|
This is a 1969 Plymouth Satellite. It shares the same body style as the much more famous Plymouth Road Runner
and GTX.
Purchased at Carlisle Mopar Show in July 2000, she is a daily driver (weather permitting). In fact, I have put
over 45k miles on her myself.
Numerous upgrades and maintenance have gone into her, but she's worth it. For me the best part about using this
car as a daily driver is all the smiles and "thumbs-ups" I get. You just don't see these cars every day any more.
Here are some details:
318 V8, Edelbrock cam, intake, carb. Headman headers, dual exhaust. The motor was rebuilt with hardened
valve seats, and runs on 87 octane gas.
727 auto with B&M ratchet shifter, Gear Vendors overdrive, 3.23:1 rear posi. Master Power power disk brakes
up front, drums on rear. The interior was re-done just before I bought the car.
The front end was completely rebuilt with new bushings, etc., and Hemi torsion bars. I replaced the tires with
as wide as would fit BF Goodrich radials. The power steering box is a Firm Feel.
She came up from Florida and has a "Gator Country" bumper sticker under the front license plate. The paint is
not orignal and is very faded.
Originally B3 light blue I am planning to repaint "Tyrol Blue", a Pontiac color which is very similar to stock
(but Tyrol is my last name!).
Future plans include a 6.0L hemi crate motor, 6 speed Keisler transmission, and a rack and pinion complete front
end kit.
This is our latest car - the Year One 1967 Chevelle Project!
|
|
|
1967 Chevelle Project Car
|
|
The last few years Year One has debuted a new project car on the annual Hot Rod Magazine Power Tour. This
year we pulled the wraps off a resto-mod 1967 Chevelle in Nashville, Tennessee. Like last year’s Innovator LS1-powered
’69 Camaro, the ’67 Chevelle was a cooperative effort between Year One, Brewer’s Restoration and Performance
in Cumming, Georgia, and a who’s-who of aftermarket restoration and performance parts manufacturers.
Our aim
with the Chevelle was to build an up-to-date street machine with a nod to “hard-edged” drag strip performance.
And even though the car was designed to wage war a quarter-mile at a time, we wanted it to be streetable enough to drive on
the Power Tour. The last few years have seen touring or road race build styles dominating the hobby, so BRP and Year One felt
the time was right to construct a vehicle that was more at home at Atlanta Dragway than Road Atlanta. But we didn’t
want a Pro Street car – the Chevelle had to have the modern “look” with big diameter wheels; a good, low
stance and striking paint without the Top Fuel-style rear wheels and massive wings associated with Pro Street cars.
During
construction, BRP employed a new twist on the old hot-rodders trick of “channeling” which made it possible to
lower the body a great deal while maintaining a decent amount of ground clearance underneath the vehicle. Instead of channeling
the body around the OEM frame, however, Phil Brewer and BRP constructed a new mild-steel tubular frame from the A-pillars
back. This dropped the body in relation to the frame, and also allowed BRP to lower the engine 2 inches and set it back 1-1/2
inches. Lowering the body meant the firewall, the trans tunnel and the driveshaft tunnel had to be extensively modified to
clear the drivetrain, but the payoff was a great stance without dragging vital components on the ground.
The Chevelle
was a big hit on the Power Tour, and was reliable to boot. It traveled some 2,300 miles overall, and was photographed for
an upcoming feature in Hot Rod Magazine. Hot Rod TV also spent a good deal of time on the car, so look for that in a future
episode.
We have to thank everyone involved in the project for all their help. We at Year One are proud of our tradition
of building cars that work well, and that simply wouldn’t be possible without the superb products supplied by our vendors,
and all the hard work and ingenuity put forth by Phil Brewer and BRP. Check out the photos and take a look at the parts list,
and let us know if you have any questions about the car.
As drag strip testing continues, we’ll be updating
the site with results – good or bad!
Oh yeah, one more thing – keep an eye out next May for our next project.
It’s already in the planning stages, and it’ll keep our Power Tour tradition alive!
|
|
|
|
|
|
|
|
|
|
|
|
|
FRAME PICS |
COMPLETE PICTURES |
|
|
|
|
|
TRUNK/INTERIOR |
BODY DETAIL |
ENGINE DETAIL | |
Year One website
The Chevelle was featured in Hot Rod magazine in September 2003. 
