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.