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After all this, there are still questions.  Why did the hood

scoop change?  What was done with the shifter?  Why was

the floor cut?  Why were the standard bore pistons installed? 

What was done to the rear springs?  How many horsepower

did the engine have?  Why did the car end up in SS/E class?  

And more....
   

 

A little more research and we will have the answer.  The first

will be the NHRA rulebook for 1969.  What was required,

what could be changed?  The second piece will be a Car Craft

build-up of a stock
AMX to Super Stock specs.  

 

 

The scoop was not allowed because the rulebook did not

allow these fiberglass parts.  A metal scoop was needed,

and the simplest one would be similar to the Hemi Dart scoop,

and the size would be determined by the bracing under the

hood skin.  Thus, the scoop on the prototype was a no go.

The scoop was made by the same company that produced

the scoop for the Hurst/Olds.

 

Here is the 1969 NHRA Rulebook:

 


 

 


 

 


 

 


 

 


 


 

The August 1969 Car Craft article is featured below.  It is an

interesting read, but like all magazine articles, some things were not

checked but came from memory.  But the info we need is there. 

 

 

The car was rated by AMC at a low horsepower rating, and

they fooled nobody.  The NHRA factored the horsepower at

a still low 405 hp.  They use a horsepower to weight ratio to

determine the class, so the
AMX was given a rating of 7.58,

clearly in SS/E class.  (And do you see where they rate the

stock 390 at 256 hp?)
 

 

Pistons-we see there were a number of specs here where

the NHRA demand they be stock-or in this case, stock on a

minimum of 50 cars.  A domed piston was installed by
Hurst,

which means a racer could now use a domed piston.  If it

stayed a flat piston, that is all they could use.  (And it hurt

Car Craft a little here as they tried to use a piston that had

two notches for the valves, but could not because the stock

Hurst
-used piston had one large notch.  Gee, do you think

the tech inspectors would notice?)
 

 

A little explanation of the head work and why it was done is told. 

460 HP when tested!
 

 

Interesting the car came from Bonanza Rambler, home of

Hurst SS/
AMX #14.  

 

Front shocks had 2 inches extra travel.  

 

Some info on the rear shocks and springs, with a note the

original springs are too soft.  No mention of any spring

relocation, which is interesting because a number of owners

have stated their springs were in a stock location.  More

research needed?  And again, 2 separate spring part numbers,

meaning a left and right spring.  What was the difference? 

Some people replied that one spring was longer than the

other due to the relocation and axle wind-up.
 

 

Some misinformation on the rearend.  It states the Hurst

built cars used one piece
Henry's Hi-Tuf axles.  But what's

with the info about needing a puller to get the rear drum off? 

Hub-yes.  Drum-NO.
 

 

Further in the article-removal of carpet underlayment to

remove weight, and relocation of the battery.  So this is what

they meant by sound deadener, the stuff under the carpet?
 

 

"Part of the Hurst package includes a special shift linkage...".  

Here it is-1/2 inch diameter rods and a special mounting

plate to move the shifter closer to the driver. Also, removal

of some of the floor pan.  A reverse lock-out was installed

by Car Craft, which appears to be the same used by
Hurst.
 

 

Unfortunately, they were unable to really thrash the car due

to a rear axle problem.  Yep, common knowledge now,

maybe not then.  The axle tubes are pressed into the center

section of the differential, and they "spin" or turn under hard

acceleration.  This one caused a broken u-joint.  Someone

wondered why my former car had a stock rearend, and I

noted it had a 9' Ford when I bought it.  I also mentioned the

wonder should not be why would it have a 9" Ford, but

rather why it didn't.  The 9" bolted right in and was near bulletproof.
 

 

A little research sure answers a lot of question.  

 

Here are the articles:  

 

Car Craft July 1969 (Part I)
 

 


 
 
 

Car Craft August 1969 (Part II)


 
 


 
 
 

Car Craft September 1969 (Part III)
 

 

 
 
 
 
 
 
 
 

Car Craft November 1969 (Part IV)



 
 
  
 
 

Here are some photos from the late 60s:


Can you find the
AMXs

 

Fourth row from the right, fourth car back is "Chuck's Luck".  There is

another all white car third row from the right, sixth car back. This is

George Warren's car.

 

 
 

69 Indy Nationals. The purple car is Jim Riley's (Car #49), next
to the red, white, and blue car of Howard Maseles (prototype
car, Second Attempt). The Beachy Brothers
car can be seen near
the green tent.


  
 
 

George Warren again, far left row.
 
Third car in the third row from left is Dave Kempton's non-Hurst car.  Note no

hoodscoop.
 
 
69 Indy Nationals. The purple car is Jim Riley's (Car #49), far right.
 
 
Car #20, Toonerville Performance.
 

Last car on the left is #8, Blossomland Motors.
 

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"Wild Child", third car, third row from front.



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