Ponycars – Pulpaddict

’72 PONTIAC FIREBIRD, FORMULA & TRANS AM

Arguably, 1972 was the last year of the great ones. The ’72 PONTIAC FIREBIRD, FORMULA & TRANS AM, however, still delivered head-turning style, sporty car ride & handling, plus big-block performance!

’72 PONTIAC FIREBIRD, FORMULA & TRANS AM

Chrysler and Ford followed GM with a vengeance, not only reducing compression ratios but killing some great engines and models. This resulted in GM’s carryover vehicles, including the ’72 PONTIAC FIREBIRD, FORMULA & TRANS AM, powered by underrated engines, dominating the marketplace. Even though new SAE Net horsepower ratings made almost every new engine look wimpy, performance prevailed.

The 1972 model year saw minor cosmetic changes. A difference that differentiates a 1972 Firebird from the other 1970-‘73 Firebirds is the hexagonal honeycomb grille insert in the front fascia of the vehicle. During a 1972 strike, the Firebird and the similar F-body Camaro were nearly dropped. There was an industry-wide change to the way the engines were rated from the factory, with Gross horsepower ratings replaced by more accurate SAE Net information. Compression ratios were again lowered to comply with the regulation that mandates a more environmentally friendly, low- or no-leaded fuel, further reducing power ratings.

Engine options remained mostly unchanged. However, the L75 455 engine was dropped, but the standard Trans Am LS5 455 HO remained as an option for the Formula model. Pontiac rated the 1972 455 HO at 300 horsepower, but the engine was a carryover from 1971. Starting in 1972 and continuing until 1977, Firebirds were only produced at the Norwood, OH, facility.

Pontiac Formula and Trans Am Firebirds were Ponycar class leaders. With an available 455/300 H.O. engine, slick styling, and some of the best suspension tuning in the industry, you would have had difficulty finding a more potent Ponycar. We drove a unique ’72 Trans Am with a prototype louvered hood instead of the Ram Air Shaker hood at GM’s Milford Proving Ground that posted sub-14-second times at 102 mph!

’72 PONTIAC FIREBIRD, FORMULA & TRANS AM Joe Oldham tested a 455/300 Trans Am with four-speed and 3.42 gears for the September 1972 issue of Hi-Performance CARS. Like the T/A we drove, it too had been “tuned.” Before tracking it, Oldham brought the T/A to Nunzi’s Automotive in Brooklyn, NY, for ignition and carburetor tuning. Oldham registered the best times of 103.22 mph in 14.04 seconds.

Check out the ’72 PONTIAC FIREBIRD, FORMULA & TRANS AM Fact Sheets with lengthy lists of powertrain and performance options, and links to sales brochures at Over-Drive magazine, https://over-drive-magazine.com/2025/08/18/1972-pontiac-firebird-fact-sheet/

1970 CHALLENGER: MAGNUM FORCE FROM MOPAR

Dodge’s all-new answer to Ford, Mercury, Chevy and Pontiac Ponycars was the 1970 CHALLENGER: MAGNUM FORCE FROM MOPAR.

1970 CHALLENGER: MAGNUM FORCE FROM MOPAR

In many ways, 1970 was the storm before the calm. The war in Southeast Asia continued casting a pall over a much-divided country and thinning the ranks of young enthusiasts. Carmakers’ racing budgets were being drastically cut and engineering resources reassigned to prepare for restrictive emissions and safety legislation. And, Ponycar sales had been plummeting and would register new lows at the end of the model year.

Yet, Motown launched its most aggressive ever portfolio of power. With the industry working on two-to-three-year product development cycles, there was no stopping the performance products scheduled to go public. In some cases, like the new E-Body Challenger (and Barracuda), they had been in the works for more than two years. They represented huge tooling expenses and Chrysler’s only route to staying competitive in what had been a scalding hot market.

Dodge’s Challenger, like its Barracuda brother, was offered in two body styles, a two-door hardtop and convertible. The Challenger’s exterior design was done by Carl Cameron, who was also responsible for the exterior designs of the 1966 Dodge Charger.

1970 CHALLENGER: MAGNUM FORCE FROM MOPAR

Dodge and Plymouth beat Chevrolet and Pontiac (new Gen II Camaro & Firebird were delayed, often referred to as 1970 ½ models) to the marketplace with clean-sheet Challengers and Barracudas. An impressive menu of 318 and 340 small-blocks (including tri-power variants: Challenger T/A & AAR Cuda), three 383 and two 440 big-blocks and the 426 Street Hemi wowed enthusiasts. Buyers had a choice of close and wide-ratio four-speeds or excellent TorqueFlite automatic and 8 ¾-inch or 9 ¾-inch Dana Sure-Grip rears. Whatever your appetite for performance, a slick new Challenger (or Barracuda) coupe or convertible could be tailored to your taste.

