1969 Chevrolet Camaro ZL-1 Pro Touring

This muscle car is likely the most capable ZL-1 powered 1969 Camaro on the planet. To take it one step further, likely the most capable ZL-1 powered car, period. The owner took a great heritage of the ZL-1 and surrounded it with the best money can buy. The engine was built by one of the most reputable engine builders on the West coast from scratch with this exact application in mind. As you are about to see, everything on this car is top shelf and some of the best shops and manufacturers in the industry have been called on to contribute to the finished product.

This car has been sorted out extensively on the road and track. You can literally call it a car show, road race, autocross, drag race, and drive to and from the track in one weekend in this car. While it’s a dominator on the track, it has the modern sports car feel on the road we all desire. The ride, brakes, and steering are phenomenal. The handling and braking is a couple rungs up the ladder. It’s got unbelievable linear power but it will lope down the interstate at 1800 rpm in overdrive with the AC on and tunes blasting. It’s been tested to take any curve ball you can throw at it. It has proved to be extremely reliable with no mechanical failures of any type on the road or track after the ZL-1 was installed. 

This car doesn’t just talk the talk, it walks the walk. Not only does it look great, it performs! It runs 0-100-0 in the 13 second range which is Corvette ZR1/Z06 & Dodge Viper territory. It also runs in the 11’s down the quarter mile. However, this car really shines in the handling department. This is the ultimate litmus test for a pro touring car. Check out some of the features :

Accolades
· Optima Ultimate Street Car Invitational on Speed TV(2010)

· SEMA(2010)

· Super Chevy Magazine Feature Car(Coming Soon)

· Camaro Performers Magazine(2010,2011)

· Car Craft Magazine(2010)

· Super Chevy Show Winner(2011)

· Lateral-G Feature Car(2010)

The Start

The owner started with a very clean complete 307 survivor with less than 100,000 miles on the clock. Believe it or not, he picked this car up in Michigan and it was clean due to its inactivity. The owner stored it in his Mom’s garage for nearly 20 years and barely drove it. He kept all the original GM metal with the exception of the front fascia that had been replaced sometime in its life. The owner also added an aftermarket cowl hood for air cleaner clearance.

Body

Prodigy Customs in Florida did the dirty work. They took the complete car down to bare metal. They blocked the car out until it was flat as a board and then they sprayed it with base coat/clear coat Glasurit paint. It’s a very dark black and it’s got great depth and shine. The car got more compliments on the paint job than anything else.

They also added Detroit Speed & Engineering subframe connectors and mini tubs. A 4 point roll bar was added for structural rigidity and safety. It’s stiffer than a C6 vette. The firewall was shaved for a super clean look.

Engine(ZL-1 has roughly 3500 miles on the clock)

The heart of the beast is a custom built 489 Big Block ZL1 by Pettis Performance. Pettis Performance is based in Southern, CA and has a bullet proof reputation for building big, reliable horsepower. This engine is loaded with the best components available:


· GMPP ZL1 Aluminum Block (110 lbs)

· Callies Forged Crank Shaft

· Manley H Beam Rods

· JE Forged Pistons

· Total Seal Rings

· Dart Pro 1 Heads(Custom Pettis Performance Port Work)

· Manton Pushrods

· Comp Roller Rockers

· Dart Stud Girdle

· Comp Solid Roller with Cast Iron Gear(For street longevity)

· ISKY EZX Roller Lifters(No Needles)

· Edelbrock Air Gap Intake

· AED Holley 850 Double Pumper(Road Race Floats & Jet Extensions)

· Melling High Volume Oil Pump

· Custom Windage Tray Setup

· Milodon 8 Quart Road Racing Pan

· ATI Harmonic Balancer

· Edelbrock Victor Jr. Water Pump

· March Performance Serpentine Accessory System

· MSD Pro Billet Distributor(With GM Melonized Gear)

· Moroso Fabricated Valve Covers

· Milodon Timing Cover

This engine is built with the intended application in mind. A power plant that was happy to idle all day long, enjoyed freeway cruising in high gear, but would pull to 6,800 rpm(Redline) like it’s pissed off! It makes 666 hp at 6200 rpm and 641 ftlbs at 4700. It makes some serious average power. Pettis Performance nailed it!

Driveline

With all the power the ZL1 makes, the car needs a bullet proof driveline.


