If you've been following our email blasts, you know all about the killer '55 Bel Air we just sold for $125K. And you've probably seen the awesome '55 custom we recently shipped for $99K. In fact, you might even remember the striking '55 210 which left late last year for $112K. The market seems to have an insatiable appetite for super nice tri-five pro-tourers. And those Chevys were not only some of the nicest cars to ever roll through our Charlotte showroom, but also some of the fastest cars to ever transition from "featured" to "sold" on our RK Motors website. In keeping with the tradition of offering enthusiasts the best of exactly what they want when they want it, we've found another red hot '55 custom that's sure to be our next quick sale. Sporting a stellar combination of classic style and modern performance this awesome coupe wraps a 375 horsepower LS1 Corvette motor, a rock solid T56 6-speed transmission and a track-ready Penske Racing rear end in a custom leather interior and a clean black exterior. If you're one of the many enthusiasts who missed out on our last '55 pro-tourer, here's your chance for redemption!

The timeless look of the tri-five Chevys will never go out of style, and the most successful show cars are those which build on the universal appeal of their original design. The goal is to create a custom that's as nice as possible without altering Chevrolet's basic goodness. And in the case of this awesome '55 coupe, that translated to a two year professional frame-off restoration which features superb bodywork and 100% stock sheetmetal. That sheetmetal was topped with a slick coat of black basecoat/clearcoat paint which adds a sinister twist to the car's traditional 50s class; and as hot rodders tend to do, that paint's finish work was carried well beyond anything the factory could have imagined. At first glance, this old-school bowtie looks like a simple black collector car that's been well-preserved and fitted with a new set of wheels. But upon closer inspection, excellent gaps and panel fit combine with paint that is MUCH more robust than any rain beaten survivor to provide a modern dynamic which original 50s luster simply can't touch.

In a victorious attempt to appeal to a younger audience, Chevrolet gave the '55 Bel Air Ferrari-inspired detailing which has become some of the most beloved 'car art' of the past 60 years. Up front, a trademark body-width Bel Air bumper rides below a pristine stainless grille, clear parking lights and modern tri-bar headlights that are lined in traditional chrome trim. At the top of that grille, a factory fresh Chevrolet crest is centered below a new 'jetbird' hood ornament which looks fantastic against the car's shiny black paint. At the back of that hood, smoked glass sits inside of new stainless windshield trim, bright stainless wipers and a trick driver's side mirror. On the sides of the car, factory optioned front fender trim accents sharp fender lines, and straight stainless quarter spears are highlighted by bright white paint and pristine chrome "Bel Air" scripts. Behind that trim, crystal clear LED tail lights hang over small chrome Chevrolet emblems. And at the back of the car, a second body-width bumper hangs between a second pristine Chevrolet crest and great looking stainless exhaust tips.

Take a peek under this car's smooth, rolled hood and you'll find a stout 5.7 liter LS1 Corvette V8 which produces a solid 375 horsepower. Straight from GM, this fully-sorted package combines a sturdy aluminum block with lightweight aluminum heads, coil-near-plug ignition and aluminum flat top pistons to create razor sharp throttle response and a torque band that's as wide as Texas. At the front of the engine a modern serpentine system, which is complete with a full set of chrome pulleys and polished brackets, spins a chrome alternator and a chrome AC compressor at the sides of a chrome air cleaner that's equipped with a fresh re-usable filter element. Once air enters that filter, it flows through a factory LS1 throttle body into a factory LS1 intake which is bolted down over completely stock internals. High octane fossils are provided by a GM electronic fuel injection system. Sparks are sequenced through high performance MSD plug wires. Spent gases are whisked away by a slick pair of ceramic coated shorty headers. And cooling comes courtesy of a polished Griffin cross-flow radiator that's complete with corrugated hoses, a polished overflow tank, a chrome bowtie branded cap and a large electric puller fan. Not a detail has been missed under this Bel Air's fully finished hood. Niceties such as a chrome brake booster and master cylinder, polished hood hardware, braided hoses and trick braided dipsticks add just the right amount of flash and detail to make people stop and take notice. And the car's glossy engine compartment combines with the LS1's clean silver casting to provide a natural contrast which oozes performance appeal.

