Roast Tires All Day: Squarebody Blazer Rips With Big Twin-Turbo LT Power

Read the full story on Backfire News
When most people think about building a Squarebody Blazer, they automatically start talking about a lift, big knobby tires, a bull bar, etc. But this one takes a complete opposite approach, lowering the classic off-roader and adding big power for plenty of smokey drifts. The fact it's so unexpected makes this Chevy that much cooler.The owner has had this Chevy Blazer, which is a 1973 in case you're wondering, since 2020. He purchased it from the original owner up in Idaho. Formerly it was used for hunting and sported a nice rattle can camouflage paint scheme.
In its present form, this Blaer is built for autocross, prioritizing not only big power but also tight handling and impressive skid pad performance. Like what happens so many times, the owner tells Shawn Davis of Autotopia LA that he didn't start off with this vision in mind. Instead, it sounds like he was thinking of doing a straight restoration.
To get the heavy beast rocketing forward in a hurry, there's a built 5.3-liter GM LT V8 paired with 56mm twin turbos is pushing a mighty 1,000-horsepower at the crank and just under 850-whp. On top of many of the internals being swapped out for performance parts, the engine is running port injection over direct injection, meaning there's a lot of fuel getting dumped into each cylinder.
The guy is smart going with smaller turbos, something he mentions in the interview. They don't take long to spool up, giving him instant power, which is what's needed in autocross.
Helping to maximize that power is a Tremec Magnum F manual transmission, independent hubs sourced from a Corvette, No Limits suspension, Viking triple coilovers, plus Wilwood brakes with 14-inch discs and six-piston calipers at all four wheels.
As is always the case, this build is a riot and Autotopia LA gets the owner to really show what it can do, with plenty of tire smoke involved. Check out the video, it's well worth your time.
Images via Autotopia LA/YouTube

Try Our AI Features

Explore what Daily8 AI can do for you:

Learn with AIFact CheckingText to SpeechAI Summary

Related Articles

Yahoo

13 hours ago

• Yahoo

The Hybrid Corvette ZR1X Was Too Quick At The Drag Strip For Its Own Software

For almost my entire career in automotive journalism, I've been having the "cars are getting too fast for normal people" discussion. Of late, that quarrel has extended to the enthusiast realm: Are cars getting too fast even for those who love them and presumably can handle the speed? Then along comes the Corvette ZR1X and the entire debate is completely obliterated. The ZR1X was literally too quick in the quarter-mile for its own software, as I'll explain in a moment. Accept the new reality. The ZR1X makes 1,064 horsepower from a twin-turbo 5.5-liter V8 and adds a 186-hp electric motor over the front axle, bringing combined output to 1,250 hp. The two motors aren't connected, and the 1.9-kWh battery providing juice for the front wheels doesn't need to be plugged in to recharge. Instead, it uses only "regenerative efforts" on the front motor. The estimated performance is staggering: 0 to 60 mph in under 2 seconds and a quarter-mile run in less than 9 seconds at over 150 mph. Read more: 2025 Cadillac Escalade IQ Is All About Big Numbers The ZR1X takes its electric motor from the Corvette E-Ray but ups the oomph by 26 hp. Chevy's engineers realized the ZR1X powertrain was going to make the car so quick that it would hit 150 mph before it completed the quarter-mile on a drag strip, disengaging the front motor in the process (as it does in the E-Ray). So in order to get through the quarter-mile with both drivetrains engaged, they had to juke the software so the disengagement happened at 160 mph, enabling the ZR1X's "trap speed" to be registered with the full propulsion system activated. Road & Track has the full story, which is worth a read. (Trap speed, just so you know, is basically a measure of how fast a vehicle is going when it crosses the quarter-mile marker on a drag strip.) You might rightly ask yourself, "Of what use are these velocities in real life?" After all, the ZR1X, if you believe Chevy's numbers, can hit the legal speed limit in much of the U.S. before you can say "Mississippi" twice. It's technically able to accelerate quicker than an F1 car. Clocking 160 mph in 9 seconds or less is actually sort of terrifying. It's not a gigantic step down from a top-fuel dragster or funny car. Still, the ZR1X's ridiculous levels of power, as with all versions of the current C8 generation Vette, look incredibly affordable as we speculate on where the apex-trim will be priced. The ZR1 starts at about $190,000 for 2026, so we're probably looking at something well north of $200,000 for the ZR1X. And yet, the pulverizing speed is a bargain. The Ferrari F80 makes a mere 1,183 hp and costs 4 million bucks. Back in 2019, on a trip to Detroit, I drove the C7 Corvette ZR1 and was mighty intimidated by its 755 hp. I told a couple of top GM execs about this and they sort of mocked me, in a friendly way, for not reflexively craving the power. I realized then and there that the horsepower wars had left me in the dust. On the horizon was the addition of electric motors to the hyper-tuned combustion powertrains, opening up new vistas of velocity. Not for me. But there's no doubt that Chevy's engineers deserve considerable props for their innovation. Even the quarter-mile drag strip had to bow down before their awesomeness with the ZR1X. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.