· Quicktime SFI blow proof bellhousing

· McLeod SFI 14lb Aluminum Flyhweel(For quick revs and rpm matching)

· McLeod Twin Disk RXT Clutch(Rated at 1000 hp)

· TKO600 modified with carbon fiber synchronizers and pro 5.0 shifter

· Inland Empire 3.5” Aluminum Balanced Driveshaft

· Moser 3.73 12 bolt with bolt in big ford ends, 33 spline axles, and true trac carrier, aluminum girdle

All of these parts have proven to be a reliable combination.

Chassis

Front:
Detroit Speed & Engineering Hydroformed Subframe (Modern GM Frame Technology)
· Tubular Control Arms

· Splined Sway Bar

· Rack & Pinion Steering

· Dual Adjustable Afco Shocks

· Hyperco Springs

Rear:

Ridetech Triangulated 4 Link
· Afco Dual Adjustable Shocks(With jounce bumpers)

· Kevlar Impregnated End Links

· Hyperco Springs

· Reinforced Frame Rails

Wheels & Tires(Less than 50 miles on this set)

Formula 43 Custom Lightweight Forged Wheels-Made in the USA!

Front:
· 3 Piece 18×10

· 295/30/18 Toyo R888

Rear:
· 3 Piece 18×12

· 335/30/18 Toyo R888

Brakes
Wilwood Polished 1” Bore Master Cylinder

Custom Bent 3/16” Brake Lines

Braided Brake Hoses

Wilwood High Temperature Fluid

Front:
· Wilwood Superlite 6 Piston Calipers

· 13” Slotted Rotors

· Pads best suited for all applications

Rear:
· Wilwood D154 Floating 2 Piston Caliper

· 12.2” Slotted Rotors

· Internal Drum Parking Brake

· Pads best suited for all applications

· Absolutely NO Knockback

Interior
· 1969 Deluxe Interior

· Detroit Speed & Engineering Dash Insert

· Autometer Sport Comp II Gauges(Speedo, Tachometer, Water Temp, Oil Temp, Oil Pressure, Voltage)

· Sparco Chrono Road Seats

· Sparco Steering Wheel(Suede Insert)

· Ididit Tilt Steering Column

· Custom Made Rear Seat

· 3 Point Seat Belts(Driver/Passenger)

· 5 Point Race Belts(Driver)

· Dynamat & Second Skin sound deadener

· Second Skin Heat Wave Pro(For heat reduction)Cool cockpit in extreme conditions

Findlay Customs was contracted to polish off the interior.

Heating & Air Conditioning

Vintage Air Gen IV System with Sanden Compressor (Newest System)

Electrical System

Countless hours have been spent making the wiring sanitary.

· Freshly Wired with a Complete American Autowire Kit

· Optima Red Top

· Master Cut Off Switch

· Custom Quality Battery Cables

· Engine to Body Ground Strap

· Delphi Water Proof Connections

· Soldered and Shrink Wrap Connections

Fuel System
· Return Style System

· Ricks 18 Gallon Stainless Steel Tank

· Mallory 140 GPH Fuel Pump

· Aluminum ½ Fuel Line

· -10 & -8 AN Braided Hose/Fittings

· Holley Return Regulator

· Aeromotive 100 Micron Fuel Filter

· BG 8 Micron Fuel Filter

· Rollover Cut Off Switch

Exhaust
· Custom Lemons Headers (2 1/8” Primary/3.5” Collector)

· Coated Headers

· V Band Clamps

· 3” Magnaflow Stainless Pipes/Mufflers/X Pipe

Sound System
· Alpine Head Unit with IPOD Cord

· JL 1000 Watt Amp

· 7 Speaker JL System

· Custom Subwoofer Enclosure that Ports Through Back Dash

· 10” Subwoofer

Miscellaneous Systems
· 3 Quart Engine Accumulator(To prevent oil starvation under high g load)

· 52 Row Engine Oil Cooler(To reduce oil temperatures under extreme conditions)

· Earls Oil Thermostat(To regulate engine oil temperature)

· PRC Dual Pass Aluminum Radiator with Dual 13” Spal Fans(3500 CFM)

· Turn One Power Steering Pump with Remote Tank(To prevent loss of power steering in extreme conditions)

· Dual -12AN Engine Breather System into Moroso Catch Cans(Eliminates the mess from crankcase evacuation)

· Custom Breather Tank Set Up for Gas Tank/Rear End(To control heat expansion and retain fuel/fluid)

· Smoked Window Glass Kit

· Front Tow Hook(Legal on road course)

· Rear Tow Hooks(Legal on road course and great tie down in trailer)

Bling
· Ring Brothers Black Anodize Hood Hinges

· Ring Brother Black Anodize Hood Pins

· Marquez Design Black Anodize Tail Lights

· Twist Machine Black Anodize Fender Braces

[Via:musclevehicles.com]

1969 Chevrolet Camaro ZL-1 Pro Touring

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Dream Cars : Dodge Challenger First generation (1970–1974)

The Dodge Challenger is the name of three different car models of the Dodge division of Chrysler sold.

