WHY 🇺🇸USA 🗽GOVERMENT WERE 🤬FURIOUS? 1970 🔥BALDWIN🚗 MOTION🏁 VEGA

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Episode 4, Car History Season 1

WHY 🇺🇸USA 🗽GOVERMENT WERE 🤬FURIOUS? 1970 ❤️‍🔥BALDWIN🚗 MOTION🏁 VEGA
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The Motion H-bomb kit
This time, the item was a Vega fitted with an all-aluminum 302 V-8 and a Turbo 350 transmission. It ran a 13.97 elapsed time, as reported in the July 1972 issue. Nothing more came of it.

1973: the odd-even day oil embargo did its best to consternate everyone, but hot rodders are always gonna hot rod and one of the most progressive conversion houses was Motion Performance hard by Sunrise Highway in Baldwin, Long Island. After nearly a decade of amassing an army of big-block soldiers (Corvettes, Chevelles, Camaros, and Novas), there was one source yet to be tapped: the hapless, heinous Vega. Extant for nearly four years, there was a sea of chain-whipped H-bodies with their panting, leaking four-bangers hanging out like an overheated dog’s tongue.

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But long before ringmaster Joel Rosen gave it the big-block swap, he’d converted many Vegas with a 350. He admitted that the big-block idea wasn’t completely his. “Ever since we’d started swapping the 350 engines, the Rat motor requests had been outrageous. I had people calling constantly for the availability of just such a piece. So as soon as I was certain of the market, I decided to build the car and offer a complete kit from the first prototype.” Specifically, that was the car I drove in the early fall of 1973. The story appeared in the January 1974 issue of Car Craft under the title “King Kong is Living on Long Island.”

At this time, the 1970 Clean Air Act—abetted by the EPA and the DOT—the stringent fuel situation, and opposing voices from the public at large combined with gelded engines, awful energy-absorbing bumpers, and the suborning of high-performance options. The implication was a cold, featureless future. This didn’t bend Rosen one bit; he merrily continued, dropping small-block V-8s in his Super Vegas for three years.

with selective use of a hammer and a 2x4, the big engine needed some surgery in the bellhousing region to situate the 454 in the “stock” location.

Motion provided a raft of enablers. The primary kit contained the motor mounts and the headers. The deluxe ensemble included those pieces as well as hoses, belts, pulleys, and front springs with the same free height as stock but with thicker wire diameter. A stock Vega posed a 53.2/46.8 percent weight bias. With the big-block lard hanging over the front wheels, what do you think the spread was with an additional 400 pounds up front (Vega aluminum four-cylinder: 285 pounds; all-iron big-block: 685 pounds)? It had Koni adjustable shock absorbers and an 18-inch diameter Flex-O-Lite fan. Sure, there were options: a heavy-duty cooling core, a narrowed 12-bolt, and a shorter prop shaft. On top of this, you had to have the stock discs drilled for a 4 3/4-inch 5-lug pattern (in this case to accept 14-inch Cragar S/S hoops and F70 tires). The Vega’s brakes worked like the ones on the Scuncio car, only worse.


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