American Muscle Cars Archives - CARS // MOTORBIKES

Buick Gran Sport

The Buick Gran Sport had Pontiac to thank. The latter’s GTO was the first muscle car. As such, it saw a big-block V8 fitted in a medium-sized chassis. The result was hard-punching power – at a competitive price. Not surprisingly, then, the GTO sold well. Again, not surprisingly, Pontiac’s rivals picked up on the fact. The muscle car era was about to be born.

One of those Pontiac rivals was Buick. In ’65, they took their ‘Skylark’ car – and mated it with their 401ci ‘nailhead’ V8. As a consequence, the Skylark’s output soared to 325bhp. While the Skylark ‘Gran Sport’ never played in the same sales league as the GTO, it nonetheless did good business for Buick. In ’66, they followed it up with a more powerful Gran Sport. It now kicked out a cool 340bhp. Sales, though, were down on its first year. Attractive as it was, a brand-new Buick did not come cheap! So – in ’67 – the ‘GS’ 400 was launched. A 3-speed auto transmission appeared. As an alternative, Buick offered the budget GS 340. Sales started to climb again.

The Gran Sport’s finest hour came in the form of the GS 455. Released in 1970 – complete with a 355ci engine – oomph was nominally upped to 360bhp. However, Buick were almost certainly underestimating it. Road testers swore it felt more like 400bhp. At any rate, it was in ‘Stage One Special Package’ tune. That comprised a hotter cam, larger valves, and a modified carb. With all that hooked up, the Gran Sport was good for 130mph. Exotic ‘GSX’ styling options were in sync with the performance stats. Spoilers, stripes and supersize tyres made the GS 455 look as good as it went. Sadly, all good things come to an end. As soon as ’71, the Gran Sport’s best days were behind it. Low-lead gas led to less power. Insurance hikes kicked in, too. One way or another, the muscle car game was up. Like its power-mad siblings from other marques, the GS simply faded away. Times change – and the world moves on. But – like everything else – progress comes at a price. In automotive terms, that meant cars like the Buick Gran Sport. For – despite all their foibles – driving has never been quite the same since!

AMC AMX

To all intents and purposes, the AMX was a stripped-down AMC Javelin. It was a foot shorter – and weighed a lot less. On its release – in February ’68 – it was the sole US 2-seater sports car. It stayed in production until ’74. If AMC stood for American Motors Corporation, AMX did the same for American Motors eXperimental.

When a car sets 106 speed records, you know you are onto something. When it does so in a month, you know you have hit pay dirt! So it was when Craig Breedlove got behind the wheel of an AMX, shortly after its launch. Unsurprisingly, AMC saw fit to mark his success – with 50 red, white and blue AMX Breedlove specials. Rewind to the real world, and top speed for the AMX roadster was 120mph. The SS version – complete with a 390ci V8 – made at least 340bhp, and probably a whole lot more. Muscle car stats at the time tended to be understated. Built with one eye on the drag strip, just 50 SSs were sold. Partly, that was because its price was supercharged, as well as its power! If you needed more muscle from a standard AMX, way to go was a Go Pack. It included a bigger 401ci V8 motor. Output duly climbed to 330bhp. The Go Pack also provided uprated brakes, suspension and wheels/tyres.

By ’71, though, the AMX’s hot shot days were numbered. At that point, the top-of-the-range Javelin ruled AMC’s roost. Come ’74 – and the end of its run – its superstar status was substantially reduced. In its day, though, the AMX was more muscular than most. And certainly more modish. Saying that, the Mustang gave it a run for its money in the stylishness stakes!

Dodge Viper

Chrysler recruited Carroll Shelby as consultant for their Dodge Viper project. Previously, he had been linchpin of the AC Cobra. Shelby lavished what he had learned from the Cobra onto the Viper – in terms both of its venom-spitting power and serpentine lines. On its début – at the ’89 Detroit Motor Show – the Viper mesmerised all who saw it. Such was the frenzy that the concept car created, that Chrysler hastily hatched plans to put it into production. Fast-forward two and a half years – and the Viper was sliding onto the highway. Its 8-litre V10 gave 400bhp. Top speed was 180mph. Its wheels featured wide 13″ rims – helping transfer torque to tarmac. And torque there most certainly was – a churning 450 lb ft of it.

