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DEEP WHEELTUBS FOR AN EARLY CHEVY II
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OUR 1968 CAMARO PROJECT NEARS COMPLETION
THE 200-MPH CLUB
HENNESSEY BUILDS THE FIRST GEN-6 CAMARO TO CRACK 200 MPH!
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11/2017 CONTENTS
TECH 42 REHABILITATION PROGRAM— PART II We continue our quest to save a 1963 Chevy II that was nearly a lost cause
54 CABIN COOLING
CAR FEATURES 16 NEXT LEVEL ’62 BEL AIR
Installing a Vintage Air SureFit System in a 1964 Chevelle
64 RAT RACE A long-time project nears completion as we race through a final to-do list
A 1962 Chevy Bel Air bubbletop stuffed with impeccable taste and a potent 409
26 FAMILY JOY Frank Balbo loves everything about his ’55 gasser, especially the joy it brings to his family and everyone else who experiences it
34 TESTING, TESTING, TESTING Speedway Motors designed and tested their G-Comp Unser Edition suspension on this ’70 Camaro
SPECIAL SECTION 76 THE 200 CLUB Hennessey builds the first Gen-6 Camaro to crack the 200-mph barrier
82 EXPANSION PLAN The LS1 is a great engine that can be made even better with just a touch more displacement!
On the Cover:
DEPARTMENTS
The ’62 Impala (shot by Robert McGaffin) reminds us that it is possible to have your cake and eat it too. Updated to drive like a new car it still oozes all the classic attitude GM stuffed it with over 50 years ago. We also build a 383 stroker LS1 to show that more is most often better and tackle low-tech bodywork on a 1963 Chevy II along with high-tech on our Pro Touring 1968 Camaro project.
04 10 14 94 96 106
THE GEARHEAD GRIND FROM THE ARCHIVES BUILDERS GARAGE BOWTIE KEEPERS CHEVY HAPPENINGS PARTS BIN
SUPER CHEVY (ISSN 0146-2628), Vol. 46, No. 11, is published monthly by TEN: The Enthusiast Network, LLC., 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals postage paid at New York, NY and additional mailing offices. Copyright © 2017 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Super Chevy, P.O. Box 420235, Palm Coast, FL 32142-0235. Printed in the USA. Single copy sales price is $5.99. SUBSCRIPTIONS. U.S. and U.S. possessions $23.94 for 12 issues. Canadian orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only.
THE GEARHEAD GRIND Steven Rupp
the Author
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TECH BUBBLE
TODAY’S BEST IS EVENTUALLY REPLACED BY EVEN BETTER
Technology marches on. Yep, what’s new and cool today will eventually be tossed aside in favor of the newer and cooler. I was reminded of this when I was over at Best Of Show Coachworks and they were working on a 1960 Corvette. It was a mostly stock ride with the original (albeit rebuilt) small-block rockin’ its 1960, this was the latest in original Rochester fuel injection system. Infuel-injection technology. Now, back in 1960 this was pretty serious technology in an automotive world ruled by the carburetor and I’m sure they thought it was the step immediately preceding the flying cars they were promised. But, as bleeding edge as that early fuel injection was it was eventually left in the dust of innovation. The Vette was at BOS to have the Rochester removed (to be carefully stored away) in Replaced in 2017 by a less smaller, simpler, favor of a modern EFI throttle body from expensive, and far better EFI unit. FiTech. The new FiTech unit is smaller, far more efficient, and thanks to modern electronics is light years ahead of the old Rochester that at one time was “the most amazing thing ever.” But that’s how things work. Even today’s carburetors are much better than what was available 20 years ago. In fact, I still remember the mid 90’s and how I considered swapping a Gen II LT1 into a friend’s Camaro. Yep, the LT1, a pretty cool engine, but one that led to Opti Spark being considered a curse word. There was a time when the LT1 was “the” engine to have, but then came the Gen III LS1. It’s hard to believe that it’s been 20 years since that all-aluminum wonder mill hit the scene. It quickly became the “next big thing” but it wasn’t long until the LS1 gave way to the LS2, which quickly yielded to the Gen IV LS3, which was later overshadowed by the LS7. Then GM started slapping blowers on top. By 2013, we had titanium infused LS7s and 600+ horsepower LS9s. It was nirvana. But, the technology clock never stops ticking and it wasn’t long before the LS platform met its end and Chevrolet ramped up the Gen V LT1. Full of the latest tech, such as direct injection, the LT series is shaping up to be a hell of a mill, at least until the next big leap is made. We know sometimes it’s hard to let go of what we’re familiar with, after all, we’re sure some people are still rockin’ cassette and VHS tapes. But, even the best that technology has to offer today is eventually going to be replaced by things we haven’t even thought of yet, which is just fine with us. The king is dead, long live the king! SRUPP@ENTHUSIASTNETWORK.COM
4
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WHAT’S ON DEMAND THIS MONTH? 9/9/17
Goodwood Revival, Goodwood, UK (Live)
9/10/17
Goodwood Revival, Goodwood, UK (Live)
9/11/17
Engine Masters, Episode 26
9/11/17
Hot Rod Drag Week
9/12/17
Hot Rod Drag Week
9/13/17
Head 2 Head, Episode 94
9/13/17
Hot Rod Drag Week
9/14/17
Hot Rod Drag Week
9/14/17
Put Up or Shut Up, Episode 3
9/15/17
Virgin Australia Supercars, Sandown 500 (live)
9/15/17
Hot Rod Drag Week
9/15/17
Trans Am Racing Series, Road America
9/16/17
Pirelli World Challenge, Sonoma Raceway (Live)
9/16/17
Virgin Australia Supercars, Sandown 500 (Live)
9/17/17
Pirelli World Challenge, Sonoma Raceway (Live)
9/18/17
Best Driver’s Car
9/18/17
Ignition, Episode 183
9/19/17
Best Driver’s Car
9/20/17
Best Driver’s Car
9/20/17
Modified, Episode 4
9/21/17
Best Driver’s Car
9/21/17
Roadkill Garage, Episode 22
9/22/17
Best Driver’s Car
9/26/17
Dirt Every Day, Episode 69
9/27/17
Goodwood Revival, Goodwood, UK
9/28/17
HOT ROD Garage, Episode 57
9/29/17
Roadkill, Episode 70
10/2/17
Ignition, Episode 184
10/3/17
The House of Muscle, Episode 12
10/4/17
Modified, Episode 5
10/7/17
Virgin Australia Supercars, Bathurst 1000 (Live)
Schedule Key: Racing Original Programming MotorTrendOnDemand.com * The program information provided is subject to change.
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FROM THE ARCHIVES Drew Hardin
John Raffa, Dick Scritchfield, Petersen Publishing Co. Archive
1968 CHEVELLE SS396 DRAG TEST “As the lights come down, you squeeze the engine towards six grand, slide your left foot off the clutch, stab the loud pedal between the last yellow and the green, and bang!—375 horses (a 425 Performance Rating via NHRA’s new system) launch you off the line for a near record run. Right? Wrong! At least that’s the way it was on every run we made with this month’s drag test vehicle, a ’68 Chevrolet SS396 Chevelle hardtop.” Car Craft magazine’s John Raffa was obviously frustrated while testing Chevy’s all-new A-Body at the Irwindale dragstrip in November 1967. That frustration boiled right to the surface in the paragraph above, which opened his Drag Test in the magazine’s Feb. ’68 issue. “Oh, the horses are there all right (just witness that ‘drive-in idle’ of the L78 engine option), but somebody back in Detroit forgot to couple ’em up to the drivetrain in the properly prescribed quarter-mile manner; so instead of a clean break away from the line and solid punch from the green on, we got a big jump, then a letdown—like ‘Bog City.’” 10
11.2017
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FROM THE ARCHIVES
Raffa’s assignment wasn’t just a run-of-the-mill driving impression. One of his goals was to determine “where the Chevelle fit into NHRA’s 1968 plans.” Mounting a set of 8-inch Casler slicks meant the test Chevelle “would have to be placed … in SS/D, while it would fall into A/S if prepared for the Stock classes.” New NHRA rules for 1968 classified Stocks, Super Stocks, and Sports cars using the “aforementioned Performance Rating method, not according to weight and advertised horsepower figures as in the past.” The existing SS/D record, 11.70, was held by “Wally Booth’s outstanding Camaro,” though Raffa felt “a more meaningful figure for our purposes is the old SS/E record, since its factor figures are much closer to the ’68 SS/D class than were the old SS/D marks.” Another Camaro, “that of Volpe-Pizzi-Rose … held that record at the end of the ’67 season at 11.98.” Raffa’s low-14-second timeslips were a long way from record territory. Some sleuthing revealed what was hampering the Chevy. For one thing, someone had spec’d the car with a highway friendly 3.08 axle ratio. “No wonder we had that bog off the line and a seemingly interminable wait between gear changes.” There were other issues, too. At the strip, Raffa
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experimented with several different launch and shifting techniques to overcome the bog. He tried taching the motor up to 4,800 before releasing the clutch and gently rowing through the gears. He also did his “best Ronnie Sox-type” speed shifting. “But Casler’s tires were just too much for that blankety-blank gear in the rear.” He also had trouble with the transmission itself, or, more accurately, the shift mechanism. On the track, the shifter got “hung” in Neutral between First and Second. “I had to get almost all the way off the power before I could make the shift.” On his next pass, “I waited out the bog and shifted a lot easier—kind of a compromise between my version of the Sox ‘explosion shift’ and your grandmother’s handling of the same apparatus. I got Second this time, but not without a lot of effort.” Why the “big hangup” between gears? “Nestled between the seats is a most familiar looking sight—the flat handle that has come to mean ‘Hurst’ in the minds of most do-it-yourself
drivers. There’s even the familiar block lettering on the handle, only here it spells ‘Muncie.’ Too bad.” But that handle “only controls the action,” he reasoned. “We had to look a little farther.” Putting the Chevelle on a rack, he went underneath and found “one of the wildest mazes of linkage it had ever been our mispleasure to encounter. Not only that, it was all tied to the crossmember, not the trans itself.” That meant that “when the engine torques under power, the linkage arms are strained at all kinds of angles … binding against the member and effectively closing the normal shift gates. The gate can only open again when you release the pressure on the gas pedal, relieving the twist against the shift arms.” The upshot: “It looks as if your first purchase after buying your new Chevelle should be a positive shifter that mounts on the trans—Hurst or otherwise.” He also recommended adding a “good set of headers” to the L78, like the Hooker headers that were added to his test car. “Then, of course, an engine blueprinting is in order, and you can go to work on the suspension, although we found that the factory-installed heavy duty suspension did an excellent job of handling all the gobs of torque the 396 puts out. “After that, head for the strip and start looking for a new place to store all the ‘gold’ you’re about to win with your ’68 Chevelle.”