The '55 Chevrolet is an extremely solid platform that is still being enjoyed to this day; and one look underneath this Bel Air shows a fully restored, 57 year old chassis that has stood the test of time exceptionally well. During the restoration, the car's straight frame was covered in a slick coat of Charcoal Gray urethane and fitted with new stainless hardware. Above that frame, solid floors have been coated in thick black undercoating for added durability; and in the middle of that frame, a proven Borg Warner T56 6-speed transmission easily handles anything the stout small block V8 throws its way. Behind that transmission, pocketed leaf springs, Caltracs style traction bars and wide mini-tubs frame a new Penske Racing Ford nine inch nodular rear end that's equipped with both a Penske stamp and 3.45 gears. And in front of that transmission, Charcoal Gray double A-arms frame a modern power rack and pinion steering system. The car's handling is enhanced by a five inch drop that eschews a rough ride thanks to four fresh Monroe Sensa Trac shocks. Stops are provided by a power four wheel disc system which utilizes big Wilwood calipers to squeeze equally large rotors. Exhaust is handled by an aluminized true dual system which features two fresh turbo mufflers and two rear mounted stainless tips. Grip comes courtesy of sticky 225/45ZR17 front and 275/35ZR18 rear BF Goodrich G-Force Sport radials which rotate around slick Billet Specialties Fast Lane wheels. And everything from this double nickel's new stainless brake lines to its Rockport stainless fuel tank is fully-sorted and exceptionally well-done.

Inside the car, traditional Bel Air style has been augmented by a high level of customization and a close attention to detail. Front and center you'll find custom power front bucket and rear bench seats which wear a striking combination of gray leather, red accents and polished trim. Overhead there's a pliable suede headliner that's propped up by a traditional courtesy lamp and a chrome rearview mirror; and at the floor, upscale gray carpet rides beneath a combination of color-keyed carpet and heavy duty rubber floor mats. In front of the seats, a painted silver dash hangs pristine billet trim, a re-imagined Bel Air clock and speaker combo and satin-faced Classic Instruments gauges above controls for the car's Vintage Air climate system and a custom, leather wrapped vent panel. At the sides of the seats, custom leather door panels look great behind custom leather armrests, bright silver toppers and a full set of Billet Specialties door hardware. And between the seats, a custom, leather wrapped console anchors a remote controlled Pioneer Premier CD player between a custom booted shifter, a padded storage compartment and stylish courtesy lights. In front of the driver, a polished and leather rimmed steering wheel spins around a chrome tilt steering column that's complete with a full set of billet stalks. And behind the cockpit, a custom leather package tray hangs two large Alpine speakers above a hidden Alpine amplifier and a custom upholstered trunk.

Included with the sale of this cool tri-five Chevy is a California black plate and component manuals for the car's first rate Pioneer/Alpine sound system.

If you add up all the ingredients which make this 1955 Bel Air such a unique car, the final tally is much larger than our asking price. And when you look at the quality of the work and detail of the car's build, it becomes very apparent that someone really spent a lot of time and money making sure everything is right. There are no shortcuts, no marginal parts, and nothing that looks out of place on what is a uniformly high-quality car; and thanks to the modern small block under its hood and modern drivetrain under its floor, this Chevy is as reliable as it is handsome. Good quality and good taste never go out of style and this '55 Bel Air is all the proof you'll ever need!

With 1957 Bel Air convertibles being six-figure collectables and arguably the hottest segment in the collector car hobby, it takes a lot of guts and even more money to pull the gloves off, buck tradition and build a highly modified pro-tourer. But when you stand back and look at a car like this 994 out of 1000 point show winner, you realize ignoring tradition and thinking outside of the box definitely pays off. With a seamless Porsche Red body, a custom leather interior that's complete with both air conditioning and a modern sound system, and a hot LS1 Corvette motor that makes reliable cruising a breeze at ANY speed, this awesome rag top is the kind of well-done custom that you can pick up trophies with and enjoy absolutely anywhere on the open road. There will always be super nice Bel Air resto-mods, but few tri-fives have this car's awesome combination of modern performance and classic style. If you're one of the many enthusiasts who's constantly torn between the cool virtues of a Friday night boulevard cruiser and the adrenaline rush of a Saturday afternoon curve carver, why not enjoy a little of both?

Professionally built without any regard for expense, this 1957 Chevrolet Bel Air convertible it is chock full of marvelous craftsmanship. As a no-compromises showpiece, which combines everything great about classic Chevy design with modern technology that's more akin to a new Corvette, its complete frame-off restoration began with a 100% rust-free body. Once that body's panels exhibited a rock solid factory appearance, and displayed precise fit and finish which rivaled the best modern cars on the market, their seams were filled with lead and their surfaces were bathed in a killer combination of Porsche Red paint and thick, glossy clear. The result is one rockin' tri-five hot rod which looks absolutely stunning and is sure to elicit double takes wherever it goes.

The '57 is certainly the most well-known of the tri-five Chevys with brilliant trim and crisp, retro styling that strikes a perfect balance between grandiose 50s bling and exaggerated 60s proportions. At the front of the car a heavy, body-width bumper houses a proper gold Bel Air grille behind a pristine Chevrolet crest and two clear parking lights. Above that Chevrolet crest, Bel Air exclusive gold hood ornamentation sits between good looking '57 Chevy exclusive 'spear bullets and spoons' and new hooded headlights. At the sides of the car classic tri-five side panels, which connect the front fenders with the rear fins, are branded by Bel Air exclusive gold emblems and display no dulling or imperfections of any kind. At the top of those fenders, excellent looking stainless trim combines with correct chrome mirrors, new Raingear wipers and a canvas Saddle top to perfectly frame a like-new greenhouse. At the back of the car, peaked stainless trim begins at the top of the fins and continues down to '57 Chevy exclusive chrome tail lights and a second body-width chrome bumper. And between those tail lights, another Bel Air exclusive gold "Chevrolet" script complements a matching gold "V" and four pristine Borla stainless exhaust tips.

Take a peek under this car's smooth, rolled hood and you'll find a stout 5.7 liter LS1 Corvette V8 which produces solid power and effortless torque. Straight from GM, this fully-sorted package combines a sturdy aluminum block with lightweight aluminum heads, coil-near-plug ignition and aluminum flat top pistons to create razor sharp throttle response and lightning quick acceleration. At the front of the engine a modern serpentine system, which is complete with a full set of chrome pulleys and chrome brackets, spins a chrome alternator and a chrome AC compressor at the sides of a chrome air cleaner that's equipped with a fresh re-usable filter element. Once air enters that filter, it flows through a factory LS1 throttle body into a factory LS1 intake which is bolted down over completely stock internals. High octane fossils are provided by a GM electronic fuel injection system. Sparks are sequenced through factory GM plug wires. Spent gases are whisked away by a slick pair of ceramic coated shorty headers. And cooling comes courtesy of a heavy duty Griffin radiator that's complete with a chrome cover, black and chrome corrugated hoses, a polished overflow tank, a chrome Griffin branded cap and two large puller fans. Not a detail has been missed under this Bel Air's satin black hood. Niceties such as a chrome brake booster and master cylinder, detailed hood hardware, braided hoses and trick braided dipsticks add just the right amount of flash and detail to make people stop and take notice. And the car's glossy engine compartment combines with the LS1's clean silver casting to provide a natural contrast which oozes performance appeal.

Underneath this sharp drop-top a stunningly straight and smooth chassis is finished in flawless satin black paint and, when viewed next to the car's plethora of clean suspension parts, looks so nice you'll swear it's floated down less than 10 miles of country black top. Above that top notch chassis, solid red floor pans wear a chip-free coat of what appears to be traditional oxide primer. And behind the engine, a new 4L60E 4-speed spins torque through a new driveshaft and a fully rebuilt rear end. Holding that road ready powertrain in place is a fresh, fully-sorted suspension which includes tubular control arms up front, correct leaf springs out back and a fresh set of Monroe Sensa Trac shocks at all four corners. Modern car turning characteristics are provided by Concept One power steering. Short, confident stops come courtesy of power four wheel disc brakes. And at the center of the floor, a 2.5 inch mandrel bent exhaust system sends spent gases through deep sounding Flowmaster Hushpower II mufflers to spotless Borla exhaust tips. All the car's fuel lines, brake lines and stainless fasteners appear fresh and free of weathering. Cool finishing touches, which include a thick front sway bar and a polished stainless fuel tank, combine trophy winning prowess with modern drivability. And putting the power to the pavement is a sweet set of 17 inch Foose Nitrous wheels which wear sticky 245/45 front and 255/45 rear General Exclaim Ultra High Performance radials.

Hit the button for the car's remote keyless entry and you'll find a gorgeous Saddle leather interior that has been stitched from front to back without any regard for busting the budget on time or cost. The rebuilt front and rear bench seats are all-day comfortable and feature supple, chrome trimmed hides that fit well and feel great. Beneath those seats, upscale tan carpet props color-keyed, bowtie branded floor mats next to attractive stainless pedal covers and a custom, bowtie branded console which flows leather into the bottom of the car's bright red dash. On the doors, custom sculpted panels look great between custom armrests, billet handles, bright red toppers and familiar chrome accessory switches. And front and center, a curvaceous dash is detailed with traditional tri-five stainless, controls for the car's Vintage Air climate system and a glove box mounted Custom Autosound head unit which bumps beats through both custom rear quarter speakers and tan Pioneer kick panel speakers. In front of the driver a bold, polished aluminum steering wheel spins a Saddle rim around a red and chrome tilt steering column, a full set of billet stalks and a full set of Classic Instruments whited faced gauges. And behind the cockpit, a custom leather convertible cowl snaps down over a remote activated trunk which features attractive leather accent panels, a hidden Custom Autosound 10 disc CD changer, and enough room for all your car show essentials.

Included with the sale of this spotless Bel Air is a component manual for its Custom Autosound 10 disc CD changer.