Miami Herald

2 days ago

• Miami Herald

Every Corvette C8 Ranked By Horsepower

With the launch of the 2026 Chevrolet Corvette ZR1X, the Corvette C8 family has grown once more. It seems like longer than five years since the original Corvette C8 Stingray went into production, so far has this generation of the sports car come since then. Regardless of what model you pick, every C8 offers supercar-level looks and performance for a fraction of the price of an Italian exotic. Here's a refresher of where each model sits in the lineup, ranked from lowest to highest horsepower output. This is where the C8 story began, and it's almost easy to forget just how potent the standard Corvette is, especially at a base price of $68,300. The 6.2-liter V8 engine makes 490 horsepower and 465 lb-ft of torque; Porsche charges more for a four-cylinder Cayman with 300 hp. The 0-60 mph time of around three seconds is still supercar-quick, aided by the quick shifts of the eight-speed dual-clutch automatic, along with the rear-wheel-drive C8's immense grip. Unless you drive one of the other C8s, you would not feel shortchanged behind the wheel of the base model in any way. You can squeeze more power and torque out of the standard Corvette Stingray by equipping either the performance exhaust ($1,195) or the popular Z51 Performance Package ($6,345). In both cases, the V8 is uprated to 495 hp and 470 lb-ft, and the C8 in this configuration can hit 60 mph in 2.9 seconds. Besides the performance exhaust, the Z51 pack also adds performance Brembo brakes, a performance suspension, a unique rear axle ratio, an electronic limited-slip differential, and Michelin Pilot Sport 4S tires, turning this into a monster track toy. Considering the standard Corvette's appealing base price, the Z51 pack is a no-brainer. After the standard Corvettes, it's a huge bump up in power to the hybrid E-Ray, which adds an electric drive unit and e-AWD to the 6.2L V8 lump. Combined, the system makes 655 hp, and the additional traction of the E-Ray results in a 2.5-second 0-60 mph run. The price for a base E-Ray rises to $106,900, and while that's far more than a base Corvette, it still represents remarkable bang for your buck. The E-Ray manages the same 19 mpg combined as the base Corvette, so the hybrid system is less about efficiency and more about finding a way to unlock another layer of performance. You can also use the car's Stealth mode for silent getaways early on weekend mornings, without disturbing the neighbors. Choosing between the E-Ray and Z06 is quite a conundrum. The Z06 is a raw performer, swapping the 6.2-liter V8 for an intoxicating 5.5-liter flat plane crank V8 that shrieks all the way to 8,600 rpm. It produces 670 hp and 460 lb-ft, and also has an eight-speed dual-clutch automatic. Chevy says it'll hit 60 mph in 2.6 seconds, which is actually slower than the E-Ray, and you need the Z06's $8,995 Z07 Performance Package to achieve that time. That's on top of its $112,100 base price. Taking all this into account, the E-Ray is the winner on paper. But that doesn't tell the full story. You see, the Z06 is about 300 lbs lighter than the E-Ray. This, coupled with its more rev-hungry engine, makes it a more unfiltered and enjoyable track tool. But the E-Ray is a more refined, sophisticated daily driver. You can't go wrong with either. The ZR1 takes the 5.5-liter flat plane crank V8 from the Z06 and boosts it with two turbos. That makes a huge difference, and the result is 1,064 hp and 828 lb-ft. With the ZTK Performance Package, the 0-60 mph time drops to an astonishing 2.3 seconds. That may be only two-tenths more than the E-Ray, but even the smallest gains are not easy to come by at this level. The ZTK pack adds a special suspension with magnetic selective ride control and Michelin Pilot Sport Cup 2R tires. At $1,500, it's a box you may as well tick, since the ZR1 starts at $173,300. Up until very recently, it was hard to believe the Corvette could get more extreme, but then the ZR1X came along. Chevy pulled out all the stops for the new Corvette ZR1X. Combining the best of the E-Ray and ZR1, this C8 features the 5.5-liter twin-turbo V8 combined with an electric drive unit, bringing combined outputs well into EV territory at 1,064 hp and 828 lb-ft. Like the E-Ray, it has e-AWD. The combination of immense power and AWD grip makes it a rocket, with a 0-60 mph time of under two seconds and a quarter-mile time of under nine seconds. In Stealth Mode, the ZR1X can be driven for 4 to 5 miles at speeds of up to 45 mph in silence, but most will prefer operating it with the V8 in full flow. Careful attention to aerodynamics make this the Corvette with the highest ever downforce, and massive carbon ceramic brakes are there to bring the car down from the insanely high speeds it can reach. Pricing for the ZR1X is yet to be revealed, but we expect something in the vicinity of $230,000 to $250,000. Like every other C8, it offers unmatched power and performance from a gas or hybrid sports car for the price. Copyright 2025 The Arena Group, Inc. All Rights Reserved.

Miami Herald

3 days ago

• Miami Herald

Auto review: Massive Nissan Armada trades fire with Detroit mega-utes

FARMINGTON HILLS, Michigan - Where Titan failed, the Armada might break through. Nissan has sent big truck-based warriors with fierce names into battle against Detroit's formidable armies of full-size pickups and mega-utes. The Titan pickup finally waved the red flag after bashing its brains in against endless waves of Detroit 1500, 2500, 3500 and even bigger dually pickups with more technology than a NASA launch site and enough towing power to tow, well, a Titan ballistic missile. Doing battle against the Ford Expedition and Expedition XL looks more feasible. Based on the same truck chassis as the expired Titan, the 2025 Armada has been remade into a state-of-the-art mega-ute matching Ford, Chevy Tahoe and Jeep Wagoneer weapon-for-weapon. Heading onto I-696, I stomped the gas and the new twin-turbo V-6 awoke with a roar. WHAAAUUGGRH! I miss the V-8s Nanny State rules have suffocated, but turbo sixes like Titan, Toyota Sequoia and Wagoneer have character and make the ocean liners fun to drive. More compelling is the tech. Mega-ute land yachts must endure long hours on the road. Nissan has always prioritized comparable seating with its "zero-gravity seats," and Armada's no different with its plush thrones. But Nissan has also stepped up with state-of-the-art, hands-free autopilot like Chevy (Super Cruise) and Ford (Blue Cruse) peers. Nissan calls it Pro Pilot Assist 2.1. Self-driving tech is freaky at first - especially in such a big ocean liner - and Ford and Tesla, for example, smartly offer subscription packages for their systems so you can try 'em out. Try it, you'll like it. Unfortunately, Nissan (like Chevy) requires an expensive, $3,375 leap-of-faith purchase. I toggled the left steering button (nice, raised tabs like a Chevy) and I was hands-free, cruising I-75 with hands on my knees. Tug the left turn signal and Armada switched automatically into the left passing lane. Tug the right signal, and it moved back. Nissan calls such goo-gaws "super powers," and it will impress the kiddies sitting waaaay back in the third row. The roomy third row (I could sit behind myself sitting behind myself) benefits from independent rear suspension technology that allowed for more legroom than the traditional, truck-based solid rear axle that Toyota Sequoia employs and that proved cramped on a trip north a couple of summers back. Nothing makes a trip more tiresome than knees in your chest. Unfortunately, Nissan doesn't offer a panoramic roof - or split roof like the Expedition - to give third row travelers more light. Not does it attempt to compete with the Detroit utes with an extended-cab XL model like Ford and Jeep (or Suburban, in Chevy's case). Such long cabs make up 40% of Chevy's business and came in handy when, for example, I towed a sailboat with the Wagoneer L last summer and fit the entire boom through the middle of the