By: DAVID FREIBURGER
Photography: Wes Allison & Phil
Brewer
Reprint from Hot Rod Magazine, September 2003
Page Two
 |
|
That was the culmination of a plan that the Year One guys had hit us with after their Innovator '69
Camaro ragtop first appeared at Tour '02 and then on our September cover last year. The company known for GM, Mopar, and now
Mustang resto parts has caught the street machine bud, and after moving the Pro Touring thing up a notch with their sweet-potato-orange-and-white
Camaro, decided it was time to put the same rub on old-school Pro Street. Tubs were out of the questions, but the guys wanted
to revitalize the drag-race vibe and performance of the early '90s in a modernized capable cruiser worthy of Power Tour and
another HOT ROD cover. We bench raced a while, us mostly just nodding confirmation of YR1's rock-solid ideas for the car,
and came up with this: a '67 Chevelle that's Pro Touring at a glance, drag racy on closer inspection, and road-trippable as
proven on the recent 2,300- |
mile trek from the company's Atlanta headquarters to Nashville then Dallas and back during the mayhem of HOT ROD's annual
Power Tour. There's also a street-rod build quality, and with all those themes thrown into one A-body, we call it Drag Touring.
The Brewers Restoration and Performance guys call it a Muscle Rod.
Who's BRP? As with the Camaro last
time, this Chevelle is a homogenous blend of the efforts of Year One and Brewers in Cumming, Georgia. And to keep nepotism
alive, the car is actually owned by Phil Brewer the younger, who is both Year One's Creative Director and the son of Phil
Brewer the elder, owner of BRP. Concepts flowed from Dennis Roberts and Phil Jr. in the Year One office, and sparks flew at
BRP. We find the chassis construction most notable, using gennie Chevelle rails from the firewall forward and a BRP-fabbed
tubular |
Page Three
1 The drag scheme meant big-block, aptly filled by the World Products 540-incher tht runs
on pump gas but with a suitably grumpy idle thanks to a Comp 260/268-at-0.050 solid roller. All the ram air stuff was fabbed
at BRP.
2 The guys felt that EFI would tame the driveability, and chose Holley's Commander 950 controller
along with a 2,000-cfm throttle-body and custom-plumbed manifold fitted with injectors and an NOS NOSzle nitrous system.
 3 The finished trunk includes all the standards. Your only question might be the 1-gallon Moon
tank to the far right it carries 116-octane race fuel for use only during nitrous blasts. The nitrous bottles are mounted
to the rollbar with brackets from Evolution Industries. |
|
Quick Inspection
Phil Brewer Jr.
'67 Chevy Chevelle
Conners,
GA
ENGINE
Type: 540ci big-block
Block: Word Products Merlin
II, 4,500 bore
Oiling: Milodon
Crankshaft: Eagle forged, 4,250 stroke
Connecting Rods: Manley
6.385
Pistons: JE, 9.5:1 compression ratio
Cylinder Heads: Merlin rectangle-port aluminum, 350cc intake
ports
Camshaft: Comp Cams solid-roller, 260/268 duration at 0.050, 0.671/0.671 lift, 114-degree LDA, 1.7:1 Comp
Pro Magnum roller rockers
Induction: Holley 2,000-dfm throttle-body, Holley 50-lb/hr injectors, Holley Commander
950 engine management, NOS NOSzle direct port nitrous injection with NOS progressive controller, Aeromotive fuel pumps (11101
for engine, 11106 for nitrous), Earl's plumbing
Ignition: Mallory Hy-Fire
Exhaust: Hooker Super Comp headers
(tucked to body for ground clearance). QTP electronic exhaust cutouts, Hooker Aero Chamber mufflers
Cooling: Be
Cool aluminum radiator, dual electric fans, Aerospace Components electric water pump
DRIVETRAIN
Transmission:
TCI reverse-pattern TH400 with trans-brake, TCI 2,500-stall torque converter (stalls to 3,500 on trans-brake), Gear Vendors
Over/Underdrive unit
Rearend: Moser 12-bolt rear with 4.10 gears, 33-spline axles, Eaton limited-slip differential
CHASSIS
Front Suspension: Stainless Steel Brakes drop spindles. Global West tubular
front upper and lower control arms, QA1 coilover conversion
Rear Suspension: BRP tubular back-half frame, BRP-fabricated
ladder bars, track locator, NASCAR-type rear sway bar, QA1 coilovers
Brakes: Stainless Steel Brakes 12-inch front
and 10-inch rear discs, Hurst Line/Loc
Steering: Shock front clip modified by BRP to accept Flaming River steering
rack, Flaming River steering shaft, and Flaming River tilt steering column
WHEELS & TIRES
Wheels:
Billet Specialties Strip design, 17x7 and 18x10
Tires: 245/45-17 Nitto 555x front, 305/45-18 Nitto 555R Drag Radials
rear
BODY & PAINT
Body: Year One composite cowl induction hood, BRP-modified
tailight bezels, Powdercoated molding and trim by Buford Painting and Powdercoating (Buford, Georgia)
Paint: House
of Kolor Blue Blood Red and Orion Silver with Kandy Tangerine and Pagan Gold Frames
INTERIOR
Full
rollcage by BRP, '98 Firebird bucket seats with Year One '67 Chevelle red seat covers, Hurst Pistol-Grip Quarter Stick shifter,
ACC floor mats and carpet, Detroit Speed & Engineering wiper motor and switch, Vintage Air HVAC system, Custom Autosound
hidden stereo/CD system, Billet Specialties steering wheel, RCI five-point harnesses
THANKS
Jimmy
Kerlin, Jeff Georges, Nick Reed, Chad Fezatte, Dave Gravley, Kevin Orr, Dennis Roberts, Kevin King, Keith Maney, A.J. Brewer,
Pat Staton, Brad Brand (Atlanta Chassis Dyno) | |
Page Four
 |
 |
 |
|
4 The dash full of Auto Meter says Pro Street, as does the Hurst Pistol Grip shifter, but
the seats say "drive me comfy style." They are late Firebird units recovered in Year One's stock of red Chevelle vinyl. 5 The NOS progressive nitrous controller is on a |
remote, flip-down panel for easy access, yet is hidden when driving. The custom Autosound stereo is also concealed.
