Flux capacitor? :cool:

1.21 jigawatts! :thumbsup:

Details
 

Where will you save the weight and where will you gain the grip? :_paranoid

I'l guess a lighter housing for your straight axle in back. Hollow axles did you run those before?
Lighter break package.
New shock package save weight and improved dampening = better grip.
Maybe a little less weight up front with the radiator/ cooler/ core support package. It looks like the radiator package you have has all the heat exchangers integrated into one unit?

I didn't see you mention transmission. Something track specific in magnesium?

Slightly bigger front and smaller rear tires with a cambered rear?

Lots of guessing with no basis on my part. Just proding you for some real details. :D

I'd like to see some titanium bits start working themselves into the build. Bolts, nuts, exhaust piping, headers. All that stuff is big money but when you are shaving ounces . . .

You aren't going to see a bunch of exotic metals for weight savings. Mark does not have that kind of money. His credt card is almost maxed out with each build.

Didn't he use mostly stock hardware on his last couple of builds? I seem to remember him having a literal bucket load of stock nuts/bolts/J-clips etc cleaned up and coated... :yes:

More power & less weight, but significant enough changes to warrant the expense of building a new car vs. modifying RD...there's something in plain sight that we aren't seeing! :willy:

More power in a smaller and lighter car... :cheers:

Yep, 67 vs 69 as he said is a lighter platform...maybe 200lbs max between the two? There is aluminum front sheetmetal for a 69 though so there may be something to offset that.

I'm also on pins and needles to see what you're doing with the tire widths...near 50/50 weight distribution with square or nearly square widths? :unibrow:

Oh yeah, PTM...you heard it here first!

Time to start moving the drivetrain and passengers backwards in the car.

Whenever I contemplate pro-tour competitive builds, I am alwasy stumped by what you can do to be better than a late model vette- They have us beat on weight distribution, IRS, unsprung weight, aero, and development. If I was building a max effort pro-tour car I think I would just give up and drop a vintage body on a C6 running chassis. Because the down side to the vette of course is you see 5 of them a day even in Seattle.

The other avenue you can pursue of course is the super lightweight approach ie street rod based design or similar. That won't work with the muscle car envelope though.

Well Stielow's builds are always interesting although with his car building experience I'd like to see him push the envelope a bit more. As he's said though the key to much of his success is being fairly conservative overall and simply applying ingenuity to the details.

Aluminum core supports are also available (AutoRad) as well as complete CF front clips for these cars... even 2nd Gen Pontiac Firebird/Tran Ams have CF noses, hoods, fenders and doors now! :_paranoid

I'd like to see Mark take advantage of ALL of the weight saving products available from out site sponsors and other vendors! :thumbsup: