2018Blancpain GT Series Asia | |||
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The 2018 Blancpain GT Series Asia was the second season of SRO Motorsports Group and Team Asia One GT Management's Blancpain GT Series Asia, an auto racing series for grand tourer cars in Asia. The races were contested with GT3-spec and GT4-spec cars. The season began on 14 April at Sepang and ended on 14 October at Ningbo.
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- 2Entry list
- 4Championship standings
- 4.1Drivers' championships
Calendar[edit]
At the annual press conference during the 2017 24 Hours of Spa on 28 July, the Stéphane Ratel Organisation announced the first draft of the 2018 calendar. Initially, no changes were made to the schedule compared to 2017.[1] On 27 September 2017, it was announced the races in Buriram were moved one week earlier to avoid a clash with the 3 Hours of Silverstone.[2] On 29 January 2018, it was announced Ningbo would replace Zhejiang as the final round of the season.[3]
Round | Circuit | Date |
---|---|---|
1 | Sepang International Circuit, Sepang, Malaysia | 14–15 April |
2 | Chang International Circuit, Buriram, Thailand | 12–13 May |
3 | Suzuka Circuit, Suzuka, Japan | 30 June–1 July |
4 | Fuji Speedway, Oyama, Japan | 21–22 July |
5 | Shanghai International Circuit, Jiading, China | 22–23 September |
6 | Ningbo International Speedpark, Ningbo, China | 13–14 October |
Entry list[edit]
GT3[edit]
|
|
GT4[edit]
Team | Car | No. | Drivers | Class | Rounds |
---|---|---|---|---|---|
M-Motorsport[35] | KTM X-Bow GT4[35] | 10 | Justin McMillan[35] | Am | 5–6 |
Dean Koutsoumidis[35] | 5 | ||||
TTR Team SARD[36] | Porsche Cayman GT4 Clubsport MR[36] | 11 | Tony Fong[36] | Am | All |
Brian Lee[36] | |||||
Clearwater Racing[37] | McLaren 570S GT4[37] | 12 | Richard Wee[37] | Am | 1–4 |
Weng Sun Mok[37] | 1 | ||||
Daniel Au[11] | 2–4 | ||||
Morseng Racing Team[11] | Porsche Cayman GT4 Clubsport MR[11] | 14 | Tosaphol Phamyai[11] | Am | 2 |
Chayapon Yotha[11] | |||||
Taiwan Top Speed Racing Team[36] | Porsche Cayman GT4 Clubsport MR[36] | 17 | Keo Chang[36] | Am | All |
Masahiko Ida[10] | 1, 6 | ||||
Jeff Lu[11] | 2 | ||||
George Chou[12] | 3–4 | ||||
Jeremy Wang[5] | 5 | ||||
JWD Unixx Racing Team[11] | Porsche Cayman GT4 Clubsport MR[11] | 22 | Charvanin Bunditkitsada[11] | Am | 2 |
Pitsanu Sirimongkolkasem[11] | |||||
Team iRace.Win[38] | Mercedes-AMG GT4[38] | 72 | Ringo Chong[38] | Am | All |
Gilles Vannelet[10] | 1–4 | ||||
Alex Au[5] | 5–6 | ||||
Craft-Bamboo Racing[32] | Porsche Cayman GT4 Clubsport MR[32] | 77 | Jean-Marc Merlin[10] | Am | 1–2 |
Frank Yu[10] | |||||
Mercedes-AMG GT4[32] | Jean-Marc Merlin[12] | 3 | |||
Frank Yu[12] | |||||
88 | Diana Rosario[5] | Am | 5–6 | ||
James Tang[5] | 5 | ||||
Naomi Zhang[39] | 6 | ||||
Racing Spirit Thailand[11] | Porsche Cayman GT4 Clubsport MR[11] | 80 | Sontaya Kunplome[11] | Am | 2 |
Preeda Tantemsapya[11] | |||||
BMW Team Studie[40] | BMW M4 GT4[40] | 81 | Takayuki Kinoshita[41] | Am | All |
Jukuchou Sunako[41] | |||||
82 | Max Chen[41] | Am | All | ||
Ken Urata[41] | |||||
GruppeM Racing Team[10] | Mercedes-AMG GT4[10] | 666 | Reinhold Renger[10] | Am | All |
Russell Ward[10] | 1 | ||||
Ryuichirou Ohtsuka[12] | 3, 6 | ||||
Doyun Hwang[42] | 4 | ||||
Rick Yoon[5] | 5 |
Race results[edit]
Bold indicates overall winner.
Round | Circuit | Pole position | Silver Winners | Pro-Am Winners | Am Winners | GT4 Winners | |
---|---|---|---|---|---|---|---|
1 | R1 | Sepang | No. 19 FFF Racing Team by ACM | No. 999 GruppeM Racing Team | No. 888 GruppeM Racing Team | No. 45 KCMG | No. 666 GruppeM Racing Team |
Martin Kodrić Dennis Lind | Nico Bastian Patric Niederhauser | Brice Bosi Raffaele Marciello | Takuya Shirasaka Naoto Takeda | Reinhold Renger Russell Ward | |||
R2 | No. 37 Absolute Racing | No. 3 Absolute Racing | No. 888 GruppeM Racing Team | No. 45 KCMG | No. 72 Team iRace.Win | ||
Josh Burdon Anthony Liu | Franky Cheng Martin Rump | Brice Bosi Raffaele Marciello | Takuya Shirasaka Naoto Takeda | Ringo Chong Gilles Vannelet | |||
2 | R1 | Buriram | No. 999 GruppeM Racing Team | No. 999 GruppeM Racing Team | No. 63 FFF Racing Team by ACM | No. 45 KCMG | No. 666 GruppeM Racing Team |
Patric Niederhauser Markus Pommer | Patric Niederhauser Markus Pommer | Hiroshi Hamaguchi Marco Mapelli | Takuya Shirasaka Naoto Takeda | Reinhold Renger | |||
R2 | No. 888 GruppeM Racing Team | No. 19 FFF Racing Team by ACM | No. 888 GruppeM Racing Team | No. 45 KCMG | No. 666 GruppeM Racing Team | ||
Maximilian Buhk Alexander Mattschull | Martin Kodrić Dennis Lind | Maximilian Buhk Alexander Mattschull | Takuya Shirasaka Naoto Takeda | Reinhold Renger | |||
3 | R1 | Suzuka | No. 3 Absolute Racing | No. 3 Absolute Racing | No. 18 KCMG | No. 45 KCMG | No. 81 BMW Team Studie |
Franky Cheng Martin Rump | Franky Cheng Martin Rump | Alexandre Imperatori Yukinori Taniguchi | Takuya Shirasaka Naoto Takeda | Takayuki Kinoshita Jukuchou Sunako | |||
R2 | No. 27 HubAuto Corsa | No. 19 FFF Racing Team by ACM | No. 63 FFF Racing Team by ACM | No. 8 ARN Racing | No. 666 GruppeM Racing Team | ||
Nick Foster Leo Ye | Martin Kodrić Dennis Lind | Hiroshi Hamaguchi Marco Mapelli | Hiroaki Nagai Shinji Takei | Ryuichirou Ohtsuka Reinhold Renger | |||
4 | R1 | Fuji | No. 23 KCMG | No. 27 HubAuto Corsa | No. 18 KCMG | No. 45 KCMG | No. 81 BMW Team Studie |
Edoardo Liberati Florian Strauss | Nick Foster Jono Lester | Alexandre Imperatori Yukinori Taniguchi | Takuya Shirasaka Naoto Takeda | Takayuki Kinoshita Jukuchou Sunako | |||
R2 | No. 18 KCMG | No. 999 GruppeM Racing Team | No. 888 GruppeM Racing Team | No. 45 KCMG | No. 81 BMW Team Studie | ||
Alexandre Imperatori Yukinori Taniguchi | Nico Bastian Patric Niederhauser | Raffaele Marciello Alexander Mattschull | Takuya Shirasaka Naoto Takeda | Takayuki Kinoshita Jukuchou Sunako | |||
5 | R1 | Shanghai | No. 19 FFF Racing Team by ACM | No. 27 HubAuto Corsa | No. 37 Absolute Racing | No. 45 KCMG | No. 666 GruppeM Racing Team |
Martin Kodrić Dennis Lind | Nick Foster Jono Lester | Anthony Liu Alessio Picariello | Takuya Shirasaka Naoto Takeda | Reinhold Renger Rick Yoon | |||
R2 | No. 19 FFF Racing Team by ACM | No. 19 FFF Racing Team by ACM | No. 63 FFF Racing Team by ACM | No. 59 Singha Plan-B by Absolute Racing | No. 81 BMW Team Studie | ||
Martin Kodrić Dennis Lind | Martin Kodrić Dennis Lind | Hiroshi Hamaguchi Marco Mapelli | Bhurit Bhirombhakdi Jingzu Sun | Takayuki Kinoshita Jukuchou Sunako | |||
6 | R1 | Ningbo | No. 999 GruppeM Racing Team | No. 27 HubAuto Corsa | No. 7 Absolute Racing | No. 51 AMAC Motorsport | No. 666 GruppeM Racing Team |
Nico Bastian Patric Niederhauser | Nick Foster Jono Lester | Adderly Fong Andrew Kim | Andrew Macpherson William Ben Porter | Ryuichirou Ohtsuka Reinhold Renger | |||
R2 | No. 888 GruppeM Racing Team | No. 19 FFF Racing Team by ACM | No. 37 Absolute Racing | No. 51 AMAC Motorsport | No. 81 BMW Team Studie | ||
Raffaele Marciello Alexander Mattschull | Martin Kodrić Dennis Lind | Anthony Liu Alessio Picariello | Andrew Macpherson William Ben Porter | Takayuki Kinoshita Jukuchou Sunako |
Championship standings[edit]
- Scoring system
Championship points were awarded for the first ten positions in each race. Entries were required to complete 75% of the winning car's race distance in order to be classified and earn points. Individual drivers were required to participate for a minimum of 25 minutes in order to earn championship points in any race.
Position | 1st | 2nd | 3rd | 4th | 5th | 6th | 7th | 8th | 9th | 10th |
---|---|---|---|---|---|---|---|---|---|---|
Points | 25 | 18 | 15 | 12 | 10 | 8 | 6 | 4 | 2 | 1 |
Drivers' championships[edit]
Overall[edit]
|
Bold – Pole Italics – Fastest Lap |
- Notes
- 1 – Shaun Thong was a guest driver at Shanghai and Ningbo and therefore ineligible to score points.
- 2 – Wei Xu and Naoki Yokomizo were guest drivers at Shanghai and therefore ineligible to score points.