BUILDERS GARAGE
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Steven Rupp
SNAKE CHARMER
A 1968 CORVETTE THAT’S GOING TO HAVE THEM GREEN WITH ENVY
Bob Bertelsen has always been into cars, even before he could drive. As he told us, “In 1966, my dad bought a ’67 Camaro and gave it to my mom for Christmas. It was her first new car, and in 1990 she gave it to me for Christmas.” It was a mess, but eventually Bobb scrounged up parts and got it into decent shape. With his feet wet in the hobby he picked up a ’67 in 2001 that was featured in Car Craft, Hot Rod, Super Chevy and a few other books. It was yellow-on-yellow with a touch of yellow and it wonn a ton of awards and praise. And so it went, Bob would get another car and build it up with each build being cooler and more complex than the one previous. “I’m just hooked on racing. I’m an addict. I’ll occasionally drag g race but I really love autocross—that’s my thing. With autocross, you’re competing against yourself in some wayys because you’re trying to beat your old time. But you’re also trying to beat everyone else’s time. It’s very competi-tive and when I get to the line I just block everything out. I get a real rush out of it. I’m very competitive so with every vehicle I build I try to get faster. When I first started w doing this I would build show cars you could race, but now I build race cars you can show,” recalled Bob. His latest project is a ’68 T-top Vette called Green Mamba. Bob has done all the fabrication work himself in his garage at home, and the project has taken just over a year. As Bob relayed, “I designed the Corvette to look stylish and modern by reshaping the nose and adding 14-LED headlights that are in a 1.5-inch-tall opening. For the hood hood, I took a ZL1 Camaro hoodscoop, grafted it to the old, original hood and then took out some of the original lines to smooth things out. I think it makes it flow better and gives it a cleaner look. Obviously the car is flared and a lot was done to the back. I sloped the rear window so that it blends back into the rear panels. Then I cut in a trunk and built all the seals around it so that I could store stuff. Other changes include a carbon-fiber front splitter, carbon-fiber bumpers, carbon-fiber rear wing, and mirrors. I eliminated badges, side marker lights, and trim from the car, and I moved the license plate higher up.” For suspension, the C3 will be utilizing Detroit Speed parts with JRi shocks and the huge Baer brakes will reside inside Forgeline CVC3 Concave three-piece wheels wrapped in BFG rubber. AutoMeter gauges will track the vitals from the Holley-controlled Keith Urban 427 LS engine backed by a TREMEC Magnum six-speed transmission with a Centerforce DYAD
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clutch. By the time you read this the retina-ripping green Corvette should be on the road and already shot for a full feature in Super Chevy.
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Robert McGaffin
ovember 6, 1987—a date that most of our readers won’t recognize as having any real significance, but for Alec Kiln it changed everything. Earlier that year he picked up a 1964 Chevy Impala SS, taking it off the hands of the original owner. Soon after, ’64 Impalas became highly sought after for some weird reason. Alec remembers, “For the two and a half years that it was in my possession, that car gave me many ‘glory days’ stories. It was the foundation of my automotive knowledge and means to keep me out of trouble.” After the two and a half years, it wasn’t his choice to let the Impala go. It was stolen.
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“I probably would still have that car but it was stolen while I was at USMC boot camp in early 1990. I was absolutely pissed and spent the next few years looking for a replacement,” he recalls. But every ’64 he found was either way out of budget or it was a lowrider. If you’re still in the dark, that date we mentioned is the day a certain song was released called “Boyz-n-the Hood” that began with a phrase that quickly became iconic: “Cruisin’ down the street in my ’64” Alec gave up on his search for another ’64 Impala for a few years. Then, in the summer of 1997 he came across a ’62 Bel Air at a show in Costa Mesa, California. “It wasn’t
’62 BEL AIR A 1962 CHEV Y BEL AIR BUBBLETOP STUFFED WITH IMPECC ABLE TA STE AN D A POTENT 40 9
the paintjob or tuck ’n’ roll that seduced me; it was the elegant body lines and those bubbletop windows it sported. I was done, I wanted no other car!” Alec exclaims. The heartbreak came quick, though, as he soon realized how much ’62 Bel Airs were going for. He lowered his standards to include clones, which were ’62 Impalas with the roof from a ’61 Impala but even then everything decent was out of reach. Thirteen years went by before a 1962 Bel Air popped up that he just couldn’t ignore. He first saw it on Craigslist in Orange County, California, listed for $65,000. Too much. Then a year later the same car came up again but the asking price had dropped by 10 grand. He wanted it bad but could only come
up with $35,000. “I don’t know why I thought the guy would take 20 thousand less than his asking price, I just felt that this was the car I’ve been looking for,” says Alec. The next day he called in sick to work and drove up from San Diego to Anaheim in Orange County to see the car. After a test-drive the negotiations began and long story short, Alec’s rock bottom price didn’t make the cut and he drove back home empty-handed. A couple of days later he got a call—the seller accepted his offer. After another day of calling in sick, Alec finally had the car he’d been longing for. He’d taken the route of, “it’s better to ask for forgiveness than permission,” so when he came home from “work” with SUPERCHEVY.COM
17
NEXT LEVEL ’62 BEL AIR
the ’62 his wife was in for a surprise. “My wife calls my Bel Air ‘The Mistress’ because of this insubordinate act,” jokes Alec. The next five years or so, the car was in and out of shops. After spending way too much money and not finding any satisfaction at the first shop, Alec stumbled upon Shawn Dove, owner of EVOD Industries who gladly took on the build. They worked together to iron out the details, then EVOD mechanic and fabricator Chris took over the dirty work of turning Alec’s Bel Air into the masterpiece it is today. For the exterior of the ’62, Alec wanted to, “not have to worry about the paint getting chipped but if ‘spitshined’ could still draw a crowd at a show.” With that in mind, the guys at EVOD shot the car in black and then added a few minor exterior modifications to make it stand out. Then, The Bumper Boyz supplied stock one piece front and rear bumpers, and Classic Industries sent over a reproduction stock grille. To go along with the sleek look, Alec chose reworked, OEMstyle wheels from Wheel Vintiques
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11.2017
NEXT LEVEL ’62 BEL AIR
measuring 15x7 up front and 15x8 out back wrapped in 235/60R15 and 275/60R15 BFGoodrich Radial T/As. Inside it’s a similar story as everything appears mostly stock. Ciadella Interiors of Tempe, Arizona, took care of all the upholstery, wrapping the stock bench seats in red vinyl and cloth. The steering wheel remains factory, save for a thin leather skin, and the gauges behind it appear to be completely stock, but in reality they are AutoMeter GS Series dials retrofitted to fit in the stock locations. Three pedals and a McLeod five-speed shifter hint that there might not be the original 55-year-old powertrain under the hood. Speaking of which, Alec wanted to stick with a “would-be-stock” engine, so it had to be a W-block 409. But, like the rest of the car, this 409 might look pretty normal, but its builder, LWA Engines begs to differ. It’s really an allaluminum version of the original 409ci engine, bored and stroked to 482ci. The rotating assembly is comprised of LWA forged pistons and a 4340 steel crankshaft all held together by ARP hardware. LWA also tossed in one of their own hydraulic roller camshafts with 248/258-degrees duration at 0.050-inch lift and 113-degrees of lobe separation angle. A set of Comp Cams roller lifters sit atop the LWA aluminum heads and an Edelbrock Performer RPM intake manifold resides within the vee. Giving the all-aluminum 409 air and fuel is a pair of 625-cfm Holley Street
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11.2017
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“I WILL HAVE THE OLD-TIMERS, WHO ACTUALLY WERE TEARING UP THE STREETS WITH THESE CARS, COME UP AND SHARE STORIES WITH ME. I REALLY GET A KICK OUT OF THAT,”—ALEC KILN
Demon carburetors while an MSD magnetic distributor gives it spark. The modern tech continues outside of the long-block where a Fluidyne engine oil cooler is mounted behind the grille to the left of the Griffin three-row aluminum radiator and a Billet Specialties Premium Tru Trac Serpentine System keeps all the auxiliary units in line. Edelbrock finned aluminum valve covers and air cleaner housing give the engine a little added flare to match the glorious noises that exude out of the custom exhaust. Jardine Performance Products supplied custom nitro-plated headers with 1 7/8-inch primaries that go into 3-inch collectors. EVOD finished up the rest of the exhaust with custom 2 1/2-inch stainless pipes exiting out Flowmaster 40 Series mufflers. On the dyno, Alec’s Bel Air puts down a solid 627 naturally aspirated horsepower and 649 lb-ft of torque.
