Alex Figge, pronounced “figgy” has dedicated part of his life to driving race cars, out of the world employment, and has been on the driving seat of myriad vehicles and raced on almost every course configuration imaginable. The portfolio of this man ranges from go-karts to IndyCars, from sports cars to 5 different manufacturers to Trophy Trucks off-road that was where we saw him in 2014 for the last time.
Because this guy is inevitably drawn to race machinery, it would not be normal for him to aspire to something almost as formidable for the street? Because drivers do not normally twist a wrench and do their thing exclusively, it would suit him to secure some outside contracts. Alex shaded his eyes and started to sweep the horizon.
He said that he knew he wanted to do a 1970 Chevy Chevelle and he started searching for businesses that can help him. When he met the Roadster Shop in Mundelein, Illinois, his search ended. They were building the highest performance and most innovative muscle cars around by far. He didn’t even call another shop.
While huge engine output is preferable, to Alex, a correctly prepared suspension/frame holds just as much import so it can be quite able to assume the terror of the engine with aplomb. The balanced chassis is critical on the circuit, and Alex would expect nothing less in this street machine. Phil Gerber from The Roadster Shop got the picture and started to work.
The Fast Track chassis from Roadster Shop is a beast – staunches bending and mitigates torsional stress like a maniac. Also, it is designed to keep everything underneath right above the rocker panel height, assuring a clean, sanitary approach. With this huge ladder, RS includes tubular control arms, a splined 1.25 inch diameter antisway bar and Penske double-adjustable dampers encircled by Hyperco coils. The back of the chassis assumes Hyperco coils and Penske dampers, and a Panhard rod locates the rear axle and a simple parallel 4 bar system, deeming a rear sway bar superfluous. The ‘rails are kicked in and readily receive a 345 section tire. Billet C6 spindles and Z06 hubs are supervised by a quick – ratio rack steering system.
That critical frictional coefficient is provided by a Wilwood system that posts 13 inch discs, 6 piston calipers in form, while 12 inch 4 caliper units in the rear. The rims and tires are Michelin Super Sport, 345/30 and 295/30, on Forgeline SC3C, 19×12 and 18×10 rims, which have been wafted with a coat of Transparent Smoke.
Alex and RS in the matter of acceleration selected a 427 Cu. In. LS3 that comes from Turn Key Engine Supply that keeps the standard bore of 4.065 inches, but uses a 4.125 inch stroke. The bottom end spins a 4340 crankshaft and also H-beam connection rods. When the domes of the Mahle forgins are suited to the 70 cc combustion chambers of the LS3 castings, they produce a compression ratio of 10.7:1. Specs for the hydraulic roller cam are healing, but the system keeps 5/16 inch pushrods, double valve springs, a 1.7:1 rocker arm ratio, and chromoly retainers.
The induction is composed of a FAST injector and an Edelbrock intake manifold drawing through a mechanical 90 mm throttle body. The system is observed by a MEFI4b/MEF15 ECU and also it is fed by a Rick’s/Vaporworks CTS-V fuel pump. The billet rocker covers with space for internal coil packs are provided by Wegner Motorsports and also the billet serpentine accessory drive system. RS finished the engine with stainless-coated 1 7/8 inch primaries that are plumbed into three inch stainless steel pipes underlined by an X-pipe and Borla XR-1 mufflers. The exhaust finishes at the center exit in the bumper that was custom built. The cooling contingent is equipped with a Vintage Air Gen VI Magnum HVAC system and a Ron Davis aluminum core. To contain the output of that 7.9 liter engine, RS and Alex decided on a complete Centerforce system – Dual Friction 10.5 inch discs, flywheel, a Tremec T56 Magnum and a pressure plate. It delivers 635 horsepower and 580 lb ft of torque that ends up at the Strange Engineering 9 inch that was fitted with 3.90:1 gears and a Truetrac differential.
For the swaddling phase, the Chevy Chevelle was brought to Paul Atkins Interiors located in Hanceville, Alabama. The guys there built simple but sophisticated quarters, but the work performed was not so easy. The Atkins custom-built persona radiates from the understated door panels, fluid console, the sleek and the rear bench seat, which matches the Recaro Sporster buckets –all swathed in leather. Atkins also stretched the headliner in suede-like Alcantara. The black silence is shattered by an Alpine amplifier, a Kicker PX1502 head unit, and Alpine SPS 5 inch speakers in front and in the rear 6x9s. No five-point harness, no roll cage. This is the street car owned by Alex, and she don’t race.
We love the look of the Chevelle. It emanates, it doesn’t broadcast, and is something in which the Roadster Shop shines. The basic form of the Chevelle is unaltered and enriched by subtle but important modification. Underneath the hood bulge, they smoothed the firewall, but notched it softly in order to pocket the windshield wiper motor. RS prolonged the inner fenders to better accommodate and also the RS upper control arms in order to frame that engine.
Up front on the shiny side of the Chevelle, the Roadster Shop built a lip spoiler, filled the center to smooth the expanse, tucked the bumper in order to make the appearance of the car wider, while in the rear they built a custom roll pan and tucked and narrowed the bumper to accept the pleasantly strange center exhaust exit. The lads fussed long over the envelope until Tyler Krause didn’t lay down the PPG Audi Lava Gray coating. When it had dried, Chris Gray from RS anointed it with offset ghost graphics.
Alex said that the reason why he choose the Chevelle is because he loves the muscle car era in that country as it pertains to the relationships of the Americans with their car and driving. According to Alex, the Chevelle is unapologetically American and badass. There are no problems with drifts and burnouts in that thing, said Alex.