Twins under the skin, they were built on new E-Body architecture utilizing A and B-Body components. But there were differences. The Barracuda was built on a 108-inch wheelbase platform, while the Challenger had a 110-inch wheelbase. Both offered the same powertrain choices and very similar performance, although the Challenger was a little more luxurious.

Everything you’ve always wanted to know about every new 1970 Challenger model can be found at OVER-DRIVE magazine, https://over-drive-magazine.com/2024/04/20/1970-dodge-challenger-fact-sheet/

All high-performance Challenger and Barracuda models are covered in DAY ONE @ https://www.amazon.com/Day-One-Automotive-Journalists-Muscle-Car/dp/0760352364/ref=sr_1_1?s=books&ie=UTF8&qid=1493561421&sr=1-1&keywords=Day One by Martyn L. Schorr

’67 BARRACUDA: PLYMOUTH’S POTENT PONYCAR

Whatever the ’67 BARRACUDA: PLYMOUTH’S POTENT PONYCAR lacked in power, it more than made up with slick styling and ride & handling!

’67 BARRACUDA: PLYMOUTH’S POTENT PONYCAR

Suddenly the Ponycar market was chock full of new style and power choices. Not long after the ’67 Camaro’s public introduction a potent 302-inch small-block in Z28 trim and big-block 396 engines with up to 375 horsepower appeared. Plymouth upped the ante with a redesigned and very slick Barracuda in fastback and notchback coupe and convertible body styles. Formula S model, above, was tested at Chrysler Proving Ground.

Its wheelbase and overall length – 108 and 188 inches, respectively – were exactly the same as the new Camaro and Firebird. It was a little short of power though. Engine choices included a 273/235 small-block and, for the first time, a 383/280 big-block. The Formula S option offered image plus overall performance upgrades.

Since the new Barracuda’s engine compartment was configured for a small-block 273, the 383 had to be “shoehorned” in, and not without shortcomings. There was no room for free-flowing exhaust manifolds, power steering pump or AC compressor. The “choked” 383 ended up being rated at 280 horsepower. We tested a one-off, pre-production 383 Barracuda with 3.55 gearing for the December 1966 issue of Hi-Performance CARS. We were not happy with the heavy manual steering. Our best time was 95 mph in 15.2 seconds. Some tuners swapped 440 engines into ’67 Barracudas, to match the big-block Camaros’ performance.

’67 BARRACUDA: PLYMOUTH’S POTENT PONYCAR

For everything you’ve always wanted to know about ’67 BARRACUDA: PLYMOUTH’S POTENT PONYCAR, please visit OVER-DRIVE Magazine @ https://over-drive-magazine.com/2024/08/06/1967-plymouth-barracuda-fact-sheet/

Check out information on 1966-1970 Chrysler “B” and “RB” V-8 engines @ https://over-drive-magazine.com/2024/08/15/1966-1970-chrysler-corporation-b-and-rb-v-8s/

FOX-BODY MUSTANG ‘CHASSIS’ UPGRADE

Racer Stephen Cox shows how you can improve your 1979-1993 Mustang’s ride, handling and performance with this FOX-BODY MUSTANG ‘CHASSIS’ UPGRADE.

Fox body Mustangs (1979-93) have torque boxes for a reason. Ford’s sloppy Fox platform literally twists under acceleration and with every turn the driver makes. This “chassis flex” (technically the Fox Mustang is a unit body platform but you get the idea) robs the classic Fox Mustang of cornering power and good handling characteristics.

For the uninitiated, torque boxes on the Fox are located just ahead of the rear wheel wells. They are square, as opposed to the tubular torque systems on some others vehicles, and are frequently found cracked on 40-something year old Mustangs. This results in even worse handling, an age-old problem with Fox bodies.

My initial solution was to outfit my ‘80 Mustang – known as “Blue Thunder” – with standard subframe connectors. I’m thankful that Matt Laszaic (a friend who happens to be the Fox specialist at National Parts Depot) stepped in to recommend an even better solution. The FIT System from Stiffler’s Engineering enhances subframe connectors with side rails and a web brace to lock the unit body into position. It essentially builds a frame under the unit body. Better still, we didn’t need to reroute any lines or cut through the floorboard to install this product.

The results have been astonishing, but for the sake of brevity I’ll focus on three main areas of improvement, two of which really surprised me:

Many of the rattles and noises I once heard have simply vanished. The entire car functions more quietly than it has in years. This is especially noticeable at highway speeds and when driving over minor bumps and potholes. I really didn’t anticipate this improvement, but it was obvious and instant. I can hear the exhaust note better. The audio system is clearer. Everything is quieter.
Blue Thunder’s handling is vastly improved, as anticipated. Turn-in is quicker with less body roll. Power under acceleration transfers to the rear wheels better and can be clearly felt by the driver. The car rolls straighter with less pull and wandering at interstate speeds. My Mustang drives and feels like a car of a more modern vintage.
It is infinitely easier to work on the car in my garage (another unanticipated benefit). Four stiffening rails run the length of the unit body and I no longer need to grope around for the jack points in order to raise the car. I can easily place jacks anywhere along the length of the car using the outer rails. Jacking up the car is a breeze and saves far more time in the garage than I expected.