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11.2017
Getting all that power to the rear wheels is a TREMEC TKO 500 five-speed built by Liberty’s Gears out of Harrison Charter Township, Michigan. A McLeod RST twin-disc clutch makes sure no power is lost between the 409 and the TKO, then a driveshaft from Inland Empire Drivelines in Ontario, California, sends that power toward the rearend. To make sure reliability would not be an issue, EVOD put together a Ford 9-inch from Currie with a 4.11:1 gear ratio and a limited-slip differential. Alec, a smart man, knew that with all the power his ’62 would be loaded with, he couldn’t get away with stock suspension and brakes. With that in mind, EVOD fitted his bubbletop Chevy with all-new suspension front and rear, which included spindles, tubular control arms, and springs from CPP up front bringing the ride height down 1 inch. In the rear, the stock springs
were swapped out for new CPP coils to match the 1-inch drop along with Global West control arms featuring double upper arms, which help keep the rearend centered. Bilstein RCD Classic shocks were installed at all four corners and CPP supplied the disc brakes, which sport 11-inch drilled and slotted rotors all around. When he takes his Bel Air to local shows, he always draws a crowd. “I will have the old-timers, who actually were tearing up the streets with these cars, come up and share stories with me. I really get a kick out of that,” beams Alec. In the end, he might not have his original ’64 Impala, but what he does have is a 1962 bubbletop Bel Air that is one stunning piece of American muscle.
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Bolt-on performance handling system adds stability & improved steering response. • Over 2" of Ground Clearance • Upper Control Arms Accommodate Stock Coil Springs, Shockwave™ & Coil Over Conversions USA • Accommodates Factory & Aftermarket Sway Bars Deluxe kit also includes shocks, springs and spring perches. MADE IN THE
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+
3978
800-830-0952 Classic Performance Products, Inc. 378 E. Orangethorpe Ave. Placentia, CA 92870 714-522-2000 | Fax: 714-522-2500 Prices subject to change without notice. Please note that kits and prices may vary between certain applications.
CLASSIC FIT™ TRUCK COLUMNS ALSO AVAILABLE
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Spindles sold separately
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FOR CHEVY FULLSIZE, NOVA, CAMARO, CHEVELLE, EL CAMINO & CHEVY TRUCKS
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Shown with optional upgrades
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Kits come with sway bar, poly bushings, mounting brackets & all necessary hardware. Bars are black powdercoated finish. FOR ALL POPULAR APPLICATIONS
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• 13" Front/12" Rear Cross-drilled, Gas-Slotted & Upgraded rotor and e-brake calipers Zinc-Washed Rotors on the rear with more clamping force. Available for 10-12 bolt Chevy as well • (2) Front Dual 52mm & (2)Rear Single 45mm as 8" or 9" Ford aftermarket rear ends. Loaded Calipers Requires 17" disc brake type wheels. • Forged Aluminum Hubs with Screw-in Studs • 4-Wheel Disc Master Cylinder & Prop Valve Kit COMPLETE FRONT & REAR KIT starting at $ /kit • Rear E-brake Cables Front Bearings & Seals • All Mounting Brackets, Hoses, FRONT starting at $ /kit REAR starting at $ /kit Brake Lines/Cables & Hardware
starting at FOR 1955-64 CHEVY FULLSIZE, 1967-69 CAMARO, 1970-74 NOVA $ /kit & 1964-72 CHEVELLE
1059
799
CALIPER COLOR UPGRADES AVAILABLE
699
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starting at $
PRO-TOURING WITH BILLET MOUNTS
$
(shown) starting at
SUBFRAME CONNECTORS
Made using round tubing with 1.5" od x .120 wall, resists torsional twist. Provides maximum ground clearance. 100% bolt-in with FOR 1967-69, all mounting 1970-81 hardware. In CAMARO & black or silver 1962-74 NOVA APPLICATIONS powdercoated finish.
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26
11.2017
Richard Prince
“T
the Author
here are a lot of ’55 Chevys here on Long Island, and everywhere else,” points out Frank Balbo when asked what attracted him to our feature car. “But very, very few of them are gassers. A gasser has a unique look that I absolutely love, and it brings back great memories of a distant past, both for me and for everyone who sees the car.” The history of gassers is inextricably linked to the history of organized drag racing. Both were a product of America’s post-World War II fascination with all things automotive, and both grew exponentially in popularity throughout the 1950s and ’60s. The term “gasser” refers to a broad category
of production-based drag racers that were, not surprisingly, powered by gasoline rather than a pure racing fuel such as nitromethane or alcohol. They were further classified in a wide variety of other ways, such as by body style (hence the terms Gas Coupe and Gas Sedan, as used by the NHRA beginning in the mid-1950s), engine displacement, and weight. Though gassers could be fairly heavily modified in numerous ways, and most were considerably lightened by removing various parts that were not needed to go down the track quickly, they were usually required to retain a lot of the equipment essential for street use, such as headlights, horns, and windshield wipers. While virtually any production vehicle could
FRANK BALBO LOVES EVERYTHING ABOUT HIS ’55 GASSER, ESPECIALLY THE JOY IT BRINGS TO HIS FAMILY AND EVERYONE ELSE WHO EXPERIENCES IT
SUPERCHEVY.COM
27
FAMILY JOY
be turned into a gasser, the category was dominated by specific years of certain makes, including 1940-’42 Willys coupes, 1933 Willys Model 70s, Ford Anglias, and 1937-’41 Studebaker coupes. Characteristics common to all of these that made them especially attractive to drag racers included their short wheelbase, high center of gravity, and— back in the golden era of gassers—relatively low cost. The short wheelbase and high center of gravity, greatly exaggerated by raising up the front end, helped transfer weight to the rear drive wheels
28
11.2017
under hard acceleration, and thus enhanced traction. Balbo’s ’55 Chevy has the unique and highly impactful look that’s common to all gassers, including a straight-axle frontend that put the body up very high, radiused rear wheel openings, and skinnies up front with drag slicks in the back. It was built by Dave Hanley in Franklin Lakes, New Jersey. Hanley, a member of New Jersey’s Dead Man’s Curve Custom Machines Car Club, bought it out of upstate New York in 2005. It was running and driving but needed a lot of
work inside and out. Hanley had several show-quality hot rods and was looking for a winter project when he came across the Chevy. It had some rust in the floor, needed a transmission and rearend, and had some other issues that he planned to tackle. The goal was to put together a fun car that could be driven in any weather without concern. Initially, he intended to do only what was essential to make the car safe, reliable, and decent looking. Those plans, however, quickly blossomed into something much larger. “It was supposed to be
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FAMILY JOY
“EVERYWHERE I GO PEOPLE SMILE WHEN THEY SEE THIS CAR. IT BRINGS BACK GREAT MEMORIES FOR SO MANY PEOPLE, AND THAT’S A LOT OF FUN FOR ME.“—FRANK BALBO
a low-buck beater,” Hanley explains. “But as sometimes happens, one thing led to another and it quickly got out of control, turning into a complete rotisserie build.” The most challenging aspect of the project was restoring the body, a task primarily entrusted to Sam Eletto, owner of The Body Works in Midland Park, New Jersey. Complete new floors were installed to address rust problems, the rear wheel openings were radiused to accommodate larger-than-stock tires, and the remainder of the body was massaged to perfection before Eletto sprayed it Wimbledon White, the classic Ford color used on early Mustangs and other vehicles.
