Boss 302 Mustang

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The Boss 302 was a serious muscle car featuring the high-rev Boss 302 V8 engine, which was underrated at 290 horsepower to match its Camaro archrival. Made for Trans-Am racing excitement, the Boss 302 was good for a zero-to-60-mph sprint in well under seven seconds, and it regularly clocked a sub-15-second quarter-mile. As one poll reader described its high-rev eagerness, “Once the car hooks up and the revs climb above 3500, you better hang on for dear life.”

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1969 Dodge Charger

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If you don’t recognize the ’69 Charger, then you simply weren’t watching TV in the 1980s. Painted orange and nicknamed General Lee, this coupe was quite a star on TV’s “The Dukes of Hazzard.” The baddest of the early Chargers was the R/T, with its standard 440 Magnum under the hood churning out a solid 375 horsepower. Its top available engine, however, the all-conquering 426 Hemi cranked out an astounding 425 horses, although the engine alone weighed nearly half a ton.

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The 1970 Buick GSX

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There were two different 383 motors available in ’69: 2-barrel and 4-barrel. The 2-barrel motor was rated at 290 hp. The four barrel motor was rated at 330 hp and was identified by the “pie tin” on the air cleaner as “383 / FOUR BARREL”. The 330-hp engine was unique to the Charger model in 1969. While this engine was available with an un-silenced air cleaner option, it differed internally from the 335-hp 383 “Magnum”.

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In 1969 the B-series engines were all painted turquoise with the exception of the 440 Magnum and 426 hemi which were painted Street Hemi Orange. The 335-hp 383 Magnum engines were also painted Street Hemi Orange. The 383 Magnum motor was used in Road Runners and Super Bee’s but did not appear in a Charger body until 1971. Differences between the 330-hp 383 4-barrel and 335-hp 383 magnum were mostly internal. Both versions used the Carter AVS carb and the larger exhaust manifolds from the 440 magnum engines, but the magnum had a windage tray in the oil pan. The cams shaft profiles were different as were the valve springs.

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The 1969 model year brought few modifications. Exterior changes included a new grille with a center divider and new longitudinal taillights both designed by Harvey J. Winn. A new trim line called the Special Edition (SE) was added. This could be available by itself or packaged with the R/T, thus making an R/T-SE. The SE added leather inserts to the front seats only, chrome rocker moldings, a wood grain steering wheel and wood grain inserts on the instrument panel.

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A sunroof was added to the option list as well, and saw only 260 sold installations. The bumble bee stripes returned as well, but were changed slightly. Instead of four stripes it now featured one huge stripe framed by two smaller stripes. In the middle of the stripe an R/T cutout was placed. If the stripe was deleted, a metal R/T emblem was placed where the R/T cutout was. Total production was around 89,199 units.

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Dodge Charger Images

1968 Pontiac Firebird Coupe

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Nowadays, the name Pontiac Firebird probably stirs up images of uninspired ’90s coupes, or perhaps the painted-hood icons of the 1980s. (Remember Burt Reynolds’ Firebird from the movie classic “Smokey and the Bandit”?) However, the Firebird dates back earlier than either example. The first generation was one of the best all-around muscle cars on the market. As it was until just a few years ago, the original Firebird was a close cousin to the Chevrolet Camaro, and the 1968 model offered a range of engines, including a roaring 400-cubic-inch V8 good for 335 horsepower.

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The Pontiac Firebird is an automobile which was built by the Pontiac division of General Motors between 1967 and 2002. The Firebird was introduced the same year as the automaker’s platform-sharing model, the Chevrolet Camaro. This coincided with the release of the 1967 Mercury Cougar, which shared its platform with another pony car, the Ford Mustang.

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The vehicles were powered by various four-cylinder, six-cylinder, and V8 engines sourced from several GM divisions. While primarily Pontiac-powered until 1977, Firebirds were built with several different engines from nearly every GM division until 1982 when GM began to discontinue engines it felt were unneeded and either spread successful designs from individual divisions among all divisions or use new engines of corporate architecture.

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The name “Firebird” was also previously used by General Motors for the unrelated concept cars.