Indeed, the Viper’s motor began life in a truck. That was before Lamborghini got hold of it, though. They re-cast the iron block to aluminium. And topped that off with a bright-red cylinder-head. Even so, it was far from a cutting edge engine – comprising just two valves per cylinder, plus hydraulic lifters and pushrods. Which is when Carroll Shelby came in. Basic though the set-up was, he coaxed big numbers out of it. Thankfully, the transmission, at least, was state-of-the-art. A 6-speed gearbox was still a rarity, in the early ’90s.

Styling-wise, the Viper hit the spot. Its sinuous bodywork was seriously aerodynamic. ‘Enthusiastic’ drivers loved it. Seals of approval do not come much bigger than selection as pace car for the Indy 500. Stateside, the sports car sector had been in the doldrums. The Viper reinvigorated it. As for Carroll Shelby – the Cobra was always going to be a tough act to top. Tribute to him, then, that the Dodge Viper had ’em dancing in the aisles. Well, in the passenger seats, at least!

Lincoln Continental

It is not often that a car plays its part in history. Sadly, though, that was the case for the Lincoln Continental. For, it was while riding in the stretched Presidential version – through Dallas, Texas, in ’63 – that John F Kennedy was fatally shot. The Continental was tailor-made for affairs of state. The MkII Continental – released in ’56 – came with virtually every mod con going. Naturally, it was graced with a price tag to match. What distinguished it was its pristine lines and sober styling. Chrome and fins were in evidence. But nothing like so much as on most other highway exotica, of the time. The Continental packed serious gravitas. In short, it had class!

’61 ushered in the most iconic Continental of all. That was the legendary ‘clap-door’ model. It acquired the tag on account of its rear-hinged back door. To say the least, it needed to be opened with care. Backwards-looking visibility was not its strong suit. Beware passing motorcycles! The second the new Lincoln was launched, celebrities’ minders strong-armed their way to the showrooms. Before long, everyone who was anyone had gone Continental. The new car had the lot! Shapely elegance, lashings of luxury – and, courtesy of Ford – a rorty V8. The Continental’s top speed was 125mph. Its 3-speed automatic gearbox made it a breeze to drive – especially if you were in the ‘power-top’ convertible version. The Continental saloon ate straightaways for breakfast. Corners – it has to be said – were slightly less to its taste. 7.0- and 7.5-litre engines were fitted. Maximum output was 365bhp. So – performance-wise – the Continental was no slouch. And that was with 5,215lb of body mass to move.

The Continental was a crowd-puller from the get-go. With its bulbous nose – and ‘egg-crate’ grille – it was a magnet for passers-by. Subsequent models, though, were less charismatic. The MkIII Continental, for example, had all of the size – but less of the charm – of its spotlessly-styled predecessor. So meticulously built was the original that Lincoln lost money on it. Into the ’60s – and the Continental continued to pick up plaudits. It comprised, after all, the best of both worlds – American scale and European refinement. Brawn mixed with chic, so to speak. All in all, the Lincoln Continental was one of a kind. A fitting backcloth, then, for that doom-laden day in Dallas – when the whole of the world held its breath!

Pontiac Firebird

The Pontiac Firebird flew onto the American car scene in February, ’67. Released at the same time as GM’s Chevrolet Camaro, they were two peas from the same pony car pod. The most iconic early ‘Bird was ’69’s Trans Am. The ‘Trans-American’ was a road race – organised by The Sports Car Club of America. The Pontiac Trans Am was a star turn. Complete with rear spoiler, beefed-up chassis and Ram Air power delivery, it was a muscle car par excellence. Blue and white livery set it off to a tee. Its split-grille nose became the stuff of legend. Indeed, the Firebird would be a flagship for the Pontiac brand for years to come.

The Firebird entered its second phase in 1970. Restyled for the new decade, it was in the Seventies that the car came into its own. In ’78 alone, Pontiac sold more than 93,000 Trans Ams. Customers could choose one of three models – standard, luxury Esprit or Formula. For sure, the Firebird was spreading its wings. In fact, it was lucky to have fledged at all. GM considered pulling the plug on the Firebird in ’72. They were not convinced that performance cars were the way to go. Thankfully, the Firebird was given the benefit of the doubt. As things turned out, GM would be well-rewarded for their faith in the Firebird.