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While the bodywork was being done, Hanley turned his attention to the car’s chassis. The stock Chevy front suspension was replaced with a straight-axle sourced from a 1937 Plymouth. The Plymouth axle mounts to the Chevy frame via hairpins custom fabricated by Mike Hickey, Hanley’s fellow Dead Man’s Curve club member. 1940 Ford spindles fitted with intermediate GM disc brakes and a later-model GM Saginaw manual box handle the steering. An eight-leaf spring pack, originally from a 1934 Ford, is mounted transversely atop a fabricated perch that adds considerably to the car’s dramatic height. Lateral location of the axle is accomplished
via a Panhard bar and twin-tube bar assemblies mounted to either end of the axle with rod end bearings provide longitudinal location to complete the frontend. At the rear, a 12-bolt posi axle assembly from a ’69 Chevelle, fitted with 4.10:1 ring-and-pinion gears, gets the power to the wheels. The rear still retains its original Chevelle drum brakes, and is anchored to the frame with parallel leaf springs mounted on top of the axlehousing. Top-mounting the springs gives the rear of the car just the right amount of lift to balance the front. Longitudinal stability for the rear axle is augmented by five-foot-long floating ladder bars.
Our “No guesswork” Power Package Guide has been a huge success since the late 1980’s. To make it even easier, you can get the right combination of parts for your engine in a single box with one of our Power Package Top End Kits. These complete kits include an intake manifold, cylinder heads, cam, timing chain, gaskets and hardware. They can be topped off with an Edelbrock Performer® Series or Thunder Series AVS® carburetor for best results. Get 315 to 460 horsepower from your small-block Chevy and 676 horsepower from your big-block Chevy.
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PASSION FOR PERFORMANCE
FAMILY JOY
For many, Radir wheels and slicks are a must for that classic gasser look, so when building the car Hanley turned to Richie Conklin, another Dead Man’s Curve club brother and owner of Radir, for the car’s rolling stock. At the front 215/70R15 Hankook radials ride on Radir Tri Ribb rims, 15x6 with a 3-inch backspace. In back, 15x10 Tri Ribb wheels with a 4-inch backspace wear Radir’s 10.00-15-inch Dragster Slicks. Though made with modern materials and methods, these tires retain a very nostalgic appearance with their classic “pie crust” ribbed sidewalls. Motive power comes from a 1966 327-inch engine that was in the car and running great when Hanley bought it. He tells us the engine is built to L76 specs (L76 is the option designation for 327/365-horsepower engines from the mid-1960s), including a steel crank, steel rods, forged pistons, and 194 heads. But in the interest of easier maintenance, a hydraulic lifter cam takes the place of an L76 solid stick. When Balbo bought the car the engine was fed fuel via a single fourbarrel carburetor but he recently replaced that with an Edelbrock/Weber dual-quad setup. “With the four-barrel it ran great and was plenty quick,” he recounts. “But the switch to dual-quads gives it more of a classic gasser look, and makes it even faster!” The engine mates to a Muncie M21 close-ratio four-speed and relies on a Centerforce clutch and Hurst Competition Plus shifter for smooth and effective gear changes. Engine cooling is handled by a custom aluminum radiator and spark comes courtesy of an MSD ignition system that Balbo installed. Hooker headers combined with custom-bent 3-inch-diameter stainless pipes give the engine’s exhaust gases an escape route. In keeping with the car’s overall classic look, its interior features a vintage roll and pleat theme for the upholstery. A GT steering wheel and dash-mounted AutoMeter gauges add to the period-correct hot rod ambiance. In the good old days most gassers ran without a back seat, which added unwanted weight, but Balbo’s car still retains its back seat and it contributes immeasurably to his enjoyment of the car because that’s where grandchildren Luca and Valentina ride. For safety sake, he installed a G-Force Racing
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Gear five-point harness in the rear, and recently added a rollbar he proudly fabricated himself. “It was a little challenging because of the back seat,” he explains. “Most gassers have the rear support bars go straight off the main hoop and right through the area where the back seat is, but I wanted to keep the seat functional so I had to make rear supports that follow the roof line above the back windows before going down through the rear package shelf and anchoring to the car’s structure.” Looking ahead, Balbo plans to continue tinkering with the car when the mood strikes, but above all else he
intends to keep driving and enjoying it as often as possible. “Everywhere I go people smile when they see this car. It brings back great memories for so many people, and that’s a lot of fun for me. Even my wife, Kathi, who is not into hot rods, appreciates this car and is one of my strongest supporters. And my grandchildren—Luca is 10 and Valentina is 6—really love the gasser, so it has brought a lot of joy to my family, and you can’t ask for more than that when it comes to a hot rod!” FOR MORE WEB EXCLUSIVE CONTENT VISIT
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TESTING, TESTING, TESTING
SPEEDWAY MOTORS DESIGNED AND TESTED THEIR G-COMP UNSER EDITION SUSPENSION ON THIS ’70 CAMARO
T
Jason Reiss
Robert McGaffin
he second-generation Chevrolet Camaro—despite being out of production for nearly four decades— still enjoys a massive following among enthusiasts, especially those at Speedway Motors, who have developed their G-Comp front and rear suspension systems for the chassis. The G-Comp chassis wasn’t just sketched up on an engineering blackboard in the back of a dusty shop, though. It has been developed in conjunction with the driving talent and feedback provided by none other than two-time Indianapolis 500 winner and legendary race car driver
Al Unser, Jr. and his cousin, fellow racer Robby Unser. “Little Al” is the son of Al Unser Sr. and the nephew of Bobby Unser—both also multi-time Indy 500 winners—so it’s safe to say he is part of the most successful racing family to ever hit the famed Brickyard, with nine Indy titles between the three drivers. Robby (Bobby’s son) started the 500 twice, with a best finish of fifth in 1998, but his real claim to fame is the nine wins at the treacherous Pikes Peak International Hill Climb. Unser, Jr. also has extensive experience with the thirdgen Camaro thanks to two IROC championships won in SUPERCHEVY.COM
35
TESTING, TESTING, TESTING
the mid-’80s in that racing series. Obviously, the Unser boys are part of an exclusive club of extremely successful racing drivers—and they’ve lent their experience to the design team at Speedway Motors to help develop the G-Comp Unser Edition suspension systems for the second-gen Camaro platform. Today, Unser, Jr. gets behind the wheel of this Speedway Motors Camaro in Goodguys Autocross, SCCA events, and other road-course action. “We test and qualify the Speedway Motors line of high-performance suspension upgrades in actual performance driving,” says Speedway’s Damon Lee. The Camaro was built over the course of six months with the specific goal in mind of showcasing the G-Comp Unser Edition suspension system. When the Camaro first arrived at Speedway it had a 350 engine and Turbo 350 transmission combination, and immediately went under the knife to prepare it for the harsh duties it would be tasked with performing at Unser, Jr.’s direction. Today, it uses a 427 cubic-inch RHS-blocked LS7 wearing RHS
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aluminum heads, assembled by Speedway Racing Engines. A FAST XFI controls engine management, while the transmission is a TREMEC TKO 600 built by Dederichs Motorsports—modified to include a dog-style sequentialshift setup from Pfitzner to make gear changes simple and seamless. There is a Quarter Master triple-disc clutch
on board. “The car was given new sheetmetal and a fiberglass front clip,” says Lee. “A full rollcage was fabricated to provide a solid platform for the G-Comp suspension package.” But it’s the suspension that makes this car truly a star. The G-Comp Unser Edition front suspension package is elegant in its simplicity. The bolt-in
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independent front suspension design is built around a set of Speedway’s G-Comp 2-inch drop spindles, which were engineered to provide a lower ride height, improved negative camber gain, and positive caster gain. The forged steel spindles use the OEM bolton steering arms and work with many brake kits. By developing the front suspension as a complete system, the Speedway Motors engineers were able to build in the ability to run wider wheels and tires while retaining the turning angle and reducing the scrub radius. These elements permit the chassis to provide tight cornering with virtually no downside. It includes a billet aluminum chassis brace, an adjustable upper shock mount, and upper control arms with an extra three degrees of caster for super high-speed tracking. The kit even comes with a beefy 1 1/4-inch OD hollow sway bar to keep the car tracking at in the corners. The G-Comp Unser Edition rear suspension system, while it is not a bolt-in proposition like the front kit, is designed to provide the ultimate in
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TESTING, TESTING, TESTING
WHAT MAKES IT HANDLE DRIVETRAIN: RHS race block 427-inch LS7 built by Speedway Racing Engines. Modified TREMEC TKO 600 five-speed with Quarter Master triple-disc clutch. Ford 9-inch with limited-slip differential and 3.70 gears.
handling and on-track control. The trunk floor must be altered and welding is required. So if you’re not the fabricating type, it may be best to find a qualified installer. In the same vein, the company recommends that the G-Comp kits be used in conjunction with a rollbar or ’cage to ensure the chassis can withstand the greatly increased suspension grip. The rear suspension design incorporates a Watt’s link to control the lateral movement of the 9-inch Ford floater rearend housing. In addition to the reduction in lateral movement, the Watt’s link also keeps the load distributed evenly side-to-side, which provides consistency no matter which way the car is pointed on the course. There are four positions for the Watt’s link mounts to provide adjustability of the roll center to maximize performance. A solid torsion-style sway bar is used in the rear to control body roll, and there’s a large range of ride height
adjustment, allowing the driver to dial in the car to the requirements of the track. In fact, the G-Comp Unser Edition suspension kits work so well that Speedway Motors recommends a low oil pressure light at the very least, and potentially a dry-sump oiling system, to ensure the engine does not starve for oil. With the G-Comp systems installed and the right set of sticky tires on an ideal track, the g-forces that can be generated are quite high. One thing is clear—the Unser boys have pulled out their whole bag of tricks to assist the Speedway Motors team in the development of their namesake suspension system. The G-Comp suspension is aggressive enough on the track that Speedway Motors recommends a professional driving class for owners of vehicles that put more than 500 horsepower to the pavement. FOR MORE WEB EXCLUSIVE CONTENT VISIT
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SUSPENSION PACKAGE: Factory subframe with Speedway Motors G-Comp systems
FRONT SUSPENSION: G-Comp Unser Edition kit, 2-inch-drop forged-steel spindles with improved geometry. AFCO Racing four-way adjustable shocks, 1.25-inch hollow Speedway sway bar.
