Baldwin-Motion – Pulpaddict

’70 CHEVELLE SS454: BIG-BLOCK BRUISER!

The new year ushered in magnum force from Motown: bigger, more powerful engines, a plethora of Ponycars, and the ’70 CHEVELLE SS454: BIG-BLOCK BRUISER!

In many ways, 1970 was the storm before the calm. The war in Southeast Asia continued casting a pall over a much-divided country and thinning the ranks of young enthusiasts. Carmakers’ racing budgets were being drastically cut and engineering resources reassigned to prepare for restrictive emissions and safety legislation. And, Ponycar sales had been plummeting and would register new lows at the end of the model year. It was a banner year Motown Muscle, but the future of the performance car phenomenon was not bright.

General Motors finally dropped its 400-inch engine displacement limit for midsize cars. The ’70 CHEVELLE SS454: BIG-BLOCK BRUISER! championed the assault with an optional LS6 454/450, giving the LS6 Chevelle pavement-pounding power. Few cars, other than well-tuned Mopar Street Hemis and Buick Stage I Skylarks, could hold their own against the popular Chevelle SS454 with LS6 power. All three cars, especially when tuned and fitted with headers, were capable of delivering low-to-mid-13s at 105-107 mph terminal speeds. Showcased by the ’70 CHEVELLE SS454: BIG-BLOCK BRUISER!, Chevrolet offered the most powerful General Motors Supercar in 1970.

Baldwin-Motion based its Phase III 500-horsepower Chevelle Supercar on the on the LS6-powered model, adding options up to full drag racing engines and suspensions. Steve Calamusa’s white Phase III SS454 Chevelle, above, was originally delivered as a brand new car with a 500-horsepower LS6 with an 850-cfm double-pumper Holley carb, fenderwell headers, 4.56 Posi gears, ladder bars, coil-spring air bags, and ran low-11’s.

Adam Tuckman’s show-stopping green Baldwin-Motion Phase III, 500-horsepower SS454 Chevelle, above, also sports 1965-1967 Corvette side exhausts, a popular option on Baldwin-Motion cars.

The ’70 CHEVELLE SS454: BIG-BLOCK BRUISER! with 454/450 LS6 engine had few peers. Checking out a new SS454, above, on slalom course on Milford Proving Ground’s Black Lake at the 1970 model Press Preview, Summer 1969. The F41 Special Suspension with rear sway bar and chassis beefing made the difference. If you opted for ZL2 you got a functional cowl-induction hood.

For more information on the ’70 CHEVELLE SS454: BIG-BLOCK BRUISER! And the complete 1970 Chevelle lineup, please visit Over-Drive magazine @ https://over-drive-magazine.com/2024/02/23/1970-chevrolet-mid-size-cars-fact-sheet/

https://over-drive-magazine.com/wp-content/uploads/2024/02/1970-05-HR-LS6-SS-454-Chevelle-1-3.pdf

Check out video of SS454 Chevelle test from my pal, Muscle Car Campy @ https://www.youtube.com/watch?v=M63ObPCYDBk

’68 BIG-BLOCK, LOW-BUCK CHEVROLET

For less than $3,000, you could buy a Baldwin-Motion ’68 BIG-BLOCK, LOW-BUCK CHEVROLET with dyno-tuned 427/425 power, four-speed, and F41 suspension!

’68 BIG-BLOCK, LOW-BUCK CHEVROLET

Overshadowed by the SS-427 Impala in the late-1960s, few enthusiasts were aware that Chevrolet was building a low-end, two-door “post” Biscayne that could be optioned with a 425 horsepower 427 big-block and four-on-the-floor. In 1968, Baldwin-Motion’s entry-level SS-427 Biscayne Street Racer’s Special, with a dyno-tuned 427/425 big-block, close-ratio four-speed transmission, Posi rear, F41 suspension with rear sway bar, HD radiator, and distinctive badging, was just $2,998.00!

