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The 1967 GTX or Belvedere GTX was introduced as a Gentleman’s luxury car with muscle car power. It has a body style similar to the Belvedere s with a different grill, mock hood scoops, chrome gas filler cap, and the optional racing stripes. The rear fascia was the same as the Plymouth Satellites. The car had heavy duty suspension included with the basic package. The GTX came with the TorqueFlight three speed automatic with a choice of a 440 cu in (7.2 liter) Commando V8 rated at 375 hp or the optional 426 cu in (7.0 L) Hemi – “The Elephant”. A four speed floor mount transmission was an available option on all the engines.
The 1968 GTX had a completely redesigned body from last year’s model with a choice of a two door convertible or two door hard top with the same power options available.
Minor cosmetic changes took place in 1969 with black side lower body paint to differentiate it from the racing strip on the 1968 model, as well, a functional “Air Grabber” hood scoop was included with the hemi engine or an option with the 440 power. There were 701 GTX convertibles made by Chrysler in 1969 with eleven powered by the hemi engine.
In 1970 there was no convertible model offered in the GTX line. The GTX coupe had a few minor changes to it such as new grill and headlights as well as a hood bulge sporting a single “Air Grabber” scoop and non-functional rear brake air scoops as well as many luxury items included in the basic package. The car looked too much like the Roadrunner a poor man’s car and the “Sport Fury” was often chosen by consumers as the Chrysler choice for a performance luxury car for discriminating mature gentlemen over the GTX. Even with the addition of a GTX GT model the car was not a big seller in 1970. The car was available with a basic 440 and had a four barrel on top, the “440+6” option – three two barrel carburetors, or the 426 hemi was the top power option.
A completely redesigned GTX was on show room floors in 1971; the last year for the car as a separate model. The engine choices were the same as 1970, but due to emission standards rising, the engines had less power than the earlier models. With lower compression and faster choke operation the basic 400 engine horse power dropped 5% and the 440+6 option dropped to 385 hp (287 kW). The hemi engine horse power rating remained the same at 425 hp (317 kW) all the engines still came with the three speed automatic or the four speed standard transmission as an option. The emission regulations in previous years and the new and ever rising insurance rates on muscle cars made for low sales. There were less than 3,000 units produced in 1971.
From 1972 until 1974 the GTX was a luxury option package for the “Road Runner”
The Camaro is on the GM "F" body platform and sold as a two door Coupe or Convertible-starting in the 1966 model year. The 1969 is the last year of this first generation Camaro and either body style could be ordered as a basic, Super Sport (SS) or the Rally Sport (RS) trim option. The full arsenal of Chevrolet large and small block engines from, the economical 230 cu in six to the 427 cu in (7.0 L) V8, will fit under the hood of the rear wheel drive Camaro.
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For the 1969 model year, any Camaro chosen for the SCCA Trans Am racing series sports four-piston calipers on the front and rear disc brakes as standard equipment. This was the same system used in the Corvette and was necessary for improved stopping ability to help make the car a winner on the demanding circuits.Due to the high cost of vehicles equipped with this $500 RPO JL8 option, there were only 206 of these units produced.
The logo RS striping was used in 1969 only if the option did not contradict a combined option feature. For example, if you purchased the RS/Z28 package, the Z28 special performance features would dominate, and the car would come with decorative rear fender louvers, wheel molding trim strips all around, black step sills, bright accents on the taillights, and if your model was a Sport coupe, this would include trim strips on the roof moldings. The combined packages would sport the RS logo on the grille, rear fenders, and the steering wheel with combinations of the SS, Z28 as possibilities and was designated an RS/SS or as RS/Z28. There were 37,773 Sport coupes made in 1969.
© Dikiiy | Dreamstime.com Chevrolet 1969 Camaro
The basic Z28 option came with the 302-cubic-inch small-block with 11:1 compression, forged pistons, solid lifters, forged steel crankshaft, and forged connecting rods. There would also be a Holley carburetor mounted on the duel plane intake. However, dealers could give the engine a boost with two four-barrel carburetors on the crossram intake manifold if the customer opted for it. This engine bolted to a Muncie four-speed standard transmission and, new for ’69, featured the Hurst shift kit. The rearend was a 12-bolt style and contained 3.73 gearing. There were design problems that delayed the production of the new-generation 1970 models until November ’69, so there were many 1969 models sold as 1970 versions although the VIN is a 1969 number.
© Sigurbjornragnarsson | Dreamstime.com 1969 Chevrolet Camaro
The Central Office Production Order (COPO) Camaro with the numbers 9560 and 9561 were available for the 1969 model year. The edict issued to the Chevy Division was that no engines of greater than 400-cubic-inch displacement would be installed on any Chevy model. Don Yenko, a race driver turned dealer, found a way to avoid this by using the fleet order forms which, in the normal course of events, were meant for taxi cabs, trucks, rental units etc.
© Steirus | Dreamstime.com 1969 Chevrolet Camaro, Official Pace Car
He used this system to order and then install, as a dealer option the 427-cubic-inch power plants. The COPO 9561 used a solid lifter big-block L72 engine with an underrated 425 hp (317 kW). Some other dealers also became wise to this idea; as a result, there were somewhere between 900 and 1,000 of the L72 engine sold retail in the 1969 model year.
Some of the COPOs were the “9560” engine too, and this was the all-aluminum block ZL-1, which was specifically designed for drag racing, and we can thank Dick Harnell, a drag driver, for formulating the idea. He ordered his ZL-1 in Illinois at the Fred Gibb dealership in La Harpe for use in the NHRA Super Stock series. Building just one ZL-1 engine involved some 16 man hours of labor, which they did under almost surgically clean conditions at the Chevrolet plant in Tonawanda, New York. There were only 69 of this engine ordered in the 1969 model year with a hefty price tag of $4,000 for the engine alone, almost double the price of the base coupe 302 engine, but it did develop a rated horsepower of 433 although when in the basic installed condition the ZL-1 delivered an actual 376 net hp and then, if it received some tuning modifications and a low back pressure exhaust system installed, the engine could produce more than 500 actual horsepower.
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