1970 AMC AMX

SST MARK DONAHUE Coupe

390

Manual

A0CC797P243951

Clear

Gasoline

Rare 1970 Trans Am AMC Javelin SST Mark Donohue Limited Edition Factory Matching Numbers 390 cu in 325 hp 4-speed with Factory Hurst Shifter Posi Rear End Go Pack with Functional Ram Air Under 100k Original Miles 1 of 2501 Built The MD SST were only built from December ’69 - April ’70, this is one of the last ones built: production date of April 1970 Trunk 100% rust-free never any patching or repairs This car is all original except for 1 repainting Trunk 100% rust free never any patching or repairs Floor pans: ruckers are 100% Rust free no repairs 1 small surface rust bubbling on passenger side door Passenger side surface rust corner of rear window & 1 small spot on lower passenger corner panel, door jams 100% solid super solid! Uncut unmolested 99% rust free without no patches Shipping from Hawaii to California is $1,000 tracked through Matson with an inspection Bill of Laden CALL 808 304 4160 FOR ANY QUESTIONS “American Motors didn't have deep pockets like General Motors, Ford Motor Company or the Chrysler Corporation. As proof, its fiscal windfall of nearly $12 million in 1968 represented the first time in three years that the automaker's books showed black ink. A year later, the Wisconsin concern recorded just $4.9 million in earnings. But while AMC may have lacked cash flow, it certainly didn't come up short in terms of determination and ingenuity, especially in the muscle car market. Never was this more apparent than when it was announced that AMC had pulled one of the greatest coups in domestic motorsports: signing Roger Penske and Mark Donohue for its Javelin Trans-Am racing team for the 1970 season, poaching them from Chevy's Camaro effort. It was akin to Richard Petty jumping from Plymouth to Ford a year prior. Those favoring underdog AMC were likely thrilled. Kenosha enthusiasts already knew what a properly optioned street-going Javelin offered: road-hugging handling, racy styling, power and an affordable price tag. Donohue, who held an engineering degree, had been applying his skill to multiple facets of race car development. One example was the rear spoiler he designed for the Trans-Am Camaros. Although the pre-1970 race Javelin had an adjustable unit, its design was much less effective. Reportedly, Donohue revisited the design of the spoiler he'd recommended for the Camaro, and with relatively minor alterations in dimensions, made it an effective addition to the AMC's profile. The catch was homologation rules. AMC already had a street-legal model in the works: a corporate tri-color SST that matched the previous Peter Revson Javelins, done to rekindle interest at the dealership and reinforce the company's commitment to racing. To pacify the SCCA spoiler rules, AMC announced another Trans-Am special. The Mark Donohue SST featured the new one-piece spoiler, emblazoned with his signature, in addition to other performance features: front spoiler, side stripes, AMX-style hood, Go Pack and choice of 360 or 390 engine. The Donohue package added roughly $1,100 to a base V-8 SST, which, coupled with other popular options, often pushed sticker prices beyond $4,000. Low production was the goal. Only 2,501 were built in Kenosha, which exceeded homologation rules by one. Like the Trans-Am Javelin, whose merits we've outlined previously (HMM #125, January 2014), the Mark Donohue SST is equally collectible. Yet in spite of the model's comparatively low production numbers, they are one of the more affordable homologation specials available to collectors compared to those made by AMC's Detroit-based rivals. Here are a few other attributes you should be aware of should you find the Donohue SST tempting. ENGINES Given its racing connotations, the Donohue Javelin SST was bestowed with an ample level of power out of the gate. This eliminated the more mundane SST engine lineup--the base six-cylinder, the 304-cu.in. V-8 and two-barrel version of the 360-cu.in. V-8--while retaining the otherwise optional four-barrel 360 and 390. In this application, the 360 was listed as standard equipment. Essentially a stroked 343, it was new to AMC for 1970. The block contained a cast crankshaft and was capped by a pair of cylinder heads with 2.02/1.625-inch intake/exhaust valves and redesigned "dogleg" exhaust ports that vastly improved flow, assisted by a true dual exhaust system. Touting a 10:1 compression ratio, it came with an Autolite 4300 four-barrel