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History 2
Now the cars were a go.  The cars were built as completed

units on the AMC assembly line and shipped to
Hurst for the

final change to a Super Stock racecar.  They were all built

exactly the same. There are two pictures of the cars in the

Hurst facility, one from Car Craft, the other from Car

Exchange. (Picture has been credited to A. B. Shuman, but

he said it was a Hurst publicity shot.  I wonder how many

they took? Shuman used the pic in an article he did about the

Shahans for Car Craft -see article below.)

So let’s look at photo number 1.


The cars appear white with black wheels.  Possibly 3 aircleaner

assemblies stacked near the crate.  Some hoods appear to be upside

down on the roofs, other are still on the car.  Decklids are open. 

There appears to be an engine/tranny combo on a wooden pallet in

front of one car.  There is a portable engine puller in front of one of

the cars.  There is some stuff on top of the upside down hoods.  And

please note:  Rocker Moldings!

Another myth undone.

Now look at photo number 2. 

There are obviously some stamped metal parts in the crates.  No idea

what they had to do with
AMC.  They are possibly floor pans from the

Dodge Taxi project as they were being worked on when some of the

AMX owners came to take delivery of their AMXs from the Hurst facility.

The first car looks like it is missing the steering wheel as you

look through the passenger door window.  And look all the

way back at the car up higher than the rest.  Sure looks like

a Javelin to me, missing the door and nose.  So anyone know

what that is doing there?  A
Hurst SS/Javelin?  And does it     
have paperwork, or will it be lost to history because it does

not?  More later, but this is the Hurst NASCAR Javelin.

Now look at both pictures combined and cropped by "Kevin

of Cincinatty": 

How many cars do you see here?  I’m counting 3 cars between the

upright posts.  That is all that will fit.  It looks like there are 6 cars in

a row, times 4 rows, or 24 cars tops.

Now here is some “hearsay” evidence.  This is word of mouth

evidence without any documented back-up.  I talked to “Doc”

in the mid-80s, I think about 1984-85.  He told me

numerous times
AMC was the worst company to do business

with as they wanted things “on the cheap”.  One thing he told

me was a story about the cylinder heads. 
Hurst wanted 50

sets of heads sent to Crane, modified, and then sent back to

for installation.  AMC wanted Hurst to remove the

factory heads, send them to Crane, then wait for them to

come back.

told me arrangements were made to send half the

cars to
Hurst for the modifications, then when done they

would take the other half. 
AMC sent all the cars at once,

which really ticked off the boys at
Hurst.  He told me he sent

half of them back to
AMC.  So was there room outside the

plant to store the vehicles until they were done?  And if so,

is that a practice
Hurst used?  There must be some pictures

or documents somewhere.  This picture does NOT show all

Hurst cars being modified.

Here is a picture of the Hemi Darts outside the
Hurst facility. 

You can see it may not have held 50 cars (And there is a taxi

on the far right):


And here is the building a few years later filled with Hurst/Olds:

Another myth down.

And speaking of myths.  For the longest time, everyone said

the SC/Ramblers were also done at the
Hurst facility. Swore to it,

some even saw them there.  Used this photo to
document it:

Now there is a problem if you just look at a photo without further

investigation.  This is a photo of a number of SC/Ramblers.  Compare

it to the SS/
AMX photo number 1.  Does this look like the same

building?  Same walls, lights, windows, height of ceiling, etc?  No, it

is not the same building.  Where is it, then?  This is a warehouse used

by H L Shahan to store and work on the SC/Ramblers sent to him for the

press runs at Orange County International Raceway.  And then I found this

photo and published it in the New England
AMX Club newsletter, the


Though the picture is celebrating an
AMX milestone, look what is on

 the assembly line behind the
AMX?  Yes, proof
positive the SC/Rambler

 was made on the East Assembly
line in Kenosha.

Here is another picture:

AMC myths exposed.

So just what was done to these cars at Hurst?  Here is what

was written in the original letter to the dealers:

So the cars started off as a regular production
AMX with a short

option list.  All cars painted P72A Frost White (and this is very

different from a “body in white”, which is a unibody assembly in

primer, not painted).

