Our friends at County Corvette in West Chester, PA did a fantastic job on this 1970 pro touring camaro. We built a set of our Torque wheels in sizes 19×8″ front and 20×9.5″ rear for this beauty. We used our 3-piece shallow concave profile forging on the front wheels and our 3-piece deep concave profile forging on the rear wheels. The wheels really pop with the Boze high luster polish finsh! This camaro also sports a 572ci 620HP GM Performance crate engine, 4L85E transmission, Currie Ford 9″, Heidts front subframe, and Wilwood disc brakes.
This insane 1971 Pro Touring Camaro rolling on Boze Clutch Concave wheels is featured in Super Chevy Magazine this month. Here’s what they had to say about it.
Making the choice to build a custom muscle car is not one to be taken lightly. For Dave and Jamie Smith of Blue Springs, Missouri, the stunning twin-turbo ’71 Camaro you see here came after much discussion and deliberation. The longtime car lovers are fixated on all things automotive related and wanted to own a car that turned heads no matter where it was displayed.
“We love cars, plain and simple. When we aren’t watching sports on TV the channel is usually tuned to some car restoration, auto auction programming, or movie about a car,” says Dave.
“A few years ago, Jamie and I decided we wanted to see what kind of creation we could come up with. We wanted the looks to stay true to the original car in most respects, but wanted the power, suspension, and creature comforts of today’s modern cars.”
This is a refrain we hear often at Super Chevy, and it’s perhaps never been more prevalent than it is today with old-school muscle cars. Thanks to the talents on display by many highly skilled builders, an owner can select from a plethora of modern high-performance options, from fuel injection to overdrive transmissions, to truly create the car of their dreams that accelerates, handles, and stops as well as—or better than—any of today’s high-dollar sports cars.
One such builder is The RestoMod Store (TRS), owned by Mike McLin and his sons. We’ve covered the company’s builds previously, and the team has displayed such a high level of talent when it comes to building cars such as this, that it was an easy choice for Dave and Jamie to drop the Camaro off there for the full treatment.
“It was apparent from the start that they had a passion for cars and shared our vision of what the build could become,” says Dave.
The project, which began life as a bumblebee Camaro with yellow pigment and black rally stripes, has certainly come a long way from its humble beginnings. Once The RestoMod Store had the vehicle in the shop, they quickly discovered that it wasn’t in the best condition.
“After tearing apart the Camaro it was evident that time was not kind to our car. I often kid Mike that the inner doorframes are the only things left from the original car. We would have been better off starting from scratch than to have tried to restore this car,” says Dave.
It’s a conundrum many owners face when an old muscle car is stripped down to its bare bones and unexpected body damage is discovered. Do they continue or throw in the towel and start anew with another candidate?
“Jamie and I went back and forth on whether or not to proceed with the build—it was a split decision. I wanted to scrap the car and look for a better candidate. She felt that we had already come this far and should see the build through to the end. I’m glad she won that decision,” Dave says.
And thus, the car gained a name.
Once the build began in earnest, Dave and Jamie worked hand in hand with The RestoMod Store staff to develop an idea of what the car would be. It centers around a simple drivetrain choice: the excellent-performing LS3 crate engine from Chevrolet Performance, in this case improved with the use of a custom camshaft from Comp Cams. One of Top Street Performance’s aluminum intake manifolds was set atop the engine to boost performance and improve its looks. Remember that word: boost. A Concept One beltdrive system was set into place on the front of the engine and a pair of their valve covers placed atop the LS3 cylinder heads to finish off the engine’s appearance.
But they didn’t stop there. Oh no, that’s just the beginning of what sprung from the ashes of the rotted-out shell. A pair of Precision Turbo turbochargers was placed into the empty area in front of the engine, which means that this Camaro makes enough horsepower to obliterate the tires at will. Chris McLin at The RestoMod Store was tasked with assembling the engine and its attendant performance parts prior to installation.
Nicholls Performance Transmissions assembled a trick 4L80E transmission, with shifts managed by a Trans Go HD2 shift kit, and then TRS backed it up with a custom driveshaft from Inland Truck Parts and Service in Kansas City. A Lokar shifter sits inside the car.
