There are two things on which Rucker Performance orientated when creating the Gauntlet: style and handling. It was suppose to be long, apparently tall and clean looking and guess what? It ended up looking like this, only that with a low center of gravity, feature which covers up the second big requirement in the maker’s list. Concerning the engine, they used the same S&S 124 CID piece of engineering.
So you’re a bike builder with the intention to go big on the market with custom machines? The best thing anyone could suggest doing is fabricating the product basing on the customers specifications. It seems that Rucker Performance has got that right so starting from the base project and the main image of the Gauntlet, future owners can have their future road companions created just for them.
The bike comes with the maker’s specific V-Twin engine of 124 cubic inches mated to a six-speed transmission and I don’t think you would like to change something concerning that, but everything from wheels to paint can be personalized in order to exert that magical attraction that makes the rider hit the road every day.
Competition
2008 Rucker Splitback
But there is one other bike in particular that has big plans for ruling this class and it has the OCC name written on it. Yes, it is the Splitback, the closest thing you will find to the Gauntlet. One of OCC’s production motorcycles, the Splitback is a true custom chopper. It practically introduced the custom cruiser performance idea among builders and most of that has to do with the wide rear tire.
It is an innovative chopper with lots of one-off features such as the separated rear wheel illusion, the suspended seat and a radical gas tank that not only follows the frame’s lines, it actually looks like being part of the frame. Underneath it there is a 124 cubic inches V-Twin motor, also mated to a six-speed gearbox so when it comes to performance these bikes are truly comparable.
Exterior
2008 Rucker Gauntlet
In relation to the OCC Splitback, the Rucker Gauntlet is a little more docile motorcycle and I am not referring to its performance features. It simply brings a bit more to an early custom chopper and it can be the perfect choice for those who aren’t looking for the craziest thing of them all.
Best characterized by words such as drop seat design, the Gauntlet is long and offers a low riding position. It immediately stands out and although not as the most wild in the crowd, it is definitely among the ones who perfectly blend in their body elements, true testimony of being a chopped-up machine.
It has the custom wheels, the 300mm rear tire and the polished engine couldn’t have missed this model, but what I appreciate most is the inverted forks covered in chrome.
What is so great about this bike is that future owners can go for the extreme paint package which brings to their imagination more than 40 colors and some unique graphics. Also, there is a range of custom wheels completing the personalization possibilities.
Price
Priced at $49,995, the Gauntlet isn’t considered cheap no matter how you put it, but it is indeed a great bike for the buck. I often find myself wondering how many (or what) cars a custom bike owner should have at home if it affords buying such a thing and at reunions such as Daytona Bike Week I am amazed to find out that sometimes none! Wife cars not included!
Conclusion
Exclusivity is the key that sells all custom bikes and the Rucker Gauntlet isn’t the exception from the rule. It is simply a big chopper with an affinity for comfort and light handling, as its maker claims, and that makes it sufficient to be among my favorite production custom bikes out there.
Saturday, November 14, 2009
BMS Nemeh-sis chopper Data
An amazing thing happened at the Rats Hole show in Daytona Beach, Fla. during last October’s Biketoberfest – a custom Star Motorcycle won the show’s top prize. In doing so, it garnered the first win for a metric chopper in the premier category that’s traditionally ruled by American machines. Even more amazing the machine, named Nehme-sis after its builder, Broward Motorsports and BMS Choppers owner Sam Nehme, was the only metric cruiser ever to compete against American machines in Rats Hole’s prestigious Over 1000cc Super Radical category. “This year was the first time in 38 years they have ever allowed a metric bike to compete in the American class,” Nehme explains.
In building Nehme-sis, Nehme literally took the Star Motorcycles tagline to heart. “We build it, you make it your own” never had a more perfect interpretation. The efforts of Nehme and his employees to create such an incredible motorcycle also powerfully shows what individual dealers can do – for themselves, for their dealership, and for metric cruisers and the Star Motorcycles brand.
Together Nehme, Broward Motorsports and BMS Choppers of Davie, Fla. made a huge commitment in developing and building Nehme-sis. Considering the shop’s $80 per hour flat rate, Nehme reckons there is $250,000 just in labor to handcraft the machine from the ground up – never mind the cost of parts, paint and plating. Now that’s going above and beyond the call of business. Star Motorcycles salutes you Mr. Nehme!
2006 BMS Nehme-sis
Racing against time
The story of how the world’s most exotic Star custom helped boost metric cruisers to the apex of bike building is truly sensational. Nehme, head machinist Ron Tilson and “Jonesy,” a fabricator, created Nehme-sis over a six-month period. But its inspiration started with Nehme, who sketched out some ideas on paper after being invited to participate in an ESPN2 bike build-off. While no cost restrictions were established, there was a catch – the machine had to be designed and built within six months, a task that even the experienced Nehme found nearly impossible.
With the full support of the 50 Broward Motorsports employees, Nehme, Tilson and Jonesy worked day and night to bring the sketches to life. They started by dismantling a brand-new Road Star, saving only the engine, engine cradle and steering head (the latter to retain the original VIN). Extensive design work and testing went into the single-sided front “fork,” whose main spar is more than three feet long and machined from aluminum billet. Fully functional, it incorporates an air-ride system that, along with the single-sided swingarm rear suspension, can lift the motorcycle 10 inches or lower it right onto the ground. In fact, a side stand is unnecessary as Nehme-sis softly lands on its frame rails when it’s time to park.
To make the most of the beautiful Road Star engine, BMS Choppers developed a new frame with no front down tubes, instead utilizing the V-twin as a structural element. The frame was likewise tested for bending rigidity prior to continuing with the build. Nehme is proud to note that the frame, suspension and bodywork – in fact nearly everything except the wheels, plating and paintwork – were created in-house at BMS Choppers. And he especially credits Tilson and Jonesy for the expert results.
Everywhere you look, Nehme-sis surprises with clever engineering. In back is an extraordinary 360mm rear tire (wider than a Dodge Viper’s!) from Vee Rubber, flanked by a custom LED taillight/brake-light array integrated into the rear fender edges. An automatic clutch and a clever electronic grip shifter help clean up the overall lines. The rider selects gears by rotating the left handgrip, which can also switch modes to control the air-ride suspension on the fly. For space efficiency, the fuel tank was sectioned into two parts – one for gasoline and the other for electronics.
There are dozens more neat features, such a hidden front brake caliper and a rear brake tucked behind the chain drive’s front sprocket. And the finish is simply exceptional, with many gold-plated components including the custom wheels, which use an artful blend of gold and chrome plating. A skeleton motif extends from the paint to intricate details such as the bony hands surrounding the air filter.
2006 BMS Nehme-sis
The Thrill of Competition
Nehme started BMS Choppers in 2003 as a secondary business to Broward Motorsports after receiving compliments on a few machines he had developed. Now the company builds about 30 ground-up customs and hundreds of personalized Star motorcycles for its customers every year, but Nehme-sis is by far the wildest to date.
He states that despite having a half-year for the project, Nehme-sis was done just three hours before ESPN2’s midnight deadline last May. Then after a brief test ride, it was stored until its September unveiling at the sports channel’s Metric Revolution show taping in Las Vegas. There it passed a demanding road test, then ascended through a 10-bike field to finish in the top three and win the Peoples Choice vote from over 5,000 show goers. The actual Metric Revolution show winner will be chosen during Daytona Bike Week next March as the show is finalized.
“Everyone was excited for us to be on TV and to be in the build-off,” Nehme says of the buzz Nehme-sis generated at Broward Motorsports. “It’s great bragging rights for the store, and it’s huge for our employees to be part of a company building metric customs.”
After returning from Las Vegas, Nehme-sis was entered in a pair of shows during last October’s Biketoberfest. First it won Best of Show on the Daytona Beach Boardwalk ahead of another Road Star and a Roadliner. Then came the famed Rats Hole show where Nehme-sis shocked the establishment by winning the premier class. “I think it blew a lot of minds in the industry that a metric bike could win the top prize on the first try,” he adds. “And it was really exciting that we finally beat the Harley-based American-built bikes.”
This winter you can see Nehme-sis in person at any of the 2007 Cycle World International Motorcycle Shows (http://www.motorcycleshows.com/) as an official part of the Star Motorcycles exhibit. Then in April be sure to catch ESPN2’s Metric Revolution chronicling the entire build process and competition.
In building Nehme-sis, Nehme literally took the Star Motorcycles tagline to heart. “We build it, you make it your own” never had a more perfect interpretation. The efforts of Nehme and his employees to create such an incredible motorcycle also powerfully shows what individual dealers can do – for themselves, for their dealership, and for metric cruisers and the Star Motorcycles brand.
Together Nehme, Broward Motorsports and BMS Choppers of Davie, Fla. made a huge commitment in developing and building Nehme-sis. Considering the shop’s $80 per hour flat rate, Nehme reckons there is $250,000 just in labor to handcraft the machine from the ground up – never mind the cost of parts, paint and plating. Now that’s going above and beyond the call of business. Star Motorcycles salutes you Mr. Nehme!
2006 BMS Nehme-sis
Racing against time
The story of how the world’s most exotic Star custom helped boost metric cruisers to the apex of bike building is truly sensational. Nehme, head machinist Ron Tilson and “Jonesy,” a fabricator, created Nehme-sis over a six-month period. But its inspiration started with Nehme, who sketched out some ideas on paper after being invited to participate in an ESPN2 bike build-off. While no cost restrictions were established, there was a catch – the machine had to be designed and built within six months, a task that even the experienced Nehme found nearly impossible.
With the full support of the 50 Broward Motorsports employees, Nehme, Tilson and Jonesy worked day and night to bring the sketches to life. They started by dismantling a brand-new Road Star, saving only the engine, engine cradle and steering head (the latter to retain the original VIN). Extensive design work and testing went into the single-sided front “fork,” whose main spar is more than three feet long and machined from aluminum billet. Fully functional, it incorporates an air-ride system that, along with the single-sided swingarm rear suspension, can lift the motorcycle 10 inches or lower it right onto the ground. In fact, a side stand is unnecessary as Nehme-sis softly lands on its frame rails when it’s time to park.
To make the most of the beautiful Road Star engine, BMS Choppers developed a new frame with no front down tubes, instead utilizing the V-twin as a structural element. The frame was likewise tested for bending rigidity prior to continuing with the build. Nehme is proud to note that the frame, suspension and bodywork – in fact nearly everything except the wheels, plating and paintwork – were created in-house at BMS Choppers. And he especially credits Tilson and Jonesy for the expert results.
Everywhere you look, Nehme-sis surprises with clever engineering. In back is an extraordinary 360mm rear tire (wider than a Dodge Viper’s!) from Vee Rubber, flanked by a custom LED taillight/brake-light array integrated into the rear fender edges. An automatic clutch and a clever electronic grip shifter help clean up the overall lines. The rider selects gears by rotating the left handgrip, which can also switch modes to control the air-ride suspension on the fly. For space efficiency, the fuel tank was sectioned into two parts – one for gasoline and the other for electronics.
There are dozens more neat features, such a hidden front brake caliper and a rear brake tucked behind the chain drive’s front sprocket. And the finish is simply exceptional, with many gold-plated components including the custom wheels, which use an artful blend of gold and chrome plating. A skeleton motif extends from the paint to intricate details such as the bony hands surrounding the air filter.
2006 BMS Nehme-sis
The Thrill of Competition
Nehme started BMS Choppers in 2003 as a secondary business to Broward Motorsports after receiving compliments on a few machines he had developed. Now the company builds about 30 ground-up customs and hundreds of personalized Star motorcycles for its customers every year, but Nehme-sis is by far the wildest to date.
He states that despite having a half-year for the project, Nehme-sis was done just three hours before ESPN2’s midnight deadline last May. Then after a brief test ride, it was stored until its September unveiling at the sports channel’s Metric Revolution show taping in Las Vegas. There it passed a demanding road test, then ascended through a 10-bike field to finish in the top three and win the Peoples Choice vote from over 5,000 show goers. The actual Metric Revolution show winner will be chosen during Daytona Bike Week next March as the show is finalized.
“Everyone was excited for us to be on TV and to be in the build-off,” Nehme says of the buzz Nehme-sis generated at Broward Motorsports. “It’s great bragging rights for the store, and it’s huge for our employees to be part of a company building metric customs.”
After returning from Las Vegas, Nehme-sis was entered in a pair of shows during last October’s Biketoberfest. First it won Best of Show on the Daytona Beach Boardwalk ahead of another Road Star and a Roadliner. Then came the famed Rats Hole show where Nehme-sis shocked the establishment by winning the premier class. “I think it blew a lot of minds in the industry that a metric bike could win the top prize on the first try,” he adds. “And it was really exciting that we finally beat the Harley-based American-built bikes.”
This winter you can see Nehme-sis in person at any of the 2007 Cycle World International Motorcycle Shows (http://www.motorcycleshows.com/) as an official part of the Star Motorcycles exhibit. Then in April be sure to catch ESPN2’s Metric Revolution chronicling the entire build process and competition.
Suzuki GSX 1250FA Motorcycle
SPECIFICATIONS
2010 Suzuki GSX1250FA
Engine and Transmission
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 79.0 mm x 64.0 mm
Engine Displacement: 1255 cm3 (1255cc)
Compression Ratio: 10.5 : 1
Carburetion: Fuel injection
Oil Capacity (overhaul): 3.7L (3.9 US qt.)
Ignition: Electronic ignition (Transistorized)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed constant mesh
Primary Drive Ratio: 1.537 (83 / 54)
Final Drive Ratio: 2.388 (43 / 18)
Chassis and Dimensions
Rake/Trail: 25.2 degrees / 104 mm (4.1 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension: Link type, coil spring, oil damped
Front Brake: Disc, twin
Rear Brake: Disc
Front Tire: 120/70ZR17M/C (58W), tubeless
Rear Tire: 180/55ZR17M/C (73W), tubeless
Fuel Tank: 19.0 L (5.0 US gal.)
Overall Length: 2,130 mm (83.9 in.)
Overall Width: 790 mm (31.1 in.)
Overall Height: 1,235 mm (48.6 in.)
Wheelbase: 1,485 mm (58.5 in.)
Seat Height: 805 / 825 mm (31.7 / 32.5 in.)
Curb Mass: 257kg (567 lbs.)
Features
2010 Suzuki GSX1250FA
1255cm3engine tailored to deliver extra-smooth acceleration and broad power, generating peak torque at a low rpm range.
Suzuki Dual Throttle Valve (SDTV) fuel injection brings superb response feel, smooth power delivery, improved mileage and reduced emissions.
Long-wearing, tough SCEM (Suzuki Composite Electrochemical Material) cylinder-bore plating.
Chrome-nitride piston-ring coating contributes to reduction of friction and tighter cylinder sealing.
Secondary balancer shaft enhances the engine’s smooth operation.
Automatic Idle Speed Control (ISC) helps improve cold starting, reduce cold-start emissions and stabilize engine idle under varying conditions.
Liquid-cooled oil cooler helps keep the engine running cool.
Effective engine management and emissions control systems together allow the GSX1250FA to meet the latest emission regulations and standards.
Functional full fairing, housing vertically stacked headlights and shaped for a neatly integrated impression with the tank and the tailsection.
Classic tube-frame chassis, with rake and trail chosen for an excellent balance between sporty handling and highway cruising comfort.
43mm-stanchion-tube front fork and single rear shock, both spring-preload-adjustable.
Fully floating 310mm-disc dual front brakes with 4-piston calipers. 240mm-disc rear brake with single-piston caliper.
Digital Antilock Brake System (ABS)* monitors wheel speed and matches stopping power to available traction.
Comfort-contoured seat. Seat height can be adjusted up or down 20mm by flipping over mounting spacers between the seat and the frame seat rails.
A convenient centerstand is standard equipment.
Functionally arranged instrument cluster with a comprehensive set of gauges, including a convenient gear-position indicator and a shift light.
Available Suzuki Genuine Accessories for the GSX1250FA include top and side cases, windshield and many more.
2010 Suzuki GSX1250FA
Engine and Transmission
Engine Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke: 79.0 mm x 64.0 mm
Engine Displacement: 1255 cm3 (1255cc)
Compression Ratio: 10.5 : 1
Carburetion: Fuel injection
Oil Capacity (overhaul): 3.7L (3.9 US qt.)
Ignition: Electronic ignition (Transistorized)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed constant mesh
Primary Drive Ratio: 1.537 (83 / 54)
Final Drive Ratio: 2.388 (43 / 18)
Chassis and Dimensions
Rake/Trail: 25.2 degrees / 104 mm (4.1 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension: Link type, coil spring, oil damped
Front Brake: Disc, twin
Rear Brake: Disc
Front Tire: 120/70ZR17M/C (58W), tubeless
Rear Tire: 180/55ZR17M/C (73W), tubeless
Fuel Tank: 19.0 L (5.0 US gal.)
Overall Length: 2,130 mm (83.9 in.)
Overall Width: 790 mm (31.1 in.)
Overall Height: 1,235 mm (48.6 in.)
Wheelbase: 1,485 mm (58.5 in.)
Seat Height: 805 / 825 mm (31.7 / 32.5 in.)
Curb Mass: 257kg (567 lbs.)
Features
2010 Suzuki GSX1250FA
1255cm3engine tailored to deliver extra-smooth acceleration and broad power, generating peak torque at a low rpm range.
Suzuki Dual Throttle Valve (SDTV) fuel injection brings superb response feel, smooth power delivery, improved mileage and reduced emissions.
Long-wearing, tough SCEM (Suzuki Composite Electrochemical Material) cylinder-bore plating.
Chrome-nitride piston-ring coating contributes to reduction of friction and tighter cylinder sealing.
Secondary balancer shaft enhances the engine’s smooth operation.
Automatic Idle Speed Control (ISC) helps improve cold starting, reduce cold-start emissions and stabilize engine idle under varying conditions.
Liquid-cooled oil cooler helps keep the engine running cool.
Effective engine management and emissions control systems together allow the GSX1250FA to meet the latest emission regulations and standards.
Functional full fairing, housing vertically stacked headlights and shaped for a neatly integrated impression with the tank and the tailsection.
Classic tube-frame chassis, with rake and trail chosen for an excellent balance between sporty handling and highway cruising comfort.
43mm-stanchion-tube front fork and single rear shock, both spring-preload-adjustable.
Fully floating 310mm-disc dual front brakes with 4-piston calipers. 240mm-disc rear brake with single-piston caliper.
Digital Antilock Brake System (ABS)* monitors wheel speed and matches stopping power to available traction.
Comfort-contoured seat. Seat height can be adjusted up or down 20mm by flipping over mounting spacers between the seat and the frame seat rails.
A convenient centerstand is standard equipment.
Functionally arranged instrument cluster with a comprehensive set of gauges, including a convenient gear-position indicator and a shift light.
Available Suzuki Genuine Accessories for the GSX1250FA include top and side cases, windshield and many more.
