1970 DODGE CHALLENGER UNLEASHED ON POWER TOUR! – HOT ROD UNLIMITED EPIS [VIDEO]

On this episode of HOT ROD Unlimited, follow along with Scott Shanks and his ’70 Dodge Challenger convertible as he participates in the Royal Purple Performance Driving Experience at the 2012 HOT ROD Power Tour. For 2012, 5,000 cars were involved in a trek through seven cities in seven days, starting in Detroit and ending in Arlington, Texas. There’s a big party every night, and the Royal Purple Performance Driving Experience is part of that scene. It encompasses three action events that are open to all the cars: an autocross, a drag race, and a burnout contest. See if Scott’s 6.1L Hemi-powered Challenger is up to the challenge.

1970 DODGE CHALLENGER UNLEASHED ON POWER TOUR! – HOT ROD UNLIMITED EPIS [VIDEO]

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Dream Cars : Dodge Challenger First generation (1970–1974)

The Dodge Challenger is the name of three different car models of the Dodge division of Chrysler sold.

The Dodge Challenger First generation was a pony car built in 1970 and 1974, the Chrysler E platform and the exchange of important parts of the Plymouth Barracuda. The second generation was developed from 1978 to 1983 Mitsubishi Galant Lambda badge. The third and current generation was revived in 2008 as competition for the developed fifth generation Ford Mustang and the fifth generation Chevrolet Camaro presented.

The Challenger is described in a 1960 book by American cars as Dodge’s “answer to the Mustang and Camaro.” It was one of two Chrysler E-body cars, the other is the slightly smaller Plymouth Barracuda. “Both the Challenger and Barracuda were a large number of trim levels and option”, to “compete against cars like the Chevrolet Camaro and Ford Mustang, and they are doing and offer virtually every engine in Chrysler’s inventory.”

However, they were “a rather belated response to the wave of the Ford Mustang ponycar had begun.” In his book Hemi Muscle Cars, says Robert Genat that the Challenger was designed in the late 1960s as the equivalent of the Dodge Plymouth Barracuda, and that the Barracuda is designed to compete against the Mustang and Camaro. He added that the new Dodge Chrysler interpreted as “the strongest ever ponycar”, and positioned “to compete against the Mercury Cougar and Pontiac Firebird.” Genat also noted that the Barracuda is designed to compete in the market with the Mustang and Camaro / Firebird, while the Dodge was against the Cougar “to be placed and others more luxury-type muscle cars.

Dodge Challenger First generation (1970–1974)

Dodge Challenger longer wheelbase, larger dimensions and more luxurious interior, are driven by the introduction of the 1967 Mercury Cougar, a larger, more luxurious and expensive pony car with a wealthy young American buyers.

The distinction wheelbase of 110 inches (2794 mm), was two inches longer than the Barracuda, the Dodge and Plymouth substantially from that of the outer plate, like the Cougar of the shorter wheelbase Ford Mustang were different.

Dodge Challenger First generation Exterior design was created by Carl Cameron, who also opened the way for the 1966 Dodge Charger. Cameron based on the 1970 Challenger grille of an older sketch of his 1966 Charger prototype of a turbine engine must have. Never use the charger, the turbine, but the Challenger car grille. Although the Challenger was well received by the public (76 935 for the 1970 model year production), was criticized by the press, and the pony car segment was already came down by the time the Challenger. Sales fell dramatically after 1970, and Challenger production ceased in the middle of model year 1974. About 165,500 Challengers were sold during the term of this model.

Four hard-top models were offered: Challenger Six, Challenger V8, T / A Challenger (1970 only), and Challenger R / T with a convertible version only in the years 1970 and 1971, although not built a factory R / T Challenger Convertible in 1971, the R / T, but rather as a model for the hardtop body style. The standard engine on the base model, the 225 cu in (3.7 L) six-cylinder. Standard on the V8 engine was 230 hp (171.5 kW) 318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8, all with a standard 3-speed manual transmission, except the 290 hp (216.3 kW) 383 CID engine that was only available with automatic transmission torque flite. A 4-speed gearbox is optional on all engines except the 225 CID I6, and the 2-cylinder 383 CID V8.