cabin so it didn't rattle around in the boat. Extended cabs are also useful for lots of baggage on, say, ski trips. What Armada does offer is fold-flat seats so you can store big items (think TV screens or stacks of boxed books) when you aren't using all three seat rows. Nissan also keeps up with the Joneses - er, Detroiters - with big, hoodless digital displays that are choked with content and ergonomically sound. While you can outfit Armada with premium trims like the Detroiters, I would recommend starting with the SL model, which offers tech goodies like Pro Pilot and standard Google Built-in. Google Built-in is General Motors Co.'s new secret sauce - an operating system on par with your phone - and Nissan has embraced it as well. "Google, tell me a joke," I barked and Armada chose from a library of dumb one-liners to lighten the trip. More practical is the SL's standard surround-view that coordinates eight cameras so you can dock the big ship with precision. I turned into a cramped Walled Lake gas station and put the cameras to good use. Most impressive is the hood view, which allows you to look right through the hood to place the front wheels where you want them. It helped me miss tall curbs as well as potholes opened up by Michigan's' long winter. 7Pro Pilot Assist package with a head-up display offers further ease of use on the highway. Ring it all up and Armada comes in at 73 grand, a healthy $4,000 cheaper than a comparable Tahoe LT. And with 70 more horsepower on tap from Armada's 425-horse turbo-6, you may not miss the Chevy's throaty 355-horse V-8. But the Ford's flexible subscription price for Blue Cruise is much more affordable (especially if you only use it during, say, summer trips) and Ford's Activ model clocks in at a more affordable $71,900. Oh. Conservatively styled, the Nissan should age well, though it doesn't have the swagger of Motown's hunks - or even the nicely styled Toyota Sequioa. Nissan does offer a tough, armored off-road model called the Pro 4X. Armada has come with big guns blazing so it can trade blows with the Detroit armada. It's a better battleship than the Titan and offers a legitimate alternative to the Detroit Three. 2025 Nissan Armada Vehicle type: Front-engine, rear- and-four-wheel-drive, six- to-seven passenger mega-ute Price: $59,530, including $2,010 destination fee ($81,900 Platinum Reserve as tested) Powerplant: 3.5-liter, twin-turbocharged V-6 Power: 425 horsepower, 516 pound-feet of torque Transmission: Nine-speed automatic Performance: 0-60 mph, 6.1 seconds (Car and Driver); towing, 8,500 pounds Weight: 5,886 pounds (as tested) Fuel economy: EPA est., 16 mpg city/20 highway/18 combined (RWD); 16 mpg city/19 highway/17 combined (AWD); 472-mile range Report card Highs: Roomy in all three rows; tech-tastic features Lows: Meh styling; lacks extended wheelbase model Overall: 4 stars ____ Copyright (C) 2025, Tribune Content Agency, LLC. Portions copyrighted by the respective providers.