Lifting the hood exposes the healthy GM Performance Parts 572ci big-block crate engine tha
The muscle of the Breezy Blazer comes from a GM Performance Parts ZZ 572ci crate engine. An 850cfm four-barrel carburetor feeds a consistent air/fuel mixture to the aluminum, single plane hi-rise intake manifold. A pair of Rewarder 2-inch ceramic-coated block hugger headers direct the burnt gases into Palmer Custom 3-inch exhaust that flows into a pair of Coffin stainless steel mufflers. Dean Sears at Hot Rods by Dean dropped the 572 big-block between the framerails. A Jazz 21-gallon fuel cell supplies ample high-octane nourishment for the mighty 572 powerplant, and was located behind the rear end, between the framerails. To handle the torque and horsepower, the team at Bowtie Overdrives enhanced the 700-R4 Phase 4 automatic transmission with all-new springs, planetary gears, clutch packs, bands, an accumulator, and some valvebody work. A custom-made Griffin aluminum radiator maintains the big-block and 700-R4 transmission's cool temperatures during those hot California summer cruises. The heart-thumping 620 hp and 650 lb-ft of tire-shredding torque transformed Brian's Bow Tie roadster into a Blazin' Blazer.
Alan Palmer swapped the front '71 sheetmetal for the more favorable '67 skin. The hood crease was removed after the leading edge break, creating a flat tabletop appearance. A Mercedes-Benz hood insulation kit was installed to absorb and dissipate the heat from the 572. A pair of custom inner fenders were fabricated, then molded into the '67 front fenders, adding style to the sano engine compartment. Next, the '67 grille Bow Tie emblem was extracted, moldings were polished, and the turn indicators were eliminated. After that, stock '67 headlight bezels were installed behind Chevs of the '40's Halogen headlights, with LED amber turn indicators inside at the bottom. The mono-color-matched bumper was handmade to fit tight against and around the front fender molding and grille chin apron. The cowl vents were patched and smoothed, while the factory size windshield was glued-in flush with the A-pillars. Then, the windshield and A-pillars were laid back 4 inches. If you noticed, the A-pillars drip-rails were removed, smoothed, and reshaped with a nice radius transition at the top. The door top edges were lowered 1-1/2-inches, then capped to bring them level with the top of the rear quarter panels.