BRAKES: AFCO Racing calipers with 14-inch rotors on all four corners.
REAR SUSPENSION: G-Comp Unser Edition weld-in system, adjustable Watt’s link design with solid torsion-style 7/8-inch sway bar, AFCO Racing four-way adjustable shocks.
TIRES: Falken Azenis RT615K; 315/30/18 front and rear.
WHEELS: Weld Racing RT-S 18x10.5 front and rear.
COST: Suspension package: $7,992, not including brakes
HOW’D IT STACK UP? Slalom Average Speed
100-Yard Dash
Road Course Lap Time
Speedway Motors 1970 Camaro 48.1 mph Unser Edition
5.28 seconds
1:14.42
2010 Camaro SS
5.76 seconds
1:25.87
42.1 mph
The Speedway Motors Camaro held its own in the testing portion of the event, stacking up at the top section of the food chain when all was said and done. Unser, Jr. drove the car to 48.1 mph through the 420-foot slalom course, besting the benchmark 2010 Camaro SS by exactly 6 mph—a substantial amount. In the 100-yard dash, the Speedway machine covered the distance nearly half a second quicker than the 2010, and on the road course, Unser finished well ahead of the baseline Camaro. With the driving and tuning expertise provided by the Unser team, the Speedway Motors development staff were able to put together front and rear suspension systems that perform exactly as advertised—they pin the driver in the seat, achieve massive g-forces, and help propel this Camaro to top-of-chart track times.
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Steven Rupp
Jason Scudellari
REHABILITATION PART II PROGRAM WE CONTINUE OUR QUEST TO SAVE A 1963 CHEVY II THAT WAS NEARLY A LOST CAUSE
A lot of what we need to do to our classic Chevys, in terms of bodywork, revolves around fixing the ravages of time. Rust, dents, and other damage has to be repaired, but some metal manipulation falls squarely into the “want” category. One of these are mini-tubs. Yep, chicks (and let’s be honest, guys, too) love big rear tires but most of our classic Chevys, especially the earlier years, were never designed to run überwide rear rubber. Thanks to the aftermarket, the fix for this oversight is easy, pre-formed mini-tubs. Yep, metal inner tubs that are formed to look factory but engineered to allow the biggest tire possible under your ride. Our 1963 Chevy II project will eventually be getting a Schwartz Performance chassis, so with all of that handling potential we wanted to get wider rubber out back. Fortunately, the fine folks over at Detroit Speed (DSE) have a mini-tub kit specifically designed for the 1962-’67 Chevy II (PN 040404). The mini-tub kits allows for a 295mm wide tire for the 1962-’65 rides and a 315mm tire for 1966-’67 cars. That’s a ton more
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room than stock, and the kit comes with all the templates needed to make it as painless as possible. Our Chevy II project was in pretty rough shape with a ton of rust, rot, and other crimes against metal. We cut both quarters away so we could mediablast the inner structure and this made doing wider wheeltubs a no-brainer since they were so easy to access by the craftsmen at Superstition Restoration in Mesa, Arizona. Of course, most of you will be doing this dance with the quarters in place, so keep in mind that the process is roughly the same except our
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Rehabilitation Program, Part II
way made it easier to snap photos. Once this project is done we’re going to stitch on some fresh Golden Star Classic Auto Parts quarter-panels, which should go a long way toward making our Chevy II look like a solid car again.
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1 The first things to go were the trunk hinge supports. We cut them free from the old inner wheeltubs with an air chisel. At the end of the project they will be reattached to the new DSE inner tubs.
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2 Superstition Restoration’s Justin Smith then used a cutoff wheel to remove the majority of the outer wheeltubs. Take note of how we cut around the brace near the C-pillar. 3 With the big chunks out of the way we started drilling out all the spot welds so we could remove the edges of the old panels. You can use a regular drill bit, but specialized spot weld bits makes the job easier and cleaner. 4 Once a flange was free of spot welds it was removed from the Chevy II. 5 The DSE kit comes with paper templates that makes the job much easier. We simply cut them out, put them in place on the Chevy, and traced outlines. This also gives you a good idea of how much space we’ll be gaining with the mini-tub kit.
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TECH 6
Rehabilitation Program, Part II
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6 With our line marked, we started cutting away the metal. You can use a cutoff wheel or any type of tool you choose. We opted for our Miller plasma cutter. 7 With that section removed we could see that our new tubs will intrude into the framerail area. With the DSE kit, the framerail is “thinned� out a bit to allow for wider tires. 8 More DSE templates, this time for the framerail patch panels, were traced onto some new sheetmetal.
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9 Once traced, we cut out the pieces using our Miller Spectrum 375 Xtreme plasma cutter. 10 We then used our newly made patch panel to mark where we would need to cut the stock framerail. 11 Once marked, we cut away the side of the stock framerail.
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13 Rehabilitation Program, Part II
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12 The new panel was then MIG welded in place flush with the edge of where our DSE wheeltub will end up. This way we will have maximized the amount of room for larger tires. 13 With that done, we could test-fit our new Detroit Speed minitub. As you can see, the initial fitment was excellent. The tubs are stamped from 18-gauge steel here in the USA and are 2.5 inches wider than stock. 14 We also could test-fit our outer wheelhouse from Golden Star Classic Auto Parts. Now, this portion of the job was easier since the rotted quarters had been removed but the overall order of operations would be the same if the quarters were still there. 15 Using a pneumatic punch we prepped the DSE mini-tubs and Golden Star Classic Auto Parts outer tubs by adding welding holes along the flanges. You can use a drill for this, it will just take a bit longer to get done. 16 Before we fired up the Miller 215 MIG welder we hit all the exposed metal (where it would be covered by the new panels) with some weld-through primer. This will help protect the metal and the next guy to restore this Chevy will thank us. 17 The DSE inner mini-tub was then put in place and Superstition Restoration’s Mike Rossi started MIG welding it to the Chevy II. A good selection of locking pliers were used to hold everything in place.
TECH 18
Rehabilitation Program, Part II
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18 In addition to welding the DSE inner tub to the framerail and trunk floor we also spot-welded it to the rocker panel. 19 The Golden Star Classic Auto Parts outer wheeltub was then put in place with the forward flange sandwiched between the Chevy’s flange and the DSE mini-tub. 20 We then started tacking it all together with the Miller MIG. 21 The key to having a nice, finished job is keeping the various flanges up against each other as tightly as possible. To do this we used locking pliers, which we moved as we went, and a small body hammer. 22 This process was repeated along the entire flange of the wheeltubs.
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Driving Your Classic Should Be A Pleasure.
TECH 23
Chuck Vranas Photo
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SureFit Systems are complete with eva p o r a t o r k i t , n ew fa c t o r y - l o o k c o n t r o l s , o r o u r ex c l u s i ve “ C a b l e Conver ters” to adapt your original controls, compressor, all mounting brackets, c o n d e n s e r k i t , s a fe t y switch, all n e c e s s a r y r e f r i g e ra n t lines and a detailed instr uction m a n u a l . SureFit systems can be ordered to fit engine swaps in many applications and can be upgraded with Vintage Air ProLine a p p e a ra n c e accessories as well. Vintage Air Systems Are Built To ISO 9001:2008 Quality Standards
Every Vintage Air SureFit kit has been thoroughly engineered using as many as six examples of the applicable vehicle model to assure accurate fit in each specific classic car or truck - with absolutely minimal modifications to your vehicle. Our instruction manual will walk you through each installation step, and if you should need additional help, we have a full time technical staff ready to help. Call our product information line today to discuss your current project.
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Rehabilitation, Part II
OF THE CAMARO AND THE FAMOUS FIRESTONE WIDE OVAL
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25 Lastly, we reattached the trunk support brace to the Detroit Speed mini-tub. 26 Some trimming of the back seat support bracing was needed (using templates supplied in the DSE kit) and, to make sure everything was secure, the edges were tacked to the new DSE mini-tubs. 27 Just to make everything extra nice, we went over all of the seams with 3M brushable seam sealer. With the mini-tubs done we could now work on getting new quarter-panels on our rescued 1963 Chevy II. But that’s a story for another day.
