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Transcript of an article in the November 1968 issue of Motor Trend. A comparison test between the 1969 Plymouth Fury III, the Chevy Impala, the Ford LTD and the AMC Ambassador. |
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If You Want To Test A Car in August... Motor Trend goes on its own odyssey in search of family-type test cars before model production has begun. By Bill Sanders |
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Plymouth Fury III If you want to test a 1969 Plymouth in August... go to Atlanta, Ga. That's where the cars are. Chrysler Corp. was having their annual new car preview in Atlanta this year, so we had to travel to the grits and cornbread country to test our '69 Fury III. It was a good trip, the humid Atlanta climate gave a chance to fully test the Fury III's air conditioning and performance. Plymouth did their homework well in redesigning the 1969 models. In every category - ride, comfort, performance, styling - the '69 Fury III is far superior to its 1968 counterpart. Although styling changes are evolutionary rather than revolutionary, subtle body modifications have wrought an entirely new personality and appearance. The stodgy, boxy look of 1968 is gone, side glass has been curved inward, giving a sleek rounded appearance to the top of the car. Rear roofline slopes down smoothly, giving the whole car a more luxurious look. During our day-long drive through the lush green Atlanta countryside, on the likes of "OId Bill Cook Road," to grooving towns like "Tell", "Welcome All", "Snapfinger," and lastly, "Social Circle, Ga.," with its graceful and beautiful antebellum mansions, our 1969 Fury III got many appreciative, yet puzzIed looks; eloquent testimony that Plymouth's styling approach may touch a public sales nerve this year. Powertrain & Performance Our test car was equipped with Chrysler's 383-c.i.d. V-8 with 4 bbl. carburetor, a good engine choice for this car. Combined with a 3.23:1 rear axle ratio, which our car also had, and a 3-speed automatic transmission, the 383 has a good power reserve when needed, without gulping as much gas as some larger displacement engines. Power to weight ratio seemed ideally matched. A wide range of rear end ratios are available from very low to very high. The 3.23:1 is just about in the middle and is a good compromise ratio, whether accelerating or cruising on the freeway. Our tour of the included a stop at the Atlanta Speed Shop Dragway to record a few times. Acceleration was surprisingly brisk, and the fast getaway must be partly attributable to the wide-tread Polyglas tires our car had. The new Polyglas tires really put the rubber on the ground for good traction. That traction showed immediately in our performance figures, which were much better than anticipated. Passing, both from 40 to 60, and 50 to 70 mph was fast, with the extra power reserve giving a good margin of safety. Plymouth's automatic transmission shifts down immediately and the carburetor air valve secondaries open up with a roar, pushing the car out right now. As expected, air conditioning proved to be a definite drag on power, affecting all performance figures. The comfort value of that option far outweighs the slight cost in extra hp though. Handling, Steering & Stopping There's a definite new feel to the Fury fo 1969. Even with power steering, there is a heavier, more solid road feel that communicates itself in highspeed driving, and especially when going through tight curves and city streets. Probably several factors are responsible. Wide Polyglas tires definitely have a considerable effect. The redesigned body shell and roofline are aerodynamically cleaner, a fact that must have a significant effect on the stability of the car. Steering is firmly neutral in normal situations, with a mild understeer evident on the few gentle curves we encountered. An attempt to power through a couple of bends on back country roads brought on just a hint of oversteer, with the PolygIas tires holding it in a smoothly controlled drift. Plymouth's power steering is effortless at speed or parked, but still has a rather loose feeling and could use a shorter turning radius, with fewer turns lock-to-lock. Brakes also seem vastly improved for 1969. Our Fury had power front discs with single piston operation. Stops were straighter and truer than they were with similar equipment in 1968, without the difficult-to-control swerving. In fact, front discs held so effectively they caused the rear wheels to hop or bounce in slower panic stops from 40 to 30 mph. That tendency is annoying and could prove difficult to control if it appeared at higher speeds. To be fair, we must state that our test car was a prototype, and that habit may be corrected in production models. Overall handling and steering characteristics seem so vastly improved, that it was almost like driving an entirely different car. Redesigning and the use of the optional wide-tread Poly tires give Plymouth a rebirth of enjoyable driving in 1969. Comfort, Convenience & Ride Plymouth's front bench seat supplies adequate comfort, and, psychologically, the luxurious