|Chevrolet - CUSTOMER-RIDES’S 1970 ZZ572/620 CHEVELLE (BILL WILKINS)|
|This page contains some pictures that were sent to us from Bill Wilkins of his 1970 Chevelle. The pictures show some of the features he has on his car and some are just showing the car in it’s completed and full glory. Bill has included some information about his project and I only did some minor editing to that for the purpose of formatting or the page for better viewing. The pictures were edited for Web site use too. The originals where too big to use as they where sent, but that also made them easier for me to work with to prepare them for this page.|
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|ZZ572 MAIN PAGE||ZZ572/620 PICTURES||ZZ572/720R PICTURES|
|1970 Chevelle ZZ572 Pics|
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|THE BILL WILKINS 1970 ZZ572/620 CHEVELLE|
|Yes that air cleaner fits into the hood. It does so with 1-1/4” to spare.|
|Overall view of the car. It took three new sets of springs cut off at different heights to get the final look I was after. The final was Hotchkis BB springs with 1/2” wrap of the top coil cut off.|
|This picture show how the 315/35YR/17 BF Goodrich G-Force TA’s fit inside the fender wells. This required the exact offset on the 11” Budnik “Knuckle” wheels.||This picture shows the 3-1/2” exhaust system, DTS Girdle, Hotchkis sway bar, Rock Valley Antiques fuel tank and BG pump.|
|This picture show the bottom sump fuel tank,the 3/4” fuel line to the Barry Grant Mighty Enduro fuel pump and the 3-1/2” exhaust pipe.||Another view of the 3-1/2” exhaust pipe and BG fuel pump.|
|Overall view of the engine compartment. Show the BE COOL radiator cap. This picture was taken before I installed the Hydroboost hydraulic assist to the master cylinder.||Overall view of engine compartment. Note custom alt. bracket to work with taller heads, built to match the balance of the March Pulley system.|
|This picture show the 5/8” fuel line coming from the Barry Grant Mighty Enduro fuel pump. Note the custom regulator bracket for the BG regulator with 3/8” matched length fuel lines to the carb. The air cleaner is a K&N XStream 14” dia 4” high with a 1-1/4” dropped base.|
|This picture shows Hydratech’s Hydroboost hydraulic boost and master cylinder. This was a must investment in order to get the most out of the Baer Pro+ front and Touring+ rear brake systems.|
|Owner:||Bill Wilkins P.O. Box 117 Carson, Wash. 98610|
|Vehicle:||1970 Chevelle SS|
|Engine:||GMPP ZZ 572 Tall Deck 572 cubic inch. Rated at-620 Hp / 650 Ft. Lbs. Torque.
GM Aluminum Heads, 9.6:1 Comp
Demon 850 carb
Custom Serpentine kit for Tall Deck
Headers 2-1/4” tubes to 4” slip collectors with E-Vac tubes, by Lemons Headers Paso Robles, CA.
Exhaust 3-1/2” mandrel bent with 3-1/2” Delta Force 3 chamber mufflers, by Torque Tech Valdosta GA.
Be Cool Aluminum radiator with twin 11” fans, K&N air filter.
|Transmission:||Richmond 6 speed. Centerforce dual friction dual puc clutch. Lakewood Bellhousing.|
|Rearend:||GM 12 bolt, 3.08 gear ratio. Auburn Gear posi unit. DTS girdle, Dutchman axles 30 spline.|
Barry Grant - “Mighty Enduro” fuel pump.
Barry Grant - 2-Port PLUS+ Regulator.
Technical support - Doug @ Barry Grant
Stainless steel fuel tank by, Rock Valley Antiques.
Front - Hotchkis Tubular A-Arms. Hotchkis Coil springs, Bilstein shocks. Hotchkis 1-1/4” sway bar. Baer “Pro Plus” disc brakes with 14” two piece rotors and Alcon 4 Piston calipers. Baer modified B-body spindles.
Rear - Hotchkis adjustable upper trailing arms. Hotchkis lower trailing arms. Hotchkis 1” sway bar. Hotchkis Coil springs, Bilstein shocks. Baer “Touring Plus” disc brakes with 13.5” two piece rotors.
|Wheels:||Front - Budnik “Knuckle” 17” x 8”, Rear - Budnik “Knuckle” 17’ x 11”|
|Tires:||Front - BF Goodrich G-Force TA 245/45YR17, Rear - BF Goodrich G-Force TA 315/35YR17|
|Exterior:||Forest Green with White Stripes|
|Interior:||Seats and carpet restored to original dark green. Covans Classic dash. Auto Meter carbon fiber gauges. Electrical system updated thanks to, Mark at Mad Enterprises.|
12/27/2005 10:25 AM
Sorry it took me so long to get you these pictures. I hope one of them might work for your web-site. Along with the pictures I am sending you some information about the components added to the car, to make it what it is today. Picture #102 shows the Hydroboost #3013 system mounted to the master cylinder we talked about when I was at the store picking up the LS7 it works great. If you get anymore info on the LS7 specs let me know. I want to thank you and Scott for all your help on this project.
