Dodge Challenger

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Posted by pompos 03/11/2009 @ 13:14

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News headlines
Challenger recreates '60s classic - Muncie Star Press
New for 2009 is the Challenger R/T Classic, which replicates the original Challenger as faithfully as possible, Dodge says. "Our all-new 2009 Dodge Challenger R/T Classic is more than a modern-day muscle machine, it pays homage to one of the most...
3 coupes are rear-drive -- similarities end there - Detroit Free Press
BY MARK PHELAN • FREE PRESS AUTO CRITIC • May 21, 2009 For the first time in a generation, all three Detroit automakers have new rear-wheel drive performance coupes on the market: the Chevrolet Camaro, Dodge Challenger and Ford Mustang....
Local Couple Win Choice of Car or $25000 -
Blaine and Cricket Harden were offered their choice of a new 2009 Dodge Challenger, or $25000 at 20 th Century Ford in Blackfoot Saturday. The Harden's were announced the winners of a contest from the dealership after they redeemed a brochure in the...
Getting a Deal on a Dodge - Wall Street Journal
By JONATHAN WELSH Q: I'm very interested in the 2009 Dodge Challenger R/T. Up to this point Dodge has offered no rebates, and the car was not included in its "Employee Pricing Plus Plus" program. Given Chrysler's current state, what kind of deal should...
First Drive: V6 Camaro RS -
Along with the segment standards, such as Ford's Mustang and Nissan's Z, new upstarts like Dodge's Challenger and Hyundai's Genesis Coupe join the throng, and these are serious contenders worthy of consideration. Then again, someone who has their heart...
Eco+Muscle Combines Dodge Challenger with Fuel Efficiency - Gas2.0
There is an understandably large gap between the fuel-conscious and horsepower heavy crowds, but Popular Mechanics has undertaken a project to bridge that with their Eco+Muscle hybrid Dodge Challenger. 500 horsepower? Check. 99 miles per gallon in the...
Sport Chrysler Jeep Dodge rolls forward, boosts inventory - Norristown Times Herald
Back in March, the Jeffersonville dealership acquired the Murray Dodge franchise, adding the nostalgic Dodge Challenger — a recently resurrected American muscle car legend — and the already revived Dodge Charger to its lineup. Further hiking up Orff's...
Closing of dealerships to reverberate throughout region - Chicago Tribune
In the case of Burke's Jeep Dodge dealership, Lisle's 1 percent municipal sales tax on every Grand Cherokee, Challenger or other car sold generates $220000 to $300000 a year in sales tax revenue for the community of about 23500....
Preview: 2010 Ford Shelby GT500 - Calgary Herald
Taking the 40th anniversary edition Shelby GT500KR (King of the Road) as a guide, Ford engineers spent two years developing the 2010 GT500 in an effort to stay ahead of the Dodge Challenger and Chevrolet Camaro. At $56499 for the coupe and $60699 for...
From the logbook: Dodge Challenger -
The brand-new Chevrolet Camaro, retro Dodge Challenger, revamped Ford Mustang certainly aren't going to single-handedly save Detroit, but, for some, these cars are simple escapism. No more, no less. (Links are to the model overview pages, available to...

Dodge Challenger

2009 Dodge Challenger SE

Dodge Challenger is the name of three different automobile models marketed by the Dodge division of Chrysler LLC since 1970.

The Challenger is described in a book about 1960s American cars as Dodge’s "answer to the Mustang and Camaro." It was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. "Both the Challenger and Barracuda were available in a staggering number of trim and option levels" and were intended "to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler's inventory." However they were "a rather late response to the ponycar wave the Ford Mustang had started." The author of a book about "Hemi"-powered muscle cars says that the Challenger was conceived in the late 1960s as Dodge’s equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang and Camaro. He adds that Chrysler intended the new Dodge as "the most potent ponycar ever," and positioned it "to compete against the Mercury Cougar and Pontiac Firebird." Similarly, the author of a book about the Chrysler pony-cars notes that "he Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar" and other more luxury-type musclecars.

The Challenger's longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers. The wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang.

Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger got that car's grille. Although the Challenger was well-received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and Challenger production ceased midway through the 1974 model year. About 165,500 Challengers were sold over this model's lifespan.