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Silver Cup[edit]
Pos. | Driver | Team | SEP | CHA | SUZ | FUJ | SHA | NIN | Points | ||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1 | Martin Kodrić Dennis Lind | FFF Racing Team by ACM | 2 | 6 | 5 | 2 | 3 | 1 | 5 | 19 | 7 | 1 | 5 | 1 | 197 |
2 | Nick Foster | HubAuto Corsa | 4 | 5 | 2 | 6 | 4 | 15 | 2 | 7 | 1 | 7 | 1 | 10 | 183 |
3 | Franky Cheng Martin Rump | Absolute Racing | 8 | 4 | 3 | 5 | 1 | 28 | 6 | 12 | 16 | 4 | 2 | 4 | 164 |
4 | Patric Niederhauser | GruppeM Racing Team | 1 | Ret | 1 | 11 | 5 | 3 | 4 | 1 | 10 | 5 | Ret | Ret | 142 |
5 | Edoardo Liberati Florian Strauss | KCMG | 5 | 9 | 8 | 3 | Ret | 2 | 3 | 5 | 6 | 6 | Ret | 8 | 141 |
6 | Jono Lester | HubAuto Corsa | 2 | 7 | 1 | 7 | 1 | 10 | 106 | ||||||
7 | Shae Davies Sandy Stuvik | Craft-Bamboo Racing | 10 | 12 | 11 | 8 | 2 | 5 | Ret | 8 | 9 | 8 | Ret | Ret | 90 |
8 | Nico Bastian | GruppeM Racing Team | 1 | Ret | 4 | 1 | 10 | 5 | Ret | Ret | 86 | ||||
9 | Mitchell Gilbert Aditya Patel | OD Racing Team WRT | Ret | 10 | 7 | 13 | 7 | 7 | 10 | 16 | 8 | Ret | 6 | 7 | 82 |
10 | Leo Ye | HubAuto Corsa | 4 | 5 | 2 | 6 | 4 | 15 | 77 | ||||||
11 | Aidan Read Darryl O'Young | Craft-Bamboo Racing | 11 | 14 | 14 | 17 | 28 | 9 | 14 | 17 | 5 | 12 | 9 | Ret | 62 |
12 | Alex Yoong | Phoenix Racing Asia | 15 | 9 | 9 | 8 | 7 | 10 | 62 | ||||||
Bentley Team Phoenix Racing Asia | 21 | 29 | 12 | 9 | |||||||||||
13 | Markus Pommer | GruppeM Racing Team | 1 | 11 | 5 | 3 | 56 | ||||||||
14 | Roelof Bruins Manuel Metzger | Indigo Racing | 3 | 3 | 33 | ||||||||||
15 | Shaun Thong | Phoenix Racing Asia | 9 | 8 | 7 | 10 | 32 | ||||||||
Bentley Team Phoenix Racing Asia | Ret1 | 111 | Ret1 | 51 | |||||||||||
16 | Naoya Yamano Tetsuya Yamano | Porsche Team EBI | 12 | 10 | 9 | 15 | 20 | ||||||||
17 | Marchy Lee | Phoenix Racing Asia | 15 | 9 | 16 | ||||||||||
Bentley Team Phoenix Racing Asia | 21 | 29 | |||||||||||||
18 | André Couto | Bentley Team Phoenix Racing Asia | 12 | 9 | 14 | ||||||||||
Guest drivers ineligible to score Silver class points | |||||||||||||||
Jordan Pepper | Bentley Team Phoenix Racing Asia | Ret | 11 | Ret | 5 | ||||||||||
Weian Chen Massimiliano Wiser | Anstone Racing | 18 | 19 | ||||||||||||
Pos. | Driver | Team | SEP | CHA | SUZ | FUJ | SHA | NIN | Points |
- Notes
- 1 – Shaun Thong was a guest driver at Shanghai and Ningbo and therefore ineligible to score points.
Pro-Am Cup[edit]
Pos. | Driver | Team | SEP | CHA | SUZ | FUJ | SHA | NIN | Points | ||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1 | Hiroshi Hamaguchi Marco Mapelli | FFF Racing Team by ACM | 7 | 3 | 4 | 10 | 17 | 4 | Ret | 3 | 4 | 2 | 7 | 12 | 186 |
2 | Yukinori Taniguchi | KCMG | 13 | 7 | 6 | 4 | 6 | 14 | 1 | 4 | Ret | 9 | 10 | 11 | 173 |
3 | Raffaele Marciello | GruppeM Racing Team | 3 | 1 | 8 | 6 | 17 | 2 | 14 | 3 | 14 | 21 | 155 | ||
4 | Anthony Liu | Absolute Racing | 6 | 2 | 10 | 7 | 29 | 17 | 12 | 13 | 2 | Ret | Ret | 2 | 141 |
5 | Alexander Mattschull | GruppeM Racing Team | 17 | 1 | 8 | 6 | 17 | 2 | 14 | 3 | 14 | 21 | 136 | ||
6 | Alexandre Imperatori | KCMG | 6 | 14 | 1 | 4 | Ret | 9 | 10 | 11 | 117 | ||||
7 | Adderly Fong Andrew Kim | Absolute Racing | Ret | 8 | 9 | 15 | 30 | Ret | 13 | 14 | 3 | 15 | 4 | 6 | 113 |
8 | Morris Chen | HubAuto Corsa | Ret | 17 | 13 | 14 | 10 | Ret | 8 | 9 | 11 | 10 | 8 | 13 | 110 |
9 | Josh Burdon | Absolute Racing | 6 | 2 | 10 | 7 | 29 | 17 | 12 | 13 | 91 | ||||
10 | Tim Slade | HubAuto Corsa | Ret | 17 | 13 | 14 | 10 | Ret | 11 | 10 | 8 | 13 | 82 | ||
11 | Hiroaki Nagai | ARN Racing | 9 | 11 | 19 | 12 | 22 | 6 | 13 | 13 | 11 | Ret | 75 | ||
12 | Roelof Bruins Juwon Seo | Indigo Racing | Ret | 15 | 12 | 16 | 11 | 20 | 11 | 20 | 12 | 14 | 68 | ||
13 | Daisuke Itō | ARN Racing | 9 | 11 | 19 | 12 | 13 | 13 | 11 | Ret | 62 | ||||
14 | Tsugio Matsuda | KCMG | 13 | 7 | 6 | 4 | 56 | ||||||||
15 | Alessio Picariello | Absolute Racing | 2 | Ret | Ret | 2 | 50 | ||||||||
15 | Brice Bosi | GruppeM Racing Team | 3 | 1 | 50 | ||||||||||
16 | Seiji Ara Satoshi Hoshino | D'station Racing | 13 | 13 | 16 | 11 | 36 | ||||||||
17 | Maximilian Buhk | GruppeM Racing Team | 17 | 1 | 31 | ||||||||||
18 | Davide Rigon | HubAuto Corsa | 8 | 9 | 28 | ||||||||||
19 | Kei Cozzolino Takeshi Kimura | CarGuy Racing | 16 | 12 | 30 | 18 | 25 | ||||||||
20 | Naoki Yokomizo | Kizashi x Saccess Racing | 19 | 18 | 18 | ||||||||||
CarGuy Racing | 15 | 32 | |||||||||||||
Anstone Racing | 171 | 181 | |||||||||||||
21 | Keong Wee Lim Alex Yoong | Phoenix Racing Asia | 12 | 13 | 16 | ||||||||||
22 | Kota Sasaki | ARN Racing | 22 | 6 | 13 | ||||||||||
23 | Tamotsu Kondo | Kizashi x Saccess Racing | 19 | 18 | 10 | ||||||||||
24 | Wei Xu | CarGuy Racing | 15 | 32 | 8 | ||||||||||
Anstone Racing | 171 | 181 | |||||||||||||
25 | Kouichi Okumura Daisuke Yamawaki | APJ Motorsports | 20 | 25 | 2 | ||||||||||
Guest drivers ineligible to score Pro-Am class points | |||||||||||||||
Chris van der Drift Chao Li | JRM | 15 | 20 | ||||||||||||
Pos. | Driver | Team | SEP | CHA | SUZ | FUJ | SHA | NIN | Points |
- Notes
- 1 – Wei Xu and Naoki Yokomizo were guest drivers at Shanghai and therefore ineligible to score points.
Am Cup[edit]
Pos. | Driver | Team | SEP | CHA | SUZ | FUJ | SHA | NIN | Points | ||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1 | Takuya Shirasaka Naoto Takeda | KCMG | 14 | 16 | 16 | 18 | 14 | 16 | 18 | 21 | 19 | 17 | 205.5 | ||
2 | Andrew Macpherson William Ben Porter | AMAC Motorsport | 15 | 19 | 18 | Ret | 18 | 19 | 19 | 23 | 20 | 21 | 13 | 14 | 157 |
3 | Shinji Takei | ARN Racing | 15 | 11 | 73 | ||||||||||
Arrows Racing | 27 | 22 | |||||||||||||
4 | Philip Ma | Arrows Racing | 16 | 20 | 27 | 22 | 57 | ||||||||
5 | Hiroaki Nagai | ARN Racing | 15 | 11 | 43 | ||||||||||
6 | Jacky Yeung | Arrows Racing | 16 | 20 | 27 | ||||||||||
6 | Tamotsu Kondo Ken Seto | Saccess Racing | 21 | 24 | 27 | ||||||||||
7 | Adrian Henry D'Silva Rick Yoon | CMRT Eurasia | Ret | 18 | 18 | ||||||||||
Guest drivers ineligible to score Am class points | |||||||||||||||
Bhurit Bhirombhakdi Jingzu Sun | Singha Plan-B by Absolute Racing | DNS | 16 | ||||||||||||
Pos. | Driver | Team | SEP | CHA | SUZ | FUJ | SHA | NIN | Points |
- Notes
- The awarded points in the Am class in both races at Buriram, Race 1 at Shanghai and both races at Ningbo were divided by two, because there were less than three starters.
Teams' championship[edit]
Only the two best results of a team per race counted towards the Teams' championship.