As is the case with so many of these all-out builds, a replacement hydroformed steel subframe and suspension system from Detroit Speed sits underneath the front of the car. It includes the company’s proprietary suspension geometry, made possible by tubular upper and lower control arms, new forged spindles, specially valved DSE/JRi coilover shocks, a splined sway bar, and a power rack-and-pinion steering assembly. It is designed to provide OEM-level quality with substantial performance improvements.
In the rear of the car, mini-tubs are in place for extra tire clearance and one of DSE’s QUADRALink suspension systems surrounds a Ford 9-inch rearend housing. The QUADRALink system uses high-durometer rubber bushings in the upper and lower control arms, which combines high-quality ride comfort with serious performance capability and is right at home under this high-powered ride. The included Panhard rod works in conjunction with DSE’s Swivel-Link technology to prevent binding, while the DSE/JRi aluminum-bodied coilover shocks keep up-and-down motion under control. Dave could have used a suspension system with rod-ends that would be geared more toward track performance, but for the intended use of the Camaro, this system is just the ticket.
The car rides on custom-coated Boze Alloys Clutch wheels and Nitto Invo tires, and a full set of Wilwood four-piston calipers are at the corners. Wilwood’s master cylinder and proportioning valve are also used to maximize the braking system’s capabilities.
With the running gear in place, The RestoMod Store turned its attention to the Camaro’s exterior, where many, many custom touches were applied to set this dazzling ride apart from the crowd.
The RestoMod Store built a custom steel hood for the car, and then figured out how to modify a 2018 Camaro ZL1 grille and mount it into the nose of the car. They designed and manufactured front bumpers and a flush-mounted rear bumper, shaved the door handles, and extended the nose. In addition, a new front splitter with ground effects was built, and the team altered the body lines with fabricated wheel flares that flow as if they were designed by Chevrolet, yet tuck the wheels perfectly. The custom taillight panel hides the fuel door and mounts the billet ’69 Camaro taillights, while the front parking lights have been removed and turned into turbo inlets to guarantee the snails a solid supply of fresh air. Smoked glass from Auto City Classic was set into place, and lastly, dropped a set of KaTur Angel Eyes Halo headlights into the buckets.
Inside the car, Karen Ethridge and Michael McLin designed and installed a completely custom interior, based around Procar front bucket seats, leather upholstery, custom door panels, and a custom console from Modern Classics. A Billet Specialties steering wheel spins on one of ididit’s steering columns and Hush Mat was laid into the interior to quiet the car down. A black cut-pile carpet from ACC finishes it off.
Chris McLin installed an audio system with a Pioneer AVH-4201NEX head unit and Hertz speakers, and a Vintage Air HVAC system was set into place. Those Missouri summers can get hot, so this was the perfect final touch.
“We had a great time working with Mike and Michael throughout the whole build process. Their designs and ideas always seemed to bring about decisions that Jamie and I would differ on, such as the first-gen Camaro rear taillights, the color choice of the split bumpers or calipers, to deleting the foglights to make use of the space for the twin-turbo intakes. We might not have always agreed on ideas to begin with, however, once we set a course of action we both agreed the correct choice was made,” says Dave.
The collaborative approach to finish this car was a split decision, but ultimately the right one. Don’t you agree?
Check out this Awesome 1967 Pro Touring Nova rolling on Boze Forged wheels, featured in Chevy High Perfomance magazine. Here’s what they had to say about it:
“This 1967 Nova is the Epitome of a Pro Touring Masterpiece
Arguably, the “mid-year” 1966-’67 Novas are the best-looking Novas that ever slung off the assembly line. Their lines flowed and the sheetmetal was sinewy and they didn’t have the blunt, squared-off snouts of the original cars and those models that followed. The owner of this ’67, Ed Zuchowski, admits to liking the original form as much as the one he shepherds now. But then, Ed’s from Jersey (before you jump, so is your humble copy boy here, so I know how the Jersey mind works).
Ed’s a Garden State native. Yes, born in Jersey City, and when he was around 10, something happened there. “I always remember my father’s friends coming to the house having cool cars … and I fell in love with them. From that day on I became a car guy.
