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AMC AMX

The AMC AMX is a two-seat GT-style muscle car produced by American Motors Corporation from 1968 through 1970. As one of just two American-built two-seaters, the AMX was in direct competition with the one-inch (2.5 cm) longer wheelbase Chevrolet Corvette, for substantially less money. It was based on the new-for-1968 Javelin, but with a shorter wheelbase and deletion of the rear seat. In addition, the AMX's rear quarter windows remained fixed, making it a coupe, while the Javelin was a true two-door hardtop.

Fitted with the standard high-compression 290 CID or optional 390 CID AMC V8 engine, the AMX offered sporty performance at an affordable price. Despite this value and enthusiastic initial reception by automotive media and enthusiasts, sales never thrived. However, the automaker's larger objectives to refocus AMC's image on performance and to bring younger customers into its dealer showrooms were achieved. After three model years, the two-seat version was discontinued.

The AMX's signature badging was transferred to a high-performance version of its four-seat sibling, the Javelin, from the 1971 to 1974 model years. American Motors capitalized on the respected reputation of the original two-seat AMXs by reviving the model designation for performance-equipped coupe versions of the compact Hornet in 1977, Concord in 1978, and the subcompact Spirit in 1979 and 1980.

Origin

The AMX name originates from the "American Motors experimental" code used on a concept vehicle and then on two prototypes shown on the company's "Project IV" automobile show tour in 1966. One was a fiberglass two-seat "AMX", and the other was a four-seat "AMX II". These radically styled offerings reflected the company's strategy to shed its "economy car" image and appeal to a more youthful, performance-oriented market.

The original AMX full-scale models were developed in 1965 by AMC's advanced styling studios under the direction of Charles Mashigan. The two-seat AMX was a "big hit on the auto show circuit in 1966" and featured a rumble seat that opened out from the rear decklid for extra passengers called a "Ramble" seat. AMC executives saw the opportunity to change consumers' perceptions of the automaker from Romney's economy car image to the realities of the new marketplace interested in sporty, performance-oriented vehicles. Robert B. Evans requested a car like the AMX to be put into production quickly.

Two simultaneous development programs emerged for a production car: a modified Javelin and another for a completely new vehicle bodied in fiberglass. The first approach was selected to allow AMC to use its existing technology and unibody manufacturing expertise to make relatively inexpensive modifications to the Javelin, approximating the prototype's styling and proportions. The automaker could turn out steel bodies in large numbers, so it rejected developing plastic (or fiberglass) bodies because those are intended only for low-production models. The first fully operational unit debuted as part of AMC's AMX project in 1966. The once-"frumpy" automaker jumped on the "pony car bandwagon" with its "attractive Javelin" and soon introduced the "unique" AMX featuring a design where "hoods didn't come any longer, nor decks any shorter".

Vic Raviolo, previously responsible for the Lincolns that raced in the Carrera Panamericana during the 1950s, was involved with engineering AMC's new sports-car-type coupe. The AMX was the first steel-bodied, two-seat American performance car since the 1955 through 1957 Ford Thunderbird. Ford's original two-seater evolved into a four-seat personal luxury car starting in 1958.

The AMX was also the only mass-produced, domestic two-seater to share the market with Chevrolet's Corvette since the 1957 Thunderbird. With a short, 97 in, wheelbase, the AMX's direct competition was the one-inch longer (98 in Chevrolet Corvette. The AMX's manufacturer's suggested retail price (MSRP) was US$3,245 (US$0 in dollars ), nearly 25% below and over $1,000 less than the Corvette's price tag.

The AMX was introduced to the press at the Daytona International Speedway on 15 February 1968, just over four months after the Javelin went on sale. In the demonstrations on the race track, the new AMXs ran at speeds up to 130 mph. American Motors' group vice president, Vic Raviolo, described the AMX as "the Walter Mitty Ferrari". The AMX was designed to "appeal to both muscle car and sports car enthusiasts, two camps that rarely acknowledged each other's existences." The problem was the "tire-melting" acceleration of the two-seater made it "a quick car that handled like a sports car, confusing the buying public." Automotive journalist Tom McCahill summed up, "the AMX is the hottest thing to ever come out of Wisconsin and ... you can whip through corners and real hard bends better than with many out-and-out sports cars."

Record-breaking

To promote the new car, AMC's manager for performance activities, Carl Chakmakian, asked Breedlove to put the AMX through its paces before the new vehicles were even available for sale. In January 1968, two specially-prepared AMXs set 106 world speed and endurance records at Goodyear's track in Texas driven by world land speed record holder Craig Breedlove, his wife Lee, and Ron Dykes. Breedlove's "Spirit of America" crew and Traco Engineering had six weeks to prepare the cars before they were to be displayed at the Chicago Auto Show in February.

The AMC V8 engines, such as the 290 CID engine in one car was bored out to 304 CID and the 390 CID in the other to 397 CID. The shop installed exhaust headers, eight-quart oil pans, oil coolers, hi-rise intake manifolds, racing camshafts with solid lifters and stronger springs, and larger carburetors. The cars had engine and rear-end oil coolers, as well as 37 usgal cell-type safety fuel tanks. Engine components were X-rayed and Magnafluxed to check for cracks, as were chassis components.

Chassis preparation included heavy-duty front and rear springs (part of the factory's optional handling package), rear spring traction control arms, heavy-duty shock absorbers, and a "panhard" type track bar in the rear to eliminate side sway. Wide magnesium racing wheels and Goodyear racing tires replaced the stock road wheels and standard tires. The cars were aerodynamically modified: the front ends were lowered, the hoods were slanted down, and spoilers were installed below the front bumpers. The car interiors had structure-stiffening roll cages for driver protection, a stock bucket seat modified for additional support, and supplementary engine-monitoring instruments.

Breedlove also took the AMX to Bonneville reaching 189 mph in a United States Auto Club (USAC) sanctioned run, as well as an unofficial run of over 200 mph.

Industry firsts
The AMX was not only sporty and attractive, but it introduced many industry firsts.

The American Society of Automotive Engineers (SAE) named the AMX as the "best-engineered car of the year" in 1969 and 1970.

For its first-year recognition, the reasons cited included the car's dashboard, which was injection-molded in one piece "for safety purposes, an industry first." The AMX's new 390 CID engine was developed to have a large displacement within its minimal external dimensions and moderate weight, while the use of common components and machining with AMC's 290 and 343 engines assured manufacturing economy. The 1968 models also included an innovative fiberglass safety padding, a "plastic" on the inside of the windshield posts that was first used on the AMC Javelins.

For the following year's award, the SAE recognition included the 1970 AMXs (and Javelins) being the first production cars to use windshields that were safer, thinner, and lighter than ordinary laminated glass. Developed by Corning, the glass featured a chemically hardened layer designed to give under impact and crumble into small granules to reduce injuries. The inner layer has "stress raisers that will cause it to break before excessively high concussion forces can be developed in the occupant's skull."

American Motors also incorporated new designs for windshield sealing for the 1970 models and developed a systems solutions process that began in the styling studio to ensure maximum efficiency.

1968

American Motors promoted the mid-model year launch of the AMX to automotive journalists at Daytona to emphasize its sports car performance, as well as with a marketing agreement with Playboy Enterprises. To introduce the AMX to its dealers, AMC held meetings at nine Playboy Clubs.

The AMX was introduced to the public on 24 February 1968, five months after the Javelin and other 1968 AMC cars. The AMX was promoted as "the only American sports car that costs less than $3500". American Motors advertisements also showed "a helmeted race driver revving up at the starting line in one of AMC's sporty AMX models, which it describes as ready to do 125 miles an hour."

The two-seat AMX was "meant for a small, well-defined market niche, and it pulled young people into AMC dealer showrooms in never before seen numbers". Numerous road tests described the new AMX as a "handsome two-seater with American-style acceleration and European-style handling". Journalists gave it a real run workout on all kinds of terrain and wrote "that the AMX is one of the best-looking cars – if not the best-looking car – made in the U.S.A."

All AMXs came with four-barrel carbureted small block AMC V8 engines in several versions: 290 CID (225 hp, N-code), 343 CID (290 hp, T-code), as well as the 390 CID "AMX" featuring 315 hp with 425 lb·ft of torque (X-code). All are derived from the same external size block. However, the three engines differed vastly internally, with the smallest engine having small intake and exhaust valves, thin block webbing, and a cast nodular iron crankshaft; the 343 used larger valves with a thicker block webbing; and the 390 moved up to a forged steel crankshaft and connecting rods, as well as larger rod bearings, 2.250 in compared to 2.090 in in the smaller two versions.

A BorgWarner T-10 four-speed manual transmission was standard, as were unique traction bars, dual exhaust system, and fatter tires for better traction. A "Shift-Command" three-speed automatic transmission with the capability of manual shifting (BorgWarner model M-11B or M-12) was optional together with a floor console mounted shifter.

A popular "Go-Package" option was available with the four-barrel 343 or 390 engine. It included power-assisted front disk brakes, "Twin-Grip" differential, E70x14 red-stripe performance tires on 6-inch wide steel road wheels, heavy-duty suspension with thicker sway-bars, heavy-duty cooling, as well as other performance enhancements. A wide range of specialized performance parts were also available through AMC dealers for installation on customer's cars. These were known as "Group 19" parts because of how AMC organized its parts books.