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The first generation Firebirds had a characteristic Coke bottle styling. Unlike its cousin, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its rear “slit” taillights were inspired by the Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1969 model year. Originally the car was a “consolation prize” for Pontiac, who had initially wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet’s Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them share the F-body platform with Chevrolet.

The base model Firebird came equipped with the OHC inline-6 and a single-barrel carburetor. The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). Most buyers opted for one of the V8 engines: the 326 CID (5.3 L) with a two-barrel carburetor producing 250 hp (190 kW); the “H.O.” (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 CID (6.6 L) from the GTO with 325 hp (242 kW). A “Ram Air” option was also available in 1968, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM.

The 1970 Buick GSX

The 230 CID (3.8 L) engines were subsequently replaced by 250 CID (4.1 L) ones, the first developing 175 hp (130 kW) using a single-barrel carburetor, and the other 215 hp (160 kW) with a four-barrel carburetor. Also for the 1968 model, the 326 CID (5.3 L) engine was replaced by one with a displacement of 350 CID (5.7 L). An “H.O.” version of the 350 CID with a revised cam was also offered starting in that year, developed 320 hp (240 kW). Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the “Trans Am Performance and Appearance Package,”, named after the Trans Am Series, which included a rear spoiler, was introduced. Of these first “Trans Ams,” only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 CID engine during that year, complementing the Ram Air III; these generated 345 and 335 hp (250 kW) respectively. The 350 “H.O.” engine was revised again with a different cam and cylinder heads resulting in 330 hp (250 kW). During 1969 a special 303 cu in (5.0 L) engine was designed for SCCA road racing applications that was not available in production cars.[3]

The styling difference from the 1967 to the 1968 model was the addition of Federally mandated side marker lights: for the front of the car, the turn signals were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. The front door vent-windows were replaced with a single pane of glass. The 1969 model received a major facelift with a new front end design but unlike its big brother the GTO, it did not have the Endura bumper. The instrument panel and steering wheel were revised. The ignition switch was moved from the dashboard to the steering column with the introduction of GM’s new locking ignition switch/steering wheel.

Due to engineering problems that delayed the introduction of the all-new 1970 Firebird beyond the usual fall debut, Pontiac continued production of 1969 model Firebirds into the early months of the 1970 model year (the other 1970 Pontiac models had been introduced on September 18, 1969). By late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models.

1967 230 cu in (3.8 L) Pontiac OHC I6 326 cu in (5.3 L) Pontiac V8 326 cu in (5.3 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac Ram Air V8
1968 250 cu in (4.1 L) Pontiac OHC I6 350 cu in (5.7 L) Pontiac V8 350 cu in (5.7 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac Ram Air II V8 (mid-year release)
1969 250 cu in (4.1 L) Pontiac OHC I6 350 cu in (5.7 L) Pontiac V8 350 cu in (5.7 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac H.O. Ram Air III V8 400 cu in (6.6 L) Pontiac Ram Air IV V8