1/2/2006 3:26 PM
Thanks for the note about the pictures of my car. I am sending you another picture of the Hydratech hydraulic brake booster and master cylinder, hopefully it turns out brighter. (webmaster’s note: picture 100 above) If it is still to dark let me know and I'll take another one with better light. I thought it was an important picture because so many cars have braking problems due to lack of vacuum. Also here is an attempt to editorialize my project:
I would like to start out by saying to anyone who wants to build their ultimate G-machine one thing. Be prepared to spend as many hours researching which parts to buy and where to buy them, as it will take hours disassembling and reassembling your car. Hopefully this article will help you if your considering the ZZ 572 as the motor of choice.
All that being said the major concerns when installing a 572 center around four areas. The Header and exhaust system, The fuel system, The cooling system and how to overcome the lack of vacuum for your brake system. I'll explain how each issue was solved on this car.
Headers and Exhaust: GMPP specifications for the Headers called for 2-1/4” tubes 36” long to the collector, and because the heads on the 572 are a tall deck which are approximately .200” taller that standard BB heads no header were available off the shelf. Thanks to Harvey at Lemons Headers we were able to build a set of headers for the car that met the GMPP specs. The headers are 2-1/4” tubes to a 4” slip collector that reduces to 3-1/2” exhaust pipes. The collectors also include the evac tube fittings which were plumbed off each valve cover. From there the exhaust is a 3-1/2” mandrel bent system built by Torque Tech including 3-1/2” Delta Force 3 chamber mufflers, a honest 3-1/2” system collector out.
Fuel System: The fuel system required building a new fuel tank with a bottom sump for a gravity feed system. It included a 3/4” fuel line to a Barry Grant “Mighty Enduro” pump mounted next to the fuel tank to allow for gravity feed from tank to pump. From the pump to the BG regulator is an 5/8” fuel line. We built a custom regulator mount that fits on the choke assembly that allowed for each 3/8” line from the regulator to the carb to be the same length. After fuel flow tests were performed the system was capable of 1 gallon of fuel per 48 seconds at the carb.
Cooling System: The cooling system consists of a Be Cool Aluminum radiator with twin 11” electric fans. Be Cool rates this radiator at 1000 HP.
Brake Vacuum: To overcome the lack of vacuum with the 572, I installed a Hydroboost hydraulic brake booster by Hydratech Braking Systems (Paul). The car has a tremendous amount of braking. The Hydratech system along with the Baer Pro+ system on the front and Touring+ system on the rear works great.
There are two other items worth noting about the 572:
One is the pulley system for the front of the engine, which required me to build my own alternator bracket due to the cylinder head height. Maybe by now one of the normal aftermarket companies have solve this problem.
The second one is the height of the engine including intake manifold and carburetor when installing into a Chevelle. I can only speak for my 70 Chevelle, but the clearance between the top of the air cleaner a K&N XStream Air Flow 14” diameter 4” high with a 1-1/4” drop base and the cowl hood is 1-1/4” enough clearance for the XStream to get max. cfm flow to the carb.
There are many custom parts, bushing, etc used to build this car but these items I talked about are the most important ones when considering the task of installing a ZZ572.
Good luck and have fun.
Bill says that he is willing to help out some people with their conversions but that he would not have time to answer all of the calls
that come in if he gave out his phone number. For now, he says that it is ok to go ahead a add a link for his email address and
we’ll see how that works out. He is willing to help someone who has a project
that just needs a little help getting over a problem or two. He’s been
in this situation before and he says that talking to someone who has already done a project
sometimes can really help. So Bill is making himself available to help people but just be a little understanding and don’t flood him with e-mail messages. If you have never done a big project like this before, you should get advice from someone, local to you, for overall guidance and only contact Bill if there is something that stumps you and those helping you on this specific conversion.
You can e-mail Bill at email@example.com . I’m not going to make Bill’s e-mail address a click on link, instead I’m making it spam protected by inserting “572”” into it which will have to be removed by you before you copy and paste it into the send field of your message. This makes it unusable to e-mail address scavenger programs that are sent out by spammers, since it won’t for them with that inserted in it. So please remove the 572 before using this e-mail address.
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