Category: 1960’s

Rare Gene Winfield–Built Corvair-Powered AMT Piranha Goes Up for Sale – Daniel Strohl @Hemmings

Rare Gene Winfield–Built Corvair-Powered AMT Piranha Goes Up for Sale – Daniel Strohl @Hemmings

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If it weren’t for automotive fabricator Gene Winfield, the Marbon-Centaur CRV might have remained a footnote in automotive history, warranting a random article every five years or so before everybody forgets it again. But Winfield—known for designing vehicles in Blade Runner and Robocop—renamed it the Piranha for model car company AMT and put one on tabletops across America in the late 1960s at the same time he tried to convince adults to get into the full-size Corvair-powered version. More than 50 years later, at 94, Winfield has lent his talents and his name to the sale of one more Piranha

.”Gene’s personally working on this car,” says Dan Melson, who will offer it (and two other Winfield cars) for sale this weekend. “I have left all artistic control to Gene

.”Marbon Chemical’s development of Cycolac, a type of ABS, in the early 1950s opened up doors for manufacturers to start introducing plastics into consumer goods. Given that Marbon existed as a division of Borg-Warner, it was only matter of time before company executives decided automobiles could benefit from a heaping helping of Cycolac.

To help sell the idea, according to auto historian Nick Whitlow, Marbon partnered with Dann Deaver, a designer and co-founder of Centaur Engineering, another division of Borg-Warner. Deaver had built some race cars in his time, so Marbon’s execs asked him to fabricate an entire car out of Cycolac, one that Marbon could demonstrate for automotive engineers around the world. The resulting Cycolac Research Vehicle (known as CRV long before Honda started using the name) debuted at the Society of Automotive Engineers convention in January 1965 and led to a series of four more prototypes—two convertibles and two gulping coupes—all powered by Corvair flat-six engines.

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1960-’61 Chrysler 300F & 300G Buyer’s Guide – Matt Litwin @Hemmings

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The original “businessman’s hot rod” combined a racing pedigree with luxury trimmings

When people boasted of the performance of Chrysler-branded automobiles during the postwar years, it was usually in reference to the cars’ mechanical prowess: smooth and reliable, just like a luxury vehicle should be. Naturally, powerful acceleration was a key element, but it was intended to make premium models more capable on the road, and not meant for speed contests. The corporation’s other divisions were better equipped to manage a young buyer’s stoplight-sprint antics.

Part of that perspective changed when the division released the C-300 in 1955. Fitted with the 300-hp, 331-cu.in. “FirePower” V-8 capable of pushing it to a top speed of 130 mph, the specially trimmed hardtop coupe broke the mold while redefining the parameters of a luxury coupe. Adventurous CEOs could feel the excitement of raw power while seated in a luxurious cabin, surrounded by coachwork that spoke of edgy—yet not audacious — exclusivity. And it was exclusive: Just 1,725 were built in the first year, each costing $4,110 (or $40,095 today) without options.

More compelling was how the C-300 began to cement its legacy beyond the boulevard. Trimmed for racing, it utterly dominated the NASCAR and AAA stock car ranks, which continued a year later with the updated 300B. For 1957, the 300C set a notable production car speed record at Daytona Beach before the Chrysler division took a bow and left the business of racing to Dodge and Plymouth, prior to the AMA embargo.

Although the on-track exploits may have been put to rest, the exclusive “Letter Cars” remained in production, continuously improved both visually and mechanically. The model’s evolution took a significant leap forward when the 300F was introduced in 1960, the basic elements of which carried through to the 300G of ’61, with attributes that not only set these cars apart from their predecessors but have attracted both collectors and vintage-car driving enthusiasts alike since. If you’ve been considering the purchase of one, here are some things you should be aware of

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Which one of these high-strung, small-cube muscle cars would you choose for your dream garage? – Matt Litwin @Hemmings

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Although the American muscle car was pretty much clearly defined by the mid-Sixties, automakers were quick to adapt the formula to different budgets, styles, and – in some cases – homologation rules. In other words, you didn’t have to have 400-plus cubes under the hood to go fast. In our latest edition of This or That, we’re celebrating a series of muscle cars that may have been small in terms of displacement, but offered big power and ample fun. Let’s take a closer look at four examples from 1968-’71 for you to ponder, all of which are currently available in the Hemmings classifieds.