The cars had a charcoal interior and were equipped with a

390 4 speed, posi rear with 4.44:1 gears, manual steering,

manual drum brakes, no undercoating (which was an option,

so it was not added to the option list), and no sound deadener

(which is carpet sound deadener, not body sound deadener).  

No radio, no clock.  They were not Go-Pac equipped, so no

stripe.  To start.  We have proven it had rocker moldings. 

Now, what about mirrors, wipers, heater assembly?  Spare

tire assembly?  Wheels and tires?  More later.

Here are two build sheets posted on net.  (The first is from

the website):

(Second sheet from
The Sequence Number on a Build sheet is really the Body

Number from the door tag.  This is the sequential number of

Javelins and AMXs coming down the line of the Body Plant. 

This particular number is R022185 on the first sheet, R022203

on the second sheet, showing they were made the week of

January 11, 19
69.  They are 18 cars apart. (Note:  I do not

believe the cars came with a door data plate. Why would it?  

They did NOT conform to Federal specifications, and the door

data plate was to show they did!)

The Serial Number is the last 7 digits of the VIN, in this case

X213585 (Car #26) for the first sheet, X213589 (Car#30) on

the second sheet.  Here, they are 4 digits apart.

Haven't broken down the "Order No." yet, but you can see

they are 18 digits apart.  (18 the other way from the

Sequence Number).
It was a common practice to build the bodies and ship them

to the final assembly plant not necessarily in the same order.  

Therefore, the Body, Sequence, and VIN number were rarely

in sequence.

The Zone shows “00”.  This usually stands for a factory based

car, so is correct.

The car will be shipped via ground “G”.  It is an

(39-7), with the color 72 Frost White and interior 31F, charcoal vinyl. 

The tire code is “00”.  Interesting as I don’t have this code.  I

was told the car was delivered on Javelin spare tires on black

rims, and there are pictures of the cars with black rims and

skinny front tires.  Another source shows E70 x 14 blackwall

tires. At any rate, the "00" could also mean a special order

wheel color, as black was not the standard wheel color for a

frost white car.
A “2” in seatbelts and a “1” in headrests are standard for 1969.
A “9” for engine is a 390, an “M” for trans is a 4-speed.  Gear

Ratio “F” I have as 3.54:1, standard on a 4-speed
These were changed to 4.44:1 as shown in the Special

Instructions" section of the sheet.
No number in “DE”, Dual exhaust.  Interesting there is no number

because it did come with an exhaust.  A “1” in “TGD” shows it had a

twin grip differential.
Next line: “WE” is Weather Eye, for a heater.  The “9“ shows

Command Air.  This doesn’t make any sense.  More research

needed. At any rate the heater was not installed on the

assembly line and the car received block-off plates. (A large

one for the heater motor, another for the heater core,

another to take the place for the heater control, a block-off

for the defroster ducts (made of cardboard), and lastly a

plate that blocks off the opening where the fresh air would

flow through the heater core through the cowl vents.
I do not know what the “6” is in TS LGR.  I haven’t seen this

on other
AMX build sheets. TS stands for "Third Seat" and

LGR means "Luggage Rack", codes used for wagons.  AMC

did put codes in boxes that were not standard for that model

to designate something (the Donohues I am pretty sure had

a "4" in the box for cruise control, an option not available on

the Javelin)
The “1” in HDC LDC is for Heavy Duty Cooling. 

The “1” in HB is Heavy Duty Battery.
Under Special Instructions, assembly line workers were told

to delete sound deadener (under carpet) and hood insulation,

install special 4.44:1 rearend gears, and allows for “deviation

of No. 96”.  Sure wish I knew what “deviation of No. 96" was-

anyone care to guess? 
By the VIN, the first sheet shown here would be car #30; the

second would be #26.  However,
Hurst assigned them their

own numbers.
I also wish there were other Build Sheets for the other cars.
From letter #2 from American Motors:
Hood scoop and induction
Special Manifold and Carbs
Clutch and Bellhousing
Modified Cylinder Heads
Relocated Battery
Modified Suspension
Altered Wheelwells
It also stated it was not for street use, did not pass emissions,

and had no warranty.  And noted the car did not conform to

emissions standards (could this be the "deviation of 96",

meaning no emission controls on the engine)?  Being a 4

speed, the car would have a smog pump and all related

No mention of pistons at all.  No mention of a different shifter

assembly, or parts.  Does modified suspension also mean

axles?  Or just shocks and springs?  Any other deleted items?
This could be answered in the third letter from Hurst.  A

number of dealers were unhappy about the readiness of the

car, and let
AMC know just how unhappy they were.  To

answer this,
performance sent a letter to the dealers

that ordered a car:


HMMMM.  "One of which you have purchased"  Why would

Cox get this at his dealership?  Could this mean he actually

ordered an SS/
AMX?  He got this letter, and that is what it

states, right?  I would say yes.  But...look at the date.  This

could not be for the car formally owned by me because that

car wasn't even on the production line when this was sent out.

And look at the signature.  More here:

So Chakmakian is gone. 
What a shocker for the dealers who ordered this car!  "Only those

items needed to be installed per NHRA specs!" Who would have

thought that and read into it when the first letter came out?  Dealers

were outraged!  They sure seemed to have expected the car to come

balanced and blueprinted, and maybe even overbored. They definitely

expected a deeper oil pan and a driveshaft loop.

And I wonder what the mention of the paint job meant? When

I asked
Watson about the car's paint, he stated that Hurst

was not a paint shop, and didn't paint the cars.  This seemed

to make sense with the delivery of the Hemi Darts with an

unpainted nose.  But again-this is "Hearsay"-no proof.  I have

been trying for years to find out how and where these cars

were painted, but no luck.  Probably a local shop. Plus, was

a tri-color paint job extra cost?  I would think yes.  Later in

the letter, there is a mention of tri-color paint, so they

obviously came that way. I was told the teenage son of the

owner of Ferndale Auto Body quickly painted some of the

cars, and after he was paid he took off to spend the money

without painting any more. (Not confirmed info).

While at the Hurst facilities, a sheet was put on the windshield
with a checklist and car number.  Here is an example:

Here is a cleaned-up blank:

The sheet designates the Hurst car number (which were randomly

assigned to the cars) and if it was all white, or red, white, and blue. 

Some interesting work:  cut and patch floor pan.  Know why?  More

How about "set up air package?”  What is this?
There was also a sheet for the engine.  
Luckily, there are two different cars with this sheet.  Two

items here not previously mentioned: Pistons and Flywheel.  

I wonder what the big "R" stands for?
So there is a missing document.  I don't have it, but hopefully

someone does.  This is the actual order form for the dealers. 

This form would give the options for color, for instance.  It

would specifically spell out what comes with the car, and what

does not come with the car.  It would determine the paint

scheme.  And most importantly, it would show prices.  The

original letter showed a price of about $5000, yet it is reported

they cost almost $6000.  That is a HUGE difference for 1969.
Now here is some NHRA update Tech Sheets:

Note the carb type-a
Holley 4584, with AM part #4487187.

Here is a pic of the carb numbers:

NHRA Technical Specifications

Issued:        1 March 1969
Revised:       4-1-69, 4-17-70, 7-17-70, 4-1-71, 4-26-74
                     6-24-95, 2-4-05, 12-21-05 WR, 8-3-06 WR
Bulletin #:    Amer-69   Page 1 of 1
Specifications for the 1969 American Motors engines

H.P. Disp.     C.R. Ind. Make Model/Transmission         Manifold  R.R. Lifter         Head cc   Notes 
315  390    10.2  1-4  Cart AFB-4664S/SM   4665S/AUTO  3191736-C 1.6  H              49.10
340  390    12.2  2-4  Holl 4584/SM ONLY    4486228   1.6  H     57.00       2
2    Super Stock Only   Carb size 1562x1562/1250x1313
            Deck   Piston Type                   
H.P. Disp.   Cl    Dish/Dome  Ht    Vol    Valves    Cam Lift    Springs     Gasket   Head Cast Notes                    
315  390     .028    FLAT w/trough 13.94cc  2030/1630 425/425    Outer Only    .040     3188558
340  390     .038    DOME w/n       3.60cc  2080/1740 425/425    Outer Only    .030     558,291,993  A                                                                                                                                   
A = "O" rings may be used in the heads or the block if desired.
     It is not mandatory for a racer to use "O" rings, it is
     optional. A head gasket must be used in either case.

