One car you won’t be seeing a CC about this week is the gen1 Javelin, unless someone acts real quick. I have not seen one in the five years I’ve been shooting CCs, and no one else around here seems to either, not even at the Cohort. Where have all the early Javelins gone? We’ll have to just conjure some up, because what would AMC Week be without the Javelin?
Image courtesy Richard Spiegelman’s Flickr Page
For 1968, the Javelin was unusually clean and sparse, lacking the exaggerated features that would soon dominate its class. It also had an unusually long wheelbase, making its proportions a bit odd. It was one of those designs that could look really terrific from one vantage point, and decidedly off from another. Aren’t those classic Dick Teague hallmarks?
I was quite taken by surprise by the arrival of the Javelin; after Rambler’s colossal dud of a dead fish entry into the sporty car field, the Javelin actually had to be taken seriously. What a refreshing break from the past. Its front end was one of its best features, both expressive and yet restrained, and a predictor of things to come, moving rearwards.
But at the time, I struggled with the Javelin’s oddly elongated rear section, with its rear wheels so far back. In the fall of 1969, when the Hornet appeared, it all made seemingly sense to me: these two cars obviously shared the same platform, as their basic dimensions and hard points were so similar. AMC had been too cheap to give the Javelin its unique wheelbase and proportions, just like Chrysler had done (twice) with the Barracuda and Valiant. But when I checked the stats, I was dumfounded to read that the Javelin actually had a one inch longer wheelbase than the Hornet. What?
Well, AMC had a long history of jiggering wheelbases within their unibody family, but the fundamental reality was inescapable: these two were kissing cousins. Their front tracks are within 1/2 inch; the rear track is the same; their height is 3/4″ different, and if you were to look at their undersides, I’m sure you’d be challenged to tell which one is which.
So for a sporty Hornet, the Javelin came out pretty well. Or shall we call the Hornet a low-trim Javelin? Whatever.
When the AMX came out, it was obviously just a shortened two-passenger Javelin with some new side sculpting in the rear, but it did seem to explain the long-wheelbase Javelin. Or did it? Why not just split the difference and get the proportions really right, instead of straddling both sides of the ideal? Any photoshoppers out there want to build us a proper Javelin? In the meantime, we’ll just have to do with what was given us, a typical–but one of the best–Dick Teague-mobiles: imperfect, but very satisfying all the same.
I’d imagine you’ll only see one of these at a car show. Much too rare and precious to drive just anywhere but then again, this website’s all about successfully finding extraordinary cars in ordinary places.
“Much too rare and precious to drive just anywhere” C’mon, Perry – this is AMC week. Can this phrase really be used with a straight face? 🙂 But you got me curious, so I just looked a Javelin up on Hagerty’s value guide – low five figures, higher than I suspected. A standout by AMC standards, but pretty weak compared to other pony/muscle cars.
Actually, you have just jogged my memory – last summer I saw one of these sitting in a lot, either for sale or a repair shop, I forget which. I could not stop, and by the time I had time, the car was gone. I cannot recall if it was an AMX or a Javelin, which probably gives away my level of enthusiasm for these. 🙁
You find now!
Well, there is a guy in a certain state capital in the Midwest who found one recently. He’s out of town for a few days but may be able to put something together upon his triumphant return.
That’s all I can say about that without giving anything away.
They are rare, only two for sale nationally
These barely seemed to exist when I was growing up in the early ’70s. Very attractive cars to my eyes. It had to be frustrating for AMC to put out new product that seemed right but got relatively little love in the marketplace. Ford and GM had a tight lock on the segment.
Not often seen I’m not sure which model this is its on the cohort but yeah shot at a show.
The grille says it’s a Javelin.
Seen at last years wheels on Windsor show very seldom seen on the streets, the spoiler isnt factory or the grille but this looks like a Javelin to me.
KiwiBryce, if Paul has set you up as a contributor, which I believe he has, you can quickly write a piece on your car as a Car Show Classic.
I like em but really dont know enough for an article
Just do what I am doing now for an article on a VH Valiant Charger, search up stuff on the internet.
Edward, Collectible Auto aug 2001 has an article on VH + chargers. Full of juicy info
Valiant Chargers I do know about but Paul already did the RT I shot.