The performance model of the R / T (Road / Track) was a 383 CID Magnum V8, 335 hp at (249.8 kW), 300 hp (223.7 kW) for 1971, by a drop in compression. Standard transmission was a 3-speed gearbox. Optional R / T engines were the 375 hp (279.6 kW) 440 cu in (7.2 L) Magnum, the 390 hp (290.8 kW) 440 CID Six-Pack and the 425 hp (316.9 kW) 426 cu in (7.0 L) Hemi. The R / T was available with the hardtop or convertible. Base hardtop models and R / T hardtop with luxurious SE specification, the leather seats, a vinyl roof, a smaller “formal” rear window and an overhead console interior that three warning lists lamps contain compounds (door could be ordered ajar, low fuel consumption and performance). The Challenger R / T came with a Rallye instrument panel, at least a 150 mph (240 kph) speedometer, a tachometer, including 8,000 rpm, 1972-1974 rpm meter went up to 7,000 rpm and an oil pressure . In 1973, the badging R / T models were reduced and “rally”, although she never badged as such. The shaker hood scoop was not available after 1971.

Dodge Challenger First generation

Dodge Challenger First generation A 1970 model, only the Dodge Challenger T / A (Trans Am) racing homologation car. To race in the Sports Car Club of America Trans-American Sedan Championship, Trans Am, he built a street version of its race car (like Plymouth with its Plymouth ‘Cuda AAR) of the Dodge Challenger T / A (Trans Am). Although the cars ran a destroked version of the 340, street versions took the 340 and has a trio of two barrel carburetors Edelbrock aluminum intake manifold on are creating the 340 Six Pack.

Dodge Challenger First generation rated the 340 Six Pack at 290 hp (216.3 kW), only 15 hp (11 kW) more than the original 340-engine (and mysteriously the same rating as the Camaro Z/28 and Ford Mustang Boss 302), the actual to 320 hp (238.6 kW). It breathed air through a large trunk in the air cast pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhaust outlet ran to the default location, then the opposite direction with chrome “megaphone” outlets exit in front of the rear wheels.

Options included a torque flite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, and manual or power steering. Disc brakes were standard. The special Rallye suspension used heavy parts and increases the speed of the rear springs. The T / A was the first American muscle car to the different size tires fit for a race countenance: E60x15 G60x15 fronts and in the back. The modified camber elevated the tail enough to clear the rear rubber and side exhausts. Thick double side stripes, bold ID graphics, a fiberglass duck tail rear spoiler and a fiberglass front spoiler added to the racing picture. The interior was strictly stock Challenger.

Dodge outsourced to Ray Caldwell momentum Company in Marblehead, Massachusetts, Trans-Am factory team run. Sam Posey drove the “Sub-lime” painted car # 77, Caldwell team from a car taken from a local dealer showroom built-in word! If # 76 was the middle of the season from a frame of Dan Gurney’s All American Racers finish well, Posey alternated between the two. Both cars were the last two races with Posey # 77, # 76 Ronnie Bucknum drove in Seattle, and Tony Adamowicz in Riverside, CA.

the Challenger T / A’s completed a few of the top three, but a lack of resources for development and the short-lived c. 303 Keith Black i. engines led to Dodge is leaving the series at the end of the season. Since 2009, the two race cars of Ed Skanes, Skanes Bryan, Dave McGaughey & Chris Brown of Lexington KY restored and released on competition and vintage racing. # 77 in California and the # 76 still in Kentucky and one of the restorers.

Dodge Challenger First generation Video Vanishing Point Revisited

The street version suffered from severe understeer in fast corners, mainly due to the smaller front tire. It could be mid-14s in the quarter mile, on a small block muscle car would prove to be proud of it. Only 2,399 T / As were. A 1971 model with the 340 engine with a 4-cylinder carburetor was planned and appeared in advertising period, but was not produced since leaving the Dodge racing series had.

The “Western Special” was a version for West Coast retailers. It came with a rear exit exhaust system and Western Special identification on the rear decklid. Some examples were solved with a vacuum-operated strain. Other late production version was the bargain “by” some of the basic car cut and removed with a fixed rear window.

Until 1972, the convertible version, and all big-block engine options were gone. Maximum power was reduced to 240 hp (180 kW) for more precise Society of Automotive Engineers (SAE) reflect net horsepower calculations. 1972 models got a new grille that extends below the front bumper. The convertible only in 1972 that there really 1971 models with 1972 front end (grille, headlights, etc.) and rear (and rear panels). These are designed for TV programs like “Mod Squad” was built. The only way to see a “real” 1972 Challenger convertible on his Fender tag search. on the line of code that the merchant number, this number starts with an “R”, meaning “special interest” (in this case, a TV “special actions” car).

