Steve Magnante's 1001 Muscle Car Facts

By Steve Magnante

Author Steve Magnante is well known for his encyclopedia-like knowledge of automotive facts. There are 1001 well-researched muscle car facts in this book that even the most esteemed experts would be surprised to learn. Fans of these collectible cars will appreciate the technical and entertaining information shared on every page about all of the great American makes.

• Language: English
• Publisher: Car Tech
• Release date: May 15, 2013
• ISBN: 9781613251256

Steve Magnante

Steve Magnante's unbridled enthusiasm for modified high-performance machinery is life-long, but for more than 15 years he has been sharing his passion and technical knowledge through print and television media. As a long time staffer at Hot Rod magazine and more recently as an automotive expert on the popular collector auto auction broadcasts, Steve has gained great recognition for his expertise. His knowledge of automotive history is extensive, and he is a student of American high-performance hot rods and racing cars as well. Known for his passion and lighthearted manner, Steve connects with readers on a personal level, sharing their love for cars while delivering solid technical advice.

Book preview

INTRODUCTION

The title of this book is 1001 Muscle Car Facts, not 1001 Muscle Car Guesses. I’ve gathered the many bits of information from reliable, reputable, and verifiable sources. That said, one man’s fact is another man’s myth. I respectfully seek to appeal to your sense of humor when the lines become blurred.

In gathering the information, the hardest choice was not what to put in, but rather what to leave out. For every fact presented in this book, an infinite number were not. The only remedy would have been to go for one million and one facts, and even that would only scratch the surface of all there is to learn. Omissions abound solely due to space limitations.

Also, I hope Cadillac enthusiasts don’t take offense at my decision to exclude The Standard of the World from focused discussion. The early dual-quad Eldorado mill was quite a powerhouse, but calling the Eldorado Biarritz a muscle car is a stretch. That said, had the talents responsible for the recent CTS-V program been in charge half a century ago, their efforts would certainly warrant discussion here.

In conclusion, I hope this book leaves you with more questions than answers. Remember, good trivia doesn’t end discussion, it starts discussion. I also encourage cross-pollination. I hope that fans of traditional General Motors, Ford, and Chrysler muscle dive deep into the AMC and Studebaker chapters. Likewise, may the many Javelin and R2 Lark fans draw new interest in other makes by reading the book in its entirety.

Chapter 1

General Motors

CHEVROLET

Legend and Lore

1Chevrolet’s 1967 response to the Mustang phenomenon was initially called Panther, and several pre-production test cars bore elegant chromed Panther emblems to prove it. Apparently, Chevrolet product planners felt the sleek four-legged creature was a valid counterpoint to the wild horse theme embraced by Ford. Ultimately, the Camaro nameplate was chosen, but not until after Car Life magazine ran a March 1966 cover story with the blooper headline Chevrolet’s Panther . . . Can it Catch a Mustang? Camaro is an obscure French term that translates to comrade, pal, or chum.

2The 1970 Robert Altman movie Brewster McCloud features a great car chase involving a 1970 440 six-barrel Road Runner and a black-on-silver 1970 Camaro Z/28 RS. The Camaro is driven by detective Frank Shaft (played by Michael Murphy). Sharp-eyed viewers will notice that two different Camaros were used during filming. After a violent curb shot damaged the rear suspension, a standard Z/28 (with a non-RS full-width front bumper) was substituted to continue the chase sequence.

3Enthusiasts often assume the 265-cubic-inch small-block of 1955 was Chevrolet’s first V-8 offering. They ignore the existence of a 288-cubic-inch V-8 that was available in 1917 Chevrolet D-Series cars. Designed by staff engineer A. C. Mason, it featured overhead valves, crossflow cylinder heads, and a displacement of 288 cubic inches. Rated output was 55 hp at 2,700 rpm. For contrast, a same-year Ford Model T flathead four was good for 20 hp. Still, the Model D V-8 Chevys were expensive ($1,400 versus $645 for the most costly Model T) and production ended by 1919.

4Zora Arkus Duntov is often given credit for fathering both the Chevrolet V-8 engine and the Corvette. He did neither. Joining Chevrolet as a research and development engineer in May 1953, the Corvette was already in production, and the collaboration between Ed Cole and Harry Barr that led to the small-block V-8 was well underway.

That said, Duntov helped sharpen both programs in the months and years to follow. By his GM-mandated retirement on September 29, 1974, at age 65, Duntov was responsible for keeping the Corvette true to its roots as a serious sports car by defeating numerous corporate efforts to water it down for greater—but likely fleeting—market appeal.