A third generation of Firebirds arrived in the Eighties. Its charismatic, but time-worn nose had had plastic surgery. It was now more finely-chiselled – and sported cowled headlamps. ’87’s GTA version featured a 350 cu in V8 engine. Top-of-the-range as it was, the GTA was good for 125mph. It hit 60 in just 5.4s. Design-wise, though, the Firebird was starting to look its age – especially parked next to hot foreign competition. As a result, sales suffered. So, Nineties Firebirds were given a stylistic facelift. No ravages of time, though, could detract from the glamour of the early years. One of the all-time great American automobiles, the Pontiac Firebird blazed a phoenix-like trail. Whatever automotive fashion dished out, it somehow always rose from the ashes!

Dodge Charger Daytona 500

The Charger Daytona 500 was Dodge’s response to Ford dominance. Specifically, in the form of NASCAR racing. The Charger car had been competitive in terms of outright power. But, it had been held back by an excess of speed-sapping drag. The Charger 500 version was an attempt to redress the balance. The Charger’s nose was duly enclosed. Its rear window fitment now sat flush with its surrounds. Those two changes alone made a big difference. In the ’69 season, the 500 won 18 races. Unfortunately for Dodge, its biggest rival – the Ford Torino – won 30! More was clearly needed. In short order, the 500’s nose grew 18″. Most noticeably, the car sprouted a huge rear wing. The updated model was 20% more aerodynamically efficient. It was duly dubbed the Daytona. NASCAR’s tables had turned!

505 Daytona road cars were built. Racing homologation rules required it. Sadly – from a Dodge point of view – they did not sell well. But – just as the showroom dust was starting to settle – TV rode to the rescue. The Dukes of Hazzard series turned the Charger tide. Indeed, for many – in the guise of the General Lee – the Charger was the star of the show. Week after nerve-racking week, the Sheriff seemed in perpetual pursuit of the Dodge-borne Dukes. Though, thanks to its GM Magnum V8 engine – and the 375bhp it provided – the good ol’ boys were able to stay out ahead! For real-life drivers, there was the choice of a 4-speed manual – or 3-speed TorqueFlite – gearbox. Suspension was by torsion bars, upfront – and leaf springs, at the rear. Respectively, they were connected to disc brakes and boosted drums.

Ironically, the new nose and rear wing – game-changing for the Daytona racer – hindered the roadster. The added weight slowed it down. And it was not travelling fast enough for the aerodynamic package to really kick in. That said – if performance took a tumble – turned heads and double-takes turned up by the shedload. But, it was on the oval banking that the Charger truly came into its own. Buddy Baker, for instance, drove a Daytona to NASCAR’s first 200mph lap. That was in 1970 – at Talladega, Alabama. The Daytona was, after all, named after one of the world’s most iconic race-tracks. Luckily, the Dodge Charger Daytona 500 fully lived up to the legend!

Oldsmobile Toronado

Of all the cars to have been made in Detroit, the Oldsmobile Toronado must be one of the biggest. This two-ton leviathan hit the road in ’65. The Toronado was the first mass-produced American car with front-wheel drive. As a result, it handled better than its rivals. 60% of the Toronado’s weight was over the front wheels. Torsion-bar suspension sealed the deal, stability-wise. Plus, two of the four tyres Firestone made especially for the Toronado. They featured stiffer sidewalls – and extra grip. The wheels were slotted – the better to cool the finned brake drums.

Power was provided by a 7-litre V8. Dubbed the Rocket, the engine produced 385bhp. That gave the Toronado a top speed of 130mph. The motor was mated with a 3-speed Hydra-Matic gearbox. Rubber insulation smoothed the V8 vibes. The mill sat in a solid, perimeter-framed chassis.

The Toronado was ahead of the game in its looks, too. Clean and vibrant lines set it apart. Its headlights’ electric flaps were a sweet styling touch. Alec Issigonis – designer of the Mini – said large engines could never be successfully twinned with FWD. Automotive giant though he was – the Oldsmobile Toronado proved him wrong!

Ford Shelby GT350

As motoring luminaries go, they do not shine much more brightly than Carroll Shelby. So – in ’65 – when the erstwhile racer trained his tuning sights on the Ford Mustang, the sports car community sat up. The first-model Mustang had been released the previous year – to great acclaim. It had impressed in every area … except one. In performance terms, the Mustang underwhelmed. Enter Carroll Shelby!

Styling-wise, the Mustang was fine. So, that was left alone – apart from new side-exhausts and stripes. Shelby headed straight for the engine – a Cobra 4.7-litre V8. He already knew a thing or two about it. He had, after all, been the catalyst for the AC Cobra. When Shelby picked up his spanners, the Mustang’s V8 made 271bhp. Ford had already uprated the original spec. Shelby, though, was sure there was more. He was right. By the time he put down his spanners, output had risen to 306bhp. That came, in the main, by modifying the manifolds. Though a Holley carburettor certainly helped. Top speed had risen to 149mph … with a 0-60 stat of 6.5s. Ensconced in their LA workshops, Shelby and his team had turned a meek and mild Mustang into a muscle car!