The 1973 models were no longer available with a six cylinder engine. For 1974, the 340 cu in (5.6 L) engine was a 360 cu in (5.9 L) version, but had deteriorated to the pony-car market and the production of Challengers ceased mid-1974th

Although the body style stayed the same work for the Challenger five years, there were two notable changes in the front grill. From 1971 models had a “split” grille, introduced in 1972 during an extended design, the grid (nicknamed “sad mouth”), under the front bumper. This modification of the front-end, from 1972 to 1974 models had little or no change. The only way that can easily be distinguished from the 1972s had flush bumper without bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding “5 mph (8.0 km / h) bumpers ( with a rubber type filler behind them) in conjunction with large bumper guards. From 1974 cars, larger rear bumper guards had on the (new for 1974 and over) meet back 5 mph rear-end collision law. The changes were introduced to the U.S. regulations regarding crash safety standards.

The 1970 taillights went all over the back of the car, with the backup light in the middle of the back. In 1971, the backup lights on the left and right instead of in the middle. The taillight array also changed for 1972, with the Challenger now with four individual rectangular lamps.

Dodge Challenger First generation Collectibility

Although few mourned the end of the E-body models, over time has created legends, and raised the unique personalities of both the Challenger and Barracuda. In a historical survey of the editors of Edmunds Inside Line models arranged in 1970 was a “great” year 1971 “good” and “three phase worthless ones” (1972-1974) [2], with total sales / production by 2/3rds of 1970, the 1971st Performance Engine Challengers are the rarest. Sales and production of 1973 cars (with just two V8 engines available) actually exceeded 1971 by about 1,000 vehicles. This can amount to 1973 (see the Plymouth Barracuda, Plymouth Road Runner and sales increases) a very good year for the American auto industry in general and an increased interest in Chrysler performance cars to explain.

Original “songs with high-performance 1970-1971 Challengers are among the most sought after collector’s. The rarity of specific models with large engines, the result of low buyer interest and sales with its low production costs for a new one. The 440 and 426 Hemi engines currently command significant premiums over the smaller engines (except for the limited edition Challenger T / A with the 340 six-pack).

Dodge Challenger First generation Engine

The 1970 and 1971 models tend to get more attention than the performance and style options to generate, nor the public had access. But with the increased popularity of these vehicles and the number of useable and restorable Challengers fall, many collectors to find later models. Many “clones” of the years 1970 and 1971 Challengers with high-performance disks are using low-end 6-cylinder and 318-powered non-created R / T or T / A cars and installing one of the “Magnum “Performance Engine combinations (340, 383, 440 or 426 Hemi) and addition of specific badges and hoods. Total production (1970-1974) was only about 168,000 cars, and maybe 1 / 3 of that number now exist in a state.

Engine choices included the following:

• C: 225 cu in (3.7 L) Slant 6 I6: 145 bhp (108 kW) 1970–1972


• G: 318 cu in (5.2 L) LA V8: 230 bhp (172 kW) 1970–1974


• H: 340 cu in (5.6 L) LA V8: 275 bhp (205 kW) 1970–1973


• J: 340 cu in (5.6 L) LA V8 Six-Pack: (3 × 2-barrel carburetors) 290 bhp (216 kW) 1970 *T/A


• J: 360 cu in (5.9 L) LA V8: 245 bhp (183 kW) 1974


• L: 383 cu in (6.3 L) B V8: 290 bhp (216 kW) and 330 bhp (246 kW) 1970–1971


• N: 383 cu in (6.3 L) B V8: 335 bhp (250 kW) 1970–1971


• U: 440 cu in (7.2 L) RB V8: Available in Magnum 4-barrel carbureted form 375 bhp (280 kW) 1970–1971


• V: 440 cu in (7.2 L) RB V8 Six-Pack: (3 × 2-barrel carburetors) 390 bhp (291 kW)/490 lb·ft (664 N·m) 1970–1971


• R: 426 cu in (7 L) Hemi V8: 425 bhp (317 kW)/490 lb·ft (664 N·m), costing an extra US$1,228 and very few sold. 1970–1971

All figures above are SAE gross HP ratings, which were done with no accessories, no air cleaner, open dyno headers. Chrysler did under-rate their performance engines, current test by Mopar Magazine and others, which have built and dyno tested the: 426, 440 6 bbl, 440, 340 6 bbl, 340 6 bbl, and 340 in 100% stock configuration (SAE net). Results have come within 1% of the above rated power SAE gross HP. One can assume, Chrysler just report SAE net HP readings as SAE gross HP, the end results would be an engine under-rated anywhere from 25 to 50+ HP.

