![]() ![]() ![]() It’s simply amazing, especially considering that after the show the car will go straight to the track for a good run at wide-open throttle. The only work on this thing that Riley didn’t do himself was the paint and powder-coating. The results of his work, all of which took place on the side yard of his parents’ house, is nothing short of stunning. While we always like to think that things were better before, especially when it comes to racing, sometimes it really is the truth.īut there have definitely been some advancements, particularly in terms of safety, that make race cars today much more appealing what they lack in personality they make up for in reliability and driveability. So, what if you were to mash up a bit of today’s tech on a built-from-scratch tube-frame chassis with the magical nostalgia of a 1970 Ponitac Firebird Trans Am? The racing is more clinical and the cars lack character. This Firebird is currently the only racecar with Ram Air IV heads (code-614) in modern NHRA Stock Eliminator competition. ![]() Full tube-frame chassis compete in the top classes, and even in the production-based groups the barrier to entry is exponentially higher than it was some 50 years ago. Looking at Trans-Am racing today, it’s completely different ball game. But there’s plenty of literature on the topic and highlight reels are still bouncing around today tales of long nights in a small garage followed by the sweat and tears of race day are still told in racing families. There’s evidence enough to know that this was an era where privateers could wrench on a project and reasonably compete on the world stage of carburetor-fueled, wheel-to-wheel madness. Are you old enough to remember the magic of the Trans-American Series in the 1960s and ’70s?įull disclosure, I’m not, and neither is car builder Riley Stair. ![]()
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