For boat owners there’s nothing worse than having an engine that won’t start. Especially when you have a boat full of expectant skiers. Or a long line behind you at the ramp. Fortunately, there are a few maintenance tasks you can do to keep your marine engine and its working parts in ship shape.
Marine Engine Flushing
During boating season, it’s important to flush your boat’s engine after each use. You do this by supplying fresh water from a hose to your engine while it’s running in neutral. This prevents buildup of sand or silt that can decrease the life and performance of your engine. Several flushing methods exist. Which one you use depends on your outboard motor’s design. Some outboard engines supply built-in hose attachments. If not, you can also use a pair of flush “muffs.” The muffs are a v-shaped device with ear-muff-looking cups that slip over the water intakes (located behind the propeller). Another option is using a collapsible flush bag that supplies the water intakes with a fresh pool of water. To find the right tools and method for your boat, check with an Advance Team Member or consult your owner’s manual.
You should also regularly inspect your marine engine’s propeller. First, remove the propeller and check the prop shaft for debris, such as fishing wire from the big one that got away. Fishing wire tangled in your propeller can create big problems like gear case leaks. Clean the propeller, if necessary. Then apply an appropriate lubricant to prevent the propeller from “freezing” in place, and replace the propeller securely on the shaft. While you’re at it, examine the propeller for nicks, cracks and dents. Even a small defect can decrease your engine’s performance. If you find damage, get it to a prop shop right away.
Some boaters are lucky enough to live where the sun always shines and the boating season never ends. The rest of us have to suffer through winter, and so do our boats. Winterizing (which we’d recommend doing in the fall) ensures a great boating season the following spring. Basic winterization includes topping off the fuel lines to avoid condensation and adding a stabilizer, such as our favorite, Sea Foam. These tasks prevent corrosion and eliminate moisture. Left untreated, condensation can freeze and cause serious damage to a boat’s engine.
This is also a great time to tackle any deferred maintenance issues, as well as change the oil, water, and fuel filters. You can hire a professional or do it yourself. Our DIY video, Outboard Engine Maintenance, can get you started. For a complete list of winterizing tasks, consult your dealer, owner’s manual, or check with an Advance Team Member.
Proper Boat Storage
Once a boat is winterized, it’s time to think about storage. Many options exist, including dry-stacking in a climate-controlled warehouse, shrink-wrapping, or using a heavy-duty tarp. Your choice will likely depend on your individual boat and budget. Whichever option you choose, aim to keep your boat (and therefore its engine) dry and reasonably protected from the elements until spring.
Proper care and maintenance prolongs the life of your boat’s engine. It also ensures that you spend more time on the water than in the repair shop. So how long has your outboard motor been kickin’? What maintenance do you perform to keep it running smooth? Leave us a comment below.
From timeless icons to everyday essentials, Crucial Cars examines the vehicles we can’t live without.
For this installment, Street Talk continues to shine the spotlight on a sports car with a strong, well-deserved fan base – the Mazda RX-7.
Back in the fall of 1978 when Mazda’s RX-7 sports car debuted (for the ‘79 model year), new wave music began shoving disco aside on radio, Space Invaders had kids shoving each other aside in video game centers, and Japanese cars accounted for about half of all new car sales in the U.S.
With its rotary engine and lightweight and agile chassis, the RX-7 was as big a hit with driving enthusiasts as those video games were with teenagers. We’ve already covered the first two generations of the Mazda RX-7, so now with Part Two of this retrospective, we pick up where we left off.
Sleek, Sophisticated, and Speedy
Unveiled for the 1993 model year, the third generation of the Mazda RX-7 was a leap forward in sophistication. With its low, flowing body stretched out over the wheels, the organic form of the newest rotary rocket was a study in how form following function can yield something bordering on motorized sculpture. Mazda had the goal of making the car lighter and more powerful, and it was emphatically met. At about 2,800 pounds, the new Mazda RX-7 weighed over 200 pounds less than a comparably-equipped previous-generation RX-7. And the rotary engine, still measuring just 1.3 liters—but now sporting twin turbochargers—spun out 255 eager horsepower.
This RX-7 was initially offered in three trim levels: the well-equipped base, the luxury-themed Touring, and the hard-core performance R1. For most folks, the base or leather-lined Touring version was ideal, while the stiffly-sprung R1 (and its successor, the R2) was geared towards track-day enthusiasts willing to put up with a harsh ride in exchange for maximum handling performance. In any event, the cockpit was all business, if a little tight for larger folks.
The numbers generated by the third-gen RX-7 were nothing short of stunning. With the ability to hit 60 mph in the low-five-second range and rip down the quarter mile in about 14 seconds flat, this Mazda was as speedy as a Ferrari 348. Yet true to its heritage, the RX-7 really came into its own on a twisty road, where its lightweight, superb balance, athletic chassis and communicative steering made it a blast.
Available in the States for just three model years (1993 through 1995), due to the car’s ever increasing price (the result of a strong yen and weak dollar) and resultant decreasing demand, the third-gen RX-7 nonetheless made a big impact on enthusiasts, as well as Mazda’s history book.
The numbers generated by the third-gen RX-7 were nothing short of stunning, with the ability to hit 60 mph in the low-five-second range and rip down the quarter mile in about 14 seconds flat.
Mazda’s Rotary Car Takes a Different Road
After a nearly 10-year hiatus in the states, Mazda’s rotary-powered sports car returned for 2004 with a slightly different name and slightly different mission. Now called the RX-8, the latest version of Mazda’s flagship performance car dropped the turbochargers, gained a functional back seat and emerged as a considerably more practical, if less elegant, sports car choice.
With its higher roofline and bigger cabin, the RX-8 lost much of its former visual pizzazz. But the benefit of its bulkier physique was a much larger interior that allowed a pair of adult-rated seats in the back. Accessed by a pair of reverse-opening rear doors, that rear compartment could comfortably carry a pair of six-footers, an unheard of feat in a genuine sports car.