With merely shakedown miles since it was completed, this Bel Air is exactly the kind of car that ends up taking home big awards at big shows. Its restoration work is absolutely first rate and its professionally built drivetrain is fully-sorted and ready for years of carefree cruising. Take this Chevy for a drive, or trailer it to shows, and watch the crowds form! If you've been looking for the ultimate tri-five Chevy, we have the car for you!

A dare. A throwdown. A call out. If you think you've got a '67 GTX nicer than this one, better than this one and more correct than this one we want to see it. We're not looking for urban legend-type stories or friend-of-a-friend stuff: RK Motors Charlotte presents this as THE FINEST restored Hemi '67 GTX on the planet, and we're not backing down from that title unless YOU show you have a nicer car! Are we being brash to the point of conceit? Absolutely. We built this car to show what we can do with time, determination and research, and to show we can build cars like this for you, too. But don't just take our word for it - this car was awarded 1st place in the Classic American Performance class at the 2009 Glenmoor Gathering of Significant Cars, an invitation-only car show that features the finest cars in the world.

When you're restoring a car of this caliber to the level you're seeing it, you have to start with an unmolested, clean car. That way, reproduction parts can be used only when necessary because the originals can be restored and reinstalled. The car here is not just a GTX with its original fender tag and broadcast sheet; it was an original paint survivor Hemi car that was VERY well taken care of. Originally from just north of Wilkes-Barre, PA, the car was sold in 1977 to its (very) long term owner, Robert Uhouse. He and his wife kept the car, driving it sparingly and tending to it carefully, for thirty years. That's commitment! When he finally put it up for sale, we had no choice but to buy it - it was so clean and so original finding another in its condition would have been nearly impossible! ALL of the original body panels, exterior trim, interior trim and the original drivetrain were still with the car!

Check out the ORIGINAL build sheet. This car was born at Lynch Road in Detroit in WW1 White with a P6K Copper interior. There were no stripes, fancy wheels or exterior adornments of any kind - the Hemi did the talking. The drivetrain consists of the 373 Hemi engine, 395 heavy duty automatic transmission and the 404 3.23 geared 8 ¾ axle with a Sure Grip. 456 Power steering makes life a lot easier while items like the 478 heavy duty 11 drum brakes, 365 special body style, 648 Hemi suspension and 626 heavy duty battery are all Hemi car standards. Inside, there are comfort items like the 564 bucket seats, 514 center console, 421 AM radio and the 511/514/516/517 light package group.

We've managed to gather a cool group of materials for the car. Start with the car's original owner's manual in its original sleeve. Add in a '67 dealer brochure and many of the print ads for the '67 X. We have vintage magazines showing road tests when new and articles about the car years later. We have a full set of ORIGINAL '67 dealer training manuals listing all of the improvements from 1967 such as the dual circuit master cylinder. We even have an ORIGINAL dealer color and trim selector! Of course, we documented the restoration and have 4 CD's worth of pictures.

On to the restoration - we'll start under the hood. We sent the motor to noted Hemi expert Larry Shepard for a full-on, no-expense-spared concours restoration. While he and his crew had the elephant in pieces, he sent the original transmission and torque converter to Turbo Action in Florida for a full rebuild using only the best parts. Not far into the engine's disassembly, Larry gave us a call and told us not only was our Hemi a clean one, it was a factory Super Stock piece! Now, the fender tag shows this car was scheduled for build on June 28, 1967, making it most likely the very last '67 Hemi X built. Did Chrysler simply run out of 'regular' Hemis and substitute the competition mill? Ma Mopar sure has done stranger things! Shepard's went through the Hemi leaving no part untouched. On the inside, the stock crank was magged and ground, the rods were resized and have ARP bolts installed and the block was finished to .020 over for the new Ross pistons. Smith Brothers pushrods, a Crane restoration cam and other top shelf pieces are inside the fully machined block. On the outside, both of the original carburetors were restored, as was the original air cleaner. The original starter, power steering pump and water pump were rebuilt and reinstalled while a date coded fan assembly and alternator were sourced. Street Hemi Orange coats the block while the original valve covers sport perfect wrinkle finish. Stainless lines run from the fuel pump to the Frank Badalson-sourced correct fuel filters with proper KV fuel hose and Corbin clamps. Original hardware, replated or refinished, was used on the exterior of the block down to the motor mount bolts. Reproduction belts run in the refinished original pulleys. All of the correct heat shields are in place from the oil pressure sending unit to the starter shield. Reproduction spark plug wires connect to the original dual point distributor and reproduction coil in its replated bracket. You'll find an NOS noise suppressor bolted down there, too. The PCV hose is a correct reproduction while the breather hose is an original. The PCV holder is the rechromed original while the breather cap is an NOS piece. All throttle and kick down linkage is original and refinished. The throttle cable hold-down pieces are refinished originals. The original exhaust manifolds, choke assembly and heat pipes are in place and restored. This is one of the finest detailed Hemis on the planet. Refocus your eyes on the rest of the engine compartment. You'll find new harnesses from Evans Wiring, new, correct battery cables, an NOS starter relay and the original, refinished horn relay. That's the original, restored ballast resistor on the firewall next to the NOS voltage regulator with correct lettering by Performance Car Graphics. Jules Daddio handled the original wiper motor while we rebuilt and detailed the original master cylinder. Fine Lines stainless brake and fuel lines are in place. The original radiator has been recored and is in its place, connected up with hoses from Frank Badalson. A new Year One transmission cooler and Fine Lines tube set are up front. The original battery tray holds a correct, early style group 27 battery in the left corner while the original, restored horns are in the right, held down with NOS bolts. Original steel and REM rubber alignment covers are in held in place with original, refinished hardware. The bulk of the fasteners you see in here are the original pieces from the firewall bolts to the screws holding down the fender tag. An NOS Certicard and holder are on the core support while the correct overflow hose and radiator cap top the cooler. A correct, 1967 only reproduction washer fluid bottle and NOS pump are on the passenger fender. The hood is held down with the original hood latch hardware, which was correctly refinished. Correct hood bumpers (including vintage NOS pieces on the adjusters) are in place. New, correct serrated washer nuts retain the heater box while an NOS smooth washer nut is on the restored brake backing plate. The master cylinder is held on with the original nuts, as is the original, rebuilt proportioning valve. Literally, days were spent researching the correct finishes on parts through examination of original parts, other GTX's and phone calls to experts such as Frank Badalson and Dave Wise.

