| Icons of Speed & Style Saturday, September 26, 2009 |
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| 1970 Chevrolet Chevelle SS 454 LS6 Convertible | |||||||||
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450 bhp, 454 cu.in. RPO LS6 V8 engine, single Holley 780cfm four-barrel carburetor, M40 Turbo Hydra-Matic 400 three-speed automatic transmission, RPO G80 Posi-Traction rear axle, independent front suspension with unequal-length upper and lower control arms, coil springs, and anti-roll bar, four-link rear suspension with 12-bolt rear end housing, unequal-length upper and lower control arms, coil springs and anti-roll bar, and vacuum-assisted hydraulic front disc, rear drum brakes. Wheelbase: 112" From its introduction in 1964, the Chevelle was a market-leading success story, thanks to attractive styling, an extensive options list, and sheer value for the dollar. While initially powered by a number of inline sixes and small-block V8s, performance fans quickly realized that the Chevelle could also accommodate the Mark IV “big-block” engine being developed by Chevrolet in the wake of the infamous 1963 racing ban. Starting with the limited-production Z-16 of 1965, and racing versions campaigned by Malcolm Durham and Dick Harrell on the dragstrip, the Chevelle established a formidable reputation. However, in NHRA Super Stock drag racing, Chevrolet faced an uphill battle by 1968 against the factory-backed Cobra Jet Mustangs and Hemi-powered Chryslers that dominated the winner’s circle. While Chevrolet did produce the limited-production 427-powerered COPO Camaro and Chevelle in 1969, big changes for 1970 included the end of GM’s corporate edict forbidding engines larger than 400 cubic inches in its intermediate models, including the Chevelle. In turn, Chevrolet’s “big block” V8 was enlarged to 454 cubic inches and formed the basis of the LS6 option, clearly intended to help Chevrolet wrest control of Super Stock drag racing from Chrysler. While the LS6 was never officially advertised as an option for the Chevelle, certain Chevy dealers could, and did, help their customers obtain the ultimate “bowtie” weapon. The newly redesigned 1970 Chevelle SS, with its robust body-on-frame construction and 112-inch wheelbase, was the perfect platform for the incredible LS6 engine, which was underrated by Chevrolet at 450 horsepower and 500 pounds-feet of torque. With its 11:25:1 compression ratio, big-valve cylinder heads, 780 cfm Holley carburetor, and radical solid-lifter camshaft, the new 454 was supported by a stout four-bolt main block and a forged reciprocating assembly, and backed by either an M-22 “Rock Crusher” four-speed manual transmission or a hard-shifting M40 Turbo Hydra-Matic 400 automatic. Depending on rear-end gearing, which ranged from 3.31:1 to 4.10:1 at the factory, LS6 Chevelles were capable of easy 13-second quarter-mile times, with traction severely limited by the bias-ply tires of the day. Fuel economy was 10 miles per gallon at best, and annual insurance premiums approached one-third of the purchase price of the car. Clearly, economy and cost-effectiveness were not its objectives. In fact, Hot Rod Magazine summed up the car best in a 1970 road test, entitled “Earth Mover”. Meanwhile, die-hard Chevrolet Junior Stock racers, including Ralph Truppi and Tommy Kling of New Jersey, dominated the Junior Stock ranks of NHRA’s North East Division during the 1960s. Truppi, widely acknowledged as a master at finding the perfect engine, drivetrain, and chassis combination for a winning car, was also a skilled interpreter of the NHRA rulebook and relied on brainpower rather than financial power for the competitive edge. Truppi later joined forces with Tommy Kling on the “Terrible Tangerine” 1957 Chevy station wagon driven by Ray Allen, a young but highly skilled driver with an abundance of natural talent. The Truppi-Kling team found ways to extract additional performance with incredibly careful preparation. This level of detail was a major factor in the team’s success. Naturally, when Chevrolet released the LS6 Chevelle, Truppi-Kling ordered a Fathom Blue SS convertible equipped with such options as a ZL2 Cowl Induction hood, a column-shifted automatic transmission, bucket seats, radio delete and roll-up windows, for a planned assault on the Chrysler-heavy NHRA SS/E class. Major sponsorship was by Briggs Chevrolet of South Amboy New Jersey, a well-known performance-oriented Chevy dealer that also sponsored the celebrated funny cars of “Jungle Jim” Liberman. The convertible body was chosen for its factory-added structural reinforcements that provided additional weight at the rear, which, along with subtle chassis tuning, allowed the car to launch hard with the front end heading skyward on each pass. There were questions, however, about the car’s convertible top. The NHRA ultimately agreed to allow the car to run without a roll bar, provided the top remained up at all times. While details of any internal modifications to the engine remain unknown, the Chevelle definitely featured NHRA-legal engine modifications including Hooker headers, an L-88 style solid-lifter camshaft, and an Edelbrock Tarantula single-plane intake manifold, which mounted the factory-supplied Holley carburetor. Meanwhile, the driveline featured a nine-inch Vitar torque converter, 5.14:1 rear end gears by Zoom, and Cragar S/S wheels with narrow front tires and NHRA-legal slicks at the