Work your way through the gallery to learn about the coolest car that Chrysler never built, Gary and Pam Beineke's 1971 Plymouth Super Bird. For video on this car, go to http://www.bangshift.com/blog/Car-Feature-Gary-and-Pam-Beineke-s-Awesome-1971-One-of-None-Superbird.html

If this car would have been allowed into NASCAR races for 1971, there’s no doubt that the competition would have seen the rear view of it most of the time. Who knows what would have been had Bill France not kneecapped the aero cars. The increased aero research would have trickled down into some amazing street cars, as Gary and Pam Beineke have proved by building an incredible car on their own that an entire corporation never got the chance to produce.

The chin spoiler is one of our favorite pieces on the car and it came from First Place Auto Products

If you think that Gary and Pam simply bolted on the nose from a 1970 Superbird you are sniffing glue. Creating the nose cone was an absolutely painstaking process that involved the use of steel wire that they tack welded to the fronts of the fenders and worked into the proper shape. After countless hours of adding and forming tube, they ‘glassed over it and followed that up with weeks of sanding and forming to create a piece that fits better than anything that would have been turned out by a rush job sub-contractor in 1971. The gaps are uniform, the fit is perfect, and the amount of work to achieve such detail needs to be recognized.

The fender scoops were hand formed by Gary and Pam, much like the nose cone. Lots of hours went into finishing them to the couple's high standards of accuracy and quality.

Yet another example of the exacting fit and finish on this car.

The exhaust treatment was borrowed from the 1971 Chrysler RTS show cars, except the fit and finish was kicked up a notch by Gary and Pam.

If your eye was not caught by the nose cone, it was certainly stopped dead by the wing. One would think that if this were just a clone car that Gary and Pam would have just used an earlier wing and made it fit. Wrong. This is a wholly hand made piece, using welded sheet steel to meet the standards that were laid out in the wind tunnel reports from Chrysler for the 1971 wing cars that were never built.

Here's another look at the wing which would seem bizarre anywhere else, but is right as rain on the back of this '71.

There’s a lot happening with the interior that only Mopar geeks will notice at first glance. The upholstery was provided by Legendary Interiors and is called the Halloween style due to the black and orange coloration, which was actually a 1971 option. The stir stick coming through the floor is attached to a Keisler five-speed OD trans. Fifth gear carries a .068 ratio for cruising. The dash is another interesting nod to history. John Herlitz, one of the Chrysler designers for the 1971 model year, was inspired by airplanes and frankly, hated the wood grain appliqué on the Plymouth dashboard. His suggested change was this Astrotone treatment that looks bitchin’.

Here’s another look at the dash and probably the best looking factory steering wheel ever, the Mopar Tuff Wheel. Something to note is the fact that this dash is audio-delete. Gary rectified that situation by using a floor mounted unit that would have originally housed an 8-track player and replaced it with an AM/FM/CD player.

Consider this your introduction to Gary and Pam's G-Series of Mopars, we've got several more to bring you.

Hey, wait a second...

The Hemi measures 472ci and came from Mopar, but the catch is that this motor used a special Engle cam that was dyno tested by Cummins (which did the final assembly on these engines) and made 30 more hp than other crate 472ci Hemis.

Yep, just another Six-Pack Hemi, no sweat. But wait a second, there never was a six pack Hemi! This intake manifold is one of the more special pieces on the car. Tom Hoover was actually working on a 6-bbl Hemi intake manifold back in 1970 for the 1972 model year. As all of us good gearheads know, the Hemi did not make it to 1972, so Hoover’s intake never made it to production, until Gary and Pam decided to make fantasy into reality. Gary took a factory dual-quad intake and strapped it into the mill for some surgery. After removing the top, he added a T6 aluminum plate that maintained the internals of the factory intake, but fit three two-barrel carbs on top. It moves more air, provides better idle characteristics, and to the delight of Tom Hoover, works great.

One of the few pieces on the car that is essentially unaltered is the factory Air Grabber system. The vacuum-operated scoop stands at attention when the car is running, but once it is shut off, you can literally watch it close in slow motion. Opening the Air Grabber feeds nice cool air to the three carbs on the one of none intake manifold.

The wheels are 15x8 Rallye pieces and are shod with 255/60/15 Goodyears up front and 275/60/15 meats out back. The car has factory front disc brakes that were custom slotted by Gary and the rears use a Stainless Steel Brake Corporation setup.