muscle car

beaux models

Après avoir eu connaissance que le concessionaire Bob Tasca eut mis un 427 dans un Ford Fairlane Lee Iacocca commença le programme“Total Performance” chez Ford, 100 Failane furent envoyé chez Dearborn Steel Tubing pour faire les Ford Fairlanes lightweight.
Complètement dégarnis, peint Wimbledon White et équipé d’un 427 de Galaxie ils furent nommé “Thunderbolts”.
Pour pouvoir mètre le 427 dans le compartiment moteur compact ils durent relocaliser la suspension et mètre le scoop type goutte d’eau sur un capot en fibre de verre à cause de l’intake high rise.
Une batterie d’autobus de 95 lb fut installé dans le coffre pour régulariser le poid.

Le fibre de verre fut aussi utilisé pour les ailes avant. Toute fois la NHRA obligeait des pare-chocs de métal, donc ils furent fait d’aluminium ainsi wque les portes, tandis que les vitres de côté et d’arrière furent formé en plexis-glass.
Des bancs d’Éconoline furent mis à l’avant .

Pour une mieux faire respirer ce 427 de 425 hp avec taux de compression de 12.7 :1, des grillages remplacèrent les phares et de gros tuyaux flexibles amenaient l’air aux 2 carburateur Holley 4 barrils.

Preformance :11.6 sec ;a 124.38 mph
Vendu pour $1 Jerry Alderman Ford d’ Indianapolis le 8 julliet 1964, il servit de démonstrateur jusqu'à 1966 puis serrer duranr 23 ans.

un thunderbolt

encore une fois merci pour ce sujet délicieux qui nous montres des muscle cars d`exception !

Salut
Tout le monde sait que le premier muscle officiel est la GTO 64, mais j'ai lu dans le Collector Cars que la voiture qui a inspiré cette mode de la puissance est apparue en 1957, un banal sedan avec standard un moteur dit (haute performance) pour l'époque. (notez bien ici le mot STANDARD )
The Rebel was capable of 0 to 60 mph in just 7.5 seconds with its standard 255 hp engine

top model pour 1962
406 high performance,405 hp. 448 lb de torque
Upgradé chez le concessionaire avec un tri power,et un differential 9’’ 4:11, posi-traction.
Voiture achetée et conduite par Helen m.Renegar, une des premières conductrice de voiture de course.
Cette voiture à moins de 31,000 miles, avec une suspension heavy duty, des freins spéciaux.
Peinture originale, intérieur original.

1966 impala ss


427 pc 425 hp
0 60 6.3 sec
¼ mile 14.8 sec 99mph


bel-air

En 1963 6 Tempest coupé Super Duty ont été construit au plant du Michigan
Avec un 389 monté a 421 2 carburateur 4 barrils, des headers free flow en aluminium qui ont été changé pour des headers en stainless, parce qui fondaitent.
Un devant (ailes et capot ) en aluminium. Des pare-chocs de métal léger et plus tard un pare-brise d’acrylique.
Des bancs de Lemans plus léger remplacèrent le grand banc de tempest . Pas de radio,de chauffrette et même un radiateur Harisson spécial d’aluminium.

6 Tempest station furent construit aussi.

Avec un bell housing régulier de Tempest,d’où sortait le drive shaft flexible après avoir percé 6 trous supplémentaire au bout du crankshaft du 421 pour fixer le drive-shaft, qui envoyait la puissance au Powershift, une transmission de Tempest très modifié, soit un casing d’automatique en aluminium à l’avant un case de différentiel en fonte pour les rouages, et une deuxième boite en aluminium boulonné après le différentiel pour les 2 autres vitesses. Après la deuxième boite d’aluminium, un flywheel , un démarreur(qui faisait tourner tout la transmission pour démarrer) et une clutch hydrolique fut installé. Ce qui allongeait la transmission de 1½ pied et obligeait à faire une coche dans le réservoir d’essence.
Cela fit une espèce de semi –automatique, parce que la clutch était nécessaire seulement pour décoller, le reste se faisait en power-shift.
Mrs Iaconi et DeNick après avoir sauter le moteur de leur mopar en ont acheté un(Union Park) en 1963 et DeNick l’a rapporté chez lui un Mercredi soir de 1963 sous la pluie avec ses slicks de 10 pouces. Après avoir coursé l’été 1964 sans commanditaire ils manquairent d’argent .
Durant plusieurs années la voiture fut coursée, modifiée avec un drive train ordinaire et même peinturé plum crazy. En 1980 le collectionneur de Super Duty Randy Williams passa 18 ans à ramasser les pièce d’origine pour refaire la voiture.