The complex twin-turbo rotary engine of the previous generation gave way to a redesigned, simpler, naturally-aspirated rotary dubbed “Renesis”. It made a solid 238 hp when matched to the six-speed manual gearbox, and 197 hp when running through the available four-speed automatic. The tach’s redline was marked at an impressive 9,000 rpm.
Although it expectedly gained weight compared to the RX-7, the RX-8 at around 3,030 pounds was still respectably light, especially for a genuine four-seater. Naturally, its acceleration wasn’t quite as thrilling as before. But with a 6.6-second 60 mph time and a 15.1 second quarter-mile performance, it was still swift enough to induce grins, especially once the tach’s needle swung past 5,000 rpm.
Available through 2011, the mostly unchanged RX-8 enjoyed a long run that spanned eight model years. And make no mistake, even with its ability to transport four full-size adults, Mazda’s rotary-powered sports machine was still plenty of fun to drive as it retained the loveable, light-on-its-feet and connected to the driver personality it had since day one.
Your first car is special. It’s your first time driving on the road alone; your first grownup date with your sweetheart; and really, your first true form of independence. It may not have been the newest or most luxurious, but your high school car represented something more than just a vehicle—it kindled the pioneer spirit that Model T drivers had when they were able to expand their world. Your first car allowed you to explore the long roads ahead of you.
The Cars That Taught Us (Some) Responsibility
But let’s not get too sappy here. High school cars came with first speeding tickets, first flat tires, and first repair bills. It wasn’t until years later, though, that we could look back and truly appreciate our first rides. We learned how to drive on them, but more importantly, we learned responsibility from owning them. A new set of tires cost us a whole summer job’s pay. Not having washer fluid when we were stuck behind a muddy construction truck meant we started regularly checking the fluid reservoir. In hindsight, we probably all wish that we had treated our high school cars better, because they gave us more than we ever returned.
A member at our church had posted the car for sale, and I begged him to sell me the car, even though I didn’t have the money or a driver’s license.
So with junior and senior year starting this September for new drivers across the country, let’s leave our first cars with an overdue parting gift, and I’m sure many of you are in the same
boat vehicle. Call it an ode to our first cars. Let’s share the best and the worst parts. To get the party started, a few of us at Advance have volunteered our high school car stories!
Ode to First Cars
“My first car was a 1972 Plymouth SCAMP. I started saving for the car when I was 14, and bought the car shortly after getting my first real job right after I got my driver’s license at 16. A member at our church had posted the car for sale, and I begged him to sell me the car, even though I didn’t have the money or a driver’s license. He finally agreed and I gave him a token $50 deposit. It was a 2-door hardtop, Gloss Red with a 318hp eight-cylinder engine, with lots of rust and I still paid $900 for it. My friends nick-named it the ‘Red Rocket,’ but it was a rocket that I never knew how fast I was going in because I could never get the speedometer to work. Nevertheless, it served me well through my high school years and I didn’t get a single speeding ticket, although I got stopped four times. I just told the officer my speedometer cable broke, and they let me off with warnings.” -Greg M.
“My first car was a 1991 Chevy Corsica. I got it in the fall of 1995 when I was a junior. I could often be seen driving around with three hubcaps because they were plastic and fell off a lot. It didn’t run the greatest, only had an AM/FM radio, and there were NO automatic features. But that’s ok, its unreliability helped me get my very first cell phone in case I broke down on my way home from college.” – Lorie P.
“I got my first car, a 1980 Chevy Camaro, when I was 17 with a loan from my dad. My mom actually found the car in our small town newspaper. We bought it from a widow who was selling her late husband’s car. Her husband was the original owner and had only put 36,000 miles on it. I actually got to take the car for a short test drive down the street. When my dad and I got home after looking at the car I remember rationalizing the price to him. The Camaro was my daily driver for the next 13 years.” – Byron N.
“My first car was a 1988 Toyota Camry—a hand-me-down from my stepdad that had the automatic sliding seat belts that forced you into safety mode once you shut the door. Everything about this car was gray. Gray paint, gray upholstery, gray carpet. I named him Steely Dan and drove him back and forth from Virginia to Tennessee for college until he finally kicked the bucket my junior year.” – Sarah M.
“My first car I ever drove in high school was a 1986 CJ7 Jeep with a manual transmission. I was so excited and relentlessly begged my parents to buy it for me even though I had never driven a manual before. My parents didn’t think it was a good idea, but I insisted. After all, how hard is it to learn to drive a stick shift on an old Jeep? About a week after they bought me the Jeep, I was begging them to sell it. I quickly realized that I was too afraid to actually drive it on the road. I have been driving an automatic ever since.” – Whitney S.
“My first car was one that I had no business driving as a teen in the Midwest: a green 1974 Alfa Romeo Spider. It was loud, occasionally started in winter with an oil pan electric heater, super fun in the spring and fall, sweaty in the summer. Some people never learn, like me, so now I have a blue ’74 Spider.” – Richard M.
“I had a white 1977 Malibu Classic that my dad gave me. I bought chrome hubcaps and had someone in town paint it red for me. Then I took it to the new car wash and the high pressure water peeled off huge strips of paint! I was near tears because I had saved all of the money from my summer job to get the car painted. I had to drive it around with big strips of white paint showing through for quite some time.” – Dave K.
“My first car was a 2001 Dodge Neon R/T, handed down to me from my father. It was a neat little car, all black with a five-speed manual transmission and a decent engine. I did my share of stupid stuff until I got older and wiser, like fishtailing wet turns using my e-brake, burning my clutch disc and tires by popping into first gear at 6,000 RPMs, and going 8,000 miles without an oil change on conventional (gulp…sorry, car!).” – Neil B.
Share Your High School Car Story
What was your first car? Were you parking a block from school so no one could see it or were you washing and waxing it every week? Share your stories and photos on our Facebook page or reply in the comments.
There’s nothing like a summer road trip. The warm sea breeze flying through your hair as you cruise down the coast. The fresh, piney air as you trek up mountain roads. The glint of sunlight and vast expanses as you drive through desert highways. This is why you wake up early in the morning to beat the traffic.