Breedlove AMX
According to several sources, "Breedlove Replica" cars to commemorate the speed and endurance records were offered by AMC. The Standard Catalog of American Muscle Cars 1960–1972 describes an estimated 50 "Breedlove" AMXs were sold featuring the red, white, and blue paint scheme along with the standard 4-barrel 290 CID V8 with four-speed manual transmission.

However, AMC historians argue there was no "factory literature, order sheets, advertising, photographs, or anything else to properly document any factory 1968 or 1969 'Breedlove Replica' AMXs." According to historians a new car that a dealer in Canada ordered could not have been painted at the factory, but rather outsourced to local Kenosha body shops to perform the final painting.

Playmate AMX

Playboy magazine's 1968 Playmate of the Year, Angela Dorian, was awarded a specially painted "Playmate Pink" 1968 AMX. It was powered by the base 290 V8 with automatic transmission, air conditioning, tilt wheel, AM/8-track radio and optional rear bumper guards. Aside from the unique color, it differed from other AMXs with its dashboard number plate containing Dorian's measurements, making her car AMX 36–24–35. The car, currently owned by Mark Melvin who purchased it from Dorian in 2010, was featured in an episode of Jay Leno's Garage.

Some sources describe other AMXs as having been painted Playmate Pink at the factory. AMC's marketing vice-president, Bill McNealy, who handed over the keys to Angela Dorian's car, mentioned that "a number of them" were finished in pink.

In late 1968, a Playmate Pink AMX was special-ordered by a dealership in rural Potosi, Missouri. This 1969 model year car's door tag indicates a "00" paint code (meaning a special-order color). It has a 390 V8 with automatic transmission, as well as the performance "GO" Package, air conditioning, and leather seats.

Hertz rent-a-racer

In the late-1960s, The Hertz Corporation offered "rent-a-racer" program in selected locations that included cars such as Corvettes, Jaguar XK-Es, Shelby Mustangs, and AMXs. There is no record of how many AMXs were ordered by Hertz for their fleet. Still, the factory "Build Sheet" for a car may indicate that AMC sold the car to Hertz.

Von Piranha Edition
Thoroughbred Motors in Denver, Colorado, modified an estimated 22 new AMXs for select AMC dealerships to have ready-made racers for both the dragstrips and road courses nearby. They were named "Von Piranha" and the changes included the addition of two sets of air scoops on each C-pillar with ducts to cool the rear brakes and on the roof above the windshield that was reportedly functional to cool the cockpit on race-bred versions. The AMX's twin hood bulges were cut open to increase airflow in the engine bay. The original Piranha buildup was believed to have AMC's Group 19 R4B intake stamped with the Von Piranha logo and a 950 CFM Holley three-barrel carburetor. The sales manager at Thoroughbred at the time and local racing legend, Ronald Hunter, raced a Piranha at the Continental Divide Raceways and other events.

1969

The AMX's full second model year saw only slight changes, except for a $52 increase in its base price. The five-spoke Magnum 500 steel road wheels were no longer chrome plated, but now came with a stainless steel trim ring. The racing stripes were now available in five colors. The interior featured a revised instrumentation with the 0–8000 rpm tachometer moved to match the speedometer that was now calibrated to 140 mph. Interior door panels were revised, carpeting was upgraded, new leather upholstery was optional, and the gas pedal became suspended. Later production cars received a hood over the instruments in front of the driver. Trunk capacity was 9.7 cuft.

Starting in January 1969, all manual transmission AMXs came with a Hurst floor shifter. The center console-mounted three-speed "Shift-Command" automatic remained optional with "1", "2", and "D" forward settings. The "D" mode was for fully automatic operation, but the driver could shift manually through all three gears by starting in the "1" setting for first gear with no upshift, then the "2" setting for second gear with no upshift, and finally to third-gear in the "D" setting.

A "Big Bad" paint option for $34 became available in mid-1969. The neon brilliant blue (BBB), orange (BBO), and green (BBG) exteriors included color-matched front and rear bumpers, as well as a unique slim bright lower grille moulding for the front bumper and two vertical rubber-faced painted bumper guards for the rear. The factory-painted 1969 AMXs were 195 in BBB, 285 in BBO, and 283 in BBG.

Popular Mechanics wrote that the 1969 "AMX preserves the status quo this year, being virtually unchanged, and remains an absolute delight to drive."

California 500 Special
The "California 500 Special" is a version of 1969 AMXs sold only by Southern California American Motors Dealer Association members. It was part of a marketing campaign to commemorate the 1969 season at the Riverside International Raceway. They would serve as pace car and the dealers would sell replicas. All were finished in Big Bad Green with black stripes and included the 390 Go-Pac, automatic transmission, air conditioning, power steering, adjustable steering wheel, tinted windows, radio, light group, visibility group, and a saddle leather interior. The cars also featured "Trendsetter Sidewinder" exhaust side pipes in place of the molding strips on the rocker panels and were identified by brass plaques mounted on the hood blisters that had crossed checkered racing flags and the words 500 Special. A total of 283 AMXs were built in Big Bad Green for the 1969 model year; however, the exact number of California 500 Special versions is unknown, with only an estimate of 32.

Super Stock AMX

AMC also introduced the Super Stock AMX. To maximize quarter-mile performance, the 390 engine was equipped with twin Holley carburetors and 12.3:1 compression-ratio cylinder heads, plus aftermarket Doug's headers and exhaust system, and the tires were drag slicks. Hurst Performance carried out several additional modifications.

American Motors rated the car at 340 hp, but the National Hot Rod Association (NHRA) rated it at 420 hp and shuffled it among various competition classes that included SS/G and SS/D. The Super Stock AMXs were also put in SS/E class by NHRA based on the car's 3050 lb weight and estimated 405 hp and ultimately slotted into the SS/C class.

Most of the cars were prepared and custom-painted by AMC dealers to be campaigned at big racing events where they ran in the low 11s on the tracks. The best recorded quarter-mile was 10.73 seconds at 128 mph.

The Super Stock AMX was meant for the race track and lacked comfort equipment such as a heater. The car could be ordered in all white or vertical bands of red, white, and blue, distinguishing numerous AMC competition cars of the day. The base price was $5,994, approximately $1,900 more than a fully loaded 1969 AMX. Moreover, the factory warranty was unavailable for these cars.

Pikes Peak cars

The Pikes Peak International Hill Climb used 1969 AMXs as pace cars for the hillclimb race to the summit of Pikes Peak that was held on 29 June 1969 in Colorado.

The AMX Pace and Courtesy cars were used by racers (including Bobby Unser) to practice the week before the race up the mountain. There were 12 (10 according to some sources) pace/courtesy AMXs, and all were equipped with the "390 Go-Pac" option and finished in "Frost White" with red stripes and red interiors.

Many AMC and Jeep vehicles have participated in the annual race, winning class titles and setting records. However, the only two-seat AMX officially raced in the hill climb was a 1969 model by Larry G. Mitchell in the 1987 "Vintage" class.

AMX-R

The original AMX's "Ramble" seat idea was considered for possible production. A working prototype was built in 1968 from a regular AMX by James Jeffords, a designer-customizer, and was named the AMX-R. Jeffords was also head of the Javelin Trans Am Racing Team for AMC. Together with industrial designer Brooks Stevens, they decided to also "plush up" the interior, add custom paint treatment and hood with Jeffords's name in badge form, as well as a modified suspension as part of their plan to offer an optional Ramble seat for 500 production cars. The prototype was prepared by Dave Puhl's House of Kustoms in Palatine, Illinois. However, numerous problems prevented serial production, including safety and product liability concerns, AMC's refusal to sell him the cars to modify, as well as the adverse reaction from Ralph Nader to the exposed exterior seating idea. The AMX-R's special blacked-out hood treatment would later be offered as a "shadow mask" option on 1970 AMX models.

1970

American Motors 1970 AMX advertising headlined, "We made the AMX look tougher this year because it's tougher this year". They were mildly facelifted resembling the first two model years, but the changes were different enough to be a separate design for 1970. Featured was a new front-end design with a longer hood that had a "power blister" with two large openings. These air intakes were functional cold ram-air induction system with the popular "Go Package" available with the 360 and 390 engines. The new grille was flush and full-width, incorporating the headlamps. The revised rear end also featured full-width taillamps and a single center-mounted backup light. Side marker lights were now shared with several other AMC models. Riding on the same wheelbase 97 in as before, the changes increased the AMX's overall body length by about 2 in to 179 in.

American Motors also changed the AMX's engine lineup for 1970 with the introduction of a new 360 CID four-barrel (290 hp, P-code) to replace the 343 CID V8. The smallest 290 was dropped, and AMC could claim 65 more base horsepower than the AMXs featured previously. The 390 CID V8 engine continued, but upgraded to new heads with 51 cc combustion chambers that increased power to 325 hp at 4800 rpm and 430 lbft of torque at 3200 rpm. The code remained "X" for the engine on the vehicle identification number (VIN). The "Go package" was available with the 360 CID engine (including power front disc brakes, F70x14 raised white letter tires, handling package, heavy-duty cooling, and the ram-air induction system) for $298.85, or including the 390 engine for $383.90.

Also new, the front double wishbone suspension had ball joints, upper and lower control arms, coil springs, and shock absorbers above the upper control arms; as well as trailing struts on the lower control arms. The "Magnum 500" road wheels were now standard, but the new "Machine" 15x7 inch slot-styled wheels became a mid-year option.