________________________________________
Specs
Price
Selling price: $3,300
Engine
Type: OHV V-8, iron block
Displacement: 421 cubic inches
Bore x Stroke: 4.094 x 4.00 inches
Compression ratio: 12.7:1
Horsepower @ rpm: 405 @ 5,600
Torque @ rpm: 425-lbs.ft. @ 4,400
Valvetrain: Solid valve lifters
Main bearings: 5
Fuel system: Two Carter 750cfm four-barrel carburetors, Super Duty high-pressure mechanical pump
Lubrication system: Pressure, Super Duty gear-type pump
Electrical system: 12-volt
Exhaust system: Dual exhaust
Transaxle
Type: Powershift four-speed semi-automatic
Ratios 1st: 2.44:1
2nd: 1.76:1
3rd: 1.38:1
4th: 1.00:1
Reverse: 2.44:1
Differential
Type: Custom locked
Ratio: 3.90:1
Steering
Type: Saginaw recirculating ball
Ratio: 24.0:1
Turning circle: 37.75 feet
Brakes
Type: Hydraulic, four-wheel manual finned aluminum
Front: 9.0 inch drum
Rear: 9.0 inch drum
Chassis & Body
Construction: Steel unit-body
Body style: Four-door station wagon
Layout: Front engine, rear-wheel drive
Suspension
Front: Independent, unequal length A-arms; coil springs; Delco 90/10 shock absorbers
Rear: Independent, swing-arm type; coil springs; Delco 90/10 shock absorbers
Wheels & Tires
Wheels: Stock stamped steel (front);
Reverse: offset stamped steel (rear)
Front: 15 x 5 inches
Rear: 15 x 6 inches
Tires: BFGoodrich Silvertown bias-ply (front) M&H Racemaster slicks (rear)
Front: 15 x 6.40
Rear: 15 x 9.00
Weights & Measures
Wheelbase: 112 inches
Overall length: 194.3 inches
Overall width: 74.2 inches
Overall height: 55.3 inches
Front track: 57.3 inches
Rear track: 58.0 inches
Curb weight: 3,325 pounds
Capacities
Crankcase: 8 quarts
Cooling system: 14 quarts (est.)
Fuel tank: 12 gallons (est.)
Calculated Data
Bhp per c.i.d.: 0.96
Weight per bhp: 8.21 pounds
Weight per c.i.d.: 7.90 pounds
Production
Pontiac produced just six lightweight Super Duty Tempest station wagons and another six lightweight Super Duty Le Mans coupes.
Performance
Acceleration:
1/4 mile ET: 12.42 seconds @ 113 mph





On October 31, 2008, one of the most rare factory race cars, the missing Stan Antlocer Super Duty Tempest LeMans Coupe was auctioned on eBay. The seller started the auction at $500 being unaware of the car's true value. Eventually, the car was sold for $226,521.[5][6][7]
|
|

It started innocently enough with an ad on eBay for a 1963 Pontiac LeMans Tempest with just 3,165 miles. With no engine or transmission, at first glace it seemed like just another derelict parts car. The Tempest had been part of a deal that included a load of scrap. At one point, the car was destined for a trip to the crusher, but there wasn't enough room on the truck. Instead of junking the Tempest, the seller thought he might get $500 if he was lucky.
What he didn't realize when he placed the ad on eBay was this wasn't "just another old Tempest." In fact, what he had was the ultimate barn find--one of six 421 Super Duty aluminum front end Tempests built by Pontiac in 1963 for Super Stock and A/FX drag racing. Instead of ending up as a cube of steel, it was on its way to being reborn as an NHRA racing legend.
The "1963 Tempest" eBay listing was soon being emailed to hundreds of Pontiac and drag racing fans across the country. It didn't take long to determine from the serial number that it really was one of the six 421 SD Tempest lightweights. For years, it was listed as "Whereabouts Unknown" in Pete McCarthy's superb book, Pontiac Musclecar Performance 1955-1979. According to Pontiac records reprinted in McCarthy's book, the 421 SD Tempest had originally been shipped by Pontiac to Stan Antlocer, who campaigned the car in 1963, sponsored by Stan Long Pontiac in Detroit.