Pos. | Team | Manufacturer | No. | SEP | CHA | SUZ | FUJ | SHA | NIN | Points | ||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
GT3 | ||||||||||||||||
1 | FFF Racing Team by ACM | Lamborghini | 19 | 2 | 6 | 5 | 2 | 3 | 1 | 5 | 19 | 7 | 1 | 5 | 1 | 268 |
63 | 7 | 3 | 4 | 10 | 17 | 4 | Ret | 3 | 4 | 2 | 7 | 12 | ||||
2 | GruppeM Racing Team | Mercedes-AMG | 888 | 3 | 1 | 17 | 1 | 8 | 6 | 17 | 2 | 14 | 3 | 14 | 21 | 233 |
999 | 1 | Ret | 1 | 11 | 5 | 3 | 4 | 1 | 10 | 5 | Ret | Ret | ||||
3 | Absolute Racing Singha Plan-B by Absolute Racing[N 5] | Audi | 3 | 8 | 4 | 3 | 5 | 1 | 28 | 6 | 12 | 16 | 4 | 2 | 4 | 213 |
7 | Ret | 8 | 9 | 15 | 30 | Ret | 13 | 14 | 3 | 15 | 4 | 6 | ||||
37 | 6 | 2 | 10 | 7 | 29 | 17 | 12 | 13 | 2 | Ret | Ret | 2 | ||||
59 | DNS | 16 | ||||||||||||||
4 | KCMG | Audi Nissan | 18 | 13 | 7 | 6 | 4 | 6 | 14 | 1 | 4 | Ret | 9 | 10 | 11 | 176 |
23 | 5 | 9 | 8 | 3 | Ret | 2 | 3 | 5 | 6 | 6 | Ret | 8 | ||||
45 | 14 | 16 | 16 | 18 | 14 | 16 | 18 | 21 | 19 | 17 | ||||||
5 | HubAuto Corsa | Ferrari | 27 | 4 | 5 | 2 | 6 | 4 | 15 | 2 | 7 | 1 | 7 | 1 | 10 | 156 |
28 | Ret | 17 | 13 | 14 | 10 | Ret | 8 | 9 | 11 | 10 | 8 | 13 | ||||
6 | Craft-Bamboo Racing | Porsche | 911 | 10 | 12 | 11 | 8 | 2 | 5 | Ret | 8 | 9 | 8 | Ret | Ret | 58 |
991 | 11 | 14 | 14 | 17 | 28 | 9 | 14 | 17 | 5 | 12 | 9 | Ret | ||||
7 | OD Racing Team WRT | Audi | 86 | Ret | 10 | 7 | 13 | 7 | 7 | 10 | 16 | 8 | Ret | 6 | 7 | 43 |
8 | Indigo Racing | Mercedes-AMG | 97 | Ret | 15 | 12 | 16 | 11 | 20 | 11 | 20 | 12 | 14 | 3 | 3 | 30 |
9 | (Bentley Team) Phoenix Racing Asia[N 6] | Audi Bentley | 5 | 12 | 13 | 15 | 9 | 9 | 8 | 7 | 10 | 21 | 29 | 12 | 9 | 21 |
6 | Ret | 11 | Ret | 5 | ||||||||||||
10 | ARN Racing | Ferrari | 8 | 9 | 11 | 19 | 12 | 15 | 11 | 22 | 6 | 13 | 13 | 11 | Ret | 11 |
11 | Porsche Team EBI | Porsche | 33 | 12 | 10 | 9 | 15 | 3 | ||||||||
D'station Racing | Porsche | 47 | 13 | 13 | 16 | 11 | 0 | |||||||||
CarGuy Racing | Ferrari Lamborghini | 117 | 15 | 32 | 0 | |||||||||||
777 | 16 | 12 | 30 | 18 | ||||||||||||
AMAC Motorsport | Lamborghini | 51 | 15 | 19 | 18 | Ret | 18 | 19 | 19 | 23 | 20 | 21 | 13 | 14 | 0 | |
Arrows Racing | Honda | 98 | 16 | 20 | 27 | 22 | 0 | |||||||||
(Kizashi x) Saccess Racing | Lamborghini | 390 | 19 | 18 | 21 | 24 | 0 | |||||||||
CMRT Eurasia | Aston Martin | 69 | Ret | 18 | 0 | |||||||||||
APJ Motorsports | Lamborghini | 177 | 20 | 25 | 0 | |||||||||||
Guest teams ineligible to score points | ||||||||||||||||
JRM | Porsche | 808 | 15 | 20 | ||||||||||||
Anstone Racing | Mercedes-AMG | 66 | 18 | 19 | ||||||||||||
71 | 17 | 18 | ||||||||||||||
GT4 | ||||||||||||||||
1 | BMW Team Studie | BMW | 81 | 20 | 22 | 29 | Ret | 20 | 24 | 23 | 26 | 23 | 22 | 21 | 15 | 344 |
82 | 22 | 25 | 23 | 21 | 22 | 26 | 28 | 28 | 26 | 23 | 19 | 18 | ||||
2 | GruppeM Racing Team | Mercedes-AMG | 666 | 17 | 23 | 20 | 19 | 21 | 21 | 29 | 33 | 22 | Ret | 15 | 16 | 215 |
3 | Team iRace.Win | Mercedes-AMG | 72 | 19 | 21 | 26 | 20 | 23 | 22 | 24 | 30 | 24 | 28 | 16 | 17 | 180 |
4 | Taiwan Top Speed Racing Team | Porsche | 17 | 24 | 26 | 24 | 23 | 24 | 25 | 26 | 29 | 27 | 26 | 20 | 19 | 118 |
5 | TTR Team SARD | Porsche | 11 | 23 | 27 | 25 | Ret | 25 | 27 | 25 | 27 | 25 | 24 | Ret | DNS | 94 |
6 | Craft-Bamboo Racing[N 7] | Mercedes-AMG Porsche | 77 | 18 | 24 | 21 | 22 | 27 | 23 | 79 | ||||||
88 | 29 | 27 | 18 | 20 | ||||||||||||
7 | Clearwater Racing | McLaren | 12 | 21 | 28 | WD | WD | 26 | Ret | Ret | 31 | 28 | ||||
8 | JWD Unixx Racing Team | Porsche | 22 | 22 | 26 | 19 | ||||||||||
9 | Racing Spirit Thailand | Porsche | 80 | 27 | 24 | 12 | ||||||||||
10 | Morseng Racing Team | Porsche | 14 | 28 | 25 | 8 | ||||||||||
Guest teams ineligible to score points | ||||||||||||||||
M-Motorsport | KTM | 10 | 28 | 25 | 17 | Ret | ||||||||||
Pos. | Team | Manufacturer | No. | SEP | CHA | SUZ | FUJ | SHA | NIN | Points |
See also[edit]
Notes[edit]
- ^ abCars No. 3, 7 and 37 entered as Absolute Racing under Chinese licence and car No. 59 entered as Singha Plan-B by Absolute Racing under Thai licence.
- ^ abCar No. 5 entered as Phoenix Racing Asia from Rounds 1 to 4 and as Bentley Team Phoenix Racing Asia from Round 5 on. Car No. 6 entered as Bentley Team Phoenix Racing Asia.
- ^Alexandre Imperatori entered under Swiss licence at Round 3 and under Hong Kong licence from Round 4 on.
- ^ abCar No. 390 entered as Kizashi x Saccess Racing at Round 3 and as Saccess Racing at Round 4.
- ^Car No. 59 was a guest car and therefore results did not count towards the Teams' championship.
- ^Car No. 6 was a guest car and therefore results did not count towards the Teams' championship.
- ^Car No. 88 was a guest car and therefore results did not count towards the Teams' championship.
References[edit]
- ^'Blancpain GT Series Asia confirms similar six-round, 12-race calendar for 2018'. blancpain-gt-series-asia.com. SRO Motorsports Group. 28 July 2017. Retrieved 3 January 2018.
- ^'Blancpain GT Series Asia finalises 2018 calendar'. blancpain-gt-series-asia.com. SRO Motorsports Group. 27 September 2017. Retrieved 3 January 2018.
- ^Kilshaw, Jake (29 January 2018). 'Blancpain GT Series Asia Moves Finale to Ningbo'. sportscar365. John Dagys Media. Retrieved 30 January 2018.
- ^ ab'Absolute Racing returns with two Audi R8 LMS GT3s'. blancpain-gt-series-asia.com. SRO Motorsports Group. 9 February 2018. Retrieved 11 February 2018.
- ^ abcdefghijkl'32 cars confirmed for Shanghai's penultimate Blancpain GT Series Asia outing'. blancpain-gt-series-asia.com. SRO Motorsports Group. 18 September 2018. Retrieved 20 September 2018.
- ^ abcdef'Absolute adds third Audi GT3; announces full-season drivers'. blancpain-gt-series-asia.com. SRO Motorsports Group. 10 April 2018. Retrieved 10 April 2018.
- ^'Blancpain GT Series Asia 2018 Shanghai International Circuit / Entry List'. blancpain-gt-series-asia.com. SRO Motorsports Group. 20 September 2018. Retrieved 21 September 2018.
- ^ abSimmons, Neil (23 February 2018). 'Phoenix Confirms Blancpain GT Series Asia Return'. dailysportscar.com. Dailysportscar. Retrieved 23 February 2018.
- ^ ab'Bentley Team Phoenix Racing Asia to enter new Continental GT3s in Chinese rounds'. blancpain-gt-series-asia.com. SRO Motorsports Group. 11 July 2018. Retrieved 11 July 2018.
- ^ abcdefghijklmnopqrstu'Blancpain GT Series Asia 2018 Rounds 1 & 2 - Sepang, Malaysia Provisional Entry List'(PDF). blancpain-gt-series-asia.com. SRO Motorsports Group. 11 April 2018. Retrieved 11 April 2018.
- ^ abcdefghijklmnopqrst'Blancpain GT Series Asia 2018 Rounds 3 & 4 - Buriram, Thailand Provisional Entry List'(PDF). blancpain-gt-series-asia.com. SRO Motorsports Group. 7 May 2018. Retrieved 10 May 2018.
- ^ abcde'Blancpain GT Series Asia 2018 Rounds 5 & 6 - Suzuka Provisional Entry List'(PDF). blancpain-gt-series-asia.com. SRO Motorsports Group. 26 June 2018. Retrieved 30 June 2018.
- ^ abcd'Phoenix Racing Asia unveils new Bentleys at Shanghai'. blancpain-gt-series-asia.com. SRO Motorsports Group. 20 September 2018. Retrieved 21 September 2018.
- ^ abc'Kodric and Lind lead seven-way title scrap to Ningbo season finale'. blancpain-gt-series-asia.com. SRO Motorsports Group. 9 October 2018. Retrieved 13 October 2018.
- ^ abcd'ARN Racing makes full-time Blancpain GT Series Asia switch'. blancpain-gt-series-asia.com. SRO Motorsports Group. 13 February 2018. Retrieved 13 February 2018.
- ^ abcdefghijkl'2018's biggest grid ushers in second half of the season at Fuji'. blancpain-gt-series-asia.com. SRO Motorsports Group. 17 July 2018. Retrieved 21 July 2018.
- ^ ab'KCMG confirms Nissan switch for Blancpain GT Series Asia GT3 assault'. blancpain-gt-series-asia.com. SRO Motorsports Group. 12 February 2018. Retrieved 12 February 2018.
- ^ abcde'Matsuda and Strauss confirmed amongst KCMG's Nissan driver line-up'. blancpain-gt-series-asia.com. SRO Motorsports Group. 6 April 2018. Retrieved 8 April 2018.
- ^ abc'KCMG add Am Cup Audi to existing Nissan GT3 line-up'. blancpain-gt-series-asia.com. SRO Motorsports Group. 14 March 2018. Retrieved 14 March 2018.
- ^ abKilbey, Stephen (22 January 2018). 'FFF Racing Team by ACM Confirms Blancpain Asia Entry'. dailysportscar.com. Dailysportscar. Retrieved 22 January 2018.
- ^ abc'FFF Racing Team confirms Lind, Kodric, Mapelli and Hamaguchi'. blancpain-gt-series-asia.com. SRO Motorsports Group. 8 March 2018. Retrieved 8 March 2018.
- ^Dagys, John (27 February 2018). 'Bortolotti, Caldarelli, Engelhart to Defend Blancpain GT Titles'. sportscar365. John Dagys Media. Retrieved 27 February 2018.
- ^ abcdef'Supercars star Slade set for Blancpain GT Series Asia assault with HubAuto Corsa and Ferrari'. blancpain-gt-series-asia.com. SRO Motorsports Group. 11 April 2018. Retrieved 11 April 2018.
- ^ abcdefghijklmKilbey, Stephen (22 May 2018). 'D'Station, Team EBI & Saccess Racing All Confirm Fuji & Suzuka Entries'. dailysportscar.com. Dailysportscar. Retrieved 22 May 2018.
- ^ abcd'Australian squad AMAC Motorsport confirm Blancpain GT Series Asia entry'. blancpain-gt-series-asia.com. SRO Motorsports Group. 8 December 2017. Retrieved 3 January 2018.
- ^ abcdef'Anstone Racing joins Blancpain GT Series Asia's Chinese rounds'. blancpain-gt-series-asia.com. SRO Motorsports Group. 17 September 2018. Retrieved 21 September 2018.
- ^ abcKilshaw, Jake (16 February 2018). 'WRT Enters Blancpain GT Series Asia in OD Racing Partnership'. sportscar365. John Dagys Media. Retrieved 16 February 2018.
- ^ ab'O'Young completes Craft-Bamboo line-up as Patel confirms OD Racing return'. blancpain-gt-series-asia.com. SRO Motorsports Group. 29 March 2018. Retrieved 30 March 2018.
- ^ abcd'Indigo Racing Becomes First Korean Blancpain GT Series Asia Team'. dailysportscar.com. Dailysportscar. 20 March 2018. Retrieved 20 March 2018.
- ^ abcd'Honda NSX GT3 set for Blancpain GT Series Asia debut with Arrows Racing'. blancpain-gt-series-asia.com. SRO Motorsports Group. 9 April 2018. Retrieved 9 April 2018.
- ^ abcd'Fuji winners CarGuy Racing confirm Blancpain GT Series Asia outings in Japan'. blancpain-gt-series-asia.com. SRO Motorsports Group. 31 May 2018. Retrieved 31 May 2018.
- ^ abcde'Craft-Bamboo Racing commits three Porsches to Blancpain GT Series Asia in 2018'. blancpain-gt-series-asia.com. SRO Motorsports Group. 7 December 2017. Retrieved 3 January 2018.