6 Recalling the Super Stock days, the inner headlights were chucked in favor of fresh air. We also
like the screen detail in the bumper |
opening. 7 The wheels and tires are 17x7 and 18x10 Billet Specialties Strip billets with
245/45-17 Nitto 55s up front and 305/45-18 Nitto 555R Drag Radials on the rear. The brakes clear 15-inch wheels if pure strip
meats are needed. |
|
combination of square and round tubing designed in a lower-than-stock profile to drop the body lower on the chassis-kind
of a modern version of channeling, or what the sport truck guys call a body drop, but without the sheetmetal butchery of recessing
the stock frame into the floorboards. The chassiswork also allowed for dropping the engine 2 inches and setting it back 1
½.
From there on, the Pro Tour and drag-race metaphors get mixed, with Global West tubular front A-arms
and QA1 coilovers riding alongside a modified crossmember with a Flaming River manual rack and fabricated tie-rod ends mating
to the spindles. Smallish 12-inch-front and 10-inch-rear Stainless Steel Brakes rotors were chosen specifically to thwart
a road-race look, and to accommodate the inevitable 15-inch wheels to be used on the dragstrip. The rear suspension blends
BRP-fabricated ladder bars and a track locator with a NASCAR-type rear sway bar. So there's something from every venue, all
working together to deal with the Holley-fuel-injected World Products 540ci big-block |
on NOS sniff. More of the mixed message: Power transmission includes both a TCI trans-braked TH400 and a Gear Vendors
Over/Underdrive unit taming the 4.10s out back.
Reports from the maiden voyage reveal 80-mph cruise speeds
at 2,800 engine rpm, 200 degrees in the Be Cool radiator with the Vintage Air system set on freeze, and pure reliability with
the exception of some fuel-map bugs that were laptopped into submission during Power Tour. Dragstrip times? Sadly, that's
the one thing we can't claim as yet. We know the World Products 540 makes 600 hp, and even with all those planetary gearsets
between the flywheel and the rubber, it made 515 at the tires. And that's without the nitrous. Year One hopes for low 11s
on motor and high 9s on spray. Assuming that happens, this car could define a new trend of driveable drag cars. The technology
is out there.
Muscle Rod? Modern Pro Street? Drag Touring? Whatever. Just follow.
|
This is my 1965 Dodge Coronet. It is a recreation of an altered wheelbase funny car - first introduced in late 1964. Below are pictures of the construction as performed by Richard Lefabvre of www.performanceking.com
ENGINE: 511 cubic inch hemi
BLOCK: 4.25 bore
CRANKSHAFT: 4.5 inch stroke
RODS: Eagle rods
PISTONS: 11:1 compression
HEADS: Aluminum with Indy roller rockers
CAM: 572 lift Crane roller cam
INDUCTION: Hilborn direct-port modified for EFI
TRANSMISSION: Built 727 with reverse manual valve body
REAR AXLE: 4:56 gears, superstock springs
BODY: 65 coronet 2 door sedan
You have to check out his website!
"What we do here is construct cars that are thoroughly impractical for daily use. If you are looking for a device to antagonize people, shatter existing relationships and cause animals to scatter, if you seek a virtual nuisance on wheels, a car that can only be driven 500 feet before before being the subject of investigation by police, or to make a general irritant of yourself, Then you have arrived at the correct place. Welcome brothers."
| | | | |
|
|
|
| | DSCN0271
Viewed: 1253 times.
|
| DSCN0273
Viewed: 1154 times.
|
| DSCN0274
Viewed: 1212 times.
|
| | | | | | | | | |
|
|
| | |
t was a tale of a mad trash, a big fire, and something about trans parts shooting through the floorpan during a chassis dyno
test. And that was just in the last few days before Power Tour '03, but they made it.