Pontiac's Super Duty racing program had begun in 1961, and picked up steam in 1962 with 179 421 Super Duty Catalinas and Grand Prixs produced. A handful were built at the factory with lightweight aluminum body panels, and even aluminum exhaust manifolds (which had a tendency to melt). Some of these cars went to established racers like Arnie Beswick, Mickey Thompson, Jim Wangers, Lloyd Cox, and other top Pontiac Super Stock racers.
For 1963, along with the fullsized models, Pontiac constructed a handful of specially modified Tempest coupes and wagons for S/S and A/FX competition. The heart of the package was the 421 Super Duty engine, grossly underrated at 405 horsepower at 5,600 and 425 lb-ft of twist at 4,400. The fire-breathing 421 Super Duty was the most powerful engine Pontiac had built to date, and was packed with their best racing technology learned from NASCAR and NHRA competition. The block was well beefed, with larger main bearing bores to accommodate the special forged "990" crank with large 3.25-inch main journals and four-bolt main bearing caps. A large-capacity oil pump was housed in a deep-well oil pan.
The heat-treated rods were fitted to Forge True aluminum alloy pistons with 12.0:1 compression (13.0:1 pistons were optional for 420 horsepower). Cylinder clearances were "loose" to allow for expansion at high-rpm operation. The iron Super Duty heads had streamlined ports, were fitted with 2.02-inch intake and 1.76-inch exhaust valves, and had shallow chambers with reliefs cut at the top of each cylinder bore for better breathing through the big intakes. The valves were tuliped and swirl polished to improve flow and reduce deposits. Dual valvesprings with titanium retainers were also part of the package. A "McKellar number 10" mechanical camshaft with 308/320 degrees and 0.445-inch lift was standard, bumping hardened 5/16-inch pushrods and 1.65:1 rockers.

This 1963 SD Tempest was delivered...

read full caption
The centerpiece of the Super Duty engine was the remarkable two-piece, cast-aluminum "Bathtub" tunnel ram intake designed specifically for the '63 421 Super Duty. Pontiac historian Pete McCarthy has even called the bathtub intake "the best factory-developed manifold in existence, regardless of make." The manifold consisted of two groups of four passages that form 11-inch ram tubes that opened into the bottom of the plenum chamber. The size of the plenum and the length and diameter of the tubes were balanced to prevent them from pulsating through the carburetors and to maximize velocity. Pontiac Engineering recommended that the Super Duty had to idle over 1,000 rpm to ensure that the bearings and valves received adequate lubrication.
The 421 SD fit nicely in the engine bay since it had the same exterior dimensions as the Tempest's optional 326ci engine; however, the installation required special exhaust manifolds. These welded steel tri-Y exhaust manifolds had a single three-bolt outlet to side-exit collectors that ended in three-inch Lake-style "dumps" covered by a plate. When the covers were removed, an unobstructed flow from the headers was scavenged. When the cover plates were on, the exhaust was directed from a balance pipe through a 2.25-inch exhaust pipe to a low-restriction, reverse-flow muffler, and then out a 2-inch-diameter tailpipe.
Pontiac chose to equip the cars with a four-speed version of their Tempest rear transaxle, called Powershift. All were equipped with 3.90:1 limited-slip rears. Each SD Tempest was painted Cameo White and fitted with 326 emblems in the grille. All 421 SD Tempests received aluminum front ends. They were delivered with 10-inch M&H Racemasters at the rear on bare, black-painted steel wheels. Inside was a blue bucket seat interior with the gear selector located between the front seats.