The 360 four barrel horsepower quoted above is SAE net (not SAE gross). SAE net ratings became required by federal law starting with the 1972 model year. Also, the 340 four barrel was re-rated as 240 SAE net in 1972-1973.

Performance 1/4 mile

• 340: 14.8 @ 96 mph (154 km/h)


• 340 T/A: 14.3 @ 99.5 mph (160.1 km/h) 4 speed with 3.55 same car used on all published test


• 383 2-barrel: 15.1 @ 96 mph (154 km/h)


• 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)


• 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)


• 440 Six-Pack: 13.4 @ 107 mph (172 km/h)


• 426 Hemi: 13.2 @ 108 mph (174 km/h)

Source: Dreamroad.us

Dream Cars : Dodge Challenger First generation (1970–1974)

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10 Surprising Facts About American Muscle Cars

America loves speed. The 1960s and 1970s might have produced the wildest and rarest muscle cars packing giant torque-rich V-8s, but the 1980s brought its share of powerful machines to the street, too—cars that were quick and met the more stringent emissions controls. And behind the horsepower there are some surprising stories

10. 1968 Ford Mustang Shelby GT500

The first two years of Carroll Shelby’s Mustangs are the most desirable to many Mustang purists. Those 1965 and 1966 GT 350s were light, simply styled, and perfect for track work. But the later 1967 and 1968 cars offered more fun under the hood and were the machines of choice if you wanted to win drag races.For the first time, ’67 to ’68 GT 500 Shelbys came with 355-hp 428-cubic-inch big-block power under the hood. Car testers of the day saw quarter-mile time slips in the mid-to-low 14-second bracket—quick for the day. The Shelby Mustangs received more scoops and flashier styling than the older cars to match the new-found power and torque. And the even quicker KR (King of the Road) high-performance model was available in 1968 too.

Little-Known Fact: The 1967 Shelby Mustangs used Mercury Cougar tail lamps, but the 1968 models used lamps from the ’66 Ford Thunderbird.

9. 1984 Chevy Corvette

The third generation of America’s sports car, the Corvette, had an incredibly long run: 1968 to 1982. So when it came time for GM to launch the next-generation C4 Corvette, there was wild speculation about the car. Some predicted it would use a midengine chassis, like an Italian exotic. And others thought it might use a rotary engine, like Mazda’s.In the end, the next Vette wasn’t radical. It still had a small-block Chevy V-8 up front driving the rear wheels. That first year, it cranked out a meager 205 hp. But after a switch to a new, tuned port fuel-injection system in later years, horsepower jumped—and so did performance. Five years later, Chevy debuted the first ultra-performance Vette since the 1960s: the 375-hp ZR-1.

Little-Known Fact: There is no production 1983 Corvette. Although 1982 was the last year for the third-generation Corvette, Chevy decided to wait until the 1984 model year to launch the all-new car. Why? Some sources claim tighter emissions regulations necessitated more time for development. Others say that quality glitches at the factory were the real reason. All we know is every 1983 Corvette prototype was destroyed, except one: a white car that now lives at the National Corvette Museum in Bowling Green, Ky.

8. 1969 Dodge Charger Daytona

The 1969 Dodge Daytona and its sibling, the 1970 Plymouth Superbird, are arguably the most radical vehicles to emerge from the muscle car wars. But the Daytona, as the name might suggest, wasn’t designed for street racing. It was built to win Nascar races on the superspeedways—the longest and fastest tracks.To increase top speed, engineers took the Charger to the wind tunnel. The aerodynamic modifications to the big Dodge included a nearly 2-foot-tall rear wing, a flush rear window, and a longer, sloped nose cone. The results were impressive. The race version of the Daytona became the first car in Nascar history to break 200 mph. After numerous Dodge wins in 1969 and some by Plymouth in 1970, Nascar’s new rule book banned these cars. The production cars, which came packing a 440 big-block or the legendary 426 Hemi, are sought-after collector cars today that bring more than $150,000 at auctions.