Grand Canyon Road Trip
Our featured road trip for this summer is making the trek up to Grand Canyon National Park. The beauty of this natural wonder needs to be appreciated up close, where the immense cliffs and ravines will leave you awestruck. The surrounding amenities of campgrounds, hotels, general stores, and restaurants gives you plenty of creature comforts so you’re not totally lost in the wild.
There are plenty of roads that will take you there, but our favorite route is starting from Phoenix, AZ. This three-and-a-half hour trip has shifting landscapes and breathtaking views throughout, even before you get to the canyon. As you drive out of the city on I-17, you find yourself in the desert, surrounded by tall cacti as far as the eye can see. You climb elevation and next you’re cruising by the red cliffs and hills of Sedona, where the desert meets ponderosa pinetrees. Further, you climb to Flagstaff, where you’re in the thick of alpine forest and near the base of Humphrey’s Peak, the highest mountain in Arizona at over 12,000 ft. Drive through more forests and then a stretch of plateau grasslands before a final climb in elevation, where the Grand Canyon awaits you.
Summer Road Trip Tip: If your A/C is blowing warm air and the A/C condenser is working properly, then your problem is most likely low refrigerant. Make a stop at Advance for canned refrigerant with a gauge and hose—ask for one with leak-sealers if you suspect a leak. You can quickly recharge your A/C and get cold air back instantly, making your road trip comfortable again. Get the full A/C recharge details.
Detours and the Scenic Routes
You may want to stop at the famous vineyards in Sedona and the Native American pueblo sites at Wupatki National Monument by Flagstaff. If you like mountain roads with a view, take the scenic drive on Rte. 180 instead of Highway 40 as you’re approaching Grand Canyon National Park. Once you get to the Grand Canyon Village, check out the sights from nearby Mather Point. Make sure you leave time to drive east on Desert View Dr. over to Desert View Watchtower. This road is right along the edge of the canyon with great sightseeing at Grandview Point and Lipan Point.
Share Your Road Trip
This road trip is an American classic that we hope you and your family will get to experience. If you’ve made this trip or are driving there this summer, please share a photo and your story on our Facebook page. We’d love to hear about the vehicle that got you there and the fun detours you took along the way! Leave a comment about your experience as well.
In the latest installment of their JOYRIDE film series, Pennzoil ventures to Baja California to test out the performance of their synthetic oil in the desert environment. With a focus on off-roading, the Baja edition features professional driver Rhys Millen behind the wheel of a souped-up Jeep Wrangler Rubicon as he takes on sand, dunes and rough terrain in temperatures exceeding 130° F.
The cinematic clip shows the Jeep and Millen tackling rocks and steep hills as engine oil temps creep past 200° F. The Jeep’s unyielding performance demonstrates the PurePlus™ Technology’s unsurpassed wear protection and excellent performance in extreme temperatures. Check out the full video below to see Rhys Millen and the Wrangler Rubicon in action.
Watch a behind-the-scenes clip to see what it took to film the video plus gain more insight into the Jeep Wrangler Rubicon.
The fireworks may be shooting off this weekend in celebration of our nation’s birthday, but it always sounds like the 4th of July to us when we hear the rumble and exhaust of a 650 hp V8 engine. What better way to honor the holiday than to pay homage to the beasts on four wheels that have come out of Michigan, Kentucky, and Ohio over the years.
American muscle cars have evolved throughout the decades as technology improved and styling cues shifted, but they have always stayed true to their powerhouse DNA. The result is a legacy of over 60 years that has made for one heck of a ride. Read on to find out which muscle cars we picked as our favorites from each decade.
The “First” Muscle Car: 1940s
After the first American-made car appeared in 1893, plenty of other high-revving vehicles began popping up on our roads (think early race cars and gangster getaway cars). But it wasn’t until Oldsmobile’s 1949 Rocket 88 that the first true American muscle car arrived. Designed with a revolutionary overhead valve concept V8 engine, the Rocket 88 output 135 horsepower and 283 lb·ft torque on a light and nimble chassis, boasting more power and better fuel economy than its peers.
The Rocket dominated NASCAR that year and into the early ’50s, taking on the moniker, “King of NASCAR,” and paving the way for all muscle cars to come.
The “Fabulous” Muscle Cars: 1950s
The muscle cars of the fabulous ’50s were all about pastel colors, whitewall tires, front bench seats, and convertible roof options. But make no mistake, these pioneer muscle cars had plenty of power under their long hoods. Thanks to a post-war boom in automotive sales, car manufacturers began loading up the horsepower and stretching cars’ limits. The most notable muscle car of this decade was the 1955 Chevy Classic V8.
The ’55 Chevy’s success came from it’s small-block 265 cu V8 engine, which was so reliable that it would become the foundation of Chevrolet’s muscle cars for the decades to come. Able to hit 195 horsepower, the ’55 Chevy found a place in the garages of millions of auto enthusiasts, accounting for nearly 23% of all car sales that year. This was the car that turned us onto muscle cars. And we’ve never looked back.
- 1956 Mercury Montclair
The Montclair featured a 260 hp V8 engine that put out plenty of power and had the 1950s classic look.
- 1958 Packard Hawk
Long wing panels, a hood scoop, and a supercharged 275 hp engine makes this Hawk a true ’50s muscle car.
- 1959 Chrysler 300E
Maybe ahead of its time, the 300E fell flat on sales, but has now become a rare gem among collectors. The 300E could belt out 380 horsepower—incredible for its time!
The ’55 Chevy found a place in the garages of millions of auto enthusiasts, accounting for nearly 23% of all car sales that year.
The Pony Cars: 1960s
The Ford Mustang hit the market in 1964, ushering in the era of pony cars—powerful compact cars—and creating a wave of competition that unleashed many of the muscle cars that we’ve come to love. It was the golden age for auto enthusiasts.
The Mustang looked fiercest with fastback rear-end styling, made famous in 1968’s action film Bullit. The “Boss 9” Mustang takes home the prize as our favorite Mustang with its hood scoop and 429 cu, 375 hp V8 engine. Ford has played around with different Mustang bodies and styles throughout the years, but a recurring theme is that they always wind up going back to this generation of Mustangs for inspiration. A true testament to the original pony car.