This is the original aluminum...

read full caption
Of the six SD Tempests, Antlocer's is unique, thanks to the conversion work he did to the drivetrain. "I was notified to pick the car up at the factory the first week of February 1963," Antlocer told Popular Hot Rodding. "I drove the car from the factory to the shop, and we pulled the motor. We balanced and blueprinted it, and got the rest of the car race ready."
The first tests at Detroit Dragway were disappointing. "I made at least a half-dozen runs," Antlocer said, "and it just wasn't there. The car just wouldn't e.t. like we thought it should with the big 405hp motor in it. It wouldn't mile per hour that great, either. We brought the car back to the shop and talked about what to do. We thought we ought to put a fullsized Pontiac rear end in it like Mickey Thompson did with his '62 Tempest."
"I called Bill Klinger at the factory," Antlocer said. "He was our engineering liaison. I asked him if it would be possible to put a big Pontiac rear in the Tempest." Klinger said that was fine, and asked Antlocer for a list of the parts. "He said Pontiac would assign part numbers on them and submit them to the NHRA," Antlocer said, "and then the car would be legal."
With help from Ted Henke, they pulled the transaxle out and set a '57 Pontiac rearend in the car, and measured it out for use with both7- and 10-inch tires. They took the rear end to Logghe Brothers in Detroit and had them cut the rearend down. "We used the '57 Pontiac leaf springs and had shackles made for them," Antlocer said.

Compare the louvers on the...

read full caption
Antlocer then removed the rope driveshaft and installed a Pontiac heavy-duty three-speed manual transmission made by BorgWarner. "That was the USAC transmission that was used on the circle track," Antlocer said. "It was a very beefy transmission with a 2.28:1 First, and I never had a bit of trouble with it." Antlocer had run that same transmission in his '61 car. "That combination with the 4.30:1 gears gave us the best overall speed and e.t.," Antlocer said. "I tried other transmissions and gears, but this was the best combination for use with the 421 Super Duty motor. I would shift at 6,000 rpm and go through the traps at around 5,800 rpm. What a difference it made. The car kept getting quicker and quicker."
"We got a new camshaft for that engine. Pontiac developed a new camshaft with Iskenderian with .505-inch lift. It was called the Magnum 505-C. We put it in around midseason and that helped the car's performance. The car ran 123.95 at that point with seven-inch tires.
"After the nationals I did a couple of big Super Stock races. We were allowed to use 10-inch M&H tires, and those gave us the good bite. The car ran 11.87 with the 10-inch tires." Antlocer proudly painted "World's Fastest Tempest" on the quarters.

Since only one of the six coupes have been found and restored, the idea that another had come to daylight reverberated throughout the vintage Pontiac and Super Stock hobby. The eBay ad offered some tantalizing information about the car, noting the Plexiglas side windows, the 1964 license plate, and low mileage. Among the accompanying photos were shots of the complete but rusty exhaust with the tri-Y manifolds and dumps, complete interior, factory in-dash tach, and other parts. In the trunk was a hole in the pan (to access the transaxle) and a faded rusty outline of the rear-mounted battery. Another front clip, which had been installed decades ago, was steel.
Antlocer's original aluminum front end was easy to identify. "I decided to cut the louvers in the hood to keep the engine compartment cool," Antlocer said. "It was such a small compartment, so anything to improve cooling was important. When I went to the Nationals and was in tech inspection, I was told I couldn't run with the louvers. I said it was legal `customizing' according to the rule book. They told me to close them up or I couldn't run. So we put cardboard over them and taped 'em up."
That original front end, complete with Antlocer's louver work on the hood, has been in the hands of a Florida collector since 1979. It's rough but complete, waiting silently to be reunited with the body.

These are the original aluminum...

read full caption
The bidding for the SD Tempest on eBay was intense. The opening bid was $500 on October 30, 2008. Four days later, as word got around that this was the Holy Grail of Pontiac A/FX racing history, the bids had climbed to $27,500. As the tire kickers and wannabes dropped out, the real money started to bid on the car, and the price began to skyrocket. By November 7, it was at $86,500, and bidders were climbing over each other for a shot at the car. On November 9, the auction's last day, 10 bidders quickly raised the stakes from $90,000 to $121,000, and then $155,000, all in a matter of four hours. At the end, a late bidder lost out by $100 and a matter of seconds; the winning offer arrived as the auction ended at $226,521.63.
Aside from the fact Antlocer campaigned the SD Tempest for a year before selling it, little is known about what happened to the car after he sold it. "I raced the car in 1963," Antlocer said, "and sold it at the end of the season, which was after October 1963. I lost track of the car after that. I started looking for the car in 1999. I wanted to restore it, but after five years, I gave up."
Antlocer believes it may have gone to Ohio, but he isn't sure. What's interesting is the car ended up in Harrison, Michigan, and was owned by the Venable family. In 1962, Joe Venable drove Arnie Beswick's '61 S/S Catalina. Arnie recalls selling the '61 to Venable not long after that. Could the same Joe Venable have purchased the lightweight Tempest and parked it? Did his plans to build a 421 Tempest race car fall through, and he simply hung onto the car? No one's answering the phone to respond to our questions.