“I’ve always been a Chevy guy, too. When I was finally ready to buy one I searched all over the country. I came across this Ice Blue second-gen in Hartsville, South Carolina. I had been looking for something that had modern technology in it, so a Pro Touring car was the way to go; the best of both worlds. It looked old but had all the mods of a new car, which is what I was searching for. I dragged my trailer south and got what I wanted.”
We know the deal about buying a car already built and about laying out cash for someone else’s headache. One already built saves momentous quantities of time and anxiety and often money, but only if it suits completely. That’s the story with Ed Z’s Nova. He didn’t build it; he bought it already done. That way there would be no waiting to go cruising and to car shows with his grandson or driving up to the Adirondack Nationals in Lake George, New York, with his wife, Juliann. What didn’t he like? He said that he’ll soon be changing the fuel injection for an ordinary carburetor, but didn’t say why.
So, let’s see what he got to further that Pro Touring ethic. You have to remember that these cars, along with others of their ilk, had more than enough stupid power but didn’t have the chassis dynamics to back them up, a lopsided condition that showcased their ill-handling and flaky braking performance. Forget those skinny, laughable tires that were under-powered for anything but the lowliest six-cylinder. But once the perception of straight-line performance was amended by equal measures of handling and stopping, the formula was “square.” And isn’t that the essence of Pro Touring, a car that handles, brakes, and goes fast in equal measures?
When he got the car in South Carolina, the owner had already pointed it with tubular suspension members, power-assisted rack steering, frame connectors, and mini-tubs. He’d stuck larger wheels on it and upgraded the brakes all around, too, instituting 11-inch discs and four-piston calipers. The mini-tubs easily couched the 20-inch diameter, 275mm wide all-season tires. The thinking when the tubs were built was to accommodate a full-width rear seat because somebody might have to stay comfortable back there for a while. So Ed can ride along with and thrill his grandsons, an important thing to him and something he told us he was most grateful for.
Through conversation, it was apparent that Ed Z won’t likely be threading his way through a grove of orange teepees or twisting tail through a slalom course. No, he’d rather the straight driving time be as uneventful and comforting as possible. So there’s a little distraction from the high-zoot orchestral sound but it’s meant to be heard in air-conditioned comfort. All things considered, who needs an overdriven automatic transmission more than Ed? He gently flicks the Lokar stick on a 700-R4.
While there are some places acceptable to indulge in distracting social media, Ed would much rather engage his youngest family, either in dulcet tones or conscious-raising discussion, maybe with a sharp word or two, to bring them into the adult world by measures rather than by a deluge of confusion. Here they are in something that was created by human hands; something that performs all by itself in spite of the bleating iPhone.
While Ed got the finished piece, what he would never get was the complete story, the sweat and the toil that made it. As such, there are important things about the car that he’ll never know; basic things like who did the interior, who did the paint? Yak. Maybe that’s just us being anal-retentive bugs … but we would wonder, and we’d be curious.