The interiors of the AMX were also redesigned. The broad wood-grained dashboard, center console, and two-spoke "Rim Blow" steering wheel were new. Tall bucket seats now featured a "clamshell design" integrating the headrests. Leather upholstery was $34 extra. The exterior rearview mirror featured a new design that sometimes matched the car's body color. The three "Big Bad" exterior paints continued to be optional on the 1970 AMXs, but they now came with regular chrome bumpers. A new "shadow mask" exterior finish applied over any available AMX color was a $52 option, which included a satin black-painted hood, engine compartment, front fender tops, and side window surrounds offset by thin silver striping. The optional "C-stripe" was $32.

The manufacturer's suggested retail price (MSRP) for the base model was US$3,395 (US$0 in dollars) as AMC promoted the 1970 AMX as, "A sports car for the price of a sporty car."

Motor Trend summed up a road test of a 1970 AMX with the 390 engine as "one of the better-constructed cars around." Described as "the best version yet of this blend of muscle car and sports car", the 1970 model was also the last "true AMX".

Performance figures
Original road test of a 390 AMX by Car and Driver (1968)
 * 0 to 60 mph = 6.6 seconds
 * 0–100 mph = 16.3 seconds
 * Dragstrip 1/4 mi acceleration = 14.8 seconds @ 95 mph
 * Top speed = 122 mph

Original road test of a 390 AMX by Motor Trend (December 1969)
 * 0 to 60 mph = 6.56 seconds
 * Dragstrip 1/4 mi acceleration = 14.68 seconds @ 92 mph

with an AMX 390 CID running a standard 4-barrel carburetor and 10.2:1 compression ratio:
 * 0 to 60 mph acceleration = 6.5 seconds
 * Dragstrip 1/4 mi acceleration = 14.1 seconds

Racing

As an American-built two-seater, the AMC AMX was a high-performance car with few equals. They were campaigned with factory support and by independents in a variety of road and track racing series as well as being classified as grand tourers.

The cars were regular performers on dragstrips across the United States. Drivers included Shirley Shahan, better known as the "Drag-On Lady", and Lou Downy. National Hot Rod Association (NHRA) champion Wally Booth raced AMXs in both the Super Stock and the Pro Stock classes. Herman Lewis, often described "as 'the Godfather of AMC Racing' ... won 200 events in his hellacious red, white, and blue AMX."

The 1968 and 1969 AMXs with AMC's 390 cuin engines compete in contemporary Nostalgia Super Stock drag racing. Owners have also modified AMXs to compete in modern Pro Touring car racing.

The Sports Car Club of America (SCCA) classed the AMX in B Production for amateur competition, the same class as the Shelby GT350. An AMX scored second place in the 1969 SCCA national championship. Dwight Knupp drove his AMX just 1 minute and 14 seconds behind a Corvette's winning average of 102.385 mph on 30 November 1969, at the Daytona International Speedway with 16 cars in the B production class, and placed sixth overall out of the total of 28 A and B class cars competing in the race. The two-seat AMX was never eligible for SCCA Trans-Am competition.

A 1969 AMX was entered in the 1971 and 1972 Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash, an unofficial automobile race from New York City and Darien, CT, on the US Atlantic (east) coast, to Redondo Beach, a Los Angeles suburb on the Pacific (west) coast. A team of enthusiastic brothers, Tom and Ed Bruerton, finished the 1971 competition in fifth place. They drove 2897 mi in 37 hours and 48 minutes at an average of 77.3 mph, with no speeding tickets. Their AMX already had 90000 mi on the odometer and the brothers had previously taken it on numerous endurance rides, including "a rocky ride the entire length of the Baja California Peninsula." They again entered "their battlescarred AMX one more time" in the 1972 run. The brothers finished in eighth place, making the coast-to-coast outlaw race in 39 hours and 42 minutes at an average of 72.3 mph.

Production

The two-seat AMX was built for three model years following its debut as a mid-year model on 15 February 1968. The first 1968 model year cars were scheduled to appear in dealer showrooms on 19 March 1968.

AMC AMX model year production totals in the U.S., by engine and transmission:

In 1969, American Motors showed the next generation AMX/2 concept car in the automobile show circuit. As the two-seater AMX production ceased in 1970, AMC was developing a sophisticated European-engineered alternative, the AMX/3 for 1971 introduction. However, overall economic conditions changed with spiraling inflation pushing sales of smaller cars along with the insurance companies' decision to penalize high-powered automobiles resulting in decreasing the sports-type car market segment, and the AMX was made into a high-performance model of the 4-seat Javelin starting in 1971.

Assembly in Australia

A total of 24 right-hand drive 1969 model-year AMXs were hand-assembled under license in Australia by Australian Motor Industries (AMI) between August 1969 and July 1970. They used the name Rambler AMX as AMI produced the Rambler range of cars since October 1960. Complete knock down (CKD) kits were shipped from Kenosha, Wisconsin to AMI's facilities at Port Melbourne in Victoria. Only three colors were offered: White, Safety Wattle Yellow, and Signal Red.

Differences to the RHD Australian AMXs (compared to the U.S. models) included different outside rear-view mirrors and black vinyl trim inside the "AMX" circle logo on the C-pillars. As with other Australian-assembled AMC models built in right-hand drive, windscreen wipers were not reversed, remaining LHD pattern, but the power brake booster and heater on the firewall were swapped over. Although the power steering pump remained in its usual left location, the remainder of the steering components were on the right side of the car. The cars came with 343 CID and automatic transmission, power steering, power disk brakes, "twin-grip" rear axle, and other items that were optional on the U.S. models. All Australian AMX interiors were finished in black and featured unique seats, door panels, and a fiberglass RHD dashboard with a wood-grained instrument cluster in front of the driver. The Australian AMXs came with a significant level of equipment and were promoted as "personal super cars".

1966 AMX

A concept car with a folding exposed rear seat was introduced by AMC at the 1966 Society of Automotive Engineers convention in Detroit. This was the first "AMX" (American Motors Experimental) named car. The sports car design features a rumble seat for two additional passengers that was described as a "Ramble Seat" in homage to the automaker's predecessor Rambler models. This back seat folds into the trunk space, and the rear window flips down, but these are not fully weatherproof designs. The roof design also has no "A" pillars, providing greater visibility. The fiberglass-bodied "pushmobile" concept has no interior, engine, drivetrain, or suspension. The concept was widely covered by the automotive media and the car featured on several auto magazine covers. It was painted orange or metallic blue to be shown on the auto show circuit. It received positive reviews that convinced management to put the car into production.

This 1966 AMX also gave rise to several other AMX show cars.

AMX I
A fiberglass-bodied AMX I concept car was made in 1966 to be part of AMC's "Project IV" exhibit. Built by Smith Inland of Ionia, Michigan, one of the two fiberglass-bodied concept cars was reportedly destroyed in a crash test convincing AMC's engineers and designers to use a traditional steel body. The remaining domestic-built fiberglass prototype features round headlamps.

American Motors' president Roy Abernethy sanctioned the Turin coachbuilder Vignale to construct an operational car in steel. It was a hand-built show car using a modified 1966 Rambler American chassis on a 98 in wheelbase powered by a 290 CID V8 engine. Delivered in 78 days and known as the "AMX Vignale", it was first displayed at the 1966 New York International Auto Show. The Vignale car features a "split-vee" windshield. This cantilever-type roof incorporates a built-in concealed roll bar, rectangular European-type headlamps, and a custom interior with full bucket seats flanking an aircraft-type console. The fully functional "Ramble-Seat" was operated by a push-button from inside the car.

AMX II
Vince Gardner, an outside consultant, designed the fiberglass-bodied AMX II, a less radical two-door for the "Project IV" exhibit. This four-passenger hardtop (no B-pillar) notchback coupe had little in common with the AMX I. This car featured a longer wheelbase and an overall length of 187 in. The windshield wiper blades were concealed by a panel that raises when wipers are activated. The grille that was surrounded by a massive bumper had horizontal multi-bars with hidden headlamps. Safety innovations included doors that locked automatically when the engine was started, reflectors on the sides of the rear fenders, rear tail lamps that signaled the driver's intentions: green when the car is in motion, amber when the driver removes foot from the accelerator, and red when braking.

AMX GT
Developed for the 1968 auto show circuit, the AMX GT is a concept car based on a shortened and "chopped" Javelin with a Kammback rear end. The AMX GT show car provided design clues to future production models and performance options.

AMX-400
In the late 1960s, George Barris made bolt-on customizing kits for the AMX that were marketed through AMC dealers. Changing customer preferences meant that traditional car customization was being replaced by quick bolt-on accessory personalization. Barris joined this trend by offering a variety of spoiler, body additions, and wheel options. American Motors requested Barris to provide enhancements for the Javelins and the AMX. Available through AMC dealers as complete kits or as separate items. The package included a performance hood, rear spoiler, grille, racing side mirrors, and unique wheels.

Barris also performed a radical custom treatment on a 1969 AMX. The car was built for the second season of episodes of the Banacek detective television series. It was a true custom for that time, and working with Joe Bailon, the car was lowered, and its body was heavily modified. Its roof was cut down almost 5 in and the car was lengthened by 18 in. Featuring a sculpted body with louvered accents, it became known as the AMX-400. The car featured a taillight system that glowed green during acceleration, amber during deceleration, and red during braking.