2007 Husqvarna STR 650 enduro
A breathtaking Supermoto with a 650cc single ciclinder able to offer more than 650Cv horse power. Husqvarna wasn’t only inside the fair: more than 1000 visitors had the chance to test for free the new Supermotard SM 125 and SM 610IE in the Motolive area outside the pavilion.
SPECS
2007 Husqvarna STR 650 CC
ENGINE: single cylinder 4 stroke
GEARS: 6
STARTING: electric with automatic decompressor
COOLING: by liquid
IGNITION: C.D.I. electronic, with adjustable advance
CARBURETOR: Kehin MX 41, dia 41
FRONT BRAKE: 320mm
REAR BRAKE: 220 mm
FRONT FORK : Upside down hydraulic telescopic fork, dia 50mm
REAR SUSPENSION: Progressive, with patented eccentric system for the continuous adjustment of the set-up, single shock absorber with external spring preload, rebound and compression damping.
FRONT/REAR TYRES: 120/70-17 160/60-17
KERB WEIGHT: 132 Kg
WHEELBASE: 1437,3mm
MIN. GROUND CLEARANCE: 333mm
SEDDLE HEIGHT: 900mm
FUEL TANK CAPACITY: 13 lt
SPECS
2007 Husqvarna STR 650 CC
ENGINE: single cylinder 4 stroke
GEARS: 6
STARTING: electric with automatic decompressor
COOLING: by liquid
IGNITION: C.D.I. electronic, with adjustable advance
CARBURETOR: Kehin MX 41, dia 41
FRONT BRAKE: 320mm
REAR BRAKE: 220 mm
FRONT FORK : Upside down hydraulic telescopic fork, dia 50mm
REAR SUSPENSION: Progressive, with patented eccentric system for the continuous adjustment of the set-up, single shock absorber with external spring preload, rebound and compression damping.
FRONT/REAR TYRES: 120/70-17 160/60-17
KERB WEIGHT: 132 Kg
WHEELBASE: 1437,3mm
MIN. GROUND CLEARANCE: 333mm
SEDDLE HEIGHT: 900mm
FUEL TANK CAPACITY: 13 lt
Husqvarna 610 IE Motorcycle Data
The exhaust system on the four-stroke single cylinder engine has a “closed loop” lambda probe. The catalyser has been redesigned and optimised to meet Euro 3 requirements. The catalyser section on the silencer and the area around the passenger footrests have been covered with stainless steel protection.
The engine now features a 42 mm throttle body with the starter command on the handlebars and there is now a 300 Kpa Mitsubishi “twin jet” fuel injector fitted to the throttle. The pressure regulator (3 Bar) regulates any return of excess fuel to the tank and the MAQS (Modularised Air Quantity Sensor) consists of air temperature, mapping and TPS sensors (Throttle Position Sensor). The Kokusan 360W three-phase ignition flywheel is also new.
The water temperature sensor is positioned on the head. The injection ECU processes signals and governs the operation of the solenoid-operated valve fitted to the right hand side of the radiator. New components include the rugged polyethylene petrol tank with a 40l/h pump; the non-return fuel circuit has quick-fit connections.
The rear mudguard has a new separate number plate carrier with an independent illumination light.
The saddle has been redesigned and has new padding to improve both rider and passenger comfort.
The chassis can be fitted with a main stand that is available as an optional extra.
2007 Husqvarna SM 610 IE
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2007 Husqvarna SM 610 IE
SPECS
Dimensions, weight, capacities
Wheelbase: mm/in. 1485 / 58.46
Overall lenght: mm/in. 2080 / 81.89
Overall width: mm/in. 820 / 32.28
Overall height: mm/in. 1190 / 46.85
Saddle height: mm/in. 910 / 35.83
Min. ground clearance: mm/in. 245 / 9.64
Trail: mm/in. 70 / 2.7
Kerb weight, without fuel: Kg/lb. 142,5 / 314.1
Fuel tank capacity:
l 12,5
U.S. Gallons 3.3
Imp. Gallons 2.75
Transmission oil:
l 2,00
U.S. Quarts 2.11
Imp. Quarts 1.76
2007 Husqvarna SM 610 IE
Engine
Type: Single cylinder, four stroke
Bore: mm/in. 98 / 3.85
Stroke: mm/in. 76,4 / 3.01
Displacement: cm3/cu.in. 576,28 / 35.15
Compression ratio: 11:1
Starting: Electric
Cooling: By liquid
Water radiator: No 2 (With electric fan)
Timing system
Type: "SOHC", 4 valve
Valve timing
With valve clearance: mm/in. 0,3 / 0.12
Intake
Open: 43° B.T.D.C.
Closes: 78° A.B.D.C.
Exhaust
Open: 84° B.B.D.C.
Closes: 34° A.T.D.C.
Valve clearance (cold engine)
Intake: mm/in. 0,05 / 0.002
Exhaust: mm/in. 0,05 / 0.002
Lubrication
Type: Forced lubrication with lobe double pump
Ignition
Type: Electronic, inductive discharge, with adjustable advance (digital control)
Spark plug type: "NGK" CPR 8E
Spark plug gap: mm/in 0,55÷0,65 / 0.022÷0.026
Fuel system
Type: electronic injection feed
Clutch
Type: Wet, multiplate type; mechanic control
Driving disc no: 8
Driven disc no: 7
Primary drive
Engine sprocket: Teeth 32
Clutch gear: Teeth 7 5
Transmission ratio: 2.343
Transmission
Type: Constant mesh gear type
Speed gears no: 6
Internal ratios
1st 2,615 (34/13)
2nd 1,812 (29/16)
3rd 1,350 (27/20)
4th 1,091 (24/22)
5th 0,916 (22/24)
6th 0,769 (20/26)
Secondary drive
Transmission sprocket: Teeth 15
Rear wheel sprocket: Teeth 45
Transmission ratio: 3,000
Driving chain
Manufacturer and type: "D.I.D." 520 DS, 5/8"x1/4"
Overall ratios
1st 18,389
2nd 12,744
3rd 9,492
4th 7,670
5th 6,445
6th 5,409
Chassis
Frame
Type: Steel single tube cradle with steel round tubes: rear frame with light alloy square tubes
Front suspension
Type: "Upside-Down" telescopic hydraulic fork with advanced axle; compression and rebound stroke adjustment
Fork legs dia.: mm/in. 45 /1.77
Travel on legs axis: mm/in. 250 / 9.84
Front fork manufacturer: "MARZOCCHI"
2007 Husqvarna SM 610 IE
Rear suspension
Type: Progressive "Soft Damp" type with single hydraulic shock absorber; spring preload adjustment, compression and rebound adjustment (compression stroke: double adjustment)
Wheel travel : mm/in. 290 / 11.4
Shock absorber manufacturer: "SACHS"
Front brake
Type: "BREMBO", floating disc type with fixed caliper
Disc dia.: mm/in 320 / 12.6
Rear brake
Type: "BREMBO", floating disc type with floating caliper
Disc dia.: mm/in 220 / 8.66
Front rim
Material:Light alloy
Size: 3,50”x17”
Rear rim
Material: Light alloy
Size: 4,25”x17”
Front tire
Type: "DUNLOP" D208 F
Size: 70-17"
Rear tire
Type: "DUNLOP" D208
Size: 60-17"
Electrical equipment
Voltage: 12 V
Lamps wattage
Head light: 55 / 60 W
Pilot light: 5 W
Tail light: 5 W
Stop light: 21 W
Turn signals: 10 W
Battery: 12 V - 12 Ah
The engine now features a 42 mm throttle body with the starter command on the handlebars and there is now a 300 Kpa Mitsubishi “twin jet” fuel injector fitted to the throttle. The pressure regulator (3 Bar) regulates any return of excess fuel to the tank and the MAQS (Modularised Air Quantity Sensor) consists of air temperature, mapping and TPS sensors (Throttle Position Sensor). The Kokusan 360W three-phase ignition flywheel is also new.
The water temperature sensor is positioned on the head. The injection ECU processes signals and governs the operation of the solenoid-operated valve fitted to the right hand side of the radiator. New components include the rugged polyethylene petrol tank with a 40l/h pump; the non-return fuel circuit has quick-fit connections.
The rear mudguard has a new separate number plate carrier with an independent illumination light.
The saddle has been redesigned and has new padding to improve both rider and passenger comfort.
The chassis can be fitted with a main stand that is available as an optional extra.
2007 Husqvarna SM 610 IE
----
2007 Husqvarna SM 610 IE
SPECS
Dimensions, weight, capacities
Wheelbase: mm/in. 1485 / 58.46
Overall lenght: mm/in. 2080 / 81.89
Overall width: mm/in. 820 / 32.28
Overall height: mm/in. 1190 / 46.85
Saddle height: mm/in. 910 / 35.83
Min. ground clearance: mm/in. 245 / 9.64
Trail: mm/in. 70 / 2.7
Kerb weight, without fuel: Kg/lb. 142,5 / 314.1
Fuel tank capacity:
l 12,5
U.S. Gallons 3.3
Imp. Gallons 2.75
Transmission oil:
l 2,00
U.S. Quarts 2.11
Imp. Quarts 1.76
2007 Husqvarna SM 610 IE
Engine
Type: Single cylinder, four stroke
Bore: mm/in. 98 / 3.85
Stroke: mm/in. 76,4 / 3.01
Displacement: cm3/cu.in. 576,28 / 35.15
Compression ratio: 11:1
Starting: Electric
Cooling: By liquid
Water radiator: No 2 (With electric fan)
Timing system
Type: "SOHC", 4 valve
Valve timing
With valve clearance: mm/in. 0,3 / 0.12
Intake
Open: 43° B.T.D.C.
Closes: 78° A.B.D.C.
Exhaust
Open: 84° B.B.D.C.
Closes: 34° A.T.D.C.
Valve clearance (cold engine)
Intake: mm/in. 0,05 / 0.002
Exhaust: mm/in. 0,05 / 0.002
Lubrication
Type: Forced lubrication with lobe double pump
Ignition
Type: Electronic, inductive discharge, with adjustable advance (digital control)
Spark plug type: "NGK" CPR 8E
Spark plug gap: mm/in 0,55÷0,65 / 0.022÷0.026
Fuel system
Type: electronic injection feed
Clutch
Type: Wet, multiplate type; mechanic control
Driving disc no: 8
Driven disc no: 7
Primary drive
Engine sprocket: Teeth 32
Clutch gear: Teeth 7 5
Transmission ratio: 2.343
Transmission
Type: Constant mesh gear type
Speed gears no: 6
Internal ratios
1st 2,615 (34/13)
2nd 1,812 (29/16)
3rd 1,350 (27/20)
4th 1,091 (24/22)
5th 0,916 (22/24)
6th 0,769 (20/26)
Secondary drive
Transmission sprocket: Teeth 15
Rear wheel sprocket: Teeth 45
Transmission ratio: 3,000
Driving chain
Manufacturer and type: "D.I.D." 520 DS, 5/8"x1/4"
Overall ratios
1st 18,389
2nd 12,744
3rd 9,492
4th 7,670
5th 6,445
6th 5,409
Chassis
Frame
Type: Steel single tube cradle with steel round tubes: rear frame with light alloy square tubes
Front suspension
Type: "Upside-Down" telescopic hydraulic fork with advanced axle; compression and rebound stroke adjustment
Fork legs dia.: mm/in. 45 /1.77
Travel on legs axis: mm/in. 250 / 9.84
Front fork manufacturer: "MARZOCCHI"
2007 Husqvarna SM 610 IE
Rear suspension
Type: Progressive "Soft Damp" type with single hydraulic shock absorber; spring preload adjustment, compression and rebound adjustment (compression stroke: double adjustment)
Wheel travel : mm/in. 290 / 11.4
Shock absorber manufacturer: "SACHS"
Front brake
Type: "BREMBO", floating disc type with fixed caliper
Disc dia.: mm/in 320 / 12.6
Rear brake
Type: "BREMBO", floating disc type with floating caliper
Disc dia.: mm/in 220 / 8.66
Front rim
Material:Light alloy
Size: 3,50”x17”
Rear rim
Material: Light alloy
Size: 4,25”x17”
Front tire
Type: "DUNLOP" D208 F
Size: 70-17"
Rear tire
Type: "DUNLOP" D208
Size: 60-17"
Electrical equipment
Voltage: 12 V
Lamps wattage
Head light: 55 / 60 W
Pilot light: 5 W
Tail light: 5 W
Stop light: 21 W
Turn signals: 10 W
Battery: 12 V - 12 Ah
Husqvana 450/501 c.i. Motorcycle Data
year: 2008
price: $7,398
Engine: Four-stroke, four valves, DOHC, Liquid Cooled Single
Transmission: 6 gears
Top Speed: +/-110mph mph
Energy: Electronic Fuel Injection
Displacement: 449cc; 501cc Cc
price: $7,398
Engine: Four-stroke, four valves, DOHC, Liquid Cooled Single
Transmission: 6 gears
Top Speed: +/-110mph mph
Energy: Electronic Fuel Injection
Displacement: 449cc; 501cc Cc
HORSEPOWER
Chances are you've heard about horsepower. Just about every car ad on TV mentions it, people talking about their cars bandy the word about and even most lawn mowers have a big sticker on them to tell you the horsepower rating.
But what is horsepower, and what does the horsepower rating mean in terms of performance? In this article, you'll learn exactly what horsepower is and how you can apply it to your everyday life.
The term horsepower was invented by the engineer James Watt. Watt lived from 1736 to 1819 and is most famous for his work on improving the performance of steam engines. We are also reminded of him every day when we talk about 60-watt light bulbs.
The story goes that Watt was working with ponies lifting coal at a coal mine, and he wanted a way to talk about the power available from one of these animals. He found that, on average, a mine pony could do 22,000 foot-pounds of work in a minute. He then increased that number by 50 percent and pegged the measurement of horsepower at 33,000 foot-pounds of work in one minute. It is that arbitrary unit of measure that has made its way down through the centuries and now appears on your car, your lawn mower, your chain saw and even in some cases your vacuum cleaner.
What horsepower means is this: In Watt's judgement, one horse can do 33,000 foot-pounds of work every minute. So, imagine a horse raising coal out of a coal mine as shown above. A horse exerting 1 horsepower can raise 330 pounds of coal 100 feet in a minute, or 33 pounds of coal 1,000 feet in one minute, or 1,000 pounds 33 feet in one minute. You can make up whatever combination of feet and pounds you like. As long as the product is 33,000 foot-pounds in one minute, you have a horsepower.
You can probably imagine that you would not want to load 33,000 pounds of coal in the bucket and ask the horse to move it 1 foot in a minute because the horse couldn't budge that big a load. You can probably also imagine that you would not want to put 1 pound of coal in the bucket and ask the horse to run 33,000 feet in one minute, since that translates into 375 miles per hour and horses can't run that fast. However, if you have read How a Block and Tackle Works, you know that with a block and tackle you can easily trade perceived weight for distance using an arrangement of pulleys. So you could create a block and tackle system that puts a comfortable amount of weight on the horse at a comfortable speed no matter how much weight is actually in the bucket.
Horsepower can be converted into other units as well. For example:
1 horsepower is equivalent to 746 watts. So if you took a 1-horsepower horse and put it on a treadmill, it could operate a generator producing a continuous 746 watts.
1 horsepower (over the course of an hour) is equivalent to 2,545 BTU (British thermal units). If you took that 746 watts and ran it through an electric heater for an hour, it would produce 2,545 BTU (where a BTU is the amount of energy needed to raise the temperature of 1 pound of water 1 degree F).
One BTU is equal to 1,055 joules, or 252 gram-calories or 0.252 food Calories. Presumably, a horse producing 1 horsepower would burn 641 Calories in one hour if it were 100-percent efficient.
In this article, you'll learn all about horsepower and what it means in reference to machines.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Horsepower in High-performance Cars
Take the Quiz
Which cars have the most horsepower? Test your knowledge with this quiz from Turbo:
Which Car Has More Horsepower Quiz
A car is considered to be "high performance" if it has a lot of power relative to the weight of the car. This makes sense -- the more weight you have, the more power it takes to accelerate it. For a given amount of power you want to minimize the weight in order to maximize the acceleration.
The following table shows you the horsepower and weight for several high-performance cars (and one low-performance car for comparison). In the chart you can see the peak horsepower, the weight of the car, the power-to-weight ratio (horsepower divided by the weight), the number of seconds the car takes to accelerate from zero to 60 mph, and the price.
Horsepower /weight (lbs)/ Power:Weight/ 0-60 mph (seconds)/ Price
Dodge Viper: 450 /3,320/ 0.136/ 4.1 /$66,000
Ferrari 355 F1 375: 2,975/ 0.126 /4.6 /$134,000
Shelby Series 1 320: 2,650/ 0.121/ 4.4 /$108,000
Lotus Esprit V8 350: 3,045/ 0.115 /4.4 /$83,000
Chevrolet Corvette 345: 3,245 /0.106/ 4.8/ $42,000
Porsche Carrera 300: 2,900/ 0.103/ 5.0/ $70,000
Mitsubishi 3000GT twin-turbo 320: 3,740 /0.086/ 5.8/ $45,000
Ford Escort 110: 2,470/ 0.045/ 10.9/ $12,000
You can see a very definite correlation between the power-to-weight ratio and the 0-to-60 time -- in most cases, a higher ratio indicates a quicker car. Interestingly, there is less of a correlation between speed and price. The Viper actually looks like a pretty good value on this particular table!
If you want a fast car, you want a good power-to-weight ratio. You want lots of power and minimal weight. So the first place to start is by cleaning out your trunk.
But what is horsepower, and what does the horsepower rating mean in terms of performance? In this article, you'll learn exactly what horsepower is and how you can apply it to your everyday life.
The term horsepower was invented by the engineer James Watt. Watt lived from 1736 to 1819 and is most famous for his work on improving the performance of steam engines. We are also reminded of him every day when we talk about 60-watt light bulbs.
The story goes that Watt was working with ponies lifting coal at a coal mine, and he wanted a way to talk about the power available from one of these animals. He found that, on average, a mine pony could do 22,000 foot-pounds of work in a minute. He then increased that number by 50 percent and pegged the measurement of horsepower at 33,000 foot-pounds of work in one minute. It is that arbitrary unit of measure that has made its way down through the centuries and now appears on your car, your lawn mower, your chain saw and even in some cases your vacuum cleaner.
What horsepower means is this: In Watt's judgement, one horse can do 33,000 foot-pounds of work every minute. So, imagine a horse raising coal out of a coal mine as shown above. A horse exerting 1 horsepower can raise 330 pounds of coal 100 feet in a minute, or 33 pounds of coal 1,000 feet in one minute, or 1,000 pounds 33 feet in one minute. You can make up whatever combination of feet and pounds you like. As long as the product is 33,000 foot-pounds in one minute, you have a horsepower.
You can probably imagine that you would not want to load 33,000 pounds of coal in the bucket and ask the horse to move it 1 foot in a minute because the horse couldn't budge that big a load. You can probably also imagine that you would not want to put 1 pound of coal in the bucket and ask the horse to run 33,000 feet in one minute, since that translates into 375 miles per hour and horses can't run that fast. However, if you have read How a Block and Tackle Works, you know that with a block and tackle you can easily trade perceived weight for distance using an arrangement of pulleys. So you could create a block and tackle system that puts a comfortable amount of weight on the horse at a comfortable speed no matter how much weight is actually in the bucket.