It may look like a parts car,...

read full caption
The man with the winning bid was John Raconda from Long Island, New York. He had spoken with Antlocer before purchasing the Tempest, and once Antlocer verified that it was his SD Tempest, Scott Tiemann, proprietor of Supercar Specialties in Portland, Michigan, was dispatched to eyeball the car. When Tiemann gave the thumbs up, the deal was sealed for a cool quarter mil.
"When Joe called me and Scott Tiemann was there looking at the car," Antlocer said, "they pushed it back inside. That's when they noticed the sunlight hit it at such an angle you could still see the lettering on the car. He says he thinks someone spray painted over it, and the Champion decal was on there as well."
There are some other things I see in the pictures," Antlocer said, "but most people don't know what they're about. They've got the original Hurst three-speed shifter. The reason I know it's the original shifter is when I talked to Joe, I asked him what was the diagram on the top of the shifter. He said there isn't any. Well, that's true, because the four-speeds had the diagram, and three-speeds didn't."

This black plate on the dash...

read full caption
The SD Tempest is now safely tucked away at Scott Tiemann's shop in Portland, Michigan. According to Scott, the plan is to return the SD Tempest to as-delivered condition, which means the solid rear axle will be replaced with a correct Powershift transaxle. Scott has done several restorations of early '60s Super Duty Pontiacs for the late Randy Williams, so he's well acquainted with the ultra-rare parts used by Pontiac. Antlocer is skeptical that the parts will be that easy to find, however. "I don't think that's going to be possible today," he said, "because of all the parts needed to go with it. You can get the rear end; there are a few of those around. But the complete setup from shifter to driveshaft and transaxle? No, I don't think so."
Antlocer feels the Tempest should be restored to the configuration he built, with the three-speed tranny and '57 Pontiac rear. "This is a one-off car," Antlocer said. "It has a special set of Pontiac part numbers that legalized the conversion."
One of the restoration challenges Scott has is the aluminum front end. If the original clip can be purchased, Scott already has an aluminum craftsman who does Ferrari work lined up for the Tempest. If not, a reproduction aluminum front end will be hammered to exact specifications.

The data plate on the firewall...

read full caption
Since Tiemann's work is in high demand, he's had to clear out some ongoing projects to make room for the SD Tempest. He plans on getting started by February, and it will require a year's worth of work to complete the restoration.
If there's a downside to the story, it's this: When big money comes into play, as it always does with rare and irreplaceable cars, dealings get dark, jaws shut tightly, and lawyers choreograph transactions. Instead of a collective round of congratulations for unearthing a unique race car long thought gone, all parties concerned treated this event like it was the Manhattan project. In the end, however, our hobby has been treated to an extraordinary barn find. That's more than enough to celebrate.
Popular Hot Rodding would like to thank Pete McCarthy, Stan Antlocer, Mike Glass, and Scott Tiemann for their invaluable help in providing information and photos for this story.

Go-Machine 1971


Avec un 401ci de 330 hp, l’option Go Machine consistait d’un carburateur 4 barrils, exhaust double,frein a disque assisté, a l’avant, pneu E-60-15 Goodyear Polyglas lettré, roues d’acier 15x7-. Disponible seulement sur les Matador hardtop coupé.
Toutes les option était disponible séparément pour un 4 portes ou station wagon.
Environ 55 de vendu avec cette option.

interessant

1964 Pontiac'Royal Bobcat' GTO 2-Door Sport




milt 1964GTO rouge grenadier
389pc 348 hp
0-60 4.6 sec ¼ mile 11.23 sec 123mph

son systeme cowl induction



Milt Schornack 71 ans .
A grandit a Détroit. A commencer à travailler dans un garage à 13 ans, a 15 il commençait à refaire des moteurs.
A acheté un pontiac 1941 coupé à 16 ans et remonte encore des moteurs aujourd’hui.