The overwhelming majority of production 427-powered, full-size Chevys were optioned with the hydraulic-lifter 385-horsepower version of the venerable big-block. Baldwin-Motion’s Street Racer’s Special came with the solid-lifter L72 Turbo-Jet 427 with 11-to-l forged aluminum pistons, solid-lifter .491/.495-inch-lift camshaft, 785-cfm Holley four-barrel on an aluminum high-rise manifold, dual-point ignition, and tuned cast-iron exhaust manifolds. It was the ultimate ’68 BIG-BLOCK, LOW-BUCK CHEVROLET.

Joel Rosen and testers at Hi-Performance CARS Magazine took a brand new SS-427 Street Racer’s Special Biscayne to Raceway Park in Englishtown, NJ. The results were impressive, considering the hulking sedan weighed approximately 3,600 pounds and was shod with optional street performance tires. After a number of 13.88- 14.00-second runs, Rosen played with the plugs and timing and ran a best of the day – over 100 mph in 13.40 seconds! Running against the stopwatch, CARS magazine staffers recorded several 6.4 to 6.8-second 0 to 60 mph sprints at Englishtown.

’68 BIG-BLOCK, LOW-BUCK CHEVROLET According to Rosen, “Most Street Racer’s Specials had transaction prices in the mid-$4,000 price range.” The base 427/425 Biscayne at $2,998.00 came with slow manual steering, non-power brakes, and bench seating. Only dyno-tuning and status badging distinguished it from a factory stocker.

For more information on the ’68 BIG-BLOCK, LOW-BUCK CHEVROLET and the complete line of full-size models including the SS-427 Impala, check out OVER-DRIVE magazine @ https://over-drive-magazine.com/2025/03/05/1968-chevrolet-full-size-cars-fact-sheet/

BALDWIN-MOTION & THE GREATEST CAMAROS

Joel Rosen, the dyno-tuning speed merchant from Brooklyn partnered with Baldwin Chevrolet, creating BALDWIN-MOTION & THE GREATEST CAMAROS.

It’s been more than four decades since Joel Rosen and the partnership between Baldwin Chevrolet and Motion Performance, Baldwin, LI, NY, built and delivered the last Baldwin-Motion Supercar – an L88-powered 1974 Corvette. Yet fans are still in awe of the Man from Motion and his outrageous big-block Chevys that set NHRA-AHRA national records and came with written, money-back performance guaranties. Back in the day, nobody – not Carroll Shelby, not Don Yenko, and not the folks at Nickey – marketed brand new 500-plus-horsepower specialty cars backed up by national records and a money back performance guaranty. Joel “Mr. Motion” Rosen did – and not a single Baldwin-Motion customer ever came back for a refund!

Baldwin-Motion built, raced and sold the most outrageous, low-volume, high-performance new-car-dealer-delivered Camaros and other Chevrolet models you could buy during the freewheeling Sixties and Seventies. Baldwin-Motion Chevys have since become highly prized, mega-priced collectibles that best define the Decade of Extreme Performance!

“Our evil, ground-pounding, adrenalin-pumping Baldwin-Motion Phase III 427 and 454 Camaros, supported by ‘in-your-face’ advertising and marketing, captured the hearts and wallets of those who believed that there truly was no substitute for cubic inches!”

“You can question hype, but you can’t argue with time slips,” said Rosen. “It wasn’t rocket science. We raced what we built, did lots of winning and record-breaking and sold many 427 Camaros. It worked for Ford during its Total Performance years, and it later worked for us on a much smaller scale.

And, we went one step beyond the competition. We guaranteed in writing that a totally streetable Phase III 427 Camaro, driven by a Motion-approved driver on an NHRA or AHRA-sanctioned drag strip, would run 120 mph in 11.50 seconds or better. If the car wouldn’t deliver, the customer could get his money back. However, that never happened!”

Built at Motion Performance in Baldwin, fine-tuned on Sunrise Highway (traffic be damned!) and validated at local drag strips, Rosen’s big-block 1967-1974 Camaros represented the birth of independent Chevrolet “tuner” cars. Baldwin-Motion Camaros were essentially build-to-order, killer street cars limited only by a buyer’s imagination and financial resources. Bragging rights came standard!