In any case, what we think really doesn’t matter at all. In the end, Ed Zuchowski got what he wanted. CHP
Owner: Ed Zuchowski, Pompton Plains, New Jersey
Vehicle: 1967 Nova
Type: Chevrolet Performance ZZ3 Crate
Displacement: 350 ci
Compression Ratio: 10.2:1
Bore: 4.000 inches
Stroke: 3.480 inches
Cylinder Heads: Aluminum, 1.94/1.50 valves, 58cc combustion chambers
Rotating Assembly: Forged crankshaft, powdered metal connecting rods, hypereutectic pistons
Valvetrain: OE 1.5:1 rocker arms, LT4 chrome-silicon Orange Stripe springs, OE lifters
Camshaft: ZZ4 hydraulic roller (0.471/0.501-inch lift; 208/221-deg. duration at 0.050)
Induction: Aluminum ZZ350 manifold; FAST EZ EFI 2.0; custom air cleaner; Tanks, Inc. 16-gallon cell
Ignition: MSD Pro-Billet distributor, Moroso primary wires
Exhaust: Hedman Hedders headers, 1 5/8-inch primary pipes, 3-inch collectors, 3-inch system, Flowmaster 50 mufflers
Ancillaries: Griffin aluminum radiator, Billet Specialties Tru Trac accessory drive
Machine Work: Chevrolet Performance
Output: 355 hp at 5,250 rpm, 405 lb-ft at 3,500 rpm
Transmission: 1982 GM 700-R4
Rear Axle: 9-inch Ford, 3.89:1 gears, limited-slip differential
Front Suspension: Tubular control arms, antisway bar
Rear Suspension: Upper and lower links, Hotchkis subframe connectors, antisway bar, mini-tubs
Steering: Power rack-and-pinion
Brakes: Wilwood 11-inch discs, four-piston calipers, front and rear; Wilwood proportioning valve
Steering: Dakota tilt column
Dash: Dakota carbon-fiber
Instrumentation: Dakota Digital VHX series
Audio: Pioneer DEH-X56HD head unit, Pioneer 6-inch front speakers, 6×9-inch rear speakers, Boss amplifier
HVAC: Vintage Air
Bodywork: All steel original
Paint: PPG Lexus Ice Blue Gray
Hood: Steel cowl
Written by Ro McGonegal”
This awesome pro touring Nomad sporting a set of Boze Traction and Traction Concave forged wheels was just featured in Hot Rod Magazine. Here’s what they had to say about it:
“One of the most curious things about the automotive enthusiast hobby is that there are so many different reasons someone falls in love with a particular car, engine, or vehicle nameplate. We thought we had heard all of them until we had the opportunity to chat with Roger Meyer about his stunning 1956 Nomad, designed and assembled by Mike McLin Sr. and his team at The Restomod Store in Independence, Missouri.
Taken by itself, the Nomad is definitely a unique vehicle, but what sticks out in Meyer’s mind—and one of the most unique reasons we’ve heard for undertaking a build—is an experience he had many years ago as a young lad working at his first job. “I worked in a gas station in my high school years, and when I first hired on they told me to go out and check the tires, check the oil, fill it up with gas, and wash the windows and all that,” says Meyer.
“They were watching me with this ’56 Chevy and I couldn’t find the filler, so I needed help. Dropping the left taillight was where the filler was, and everyone got a big kick out of my ignorance. The small things in life tend to affect you, and because of this I’ve always loved ’56 Nomads. I had to have one.”
Many years passed between that initial interaction with a ’56 Nomad and the day when Roger brought one home, and even longer to complete—11 years to be exact
The car—if you could call it that—was purchased from a broker in Austin, Texas, back in 2007. It was purchased in completely disassembled form, with the body removed from the frame and the rest of the pieces scattered about in boxes. He also changed directions several times before finally enlisting The Restomod Store to create the stunning Nomad seen here.
“The first six months was spent buying manuals and surfing the Internet to learn what I was missing. As it turned out, I was missing just about everything except the frame, primary body, and front clip. And even with that, the quarter-panels ended up needing to be replaced, too,” he says.
“During the build process, I discovered I must have the heart of a woman, given the number of times I changed my mind. The car moved from a daily driver to an absolute showpiece.” Over the first several years of the build, Roger learned much about himself, his own talent level, and the skill it takes to complete a car with this level of fit, finish, and impeccable attention to detail. Although he enjoyed doing some of the work in the very beginning, he realized he was out of talent early in the process. “I knew that I wasn’t going to see the finish line myself. I got recommendations from various people, and Restomod was my choice. I’m glad I went that way,” he says.
The Restomod Store eventually had to redo much of the work Roger performed during those first several years. With the decision to turn this car into the one-of-a-kind Nomad, The Restomod Store improved every aspect of the car’s design and blended their vision with the details Roger felt were important.
Originally, Roger had selected a small-block Chevy with a blower to sit in the engine bay, and although it cranked out a ton of horsepower, he ultimately made the decision to sell that engine off to one of Restomod’s shop employees and move in the direction of an LS3 crate engine straight from Chevrolet Performance.
“It was a great engine, but I just wanted an LS3 and more of a low-profile engine without the blower. I didn’t want a blower popping through the hood, and I could keep a low profile by going with the turbos. I could make it pop without having the big blower sticking out of the hood,” Roger says.
The choice of the LS3 contributes to the well-engineered, clean look underhood. We can appreciate a clean layout as much as the next guy, and the LS3 makes use of a Top Street Performance Velocity intake manifold, TSP oil pan, custom Comp camshaft, and most importantly, a pair of Precision Turbo 6266 turbochargers pumping 10 pounds of boost pressure through the nose-mounted intercooler. Although the turbos—and engine—are capable of handling much more boost he says the way the car is set up right now is perfect for him. “It is mean. It is tight, it sits well, and it performs unbelievably. As a matter of fact, it’s scary. It drives like a dream. It rides down the road well, handles well, and the acceleration is unbelievable. It could even be dialed up another couple hundred horsepower,” he says.
With an estimated 650 horsepower on tap, it was an easy choice to put a Turbo 400 transmission behind the engine then supplement it with one of Gear Vendors’ overdrive packages to turn it into a six-speed transmission, which is perfect for cruising.
The interior of the Nomad was one place where Roger had specific wants and needs, and was guided by Mike McLin Jr.—who executed the vision—to come up with the finished product. Rather than keep this car stuck in the ’50s with rudimentary instrumentation and stark creature comforts, one of his stipulations was to modernize the interior and present the best Nomad possible given the technology available today.
“I love the ’50s look, but I didn’t want the ’50s feel when I drive it. I wanted it to be modern and up-to-date with all of the technical instrumentation, radio, and data screens. I love technology,” he explains. “We talked through it. Truly, they were the talent behind the modernization of it.”
To that end, a set of Dakota Digital VHX series gauges—including digital HVAC controls—was integrated into the interior, along with Kenwood CD/DVD player, four Hertz loudspeakers, and the complete custom interior treatment. This includes TEA’s seats, custom door and side panels, and a custom full-length console all created and manufactured at The Restomod Store. Relicate leather in Old Ranch has the distressed look and covers all of the surfaces inside.
Underneath, a full package of RideTech suspension components, including drop spindles and airbags, help the car to hug the road, and provide an excellent stance when sitting still. Wilwood brakes hide behind polished and brushed Boze Alloys Traction Concave wheels wrapped in Mickey Thompson Sportsman S/R tires.
No car of this caliber is complete without a jaw-dropping paint scheme, and Mike McLin Jr. answered the call with a custom orange-and-pewter custom mix using DuPont Axalta urethane pigments. Pinstriping By Eric finished off the appearance with a two-tone stripe laid down between the colors. Everywhere you look on this car there’s something else to catch your eye. “Splitting the rear bumper was something we talked about and came together on. The front bumper is from a ’55 Chevy and has been turned upside down. It fit the profile to keep it low and sleek. It’s been a showstopper at the shows it’s been to. There’s a lot to see on it and it’s just done impeccably: inside and out, under, and on top. One of the things that’s most stunning about it is the paintjob, and DuPont has chosen it to be in the 2020 calendar,” says Roger.
Isn’t that what we all want—a car that’s cool enough to grace the calendar of a major automotive company? Roger Meyer and the guys from The Restomod Shop have created one of the most unique and interesting Nomads we’ve seen yet, and it’s all because a young boy was fascinated by a behind-the-taillight filler neck.”
For Wheel Wednesday we bring you an eye-catching 1979 Pontiac Firebird built by Tony Scalicci. This radical street machine is outfitted with an Eaton Supercharged LSA making 722 horsepower and 640 lb-ft of torque. The motor also wears a set of Clayton Machine Works LS Coil Covers. Stitches custom upholstery by Tony Miller crafted the incredible interior, retaining elements of the Pontiac’s original style while carrying a slick honeycomb theme throughout. We built a set of our pro touring Snowflake wheels in sizes 18×10 front and 18×12 rear and finished them with a brushed matte gold powder coat. The wheels are wrapped in BF Goodrich g-force rival tires in sizes 315/35R18 front and 335/30R18 rear. The BFG tires and Boze forged wheels really make a great combination! For more information you can see this pro touring firebird in the latest issue of Hot Rod Magazine.