- ^ ab'Craft-Bamboo targeting GT3 title after confirming Stuvik and Davies'. blancpain-gt-series-asia.com. SRO Motorsports Group. 7 March 2018. Retrieved 7 March 2018.
- ^'Read makes Craft-Bamboo and Porsche switch for 2018'. blancpain-gt-series-asia.com. SRO Motorsports Group. 12 February 2018. Retrieved 12 February 2018.
- ^ abcdKilshaw, Jake (11 June 2018). 'Weekly Racing Roundup (6.11.18)'. sportscar365. John Dagys Media. Retrieved 11 June 2018.
- ^ abcdefgSimmons, Neil (27 January 2017). 'Taiwan Top Speed & TTR Team SARD Commit To GT4 Class With Porsche'. Dailysportscar. Retrieved 27 January 2017.
- ^ abcdKilbey, Stephen (15 February 2018). 'Clearwater Announces Return To Blancpain Asia With McLaren GT4'. Dailysportscar. Retrieved 15 February 2018.
- ^ abc'iRace.Win announce GT4 debut with Mercedes-AMG'. blancpain-gt-series-asia.com. SRO Motorsports Group. 4 April 2018. Retrieved 4 April 2018.
- ^'Rosario and Zhang to become first all-female crew in Blancpain GT Series Asia history'. blancpain-gt-series-asia.com. SRO Motorsports Group. 4 October 2018. Retrieved 13 October 2018.
- ^ abKilbey, Stephen (17 January 2018). 'BMW Team Studie Confirms Blancpain GT Series Asia Entry'. Dailysportscar. Retrieved 17 January 2018.
- ^ abcd'体制発表会2018' (in Japanese). BMW Team Studie. 12 March 2018. Retrieved 4 April 2018.
- ^'2018 Blancpain GT Series Asia Fuji Speedway Entry List'. blancpain-gt-series-asia.com. SRO Motorsports Group. Retrieved 22 July 2018.
External links[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=2018_Blancpain_GT_Series_Asia&oldid=900755108'
AMC Javelin | |
---|---|
Overview | |
Manufacturer | American Motors Corporation (AMC) |
Also called |
|
Production | 1967 – 1974 |
Assembly |
|
Designer | Richard A. Teague |
Body and chassis | |
Class | |
Body style | 2-door hardtop |
Layout | FR layout |
Platform | AMC’s 'junior' cars |
The AMC Javelin is an American front-engine, rear-wheel-drive, two-door hardtop automobile manufactured and marketed by American Motors Corporation (AMC) across two generations, 1968–70 and 1971–74.
Styled by Dick Teague, the Javelin was available in a range of trim and engine levels, from economical pony car to muscle car variants.[1] In addition to manufacture in Kenosha, Wisconsin, Javelins were assembled under license in Germany, Mexico, Philippines, Venezuela, as well as Australia – and were marketed globally.
As the winner of Trans-Am race series in 1971, 1972, and 1976, the second-generation AMX variant was the first pony car to be used as a standard vehicle for highway police car duties by an American law enforcement agency.[2]
- 2First generation
- 3Redesign
- 4Second generation
- 6International markets
- 6.3Mexico
Development[edit]
AMC Javelin badge
American Motors' Javelin served as the company's entrant into the 'pony car' market created by the Ford Mustang. The design evolved from two AMX prototypes shown in AMC's 'Project IV' concept cars during 1966.[3] One was a fiberglass two-seat 'AMX', and the other was a four-seat 'AMX II'. Both of these offerings reflected the company's strategy to shed its 'economy car' image and appeal to a more youthful, performance-oriented market.[4]
Sales of convertibles were dropping and AMC did not have the resources to design separate fastback and notchback hardtops that were available on the Mustang and on the second-generation Plymouth Barracuda, so the AMC designer team under Richard A. Teague penned only one body style, 'a smooth semi-fastback roofline that helped set Javelin apart from other pony cars.'[5]
The Javelin was built on AMC's 'junior' (compact) Rambler American platform only as a two-door hardtop model to be a 'hip', dashing, affordable pony car, as well as available in muscle car performance versions.[6] 'Despite management's insistence on things like good trunk space and rear-seat room, Teague managed to endow the Javelin with what he termed the wet T-shirt look: voluptuous curves with nary a hint of fat.'[5]
First generation[edit]
1968 and 1969 | |
---|---|
Overview | |
Also called | IKA Mica (Argentina) Rambler Javelin (Australia) VAM Javelin (Mexico) |
Production | August 1967 – July 1969 |
Designer | Richard A. Teague |
Body and chassis | |
Related | AMC AMX |
Powertrain | |
Engine |
|
Transmission | 3-speed manual 4-speed manual 3-speed automatic 3-speed “Shift-Command” on console |
Dimensions | |
Wheelbase | 109 in (2,769 mm) |
Length | 189.2 in (4,806 mm) |
Width | 71.9 in (1,826 mm) |
Height | 51.8 in (1,315.7 mm) |
Curb weight | 2,836 lb (1,286.4 kg)[7] |
1968 AMC Javelin
The Javelin debuted on August 22, 1967, for the 1968 model year,[8] and the new models were offered for sale from September 26, 1967, with prices starting at $2,743.[9]
The car incorporated several safety innovations including interior windshield posts that were 'the first industry use of fiberglass safety padding',[10] and the flush-mounted paddle-style door handles.[11] To comply with National Highway Traffic Safety Administration (NHTSA) safety standards there were exterior side marker lights, and three-point seat belts and headrests for the front seats, while the interior was devoid of bright trim to help reduce glare.
SST interior
AMC marketed the Javelin as offering 'comfortable packaging with more interior and luggage space than most of its rivals'[12] with adequate leg- and headroom in the back and a trunk capacity of 10.2 cubic feet (288.83 l). There were no side vent windows. Flow-through ventilation extracted interior air through apertures in the doors controlled by adjustable flap valves in the bottom of the door armrests. All Javelins came with thin-shell bucket seats and a fully carpeted interior, while the SST model had additional appearance and comfort items that included reclining front seat backs, simulated wood grained door panel trim, and a sports-style steering wheel. The Javelin's instruments and controls were set deep in a padded panel, with the rest of the dashboard was set well forward, away from the passenger.
The car's front end had what AMC called a 'twin-venturi' look with recessed honeycomb grille and outboard-mounted headlamps, and matching turn signals were set into the bumper. There was a pair of simulated air scoops on the hood and the windshield was raked at 59 degrees for a 'sporty overall appearance.'[13]
Road & Track magazine compared a Javelin favorably to its competitors on its introduction in 1968, describing its 'big, heavy, super-powerful engine' as 'an asset in such a small vehicle', and the styling as 'pleasant'.[14]Motor Trend, putting the Javelin at the top of the 'sports-personal' category in its annual 'Car of the Year' issue, said it was 'the most significant achievement for an all-new car' and 'the most notable new entry in [its] class.'[15]
Available only in a two-door hardtop, body style, the Javelin came in base and more premium SST models. Standard engines were a 232 cu in (3.8 L) straight-6 or a 290 cu in (4.8 L) two-barrel carburetor V8. Optional was a 343 cu in (5.6 L) V8 in regular gasoline two-barrel, or high-compression, premium-fuel four-barrel versions. Racing driver Gordon Johncock said the Javelin had 'a nice, all-round blend of features', that it 'stacks up as a roomy, comfortable, peppy and handsome example of a so-called 'pony car' and that after his road test he 'wanted to take it home.'[16]
With the standard straight-six engine, the Javelin cruised at 80 miles per hour (129 km/h) when equipped with an automatic transmission, while those with the small 290 cu in (4.8 L) V8 had a top speed of 100 miles per hour (161 km/h).[17] A three-speed 'Shift-Command' automatic transmission was optional with a center console-mounted gear selector. Forward settings included '1', '2', and a 'D' mode that was fully automatic, and the driver could choose to shift manually through all three gears.[18]
The optional 'Go Package' included a four-barrel carbureted 343 cu in (5.6 L) AMC V8, power front disc brakes, heavy-duty suspension, dual exhausts with chromed outlets, wide body-side stripes, and E70x14 red-line tires mounted on chrome-plated 'Magnum 500' styled road wheels. A 343 Go Pac Javelin could accelerate from 0 to 60 miles per hour (97 km/h) in 8 seconds, had a top speed approaching 120 miles per hour (193 km/h),[17] and could run a quarter-mile in 15.4 seconds.[19] The largest engine in the first few months of 1968 production was 'a 5.6 litre V-8 that delivered 284 SAE bhp, which made the car dangerously fast.'[20]
In mid-1968, the new AMX 390 cu in (6.4 L) engine was offered as a 'Go-package' option with a floor-mounted automatic or manual four-speed transmission. 'Its impressive 315 hp (235 kW; 319 PS) and 425 pound force-feet (576 N⋅m) of torque could send the Javelin from zero to 60 miles per hour (97 km/h) in the seven-second range.'[21]
American Motors supported the AMX and Javelin muscle-models with a range of factory-approved 'Group 19' dealer-installed performance accessories. These included among others, dual four-barrel cross-ram intake manifolds, high-performance camshaft kits, needle-bearing roller rocker arms, and dual-point ignition.[22]
The average age of the 'first 1,000 Javelin buyers was 29 — a full ten years under the median for all AMC customers.'[23] The Javelin's marketing campaign, created by Mary Wells Lawrence of Wells, Rich, and Greene Inc, was innovative and daring in its approach.[24] Print and TV advertisements broke with the traditional convention of not attacking the competition, and some compared the AMC Javelin to the Ford Mustang side by side, as well as showing the Mustang being beaten to pieces with sledgehammers.[25]
The car was longer and roomier than the Ford Mustang, and Chevrolet Camaro, but not the Plymouth Barracuda, and its shape was described as 'exciting and beautiful'. Total production for the 1968 model year was 55,125.[26][27]
1969[edit]
Breedlove roof spoiler
Minor changes for the second model year included revised side striping, an altered grille with a bull's eye emblem, and trim upgrades. An optional side-stripe package consisted of a C-shaped graphic that started behind the front wheel openings. The optional (standard with the 'Go-Package') five-spoke Magnum 500 steel road wheels now came with a stainless steel trim ring. The interior received new door panels and upgraded carpeting. Instrumentation featured a 0–8,000 rpm tachometer that now matched the speedometer in style. Late model-year production received a cowl over the instrument panel directly in front of the driver.
The “Mod Javelin” Package was introduced mid-year in 1969 and included a 'Craig Breedlove' roof-mounted spoiler, simulated 'exhaust' rocker trim, and twin blacked-out simulated air scoops on the hood. Optional “Big Bad” paint (neon brilliant blue, orange, or green) also became available from mid-1969 and came with matching front and rear painted bumpers, as well as two vertical rubber-faced painted bumper guards for the rear and a special bright lower grille molding for the front bumper. These optional colors were available on all Javelins through 1970.
The Go-Package option was available with the four-barrel 343 or 390 engines, and continued to include disc brakes, 'Twin-Grip' (limited slip) differential, red-line performance E70x14 tires on 'Magnum 500' styled wheels, heavy-duty suspension with thicker sway-bars, and other enhancements. Starting in January 1969, four-speed manual transmissions came with a Hurst floor shifter.
Production total for the 1969 model year was 40,675.[26]
SST with vinyl-covered roof and 'Magnum 500' wheels
'Big Bad Orange' with full-length body side stripes
SST with 'C' stripe
Racing[edit]
American Motors entered the Javelin in dragstrip and Trans-Am Series racing.[28]
George Follmer's 1968 AMC Javelin
In 1968 Kaplan Engineering (Ron Kaplan and Jim Jeffords) had been contracted by AMC to run two AMC Javelins in the SCCA’s Trans-Am series. For 1968, three cars were actually constructed: two for racing and one for shows and demonstrations. In 1969, Jeffords left the team and Kaplan was contracted to run the program. Using his developmental work from the prior year, Kaplan built three more cars, two for AMC and one for himself using his own finances.