The Dodge Challenger First generation was a pony car built in 1970 and 1974, the Chrysler E platform and the exchange of important parts of the Plymouth Barracuda. The second generation was developed from 1978 to 1983 Mitsubishi Galant Lambda badge. The third and current generation was revived in 2008 as competition for the developed fifth generation Ford Mustang and the fifth generation Chevrolet Camaro presented.

The Challenger is described in a 1960 book by American cars as Dodge’s “answer to the Mustang and Camaro.” It was one of two Chrysler E-body cars, the other is the slightly smaller Plymouth Barracuda. “Both the Challenger and Barracuda were a large number of trim levels and option”, to “compete against cars like the Chevrolet Camaro and Ford Mustang, and they are doing and offer virtually every engine in Chrysler’s inventory.”

However, they were “a rather belated response to the wave of the Ford Mustang ponycar had begun.” In his book Hemi Muscle Cars, says Robert Genat that the Challenger was designed in the late 1960s as the equivalent of the Dodge Plymouth Barracuda, and that the Barracuda is designed to compete against the Mustang and Camaro. He added that the new Dodge Chrysler interpreted as “the strongest ever ponycar”, and positioned “to compete against the Mercury Cougar and Pontiac Firebird.” Genat also noted that the Barracuda is designed to compete in the market with the Mustang and Camaro / Firebird, while the Dodge was against the Cougar “to be placed and others more luxury-type muscle cars.

Dodge Challenger First generation (1970–1974)

Dodge Challenger longer wheelbase, larger dimensions and more luxurious interior, are driven by the introduction of the 1967 Mercury Cougar, a larger, more luxurious and expensive pony car with a wealthy young American buyers.

The distinction wheelbase of 110 inches (2794 mm), was two inches longer than the Barracuda, the Dodge and Plymouth substantially from that of the outer plate, like the Cougar of the shorter wheelbase Ford Mustang were different.

Dodge Challenger First generation Exterior design was created by Carl Cameron, who also opened the way for the 1966 Dodge Charger. Cameron based on the 1970 Challenger grille of an older sketch of his 1966 Charger prototype of a turbine engine must have. Never use the charger, the turbine, but the Challenger car grille. Although the Challenger was well received by the public (76 935 for the 1970 model year production), was criticized by the press, and the pony car segment was already came down by the time the Challenger. Sales fell dramatically after 1970, and Challenger production ceased in the middle of model year 1974. About 165,500 Challengers were sold during the term of this model.

Four hard-top models were offered: Challenger Six, Challenger V8, T / A Challenger (1970 only), and Challenger R / T with a convertible version only in the years 1970 and 1971, although not built a factory R / T Challenger Convertible in 1971, the R / T, but rather as a model for the hardtop body style. The standard engine on the base model, the 225 cu in (3.7 L) six-cylinder. Standard on the V8 engine was 230 hp (171.5 kW) 318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8, all with a standard 3-speed manual transmission, except the 290 hp (216.3 kW) 383 CID engine that was only available with automatic transmission torque flite. A 4-speed gearbox is optional on all engines except the 225 CID I6, and the 2-cylinder 383 CID V8.

The performance model of the R / T (Road / Track) was a 383 CID Magnum V8, 335 hp at (249.8 kW), 300 hp (223.7 kW) for 1971, by a drop in compression. Standard transmission was a 3-speed gearbox. Optional R / T engines were the 375 hp (279.6 kW) 440 cu in (7.2 L) Magnum, the 390 hp (290.8 kW) 440 CID Six-Pack and the 425 hp (316.9 kW) 426 cu in (7.0 L) Hemi. The R / T was available with the hardtop or convertible. Base hardtop models and R / T hardtop with luxurious SE specification, the leather seats, a vinyl roof, a smaller “formal” rear window and an overhead console interior that three warning lists lamps contain compounds (door could be ordered ajar, low fuel consumption and performance). The Challenger R / T came with a Rallye instrument panel, at least a 150 mph (240 kph) speedometer, a tachometer, including 8,000 rpm, 1972-1974 rpm meter went up to 7,000 rpm and an oil pressure . In 1973, the badging R / T models were reduced and “rally”, although she never badged as such. The shaker hood scoop was not available after 1971.

