69' amx

[Paul Ceasrine]

R/T,
Check out the AMC forum site.
The 69' AMX was, I think, was intended for SS/G with a 390/340HP rating.
Of course, it did not fly, was properlry re-factored to, I think 405HP.
I think they bounced from SS/E, to SS/D to SS/C.
The 390/315HP car was classed in SS/J in 69', and/or F/S.
Good article about the special 'Crane' heads set up for that engine.
PC

[Jeff Lee]

The Crane heads were ported w/ 2.08/1.74 valves and were OEM installed. They were only applicable to the cross-ram 390/340 engine.
As far as I know, they were the only OEM ported cylinder heads.
Engine package included the dual 585 cfm Holley's on an Edelbrock STR
intake & domed pistons, headers and a dual-point distributor.

The 390/315 received standard production car cylinder heads.

[Tom Goldman]

The '69 AMX 390/ 315 has always been a 10.00 factor right at the top of E /S and SS/I.........At one time , the SS AMX engine was the most heavily factored HP in SS , even more than the Hemi's and BB Chevies@75 HP over the rated HP .......Tom

[Paul Ceasrine]

The article about the special "Crane" heads for the 69' AMX S/S car,
was that they utilized Mopar 440 valves.
The 69' 'Crane' heads were good, but in 1970 the 'dog-leg' design
exhaust ports flowed much better, than the flat-style 69' heads.
Does that sound correct Jeff.
I guess, AMC wanted to utilize the 70 'dog-style heads' for the 69 S/S cars,
but could not.
They would have to build another (50) 70' AMX S/S cars. Instead they offered 70' front-end conversion kits and replacement trim components and dashboard units. NHRA would not legalize that conversion, due to the
fact that the 70' AMX frame had a longer wheelbase than the 69' car.
I think thats in the ballpark.
Either way, AMC got somewhat screwed.
PC

[Jeff Lee]

Wheelbase for 1968 - 1969 - 1970 AMX's are all the same, 97". You may be confused in that the overall length changed a few inches as a result of body overhang. But the wheelbase remains the same on all 2-seat AMX's.

I assume AMC sent out the 1970 sheetmetal, tail lights, dash, seats, etc. (even a 1970 VIN plate!) to the owners of the original 1969 SS/AMX's more because they wanted a new for 1970 product in front of the public.

The 1970 production heads are an improvement over 1969 and earlier production heads but in a SS application back then, I believe the 1969 ported Crane heads were better than a 1970 production head (remember, this was back when SS did not allow porting). Note: AMC did not send out new "dog leg" 1970 cylinder heads to the racers, only body change items.
The SS/AMX's were fast right off and continued to be so well into the 1970's. Several years ago the dog-leg cylinder head was approved as a superseded part; long after the cylinder head porting rules took affect.

The fact is, AMC was the poorest of the auto manufacturers. They could not justify building another 50+ cars (at a loss) in 1970. So they thought they could get around the NHRA mandate that all cars be "assembly line produced" by replacing the relevant parts with full corporate approval. Again, note AMC provided NEW 1970 AMX VIN plates! Clearly, this was the intent of the manufacturer that 1970 AMX SS cars were to be recognized and raced along with 1969 SS/AMX's. But rules are rules and once NHRA saw what was going on (and it wasn't a super-secrete deal either), they put a stop to it and advised all racers that if they wished to race an x-ram AMX then it would be a 1969 model. Numerous owners who made the conversions with AMC's blessings along with new paint jobs, parked the cars in disgust (gee, does anything ever change?). A friend of mine has one of those cars. It was raced in 1969, converted per factory recommendation and subsequently parked. The only good thing is the 1970 VIN plate allowed easy MVD allowance for this once "race only SS package car". The car accumulated 70,000 in street miles before my friend bought it and restored it; back to race day 1970 with 1970 parts still intact. It is #3 of 52 produced.

Now, however, an interesting argument could be made to re-instate the 1970 AMX as a x-ram car due to the new "crate motor" cars in S/SS.
This was, and no doubt about it, AMC's intentions.

[Paul Ceasrine]

Jeff,
You couldn't have described those details any better.
I always figured, that after the factory cars suprised everyone at the 68' Winternationals, they would not let the factories per say, run the show.
ie; (Not 50 produced)
68' Cobra-Jets (not factory-production until April 68)
68' GSS 440 Darts (just who had them in January 68')
340 Cuda's and Darts (factory rated at 275HP)
Even the 67' R/O Plymouth's and W/O Dodges (does anyone really believe there were 55 of each produced)
They started cracking down, just before the 68' Springnationals. Made Plymouth and Dodge show the sales documents for 50 sales (each) of the factory SS/B Hemi cars. They were made legal about a week before the June event at Englishtown.