comfort feel is even more noticeable than in 1968. But, Plymouth's front seat still doesn't have a solid, heavy feel when adjusting the seating position, suggesting an over frugality in quality. Rear seat comfort is ideal, even for three people. Rear seat knee room is excellent, even with the front seat all the way back. In fact, the Fury has much more rear seat leg room than comparable cars in its category. Safety catches are well located at the bottom of front seatbacks and are easy to reach. After a day behind the wheel we didn't feel overly fatigued, which attests to the seating and the adequate front seat leg room. Air conditioning vents are well located on the instrument panel for directing air flow and inaintaining passenger comfort. The 1969 redesigned instrument panel is a tremendous improvement over 1968 which we felt was also a good design. The instrument panel itself has been moved closer to the driver, although it es still recessed under an overhanging shelf of padding. The large speedometer/odometer and easy-to-read instruments are located directly in line of sight through the steering wheel. Radio placement makes tuning harder than in '68, and the ashtray has a longer reach for the driver and is set too deep in the padded dash. Eliminating side vent windows and redesigning the instrument panel has created an expansive feeling of spaciousness for front seat passengers that adds to the psychological feeling of increased luxurious comfort. Wind and road noise have been profoundly reduced this year, either with windows up or down, a remarkable improvement over 1968, a year that saw numerous complaints about this very problem. Ride quality, another area of dissent, has also made a whole new scene in '69. Improvement seems to have come not from the suspension, which is virtually unchanged, but from the aerodynamic restlying and use of the Polyglas tires. A soft, boulevard type ride is still manifest, but the entire car has the vaultlike solid feel of a much heavier car, a capacity not often found in previous Plymouths. Plus & Minus Features Getting a solid, heavy ride and handling feel into the car is probably the biggest plus of 1969. New roofline styling adds a definite advantage to the line, not only in looks, but in ride stability as well. A redesigned instrument panel and removal of vent windows also adds a plus to appearance and physical comfort. Plymouth still has a large capacity trunk with a low liftover, which is also laudable. The loose feeling of construction in seats, doors, deck lid, hood still persists. They don't have the solid feel, such as the "klunk" of a closing door, that is achievable. Wheel hop that occurs during breaking is disconcerting and will definitely be a minus if it exists in all production cars. Still, the plus features in 1969 appear to outweigh Plymouth's distracting qualities, of which there are fewer this year. |
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1969 instrument panel is closer to driver, with less padding overhang. Safety can add interest; passenger side of dash is smoothly contoured. Ignition has moved to left side of steering column. |
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Southern charm of Georgia mansion makes perfect setting for redesigned Fury. New, curved side glass creates less wind noise, better stability. |
| (Below) Tastefully redesigned roofline has lots of class; rear window follows Chrysler limousine look. Removal of vent windows had added dramatic, spacious appearance to hardtop coupe. Deck lid design still affords low liftover for trunk, which is also still spacious. Ride qualities have improved radically, with solid, heavy feeling. | |
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Chevrolet Impala If you want to test a 1969 Chevrolet in August... go to Milford, Mich. and the General Motors Proving Ground. That's where the cars are. Accompanied by security guards and engineers, you can take the one-of-a-kind prototype out and drive it for the day on twisting, curving blacktop roads and at ultra high speed on the long, 3-mile, north/south straightaway. A completely new body shell with all-new sheetmetal surrounds a virtually unchanged chassis and suspension. Even though the body shell is new, Chevy's big car lines are quite similar to those of 1968, New, scalloped wheel openings, fender skirts, and a convex rear window present an immediate distinctive change in appearance. Other changes sneak up on you more slowly. Powertrain & Performance A 427-c.i.d. engine -that's where it's at if you want a bomb. Add 4-on-the-floor and it's practically a supercar. Not exactly the abstract concept of what the mass of men leading lives of quiet desperation have parked out in the garage. But, lo be fair to Chevrolet, it was the only Impala available before production got started. If you want to test a car in August, you take what you can get. Our test car, in addition to the 427-c.i.d. engine with 4-bbl. carburetion, turning out 390 hp., plus the 4-speed manual transmission, was hooked up to a 3.31:1 rear axle ratio with positraction. Luckily, a low, low rear end hadn't been included with the package, and