For 1968, the initial drivers had been George Follmer (#1) and Peter Revson (#2). Revson was let go part way through the year after a disagreement with management. The team picked up Lothar Motschenbach for the next two races in Canada.
The first year of the AMC program was a success; the team was written up as a “Cinderella” team. American Motors placed third in the over-2-liter class of the 1968 series,[29] and established a record as the only factory entry to finish every Trans-Am race entered.[30]
For 1968, the team had consistently improved and suffered only one DNF (did not finish) from an engine problem. The race program was supporting a company that had no performance parts, no test facility, and no technical support for the program. As for the production cars, they had no anti-dive potential built into the uni-body; only single-barrel carburetor manifolds; and even when running properly, they didn’t make as much horsepower as the competitors. The 1968 deal provided Jeffords and Kaplan support from Carl Chakmakian, who was the primary contact on the AMC program.
The performance of the team in 1968 can be attributed to the efforts of Kaplan, his staff, and help from other west coast manufacturers. Kaplan set out to resolve handling problems and fix engine oiling problems. Mid-season, he also started the development of a dual-carburetor cross-ram manifold and (looking ahead) a new engine casting.
The development of the Watt's linkage rear suspension came first. This was followed by the front anti-dive modifications. The development of the anti-dive geometry was actually done quite quickly. To meet AMC’s schedule, Kaplan copied the basic design of the inner fender components from a Mustang. He added two more degrees of anti-dive to the Mustang’s 4 degrees, made the drawings, and sent them to the factory. The manufacture of the parts was then contracted to Central Stamping. Despite succeeding in developing the parts as a rush job, however, there was no capacity to fit the components to the unibody on the 1969 assembly line, so it fell to Kaplan to incorporate them into the cars when they arrived in his shop as bodies in white. Other related suspension pieces were also acquired through specialty manufacturers who were also building performance parts for Ford.
The building of reliable and powerful engines took a bit more time. The team started the 1968 season with two engines from TRACO. Although TRACO had worked hard to resolve oiling issues and to generate as much power as they could, single-carb layout and the basic two-bolt-main block were serious limitations.
To develop a cross-ram manifold, Kaplan went to Vic Edlebrock, who not only loaned him a pattern maker but also gave him a lot of personal help. Kaplan was also helped by Champion Sparkplugs who let him use their dyno room to fine-tune and correct any design problems.
Towards the end of 1968, Kaplan enlisted help from Dan Byer, a retired engineer from AMC, for the development of a new block casting. Using the basic AMC 390 drawings, they added more mass for four-bolt mains and improved the oiling system. A run of 50 blocks was contracted to Central Foundries in Windsor, Ontario. Because this was a small run, and there was little factory support, it fell to Kaplan and his staff to clean up the blocks from the sand casting, hone the various passages and, finally, send them to AMC’s “Parts Central” in Kenosha. From there, they could draw on the inventory, as required.
If one were to put a small number of specially cast blocks into the general inventory, chances are pretty good that you’d never find them again, so Kaplan painted all the blocks in a bright orange so they could identify them on the transfer line. Kaplan drew on about 12 of these special castings during his development program and two were eventually (much later) sold to customers.
Kaplan's specific preparations included shaving the deck on the new block by about 5/8 inch and heavily modifying the ports. The new cross-ram manifold was installed and Kaplan would add his own specifically designed pistons, a shorter throw crankshaft and new camshaft. While a few engines were lost during testing, the whole design proved quite reliable.
In the intervening period, AMC replaced Kaplan's race program contact with two new men (Chris Schoenlip and John Voelbel from Lever Brothers (soap marketing people)), who had no experience in the automotive field and were ignorant of anything to do with racing. They would ultimately prove to be more trouble than they were worth. In fact, it was these two new boys who failed to enter the parts into the official AMC parts system and to submit homologation papers. The importance of this mistake became clear when Kaplan sent the first car to run at the first race of the 1969 season at Jackson, Michigan. Kaplan sent one of the older 1968 cars with a new engine, but, because they were late and had not qualified, the team had to do some consensus building among the other racers to permit them to enter at all. When the SCCA agreed to let them run, they started last, but, within 10 laps, they were chasing Donohue down and the time differential was narrowing rapidly. After the race, the SCCA asked to see the engine, but he had sent the cars home already. At Lime Rock, the SCCA wanted to tear down the engines before they could start the race. Kaplan bought some time by countering with the challenge that they would have to tear down the Camaros and Mustangs too. That wasn’t going to happen, so they were allowed to run. It was clear, however, that the problems with the SCCA weren’t going away, at least until the parts could be homologated.
AMC did eventually assign a part number (after the SCCA program) and two blocks were later sold to customers.
For 1969, the season started with Ron Grable (#4) and John Martin (#3). But this time, it was Martin who was released mid-season. Jerry Grant replaced him in the #3 car.
It was at this point that Kaplan approached AMC management and proposed that the concept behind the 1969 contract be modified. He suggested that AMC should not compete in the actual races, since the new engines weren’t recognized and the old engines weren’t competitive. Kaplan suggested that they instead go to the tracks on the subsequent Mondays and run a developmental program using Sunday’s winning times as the benchmark. AMC didn’t agree, and Kaplan ran the year with the engines on hand. Because the older-style engines weren’t competitive, results were poor and, to add insult to injury, there were a series of budget cuts. It was a downward spiral.
Kaplan was having trouble remaining calm about the situation and, after the final race at Riverside, decided he would drop all of AMC’s material at their zone office in El Segundo, California, and take a month to think about the next year. When he came back, he found that a deal had already been cut with Roger Penske, and he was out.
Penske picked up the team cars and equipment from the El Segundo offices and shipped everything back to his shop in Pennsylvania. Through the fall of 1969 and into the winter, Penske used the no. 3 Jerry Grant car for developmental purposes. When he acquired the 1969 cars, Penske found that Ron Kaplan had already done considerable work with suspension, but he felt that the front suspension could still be further developed. With Mark Donohue doing the testing, Penske’s team lowered the front of the car and replaced the rubber bushings in the radius rods with heim joints. New roll bars were also developed. After several months of development, Donohue felt that the team now had car that drove like it was on rails.
At this point, Penske built all-new cars for his own team and sold all the earlier Kaplan cars and equipment. Mark Donohue was in charge of selling off the inventory.
Redesign[edit]
1970 | |
---|---|
Overview | |
Also called | Rambler Javelin (Australia) VAM Javelin (Mexico) |
Production | August 1969 - July 1970 |
Powertrain | |
Engine |
|
Transmission | 3-speed manual 4-speed manual 3-speed automatic 3-speed “Shift-Command” on console |
Dimensions | |
Wheelbase | 109 in (2,769 mm) |
Length | 191.04 in (4,852 mm) |
1970[edit]
The 1970 Javelins featured a new front-end design with a wide 'twin-venturi' front grille incorporating the headlamps and a longer hood. It also had a new rear end with full-width taillamps and a single center-mounted backup light. This was a one-year-only design. Side marker lights were now shared with several other AMC models. The exterior rear view mirror featured a new 'aero' design and in some cases matched the car's body color. The three 'Big Bad' exterior paints continued to be optional on the 1970 Javelins, but they now came with regular chrome bumpers. Underneath the restyle was a new front suspension featuring ball joints, upper and lower control arms, coil springs, and shock absorbers above the upper control arms, as well as trailing struts on the lower control arms.
The 1970 AMC Javelins also introduced Corning's new safety glass, which was thinner and lighter than standard laminated windshields. This special glass featured a chemically hardened outer layer.[31] It was produced in Blacksburg, Virginia, in a refitted plant that included tempering, ion exchange, and 'fusion process' in new furnaces that Corning had developed in order to be able to supply to the big automakers.[32]
The engine lineup for 1970 was changed with the introduction of two new AMC V8 engines: a base 304 cu in (5.0 L) and an optional 360 cu in (5.9 L) to replace the 290 and the 343 versions. The top optional 390 cu in (6.4 L) continued, but it was upgraded with new cylinder heads featuring 51 cc combustion chambers and a single 4-barrel Autolite 4300 carburetor,[33] increasing power to 325 bhp (330 PS; 242 kW) @ 5000 rpm and maximum torque of 425 lb⋅ft (576 N⋅m) @ 3200 rpm. The code remained 'X' for the engine on the vehicle identification number (VIN). Also new was the “power blister” hood, featuring two large openings as part of a functional cold ram-air induction system; this was included with the 'Go Package' option.
Many buyers selected the 'Go Package', available with the 360 and 390 four-barrel V8 engines. This package as in prior years included front disc brakes, a dual exhaust system, heavy-duty suspension with anti-sway bar, improved cooling, 3.54 rear axle ratio, and wide Goodyear white-lettered performance tires on styled road wheels.
The interior for 1970 was also a one-year design featuring a broad dashboard (wood grained on SST models), new center console, revised interior door panel trim, and tall 'clamshell' bucket seats with integral headrests available in vinyl, corduroy, or optional leather upholstery. A new two-spoke steering wheel was available with a 'Rim Blow' horn.
A comparison road test of four 1970 pony cars by Popular Science described the Javelin's interior as the roomiest with good visibility except for a small blind spot in the right rear quarter and the hood scoop, while also offering the biggest trunk with 10.2 cubic feet (289 l) of room.[34] It was a close second to the Camaro in terms of ride comfort, while the 360 cu in (5.9 L) engine offered 'terrific torque.' The 4-speed manual Javelin was the quickest of the cars tested, reaching 0 to 60 miles per hour (97 km/h) in 6.8 seconds.[34]
SST with 'halo' vinyl-covered roof
SST with full vinyl-covered roof
'Go Package' 390 engine
Racing[edit]
One of the biggest surprises of the 1970 motorsports season was the announcement that Penske Racing had taken over the AMC Javelin program, thus leaving the Camaro Trans-Am program to Jim Hall.[35] American Motors hired Roger Penske and driver Mark Donohue to seriously campaign Javelins in SCCATrans-Am Series.[36] This coincided with the change in the Trans-Am rulebook allowing manufacturers to de-stroke pre-existing corporate engines, so AMC's 390 cu in (6.4 L) was used as the starting point to meet the 5 L (305 cu in) displacement rule that was still in place.[37] The team included former Shelby chassis engineer Chuck Cantwell and a clockwork pit crew. The two-car Javelin effort provided the Bud Moore Ford Boss 302 Mustangs their 'closest competition.'[38] AMC finished in second place in the Over 2-liter class of the 1970 series.[39]
Capitalizing on the Javelin's successes on the race track, AMC began advertising and promoting special models.[40]
Among these was the 'Mark Donohue Javelin SST'.[41] A total of 2,501 were built to homologate the Donohue-designed rear ducktail spoiler and were emblazoned with his signature on the right hand side.[42] Designed for Trans Am racing, the rules required factory production of 2,500 spoiler equipped cars.[43] The original plan was to have all Donohue Javelins built in SST trim with the special spoiler, as well as the 'Go Package' with Ram Air hood, a choice of a four-speed or automatic transmission on the floor, and a 360 cu in (5.9 L) engine with thicker webbing that allowed it to have four bolt mains. In the end, the cars were simply fitted with the standard 360 or 390 engines. The cars could be ordered in any color (including 'Big Bad' exteriors) and upholstery, as well as with any combination of extra cost options.