This brings up some questions.  First is pistons.  It isn't mentioned

in earlier letters, but does show up in the engine checklist.  I have

seen a number of brands mentioned, but my question is:  the parts

were only supposed to be things the NHRA needed changed.  Were

pistons one of these?  What is really silly to me is for the company to

put standard bore pistons in the car, plus no blueprinting/balancing. 

Then, they send out a notice on how to make free floating pins!  Well,

the answer is the domed top of the piston. 
AMC had to install these

so the racers could use them.  The racers could overbore the cylinder

as much as they wanted, but would have to use flat top pistons if

didn't put these domed ones in.  And there is a story that one

racer used a piston with a different top design for the valves and had

to change them.

Anyway, here is a letter from
Brian Higgins to me from the

late 80s. He sent me an article that was written about his car (Westbury

Rambler's S & K car).  You can see his writing in
the margins:


Here is a better copy of the article, scanned from an original magazine
(Super Street Cars, Feb 1970):

Nope, this isn't going to help as they talk about what pistons are in

the motor, but not if they came that way.  I say this as they also talk

about the cam in the engine, and they were definitely NOT
changed from

 factory. (Because there are a number of
factors that go in to

selecting a cam, to include altitude, so a Boston cam would be very 

much different 
than a Denver cam. Thus, the factory-stock cam was left

 in the engine).  I've also heard from owners that
Hurst did nothing to the

bottom end of the car (we know they put on a stock oil pan.  Seems crazy that

they would pull the pan to replace the pistons, then put the stock pan back

on.  How much more would it cost to put a deep pan and pick-up in?) 

JE seems to be the piston company verified by most owners. That is verified

with this notice found in a period drag publication Drag News:
And please note the carbs again.  I have seen everywhere carbs
from 600 to 650 cfm.
Hurst put two Holley 4584 carbs on the
intake (and I may be thinking of something else, but were they
also labeled "L" and "R"?).  They are 570 cfm, and ONLY came
on the SS/
AMX cars, so sure have a premium price on them. 

Let's look at an article from Car Craft June 1969

First, there is mention that "most" of the cars were sold to dealers.  I wonder

how many were sold to a private individual, and how they found out about it?

The prototype car originally ran an R4B and
Holley 3bbl, and the

heads were done by
HL Shahan at Hurst.  They decided to send them to

Crane when the project got going because they just did not have the time to

finish all of them at Hurst.  As we all know, the intake became the Edelbrock

STR-11 Cross-Ram.

The stock horsepower for a 1969 390 engine was 315 hp.  The

magazine mentioned that after some more tweaks, to include the

crossram, they were able to get ANOTHER 28 horsepower from the

car.  Let's see, that equals 343hp, yet the car was rated for 340-and

this does not include the horsepower increase with the R4B, etc. 

Wonder what the real horsepower on the prototype was?

The article mentions
Holley 4210 615 cfm carbs.  We know that is

wrong.  I wonder how they determined the carb size for the final

build, especially when the bore/cam was still to be determined by

the new owner?

"That's all there will be.”  How did they know?  Here is a part that

bothers me.  There is documentation that shows the beginning

VIN sequence.  There is also mention the names of the owners

will be sent to the NHRA for certification, or homologation.  But

where does it say there will be no more made?  And they only

had to send 50 names and VINs to the NHRA for certification,

why would they have to send other names once the car was

homologated?  There is no documentation that I have seen or

heard of that says "this batch, and no more."  Remember the

mention of the Hurst Hemi Dart? They made 50, then later made

30 more.  Hmmmm.

Original parts and pieces are available from
Hurst and AMC....”  I

will look and find these prices in 1969.  There is a mention of the

almost $6000 price for the car, a huge sum in 69.
JE Forged 12.25:1 pistons.  Someone must have a program to see

hp ratings with the various parts on the car.  Total weight 3025

pounds.  Didn't it weigh about 3200 when new?


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