The 1970 Buick GSX

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air_ride_gsx The 1970 GSX was built atop the already potent Buick GS 455 big-block coupe. The GSX was officially quoted as having 360 horsepower and a monumental 510 lb-ft of torque, although like many muscle cars, these power figures were underrated.   Buick_GranSport_GSX This 1970 coupe made a strong statement about GM’s new willingness to go over its previous 400-cubic-inch limit, and it was available only in yellow or white, both with the obligatory racing stripes, of course. Only 678 GSX coupes were produced. GSX GSX / GSX Stage1 was the optional high performance package available on the GS 455 starting in 1970. The GSX ornamentation package was a $1,100 option on the GS455.   IMG_1239 The GSX was made to attract attention and to help showroom traffic in an effort to increase sales. The GSX was Buick’s answer to Pontiac’s GTO Judge and Oldsmobile’s 4-4-2 W-30. Buick advertised it as “A Brand New Brand Of Buick” and “Another “Light Your Fire Cars From Buick”. It was only available with the standard big block 455 engine or the optional Stage 1 engine the first year. It was not a very popular model and not too many people bought them, and only 678 GSXs were produced in 1970. Just 278 were equipped with the standard 455,with 400 being equipped with the optional Stage 1 performance package. GSX or any GS Stage-1 performance is comparable to that of the ‘Hemi’ ‘Cuda with a much more luxurious car. This is partly due to the light weight of the 455 which is roughly 150 lb (68 kg) less than the Chevrolet 454. The engine’s performance also relies on the tremendous torque this engine produces,510 lb-/ft (Gross) at a low 2800 rpm. Production dropped in 1971 to only 124,and 44 in 1972. These numbers include the available 350-4 bbl option, the standard 455, and the Stage 1 engines. sexy+ass-girl-dodge-challenger In 1970, the GSX option was available in only two colors, Saturn Yellow and Apollo White (in 1971 and 1972 6 other colors were available for the GSX). All GSXs had the distinctive full body length black stripe that crossed over the standard equipment rear spoiler and was outlined in red pin stripes. A large area of the hood was also black with a hood mounted tachometer (Buick engineers disliked the hood tachometer because it was a Pontiac part) and black front spoiler. Also standard equipment were black bucket seats, floor shifter, wide oval tires, quick ratio steering and anti-sway bars. Some other options were automatic transmission or four speed manual. Four restored versions sold in Barrett-Jackson’s 2010 LasVegas auction for as much as $80,000. After 1970, the 1971 and 1972 GSX became an option that was available on any Gran Sport. Many GSXs survive to this day and can be seen at the Buick Gran Sport Nationals held annually in Bowling Green, KY in the middle of May along with many other examples of ’60s, ’70s and ’80s Buick performance models. Another Buick event is the Buick Performance Group Nationals which is held at National Trail Raceway in Columbus,Ohio during the early month of August. 70-Buick-GSX   The GSX and big-block V8 were dropped after 1974. In 1974, the GSX consisted of a trim package on Buick’s small, X-bodied Apollo. Three engines were available on the 1974 GSX: the Chevrolet supplied 250 6-cyl.,and two Buick engines:the 350 2 barrel and 350 4 barrel versions.

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Fiat 1300 – Milletrecento – Zastava 1300 – Tristac

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 The floorpan of the 1500C was used as a basis for its replacement, the Fiat 125, while another model, the Polski Fiat 125p, made by the Polish FSO, was created by mating the body of 125 and mechanicals (engines, gearbox, transmission, suspension) of 1300/1500. In the Italian range, the 1300 was replaced by the Fiat 124 in 1966, and the 1500 by the Fiat 125 a year later. Overview Manufacturer Fiat Auto Also called Zastava 1300 Production 1961–1967 Body and chassis Class Large family car Body style 4-door sedan 5-door estate 2-door cabrio 2-door coupé Related SEAT 1500 Fiat 125 Polski Fiat 125p Zastava 1300 Powertrain Engine 1295 cc OHV I4 1481 cc OHV I4 Transmission 4-speed manual all-synchromesh Dimensions Wheelbase 2,425 mm (95.5 in) (1300/1500) 2,505 mm (98.6 in) (1500C) Length 4,030 mm (159 in) (1300/1500) 4,130 mm (163 in) (1500C) Width 1,545 mm (60.8 in) Height 1,365 mm (53.7 in) Curb weight 960 kg (2116 lb) Chronology Predecessor Fiat 1200 Successor Fiat 124 (1300) Fiat 125 (1500) Fiat 124 Spider (Cabriolet)     toplegendarycars.blogspot.com

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The Fiat 1300 and Fiat 1500 are large family cars manufactured by the Italian automaker Fiat Auto from 1961 to 1967, which replaced the Fiat 1200. zastava-1300-05 The 1300 and 1500 were essentially identical except for engine displacement, as indicated by model names. They were available as a saloon and estate, and spawned a convertible version, which shared little mechanically with the other body styles except the 1500 engine. The 1300/1500 and their derivatives were also assembled by the Yugoslavian Zastava and Fiat’s German subsidiary, Neckar Automobil AG.Zastava1300Tristac165-1

 

 

 