Horsepower can be converted into other units as well. For example:
1 horsepower is equivalent to 746 watts. So if you took a 1-horsepower horse and put it on a treadmill, it could operate a generator producing a continuous 746 watts.
1 horsepower (over the course of an hour) is equivalent to 2,545 BTU (British thermal units). If you took that 746 watts and ran it through an electric heater for an hour, it would produce 2,545 BTU (where a BTU is the amount of energy needed to raise the temperature of 1 pound of water 1 degree F).
One BTU is equal to 1,055 joules, or 252 gram-calories or 0.252 food Calories. Presumably, a horse producing 1 horsepower would burn 641 Calories in one hour if it were 100-percent efficient.
In this article, you'll learn all about horsepower and what it means in reference to machines.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Measuring Horsepower
If you want to know the horsepower of an engine, you hook the engine up to a dynamometer. A dynamometer places a load on the engine and measures the amount of power that the engine can produce against the load.
You can get an idea of how a dynamometer works in the following way: Imagine that you turn on a car engine, put it in neutral and floor it. The engine would run so fast it would explode. That's no good, so on a dynamometer you apply a load to the floored engine and measure the load the engine can handle at different engine speeds. You might hook an engine to a dynamometer, floor it and use the dynamometer to apply enough of a load to the engine to keep it at, say, 7,000 rpm. You record how much load the engine can handle. Then you apply additional load to knock the engine speed down to 6,500 rpm and record the load there. Then you apply additional load to get it down to 6,000 rpm, and so on. You can do the same thing starting down at 500 or 1,000 rpm and working your way up. What dynamometers actually measure is torque (in pound-feet), and to convert torque to horsepower you simply multiply torque by rpm/5,252.
Torque
Imagine that you have a big socket wrench with a 2-foot-long handle on it, and you apply 50 pounds of force to that 2-foot handle. What you are doing is applying a torque, or turning force, of 100 pound-feet (50 pounds to a 2-foot-long handle) to the bolt. You could get the same 100 pound-feet of torque by applying 1 pound of force to the end of a 100-foot handle or 100 pounds of force to a 1-foot handle.
Similarly, if you attach a shaft to an engine, the engine can apply torque to the shaft. A dynamometer measures this torque. You can easily convert torque to horsepower by multiplying torque by rpm/5,252.
Graphing Horsepower
If you plot the horsepower versus the rpm values for the engine, what you end up with is a horsepower curve for the engine. A typical horsepower curve for a high-performance engine might look like this (this happens to be the curve for the 300-horsepower engine in the Mitsubishi 3000 twin-turbo):
What a graph like this points out is that any engine has a peak horsepower -- an rpm value at which the power available from the engine is at its maximum. An engine also has a peak torque at a specific rpm. You will often see this expressed in a brochure or a review in a magazine as "320 HP @ 6500 rpm, 290 lb-ft torque @ 5000 rpm" (the figures for the 1999 Shelby Series 1). When people say an engine has "lots of low-end torque," what they mean is that the peak torque occurs at a fairly low rpm value, like 2,000 or 3,000 rpm.
Another thing you can see from a car's horsepower curve is the place where the engine has maximum power. When you are trying to accelerate quickly, you want to try to keep the engine close to its maximum horsepower point on the curve. That is why you often downshift to accelerate -- by downshifting, you increase engine rpm, which typically moves you closer to the peak horsepower point on the curve. If you want to "launch" your car from a traffic light, you would typically rev the engine to get the engine right at its peak horsepower rpm and then release the clutch to dump maximum power to the tires.
One of the areas where people talk most about horsepower is in the area of high-performance cars. In the next section, we'll talk about the connection there.
Horsepower in High-performance Cars
Take the Quiz
Which cars have the most horsepower? Test your knowledge with this quiz from Turbo:
Which Car Has More Horsepower Quiz
A car is considered to be "high performance" if it has a lot of power relative to the weight of the car. This makes sense -- the more weight you have, the more power it takes to accelerate it. For a given amount of power you want to minimize the weight in order to maximize the acceleration.
The following table shows you the horsepower and weight for several high-performance cars (and one low-performance car for comparison). In the chart you can see the peak horsepower, the weight of the car, the power-to-weight ratio (horsepower divided by the weight), the number of seconds the car takes to accelerate from zero to 60 mph, and the price.
Horsepower /weight (lbs)/ Power:Weight/ 0-60 mph (seconds)/ Price
Dodge Viper: 450 /3,320/ 0.136/ 4.1 /$66,000
Ferrari 355 F1 375: 2,975/ 0.126 /4.6 /$134,000
Shelby Series 1 320: 2,650/ 0.121/ 4.4 /$108,000
Lotus Esprit V8 350: 3,045/ 0.115 /4.4 /$83,000
Chevrolet Corvette 345: 3,245 /0.106/ 4.8/ $42,000
Porsche Carrera 300: 2,900/ 0.103/ 5.0/ $70,000
Mitsubishi 3000GT twin-turbo 320: 3,740 /0.086/ 5.8/ $45,000
Ford Escort 110: 2,470/ 0.045/ 10.9/ $12,000
You can see a very definite correlation between the power-to-weight ratio and the 0-to-60 time -- in most cases, a higher ratio indicates a quicker car. Interestingly, there is less of a correlation between speed and price. The Viper actually looks like a pretty good value on this particular table!
If you want a fast car, you want a good power-to-weight ratio. You want lots of power and minimal weight. So the first place to start is by cleaning out your trunk.
1969 Mercury Cougar Eliminator
1969 Mercury Cougar
by the Auto Editors of Consumer Guide
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of Consumer Guide, the Auto Editors. "1969 Mercury Cougar." 30 November 2007. HowStuffWorks.com. 14 November 2009.Auto Videos
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Mercury raised its muscle car profile with the introduction of the 1969 Mercury Cougar Eliminator. Taking its cue from such rivals as Z28 and SS Camaros, as well as Ford's own Boss 302 and Mach 1 Mustangs, Ford introduced the Eliminator in April 1969. The Eliminator came with a range of engines, from the Trans Am-inspired solid-lifter 302-cid small block to the 428-cid Cobra Jet big block.
Muscle Car Image Gallery
©2007 Publications International, Ltd.
Mercury Cougar received its first restyle for 1969, and Mercury answered the Boss 302 and Mach 1 Mustangs with the striped-and-spoilered Eliminator. See more muscle car pictures.
Mercury had introduced its sporty coupe in 1967 as a luxury-touring alternative to the pony-car herd. It had mature styling and upscale interior appointments and was built on a Mustang chassis stretched by three inches to provide a longer, ride-enhancing wheelbase.
Mercury in these years was deeply involved in racing. It backed a variety of record-setting Comet and Cougar drag specials, as well as NASCAR-winning Cyclones. Its street image was tamer, though not for lack of trying. Cougar contributed with the '68 GT-E, which like the Mustang, opened the year with an available 390-horsepower 427-cid V-8, then switched to the 428 Cobra Jet. The image was still more Euro luxury touring car than American muscle, though. It wasn't until the release of the 1969 Mercury Cougar Eliminator that Mercury was able earn a reputation for muscular Detroit iron.
Not all 1969 Mercury Cougar Eliminators were that powerful. In all-out acceleration, the available 290-horsepower 302 was overmatched by the Cougar's weight, but the 428 Cobra Jet benefited from the relatively generous wheelbase. Grip was slightly better off the line than in the shorter Mustang, and quarter-mile times were every bit as good.
Like Mustang, the Eliminator offered the 428-cid CJ with and without Ram Air, as well as in Drag Pak guise with an oil cooler and a 4.30:1 gear-ratio Detroit Locker rear axle. The Eliminator didn't use the shaker hood; its standard scoop was functional only when Ram Air was ordered. A blacked-out grille, side stripe, and front and rear spoilers enhanced the muscular look, and Mercury offered the Eliminator in a palette of "high-impact" blue, orange, and yellow exterior colors.
More impact could be obtained over dealer parts counters, which offered not only headers and dual-quad carburetors, but such exotic hop-up components as deep-sump oil pans and quadruple Weber carburetor setups. From the factory, or with these available parts, the 1969 Mercury Cougar Eliminator was true American muscle.
©2007 Publications International, Ltd.
The 1969 Mercury Cougar Eliminator blended American muscle car
attributes with an upscale European flair.
The 1969 Mercury Cougar Eliminator
Specifications
Wheelbase, inches: 111.0
Weight, lbs: 3,780
Base price: $3,500
Top Available Engine
Type: ohv V-8
Displacement, cid: 428
Fuel system: 1 x 4 bbl.
Compression ratio: 10.6:1
Horsepower @ rpm: 335 @ 5200
Torque @ rpm: 440 @ 3400
Representative Performance
0-60 mph, sec: 5.6
1/4 mile, sec @ mph: 14.1 @ 103
by the Auto Editors of Consumer Guide
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Please copy/paste the following text to properly cite this HowStuffWorks article:
of Consumer Guide, the Auto Editors. "1969 Mercury Cougar." 30 November 2007. HowStuffWorks.com.
More Auto Videos »
Mercury raised its muscle car profile with the introduction of the 1969 Mercury Cougar Eliminator. Taking its cue from such rivals as Z28 and SS Camaros, as well as Ford's own Boss 302 and Mach 1 Mustangs, Ford introduced the Eliminator in April 1969. The Eliminator came with a range of engines, from the Trans Am-inspired solid-lifter 302-cid small block to the 428-cid Cobra Jet big block.
Muscle Car Image Gallery
©2007 Publications International, Ltd.
Mercury Cougar received its first restyle for 1969, and Mercury answered the Boss 302 and Mach 1 Mustangs with the striped-and-spoilered Eliminator. See more muscle car pictures.
Mercury had introduced its sporty coupe in 1967 as a luxury-touring alternative to the pony-car herd. It had mature styling and upscale interior appointments and was built on a Mustang chassis stretched by three inches to provide a longer, ride-enhancing wheelbase.
Mercury in these years was deeply involved in racing. It backed a variety of record-setting Comet and Cougar drag specials, as well as NASCAR-winning Cyclones. Its street image was tamer, though not for lack of trying. Cougar contributed with the '68 GT-E, which like the Mustang, opened the year with an available 390-horsepower 427-cid V-8, then switched to the 428 Cobra Jet. The image was still more Euro luxury touring car than American muscle, though. It wasn't until the release of the 1969 Mercury Cougar Eliminator that Mercury was able earn a reputation for muscular Detroit iron.
Not all 1969 Mercury Cougar Eliminators were that powerful. In all-out acceleration, the available 290-horsepower 302 was overmatched by the Cougar's weight, but the 428 Cobra Jet benefited from the relatively generous wheelbase. Grip was slightly better off the line than in the shorter Mustang, and quarter-mile times were every bit as good.
Like Mustang, the Eliminator offered the 428-cid CJ with and without Ram Air, as well as in Drag Pak guise with an oil cooler and a 4.30:1 gear-ratio Detroit Locker rear axle. The Eliminator didn't use the shaker hood; its standard scoop was functional only when Ram Air was ordered. A blacked-out grille, side stripe, and front and rear spoilers enhanced the muscular look, and Mercury offered the Eliminator in a palette of "high-impact" blue, orange, and yellow exterior colors.
More impact could be obtained over dealer parts counters, which offered not only headers and dual-quad carburetors, but such exotic hop-up components as deep-sump oil pans and quadruple Weber carburetor setups. From the factory, or with these available parts, the 1969 Mercury Cougar Eliminator was true American muscle.
©2007 Publications International, Ltd.
The 1969 Mercury Cougar Eliminator blended American muscle car
attributes with an upscale European flair.
The 1969 Mercury Cougar Eliminator
Specifications
Wheelbase, inches: 111.0
Weight, lbs: 3,780
Base price: $3,500
Top Available Engine
Type: ohv V-8
Displacement, cid: 428
Fuel system: 1 x 4 bbl.
Compression ratio: 10.6:1
Horsepower @ rpm: 335 @ 5200
Torque @ rpm: 440 @ 3400
Representative Performance
0-60 mph, sec: 5.6
1/4 mile, sec @ mph: 14.1 @ 103
1969 Ford 429 Cobra Jet
1969 Ford Torino Cobra
by the Auto Editors of Consumer Guide
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Judging from their newfound plumpness, Detroit's 1970 crop of intermediates were not only midsized, but middle-aged. Nowhere was that truer than at Ford, where the 1970 Ford Torino Cobra gained an inch of wheelbase and five full inches of length, making it among the very largest cars in the segment. At least the reshaped sheetmetal looked aero-inspired, while a two-inch increase in tread width allowed Ford to squeeze in a new high-performance engine befitting of a muscle car.
The Ford Torino grew five inches in length and two in track width for 1970,
but the changes allowed better styling and a bigger engine.
Replacing the willing but aged 428-cid V-8 was a new 429-cid mill. This was not the semi-hemi Boss 429 engine, but a fresh design with thin-wall construction and canted-valve heads. Ford retained a familiar moniker for the hottest versions, and built a new muscle car around them: the Torino Cobra.
This was basically a SportsRoof Torino GT in fighting trim, with exposed headlamps, blackout hood, and available muscle-car touches like rear-window slats and fat Polyglas F60x15s on seven-inch-wide Magnum 500 wheels. Standard equipment included a Hurst-shifted, competition suspension with staggered rear shocks, and Cobra insignia.
The more powerful Cobra version of the 429-cid engine sat on a high-rise
manifold and had an optional shaker scoop.
The standard engine was a 10.5:1-compression 360-bhp version of the 429. Things quickly got serious with the 370-bhp Cobra variant, which had an 11.3:1 squeeze, different heads, a high-lift cam, and a 700-cfm Holley four-barrel on a high-rise manifold. With the available shaker scoop, this engine was called the 429 Cobra Jet Ram-Air, but stayed at 370 bhp.
Among the better points of this muscle car's larger size
were good comfort and quiet operation.
Ordering the Drag Pack with the Cobra engine added Traction-Lok 3.91:1 or Detroit Locker 4.30:.1 gears, a mechanical-lifter cam, oil cooler, forged aluminum pistons, four-bolt mains, and a 780-cfm four-barrel, for a 375-bhp rating. (Early '70 ads also listed the genuine Boss 429 as a Torino Cobra option, though few were installed.)
With a rear-heavy design, the 1970 Ford Torino Cobra's
rear wheels had good dig for quick starts.
Torino Cobras weren't as brutally overpowering as some rival big-blocks, but they were strong enough on the street. Part of the car's heft actually helped performance: With so much weight in the tail, dig off the line was excellent and its 0-60 mph sprints were extremely competitive. Handling was surprisingly composed, comfort was high, and Cobras -- those without solid lifters -- were quiet. Evidently, middle age has its good points.
The 1970 Ford Torino Cobra
Specifications
Wheelbase, inches: 117.0
Weight, lbs: 3,774
Number built: 7,675
Base price: $3,270
Top Available Engine
Type: ohv V-8
Displacement, cid: 429
Fuel system: 1 x 4bbl.
Compression ratio: 11.3:1
Horsepower @ rpm: 370 @ 5400
Torque @ rpm: 450 @ 3400
Representative Performance
0-60 mph, sec: 6.0
1/4 mile, sec. @ mph: 13.99 @ 107
by the Auto Editors of Consumer Guide
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Judging from their newfound plumpness, Detroit's 1970 crop of intermediates were not only midsized, but middle-aged. Nowhere was that truer than at Ford, where the 1970 Ford Torino Cobra gained an inch of wheelbase and five full inches of length, making it among the very largest cars in the segment. At least the reshaped sheetmetal looked aero-inspired, while a two-inch increase in tread width allowed Ford to squeeze in a new high-performance engine befitting of a muscle car.
The Ford Torino grew five inches in length and two in track width for 1970,
but the changes allowed better styling and a bigger engine.
Replacing the willing but aged 428-cid V-8 was a new 429-cid mill. This was not the semi-hemi Boss 429 engine, but a fresh design with thin-wall construction and canted-valve heads. Ford retained a familiar moniker for the hottest versions, and built a new muscle car around them: the Torino Cobra.
This was basically a SportsRoof Torino GT in fighting trim, with exposed headlamps, blackout hood, and available muscle-car touches like rear-window slats and fat Polyglas F60x15s on seven-inch-wide Magnum 500 wheels. Standard equipment included a Hurst-shifted, competition suspension with staggered rear shocks, and Cobra insignia.
The more powerful Cobra version of the 429-cid engine sat on a high-rise
manifold and had an optional shaker scoop.
The standard engine was a 10.5:1-compression 360-bhp version of the 429. Things quickly got serious with the 370-bhp Cobra variant, which had an 11.3:1 squeeze, different heads, a high-lift cam, and a 700-cfm Holley four-barrel on a high-rise manifold. With the available shaker scoop, this engine was called the 429 Cobra Jet Ram-Air, but stayed at 370 bhp.
Among the better points of this muscle car's larger size
were good comfort and quiet operation.
Ordering the Drag Pack with the Cobra engine added Traction-Lok 3.91:1 or Detroit Locker 4.30:.1 gears, a mechanical-lifter cam, oil cooler, forged aluminum pistons, four-bolt mains, and a 780-cfm four-barrel, for a 375-bhp rating. (Early '70 ads also listed the genuine Boss 429 as a Torino Cobra option, though few were installed.)
With a rear-heavy design, the 1970 Ford Torino Cobra's
rear wheels had good dig for quick starts.
Torino Cobras weren't as brutally overpowering as some rival big-blocks, but they were strong enough on the street. Part of the car's heft actually helped performance: With so much weight in the tail, dig off the line was excellent and its 0-60 mph sprints were extremely competitive. Handling was surprisingly composed, comfort was high, and Cobras -- those without solid lifters -- were quiet. Evidently, middle age has its good points.
The 1970 Ford Torino Cobra
Specifications
Wheelbase, inches: 117.0
Weight, lbs: 3,774
Number built: 7,675
Base price: $3,270
Top Available Engine
Type: ohv V-8
Displacement, cid: 429
Fuel system: 1 x 4bbl.
Compression ratio: 11.3:1
Horsepower @ rpm: 370 @ 5400
Torque @ rpm: 450 @ 3400
Representative Performance
0-60 mph, sec: 6.0
1/4 mile, sec. @ mph: 13.99 @ 107
429 Cobra Jet/Super Cobra Jet
429 Cobra Jet and Super Cobra Jet
Most enthusiasts acknowledge 1970 as a very exciting year for Ford, with a completely restyled
Torino and a slightly restyled Mustang, both of which were still available with the awesome 428
Cobra Jet engine options. As a matter of fact, the 1970 models from all the automobile
manufacturers were near the pinnacle of performance, and the Ford offerings were right there in
the thick of things.
Using the same hot-rodding
tricks used to create the 428CJ,
engineers warmed over the new
429 Thunderjet, to produce the
429CJ and SCJ. Rated at 375
hp, these engines were also
severely under-rated.