[Tom keedle]

Originally Posted by Jeff Lee

Wheelbase for 1968 - 1969 - 1970 AMX's are all the same, 97". You may be confused in that the overall length changed a few inches as a result of body overhang. But the wheelbase remains the same on all 2-seat AMX's.

I assume AMC sent out the 1970 sheetmetal, tail lights, dash, seats, etc. (even a 1970 VIN plate!) to the owners of the original 1969 SS/AMX's more because they wanted a new for 1970 product in front of the public.

The 1970 production heads are an improvement over 1969 and earlier production heads but in a SS application back then, I believe the 1969 ported Crane heads were better than a 1970 production head (remember, this was back when SS did not allow porting). Note: AMC did not send out new "dog leg" 1970 cylinder heads to the racers, only body change items.
The SS/AMX's were fast right off and continued to be so well into the 1970's. Several years ago the dog-leg cylinder head was approved as a superseded part; long after the cylinder head porting rules took affect.

The fact is, AMC was the poorest of the auto manufacturers. They could not justify building another 50+ cars (at a loss) in 1970. So they thought they could get around the NHRA mandate that all cars be "assembly line produced" by replacing the relevant parts with full corporate approval. Again, note AMC provided NEW 1970 AMX VIN plates! Clearly, this was the intent of the manufacturer that 1970 AMX SS cars were to be recognized and raced along with 1969 SS/AMX's. But rules are rules and once NHRA saw what was going on (and it wasn't a super-secrete deal either), they put a stop to it and advised all racers that if they wished to race an x-ram AMX then it would be a 1969 model. Numerous owners who made the conversions with AMC's blessings along with new paint jobs, parked the cars in disgust (gee, does anything ever change?). A friend of mine has one of those cars. It was raced in 1969, converted per factory recommendation and subsequently parked. The only good thing is the 1970 VIN plate allowed easy MVD allowance for this once "race only SS package car". The car accumulated 70,000 in street miles before my friend bought it and restored it; back to race day 1970 with 1970 parts still intact. It is #3 of 52 produced.

Now, however, an interesting argument could be made to re-instate the 1970 AMX as a x-ram car due to the new "crate motor" cars in S/SS.
This was, and no doubt about it, AMC's intentions.

wouldn't they have had to change the frt suspension too?
68-69 was different from the 70 amx's..

[mike withers]

Tom is right the 69ss/amx was for many years was the most factored. factory rating 340hp NHRA factor 420hp a 80hp increase the hemi's went from 425 to 500hp a 75hp increase. The 69 factory ss/amx now has 407hp rating.

[Paul Ceasrine]

Jeff,
Article in 1970 Car Craft, mentions that the over-all length of the
70' AMX (longer than the 69') with the newer nose, was the big issue with the NHRA, not the new head conversion (if performed). They were convinced (it doesn't mention names) that it would be protested, because of aerodynamics. As you know, the 70' AMX car was 1" lower (newer front-end suspension changes) and 2" longer (extended front-grille and hood) than the 69' AMX car.

Ozzie,
In 68' the AMX was available with other engines, not only the 390/315HP
engine.
The 343/280 HP and the 290/225HP were both available in the first year run AMX.
In 68', the AMX; NHRA class; (390/315HP; #3163 lbs.= E/Stock), (343/280HP; #3096 lbs. = G/Stock).
For some reason, a lighter weight was factored for the 290/225HP AMX (#2836 lbs. = J/Stock)
Not the currently listed #3096 lbs.
Also, the 68' Javelin SST 290/225HP was also classed in J/Stock.
I think the listed weight has since changed.

In 69', the 68'AMX 390/315HP ran in F/Stock, or SS/J (see; Ross Gilbert)
Paul

[Paul Ceasrine]

Ozzie,
I'm not sure, but I think the 69' AMX was lighter than the 68' AMX.
Not sure why? I thought they were the same and one?
I'll check, but if your correct, than in 69', the 69' AMX 390/315HP ran in E/Stock and the 68' AMX 390/315HP ran in F/Stock.
PC

The guidelines list the 69' AMX 390/315HP at #3048 lbs. (-115 lbs.) lighter than the 68' AMX 390/315HP, so it would be classed one class lower.
Though the 69' AMX 343/280HP and 290/225HP cars are listed with almost the exact weight. I'm lost!
The S/S car is also listed at #3048 lbs.
There has to be some error.. As for other classificatiions, I know for a fact that we ran against a 68' or 69' Javelin SST in 1969, in K/S (12.50-12.99 wt/hp)
Ran against him the whole summer.
The current weight/hp factors don't compute, but I'll figure it out.