5Instead of ringing in the New Year at a fancy party, Fred Gibb, proprietor of Fred Gibb Chevrolet in LaHarpe, Illinois, spent New Year’s Eve 1969 standing outdoors in sub-freezing weather. The first of his 30-car order of 1969 ZL1 Camaros was en-route from Chevrolet and he wanted to personally oversee the unloading process. After all, the group of 30 specially ordered aluminum-block COPO 9560 Camaros cost him $216,000—not including tax! At $7,200 each, Gibb struggled to sell 13 ZL1 Camaros before Chevrolet came to the rescue and helped disburse the remaining unsold units to other dealers.

6The company logo for Jenkins Competition incorporates the outline of a black arrow. Ever wonder why? As a child growing up in rural Pennsylvania, Da Grump enjoyed building and sailing Comet flat-bottom sailboats, one of which he named the Black Arrow. The only Jenkins race car to actually bear the Black Arrow name was his 1965 Plymouth A990 Hemi Super Stocker. Bill’s subsequent Chevrolet drag machines carried the Grumpy’s Toy moniker.

7There’s plenty of fact behind rumors of the semi-hemi Z/28 head program. In June 1968, Z/28 development engineers got a look at Ford’s canted-valve Boss 302 heads and contracted a sudden case of insecurity. Product Performance group leader Vince Piggins sensed that the small-block’s inline-valve orientation and siamesed port runners might impart a flow disadvantage. A hasty development program netted several sets of aluminum heads with canted valves and non-siamesed port runners.

The heads gained peak power in testing, but sacrificed valuable mid-range torque. Though paperwork was prepared to introduce the so-called bolt-on head package to the SCCA, the standard Z/28 heads were competing successfully against Ford, so the program was canceled in early 1969. At least three semi-hemi 302 engines were built for testing.

8In 1957, Chevy had a beautiful 283-cubic-inch V-8 that was a hot rodder’s delight, but when it was found that the displacement of this engine couldn’t be enlarged to match that of the competition for ’58, the engineers were forced to use a completely new powerplant, one that had been designed originally as a powerplant for heavy-duty Chevy trucks.

These words were written by Hot Rod magazine’s Don Francisco in 1958, and are likely the source of the incorrect assumption the W-Series 348/409 is little more than a hastily refreshed truck engine. If so, then let’s also toss the mighty 350 small-block and 454 big-block into the dumpster, since just as many were installed in Chevy and GMC trucks as in passenger cars. The W-Series 348/409 was designed to be very flexible and well-suited for work or fun depending on the state of tune.

9Though there were no 1983 Corvettes sold to the public, 43 units (10 prototypes and 33 pilot cars) bearing 1983 VINs were assembled for testing and publicity. A lone example is on display at the National Corvette Museum in Bowling Green, Kentucky. The rest are reported to have been scrapped, some having been buried at GM’s former Mesa, Arizona, Desert Proving Grounds (DPG). As the defunct DPG is redeveloped for residential use, backhoe operators are likely in for many surprising discoveries!

10 In the dark days of the late 1970s, Corvette product planners weren’t so sure the V-8 engine would last much longer. Looking to maintain Corvette’s image as a world-class performance car, a twin-engine platform was considered. The idea was to combine economical cruising with a small-displacement V-6 driving the front wheels. When maximum power was needed, a second engine instantly kicked in to drive the rear wheels.

An operational test bed was constructed using a Citation X11 host vehicle. Powered by twin HO-660 V-6 engines tuned for 200 hp each, the push me, pull me Citation was extensively tested in public and private settings. Project Chief Richard Ballsley admits to publically humiliating a Porsche 911 turbo driver during a lunchtime outing on Woodward Avenue. Fortunately, V-8 development flourished, taking the twin-engine Corvette concept to a dead end. The push me, pull me Citation was sold as part of the GM Heritage Collection and exists in a private collection today.

11 The words Chevy and hemi are never used in the same sentence—at least not when you’re discussing showroom-available production engines. But it’s a fact Chevrolet was deeply involved in the study of such exotic features as hemispherical combustion chambers, multiple intake and exhaust valves, and overhead camshaft placement for possible use on production engines.

A glint of light was shed on several experimental hemi-head big- and small-block engines in a December 1967 Hot Rod magazine cover story titled Chevy’s Moustache Curlers. The pick of the litter was an SOHC (single overhead cam) 427 big-block with gear-driven camshafts instead of the lengthy chains used by Ford’s SOHC engine. Can you imagine the sensation caused by a new 1968 Camaro SS 427 hemi? Oh, what could have been …

12 Several years before the arrival of the 1966 giant killer L-79 Nova, enthusiast magazines such as Hot Rod, Car Life, and Motor Trend ran articles featuring a new V-8-powered Chevy II. Two wild examples were a 1962 four-door with a 340-hp 327 small-block and 4-speed transmission that appeared in the March 1962 issue of Motor Trend, and an even crazier 360-hp Rochester fuel-injected two-door that showed up in the June 1962 issue of Car Life.