1962 il commence à travailler pour le frère de De Lorean et alla courser avec lui. Mais son but était d’aller travailler chez Royal Pontiac. Ce qu’il fit en 1963 et sa première job : remonter un Tempest 421 station wagon. L’idée lui vint de rendre ce moteur plus performant , mais ce lui fut interdit . Royal avit déjà ses Bobcat package et ce n’était pas de son ressort. Mais plus tard il les amélioras.
Voici un bobcat package liste :

• Rocker arm locking nuts
• New rocker cover gaskets
• Thinner head gaskets, by .022-.025 inches, to increase compression

• Push rod cover gasket
• Blocked heat riser gasket
• Carburetor re-jetting package
• Distributor re-curve kit, which included Mallory points and condenser and a new advance stop with lighter weights and springs
• Two Royal Bobcat emblems
Avec ses connaissance chez Pontiac, on lui envoya un des premier Ram Air Vdans un crate.(environ 220 de fait.

Le GTO Bobcat Royal1966 refait par lui , une restorstion de 22 mois, original comme il le faisait en 66

Milts première passe depuis 30 years

Premiere essais sans préparation. 10.80 @125
Engine specs
467 cu in Pontiac V-8 Built by Motor City Muscle
731 HP at 5800 rpm
698 ft lbs of torque at 5800 rpm
850 cfm single Quadrajet Carb
Kauffman High Port Aluminum heads
Victor Intake
Estimated Weight 3500 lbs
Best run to date 10-1-08 10.49 @ 129 mph




Royal Bobcat documenté converti 428/425 hp
Manuel 4 vitesse
- Frame off restored
- Original 428/425 HP engine

un quadrajet ds le 10`s ......

Salut

J'ai jaser et échanger souvent avec celui qui a écrit ce livre sur Milt Schornack
il est membre d'un forum que je fréquente,un chic type qui n'a pas peur d'échanger des informations
et qui ne se prend pas pour un autre



Salutations

j'étais pour dire pas ben vite pour le power mais je viens de voir qui est manuel.... les tetes kauffman c'est dan sle dur a accoter ca pour moteur pontiac...

BigDan a écrit:un quadrajet ds le 10`s ......

il en a dans 9 aussi char plein a travers les exhaust

Tu me fais plaisir toi la ce matin .......

héhéhéhéhé , plus aucune raison d`avoir un holley !

BigDan a écrit:Tu me fais plaisir toi la ce matin .......

héhéhéhéhé , plus aucune raison d`avoir un holley !

bof mon chum me fait plaisir aussi ces un buick

440 c.i. Six bbl V-8 3x2V Carburetors
C.R.
10.5:1
Horsepower
390@4700
Torque
490@3200
PERFORMANCE:
1970 Plymouth Sport Fury GT
Engine:
390hp 440 c.i. V-8
Transmission:
Three Speed Automatic
Axle ratio:
3.23:1
Weight
4216 lbs
Acceleration
Sec.

Standing 1/4 mi.
16.01@92.5 mph
Le 440 6 barril était le meme moteur que les Road Runner et Super Bee .Basé sur les 440 Magnum 375 hp, on obtenait 390 hp a cause des 3 carburateurs .
69 de produit en 1970
3 au canada

peut etre je me trompe mais il me semble qu'on s'eloigne des muscle car avec un full size car avec gros moteur

moi , a date je trouves cette collection unique

oui le plymouth n`est pas un intermédiaire mais tout de meme un mopar unique en son genre .....
<
comm un belair 61 avec un 409 ...

merci buicker pour la qualité de ce sujet ...j`aprécies énormément , l`un de mes favoris !

mustangii a écrit:peut etre je me trompe mais il me semble qu'on s'eloigne des muscle car avec un full size car avec gros moteur

C'est vrai que ça fait bizarre mais toute une voiture

With th optional light package
69 de produits donc 3 an Canada

J'aime bien les gros musclecars

Moi aussi.

Jamais entendu parlé de Sport Fury avec des 440-6!!!!

On en apprend à tous les jours!!!!

pour moi un 440 6 pack ces un moteur de performance point quelque soit body et se sport fury est tres beau un vraie sleeper