For the last time these cars don't exist!!!

I have gotten many emails from people claiming to to have owned or knowing someone who has owned some "Moon Rock" car, yet they can't produce a window sticker or a build sheet, they can't produce even a photocopy of a title, or a registration or pictures of the car in question. Like Micheal Corleone at the end of the "Godfather" today I am handling all family business. I am de-bunking these falsehoods for everyone. # 1. There were never two "mystery" 426 Hemi prototype engines stolen from Chrysler Corporation in 1964. This was even done in the "Speed Racer" cartoon series- the "GRX" engine that the villians unerathed from the cemetary that went so fast only drivers on drugs could drive the car that housed it. If it happened-the person who stole it-would have to have been a high-ranking Chrysler employee-and why would he risk his job and career and jail time stealing a prototype? And who could he sell it to? GM or Ford? The Japanese? How could he race it? If something broke, where could he get parts for this one-off, prototype engine that wasn't yet approved for production? This is a myth that morons everywhere perpetuate.  # 2. There were no 1970 LS6 Corvettes ever built. Originally the mighty 450 hp LS6 454 was slated to be an option not only in the SS Chevelle, but in the Camaro and Nova as well. Camaros and Novas had an SS396 option, so the 454 would have been a bolt-in. Zora-Arkus Duntov-Chief Corvette engineer-fully expected the more radical LS7 -basically a 454 inch L88-with 12.25:1 compression, a .580 lift solid-lifter cam, an aluminum manifold and an 850 cfm Holley as standard equipment-to make production as the 'Vette's top engine option. That's why the 11:1, milder cammed,780 cfm vacuum-secondary carbed LS6 wasn't on the option list. The standard "big-block" in the 1970 'Vette was a 360 hp hydraulic-cammed, iron intaked, Q-Jet equipped "station wagon" LS5 454.  At the last minute the GM brass killed the LS7 as a production option-it was sold to racers as a crate motor for years-and limited 1970 LS6 production to the Chevelle / EL Camino line.  1100 or so 9:1 compression 425 hp 1971 LS6 Corvettes were built, but there was NEVER a 1970 version, and no GM engineer has ever verified one, and no magazine has ever produced a build sheet or a window sticker for one. # 3. There was never a GTO station wagon. In 1971-72 you could order the "Endura" front end and scooped hood on any LeMans model including wagons. You could also pay extra and get Rally II or Honeycomb wheels that were offered in the Firebird / GTO line instead of hubcaps, and the 400 and 455 V8s were optional. However the 455HO which had 4-bolt mains,forged pistons, and RAIV heads and intake paired with the "068" cam-and was the standard engine in the Trans-Am and the Judge-and optional on "regular" GTOs, 1971 Tempest T37s, 1972 LeMans GT models, and Formula Firebirds was NOT available in a LeMans Wagon. Again-no one has ever produced a build sheet or window sticker for a GTO wagon, and no ex-Pontiac employee has ever verified one. If you see some clown who claims to have one, it's a LeMans Sport wagon that someone slapped GTO emblems on. # 4. There was no 440 / Six-Pak option for 1972 Chargers and Road Runners. 1971 models had 10.3:1 compression and were rated at 385 hp. The option was listed in very early 1972 sales literature with 9:1 compression and rated at 330 hp; however they had trouble passing the stiffer 1972 emissions standards and the option was scrapped, leaving the 280 net hp 440 4bbl as the top engine option. Some people claim that "10 or 12" '72 440 Six-Paks "slipped out" before the option was killed, but I have never seen one, or seen one verified by Hot Rod, Musclecar Review, Hemmings, or any other reputable publication.      # 5. There were only 295 SD-455 Pontiac engines sold to the public in 1973 and they were all in Firebirds-252 in Trans-Ams and 43 in Formulas. Again-the option was listed in early 1973 sales literature as being available in the GTO, LeMans, Grand Am and Gran Prix models as well as Firebirds.  High -Performanc Cars magazine even voted the '73 GTO as the "Car of the Year" since they drove a prototype in the summer of 1972. However-the engines had trouble passing emissions with the RAIV cam. This was swapped for the milder RAIII cam and the horsepower rating was changed from 310 to 290. Then they had trouble with the connecting rods and trouble with the EGR valve function which further delayed production. Finally in April 1973 the EPA certified the engine in the Firebird line only. That's why only 295 were built and that's why all of them have May or June production dates. The option was continued for 1974-another 943 were built-again only in T/A's and Formulas. So any moron who claims to have a 1973 SD-455 Gran Prix, Grand Am, or GTO is a liar. It's a 250 hp L75 "Station Wagon" engine. # 6. There were no 455HO Trans-Ams built after 1972. In 1975-the buff magazines and Pontiac enthusiasts everywhere howled to the high heavens when the SD-455, and the L75 455 were dropped, leaving the mighty T/A with a catalyst choked 185 hp 400 as it's only engine, and the only drivetrain options being a TH350 ( Besides having the lesser-powered engines and not needing the beef, TH400s wouldn't leave enough undercar room for the new Fedrally-Mandated Catalytic Converters.) with 2.56:1 gearing or a 4-speed with 3.08:1s. You couldn't buy a 4-speed in California. In response to the public outrage Pontiac released a mid-year "455HO" performance package that included a 4-speed and 3.23:1 gears. Of the 23,000+ T/A's sold that year only 857 had this option. However the engine was a 7.6:1 compression generic 455 that wheezed out 200 hp. It DID NOT have RAIV heads, an aluminum intake or an "068" cam that the real 455HOs of 1971-72 had. Again the buff magazines derided the car screaming about how Pontiac had desecrated a classic name. The 455 option returned for 1976 basically unchanged, but the Shaker hood scoop emblems read simply "455" instead of "455HO". Of the nearly 50,000 T/A's sold in 1976-only 7,500 had the 455. The rest were all 400s. The 455 was dropped for 1977, but then "Smokey and the Bandit" was released..... # 7. The last "Real" Hurst / Olds was built in 1975. By real I mean the last one produced on the "A" body Cutlass platform and the last one with a 455 cubic inch engine and the last one built by Hurst Performance. There were no 76-78 versions. The 1979 model was based on the downsized "G" body Cutlass, had a 350 V8 that wheezed out 180 hp, and was built entirely by Oldsmobile in Lansing, Michigan and the engineers shamelessly put "W30" emblems on this little "Smog dog" that couldn't even break out of the 16s in the 1/4!! The 1983-84 models were based on the same "G" body platform and had an even more anemic 307 inch V8 that made 145 hp. Yuk.  Hope this clears these myths up once and for all. Mastermind