"My goal was to achieve performance at least as good as the '01 Camaro SS I owned, but keep the car looking as stock as possible, with the exception of the stance and wheels," says Brian English, owner of the '69 Chevelle Malibu seen here. English, who is an ardent supporter of the Team Chevelle Web site (www.chevelles.com), initially came to our attention when we called out for a feature car on the Team Chevelle message board. Our initial reaction? It looked too plain.
As we dug deeper, however, we discovered that "plain" couldn't be further from the truth. Like many young hot rodders, English had been spoiled by the performance of late-model factory muscle, and needed his classic to meet, and in some areas, exceed the modern envelope. Impossible as it seems, he achieved this for much less than the cost of a new Mustang GT.
The canvas on which this homebrewed hot rod was painted began as a typical little-old-lady car, which then 15-year-old Brian and his dad discovered on a used car lot back in 1990. The unmolested plain Jane Malibu was a 307 2-bbl, non-A/C car with a Powerglide, and cost a hefty $4,000. For the next 12 years, Brian kept it stock and maintained it in top mechanical shape. Then in 2002, while driving his 2001 Camaro SS, he got T-boned at an intersection. Call it happenstance, but something clicked in his head, and English decided to go "grassroots" with the Malibu.
"I was on a fairly tight budget, so I knew I needed to do as much of the work myself as I could," says English. "After much discussion with Steve at Hotrods To Hell, I decided to go with their truckarm setup." The rear truckarm layout, originally found on Ford trucks of the '60s, is most well known as the suspension type found on NASCAR racers. English cites simplicity, ride quality, and strength for choosing the truckarm. Plus, it was easy enough to tackle the install job in his garage on jackstands. "I don't think I'd try that again without a hydraulic lift," says English, "Doing all that work under jackstands was difficult."
Simultaneous to the truckarm installation, English upgraded the front control arms and springs with pieces from Hotrods To Hell, and built from scratch one of the most unique and effective braking systems we've ever seen. With help from Team Chevelle members (most notably Joe Whiles) and Hydratech Braking Systems, English coupled some modified Second Generation Camaro spindles with Third Gen Camaro hubs, and C5 Corvette calipers and 13-inch rotors to create a cost-effective front disc setup. The donor '91 Camaro hubs were obtained by machining off the integral rotor, and the remaining hub was ground down, smoothed, painted, and assembled with new bearings. "Joe Whiles designed the brake brackets, and after running a set of steel prototypes for a while, he machined a second set out of aluminum, which are still on the car," says English.
Hydratech came into play with a Hydroboost brake booster, which supplies the power assist not from engine vacuum, but from power steering pump pressure. The Hydroboost provides ample brake boost with none of the ill-effects found in big-cam, low-vacuum situations on vacuum boost systems. Interestingly, the whole system works best with the Malibu's stock drum brake metering block, even though English has since converted the rear brakes to disc units salvaged from a '95 Camaro Z28. "I took it to an autocross, a first for myself and the car," says English. "It drew a lot of attention. My times weren't so good because I didn't know what I was doing, but I didn't hit a single cone, and the car performed well."
Long before trying his hand at autocrossing, English was eager to give his creation a test run. English told PHR: "On the day I first drove it after the suspension and brake mods, I had no seats installed, so I sat on couch cushions. The exhaust system wasn't installed yet and the old 307 was dumping out of two feet of pipe with no mufflers. I drove about a mile to the gas station, where I proceeded to set off alarms in every car parked there. I drove it home with a big grin on my face, bobbling around in the car on couch cushions." A Turbo 350 trans was then acquired in partial trade for the old Powerglide, and equipped with a Coan 11-inch 2,800-stall converter, which flashes, according to English, at more like 3,500 rpm. With a B&M shift-improvement kit and Hurst V-Matic shifter, the three-speed was eventually mated to a fresh 350 small-block. A dislodged wristpin and piston soon destroyed the number-five cylinder, which prompted a major rethinking. "I parked the car in frustration and let it sit for a couple of weeks before I even wanted to touch it again," says English. When he finally got his mojo back, the vision crystallized: keep it affordable, keep it stock looking, and make the most power from pocket change.
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 |