The AMX immediately came to mind for the simple reason that AMC was the one company that was quick to offer a small displacement engine that offered spritely power at a reasonable price in racy trim. First released in 1969, the base-trim, two-seat AMX included a 225-hp 290, and cost $3,245 (or $24,933 today), helping push first-year sales to 6,725 units. The 1969 base price rose to $3,297, but that didn’t hold back sales, which rose to 8,293, one of which was this example, from the Hemmings Auctions Premium Classifieds.

The 290 was one of three available engines, the upgrade being a 280-hp 343. Of course, the top engine option was the 390, which is far more prevalent in the contemporary enthusiast market (see the link below). According to the original listing of this AMX:

This 1969 AMC AMX projects all the panache of the brand’s bold experiment, with a restoration that includes some aftermarket enhancements that amplify the AMX’s uniqueness. The seller says it was an original, rust-free California car, until he brought it to Florida in 2019, and that a rotisserie-type restoration on it was completed in 2013. It wears a custom Candy Apple Red finish and is driven by a punched-out 290 engine that now displaces 308 cubic inches

By the time 1970 rolled around, manufacturers had already found ways to pull more power out of true small-block engines rather efficiently. Arguably, one of Chevrolet’s best examples was its LT1 engine, as seen in this mid-year 1970 Camaro Z28 RS. In base trim, a 307-cu.in. V-8 powered Camaro cost $3,172; however the Z28 package delivered the LT1 engine – a 350-cu.in. small-block rated for 360 hp – for the small fee of $572.95 (or $3,959 today), which bumped the sticker price to $3,744.95 (or $25,874 today). Per our published resources, Chevrolet built 8,733 Camaros in Z28 trim. According to the seller of this example:

Front sub-frame off rotisserie restoration one year ago; everything new; numbers matching engine, tranny, differential; Mulsanne blue paint; M22 rock crusher four-speed manual transmission with 4:11 gears; LT1 V-8 engine, 360 hp.

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Ford’s Mach 1 concept envisioned a competition-prepped persona with a few forward-thinking features – Thomas A. DeMauro @Hemmings

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The fertile imaginations of automotive designers have produced awe-inspiring renderings of idea cars with thought-provoking innovations. The freedom to explore new horizons, without having to be overly concerned about current production viability which could stymie creativity, has fostered positive results like those shown here.

Ford designer Charlie McHose, who’s also known for conceiving the body enhancements for the legendary 1967 Shelby G.T. 500, made these Mustang concept drawings of what would become the Mach 1 experimental car, as FoMoCo referred to it at the time.

First shown with the frontend design above, the Mach 1’s extensive restyling for 1968 is obvious in the color photo

Because the renderings likely pushed the limits of what was feasible, even for a concept car, the actual Mach 1 built for show duty in late 1966 didn’t incorporate a number of the ideas depicted.

Nevertheless, it was still quite the attention grabber with some GT40 traits incorporated, a dramatically lowered roofline, two-seat layout, and flip-out toll windows. Mirrors were added to the fixed side windows and large quick-release gas caps were installed. The front and rear treatments were revised, but they differed somewhat from the renderings.

Additionally, the Shelby-like lamps in the grille, the power dome hood, and the lower scoop shown in the lead drawing in this article weren’t used on the Mach 1. More intriguing elements presented in the renderings are discussed in the captions below.

The professional legacy of Charlie McHose endures in the remarkable designs he created at Ford. Fortunately, we can still appreciate these works of art and what their creator had envisioned in them. Just imagine blasting out of your local Ford dealer’s lot in a Mustang with the styling and equipment depicted here.

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A 1963 Rambler American would make a cool ’60s-style hot rod. Here’s how I’d build it. – David Conwill @Hemmings

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Does a $4,500 project get the gears turning in your head? This one is in Bridgeport, Connecticut, now, wearing Tennessee license plates, but the McDowell Motors dealership badge on this 1963 Rambler American 330 indicates it was sold new in Toronto, Ontario, Canada—and probably built at the American Motors factory in Brampton, Ontario. The years and the international travel have spoiled the Frost White paint, but according to the seller’s description, the 196.5-cu.in. OHV six-cylinder and Borg-Warner three-speed automatic are rebuilt and functional, and the Rambler comes with a new old stock blue interior.