- 1968 Dodge Charger R/T
A true muscle car if there ever was one. The second-generation Charger was introduced for 1968 and ran through 1970, and gained fame via the TV show “The Dukes of Hazzard” (1969 Charger) and the first Fast and Furious movie (1970 Charger).
- 1969 Plymouth Road Runner 426 Hemi
The working man or woman’s muscle car. It didn’t have the flashy looks or steep price tag, but its engine was pure Hemi power.
- 1969 Chevy Nova SS
Quick and balanced. The Nova was ahead of its time in weight distribution during a period when muscle cars were getting longer and heavier. The Nova proved bigger isn’t always better.
End of the Golden Age: 1970s
At the turn of the decade, muscle cars weren’t just becoming more powerful, they were downright menacing on the streets. Dodge launched the Challenger in 1970, a late addition to the party, but it epitomized the golden era of muscle cars with its balance of a big, bold design and high-performing engine and suspension. The 1970s Dodge Challenger R/T came to fame as the getaway car in 1971’s film Vanishing Point; however, its 440 c.i. V8 engine, which unleashed 375 hp (considered a conservative rating), was the real show stealer.
Things were getting good when the global oil crisis and stricter emission laws forced car manufacturers to abruptly abandon large gas-hungry engines and turn their focus on developing more economical cars. The Challenger’s production halted in 1974, along with many other muscle cars of the golden era.
- 1970 Chevrolet LS6 Chevelle
At 450 hp and 500 lb·ft torque, it was the king of the streets. It’s cousin, the Camaro, went on to achieve greater success, but the Chevelle will always be a legend in its own right.
- 1970 Plymouth Hemi Barracuda
The first Barracuda came to market two weeks before the Mustang—it just could never surpass its junior competitor in sales and was stopped in 1974, never to return. This lost muscle car is still talked about by auto enthusiasts to this day.
- 1971 AMC Javelin AMX
The Javelin AMX didn’t have the biggest engine block, but it could hold its own thanks to its race-inspired design (its racing model won the 1971 and 1972 Trans Am Series championships). It was also the first pony car to be used by law enforcement agencies for highway patrol.
Diamonds in the Rough: 1980s
The ’80s were not kind to domestic car manufacturers. Detroit’s technology hadn’t caught up fast enough to deal with the new emission and safety laws, allowing European and Asian manufacturers to outperform most American cars in the market. Thankfully there were a few diamonds in the rough: muscle cars engineered by teams who adapted to the times, allowing US cars to go neck and neck with the sporty BMWs and Nissans that were hitting the streets.
The 1985 Camaro IROC-Z was one of these cars. With stunningly sleek good looks, race-tuned handling and suspension, and a five-liter tuned port injection V8 engine rated at 215 hp, the Camaro proved that American muscle cars were able to incorporate new technology and market demands while still retaining their historic roots.
- 1982 Pontiac Firebird Trans Am
Redesigned for 1982, the Firebird Trans Am became an icon of the “sexy” ’80s culture with its low, sleek lines, pop-up headlights and blacked-out taillights. It also starred as KITT in Knight Rider.
- 1987 Buick Regal GNX
What was lost in the early ’70s was found in the late ’80s with the Regal GNX. Brute power that could beat Porches and Ferraris on the strip. Its boxy looks on the other hand, couldn’t quite match up.
- 1983 Chevrolet Monte Carlo SS
This street-legal version of NASCAR’s famed model was a success among racing fans. Its aero-influenced styling tweaks and “High Output” (for the time), 305 c.i. 180-hp V8, made it feel like it was always race day.
Back To Muscle: 1990s
American muscle cars regained some pep to their step in the ’90s, going back to the ’60s playbook in style and power but with the added bonus of engineering advancements. The Dodge Viper debuted in 1992 and instantly became the muscle car. Featuring an aluminum 8L V10 engine that output 400 hp and 465 lb·ft torque, this lightweight roadster could withstand 1 lateral g-force on turns.
The Viper’s most endearing factor, however, was its simplicity. There was no traction control or anti-lock brakes—the early models didn’t even feature airbags or air conditioning. The driver was connected with the car, without any electronics or modern aids to interfere, and it made for a pureness that only early muscle cars could match. Novice drivers were often bit by the Viper on high speeds, but those who could charm the snake were in for an exhilarating ride.
Dodge released the second generation Viper in 1996, offering a GTS Coupe model with a “double bubble” roof that made the car famous. This Viper had 50 more horsepower and a few concessions including airbags, air conditioning, and even power windows.
There was no traction control or anti-lock brakes—the early models didn’t even feature airbags or air conditioning.
- 1992 Ford Crown Victoria Police Interceptor
This was the car that got our hearts racing, and not always in the good way. With a 4.6L V8 engine that output 210 hp, this rear-wheel drive sedan could catch speeding cars faster than you could say, “Miranda Rights.”
- 1991 Chevrolet Camaro 5.7 V8 Z28
While import cars were still lapping most domestics, the Camaro held true in the ’90s and reminded the world that American muscle cars could go with the best of them. This ’91 model rewards the Camaro with a second listing.
- 1996 Ford Mustang Cobra
Sporting a 32-valve, DOHC V8 making 305 horsepower, the 1996 Cobra signaled a new sophistication and performance level for Ford’s iconic pony car.
Millennial Refinement: 2000s
Like we could forget the Vette. Launched in 1953 from Bowling Green, Kentucky, the Chevrolet Corvette has been a legendary American muscle car throughout the decades. From its sleek and sophisticated Stingray styling to its powerful and balanced V8 engine, the Vette is the definition of the cool muscle car. In 2009, it somehow became even better with the release of the ZR1.