There were some RHD Javelins built as CKD by Australian Motor Industries.I’ve not seen one or read much about them though
I dont know where the Kiwi ones were assembled Gem likely it was in OZ though my friends 67SST is US assembled and RHD converted when new most of our AMC cars were Campbell industries assembled in NZ
AMI’s factory was in Melbourne. They actually made 24 AMXs from CKD kits. I’ve never seen one here. A single Gremlin was put together too, in RHD. A Pacer was also imported for evaluation but went no further. AMI also assembled Toyotas and they eventually bought out AMI. Period Triumph 2500 were wearing AMI badges too, don’t recall if Rover 3500 had them too.
KJ
They also did mercedes CKD for a short time.
There was an article in a local magazine recently that went into the local versions – they had a higher spec trim (locally sourced) as the cars were positioned more upmarket than in the US, as any American car in Australia had to be by then.
The rear spoiler on the orange car looks like a Ford item.
The wheelbase comment is interesting – just one inch longer than a Mustang!
There was a purple 401 going a few years ago. IIRC ex-MD’s car. That would be the luxe de luxe.
69 SST with a 343/4 speed for your viewing pleasure. There is an AMC guy here in town that also has a pretty bronze 68 or 69 Javelin that I can take pictures of the next time I see it.
The AMXs do seem to have taken the limelight away from the Javelins. They are really cool cars.
.Gorgeous.My favourite AMC in my favourite Big Bad Green.
Gosh, seeing the Jav next to the AMX makes the Jav look SO oddly shortened…to my eyes (ooh, new potential Internet abbreviation… TME?). I love the Jav; frankly I think it’s a perfect design and can’t find an odd angle. TME.
I like the car for what it is – AMC’s attempt to do a proper pony car. However, like the non-fastback Barracuda of that same era, it just doesn’t come off all that well. I found a copy of an ad that I remember from years ago – when a comparison to the Mustang leads off with your superior bumper, you know there is a problem.
Very interesting Javelin ad. While the other auto makers were running ads touting their factory performance options, AMC was encouraging people to buy one of their cars, then hop it up with aftermarket speed parts. Not only that, they even have plugs in the text for manufacturers that make speed parts for it.
AMC reliance on obviously aftermarket performance accessories is yet another example of the financial tightness the company was under. They simply didn’t have the funds to create all of the dedicated performance bits like the other Big 3 manufacturers.
One of my favorite examples was the OEM tachometer used on the 1969 SC/Rambler. It was actually just a standard aftermarket Sun tach that you could get at any speed-shop, hose-clamped to the steering column, which was a pretty standard, low-budget, drag-racer practice at the time. AMC didn’t even have the money to get Sun to make an AMC-specific version; it read ‘Sun Tach’ just like the same cheap one you could get anywhere.
They may have been budget constrained, but they were in with the rest of the pack for co-branding back at that time. Think about the Hurst Oldsmobiles, or other co-branded efforts and you get the idea. Not new, not really a sign of cheapness, either. Why spend money for R&D on something that aftermarket already has a competency in? Toyota, Ford, GM and others do that today…
Additionally, AMC had their own line of go-faster parts for their cars, under the Group 19 (IIRC) option, which dealt with differential ratios and anti-roll bars & etc. They did work on the hardware that the aftermarket wouldn’t touch. All the stuff was there, you had to know where to go on the order forms…
I tried to look for cases where the Big-3 did this kind of advertising and couldn’t find any. The Hurst edition cars are a good point, but it’s different because those were a collaborative effort at the manufacturer level and still sold as dealer-ordered cars. They weren’t actively encouraging buyers to head over to the speed shop, pick up a bunch of stuff, then start wrenching on their brand new car.
The closest thing I can think of is brands like Scion pushing their line of accessories available through the dealer parts counter to personalize your ride. AFAIK, these are all just for looks though, and not performance enhancements.
Even though it was before my time of owning and driving cars, I do remember local dealers (of all stripes) selling performance parts across the parts desk. At one time, our local dealer, Berger Chevrolet here in Grand Rapids, was known across the country for their mail-order parts business which included factory and aftermarket parts. Others, like Nickey, Yenko Mr. Norm’s and Tasca were in the same league.
In the current day, Scion does sell (or at least had been) performance parts for their line of cars. I think the main focus is on the highly profitable (for little labor input) electronics and other gimmicks. But up until recently, they did have supercharger kits for the various models which I would definitely count as a performance part…
I really don’t see an issue with the method of how AMC highlighted the performance parts they sold. Again, I think it made perfect sense and allowed them to devote resources to other items.