AMX/3

A third-generation AMX concept car, the AMX/3, debuted at the February 1970 Chicago Auto Show. Engine-less and fashioned in fiberglass, the original AMX/3 prototype was a "push-mobile" show car only. Introduced in Rome in March 1970, the functional steel prototype was constructed by Giotto Bizzarrini, Salvatore Diomante, and Giorgetto Giugiaro of Italdesign.

American Motors placed an order for 30 operational cars. The AMX/3 body mold was sent to Italian grand tourer maker Giotto Bizzarrini, whose Turin facility hand made driveable mid-engined, steel-bodied cars. Built on a 105.3 in wheelbase, the Bizzarrini prototypes used the AMC 390 CID V8 and an Italian OTO Melara four-speed transaxle. The AMX/3 is considered one of Bizzarrini's car-masterpieces.

The steel Italian cars differed from the original AMC design in having fewer but functional rear decklid louvers, louvered hoods, and, in some cases, hood scoops to direct fresh air into the heating-A/C system. Further engineering improvements and road testing was done by BMW, which declared the AMX/3's chassis one of the stiffest having a 50% higher stiffness compared to a benchmark Mercedes-Benz model. The car's steel semi-monocoque chassis design with its welded on steel body provided a strong overall structure while the top speed was verified to 160 mph, with reports indicating the AMX/3 could go faster if it was not for the tendency for the front end to lift at those speeds, but BMW found the car to be most neutral handling they had ever tested. The BMW engineers also refined numerous components of the AMX/3 into "a world-class contender among the mid-engined super car elite of its time." One of the cars became known as the "Monza" after it achieved a top speed of 170 mph in testing at the famed Italian race track."

Five completed cars were produced before the US$2,000,000 development program was canceled. The original projection by AMC called for building 5,000 AMX/3s per year, but the estimated retail price kept increasing. The AMX/3 was "beautiful and sleek, the kind of car that would have made hearts race in the day" and was to be a "flagship or halo car" to lure customers to AMC dealerships, "where they would often end up with other, more practical models." However, escalating costs and pending bumper regulations put a stop to the mid-engined AMX/3.

Some remaining parts from the canceled, second group of five cars were used by erstwhile Bizzarrini collaborator Salvatore Diomante to assemble the sixth car, named and marketed as Sciabola. Additionally, an open two-seat Spider featuring no weather protection was built in the 1990s using an unfinished AMX/3 modified chassis and the 7th AMX/3, on display at the Autoworld Museum in Belgium, were both finished by Giorgio Giordanengo.

1971 Teague AMX

Sales of the two-seat AMX were lower than the numbers AMC executives wanted. Still, AMC's vice president for styling, Dick Teague, wanted to continue the sports model. American Motors' Advanced Design Studio made design proposals for a 1971 AMX and Teague requested – and received permission – to produce a fully working concept car.

Starting with a Frost White 1968 AMX coupe as the development mule, Teague updated its front end to the grille and swooping front fenders of what was incorporated into the production 1971 Javelin. The concept car also featured the interior to what was to become AMC's characteristic high-backed bucket seats and corduroy upholstery introduced in 1970. The concept car was repainted light metallic blue with red striping to match the interior. A short-wheelbase, two-seat 1971 AMX was not approved for production by the automaker, but Teague used this car as his daily driver.

Legacy

The AMX was intended to be a “halo car” for American Motors. Another objective was "lowering the median age of visitors to AMC showrooms; in that role it was a major success" even though however the sales goals not achieved. The two-seat AMC AMX has been described as being "a perfect car for many who lusted for the Corvette but could not afford it." Developed under "austere budject" the AMX and the four-seat Javelin were designed to be radical departures from AMC's economy image.

Automotive journalist Patric George noted that the AMC AMX is "great vintage American iron" with only "two seats, making it more of a sports car than a lot of other muscle cars." Automotive historian and author Richard M. Langworth noted that the AMX has "all the right sports-car stuff" and that the "little machine that can only go up in value over the long haul."

According to CNN, before 2004, the AMX had been under-appreciated from an investment standpoint. In 2004, there was considerable variation between the values of two-seat AMXs and four-seat Javelin AMXs. Craig Fitzgerald mentioned "the satisfaction in owning a car that you don't see every single day, or on the cover of every single magazine." Fitzgerald favored the two-seater because of its rarity, but noted that some parts for either car were expensive.

In 2006, the editors of Hemmings Muscle Machines magazine said that AMCs had "experienced notable value increases over the last few years – especially AMXs..." The book Keith Martin's Guide to Car Collecting, in collaboration with the editors of the monthly Sports Car Market, lists the 1970 AMX as one of the picks under $40,000 among "Nine Muscle Car Sleepers".

Unique versions, such as the California 500 Specials and the 52 Hurst-modified SS/AMX drag race cars are perhaps the most highly sought after by collectors. In 2006, a California 500 AMX sold for $54,000 at the Barrett-Jackson auction in Scottsdale, Arizona, while a regular AMX went for over $55,000 at the Mecum collector auction in Belvidere, Illinois. In 2007, Hemmings wrote that only about 39 of the original SS/AMX turn-key race cars may have survived.

By 2007, the AMX was "among the most highly sought AMC cars" and "really taking off in the muscle-car market". Also in 2007, Hemmings said that the two-seater AMX had "a strong following among old car hobbyists and collectors of historic vehicles and nearly every one of the 19,134 built...remains in circulation and in demand, ensuring a good future for the first-generation AMX as a collectible muscle car." The 2007 book Classic Cars states that AMC's small and powerful AMX "had tire-burning speed" and "all have become collector's items."

Noting the increasing values of the 1968–1970 AMXs, Hemmings listed them among the "21 hottest cars" enthusiasts wanted in 2007 "and will want tomorrow."

In 2008, Hemmings wrote buyers had "only recently 'discovered' the AMX; they're now snapping them up left and right. Prices ... are on the rise, though they still represent a relative bargain compared to many more common muscle machines."

In 2010, Hemmings Classic Car included the two-seat AMXs in their list of 32 best cars to restore in terms of economic sense after factoring purchase price, parts availability, as well as restored value and desirability.

Although low production, the AMX shared parts and components with other AMC models. There are many active AMC car clubs for these cars. Parts, including reproduction components, are available. However, "AMC did not build cars in the vast numbers the Big Three did back in the day; therefore, there are fewer to restore and not as many parts to go around." As of 2010, Hemmings Classic Car wrote that the AMXs are "pretty basic" so they are not hard to restore, and that "reproduction parts are available" and continues to grow with many mechanical parts interchanging with other cars.

More valuable according to automotive historian and author, James C. Mays, is the "wow factor". His book, The Savvy Guide to Buying Collector Cars at Auction, explains this important and measurable pleasure to an owner, whether their car is driven or sits in a climate-controlled garage, such as a red 1969 AMX that attracts more attention than the more prestigious Ferraris and Lamborghinis.

The 100th issue of Hemmings Classic Car listed the "Top 100 American collector cars ever made" as selected by the editors of Hemmings Motor News based on "the most popular models among both enthusiasts and collectors" and included the 1968–1969 AMXs for both rarity and high interest, as well as "they boast sporting lines, traditional long-hood/short-deck proportions, and a smattering of performance options to add spice."

Old Cars Weekly describes the AMX as an "appealing little package for adrenaline junkies and guys ... who have an appetite for something a little offbeat and different ... a car that famed automotive scribe Tom McCahill once described as 'harrier than a Borneo gorilla.'"

Scale models
A variety of scale models of the AMX are available, including promotional 1/25-scale model manufactured under license from AMC by Jo-Han in factory colors. Hot Wheels offered a 1969 AMX custom in 1:64 scale, and in 1971 issued the AMX/2 show car model. Newer models in 1:18 scale diecast were issued, including the Playboy Pink version in the "Best of the Best" series, as well as the modified "Drag-On Lady" race car. According to the editors of Die Cast X Magazine, "muscle cars are the largest, most popular category in die-cast" collectors. They included the AMC AMX among the 34 models representing "the best and most important from the genre ... performance and style that are the hallmarks of the high point of American automotive history."

title: AMC AMX


text:
HP 33s

The HP 33s (F2216A) was a scientific calculator marketed by Hewlett-Packard. It was introduced in 2003 as the successor to the HP 32SII, and discontinued on the introduction of its successor the HP 35s in 2007.

Features
Its main features are:
 * RPN or traditional semi-algebraic (infix data/algebraic operator entry/postfix one-number function entry), user-selectable
 * Two-line LCD display
 * Full scientific/engineering mathematical features
 * Keystroke-programmable with full boolean and program-control command sets and line edit, insert and delete
 * HP "equation list" equation editor (fully algebraic) in both the stand-alone list as well as in keystroke programs
 * HP Solver feature (solves equations and functions for one unknown)
 * Function integration feature
 * All mathematical operations and features fully functional in all modes
 * Unit conversion and constants
 * 31 KB of random-access user memory (equivalent to about 7 KB on earlier HP programmable models)

The main differences from the HP 32SII are:
 * A radical difference in keypad layout and appearance
 * Memory is expanded from 2 KB to 32 KB
 * Faster processor
 * More functions
 * Algebraic entry mode as well as RPN
 * The display has two lines
 * The length of an equation was now restricted to 255 characters (no arbitrary limit in the 32SII)

The HP 33s was co-designed and manufactured by Kinpo Electronics of Taiwan.