The ZR1 was given a supercharged 6.2L V8 engine that output 638 hp and 604 lb·ft torque—the most powerful engine ever put into a sports car by GM at the time. With a top speed of 205 mph, 0-60 mph in 3.4 seconds, and 0-100 mph in 7.6 seconds, the ZR1 could chop contemporary Porsche 911 Turbo and Ferrari F430 imports on any given day. Our favorite feature on this Vette was the clear carbon-fiber hood panel that gave onlookers a glimpse of the beastly engine inside.
The 2000s refined American muscle cars, adding a layer of technological sophistication. The end products were things of beauty.
- 2007 Dodge Charger SRT-8 Super Bee
Dodge rediscovered its muscle roots in the 2000s, bringing back famed muscle cars such as the Charger and Super Bee. Built as a Charger but modified as a limited-edition Super Bee version, this blast from the past output 425 hp from its V8 Hemi engine.
- 2005 Ford GT
What started as a concept car based off Ford’s 1960s GT40 race cars, became a reality in 2005. This mid-engine, retro-inspired supercar put out blazing fast speeds.
- 2002 Pontiac Firebird Trans Am WS-6
Making our list a second time, the Firebird Trans Am was at the peak of its powers by this time, its last year of production. Able to hit 60 mph in about 5 seconds flat and run the quarter-mile in the mid-13s, this bird could certainly fly.
Modern Technology Meets Raw Power: 2010s
Like the 2000s, this current generation of muscle cars has benefited from evolving automotive technology. Instead of fighting a losing battle against emission standards circa the ’70s and ’80s, engineers now battle against each other on making the most powerful yet efficient engine. This age of technology has produced supercars that have broken every track record on the books.
And so, for this decade’s American muscle car, we’ve chosen a brand that used to be associated with quiet sophistication rather than high-octane performance. The 2016 Cadillac CTS-V may come from the makers of the DeVille, the steady sedan for well-to-do professionals for generations, but the 640 hp engine under the CTS-V’s hood is anything but retirement-age friendly. The CTS models have become progressively faster each year since introduced in 2002—as if the engineers were trying to sneak the horsepower numbers by the bosses—until finally, the 2009–2016 CTS-V generation appeared, muscles flexing.
The ’16 CTS-V sprints to 60 mph in 3.7 seconds and reaches a top speed of 200 mph. The Eaton-supercharged 6.2L V8 engine outputs 630 lb·ft torque on top of the 640 hp. Built with track days in mind, Brembo brakes, race-tuned suspension, carbon fiber hood and panels, and a quad exhaust make the CTS-V a force to be reckoned with. It may not have the spartan and reckless qualities of earlier muscle cars, but the numbers don’t lie. This is a muscle car that will roar down the highway, it just so happens to come in a luxurious package.
Not since the ’60s and ’70s have we seen so many rumbling, high-throttle cars in a single decade. Best of all, many of them are faster versions of models from our favorite bygone era. We can’t wait to see what the 2020s will bring.
Built with track days in mind, Brembo brakes, race-tuned suspension, carbon fiber hood and panels, and a quad exhaust make the CTS-V a force to be reckoned with.
- 2016 Dodge Challenger SRT Hellcat
707 horsepower. Need we say more? This monster has the most horsepower available on a production car to date thanks to its 6.2L V8 Hemi engine. The Challenger SRT Hellcat looks, sounds, and drives mean.
- 2015 EQUUS BASS770
If you took the best qualities from each of the ’60s pony cars and built them into one car, you’d get the EQUUS BASS770. Handcrafted by American engineers, this vehicle pays homage to that golden era while adding a supercharged V8 engine to make sure it can giddy-up with the modern-day guys.
- 2016 Corvette Z06
Like the Mustang, Camaro, Charger, and Challenger, the Vette deserves a second listing. The ’16 Z06 outputs 650 hp and can run 0-60 mph in only 2.95 seconds. We don’t take it lightly when saying this model is their best looking yet.
Tell us, do you agree with our choices? Which favorite muscle car did we miss? For more muscle car fun, take this short quiz to find out which decade of American muscle cars best fits your style!
With the recent introduction of the sixth generation of Chevy’s famous muscle car, there has been a great deal of renewed interest in Camaros, a performance favorite for nearly 50 years. The car has a long, rich history filled with fascinating details.
From a last-minute name change the year it was introduced to the exciting changes in the recently introduced 2016 model, the Camaro has a rich, wild history.
Let’s take a look.
First, How Is the 2016 Version Better?
While your initial impression of the 2016 model may be indifferent from that of the outgoing model, your opinion is bound to change once you’ve entered the driver’s seat.
- New and lighter chassis – The 2016 Camaro rides on the same platform that is used in the Cadillac ATS sedan and coupe. Using more aluminum components, the designers have trimmed about 200 lbs. compared to the last incarnation.
- Easier to park (at least in theory) – The body is 2 inches shorter than before. The wheelbase also shrinks by about 2 inches.
- Deep, deep seat gauges – Front and center for the driver, and a must-have in a classic muscle car. Plus, you’ll find a larger infotainment screen.
- More gears – An 8-speed Hydra-Matic replaces the 6-speed automatic across the Camaro range, shortening 0-60 mph times, and contributing to improved fuel economy.
- Amazing light show – If you like, choose the optional Interior Spectrum Lighting that allows you to choose from 24 colors of accent lighting on the dash, door panels, and foot-wells. There is also a mode that cycles through all the colors.
- Turbo power – For the first time, there is a turbocharged Camaro. The entry-level model is motivated by a turbocharged 4-cylinder, which delivers 275-horsepower and 295 lb.-ft. of torque from 3,500-4,000 rpm. This generation also represents the most powerful Camaro SS of all time, with a 455-horsepower 6.2-liter V-8, coupled to an 8-speed automatic or 6-speed manual.
If It Had Been Called “The Panther,” Would It Still Be a Favorite?
Originally the automotive press was full of stories about the new Chevrolet Panther. In fact, the Camaro was the Panther right up until the car’s debut. Chevrolet even had the molds made for the emblems.
GM (and the press) had called the new model a variety of names, including Nova, Panther, Chaparral, and Wildcat. It is also rumored that Chevy considered using the letters “GM” in the name, and came up with G-Mini, which evolved into GeMini, and finally Gemini. As the story goes, they killed that name because they didn’t want the letters “GM” to be used, in case the car was a flop.
