category_outlined / Auto's & Motoren
Hemmings Muscle MachinesHemmings Muscle Machines

Hemmings Muscle Machines

September 2019

Each issue is packed with photos & coverage of American Muscle Cars from the 60's through today.

United States
American City Business Journals_Hemmings
Meer lezenkeyboard_arrow_down
€ 4,33(Incl. btw)
€ 17,39(Incl. btw)
12 Edities


access_time1 min.
hemmings muscle machines us

PUBLISHER Jim Menneto, President Jonathan Shaw, Director of Product EDITORIAL Terry McGean, Editor-in-Chief Richard Lentinello, Executive Editor Kurt Ernst, Editor, Hemmings Daily Mike McNessor, Editor, Hemmings Motor News Catherine Gee Graney, Managing Editor Thomas A. DeMauro, Senior Editor Matthew Litwin, Senior Editor Mark J. McCourt, Senior Editor David Conwill, Associate Editor Jeff Koch, West Coast Associate Editor Terry Shea, Associate Editor Daniel Strohl, Web Editor Edward Heys, Design Editor Judi Dell’Anno, Graphic Designer Joshua Skibbee, Graphic Designer Jim O’Clair, Columnist/Parts Locator Tom Comerro, Editorial Assistant Jake McBride, Editorial Intern EDITORIAL CONTRIBUTORS Ray T. Bohacz, Donny Brass, Chuck Hanson, Jim McGowan, Don Prudhomme, Russell von Sauers ADVERTISING Jennifer Sandquist, Advertising Director DISPLAY SALES Tim Redden, Internet Sales Manager Account Executives: Rowland George, Tim McCart, Lesley McFadden, Heather Naslund, Mark Nesbit, Collins Sennett, Bonnie Stratton Stephanie Sigot, Advertising Coordinator CLASSIFIED SALES Jeanne Bourn,…

access_time4 min.
pattern of performance

Back when Detroit’s earliest overhead-valve (OHV) V-8 engines were first becoming salvage-yard material, lots of hot-rodders began to use them in place of their warmed-up flatheads. In bone-stock form, they could make prewar Fords move as well as or better than most of the flathead V-8s they’d worked hard to improve. Once the aftermarket got on board, the overheads were tough to beat, both in terms of speed and value. But there were the stalwarts who had no interest in those “monkey-motion” engines. The guys in this camp would stay with their tried-and-true flatties, determined to make them faster. This sort of pattern has repeated as the years have rolled on — new things come to market, and some people embrace them while others revile them. The ones who aren’t interested in…

access_time3 min.

BOSS REUNION TO CELEBRATE THE 50TH ANNIVERSARY In 1969, Ford debuted a Mustang to counter the Chevrolet Camaro’s dominance in the SCCA’s Trans-Am series. Simultaneously, the Blue Oval brand needed a platform to carry its semi-hemi 429-cu.in. V-8, developed specifically for NASCAR. The resulting homologation-special Boss 302 and Boss 429 Mustangs went on to become performance legends and sought-after collectibles, and on August 30-September 1, the Boss Reunion 2019 will honor these (and other) limited-production Boss models. The festivities take place in Pittsburgh, Pennsylvania, and begin with daytime events at Pittsburgh International Race Complex, followed by a banquet at the Pittsburgh Marriott North. Featured guest speakers will include Bill Barr, the Ford engineer credited with developing the original Boss 302 engine; Kar Kraft test engineer Don Eichstaedt; 2012 Boss 302 “Road Runner”…

access_time2 min.
production line

2020 CHARGER WIDEBODY: FOR HELLCAT AND SCAT PACK — QUICKER, GIRTHIER Turns out, what’s good for the Challenger is good for the Charger: a new Widebody kit becomes available on Charger SRT Hellcat and Charger Scat Pack models for 2020. The new Widebody exterior adds 3.5 inches of width to cover the 305-section, 20-inch Pirelli rubber on all corners, and new front and rear fascias also come as part of the package. Other features include Brembo six-piston front calipers with two-piece front brake rotors and Bilstein three-mode adaptive damping shocks. These changes alone make the 2020 Charger SRT Hellcat Widebody run 2.1 seconds faster on a 2.1-mile road course compared to a 2019 model, and will allow the 2020 model to hit .96 g on a skidpad. That’s about 13 car lengths after…

access_time2 min.
letter of the month: ram rod runaround

After reading about the 1968 Ram Rod Olds in HMM #190 (“Ram Rod Rocket” ) I have to tell you about mine. In the spring of ’68, my wife totaled our ’67 Cutlass. I had wanted to get the Ram Rod and saw my chance. I went to Main Motors in Anoka, Minnesota, and visited the same salesman who had sold me the ’67. I made out the order with just what I wanted. Two days later he called and said it’s too late and Oldsmobile won’t make the car I ordered. I asked if he could find one at another dealer and he said he tried but there just weren’t any out there. He did have a nice Chevelle with a 325-hp 327 and a four-speed, so I said okay.…

access_time10 min.

CAM CORRECTION After reading “Class Transit” in the July 2019 issue of HMM (#191), I felt compelled to provide the correct cam specs for the 1970 GS Stage 1 engine. These specs have been incorrectly stated in numerous publications, giving the impression that the Stage 1 cam was much more aggressive than it really was. This conveys the idea that the Stage 1’s cam was responsible for much of that engine’s unexpected performance. The usual quoted specs for the Stage 1 cam on intake and exhaust are: .490/.490-inch lift and 316/340 degrees of duration. For reasons of space, I won’t bother to go into the several reasons why Buick decided to advertise such bogus numbers. I’ll just correct them instead. Using “Oz” Anderson’s famous Scientific Quadrant Cam Doctor, the correct numbers for…