Reception
The 33s is generally considered to have fewer logic bugs than the HP 35s. However, the unconventional chevron-styled keypad has been regarded by reviewers as bizarre and difficult to use compared to other HP professional calculators.

Revisions
The 33s went through numerous revisions that have solved two of the most pervasive issues people had with the early models (namely poor screen quality and bad keypad responsiveness).

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: HP 33s


text: Talk:Mount Forbes

title: Talk:Mount Forbes


text:
Object Pascal

Object Pascal is an extension to the programming language Pascal that provides object-oriented programming (OOP) features such as classes and methods.

The language was originally developed by Apple Computer as Clascal for the Lisa Workshop development system. As Lisa gave way to Macintosh, Apple collaborated with Niklaus Wirth, the author of Pascal, to develop an officially standardized version of Clascal. This was renamed Object Pascal. Through the mid-1980s, Object Pascal was the main programming language for early versions of the MacApp application framework. The language lost its place as the main development language on the Mac in 1991 with the release of the C++-based MacApp 3.0. Official support ended in 1996.

Symantec also developed a compiler for Object Pascal for their Think Pascal product, which could compile programs much faster than Apple's own Macintosh Programmer's Workshop (MPW). Symantec then developed the Think Class Library (TCL), based on MacApp concepts, which could be called from both Object Pascal and THINK C. The Think suite largely displaced MPW as the main development platform on the Mac in the late 1980s.

Symantec ported Object Pascal to the PC, and developed a similar object framework on that platform. In contrast to TCL, which eventually migrated to C++, the PC libraries remained mainly based on Pascal.

Borland added support for object-oriented programming to Turbo Pascal 5.5, which would eventually become the basis for the Object Pascal dialect used in Delphi created by Anders Hejlsberg. Delphi remained mainstream for business applications on the PC into the early 2000s, and was partly displaced in the 2000s with the introduction of the .NET Framework which included Hejlsberg's C#.

Apple Pascal
Pascal became a major language in the programming world in the 1970s, with high-quality implementations on most minicomputer platforms and microcomputers. Among the later was the UCSD Pascal system, which compiled to an intermediate p-System code format that could then run on multiple platforms. Apple licensed UCSD and used it as the basis for their Apple Pascal system for the Apple II and Apple III.

Pascal became one of the major languages in the company in this period. With the start of the Apple Lisa project, Pascal was selected as the main programming language of the platform, although this time as a compiler in contrast to the p-System interpreter.

Clascal and Apple's early Object Pascal
Object Pascal is an extension of the Pascal language that was developed at Apple Computer by a team led by Larry Tesler in consultation with Niklaus Wirth, the inventor of Pascal. It is descended from an earlier object-oriented version of Pascal named Clascal, which was available on the Lisa computer.

Object Pascal was needed to support MacApp, an expandable Macintosh application framework that would now be termed a class library. Object Pascal extensions, and MacApp, were developed by Barry Haynes, Ken Doyle, and Larry Rosenstein, and were tested by Dan Allen. Larry Tesler oversaw the project, which began very early in 1985 and became a product in 1986.

An Object Pascal extension was also implemented in the Think Pascal integrated development environment (IDE). The IDE includes the compiler and an editor with syntax highlighting and checking, a powerful debugger, and a class library. Many developers preferred Think Pascal over Apple's implementation of Object Pascal because Think Pascal offered a much faster compile–link–debug cycle, and tight integration of its tools. The last official release of Think Pascal was 4.01, in 1992. Symantec later released an unofficial version 4.5d4 at no charge.

Apple dropped support for Object Pascal when they moved from Motorola 68000 series chips to IBM's PowerPC architecture in 1994. MacApp 3.0, had already been rewritten in C++ and ported to this platform.

Metrowerks offered with CodeWarrior an Object Pascal compiler for Macintosh that targeted both 68k and PowerPC, both in their IDE and as MPW tools. Macintosh developers using Object Pascal had a path to port to the PowerPC, even architecture after both Apple and Symantec dropped support. MacApp 2.0, written in Object Pascal, was ported to the PowerPC using CodeWarrior.

Borland, Inprise, CodeGear, and Embarcadero years
In 1986, Borland introduced similar extensions, also named Object Pascal, to the Turbo Pascal product for the Macintosh, and in 1989 for Turbo Pascal 5.5 for DOS. When Borland refocused from DOS to Windows in 1994, they created a successor to Turbo Pascal, named Delphi, and introduced a new set of extensions to create what is now known as the Delphi language.

The development of Delphi started in 1993 and Delphi 1.0 was officially released in the United States on 14 February 1995. While code using the Turbo Pascal object model could still be compiled, Delphi featured a new syntax using the keyword  in preference to , the Create constructor and a virtual Destroy destructor (and negating having to call the   and   procedures), properties, method pointers, and some other things. These were inspired by the ISO working draft for object-oriented extensions, but many of the differences from Turbo Pascal's dialect (such as the draft's requirement that all methods be virtual) were ignored.

The Delphi language has continued to evolve over the years to support constructs such as dynamic arrays, generics and anonymous methods. The old object syntax introduced by Apple ("Old-Style Object Types") is still supported.

Versions

 * Borland used the name Object Pascal for the programming language in the first versions, but later renamed it to Delphi. Compilers that claim to be compatible with Object Pascal are often trying to be compatible with Delphi source code. Because Delphi is a trademark, compatible compilers continue using the name Object Pascal.
 * Embarcadero Technologies, which purchased Delphi in 2008, sells the Delphi integrated development environment (IDE) that compiles the Delphi dialect of Object Pascal to Windows and macOS, iOS, Android and Web.
 * .NET support existed from Delphi 8 through Delphi 2005, 2006, and 2007, which now has been replaced by another language, Oxygene (see below), which is not fully backward-compatible.
 * The Oxygene language developed by RemObjects Software targets the Common Language Infrastructure, the Java Runtime Environment and Apple's Cocoa frameworks for iOS and macOS.
 * The open source Free Pascal project allows the language to be compiled for a wide range of operating systems, including Linux (32-bit, 64-bit), FreeBSD, Classic Mac OS, macOS, Solaris, Windows API (32, 64, CE), the ARM instruction set architecture (ISA), and several other hardware architectures. The first version of Free Pascal for the iPhone software development kit (SDK) 2.x was announced on January 17, 2009.
 * The Smart Pascal language targets ECMAScript–JavaScript and is used in Smart Mobile Studio, written by Jon Lennart Aasenden and published by Optimale Systemer (2012). The language greatly simplifies HTML5 development through object-oriented, and rapid application development (RAD) methods. Smart Pascal integrates tightly with established technologies such as node.js, Embarcadero DataSnap, and Remobjects SDK to produce high-performance client–server model web applications. The language allows easy creation of visual components and reusable libraries. The Smart Pascal dialect stems from the DWScript language, extended to better integrate with the JavaScript environment and libraries, such as  sections which are plain JavaScript but have access to Pascal symbols, or external classes which map directly to prototypal JavaScript classes. Smart Pascal introduces true inheritance, classes, partial classes, interfaces, a virtual method table and many other advanced constructs which are not a part of JavaScript by default.
 * The Morfik Pascal language, developed by Morfik, targets Ajax-enabled Web applications. The compiler is built into the company's AppsBuilder IDE and allows Object Pascal code to be used in implementing code to execute in a browser or server. It uses the Free Pascal compiler to generate native binaries from Object Pascal.
 * The open source GNU Pascal compiler is available as a front-end to the GNU Compiler Collection, which implements the International Organization for Standardization (ISO) 7185 Pascal standard, and most of the ISO 10206 Extended Pascal standard.
 * Turbo51 is a free compiler to program Intel 8051 chips.
 * WDSibyl is an open source Delphi-like IDE and compiler available for Microsoft Windows and OS/2, and is a commercial Turbo Pascal compatible environment released by a company named Speedsoft that was later developed into a Delphi-like RAD environment named Sybil, and then open sourced under the GPL when that company closed down. Wolfgang Draxler (WD) now maintains the software. The compiler used seems to be located in a DLL and is not open-source.

Compilers
Object Pascal compilers are available for a wide range of operating systems and architectures.

 * Delphi is probably the best known compiler. It is the successor of the highly successful Borland Pascal and Turbo Pascal product line. It targets Windows 9x (Delphi 2007 and older), the Windows NT family, .NET Framework (Delphi 8, 2005, 2007), macOS (Delphi XE2 and later), iOS (Delphi XE2 and later, generating native binaries in XE4 and later), Android (Delphi XE5 and later, generating native binaries in XE5 and later). Support for .NET finally became a separate product known as Oxygene (see below).
 * Free Pascal Compiler (FPC) is an open-source Object Pascal compiler that supports many Pascal dialects, including Turbo Pascal 7, Delphi, and others. Currently, FPC can generate code for IA-32, x86-64, PowerPC, SPARC, and ARM processors, and for several operating systems, including Microsoft Windows, Linux, FreeBSD, Classic Mac OS, and macOS (with an Xcode integration kit). Several separate projects exist to facilitate rapid application development with FPC, the most prominent one being Lazarus (IDE).
 * GNU Pascal (a separately distributed part of the GNU Compiler Collection), while not formally aimed at the Delphi dialect of Pascal, does contain a Turbo Pascal compatibility mode, and is very slowly incorporating a few Delphi language features. It is unsuitable for recompiling large bodies of Delphi code directly, but is notable as having prolific support for operating systems and hardware architectures.
 * Oxygene (formerly Chrome) is an Object Pascal compiler from RemObjects Software that integrates into Microsoft Visual Studio. It is also available as free command-line interface compiler that runs native on CLI. It is three compilers in one, each targeting a different platform: Echoes for .NET Framework, Mono, WinRT and Windows Phone 8, Cooper for JDK and Android, and Nougat for iOS and macOS.