Move to the exterior. We replaced the wheels and tires (the car was wearing Magnum 500's by the time Robert bought the car in 1977,) the antenna and base, the windows, rocker and wheel lip moldings, lock set, marker light lenses, fender turn signals and the taillights and bezels. Every other part is original to the car. The date coded, 1967-only wheels are fully restored and carry a spring date code. The '67-specific hubcaps are outstanding originals which were fully restored. ALL of the body panels are the originals. The grille and headlight bezels are the originals, restored by King of Trim in California. The four correct GE headlights are excellent originals. Both bumpers and all other chrome trim parts were restored by Advanced Custom Chrome in Erie, PA. The bumper bolts are NOS, capped with stainless steel while the original bumper brackets were media blasted and powder coated. PS Auto Glass in WI supplied the date coded, correctly etched window set. We rechromed the outer door handles as the reproductions aren't exact, and we media blasted the mechanisms, strikers and door latches before sending them to Techniplate, Inc. in Cleveland. The antenna, base and wiring are NOS. The stainless reveal moldings and vent window stainless were polished. The lock set is NOS while the taillight bezels and lenses, marker light assemblies, reverse and parking light lenses are stellar reproductions from BE/A. Metro supplied the rocker and wheel lip moldings while R/T Specialties came through with the proper fasteners. BE/A also refinished the original tail panel. Metro Soft Trim supplied all of the weather-stripping from the door and trunk seals to the vent window gaskets. New backlight and windshield gaskets and NOS trim clips frame your forward and rear views.

Of course, much work was done before a single part was bolted back down. Tim Wilhelm and our restoration crew first documented the car before carefully taking the car apart, labeling and bagging every nut, bolt and screw. (If you do nothing else when restoring a car, tag EVERYTHING so you can find it later!) After chemically stripping the entire car, Tim and company took the gracefully aged body to task. Before, during and after photos reveal the extremely minimal work needed to patch the bottoms of the quarters and one rocker - NO other sheet metal was cut out, including the perfect trunk floor. Those are the original quarters, doors, hood, roof, deckled, Dutchman panel, cowl, inner fenders, floors and frame rails. This is a CLEAN car. After weeks of sanding, primer went down. Those coats were allowed to sit, untouched, for days so that they would settle and not show in the final product. Slowly, as the panels received more and more attention the body was ready to paint. DuPont Chromapremier paint was chosen, and the carefully matched WW1 white was laid down. Layers of clearcoat were added, and the paint was allowed to set for a couple of weeks before it was wet sanded and buffed to its current condition. So far we've only gone over the car with Griot's Garage Speed Shine and no wax - there will be no gremlins underneath coming back out of this paint job. A bare minimum of suspension parts were reinstalled, and the car was carefully taken to our Heisley Road location for assembly and intensive research by our restoration team.

Once there, the K frame and rear axle were removed for restoration. The K frame, torsion bars, rear axle housing, brake backing plates, upper control arms, center link, transmission crossmember and brake drums were sandblasted, sanded and powdercoated black. The lower control arms, spindles, strut rods and rear leaf spring shock mounts were powdercoated in cast steel. The leaf springs were re arched and parts gathering and refinishing went into full swing.