The best news for the potential 1970 Ford buyer was the availability of the 429 Cobra Jet engine,
which was available in the midsize Torino models. By utilizing the standard Thunderjet 429, Ford
remachined the engine block to accept four-bolt main bearing caps on the second, third and
fourth journals, with the cylinder heads being modified slightly to accept larger valves and ports,
heavier valve springs, and 14mm spark plugs instead of the 18mm plugs used in standard 429
heads. All Cobra Jets used hydraulic camshafts, and all Super Cobra Jets used mechanical
camshafts, and both used stamped 1.73 ratio rocker arms with guide plates and hardened push
rods. Ford’s Muscle Parts Catalog states, “Early 1970 CJs and all SCJs use threaded,
nonpositive stop studs that can be adjusted for a mechanical cam. 429CJ engines built after 11-1-
69 use threaded, positive stop studs that are nonadjustable and can only be used with hydraulic
cams.” The connecting rods were identical to standard 429 except for spot facing under the bolt
head to resist bolt and rod fatigue, and the CJ pistons were cast-aluminum with a single intake
valve relief, with SCJ pistons being forged aluminum.
The new 351 Cleveland V-8 was another equally famous engine making its first appearance in
the Ford line-up in 1970. Again utilizing the technology used in the 429 and Boss 302, the 351
Cleveland, or “351C” as it is commonly known, incorporated the large, polyangle valves and
combustion chambers, rounded ports, thinwall casting techniques in the engine block, a nodular
iron crankshaft with six counterweights, external balancing, two-bolt main bearing caps, and
hydraulic camshafts. A very common question regards identifying the visual differences in a 351
Windsor and 351 Cleveland, since they share virtually no parts. The easiest way to identify a 351
is by counting the valve cover bolts: if there are six, it is a Windsor, and if there are eight, it is a
Cleveland. This rule only applies to 1974 and earlier engines. After that time, all 351s with eight
valve cover bolts were “351M,” or Modifieds. Check the date on the engine very carefully. More
than one 351M has been passed off to an uninformed buyer as a 351C! Also, the front of the
351C engine was extended two inches to cover the timing gears and chain, which is covered by a
simple steel plate, instead of the die cast front cover used on the Windsor motors. The
thermostat was housed within the 351C front extension, which directed water into the engine
block instead of the intake manifold.
Even though the full-size XL model was still available with the 360-horsepower 429 V-8, Cruise-O-
Matic automatic transmission was a mandatory option, and rear end ratios were either 2.80:1 or
3.25:1. This formula did not equal a high-performance combination in a car weighing 4300-plus
pounds. As a result of the emphasis on luxury and the total de-emphasis of performance in the
full-size 1970 Ford line-up; these models will be omitted from any further detailing in Super ‘60s
Fords, although photos have been included here for reference and identification.
Even though not described in detail, the 1970
XL convertible was a very sporting mode of
transportation. Minor restyling set it apart from
the 1969 counterpart. The owner of this white
XL ragtop has added Keystone Classic wheels
and white letter tires, to further personalize his
convertible.
Taillights were lower than on the 1969
models. A few Xls were equipped with the
360-horsepower Thunderjet 429 engine and
four-speed manual transmission, making
spirited performers out of the big, luxurious
XLs.
The 1970 full-size Fords continued to
use the unusual instrument panel,
which positioned the radio to the left of
the driver. Some XL buyers opted for
the bucket seat interior, which also
featured a center console. Notice the
U-shaped handle on the automatic
shifter. By federal mandate, 1970
models were no longer allowed to use
horn rings.
Fairlanes, Torinos and Falcons
By the end of 1969, nearly a fourth of all new car sales were in the intermediate size field. The
1970 intermediates were nearly the size of full-size models from the early 1960s, and were very
popular with all but the largest families, and with the younger buyers who really appreciated the
performance potential and performance options offered by the manufacturers. By far, the widest
range of engine options was in the intermediates and “pony cars,” which also accounted for the
high sales figures.
This magnificent 1970 Torino
GT convertible is one of only
three documented examples
equipped with the 429 SCJ
and DragPak option.
The 1970 Torinos (only the very base model was referred to as a “Fairlane 500” in 1970) were
totally restyled in 1970, and are among the best looking of all Fords from the decade. Even
though Ford would probably have denied it at the time, the two-door Sportsroof models were
designed with aerodynamics on the NASCAR high-speed racetracks as the overwhelming priority.
This fact was reinforced when the advertisements stated that the new Torinos had been “shaped
by the wind.” After the swoopy fastbacks were designed, the rest of the models were similarly
styled to complete the series. Unfortunately, even though the new Sportsroof model appeared to
be much more aerodynamic than its predecessor, it really was not as smooth, and the Ford
racing drivers preferred the earlier fastback models to the new ones. In spite of their
aerodynamic deficiency on the NASCAR tracks, the new Torinos were beautifully styled cars, with
a V-shaped injection molded plastic egg-crate style grille with four headlights mounted at the
outside edges of the grille. The body profile presented very rounded contours, following the
“Coke bottle” school of styling, with peaked front fenders, and a top that flowed gently into the
rear quarter-panels and rear deck lid. A single, full-length feature line was used along the body
side on all models. At the rear, rectangular taillights with rounded outer edges were used
throughout the series. Concealed windshield wipers were the styling rage in 1970, and the Torino
series jumped on that bandwagon, with the wipers hidden behind a raised lip on the trailing edge
of the hood. Also, all 1970 Torino models featured a “semi oval” steering wheel, with the lower
half-circle flattened to provide more legroom for the driver.
Wheelbase grew to 117 inches for 1970, overall length grew to 206.2 inches, and weights ranged
from 3,258 pounds for the six-cylinder equipped Fairlane 500 two-door sedan, up to 3,900
pounds for an FE V-8-equipped Torino Squire station wagon.
The 1970-1/2 Falcon represents
the austere approach to getting
around as rapidly as humanly
possible. This ultra rare orange
rocket (fewer than 100 were built)
is equipped with the 429SCJ
engine, four-speed transmission,
and 4.33:1 Detroit Locker rear
end. Except for the gigantic rear
meats and skinny front rollers, the
6,900-mile car is totally original,
and performs the owner’s grocery-
getting chores with great dispatch.
The Falcon was reintroduced as a 1970 1/2 Torino subseries, and was designed for the same
market as the previous Falcon buyer, the basic transportation market. It was available only in
two- and four-door sedans and a four-door station wagon. The 1970 1/2 Falcons featured bright
windshield and rear window moldings; a bright roof drip rail molding; the FORD name, in block
letters, across the rear body panel and on the driver’s side of the hood; and the FALCON script
above the rear side marker lights on the rear quarter-panels. Inside, the Falcons offered all-vinyl
interiors and color-keyed rubber floor mats. In keeping with the economy image, Falcon options
were limited to power steering, power front disc brakes, two-tone paint, and white sidewall tires.
The powertrain options were a different story, however, with the same engine/transmission
options as in the rest of the Torino line-up, including the awesome 429 SCJ and four-speed
manual transmission! Obviously, very, very few Falcons were so equipped, but those few were
normally used for very short jaunts of approximately a quarter-mile in duration. A box stock 429
SCJ/Falcon combination was good for low 13-second time slips, which was equal to anything
being produced in Detroit.
Fairlane 500 models used a conservative,
all-vinyl interior upholstery. Notice the
Hurst-shifted four-speed transmission and the
disk brake emblem on the brake pedal. With
the Ram Air 351 engine, it is one of the most
unusually equipped Fairlane 500s built in 1970.
Completely restyled again for 1970, the
intermediate Fairlane grew in proportions.
While the majority of buyers chose the more
plush Torino series, this standard Fairlane 500
model features several unique options,
including AM/FM stereo radio, disc brakes, and
Magnum 500 wheels. The car is so unusually
equipped that Ford originally refused to build
it. Though it could be considered a semi
fastback, this example is actually considered a
coupe. Instead of the honeycomb plastic insert
between the taillights, Fairlanes had the simple
“Ford” name spelled out in block letters.
The Fairlane 500 was the base trim level of the series and included a single horizontal bright
dividing bar in the grille, with a Ford crest in the center of the bar; bright windshield and rear
window moldings; bright roof drip rail moldings; two simulated exhaust ports on the front fenders
behind the front wheels; ventless side windows on two-door models; the FORD name, in block
letters, on the driver’s side of the hood, and spaced across the rear body panel; Ford “corporate
design” stainless steel hub caps; and the FAIRLANE 500 scripts along the rear quarter-panels,
just above the rear side marker lights.
Inside, the new Fairlane 500 models featured a restyled instrument cluster, column-mounted
ignition switch and lock; the three-point “Uni Lock” safety harness; cloth and vinyl seating
surfaces with color-keyed all-vinyl interior trim panels, and color-keyed nylon and rayon
carpeting.
The Torino became the intermediate trim level for the new year, and included all the standard
features of the Fairlane 500 series, in addition to a special V-shaped plastic grille with the
“Torino” crest in the center; bright wheel well moldings; a single bright strip/body side guard
along the side feature line; a bright metal molding along the rear edge of the hood; a spoiler type
raised lip on the rear deck of the Sportsroof models; a matte black finished plastic insert in the
rear face of the trunk spoiler with the FORD name, in block letters on the right side on the insert;
an egg-crate style appliqué in the rear body panel; the TORINO name, in block letters, above the
feature line on the front fenders and, in script, on the driver’s side of the hood. Inside, the
Torinos included all the standard features of the Fairlane 500 series, in addition to upgraded
cloth and vinyl upholstery with all-vinyl interior trim panels, with the TORINO name appearing on
the right side of the instrument panel.
The Torino Brougham was the new top trim level of the series, and was available only in formal
two-door hardtop and four-door hardtop configurations. It included all the standard features of
the Torino series, in addition to hidden headlights, a bright rocker panel molding, and the
Brougham crest in the center of the rear deck lid and on the sides of the rear roof pillars. Inside,
the Torinos Broughams possessed luxurious upholstery, with cloth and vinyl seating surfaces
featuring pleated and square-tucked materials, with matching square-tucked materials and
carpeting on the interior side panels. The TORINO script appeared on the top of the interior door
panels and on the right side of the instrument panel. Simulated woodgrain appliqués appeared
on the lower portion of the instrument panels and on the door side panels. With the emphasis on
luxury, the Torino Broughams featured interiors equal to those in the full-size LTD Broughams for
comfort and luxurious appointments.
In most people’s minds, 1971 represents the last year of the true musclecars available from the
major manufacturers. The automakers were no longer able to resist the governmental and
insurance company pressures, and the musclecar era, which officially ended after the 1972
model year, ceased to exist. Even though nearly every manufacturer offered intermediate bodies
with large engines in 1972, they were all forced to run lower compression ratios, due to the
regular gasoline requirement, and output dropped considerably. The result was the
“decalmobiles” which were high-performance only in the eyes of the advertising people.
Sporting only minor trim
updates for 1971, the Torino
continued as one of the best-
looking models ever to emerge
from Dearborn’s styling studios.
Torinos
The intermediate 1971 Torinos were identical to the 1970 models, with two exceptions, a slightly
revised grille and longer laser stripe on the GT models. The Fairlane 500 series was dropped, as
was the Falcon and the two-door sedan model, with the Torino becoming the base trim level. All
engine sizes remained the same as in 1970, although the output of nearly all the engines was
reduced slightly. In 1971, the big 429s were no longer referred to as “Cobra Jets.” They became
“CJ” and “CJ-R” (Ram Air) engines.
As in 1970, all Torinos shared a 117-inch wheelbase and 206.2-inch overall length, and weights
ranged from 3,345 pounds for a six-cylinder equipped four-door Torino sedan, up to 3,700
pounds for a 429-equipped Torino Squire station wagon.
The Torino was the base trim level of the series in 1971, with bright windshield, rear window, and
roof drip rail moldings; “Corporate design” stainless steel hub caps; the FORD name, in block
letters, on the driver’s side of the hood and spaced across the lower rear body panel; a dark-
argent colored ABS plastic grille with bright horizontal dividing bar; and the TORINO designation,
in block letters, along the side of the rear quarter-panels, just above the rear marker lights.
Inside, the Torinos were equipped with all-vinyl upholstery material with matching all-vinyl interior
trim panels, vinyl-coated rubber floor mats, and the TORINO name, in block letters, on a plaque
on the passenger’s side of the instrument panel.
The Torino 500 was the intermediate series for 1971 and included all the standard Torino
features, in addition to the “high series” divided egg-crate style ABS plastic grille, with bright
moldings and the Ford crest in the center; bright wheel well and rocker panel moldings; a bright
molding at the base of the side windows; bright window frames on sedans; the “Torino” crest in
the center of the rear deck lid (except Sportsroof models); a “500” plaque in addition to the rear
quarter TORINO identification; and the TORINO script on the driver’s side of the hood. Inside,
Torino 500s featured cloth and vinyl seating surfaces with matching all-vinyl interior trim panels,
color keyed nylon carpeting, front and rear armrests, and a color-keyed textured metal lower
instrument panel surface.
The Torino Brougham continued as the top trim level, and included all the standard features of
the Torino series, in addition to the 302 two-barrel V-8 engine, a bright lower body side molding
and bright wheel well moldings, the BROUGHAM script on the rear roof pillars, a black textured
insert with bright bars and the TORINO crest in the rear body panel, additional sound deadening
and insulation, and bright wheel covers. Brougham models continued to offer a very luxurious
interior, with cloth and vinyl seating surfaces and interior trim panels, simulated woodgrain
appliqués on the lower portion of the instrument panel and door panel inserts, bright plated
armrest bases, and the deluxe two-spoke steering wheel with simulated woodgrain appliqués.
Using the same body as in 1970, the 1971
Torinos were updated with a new grille and
side trim. The top-line GT package was an
exterior trim option featuring a “laser stripe”
that faded light-to-dark and contrasted with the
body color.
The Sportsroof fastback hardtop was a very
attractive package, especially when adorned
with the GT trim. The rear panel between
the taillights featured a honeycomb insert.
Nevertheless, the blind spot created by the
roof was significant.
Interiors were carryovers from 1970. Bench
seats were standard in GT models, with bucket
seats and a center console optional. Luxury
options such as the tilt steering wheel were
beginning to appear on the intermediate
models.
The beautiful chrome Magnum 500 wheels
really set off the styling of the GT. These
add a sporty appearance to nearly any Ford
product.
The Torino GT continued as the sporty version of the series. In addition to all the standard
features of the Torino series, it included the 302 two-barrel V-8 engine; a special hood with a
wide, nonfunctional hood scoop; bright molding on the rear hood lip; a dark argent rocker panel
molding, with the GT identification on the front fender portion of the molding; dual racing mirrors,
with remote control on the driver’s mirror; “Corporate design” chrome-plated hub caps with trim
rings; taillights recessed behind a black metal latticework insert; a textured black insert on the
face of the Sportsroof’s rear deck spoiler, with the FORD name, in block letters, on the right side
of the insert, and the TORINO script on the right side of the standard rear deck lid on the
convertible, which also included a power-operated top and glass rear window. Inside, Torino GTs
utilized a horizontally pleated all-vinyl upholstery material with matching interior trim panels with a
black textured insert, a black textured lower instrument panel, deluxe two-spoke steering wheel
with simulated woodgrain appliqué, bright armrest bases, and bright trim on the foot pedals.
The Torino Cobra continued to hold its position as the performance model of the series, but with
one major change. The mighty 429 Cobra Jet was replaced with the 351 Cleveland four-barrel V-
8. In addition, Cobras included four-speed manual transmission with Hurst shifter; heavy-duty
suspension with larger stabilizer bar, heavy-duty shock absorbers and springs; dual exhausts;
F70x14 belted Wide Oval white sidewall tires on 14x7 rims; a 55-amp battery; dual note horn; the
low series ABS plastic grille painted flat black with a bright horizontal dividing bar that included
the “Cobra” coiled snake in the center; bright metal wheelwell moldings; argent-colored wheels
with “Corporate design” hub caps; “Cobra” decals along the sides of the rear quarter-panels; and
a flat black painted rear body section, with the “Cobra” emblem in the center and the FORD
name, in block letters, along the right side of the rear deck lid.
Popular Torino options included the 302 two-barrel V-8 engine ($95); the 351C two-barrel V-8
engine ($140); the 351C four-barrel V-8 engine ($188); the 429CJ four-barrel V-8 engine ($374);
the 429CJ-R four-barrel V-8 engine ($531); Cruise-O-Matic three-speed automatic transmission
($217—$238 on Cobras); four-speed manual transmission ($250—standard on Cobra); heavy-
duty suspension ($23); Traction-Loc differential ($48); Drag Pack with 3.91 Traction-Loc
differential ($155); Drag Pack with 4.30 “Detroit Locker” differential ($207); power steering
($115); power front disc brakes ($70); Shaker hood assembly ($65—351C four-barrel V-8 only,
standard on 429CJ-R); 8,000 rpm tachometer ($49); styled steel wheels ($58); chrome Magnum
500 wheels ($158); front bucket seats ($150—GTs and Cobras); center console ($60—GTs and
Cobras); SportSlats ($65—Sportsroof); laser stripes ($39—GTs); push-button AM radio with
antenna ($66); AM/FM stereo radio ($240); vinyl roof ($95); SelectAire air conditioning ($428);
power tailgate window on station wagons ($35); and white sidewall tires ($34).
This 429SCJ-powered 1971 Mustang
coupe is one of just a handful of coupes
built with this engine. (Mike Mueller)
The 429CJ was not common in any 1971
Mustang, but in the plain-Jane coupe, the engine
was extremely rare. Can you imagine pulling up
next to this vanilla beast at a stop light and
having your doors peeled by the little white
coupe? (Mike Mueller)
The 429CJ-R was the most powerful engine available in the 1971 Torinos, with 370 horsepower
at 5,400 rpm, 450 ft-lbs of torque at 3,400 rpm, an 11.3:1 compression ratio, and a single 780
cfm Holley 4150 four-barrel carburetor mounted on a cast-iron intake manifold. The engine block
and cylinder heads were Ford Corporate Blue, with natural finish finned aluminum valve covers
and the matte black Shaker air cleaner top. Also included in this engine package were extra
heavy-duty front and rear springs, shock absorbers and stabilizer bar, “sporty” dual exhausts
(loud) on GT and Cobra, 80-amp heavy-duty battery, 55-amp alternator, extra-capacity radiator,
bright engine dress-up kit, 3.25:1 open rear axle, and mandatory optional power front disc
brakes on convertibles. Torinos originally equipped with this engine package have a “J” engine
code on the data tag.
Submitting to insurance
company pressures, Ford
downrated the four-barrel
351C engine to 285
horsepower, although output
actually remained over the
300-horsepower rating from
1970, especially when the
Ram Air system was used.