Four models were offered: Challenger Six, Challenger V8, T/A Challenger, and Challenger R/T. Challengers could either be hardtops, coupes, or convertibles (through 1971 only). The standard engine on the base model was the 225 cu in (3.7 L) six-cylinder. Standard engine on the V8 was the 230 bhp (171.5 kW) 318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 383 CID V8.

The performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335 bhp (249.8 kW). Standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 CID Magnum, the 390 bhp (290.8 kW) 440 cu in (7.2 L) Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7 L) Hemi. The R/T was available in all three body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller 'formal' rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster which included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer, and an oil pressure gauge. The convertible Challenger was available with any engine, as well as in the R/T and SE trim levels. In 1973, Dodge dropped the R/T badging and now called it the "Rallye", although it was never badged as such. The shaker hood scoop was not an option for 1972.

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 320 bhp (238.6 kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added to the image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A was not competitive, due to the fact that they had to be large enough to accommodate engines as large as the 426 Hemi, and 440, the street version suffered from severe understeer in fast corners. It could turn mid 14s in the quarter mile, which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge pulled out of Trans Am racing. Only 2,142 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in period advertising, but was not produced.

The "Western Special" was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced "Deputy", stripped of some of the base car's trim and with fixed rear side glass.

By 1972, the convertible version and all the big-block engine options were gone. Maximum power was also downgraded to 240 horsepower (180 kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations. The 1972 models also received a new grille that extended beneath the front bumper.

The 1973 models were no longer available with a six-cylinder engine. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version, but the pony car market had deteriorated and production of Challengers ceased in mid-1974.

Although the body style remained the same throughout the Challenger's five year run, there were two notable changes to the front grille. The 1971 models had a "split" grille, while 1972 introduced a design that extended the grille beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding "5 mph (8.0 km/h)" bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda. In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a "great" year, 1971 was "good" one, and then "three progressively lousier ones" (1972-1974).

Original "numbers matching" high-performance 1970-71 Challengers are now among the most sought-after collector cars. The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines (with the exception of the limited edition Challenger T/A with its 340 six-pack).

The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many "clones" of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6 cylinder and 318 powered non-R/T or T/A cars and installing one of the "Magnum" performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods.

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector's point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today.

The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe, known overseas as the Mitsubishi Sapporo and sold through Dodge dealers as a captive import, identical except in color and minor trim to the Plymouth Sapporo. Although mechanically identical, the Dodge version emphasized sportiness, with bright colors and tape stripes, and the Plymouth on luxury with more subdued trim. Both cars were sold until 1983 , until being replaced by the Conquest and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had only a four-cylinder engine and was a long way in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer of its type, not least because of its available 2.6 L engine, exceptionally large for a four-cylinder. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help damp this out, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers.

On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008 simultaneously at the Chicago Auto Show and Philadelphia International Auto Show. Listing at US$40,095, the new version is a 2-door coupe which shares common design elements with the first generation Challenger, despite being significantly longer and taller. The chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006-Current Dodge Charger, 2005-2008 Dodge Magnum, and the 2005-Current Chrysler 300. All 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission, which outperforms the legendary 1970 Hemi Challenger. The entire 2008 run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008. Chrysler Canada is offering the Canada 500 and Chrysler of Mexico is offering only 100 of this car for that country with a 6.1 liter engine and 425 brake horsepower (317 kW) (SAE); the version is SRT/8. Chrysler auctioned off two 2008 SRT8 for charity with car #1 going for $400,000.00 to benefit the notMYkid non-profit org, and a 'B5' Blue #43 car fetching a winning bid of $228,143.43 with the proceeds going to Victory Junction Gang Camp.. Many of the "first delivery" Challengers were either pre-sold, or sold for above MSRP (as is often the case with a highly anticipated vehicle launch).

The base model Challenger is powered by a 3.5 L (214 cu in) SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lb·ft (339 N·m) torque which is coupled to a 4-speed automatic transmission. Several different exterior colors, and either cloth or leather interiors are available. Standard features include air conditioning; power windows, locks, and mirrors; cruise control; and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control. The Canadian market also sports the SXT trim, similar to the SE, however is even more generous in terms of standard features. Some of these features being ESP, an alarm system, and 18-inch (460 mm) wheels.