performance was more of the family type, with good, nominal engine rpm at highway speeds. With 427 inches and a 4-speed there was little doubt about acceleration performance, which turned out to be, like fast, as was expected. Chevy's 427 ran smoothly and quietly, even when abused repeatedly with missed speed shifts at high rpms. Four-on-the-floor with a Muncie shifter... not what the average housewife would clamor for to run the kids to school or make several daily hops to the supermarket. But, if you still enjoy driving a car instead of the other way round, the 4-speed is an ideal adaptation in the Impala. The shifter is located conveniently for comfortable, relaxed driving and doesn't necessitate an overly long reach. We're not exactly in love with the operation of most Muncies, and this one was no exception. Finding second in downshifts wasn't always the easiest thing in the world. Handling, Steering & Stopping There's not a hell of a lot you can do to change the basic family car suspension from year to year. Chevrolet does employ a platoon of cunning computers now to determine spring rates on each car, for its specific use, which supposedly keeps every car at its designed ride level and trim angle. Suspension on the test Impala had the usual soft sedan feel, but with Chevrolet's unique, inviolate firmness evident in handling and steering. Handling characteristics are good, similar to 1968. Chevy's slightly contoured, resilient bucket seats hold down driver and front seat passenger slipping, sliding, pitching and rolling to a minimum. That fact and cohesive power steering that allows a substantial road feel, gives a mobile smoothness to handling the Impala. Going through tight corners is always road hugging business. Steering is neutral in normal corners, but aggressive driving brings on built-in understeer. Controlled oversteer occurs in sharp power drifts coming out of turns of less than 90°. On steep, abrupt rises or similar dips, the test car had a tendency, when pushed hard, to bottom mushily, with a rear fender (or some part of the body) hitting noisily. This only happened when the body was twisted considerably in a turn/dip at high speed, and, as this was a prototype, that problem will probably be eliminated in production models. The Chevy, too, was equipped with wide-tread Polyglas tires, which had a noticeable effect on handling, steering, and especially stopping. Chevrolet power front disc brakes and drum rear, which our car had, have been a great combination since they were introduced. Stops were always straight and easy to control. Even after repeated use during high-speed acceleration runs (up to 122 mph), there was no fade or burning with the Impala brakes. Comfort, Convenience & Ride Front bucket seats are firm, yet immensely comfortable. Bench seats might be more practical for a family sedan, but there is no compromise with the Chevy buckets. Leg room and pedal placement are also well planned for comfort. A large ashtray in the redesigned instrument panel is easy to reach and use by both driver and passenger, as is the radio, and a hidden ashtray in the center console is an added benefit for heavy smokers. Easy to see and read, a large speedometer/odometer is centrally located behind the steering wheel. The newly designed steering wheel for 1969 is easy to handle and has horn buttons in each side of a padded center bar. Unfortunately, when the bucket seatback on the drivers side is pushed forward for rear seat entry or exit, the seatback head restraint makes perfect contact with the horn buttons and a rather noisy fanfare announces your intention. A design computer must have goofed. Rear seats are comfortable, although seatbacks seem unusually straight. The convex rear window throws lots of light on the rear seat passengers and could become uncomfortably warm if parked in the sun. The window gives unusually good rear-view mirror visibility though. Rear seat knee room is cramped with front buckets all the way back. Headroom in the rear is unusually good and would be adequate for top hats or bouffant hair. Safety seat push buttons are located in the center of front seatbacks and are difficult to find when getting into the back seat. The Chevrolet-Fisher Body combination continues to exemplify quality craftsmanship and construction. This reflects in the ride, that is softly American, yet at the same time surrounds you with adamantine security. Wide Poly tires unquestionably do their part in the excellent ride qualities. Removal of vent windows on the Impala have also added to the feeling of spaciousness in this car, too. Ride is extremely quiet, with little or no wind and road noise. Plus & Minus Features The bottoming body scrape when the suspension gets an unusual amount of activity and the unfortunate match of the steering wheel horn buttons with the front seat head restraint are probably the most outstanding minus features in an otherwise seemingly ideally designed car. More rear seat knee room is needed for good back seat comfort. Ride and handling are primary among plus features. Bucket seat comfort is a close second. Trunk space is more than adequate and should hold a considerable amount of luggage. The trunk, in fact, is so large that the forward located spare is difficult to reach without actually getting into the trunk. Fisher styling still makes the Impala a bon vivant among the big car set. |