carburetor and a Ram Air induction system that, combined with the aforementioned four-barrel, conspired to make a conservative-sounding 290 hp. While the 360 provided go-fast enthusiasts enough power to satisfy their need for torque, the better option was the 390. Released two years prior, it contained a forged crankshaft, forged connecting rods and stout 2.250-inch rod bearings. Cylinder head design was identical to the 360, as was the compression ratio. Likewise, the Ram Air system and dual exhaust were mandated; however the V-8, with an Autolite 4300 four-barrel, was now rated for 325 hp. On paper, the 390 was second only to the same-year Camaro Z28 in terms of horsepower ratings, but output conservatism ran rampant during this era. What to watch for: AMC's engineers had done a commendable job of designing the "second generation" V-8 engine in terms of durability and performance potential. However, many enthusiasts feel that, to protect the automaker from having to contend with warranty costs, even the high-performance versions of AMC's V-8s tended to have mild camshaft profiles, so both the 360 and 390 engines maximize their power output below 4,000 RPM. American Motors Owners Association technical editor Jeff Reeves stated in a previous interview that the 390 has one drawback with its oiling system that restricted flow during extreme use such as drag racing; however, a widely publicized oiling modification greatly relieves the issue. Both the 360 and 390 can be easily rebuilt to factory standards if needed, while aftermarket suppliers offer upgrades that can enhance power ratings. TRANSMISSIONS Unlike the same-year Trans-Am Javelin SST, the Donohue signature editions came with a choice of transmission: Either a Borg-Warner M-11B three-speed automatic or Borg-Warner T-10 four-speed manual. Beginning with the automatic, it contained a 2.40:1 first gear ratio and, according to factory papers, the unit was mandated to have its shifter emerge from the center console. For those who selected the manual, the T-10 had a 2.64 first gear wide-ratio unit complemented by a Hurst Competition shifter. What to watch for: Although driving a Donohue with an automatic may be easier, the three-speed has a reputation among some serious gearheads as a unit that underperforms in muscular application; it's a good unit if you don't plan to drag race. AMC made the swap from a Borg-Warner automatic to a Chrysler TorqueFlite in 1972; however, making it retrofit is far from an easy task. Of note, there is at least one documented Donohue SST that left the assembly line with a column-shifted version of the M-11B, attesting to the fact that AMC did what it took to make a sale. The T-10, however, has quite a different reputation, that of a unit durable enough to withstand even competition driving. Finally, if a buyer happened to know the right person at the dealership, one of two T-10 close-ratio manuals could have been installed at the assembly line. Any of these transmissions can be rebuilt with ease by specialists. CHASSIS Although AMC retained the unit-body's 109-inch wheelbase from the previous year, all 1970 SSTs received a revised independent front suspension system that utilized upper control arms and ball joints; AMC had previously used trunnions at the spindle's upper pivot point. The front suspension was complemented by a leaf spring/hydraulic shock arrangement at the opposite end. The Donohue editions were also outfitted with the same parts as those found in the otherwise optional Go Package upgrade: heavy-duty suspension parts, power steering, 11-inch power front disc brakes (with 10-inch rear drums), the already discussed Ram Air system, and a limited-slip differential. That differential was AMC's Model 20, which held a strong 87/8-inch ring gear; the limited-slip unit was known as the Twin-Grip differential in AMC parlance. Final drive ratio was based on standard SST/engine combinations; however performance gears were offered. Those savvy enough to shop via the High-Performance Group 19 parts catalog insert could have installed one of three race-friendly ratios: 4.10, 4.44 and 5.00:1. Rounding out the underpinnings were 14 x 6-inch AMC Magnum 500 five-spoke wheels shod with E70-14 raised white-letter bias-ply tires. What to watch for: AMC employed the Model 20 axle throughout its V-8 production--it last appeared in 1979. According to Jeff Reeves, if the splined hubs on the end of the axle shafts are not properly torqued on a regular