“Motion Performance has special significance to dyed-in-the-wool Chevrolet historians. It’s the famed company started by Joel Rosen that’s responsible for producing some of the most awesome, fire-breathing Corvettes, Camaros and Chevelles ever unleashed to the public during the late-1960s and early-1970s.” Miles Cook, Car Craft, November, 1996

Motor Authority’s Kirk Bell writes an excellent feature about the demise of the Camaro and the 12 greatest Camaros of all time, but somehow the 427 and 454 Baldwin-Motion Camaros, built from 1967 through the mid-1970s, fell through the cracks.

For the second time in its history, the Camaro is dead. Chevrolet killed the Camaro in 2002 after a 32-year run, then revived it again in 2010 only to kill it again after the 2024 model year.

Rumors say it will return as an electric performance car, possibly a sedan. Only time will tell, but if it does it will need to live up to the style and performance that have made the Camaro an enthusiast favorite since 1966.

Over its lifetime, the Camaro has run through six generations, and each has produced its special models that have increased an already high baseline for performance. From the initial SS models, to the malaise of the 1970s, to the revival of performance in the 1980s, to its return for two retro-inspired generations in the 2000s, here are the 12 best Camaros over the lifespan of this fabulous pony car.

Continue reading BALDWIN-MOTION & THE GREATEST CAMAROS @ https://www.motorauthority.com/news/1101740_the-10-greatest-chevrolet-camaros-of-all-time

BALDWIN-MOTION & THE GREATEST CAMAROS are showcased in https://www.amazon.com/Motion-Performance-Tales-Muscle-Builder/dp/0760355606/ref=sr_1_1?s=books&ie=UTF8&qid=1493151743&sr=1-1&keywords=MOTION Performance, Tales of a muscle car builder

’70 CAMARO: COMING LATE TO THE PARTY

1970 was the storm before the calm. The war in Vietnam, racing budgets cut and diverted to safety & emissions engineering, Ponycar sales plummeting, plus parts delays and production glitches, resulted in the ’70 CAMARO: COMING LATE TO THE PARTY.

’70 CAMARO: COMING LATE TO THE PARTY

Eagerly awaited, the all-new ’70 Camaro (and Firebird) had been hyped by auto writers because of anticipated new platform, and engineering and styling changes. They did not disappoint. But there were production problems. When we evaluated 1970 GM cars in June 1969 at the Milford Proving Ground, the only Camaros and Firebirds were carryover 1969 models!

While Chevrolet design studios took the lead role in Gen-1 Camaro and Firebird styling, that was not the case with the Gen-II 1970 models. This time around and before he moved to Chevrolet, Pontiac General Manager, John DeLorean, lobbied to have Pontiac studios take the lead. He loved Italian styling – and his $12,000 Maserati Ghibli. And he wasn’t shy about letting Pontiac designers know that: “I want the new Firebird to be a $3,000 Ghibli.

Two very talented designers, Hank Haga and Bill Porter, were, respectively, the Studio Chiefs for Chevrolet and Pontiac. There was a lot of competition and political intrigue, but the result was two outstanding Ponycars with very different personalities and styling. Both incorporated European-influenced styling cues.

Built on a new 108-inch unibody platform, the long-hood, short-deck Gen-II Camaro and Firebird were longer, wider, and lower than their predecessors. Suspensions were seriously upgraded and ride and handling improved. They made the competition look old. The road-hugging, low-stance fastback Camaro and Firebird had distinctive looks and powertrains in keeping with each Division’s marketing philosophies.

There would be delays causing the ’70 CAMARO: COMING LATE TO THE PARTY. Officially still 1970 models; they were introduced to the public in late-February 1970. Available only in coupe configuration, many enthusiasts mourned the loss of the convertible. The Press was invited to drive new Camaros at Ontario Motor Speedway, while the track was still under construction. Rave reviews followed!