| (Below) An infinite prairie of grass accentuates Impala changes for 1969, including flared wheel wells and ventless side glass. Although Impala sports entirely new sheetmetal, subtle body changes are not immediately apparent. | ||
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(Left) 1969 trunk space is adequate and similar in size to 1968. Spare is still far forward and difficult to reach for women. |
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Equipment fills floor and bucket seat. Chevy bucket seats are contoured to fit the back firmly and are extremely comfortable; there is little sliding or swaying in even the tightest corners. | |
Ford LTD If you want to test a 1969 Ford in August... go to Dearborn, Mich., and the FoMoCo test track. That's where the cars are. Don't let the humidity get you down, just be glad your test car has air conditioning, an option no self-respecting family car should be without these days. If you dig your comfort, maybe you should pay a few bucks more and opt for Ford's big 429-c.i.d. engine lust like our test car had. With that big displacement and torque, an air conditioner has little effect on performance. Styling philosophy isn't much different at Ford than anywhere else. The LTD sports a new grille, showing Lincoln- Continental's influence, and new deck lid and tail light treatment. Outside, the hardtop coupe, like all good children, bears a marked resemblance to its 1968 ancestor. Inside, innovations are much more apparent and exciting. Creativity has settled gently on the interior and shazam, the LTD gets into the atomic-jet age with class and style. Powertrain & Performance With 429 inches, topped by a 4-bbl. jug, 360 hp won't blow your cool. More impressive is the 480 Ibs.-ft. torque @ 2800 rpm. The latter helps take care of the numerous power-operated goodies more and more family wagons have installed as they roll out the showroom door. Our test LTD had power steering, brakes and air conditioning. Take all that displacement, horsepower and torque, and plug it into a mild 2.80:1 rear axle ratio and you have a damn good family-type performance machine. While acceleration figures weren't overly fantastic, they were palatable. Air conditioning had little effect in short acceleration runs. At higher speeds and rpms acceleration performance suffered slightly. A 2.80:1 rear end is a good choice with this engine and d Ford's 3-speed automatic transmission. Powertrain operation is smooth and quiet and gas mileage should be better than average. In "Drive" position, the automatic shifts evenly and precisely with no roughness. Handling, Steering & Stopping A quick glance under the car verified that the LTD had them, too; Goodyear H70 x 15 wide-tread Polyglas tires. The great adhesion characteristics were immediately apparent in the first curve. The '69 LTD has a hefty, well-defined, solid capability in the corners and isn't handicapped by its sedan suspension. Mild understeer is inherent going fast through tight turns but throttle use on the way out maintains a sports car like drift that always spells c-o-n-t-r-o-l. Tires also get credit here; there is no wheel lift in hard cornering, and the car stays absolutely flat. Steering is relatively neutral in all situations except the sharpest curves. We experienced very little rolling, sliding or lean on the bench seats, and there was no tendency to plow in the corners, even with the heavy 429 up front. Baby carriage type bouncing was minimal in dips, but the ride was still luxuriously soft. Ford's front disc, drum rear brake combination seems much improved over 1968, at least on our test car. There was no grabbing with the power system, a tendency some Fords seem to develop, and our test car had nearly 14,000 miles on the odometer. Although there was some burning smell after a hot afternoon of repeated high speed stops, there was never any fade, and the brakes constantly pulled us down in panic stops with no swerve or loss of control. The only swerve occurred after three or four panic stops from 60 mph. Power steering has just under 4 turns lock-to-lock, and was always responsive, with no lag or looseness, even in the most critical situations. Comfort, Convenience & Ride Grooviest feature inside is the new "wrap-around" instrument panel that gives the impression of surrounding the driver in padded safety with a "Command Seat" straight out of the rocket ship in that old flick, "Destination Moon." Instruments are all centrally located for easy readability, and an ashtray mounted on the right side of the protruding, "wrap-around" panel is convenient for both driver and passenger. New instrument panel design puts the driver far back from the main center air conditioning vent though, which reduces the amount of direct air flow. The vacuum door-locking button has been located on the instrument panel instead of the left door, and is easier to reach. Ford's cruise control activating