These cars don't exist.....So stop looking for them!!

The "Not collectible,Just Weird" post spawned some crazy inquirys. Some of the stuff I've touched on before, and some I haven't but I think it's worth discussing. # 1. 4 door or wagon '64 442 models. 1964 sales literature and GM dealer order books state that the 442 package could be ordered on any Cutlass or F85 model, including four door sedans and wagons. However-The only 442s I have ever seen have been 2 door post coupe or 2 dr hardtop models. I have never seen a 442 sedan or wagon, no publication like Musclecar Review or Hemming's Muscle Machines has ever found one, or a window sticker or a build sheet for one, and no current or former GM or Olds engineer or executive has ever verified one. In 1964 the 442 package stood for 4 barrel carb, 4-speed trans, and dual exhaust. 4-4-2. Get it? Except the only engine was a 330 inch V8-per GM mandate-no intermediate could have a standard engine over 330 inches. Pontiac slipped the GTO by with a "Big Car" 389 V8 by making it an OPTION. Chevrolet, Olds and Buick howled to the high heavens- and demanded the project be killed as a 389 GTO would easily smoke a 327 Chevelle or 330 Cutlass.-and a 396 or 409 Impala. Pontiac had hoped to sell 10,000 GTOs. They sold 32,450 in 1964 and 75,600 in 1965. GM never argued with success and said the GTO was here to stay. In 1965 to level the playing field Olds dropped their big car 400 V8 into the 442 and made it a separate model. Since an automatic trans was offered as well as the 4-speed-they said the numerals now stood for 400 cubic inches, 4-barrel carb, and dual exhaust. Chevrolet sold 200 or so 396 Chevelles in 1965. In 1966 with a dealer network twice the size of Pontiac's Chevrolet could only sell 77,000 SS396 Chevelles, while Pontiac sold a record 96,000 GTOs. Anyhow-there was never a 4 door or station wagon 442. # 2. 1971 Challenger T/A / 'Cuda AAR. In 1970 these models had a 340 V8 with 3 2bbls- a "Six Pack" package just like the 440s. The also had custom scooped hoods and graphics, dual exhaust that exited in front of the rear wheels, and mis-matched tires-E60-15s in the front and G60-15s in the rear gave the cars a mean rake. The option is listed in early 1971 sales literature and their is even a picture of a Challenger T/A in an ad in Motor Trend magazine. However that car is a 1970 model with a '71 grille airbrushed in. The package was killed by the brass and there were no 1971 models built. The 1971 R/T stripes looked a lot like the '70 T/A stripes, and Edelbrock still sells the manifolds and Holley still sells the carbs, so people have built clones-but there was never a Factory built '71 T/A Challenger or AAR 'Cuda model. # 3. 1972-74 Plymouth GTX. From 1967-70 The GTX was a separate, premium model although it was based on the Belvedere / Satellite / Road Runner platform. The standard engine in a GTX was always a 440 4bbl with either a Torqueflite or a 4-speed. The 426 Hemi and later the 440 Six-Pack were options. The standard powertrain in the Road Runner was a 383 with a 3-speed stick, with a 4-speed or Torqueflite optional, as well as the other engines. The GTX also had upgraded interiors and front disc brakes and special graphics. However-in 1971-to combat rising insurance rates on musclecars although the 383 was still the standard engine in a Road Runner-you could opt for a 340 small-block if you wanted. In 1971 the GTX package became an option on the Road Runner. You still got a 440 V8 and other things-but not many were sold. In 1972 the Standard engine on the Road Runner became a 400-( a bored-out 383 ). with the 340 and 440 4bbl optional. The 440 Six-Pack was listed in very early sales literature rated at 9:1 compression and 330 hp-down substantially from the 10.3:1 385 hp 1971 model. However prototypes had trouble passing the stiffer 1972 emissions standards and the option was scrapped. Rumors persist that "a few"-less than 10 "slipped out". However I have never seen one, nor I have ever seen a window sticker or a build sheet for one in any magazine or Hemmings. The GTX package is listed in early 1972 sales literature as well as '73 and '74-but again- I have never seen a '72 or later GTX anywhere or featured in a magazine or a window sticker or a build sheet for one. And further- how the mighty had fallen-the standard engine in '73 and '74 Road Runners was a 318 with a 2bbl. The 340, 360,400 and 440 engines were options. # 4. 1973-74 Non-Firebird Super Duty Pontiacs. In very early 1973 sales literature the SD-455 was rated at 310 hp and was listed as optional in the Firebird Formula and Trans-Am, as well as the GTO, Gran Prix and Grand Am. High Performance Cars even voted the 1973 GTO their "Car of the Year." This engine had special round-port heads that had even bigger intake ports than the vaunted RAIV / 455HO heads. It also a special iron intake manifold, forged pistons, forged rods with 7/16 bolts ( instead of cast with 3/8 bolts ) However-early prototypes had trouble with connecting rod failure that took months to sort out with the supplier. Then they had trouble passing emissions with the long-duration, high lift, ( 308 / 320 duration, .470 lift ) Ram Air IV cam. This was swapped for the milder 301 / 313 duration .414 lift RAIII cam and horsepower was down-rated from 310 to 290. Then they had trouble with EGR valve function. Only the tireless efforts of Herb Adams kept the project from being scrapped. Finally the engine was EPA certified in the Firebird line only. Only 295 were built-252 in Trans-Ams and another 43 in Formulas. Oddly-instead of the Formulas trademark double-scooped hood-all SD-455 Formulas had a flat hood with a Trans-Am style "Shaker" hood scoop. Another 943 were sold in 1974-all in Trans-Ams. The L75 250 hp 455 was standard in the Trans-Am and optional in the Formula Firebird, LeMans, GTO, Grand Am, and Gran Prix models. So your 73-74 455 GP, Grand Am or LeMans / GTO may be a tire fryer-but it's NOT a Super Duty. # 5. 1977-79 5 speed Pontiac Trans-Am. After the phenomenal success of "Smokey and the Bandit" the Trans-Am was THE hot car to have in the late '70's. Dennis and Kyle Mecham of Mecham Pontiac in Glendale. Arizona made a ton of money and the buff magazines raved about their Hot-Rodded "Macho T/A's". In addition to adding Hooker Headers and real dual exhausts, opening up the hood scoop and re-jetting the carb and re-curving the distributors, the Mecham brothers offered cool dealer installed options like Recaro seats, Koni shocks,aftermarket wheels and tires,TransGo shift kits for automatics, Hurst Competition Plus shifters for 4-speeds-and if you wanted a Doug Nash 5-speed instead of the 4-speed. Former Pontiac engineer and "Father of the Trans-Am" Herb Adams formed a company called VSE and built "Fire-Ams"-Trans-Ams with 180 degree headers, Holley Street Dominator intakes, milled heads,upgraded suspensions, fatter tires, and yes-if the customer wanted-a Doug Nash 5-speed. They got away with this by the Mechams and Adams buying stock T/A's, modifying them, and then selling them to dealers as used cars, who re-sold them as used cars. But the 5-speed stick was never a factory option. At least not until 1983 when the T5 was put behind 305 Chevys in the 3rd gen models. Hope that puts some of these myths to rest. Mastermind