Little-Known Fact: The Daytona’s aerodynamic modifications over a those of a standard Charger helped lower the coefficient of drag to 0.28—an excellent figure even by today’s standards. But did that huge rear wing really need to be so tall to maximize rear-end downforce? According to legend, no. The reason for the exaggerated height of the wing was so that the trunklid on the production cars could pass underneath it and fully open.

7. 1970 Oldsmobile 442

The 442 (which gets its name from its four-barrel carburetor, four-speed manual, and dual exhausts) was based on the Cutlass and become the hot muscle machine for the Oldsmobile division. It shared its platform with two other hot GM machines, the Chevy Chevelle SS and the Pontiac GTO. And like the GTO, the 442 was only a trim level at the beginning. But by 1970, you could get a huge 455-cubic-inch big-block V-8. And when equipped with the even more potent W30 parts, the motor made 360 hp and a whopping 500 lb-ft of torque. It could hit 60 mph in less than 6 seconds, which was very quick for the time—especially for an Olds.Little-Known Fact: Actor James Garner raced a beefed-up 1970 Olds 442 in the NORRA Mexico 1000 (a precursor to the Baja 1000), where it won second in class. The Goodyear Grabber, as it was known, was built by legendary Baja-race-vehicle guru Vic Hickey and sponsored by Goodyear tires. The vehicle was recently restored and put up for sale.

6. 1978 Pontiac Firebird Trans Am

By the late 1970s, muscle car performance was a mere shadow of what it had been years earlier. The latest emissions controls, combined with high gas prices and stratospheric insurance costs, caused most automakers to severely dial back horsepower.But not Pontiac. The Trans-Am had been riding a new wave of popularity since its starring role in the movie Smokey and the Bandit. For the 1978 model year, Pontiac added to the excitement by actually increasing the horsepower of its top-level Trans Am from 200 to 220. The brand also developed a special handling package called the WS6 that added a sport-tuned suspension, wider 8-inch wheels, new tires, and quicker steering. The result was a Pontiac Trans-Am that was actually quicker and handled better around a track than the Chevy Corvette.

Little-Known Fact: The Pontiac’s T-top roof, which first became an option in 1976, was as close as a buyer could get to a convertible Trans Am. These lift-out roof sections were initially made by Hurst and were known as the Hurst Hatch. The problem was, they leaked. This led Pontiac to develop its own T-tops within GM’s Fisher body division and launch the option midway through the 1978 model year. So some ’78 Firebirds have Hurst T-tops and others have the Fisher units. You can spot the difference because the Fisher glass roof panels are larger than the Hurst Hatch ones.

5. 1969 Ford Mustang Boss 429

In the late 1960s and early 1970s, Nascar was in its golden age. Automakers took the business of stock-car racing seriously and would dream up engines and bodywork for racing that were often too wild for the street. All the automakers needed to do was sell 500 of these radical cars and they could run them in Nascar.The Boss 429 Mustang was just such a beast. Although the Mustang didn’t compete in Nascar, the 375-hp 429-cubic-inch V-8 under its hood was designed specifically for racing and built to rev to 6000 rpm. The problem was, this motor did not perform well on the street. It was slower than the other big-block Mustangs at the time. The Nascar-bound V-8 was monstrously large and did not fit in a stock Mustang’s engine bay. So Ford contracted Kar Kraft in Brighten, Mich., to handle the job. The company relocated the shock towers, widened the track of the front end using unique componentry, relocated the battery to the trunk, and fitted a smaller brake booster—all to make room for this beastly powerplant to fit in the Mustang. Today, the rarity and mystique behind the Boss 429 has pushed values at auction well beyond $200,000.

Little-Known Fact: There were actually three different 429 engines installed in the Boss 429 between ’69 and ’70. The ⋆ “S-Code” was installed in early cars and filled with race-duty parts. But the S-Code had warranty problems, reportedly because of an incorrect assembly process. So the “T-Code” with lighter-duty parts was used in some cars. The later “A-Code” version of the 429, equipped with smog equipment and a new valvetrain, appeared toward the end of production.