But, it would not have been a ‘Shelby’ without racing attached. It came in the form of the SCCA B-Production road-race series. The Shelby GT350R duly hit the grid. And went on to take the ’65, ’66 and ’67 titles. The R dished out 360bhp. While the roadster was not quite in that league, it was no slouch. Koni suspension was suitably solid. The chassis was well up to taking the strain. Front discs – and rear drums – provided safe and assured braking. Transmission was 4-speed. Carroll Shelby had done it again. Cut from the same cloth as the AC Cobra, Ford’s GT350 was already a thoroughbred sports car. And when a class act like Shelby got a hold of it, sparks were always going to fly. In a perfect trajectory, of course!

Dodge Charger

There have been few cars as iconic as the Dodge Charger! Since Steve McQueen found himself followed by one – in the movie Bullitt – it has been the stuff of legend. The Ford Mustang and Dodge Charger squared up to each other in the showrooms, too. Between the pair of them – in their battle for muscle car pre-eminence – they put Detroit on the world map. Before that, some Stateside cars were getting just a tad gaudy. There is a limit to how much chrome – and how many fins – a car can take, before it starts to become borderline kitsch. Cars like the Charger stripped things back to basics. Simple lines defined a new, no-nonsense approach to styling. The Charger was built to, well, charge – and not much more. Its only concession to design décor was the buttressed rear window.

There could be only one engine for this masterclass in American machismo. A V8 was a shoo-in for the Charger’s powerplant. All that grunt, though – piledriving rear wheels into the tarmac – meant handling could be hairy. That was best illustrated by the R/T – Road and Track – model. Released in ’68, it was the most uncompromising version of the Charger. Delivering 375bhp – and 150mph – the R/T was a heady brew of torque and speed. 0-60 arrived in 6s. This time round, rock-solid suspension – and anti-roll bars – enabled the R/T to handle as well as it went. It came with a 4-speed Hurst gearbox. Powerful front disc brakes were optional. Well, according to the spec list, anyway!

The Charger would be one of the last of the muscle car breed. It was produced until ’78. After that, the automotive industry took a more leisurely, safety-oriented tack. Never again would the roads of America echo with such ear-splitting gear-driven crescendos. Of course – in Bullitt – the Dodge Charger was driven by the bad guys. Certainly, it is among the most dramatic cars ever to have turned a wheel. And anyway … we all secretly love a good baddie, don’t we?

Chevrolet Camaro

The Chevrolet Camaro was born out of necessity. Sales of the Ford Mustang were going through the roof. GM needed a fix for that – and fast! Rolling to the rescue came the Camaro. Key to its success was its ‘Coke bottle’ styling – by Bill Mitchell. The Z28, especially – with its duck-tail rear spoiler – rivalled the Mustang for glamour. GM was back on track. 220,000 Camaros were shifted – in the first year alone. Buyers had a choice of V6 or V8 engine – as well as a variety of tuning options. The most uncompromising package was the SS (Super Sport). Less extreme – and more popular – was the RS (Rallye Sport). These are now the most collectible Camaros.

The Seventies ushered in an all-new Camaro. It featured monocoque construction. The new model’s looks may not have been as exotic as the original – but it still stacked up as a cohesive design. Crucially, it was slimmer than the new Mustangs. Sales of ’70s Camaros peaked at close to 2,000,000. GM were happy bunnies again. Though down on power compared to the ’60s versions, it was clear that Stateside motorists had taken the Camaro to their hearts. When a car starts to symbolise The American Dream, things are definitely on the up!

They say competition improves the breed. The Camaro was a case in point. Had it not had the Mustang as a rival, it is unlikely the Camaro would have soared to the heights it did. In the end, it became a car which was difficult to fault. With a top-spec speed of 125mph, performance was sorted. Design-wise, it was out of the top drawer. In short, it got just about everything right. The Mustang, not so much. It rather lost its automotive mojo, over time. While the pony car developed a paunch, the Camaro kept a solid six-pack. Ultimately, of course, both were great American automobiles. Stone-cold classics of their muscle car kind. Some say the Chevrolet Camaro got it on points. If so, it was because it had more styling stamina in its tank, as the years went by.