Premda će to nekima zvučati pomalo čudno, »tristać« je u svoje vrijeme na području bivše države bio svojevrsni simbol brzine. Iako njegova krajnja brzina i ubrzanja danas ne djeluju nimalo impresivno, činjenica jest da je »tristać« ostavljao »fićeke«, »bube«, stare »škode«, »spačeke«, kasnije i »četvorke« pa i dizelske »mercedese«

Prošlo je više od 30 godina otkako je kragujevačka Crvena zastava prestala proizvoditi svojevremeno na području bivše države dosta poželjne automobile – modele »1300« i »1500«. U odnosu na majušnog popularnog »fiću«, koji se proizvodio od 1955. godine, ove su limuzine s početka 1960-ih predstavljale »luksuznu« ponudu Crvene zastave.
Licencirana proizvodnja u Jugoslaviji počinje nedugo nakon što je Fiat krajem travnja 1961. godine predstavio svoje originale. Do 1979. je napravljeno približno 203.000 primjeraka, što je otprilike trećina u usporedbi s Fiatovom produkcijom tih automobila.
Modelima »1300« i »1500« Fiat je stvorio stepenicu u ponudi iznad tipa »1200« i pokrio jaz između »1100« te većih »1800« i »2100«. Zastava je pak njima proširila tadašnju ponudu automobila isprva na dvije, zatim na ukupno tri karoserijske izvedbe, izuzmemo li terenac »campagnola«, kakav se radio za potrebe JNA.
Pod oznakom »1300« i »1500« Fiat isprva nudi samo jednu karoserijsku izvedbu, kakva se opremala agregatima zapremnine 1295 ccm sa 65 KS ili snažnijim 1481 ccm (72 KS). Krajem 1961. godine na salonu automobila u Torinu već se mogla vidjeti i karavanska izvedenica automobila s gotovo identičnim mehaničkim dijelovima. Uslijedio je »fiat 1500 C« (1964.) s poboljšanim motorom, kakav se počeo ugrađivati i u automobile s L (»Luxe«) opremom. Uz »fiću«, još jedno nasljeđe Fiata, Zastava je također nudila svoje verzije »1300« i »1500« – limuzine s četiri vrata i karavana s agregatima od 60 KS (pri 5400 o/min) i s okretnim momentom od 95 Nm (pri 3200 o/min) i 70 »konja«. Mogli su se naručiti paketi opreme L (»Luxe«) i E (»Elegant«). Rašireniji »1300«, poznatiji kao »tristać«, iako se tako nazivao i njegov snažniji »brat«, prazan je težio 980 kilograma, dok mu se potrošnja kretala na oko 11 litara.

Automobil je sprijeda imao neovisan ovjes sastavljen od poprečnih ramena, zavojnih opruga, teleskopskih amortizera i stabilizatora. Na pogonskoj, stražnjoj osovini nalazile su se lisnate opruge s teleskopskim amortizerima.
Premda će to nekima zvučati pomalo čudno, »tristać« je u svoje vrijeme na području bivše države bio svojevrsni simbol brzine. Iako njegova krajnja brzina od 139 kilometara na sat u slabijoj izvedbi, a još manje ubrzanja (do »stotke« je valjalo čekati 21 sekundu) danas ne djeluju nimalo impresivno, činjenica jest da je »tristać« iza sebe ostavljao »fićeke«, »bube«, stare »škode«, »spačeke«, kasnije i »četvorke« te dizelske »mercedese«. Mogao se uhvatit »u koštac« i s ponekim tromim »fordom« te još nekim drugim zapadnjačkim vozilima.
Što se tiče performansi »zastava 1300« je prvih nekoliko godina držala korak s konkurencijom, ali u 1970-ima se počelo osjećati da ju je vrijeme pregazilo i da joj ponestaje daha. Ipak, u Crvenoj zastavi su joj maksimalno, bez naknadnog osuvremenjavnja produžili život, pa se proizvodnja neizmijenjenog »tristaća« kakav sada simbolizira jedna druga vremena skoro progurala do 1980.

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The Porsche 911

The Porsche 911

The Porsche 911

Boss 302 Mustang

1969 Dodge Charger

The 1970 Buick GSX

1968 Pontiac Firebird Coupe

Fiat 1300 – Milletrecento – Zastava 1300 – Tristac

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