So were these lightweight bombs a well-kept order-form secret? Not quite. Though a mild 283 2-barrel V-8 engine was added to the Chevy II option list in 1964 (RPO L32), any prior V-8 installation was strictly done with an over-the-counter dealer kit. Two kits were sold: PN 3790719 used a single exhaust system and included a 283 engine. PN 3791361 included free-flowing dual exhaust supporting 327-cubic-inch engines of various power ratings.

It is not known how many V-8 conversion kits were sold, but an underlying motive was to demonstrate quasi-factory availability so V-8 Novas would be eligible for NHRA Factory Experimental use. One outstanding example was the Ugly Duckling Rochester fuel-injected 327 Chevy II station wagon of Dyno Don Nicholson—winner of B/Factory Experimental honors at the 1962 NHRA Winternationals with a 12.55/108.96 pass.

Born a compact economy car, the Chevy II/Nova wasn’t originally meant to have a V-8

Born a compact economy car, the Chevy II/Nova wasn’t originally meant to have a V-8. The change happened suddenly and a giant killer was born.

13 Second-generation Z/28 sales took a while to gain momentum. The outgoing 1969 Z/28 sold more than 20,000 units, so when the 1970 Z accounted for 8,733 customers, all eyes were on 1971 sales performance. Unfortunately, 1971 saw 4,862 Z/28 sales with even fewer (2,575) Zs moving for 1972. But things improved dramatically in 1973 with 11,574 Z/28 sales before growing even larger in 1974, to 13,802. Clearly, the Z/28 was gaining momentum, so why did Chevrolet drop it in 1975 and 1976?

The truth is, General Motors came very close to canceling all F-Body models (Camaro and Firebird) in 1974, sensing they were outdated in the new world of heightened fuel economy and emissions concerns. Fortunately, the reaper was rebuked and—as Pontiac clearly demonstrated by selling nearly 75,000 Firebird Trans Ams during the Z/28’s hiatus—consumers still wanted performance cars. Chevrolet restored the Z/28 in midyear 1977 and sold a respectable 14,349 units.

You’ll never know how close General Motors came to canceling all Camaros in 1975, not just the Z/28

You’ll never know how close General Motors came to canceling all Camaros in 1975, not just the Z/28. By 1977 sanity was restored, breathing new life into the pony car wars.

14 Did the California Highway Patrol really employ a fleet of Z/28 Camaros for law enforcement duty? Yes indeed. The year was 1979 and the usual full-size Ford, Chevrolet, and Mopar police sedans had become so underpowered from choking emissions controls, a faster platform was needed.

As an experiment, Chevrolet provided twelve new 1979 Z/28s, revamped for police duty with 3.08:1 gears (in place of the stock 3.42:1 ratio), Firestone Police Special fabric tires (the standard radials were not speed rated for sustained driving), front bumper guards, and stealthy interior-mounted emergency lights. Four cars each were allocated to the El Centro desert region, heavily populated West Los Angeles, freeways of Bakersfield, and mountain passes of Redding. In service, every car experienced at least one failure of its 175-hp LM1 350 V-8. Though ultimately unsuccessful, this early test opened the door to later police car packages based on 5.0 Mustangs, turbocharged Buick Regals, and yes, more Camaros.

15 Legendary General Motors design vice president Bill Mitchell drew styling influences from varying sources. During an offshore fishing trip in Bimini, he caught a mako shark and had it stuffed and mounted on his office wall. The natural blue-to-white color fade intrigued Mitchell so much he dictated its application to the XP-755 Corvette Mako Shark I concept car of 1961.

Unfortunately, after several rejected attempts, the guys in the color department had such a hard time matching the paint fade, they reportedly sneaked into Mitchell’s office and had the stuffed shark retouched to match their effort on the car. Though some insiders claim no such trick was played, Mitchell eventually approved the faded paint treatment exclaiming, I knew you guys could do it, you just had to work harder.

16 The appearance of several Z11-powered 1964 Chevelles on the southern run what ya brung match-race circuit fueled rumors Chevrolet actually ran a number of them down the assembly line. Though such a combination would have been a logical answer to the factory-produced Ford 427 Hi-Riser Fairlane Thunderbolt and Mopar Race Hemi lightweights, no Z11 Chevelles rolled off the assembly line.

After March 1963 any General Motors factory race development was strictly forbidden, but that didn’t stop privateers such as Malcolm Durham, Dick Harrell, Maynard Rupp, Bures Hall, and Bill Hahn from piecing together fierce W-motor-powered Chevelles to represent the Bowtie in the early match-race wars. While some of these hybrids used factory-supplied Z11 crate engines, most were the result of cannibalizations of actual 1963 Z11 Impala lightweights.