Of course, I kind of like the DIY-style of adding performance parts; I think that the process allows you to get to know your machine. This is something I can’t really say about my G6 that I drive daily now, as I rarely interact with in that manner. I can’t really hop it up much, although if I could, I would.
Geozinger, I know that they all sold performance parts at their parts desk. Somewhere in my books I even have an old “Direct Connection” catalog, which is what Chrysler’s performance parts division was called before it was rebranded as Mopar.
My point was that I don’t recall ever seeing ads for new cars that tried to sell the car based on aftermarket parts availability, and encouraging buyers to DIY.
My neighbor has one under a tarp but you would need to crawl over a lot of tractors to get to it. He said he drove it thru the 90s but it hasn’t moved since I moved in 13 years ago.
I always like the Javelin as an alternative to the more popular Camaros and Mustangs. Appeals to my instinct to be different.
They were AMC’s finest hour,I had a dark green 6 cylinder 69 auto for 2 years in 1981 which then had 2 more years use from my brother and a further 2 from my sister.Hardly ever seen at shows compared to Mustangs Camaros and E bodies
Yeah, in a contest to pick AMC’s best looking car, the first generation Javelin might win. It certainly would be in the top five.
Nahhh. 74-78 Matador sedan.
Haven’t seen a Javelin as a daily driver in ages. Only ones I see now are at shows, and outside of the AMC meet, few AMCs of any stripe then. So many show at the AMC meet that Javelins and AMXs each have their own judging class.
Great clean design. Tiny trunk. More than a passing resemblence in the side contour to my 70 Cougar, except the Cougar added a Buick line. If I had a Gen 1 Javelin, I would be tempted to switch to the AMX grill, because it’s cleaner.
Repost of another shot from last summer, 6 Javelins in view, and 2 AMXs in the background by the blue awning. Less than half of the number there.
In the UK best chance of finding one is at the Mopar Euronats.
I’ve a got a couple photos of curbside second generation Javalins but not an early one.
Used to pass one driving semi-daily 10 years ago when I lived in MA, on my way to work. Seeing as I was driving an ’82 Concord sedan, we’d honk and wave at each other. Saw one in a scrapyard in NH at about the same time period, it was rough, but they were willing to sell it as a project. It disappeared pretty quickly.
I did find one at a car show last year:
Carshow Classic: Javelin
I’ve shot a few gen2 Javelins too; I’m referring to the gen1 version.
LOL- to me, the gen 2 car is the gen1 car dressed in a clown suit.
+1,how many times did US car makers get it right then start tinkering?It’s like a makeover where the after is worse than before.71 was a bad time for American car styling,the bloated Mopar B bodies,the flabby Javelin and the aircraft carrier sized Mustang are just 3 that spring to mind
The difficult dilemma that the designers end up facing is that preliminary design work on the next-generation car usually began around the time or even before the current car went on sale, which makes it harder to judge how things would be seen.
Aside from having to anticipate how things will go over, I get the impression that that kind of pace trains designers to be unsentimental about their work (which is common to a lot of commercial artists and designers, really). You finish it, you start trying to come up with a way to make it different for the next cycle.
I think part of the impetus for the exaggerated fender blisters was to accommodate larger tires as used in the Trans-Am series which AMC was planning on entering in 1971. I photographed the first Trans-Am race of 1971 at Lime Rock Park in CT. The Penske Javalins, one driven by Mark Donahue, performed as expected. But that’s another story that will be featured later on this spring.
I think the Javelin with its longer wheelbase looks more like a modern car now, since most new cars have that same stretched look. Probably looked odd back then though, compared to the Mustangs and Camaros. Now the AMX just looks out of proportion, like a caricature. Especially with that huge man driving it in the picture! He looks squeezed into it… LOL
There was an AMX for sale locally, typical frame off restoration, etc, etc. Guy was asking $35k or something for it, but it was sitting for a long time. He probably brought it to Mecum in Kissimmee to unload it. From what I have seen so far the bidders are paying crazy money for the cars this week.
The thing that gets me is the standard point of saying the AMX was competition to the Covette. Would there have seriously been buyers who ended up choosing between those two?
Well, no, but it got people talking, which was presumably the point, like Ford’s “Quieter than a Rolls-Royce” LTD ads.
The AMX was a competitor to the Corvette largely in the classification of two seat sports cars. Comparing hardware, no, the AMX was not really in the same league as the ‘Vette, obviously.