When all was said and done, over 2,000 names were considered while the car was in development.
Chevy reps defined the name as “a small, vicious animal that eats Mustangs” since, of course, it was introduced to counter the success of Ford’s Mustang.
Many sources suggested the name comes from a French word meaning “friend.” Ford representatives found an alternate meaning in an old Spanish dictionary: “a small, shrimp-like creature,” and another journalist dug up a translation that meant “loose bowels.”
The Camaro’s questionable naming history was all but forgotten upon its impressive introduction on September 21, 1966. That introduction included a 30-minute movie detailing its development, a complete cutaway car replica, a women’s clothing line called the Camaro Collection, and even a Camaro road race game.
Camaro “Outpaced” Nearly All the Rest
Even though the Camaro came two-and-a-half years after the Mustang, it has a healthy lead in the Indianapolis 500. The Camaro has been the official pace car at Indy six times, versus just three for the Mustang. Only the Corvette (with twelve) has paced more 500’s than the Camaro.
Limited to Just 100…the Neiman Marcus Edition Camaro
Sold during the 2010 holiday season, the Neiman Marcus version of the Camaro convertible came with an exclusive tri-coat deep Bordeaux exterior paint with ghosted stripes. The exclusive automobile came loaded with all the performance, smart technology, and luxury you would expect, including:
- 6.2-liter V8 engine 426-horsepower six-speed manual or 400-horsepower six-speed automatic transmission
- 21-inch five-spoke wheels with brilliant red detailing
- Bordeaux-hued convertible top
- Silver painted windshield surround
- Amber leather-appointed interior with brilliant red accents on the center console, steering wheel, and shift knob
- Acoustics premium eight-speaker, 245-watt sound system
It sold for $75,000 and the 100 units were gone in less than three minutes.
The Camaro as Hero Starring in the Transformers Movies
A yellow version of the American muscle car, redesigned around the release of the first Transformers movie, plays the hero Bumblebee, first depicted as a 1977 Camaro and later as a fifth-generation model. Further cementing the Camaro’s place as a pop culture icon, Chevy gave director Michael Bay a new version of the fifth-gen Camaro to show off in each of the three movie sequels.
Bay has long directed the automaker’s commercials and Super Bowl spots.
After the 2007 film went on to earn nearly $710 million worldwide, GM saw interest in the Camaro skyrocket, including a 10% gain in sales for yellow Camaros. Yellow typically accounted for less than 5% of any model’s sales, prior to that first movie.
It Takes 18 Hours to Assemble a Camaro in the Plant
Or at least that’s how long it took to assemble fifth-generation Camaros in the Oshawa Assembly Plant in Ontario, Canada. The last one came off the line on November 20, 2015. When the assembly line was ramped up, it was common to see a new Camaro roll off at a pace of one per minute.
Some assembly details:
- 734 robots handled the nearly 5,000 spot welds needed to create the body shell for each Coupe.
- The outer body side panel was transformed through strikes by four die sets, with the initial forming press generating nearly 1,400 tons of force, and creating seven body sides per minute.
- The Oshawa paint shop was capable of delivering 150 painted vehicles per hour.
- The Camaro engine was produced at a different plant, then shipped approximately two hours to the assembly line.
- That last car off the line marked the end of an era of Canadian production that stretched back to 1992. Prior to that, Camaros were built in California, Ohio, and several foreign plants.
- The 2016 models will be built in the Lansing Grand River Assembly Plant in Michigan.
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We explore the rich history and impact of this magical elixir.
It’s a beautiful spring day and so you decide to drive to a car show and take pictures of the new vehicles on display. You carefully fold up your map of the area and put it into your glove box. You make sure that you have extra rolls of 35mm film, you do some quick maintenance on your car and you plan to return home in time to get your film to the drug store that develops your photos…
Quick question: did this scenario take place in 2015? Why or why not?
The answer to part one is: highly unlikely. This paragraph is chock full of products and scanrios that, if not obsolete, are definitely headed that way – which makes the story of Sea Foam all the more amazing.
“This product was invented in the 1930s,” says Sea Foam’s marketing director, Brian Miller, “and trademarked in 1942. Sea Foam was invented in a time when engines were much less sophisticated than they are today, with fuel that was quite different from today’s options. And yet, the same Sea Foam that improved the quality of fuel then still works every bit as well today.”
Glimpse back into the 1930s
Fred Fandrei enjoyed fishing, but he frequently experienced problems with his outboard motor. He diagnosed it as gummy varnish created by the gas and oil needed to power his engine and the “thought of spending more time fishing than working on the motor prompted Fred, who was a District Manager for the Sinclair Refining Company at that time and had a good knowledge of fuel, to invent a product that would stop the gas/oil mixture from becoming stale.”
Fred stored his product in beer bottles and quart jars and sold it to other fishermen. When one of them asked him for some of his “Sea Foam” stuff, Fred liked the name and began using it for his concoction. He advertised in Field and Stream and Outdoor Life for a while but the market demand soon started shifting from marine to automotive.
To give you a sense of the latest and greatest innovations in the car world during that era: they included low-pressure balloon tires, replacing those hard tires of the past, and windshield wipers, along with synchromesh transmissions for smoother shifting, automatic chokes, built-in trunks, hydraulic brakes and gear shifts on steering columns. Most cars now boasted both radios and heaters, and still featured foot boards and sunshades on the car’s windscreens. Radiator grilles tilted back slightly and were often made of flashy-looking chrome – and Henry Ford invented the one-piece V-8 engine for the common man. Here’s more about the cars of 1930s – and now we’ll move onto discussing what has made Sea Foam so effective for more than seventy years.
Wonders of Sea Foam
All carbon-based fuels and engine oils leave behind petroleum-based residue. Over time, these naturally build up and eventually prevent lifters and rings from working as they should, and this residue also affects injectors, pistons and intake valves. For optimum engine performance, car owners need to periodically do a clean-up job – and Brian explains how Sea Foam accomplishes this task using a petroleum-blended product.
