SC Rambler Hurst and Mustangs
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Some of my cars:
1993 Mustang for sale
Current project
car, 1989 Mustang LX sleeper
link to the 1989
LX first work
83 GT with small
block
-
SVO block -
early C3 heads
ported by Jon
Kaase -
Jack Roush intake -
Titanium valves -
Over .75 inch lift
roller -
Dry sump -
Wide power band -
~8800 RPM shift -
Ran 8’s with Lenco
transmission, 9’s
at 146 MPH with C6
automatic, no power adder
C3 Heads with titanium valves
Installed in car, still marginally streetable. My intention was to run SS/GT or
SS/X classes of 10 pounds per cubic inch, single four barrel. The car had a full
interior and stock front suspension, but tubs and narrowed 9″ rear end with four
link was allowed.
Early
Mustang
I
went through an
early Mustang craze
also. I rebuilt two
1966 Mustang coupes
from body shell up.
Midnight blue K code
1966 GT with front
factory disc brakes,
fast steering, 9
inch 4.11 locker,
4-speed. Blue
interior, no extra
features other than
GT, optional 4.11
locker, and 271 HP
engine package. With
the factory K-code
motor it the car ran
15’s in the 1/4
mile. This was
typical of K code
cars, they are not
as fast as people
remember. I built a
late model HO motor
up with a mechanical
roller cam and World
Products heads, and
ran low 12’s with
the same car. This car eventually went to someone in Atlanta.
Tahoe Turquoise 66
coupe with factory
wire wheel hubcaps.
This six-cylinder car had many special features including
an 8-track player,
console, automatic,
and air. In 1994, the 1966 Mustang below was traded to a Conyers Ford dealer for a new 1994 Cobra.
1969
SC Hurst Rambler (Scrambler SC/ Rambler)
My first brand new car was a 1969 SC Hurst Rambler purchased
from Valiton Motors on Monroe Street in Toledo, Ohio. I
set a quarter mile D/S record in my 1969
SC Rambler at 12.54
seconds. This was on
wide oval tires
through factory
Thrush mufflers.
American Motors
helped me with a
special factory cast
iron intake
manifold, legal head
modifications, and
other parts. Oversized red line radial tires with less-hard compound, six-cylinder front
springs with 90/10
shocks, revised wider ratio T-10 transmission gearing, and 4.44
rear end gearing helped
get the Rambler out
of the hole in stock
classes. The stock close ratio in the transmission and factory 3.54 gearing
resulted in too high a gear (lower numerical ratio) when leaving the line.
Steeper gearing, through a wider ratio transmission gear set and 4.44 rear end
gearing allowed a near off-idle launch without lighting the tires off.
On the street, the
factory 315-horsepower 390
AMC engine (which is
nothing at all like
a Ford 390) made the
light Rambler Rogue
coupe run with 427
Vets and other cars.
The scrambler’s primary
limitation, like all cars of that era, was
traction. We did not have the tires available back then as we have available
today. Compare the SC Hurst Rambler’s advertised 14.3 ET, typical “as
manufactured” track ET’s of 14.1 or less reported by many magazines, to a list
of other muscle cars of that era:
Vehicle | Tested Date | CID | adv HP | Trans | Rear end | 1/4 mile ET | Top speed | Braking G’s | Brake ref | MPG | Price |
Corvette | Jun-68 | 427 | 425 | 4sp M | 3.55 | 13.41 | 142 | 0.8125 | 9-13 | $6,142 | |
Hemi Charger | Apr-69 | 426 | 425 | 4sp M | 3.55 | 13.68 | 134 | 0.875 | 13-14 | $5,261 | |
Mustang Mach I | Mar-69 | 428 | 335 | 3sp A | 3.5 | 13.9 | 121 | 0.90625 | 9-12 | $4,139 | |
Hemi Charger | Apr-69 | 426 | 425 | 3sp A | 3.23 | 13.92 | 136 | 0.875 | 12-14 | $5,026 | |
SC Rambler | May-69 | 390 | 310 | 4sp M | 3.54 | 14.2 | 108 | 1 | 12-14 | $2,998 | |
Mercury Cyclone | Jul-68 | 428 | 335 | 3sp A | 3.91 | 14.4 | 117 | 0.9375 | 10-13 | $3,875 | |
The Judge GTO | Mar-69 | 400 | 350 | 4sp M | 3.55 | 14.45 | 124 | 0.84375 | 9-11 | $4,439 | |
Pontiac GTO | May-68 | 400 | 350 | 4sp M | 3.9 | 14.53 | 112 | 0.875 | 9-12 | $4,595 | |
AMX | Apr-68 | 390 | 310 | 3sp A | 3.54 | 14.59 | 107 | 0.8125 | 10-15 | $3,741 | |
Plymouth GTX | Feb-68 | 440 | 390 | 3sp A | 3.23 |