American Motors did not include any specific identification (VIN code, door tag, etc.) and some 'Mark Donohue Signature Edition' cars came through with significant differences in equipment from the factory. This makes it easy to replicate, and correspondingly difficult to authenticate a 'real' Mark Donohue Javelin.[44]
An estimated 100 'Trans-Am' Javelins replicating Ronnie Kaplan's race cars were also produced.[43] All cars included the 390 cu in (6.4 L) V8 engine with heavy-duty and performance features along with the front and rear spoilers, and were also painted in AMC racing team's distinctive Matador Red, Frost White, and Commodore Blue 'hash' paint scheme.[40] Designed to commemorate AMC's entry into SCCA racing,[45] the Trans-Am Javelin's retail price was $3,995.[43]
The strong participation by AMC in Trans-Am and drag racing served to enhance its image, and notable was that its motorsports efforts were achieved on a shoestring budget with the automaker racking up a respectable number of points against its giant competitors.[46] For example, with an estimated 4.5 million participants and 6 million spectators, drag racing was the fastest growing segment of motorsport in the U.S.[47] The marketing strategy was to appeal to buyers who otherwise would not give AMC a second glance.
1970 AMC Javelin dragstrip car
1970 Javelin Trans-Am
Second generation[edit]
1971 – 1974 | |
---|---|
1974 AMC Javelin AMX with 'Go Package' | |
Overview | |
Also called | IKA Mica (Argentina) Rambler Javelin (Venezuela & Australia) VAM Javelin (Mexico) |
Production | August 1970 – 1974 |
Powertrain | |
Engine |
|
Transmission | 3-speed manual 4-speed manual 3-speed automatic 3-speed “Torque-Command” on console |
Dimensions | |
Wheelbase | 110 in (2,794 mm) |
Length | 191.8 in (4,872 mm) |
Curb weight | 2,875 lb (1,304.1 kg) - 3,184 lb (1,444.2 kg) |
The AMC Javelin was restyled for the 1971 model year. The '1980-looking Javelin' design was purposely made to give the sporty car 'individuality,' even at 'the risk of scaring some people off.'[48]
The second generation became longer, lower, wider, and heavier than its predecessor. Wheelbase was increased by 1-inch (25 mm) to 110 in (2,794 mm).[49] The indicated engine power outputs also changed from 1971 to 1972-74. Actual power output remained the same, but the U.S. automobile industry followed the SAE horsepower rating method that changed from 'gross' in 1971 and prior years to 'net' in 1972 and later years.[50]
1971[edit]
The new design incorporated an integral roof spoiler and sculpted fender bulges. The new body departed from the gentle, tucked-in look of the original.[51]
The media noted the revised front fenders (originally designed to accommodate oversized racing tires) that 'bulge up as well as out on this personal sporty car, borrowing lines from the much more expensive Corvette.'[52] The new design also featured an 'intricate injection moulded grille.'[53]
The car's dashboard was asymmetrical, with 'functional instrument gauges that wrap around you with cockpit efficiency'.[54] This driver-oriented design contrasted with the symmetrical interior of the economy-focused 1966 Hornet (Cavalier) prototype.
AMC offered a choice of engines and transmissions, included a 232 cu in (3.8 L) Inline 6; and a 401 cu in (6.6 L) V8 with a single 4-barrel carburetor and high compression ratio of 9.5:1 rated at 330 bhp (335 PS; 246 kW) at 5000 rpm and 430 lb⋅ft (583 N⋅m) at 3400 rpm of torque,[55] forged steel crankshaft and connecting rods engineered to withstand 8000 rpm. The BorgWarner T-10 four-speed manual transmission came with a Hurst floor shifter.
From 1971, the AMX was no longer available as a two-seater. It evolved into a premium high-performance edition of the Javelin.
The new Javelin-AMX incorporated several racing modifications and AMC advertised it as “the closest thing you can buy to a Trans-Am champion.” The car had a fiberglass full-width cowl induction hood, as well as spoilers front and rear for high-speed traction. Testing at the Ontario Motor Speedway by Penske Racing Team recorded that the 1971 Javelin AMX's rear spoiler added 100 lb (45.4 kg) of downforce.[56]Mark Donohue also advised AMC to make the AMX's grille flush for improved airflow, thus the performance model received a stainless steel mesh screen over the standard Javelin's deep openings.[56]
The performance-upgrade 'Go Package' provided the choice of a 360 or 401 4-barrel engine, and included 'Rally-Pac' instruments, a handling package for the suspension, “Twin-Grip” limited-slip differential, heavy-duty cooling, power-assisted disc brakes, white-letter E60x15 Goodyear Polyglas tires on 15x7-inch styled slotted steel wheels) used on the Rebel Machine, a T-stripe hood decal, and a blacked-out rear taillight panel.
The 3,244-pound (1,471 kg) 1971 Javelin AMX with a 401 cu in (6.6 L) V8 ran the quarter-mile in the mid-14 second range at 93 miles per hour (150 km/h) on low-lead, low-octane gas.[51]
- 1971 AMC Javelin
- SST with 'canopy' vinyl-covered roof
- AMX performance model
- Duck-tail AMX spoiler
- In Mustard Yellow at 2015 AMO show
1972[edit]
The 1972 model year Javelins featured a new 'egg crate' front grille design with a similar pattern repeated on the chrome overlay over the full-width taillights. The AMX version continued with the flush grille. A total of 15 exterior colors were offered with optional side stripes.[57]
To consolidate the product offering, reduce production costs, and offer more value to consumers, the 1972 AMC Javelins were equipped with more standard comfort and convenience items. Engine power ratings were downgraded to the more accurate Society of Automotive Engineers (SAE) net hp figures. Automatic transmissions were now the TorqueFlite units sourced from Chrysler, called 'Torque-Command' by AMC.
American Motors achieved record sales in 1972 by focusing on quality and including an innovative warranty called the 'Buyer Protection Plan' to back its products.[57] This was the first time an automaker promised to repair anything wrong with the car (except for tires) for one year or 12,000 miles (19,000 km).[58] Owners were provided with a toll-free telephone number to AMC, as well as a free loaner car if a repair to their car took more than a day.
By this time, the pony car market segment was declining in popularity. One commentator has said that “[d]espite the Javelin's “great lines and commendable road performance, it never quite matched the competition in the sales arena ... primarily because the small independent auto maker did not have the reputation and/or clout to compete with GM, Ford, and Chrysler.”[59]
'Egg crate' grille on Javelin SST
Driver-centered interior
Tail lamp design followed the grille
Pierre Cardin[edit]
During the 1972 and 1973 model years 4,152 Javelins were produced with optional interior design by fashion designerPierre Cardin. Official on-sale date was March 1, 1972. The design had multi-colored pleated stripes in red, plum, white, and silver on a black background. Six multi-colored stripes, in a nylon fabric with a stain-resistant silicone finish, ran from the front seats, up the doors, onto the headliner, and down to the rear seats. Chatham Mills produced the fabric for the seat faces. Cardin's crest appeared on the front fenders. MSRP of the option was $84.95 ($479 in 2015 dollars[60]). A 2007 magazine article described the design as the 'most daring and outlandish” of its kind.[61]
1972 Cardin interior
Headliner with Cardin stripes
1973 Cardin version
1973[edit]
The 1973 Javelin had several updates, most noticeably in the design of the taillights and grille, although the AMX grille remained the same. While all other AMC models had bumpers with telescopic shock absorbers, the Javelin and AMX were fitted with a non-telescopic design that had two rigid rubber guards.[62] These allowed the cars to withstand a 5-mile-per-hour (8 km/h) front and 2.5-mile-per-hour (4 km/h) rear impacts without damage to the engine, lights, and safety equipment. The doors were also made stronger to comply with new U.S. National Highway Traffic Safety Administration (NHTSA) safety standards that they withstand 2,500 pounds (1,134 kg) of impact for the first 6 inches (152 mm) of crush.[63] The 'twin-cove' indentations were eliminated from the Javelin's roof and a full vinyl top was made available. The 1970-72 'Turtle Back' front seats were replaced by a slimmer, lighter, and more comfortable design that provided more leg room for rear seat passengers.
All engines incorporated new emissions controls. The 1973 401 cu in (6.6 L) V8 was rated at net 255 hp (190 kW; 259 PS) and achieved 0 to 60 mph acceleration in 7.7 seconds with a top speed of 115.53 mph (185.93 km/h), despite the Javelin's four-place size and weight.[64] Performance figures conducted by Road Test magazine of a 1973 Javelin SST with the 401 cu in (6.6 L) 4-barrel V8 engine and 4-speed manual transmission resulted in 'respectable' quarter-mile (402 m) dragstrip runs of 15.5 seconds at 91 mph (146 km/h).[65]
American Motors continued its comprehensive 'Buyer Protection' extended warranty on all 1973 models that now covered food and lodging expenses of up to $150 should a car require overnight repairs when the owner is more than 100 miles (161 km) away from home. The automaker promoted improved product quality with an advertising campaign that said 'we back them better because we build them better'.[66] Profits for the year achieved a record high.[67]
Javelin production for the 1973 model year totaled 30,902 units, including 5,707 AMX units.[65]
Trans Am Victory edition[edit]
Javelins driven in the Trans-Am captured the racing title for American Motors in both the 1971 and 1972 seasons.[68] The back-to-back SCCA championships with specially prepared race cars was celebrated by AMC by offering a limited run of 'Trans Am Victory' edition 1973 Javelins.[69] The package was available on cars built from October to December 15, 1972, on any Javelin SST, except with the Cardin interior.[70] A single magazine advertisement, featuring the winning race drivers George Follmer and Roy Woods, promoted the special package.[71]
These cars came packaged with an additional cost optional visibility group, light group, insulation group, protection group, and sports-style steering wheel, but also received at no additional cost (but valued at $167.45) three other features—large 'Javelin Winner Trans Am Championship 1971-1972 SCCA' fender decals on the lower portion behind the front wheel openings, 8-slot rally styled steel wheels with E70X14 Polyglass raised while letter tires and a 'Space-Saver' spare tire.[70] The Trans Am Victory cars were also typically pre-built even more 'heavily optioned than regular production Javelins.'[72] American Motors designed a quick identification system of its models by an information-rich Vehicle Identification Number (VIN) system.[73] However, because this was only a limited promotional 'value added' marketing campaign, except as noted on the original window sticker, there is no VIN or door tag code to distinguish an authentic Trans Am-Victory edition car.[74]
Redesigned grille of the Javelin SST
401 CID V8 with ram air
Javelin AMX rear end
1974[edit]
By 1974, the automobile marketplace had changed. Mid-year, Chrysler abandoned the pony car market. Whereas Ford replaced its original Mustang with a smaller four-cylinder version, and other pony car manufacturers also downsized engines, the Javelin's big engine option continued until the production of the model ended in October/November 1974 amidst the Arab oil embargo and overall declining interest in high-performance vehicles.
The 1974 AMX did not do as well in the marketplace when compared to the new Camaro, Firebird, and the downsized Mustang II - all of which saw increased sales. Javelin production meanwhile reached a second-generation high of 27,696 units. Out of that total number, a total of 4,980 Javelin-AMX models were produced for the final model year.
A new seatbelt interlock system prevented the car from being started if the driver and a front passenger were unbuckled. The functional cowl-induction fiberglass hood was no longer available for 1974, and the output of the 401 cu in (6.6 L) V8 dropped by 20 hp (15 kW; 20 PS).[75] Some late-production cars came with hoods made from steel.[75]
Several factors led to the demise of the Javelin model, not least of which was the economic climate of the time. While the 1974 model was exempt from stricter 1974 bumper standards, [76] AMC estimated it would take $12 million in engineering and design work to revise the bumpers to meet the 1975 standards.[77]
American Motors also introduced the all-new 1974 Matador coupe, described by Popular Mechanics as 'smooth and slippery and actually competes with the Javelin for 'boss' muscle-car styling'.[78] The automaker also needed a manufacturing line to build its all-new AMC Pacer.[79] Nevertheless, more cars were built during the final year of Javelin production than the prior second-generation years, with 27,696 units built, of which 4,980 (about 15 percent) were Javelin AMX models.[80]
1974 AMC Javelin front
1974 AMC Javelin rear
1974 AMC Javelin
1974 Javelin AMX
Racing[edit]
Racing AMC Javelin versions competed successfully in the Trans-Am Series with the Penske Racing/Mark Donohue team, as well as with the Roy Woods ARA team sponsored by American Motors Dealers.[81] The Javelin won the Trans-Am title in 1971, 1972, and 1976. Drivers included George Follmer and Mark Donohue.