But there were folks who raced the AMX in the same SCCA class as the Corvette (IIRC S/S) with factory support. I believe they may have been engineering staff, but I’m at work and can’t take the time to research. They did rather well considering their size…
I always wondered about that too. Did anybody actually cross-shop an AMX and a Corvette? If not, what really was the target market for an AMX?
If the Corvette is a sports car and the Javelin is a ponycar/muscle car (assuming performance engine ordered), what is a shortened 2-seater Javelin?
Clearly AMC had sports car intentions for the AMX name, since they made a series of concept sports cars with the same name. The AMX/3 even went into very limited production, before AMC management came to their senses and cancelled the program.
I found a Car and Driver period road test and was surprised that the Javelin was in third place (expected it to be in last) they really liked the handling.
http://www.caranddriver.com/comparisons/ford-mustang-6-car-comparo-archived-comparison
Great article. It would have been interesting to see that comparo with a decent engine in the Mustang, like one of the ones that came along in 1969. Would the sainted Camaro have actually come in dead last? 🙂 This is fun reading, as the two highest dollar cars today are the ones at the back of the pack. I remember quite a few road tests of that era where the AMC products made a respectable showing – they were never best, but they were seldom worst. Just like their Nash forebearers.
Most of the contestants were hampered by automatic transmissions and lack of delivery fettling, Quite a surprise to see the Mustang judged last.
Whatever performance cred the 390 had had was long gone by 1968. Also, that engine’s heavy weight did the Mustang no favors.
In the context of the comparison, the 390 Mustang actually ran quite well. The issue with it (and the next-to-last 396 Camaro) was that neither were running right. The Cougar had a front brake caliper that actually shattered. Even the 340 Barracuda had a problem with the carburetor, but it was, evidently, not enough to keep it out of second place. In fact, it was very telling that the small-block Plymouth scored so well against all the other big-blocks. With a 383, it likely wouldn’t have scored nearly as well (especially since you couldn’t get power steering or brakes with the 383).
Likewise, if all the cars had been in a proper state of tune, it might have been a very different outcome. As it was, with the exception of the #1 Firebird, they all had quality issues, and that, more than anything else, is what spelled the winning order.
In today’s world of routine, exacting build quality, it’s quite a shock to see what was acceptable for the factories to ship to the dealerships back then.
Which is why I’ve repeatedly said that Detroit should have adopted fuel injection twenty years sooner. Every review of the FI Corvette 283/327 raves about its instant throttle response and linear power delivery, including in high speed curves.
I remember all too well how rough so many of the new 1971 Fords ran as we unloaded them off the delivery trucks. They all had to have a tune up in a dedicated service bay by an experienced mechanic to run right! And even then, they still didn’t, all too often. Especially so the high performance ones, like the Mustang 351 HO. Cough, sputter, cough, run….until the next time the throttle was closed.
A FI 327 or 350 in the Camaro would undoubtedly have spanked the rest of them, and handled lots better to boot. Big blocks in these cars were a big mistake.
Paul, it was obviously WAY before my time, but Ive heard that the fuel injection setups from the ’60s and ’70s were a nightmare in terms of keeping them running. With everything vacuum controlled, that goes a long way to backing up that story. Once a halfway decent computer (gasp!) fuel management system was worked out it was a piece of cake.
Not necessarily so, if one took the time to get to know them: https://www.curbsideclassic.com/blog/the-1957-fuel-injected-283-chevrolet-v8-gms-greatest-hit-12/
The trick with mechanical injection for street applications was that the metering units got to be very complicated. Racing systems like Hilborn or the Lucas Mk1 system weren’t too bad because racing engines don’t spend a lot of time at part-throttle and just-off-idle speeds. The Lucas racing system just linked the metering cam to the throttle and called it a day. The Mk2 version Triumph used (or the Alfa Romeo SPICA system, or the early multiport Bosch systems) ended up having complex vacuum-controlled metering systems that weren’t for the unskilled to mess with. Triumph’s factory service manual has a lot of dire warnings that the metering unit’s diaphragm springs should not be tampered with under any circumstances, so if there was a problem, dealers would usually want to replace the unit rather than repair it — you can imagine how that went over with customers.
An additional issue is that when you’re dependent on engine vacuum, any kind of vacuum leak caused by other problems affects the operation of the injection system. I know with the Lucas Mk2 system, people who had a vacuum leak and experienced fuel delivery problems would blame the injection system and want to get rid of it; I imagine that happened with the Chevrolet engine as well.