rear. As prepared, the Chevelle was expected to be quick, but even its driver, Ray Allen, was surprised by its brutal performance. Following domination of NHRA’s North East Division, Allen and the Chevelle won the NHRA World Finals at Dallas, Texas in October 1970. Next, Allen traveled to California in preparation for the inaugural NHRA Supernationals. Upon arriving at Orange County International Raceway, he hoped to make a few practice runs to shake down the Chevelle. However, Chrysler Corporation had rented the track to test a virtual fleet of its own racing cars. Undeterred, Allen approached Chrysler’s Dave Koffel and requested his permission to make a practice run. Koffel agreed, but Allen was still forced to wait for hours while the Chrysler SS/D cars, which were one class higher and theoretically faster, were making their passes. According to Allen, while the Chryslers were clocking quarter-mile times in the mid-11 second range, “…we went out and ran 11.01 seconds, and the Chrysler guys just died…the next week, at the first NHRA Supernationals at Ontario Motor Speedway, we lowered our own national record to 11.33 seconds. This was the first nationally televised drag racing event on ABC’s Wide World of Sports, and we made a big impression there.” Aside from the Chevelle’s shocking performance at the Supernationals, Allen recently said the Chevelle was “…an oddball, unique car. I mean, the way it left the starting line with its front wheels up, and it was the only Chevy that qualified, and it was a convertible at that. It was the only Chevy in the class at Dallas too, and that’s why they (Chrysler) built that special Superbird to try to eliminate us.” The Superbird referred to by Allen was intended to be campaigned in SS/EA by Chrysler stalwart Jack Werst. Never intended to win races, its sole purpose was to defeat Allen during the early rounds of a major event. Built with a Chrysler-supplied 512 cubic inch “cheater” Hemi, extra weight at the rear, a slightly altered wheelbase, and staggered front wheels, this car would have definitely failed an NHRA tech inspection. The NHRA quickly caught on, and threatened to disqualify Werst if the shenanigans continued. As related by Allen, “Chrysler tried to throw us out earlier at Indianapolis, claiming that only 17 or 18 LS6-powered Chevelle convertibles were built, while the NHRA required at least 50.” Even long-time NHRA announcer Dave McClelland intervened the next day by driving up to the NHRA people with an LS6 convertible. After that, and some further investigation, the NHRA was satisfied that since Chevrolet had produced well over 4,000 LS6 Chevelles in hardtop and convertible form, as well as a number of Chevelle-based El Caminos, the production requirements were met. Millions of sales and sponsorship dollars, as well as the pride of two corporate giants, hung in the balance. According to Allen, “There was a lot of money at stake. Chrysler sold racing cars right off the showroom floor for years, and they didn’t want to lose.” Nonetheless, the Truppi-Kling Chevelle dominated NHRA Super Stock competition and was undefeated during 1970, winning the NHRA North East Division championship and the most important National events, including the 1970 World Finals and the 1970 Supernationals. After the 1971 racing season, Allen moved up to a Pro Stock Vega, and Claude Urevig, another Truppi-Kling team member, took over the car from 1972 until about 1974-1975. Following this period, the car’s history is somewhat shrouded in mystery with various accounts confusing this car with the Smith-Gainer 402-powered 1972 Chevelle, another Truppi-Kling car. According to Allen, though, this 1970 Chevelle was sold following the death of Claude Urevig during the early 1980s. Later, Allen searched for the car, locating it in Georgia. By this time, the car had been considerably modified for racing, and the owner, who was well aware of its famous background, was not interested in selling. About a year later, though, the owner died and Allen received a telephone call advising that the Chevelle was indeed now for sale. Allen purchased it and soon began to accumulate new sheet metal, as well as the other components needed to restore the Chevelle to its original appearance and specifications. However, life intervened, and Allen sold the partially restored Chevelle to musclecar expert Chip Gerst of Costa Mesa, California, who completed the interior and applied removable vinyl race lettering and sponsorship decals, recalling its former racing glory. As many enthusiasts already know, this racing legend created a sensation in 2006 when it was previously offered for sale, and today, it is offered in mostly original appearance and specification, complete with photographs of the restoration, a copy of the original title to Truppi-Kling Competition, and two sets of wheels and tires. The LS6 454 cubic inch engine includes all of the original-type emissions equipment. The “Killer Car”, as this particular Chevelle became known, ended Chrysler’s domination of NHRA’s Super Stock classes at the peak of the musclecar era. It continues to electrify generations of racing fans today, and its offering presents an incredible opportunity to acquire one of the most important pieces of American motorsports history in existence. RM Auctions would like to thank Ray Allen for his assistance with this description. |
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