Dodge Challenger First generation

Dodge Challenger First generation A 1970 model, only the Dodge Challenger T / A (Trans Am) racing homologation car. To race in the Sports Car Club of America Trans-American Sedan Championship, Trans Am, he built a street version of its race car (like Plymouth with its Plymouth ‘Cuda AAR) of the Dodge Challenger T / A (Trans Am). Although the cars ran a destroked version of the 340, street versions took the 340 and has a trio of two barrel carburetors Edelbrock aluminum intake manifold on are creating the 340 Six Pack.

Dodge Challenger First generation rated the 340 Six Pack at 290 hp (216.3 kW), only 15 hp (11 kW) more than the original 340-engine (and mysteriously the same rating as the Camaro Z/28 and Ford Mustang Boss 302), the actual to 320 hp (238.6 kW). It breathed air through a large trunk in the air cast pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhaust outlet ran to the default location, then the opposite direction with chrome “megaphone” outlets exit in front of the rear wheels.

Options included a torque flite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, and manual or power steering. Disc brakes were standard. The special Rallye suspension used heavy parts and increases the speed of the rear springs. The T / A was the first American muscle car to the different size tires fit for a race countenance: E60x15 G60x15 fronts and in the back. The modified camber elevated the tail enough to clear the rear rubber and side exhausts. Thick double side stripes, bold ID graphics, a fiberglass duck tail rear spoiler and a fiberglass front spoiler added to the racing picture. The interior was strictly stock Challenger.

Dodge outsourced to Ray Caldwell momentum Company in Marblehead, Massachusetts, Trans-Am factory team run. Sam Posey drove the “Sub-lime” painted car # 77, Caldwell team from a car taken from a local dealer showroom built-in word! If # 76 was the middle of the season from a frame of Dan Gurney’s All American Racers finish well, Posey alternated between the two. Both cars were the last two races with Posey # 77, # 76 Ronnie Bucknum drove in Seattle, and Tony Adamowicz in Riverside, CA.

the Challenger T / A’s completed a few of the top three, but a lack of resources for development and the short-lived c. 303 Keith Black i. engines led to Dodge is leaving the series at the end of the season. Since 2009, the two race cars of Ed Skanes, Skanes Bryan, Dave McGaughey & Chris Brown of Lexington KY restored and released on competition and vintage racing. # 77 in California and the # 76 still in Kentucky and one of the restorers.

Dodge Challenger First generation Video Vanishing Point Revisited

The street version suffered from severe understeer in fast corners, mainly due to the smaller front tire. It could be mid-14s in the quarter mile, on a small block muscle car would prove to be proud of it. Only 2,399 T / As were. A 1971 model with the 340 engine with a 4-cylinder carburetor was planned and appeared in advertising period, but was not produced since leaving the Dodge racing series had.

The “Western Special” was a version for West Coast retailers. It came with a rear exit exhaust system and Western Special identification on the rear decklid. Some examples were solved with a vacuum-operated strain. Other late production version was the bargain “by” some of the basic car cut and removed with a fixed rear window.

Until 1972, the convertible version, and all big-block engine options were gone. Maximum power was reduced to 240 hp (180 kW) for more precise Society of Automotive Engineers (SAE) reflect net horsepower calculations. 1972 models got a new grille that extends below the front bumper. The convertible only in 1972 that there really 1971 models with 1972 front end (grille, headlights, etc.) and rear (and rear panels). These are designed for TV programs like “Mod Squad” was built. The only way to see a “real” 1972 Challenger convertible on his Fender tag search. on the line of code that the merchant number, this number starts with an “R”, meaning “special interest” (in this case, a TV “special actions” car).

The 1973 models were no longer available with a six cylinder engine. For 1974, the 340 cu in (5.6 L) engine was a 360 cu in (5.9 L) version, but had deteriorated to the pony-car market and the production of Challengers ceased mid-1974th

Although the body style stayed the same work for the Challenger five years, there were two notable changes in the front grill. From 1971 models had a “split” grille, introduced in 1972 during an extended design, the grid (nicknamed “sad mouth”), under the front bumper. This modification of the front-end, from 1972 to 1974 models had little or no change. The only way that can easily be distinguished from the 1972s had flush bumper without bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding “5 mph (8.0 km / h) bumpers ( with a rubber type filler behind them) in conjunction with large bumper guards. From 1974 cars, larger rear bumper guards had on the (new for 1974 and over) meet back 5 mph rear-end collision law. The changes were introduced to the U.S. regulations regarding crash safety standards.