The 429CJ was the non–Ram Air version of the big engine, with 370 horsepower at 5,400 rpm,
450 ft-lbs of torque at 3,400 rpm, an 11.3:1 compression ratio, and a single 760 cfm Rochester
Quadra-Jet four-barrel carburetor mounted on a cast-iron intake manifold. The engine block and
cylinder heads were Ford Corporate Blue, with natural finish finned aluminum valve covers and
chrome air cleaner top. Also included in this engine package were extra heavy-duty front and
rear springs, shock absorbers and front stabilizer bar, “sporty” (loud) dual exhausts on GT and
Cobra, 80-amp heavy-duty battery, 55-amp alternator, extra-capacity radiator, bright engine
dress-up kit, a 3.25:1 open rear axle, and mandatory optional power front disc brakes on GT
convertibles. Torinos originally equipped with this engine package have a “C” engine code on the
data tag.
The most powerful small block V-8 available in Torinos, and standard equipment in the Cobras,
was the 351C four-barrel V-8, with 285 horsepower at 5,400 rpm, 370 ft-lbs of torque at 3,400
rpm, a 10.7:1 compression ratio, and a single 470 cfm 4300 Ford four-barrel carburetor mounted
on a cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos originally
equipped with this engine have an “M” engine code on the data tag.
The standard version of the 351C was the two-barrel, with 240 horsepower at 4,600 rpm, 350 ft-
lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a single 350 cfm Ford 2100 carburetor
mounted on a cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos
originally equipped with this engine have an “H” engine code on the data tag.
The 302 two-barrel was the standard V-8 engine available in 1971 Torinos, with 210 horsepower
at 4,600 rpm, 296 ft-lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a single 290 cfm
Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The entire engine was
Ford Corporate Blue. Torinos originally equipped with this engine have an “F” engine code on
the data tag. A special low-compression version of this engine was available, and vehicles so
equipped have a “6” engine code.
The 250ci six-cylinder was the standard engine in Torinos, with 145 horsepower at 4,000 rpm,
232 ft-lbs of torque at 1,600 rpm, a 9.0:1 compression ratio, and a single-barrel carburetor. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “L”
engine code on the data tag. A special low-compression version of this engine was available, and
vehicles so equipped have a “3” engine code.
This was it. The very last true musclecars, even if they were diluted considerably by lower
compression ratios mandated by the Feds’ regular gasoline requirements. General Motors had
lowered the compression on its 1971 models, but Ford and Chrysler had held off until the very
last moment, with compressions as high as 11.7:1 in 1971. For 1972, all that changed however,
with 9.0:1 to 9.5:1 being the accepted standard. Also, the horsepower rating system changed in
1972, going from bhp (brake horsepower) extracted at the flywheel, to net horsepower,
theoretically taking into account all the parasitic options such as power steering, air conditioning,
automatic transmission, etc. The result was ratings approximately 30 percent lower than the
brake horsepower used in previous years. Combined with the lower compression, some engine
ratings dropped by more than 50 percent!
Torinos
The 1972 Torinos were restyled and reengineered from the ground up for 1972, returning to
separate body and chassis configuration, with coil springs on all four corners. The new Torinos
were very rounded in profile, presenting a somewhat bulky shape with a most unusual grille
design. Automotive writer Tom McCahill observed in a late 1971 Popular Mechanics article that
the new Torinos looked like “a landlocked tuna sucking air.” At the rear, a large rear bumper
housed the rectangular taillights. Also, as a result of the total de-emphasis of performance in the
1973 Torino line-up, 1972 will be the last year this model is discussed in any detail.
Though not detailed here, the 1972 LTD
was the last convertible in the full-size line-
up. Roadsters or convertibles had been
produced since the company’s formation in
1903. This example is a very highly optioned
convertible, complete with cornering lamps
and bumper guards.
The radio was returned to the conventional
position in the instrument panel in 1972.
Closed LTDs used very luxurious interior
cloth materials, but convertibles continued to
use all-vinyl seating surfaces.
All 1972 Torinos featured a 114-inch wheelbase on two-doors and 118 inches on four-doors and
wagons. Overall length grew to 203.7 inches for standard Torinos, 207.3 inches for Gran Torino
two-doors and 211.3 inches for four-doors. Station wagons topped 215.3 inches in length. This
was 1.3 inches longer than a 1969 full-size LTD! Weights also ballooned, with a minimum of
3,369 for a six-cylinder equipped Torino two-door, up to 4,042 pounds for a Gran Torino Squire
station wagon.
The Torino was the base trim level, and included bright windshield and rear window moldings;
bright roof drip rail moldings; stainless steel hub caps; the FORD name, in block letters, across
the front of the hood and on the right side of the rear deck lid. Inside, Torinos featured all-vinyl
upholstery material on the seating surfaces and interior trim panels, and color keyed rubber floor
mats.
The Gran Torino was the top trim level for 1972, and included all the standard features of the
base Torino models, plus manual front disc brakes; the GRAN TORINO designation on the right
side of the rear deck lid, lower body side, wheel well and rear deck lid moldings; and a dual note
horn. Inside, Gran Torinos featured cloth and vinyl trim on the seats and interior panels,
color-keyed nylon carpeting, deluxe steering wheel, a trunk mat, and bright trim on the foot
pedals. In addition, Gran Torino Squire wagons also included the 302 two-barrel V-8 engine,
deluxe pleated all-vinyl seats and interior panels, wheel covers, and woodgrain appliqués on the
outer body sides and tailgate.
The Gran Torino Sport, the sporty model of the line with its fastback styling, included all the
standard features of the Gran Torino series, and the 302 two-barrel V8 engine, a unique grille,
simulated hood scoop, and dual racing mirrors. Inside, the Gran Torino Sport featured pleated
all-vinyl seats and interior panels.
Popular Torino series options included the 302 two-barrel V-8 engine ($95); the 351 two-barrel V-
8 engine ($140); the 351 four-barrel V-8 engine ($225); the 400 two-barrel V-8 engine ($194);
the 429 two-barrel V-8 ($327); Cruise-O-Matic three-speed automatic transmission ($217—$238
with 429); four-speed manual transmission with Hurst shifter ($205); Traction-Loc differential
($48); competition suspension package ($31); power steering ($112); power front disc brakes
($70); front bucket seats ($150); Ram-Air hood scoop ($65–351 four-barrel and 429 Gran Torino
H.T. or Gran Torino Sport only), chrome Magnum 500 wheels ($155); laser stripe ($39—two-door
Gran Torino Sport), push-button AM radio and antenna ($64); AM/FM stereo radio ($208); vinyl
roof ($93); power tailgate window on station wagons ($77); and white sidewall tires ($42).
Restyled for 1972, the
new Torino series had
lost much of its
characteristic sleek
silhouette, opting for a
more rounded profile,
which was becoming
popular at the time.
Ford de-emphasized
performance, buckling
to government and
insurance company
pressures. (Phil Hall
Collection)
The 429 two-barrel V-8 was the most powerful engine option for 1972 Torinos, with 205 net
horsepower at 4,400 rpm, 322 ft-lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a
single 350 cfm Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “N”
engine code on the data tag.
The new 400 two-barrel V-8 was the largest small block available for the new Torinos, although it
was not the most powerful, with 163 horsepower at 3,800 rpm, 300 ft-lbs of torque at 3,000 rpm,
an 8.0:1 compression ratio, and a single, 350 cfm 2100 Ford two-barrel carburetor mounted on a
cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos originally
equipped with this engine have an “S” engine code on the data tag.
The 351C four-barrel V-8 was the most powerful small block available in 1972 Torinos, with 248
net horsepower at 5,400 rpm, 312 ft-lbs of torque at 3,600 rpm, an 8.0:1 compression ratio, and
a single 470 cfm Ford 4300 four-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “M”
engine code on the data tag.
The least powerful 351C available in 1972 Torinos was the 351C two-barrel V-8, with 159 net
horsepower at 4,000 rpm, 250 ft-lbs of torque at 2,400 rpm, an 8.0:1 compression ratio, and a
single 350 cfm Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “H”
engine code on the data tag.
The 302 was the base V-8 option in 1972 Torinos, with 140 horsepower at 4,200 rpm, 234 ft-lbs
of torque at 2,200 rpm, an 8.0:1 compression ratio, and a single 290 cfm Ford 2100 two-barrel
carburetor mounted on a cast-iron intake manifold. The entire engine was Ford Corporate Blue.
Torinos originally equipped with this engine have an “F” engine code on the data tag.
The 250ci six-cylinder was the standard engine in 1972 Torinos, with 92 net horsepower at 3,200
rpm, 197 ft-lbs of torque at 1,600 rpm, an 8.0:1 compression ratio, and a single-barrel
carburetor. The entire engine was Ford Corporate Blue. Torinos originally equipped with this
engine have an “L” engine code on the data tag.
The 1972 Mach I
featured new striping and
a new, urethane front
bumper. (Mike Mueller)
Mustang
By 1972, with the increasing pressure from insurance companies, there was some doubt about
the future for cars such as the Mustang. With this in mind, the 1972 Mustangs underwent only
superficial trim updating, with the MUSTANG script on the right side of the rear deck lid and on
the lower portion of the front fenders. The big “killer” engines of the previous years were absent
from the option list, with the 351 H.O. continuing, although diluted to 266 net horsepower this
year. Don’t be misled by this reduced horsepower, though, as a 1972 Mustang equipped with this
engine option was capable of completing the 0 to 60 run in a mere 6.6 seconds! Not too bad for
a strangled “smog motor.” Interestingly, the Ram Air option was available only on the 351W two-
barrel V-8 engine. Try and figure the logic used in that decision!
The coupe continued as the
most popular Mustang body
style in 1972. This pristine red
original shows but 22,000
miles on the odometer. The
original black-centered
hubcaps frequently
disappeared to the corner of
the garage within a few
minutes of purchase by the
original owner.
As in 1971, all 1972 Mustangs shared a 109-inch wheelbase and overall length of 189.5 inches
and weighed from 3,185 pounds for a six-cylinder equipped coup up to 3,400 pounds for the V-8
convertible.
The Mustang was the base trim level for 1972, with bright windshield, rear window, and roof drip
rail moldings, the 250ci six-cylinder engine with floor-mounted three-speed manual transmission,
E78x14 belted black sidewall tires, bright rocker panel and wheel well moldings, black rear body
panel insert with bright moldings, and wheel covers. Inside, 1972 Mustangs included all-vinyl seat
trim and interior panel trim, a “miniconsole,” color-keyed nylon carpeting, courtesy lights, deluxe
two-spoke steering wheel with woodgrain inserts, and cigarette lighter. The convertible models
also included a power-operated top with glass rear window, tinted windshield, bright upper back
panel moldings, and black instrument panel appliqués.
Mach I models used the same interior as
standard Mustang models, with slightly
upgraded trim, such as the sculptured door
panels and two-colored seat covers. A console
was also part of the Mach I interior package.
Mach I Mustangs had a unique gas filler,
positioned between the plastic honeycomb
inserts in the rear panel. They also
continued using the reflective side stripes,
and “Mach I” designation on the trunk and
dual exhausts.
Even the Mach I was becoming more
civilized. The Mach I now used the two-barrel
302 as the standard engine, with the two-
and four-barrel 351s as the options. The
fire-breathing 429s were now history in
Mustangs. (Phil Hall collection)
The Mach I continued as the sporty version of the 1972 Mustang, and included all the standard
features of the Mustang, in addition to the 302 two-barrel V-8 engine; E70x14 bias belted white
sidewall tires; hood choices (with or without scoops—302 V-8 only); color-keyed urethane front
bumper/spoiler; honeycomb ABS black plastic grille with “sportlights” and the Mustang emblem in
the center of the grille, and a matching black honeycomb insert on the rear body panel; black or
argent-colored lower body sides; front and rear valance panels; rear tape stripe with the MACH I
designation; MACH I front fender decals; and stainless steel hub caps and trim rings. When
equipped with the Sports Interior Option, the Mach I featured knitted vinyl seating surfaces with
contrasting vertical stripes, molded door panels with integrated pull handles, carpeting on the
lower door, simulated woodgrain appliqués, full center console with storage compartment, and
the deluxe three-spoke steering wheel.
The standard-level Mustang
interior featured bucket type
seats that provided very little
support but appeared sporty. By
1971, much of the sportiness of
the earlier Mustangs had been
replaced by more luxurious
appointments (Grandé) or by
more Spartan interiors on the
base models.
The Grandé continued as the luxury option for the coupe, and included all the standard Mustang
features, plus dual racing mirrors, with remote control on the driver’s mirror; triple body side
pinstriping; special color-keyed wheel covers; GRANDÉ script on the rear roof pillars and trunk
floor mat. Inside, the Grandé included all the features of the standard Mustang, in addition to
“Lambeth” cloth and vinyl seating surfaces; molded door panels with integrated handles and
armrests; deluxe instrument panel with black “camera case,” simulated woodgrain appliqués and
the GRANDÉ plaque; electric clock; rear ashtray; and bright trim on the foot pedals.
Popular 1972 Mustang options included the 302 two-barrel V-8 engine ($90); the 351C two-
barrel V-8 engine ($132); the 351C four-barrel V-8 engine ($209); the special 351C H.O. four-
barrel V-8 engine ($985—included mandatory options); Cruise-O-Matic three-speed automatic
transmission ($204); four-speed manual transmission with Hurst shifter ($193); Traction-Loc
differential ($44); power steering ($103); power front disc brakes ($62); center console ($53–$97
depending on model); vinyl roof ($79); rear deck spoiler on Sportsroof models ($30); chrome
Magnum 500 wheels ($143); SelectAire air conditioning ($368); Tilt Away steering wheel ($41);
and 3/4 vinyl roof on Sportsroof models ($52).
Most enthusiasts acknowledge 1970 as a very exciting year for Ford, with a completely restyled
Torino and a slightly restyled Mustang, both of which were still available with the awesome 428
Cobra Jet engine options. As a matter of fact, the 1970 models from all the automobile
manufacturers were near the pinnacle of performance, and the Ford offerings were right there in
the thick of things.
Using the same hot-rodding
tricks used to create the 428CJ,
engineers warmed over the new
429 Thunderjet, to produce the
429CJ and SCJ. Rated at 375
hp, these engines were also
severely under-rated.
The best news for the potential 1970 Ford buyer was the availability of the 429 Cobra Jet engine,
which was available in the midsize Torino models. By utilizing the standard Thunderjet 429, Ford
remachined the engine block to accept four-bolt main bearing caps on the second, third and
fourth journals, with the cylinder heads being modified slightly to accept larger valves and ports,
heavier valve springs, and 14mm spark plugs instead of the 18mm plugs used in standard 429
heads. All Cobra Jets used hydraulic camshafts, and all Super Cobra Jets used mechanical
camshafts, and both used stamped 1.73 ratio rocker arms with guide plates and hardened push
rods. Ford’s Muscle Parts Catalog states, “Early 1970 CJs and all SCJs use threaded,
nonpositive stop studs that can be adjusted for a mechanical cam. 429CJ engines built after 11-1-
69 use threaded, positive stop studs that are nonadjustable and can only be used with hydraulic
cams.” The connecting rods were identical to standard 429 except for spot facing under the bolt
head to resist bolt and rod fatigue, and the CJ pistons were cast-aluminum with a single intake
valve relief, with SCJ pistons being forged aluminum.
The new 351 Cleveland V-8 was another equally famous engine making its first appearance in
the Ford line-up in 1970. Again utilizing the technology used in the 429 and Boss 302, the 351
Cleveland, or “351C” as it is commonly known, incorporated the large, polyangle valves and
combustion chambers, rounded ports, thinwall casting techniques in the engine block, a nodular
iron crankshaft with six counterweights, external balancing, two-bolt main bearing caps, and
hydraulic camshafts. A very common question regards identifying the visual differences in a 351
Windsor and 351 Cleveland, since they share virtually no parts. The easiest way to identify a 351
is by counting the valve cover bolts: if there are six, it is a Windsor, and if there are eight, it is a
Cleveland. This rule only applies to 1974 and earlier engines. After that time, all 351s with eight
valve cover bolts were “351M,” or Modifieds. Check the date on the engine very carefully. More
than one 351M has been passed off to an uninformed buyer as a 351C! Also, the front of the
351C engine was extended two inches to cover the timing gears and chain, which is covered by a
simple steel plate, instead of the die cast front cover used on the Windsor motors. The
thermostat was housed within the 351C front extension, which directed water into the engine
block instead of the intake manifold.
Even though the full-size XL model was still available with the 360-horsepower 429 V-8, Cruise-O-
Matic automatic transmission was a mandatory option, and rear end ratios were either 2.80:1 or
3.25:1. This formula did not equal a high-performance combination in a car weighing 4300-plus
pounds. As a result of the emphasis on luxury and the total de-emphasis of performance in the
full-size 1970 Ford line-up; these models will be omitted from any further detailing in Super ‘60s
Fords, although photos have been included here for reference and identification.
Even though not described in detail, the 1970
XL convertible was a very sporting mode of
transportation. Minor restyling set it apart from
the 1969 counterpart. The owner of this white
XL ragtop has added Keystone Classic wheels
and white letter tires, to further personalize his
convertible.
Taillights were lower than on the 1969
models. A few Xls were equipped with the
360-horsepower Thunderjet 429 engine and
four-speed manual transmission, making
spirited performers out of the big, luxurious
XLs.
The 1970 full-size Fords continued to
use the unusual instrument panel,
which positioned the radio to the left of
the driver. Some XL buyers opted for
the bucket seat interior, which also
featured a center console. Notice the
U-shaped handle on the automatic
shifter. By federal mandate, 1970
models were no longer allowed to use
horn rings.
Fairlanes, Torinos and Falcons
By the end of 1969, nearly a fourth of all new car sales were in the intermediate size field. The
1970 intermediates were nearly the size of full-size models from the early 1960s, and were very
popular with all but the largest families, and with the younger buyers who really appreciated the
performance potential and performance options offered by the manufacturers. By far, the widest
range of engine options was in the intermediates and “pony cars,” which also accounted for the
high sales figures.
This magnificent 1970 Torino
GT convertible is one of only
three documented examples
equipped with the 429 SCJ
and DragPak option.
The 1970 Torinos (only the very base model was referred to as a “Fairlane 500” in 1970) were
totally restyled in 1970, and are among the best looking of all Fords from the decade. Even
though Ford would probably have denied it at the time, the two-door Sportsroof models were
designed with aerodynamics on the NASCAR high-speed racetracks as the overwhelming priority.
This fact was reinforced when the advertisements stated that the new Torinos had been “shaped
by the wind.” After the swoopy fastbacks were designed, the rest of the models were similarly
styled to complete the series. Unfortunately, even though the new Sportsroof model appeared to
be much more aerodynamic than its predecessor, it really was not as smooth, and the Ford
racing drivers preferred the earlier fastback models to the new ones. In spite of their
aerodynamic deficiency on the NASCAR tracks, the new Torinos were beautifully styled cars, with
a V-shaped injection molded plastic egg-crate style grille with four headlights mounted at the
outside edges of the grille. The body profile presented very rounded contours, following the
“Coke bottle” school of styling, with peaked front fenders, and a top that flowed gently into the
rear quarter-panels and rear deck lid. A single, full-length feature line was used along the body
side on all models. At the rear, rectangular taillights with rounded outer edges were used
throughout the series. Concealed windshield wipers were the styling rage in 1970, and the Torino
series jumped on that bandwagon, with the wipers hidden behind a raised lip on the trailing edge
of the hood. Also, all 1970 Torino models featured a “semi oval” steering wheel, with the lower
half-circle flattened to provide more legroom for the driver.