After the spring company was done with them, the original leaf springs were disassembled, individually blasted and painted. New nylon pads, new spring inter liners and new clamps were put in their places before the spring packs were bolted back together. Reproduction leaf spring hangers and front perches were hand sanded and clear coated for an as-new appearance while new rear and spring eye bushings assure a good ride quality. Correct fasteners front and rear as well as correct axle U bolts came from Frank Badalson. The axle flanges were blasted and clearcoated before new wheel studs (finished in black oxide) and Green axle bearings went on.

The 742 case 3.23 Sure Grip was disassembled, cleaned, blasted, checked and reassembled with new carrier and pinion bearings and a new pinion seal. Once assembled, the axle was mounted to the leaf springs and bolted into the chassis along with the original pinion snubber mount and new bumper. On the ends, brand new brake shoes, hardware kits and wheel cylinders are inside the machined drums while NOS adjuster cover plugs are in the backing plates. We even blasted and coated the parking brake and adjuster hardware. Fine Lines supplied all brake and fuel lines, and all are stainless steel. New gas charged shocks finished properly in black are bolted in with more NOS hardware from Frank Badalson. The original chassis mounted axle bumpers were cleaned and reinstalled - the reproductions simply aren't up to snuff. Inline Tube's parking brake cables are new from front to back, and there's an NOS grommet in the wheel well. Behind the axle is the new fuel tank and new sending unit hanging from the restored original strap and hanger bolt. New rubber fill and vent hoses connect to the restored original hard lines and the reproduction fuel filler cap assembly. Correct KV fuel hose and crimp clamps connect the tank to the chassis lines while a reproduction dampener mat cushions the tank from the trunk pan.

The sheet metal underneath was treated to the same care as the top, and sports a fresh coat of white paint. While this was originally an undercoated car we elected to paint the car white everywhere. It would take very little effort to apply the coating if you wish: We prefer the clean look.

Moving forward you'll find the original brake and fuel line clips, glass beaded and black oxide coated. The original driveshaft was media blasted, painted and with new U joints. Original shifter linkage pieces were restored, adjusted and reinstalled with a new speedometer cable on the rebuilt, original transmission. There's a new isolator mount in the original crossmember, which is bolted in with the refinished original bolts. You'll find the original torsion bars, stripped, smoothed and powdercoated wearing NOS dust boots and a full pocketful of grease. The K frame was reinstalled with the original, restored N head bolts and the original, restored power steering gearbox. Lower control arms went on next, featuring new bushings and a coating of Cosmoline as original. The original torsion bar adjusters were finished correctly with black oxide coated bolts and clear zinc plated nuts. The upper control arms have new bushings and ball joints and are held down with NOS alignment cam bolts. The spindles were bolted up next with new lower ball joints. To finish up the steering, new tie rods, a new Pitman arm and a new idler arm were coated in dull clear and installed with the powdercoated center link and black coated tie rod adjustment sleeves. All mounting nuts are the proper three-point units while the tie rod adjuster nuts and bolts are as close to correct as possible, and all are from Frank Badalson. The cotter pins are bent backwards over their respective parts, and one end was trimmed per original. New Timken bearings and seals join all new brake components in the machined original front drums. Both drums feature the 11-specific dampener springs as well as NOS dust caps on the front and NOS backing plate plugs behind. The restored master cylinder wears a new BE/A cap and hold down set while the original proportioning valve was cleaned, inspected and installed on the driver side frame rail. After confirming everything was tight, DOT 5.1 silicone brake fluid went into the entirely new system to avoid any possibility of paint damage.

The refinished strut rods feature new bushings and NOS washers, nuts and roll pins. Another pair of new shocks is up front with NOS hardware top and bottom. The original steel splash shields were cleaned, media blasted and painted correct satin black. They carry reproduction hardware and rubber seals. New control arm rubber jounce bumpers are in place. New from the H pipe back, Accurate Exhaust Products pipes and Year One date coded mufflers feed the restored original exhaust tips. Reproduction muffler and tip hangers replace the worn originals. The original exhaust tips were replated and reinstalled with Frank Badalson-sourced, 1967-only tip clamps.

Open the door and examine the interior closely - you're not likely to find a nicer one anywhere. First and foremost this is due to the condition of the car when we started and to the diligence in labeling every part by our body shop. After we disassembled the interior, we sent all of the chrome trim around the windows, the roof rail moldings, vent window frames and levers, clothes hangers and other chrome pieces for their show quality restoration. We have never seen another car with such nice trim, and likely you haven't, either. The gauge cluster went to Auto Instruments, a sample of the original headliner went to SMS Auto Fabrics and the seat belts went to SSnake Oyl Products. New Legendary upholstery and door panels were ordered, new window cranks and armrest bases are from Van's Auto and the new center console, top plates and the shift knob are from BE/A. Auto Custom Carpet supplied both the rug and the logo floor mats. Mega Parts provided various small parts from the firewall insulation to the glove box liner to the sill plates.