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CABIN COOLING INSTALLING A VINTAGE AIR SUREFIT SYSTEM IN A 1964 CHEVELLE
Automotive standards have pushed our industry in ways that car guys never thought possible. Air conditioning is one of the items that offered comfort inside the car if you were willing to pay for it, but it didn’t become a common option until the 1970s. Now, if you buy a midsize sedan it’s going to come standard with air conditioning, and dozens of other creature comforts. But if you rewind the clock to 1964, only about 12 percent of 1964 Chevelles came with factory air conditioning. That means that 88 percent of buyers relied on the car’s excellent ventilation for cooling, and that’s what we’ve been doing for the past couple of years with our 1964 Chevelle four-door project car. It’s an awesome survivor that we’re upgrading for daily driving, and one of our requirements for a comfortable drive is climate control. Even though the early Chevelles do have some quirks, we were pleased to see that Vintage Air made a SureFit kit for our application. The Gen IV SureFit kit for our 1964 Chevelle uses the original sliding heater controls and completely replaces the original heater box assembly for a clean, fresh install. The kit comes with a compressor, the appropriate mounting brackets for our small-block Chevy engine, a condenser, and pre-bent hard lines. The pre-made hoses and lines
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offer simple installation, and the wiring couldn’t have been simpler. Wally Smith was in charge of the installation, but this is a job that most gearheads can tackle with some help from a buddy over the course of a weekend. In addition to the Vintage Air system, we upgraded our cooling system with a larger radiator from U.S. Radiator and a clutch fan from Vintage Air to replace the original fixed-blade fan. It was also suggested that we upgrade to a more powerful alternator, so we opted for a stock-look 12si-style alternator from Powermaster. After a couple days of work in the garage, Wally had the system installed and ready to run. The Vintage Air kit was all-inclusive; the only thing we had
TECH
Cabin Cooling
to buy from the parts store was a new heater hose fitting for the water pump due to changing from 3/4- to 5/8-inch hose. After it was all buttoned up, we checked for leaks in the cooling system and made sure our wiring connections were correct. The only thing we couldn’t handle in our shop was charging the system with refrigerant so we had a local shop help us get it charged. Now it’s time to hit the road with a comfortable cabin and a happy driver (and passengers).
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1 Before getting started on the installation, it’s a good idea to remove the battery tray and passenger-side inner fender. This is a bit tricky, but with a little bit of flexing, it can be removed with basic handtools. At this time, we also drained the coolant. 2 Disassembling the original heating system is quick and easy. Wally Smith starts by removing the nuts that fasten the original heater box to the firewall. With the box out of the way, he can loosen the nuts that hold the heater core in place. He will install new heater hoses so he simply cut the old hoses at the end of the lines.
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3 Inside, Wally removes the glovebox to provide easier access to the underdash equipment. In order to remove the inner portion of the heater box, he first disconnects the cables that control the heater mode, temperature, and fan speed. 4 After all the cables and wires are removed, the entire box assembly can be wrestled out from beneath the dash. 5 One of the more challenging aspects of the installation was removing the original defroster ductwork. Wally used a cutoff wheel and an air chisel to remove the factory spot welds for a clean removal. 6 The ductwork is removed completely to make room for the new system. Reaching the spot welds was tough, but we carefully chiseled it away from the firewall. 7 Vintage Air provides a blockoff plate for the original heater box hole in the firewall. The new system rides beneath the dash so the external box is not necessary. Wally applies some caulk before installing the block-off plate.
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TECH 8
Cabin Cooling
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8 Our car required the Vintage Air Gen IV SureFit system for 1964-’65 Chevelles without factory air (PN 961065). This system features a y-by-wire, fully electronic servo motor to eliminate the original cableoperated systems.
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9 Before the evaporator unit goes under the dash Wally prepares it by installing the supplied heater ďŹ ttings and lines. The hard lines feature a barbed end, offering a tight seal. 10 Wally also prepares the evaporator unit by installing the front mounting bracket. There is also a rear mounting bracket that features supplied studs that poke through the original holes in the ďŹ rewall. Wally can now install the heater hoses and A/C lines, wrapping the A/C line connections with the supplied press tape.
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12 Wally lifts the evaporator unit into place, while the nuts are handtightened at the ďŹ rewall. The plan is to leave the fasteners loose until we see that the other bracket is in place and the unit is level.
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13 The front bracket for the evaporator unit is attached with two sheetmetal screws. Wally drills a small pilot hole and then tightens the screws. With the unit secure, he can now take any slack out of the hoses and lines that run through the fresh air cap in the cowl.
15 The original kick panels are modiďŹ ed to Vintage Air’s speciďŹ cations. Wally marked the panel with tape and used an electric grinder with a thin cutoff disc to make the necessary cuts.
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11 The ďŹ nal step before Wally installs the evaporator unit is to loosely route the A/C lines and heater hoses through the supplied fresh air cap. At this point, the evaporator unit is resting on the passenger-side oor of the car.
14 Next is the drain hose. Vintage Air suggests drilling a 5/8-inch hole in the ďŹ rewall approximately 1 inch below the drain on the evaporator. If you do not have a 5/8-inch drill bit, you can drill a pilot hole and open it up with a burr grinder, as shown.
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TECH 16
Cabin Cooling
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16 The cuts in the kick panel offer clearance for the heater hoses and air-conditioning lines. Wally slides the panel in place and attaches it with the original screws. 17 Moving to the engine bay, Wally installs the brackets to mount the airconditioning compressor. The Vintage Air kit comes with various spacers, which work with exhaust manifolds or headers. We used the shorter spacers, designed for original manifolds. 18 Next is the flat bracket that extends from the upper water pump hole to the support bracket. Keep in mind that Vintage Air sends these components in bare metal to be painted the color of your choice. We chose semi-gloss black to contrast with the Chevrolet Orange engine. 19 The adjuster bracket bolts to the compressor and then the compressor can be lowered onto the two mounting brackets. The system offers a wide range of motion for easy belt fitment, and the compressor can also be indexed to position the lines in a tidy manner. 20 The drier mounts to the inner fender and connects to the #6 air-conditioning hose that comes from the evaporator unit inside the car. Another #6 line goes from the drier, down to the framerail, and eventually to the lower fitting on the condenser. The lines are pre-bent to fit this application. After that, Wally could install the #8 discharge hose and the #10 suction hose to the compressor. Remember to install the supplied O-ring with a little bit of oil to offer a tight seal. 21 The Vintage Air kit comes with all of the wiring necessary to install the system. It includes this 30amp circuit breaker, which needs to be mounted near the battery. We chose to mount it to the inner fender, tucked behind the heater hoses. 22 The new kit is composed of two 5/8-inch heater hoses, compared to the original 5/8- and 3/4-inch hoses. We installed a new heater hose fitting in the water pump and then cut the hoses to fit. The Vintage Air kit uses a heater control valve that runs inline with the hose that runs from the intake manifold to the heater core. 23 Vintage Air offers a condenser and drier kit that applies to all 1964-’67 Chevelles. The upper condenser bracket bolts to the 7th and 8th and 12th and 13th holes from the left on the front side of the condenser.
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GM AFX BODY • C5 Corvette-style TALL SPINDLE Tall Spindles • 13” Front Drilled/Slotted Rotors • Large Dual-Piston Loaded Black or Red Calipers • OE C5-style Hubs & Sealed Bearings • Brake Lines & Hardware • Works with stock or 2ND GEN CPP Totally Tubular™ CAMARO SPINDLE control arms AVAILABLE!
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REQUIRES MIN. 17" DIA. DISC BRAKE TYPE WHEELS
1964-72 CHEVELLE 1967-69 CAMARO 1968-79 NOVA 1970-81 CAMARO COMPLETE C5-STYLE $ WHEEL BRAKE KIT starting at C5 STYLE TALL $ starting at SPINDLES ONLY
649/kit 269/pr
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SPO:1 RATIRT O!