Wheelbase grew to 117 inches for 1970, overall length grew to 206.2 inches, and weights ranged
from 3,258 pounds for the six-cylinder equipped Fairlane 500 two-door sedan, up to 3,900
pounds for an FE V-8-equipped Torino Squire station wagon.
The 1970-1/2 Falcon represents
the austere approach to getting
around as rapidly as humanly
possible. This ultra rare orange
rocket (fewer than 100 were built)
is equipped with the 429SCJ
engine, four-speed transmission,
and 4.33:1 Detroit Locker rear
end. Except for the gigantic rear
meats and skinny front rollers, the
6,900-mile car is totally original,
and performs the owner’s grocery-
getting chores with great dispatch.
The Falcon was reintroduced as a 1970 1/2 Torino subseries, and was designed for the same
market as the previous Falcon buyer, the basic transportation market. It was available only in
two- and four-door sedans and a four-door station wagon. The 1970 1/2 Falcons featured bright
windshield and rear window moldings; a bright roof drip rail molding; the FORD name, in block
letters, across the rear body panel and on the driver’s side of the hood; and the FALCON script
above the rear side marker lights on the rear quarter-panels. Inside, the Falcons offered all-vinyl
interiors and color-keyed rubber floor mats. In keeping with the economy image, Falcon options
were limited to power steering, power front disc brakes, two-tone paint, and white sidewall tires.
The powertrain options were a different story, however, with the same engine/transmission
options as in the rest of the Torino line-up, including the awesome 429 SCJ and four-speed
manual transmission! Obviously, very, very few Falcons were so equipped, but those few were
normally used for very short jaunts of approximately a quarter-mile in duration. A box stock 429
SCJ/Falcon combination was good for low 13-second time slips, which was equal to anything
being produced in Detroit.
Fairlane 500 models used a conservative,
all-vinyl interior upholstery. Notice the
Hurst-shifted four-speed transmission and the
disk brake emblem on the brake pedal. With
the Ram Air 351 engine, it is one of the most
unusually equipped Fairlane 500s built in 1970.
Completely restyled again for 1970, the
intermediate Fairlane grew in proportions.
While the majority of buyers chose the more
plush Torino series, this standard Fairlane 500
model features several unique options,
including AM/FM stereo radio, disc brakes, and
Magnum 500 wheels. The car is so unusually
equipped that Ford originally refused to build
it. Though it could be considered a semi
fastback, this example is actually considered a
coupe. Instead of the honeycomb plastic insert
between the taillights, Fairlanes had the simple
“Ford” name spelled out in block letters.
The Fairlane 500 was the base trim level of the series and included a single horizontal bright
dividing bar in the grille, with a Ford crest in the center of the bar; bright windshield and rear
window moldings; bright roof drip rail moldings; two simulated exhaust ports on the front fenders
behind the front wheels; ventless side windows on two-door models; the FORD name, in block
letters, on the driver’s side of the hood, and spaced across the rear body panel; Ford “corporate
design” stainless steel hub caps; and the FAIRLANE 500 scripts along the rear quarter-panels,
just above the rear side marker lights.
Inside, the new Fairlane 500 models featured a restyled instrument cluster, column-mounted
ignition switch and lock; the three-point “Uni Lock” safety harness; cloth and vinyl seating
surfaces with color-keyed all-vinyl interior trim panels, and color-keyed nylon and rayon
carpeting.
The Torino became the intermediate trim level for the new year, and included all the standard
features of the Fairlane 500 series, in addition to a special V-shaped plastic grille with the
“Torino” crest in the center; bright wheel well moldings; a single bright strip/body side guard
along the side feature line; a bright metal molding along the rear edge of the hood; a spoiler type
raised lip on the rear deck of the Sportsroof models; a matte black finished plastic insert in the
rear face of the trunk spoiler with the FORD name, in block letters on the right side on the insert;
an egg-crate style appliqué in the rear body panel; the TORINO name, in block letters, above the
feature line on the front fenders and, in script, on the driver’s side of the hood. Inside, the
Torinos included all the standard features of the Fairlane 500 series, in addition to upgraded
cloth and vinyl upholstery with all-vinyl interior trim panels, with the TORINO name appearing on
the right side of the instrument panel.
The Torino Brougham was the new top trim level of the series, and was available only in formal
two-door hardtop and four-door hardtop configurations. It included all the standard features of
the Torino series, in addition to hidden headlights, a bright rocker panel molding, and the
Brougham crest in the center of the rear deck lid and on the sides of the rear roof pillars. Inside,
the Torinos Broughams possessed luxurious upholstery, with cloth and vinyl seating surfaces
featuring pleated and square-tucked materials, with matching square-tucked materials and
carpeting on the interior side panels. The TORINO script appeared on the top of the interior door
panels and on the right side of the instrument panel. Simulated woodgrain appliqués appeared
on the lower portion of the instrument panels and on the door side panels. With the emphasis on
luxury, the Torino Broughams featured interiors equal to those in the full-size LTD Broughams for
comfort and luxurious appointments.
In most people’s minds, 1971 represents the last year of the true musclecars available from the
major manufacturers. The automakers were no longer able to resist the governmental and
insurance company pressures, and the musclecar era, which officially ended after the 1972
model year, ceased to exist. Even though nearly every manufacturer offered intermediate bodies
with large engines in 1972, they were all forced to run lower compression ratios, due to the
regular gasoline requirement, and output dropped considerably. The result was the
“decalmobiles” which were high-performance only in the eyes of the advertising people.
Sporting only minor trim
updates for 1971, the Torino
continued as one of the best-
looking models ever to emerge
from Dearborn’s styling studios.
Torinos
The intermediate 1971 Torinos were identical to the 1970 models, with two exceptions, a slightly
revised grille and longer laser stripe on the GT models. The Fairlane 500 series was dropped, as
was the Falcon and the two-door sedan model, with the Torino becoming the base trim level. All
engine sizes remained the same as in 1970, although the output of nearly all the engines was
reduced slightly. In 1971, the big 429s were no longer referred to as “Cobra Jets.” They became
“CJ” and “CJ-R” (Ram Air) engines.
As in 1970, all Torinos shared a 117-inch wheelbase and 206.2-inch overall length, and weights
ranged from 3,345 pounds for a six-cylinder equipped four-door Torino sedan, up to 3,700
pounds for a 429-equipped Torino Squire station wagon.
The Torino was the base trim level of the series in 1971, with bright windshield, rear window, and
roof drip rail moldings; “Corporate design” stainless steel hub caps; the FORD name, in block
letters, on the driver’s side of the hood and spaced across the lower rear body panel; a dark-
argent colored ABS plastic grille with bright horizontal dividing bar; and the TORINO designation,
in block letters, along the side of the rear quarter-panels, just above the rear marker lights.
Inside, the Torinos were equipped with all-vinyl upholstery material with matching all-vinyl interior
trim panels, vinyl-coated rubber floor mats, and the TORINO name, in block letters, on a plaque
on the passenger’s side of the instrument panel.
The Torino 500 was the intermediate series for 1971 and included all the standard Torino
features, in addition to the “high series” divided egg-crate style ABS plastic grille, with bright
moldings and the Ford crest in the center; bright wheel well and rocker panel moldings; a bright
molding at the base of the side windows; bright window frames on sedans; the “Torino” crest in
the center of the rear deck lid (except Sportsroof models); a “500” plaque in addition to the rear
quarter TORINO identification; and the TORINO script on the driver’s side of the hood. Inside,
Torino 500s featured cloth and vinyl seating surfaces with matching all-vinyl interior trim panels,
color keyed nylon carpeting, front and rear armrests, and a color-keyed textured metal lower
instrument panel surface.
The Torino Brougham continued as the top trim level, and included all the standard features of
the Torino series, in addition to the 302 two-barrel V-8 engine, a bright lower body side molding
and bright wheel well moldings, the BROUGHAM script on the rear roof pillars, a black textured
insert with bright bars and the TORINO crest in the rear body panel, additional sound deadening
and insulation, and bright wheel covers. Brougham models continued to offer a very luxurious
interior, with cloth and vinyl seating surfaces and interior trim panels, simulated woodgrain
appliqués on the lower portion of the instrument panel and door panel inserts, bright plated
armrest bases, and the deluxe two-spoke steering wheel with simulated woodgrain appliqués.
Using the same body as in 1970, the 1971
Torinos were updated with a new grille and
side trim. The top-line GT package was an
exterior trim option featuring a “laser stripe”
that faded light-to-dark and contrasted with the
body color.
The Sportsroof fastback hardtop was a very
attractive package, especially when adorned
with the GT trim. The rear panel between
the taillights featured a honeycomb insert.
Nevertheless, the blind spot created by the
roof was significant.
Interiors were carryovers from 1970. Bench
seats were standard in GT models, with bucket
seats and a center console optional. Luxury
options such as the tilt steering wheel were
beginning to appear on the intermediate
models.
The beautiful chrome Magnum 500 wheels
really set off the styling of the GT. These
add a sporty appearance to nearly any Ford
product.
The Torino GT continued as the sporty version of the series. In addition to all the standard
features of the Torino series, it included the 302 two-barrel V-8 engine; a special hood with a
wide, nonfunctional hood scoop; bright molding on the rear hood lip; a dark argent rocker panel
molding, with the GT identification on the front fender portion of the molding; dual racing mirrors,
with remote control on the driver’s mirror; “Corporate design” chrome-plated hub caps with trim
rings; taillights recessed behind a black metal latticework insert; a textured black insert on the
face of the Sportsroof’s rear deck spoiler, with the FORD name, in block letters, on the right side
of the insert, and the TORINO script on the right side of the standard rear deck lid on the
convertible, which also included a power-operated top and glass rear window. Inside, Torino GTs
utilized a horizontally pleated all-vinyl upholstery material with matching interior trim panels with a
black textured insert, a black textured lower instrument panel, deluxe two-spoke steering wheel
with simulated woodgrain appliqué, bright armrest bases, and bright trim on the foot pedals.
The Torino Cobra continued to hold its position as the performance model of the series, but with
one major change. The mighty 429 Cobra Jet was replaced with the 351 Cleveland four-barrel V-
8. In addition, Cobras included four-speed manual transmission with Hurst shifter; heavy-duty
suspension with larger stabilizer bar, heavy-duty shock absorbers and springs; dual exhausts;
F70x14 belted Wide Oval white sidewall tires on 14x7 rims; a 55-amp battery; dual note horn; the
low series ABS plastic grille painted flat black with a bright horizontal dividing bar that included
the “Cobra” coiled snake in the center; bright metal wheelwell moldings; argent-colored wheels
with “Corporate design” hub caps; “Cobra” decals along the sides of the rear quarter-panels; and
a flat black painted rear body section, with the “Cobra” emblem in the center and the FORD
name, in block letters, along the right side of the rear deck lid.
Popular Torino options included the 302 two-barrel V-8 engine ($95); the 351C two-barrel V-8
engine ($140); the 351C four-barrel V-8 engine ($188); the 429CJ four-barrel V-8 engine ($374);
the 429CJ-R four-barrel V-8 engine ($531); Cruise-O-Matic three-speed automatic transmission
($217—$238 on Cobras); four-speed manual transmission ($250—standard on Cobra); heavy-
duty suspension ($23); Traction-Loc differential ($48); Drag Pack with 3.91 Traction-Loc
differential ($155); Drag Pack with 4.30 “Detroit Locker” differential ($207); power steering
($115); power front disc brakes ($70); Shaker hood assembly ($65—351C four-barrel V-8 only,
standard on 429CJ-R); 8,000 rpm tachometer ($49); styled steel wheels ($58); chrome Magnum
500 wheels ($158); front bucket seats ($150—GTs and Cobras); center console ($60—GTs and
Cobras); SportSlats ($65—Sportsroof); laser stripes ($39—GTs); push-button AM radio with
antenna ($66); AM/FM stereo radio ($240); vinyl roof ($95); SelectAire air conditioning ($428);
power tailgate window on station wagons ($35); and white sidewall tires ($34).
This 429SCJ-powered 1971 Mustang
coupe is one of just a handful of coupes
built with this engine. (Mike Mueller)
The 429CJ was not common in any 1971
Mustang, but in the plain-Jane coupe, the engine
was extremely rare. Can you imagine pulling up
next to this vanilla beast at a stop light and
having your doors peeled by the little white
coupe? (Mike Mueller)
The 429CJ-R was the most powerful engine available in the 1971 Torinos, with 370 horsepower
at 5,400 rpm, 450 ft-lbs of torque at 3,400 rpm, an 11.3:1 compression ratio, and a single 780
cfm Holley 4150 four-barrel carburetor mounted on a cast-iron intake manifold. The engine block
and cylinder heads were Ford Corporate Blue, with natural finish finned aluminum valve covers
and the matte black Shaker air cleaner top. Also included in this engine package were extra
heavy-duty front and rear springs, shock absorbers and stabilizer bar, “sporty” dual exhausts
(loud) on GT and Cobra, 80-amp heavy-duty battery, 55-amp alternator, extra-capacity radiator,
bright engine dress-up kit, 3.25:1 open rear axle, and mandatory optional power front disc
brakes on convertibles. Torinos originally equipped with this engine package have a “J” engine
code on the data tag.
Submitting to insurance
company pressures, Ford
downrated the four-barrel
351C engine to 285
horsepower, although output
actually remained over the
300-horsepower rating from
1970, especially when the
Ram Air system was used.
The 429CJ was the non–Ram Air version of the big engine, with 370 horsepower at 5,400 rpm,
450 ft-lbs of torque at 3,400 rpm, an 11.3:1 compression ratio, and a single 760 cfm Rochester
Quadra-Jet four-barrel carburetor mounted on a cast-iron intake manifold. The engine block and
cylinder heads were Ford Corporate Blue, with natural finish finned aluminum valve covers and
chrome air cleaner top. Also included in this engine package were extra heavy-duty front and
rear springs, shock absorbers and front stabilizer bar, “sporty” (loud) dual exhausts on GT and
Cobra, 80-amp heavy-duty battery, 55-amp alternator, extra-capacity radiator, bright engine
dress-up kit, a 3.25:1 open rear axle, and mandatory optional power front disc brakes on GT
convertibles. Torinos originally equipped with this engine package have a “C” engine code on the
data tag.
The most powerful small block V-8 available in Torinos, and standard equipment in the Cobras,
was the 351C four-barrel V-8, with 285 horsepower at 5,400 rpm, 370 ft-lbs of torque at 3,400
rpm, a 10.7:1 compression ratio, and a single 470 cfm 4300 Ford four-barrel carburetor mounted
on a cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos originally
equipped with this engine have an “M” engine code on the data tag.
The standard version of the 351C was the two-barrel, with 240 horsepower at 4,600 rpm, 350 ft-
lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a single 350 cfm Ford 2100 carburetor
mounted on a cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos
originally equipped with this engine have an “H” engine code on the data tag.
The 302 two-barrel was the standard V-8 engine available in 1971 Torinos, with 210 horsepower
at 4,600 rpm, 296 ft-lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a single 290 cfm
Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The entire engine was
Ford Corporate Blue. Torinos originally equipped with this engine have an “F” engine code on
the data tag. A special low-compression version of this engine was available, and vehicles so
equipped have a “6” engine code.
The 250ci six-cylinder was the standard engine in Torinos, with 145 horsepower at 4,000 rpm,
232 ft-lbs of torque at 1,600 rpm, a 9.0:1 compression ratio, and a single-barrel carburetor. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “L”
engine code on the data tag. A special low-compression version of this engine was available, and
vehicles so equipped have a “3” engine code.
This was it. The very last true musclecars, even if they were diluted considerably by lower
compression ratios mandated by the Feds’ regular gasoline requirements. General Motors had
lowered the compression on its 1971 models, but Ford and Chrysler had held off until the very
last moment, with compressions as high as 11.7:1 in 1971. For 1972, all that changed however,
with 9.0:1 to 9.5:1 being the accepted standard. Also, the horsepower rating system changed in
1972, going from bhp (brake horsepower) extracted at the flywheel, to net horsepower,
theoretically taking into account all the parasitic options such as power steering, air conditioning,
automatic transmission, etc. The result was ratings approximately 30 percent lower than the
brake horsepower used in previous years. Combined with the lower compression, some engine
ratings dropped by more than 50 percent!
Torinos
The 1972 Torinos were restyled and reengineered from the ground up for 1972, returning to
separate body and chassis configuration, with coil springs on all four corners. The new Torinos
were very rounded in profile, presenting a somewhat bulky shape with a most unusual grille
design. Automotive writer Tom McCahill observed in a late 1971 Popular Mechanics article that
the new Torinos looked like “a landlocked tuna sucking air.” At the rear, a large rear bumper
housed the rectangular taillights. Also, as a result of the total de-emphasis of performance in the
1973 Torino line-up, 1972 will be the last year this model is discussed in any detail.
Though not detailed here, the 1972 LTD
was the last convertible in the full-size line-
up. Roadsters or convertibles had been
produced since the company’s formation in
1903. This example is a very highly optioned
convertible, complete with cornering lamps
and bumper guards.
The radio was returned to the conventional
position in the instrument panel in 1972.
Closed LTDs used very luxurious interior
cloth materials, but convertibles continued to
use all-vinyl seating surfaces.
All 1972 Torinos featured a 114-inch wheelbase on two-doors and 118 inches on four-doors and
wagons. Overall length grew to 203.7 inches for standard Torinos, 207.3 inches for Gran Torino
two-doors and 211.3 inches for four-doors. Station wagons topped 215.3 inches in length. This
was 1.3 inches longer than a 1969 full-size LTD! Weights also ballooned, with a minimum of
3,369 for a six-cylinder equipped Torino two-door, up to 4,042 pounds for a Gran Torino Squire
station wagon.
The Torino was the base trim level, and included bright windshield and rear window moldings;
bright roof drip rail moldings; stainless steel hub caps; the FORD name, in block letters, across
the front of the hood and on the right side of the rear deck lid. Inside, Torinos featured all-vinyl
upholstery material on the seating surfaces and interior trim panels, and color keyed rubber floor
mats.
The Gran Torino was the top trim level for 1972, and included all the standard features of the
base Torino models, plus manual front disc brakes; the GRAN TORINO designation on the right
side of the rear deck lid, lower body side, wheel well and rear deck lid moldings; and a dual note
horn. Inside, Gran Torinos featured cloth and vinyl trim on the seats and interior panels,
color-keyed nylon carpeting, deluxe steering wheel, a trunk mat, and bright trim on the foot
pedals. In addition, Gran Torino Squire wagons also included the 302 two-barrel V-8 engine,
deluxe pleated all-vinyl seats and interior panels, wheel covers, and woodgrain appliqués on the
outer body sides and tailgate.