button is again placed on the steering wheel center bar, a good location. Radio controls are found on the inside curved part of the panel, but left of the steering wheel. This is a great spot for the driver to reach, but there is no way the front seat passenger can turn on or tune in. Dropping out must be the only answer. Front bench seats in the LTD are almost as comfortable as the bucket variety, and there is an abundant amount of leg room for the driver without bumping the steering wheel or dash panel. The new dash panel on the passenger side is straight up and down, very flat and far forward for safety. Absence of front vent windows really gives the LTD an airy, roomy feeling with the dash so far forward. The glove compartment has moved way down near the floor and is almost impossible for the driver to reach from his side, and, because it is so low, even the passenger has difficulty seeing into it. Rear seat leg room in the 2-door is adequate, but could and should be better for a car that has had the wheelbase increased two inches to 121 inches. Rear seat comfort is good, but, although the rear roofline is long, headroom is limited. Reading lights located in the rear roof quarter panel are well located and aimed precisely for reading. Ride characteristics, while bouyant, have the comfortable, luxurious solidness of a heavier car such as a Thunderbird, but with more interior room. There is very little wind noise with windows down, and good insulation makes road noise almost nil with windows up. Plus & Minus Features Ford's redesigned instrument panel is far superior to the 1968 version, and location of instruments, switches and buttons is much better. Quietness and smoothness of operation are paramount for a family-type car. Rather long doors make rear-seat entry an uncomplicated operation. A steering column mounted shift lever and indicator is easier to see and operate than the console mounted horseshoe type. On the minus side, the LTD trunk still could use more cubic feet for storage space. Radio placement where only the driver can reach the controls isn't too good an idea. Finding minus features is difficult with the '69 Ford. We were much impressed with improvements throughout the car, and, although no dramatically exciting changes have taken place in exterior styling, the '69 has a facile capability that's easy to live with day after day.  (Above) Ford brakes, like Plymouth and Ambassador, had noticeable burning smell after repeated high-speed stops and slow-downs from 100 mph or more, but Ford front discs never came close to fading, and, seemed much improved over 1968. More rubber on the road with wide-tread Polyglas tires added to shortness of full lock-up stops. (Below) 1969 instrument panel makes the wrap-around scene with style and efficiency; all instruments are easy to read and controls are easy to reach. 
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Even with low rear axle ratio, high torque 429-c.i.d. engine with 4-bbl. carburetor got the big LTD off the line fast. Acceleration was good with automatic, compared to Chevy 4-speed manual. |
Ambassador SST If you want to test a 1969 Ambassador in August... go to Milwaukee, Kenosha, and, finally, to Burlington, Wisc., and the American Motors Proving Ground. That's where the cars are. Luckily, American Motors' corporate size has restricted a total commitment to an Orwellian 1984 environment. No blue shirted security guards are hovering at every corner, not even at the main gate. In fact, there is no main gate. There's no gate at all. Ambassador styling has probably received less change than any of the other cars tested, but the few changes that have appeared, especially in the hood and grille treatment, improve looks immeasurably. Front end treatment gives the Ambassador an unfettered, bold continental look that puts down the Nash-Kelvinator image once and for all. The '69 Ambassador is also wider, and four inches longer than it was in '68, which definitely puts it in the same class as the other cars tested. Powertrain & Performance With AMC's 343-c.i.d. mill under the hood, our Ambassador SST had the lowest hp rating of the four cars tested, with 280 hp at 4800 rpm. Even so, performance was still brisk for a family car, with a 4-bbl. Carter carburetor and 10.2:1 compression. American Motors' Shift-Command automatic transmission shifts smoothly, although there seems to be a rather lengthy time lag between shifts. A relatively high rear axle ratio of 2.87:1 worked well with the 343-c.i.d. engine for highway cruising, but acceleration suffered slightly. If you want to get away from stoplights faster, a lower gear ratio might be the answer. Our test SST wasn't geared highest though, that honor went to the Ford LTD. There was the usual slight loss of performance with air conditioning, but, as that accessory is a standard item, there's not much you can do about it except turn it off, and in Wisconsin in the summer man, there's no way. Performance also suffered in comparison to the other cars, although it is difficult to tell how much, as the SST was the only car tested that didn't pack a set of wide-tread Polyglas shoes. In