Legacy products

 * Borland Kylix was a Linux variant of Delphi which only targets Intel 32-bit Linux using the Qt library. It does not work out of the box with most modern Linux distributions.
 * Virtual Pascal was a free 32-bit Turbo Pascal and Delphi compatible compiler for mainly OS/2 and Microsoft Windows. Later, it also received a DOS+ Extender and an experimental Linux cross-compiler. The compiler's development stopped at about the level of Delphi 2. In 2007, its official website ceased to operate, and further development ceased.

Interpreters
Pascal Script (formerly InnerFuse) and DWScript (Delphi Web Script) are open-source Object Pascal interpreters and scripting engines written in Delphi. They support subsets of Object Pascal. DWScript can also compile Object Pascal code into JavaScript code (Smart Pascal), and supports just-in-time compilation (JIT). Modern Pascal provides 3 different interpreters: a command-line interface (CLI), Apache Module (Celerity), and CodeRunner (node.js like solution able to handle different scripts per port), besides the ability to compile and protect a script's source code.

Sample "Hello World" programs
Here are several "Hello World" programs in different Object Pascal versions.

Turbo Pascal version
Still supported in Delphi and Free Pascal. FPC also packages its own substitutes for the libraries/units. Delphi does not. The Free Pascal 1.0 series and the FPC textmode IDE are the largest open codebases in this dialect. Free Pascal 2.0 was rewritten in a more Delphi-like dialect, and the textmode IDE and related frameworks (Free Vision) are the only parts in the TP version of Object Pascal.

Heap based allocation
Another example:

This works based on pointer copy, unless there is a specific allocation for a deeper copy.

Delphi and Free Pascal version
Note that the object construct is still available in Delphi and Free Pascal.

DWScript (Smart Pascal) version
The method implementation can also be made in a distinct location as in other Object Pascal dialects.

Development
Many features have been introduced continuously to Object Pascal with extensions to Delphi and extensions to FreePascal. In reaction to criticism, Free Pascal has adopted generics with the same syntax as Delphi, provided Delphi compatibility mode is selected, and both Delphi (partial) and Free Pascal (more extensive) support operator overloading. Delphi has also introduced many other features since version 7, including generics. Whereas FreePascal tries to be compatible to Delphi in Delphi compatibility mode, it also usually introduced many new features to the language that are not always available in Delphi.

Delphi

 * Object Pascal Language Guide Covering Borland Delphi 6-7
 * Delphi Basics, Resource of Delphi project source codes.
 * Delphi-Help - первая помощь программисту на Delphi
 * Delphi Programming, Resource of Delphi Programming & Delphi Programming Forums.

title: Object Pascal


text:
Smarty Jones

Smarty Jones (February 28, 2001) is a champion Thoroughbred racehorse who won the 2004 Kentucky Derby and Preakness Stakes and came second in the Belmont Stakes.

Background
Born at Fairthorne Farm in Chester County, Pennsylvania, the horse was named after Milly "Smarty Jones" McNair, the mother of co-owner Pat Chapman. The two shared a birthday, and Mrs. Chapman wanted to honor her late mother. She said the horse was a strong-willed actor from birth and her mother too was a bit of a smart aleck as a child who had gotten the nickname "Smarty."

He is a third-generation descendant of Mr. Prospector, and as such Smarty Jones is related to many recent Triple Crown hopefuls including Funny Cide, Afleet Alex, and Fusaichi Pegasus. Also included in his pedigree are Triple Crown winners Secretariat, Count Fleet, War Admiral, Gallant Fox and Omaha, and such other Triple Crown race winners as Northern Dancer, Foolish Pleasure and Man o' War, who is #1 on the list of Blood-Horse magazine List of the Top 100 U.S. Racehorses of the 20th Century. His dam was multiple stakes winner I'll Get Along.

Pat Chapman and her husband, Roy "Chappy" Chapman, originally hired Bobby Camac to train Smarty Jones, but in December 2001, Camac and his wife were murdered by Camac's stepson, Wade Russell, who was eventually convicted and sentenced to 28 years in prison. "It was a total shock, numbing," Roy Chapman said. "We didn't know what to do next." This tragedy, combined with Roy Chapman's failing health, resulted in the Chapmans' decision to disband their small breeding operation, retaining only two of their horses. One was Smarty Jones, the product of a breeding between their winningest horse, the mare I'll Get Along, and the stallion Elusive Quality. Despite these influences, his Dosage Index of 3.40 suggested that he was capable of competing in the classics. In 2002, Smarty Jones was sent to Bridlewood Farm in Ocala, Florida, to prepare for racing.

2003: Two-Year-Old Season
In 2003, the Chapmans gave Smarty Jones to John Servis for training. They sold the Someday Farm property and moved into a smaller home, training only four horses. On July 27, 2003, Servis was schooling Smarty Jones at the starting gate when the colt spooked, reared, and smashed his head on the top of the gate. He fell to the ground unconscious, blood pouring from his nostrils. Servis thought the horse was dead, but Smarty Jones regained consciousness and was treated by Dr. Dan Hanf, who stopped the hemorrhaging and treated him for shock. After the bleeding stopped, the colt's head began to swell from the middle of his forehead over to his left eye. Dr. Hanf and assistant trainer Maureen Donnelly kept watch on the horse and kept him at the barn overnight. Hanf had seen the eye before the swelling and was confident the eye itself was not damaged but knew the horse must have sustained a fracture due to the excessive swelling. The colt was sent the next day, July 28, 2003, to the New Jersey Equine Clinic for x-rays. There he was diagnosed with a fractured skull. The bones around his left eye were so badly damaged that the veterinarians thought they might have to remove the eye. Smarty Jones overcame his injuries after three weeks in the hospital and spent more than a month recuperating on the farm. Two of the other entrants in the 2004 Kentucky Derby lacked sight in one eye, and Smarty Jones could have been the third.

Servis led him back into training and by early November 2003, the colt had recovered completely and was ready to make his racing debut at nearby Philadelphia Park. now known as Parx Casino and Racing, a racetrack in Bensalem Township, Pennsylvania, a suburb of Philadelphia. Canadian-born jockey Stewart Elliott was hired to ride Smarty Jones initially for the Bensalem race but took over a more permanent position when the horse began his winning streak. Elliot had won 3,300 races and was the son of jockey Dennis Elliott, Smarty Jones won the six-furlong .75 mi race by $7 3/4$ lengths. Two weeks later, he won the Pennsylvania Nursery Stakes by 15 lengths, earning the best speed figure of his generation and among the best of any Derby winner as a 2 year old.

2004: Three-Year-Old Season
In January 2004, now racing as a three-year-old, Smarty Jones was given his first major test in the Count Fleet Stakes at Aqueduct Racetrack in New York City. In the home stretch, the colt pulled away from the field to win by 5 lengths. In February, Smarty Jones was shipped to Oaklawn Park racetrack in Hot Springs, Arkansas in preparation for the Kentucky Derby. There, he won the Southwest Stakes, the Rebel Stakes (earning the fastest Thorograph number that had ever been given to a 3 year old), and the important Arkansas Derby.

On a rainy May 1, 2004, Smarty Jones entered the Kentucky Derby, where he became the post time favorite, and won. He became the first unbeaten winner of the race since Seattle Slew in 1977. Servis and Elliott became the first trainer/jockey combination in 25 years to win the Kentucky Derby in their debut appearance. Smarty Jones won the race by $2 3/4$ lengths, earning $854,800 for the Chapmans along with a bonus of $5 million from Oaklawn Park for sweeping the Rebel Stakes, the Arkansas Derby, and the Kentucky Derby. He also joined Lil E. Tee (1992 Derby winner) as the only Pennsylvania-bred horses to ever win the Kentucky Derby. Smarty Jones' year, 2004, was the 100th anniversary of the Triple Crown races.

On May 15, after appearing on the cover of Sports Illustrated, Smarty Jones won the second leg of the Triple Crown with a victory at the 2004 Preakness Stakes by a record margin of $11 1/2$ lengths, becoming the first odds-on favorite to win the race since Spectacular Bid in 1979.

After his Preakness victory, Smarty Jones' popularity increased and he became, arguably, the #1 fan favorite to aspire to win the Triple Crown since Affirmed won it in 1978. He was the 10th horse since Affirmed to win both the Derby and the Preakness. His popularity increased the attendance of the races by 17,000 people and caused the highest television ratings in 14 years. Breeders made offers for the breeding rights to the horse, with the offers going as high as 40 to 50 million dollars. However, on June 5, 2004, Smarty Jones finished second in the Belmont Stakes, upset by a late charge by 36-1 long shot Birdstone. Speculation arose that the loss was a result of Elliott allowing Smarty Jones to assume the lead too early when being challenged by several competitors. However, neither Servis nor the Chapmans ever blamed his own jockey (Race video revealed that Elliott had a tight hold on the reins, and did not urge Smarty Jones until the quarter pole). Others pointed to Smarty Jones' relatively unfavorable 3.40 Dosage Index as being a portent of his inability to successfully negotiate the $1 1/2$-mile Belmont distance (Birdstone's Dosage Index was 1.77; the lower the Dosage number, supposedly the better suited a horse is to longer races). Smarty Jones ran the opening mile and a quarter in a time that would have won all but 3 Kentucky Derbys in history and was 8 lengths in front of the show horse. The 120,139 in attendance at Belmont Park that day marked the largest crowd ever to see a sporting event in New York.