The Gran Torino Sport, the sporty model of the line with its fastback styling, included all the
standard features of the Gran Torino series, and the 302 two-barrel V8 engine, a unique grille,
simulated hood scoop, and dual racing mirrors. Inside, the Gran Torino Sport featured pleated
all-vinyl seats and interior panels.
Popular Torino series options included the 302 two-barrel V-8 engine ($95); the 351 two-barrel V-
8 engine ($140); the 351 four-barrel V-8 engine ($225); the 400 two-barrel V-8 engine ($194);
the 429 two-barrel V-8 ($327); Cruise-O-Matic three-speed automatic transmission ($217—$238
with 429); four-speed manual transmission with Hurst shifter ($205); Traction-Loc differential
($48); competition suspension package ($31); power steering ($112); power front disc brakes
($70); front bucket seats ($150); Ram-Air hood scoop ($65–351 four-barrel and 429 Gran Torino
H.T. or Gran Torino Sport only), chrome Magnum 500 wheels ($155); laser stripe ($39—two-door
Gran Torino Sport), push-button AM radio and antenna ($64); AM/FM stereo radio ($208); vinyl
roof ($93); power tailgate window on station wagons ($77); and white sidewall tires ($42).
Restyled for 1972, the
new Torino series had
lost much of its
characteristic sleek
silhouette, opting for a
more rounded profile,
which was becoming
popular at the time.
Ford de-emphasized
performance, buckling
to government and
insurance company
pressures. (Phil Hall
Collection)
The 429 two-barrel V-8 was the most powerful engine option for 1972 Torinos, with 205 net
horsepower at 4,400 rpm, 322 ft-lbs of torque at 2,600 rpm, a 9.0:1 compression ratio, and a
single 350 cfm Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “N”
engine code on the data tag.
The new 400 two-barrel V-8 was the largest small block available for the new Torinos, although it
was not the most powerful, with 163 horsepower at 3,800 rpm, 300 ft-lbs of torque at 3,000 rpm,
an 8.0:1 compression ratio, and a single, 350 cfm 2100 Ford two-barrel carburetor mounted on a
cast-iron intake manifold. The entire engine was Ford Corporate Blue. Torinos originally
equipped with this engine have an “S” engine code on the data tag.
The 351C four-barrel V-8 was the most powerful small block available in 1972 Torinos, with 248
net horsepower at 5,400 rpm, 312 ft-lbs of torque at 3,600 rpm, an 8.0:1 compression ratio, and
a single 470 cfm Ford 4300 four-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “M”
engine code on the data tag.
The least powerful 351C available in 1972 Torinos was the 351C two-barrel V-8, with 159 net
horsepower at 4,000 rpm, 250 ft-lbs of torque at 2,400 rpm, an 8.0:1 compression ratio, and a
single 350 cfm Ford 2100 two-barrel carburetor mounted on a cast-iron intake manifold. The
entire engine was Ford Corporate Blue. Torinos originally equipped with this engine have an “H”
engine code on the data tag.
The 302 was the base V-8 option in 1972 Torinos, with 140 horsepower at 4,200 rpm, 234 ft-lbs
of torque at 2,200 rpm, an 8.0:1 compression ratio, and a single 290 cfm Ford 2100 two-barrel
carburetor mounted on a cast-iron intake manifold. The entire engine was Ford Corporate Blue.
Torinos originally equipped with this engine have an “F” engine code on the data tag.
The 250ci six-cylinder was the standard engine in 1972 Torinos, with 92 net horsepower at 3,200
rpm, 197 ft-lbs of torque at 1,600 rpm, an 8.0:1 compression ratio, and a single-barrel
carburetor. The entire engine was Ford Corporate Blue. Torinos originally equipped with this
engine have an “L” engine code on the data tag.
The 1972 Mach I
featured new striping and
a new, urethane front
bumper. (Mike Mueller)
Mustang
By 1972, with the increasing pressure from insurance companies, there was some doubt about
the future for cars such as the Mustang. With this in mind, the 1972 Mustangs underwent only
superficial trim updating, with the MUSTANG script on the right side of the rear deck lid and on
the lower portion of the front fenders. The big “killer” engines of the previous years were absent
from the option list, with the 351 H.O. continuing, although diluted to 266 net horsepower this
year. Don’t be misled by this reduced horsepower, though, as a 1972 Mustang equipped with this
engine option was capable of completing the 0 to 60 run in a mere 6.6 seconds! Not too bad for
a strangled “smog motor.” Interestingly, the Ram Air option was available only on the 351W two-
barrel V-8 engine. Try and figure the logic used in that decision!
The coupe continued as the
most popular Mustang body
style in 1972. This pristine red
original shows but 22,000
miles on the odometer. The
original black-centered
hubcaps frequently
disappeared to the corner of
the garage within a few
minutes of purchase by the
original owner.
As in 1971, all 1972 Mustangs shared a 109-inch wheelbase and overall length of 189.5 inches
and weighed from 3,185 pounds for a six-cylinder equipped coup up to 3,400 pounds for the V-8
convertible.
The Mustang was the base trim level for 1972, with bright windshield, rear window, and roof drip
rail moldings, the 250ci six-cylinder engine with floor-mounted three-speed manual transmission,
E78x14 belted black sidewall tires, bright rocker panel and wheel well moldings, black rear body
panel insert with bright moldings, and wheel covers. Inside, 1972 Mustangs included all-vinyl seat
trim and interior panel trim, a “miniconsole,” color-keyed nylon carpeting, courtesy lights, deluxe
two-spoke steering wheel with woodgrain inserts, and cigarette lighter. The convertible models
also included a power-operated top with glass rear window, tinted windshield, bright upper back
panel moldings, and black instrument panel appliqués.
Mach I models used the same interior as
standard Mustang models, with slightly
upgraded trim, such as the sculptured door
panels and two-colored seat covers. A console
was also part of the Mach I interior package.
Mach I Mustangs had a unique gas filler,
positioned between the plastic honeycomb
inserts in the rear panel. They also
continued using the reflective side stripes,
and “Mach I” designation on the trunk and
dual exhausts.
Even the Mach I was becoming more
civilized. The Mach I now used the two-barrel
302 as the standard engine, with the two-
and four-barrel 351s as the options. The
fire-breathing 429s were now history in
Mustangs. (Phil Hall collection)
The Mach I continued as the sporty version of the 1972 Mustang, and included all the standard
features of the Mustang, in addition to the 302 two-barrel V-8 engine; E70x14 bias belted white
sidewall tires; hood choices (with or without scoops—302 V-8 only); color-keyed urethane front
bumper/spoiler; honeycomb ABS black plastic grille with “sportlights” and the Mustang emblem in
the center of the grille, and a matching black honeycomb insert on the rear body panel; black or
argent-colored lower body sides; front and rear valance panels; rear tape stripe with the MACH I
designation; MACH I front fender decals; and stainless steel hub caps and trim rings. When
equipped with the Sports Interior Option, the Mach I featured knitted vinyl seating surfaces with
contrasting vertical stripes, molded door panels with integrated pull handles, carpeting on the
lower door, simulated woodgrain appliqués, full center console with storage compartment, and
the deluxe three-spoke steering wheel.
The standard-level Mustang
interior featured bucket type
seats that provided very little
support but appeared sporty. By
1971, much of the sportiness of
the earlier Mustangs had been
replaced by more luxurious
appointments (Grandé) or by
more Spartan interiors on the
base models.
The Grandé continued as the luxury option for the coupe, and included all the standard Mustang
features, plus dual racing mirrors, with remote control on the driver’s mirror; triple body side
pinstriping; special color-keyed wheel covers; GRANDÉ script on the rear roof pillars and trunk
floor mat. Inside, the Grandé included all the features of the standard Mustang, in addition to
“Lambeth” cloth and vinyl seating surfaces; molded door panels with integrated handles and
armrests; deluxe instrument panel with black “camera case,” simulated woodgrain appliqués and
the GRANDÉ plaque; electric clock; rear ashtray; and bright trim on the foot pedals.
Popular 1972 Mustang options included the 302 two-barrel V-8 engine ($90); the 351C two-
barrel V-8 engine ($132); the 351C four-barrel V-8 engine ($209); the special 351C H.O. four-
barrel V-8 engine ($985—included mandatory options); Cruise-O-Matic three-speed automatic
transmission ($204); four-speed manual transmission with Hurst shifter ($193); Traction-Loc
differential ($44); power steering ($103); power front disc brakes ($62); center console ($53–$97
depending on model); vinyl roof ($79); rear deck spoiler on Sportsroof models ($30); chrome
Magnum 500 wheels ($143); SelectAire air conditioning ($368); Tilt Away steering wheel ($41);
and 3/4 vinyl roof on Sportsroof models ($52).
DODGE CHARGER
Powertrain
From the 6.1-liter SRT® HEMI® V8 powerhouse to the capable 2.7-liter DOHC V6, Charger’s engine lineup is the very essence of performance. With each delivering substantial horsepower and torque, not to mention fuel efficiency, all the bases are covered.
Each capable engine is married to an equally capable transmission. Take your pick from the:
Smooth-shifting four-speed automatic
Versatile five-speed AutoStick®, which allows you to switch from automatic gear selection to manual operation with one simple move of the gearshift.
6.1-liter SRT® HEMI® V8 engine
Standard on:
Charger SRT8®
5.7-liter HEMI® V8 engine with MDS
Standard on:
Charger R/T
From the 6.1-liter SRT® HEMI® V8 powerhouse to the capable 2.7-liter DOHC V6, Charger’s engine lineup is the very essence of performance. With each delivering substantial horsepower and torque, not to mention fuel efficiency, all the bases are covered.
Each capable engine is married to an equally capable transmission. Take your pick from the:
Smooth-shifting four-speed automatic
Versatile five-speed AutoStick®, which allows you to switch from automatic gear selection to manual operation with one simple move of the gearshift.
6.1-liter SRT® HEMI® V8 engine
Standard on:
Charger SRT8®
5.7-liter HEMI® V8 engine with MDS
Standard on:
Charger R/T
Hemi Engne Data
If you like cars, then you have probably heard of the HEMI engine. If you were born in the 1960s or before, you remember the phenomenon created by Chrysler's HEMI engines in the 1950s, '60s and '70s. If you follow muscle cars or drag racing, you know that the 426 HEMI engine is a popular engine because of its performance. You've probably also heard of the HEMI engines that Chrysler began using in 2003 Dodge trucks.
Car Engine Image Gallery
Photo courtesy DaimlerChrysler
5.7-liter HEMI Magnum V-8 engine. See more car engine pictures.
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But even if you know little or nothing about cars and engines, the word "HEMI" might still mean something to you. The word has become a synonym for big, powerful engines. In this article, you'll learn about the HEMI engine and find out why engines using the HEMI design are such awesome machines.
Birth of the HEMI
The HEMI engine for automobiles was born in 1948 -- Harry Westlake and several others developed a Hemi 6-cylinder engine for Jaguar. A few years later, in 1951, Chrysler introduced a 180-horsepower HEMI V-8 engine on several models. The Chrysler HEMI engine had a displacement of 331 cubic inches (5.4 liters), so it is known as the "331 HEMI."
These days, 180 horsepower sounds like nothing. But in 1951, 180 horsepower was unheard of. It was an amazing amount of power for the day, and it fueled the "HEMI legend."
Photo courtesy DaimlerChrysler
Dual Ghia powered by a 392 HEMI
Chrysler continued improving the HEMI design, releasing a 354-cubic-inch design in 1956, a 392 cubic-inch design in 1957, and ultimately a 426-cubic-inch (7-liter) version in 1964. The 426 engine set the HEMI legend in stone when it won first, second and third place in the 1964 Daytona 500 NASCAR race. The 426 street HEMI came out in 1965, producing 425 horsepower.
The 426 block and heads are still available today from Dodge. The 426 HEMI is a popular power plant for drag racing, funny cars and muscle cars.
Comparing HEMI to Flathead Engine Design
The thing that allowed the 1951 Chrysler HEMI to produce so much more power than other engines of the day was the efficiency of the combustion chamber.
In a HEMI engine, the top of the combustion chamber is hemispherical, as seen in the image above. The combustion area in the head is shaped like half of a sphere. An engine like this is said to have "hemispherical heads." In a HEMI head, the spark plug is normally located at the top of the combustion chamber, and the valves open on opposite sides of the combustion chamber.
Most cars prior to the 1950s used what was known as a flat head, and many lawn mower engines still use the flathead design today because it is less expensive to manufacture. In a flathead engine, the valves are in the block, rather than in the head, and they open in a chamber beside the piston.
The head in a flathead engine is extremely simple -- it is a solid metal casting with a hole drilled in it to accept the spark plug. The camshaft in the block pushes directly on the valve stems to open the valves, eliminating the need for pushrods and rocker arms. Everything is simpler in the flathead design. The problem with a flathead engine is its thermal efficiency.
HEMI Pros and Cons
There are many different parts of an engine's design that control the amount of power you can extract from each combustion stroke. For example:
You want to burn all of the gas in the cylinder. If the design leaves any of the gas unburned, that is untapped energy.
You want the maximum cylinder pressure to occur when the crankshaft is at the right angle, so that you extract all of the energy from the pressure.
You want to waste as little of the engine's energy as possible sucking air and fuel into the combustion chamber and pushing exhaust out.
You want to lose as little heat as possible to the heads and the cylinder walls. Heat is one of the things creating pressure in the cylinder, so lost heat means lower peak pressures.
HEMI Advantages
Take the Quiz
The last item in the above list is one of the key advantages of the HEMI head versus the flathead engine. Surface area causes heat loss. Fuel that is near the head walls may be so cool that it does not burn efficiently. With a flat head, the amount of surface area relative to volume of the combustion chamber is large. In a HEMI engine, the surface area is much smaller than in a flat head, so less heat escapes and peak pressure can be higher.
Another factor with a HEMI head is the size of the valves. Since the valves are on opposite sides of the head, there is more room for valves. The engine design that preceded the HEMI was a wedge-shaped combustion chamber with the valves in line with each other. The inline arrangement limited valve size. In a HEMI engine, valves can be large so the airflow through the engine is improved.
HEMI Disadvantages
If HEMI engines have all these advantages, why aren't all engines using hemispherical heads? It's because there are even better configurations available today.
One thing that a hemispherical head will never have is four valves per cylinder. The valve angles would be so crazy that the head would be nearly impossible to design. Having only two valves per cylinder is not an issue in drag racing or NASCAR because racing engines are limited to two valves per cylinder in these categories. But on the street, four slightly smaller valves let an engine breathe easier than two large valves. Modern engines use a pentroof design to accommodate four valves.
Another reason most high-performance engines no longer use a HEMI design is the desire to create a smaller combustion chamber. Small chambers further reduce the heat lost during combustion, and also shorten the distance the flame front must travel during combustion. The compact pentroof design is helpful here, as well.
The Dodge HEMI Magnum
The Dodge HEMI engine builds off the tradition of HEMI power to deliver a 345-cubic-inch (5.7 liter) V-8 engine with hemispherical heads.
Photo courtesy DaimlerChrysler
2003 Dodge Ram with 5.7-liter HEMI Magnum V-8
The engine produces 345 horsepower, and compares very favorably with other gasoline engines in its class. For example [ref]:
Dodge 5.7 liter V-8 - 345 hp @ 5400 rpm
Ford 5.4 liter V-8 - 260 hp @ 4500 rpm
GMC 6.0 liter V-8 - 300 hp @ 4400 rpm
GMC 8.1 liter V-8 - 340 hp @ 4200 rpm
Dodge 8.0 liter V-10 - 305 hp @4000 rpm
Ford 6.8 liter V-10 - 310 hp @ 4250 rpm
Photo courtesy Daimler Chrysler
5.7-liter HEMI Magnum V-8 engine from the 2003 Dodge Ram
The HEMI Magnum engine has two valves per cylinder as well as two spark plugs per cylinder. The two spark plugs help to solve the emission problems that plagued Chrysler's earlier HEMI engines. The two plugs initiate two flame fronts and guarantee complete combustion.
Car Engine Image Gallery
Photo courtesy DaimlerChrysler
5.7-liter HEMI Magnum V-8 engine. See more car engine pictures.
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ERL HEMI 426 Short Block
6.1L HEMI to 426 Stroker Starting at $4950
www.erlperformance.com
But even if you know little or nothing about cars and engines, the word "HEMI" might still mean something to you. The word has become a synonym for big, powerful engines. In this article, you'll learn about the HEMI engine and find out why engines using the HEMI design are such awesome machines.
Birth of the HEMI
The HEMI engine for automobiles was born in 1948 -- Harry Westlake and several others developed a Hemi 6-cylinder engine for Jaguar. A few years later, in 1951, Chrysler introduced a 180-horsepower HEMI V-8 engine on several models. The Chrysler HEMI engine had a displacement of 331 cubic inches (5.4 liters), so it is known as the "331 HEMI."
These days, 180 horsepower sounds like nothing. But in 1951, 180 horsepower was unheard of. It was an amazing amount of power for the day, and it fueled the "HEMI legend."
Photo courtesy DaimlerChrysler
Dual Ghia powered by a 392 HEMI
Chrysler continued improving the HEMI design, releasing a 354-cubic-inch design in 1956, a 392 cubic-inch design in 1957, and ultimately a 426-cubic-inch (7-liter) version in 1964. The 426 engine set the HEMI legend in stone when it won first, second and third place in the 1964 Daytona 500 NASCAR race. The 426 street HEMI came out in 1965, producing 425 horsepower.
The 426 block and heads are still available today from Dodge. The 426 HEMI is a popular power plant for drag racing, funny cars and muscle cars.
Comparing HEMI to Flathead Engine Design
The thing that allowed the 1951 Chrysler HEMI to produce so much more power than other engines of the day was the efficiency of the combustion chamber.
In a HEMI engine, the top of the combustion chamber is hemispherical, as seen in the image above. The combustion area in the head is shaped like half of a sphere. An engine like this is said to have "hemispherical heads." In a HEMI head, the spark plug is normally located at the top of the combustion chamber, and the valves open on opposite sides of the combustion chamber.
Most cars prior to the 1950s used what was known as a flat head, and many lawn mower engines still use the flathead design today because it is less expensive to manufacture. In a flathead engine, the valves are in the block, rather than in the head, and they open in a chamber beside the piston.
The head in a flathead engine is extremely simple -- it is a solid metal casting with a hole drilled in it to accept the spark plug. The camshaft in the block pushes directly on the valve stems to open the valves, eliminating the need for pushrods and rocker arms. Everything is simpler in the flathead design. The problem with a flathead engine is its thermal efficiency.
HEMI Pros and Cons
There are many different parts of an engine's design that control the amount of power you can extract from each combustion stroke. For example:
You want to burn all of the gas in the cylinder. If the design leaves any of the gas unburned, that is untapped energy.
You want the maximum cylinder pressure to occur when the crankshaft is at the right angle, so that you extract all of the energy from the pressure.