POWER STEERING GEAR BOXES
• Direct Bolt-in, 1 LE Late-Model Technology Power Steering Box • Available for automatic Perfect ST POPULAR • Keeps column shift & APPLICATIONS Alignment with the all floor shift applications OE or Aftermarket • All columns accept any 1967-94 GM Steering Column steering wheel or aftermarket adapter • All Power Boxes • Stainless steel adjusting tilt columns Use Inverted Flare available in 28”, 30”, 32” and 33” lengths Hoses and 3/4"-30 MOST POPULAR and plain, chrome, or black finishes Spline Couplers APPLICATIONS $ UNIVERSAL COLUMNS starting at 289/ea 500 SERIES™ POWER $ $ $ CAR starting at 299/ea TRUCK starting at 365/ea STEERING GEAR BOX starting at 379/ea
HYDRAULIC ASSIST SYSTEMS AN • High-quality, tight-toPUTS OUT G the-firewall mounting AMAZIN I! • Designed to upgrade 18 0 0 PS manual or vacuumassisted brakes STREET • Powerful and compact BEAST™ new modern hydraulic assist unit • Pedal rod hardware, firewall seal, and UNIT! INCLUDES BRAKE ASSIST HOSE KITS! mounting hardware 100% NEW CT FA URED NOT REMANU included ™ • Plenty of master FOR CHEVY TRUCKS, FULLSIZE, STREET BEAST starting at $829/kit NOVA, CAMARO, CHEVELLE, SYSTEM cylinder options, HYDRAULIC ASSIST $ including Wilwood EL CAMINO, G-BODY & MORE! BARE UNIT starting at 469/ea
378 E. Orangethorpe Ave. Placentia, CA 92870
24 The upper brackets sandwich between the radiator support and hood latch plate. We suggest removing the two bolts and using a small pry bar to offer enough room to slide the brackets into place. The lower bracket mounts to the backside of the condenser in the 7th and 11th holes from the right and attaches to the radiator support using two existing holes in the front side of the radiator support. 25 Although Wally already ran and installed the air-conditioning lines for the rest of the kit, he can now finish the line installation with the #8 discharge line, which is the upper fitting. Then, Wally will tighten the lower #6 line that runs to the drier. 26 Since our 1964 Chevelle isn’t a factory A/C car, we are utilizing Vintage Air’s cable converter assembly to use the original sliders to control the heat, defrost, and air conditioning. After the cables are cut to the appropriate length, Wally attaches the supplied wiring for each switch and then plugs the harness into the Vintage Air ECM.
DUAL-ADJUSTABLE
27 The original heater control housing is installed using the four original screws. The revitalized control panel will control all functions of the Vintage Air Gen IV SureFit kit after a brief calibration procedure. 28 Wiring the Vintage Air system is simple. The violet wire is run to a 12-volt ignition source while the main power and ground wires run directly to the battery terminals. With the additional load on the original wiring harness, we decided to upgrade our charging system with a Powermaster one-wire alternator. Powermaster makes many types of GMstyle alternators, and our choice was the 12si-style unit offering 150 amps and a simple one-wire hookup. 29 Another upgrade for our Chevelle is a clutch fan to replace the original fixedblade mechanical fan. Vintage Air offers these fans, which are available in sixblade configurations in 17- and 18-inch diameters. 30 We saved the ductwork and final interior work for last. The supplied ductwork is cut into four pieces and routed from the evaporator unit to the four vents.
SPANNER WRENCH & THRUST BEARING KIT
PACKAGE INCLUDES:
• 500 Series™ 14:1 Sport Ratio Power Steering Box • Complete 13” Front CPP Big Brake Kit
USA
449/kit 569/kit
FRONT KIT - starting at
$
REAR KIT - starting at
$
8
• Complete 12” Rear • Pro-Touring Front CPP Big Brake Kit & Rear Sway Bar Kits • Chrome Master Cylinder • Dual-Adjustable Front & Adjustable Proportioning Coil-Over Conversion Kit Valve Combo • Complete Rear • Totally Tubular™ Suspension System Upper & Lower FOR CHEVY TRUCKS, FULLSIZE, Control Arm Set NOVA*, CAMARO, CHEVELLE, EL CAMINO & G-BODY
*PTK4 w/400 Series™ BOX INCLUDED - starting at $3898/kit
CLASSICPERFORM.COM
Prices subject to change without notice. Please note that kits and prices may vary between certain applications.
1!
PERFORMANCE
UPGRADES IN
PTK4 w/500 Series™ BOX INCLUDED - starting at $3978/kit
POWER STEERING BOX INCLUDED!
SOURCES: Powermaster 630.957.4019 powermastermotorsports.com Vintage Air 800.862.6658 vintageair.com
• 1/4" Thick Steel Crossmember Replaces Factory Strut Mounts with Adjustable Forward Control Arm Mounts • Adds Stability, Align-Ability, & Improved Steering Response • Kits Available with Upper and Low r Tubular Control Arms & Ball Joints • Accommodates Factory or Aftermarket 1" Sway Bars 1962-67 NOVA and Factory Coil Springs KIT SHOWN FOR 1962-67 or Coil-over Conversions CHEVY NOVA COMPLETE MINI SUB-FRAME KIT $ WITH UPPER/LOWER ARMS (SHOWN) starting at 699/kit • Available in Black or MINI SUB-FRAME KIT WITH UPPER ARM Silver Powdercoated Finish LOWER ARMS ONLY starting at $399/kit KIT ONLY starting at $309/kit
PRO-TOURING KITS PTK4 +
32 Finally, we can button up the interior by installing the supplied plastic glovebox, which is considerably shallower than the original. Then, we can install the glovebox door, clean up the tools, and set up an appointment with a local shop to charge the system with R134a refrigerant.
CPP MINI SUB-FRAME KITS
COIL-OVER KITS
REAR SYSTEMS FRONT SYSTEMS • Dual-Adjustable • Direct Bolt-in Aluminum Body • Dual-Adjustable Shocks Aluminum Body • Adjustable Ride Shocks Specific Height To Chevelle • Works with CPP • Adjustable Ride Totally Tubular™ or Height From Stock Control Arms 1” - 7” Lower REAR KIT FOR FRONT APPLICATIONS: 1964-72 CHEVELLE 1964-72 CHEVELLE 1955-64 FULLSIZE 1967-81 CAMARO 1962-79 NOVA 1978-87 G-BODY
31 Since our 1964 Chevelle didn’t have air conditioning from the factory, the Vintage Air kit included an underdash panel with vents. A total of four vents will keep us cool on those hot summer days.
1967 CAMARO KIT SHOWN
Steven Rupp
the Author
RAT RACE
A LONG-TIME PROJECT NEARS COMPLETION AS WE RACE THROUGH A FINAL TO-DO LIST
Projects. Some happen fast while others move along at the pace of a glacier. There are lots of reasons for a project taking many years to hit the road, but it’s typically a lack of two things: time or money (or both). With our Track Rat 1968 Camaro, it was more of a time issue. Yeah, it seems like our job here is to just work on cars, but to be honest, there’s a lot more going on and it’s easy to get busy doing other projects and let our personal rides languish. Such was the case with Track Rat. We bought the rolling shell years ago, over 10 if you’re counting, back when Camaro Performers magazine was still around. It was a first-gen that seemed to be in decent shape, but it ended up needing quarters and a few more bits. Once we had the bodywork pretty well sorted out, we came up with the bright idea of being different and giving the rear of the Camaro a widebody treatment. Well, that was harder than it looked and more than likely added years to the project. Sometimes the Camaro would sit for months while we were preoccupied with other tasks. But it always moved forward, even if slowly.
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The project got a shot of adrenaline last summer when Spec Clutches came to us looking for a SEMA display car. Something blue and Pro Touring was on their wish list, so we volunteered. We had months, so it seemed easy enough, but things came up and eventually we were a month away from SEMA with a painted shell of a car and 80 percent of a driveline! Well, we had a promise to keep so we kicked the project into overtime (quite literally) and started knocking out the dozens of large and small projects left to do, all while doing our day job.
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TECH
Rat Race
Did we make it? Yeah, sorta. Track Rat made it to SEMA on time, but it was more like a movie prop than a car, but it was there, looked great, and was closer to being a real-deal car than
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ever before. Since SEMA we’ve been chipping away at the last few things and our goal is to have it on track soon. It’s been a long road up to this point and it’s nice to see the light at the end
of the tunnel, and know it’s not an oncoming train. So follow along as we race to get Track Rat ready for the big dance and whole lot of steps closer to hitting the road.
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1 With three weeks until SEMA this is where we were. No interior, no drivetrain, no wiring, no inner wheelhouses, and no grille.
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2 First up was installing the Chassisworks Gemini down bars and Anvil Auto carbon-fiber inner wheeltubs. These had been trial-installed before, so there was almost no drama. 3 We did have to trim the carbon-fiber inner wheeltubs to clear where the Chassisworks down bar mated to the subframe. We also finished securing the AutoRad radiator core support using Chassisworks solid subframe mounts. 4 The steering column had been installed long ago, so we only had to worry about the steering shaft clearing the headers. It had been mocked up with a plastic LS engine, but never with the real deal.
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5 We wanted wipers, but didn’t want to cut a hole in our smoothed firewall. So, the best option was to use a wiper kit from RainGear Wiper Systems. The entire mechanism, including the multi-speed wiper motor, fit easily, and out of view, in the cowl area. 6 With the Anvil carbon-fiber cowl panel in place, the entire wiper system is neatly hidden away. We’ve used these systems before and they work great.
