With its 406ci engine churning out more than 750hp, Chris Robertson’s Camaro has easily enough grunt to back up its tough-as-nails stance

With its 406ci engine churning out more than 750hp, Chris Robertson’s Camaro has easily enough grunt to back up its tough-as-nails stance

Is it just one of life’s mysteries how sometimes a car can become more than the mere total of its parts, or is there some form of science to it? Likewise, how can two cars be built with the exact same components, yet be considerably different in attitude? Maybe sometimes an owner’s love and passion really does show through when compared to a car that has been trucked from workshop to workshop to be built.

It’s a Freak!

Whatever the reason behind it, Chris Robertson’s 1969 Chevrolet Camaro is one of those vehicles which has that special ‘X factor’. The obvious reason would be that it’s a very rare X55-badged car, although I’m sure there is far more to it than that. Perhaps it’s the fact that it was originally imported into New Zealand in 1970 to be turned into a race car that gives it a tougher-than-nails attitude. More likely, though, is the selection of the right components under the hood and the right stance without any unnecessary bling that ties the package together perfectly.

It was a lucky find when Chris managed to purchase the vehicle complete, but in bits and needing a fair amount of attention. Luckily for him, though, the expensive parts had been purchased by the previous owner, and the car was bought for a very reasonable price. Upon closer post-purchase inspection, his buy was found to have factory subframe connectors in it, making it an even rarer vehicle than was first thought.

There were a few setbacks during the rebuild, the main one being a workshop that tried to take Chris for a ride by charging exorbitant prices for the wrong parts. But thanks to some good mates and Chris’s own mechanical ability the car was completed around four years ago. However, with a young family, and a supercharged Chevelle also sitting in the garage, the Camaro hasn’t seen the light of day for the last three years.

Packing a Punch

The 6653cc (406ci) Chev small block purchased with the car is now running to its potential, and with a parts list that reads like a petrolhead’s dream, that potential equals huge power. With a Lunati 4340 steel forged crank spinning away on heavy-duty bearings in an oversized baffled sump, bottom end reliability will never be a problem.

Attached to the crank via SPS fasteners are Lents 152mm rods and Lunati forged pistons with laser-cut rings. The Lunati full roller two-stage race cam gives the game away a bit, as the noise emitted through the three-inch exhaust is exquisite. At the front of the system are Hooker Super Comp headers that have been match ported to the Brodix 10/1 aluminium race heads.

The heads were CNC ported before being hand finished for maximum flow. Not only are they ported on the exhaust side but also the intake. Thanks to Chris’s handiwork the ports on the Brodix single plane tall intake manifold now match those of the head perfectly.

To make the most of the aggressive cam, Chris has fitted Lunati heavy-duty valve springs and roller rockers, along with large stainless steel valves and titanium keepers.

With a tough Cometic head gasket and the high silicone-content pistons, the car is set to handle nitrous oxide if the need ever arises. With approximately 750hp at the wheels on tap, however, that need is quite unlikely to eventuate.

The high compression ratio (13.1:1) has encouraged the car to consume a strict diet of race fuel. With a 760cfm Demon race carb complete with custom venturis, the Barry Grant fuel pump has its work cut out. Luckily, oversized braided lines are there to assist in the tank’s drainage.

The ignition system is strictly comprised of MSD components. Hiding inside the Chev dizzy are MSD internals, and an MSD Blaster 2 coil helps get the fire started.

With a parts list like that, you can see why Chris reckons he could never afford to build a motor like that again. “I know what the guy spent on it originally and it’s insane,” he says. “That’s why I’m planning on pulling the motor out before I sell the car. It’s just too good to give up.”

Now That’s Cool!

Camaros aren’t known for having the largest of engine bays or the most cooling ducts, but with some clever thinking and some quality products the car can sit in traffic without fear of a meltdown. The manifold has been tapped front and rear to allow water to circulate from one bank to another. A giant five-core aluminium radiator (a birthday present from the wife) then cools that water with a large electric fan. To date the setup has worked remarkably well, regardless of the conditions.

With a mix of aluminium and chrome the engine bay also looks the part. The custom Brennan Racing rocker covers with matching breathers play a large part in this, too.

The trans behind the motor is as impressive as the power-maker. The seriously strong Turbo 400 was built by Chuck ‘The Man’ Mann to handle everything the motor can put out. Inside the trans is a manual valve body and a B&M 3500rpm stall converter, which makes the car tractable round the streets of Auckland. Further down the driveline there’s a heavy-duty driveshaft with custom yokes. The shaft is attached to a 12-bolt LSD with heavy-duty bearings and a 3.0:1 ratio.

Stand Strong

I loved the SS even before I knew all about the engine that is in it. The reason has to be that unbeatable stance. Sure, it’s simple, with no flashy bodywork, no fluoro colours, but it’s just right, and in my mind one of the staunchest-looking cars I’ve had the pleasure of riding in. With the Koni adjustable front and rear shocks mated to re-set rear leaves and custom front springs, the ride is fantastic. Of course, it’s also very low to the ground, which does make for interesting times when judder bars are around.