basis, at some point a failure may occur. These can be replaced with solid one-piece axle shafts via the aftermarket. During the model year, AMC began to offer 15 x 7-inch "Machine" wheels, so named for the Rebel Machine model where they were standard equipment; the larger wheels were fitted with corresponding tires for both the AMX and the Javelin. It's highly unlikely that you will find a Donohue SST fitted with them from the factory. BODY & INTERIOR AMC had refreshed the Javelin for the 1970 season, bringing it closer in appearance to the AMX. All the hallmarks of the upgraded SST trim were retained, but the grille was blacked out. Visual cues that set the base SST apart from the Donohue editions were the Ram Air hood, side stripes, front spoiler and, of course, the one-piece "ducktail" spoiler mounted to the decklid. The exterior color palette was not limited--your Donohue could have been painted in any color offered in '70--and if desired, a vinyl top was offered. Like Trans-Am Javelin, the interior of a Donohue SST did not receive any special badges or trim. Bucket seats were standard while the 140-MPH speedometer and 8,000-RPM tachometer were highlighted by the SST's woodgrain surround. A two-spoke steering wheel was standard, although a Sport Steering wheel was optional, as was air conditioning, choice of radio and power windows. What to watch for: Unfortunately, the Donohue SST can easily be replicated. All the necessary components, including the rear spoiler, were available through AMC's Group 19 program, enabling both dealers and customers to create the same vibe on a base SST. Compounding the issue is the fact that AMC did not issue a separate VIN or fender tag denoting the effort. Proving the existence of a factory-original boils down to whether or not previous owners retained any factory paperwork. Eddie Stakes of planethouston- amx.com recommends that anyone considering the purchase of a Donohue SST inspect the quarter panels, the sill panel between the rear window and trunk lid, and the lower portion of each A-pillar. Panel designs led to poor drainage if debris was permitted to accumulate in these areas. Trunk and floorpans should also be inspected. RESTORATION & PERFORMANCE PARTS As AMC's popularity with enthusiasts continues to increase, more reproduction restoration parts have become available as existing NOS part supplies dwindle. Floorpan sections, rocker panels, trunk pans and rear quarter patch panels are obtainable, and although some fiberglass panels that cross the Javelin/AMX lines are now offered, most restorers prefer steel. Used panels in good condition still exist, although supplies are shrinking. The list of interior replacement parts is growing too, while--like many muscle cars--mechanical components have never really been in short supply. Original AMC Group 19 parts can be found, but are exceedingly rare. That said, the front and rear spoilers are reproduced, while items such as custom camshafts, aftermarket intakes and carburetors can spice up the AMC's performance. ENGINE According to factory ads announcing the model, the Mark Donohue signature-edition SST was available with either a 360- or 390-cu.in. engine, each equipped with a four-barrel carburetor, and made 290 and 325 hp, respectively. BRAKES Engineers shelved the Javelin's standard drum-brake system in favor of the otherwise optional power front disc equipment. Four-piston calipers accompanied the 11-inch rotors. Cast-iron 10-inch drums remained behind the rear wheels. TRANSMISSION According to mandates originally set forth by AMC, the Donohue SST was supposed to be available with a console-shifted three-speed automatic or a four-speed manual, both from Borg-Warner, although at least one came with a column-shift automatic. INTERIOR Donohue Javelins were based upon the more plush SST, and therefore received its standard vinyl bucket seat interior; all of them were finished in black. Included were a 140-MPH speedometer and an 8,000-RPM tachometer. CHASSIS There was little in the way of change to the 109-inch-wheelbase unit-body chassis of the SST from the previous year; however, the Donohue editions did receive Go Package equipment, including heavy-duty suspension upgrades and power steering. BODY The body was slightly redesigned for the 1970 model year. A blacked-out grille was complemented by a front spoiler, ducted hood and Donohue-designed rear spoiler that this car homologated for racing in SCCA's Trans-Am series.” —Hemmings.com—