17 Bruce Springsteen’s blue collar, tell it like it is, musical compositions are a favorite of many. But at times he should have done a little fact checking. In the song Racing in the Street (from the 1978 album Darkness on the Edge of Town) The Boss sings I got a sixty-nine Chevy with a 396. Fuelie heads and a Hurst on the floor. I’m not doubting Bruce’s skills, but if he figured out a way to adapt 327 small-block Corvette heads to a 396 big-block, I’d like to know more!

18 While the heroes of other early-1980s action movies drove Corvettes and Trans Ams, the 1984 cult classic Repo Man featured an unlikely automotive star: a 1964 Chevy Malibu four-door. Piloted by a radiation-sickened missile engineer from New Mexico, its trunk contained the remains of four dead space aliens.

Seeking a healthy bounty, actors Emilio Estevez, Harry Dean Stanton, and the other repo men chased the Chevy throughout Los Angeles. Producer (and former member of the 1960s band, The Monkees) Michael Nesmith filled the movie with charmingly random elements and symbolism. For instance, the Chevelle’s left-hand turn signal was always flashing. Remember, a repo man is always intense.

19 The 1955 Chevy 265 small-block wasn’t known as a small-block until the 1958 arrival of the W-Series 348 engine family. That’s when comparisons could be drawn, and nicknames conjured. Thanks to its compact dimensions, hot rodders began calling the 265 (and its immediate 283 and 327 successors) mouse motors. The term rat wasn’t used until after the 1965 debut of the Mk IV 396 engine family.

Its logical origin is the answer to the question What rodent is bigger than a mouse? Other once-popular nicknames for the Mk IV big-block were semi-hemi (a reference to its combustion chamber layout) and porcupine (descriptive of how its valvestems exit the head at multiple angles like the quills of a porcupine). None of the terms were used as official marketing slogans by Chevrolet—though in the late 1960s Chrysler/Edelbrock conspired to create the Rat Roaster, a plenum-style intake manifold designed to fortify the 426 Hemi for conflict with Chevy big-blocks.

20 Was Chevrolet actually working on a four-wheel-steering setup for the Gen III Camaro? Yes, and I personally saw a functional development mule during a February 1998 visit to the GM Tech Center in Warren, Michigan.

The test car was a 1987 IROC-Z riding on an Australian-made Borg-Warner rear axle fitted with S-10 4×4 front axle steering knuckles and an electric steering rack. Inside, a series of control knobs let test engineers set the rear steering arc and sensitivity. Though a four-wheel-steering Camaro never entered series production, the data generated by the test car likely helped production of the optional 2002–2004 GM Delphi Quadrasteer system for Chevy and GMC heavy pickup trucks.

Body and Interior

21 Added instrumentation was an integral part of every Impala Super Sport interior, but in 1964, it had to be ordered at extra cost or you had to settle for the standard idiot lights. For 1965, Chevrolet made oil pressure, amperage, coolant temperature, and engine vacuum gauges standard on every full-size SS. Automatic-transmission Impala Super Sports came with a vacuum gauge, but buyers wanting a tachometer could pay an extra $48.45 for the U16 rev counter. Other ways to get the tach without paying extra in 1965 were to specify a 3- or 4-speed manual transmission or any engine option over 300 hp.

22 Front bucket seats were standard equipment in Chevelle Super Sports in 1964 and 1965 only. Starting in 1966, Super Sport customers paid an extra $100 for the A51 Strato bucket seats. Today, many original bench-seat 1966–1973 Chevelle Super Sports have been restored—and treated to upgraded bucket seats in the process. For 1973, the Chevelle Super Sport’s final year, the RPO code for Strato bucket seats changed from A51 to AN7, and cost jumped to $133.

23 Two distinct trunk spoiler configurations were available on the Camaro Z/28 in 1970. The first was a one-piece affair manufactured for Chevrolet by A.O. Smith, and was standard on all Z/28s. Later in the model year (and perhaps with prompting from SCCA Trans-Am race teams in search of extra down-force), a much more aggressive three-piece spoiler was available under COPO 9796. Both spoilers were made of molded plastic. The small spoiler continued as standard equipment for 1971 with the tall ducktail spoiler becoming part of the extra-cost D80 package (which included a front air dam).

24 Nearly a decade after Corvette debuted America’s first mass-produced fiberglass body, Chevrolet pioneered the domestic use of another exotic body material with the August 1962 introduction of the RPO Z11 lightweight 409 package. Introduced for use in NHRA Factory Experimental drag racing, Z11-equipped Impalas and Bel Airs featured fenders and hoods stamped from 26-gauge aluminum. The cars also had a hotter cam, better heads, and two-piece intake manifold. Though a mere seven Z11 vehicles were produced in 1962 (plus several over-the-counter upgrade kits for steel cars), it set the stage for a larger run of 57 factory-assembled Z11 cars in 1963.

