Bowtie Boneyard

TEXT AND PHOTOS BY Steve Magnante

n this world of mid-engine Corvettes that run 0-to-60 in 3 seconds in base trim, 198-mph ZL1 Camaros and Duramax Silverados with the torque of two LS6 Chevelles, the pair of vintage Bowties displayed here certainly won’t raise many eyebrows—but when they were new, they were the talk of the town. And now after nearly five decades of “ripening” on the vine, we dare say they’re worthy of a second look.

In the case of the 1977 Monza Mirage, while harsh critics may say the Monza’s only worthwhile contribution was its 7.50/7.62 rear axle (later used in millions of Gen III Camaros and S-10 pickup trucks), its Mirage graphics and bodywork set it apart as something special: A factory-authorized, street-legal tribute to the tube-framed, V-8–powered machines dominating the IMSA/Camel GT road race series of the day.

Detroit’s first “widebody kit.” The 1977 Mirage’s trademark fender extensions are made of Reaction Injection Molded (RIM) polyurethane. For rapid installation at MAT, plastic retainer rails are riveted to the stock sheetmetal to trap the flares in place. A classic “sticker supercar,” the special red, white, and blue stripes have been bleached by exposure to the sun. Lucky for restorers, reproduction graphics are available today from outfits like Phoenix Graphix.

The $700 Mirage package price included the LG3 305 V-8. Equipped with single exhaust and a two-barrel carburetor, 0-to-60 came up in 9.1 seconds, the quarter-mile in 16.9. California buyers demanding V-8-power got a 350, which–on paper–sounded even better. Unfortunately, this 350 was detuned to 125 hp. Yep, the California-only 350 made 20 hp less than the Mirage’s 145hp 305. The now-familiar High Energy Ignition (HEI) was first seen on some Pontiacs in 1973 and all Chevrolets starting in 1975.

The 305 V-8 Mirages came with three-speed TH200 automatic or four-speed Saginaw manual transmissions. This one has the TH200, which arrived in 1976 with aluminum clutch drums and oil pumps to conserve fuel. More than a trimmed-down TH350, the TH200 featured 2.74, 1.57, 1.0:1 forward ratios. Compared to the TH350’s 2.52, 1.52, 1.0:1 ratios, gear multiplication–and acceleration–were improved to help crutch the new wave of detuned smog-era engines. Though early Chevrolet advertising teased at an optional RPO Z01 five-speed manual transmission with overdrive for the 262 and 305 V-8s, reliability problems canceled the program before any were released to the public. Oddly, Chevrolet fitted all 1977 Monzas with 80-mph speedometers a full three years before the federally mandated switch to 85-mph units in 1980.

Smart boneyard shoppers inspect every car. If we’d ignored this topsy-turvy 1979 Monte, we’d have missed out on its ultrarare factory four-speed status. When new, this 1979 Monte Carlo was available with a Chevrolet-sourced 94hp, 200-cube V-6; a Buick-sourced 115hp, 231-cube V-6; a Chevrolet-sourced 125hp, 267 V-8; and the top dog, Chevrolet-sourced 160hp 305 V-8, seen here. The 305 was the only way to get the fun of the four-speed.

And here’s the twist, while the first-generation Monte Carlo of 1970-1972 was also offered with a four-speed stick (except in 1972), four-speeds were dropped for the redesigned second-generation “Colonnade” (1973-1977) family. Yes, you could still get a column-shifted three-speed in a 1973-1975 Monte Carlo, but the few that were actually built served as “bait-and-switch” units. By 1976, the Monte Carlo clutch pedal was a thing of the past … until 1978.

The four-speed’s brief return (1978-1979 only) was undoubtedly meant to add some sporty spice to Monte Carlo’s image while boosting the looming Corporate Average Fuel Economy (CAFÉ) rating. Let’s put on the smog masks and explore the Monza and the Monte.

Surprise! Where a TH200 would appear 97 percent of the time, the original buyer of this classy black Monte ordered the MM4 wide-ratio four-speed manual transmission for just $135 extra. Interestingly, same-year Camaros could also be had with this wide-ratio transmission, whose gearsets delivered 2.84, 2.01, 1.35, 1.0:1 forward ratios. Hot dog Camaro Z28s came with the stronger BorgWarner Super T10 in 1979 with closer-spaced 2.64,1.75,1.34, 1.0:1 ratios to better use the Z’s 175hp LM1 350. Unfortunately, the Z28’s 350 was never offered in the Monte Carlo, rather this car’s 160hp 305 was as wild as it got until 1980 when a 170hp version of Buick’s 3.8L turbo V-6 joined the option list. The 1980-1981 Turbo Monte Carlos were all equipped with automatic transmissions, as were any and all Buick production vehicles with the turbo six.

The all-iron case and tailhousing of the Saginaw four-speed contribute to its 90-pound mass. Only capable of safely handling 300 hp, it looks as though a hopeful scavenger rotated the body for easy transmission removal, spotted the Saginaw, and moved on. Being purists, we’re glad this rarity remains intact and hope it ends up in caring hands for restoration. Another clutch-equipped GM A-body rarity, Oldsmobile’s Cutlass offered a five-speed manual transmission with overdrive in the late ’70s. Supplied by Opel, the transmission was only safely matched with the small 110hp Olds 260 V-8. Anything larger would have overstressed it. And let’s remember, Mexican-built Monte Carlos were offered with factory four-speeds in the early ’80s. U.S. smog laws prevented their importation stateside.

The factory chrome shift handle and console are still present and cover a simple stamped metal clearance hump that’s welded to the standard Monte Carlo transmission tunnel. The MM4 Saginaw four-speed was also optional in 1978-1980 Malibus. Production numbers (U.S. and Canada combined) are 1978: 1,748, 1979: 2,045, 1980: 326. The similar-looking Saginaw three-speed manual transmission found its way into a fleet of 25,500 V-6–powered Chevy Malibu four-door sedans built by GM of Canada as part of a $100 million export sale to Iraq. Ultimately, Iraq only took 13,000 of these three-on-the-floor Malibus, the rest were sold as new cars in Canada.