It's not the fastest, but I think it's beautiful and with only around 1200 of the hardtop made, I feel pretty special owning a Pontiac Solstice coupe (mine is the one with the Targa section off):
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Pick your favorite iconic car from any decade....
- Thread starter Iridescentone
- Start date
The California cars of that time were detuned to meet the nation's highest air quality standards.
66 Chevy flat window Shorty with 4 x 4 conversion dream adventure Mobile
I should have stated that better. I meant specifically in the late 70's, when American horsepower was at an all time low. The small block 350 in the Corvette made only 195 HP. There was an "L-82" option that increased power to 225 HP but at a much higher RPM and the engine actually produced 15 lb-ft less torque.
I once owned a '79 Camaro with the 305 V8 (130 HP) and this was an upgrade from the standard 250 V6 (115 HP). The most powerful option was the Z-28 package which got you the 350 V8 (175 HP). Sad.
Ford was even worse. The Mustang II, which ran from '74 - '78, was essentially a warmed over Pinto. It was available with these 3 (truly pathetic) engines.
-- 2.3 Liter I4 (88 HP) standard
-- 2.8 Liter V6 (90 HP)
-- 5.0 Liter V8 (139 HP)
The Mustang was updated to the 3rd generation (Fox body) in 1979 but the only engines available were the 3 holdovers from '78. In college, I had a '79 Mustang with the standard 2.3 Liter and it was such a dog that it was almost impossible to drive. Time to pass on the highway was measured on the calender and maintaining speed uphill meant literally standing on the accelerator wide open. Top speed was about 90 MPH but only with the wind at my back.
Increases in power were only to be seen after 1982, when Ford and GM began a slow but steady performance arms race that has, amazingly, lasted to this day.
Chrysler performance in the late 70's was non-existent.
I tend to be a Mopar fan but this car is right at the top of my list:- Ford Thunderbolt.
The Thunderbolt was made strictly for racing but in order to meet the rules at that time they had to offer a public 'street' version.
The Thunderbolt was made strictly for racing but in order to meet the rules at that time they had to offer a public 'street' version.
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1963 Corvette Stingray Split Window Coupe ...
1963 Corvette Stingray Split Window Coupe ...
RustyAxe!!
I haven't seen a post from you for...gawd, how long has it been.
Where were you hiding?
I was going to ask if that Impala was a 409, but in checking online references I found this interesting stuff...that was a formidable car!!
Junior Johnson had arrived for the 1963 Daytona 500 with a white Impala and a “mystery motor.” Based on the existing 409 V8, the motor had a reduced bore diameter and increased stroke. Special cylinder heads featured angled valves and a new intake manifold held a pair of Carter AFB 4-barrel carburetors. Johnson would dominate the weekend and set a new stock car record at the track. Derived from what would be the publicly available 427cid engine, it had proved its performance ahead of time.
Based on the standard 409 block, the Z11 plant was fitted with a stroker crank. The Z11 heads also differed from the standard W-head 409 designs, featuring large, oval intake ports that were significantly taller than the HiPo 409’s. Atop the engine was a two-piece aluminum intake capped with the same dual Carters used on the 409. Over those was a completely unique air cleaner which featured an “arm” that plugged into the firewall (sealed by a rubber boot) that drew air from the cowl.
The engine became available as RPO (Regular Production Order) Z11, but there was far more to a Z11 optioned Impala than just an engine swap. It was all-business and designed for drag racing. The radio and front sway bar were history. Luxuries such as sound deadener, radio and a heater were tossed. Only the “dog leg” shifter and Delco electric tachometer were standard.
An extensive list of aluminum front end components substituted standard production parts, including the hood, fenders, front and rear bumper, as well as the brackets and braces, grille brackets, a two-piece fan shroud, the grille filler panel and hood support catch. With these, the car weighed in at about three hundred pounds less than an equivalent 409-powered Impala off the production line.
