$120,000.00 US over $200,000 spent. Nothing but the best for this car 1 of a kind the best of the best.
1966 Chevelle Pro Touring 540 Brodex all aluminum motor 736 Horse Dyno at 6300 RPM. Interior Black Ultra leather interior.
T-56 6 speed McLeod Twin disc clutch/flywheel/pressure plate
Tranny- Moser 12 bolt narrowed 4:11 Posi rear end,
Mini tubbed Custom 20 in back 19 in front.
SC&C uper control arms, Speedway engineering Sway Bar, Edelbrock rear
Lee Manufacturing 670 12:1 box. KRC Aluminum power steering pump
14 in rotors front, 13 in rear. Corvette Z06 Calipers
Schott Velocity Wheels. 19x8 and 20X12. Michelin 245/35 19, 335/30 20
Vintage A/C, heat, defrost
EMS Anodized Billet Hood hinges
You have the need for speed than this is the car for you, not to mention one hot looking car sure to turns heads whether your going for a nice cruise or taking it for drag race.
Original Built by Mark and Rich Mutert from Moscow Mills Missouri
Chassis
Mark took the body off, put it on a spit, and focused attention from the ground up. He welded all the seams on the factory frame, boxed it where needed, and kicked in the rear section 3 inches per side to fit the fat rolling stock he'd be putting in it. He ground all the seams and smoothed them in anticipation of the narrowed (11/2 inches per side) Moser 12-bolt. From the front, he began with Savitske Classic & Custom (Coopersburg, Pennsylvania) adjustable upper control arms and tall ball joints. He also inserted Edelbrock shocks and springs between the custom upper and the refurbished original lower control arms, again fitted with long ball joints. To lasso body motion, he picked a 11/4-inch splined Speedway Engineering anti-sway bar with end levers bent at a custom angle. Ride Tech Posi-Link ends complete that picture. At the back, Mark used Edelbrock upper and lower control arms (uppers adjustable for pinion angle), sandwiching Edelbrock coils and shocks between them. There is no rear anti-roll bar. For another NASCAR taste, Mark included a tight-ratio (12:1) Lee Manufacturing 670 steering box and paired it with a KCR aluminum power steering pump. To clear the exhaust system and give the car some added torsional stiffness, he made the transmission crossmember from heavy-duty stock.
Interior
Before any of the soft stuff grew inside the car, the brothers removed some non-essentials like the factory dashpad, climate control levers, the radio, and various switches. They also replaced the factory gauge panel with a custom rendition housing Stewart-Warner gauges. They put the Vintage Air Gen II controls and vents, and ignition, wipers and light switches underneath the dashboard in a separate panel to keep the space as uncluttered as possible. An EZ-Wire mini 20 harness put all the spaghetti where it should be. There's a CD player in the glovebox. Hushmat hugs the floor. They put SoffSeal weatherstripping around all the body openings and screwed on a MOMO Retro steering wheel. They put the front seat back 3 inches and whisked the '66 to the upholstery shop, a few miles down I-70 to Wentzville. Allen and Agnes run the joint, and from the other renditions that their sons built, they knew The Smoke had to be spot on. Vintage look was the theme. And so it was. Leather and Ultraleather were used throughout, and lots of it.
Wheels & Brakes
As the car was built with a Pro Touring attitude, the brakes and rolling stock are wonderfully outsized. Polished Schott Velocity wheels are 19x8 and 20x12 wrapped with 245/35 and 335/30 Michelins. The 14-inch front and 13-inch rear discs are from a ZO6 Corvette and commanded by Wilwood masters and corresponding pedal kit.
Body
Aside from what we mentioned above, The Smoke used all the original panels with Mark adding custom work wherever necessary. He built a smooth, uncluttered radiator close-out panel, smoothed the inner fender panels, and extended the control arm openings to close that gap to the engine bay. The firewall was also smoothed and modified to accept the Wilwood triple-master cylinder assembly. In order for the fat T56 to fit the body, Mark simply constructed a new tunnel. He eliminated holes that went nowhere, relocated the factory-style wiper motor underneath the driver-side fender, smoothed the bottom side of the hood, filled the rocker panel trim holes, and shaved the bottom of the inner fenders smooth. Elsewhere, he finessed the rocker panel pinch welds, constructed the 3-inch-wider wheelstubs to retain the factory appearance, and made the bottom of the deck run crisp and clean.
Engine/Drivetrain
The plain yet intricate juxtaposing of little-used colors, craftsmanship, customizing, and imagination entailed in the engine compartment tattoos your frontal lobe and is something you'll not soon forget. For this exclusive envelope, Mark based the 498 on a forged Scat crankshaft and connecting rods swinging KB forged pistons with a 10.2:1 compression ratio. Camshaft is an Edelbrock hydraulic flat tappet (specs unknown) and is accompanied by all the Edelbrock valvetrain goodies. The oil pan, pickup, and pump are stock. Mark built the top of the engine with out-of-the-box Edelbrock square-port heads, Performer RPM intake manifold, and an Edelbrock 800-cfm carburetor. He put many, many hours in the aluminum cowl air intake system. His has a single cowl duct while Smokey's had one on either side of the engine. Though they have a handmade vibe, the rocker covers are stock items. MSD components throw a vibrant spark in the cylinders, the contents of which are extracted by custom 17/8-inch primaries made by Mark and wrapped in Heat Shield. Rich got busy with the mandrel-bent 3-inch exhaust that he bent tight to the undercarriage, over the axle, and terminate at the back of the car. To accommodate the frame kick-in for the wheeltubs, he spent lots of time on this part of the build. Torque is transferred to the T56 by a McLeod twin-disc clutch assembly. Grunt unravels down a custom prop shaft and ends at the 4.11:1 gears on the Posi-Traction carrier.