25 After several years of sharing a basic flat hood with conventional full-size Chevy models, the Impala Super Sport got its own muscle car hood in 1967—but only when the RPO Z24 SS427 package was ordered. The new hood featured a raised central bulge for a non-functional vent. Non-Z24 Impala Super Sports, which could be had with anything from the 250-cube inline six to the big-block 396, continued with the standard flat hood.

Only 2,124 Z24 SS427 Impalas were built in 1967, though the Z24 moniker reappeared in 1986 on the front-wheel-drive Cavalier Z24, some of which may have been made with metal recycled from junked 1967 Impalas.

26 Hardcore performance enthusiasts seeking minimal distraction were offered RPO UL5 radio delete during the muscle car years. A close inspection of most UL5 cars reveals the presence of speaker and receiver leads built into the wiring harness because making pared-down, under-dash bundles wasn’t cost effective. UL5-equipped Corvettes lack the distinctive stainless-steel ignition shield panels cloaking the distributor and ignition wires seen on radio-equipped cars. The shielding was needed to prevent ignition noise from reaching the antenna, as the Corvette’s fiberglass body lacked the natural barrier afforded by steel body panels.

27 At first blush, the 1962 Rochester fuel-injected 327 Chevy II (mentioned in fact #12) had a 200-mph speedometer! Since the test car was fitted with 3.08:1 axle gears and 6.50-13 tires, actual top speed was perhaps 140 mph at best. The optimistic speedometer was actually an export item, calibrated in kilometers per hour. These metric speedometers were installed in Chevy IIs intended for sale in other countries where 200 kmph is about equal to 120 mph.

28 All second-generation Camaros were built with manual windows until late 1973 when A31 power windows were added to the option list. But there’s a rub. Because second-generation Camaro interior designers positioned the power window control switches on the center console (and not on the door panels as in first-generation Camaros), power windows were only available on Camaros built with the D55 center console. Thus, buyers of non-console Camaros hand-cranked their windows on hot days.

29 1973 saw the arrival of a sporty four-spoke plastic-covered steering wheel on all Camaro models and as an option on Chevelle and Nova. By 1976 this wheel was also standard on Corvette. Though more attractive than the base 1970–1972 Camaro steering wheel with its bulky horizontal horn pad, the four-spoke design was stigmatized by its installation in the compact Chevy Vega. Corvette owners, in particular, didn’t like being reminded of this fact.

30 Drawn by the popularity of aftermarket T-top conversions from outfits such as Hurst and ACC, Chevrolet offered RPO CC1 removable glass Targa tops in Camaros for the first time in late 1978. Priced between $625 and $695, 9,875 first-year installations were followed by 33,584 in 1979, 24,816 in 1980, and 30,445 in 1981. Camaros equipped with the CC1 Targa roof also received mandatory RPO N65 Stowaway spare tires, which took up less trunk space. This left room for the T-tops on sunny days.

31 Form and function often fight for the same space. When the 1966 Chevelle instrument panel and dashboard were being designed in 1964, stylists opted to replace the three-round-pod layout available in 1964 and 1965 production models with a rectangular theme. Unfortunately, the speedometer took up most of the space leaving small rectangular openings to handle the rest of the basic gauges. Any factory-optional tachometer had to be strictly of the add-on variety.

For the muscular SS396, Chevrolet devised a stand-alone tachometer mounted to the right of and below the steering column. Though its chrome housing, large 180-degree dial, and quality internals delivered a worthwhile product, its location was perfectly suited for making painful contact with the driver’s right knee cap. Thus, it became known on the street as the knee knocker. Available as RPO U16 for an extra $47.05, records show that only 8,026 Chevelle customers chose it.

32 The Chevelle knee knocker tachometer debacle of 1966 forced a rethink of tachometer placement for 1967. Still constrained by the limitations of the Chevelle instrument layout, designers moved the optional U16 tachometer to the left-hand side of the steering column where it was easier to read. Unfortunately, the new location obscured the dash-mounted left-hand turn signal indicator lamp. As a fix, Chevrolet added a small green triangular lens to the tach face and wired it with a small bulb to blink in sequence with the flasher when making a left-hand turn. Right-hand turns triggered the standard in-dash indicator lamp.

Of the 62,785 SS396 Chevelles built in 1967, only 3,653 were sold with the blinker tach, as it has come to be known. 1968 finally saw a redesigned instrument cluster with attention paid to making the optional tachometer an integrated instrument positioned directly ahead of the driver in the instrument panel, rather than as an afterthought. Buyers responded in a big way and sales of the tachometer—now sold as the U14 special instrumentation package—soared to 19,393 takers.

