SVRA sanction rules demand a period-correct engine (no larger than 305 ci) and drivetrain, forms that at least look like the original equipment. CRP Racing sourced a cast-iron block and cylinder heads with which to begin. CRP got JE forgings and fitted them to the combustion chamber for a 12:1 compression ratio. Oliver rods hook them to a Callies crankshaft. Since the ’69 is a race-only character, CRP fabricated a custom oil sump and pickup gear. COMP Cams donated a complete array of cam timing equipment, including camshaft, timing chain, valves, springs, 1.6:1 rocker arms, and pushrods. They, in turn, took up residence on and around Dart iron cylinder heads. Induction is something simple, but rare. After looking for months, Dave found his very expensive staggered dual-quad baby on eBay. As for the airbox, Penske had Chevrolet product planner Bill Howell design one and Penske metal wizard Ron Fournier fabricate one from aluminum. CRP mounted twin Holley 650-cfm carburetors. They set the fire via an MSD ignition system. They had Jere Stahl build them headers to ’69 race specs (13/4-inch primaries by 3-inch collector). The exhaust system contains muffler material and juts from beneath the body before the rear tires. CRP dyno-tested the concussion grenade at a raspy 530 hp at 7,200 rpm. Good God, listen to that little-block ring. The drivetrain is no less authentic. A straight-cut gear, close-ratio Muncie M22 Rock Crusher whines for all its worth and offers a low gear ratio of 2.20:1. When paired with 3.89:1 cogs in the Currie 9, it makes for an optimum setup at most tracks, and allows the car to top out at 150 mph. The stock driveshaft transfers torque.
One thing is for certain: The tractive qualities of modern racing rubber puts 40-year-old racing rubber in the dirt and rectifies some of the shortcomings of the stock suspension. Hoosier Vintage Race rubber represents Dave’s take on the situation. He runs 26.5x9.5 15s all around on 15x8, one-piece Cragar 610 hoops. Disc brakes from a ’69 Corvette clamp down on both ends of the car.
More rules-conscious equipment here. The suspension is basically stock, but prepped for the mission with new bushings, links, and more. The front aftermarket antisway bar is adjustable but the OE leaf-spring bundles, quick-ratio steering box, spindles, and coil springs are not. Shock absorbers are Koni adjustables. Since being competitive in this arena was paramount back in the day, it’s highly likely that there was tomfoolery with the suspension attachment points. Now, as then, all this stuff has to appear original. Although there was a plan to adapt a 5/8-inch rear stabilizer bar, it was deemed superfluous in light of the stabilizing effect that a rollcage had on chassis rigidity. About 10 “kits” were built, but the bar was never included in factory equipment.
The interior is so much upholstered, as it is a receptacle for race-born accoutrements. There is a single seat, a Racetech aluminum bucket. This Spartan, all-business aura pervades, as it should. Dove gray abounds, the only place bare metal shows through is where Dave’s heel pivots on the throttle. CRP wired the system and installed the dashboard in patches of brushed aluminum to accommodate a switch panel and the few important gauges. The big rev-meter is stationed in front of his face. Dave cranks it into terror with a MOMO race wheel, stabs the throttle, and finesses the gearbox with a Hurst shifter.