The mid-level Challenger is powered by a 5.7 L (345 cu in) HEMI V8 producing 375 brake horsepower and coupled to either a 5-speed auto or 6-speed manual transmission. With the 6-speed manual, the Multi-Displacement System option is deleted, but the engine produces 376 brake horsepower (280 kW) (SAE) and 404 lb·ft (548 N·m) torque, whereas the 5.7 L (345 cu in) V8 with automatic transmission has 372 brake horsepower (277 kW) (SAE) and 398 lb·ft (540 N·m) torque. Also available on R/T is the "Track Pak" option group. Included, is a six-speed manual transmission, anti-spin differential (3.73 with standard 18-inch (460 mm) wheels, 3.92 with optional 20-inch (510 mm) wheels), as well as an "ESP full-off" switch.

The brochure of the 2009 Challenger shows a "classic" version of the Dodge Challenger R/T, with the 5.7 L (345 cu in) HEMI, and retro aspects such as script "Challenger" badges on the front panels and black "R/T" stripes. According to a Chrysler press relase from 01/16/09 it will come with a six-speed-manual transmission (including a pistol-grip-shifter) as standard. It will be available in Brillant Black Crystal Pearl, Bright Silver Metallic, Stone White and in three "heritage" colors: HEMI-Orange, TorRed and B5 Blue. Prices start at $34,005 (including destination) and production will start in February 2009.

The 2009 SRT8 is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the lower R/T and SE models such as air conditioning and cruise control. In addition, the 2009 will have a true "limited slip" differential.

It was built to commemorate the 10th anniversary of 392 HEMI engine, as well as showcase Mopar's new available 392 (6.4L) HEMI crate engine. The body was based on the 2006 Dodge Challenger Concept. The vehicle was unveiled at SEMA show.

A concept vehicle using Dodge Viper SRT-10 engine and Bilstein shocks appeared in 2008 SEMA show.

A race model designed for NHRA competition, based on Dodge Challenger SRT-8. The car is 1,000 pounds (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate and lightweight components designed for drag racing that will be part of the new Package Car program. The engine was repositioned to improve driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. They also feature a front cradle with bolt-in crossmember and solid engine mounts.

At least 100 Challenger Drag Race Package Cars were built to meet NHRA requirements. Engine options include 6.1L HEMI, 5.7-L HEMI, 5.9L Magnum Wedge. Manual or automatic transmissions are available. "Big Daddy" Don Garlits bought the first drag race package car and plans to race it in NHRA competition.

The Challenger was introduced to the SCCA Trans Am Series in 1970, driven by Sam Posey among others.

Vanishing Point, Vanishing Point (1997 made-for-TV remake), The Fast and the Furious (2001 film), Natural Born Killers, Death Proof, Ben 10: Race Against Time, Terminal Velocity, Gone in 60 Seconds.

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2008 Dodge Challenger 500

The 2008 Dodge Challenger 500, the eleventh race on the NASCAR Sprint Cup season, was held on Saturday, May 10th at the fabled Darlington Speedway in Darlington, South Carolina. The race was televised in the USA on Fox starting at 7 PM US EDT with radio being handled on MRN on terrestrial radio and Sirius Satellite Radio. It was the first race on the newly repaved 1.366 mile track as "The Lady in Black" has gone under an extreme makeover akin to plastic surgery, with sppeds at Goodyear tire testing in March having cars clocked at or over 200 MPH.

The race also served as the last chance to qualify for Sprint All-Star Race XXIV to be held the following week at Lowe's Motor Speedway in Concord, North Carolina. Otherwise, those who have not won a race, a series championship or a previous All-Star race would have to qualify via the Sprint Showdown race as one of the top two finishers or through fan voting by being on the lead lap in the Showdown.

Greg Biffle edged out Dale Earnhardt Jr. for the pole position.

After getting a rousing chorus of booing from Earnhardt fans for what he did the previous week at Richmond, Kyle Busch quieted them down with his third win of the 2008 campaign.

Failed to Qualify: Johnny Sauter (#70), Jeff Green (#34).

FOX viewers who saw the St.Louis Cardinals Milwaukee Brewers baseball matchup joined in progress with the prerace show once the game ended.

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AMC Javelin

1968 AMC Javelin base model in Matador Red

The AMC Javelin was a “pony car” built by the American Motors Corporation between 1968 and 1974. It was intended to rival other similar cars of the era such as the Ford Mustang and Chevrolet Camaro.

