Motor And Drivetrain
The Dart Little M cylinder block provides plenty of room and the utmost in strength for a 370ci combination. It was passed to Outlaw Machine in Upland, California, for the machine work and balancing act. Then Scott went to work on the pieces, wrapping CP Pistons sporting a 12:1 compression ratio with Hellfire rings and swinging them on GRP aluminum connecting rods. The valvetrain is a collaboration of many: A Bullet solid roller (20/280-degrees duration at 0.050/0.730-inch lift), K-Motion valvesprings, Smith Brothers pushrods, and Crane 1.6:1 rocker arms along with Crane pushrod guide plates, retainers, and locks. Scott connected the cam to the crank with an RCD belt drive and then attached a two-piece oil pan of his own design and manufacture. Meanwhile, Outlaw prepped (pocket work, short-turn, and so on) the AFR 210 cylinder heads and fit them with 2.08/1.60 SI valves. Jeff "Juiceman" Prock stepped into the picture here, integrating a Clark Holroyd-massaged 800-cfm double-pumper (the largest allowed in Limited Street) with an Edelbrock Vic Jr. (2975) manifold and a 250-shot of his Applied Nitrous Technology. As such, timing from the MSD digital ignition grows no greater than 22 degrees. Scott built his headers from 17/8-inch primary pipes and ran a 3.5-inch system beyond the 3.5-inch stainless steel Borla muffs. Grunt is passed to a Turbo 350 transmission built by Dave Flores at Lowell Automotive in Fontana, California. Flores included an 8-inch Munsinger converter with a 4,200-stall speed. Inland Empire Driveline provided a prop shaft worthy of the cause, and Scott linked it to a complete Mark Williams 9-inch housing fitted with a spool and 3.73:1 gears.

Friend Jay Ligtenberg, who builds customs and street rods at Fred's Custom Wiring in Ontario, California, squared away the wrecked, rotted body, the bad bondo, and the top that had pinholed from the original tar paper overlay; he also fitted the modest 3-inch cowl hood and misted on the Hugger Orange with a vengeance. If you can't see this raider comin', you better have another beer.

As a unibody car, the Camaro tends to twist when you get angry with it. To beef it up, torsional and bending stiffness have been augmented with a 12-point rollcage, a stronger crossmember, and subframe connectors. Dave Ward at Precision Welding in Rialto, California, supported the drive wheels with Calvert Split Mono-Leaf springs and Caltracs bars and relocated the Strange Engineering shocks (but retained their original angle). The original upper and lower control arms sandwich QA1 adjustable shock absorbers and Moroso drag springs. Steering and spindles are stock. Scott prefers not to use a rear antiroll bar.