Here are a few clues to help you.
Top engines were rated at the 335 hp and 366 hp.
The antenna was mounted in the windshield and radios were standard with this model for this year.
Some of the classic autos and memorabilia in Gary Miller's new showroom might look familiar.
They belonged to Bob Taylor, who retired in October after 37 years of owning Bob Taylor's Classic Auto in Bloomington.
"When I go up to his place, it looks like I didn't sell out because he bought so much of my stuff," said Taylor. "It brings back memories of my car lot."
Taylor has agreed to mentor Miller in setting up and operating Gary Miller's Classic Auto in 6,500-square-foot showroom in a former RV sales office at 100 Classic Auto Lane, El Paso. The site is just off Route 24 and Ford Drive near the Interstate 39 exit.
Full article: https://goo.gl/tfvZvt
Pontiac GTOs, Hemi ‘Cudas, Olds 442s, Shelbys, big-block Corvettes – American muscle cars were back with a vengeance during 2016. High-horsepower Detroit iron gained in value, not just among the expected Boomer generation but with younger performance enthusiasts who embrace the classic muscle of the 1960s and early ’70s.
Full article: https://goo.gl/rOjVPl
We are bringing you some very special Chevelles in the March 2017 issue, including one of the most significant—and in some ways mysterious—Chevelle finds ever. Our cover car is a low-VIN 1970 Chevelle SS396 built with a very strange mix of 1969 and 1970 components. You will have to read the whole story to find out why its owner believes it to be a pilot car for the 1970 model year, and to help us figure out how it escaped Chevrolet’s crusher and wound up a rusty old street race car in someone’s backyard.
Full article: https://goo.gl/LiFYRz
Neither Norrine nor Calvin Gray remember which anniversary it was. They've had 54 of them. But it was probably the late 1990s as they cruised down Canyon Boulevard in Palm Springs, California, when they both spied it on the side of the road near a boutique.
Full article: https://goo.gl/uDp7nf
Designed and engineered for world-class precision, the new 2017 Dodge Challenger GT all-wheel drive (AWD) delivers the performance, power and all-weather capability to carve through some of the worst weather Mother Nature can dish out.
Full article: https://goo.gl/iXMfwJ
The 4.0-inch bore 350 variations 1967 to 1980 continued…
For the 1969 and the 1970 model years, the L46 was an option for the Corvette; this is a high-performance version of the base 350 engine. Its block casting number is 492, and it features 2.2/1.60-inch valve heads and has a high 11:1 compression ratio delivering 350 bhp (261 kW).
The LT-1 350 for the Corvette in 1970 was the pinnacle for this small-block. Solid lifters, a high 11.1:1 compression, a high output “178” crank, topped off with a CFM Holley carburetor on the aluminum intake and the rams’ horn manifold handling the low restriction exhaust, worked together to give it the edge. The Delco transistorized ignition allows the LT-1 to put out 370 bhp (272.1 kW) in the Corvette and 360 bhp (264.8 kW) in the Camaro Z/28 at 6000 rpm developing 380 lbs-ft. of torque at 4000 rpm, but the NHRA rated this engine at 425hp (312.6 kW). The LT-1 red lined at 6500 rpm, but the power begins to drop off at 6300 rpm. For 1971, this 350 engine has the compression dropped to 9:1, which now allowed the LT-1, in both the Vette and the Camaro, to develop 330 bhp (255 net hp; 242.7 kW) with a further drop in 1972 to 255 bhp and producing 360 lbs.-ft. of torque. Note in ’72, a “net” figure is used and not a “gross” measurement. The 350 LT-1 went on a 19-year hiatus but returned in 1991 as a small-block engine in the generation II.
1973 until 1980 the 350 L82
For the ’73 and ’74 models years, Chevy marketed the L82 as a performance 350 producing 250 hp (183.88 kW) with 285 lbs.-ft. of torque from the factory; this was an SAE net hp rating now. The 2.02 heads have a 76cc chamber size with the 624 casting number imprinted. The carburetor is the Rochester Quadra-jet four barrel bolted to the dual plane aluminum manifold, with the same hydraulic lifter cam as the earlier L46, and forged aluminum pistons with a 9:1 compression. The factory delivered these engines with crinkle black rocker covers with the distributor housing and the manifolds aluminum-colored. The Corvette in 1975 delivered 210 bhp (154.45 kW), but other models put out 205 bhp (150.78 kW) and developed 255 lbs.-ft. of torque. These figures remained the same through ’77, but in 1978, the Corvette L82 was slightly up and developed 220 bhp (161,8 kW) offering 260 lbs.-ft. of torque. For the ’79 model, the L82 350 engine 225 bhp (165.49 kW) for the last year, 1980, reached the high point of 230 bhp (169,17 kW). This same engine was also available for the Camaro.
The only year for the L81 version of the 350 was 1981 and was the only 5.7-liter engine in the Corvette for that year. The compression is 8.2:1 and with the high-performance cam working with the computer-controlled spark advance distributor, this version developed 190 bhp (139,73 kW) and produced 280 lbs.-ft. of torque. The “smart" carburetor made the L81 a one-of-a-kind. The Rochester Quadra-jet was altered to allow the fuel mixture to be controlled electronically; a sensor in the exhaust manifold feeds data to the Engine Control Module (ECM), altering the fuel/air mixture to meet demand. To be continued…