It just so happens that I had a Rambler American 330 at one time, and I loved it. Mine was a ’64, however, which was bigger, riding a 106-inch wheelbase and using panels derived from the 1963 Rambler Classic and Ambassador. The ’63s were the last of the 100-inch models, which originated with the 1950 Nash Rambler. I’ve always liked them, particularly in the 1961-’63 “breadbox” years, which were when squared-up sheetmetal was used to obscure the early ’50s roots of the chassis

Now, the odds are that this example will become some kind of semi-beater. It’s a four-door economy car, after all, and for the most part people neither restore them nor hot rod them. It will certainly make a fun driver, as it sits. The Rambler OHV six from these years was derived from the old Nash flathead (which was itself still available—my ’64 had one) and it came in 125-hp one-barrel or 138-hp two-barrel form. The downside is a steadily dwindling parts supply for those engines.

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Flashy, not fast: The 1969 American Motors Rebel Raider was a limited-run package exclusive to New York and New Jersey dealers – Thomas A. DeMauro @Hemmings

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Regional specialty car programs lured curious potential customers into dealer showrooms by promising an exclusive offering, often at a tempting price. Even if consumers didn’t ultimately buy that particular vehicle, it still got them in the door so a savvy salesperson could seize the opportunity to sell them a different one.

These packages normally consisted of a group of options added to an existing model, as well as a catchy name announced with decals or emblems, and possibly special stripes and/or paint colors to make the creation standout further.

Some of these distinctive rides went on to become widely known beyond their geographical points of sale, while others were seemingly lost to time.In 1969, New York and New Jersey-area American Motors Rambler dealers offered the “Raider.” Based on the unit-body midsize Rebel, it featured “Electric Green, Tangerine, or Blue—You’ve Never Seen” (as stated in the ad) exterior colors, a black grille, a vinyl top, a bench-seat interior, a sports-type steering wheel, an AM radio, power steering and brakes, and other small items.

We know those colors instead as Big Bad Green, Big Bad Orange, and Big Bad Blue, and our featured Raider’s original window sticker lists “Big Bad Blue.

“Given its aggressive appearance, you may be expecting to hear that the engine was a rumbling 280-hp 343, or possibly the even-more-powerful 315-hp 390, but it was actually a 200-hp 290 two-barrel V-8 with a single exhaust. It was backed by a column-shifted Borg-Warner Shift- Command automatic transmission and a 3.15:1 axle ratio. The powertrain choice made sense to keep the price reasonable and reach a broader customer base.

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A budget-friendly rear disc upgrade for ’60s and ’70s GM cars – @Hemmings

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When GM introduced front disc brakes on many of its passenger cars in 1967, they were a huge improvement over the drum brakes that were, for the most part, barely up to the task of stopping a 3,500- to 4,000-pound hunk of steel.

Nearly 50 years later, the old discs are certainly still suitable for a stocker, or a runner of occasional errands. But if you’ve made some mods to upgrade your ride’s power output, or have enhanced its lateral acceleration, chances are you can use a rear disc-brake upgrade as well.

Besides being a much simpler design with fewer moving parts, other benefits derived from such a swap include reduced fade after heavy use and easier pad replacement versus brake shoes; plus discs are virtually unaffected by water in the event of submersion. And, for you aggressive drivers out there, the braking force is much more linear with disc brakes and easier to modulate than that of drums, which are self-energizing by design and more difficult to manage

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Which one of these four vintage pickups from the Sixties would you choose for your dream garage? – Matt Litwin @Hemmings

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If there is a vehicle that built the American economy, it is arguably the pickup. Consider its versatility in basic light-duty form: Farmers could bring their humble harvest to market in the same design that enabled store owners to deliver goods to households in both the cities and suburbs with efficient ease. Everything from animal feed, to building supplies, to small appliances could be transported, and it didn’t take long for adventurous outdoorsmen to convert their coveted workhorse into a weekend camper with a clever aftermarket add-on. Its evolution continues today, serving family needs in more powerful and luxurious ways than once envisioned. Meanwhile, the more vintage steeds have become a hot commodity among old vehicle enthusiasts, so in our latest edition of This or That, we bring you four half-tons from the Sixties to ponder for your dream garage – all of which are currently available in the Hemmings classifieds.

