With fresh bearings, and a resleeved number-five bore, English added a set of 200cc runner Dart Iron Eagle heads with 2.02/1.60 valves. A Lunati solid flat-tappet cam (243/251 @ .050, .518/.530 lift) orchestrates COMP Hi-Tech pushrods and Pro Magnum 1.6 roller rockers. An MSD billet E-Curve distributor allows English to select from preset advance curves, and it's aided by a Blaster 2 coil, Taylor wires and Autolite plugs. Exhaust is handled by Dynomax 1 5/8-inch headers, 2.5-inch collectors, Spintech mufflers and custom 2.5-inch side-exit pipes.

The sleeper vibe of the 307-badged car was very important to preserve, so induction hardware and dress-up appointments were critical. Shunning the popular eye-candy look of a double-pumper, English turned to the stone reliable Quadrajet, and the Q-jet massaging skills of Sean Murphy. ("I have arguably the most modified Quadrajet on the road," says English.) The Sean Murphy Stage 2 Q-jet sits on an Edelbrock Performer RPM Q-jet intake and the entire deal is painted Chevy red to look as near stock as possible. On the chassis dyno, the .040-over 350 cranked out 345 rwhp at 6,200 rpm and 346 lb-ft of torque at 5,500 rpm. On pump gas, the combo is strong enough to propel the 3,800-lb A-body to 12.80s at over 104 mph in the quarter-mile.

Paying top dollar for the car back in 1990 did pay some dividends. For one, the Frost green paint job (which was 10 years old at the time) was in great shape, as were the underlying body panels. The interior was also in good shape and English tells us the headliner, carpet, dash and door panels are all original. The couch cushions, however, had a date with the couch, so a pair of super comfortable Pro-Car Ralley 2000 seats got the nod, as did a pair of aftermarket three-point seat belts. All the trim and chrome is factory original, but English did refurbish the weatherstripping and added some Dynamat X-Treme to the doors and sail panels. Some modest Autometer gauges also found their way inside.

Altogether, English has just under $19,000 in his Malibu, including the cost of the car. It runs 12s on pump gas without a power-adder, it carves up the autocross, it handles the rigors of highway driving, but most of all, it follows the simple ethic of "do everything well without costing a ton." We like it so much, we plan on lifting some of this Malibu's tricks for our own '68 Chevelle project, which we just picked up.

After having the car for 16 years and getting the Malibu as close to perfect as he can afford, English has decided to sell his pride and joy-or maybe not. "It's time to move on to something else, maybe a Porsche 928 with an LS1," says English. "However, I still have several more upgrades in mind if by chance I don't find a good home for it." Our guess is that some worthy member of Team Chevelle will come to the rescue. How about it guys?

BY THE NUMBERS
Brian English, 31 * Durham, NC * '69 Chevelle Malibu
Total cost to build: approx. $19,000 (including car)
Vehicle weight w/driver: 3,800 lbs
Rear wheel horsepower: 345 hp @ 6,200 rpm
Best quarter-mile ET: 12.87 at 104 mph
Engine
Type: small-block Chevy 350 (bored .040 over for 357 cid)
Block: unknown vintage
Compression Ratio: 10.6:1
Oiling: Moroso "claimer" pan, Moroso racing pump
Rotating Assembly: stock cast crank, stock rods, Keith Black hypereutectic pistons, ARP fasteners
Cylinder Heads: Dart Iron Eagle, 200cc intake port
Camshaft: Lunati 401A6, solid flat-tappet (243/251 @ .050,.518/.530-in lift)
Valvetrain: Ferrea 2.02/1.60-inch valves, COMP Pro Magnum 1.6:1 roller rockers, COMP Hi-Tech pushrods
Induction: Edelbrock Performer RPM Q-Jet intake, Sean Murphy Stage 2 Quadrajet carb
Fuel pump: Carter 172, Aeromotive regulator
Power Adder: none
Ignition: MSD E-Curve dist., Blaster 2 coil, Taylor 8mm wires, Autolite AR135 plugs, 36 degrees total timing
Exhaust: Dynomax 1 5/8-inch headers, 2.5-inch side-exit, Spintech Pro-Street mufflers
Built By: Brian English (short-block by Billy Hines; Garner, NC) Drivetrain
Transmission: Turbo 350, B&M shift-improver kit, Coan 11-inch 2,800-stall converter, Hurst V-Matic shifter
Driveshaft: stock, custom shortened by Craig Staples (Durham, NC)
Rear Axle: '78 Camaro 8.5-inch 10-bolt, stock axles, 3.42 gears, Eaton LSD
Chassis
Steering: NAPA fast-ratio steering box, DSE adjustment sleeves, new Saginaw pump
Front Suspension: Hotrods To Hell UCAs & springs, stock LCAs, Energy Suspension bushings, Carrera shocks
Rear Suspension: Hotrods To Hell truck arm setup w/adjustable Panhard, Carerra shocks
Front brakes: Second Gen Camaro spindles, '91 Camaro hub assy., 13-inch rotors, C5 calipers
Rear brakes: 95 Camaro Z/28, 11-inch rotors & brackets, stock manual drum brake metering block
Brake booster: Hydratech Hydroboost, Pure Choice custom stainless flex hoses
Wheels & Tires
Wheels: Vintage Wheel Works V40 17 x 9.5 (5.5-inch back spacing)
Tires: Yokohama AVS 275/40ZR17, front; Mickey Thompson ET Street Radials 275/40R17, rear