The Z11 also featured a deep sump oil pan – which looked somewhat “homemade” to the untrained eye, but touted a deeper sum welded into the pan from the factory. The Z11 heads also used push rod guide plates, while the Impala rolled with sintered metallic brakes, special air scoops in the backing plates for cooling, a Borg-Warner T-10 4-speed transmission and strengthened Posi-Traction rear axle built with 4.11 gears. The result was a hugely capable car that, in the hands of Ronnie Sox, was regularly turning in low 11.20-second ET’s.
Junior Johnson had arrived for the 1963 Daytona 500 with a white Impala and a “mystery motor.” Based on the existing 409 V8, the motor had a reduced bore diameter and increased stroke. Special cylinder heads featured angled valves and a new intake manifold held a pair of Carter AFB 4-barrel carburetors. Johnson would dominate the weekend and set a new stock car record at the track. Derived from what would be the publicly available 427cid engine, it had proved its performance ahead of time.
Based on the standard 409 block, the Z11 plant was fitted with a stroker crank. The Z11 heads also differed from the standard W-head 409 designs, featuring large, oval intake ports that were significantly taller than the HiPo 409’s. Atop the engine was a two-piece aluminum intake capped with the same dual Carters used on the 409. Over those was a completely unique air cleaner which featured an “arm” that plugged into the firewall (sealed by a rubber boot) that drew air from the cowl.
The engine became available as RPO (Regular Production Order) Z11, but there was far more to a Z11 optioned Impala than just an engine swap. It was all-business and designed for drag racing. The radio and front sway bar were history. Luxuries such as sound deadener, radio and a heater were tossed. Only the “dog leg” shifter and Delco electric tachometer were standard.
An extensive list of aluminum front end components substituted standard production parts, including the hood, fenders, front and rear bumper, as well as the brackets and braces, grille brackets, a two-piece fan shroud, the grille filler panel and hood support catch. With these, the car weighed in at about three hundred pounds less than an equivalent 409-powered Impala off the production line.
The Z11 also featured a deep sump oil pan – which looked somewhat “homemade” to the untrained eye, but touted a deeper sum welded into the pan from the factory. The Z11 heads also used push rod guide plates, while the Impala rolled with sintered metallic brakes, special air scoops in the backing plates for cooling, a Borg-Warner T-10 4-speed transmission and strengthened Posi-Traction rear axle built with 4.11 gears. The result was a hugely capable car that, in the hands of Ronnie Sox, was regularly turning in low 11.20-second ET’s.
I'm on TB every day ... and usually post 3-4 messages. TB is great way to kill time ...
I'm not sure what you think is a Prius is actually a Prius. While they're not terribly stylish, they are very popular.
Yes. I don't know why that pic says 406.( I was in a bit of a hurry this morning and wasn't paying attention).
Maybe I should have used a different pic.
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When we ran the NSCA circuit back in the early/mid 2000's, they had a class called Nostalgia Super Stock and you would see the cars like the Thunderbolt, Z11 Impalas and whatever Dodge offered in that same time period. I can honestly say to see the old iron like that ripping off 9 and 10 second et's was amazing...... from the cool old school body styles to the crackle of the engines and seeing them hook on a fairly small tire..... it was by far the most interesting and impressive class.
FJ60 Land Cruiser
1978 Bronco
1967 442
1968 Hurst Olds
1978 Bronco
1967 442
My father's first new car, he is currently hunting for one to keep his current GT500 Mustang company.
My shop did a body off restro on one a few years back, it was back in last winter for a little refresh. VERY sharp Camaro! http://www.billybobscars.com/History/zl1-restoration.pdf
My wife keeps bitching that I bought her a tailgate Suburban.. she wanted barn doors.
We are currently restoring a 63 Pontiac Tempest Super Duty... one of 6 made. The 421 Superduty that was freshly rebuilt just got installed last week.
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Not sure if any of mine are considered iconic, but even views like this 5 days a week:
I still think I'll continue to fix up and keep running my GMT400 body K1500 Blazer and K1500 Suburban...
and play with my 2 stroke Yamahas
I still think I'll continue to fix up and keep running my GMT400 body K1500 Blazer and K1500 Suburban...
and play with my 2 stroke Yamahas