One Javelin race car had the distinction of having different sponsors and being piloted by Mark Donohue, Vic Elford, George Follmer, Peter Revson, and Roy Woods.[82] This Javelin actually began life as a 1970 model, but was updated to 1971 sheetmetal.[82] The race car is now restored to its 1972 livery and is driven at Vintage Trans-Am events.[82]
Jim Richards raced a Javelin AMX in the Touring Car Masters in Australia, coming second in the overall 2012 series.[83]
Trans-Am Sunoco AMX and 1970 Javelin
Jim Richards AMX at the Adelaide Parklands Circuit.
James Landis 72 Javelin Dirt track race car
Police[edit]
In an effort to find a more suitable and lower priced alternative to the traditional large-sized police cruisers, the Alabama Department of Public Safety (ADPS) first took a basic 304 cu in (5.0 L) V8 as a test vehicle, found its power lacking, then sampled a vinyl roofed AMX with a 401 cu in (6.6 L) engine from the local dealer, Reinhart AMC in Montgomery.[2]
Javelins equipped with the 401 cu in (6.6 L) engine proved their performance and beginning in 1971, the Alabama Highway Patrol used them for pursuit and high-speed response calls.[84] The bid price was $3,047 for the 1971 police cruisers, and $3,242 for the 1972 model year versions.[85]
The 132 Javelins purchased during 1971 and 1972 were the first pony cars to be used as a normal highway patrol police car by any U.S. police organization.[86]
The last of ADPS Javelins was retired in 1979. One of the original cars is now part of the Museum at ADPS Headquarters.[87]
International markets[edit]
Australia[edit]
Right hand drive 1968 Javelin made in Australia
Australian Motor Industries (AMI) assembled right hand drive versions of both the first- and second-generation Javelin models in Victoria, Australia from CKD kits.[88] The right hand drive dash, interior and soft trim, as well as other components were locally manufactured. The cars were marketed under the historic Rambler name. The AMI Rambler Javelins were the only American 'muscle cars' of that era to be sold new in Australia.[89] The Australian Javelins came with top trim and features that included the 343 cu in (5.6 L) 280 bhp (210 kW) V8 engine, three-speed 'Shift Command' automatic transmission, and 'Twin Grip' limited-slip rear differential.[89] They were more expensive, had more power, and provided more luxury than the contemporary Holden Monaro.[90] From 1964 Rambler sales for New South Wales were managed by Sydney company Grenville Motors Pty Ltd, which were also the State distributor of Rover and Land Rover. A network of Sydney and country NSW dealers were controlled by Grenville which was in direct communication with AMI.[91][92]
Germany[edit]
Javelins were built in Europe, primarily because they had the largest and most usable rear seat of the American pony cars. The German coach builder, Wilhelm Karmann GmbH assembled 280 complete knock down (CKD) Javelins between 1968 and 1970 that were marketed in Europe.[88] This was a significant business relationship because the Javelin was a completely American-designed car that was made in Germany. Karmann’s 'Javelin 79-K' could be ordered with the 232 cu in (3.8 L) six, the 290 cu in (4.8 L) 2-barrel or 343 cu in (5.6 L) 4-barrel V8 engines. About 90% of the parts and components came in crates from the United States.[93] At Karmann’s facility in Rheine the cars were assembled, painted, and test-driven prior to shipment to customers.[94] A choice of 6 colours were available, exclusive to Europe: White, Cherry Red, Bahama Yellow, Pacific Blue, Bristol Grey, and Irish Green.
Mexico[edit]
Vehículos Automotores Mexicanos (VAM) assembled Javelins in Mexico under license and partial ownership (40% equity share) by AMC from 1968 through 1973. The VAM versions were equipped with different, locally made components, trim and interiors than the equivalent AMC-made models.[95] The Mexican built Javelins came in only one version and had more standard equipment compared to U.S. and Canadian models. The Javelin was the first VAM model not to carry the Rambler name for Mexico, AMC's case being the Marlin and Ambassador models in 1966.
1968[edit]
The Javelin wasn't introduced in Mexico by VAM until April 1, 1968, making the model a '1968 and half' similar to the February 1968 debut of the two-seat AMX. The Javelin represented a third line within VAM's product mix for the first time and the first regular production high-end sports-oriented model. It would eventually become the only AMC muscle car to be available in Mexico. Other AMC muscle cars were equivalents built by VAM or as special editions, such as the 1979 American 06/S taking the place of the 1971 Hornet SC/360, the 1972 Classic Brougham hardtop taking the place of the 1970 Rebel Machine and 1971 Matador Machine plus the 1969 Shelby Rambler Go Pack the place of the 1969 Hurst SC/Rambler. The Javelin introduced many firsts for VAM, such as a standard four-speed manual transmission and the option for the first time in a regular production model of a three-speed automatic transmission. These were the only transmissions available on the Javelin and only with floor-mounted shifters, just as on the two-seater AMX. Cars with the automatic included a center console with locking compartment, as well as power drum brakes at no extra cost.
The 1968 VAM Javelin featured the 155 hp (116 kW; 157 PS), 8.5:1 compression ratio 232 cu in (3.8 L) six-cylinder engine with two-barrel Carter WCD carburetor, a 3.54:1 rear differential gear ratio, 12-inch heavy duty clutch, manual four-wheel drum brakes, quick-ratio manual steering, electric wipers, electric washers, 8,000 RPM tachometer, 200 km/h speedometer, AM radio, cigarette lighter, front ashtray, locking glove box, courtesy lights, day-night rearview mirror, padded sun visors, two-point front seatbelts, low-back reclining bucket seats, rear ashtray, dual C-pillar-mounted dome lights, dual coat hooks, sports steering wheel, driver's side remote mirror, side armrests, vinyl door panels with woodgrain accents, bright moldings on top of the doors and rocker panels plus hood and fender extension edges, wheel covers, 7.35x14 tires, protective side moldings, and front fender-mounted Javelin emblems.
The standard trim and features make the VAM Javelin equivalent to the U.S. and Canadian AMC Javelin SST. Factory options included power drum brakes with manual transmission, power steering, heater, passenger's side remote mirror, remote controlled driver's side mirror, custom sport wheels and rear bumper guards. Dealer installed options included side decals, light group, map pouches, vinyl roof, locking gas cap, license plate frames, mud flaps, AM/FM radio, front disk brakes, heavy duty adjustable shocks, trunk lid rack, and many others.
A unique dealer-installed option also VAM's own 'Go Pack'. This consisted of manual front disk brakes, heavy duty suspension with front sway bar plus rear torsion and traction bars, aluminum four-barrel intake manifold with four-barrel Carter carburetor, headers with equal-length tubes and dual final outlets, dual exhausts, ported head with larger valves and heavy duty springs, 302 degree camshaft, Hurst linkage for the manual transmission, 'Rallye Pak' auxiliary gauges on dashboard (different from AMC's original units), exclusive steering wheel, exclusive dual remote mirrors, and exclusive turbine wheels. The performance upgrades of the Go Pack represented a 40% increase of engine output making the VAM Javelin far more competitive against its V8 rivals from Ford de México, General Motors de México, and Automex (Chrysler de México).
Despite the lack of a V8 engine, the VAM Javelin was a success in both sales and among public opinion.
1969[edit]
The 1969 VAM Javelin obtained the previously optional heater as standard equipment, the foot pedals received bright trim and the accelerator was changed into a firewall-mounted unit, a support pull strap was applied on the passenger's side dashboard above the glove box, the center cover with the radio speaker grid changed into a woodgrain unit. A unique aspect of the 1969 Javelin is that it kept the same gauge configuration as the 1968 models in contrast to AMC's modifications to the Javelin (and AMX) instrument panel for 1969 with a larger 8,000 RPM tach on the right pod, leaving the smaller left pod exclusive for the clock. The VAM Javelins exterior now had bright trim package with new moldings starting at the corners of the tail lights running on the sides all the way to lower rear corner of the side glass and drip rails plus all around the rear glass and top edge of the C-pillars. The new Javelins looked more luxurious, even though a factory vinyl roof was not available. The front fender emblems were relocated to the base of each C-pillar and were accompanied by red-white-blue bulls eye emblems. A third Javelin emblem was applied near the lower right corner of the grille. The 1969 model year was also VAM's first self-engineered engine, the 170 hp (127 kW; 172 PS), 9.5:1 compression ratio 252 cu in (4.1 L) six-cylinder engine with a two-barrel Carter WCD carburetor and a new VAM-engineered 266 degree camshaft. In both standard and Go Pack versions.
1970[edit]
The VAM Javelin saw considerable aesthetic changes with only minor technical ones. The VAM models included the same novelties as its AMC counterpart, such as new headlight bezels and grille, smooth front fender extensions and bumpers without divisions, larger tail lights without wraparound portions and a single central back-up light, larger side marker lights with both light and reflector sections in both amber and red, and new wheel cover designs resembling Magnum 500 wheels. The discontinuation of the central rear reflector in favor of the back-up light resulted in the addition of a fourth Javelin emblem placed on the right corner of the trunk lid. Two hood designs were available, the one with the Ram Air-type scoops at the front center, and a smoother one with the two rectangular stripped bulges. Despite this, no Ram Air system was ever offered for the car, at least at a factory level. In the interior, a new collapsible steering column with built-in ignition switch and anti-theft lock plus a new simulated two-arm three-spoke sports steering wheel with a central bulls eye emblem were present. A secondary anti-theft mechanism was present in the form of the floor-mounted shifters being linked to the ignition switch regardless of the transmission type. AMC's new dashboard design included full woodgrain surfaces, complete with a new center console and shifter design for the automatic transmission. However, all three gauges were still the same as in the previous two years. New door panels were also included.
The 1970 VAM Javelins received a new front suspension design with dual control arms and ball joints. Units with four-speed manual transmissions incorporated a Hurst linkage as factory-installed equipment, which was previously available only with the optional Go Pack package and separately in certain dealerships. A mid-year change replaced the imported Borg-Warner T10 manual transmission in favor of the Querétaro-produced TREMEC 170-F four-speed model to comply with the percentages of both local and imported equipment mandated by law.[96]
1971[edit]
The year of 1971 was vital to VAM as it represented a complete turn around for the company. The new Camioneta Rambler American based on the Hornet Sportabout was introduced, the Rambler Classic obtained all characteristics of AMC's new Matador, and the Javelin was restyled as a new generation. On the outside, the car was exactly the same as its AMC counterpart with the only exception of the wheels and the lack of factory stripes and decals. A unique characteristic of the second generation VAM Javelin was round porthole opera windows mounted on the C-pillars installed by some VAM dealerships either with or without vinyl roofs.
