1970 Super Bee Quarter Panel Problem and Solution

Restoring a 1970 Dodge Coronet or Super Bee comes with its own set of unique challenges. While aftermarket support for 1968 and 1969 B-bodies is limited, the scarcity of body panels for 1970 models makes the task even more daunting.

Mopar Connection Magazine’s Project ZomBEE faced this issue firsthand when it desperately needed new quarter panels, which are nearly impossible to find. Unfortunately, the options available in such situations are very limited.

Many restorers might turn to sourcing used sheet metal, which often results in more rust problems than solutions. Another option is to find a complete donor body, but these are now $10,000 projects, with no guarantee that the metal on a fifty-year-old car will be in better condition.

Above: Basic prep work included cleaning then coating the interior structure with POR-15.

Fortunately, Dave Chamberlain at All Classics Restoration had some innovative solutions for the quarter panels on this Bee, showcasing impressive expertise. The project began with a pair of Auto Metal Direct (AMD) full quarters (P/N 700-2469-L and 700-2469-R) designed for 1969 Dodge Coronets or Super Bees.

In his latest update video, Dave explained that there are three main differences between the ‘69 and ‘70 bodies, all of which can be addressed with meticulous planning. The most noticeable difference is the front cove detail. The ‘68 and ‘69 models feature two small separate indentations, whereas the ‘70 models have a single forward-facing scallop.

Above: This support bracket was removed from the body and attached to the new quarter to ease installation.

This is where the prep work began. When the old steel was removed, Dave carefully left the original ’70 cove attached. Instead of measuring its exact placement, cutting it out, and then trying to reattach it to the new metal, he used a more precise method: drilling locating holes for accurate positioning.

Dave drilled three eighth-inch holes through both the cove and lock pillar flanges. With the new quarter panel in place, the holes in the pillar flange were transferred and drilled into the new metal. This allowed the cove to be accurately repositioned using the existing holes in the lock pillar, cove flange, and new quarter. While it might sound complicated, this method is actually the easiest and most precise way to ensure proper alignment without the hassle of extensive measuring and marking.

Above: The rear flange on the new quarter was removed since it was specific to ’69 and would no longer be necessary.

On the rear portion of the quarter panel, there are two more key differences between the '69 and '70 models. One is the side marker. In 1969, the rear markers were small rectangular reflectors that clipped into a bezel (P/N MD2057). By 1970, lighted side markers (P/N MB2104) were introduced. These were slightly larger to accommodate both the reflecting portion and a lamp socket, making the rear marker stampings unique between the years.

The other difference is where the side meets the tail at the rear. “The last four or five inches or so of the quarter panel has a different profile to it, so that has to be changed out also,” says Dave. The '69 quarter panels are about two inches longer than the '70 versions. While the '69 panels swoop upward to meet the tail panel, the rear portion of the '70 panels noses down. “The bolt-on end cap on the quarters for the '70 is much larger than those on the '68 and '69. That’s another difference and why the '69 quarter is so much longer.”

Above: Hanging the new panel was a one-person job once everything was prepared.

In this case, having a secondhand tail panel turned out to be advantageous because it included a short section of original '70 quarters still attached. “With the tail panel that [Kevin] brought me, it worked out well because there was enough left of the original quarters to provide the needed profile that bridges the difference between the two quarters,” Dave explains.

The marker cutout mismatch could be fixed at almost any time, but the back flange on the new quarters needed adjustment before fitting to the car. It would have impeded fitment, so Dave carefully cut it off while still leaving the new panel sufficiently long.

That’s about all the prep work the AMD quarter needed. The Bee body, however, required the bulk of the pre-fit work. Inner and outer wheelhouses, also sourced from AMD, were already installed while the area was opened up. USCT Motorsports had also provided a set of growth rings (P/N USCTAM2049) to remove the hump from the outer house, a crucial factor for fitting fat tires.

The internal metal was coated with POR-15 rust encapsulator after a thorough cleaning with a wire brush to remove dirt and scale. All fresh metal was left uncoated since it hadn't been affected by rust. The main challenge was the rear side window frame support bracket, which needed to be removed from the body and attached to the quarter panel ahead of the trial fitting. This step saved Dave the trouble of maneuvering one large piece of steel over the bracket, under the roof structure, and over the lock pillar lip.

This detail allowed the large B-body flank to slide into position smoothly. A bit of trimming in the upper sail panel and front window channel areas brought it almost to perfection. Afterward, three things were checked to verify placement: the door gap, rear window corner, and trunk gutter corner.

Above: The original quarter cover was put back into place via three locating holes that were drilled before its removal.

The door gap analysis revealed a larger space at the top and a smaller one at the bottom, indicating that the back end of the car needed adjustment before securing the new panel. Dave used a hydraulic jack to apply light pressure, which corrected the alignment effectively.

The rear windshield corner alignment, height in relation to the Dutchman panel, and trunk gutter curvature all checked out perfectly. With everything in place, Dave began securing the panel with screws, starting at the front and working his way to the back, applying several dozen to make the panel solid enough for transport.

And travel it did, as Editor-in-Chief Kevin Shaw picked it up shortly after and transported it 1,100 miles to Finale Speed. From there, they will complete the bodywork and install a big, fat Hellcrate Hemi. Thanks to All Classics Restoration's efforts in rust recuperation and sheet steel therapy, this Bee is on its way to buzzing again.

Read the full article at: Mopar Connection Magazine