fact, the Ambassador was fitted with 14-inch wheels and all the others had 15-inch steel. Handling, Steering & Stopping Anything other than a soft, boulevard ride would be a surprise in the Ambassador, and we weren't surprised. Suspension is fluid and supple, but we did have a slight surprise when it came to handling. AMC. has come up with a new rear suspension geometry on the '69 Ambassador, for a more stabilized ride and reduced vibration. Lower control arms have been moved upward 1 3/8 inches at the forward end. This change aids the ride, but adds a noticeable amount of oversteer, just the opposite of the other cars tested. The movement of the control arms tends to curve the rear axle under and forward, which raises the. nose of the rear axle and levels the U joint, creating less vibration. A slight understeer is still evident in the very tightest corners, but a full throttle drift coming out lets you know this car does oversteer. Taking a normally gentle curve at high speeds of 70-75 mph will put the SST into a definite drift. The marked oversteer and drifting is a great driving feeling, but it could get out of hand, especially for a woman, as it sneaks up on you at higher speeds. Power steering, while easy to operate, had the same loose feeling as the Plymouth, and could use a shorter turning radius for a car this size. Brakes, even with front discs were a little touchy, and tended to swerve somewhat. Stopping distances were excellent though, and there was never any fade problem. Tires also made a difference in braking. Without the advantage of the wide treads, the SST performance was very good compared to the other cars. Comfort, Convenience & Ride This is where the Ambassador really shows star quality and class in the family car race. Standard features like air conditioning and fully reclining seatbacks make the Ambassador a real family utility wagon... and it looks great besides. Reclining seats are not only great for camping or resting, but make a relaxing change in driving posture. The SST air conditioning has the familiar AMC vent in front of the driver, directly behind the steering wheel, and is excellent for keeping awake or just plain cool comfort. Front seats are individually adjustable for leg room, but at the same time can be used as a bench-type seat if three want to ride up front. The instrument panel has two round dials for speedometer/odometer on the left, and instruments on the right. Instruments are sometimes difficult to check, depending on the positioning of the steering wheel. Climate control and radio are both easy to reach and adjust, but climate control adjustment is left of the driver, and impossible to reach by the passenger. The dash glovebox is located close enough so the driver can reach into it without moving over. An under dash location for the ignition switch makes it hard to locate, especially in the dark. American Motors' attempt at an unobtrusive shoulder harness, as now required by our great benevolent father in Washington, has met with much greater success than any of the Big 3. Instead of being stored clumsily on the headliner over each front door, it hangs, securely out of sight behind the door. Cramped knees seems to be a habit in the back seat with all except Plymouth, and the SST is no exception. Headroom is adequate. Front seat safety catches are found at the bottom of the front seats, on the outside, a good location. They seem to protrude rather far and can catch a pant leg, which can make for a hilarious surprise as you jump from the back seat. For some reason, the back seat seems unusually hard to get out of and takes a little struggle. Plus & Minus Features Whatever it may lack in power and performance, the Ambassador has its own bag when it comes to comfort. Standard air conditioning and reclining seatbacks have just got to be a special kind of groove. Although somewhat more conservative inside than Ford or Chevy, the '69 Ambassador has new seat trim styles, colors and fabrics and new nylon-pile carpeting. Trunk space, while adequate, is still small - similar to the LTD. Rear seat armrests are located for comfort, but they also contain the rear seat ashtrays - so just watch that sleeve there, fella. Air/heater control location, a carryover from 1968, makes it impossible for the front seat passenger to adjust interior temperatures. American Motors, like Chrysler, still hasn't mastered the touch of getting an overall beefy solidity into seats, doors and the general feel of the car. But, with an eye to interior comfort and utilitarian use, the Ambassador, being the only car with air conditioning as a standard item, will probably influence a lot of mothers, who in turn will influence the old man. |
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(Above) Ambassador instrument panel is
quite similar to 1968 version. New trim
is available on SST model. A certain
ambivalence affects objectivity toward
the Ambassador; lighting up the rear end
isn't a total commitment. Standard air
conditioning and fully reclining seatbacks
go a long way down the road to personal
comfort - and if that means a lot, a lead
foot probably isn't your bag anyway.