The standard engine was the new 200 hp (149 kW; 203 PS), 9.5:1 compression ratio 282 cu in (4.6 L) six-cylinder engine with Carter ABD two-barrel carburetor. It was VAM's second self-engineered engine, taking the Javelin up to performance levels of its V8 competition. The Go Pack version of this engine took the car to its zenith in terms of performance. The new engine was announced by two '4.6' emblems on both front fenders. The only other technical difference of the new version was a 3.07:1 rear differential gear ratio for units equipped with automatic transmission. The interior saw more changes starting with all-new non-reclining high-back bucket seats with built-in 'J' emblems on the seat backs as well as on the center of the rear seat back. The dashboard was restricted to the unit with woodgrain overlays only; the instrument cluster was once again completely different from the AMC Javelins. The right pod housed a clock and tachometer hybrid with the same design and appearance as the US Rallye Pak units, except that it was tuned for six cylinder engines. The center pod had a 240 km/h speedometer, a range that put it on par as an equivalent to AMC's 140 MHP unit of the Rallye Pak; but the colors, graphics, and typography of the dial were the same as the standard gauges. This created a high contrast between the speedometer and the clock/tack hybrid. On the left pod were the fuel and water temperature gauges with no oil pressure and ammeter gauges present. Like the AMC Javelins, the car now held a single dome light at the center of the headliner and a new brake pedal design for units with automatic transmission.
1972[edit]
All the quality and engineering upgrades and revisions seen on AMC cars for 1972 were also present in Mexico. The 1972 VAM Javelin saw considerable improvements in terms of both performance and sportiness. Heavy duty springs and shocks along with front sway bar were passed on to the standard equipment list, as also were power front disk brakes and power steering, all regardless of transmission. Units equipped with the four-speed manual transmission changed to a rear differential gear ratio of 3.31:1 and included a center console with locking compartment as standard equipment. The 'Shift-Command' Borg-Warner automatic transmissions were replaced by the new 'Torque Command' Chrysler-built A998 TorqueFlite. The chromed grille applied on the tail light lenses and the new rectangular grid front grille of the AMC Javelins arrived for the VAM models. The exterior included for the first time factory stripe designs. The interior saw new seat patterns and a new three-spoke sports steering wheel with an 'American Motors' legend on the transparent plastic cap of the horn button. A new steering column design with a built-in safety lever to engage the steering lock came and the mechanism blocking the shifters to ignition switch departed.
1973[edit]
For the 1973 model year, the VAM Javelin received cosmetic changes. The car incorporated the new smaller rectangular grille design with integrated rectangular parking lights and mesh grille, open air vents under the front of the fenders for cooling the brakes, the 'TV screen' tail light design with a larger central bulls eye emblem between them and new original seat patterns. Mechanically, the car was the same as in the year before with the only exception of a new engine head design with larger valves and independent rockers without flute-type shaft. Except for the lack of intake porting, these heads were same units used in the Go Pack engines. These were the most powerful VAM Javelins ever made in stock condition. Similarly to the Mexican originals, the second-generation Javelins were not available with cowl induction hoods as the AMC Javelins in any form. Sales of this year went down from the previous seasons and the beginning of engine emission certification scheduled by the Mexican government the following year would take toll on all high-compression gasoline engines produced in the country. This started to threaten not just the Javelin, but all performance cars produced in Mexico. All this plus the need to open a space to introduce the Gremlin line and the company's perception that new Matador coupe model could take the position as the image builder and enthusiast generator of the marque prompted VAM to discontinue the Javelin at the end of the 1973 model year production, one year before AMC's production of the Javelin ended in the U.S.[96]
Venezuela[edit]
Constructora Venezolana de Vehículos C.A. was a subsidiary of AMC.[97][98] The firm assembled AMC Javelins from 1968 to 1974 in its Caracas, Venezuela facility.
The Venezuelan 1968 Javelin was equipped with the 290 cu in (4.8 L) V8 engine. In 1969, it came with the 343 cu in (5.6 L) with automatic or four-speed manual transmission. 1970 saw the Javelin with 360 cu in (5.9 L) automatic or four-speed manual, while the optional 390 cu in (6.4 L) was only available with the four-speed transmission.[citation needed]
For the 1972-1974 (second-generation) Javelins, the only powertrain available for the Venezuelan market was AMC's 360 cu in (5.9 L) with 4-barrel carburetor coupled to the Chrysler automatic transmission.[99]
These were the fastest production cars in Venezuela, and were also used for drag racing and road racing in local racetracks.[citation needed]
Philippines[edit]
While the Philippines was almost exclusively an American car market until 1941, the post WWII years saw an influx of European cars enter the market. Despite a saturation of international brands, American Motors Corporation managed to establish a presence and the Rambler Classic and Rambler American were locally assembled in the Philippines by Luzon Machineries Inc. in Manila. Luzon Machineries later assembled the 1968-1970 AMC Javelin. The Javelin was one of only two “pony cars” to ever be available in the Philippines, the other being the Chevrolet Camaro. The Philippine-assembled Javelin came with AMC’s 258 cu in 6 cylinder engine only. In 1970 Luzon Machineries began to cease passenger vehicle manufacturing and for 1970 only a dozen Javelins were produced.[100]
United Kingdom[edit]
American Motors exported factory right-hand-drive vehicles to the United Kingdom which were built at the Brampton plant in Ontario, Canada. These were marketed in the U.K by Rambler Motors (A.M.C.) Ltd in Chiswick, West London.[101] The Chiswick plant had previously assembled Hudson, Essex, and Terraplane vehicles since 1926 and had become a subsidiary of AMC in 1961.
For 1968, the U.K market Javelin was available only in left-hand-drive.[102] From 1969 U.K-market Javelins were exported in factory right-hand-drive.[103][104]
Legacy and collectibility[edit]
The Javelin is among the 'highly prized' models among AMC fans.[105]
The Chicago Sun-Times auto editor Dan Jedlicka wrote that the Javelin, which he describes as 'beautifully sculpted' and 'one of the best-looking cars of the 1960s', is 'finally gaining the respect of collectors, along with higher prices.'[106] The first generation Javelin has also been described as a 'fun and affordable American classic with a rich racing pedigree and style that will always stand out from the omnipresent packs of Ford, General Motors, and Chrysler pony cars.'[12]
The AMC Javelin does not command the high prices of some other muscle cars and pony cars, but offers the same kind of style and spirit for collectors.[107] However, in its day the car sold in respectable numbers, regularly outselling both the Plymouth Barracuda and Dodge Challenger that are popular with collectors today.
The Antique Automobile Club of America (AACA) divides the 'muscle' AMC Javelins into two categories: Class 36-e for 1968-69 Javelin base and SST models equipped from the factory with 343 cu in (5.6 L) 4-barrel or larger V8 engines; and Class 36-j for 1970-74 Javelin, SST, and AMX models equipped from the factory with 360 cu in (5.9 L) four-barrel or larger V8 engines.[1] Javelins built with smaller engines compete in the regular AMC classes according to their respective decade of production.
What Is File Manager Gold
According to estimates from the 2006 Collector Car Price Guide some of the desirable extras include the V8 engines, particularly the 390 and 401 versions, as well as the 'Go' package, and special models including the 'Big Bad' color versions.[19] The 1971 through 1974 AMX versions also command higher prices, according to several collector price guides. The 1973 Trans Am Victory edition also adds a premium in several classic car appraisal listings, but the distinguishing decal was readily available and it has been added to many Javelins over the years.[70][74]
The book Keith Martin's Guide to Car Collecting describes the cars as providing 'style, power, nostalgia, and fun by venturing off the beaten path ... these overlooked cars offer great value' and includes the 1971-1974 Javelins as one of 'nine muscle car sleepers.'[108]
Some owners[vague] use the second-generation Javelins to build hot rods.[context?]
There are many active AMC automobile clubs, including for owners interested in racing in vintage events. The Javelin shared numerous mechanical, body, and trim parts with other AMC models, and there are vendors specializing in new old stock (NOS) as well as reproduction components.
1969 'Mod' Javelin with AMX grille
1970 Javelin in England
1973 Javelin AMX with 401 V8
Custom supercharged AMC V8
Notes[edit]
- ^ abOfficial Judging Guidelines(PDF). Antique Automobile Club of America. 2010. pp. 31, 36, and 38. Archived from the original(PDF) on 2 January 2011. Retrieved 16 February 2013.
- ^ abNewhardt, David; Harholdt, Peter; Yates, Brock (2009). Art of the Muscle Car. MBI Publishing. p. 85. ISBN978-0-7603-3591-8. Retrieved 8 August 2011.
Alabama State Police officials felt that if they couldn't beat 'em under the rules, then they would change the rules.
- ^Mueller, Mike (1997). Motor City Muscle: The High-Powered History of the American Muscle Car. MBI Publishing. p. 101. ISBN978-0-7603-0196-8. Retrieved 31 January 2011.
- ^Mueller, page 99.
- ^ abLangworth, Richard M. (1991). 'AMC Javelin'. In Consumer Guide (ed.). Collectible Cars. Crescent Books. p. 12. ISBN978-0-517-03594-8.
- ^Lyons, Dan (2006). Cars of the Sensational '60s. Krause Publications. p. 125. ISBN978-0-89689-388-7.
- ^Auto Editors of Consumer Guide (26 November 2007). '1968-1969 AMC Javelin Specifications'. howstuffworks. Retrieved 6 October 2015.
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References[edit]
- Conde, John A. (1987). The American Motors Family Album. American Motors Corporation. OCLC3185581.
- Foster, Patrick (2004). AMC Cars: 1954-1987, An Illustrated History. Motorbooks International. ISBN978-1-58388-112-5.
- Foster, Patrick (1993). The Last Independent. Motorbooks International. ISBN978-0-87341-240-7.
- Gunnell, John, ed. (1987). The Standard Catalog of American Cars 1946-1975. Krause Publications. ISBN978-0-87341-096-0.
- Hadsall, Guy (1999). Foster, Patrick R. (ed.). Mister Javelin: Guy Hadsall Jr. at American Motors. SHS Press. ISBN978-0-9668943-0-1.
- Mitchell, Larry (1994). AMC Buyers Guide. Motorbooks International. ISBN978-0-87938-891-1.
External links[edit]
Tomb Raider Level Manager Gold
Wikimedia Commons has media related to AMC Javelin. |
- AMC Rambler Club — Club for 1954 – 1988 AMCs.
- American Motors Owners — Club for 1958 – 1987 AMCs.
- AMC Police Car Registry — Club for all AMC emergency vehicles.
- AMC Javelin at the Internet Movie Cars Database
American Motors Corporation (AMC) road car timeline, United States market, 1954–1987 Eagle » | |||||||||||||||||||||||||||||||||||
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Type | 1950s | 1960s | 1970s | 1980s | |||||||||||||||||||||||||||||||
4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | ||
Subcompact car | Metropolitan | LeCar | Encore | ||||||||||||||||||||||||||||||||
Gremlin | Spirit | ||||||||||||||||||||||||||||||||||
Compact car | Rambler | Rambler American | Hornet | Concord | |||||||||||||||||||||||||||||||
Jet | Pacer | Alliance | |||||||||||||||||||||||||||||||||
Mid-size car | Six & V8 | Six | Classic | Rebel | Matador | 18i/Sportwagon | Medallion | ||||||||||||||||||||||||||||
Rebel | Marlin | Matador Coupe | |||||||||||||||||||||||||||||||||
Full-size car | Nash Ambassador | Ambassador | |||||||||||||||||||||||||||||||||
Hudson Hornet | |||||||||||||||||||||||||||||||||||
Hudson Wasp | |||||||||||||||||||||||||||||||||||
Sports car/Roadster | N-H | AMX | AMX | Fuego | GTA | ||||||||||||||||||||||||||||||
Italia | Javelin | ||||||||||||||||||||||||||||||||||
Crossover utility v. | Eagle | ||||||||||||||||||||||||||||||||||
SUV | see early timeline of Jeep models | see late timeline of Jeep models | |||||||||||||||||||||||||||||||||
Military vehicles | Mighty Mite | AM General | |||||||||||||||||||||||||||||||||
Vehicles sold under Renault marque in gold background |
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