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Feature Article from Hemmings Muscle Machines

March, 2005 - Patrick Foster

Most people know that, as compact muscle cars go, the 1971 AMC Hornet SC/360 is a very desirable machine. Created as a lower-cost alternative to traditional muscle cars, the SC/360 was American Motors' attempt to grab a bigger share of a performance-car market that was being hurt by rapidly increasing insurance premiums. By basing its latest high-performance specialty car on the prosaic Hornet, AMC hoped to slip in below the insurance industry's radar screens.

As far as driving goes, they're a hoot. Hornet SC/360s are fast, cool and, with only 784 produced, really rare. A little too rare. In fact, the darned things are getting hard to find. Naturally, some enthusiasts have begun dropping V-8s into ordinary six-cylinder Hornets to produce SC/360 clones. But that's not really necessary. The factory already did it-sort of-to a whole bunch of cars. In essence, there are factory-produced SC/360 clones out there just waiting to be discovered. Imagine that-a clone that's also an authentic factory original. It's like having your cake and eating it too.

Let me explain what the deal is. When American Motors decided to offer the SC/360 Hornet for 1971, it had to invest in some new tooling as well as a certain amount of engineering work. The Hornet originally wasn't set up for the 360-cu.in. V-8. In 1970, the biggest engine offered in the Hornet was AMC's reliable, if unexciting, 304-cu.in. V-8, good for 210hp. Because AMC's V-8s all used essentially the same size block, a 360-cu.in. V-8 was basically a drop-in fit. But other things had to be beefed up to handle the extra power, things like shocks and springs. Dual exhaust routing needed to be figured out, and a proper handling/suspension package had to be developed. Lengthy engineering tests ensured that the new pieces measured up to durability, safety and quality standards, and of course, all that cost money. In the SC/360, a 245hp, two-barrel, 360 V-8 engine was standard, with a 285hp, four-barrel 360 as an option. Ordinary Hornets didn't get the 360 V-8, even as an option.

So when the SC/360 ended up being a one-year-only model, AMC was left with all the pieces needed for a performance compact, engineered and in stock. The question then became, "What can we do with all this stuff?" The answer was the 1972 Hornet X package, an optional appearance group that could be combined with an optional V-8 to produce the nearest thing to a factory-produced SC/360 clone.

Things get a little complicated from here on. The starting point for the right car-one with looks and muscle-is a 1972 Hornet two-door sedan, though to be completely accurate, the X package was also available on Hornet Sportabout station wagons. The X package itself is mostly just for looks; it included a sports steering wheel, rally stripes, an "X" emblem and 14 x 6-inch slot-style wheels with C78 x 14 Polyglas blackwall tires. This package could be ordered with any of the Hornet's regular production engines, including the base six-cylinder. To add the right juice, buyers needed to specify the two-barrel 360 V-8, which cost a mere $41.55. For 1972, the engine was rated at 175hp versus 1971's 245hp rating. But remember that in 1972 most carmakers switched to net horsepower ratings over the previous gross ratings. Neither dual exhaust nor a four-barrel carburetor were offered as factory options, but buyers could have them installed by the dealer or by an independent shop. For 1972, the 360 could be ordered on Hornets only in combination with the optional automatic transmission, which cost $231.05. One big plus: For 1972, AMC switched to Chrysler automatics, arguably more reliable units than the Borg-Warner transmissions used previously. With a curb weight around 3,100 pounds, the 360-cu.in. Hornet could move out with the best of them.

Like the SC/360, the Hornet X didn't come with bucket seats. However, a buyer could order individual reclining seats (just like the SC/360) which, though not as sporty, are wider and more comfortable. Spoke wheels were optional, but even the slot wheels that came standard with the X package were attractive.

AMC also offered a Rallye package for 1972 that is of particular interest to AMC muscle fans. The Rallye package included a full-synchromesh three-speed manual gearbox with floor shift, bucket seats, front disc brakes (manual were standard, power assist optional, at extra cost) handling package, sports steering wheel and "Rallye" emblems. Here's where it gets really tricky. A buyer could order both the Rallye and the X-packages, which meant he would have a Hornet Rallye X-bucket seats, slot wheels, handling suspension, the whole nine yards. However, that package combination couldn't be ordered with the 360 V-8, because that was available only with an automatic gearbox, not with the Rallye's stick shift. To get a Hornet Rallye X, you had to settle for a 304 V-8 or a six. But even with the 304, the Hornet was still a great-looking car capable of excellent performance. Motor Trend tested one in 1972, reporting 0-60 mph in 9 seconds flat and a 1/4-mile time of 16.8 and 82 mph-virtually the same performance as the 350-cu.in. V-8-equipped Chevy Nova tested in the same issue. People looking to stir the gears themselves will prefer the Hornet 304 V-8/stick setup. But they will have to settle for a three-speed transmission because, in 1972, AMC did not offer a four-speed in the Hornet line.

If you prefer the stealth approach, the 360 V-8 was available on any Hornet model in 1972. In other words, if you just want SC/360-style performance without the sport-appearance stuff, keep your eye out for any 360-equipped Hornet. You might snag a four-door sedan, a wagon (which, remember, could also be had with the X package) or even a two-door sedan. The factory built them, so you know they are out there somewhere. As a matter of fact, AMC built more than 71,000 1972 Hornets. We couldn't find a breakout of how many were produced with the 360 engine, but you could make a serious argument for any V-8-powered Hornet as a muscle car.

The 360 V-8 was also offered in 1973 and 1974. Again, any Hornet could be ordered with the two-barrel 360 engine with automatic transmission. In 1973, the emphasis was on AMC's sporty new Hornet Hatchback, and both the new hatchback and carryover Sportabout wagon could be ordered with the X package. For 1973, however, it was not available on the two-door sedan. Car and Driver magazine tested a Hornet hatchback with 360 V-8, and recorded a 0-60 time of 8.4 seconds with a 3.15 rear axle ratio. The magazine liked the Hornet hatchback enough to note that it was "...so good that AMC is sure to finally lose its underdog status." Hornet did not offer a Rallye package for 1973. However, all the dress-up stuff like bucket seats, spoke wheels, sport steering wheel, and such could be ordered on any Hornet hatchback or two-door sedan, even on non-X package cars. A Hornet hatchback with the X package and a 360 V-8 makes a great-looking pocket rocket.

The story was pretty much the same for 1974, with the 360 V-8 optional on any Hornet body style. Interestingly, for 1974, AMC offered a Rallye X package for the Hornet hatchback that included a tachometer, oil pressure gauge, ammeter gauge, front disc brakes, power steering, leather-wrapped sport steering wheel and a few other items. Now that would be a really nice car to own. And it should be relatively cheap to buy one. You had better start searching, before we run across one.


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