Smarty Jones carried a record-high $59,000,000 betting pool for the Preakness Stakes, which doubled in amount during the Belmont Stakes.

The Belmont was Smarty Jones' only loss out of nine starts and the first time he had ever been passed in a race. Many speculated against his distance abilities. Although he ranked among the most brilliantly fast 2 and 3 year olds of recent years, the $1 1/2$-mile distance of the Belmont might have proven too far for his miler/sprinter pedigree and running style. Failing to relax as he had done in the Derby and Preakness, he set a blistering pace on the front end. Birdstone, with a more distance-favoring pedigree, rallied from well off the pace, and for the first time in his career Smarty Jones was passed in a race. In many ways, his career mirrored that of Majestic Prince, who fell short of winning the 1969 Triple Crown. Both horses entered the Belmont undefeated, finished second, and never raced again.

Smarty Jones was voted the 2004 Eclipse Award for Outstanding Three-Year-Old Male Horse and was one of the top 5 searched words/terms on Google for that year.

Quote by Smarty Jones' stable foreman, "Big Bill" Foster: "Number one in horse racing, you have to have the horse. Number two, you have to know what to do with the horse once you have him. A lot of people in this business have a lot of horses, and never made it because they broke them down. It happens a lot. Mismanaged. Mistrained. All because people want to be in the limelight. Which is where we're different. We don't want to be in the limelight. "

Stud career
The end of his racing career was announced on August 2, 2004, due to chronic bruising of his ankle bones. Smarty Jones finished his career with 8 wins and one place in nine starts, earning $2,613,155. He also earned a $5 million bonus from Oaklawn Park. His total earnings were $7,613,155.

Smarty Jones stood at stud at Three Chimneys Farm in Midway, Kentucky, and at one point occupied the same stall that had previously housed Triple Crown winner Seattle Slew. Smarty Jones' first foals were born in 2006 and began racing in 2008. He now stands at Rodney Eckenrode's Equistar Farm near Annville, Pa. and has sired numerous stakes winners, many graded, including Grade I winner Centralinteligence (bred by Pat Chapman, breeder/owner of Smarty Jones), Singapore Derby winning filly Better Life, Japanese record setter Keiai Gerbera, Panama Champion Smart DNA, Uruguayan Champion 2 years Bamba y Bamba and Backtalk, winner of the 2009 GIII Bashford Manor Stakes at Churchill Downs and GII Sanford Stakes at Saratoga Racecourse and a stallion at Bridlewood in Florida, to name a few.

He now has an early Kentucky Derby prep at Oaklawn named in his honor, the Smarty Jones Stakes, as well as a Labor Day race at Parx Racing and Casino that was inaugurated in 2010 as a replacement for the Pennsylvania Derby, which moved to the final Saturday in September. In addition, a statue will stand at Parx in his honor. Statue at Parx Bensalem PA For the 2016 breeding season, Smarty Jones was relocated to Calumet Farm in Lexington, Kentucky, after shipping to Uruguay for the Southern Hemisphere season. Smarty Jones had his first grade I winner with Centralinteligence who won the 2013 GI Triple Bend Handicap.

Nasa won the Pennsylvania Nursery Stakes in 2014, the same race his sire Smarty Jones won in 2003.

In popular culture
New Yorker and rapper Wiki released a single entitled "Smarty Jones" as part of the two song release, "Fee Fi Fo Fum b/w Smarty Jones" on October 18, 2019.

title: Smarty Jones


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Jonathan Torrens

Jonathan Ormond Torrens (born October 2, 1972) is a Canadian actor and television personality best known for his co-hosting of Street Cents, his talk show Jonovision, and his role as "J-Roc" in the popular Canadian mockumentary Trailer Park Boys. In October 2009, Torrens began hosting TV with TV's Jonathan Torrens, a comedic newsmagazine program broadcast on the TVtropolis network. In January 2014, he teamed up with fellow Canadian Jeremy Taggart to create the Taggart and Torrens Podcast. They discuss everything from sports to politics and offer a unique perspective on current issues.

Early life
Torrens was born in Charlottetown, Prince Edward Island. As a child, he lived in Sherwood where he attended Sherwood Elementary School. He made his first stage appearance there in Grade 1. In 1983, after first attending Charlottetown Rural High School in Charlottetown, Prince Edward Island, he moved to Halifax with his family, where he attended St. Patrick's High School. His sister is actress and playwright Jackie Torrens.

Career
Torrens's past work includes co-hosting CBC Television's teen-oriented consumer affairs series Street Cents from 1989 until 1996. He then went on to host, co-produce and write for his own teen-oriented talk show, Jonovision, from 1996 until 2001.

In 1998, he played David in Beefcake, a movie about 1950s muscle magazines and their connection with the gay community. The same year, he won a Gemini in the category of Best Short Dramatic Program for his work on Nan's Taxi. In 1999, he hosted and narrated a 33-minute docudrama on the consequences of impaired driving for the Alberta Alcohol and Drug Abuse Commission (AADAC) called When Choices Collide. In 2001 he played Tony Moressa on the show Pit Pony and had two appearances on Royal Canadian Air Farce as 'The Clean Cut Keen SportsNet Guy'. From there he went on to Rideau Hall in 2002 and had a guest appearance on This Hour Has 22 Minutes. In 2003, he starred in the CBC six episode mini-series Jonathan Crosses Canada, in which he traveled across Canada in a Winnebago.

During the summer of 2004, he starred as "The Gotta-be-Gay-Guy" on the Spike TV mock reality show, Joe Schmo 2, and has made appearances on the shows The Greatest Canadian and 50 Most Outrageous TV Moments.

In 2003, Torrens played the role of Shane McKay, Emma Nelson's biological father, in a two-part episode of Degrassi: The Next Generation, a revival of the teen drama Degrassi Junior High, as original actor Bill Parrott declined to reprise the role. Torrens had previously reunited the original Degrassi cast in 1999 on Jonovision, which became the show's highest rated episode and is regarded as a catalyst for Degrassi 's revival.

Torrens has a recurring role as J-Roc on the television series Trailer Park Boys. He also appeared in all of the Trailer Park Boys movies. In November and December 2008, Jonathan was the guest host of several episodes of the CBC radio show Definitely Not the Opera.

In 2008, he appeared in the award-winning short film Treevenge, directed by Jason Eisener.

In 2009, Torrens debuted in his own television show called TV With TV's Jonathan Torrens on Canadian specialty network TVtropolis and ended in 2011. As of 2010, Torrens is one of the co-hosts of the reality television series Wipeout Canada, which also airs on TVtropolis that ended after 13 episodes.

On March 21, 2013, it was confirmed on Facebook that Torrens had gained forty pounds to reprise his role as J-Roc in the third Trailer Park Boys film, Don't Legalize It. Torrens appeared in Season 8 of Trailer Park Boys, which debuted on Netflix on September 5, 2014. He also was a co-writer for Seasons 9 and 10 of Trailer Park Boys. Torrens left the cast of Trailer Park Boys in April 2016.

He has also had regular roles in the television series Mr. D, Call Me Fitz, Game On, and Letterkenny.

In October 2017, Jeremy Taggart and Torrens released the paperback book Canadianity: Tales From The true North Strong And Freezing, "a collection of showbiz tales from the road and relatable everyday anecdotes, all wrapped up in a nostalgic fondness for this great country. Canadianity takes readers on a cross-country journey, shining the spotlight on notable local heroes (or bands), the best places to crush food and the greasiest watering holes, coast to coast to coast."

In 2019, Torrens launched the financial education web series Your Two Cents.

In 2021, Torrens wrote, directed and starred in Vollies, a sitcom about volunteer firefighters for Bell Aliant's Bell Fibe on-demand service. The series debuted on October 20, 2021. He received a Canadian Screen Award nomination for Best Supporting Actor in a Comedy Series at the 10th Canadian Screen Awards in 2022.

In 2022, he began a recurring role on the show Shoresy as Remy Nadeau and appeared as the father of the main characters in the movie Kids vs. Aliens.

Personal life
Torrens is married and has two daughters.

title: Jonathan Torrens


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List of NHL seasons

This is a list of seasons of the National Hockey League (NHL), a professional ice hockey league, since its inception in 1917. The list also includes the seasons of the National Hockey Association (NHA), the predecessor organization of the NHL, which had several teams that would continue play in the NHL. Only two franchises, the Montreal Canadiens and Toronto Maple Leafs (formerly the Arenas and St. Patricks), still exist from the founding of the league. The Quebec Bulldogs, which suspended after the last NHA season, returned to play in the third NHL season, although they were considered founding members of the NHL. The league would move the team to Hamilton in 1920 and dissolve the team in 1925. The original Ottawa Senators would continue in the league until 1935, where, after one season in St. Louis as the St. Louis Eagles, the franchise was dissolved by the league. The current Ottawa Senators franchise does recognize the history of the original Senators (through retired numbers and a heritage jersey).The list is sub-divided using the same eras as the series of articles on the history of the National Hockey League.