Due to cost, complexity, and primitive nature, EFI simply wasn’t a practical alternative to carburetors back then. Even without the added cost, fuel injection (of any type) was so rudimentary and finicky, it simply wasn’t all that much better (while being more expensive) than the much simpler carburetors for normal civilian use.
The thing that changed all that was the increased exhaust emission standards in the late seventies. Suddenly, the expense required to make carburetors conform made EFI more feasible. Coupled with advances in microprocessor ECM systems that would allow smooth operation under all circumstances, EFI would eventually completely replace carburetors by the nineties.
Ironically, AMC was responsible for the first commercial EFI system (called Electrojector). From Wikipedia:
The first commercial electronic fuel injection (EFI) system was Electrojector, developed by the Bendix Corporation, and was offered by American Motors Corporation (AMC) in 1957. The Rambler Rebel showcased AMC’s new 327 cu in (5.4 L) engine. The Electrojector was an option and rated at 288 bhp. The EFI produced peak torque 500 rpm lower than the equivalent carbureted engine. The cost of the EFI option was US$395 and it was available on 15 June 1957. Electrojector’s teething problems meant only pre-production cars were so equipped: thus, very few cars so equipped were ever sold and none were made available to the public. The EFI system in the Rambler ran fine in warm weather, but suffered hard starting in cooler temperatures.
Although Electrojector didn’t make it into any production AMC products, Chrysler did offer it the following year on upper-tier 1958 Chrysler cars. But only 35 production vehicles were installed with it and due to driveability problems, most of them were quickly retrofitted with carburetors.
I don’t know about keeping them running in general, but I remember reading that if you were racing a fuel injected Chevy, it was imperative that you use the assistance of a barometer and thermometer to fine-tune the unit for optimal A/F ratio.
Both generations of these had some success in TransAm racing.
I enjoyed reading about the Trans Am racing when Javelins were champions.It was like Rocky with pony cars.I bet there were some red faces at the big 3!
I snapped this one last October. Parked outside a bar that has mostly elderly patrons, it seemed to be an unrestored daily driver.
Bonus picture of this beauty …
Wow, that car is gorgeous. I love the way the upper two-tone color reaches across the rear quarter panels.
+1
At a casual glance, I had assumed it was a vinyl roof, but you’re right, it’s two-tone paint. From the factory, I presume. This car also features simulated exhaust rocker moldings that (I’ve learned) were an available option.
What’s the bet it has had a vinyl roof removed and replicated with paint?
Thanks for posting the photos johnnyangel!
+2! The magnums and big bad blue with black just sets that car right off.
Be still my beating heart…
About fifteen years ago or so a friend I worked with came across a 1969 AMX for sale and he promptly bought it. His older brother had once owned one and he had learned to drive on it. He set about restoring it; I got to ride in it one-it was a nice ride. I haven’t seem him since I retired and I have no idea about whether he ever finished restoring it. I have to agree-you almost never see either a Javelin or an AMX. I have not seen one in years
I recall an illustrated novel (comic!) called Hot Rod and a chap by the name of Scott Jackson drove a Javelin in it. I was only a whipper snipper then and still remember the Javelin. It was a cool looking car. Haven’t seen a Hot Rod comic for about 40 years.
KJ
I love Javelins! Probably my holy grail of muscle cars, since theyre rare and unique. People criticize the 1st gen’s proportions but I think they got it spot on. It definitely has character and distinction, I think that’s why it sets itself apart. Personally, I love the out there style of the 2nd gens too, but at that point I totally ‘get’ why I might be in the minority on that one.
These do show up though. When I lived in Roseburg (southern OR) about 10 years ago, a 1st gen showed up on some dirtbag car lot. It was a 6 cyl, and missing the front grille/valance and otherwise a bit beat down but it looked otherwise complete, rust free and straight. I wanted to rescue that car SO bad!
I am sure plenty of people have figured out by now that a 4.0 liter Jeep six will bolt in where a 232 or 258 originally resided, so why not a sleeper Javelin so equipped? Would probably give all but the hottest 390’s a run for their money.
One of my Dad’s co-workers in the ’70s had been a salesman at the AMC dealer in town before moving to the Chev-Olds emporium. He had ’68 or ’69 Javelin, nothing special at the time, but in nice shape. I well remember his obviously well polished speech on the superiority of the Javelin over the competing pony cars, which included the fact that it had more rear seat room. Perhaps that’s why AMC stretched it out a bit?
