The chassis began as a factory collection of subframes, but was soon transformed with the addition of many components normally found under circle track cars. The front spindles are custom crafted, and support adjustable Bilstein coil-over shock absorbers and a Speedway Engineering anti-roll bar. A Stainless Steel Brakes master cylinder manipulates Wilwood brakes, and steering is courtesy of a 1980 Thunderbird rack-and-pinion arrangement. The rear suspension finds another matching Speedway Engineering anti-roll bar, teamed with one of their Panhard rods, and more Wilwood discs. The Currie 9-inch Ford axle is loaded with an aluminum center section, a D etroit Locker, 35-spline Currie axles, and tight 4.56:1 gears.
With a stable and solid foundation, it was time to sharpen the axe's blade. An all-aluminum 410-inch Donovan small-block V-8 adds plenty of edge, boasting 11.5:1 squeeze, Chapman raised-port 18-degree cylinder heads, Crower H-beam rods, a Callies crank, oil control components (pan, pump, and windage tray) from Stef's, and a Dart raised-port intake manifold topped with a Demon 875 cfm carb. A custom Nitrous Works 250-horse spray bomb was added, and a complete secondary supplemental fuel system was engineered to feed it. While many would envision twin fuel pumps, we say keep going. A complete second fuel tank was installed so the nitrous would have a steady diet of race fuel to enjoy with its high-powered hit.
The car's style is very much worthy of review. While few will argue the beauty of the '69 Camaro, especially when finished in black over arrow-straight sheetmetal, achieving proper stance, wheels, tires, and trim to suit the need was paramount. The resto-quality trim was an easy call. Subtle custom touches (like the addition of PIAA driving lights to the factory turn signal lamps, and the relocation of the turn signals) serve to catch the enthusiast's eye. A vintage flavor is seen in the style of the wheels (Colorado Custom's "Sugar City" offerings, in 18x8 up front and 20x10 in the rear), which have had their centers painted to resemble the cast-center wheels of the past. Obviously, the dimensions are modern, and the car is shoed with BFG Comp TA KDW tires in 245/40-18 and 295/40-20 dimensions front and rear, respectively.
Of course, you cannot fit such rolling stock under a stock-bodied '69 Camaro; so more mods were in order. The rear wheel tubs were widened two inches to accommodate the fat rubber, but with respect to the original look. In a likewise manner, a custom trans tunnel had to be fabricated (11.5-inches higher than stock) to offer additional header clearance, yet the factory shifter console looks like it belongs.
The rest of the interior is decked out in resto-flavored goodness, paying heed to the stock roots of the car while providing a comfortable and attractive way to kick major ass. The black vinyl and houndstooth cloth looks perfectly at home among the rest of the factory goodies and aftermarket additions. Like the engine, the stereo system is a well-engineered case of overkill. A combination of top-end Blaupunkt components (head unit, CD player, and speakers) is urged by Bazooka amplifiers to provide almost enough decibel horsepower to overcome the 410-inch V-8 at full song.
Like any finely forged weapon, top-quality materials were used in the hands of a master to create a beautiful and functional tool. This Camaro had what it takes to earn it a finalist spot during the Street Machine of the Year competition at the Goodguys event in Columbus, OH, and it stood comfortably among the other four contenders. For a car built to look great while performing at an extreme level, this battle axe of an F-body is a credit to the creative build talents and craftsmanship of Alan Johnson. For his first musclecar build, we'd say he's crafted quite a memorable piece of weaponry.