The supple suspension feel is assisted by the installation of Nolathane bushes throughout the front and rear suspension assemblies. Both ends also house larger sway bars than factory. Then, of course, there are the tramp bars, or slapper bars as Chris refers to them. Not only do they assist in trying to get the tyres to hook up, they look damn cool and show the vehicle is every bit as purposeful as it is pretty. Chris has only had the car at the drag strip once, and on 10-year-old tyres it slid its way to an 11.2-second pass. Once some newer 265/50R15s are fitted to the nine-inch-wide Cragar alloy rims, there is no doubt the car will run a whole lot faster.

Up front the eight-inch-wide rims are shod with 225/50R15 rubber strips. Behind these are upgraded discs and callipers which, along with 11.5inch rear drums, rely on a larger than stock brake booster.

When cruising the streets of West Auckland, Chris and his wife are seated in comfortable Recaro seats, with the rears retrimmed to match.

Cog-swapping is performed through a B&M Mega ratchet shifter. Besides these mods and the installation of a monster tacho and a few Smith gauges, the interior appears relatively stock. There are, however, a number of small custom touches ” such as piston-shaped door locks ” that set it apart from the rest. Chris has resisted installing any audio system ” to hear it the engine would have to be off, and the sound the Chev makes is far better than any in-car audio could ever provide.

All Good Things…

It seems hard to fathom that this amazing machine has sat almost unused for three years. That is until you see Chris’s other toy. “I really should sell this car but I’m struggling to bring myself to do it,” he says. “The Chevelle is just more practical though, and a little more rare than this. I know I’ll regret it but one of them has to go.” I feel for Chris. I know we can all appreciate how hard it would be to get rid of it. On the other hand, Chris still has a blown Chevelle that is just as impressive, so I’m less sympathetic than I might otherwise be. Some people have all the luck! If you’re interested in the car (minus motor) give us a call at NZV8 and we will put you in touch.

SPECS

1969 Chevrolet Camaro SS X55

Engine: 6653cc (406ci) small block Chev four-bolt, 0.30 overbore, deburred block, ARP stud kit, Lunati 4340 steel forged stroker crank, SPS bolts, Lunati caps, Lents six-inch rods, Lunati forged pistons, 13.1:1 compression ratio, laser-cut rings, Lunati high-volume oil pump, Lunati solid gear timing set, Lunati roller two-stage race cam, Brodix 10/1 aluminium race heads, port matched Brodix single plain manifold, Lunati heavy-duty springs, Lunati roller rockers, stainless steel valves, titanium keepers, Cometic head gaskets, Demon 750cfm carb, Barry Grant fuel pump, Barry Grant fuel log, custom stainless fuel lines, MSD 6Al ignition, MSD blaster coil, Hooker Super Comp headers, three-inch custom exhaust, Borla muffler, Custom five-core aluminium radiator, custom oil cooler, Brennan Racing rocker covers, custom race sump

Driveline: Turbo 400 transmission, manual valve body, BM3500 stall converter, heavy-duty driveshaft yokes, custom flex plate, Tilton super starter, 12-bolt LSD, 3.0:1 ratio, heavy-duty driveshaft

Suspension: Koni adjustable shocks, custom front springs, reset rear springs, Nolathane bushes, large sway bars, tramp bars

Brakes: Oversized booster, 292mm (11.5-inch) rear drums

Wheels/tyres: 15×8 and 15×9-inch rims, 265/50R15 rear tyres, 225/50R15 front tyres

Exterior: Factory chassis connectors

Interior: Recaro front seats, retrimmed rear, B&M Mega Shifter, aftermarket steering wheel, Autogauge tacho, Smith oil pressure and oil temperature gauges

Performance:  Over 750hp at the wheels, 11.2-seconds 0-400m (no traction)

DRIVER PROFILE

Chris Robertson

Age: Ask my wife

Occupation: Grease monkey

Previously owned cars: All sorts of hot rods and bikes, V8 Galant, blown Chevelle

Dream car: My Chevelle

Why the Camaro? “I love these cars, and the feeling when you hear them run. Movies like Mad Max and Running on Empty, in which the cars are the stars, also helped. Plus, I’m a Westy, so that helps too!”

Build time: Still going and will be until the new owner drives her away

Length of ownership: Five years (not long enough)

Chris thanks: Shane at Segedins Dominion Road for helping sort the parts for the motor, Brett (‘The Weasel’) from Pukekohe Hot Rod Club for helping get the motor back in the car, his work buddy Paul Kroze for recent spanner work and John Reynolds, his manager, for letting him use the workshop for his toys. His wife for putting up with the late nights and looking the other way sometimes as the bank account empties, and for the use of her polishing finger, plus growing Trent and Finn, the two young car nuts inside her.

Words: Todd Wylie | Pics: Adam Croy