The Javelin can be classified into two generations: 1968 to 1970 (with a distinct 1970) and 1971 to 1974. Javelins competed successfully in Trans-Am racing and won the series with AMC sponsorship in 1971, 1972, and independently in 1975.

Javelins were assembled under license in other markets including Europe (by Wilhelm Karmann GmbH), Mexico (by VAM), Australia (by Australian Motor Industries), and were sold in other export markets.

The Javelin was a production version of one of the AMX prototypes shown around the USA during the 1966 AMX project tour. It debuted in 1968. Available engines were a 232 cu in (3.8 L) straight-six and three V8s. The optional "Go Package" included a four-barrel carbureted 343 cu in (5.6 L) V8, power front disc brakes, dual exhausts, and wide tires. The SST trim level gave a greater degree of luxury. In mid-1968 the AMX 390 cu in (6.4 L) engine was offered as a Javelin option. Its impressive 315 hp (235 kW; 319 PS) and 425 lb·ft (576 N·m) of torque could send the Javelin from zero-to-sixty in the seven-second range. A “Big Bad” paint (neon brilliant blue, orange and green) option was available on Javelins starting in mid-1969 and through 1970. The “Mod Javelin” Package was also introduced mid-year in 1969 and included an unusual roof mounted spoiler and twin blacked-out simulated air scoops on the hood. American Motors supported the AMX and Javelin with a "Group 19" range of dealer-installed performance accessories. These included a dual four-barrel cross-ram intake manifold, a high performance camshaft kit, needle-bearing roller rocker arms and dual-point ignition.

Road & Track compared the Javelin favorably to its competitors on its introduction in 1968, describing the "big, heavy, super-powerful engine" as "an asset in such a small vehicle", and the styling as "pleasant." The disc/drum brakes and the non-power-assisted "quick-steering" option were criticized. Many journalists also complained about AMC’s safety-style interior, saying it was dull or bland.

Also offered was the AMC AMX, a shortened, two-seat version of the first-generation Javelin.

American Motors was intent on changing the image of the company and its new pony car competitor. It formed a racing team and entered the Javelin in dragstrip and Trans-Am Series racing.

The Javelin's first Trans-Am attempt was in the 12 Hours of Sebring in 1968. Starting in January, two Javelins were prepared by Kaplan Engineering with engines by Traco Engineering. Power was provided by the basic 290 cu in (4.8 L) V8 that was bored out to 304.3 cu in (4.99 L). Ronnie Kaplan recalls that "... we never had enough time to properly develop the Javelins because of our time factor and most of our testing and development took place at the race track." Starting with a 68-car field, only 36 cars finished, with Peter Revson and Skip Scott driving one of the Javelins to 12th overall and 5th in the O-class, a "remarkable" performance considering the program was initiated so quickly. For the 1968 season, although the Javelins finished in third place, AMC established a record by being the only manufacturer's entry to finish every Trans-Am race entered.

The 1970 Javelins featured a new front end design with a wide "twin-venturi" front grille and a longer hood, as well as a new rear end with as well as full-width taillamps with a single center mounted backup light. This was a one-year only design. Underneath the restyle was a new front suspension featuring ball joints, upper and lower control arms, coil springs, and shock absorbers above the upper control arms, as well as trailing struts on the lower control arms.

The engine lineup for 1970 was changed with the introduction of two new V8 engines: a base 304 cu in (5 L) and an optional 360 cu in (5.9 L) to replace the 290 and the 343 versions. The top optional 390 cu in (6.4 L) continued, but it was upgraded to new heads with 51 cc combustion chambers increasing power to (325 hp (242 kW). The code remained "X" for the engine on the vehicle identification number (VIN). Also new was the “power blister” hood with two large openings that were a functional cold ram-air induction system that was included with the "Go Package" option. The "Go Package" with the four-barrel engines was selected by many buyers and it also included front disk brakes, dual exhaust system, heavy-duty suspension with anti-sway bar, and performance tires with white letters on styled wheels.

The interiors were also a one-year design featuring a broad new dashboard and bucket seats with clam shell integral headrests.

Among the special models during 1970 was the Mark Donohue Javelin SST. A total of 2,501 were built to homologate the Donohue-designed, and emblazoned with his signature, rear spoiler. These were designed for Trans Am racing.