Starting with a completely bare interior, Doug and the assembly crew first restored the gas, brake and emergency brake clusters. Individual parts were removed, blasted and cleared down to the fasteners. After reassembly, we finally had control over the brakes and throttle again - that hadn't happened for over a year now! The freshly and fully restored heater and driver side fresh air boxes went in next along with new firewall insulation. The restored and clearcoated wiper linkage bolted up with NOS red lock nuts and new seals. The dashboard and steering column were completely torn down, media blasted, cleaned and sent over to the body shop for paint along with the kick panels, center console, rear seat crown, dash pad, speaker grille, steering wheel center cap and steering column trim. Premier Paint in Eastlake, OH matched the original interior colors for the dashboard and interior trim perfectly. The body shop also refinished the original armrest pads, door jamb windlace, seat backs and side panels in the proper P6K code copper dye. With the dashboard shell in hand, the assembly crew reinstalled the fresh gauges, heater control cables, the original, mint radio with its rechromed bezel, the rechromed glove box door, a new speaker, all of the original switchgear and the excellently restored chrome trim. The original dash harness was perfect so it was cleaned and reused. The assembly was then fitted to the car, and wires and cables from the heater box, dome light switches, brake light switch, bulkhead connector and more were connected up and checked for operation. Having connected everything the easy way we installed both halves of the glove box. The original dome light, center console and trunk light wiring went down next along with a reproduction taillight harness. The original shifter met with its restored linkage and we had control over the transmission.

This was an exciting time - we had enough of the car together to finally fill the tank with 93 octane gas and fire over that Shepard-built motor! We cranked over the motor while watchful eyes checked for fluid leaks. When the fuel filters filled up, we gave the gas pedal a couple taps and the motor roared to life. No drama, no issues - you certainly get what you pay for! For the home stretch, we called in local Mopar guy and upholstery specialist Ralph Farinacci to get the soft trim squared away. He installed new jute padding on the ceiling before installing the NOS fabric without a single ripple, wrinkle or fold. He transferred the polished door panel trim to the new door panels on the front and duplicated the original supplier crayon marks on the backs. The crew set up the new, date coded glass in the cleaned and lubricated window mechanisms, aligned them perfectly and installed them with new front channel guides, roof rail weather-stripping, vent window gaskets and hardtop seals on the rear side glass. We cut and fit the carpet to show no ripples and installed the gas pedal and SSnake-Oyl belts next, and then the package tray, rear seat crown, and rear upper trim panels with their fresh cat whiskers. New sill plates went in with the fresh console assembly. We installed the freshly restored wood grain wheel from Gary's Steering Wheels along with an original center cap from Mitchell Motor Parts. Along with the undercoating the upgrade to the wood grain wheel from the standard piece are the only changes from stock. We like the wood wheels better, too. We were excited when we finally bolted in the seats, attached the armrest assemblies and clipped in the door panels - after more than a year this Hemi GTX was finally done!

Was this a long read? You bet - it took three days to write! I wrote the description to spell out EXACTLY how we built this car so we can show you what will happen to your car when you bring it to our shop for its return to glory. If you want to read more, pick up a copy of the November, 2009 issue of Hemmings Muscle Machines, which features an 8 page color spread on the restoration of this GTX!

Of course we can do a simple repaint or some minor body work - any shop with half an ounce of talent can. This car is here to show we can build a no-excuses, no B.S. show car, which few in the world can rival. We know a ton, and what we didn't know we asked the right people - there's no guesswork in this car, and there won't be in yours. Come and look as closely as you'd like at this car, and then call Tim Wilhelm and decide how far you'd like us to take your prized vehicle.

Incredibly documented, long term ownership, numbers matching, original sheet metal, award-winning and near flawless in every way - want to own the finest 1967 Plymouth GTX HEMI on the planet? They don't get any better than this!

What do you get when you take an already very nice 1963 Corvette roadster, and do a complete frame-off restoration that's exact down to the molecular level? This amazing triple black stunner that has already scored 94 out of 100 points at an NCRS show, making it an easy Top Flight winner. Sporting a correct 327/340 powerplant and a 4-speed manual transmission, it's also a lot of fun to drive. Simply put, this is a wonderful, fully sorted Corvette roadster that can show up just about anywhere and be immediately competitive.