(Below) A few changes here, a few changes there - and voila, the Ambassador front end makes a whole new gig. Austerity has bit the dust, and the 1969 restyle job should boost sales, which AMC would dig. |
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Plymouth Fury SPECIFICATIONS. Engine: 90° V-8, OHV. Bore & Stroke: 4.25 x 3.38 ins. Displacement: 383 cu. in. Hp: 330 @ 5000 rpm. Torque: 425 Ibs.-ft. 3200 rpm. Compression Ratio: 10.0:1 Carburetion: 1 4-bbl. Transmission: Automatic. Final Drive Ratio: 3.23:1. Steering Type: Power. Ratio: Gear, 15.7; overall, 19.1. Turning Diameter: 42.8 ft. curb-to- curb, 3.5 turns, lock-to-lock. Tires: H 70 x 15. Brakes: Front disc, drum rear. Suspension: Front: Torsion bar. Rear: 5 leaf springs. Body/ Frame Construction: Unit construction. Dimen- sions, Weights, Capacities: Overall Length: 214.5 ins. Overall Width: 79.6 ins. Overall Height 54.5 ins. Wheelbase: 120 ins. Front Track: 62.1 ins. Rear Track: 60.7 ins. Curb Weight: NA. Fuel Capacity: 24 gals. Oil Capacity: 4 qts. PERFORMANCE Acceleration: (2 aboard) w/ air - w/o air 0-30 mph 3.0 2.5 secs. 0-45 mph 4.8 4.4 secs. 0-60 mph 8.5 7.5 sees. 0-75 mph 11.6 10.6 secs. Standing Start 1/4-mile (without air) 93 mph 15.7 secs. Passing Speeds: (passing gear) (w/o air) 40-60 mph 4.2 secs. 307.44 ft. 50-70 mph 4.3 secs. 378.40 ft. Speeds in Gears: 1st 58 mph @ 5000 rpm 2nd 93 mph @ 5000 rpm 3rd 104 mph @ 4000 rpm MPH per 1000 RPM: 26.0 mph Stopping Distances: from 30 mph 23 ft. from 60 mph 148 ft. |
Chevrolet Impala SPECIFICATIONS: Engine: 90° V-8, OHV. Bore & Stroke: 4.25 x 3.76 ins. Displacement: 427 cu. in. Hp: 390 @ 5400 rpm. Torque: 460 Ibs.-ft. @ 3600 rpm. Compression Ratio: 10.25:1. Carburetion: 1 4-bbl. Quadrajet. Transmission: 4-speed manual, Muncie shifter. Final Drive Ratio: 3.31:1 w/positraction. Steering Type: Power. Ratio: 21.2:1. Turning Diameter: 41.0 ft. curb-to-curb, 4.0 turns, lock-to-lock. Tires: G 70 x 15 Goodyear wide ovals. Brakes: Power, single piston front disc, drum rear. Suspension: Front: Coil spring independent. Unequal length control arms, anti roll bar. Rear: Coil springs, solid axle with trailing link attachment, anti-roll bar. Body/Frame Construction: Separate body/frame. Dimensions, Weights,, Capacities: Overall Length: 215.9 ins. Overall Width: 79.8 ins. Overall Height: 54.2 ins. Wheelbase: 119 ins. Front Track: 62.5 ins. Rear Track: 62.4 ins. Curb Weight: 4475 Ibs. Fuel Capacity: 24 gals. Oil Capacity: 4 qts. PERFORMANCE Acceleration: (2 aboard) 0-30 mph 3.5 secs. 0-45 mph 5.5 secs. 0-60 mph 7.7 secs. 0-75 mph 11.4 secs. Standing Start 1/4-mile 93 mph 15.7 secs. Passing Speeds: (3rd gear) 40-60 mph 4.0 secs. 292.80 ft. 50-70 mph 4.1 secs. 360.80 ft. Speeds in Gears: 1st 48 mph @ 5000 rpm 2nd 64 mph @ 5000 rpm 3rd 83 mph @ 5000 rpm 4th 122 mph @ 5000 rpm MPH per 1000 RPM: 22.2 mph Stopping Distances: from 30 mph 30 ft. from 60 mph 147 ft. |
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Ford LTD SPECIFICATIONS Engine: 90° V-8, OHV. Bore & Stroke: 4.36 x 3.59 ins. Displacement: 429 cu. in. Hp: 360 @ 4600 rpm. Torque: 480 Ibs.-ft. @ 2800 rpm. Compression Ratio: 10.5:1. Carburetion: 1 4-bbl. Transmission: automatic. Final Drive Ratio: 2.80:1 Steering Type: Power. Ratio: 17.1:1 Turning Diameter: 41.9 ft. curb-to-curb, 3.99 turns, lock-to-lock. Tires: H70 x 15 belted Polyglas. Brakes: Front disc, drum rear. Suspension Front: Drag strut with coil springs. Rear: Three link with track bar. Body/Frame Construction: Unitized. Dimensions, Weights, Capac. ities: Overall Length: 214.0 ins. Overall Width: 79.7 ins. Overall Height: 53.7 ins. Wheelbase: 121.0 ins. Front Track: 63 ins. Rear Track: 64 ins. Curb Weight: 4240 Ibs. Fuel Capacity: 25 gals. Oil Capacity: 5 qts. PERFORMANCE Acceleration: (2 aboard) with air - without air 0-30 mph 3.8 3.7 secs. 0-45 mph 6.1 6.0 secs. 0-60 mph 9.5 8.7 secs. 0-75 mph 14.3 13.0 secs. Standing Start 1/4 - mile (w/o air) 86 mph 16.3 secs. Passing Speeds: (passing gear) (w/o air) 40-60 mph 5.0 secs. 366.0 ft. 50-70 mph 5.3 secs. 440.0 ft. Speeds in Gears: 1st 50 mph @ 4600 rpm 2nd 84 mph @ 4600 rpm 3rd 110 mph @ 4000 rpm MPH per 1000 RPM: 27.5 mph Stopping Distances: from 30 mph 29 ft. from 60 mph 138 ft. |
Ambassador SST SPECIFICATIONS Engine: 90° V-8, OHV. Bore & Stroke: 4.08 x 3.28 ins. Displacement: 343 cu. in. Hp: 280 @ 4800 rpm. Torque: 365 Ibs.-ft. @ 3000 rpm. Compression Ratio: 10.2:1. Carburetion: 1 4bbl. Carter. Transmission: Automatic. Final Drive Ratio: 2.87:1. Steering Type: Power. Ratio: 17.5 box, 20.9 overall. Turning Diameter: 42.8 ft. curb-to-curb, 4.4 turns, lock-to-lock. Tires: 7.75 x 14. Brakes: 11.2 in. dia. front, disc, drum rear. Suspension: Front: Direct acting independent, coil springs and sway bar. Rear: four-link, trailing arm, coil springs. Body/ Frame Construction: Unit construction. Dimensions,, Weights, Capacities: Overall Length: 206.5 ins. Overall Width: 77.2 ins. Overall Height: 53.6 ins. Wheelbase: 122.0 ins. Front Track: 60.0 ins. Rear Track: 60.0 ins. Curb Weight: 3805 Ibs. Fuel Capacity: 21.5 gals. Oil Capacity: 4 qts. PERFORMANCE Acceleration: (2 aboard) with air - without air 0-30 mph 4.4 4.2 secs. 0-45 mph 8.5 7.5 secs. 0-60 mph 13.3 12.0 secs. 0-75 mph 18.6 17.0 secs. Standing Start 1/4-mile (w/o air) 78 mph 18.2 secs. Passing Speeds: (passing gear) (w/o air) 40-60 mph 6.0 secs. 439.2 ft. 50-70 mph 6.3 secs. 528.0 ft. Speeds in Gears: 1st 58.8 mph @ 5000 rpm 2nd 93.7 mph @ 5000 rpm 3rd 130 mph @ 5000 rpm MPH per 1000 RPM 26.0 mph Stopping Distances: from 30 mph 34 ft. from 60 mph 153 ft. |
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