Up first is a pickup that regular readers of our Hemmings Classic Car magazine may recognize: this 1961 Studebaker Champ Deluxe, which appeared in the May 2019 issue, as well as our 2020 Hemmings Vintage Trucks calendar. Studebaker’s half-ton Champ was introduced to the truck market in 1960, and while it may have appeared as an all-new light-duty hauler at first blush, the company’s lack of engineering funds meant that the outgoing model – the Scotsman – was, on the surface, given a new name with a facelift, courtesy of the Lark sedan. Aside from the cab’s front end, save for a four-bar grille versus a mesh design, the Lark’s instrument panel was carried forward to the Champ, too. Two upgrades highlighted our featured ’61 model year: The use of a 110-hp, 170-cu.in. six-cylinder engine in base trim, and the “Spaceside” cargo box. The latter was made possible thanks to old tooling obtained from Dodge, which accounted for the mismatched cab/cargo box body transition. According to the seller of this Champ:

his 1961 Studebaker Champ Deluxe pickup is a nicely restored example. If you are a fan of the Hemmings Vintage Trucks Calendar, it was used for the July 2020 page. The red paint has the vibrant look of a modern quality respray, so the sunlight shows off the well-done bodywork as the Lark-inspired front end flows into a muscular bed design. And speaking of the bed, the finish applied over the oak wood on the bed floor and removable side stakes has a gloss that rivals the paint. This has upgraded chrome on the bumpers, grille, and side trim. The wheels have classic Studebaker hubcaps, and the whitewalls coordinate with the body’s white pinstripe. It’s believed Studebaker produced less than 7,700 consumer pickups across the entire line in 1961. The exterior red returns inside. It’s now joined by a tasteful black on the seat, carpeting, and dash. The experience inside this pickup is truly authentic, right down to the large dual-spoke steering wheel that gives a clear view to the correct classic gauges. The AM radio still cranks out tunes and the heater works. Plus, this one has the rare sliding rear window option. The engine bay has an authentic 170 cubic-inch straight-six backed by a column-shifted three-speed manual transmission.

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11 vintage auto ads showcasing terrible places to park a car – Thomas A. DeMauro @Hemmings

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Automotive print advertising must reach out and grab the attention of readers to entice them to visit dealers and buy cars. Back in the 1950s, ’60s, and ’70s, some went to great lengths to sell their rolling masterpieces.

Glamorous building facades, exotic locales, posh parties, cozy picnics, and action-packed sporting events became popular settings. Though consumers likely spent their ownership years with any car using legally designated parking areas, to make a statement some advertisers instead chose to place subject vehicles in spaces that were impractical, normally prohibited, or just plain odd.Since cherished models of this era have now transitioned to collector cruisers from workaday drivers, and a significant number of them have been treated to several-thousand-dollars-worth of restoration work, not many current owners would likely be willing to park their cars in some of the spots depicted in the following ads.

Nevertheless, just seeing these automotive treasures again will transport you to their erstwhile eras.

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A decade of difference in the Chevy Camaro: 1967 Z/28 vs. 1977 Z28 – Thomas A. DeMauro @Hemmings

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The Z28 is worshipped by legions of fans and is even begrudgingly respected by some whose loyalties lie with its competitors. It was conceived by Chevrolet’s Product Promotion Engineering Manager Vince Piggins, to pummel the Ford Mustang in the Sports Car Club of America’s (SCCA) Trans-Am Championship series. Race-prepped versions of the 1967 Z/28 helped instigate the on-track pony car wars, and Roger Penske’s team – with driver Mark Donohue – went on to dominate the 1968 and 1969 seasons.

The first-generation (1967-1969) Z/28s were icons of their era, in both street and race trim.For 1970-1974, Z28s were built on the second-generation of the F-body platform. Following the 1975-1976 hiatus of the nameplate, the 1977 edition arrived and was indicative of a decade of change in the auto industry, federal emissions and safety requirements, social norms, and more.

Accordingly, we thought it would be interesting to compare the 1967 Z/28 to the 1977 Z28, highlight a selection of developments, and touch upon a few of the circumstances that led to them.The 1967 Z/28 was limited to a maximum engine displacement of 5.0 liters (305 cubic inches) by SCCA rules, so Chevrolet engineered a V-8 that employed a 4.00-inch-bore 327 block and a 3.00-inch-stroke 283 crankshaft to arrive at 302 cubic inches.

It was fitted with forged bottom-end components, an aggressive solid-lifter camshaft, free-breathing heads with 2.02/1.60-inch valves, a high-rise aluminum intake manifold, Holley carburetor, dual exhaust with a deep-tone muffler, and an 11:1 compression ratio.

The hot small-block was significantly underrated at 290 hp and 290 lb-ft of torque in street trim and reported to make power all the way up to 7,000 rpm.The Camaro’s RPO Z28 Special Performance Package also came with heavy-duty cooling and a 3.73:1-ratio 12-bolt rear end with a radius rod on the passenger side to reduce wheel hop. Positraction was recommended and additional gear ratios were available, but a Muncie close-ratio four-speed and power front disc brakes were required at extra cost.

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