Has the FOX-BODY MUSTANG ‘CHASSIS’ UPGRADE met expectations? Absolutely. Other than a new McGunegill racing engine, the chassis bracing has transformed my car to a greater degree than any other single change that’s been made.

Does the car accelerate faster? Yes. My 0-60 times dropped by nearly a second after installation. I’m obviously transferring power to the rear wheels far better than before.

Would I do it again? Yes, I would. The inherently flexible Fox platform needs this improvement desperately. Go beyond single rail subframe connectors if you can. Get the best system you can afford to bring real rigidity to your classic Ponycar. You’ll be glad you did.

Stephen Cox competes in the World Racing League, Historic Sportscar Racing, and is Co-host, Mecum Auctions on Motor Trend. His blog is presented by National Parts Depot, https://www.npdlink.com/

’65 MUSTANG GT: RANGOON RED & RESTORED

In 1964 at the New York World’s Fair, there was one car that caught Joe Amabile’s eye: A ‘65 Ford Mustang 2 2 Fastback GT, displayed on a rotating platform at Ford’s Magic Skyway ride. Decades later, he owns this ’65 MUSTANG GT: RANGOON RED & RESTORED.

“I waited in line for three hours to ride in the newly introduced Mustang,” Amabile, said. “They had a red ‘65 GT up on display, Rangoon Red, and it just stuck in my mind.”

Over time, Amabile went searching for a Mustang, but it had to be a fastback model with a V-8 and four-speed transmission. He wasn’t in the automotive business, but he had always wanted to restore a Mustang.

Through research, the Amabiles found a Mustang GT that checked all boxes in 1992. Located in New York, about 90 miles south of their home town of Woodbury CT, the Amabile family discovered the car had not only the owner’s daily driver, it was inoperable due to the owner attempting a full restoration.With the engine and transmission uncoupled, Joe Amabile purchased the GT for $1,200, loading the engine in the back of his truck while loading the transmission in the trunk of the Mustang, and left for Woodbury to open his shop. The Mustang family project was impacted by busy work schedules as well as Joe having to fine-tune parts and components twice to ensure a quality fit. He ended up nicknaming the Mustang Two-Time Sally, because few parts seemed to work the first time around!

“If you ordered a part and it wasn’t the original part, I always had to tweak it and take it on and off,” Joe Amabile said. “I either had to bend it, cut it, drill it, hammer it, or do something with it, and then put it back on. It was always at least two times on everything.”

Now restored, the Mustang GT continues its journey to car shows far and wide, winning countless awards locally, statewide, and nationally. The first time out at the Watertown, CT Lions Club Show, the Amabiles took a First in the Mustang Class. “I didn’t restore the Mustang to be a Concours show car, I just wanted to display a fully restored classic that was as factory original as possible.”

One memorable car show Joe and his wife Pam attended in 2014 was the Klingberg Motorcar Series car show featuring over 1,000 cars, in New Britain, CT. “John Juliani, the CEO of the Eastern States Exposition in MA, asked if we would enter the GT in his Collector Car Exhibition, an event showcasing historic cars over the years.”

“It wasn’t a contest, but rather an exhibition. Featured were car TV personalities Wayne Carini from Chasing Classic Cars, Mike Brewer from Wheeler Dealers, Danny “The Count” from Counting Cars. The mass recognition of our Mustang was truly heartwarming.”

From every angle, this ’65 MUSTANG GT: RANGOON RED & RESTORED appears as brand new. Among its eye-grabbing details are, rocker panel GT stripes, fog lights, exhaust trumpets, TASCA FORD badge, and styled steel wheels. The fender-mounted GT and 289 engine badges add status. Its interior has been restored to a high-degree of quality and the dashboard is sporty and boasts easy-to-read instrumentation.

The A-Code 289 engine’s original gold-toned air cleaner and valve covers were upgraded to the factory optional Appearance Package featuring a chrome air cleaner and valve covers. The hydraulic-lifter, four-barrel 289 small-block V-8 in the Amabiles’ GT was rated at 225 horsepower at 4,400 rpm, and 305 pound-feet at 3200 rpm.

The Mustang 2 2 is the kind of car that attracts traditional car enthusiasts to admire with great interest, and a provoker of endless arguments over whether it is the greatest Ponycar ever built. For people like the Amabiles, few cars measure up to their Rangoon Red GT that is showcased in Mustang Special Editions, by Jeffery Klein and Jonathan Klein. A copy has been on the coffee-table in the Amabile home since it was published in 2018!

Words & Photos: Dan Fisher