Now, this can seem counter-intuitive. Why on earth would you use petroleum to clean up the residue from petroleum?
Brian offers a clear and concise explanation. “If you’ve ever gotten oil-based paint on your hands,” he says, “you know that using water to clean yourself up only makes matters worse. Instead, you use something oil based to remove the paint. The same is true when you want to clean your engine. The petroleum solvency cleans your fuel system and removes gummy substances that hinder performance – and is harmless to your engine.” As the company website describes the process, “Sea Foam helps slowly and safely re-liquefy this varnish so contaminants and deposits can be safely cleaned out of the systems as the engine is operated.”
Other additives on the market are either detergent based or use a combination of detergent and petroleum, Brian says, although he is quick to add that he has respect for competing additive brands. “We don’t tear them down to make ourselves look good,” he says. “Instead, we talk about how quickly and consistently Sea Foam solves problems.”
Sea Foam can also help, according to the company website, with lack of lubrication and with absorption of moisture from the atmosphere and condensation. And, here’s an overall message about the product from the company: “Sea Foam can be used by professionals and do-it-yourselfers alike to help safely eliminate many contamination and lubrication related performance problems and help prolong the life of an engine. A clean, dry and well lubricated engine will run smoother and more efficiently.”
What people say about Sea Foam
Marketing directors usually share a remarkable story or two about someone who has had incredible success in using their product. Brian, though, was an exception to the rule, providing no stories of nuclear-level success. He instead emphasizes how quickly and consistently the product has worked for a wide range of challenges over several decades – and how the product continues to do that, even as engines and fuels evolve and become more sophisticated.
“Stories from satisfied customers are so common,” Brian says, “that no one story stands out. Whether someone needs to deal with engine hesitation, poor idling or rough performance – and whether that person wants better performance out of a pickup truck, a sports car, or even a chain saw, their problems are quickly resolved.”
If he were to wear a Sea Foam t-shirt into a grocery store, he says, people would walk up to him to share their stories. “It’s fun to meet people who are excited about their experiences,” he adds, “and as long as we use carbon-based fuels, there will be degradation of that fuel, and we’ll still be relevant. We’ll still be around to help.”
Editor’s note: Advance Auto Parts carries the Sea Foam products your car needs.
From timeless icons to everyday essentials, Crucial Cars examines the vehicles we can’t live without.
For this installment, Gearhead’s Garage puts the spotlight on Chevrolet’s iconic sport coupe, the Camaro.
Back when the Chevrolet Camaro debuted, the Beatles were making albums, color TV was a new novelty and the Vietnam war was escalating. Chevy’s sleek new number, an answer to Ford’s super successful Mustang launched a few years prior, came onto the groovy scene to get its slice of the “pony car” pie. In the nearly half century since, the Camaro has stayed true to its roots by providing enthusiasts with an abundance of styling and performance at an affordable price.
Right back at you Ford
Ford’s Mustang, launched in the spring of 1964, was an immediate smash success. It introduced a new automotive segment that became known as the pony car — an affordable, relatively compact sporty coupe with long hood and short rear deck proportions. Loosely based on Chevrolet’s compact Nova, the Camaro was introduced for 1967. And so began a rivalry that continues to this day, one as fierce as the Yankees versus the Red Sox, or Coke versus Pepsi.
Available in both coupe and convertible body styles, the Camaro could be had with a wide array of powertrains. One could have anything from a 230 cubic-inch, 140-horsepower straight six on up to a storming 396 cube V8 cranking out 375 hp. Transmissions consisted of two- and three-speed automatics as well as three- and four-speed manuals.
The trim levels similarly ran the gamut and included the base Camaro, the fancy RS (Rally Sport) with its hidden headlights and added interior/exterior garnishment, the muscular SS that could be had in either SS350 or SS396 guise, and then there was the Z/28. Getting its name from the actual option code, the Z/28 was a street-legal road race machine sporting a firmer suspension and a high-output 302 cube V8 matched exclusively to a four-speed stick. Seriously underrated at 290 hp, the high-revving 302 made more like 350-375 horses. The Z/28 was a rare sight for that first year, as only 602 were built.
The next year saw minimal changes. Visually, the easiest way to tell a ’68 from a ’67 is the lack of the triangular vent windows which gave a slightly sleeker look to the ’68. The 1969 Camaro is for many enthusiasts the one to have. Although essentially the same as its other first-generation brothers under the skin, the ’69’s more aggressive styling boasted flared character lines that came off the front and rear wheel wells, giving an impression of speed and power that the upper versions could easily back up.
Throughout this first generation there were also several rare, ultra high performance versions. Specially ordered through the COPO (Central Office Production Order) program via dealers such as Yenko and Berger, these Camaros had beefy 427 V8s rated at a conservative 425 horsepower. The top dog was the Camaro ZL1, of which just 69 were built for 1969. A ZL1 also featured a 427 V8, but in this case it was of exotic all-aluminum construction, yielding a big block brute that barely weighed any more than a 327 V8.
Following a tough act
The second-generation Camaro debuted as a 1970 ½ model. Taking the long hood/short deck aesthetic to a new level, Chevy definitely had the looks nailed. Initially available in base, RS, SS and Z/28 versions, this Camaro could be packed with power, as the Z/28 came with a high-output 350 rated at 360 hp, while the top SS 396 (actually now displacing 402 cubes) again made 375.
Sadly, as with all other car makers, Chevrolet’s engine output started to slide as the mid-’70s hit due to tightening emissions standards. Indeed, the SS was dropped from the lineup after ’72 while the Z/28 went on hiatus for ’75 and ’76 seemingly out of shame, to return in mid-’77 with just 170 hp from its 350 V8. Still, these cars provided some driving fun by way of their quick, relatively agile handling and rumbling exhausts. Thankfully, engine output started to creep up as the 1980s hit, with the ’80 Z28 making 190 hp. Styling got increasingly flashy, culminating in the ’80 (and ’81) Z28 which seemed inspired by its Pontiac Trans Am cousin, what with bigger graphics, an Air Induction hood scoop, functional fender vents and wheel flares.