Triple black is this car's original color combination, and on the Sting Ray body, there aren't many finishes that look better. Imagine it's late 1962, and you see Larry Shinoda's masterpiece rolling down the street next to the stodgy Buicks and Plymouths of the era-it must have been mind-blowing. This car was stripped to bare fiberglass and rebuilt from the substrate up, resulting in the almost flawless surface it has today. Panel gaps are way better than new, and you can see from the restoration photos that they took extra time getting things like the headlight doors to fit properly. The body was actually removed from the chassis for the entire process and placed on a custom-made body buck to hold it in shape while the work was performed, and there must be hundreds of hours just in block sanding the bodywork, aligning the panels, and finishing the paint. The topcoat is modern urethane, which gives the black a deep, rich finish that vintage paints couldn't match. If you ever want to paint a car black, use this one as a guide for how to do it right.

Doing it to NCRS Top Flight standards also means you don't overlook the details. Almost all the chrome was all refinished to concours standards, including the cool screened inserts in the hood and all the bumpers. I'm going to go out on a limb and guess that the crossed flag emblem on the nose is an original piece that has been restored, and there's absolutely no loss of detail, which is impressive. The aluminum rocker panel extrusions are beautifully finished, tying the car together with the look of side pipes without the risk to clothing and flesh. All the glass appears to be new, and carries a soft tint that is period correct.

The engine is what the National Corvette Restorers Society calls a "restoration block," meaning that it's correct for the period and the car, and according to their rules, it's OK to re-stamp the block with the correct engine numbers as long as you're up-front about it. The L76 was a popular option, costing just $107 and with the overwhelming success of the Sting Ray styling, 6,978 were sold. It cackles and burbles like you'd expect, with a wonderful rumble on the overrun at high speeds. Detailing is phenomenal, with the most vivid coat of Chevy Orange on the block that I've ever seen (or maybe it's just the black paint around it that makes it pop so brightly). There's show chrome on the air cleaner and ignition shielding, which is part of why the engine looks so wonderfully detailed. The finned valve covers are bright and crisp in their details, wearing correct reproduction decals proudly advertising the engine's horsepower. Lovely ram's horn exhaust manifolds show crisp details and casting numbers, but not a trace of rust thanks to a high-tech coating that should never burn off. Reproduction blue stripe hoses and tower hose clamps add an air of originality, and a heavy duty radiator and clutch fan keep the hot small block running cool under all conditions. This engine bay is beautifully done.

Restoration photos also show the chassis stripped to a bare frame, and that frame sandblasted to bare steel to be completely refinished from there. The satin black on the frame itself, as well as the suspension components, is just the right shade, and though you can't see many of the markings anymore, all the factory stampings and stencils were reproduced on the frame rails. New hardware, new bushings, fresh lines and hoses, and correct paint daubs were used throughout, resulting in a factory fresh car that looks like new. Someone took REALLY good care of this car since it was completed. The 4-speed shifts like it should, and the newly independent rear suspension uses a correct steel transverse leaf spring to hold the car up. Bare fiberglass floors are in superb condition with no signs of damage or accidents, and the exhaust system fits better than it did off the assembly line. The original steel wheels wear full wheel covers with spinners for a pure 1963 vibe, and the only concession to driving the car are the modern 205/75/15 Firestone whitewall radials.

The interior is so beautifully detailed that you're almost afraid to sit in it. Almost. The black buckets, door panels, and carpets are all brand new, and their condition masks the fact that the car has been driven-they look like new. The dash is full of some of the most beautifully detailed restored gauges I've ever seen, with markings so bright and clear that I'm wondering if it was even possible to make them look that good back in the '60s. All the brushed metal trim on the dash and console has been properly restored, not too shiny, not too dull, and the shifter falls easily to hand just inches from the thin-rimmed steering wheel. Looking at this interior, it's no surprise that demand far outstripped supply when the Sting Ray debuted, and it's a triumph of General Motors design. Overhead, there's a matching black vinyl top that folds effortlessly into the well behind the seats.

I've been talking about the restoration photos on this car, and it comes with a wonderfully detailed and presented photo album of the entire project-clearly Ken and Lois Watts were enthusiastic Corvette owners and restorers. We also have an original owner's manual and all the judging sheets from the 2010 NCRS show where this car was awarded an NCRS Top Flight award. Looking over the scoring, there are very, very few issues with this car and all of them could be corrected without a lot of effort. Impressive.

Restoration on any car is a pricey proposition, and the price differential between a merely nice car and an NCRS Top Flight winner is sizeable. On a car as desirable as the '63 Sting Ray, it's understandable that you spend every cent it takes to make it right and seeing the results in person, you know it's worth every penny. Still, the price on this car is like buying ¾ of the restoration and getting the car for free, and what you end up with is one of the nicest triple-black Sting Ray roadsters in the country, highly accurate and nicely documented. If that doesn't represent value in today's world, even at this price, I don't know what does. The small block cars are great to drive with plenty of power and a thrilling soundtrack, and this one needs no fussing or sorting to be ready to go today. Don't wait, I'm banking on this one disappearing in less than a week. Call today!