The 1970 taillights went all over the back of the car, with the backup light in the middle of the back. In 1971, the backup lights on the left and right instead of in the middle. The taillight array also changed for 1972, with the Challenger now with four individual rectangular lamps.

Dodge Challenger First generation Collectibility

Although few mourned the end of the E-body models, over time has created legends, and raised the unique personalities of both the Challenger and Barracuda. In a historical survey of the editors of Edmunds Inside Line models arranged in 1970 was a “great” year 1971 “good” and “three phase worthless ones” (1972-1974) [2], with total sales / production by 2/3rds of 1970, the 1971st Performance Engine Challengers are the rarest. Sales and production of 1973 cars (with just two V8 engines available) actually exceeded 1971 by about 1,000 vehicles. This can amount to 1973 (see the Plymouth Barracuda, Plymouth Road Runner and sales increases) a very good year for the American auto industry in general and an increased interest in Chrysler performance cars to explain.

Original “songs with high-performance 1970-1971 Challengers are among the most sought after collector’s. The rarity of specific models with large engines, the result of low buyer interest and sales with its low production costs for a new one. The 440 and 426 Hemi engines currently command significant premiums over the smaller engines (except for the limited edition Challenger T / A with the 340 six-pack).

Dodge Challenger First generation Engine

The 1970 and 1971 models tend to get more attention than the performance and style options to generate, nor the public had access. But with the increased popularity of these vehicles and the number of useable and restorable Challengers fall, many collectors to find later models. Many “clones” of the years 1970 and 1971 Challengers with high-performance disks are using low-end 6-cylinder and 318-powered non-created R / T or T / A cars and installing one of the “Magnum “Performance Engine combinations (340, 383, 440 or 426 Hemi) and addition of specific badges and hoods. Total production (1970-1974) was only about 168,000 cars, and maybe 1 / 3 of that number now exist in a state.

Engine choices included the following:

• C: 225 cu in (3.7 L) Slant 6 I6: 145 bhp (108 kW) 1970–1972


• G: 318 cu in (5.2 L) LA V8: 230 bhp (172 kW) 1970–1974


• H: 340 cu in (5.6 L) LA V8: 275 bhp (205 kW) 1970–1973


• J: 340 cu in (5.6 L) LA V8 Six-Pack: (3 × 2-barrel carburetors) 290 bhp (216 kW) 1970 *T/A


• J: 360 cu in (5.9 L) LA V8: 245 bhp (183 kW) 1974


• L: 383 cu in (6.3 L) B V8: 290 bhp (216 kW) and 330 bhp (246 kW) 1970–1971


• N: 383 cu in (6.3 L) B V8: 335 bhp (250 kW) 1970–1971


• U: 440 cu in (7.2 L) RB V8: Available in Magnum 4-barrel carbureted form 375 bhp (280 kW) 1970–1971


• V: 440 cu in (7.2 L) RB V8 Six-Pack: (3 × 2-barrel carburetors) 390 bhp (291 kW)/490 lb·ft (664 N·m) 1970–1971


• R: 426 cu in (7 L) Hemi V8: 425 bhp (317 kW)/490 lb·ft (664 N·m), costing an extra US$1,228 and very few sold. 1970–1971

All figures above are SAE gross HP ratings, which were done with no accessories, no air cleaner, open dyno headers. Chrysler did under-rate their performance engines, current test by Mopar Magazine and others, which have built and dyno tested the: 426, 440 6 bbl, 440, 340 6 bbl, 340 6 bbl, and 340 in 100% stock configuration (SAE net). Results have come within 1% of the above rated power SAE gross HP. One can assume, Chrysler just report SAE net HP readings as SAE gross HP, the end results would be an engine under-rated anywhere from 25 to 50+ HP.

The 360 four barrel horsepower quoted above is SAE net (not SAE gross). SAE net ratings became required by federal law starting with the 1972 model year. Also, the 340 four barrel was re-rated as 240 SAE net in 1972-1973.

Performance 1/4 mile

• 340: 14.8 @ 96 mph (154 km/h)


• 340 T/A: 14.3 @ 99.5 mph (160.1 km/h) 4 speed with 3.55 same car used on all published test


• 383 2-barrel: 15.1 @ 96 mph (154 km/h)


• 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)


• 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)


• 440 Six-Pack: 13.4 @ 107 mph (172 km/h)


• 426 Hemi: 13.2 @ 108 mph (174 km/h)

Source: Dreamroad.us

Dream Cars : Dodge Challenger First generation (1970–1974)

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