33 During the performance revival of the 1980s, Chevrolet opened plenty of eyes with the popular NASCAR-inspired 1983–1988 Monte Carlo SS, selling nearly 100,000 units. Available as RPO Z65, and similar to earlier NASCAR homologation specials (Dodge Charger Daytona, Plymouth SuperBird, Ford Torino Talladega, etc.), its primary mission was to legalize its low-drag nosepiece and lift-snuffing trunk lid spoiler for use on NASCAR super speedways.

The initial coupe-only body style was successful, but drag remained a concern on super speedways where Bill Elliott’s Ford Thunderbird was juuust out of reach. That’s why Chevrolet introduced the B5T Aerocoupe option midway through 1986. The nose remained the same, but the backlite extended glass reduced drag by 2.7 percent—and forced the use of a much shorter trunk lid. Often ignored is the fact the Aerocoupe uses a different trunk spoiler than the regular SS. It’s sloped at a more extreme angle so it doesn’t protrude as much into the airstream.

34 Having been a non-participant in the Ford-Chrysler factory aero wars of 1967–1971, it’s easy to assume the 1983 Monte Carlo SS was Chevrolet’s first aero-enhanced NASCAR homologation special. But let’s not forget the slope-nose plastic fascia used on the 1975 and 1976 Chevelle Laguna S-3. Though choked by catalytic converters, the S-3 is a true homologation special worthy of respect for its role in keeping guys like Cale Yarborough, Darrell Waltrip, and Benny Parsons in the NASCAR winner’s circle. And like most homologation specials, the somewhat ungainly lines were not a showroom hit—only 864 S-3 buyers stepped up to support the cause in 1976, the S-3’s final year of production.

The 1974 Laguna Type S-3’s molded nose piece grew into a wind-splitting NASCAR aero aid in 1975, joining the short list of special Detroit homologation offerings

The 1974 Laguna Type S-3’s molded nose piece grew into a wind-splitting NASCAR aero aid in 1975, joining the short list of special Detroit homologation offerings.

35 When horizontal tail fins first appeared on full-size 1959 Chevys, many imaginations were spurred into assuming they were actually wings. In those UFO-happy days, urban legends and armchair engineers surmised the generous surface area caused lift at high speed and made the cars fly.

To debunk the myth, Motor Trend Classic magazine recently stuck a 1959 Impala in the GM wind tunnel and found the aerodynamics to be perfectly acceptable for general road use. About the only way to get any significant lift (they concluded) was to drive the car in reverse in excess of 100 mph. Otherwise, the fins were harmless.

36 The 1970 Monte Carlo was the first postwar Chevrolet product to display its model year as part of an external metal emblem. Chief stylist Dave Holls and his staff designed the grille medallion to include the 1970 model year in Roman numerals. 1971 Monte Carlos also featured this detail, with appropriate digits. Though the Monte’s rolling model year designation was terminated in 1972, the practice was revived in 1978 to celebrate the 25th anniversary of the Corvette. All 1978 Corvettes bear emblems that read 1953 Anniversary 1978 on the nose and horn button.

37 The sexy twin-NACA-duct hood used on 1982 and 1983 Z/28s was made of fiberglass. Chevrolet switched to a virtually identical steel stamping in 1983. The weight difference was negligible because production-grade fiberglass is much thicker (and heavier) than the paper-thin aftermarket goodies commonly sold to enthusiasts. The extra heft is needed to prevent warping in the hot sun as well as to maintain federally mandated crashworthiness standards.

38 What’s a 1982 Camaro Z/28 without its distinctive trunk spoiler? A Z/28-E, that’s what. While stateside buyers of the all-new 1982 Z/28 rightfully drooled over its sexy three-piece trunk spoiler, export models were shipped without it. On the upside, the E’s exhaust system was built without a catalytic converter for a few extra ponies.

39 The encroachment of federally mandated crash protection standards forced Corvette designers to make plenty of styling compromises, and the results weren’t always graceful. 1974 saw the replacement of the twin blade-like rear bumpers and subtle ducktail spoiler (used since 1968) with an awkward plastic cap. This cap was used with minimal changes until 1980 (when an integrated spoiler was added). The major detail that separates 1974 caps from the rest is its two-piece construction. There’s an obvious vertical seam running down the middle. Subsequent caps for 1975-up were molded in one piece.

40 A svelt floorpan made 1967 a year of inequality for 427 Corvette buyers. While the new M40 3-speed Turbo 400 automatic transmission was available in big-block Camaros, Chevelles, and full-size cars, non-stick Corvettes (regardless of engine size) were stuck with the yawn-inspiring 2-speed M35 Powerglide. It’s all because the Sting Ray’s transmission tunnel was simply too narrow to suit the Turbo 400.

When the restyled 1968 Corvette appeared (it wasn’t called a Stingray until 1969), Duntov’s minions made sure the Turbo 400 fit, ending once and for all the embarrassing reality of Powerglide-backed 427s. Not surprisingly, the excellent Turbo 400 fostered a major uptick in demand for automatic Corvettes, from a yearly average of about 10 percent (1960–1966) to nearly 50 percent by 1972.