Championship format
Like predecessor leagues, the champion of the NHA league since its founding was the team with the best regular season record, with a playoff used only if more than one team had the best win–loss record. This changed in 1917 with the invention of the split-season, whereby the champion became the winner of the annual playoff. The NHL continued the split-season and playoff format upon the winding up of the NHA organization. Except for the 1919–20 season, when there was no playoff because Ottawa won both halves of the season, the champion of the NHL has been the playoff champion.

The NHA champion was awarded the O'Brien Cup. This was continued by the NHL. Until 1927, the NHL champion was awarded the O'Brien Cup, supplemented by the Prince of Wales Trophy, starting in 1925. To win the Stanley Cup, the NHL champion had to play and win a "world's series" with the champion of the Pacific Coast or Western Canada leagues. After 1927, the NHL playoff champion was awarded the Stanley Cup, while the O'Brien Cup and Prince of Wales Trophy were reused as division championship and playoff runner-up awards.

National Hockey Association
Hockey seasons traditionally started in January and ended in March until the 1910–11 season which was the first to start before the new year. The 1911–12 season saw the elimination of the rover position, reducing number of skaters per side to six, and changing the game to three 20-minute periods from two 30-minute periods. The 1916–17 season saw the introduction of the split schedule, an innovation attributed to Toronto NHA owner Eddie Livingstone. To symbolize the league championship, the NHA champion was awarded the O'Brien Cup, donated by the O'Brien family, owners of silver mines (being the source of the silver in the trophy), owners of several of the NHA franchises, and original owner of the Montreal Canadiens.

1. All champion teams are also Stanley Cup champions unless marked. 2. The league did not use tiebreakers to determine the top record. The two teams played off to determine the championship. 3. Toronto and Battalion did not participate in the second half. 4a. No Finals prior to 1914; Stanley Cup awarded to league winners and defended on a challenge basis. 4b. Finals in 1915 and 1916 contested between top two teams of regular season. 4c. Finals from 1917 through 1921 contested between qualifier from first half-season and qualifier from second half-season.
 * Notes

Early years
The NHL started with three of the six NHA clubs (Montreal Canadiens, Montreal Wanderers and Ottawa Senators) and a Toronto franchise run by the Toronto Arena Co., which leased the players of the Toronto Blueshirts. Almost immediately after starting the season, the Wanderers folded, leaving three teams to complete the season. The same three teams returned for 1918–19 before Quebec 'returned' for 1919–20, moving to Hamilton the following year. The same four-team configuration lasted until 1924–25 when the Montreal Maroons and the Boston Bruins joined the league. Expansion into other cities followed, lasting until the 1930s, when several teams folded.

The new NHL did not have a championship trophy at first. The O'Brien Cup was revived in November 1921, and served as the league championship trophy until 1927. The new Prince of Wales Trophy, donated in 1925, was also given to the league champion until 1927. Henceforth, the trophies were designated for divisional championships, and the Stanley Cup became the de facto league championship trophy.

1. All champion teams are also Stanley Cup champions unless marked. 4c. Finals from 1917 through 1921 contested between qualifier from first half-season and qualifier from second half-season. 5. Wanderers withdrew after six games (four completed, two forfeited). 6. The Quebec Bulldogs started play. 7. No playoffs. 8. The Montreal Maroons and Boston Bruins started play. 9. The New York Americans and Pittsburgh Pirates started play. Hamilton Tigers dissolved. 10. The Chicago Black Hawks, Detroit Cougars and New York Rangers started play. 11. The Ottawa Senators and Philadelphia Quakers suspended operations for the season. 12. The Ottawa Senators resumed play. 13. The St. Louis Eagles were dissolved. 14. The Montreal Maroons were dissolved.
 * Notes

Original Six era
Prior to the 1942–43 season, the New York Americans suspended operations. This reduced the number of teams to six, starting the 'Original Six' era. During the Original Six era, the NHL played in a single six-team division. Each season, four of the six teams qualified for the playoffs to determine the Stanley Cup and NHL champion.

Expansion years
Since 1967, the league re-organized several times as it grew. In 1967, the league played in two divisions, with the playoff winner of each division playing off for the NHL championship. As the league grew the league changed its championship format to allow cross-over seeding, then changed to a division-based championship, leading to conference-based championship, with conference champions playing off for the Stanley Cup. In 1985, the Presidents' Trophy was inaugurated to reward the team with the top regular season record, irrespective of division or conference.

15. The California Seals, Los Angeles Kings, Philadelphia Flyers, Pittsburgh Penguins, Minnesota North Stars and St. Louis Blues started play. 16. The Buffalo Sabres and Vancouver Canucks started play. 17. The Atlanta Flames and New York Islanders started play. 18. The Kansas City Scouts and Washington Capitals started play. 19. The California Golden Seals relocated to Cleveland, Ohio, renamed Cleveland Barons. Kansas City Scouts relocated to Denver, Colorado, renamed Colorado Rockies. 20. The Cleveland Barons merged with the Minnesota North Stars. 21. The Edmonton Oilers, Hartford Whalers, Quebec Nordiques and Winnipeg Jets (1972–96) joined the NHL. 22. The Atlanta Flames relocated to Calgary, Alberta, renamed Calgary Flames. 23. The Colorado Rockies relocated to East Rutherford, New Jersey, renamed New Jersey Devils. 24. The San Jose Sharks started play.
 * Notes

Current era
In 1993, coinciding with the naming of Gary Bettman as commissioner, the league re-organized into the Eastern and Western Conferences, with two divisions each, organized along geographical lines. The playoff format was changed to provide conference champions without divisional playoff champions. A new round of expansion began. By 2000–01, the number of teams increased to 30 and the number of divisions increased to six. This era has seen five seasons where the seasons were changed, three due to labour disputes between the NHL and the players' union, and two due to the COVID-19 pandemic. The 1994–95 and 2012–13 seasons were shortened to 48 intraconference games, and the 2004–05 season's games were cancelled entirely. The 2019–20 season was stopped at 68–71 games due to the COVID-19 pandemic, and resulted in a one-time playoff format change involving 24 teams; the subsequent 2020–21 season was shortened to 56 intradivisional games, with teams temporarily realigned and the playoff format modified. According to the 2011 NHL Guide and Record Book, the NHL includes the 2004–05 season in its count of seasons. For example, the 2011 NHL Guide lists the Tampa Bay Lightning as entering their 19th 'NHL Season', although a count of the Lightning's seasons of play would determine the 2010–11 season to be their 18th season of play.

25. The Ottawa Senators and Tampa Bay Lightning started play. 26. The Mighty Ducks of Anaheim and Florida Panthers started play. Minnesota North Stars relocated to Dallas, Texas, renamed Dallas Stars. 27. Season shortened due to lockout. 28. The Quebec Nordiques relocated to Denver, Colorado, renamed Colorado Avalanche. 29. The Winnipeg Jets (1972–96) relocated to Phoenix, Arizona, July 1996, renamed Phoenix Coyotes. 30. The Hartford Whalers relocated to Greensboro, North Carolina, renamed Carolina Hurricanes. 31. The Nashville Predators started play. The league realigned into 3 divisions per conference, ultimately with 5 teams per division. 32. The Atlanta Thrashers started play. The Carolina Hurricanes moved to their intended home of Raleigh, North Carolina. 33. The Columbus Blue Jackets and Minnesota Wild started play. 34. The Mighty Ducks of Anaheim rebranded as the Anaheim Ducks. 35. The Atlanta Thrashers relocated to Winnipeg, Manitoba, renamed Winnipeg Jets. 36. Season shortened due to lockout. Last season to have 5 teams per division. 37. League realigned back into 2 divisions per conference, with 16 teams in the Eastern Conference (8 teams per division) and 14 in the Western Conference (7 teams per division). 38. The Phoenix Coyotes rebranded as the Arizona Coyotes. 39. The Vegas Golden Knights started play. 40. Season shortened due to the COVID-19 pandemic on March 12, 2020. Due to the uneven schedule, the Boston Bruins were awarded the top record in the regular season by points percentage. 41. Season shortened due to the COVID-19 pandemic. Due to cross border travel restrictions, the league temporarily realigned into 4 divisions, with the 7 Canadian teams in the North Division and the 24 American teams equally divided among the East, Central, and West Divisions. 42. The Seattle Kraken started play. 43. The Arizona Coyotes cease operations, while their assets including their roster continue as the Utah Hockey Club.
 * Notes

All-time top regular season record holders
This table lists the number of times that NHL/NHA teams had the top record in the regular season (this list does not count Stanley Cup/League Champion wins). The Presidents' Trophy is the current award for the team with the best regular season record, which began being awarded starting with the NHL season. From 1938 to 1967 the Prince of Wales Trophy was the award for the team with the best record in the regular season. Following the expansion of no award was given until the inception of the Presidents' Trophy.

 * Notes
 * Defunct teams denoted in italics.
 * The Montreal Canadiens and Ottawa Senators (original) each have 2 top regular season records in the NHA in addition to their NHL seasons.

title: List of NHL seasons


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User:Shidobu

Undergraduate Political Communications Student at the University of Texas at Austin. 18 yr old male indian-american.

Subjects of interest include, but are not limited to: International politics and political theory; Subatomic Physics [specifically string theory]; Creative Writing; Orson Scott Card's Ender's Game Series; Computer Gaming; Computer Programming;

title: User:Shidobu


text: User talk:68.67.235.154

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