You want to waste as little of the engine's energy as possible sucking air and fuel into the combustion chamber and pushing exhaust out.
You want to lose as little heat as possible to the heads and the cylinder walls. Heat is one of the things creating pressure in the cylinder, so lost heat means lower peak pressures.
HEMI Advantages
Take the Quiz
The last item in the above list is one of the key advantages of the HEMI head versus the flathead engine. Surface area causes heat loss. Fuel that is near the head walls may be so cool that it does not burn efficiently. With a flat head, the amount of surface area relative to volume of the combustion chamber is large. In a HEMI engine, the surface area is much smaller than in a flat head, so less heat escapes and peak pressure can be higher.
Another factor with a HEMI head is the size of the valves. Since the valves are on opposite sides of the head, there is more room for valves. The engine design that preceded the HEMI was a wedge-shaped combustion chamber with the valves in line with each other. The inline arrangement limited valve size. In a HEMI engine, valves can be large so the airflow through the engine is improved.
HEMI Disadvantages
If HEMI engines have all these advantages, why aren't all engines using hemispherical heads? It's because there are even better configurations available today.
One thing that a hemispherical head will never have is four valves per cylinder. The valve angles would be so crazy that the head would be nearly impossible to design. Having only two valves per cylinder is not an issue in drag racing or NASCAR because racing engines are limited to two valves per cylinder in these categories. But on the street, four slightly smaller valves let an engine breathe easier than two large valves. Modern engines use a pentroof design to accommodate four valves.
Another reason most high-performance engines no longer use a HEMI design is the desire to create a smaller combustion chamber. Small chambers further reduce the heat lost during combustion, and also shorten the distance the flame front must travel during combustion. The compact pentroof design is helpful here, as well.
The Dodge HEMI Magnum
The Dodge HEMI engine builds off the tradition of HEMI power to deliver a 345-cubic-inch (5.7 liter) V-8 engine with hemispherical heads.
Photo courtesy DaimlerChrysler
2003 Dodge Ram with 5.7-liter HEMI Magnum V-8
The engine produces 345 horsepower, and compares very favorably with other gasoline engines in its class. For example [ref]:
Dodge 5.7 liter V-8 - 345 hp @ 5400 rpm
Ford 5.4 liter V-8 - 260 hp @ 4500 rpm
GMC 6.0 liter V-8 - 300 hp @ 4400 rpm
GMC 8.1 liter V-8 - 340 hp @ 4200 rpm
Dodge 8.0 liter V-10 - 305 hp @4000 rpm
Ford 6.8 liter V-10 - 310 hp @ 4250 rpm
Photo courtesy Daimler Chrysler
5.7-liter HEMI Magnum V-8 engine from the 2003 Dodge Ram
The HEMI Magnum engine has two valves per cylinder as well as two spark plugs per cylinder. The two spark plugs help to solve the emission problems that plagued Chrysler's earlier HEMI engines. The two plugs initiate two flame fronts and guarantee complete combustion.
Thursday, November 12, 2009
C-17 GLOBEMASTER
General characteristics
Crew: 3: 2 pilots, 1 loadmaster
Capacity:
102 troops with standard centerline seats or
134 troops with palletized seats or
36 litter and 54 ambulatory patients or
Cargo, such as an M1 Abrams tank
Payload: 170,900 lb (77,519 kg) of cargo distributed at max over 18 463L master pallets or a mix of palletized cargo and vehicles
Length: 174 ft (53 m)
Wingspan: 169.8 ft (51.75 m)
Height: 55.1 ft (16.8 m)
Wing area: 3,800 ft² (353 m²)
Empty weight: 282,500 lb (128,100 kg)
Max takeoff weight: 585,000 lb (265,350 kg)
Powerplant: 4× Pratt & Whitney F117-PW-100 turbofans, 40,440 lbf (180 kN) each
Fuel capacity: 35,546 US gal (134,556 L)
Performance
Cruise speed: Mach 0.76 (450 knots, 515 mph, 830 km/h)
Range: 2,420 nmi[90] (2,785 mi, 4,482 km)
Service ceiling: 45,000 ft (13,716 m)
Max wing loading: 150 lb/ft² (750 kg/m²)
Minimum thrust/weight: 0.277
Crew: 3: 2 pilots, 1 loadmaster
Capacity:
102 troops with standard centerline seats or
134 troops with palletized seats or
36 litter and 54 ambulatory patients or
Cargo, such as an M1 Abrams tank
Payload: 170,900 lb (77,519 kg) of cargo distributed at max over 18 463L master pallets or a mix of palletized cargo and vehicles
Length: 174 ft (53 m)
Wingspan: 169.8 ft (51.75 m)
Height: 55.1 ft (16.8 m)
Wing area: 3,800 ft² (353 m²)
Empty weight: 282,500 lb (128,100 kg)
Max takeoff weight: 585,000 lb (265,350 kg)
Powerplant: 4× Pratt & Whitney F117-PW-100 turbofans, 40,440 lbf (180 kN) each
Fuel capacity: 35,546 US gal (134,556 L)
Performance
Cruise speed: Mach 0.76 (450 knots, 515 mph, 830 km/h)
Range: 2,420 nmi[90] (2,785 mi, 4,482 km)
Service ceiling: 45,000 ft (13,716 m)
Max wing loading: 150 lb/ft² (750 kg/m²)
Minimum thrust/weight: 0.277
Wednesday, November 11, 2009
SSC Ultimate Aero
SSC Ultimate Aero
The Ultimate Aero has a huge 1183 HP V8 engine. With the car weighing as much as a VW New Beetle that’s a guaranty for great performance. With 1183 bhp and 1094 ft-lbs of torque, the Ultimate Aero produces more emissions-legal horsepower than any other production automobile in the world . Despite being designed to run at redline for extended periods of time, the Ultimate Aero remains remarkably drivable.
SSC Ultimate Aero Data
Base Price $675 000
Power 1183 hp
Zero to 60 mph 2.8 s
Top speed 400 km/h
The Ultimate Aero has a huge 1183 HP V8 engine. With the car weighing as much as a VW New Beetle that’s a guaranty for great performance. With 1183 bhp and 1094 ft-lbs of torque, the Ultimate Aero produces more emissions-legal horsepower than any other production automobile in the world . Despite being designed to run at redline for extended periods of time, the Ultimate Aero remains remarkably drivable.
SSC Ultimate Aero Data
Base Price $675 000
Power 1183 hp
Zero to 60 mph 2.8 s
Top speed 400 km/h
Shelby Super Cars Ultimate Aero TT
Shelby Super Cars Ultimate Aero TT
Shelby Supercars (SSC), manufacturer of the ultra high-performance Ultimate Aero Twin Turbo, set the new 'World's Fastest Production Car' record with an average top speed of 255.83 mph. Confident of the 1183 hp vehicle's abilities, SSC set out to validate their top speed claim in accordance with the strict guidelines set by Guinness World Records. This has therefore allowed the Ultimate Aero TT to attain a top speed of 255.83 mph over a two-way average with a peak one-way speed of 257.11 mph. What is interesting is that the record wasn't set at the Nardo high-speed bowl, the Ehra-Lessein VW test facility or even the Bonneville Salt Flats, the usual locations for record setting. No, SSC broke the record on a regular public road in Washington State that was cordoned off by police.
Shelby Super Cars Ultimate Aero TT
Base Price $485,000
Power 1,183 bhp
Zero to 60 mph 2.8 s
Zero to 100 mph N/A
Top speed 256 mph
History
The lack of access to a US-based proving ground able to accommodate the Ultimate Aero TT's top speed presented SSC with a massive challenge. After scouring the country for months, SSC found the solution in their home state of Washington when they were granted the opportunity to close public highways for testing. Finding appropriate roads eligible for closure proved to be a tedious process as SSC's teams scouted the sites first hand. After a potential site was identified, the company would need to apply for a road closure permit. Hiring police, a crew to man the closed section, and securing insurance for the high-speed test sessions were just a few of the undertakings necessary to be granted the rare closure of public roads.
Technology
Using SCC's proprietary twin-turbo design, the Ultimate Aero TT's power plant has surpassed its original design specifications in all areas, producing a nasty 1180 bhp at 6750 rpm and 961 ft lbs of tarmac tearing torque while maintaining a paltry 2750 lbs of curb weight. The meticulously manufactured carbon fibre composite body harnesses a motor that has a wonderful idle, incredible daily drivability characteristics, runs on 91 octane pump fuel, easily handles the rigors of long term redline usage while delivering and incredible 15 mpg in the city and 22 mpg on the highway.
Shelby Supercars (SSC), manufacturer of the ultra high-performance Ultimate Aero Twin Turbo, set the new 'World's Fastest Production Car' record with an average top speed of 255.83 mph. Confident of the 1183 hp vehicle's abilities, SSC set out to validate their top speed claim in accordance with the strict guidelines set by Guinness World Records. This has therefore allowed the Ultimate Aero TT to attain a top speed of 255.83 mph over a two-way average with a peak one-way speed of 257.11 mph. What is interesting is that the record wasn't set at the Nardo high-speed bowl, the Ehra-Lessein VW test facility or even the Bonneville Salt Flats, the usual locations for record setting. No, SSC broke the record on a regular public road in Washington State that was cordoned off by police.
Shelby Super Cars Ultimate Aero TT
Base Price $485,000
Power 1,183 bhp
Zero to 60 mph 2.8 s
Zero to 100 mph N/A
Top speed 256 mph
History
The lack of access to a US-based proving ground able to accommodate the Ultimate Aero TT's top speed presented SSC with a massive challenge. After scouring the country for months, SSC found the solution in their home state of Washington when they were granted the opportunity to close public highways for testing. Finding appropriate roads eligible for closure proved to be a tedious process as SSC's teams scouted the sites first hand. After a potential site was identified, the company would need to apply for a road closure permit. Hiring police, a crew to man the closed section, and securing insurance for the high-speed test sessions were just a few of the undertakings necessary to be granted the rare closure of public roads.
Technology
Using SCC's proprietary twin-turbo design, the Ultimate Aero TT's power plant has surpassed its original design specifications in all areas, producing a nasty 1180 bhp at 6750 rpm and 961 ft lbs of tarmac tearing torque while maintaining a paltry 2750 lbs of curb weight. The meticulously manufactured carbon fibre composite body harnesses a motor that has a wonderful idle, incredible daily drivability characteristics, runs on 91 octane pump fuel, easily handles the rigors of long term redline usage while delivering and incredible 15 mpg in the city and 22 mpg on the highway.
Lamborghini Reventon
Lamborghini Reventon
The Lamborghini Reventón has been entirely designed in Sant'Agata Bolognese, the original birthplace of the Lamborghini and the native home of every super car born under the sign of the bull. The Lamborghini Reventón is not destined to remain a one-off. A total of 20 Lamborghini friends and collectors will be able to own this extraordinary car and, naturally, enjoy the incomparable pleasure of driving it. To be dubbed Reventon , it's based on the Murcielago LP640, and it'll cost a breezy one-million euros.
Lamborghini Reventon
Base Price 1,400,000 $
Power 650 BHP
Zero to 60 mph 3.3 s
Zero to 100 mph N/A
Top speed 211 mph / 340 km/h
Technology
The Reventon, powered by a 650-horsepower 6.5L V-12 and wrapped in CFC carbon fiber composite, has harsh, angular lines down to the spiky arrow nose. Although it is based on the extraordinarily successful Murciélago LP640, the exterior design of the Reventón is completely new. Just like the base model, the exterior is made of CFC, a composite carbon fibre material, which is as stable as it is light. The exterior components are glued and fixed to the body comprised of CFC and steel. The technology found in the Murcielago LP640 has not been modified. The engine in the LP640 forwards is the classic twelve-cylinder engine with 6.5 liter displacement. Only for this car, Lamborghini guarantees, an astounding 650 bhp at 8,000 revolutions per minute (rpm). The huge torque, equal to maximum 487 lb-ft, ensures a powerful switch from any number of revolutions: even the slightest pressure on the accelerator is spontaneously transformed into thrust.
The Lamborghini Reventón has been entirely designed in Sant'Agata Bolognese, the original birthplace of the Lamborghini and the native home of every super car born under the sign of the bull. The Lamborghini Reventón is not destined to remain a one-off. A total of 20 Lamborghini friends and collectors will be able to own this extraordinary car and, naturally, enjoy the incomparable pleasure of driving it. To be dubbed Reventon , it's based on the Murcielago LP640, and it'll cost a breezy one-million euros.
Lamborghini Reventon
Base Price 1,400,000 $
Power 650 BHP
Zero to 60 mph 3.3 s
Zero to 100 mph N/A
Top speed 211 mph / 340 km/h
Technology
The Reventon, powered by a 650-horsepower 6.5L V-12 and wrapped in CFC carbon fiber composite, has harsh, angular lines down to the spiky arrow nose. Although it is based on the extraordinarily successful Murciélago LP640, the exterior design of the Reventón is completely new. Just like the base model, the exterior is made of CFC, a composite carbon fibre material, which is as stable as it is light. The exterior components are glued and fixed to the body comprised of CFC and steel. The technology found in the Murcielago LP640 has not been modified. The engine in the LP640 forwards is the classic twelve-cylinder engine with 6.5 liter displacement. Only for this car, Lamborghini guarantees, an astounding 650 bhp at 8,000 revolutions per minute (rpm). The huge torque, equal to maximum 487 lb-ft, ensures a powerful switch from any number of revolutions: even the slightest pressure on the accelerator is spontaneously transformed into thrust.
Maybach Exelero
Maybach Exelero
The 700-hp two-seater with a V-12 biturbo engine is a unique custom model produced for Fulda Reifenwerke, which is using the Maybach Exelero as a reference vehicle for a newly developed generation of wide tyres. The German manufacturer of luxury cars built the unique model as a modern interpretation of its legendary streamlined sports car from the 1930s, thereby forging a link with the historical predecessor, which at that time was likewise based on a powerful Maybach automobile (SW 38) and used by Fulda for tyre tests.
A one-off custom-built Maybach was unveiled yesterday at the Tempodrom in Berlin. Commissioned by tyre company Fulda, the Exelero is a chopped-down two-seater coupe, though it's more than just a show car - in tests at the Nardo high-speed oval, the prototype reached a speed of 218.38mph, despite weighing over 2.66 tonnes. It is capable of acceleration from 0-60mph in 4.4 seconds.
Maybach Exelero Data
Base Price N/A
Power 700 hp
Zero to 60 mph 4.4 s
Zero to 100 mph N/A
Top speed 218.4 mph / 351.45 km/h
History
The car's design was the result of a competition amongst students at the Pforzheim Polytechnic Department of Transport Design, which has worked on show vehicles for Fulda in the past. The design of 24-year-old Fredrik Burchhardt was chosen, and his work was co-ordinated with that of the Maybach design centre in Sindelfingen. The project, based on the Maybach 57 limousine, required a certain amount of re-engineering; the A-pillar and doors had to be shifted rearwards, and the steering column, pedals and gearshift all re-located. The standard 550bhp V12 engine was bored out to 5.9 litres, and tuned for 700bhp and over 738lb ft of torque. With final dimensions of 5890mm long, 2140mm wide and just 1390mm high, the car was kitted out with a full-spec interior, including leather, neoprene, aluminium and carbonfibre finishes.
Maybach says the car, built by Stola in Turin, is "a one-off vehicle created to showcase the new ultra-high performance Excelero tyre range from leading tyre manufacturer Fulda"; it's not the first time the two companies have teamed up, as back in 1938 Fulda demonstrated its tyres on a Maybach SW 38 limousine. There are, however, "no plans to produce the model in series", though it has been certified for on-road use.
Technology
The German manufacturer of luxury cars built the unique model as a modern interpretation of its legendary streamlined sports car from the 1930s, thereby forging a link with the historical predecessor, which at that time was likewise based on a powerful Maybach automobile (SW 38) and used by Fulda for tyre tests.
The Exelero embodies the highest expression to date of the Maybach individualisation strategy of offering specific custom solutions on request. In initial tests on the high-speed track in Nardo (Italy), the unique vehicle reached a top speed of 351.45 km/h (FIA*-standard unit of measurement). Developers at Maybach designed the custom model with the participation of students from Pforzheim College. The Exelero was built by the prototype specialists at Stola in Turin (Italy). There are no plans to produce the model in series.
The 700-hp two-seater with a V-12 biturbo engine is a unique custom model produced for Fulda Reifenwerke, which is using the Maybach Exelero as a reference vehicle for a newly developed generation of wide tyres. The German manufacturer of luxury cars built the unique model as a modern interpretation of its legendary streamlined sports car from the 1930s, thereby forging a link with the historical predecessor, which at that time was likewise based on a powerful Maybach automobile (SW 38) and used by Fulda for tyre tests.
A one-off custom-built Maybach was unveiled yesterday at the Tempodrom in Berlin. Commissioned by tyre company Fulda, the Exelero is a chopped-down two-seater coupe, though it's more than just a show car - in tests at the Nardo high-speed oval, the prototype reached a speed of 218.38mph, despite weighing over 2.66 tonnes. It is capable of acceleration from 0-60mph in 4.4 seconds.
Maybach Exelero Data
Base Price N/A
Power 700 hp
Zero to 60 mph 4.4 s
Zero to 100 mph N/A
Top speed 218.4 mph / 351.45 km/h
History
The car's design was the result of a competition amongst students at the Pforzheim Polytechnic Department of Transport Design, which has worked on show vehicles for Fulda in the past. The design of 24-year-old Fredrik Burchhardt was chosen, and his work was co-ordinated with that of the Maybach design centre in Sindelfingen. The project, based on the Maybach 57 limousine, required a certain amount of re-engineering; the A-pillar and doors had to be shifted rearwards, and the steering column, pedals and gearshift all re-located. The standard 550bhp V12 engine was bored out to 5.9 litres, and tuned for 700bhp and over 738lb ft of torque. With final dimensions of 5890mm long, 2140mm wide and just 1390mm high, the car was kitted out with a full-spec interior, including leather, neoprene, aluminium and carbonfibre finishes.
Maybach says the car, built by Stola in Turin, is "a one-off vehicle created to showcase the new ultra-high performance Excelero tyre range from leading tyre manufacturer Fulda"; it's not the first time the two companies have teamed up, as back in 1938 Fulda demonstrated its tyres on a Maybach SW 38 limousine. There are, however, "no plans to produce the model in series", though it has been certified for on-road use.
Technology
The German manufacturer of luxury cars built the unique model as a modern interpretation of its legendary streamlined sports car from the 1930s, thereby forging a link with the historical predecessor, which at that time was likewise based on a powerful Maybach automobile (SW 38) and used by Fulda for tyre tests.
The Exelero embodies the highest expression to date of the Maybach individualisation strategy of offering specific custom solutions on request. In initial tests on the high-speed track in Nardo (Italy), the unique vehicle reached a top speed of 351.45 km/h (FIA*-standard unit of measurement). Developers at Maybach designed the custom model with the participation of students from Pforzheim College. The Exelero was built by the prototype specialists at Stola in Turin (Italy). There are no plans to produce the model in series.
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