Engine and Driveline

41 All 1969 Chevrolet passenger-car, big-block engines were painted orange at the factory with one exception. The all-aluminum ZL1 427s installed in Camaros (69 units) and Corvettes (2 units) were delivered unpainted to show off their exotic alloy construction. The stamped-steel timing chain cover and oil pan were painted black—not orange.

42 The W-Series 348/409 stands as the only post–World War II Chevrolet V-8 engine family that was not available with a single 2-barrel carburetor in base level trim. Entry-level induction consisted of a single Rochester 4-barrel, even in heavy truck applications. The only W-Series 2-barrel intake manifolds cast were pre-production test items, never released to the public.

Think again if you expect to see any 1958–1965 Chevy 348/409 W-engine sporting a single 2-barrel carburetor

Think again if you expect to see any 1958–1965 Chevy 348/409 W-engine sporting a single 2-barrel carburetor.

43 The first small-block to receive a Holley 4-barrel carburetor from the factory was the 1964 Corvette’s optional L76 327. With 11:1 compression, a.485/.485-inch-lift solid cam, big valve heads, and single 4150 series vacuum secondary Holley, it made 365 hp at 6,200 rpm. The 1963 version of the L76 was fitted with a Carter AFB (aluminum four barrel) and rated 340 hp at 6,000 rpm.

44 The reign of the Turbo-Fire 409 came to an end on February 15, 1965, when it was replaced by the new Turbo-Jet 396 in full-size passenger cars. Though 13 cubic inches smaller, the 396 enjoyed superior airflow characteristics and rated 425 hp in L78 trim, a 25-hp bump over the outgoing 400-horse L31 409.

45 When viewed upside down, the 348/409 valve cover resembles the letter W. But that’s not where the W-Series 348/409 engine got its name. Following this logic, the engine should be known as the M-Series, right? The designation actually stems from the development codes assigned to a trio of experimental engine types, the W, X, and Y. The best engine joined the small-block for use in larger vehicles. I don’t have specific details on why the W engine beat out the X and Y, but that is where it got its name.

46 348 and 409 racers quickly learned to not rev the innovative big-block like its small-block cousin; doing so invited connecting rod failure. With 4.125×3.250 (348) and 4.313×3.500 (409) bore and stroke dimensions, both are happily oversquare and modern. The W-Series’ quirk was that its combustion chambers were not formed inside the cylinder heads but rather placed within the cylinder bores by specifically contoured piston crowns and a deck cut at a 74-degree angle. The resulting pistons were much heavier than average—especially when forged—placing excess load on the connecting rods when pushed beyond 6,000 rpm. Though lightweight billet rods have solved the problem today, their scarcity and expense in the pre-1965 era doomed many a 409 to catastrophic failure on the race track.

47 Approximately one in six 1970 Camaro buyers paid $44.25 for the optional G80 Posi-Traction differential, the majority of which were fitted to performance-oriented SS and Z/28 models. To warn against mishaps while changing a flat tire, Chevrolet affixed a Posi-Traction sticker to the inside of the decklid. On US models the sticker was white with red letters; Canadian cars bore a yellow sticker with black letters.

48 1981 Corvette shoppers were the first since 1954 to not have the choice of an optional engine upgrade over the base offering. All 1981 Corvettes were built with the 190-hp L81 350. Restricting engine availability simplified the task of emissions certification—and no doubt gave Corvette development engineers more time to fine tune the upcoming Cross Fire and Tuned Port electronic fuel-injection 350 engines that were just around the corner.

49 The ultimate GM muscle car era 4-speed was the 1967–1974 Muncie M22 rock crusher. Unlike cast-iron Chrysler A833 and Ford Toploader 4-speeds, the M22 (and M20 and M21) featured lighter aluminum case architecture. Used behind legends such as the L88, ZL1, and LS6 where ultimate strength was the goal, the rock crusher name derives from its gears’ 20-degree helix angle (versus the 45-degree angle used in Muncie M20 and M21 models). The straighter gear angle reduces geartrain end loading for longer life in road racing applications. The gears also emit wonderful howling sounds. Because input shaft spline counts and case casting numbers are shared with certain M20 and M21 transmissions, the only sure way to identify an M22 is to dig in and inspect for low-angle gears.

50 Small-block 283 and 327 V-8s destined for factory (or over-the-counter kit) installation in 1962–1967 Chevy IIs and Novas had a special block casting, which repositioned the oil filter mounting pad 2 inches higher. These blocks bear specific casting numbers that read 3862194 (283) or 3790721, 3791362, 3791363 (283 and 327). Factory-sourced Chevy II fuel pumps, fuel lines, exhaust manifolds, and oil pans also differ from items used in larger passenger car applications.

