The Charger Daytona engineering model was tested on the Chelsea, Michigan Chrysler Proving Grounds on July 20, 1969. Driven by Charlie Glotzbach and Buddy Baker, it was clocked at 205 mph (330 km/h) with a small 4-bbl. carb. The Charger Daytona's nose made 1,200 pounds of downforce and the wing made 600 pounds of downforce. The Dodge styling department wanted to make changes to the Charger Daytona as soon as they saw it, but was told by Bob McCurry to back off; he wanted function over finesse.

The Charger Daytona introduced to the public had a fiberglass nose without real headlamps and a wing without streamlined fairings. The media and public loved the car, but were mystified by the reverse scoops on the front fenders. The PR representatives claimed it was for tire clearance. Actually, they reduced drag 3%.

The Charger Daytona came standard with the 440 Magnum Engine with 375 hp (280 kW) and 480 lb·ft (650 N·m) of torque, A727 Torqueflite Automatic Transmission, and a 3.23 489 Case 8 3/4 Chrysler Differential. The Charger Daytona also came with the 426 Hemi with 425 hp (317 kW) and 490 lb·ft (660 N·m) for an extra $648.20. The 426 Hemi was also available with the no cost option of the A833 4-Speed Manual. Only 503 Charger Daytonas were built, 433 were 440 Magnum 139 4-Speed and 294 Torqueflite; 70 were 426 Hemi power, 22 4-Speed and 48 Torqueflite.

In the end, the Daytona was brought down by the decision to make the 1970 Plymouth Superbird the only 1970 aerocar, however apparently two Charger Daytonas were built using 1970 sheet metal. While Daytonas were raced through the 1970 season, only one Daytona still raced until 1971 (in the 1971 Daytona 500) when NASCAR decreed that engine displacement of wing cars would be limited to 305 ci. That particular car, driven by Dick Brooks finished in seventh place.

 

1970 Mercury Cougar Eliminator

 

The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in either standard and XR-7 trim. These highly anticipated soft tops proved quite popular and today are considered, by many, among the most desirable of the '67-'70 production run. On the exterior, the grille switched from vertical bars to horizontal bars, and a spoiler and a Ram Air induction hood scoop were added as options. A new performance package appeared and several disappeared. The XR-7G and the 7.0-L GT-E disappeared, but the 390 and 428 V8s remained. The 290 hp (216 kW) 351 Windsor V8 was added to the engine lineup. The Eliminator performance package appeared for the first time. A 351-in3 four-barrel V8 was standard under the hood, with the 390 four-barrel V8, the 428CJ and the Boss 302 available as options. The Eliminator was the new top-of-the-line performance model of the Cougar lineup. It also featured a blacked-out grille, special side stripes, front and rear spoilers, an optional Ram Air induction system, and a more performance-tuned suspension and handling package. It also came in a variety of vibrant colors, such as White, Bright Blue Metallic, Competition Orange, and Bright Yellow. Only two Cougars came with the Boss 429 V8, making them the rarest Cougars ever built. Both were factory drag cars built for "Fast Eddie" Schartman and "Dyno" Don Nicholson.

The 1970, the Cougar appearance was similar to the 1969 model, but numerous changes were made inside and out. It now sported a new front end which featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns appeared inside, and the aforementioned new nose and taillight bezels updated the look on the outside. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time, though both the Cleveland and Windsor engines were available, if the buyer selected the base model two-barrel motor. The 390 FE engine was now dropped, and the Boss 302 and 428CJ soldiered on.

1965 Oldsmobile Cutlass 88 Convertible 4-4-2

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 carburetor (a 515 cfm Rochester 4-Jet), 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 in × 6 in (360 mm × 150 mm) wheels. It also offered standard bucket seats when optioned on the Cutlass and a 6,000 rpm tachometer, mounted in the console, more as decoration than for usefulness. The console was optional, which made the tach optional. Retractable front seat belts were optional. The turning radius was 41feet.

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 7.8Olds 4-4-2 seconds. Offered in four body styles, sales rose to 25,003, including 3,468 convertibles.