It`s easy to make big things out of big ones. The real mastery lies in making big things out of small ones or with limited resources. The feeling of riding a supercharged big-block is surely an amazing one, but these types of rides may ride pretty fast with a headers and cam swap.
Furthermore, boosting sixty foot times 1.27 second is pretty awesome, but considering that there is a 4 link and tubs involved, it`s no longer as exciting. But, riding with two hundred and seventy-five mm radials and leaf springs is beyond brave. It`s legendary! Drag racing is filled with plenty of these stories, but doing such a machine may cost a great deal.
However, that`s not always the case. Considering that the suspension stock systems in many hot rods are accumulating tons of wrecked engineered stuff, these types of conclusions are normal. However, as we have all experienced it in life, there is always an exception to the rule. In this case it`s named the Corvette C3.
The ultimate approval comes in the form of Gary Lackore`s 1971 Corvette. The car performs with prodriven and prebuilt G Machines. The guys from GM engineers deserve some of the credit, and some of it to Gary`s car-building shrewd. This is a story for a man that did a lot with just a little bit.
Gary practically grew up with hot rods. His dad had a store for automobile parts and he was learning a lot about the business while moping the floors. In high school, he had a 1968 Coronet but he dreamt about owning a Corvette someday. When he turned 18 he had saved some cash to buy his first 1968 convertible Corvette, with a 427 engine and a four speed manual. He also owned two moreC3 Corvettes and when he formed a family of his own and had some bills to pay and furniture to buy he had to sell the Coronet, which was really hard for him.
So, after 21 years his interest in owning a Corvette emerged again. He spotted an ad for a 1971 Corvette with an original four-speed LT1 and the next day he went to check it out. Since once he`s got the taste of mean performance he wouldn`t settle for anything less.
While renovating the basis of a first generation Camaro or a Chevelle up to the latest trends needs switching control arms, revision of suspension pickup points, featuring drop spindles and installing sway bars which were nonexisting, thesuspension C3 hardware is rumbling. The factory brakes—11.75-inch discs with four-piston calipers are very capable as well. The rear suspension keeps the back planted and its very independed too.
The C3 chassis is beyond great and this Corvette has the lap times to give the right required support. Gary`s C3 came out fifth out of 32 contestants in the Street Machine class at the Goodguys lone star nationals the previous spring. This achievement is quite amazing considering that the other contestants were already professionals driving much meaner cars and some of the paintjobs cost more than Gary`s entire car. He invested around $30,000 in his Vette, the approximate amount that you have pay if you wanna purchase a first generation Chevelle or a Camaro in a similar condition as Gary`s Corvette. We are sure that until now you must be biting your nails wondering how one can built such a car with such amount of money invested? The first step, or the hardest one is to save the money.
No monstrous motor is needed with such a balanced chassis. So Gary kept the original short-block motor away and replaced it with a 355ci small-block Chevy with forged rotating assembly and a four-bolt block. It has iron cylinder World Products heads, a Holley6 750-cfm carburetor, a COMP 248/248 at 0.50 solid roller camshaft, boosts out 362 rear-wheel horses.
These C3 Corvettes with everything they posses have a very reasonable price. They might have had a much more bloated price than the classic A body or F body within the course of the 60`s and the 70`s, but after forty years, the Vettes are much more the cheaper.
As we mentioned this Vette has a Chevy 355ci small-block engine with a Scat 3.480 inch crank forged steel, 11.0:1 forged pistons Sealed power, Melling pump, factory iron bored to 4.030 inches, 110-degree LSA, COMP Cams valvesprings, 1.6:1 rocker arms, Holley 750-cfm carburetor, Mallory distributor, plug wires, coil, Hooker 1.875-inch side pipes/headers, dual 4-inch outlets, intake manifold Edelbrock victor Jr. and it pulls out 362 horses with 366 lb-ft of torque at the rear wheels. The transmission is four speed M22 Muncie, Spec aluminum flywheel, McLeod twin-disc clutch, Hurst shifter one.