Early Chevy II restorers hit gold when these engine blocks turn up at the swap meet

Early Chevy II restorers hit gold when these engine blocks turn up at the swap meet.

51 Detroit often assigns code names to new car development programs. Work on the new-for-1962 Chevy II began in the summer of 1960, and was referred to internally as Car H. A new engine program was started at the same time to replace the ancient inline six, and resulted in the new inline 153-cubic-inch four and 194-cubic-inch six that powered the 1962 Chevy compact. Leaked memos describing them as the L-4 and L-6 fooled some observers into believing the new engines used (obsolete) L-head, side-valve (a.k.a. flathead) architecture. It was not to be, as both engines were modern, overhead-valve designs. The inline four was Chevy’s first since the 1928 model year and was produced between 1962 and 1970.

52 When a suitable rear-wheel-drive platform isn’t available or practical, Detroit performance engineers have been known to base high-performance offerings on light pickup trucks. The 1978–1979 Dodge Lil’ Red Express and 1993-up Ford Lightning hot haulers are prime examples. But unlike the small-block 360 and 351 V-8 offerings from the competition, the 1990–1993 Chevy 454 SS pickup packed a burly big-block mill from the get-go. First-year trucks came with the venerable TH400 3-speed automatic transmission and restrictive single exhaust system. For 1991 the superior 4L80E 4-speed overdrive automatic arrived, as did a true dual-exhaust system. These goodies delivered best-of-both-worlds gains as highway fuel economy improved by 10 percent and output jumped from 230 to 255 hp.

53 Sticking with the 454 SS muscle trucks for a moment, the 3.73:1 rear axle ratio used in 1990 was considered pretty radical in its day. So when Chevrolet changed it to 4.10:1 in 1991, acceleration was even better and performance fans cheered. The lower (numerically higher) axle ratio was made possible because General Motors switched from the venerable TH400 3-speed

Reviews for Steve Magnante's 1001 Muscle Car Facts

[lpday82 · Rating: 5 out of 5 stars]

This is a GREAT Book and a must have for anyone who likes cars! I grew up in a garage and was so surprised at all the facts I learned. For example who knew that between '65-'79 the Ford Mustang wasn't called a Mustang in Germany but something else [get the book to find out what it was called :) ]. In all I am very impressed and pleased with this book. I have already recommended & quoted it to friends and family. Good Job Author Steve Magnante!

[sunni_loves_to_read · Rating: 5 out of 5 stars]

I originally requested this book for my boyfriend who loves these kinds of books, and then i found myself reading it. I absolutely love everything about this book. The information on every cool car ever made can be found in this book. I applause the author on a great thorough detail of each car and it's entire history to date. I highly recommend this book for anyone who has any kind of car interests. I also rate this book 5 well-deserved stars.

[knightlight777 · Rating: 3 out of 5 stars]

Steve Magnante’s 1001 Muscle Car Facts is as advertised by its title, more info on these cars then you will probably ever find in one volume. The book itself is heavy printed on gloss magazine type stock. It is jam packed with info in small paragraph facts covering GM, Chrysler, Ford, and even AMC.The book would appeal more to tech heads as it deals in depth with specs and power plant set-ups. Body styling variations are also cover to some extent. The era of the Muscle Car that covered the late 1960’s to early 70’s was one that matched raw power to sleek styling. They were so popular that a number of them have been attempted to be brought back, but they cannot match the originals.The pictures are black and white and skewed more toward engines and mechanicals. Lack of indexing makes it not as easy to look up a specific set up. But overall Magnante’s depth of knowledge and range of coverage is pretty remarkable. It is definitely a worthwhile addition to any collection on these incredible vehicles.

[bill_11 · Rating: 3 out of 5 stars]

Steve Magnante's 1001 Muscle Car Facts certainly lives up to its title, it is crammed full of facts. If you want a book of facts—interesting facts—that is what you get. I like the book, but I found the concept lacking. One thousand and one facts essentially means most paragraphs have a number (some facts run two or three paragraphs). While the book is organized by manufacturer and five subcategories, it has no index or other means to find facts about a specific car, engine, interior, etc. The back cover poses some questions, such as: "Did Pontiac actually ever build any GTO wagons?" The cover indicates the answer can be found on Page 45. Without that information, you would not know it was a question or that it was answered in the book without reading all thirty-seven pages devoted to Pontiac (100 facts). All in all an interesting read, although not a very helpful reference.

[outdoorsman-1 · Rating: 4 out of 5 stars]

If you like classic cars, muscle cars, vintage cars, drag racing, Nascar, etc. then you will appreciate this book and all the facts on the different makes and models through the years. If you watch the auctions on t.v. and the restoration shows you will like this book. If you are just a car nut and love to talk cars then this book is for you. Read it....you'll enjoy it!