Sorry guys.....These cars don't exist!!

I've had a lot of people asking me to tell them if certain cars exist or not. The reason is schysters are trying to sell them some generic musclecar as something really rare. Here's a few I've had to de-bunk lately. # 1. There are no Ram Air IV 1968 GTOs. There was the Ram Air II package which is exceptionally rare. The RAII package featured round exhaust port RAIV-style heads, and exhaust manifolds, and they had the 308 / 320 duration cam with 1.5 rockers which netted .470 lift. They also had an iron intake manifold. The RAIII package was actually milder-they used standard D-port heads, and the cam had 301 /313 duration and .414 lift, with a 4-speed. Automatics used the slightly milder 288 / 302 duration "068" cam. The RAIV package was introduced in 1969 and included forged pistons instead of cast, a high-volume oil pump, the 308 / 320 duration "041" cam with 1.65 rockers, which increased lift to .520". It also included the round-exhaust port heads, and a special aluminum high-rise intake manifold. Were they under-rated? Well let's see-the D-port, mild cammed, iron intaked RAIII was rated at 366 hp. All that extra stuff-bigger heads, bigger cam, new intake, special exhausts, etc is only worth 4 hp?? ( RAIV's were grossly under rated at 370 hp. Most put it's true output about 450-on par with the LS6 Chevelle. )  This engine was optional in GTOs and Firebirds in 1969 and 1970 only. There's some confusion because '69 models are coded L67 and '70 models are coded LS1, while the standard 350 hp 400 is coded L78, and the 366 hp RAIII is coded L74. Apparently someone was trying to sell this gentleman a 1968 with a "Prototype" RAIV. Puhleeze.  # 2. There are no 1972 LS6 SS454 Chevelles. The LS6 continued for 1971 in the Chevelle line and was also installed in about 1,200 Corvettes that year, with a lower 9.0:1 compression ratio ( down from the 11.0:1 of 1970 ) and a 425 hp gross hp rating. ( 325 net ). 1972 was the year the industry went to net hp ratings exclusively. The top engine in the SS Chevelle was the LS5 454 which was rated at 270 net hp and had oval-port heads, a hydraulic cam and an iron intake manifold and a quadrajet carb. ( LS6's had rectangular-port heads, a solid-lifter cam, an aluminum intake and a 780 Holley carb.) You could buy the LS6 as a service replacement / crate engine until 1991, so there are a lot of these engines out there. So, a guy may have a real SS454 1972 Chevelle, and it may in fact have a "real" LS6 in it-But it wasn't factory built-some hot rodder stuffed it in there later, and other than the badass / fun factor it's probably worth less than an LS5, because it's not original.  # 3. There were no 1972 Boss 351 Mustangs. The Boss 351 was a one-year-only option and only 1,806 were built in 1971. They used a solid-lifter cam,an aluminum intake, 11.3:1 compression, were rated at 330 hp,and were only available with a 4-speed and 3.91 or 4.30 gears. In 1972, there was a 351 "HO" package that had a solid-lifter cam, functional Ram Air, 8.8:1 compression and was rated at 285 hp, and was also only available with a 4-speed. This is the same engine used in early Panteras. They are extremely rare in Mustangs.  99% of 1972 4bbl  Mach 1 Mustangs have the 351CJ which has a hydraulic cam, 8.0:1 compression, and is rated at 266 hp. and was available with a stick or an automatic. This engine was also used in '72 and later Panteras, and some Torinos and Cougars. # 4. There were no 455 HO Pontiacs built after 1972. The 455 HO was arguably Pontiac's greatest street engine-it had the free-breathing RAIV heads and intake, but with the milder "068" cam it idled smooth and produced tons of low-end and mid range torque-like 500 lbs ft as low as 2,700 rpm!!  In 1975, when emissions and catalytic converters just KILLED everyone's performance- the most potent engine available in a Trans-Am was a 400 with a paltry 185 hp- down more than 100 hp, from the 290 hp SD 455 of the previous year. Enthusiasts and magazine writers howled to the heavens about the demise of the SD 455. Pontiac shamelessly put a station wagon engine in the T/A and called it the "455 HO" Performance  Package."  It had 7.6:1 compression, and wheezed out about 200 hp. Only 857 were built ( Out of 23,000 T/A's sold that year, in spite of the performance dip.)  and they all had 4-speeds and 3.23:1 gears.  But it had nothing in common with the legendary 455 HO or SD engines of 1971-74.  The magazines howled even more about this, and for 1976, It was simply called the "455 Performance pack", and the shaker scoop lettering simply said-"455". Again they were all 4-speeds and over 7,500 were sold that year-out of the 46,000 T/A's built.  # 5. There were no Olds W30 engines built after 1972. The W30 455 Olds was a monster with special heads, and aluminum intake, a thumpin' 328 degree duration cam ( with a 4-speed, automatics got a slightly milder 308 degree cam ) special exhaust manifolds, and it rip-snorted out 500 lbs ft of torque like its Pontiac cousin. However, the Pontiac ran out of breath about 5,500 rpm because of the mild cam. The badass W30 could rev to 6,200!!. Many people say it's the equal of the LS6 Chevy in performance. Like the RAIV Pontiacs, they were horrendously under-rated at 370 hp. In 1971-72 compression was lowered and they were down-rated to 300 net hp, but they still had all the other goodies, and if you ordered a 442 right, you could still be pretty much king of the street. However after 1972-any 455 in a Cutlass or a 442 was just a garden-variety 455. That didn't stop the bean counters from shamelessly putting the W30 moniker on some of these,( even if they only wheezed out 190 hp ) and the nameplate hit an all-time low in 1979 when they labeled the 160 hp 350 in the downsized, "G" body Hurst / Olds ( that wasn't even built by Hurst, it came off the assembly line in  Lansing ) a "W30".  Anyhow, that's why they say- "Buyer Beware."  Mastermind