An estimated 50 Trans-Am Javelins were also produced. The cars not only featured the front and rear spoilers, but were painted in AMC racing team's distinctive matador red, frost white, and commodore blue paint scheme.

Three Javelin series were offered: the base model, the SST, and the AMX.

The car was restyled in 1971 to incorporate the integral roof spoiler and fender bulges from earlier Javelins racing in the Trans-Am Series. The media criticized the revised fenders (originally designed to accommodate oversized racing tires) as " the Corvette, but less graceful..." AMC offered a choice of engines and transmissions. Engines included a 232 cu in (3.8 L) I6 and a four-barrel 401 cu in (6.6 L) AMC V8 with high compression ratio, forged steel crankshaft and connecting rods engineered for 8000 rpm.

The car's interior was asymmetrical, with nearly every component unique to its position, unlike the symmetrical interior of the economy-focused 1966 Hornet (Cavalier) prototype.

Racing versions competed successfully in the Trans-Am Series with the Penske Racing/Mark Donohue team, as well as with the Roy Woods ARA team sponsored by American Motors Dealers. The Javelin won the Trans-Am title in 1971, 1972, and 1975. Drivers included George Follmer and Mark Donohue, the latter lending his name and signature to a limited-edition 1970 Javelin-SST model with a special rear spoiler of his own design.

From 1971 the AMX was no longer available as a two-seater. It evolved into a premium High-Performance edition of the Javelin. The new Javelin-AMX incorporated several racing modifications and AMC advertised it as “the closest thing you can buy to a Trans-Am champion.” The car had a stainless steel mesh screen over the grille opening, a fiberglass full width cowl induction hood, and spoilers front and rear for high-speed traction. The performance-upgrade "Go Package" included the choice of a 360 or 401 4-barrel engine; also "Rally-Pac" instruments, handling package for the suspension, limited-slip “Twin-Grip” differential, heavy-duty cooling, power disk brakes, white-letter E60x15 Goodyear Polyglas tires on 15x7-inch styled slotted steel wheels, T-stripe hood decal and a blacked-out rear taillight panel.

During the 1972 and 1973 model years 4,152 Javelins were produced with a special interior option designed by fashion design Pierre Cardin (official on-sale date was March 1, 1972). It has a multi-colored pleated stripe pattern in tones of Chinese red, plum, white, and silver on a black background. Six multi-colored stripes, in a tough satin-like nylon with a stain-resistant silicone finish, run from the front seats, up the doors, onto the headliner, and down to the rear seats. The fabric for the seat faces was produced for AMC by Chatham Mills, a veteran maker of interior fabrics. Cardin's crest appeared on the front fenders. MSRP of the option was US$84.95. The trend for fashion designers doing special interiors still continues, but Cardin's continues to be the “most daring and outlandish.” Honoring the 1971 and 1972 javelin Trans-am victories, a special trans-Am winner sticker was available for any trim level of the Javelin.

By 1974, Chrysler abandoned the pony car market. Whereas Ford replaced its original Mustang with a smaller four-cylinder version, and other pony car manufacturers also downsized engines, the Javelin's big engine option continued until the production of the model ended in October/November 1974 amidst the Arab oil embargo and overall declining interest in high performance vehicles. American Motors also needed a manufacturing line to build its all-new AMC Pacer.

Chicago Sun-Times auto editor Dan Jedlicka says that the Javelin, which he describes as "beautifully sculpted" and "one of the best-looking cars of the 1960s", is "finally gaining the respect of collectors, along with higher prices." The first generation Javelin has also been described as a "fun and affordable American classic with a rich racing pedigree and style that will always stand out from the omnipresent packs of Ford, General Motors, and Chrysler pony cars." The basic version of the car does not command the high prices of some other muscle cars and pony cars. However, in its day the car sold in respectable numbers, regularly outselling both the Plymouth Barracuda and Dodge Challenger so popular today.

1971 through 1974 AMX versions command higher prices, according to collector-car price guides.

There are many active AMC automobile clubs, including for owners interested in racing in vintage events. The Javelin shared numerous mechanical, body, and trim parts with other AMC models, and there are vendors specializing in new old stock (NOS) as well as reproduction components.

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Source : Wikipedia