This awesome 1969 pro touring camaro belongs to Ed Borges (owner of Eddie Motorsports in Rancho Cucamonga California). Ed’s camaro was featured in Chevy High Performance magazine last month. One of the most important features of a pro touring restomod is the right set of wheels. Ed reached out to Boze looking for a nice set of pro touring wheels to give his camaro the perfect look and stance. We built a set of our Victory forged wheels in sizes 18×8 front and 18×10 rear. His wheels are wrapped in Nitto NT555 tires, sizes 245/40R-18 front and 285/35R-18 rear. The wheels are finished with a brushed satin and polished two-tone finish on the centers and high polished lips. Ed’s camaro sits on Speedtech Performance suspension accompanied by Viking adjustable coilover shocks. For stopping power Ed decided to go with a set of Wilwood 4 piston brakes. This camaro is also equiped with a nice stereo system. The head unit is a Kenwood Excelon KDX-X300 with 6×9-inch speakers. The body work was done by Paul Smoot of PSI autobody in Ontario California. If you didn’t get a chance to see the feature than be sure to check out these pictures below taken by Robert Mcgaffin photography. Enjoy!
This may be the most Beautiful 1960 Restomod corvette we’ve ever seen. The attention to detail on this build is absolutely top notch! This corvette was built for a customer in London who wanted that distinctive British look of a Bentley. We built a set of our Boze Injected forged wheels with a high polish finish. We used hidden hardware to construct the wheels so the bolts are hidden behind the wheel flange. This gives them a really clean look but still has the resemblance of pro touring corvette wheels. The back wheels may look wider but they’re actually the same width as the front wheels. The wheels are 18×7″ on all four corners. We used a shorter mounting pad on the rear wheels along with a lower offset to give the wheels a nice deep dish. This staggered stance makes this beauty look like a pro touring corvette! It’s not everyday you see a nice pro touring corvette with so much style!
Check out this awesome 1973 Pro Touring Camaro owned By Quinn Clancy of Ontario Canada. Quinn loves to Autocross his camaro at Good-guys rod and custom shows and wanted a forged wheel that looks amazing but was also light weight. He decided on our Boze Clutch wheels in sizes 18×9″ front and 18×10″ rear. His wheels are finished with brushed/polish centers and brushed clear coated lips. When it comes to stopping powder Quinn chose Wilwood 6 piston brakes. His Camaro also has a Speedtech Performance Suspension. If you’re out at a hot rod show or autocross event be sure to look for this awesome Pro Touring camaro.
We just finished another set of our Torque concave 3 piece wheels. The wheels are finished with our brushed satin and polished two-tone and are built on our deep concave center forging. One of the nice things about our concave wheels is the large brake caliper clearance. If a customer is running a 4 piston or six piston willwood brake or baer brake, our concave forged wheels will clear without a problem. Another nice feature about our concave wheel profile is the large cross section thickness, which gives us the ability to machine a thin spoke and still keep a high wheel load rating. This helps us make really strong light weight wheels. Boze has been building forged wheels for over 20 years and we’re seeing a lot of our customer go to our concave designs. This set of Torque wheels is going on a pro touring mustang for a customer in Florida. Check back here in a few weeks and we’ll have pictures of this set of wheels on the customers car.
Boze is proud to introduce our new “Performance Series” line of wheels. The performance series are light weight wheels made from the finest 6061 T6 forged aluminum. These stepped-lip 2 piece wheels are designed for muscle car and pro touring applications. The Step lip design not only looks good but helps reduce overall wheel weight. We build these wheels with a convex profile center forging so clearing large brakes is not a problem, whether it be a large Wilwood brake, Baer brake or any other large brake manufacturer. These performance forged wheels are available in diameters 17″, 18″, 19″ and 20″. The wheels pictured below are finished with brushed satin centers and high polished lips, this is just one of the many finishes we offer. Some of our other popular finishes are ceramic matte bronze, matte gun metal, and satin black powder coat. All of our wheels are custom built so if you have a Hotchkis suspension, TCI suspension, Detroit Speed Suspension, Ridetech suspension or any other pro touring chassis, our wheels can be build with any backspace to accommodate the proper fitment. If you’re building a pro-touring restomod, classic truck, or any other type of classic car, these are the wheels for you!