’70 CAMARO: COMING LATE TO THE PARTY The reasons behind the Camaro-Firebird delay were multifold. In addition to DeLorean flexing his muscles, there were parts delays from Fisher Body and glitches switching from Lordstown to Norwood assembly plants in 1969. The new Corvette was also delayed, primarily because of quality problems with the new fender flares. Chevrolet planted a potent 350/360 LT1 engine in the new Z/28. Thanks to a .030-inch bore increase, the new 396/350 and 396/375 big blocks actually displaced 402 cubic inches. Neither 396/375 nor 350/360 solid-lifter engines were available with AC but could be ordered with automatic transmissions.

Chevrolet showed us the new Camaro at a special drive program at Ontario Motor Speedway. We drove small and big-block models, but Chevy was really pushing its Z/28. It did impress. The new LT1 was a strong, flexible engine much better suited for street performance than its 302-inch predecessor. The Z/28 Camaro was the best-balanced and most fun to drive, especially on the slalom course.

The all-new Camaro, thanks to the availability of high-performance 454 big blocks available from Chevrolet, proved to be a perfect platform for Joel Rosen to create Act II for Baldwin-Motion Camaros. Rosen used the New York International Auto Show to debut a new Phase III 454 Baldwin-Motion Camaro with signature striping, a scooped hood, and Corvette side exhausts. Orders flowed in the first day and, seemingly overnight, Motion Performance was packed with Gen II Camaros from Baldwin Chevrolet receiving 454 big blocks.

’70 CAMARO: COMING LATE TO THE PARTY

Building the Second Generation Phase III 454 Camaro is covered in https://www.amazon.com/Motion-Performance-Tales-Muscle-Builder/dp/0760355606/ref=sr_1_1?s=books&ie=UTF8&qid=1493151743&sr=1-1&keywords=MOTION Performance, Tales of a muscle car builder

For complete ’70 CAMARO: COMING LATE TO THE PARTY facts, figures, and specifications, please visit Over-Drive Magazine @https://over-drive-magazine.com/2024/06/21/1970-chevrolet-camaro-fact-sheet/

‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER!

In his retirement years, 92-year-old consummate carguy and 47-year automotive industry executive has a new title: ‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER!

‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER!

While Robert A. Lutz, best known as “Maximum Bob”, was a top executive at BMW, Chrysler, Ford and General Motors, retiring as Vice-Chairman of GM in 2010, he collected scale models of iconic military airplanes, including ones that he owned and piloted. He also collected models of specialty cars. His go-to guy was Joel Rosen, best known for Baldwin-Motion Chevrolet Supercars, later owning Motion Models. Rosen created incredibly detailed models that graced his home and work offices, the last ones while Lutz was at GM, photo above. He passed away last year and Motion Models ceased production. Now he’s creating his own models.

Graham Heeps writes about the 92-year-old retired automotive executive who is still creating automotive and aeronautical legends! Like many car enthusiasts, I mess around with model making when I get the time, like customizing a Hot Wheels diecast or building a plastic kit. But scratch-building a highly accurate 1930s racecar from paper? That’s an entirely different level.

Bob Lutz brought his passion for cars, attention to detail and feel for good design to an almost-50-year career as a senior executive with BMW, Chrysler, Ford and General Motors. He had a hand in the creation of many iconic machines, from the Dodge Viper, to the Ford Sierra, to the Chevrolet Volt, and was instrumental in the emergence of BMW M. Now aged 92, and more than a decade on from his retirement from GM, he channels those same qualities into the creation of unique, 1:24-scale paper replicas of classic sports and racing cars – all designed from scratch and built by Lutz using techniques he has practiced, perfected and even invented along the way.

Continue reading about ‘MAXIMUM BOB’ LUTZ, MODEL-BUILDER! @ https://www.hemmings.com/stories/at-91-bob-lutz-is-still-creating-fabulous-carsout-of-paper/?uemlid=e323c71347790f699ba35a9dc01d49ac3f938885a7df6321087c8c9b4c0dd333