Less weight, more power
The third generation of the Camaro spanned 1982 through 1992. Through these years, one could choose a base Camaro, a luxury-themed Berlinetta (later the LT) or the performance-oriented Z28 and later, IROC-Z. Downsized, this Camaro was also up to 500 pounds lighter than the one before, and also heralded the debut of fuel injection and a four-speed automatic transmission.
Now that technology and engineering savvy allowed engines to efficiently meet emissions standards, output climbed through the decade. The 1982 Camaro’s power lineup started with an anemic, 90-hp four-cylinder engine, moved up through a 2.8-liter, 112-hp V6 and topped out with a 5.0-liter (305 cubic-inch) V8, rated at 145 hp, or with available Cross-fire fuel injection, 165 hp. Midway through 1983, a 190 hp “High Output” 5.0 liter became available, while two years later a 5.0-liter with Tuned Port Injection debuted, making 215 hp. Named for the International Race of Champions (which used identically-prepped Camaros), the Camaro IROC-Z also debuted for 1985 sporting huge for the time 16-inch wheels, a track-tuned suspension and, unlike the Z28, a monotone paint scheme along with tasteful “IROC-Z” bodyside graphics.
Literally big news came around for 1987, when a 5.7-liter (350 for you old-schoolers) V8 once again became available in a Camaro, now with tuned port injection and 225 horses. Sadly, it could only be hooked up to the automatic gearbox, but by now the 5.0 TPI engine could be had with a five-speed manual, the latter being the enthusiasts’ choice. The next year, the Z28 was dropped, essentially being replaced by the IROC-Z due to the latter’s massive popularity.
Other than the V6 growing from 2.8- to 3.1 liters (now at a respectable 140 hp) and the debut of a driver side airbag, not much changed until 1991, when the IROC-Z was dropped due to Dodge getting the race contract. And so, the Z28 returned once again to the lineup, now with an IROC-Z-like monochrome body treatment, color-keyed alloy wheels and taller rear deck spoiler. The 5.7-liter TPI engine now thumped out a stout 245 horsepower. Although 1992 marked the 25th anniversary of the Camaro, celebration was limited to a badge on the dash and the availability of a commemorative package consisting chiefly of dual hood/deck stripes.
With Part Two of this installment, we’ll cover the fourth-, fifth- and upcoming sixth-generation Camaros.
A number of Camaro enthusiast sites provide advice as well as classifieds for cars and parts for sale. You may want to check out Camaro Forums and Camaro Source. Furthermore, acceleration times can be found on zeroto60times.com.
Whether you want to maintain an original Camaro in factory-spec condition or modify one from the power-starved era into a true muscle machine, Advance Auto Parts is here to help with plenty of high quality parts.
Back in the day, “the day” being the thousands from the mid-1950s through the early 1970s, American performance cars’ fuel delivery system of choice was four-, six- or even eight-barrel carburetion. More often than not you saw a single four-barrel sitting atop the engine’s intake manifold. But a trio of two-barrel carburetors (called “Tri-power” and “Six pack” among other cool sounding names) could be had on some Detroit iron during the ’60s and ’70s, such as the Pontiac GTO, Chevy Corvette, Plymouth Road Runner and Dodge Challenger.
For monsters such as the early ’60s Impala SS409 and the ’67 Shelby GT500 Mustang, nothing less than two four barrel carbs (“dual quads”) would do. Carburetors were not without their pitfalls, however, as tasks like changing jets, synching those multi-carb setups and generally getting them perfectly dialed in were usually best left to a shop with all the necessary tools and expertise.
Fuel injection in those early years was very rare, but available on a handful of American cars during some of those years. For example, certain 1957 GM products from Chevrolet and Pontiac offered it just that one year.
As fuel injection was relatively new technology, the bugs weren’t fully worked out so it was dropped as an (admittedly expensive and not popular) option for the full size GM cars the very next year. It did, however, continue to be optional on the Corvette, right through 1965.
As performance-themed American cars passed through the 1980s, fuel-injection came online bigtime.
Thanks to their ability to monitor and make millisecond adjustments for various parameters such as intake air temperature and idle quality, these modern-era F.I. systems were instrumental in bringing back performance after the dark days of the mid-’70s to early ’80s. Being able to precisely control the air/fuel mixture, they allowed engineers to fine tune the engine to both meet tough emissions standards and offer increased power output. Other benefits are smoother operation all around, such as when driving in high elevations and in very cold or hot weather.
Which all brings us to the question of: should you have an older performance car, should you keep the old carbs or make the switch to fuel injection? Unless you want to keep your ride 100 percent factory correct for seriously judged shows and such, we’d suggest jumping aboard the injection express.
These “self-tuning” systems offered by Edelbrock, FAST, Holley and MSD will have your ride always operating at peak efficiency without you needing to scrape knuckles and waste precious weekend time. And no worries about having that classic engine compartment ruined with something that looks like a Flux Capacitor, as these systems mimic the iconic look of a big four-barrel carb. So go ahead, put on that original chrome-lidded air cleaner with the engine call-out sticker on it, we won’t tell if you don’t.
Best of all, these state of the art systems make for a fairly simple, bolt-on proposition, essentially the same effort as swapping out carburetors minus the subsequent tuning. After you’ve bolted the system in place, you then enter basic information such as engine size and camshaft specs into a hand-held controller, which gives the system its base-line operating parameters. One twist of the key usually fires up your engine and then you’re smoothly off and running.
As you drive your car, the system’s ECU (Electronic Control Unit) continuously fine tunes itself according to information it picks up from the oxygen sensor. No more rough idling, no more cold-weather stumble. Indeed, according to this article in Hot Rod magazine it couldn’t be easier “No jets, no adjustments, no laptops—just bolt it on and turn the key.”
Editor’s note: You can get your carbs in order and save big at Advance Auto Parts. Buy online, pick up in-store in 30 minutes.
Jim Kazliner, Editor-In-Chief