4. 1970 Chevy Chevelle LS6

When GM relaxed its longstanding rule forbidding engines larger than 400 cubic inches to be installed in midsize cars, it set off a muscle frenzy across the company’s divisions. Oldsmobile put the huge 455-cubic-inch into its 442, and Chevy installed a unique 454-cubic-inch V-8, the LS6, into its Chevelle SS.A conservative estimate of the LS6′s power puts it at 450 hp and 500 lb-ft of torque. But thanks to its high 11.25:1 compression ratio and giant Holley 780 CFM carb, the LS6′s real output in the Chevelle SS was closer to 500 hp, many experts claim. Our pals at Car and Driver tested one in 1970 and found it hit 60 mph in just 5.4 seconds, running through the quarter-mile in 13.8 seconds. And that was with the skinny low-grip tires of the day; that same car with modern rubber would be much quicker. The LS6 carries the highest factory horsepower rating of all muscle cars.

Little-Known Fact: The Chevrolet Corvette has always been Chevy’s top performance car. And up until the LS6, GM wouldn’t allow any other Chevy to carry a horsepower rating higher than that of the Corvette. But somehow that stance was relaxed for 1970—the highest horsepower engine you could get in a 1970 Corvette was a 390-hp LS5 454. An LS7 was planned with 465 hp, but it was never officially sold. So why no LS6? An LS6 Corvette was offered for 1971, but its potency slipped (at least officially) to 425 hp.

3. 1969 Pontiac GTO Judge

Pontiac owned the muscle scene in the early 1960s. In fact, the 1964 Pontiac GTO is widely regarded as the very first of the breed. But by 1968, that car had plenty of competition. The thought within Pontiac was to make a cheaper version of the GTO with a smaller 350-cubic-inch engine called the ET (for “elapsed time”) a drag-racing term.Pontiac boss John DeLorean didn’t like that idea. To him, no GTO ould have an engine that small. Instead, the team built a car one step up from the regular GTO. DeLorean himself named the car after a popular skit on the TV show Rowan and Martin’s Laugh-In. The Judge featured the 360-hp Ram Air III engine standard, but buyers could also opt for the more ⋆ 370-hp Ram Air IV. The rarest of all were the GTO Judge Ram Air IV convertibles—only five were built in 1969.

Little-Known Fact: The original TV commercial for the Judge featured the rock band Paul Revere and the Raiders singing about the GTO out on a dry lakebed. According to the book Pontiac Pizazz, by Jim Wangers and Art Fitzpatrick, the lead singer, Mark Lindsay, was a car guy and loved the Judge, so he wrote a song about it. Wangers claims this commercial is considered one of the earliest rock-music videos.

2. 1969 COPO Camaro

Chevrolet’s Central Office Production Order (COPO) system was designed for fleet sales; it was intended to spec out heavy-duty suspensions for cop cars and stain-proof interiors for taxicabs. But enterprising dealers with the right connections, such as Yenko Chevrolet in Pennsylvania, figured out that Camaros could be ordered this way, too. And given the right order codes, the dealer could spec out a fire-breathing monster of a Camaro that Chevy didn’t really want you to own.The production order 9561 specified a 427 big-block V-8 rated at 425 hp—just like a Vette. But the even rarer COPO 9560 called for an all-aluminum ZL-1 427 V-8. Though this engine was rated with just 5 more hp, it was widely known that this race-spec engine delivered more like 550 hp. Only 69 ZL-1 Camaros were built, and these cars command prices in the $400,000 range at an auction

Little-Known Fact: The aluminum ZL-1 427 V-8 in the 9560 COPO Camaro is essentially a race engine. Chevy originally developed this 427 motor for the Chaparral racing team to use in the Can Am series. There are no external emblems on a ZL-1 Camaro that let you know what’s under the hood—only plain-vanilla Camaro badges.

1. 1987 Buick GNX

Long after the big block V-8-powered muscle cars of the 1960s and 1970s went, Buick brought back some of that magic in the 1980s. The Buick GNX, based on the Grand National (which is itself a hot-rod version of the Regal coupe), was equipped with a potent, turbocharged V-6. The GNX package brought the Grand National’s horsepower from 245 up to 276.Car and Driver tested one in 1987 and recorded a 0-to-60-mph time of just 4.6 seconds, making it one of the quickest cars on the market. Buick made only 547 of these black beasts. Many were squirreled away into storage as investments.Little-Known Fact: Buick had quite a few of these engines left over when it stopped production of the GNX—so Pontiac picked up the turbo V-6s and put them in the 1989 20th Anniversary Trans Am. It was conservatively rated at just 250 hp, but true GM enthusiasts knew the potential that lay under the hood of that Trans Am.

Source: popularmechanics.com

10 Surprising Facts About American Muscle Cars

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