One nice thing about the AMC V-8 was that the big 390 and even the 401 were pretty much the same size and weight as a 290, so even the higher powered Javelins were not the nose heavy pigs that everyone else’s pony cars were when they were fitted with the big blocks. These cars didn’t get much respect back in the day, but they were a better all around vehicle in many ways than a Mustang or Camaro. So was the Barracuda for that matter, but style sold far more pony cars than practicality ever did.
No 1st Gen pix from me, but I have a couple of 2nd Gen, but only from a car show and not a genuine CC. Will post if there’s a follow-up to this on the unfairly maligned 1971-74 “Humpsters.”
FTR, I like both generations quite a bit. In MY 1971 the Javelin went in some of the same exaggerated directions as the Mustang did that year, but for my money AMC pulled off the bloating and the borderline-wackiness (the Jav’s fake fender bulges; the Mustang fastback’s practically-horizontal backlight) much better than Ford did.
I will not, however, be attempting any defense for the Humpster’s optional Pierre Cardin interior.
Lord a-mercy, it’s even on the headliner!
That’s certainly uh….. unique. If that really was a factory option, I wonder what the take rate on it was. Looks like an acid trip in there. Not that I ever…..
Richard Dreyfuss: oddly unthreatening juvenile delinquent and suspected first-gen Javelin thief:
I like the earlier style Javelins. However I tend to gravitate toward the oddball in cars. Volkswagens are among the more mainstream cars I like.
This is my friend Jake’s ’69 343 4speed car that he restored himself. He drove it down to a g2g we had with some other VW friends.
Beetles and Javelins in Canada had ONE thing in common, they both had fuel injection. AMC Canada offered such a unit that was made in Quebec by Yamaha which was intended for the Toyota 2000 GT and the Opel GT’s but were cancelled at the last minute in 1969. GM and Toyota’s loss was AMC’s gain in the north. The AMC/Yamaha fuel injectors were all-weather, too. Nary a snowy day in Montreal saw Javelins and Beetles puttling away where Camaros, Mercedes, and even Mustangs were stuck trying to get warm to go… The system was extended to the AMC Canadian offerings in ’71, till it ended in ’77. I can’t wait to get a Canadian ’70 Javelin, and fix it up real nice…
Just so happened I saw a 68 Javelin this past August in Concord, CA. He got off the freeway in front of me and it happened to be my exit. Caught up to him at the light and rolled down my window to tell him I haven’t seen one of those in years and years. Late 50’s like me with his wife in the car. I was in my 1973 Dodge Polara which he said he hasn’t seen one in decades. Too bad I wasn’t in my 68 Cougar next to him as that would have been a picture for everyone around us.
Love these cars. Along with the original Mercury Cougars, all time favorites. I related a story a couple of weeks ago about how I missed out on a cherry 1973 Javelin AMX, when I found out my second child was coming.
There’s a guy here in Grand Rapids that shows a dark blue 1970 Javelin at the summer cruise show every August. I’m trying to get to the point where I can get the $$’s up to see how much he wants for the old girl. It’s in great condition, with minor (but 1970’s period correct) mods. I’d like to be able to take it off his hands…
i bought one of the 52 hurst amx’s.my car was one of two sold to canadian dealers.
one car went to montreal and was stolen [never to be seen again].
my car was raced in winnipeg and saskatchewan as well as a few trips into the usa.
we had some success with our amx,winning many eliminator trophys and points.
our car burned in 1975 ending our dragracing careers.
there are pictures of the car on the [keystone/bison] web site on google.
jim l’esperance
Drive them, I have been driving DAILY since 1976 AMC cars, have owned 383 of them so far, 14 currently. I also actively restore, race, show them, not a big deal. http://www.planethoustonamx.com/photo-gallery-stakes-amcs-1/index.htm that is a collage of some of them. Driven DAILY in Houston, Texas traffic, wife drives them too. Just bought a 71 SC/360 Hornet, one of only 784 made, only 187 made with 360/2v/AT/column and only 3 known to exist that color. Am going thru it right now, yes, will show and drive it. In Houston traffic, wife’s likes automatics so she will drive it also. Ya’ll go stop by my sit at planethoustonamx.com
Well I’m in the process of restoring my 1968 Javelin! so if your in the San Jose Area you just may see me in my girl!
From the front it looks like an Australian HQ Holden: https://en.m.wikipedia.org/wiki/Holden_HQ