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Technology In Motion Make The Most Of The Motion By Replacing Your OEM Frame With A Morrison GT Sport Chassis or Clips AME’s GT Sport chassis have had a huge impact on the burgeoning “Resto Mod” genre —making it easy to combine classic body styles with contemporary chassis technology. Simply stated, the GT Sport chassis lets you literally bolt in superior handling, an improved
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TECH 7
Rat Race
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7 Track Rat needed wiring and since nothing in the car was stock we opted for a Highway 22 kit from American Autowire. The best part is that the main fuse block can be mounted just about anywhere. In our case, we decided to mount it behind the glovebox door where it would be out of the way, yet easy to access. Next to it is the fuse block for the Chevrolet Performance LS engine harness we picked up from Scoggin-Dickey Parts Center (SDPC). 8 Wiring is a tedious and timeconsuming process. The job was made easier because the wires for the American Autowire set were clearly marked, as were the wires for the Chevrolet Performance engine harness. 9 We mounted the Optima YellowTop battery in the trunk using a billet mount from Eddie Motorsports. Besides cleaning up the engine bay, moving the battery to the trunk also improved the car’s weight distribution. The cutto-fit battery cables, from American Autowire, were run through the interior to bulkheads near the passenger side of the firewall. 10 Our 1968 Camaro was never a complete car so there were a lot of missing parts. For most of these items, like the headlight buckets, we hit up Classic Industries. 11 The original hood latch was finished off with black-anodized washers from Eddie Motorsports and a very cool stainless hood latch pin trim ring from Detroit Speed. 12 Moving to the back of the car we installed a pair of RS billet taillight bezels and a United Pacific LED lighting kit from Eddie Motorsports. 13 More parts from Eddie Motorsports were installed in the doorjambs, including their jamb vents and stainless strikers. 14 A new grille kit from Classic Industries was installed and really made the front of the Camaro look complete. With the lights in place we could finish running the wiring. Yes, that’s an RS lower valance. The plan is to eventually use the turn signal openings as inlets for brake cooling ducts. 15 For rolling stock we went with Forgeline GZ3 wheels in 18x11 rear and 18x10.5 front wrapped in Falken RT615K 315/30/18 tires on all four corners. The quarter-panel stretch and minitubs out back gave us plenty of tire clearance while the Chassisworks front subframe afforded us more room for the bigger front tires.
TECH 16
Rat Race
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16 To personalize the wheels we had Evod Industries make us these sweet center caps based on the artwork by Ben Hermance of Hermance Design. We think they came out bitchin. 17 Yeah, it’s a ’68, but we much prefer the Bowtie mirrors from the 1967 model year, so a pair from Classic Industries was added. At this point it was really starting to look like a car for the first time since we bought it as a rolling shell over 10 years ago.
18 The Camaro was shot with Axalta paint years ago, so our paint guru, Best of Show’s Jon Lindstrom, went over the entire car and did some color sanding and buffing where needed and then polished the rest to perfection using a host of Meguiar’s products.
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19 One week before SEMA and the Camaro was finally getting its drivetrain. To help out in the home stretch, Mike Selvaggio, Efrain Diaz, and the owner of Best of Show Coachworks (BOS) Matt Alcala, came over to the TEN tech center to help get the 440-inch RHS LS engine and other bits installed. It was a very long week and I couldn’t have done it without them. 20 Just as we planned, the Holley LS swap pan (PN 301-2) easily cleared the Chassisworks subframe system. Since our LS is rockin’ a 4.125-inch stroke, we opted for the deeper Holley pan and it easily cleared our subframe. 21 With the engine in place, we could finish installing the super-compact Front Runner system from Vintage Air, bolt on the 102mm billet throttle body from SDPC and start plugging in wires from the Chevrolet Performance engine harness. 22 The best part of the AutoRad core support is that it runs straight across instead of curving inward toward the engine like the stocker. This meant that even with the massive radiator there was a ton of extra room between the engine and the dual fans. With the radiator installed we also installed the Eddie Motorsports fender braces, which did require a couple of extra holes, with Nutscerts, in the core support. 23 Many hours later this was the result and we breathed a sigh of relief when the Hooker 1 7/8-inch stainless headers fit beautifully. The Airaid air intake kit was super easy to assemble and we love using it on these projects since it comes with more than enough parts to build an air intake for just about any project. Matt Alcala, from BOS, TIG welded up some custom stainless radiator hoses and we worked on plumbing the FAST fuel rails down to the rest of the fuel system.
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24 “The rest of the fuel system” included a Tanks Inc., fuel cell with an internal 255-lph pump. To save time, we used Earl’s push lock lines for the fuel feed and return lines. Along the fuel rail we installed a Holley billet fuel filter and EFI regulator. 25 Backing up the 440-inch LS engine is a TREMEC Magnum six-speed manual from American Powertrain. The American Powertrain transmission kit included all the needed hydraulics along with this sweet White Lightning billet shifter.
THE ONLY BRAKES MADE THIS WAY Kevlar® based low abrasion, low dust, high performance compound in a choice of different blends for every driving style and vehicle
Edge chamfers for reduced chatter and improved pad contact
26 Our Camaro was set to debut at the 2016 SEMA Show in Spec Clutches booth, so they sent us over one of their beautiful mini-twin clutches (PN SC66PT SC09SM10). 27 Part of the American Powertrain kit was this Hydramax throwout bearing assembly, which is a much better option compared to the plastic line factory part. 28 All hands were on deck for doing the math needed to get the spacing right on the American Powertrain hydraulic clutch assembly. A leg from an LS engine stand served well as a straightedge across the Quicktime SFI-rated bellhousing. 29 With everything done, we lifted the TREMEC Magnum under the Camaro and worked it into place. 30 With the transmission installed, we were able to take some measurements and order up a 3.5-inch aluminum driveshaft from Inland Empire Driveline. At this point, we had the car mostly together, but there were only three days until SEMA move-in. 31 Did we mention that the Camaro didn’t have an interior? Well, lucky for us TMI had us hooked up with a complete bolt-in interior kit that would make our project look like it had spent weeks at a custom shop. For the front seats they stitched up their new sport seats in black and grey with red accents.
Unique "Brake-In™" coating conditions rotors fast at pad install and seats new pads quicker
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Combine your choice of these quality UK made EBC pads with our sport rotors which arrive with “thermic black” corrosion resistant coated finish for great looking brakes that COST less and STOP faster.
Buy ONLINE or from your favorite performance store or order at Autozone.
www.ebcbrakes.com
TECH
Rat Race
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SOURCES:
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32 Sunday was move-in day for the show so Saturday—late into the evening—was spent installing the TMI interior along with the AutoMeter Stack gauges and Racepak G2X data system. Other dress up items included a carpet kit from Classic Industries; a Safecraft fire extinguisher; and a completely badass billet shifter lever, knob, and boot trim ring from Finch Performance (sourced through American Powertrain). 33 We were still wiping off the first coat of wax when the trailer showed up to take our project to the SEMA show. To be honest, it was nowhere near ready to hit the road, but our decade-long project was finally a car again and we were pretty damn happy with how it came out. Since the show we’ve been slowly getting her ready to hit the track for what we’re sure will be a great payoff for all the effort put forth.
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SERVICE PERFORMED IN THE
TECH CENTER OFFICIAL AUTO LIFT
www.directlift.com
Airaid 800.498.6951 airaid.com American Autowire 800.933.9473 americanautowire.com American Powertrain 931.646.4836 americanpowertrain.com Anvil Auto 562.923.3310 anvilauto.com AutoMeter/ STACK 866.248.6356 autometer.com AutoRad 770.983.1345 autoradradiators.com Best of Show Coach Works 760.480.0227 bestofshowcoachworks.com Chassisworks 800.722.2269 cachassisworks.com Chevrolet Performance chevrolet.com/ performance Classic Industries 800.854.1280 classicindustries.com Comp/RHS 800.999.0853 compcams.com Detroit Speed Inc 704.662.3272 detroitspeed.com Eddie Motorsports 888.813.1293 eddiemotorsports.com EVOD Industries 760.737.0046 evodwheels.com Falken Tires 800.723.2553 falkentire.com
Finch Hot Rod Transformations finchperformance.com Forgeline Motorsports 800.886.0093 forgeline.com Hermance Design 508.612.0120 hermancedesign.com Holley/Hooker/ Quicktime 270.781.9741 holley.com Meguiar’s 800.347.5700 meguiars.com Optima Batteries 888.867.8462 optimabatteries.com Racepak Data Systems 949.709.5555 racepak.com RainGear Wiper Systems 800.686.1955 raingearwipers.com Safecraft 925.405.0310 safecraft.com Scoggin-Dickey Parts Center 877.604.6057 sdparts.com Spec Clutches 800.828.4379 specclutch.com Tanks Inc 877.596.3842 tanksinc.com TMI Products 951.272.1996 tmiproducts.com United Pacific 866.327.5288 uapac.com Vintage Air 800.862.6658 vintageair.com
INTRODUCING THE CLUB FOR ALL THINGS HOT ROD!
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THE 200
H
Steven Rupp
Grant Cox
umans are obsessed with round numbers, but even more so with certain numbers. They also give a lot more weight to what we like to call milestone numbers. Why is a car that makes 1,000 hp cooler than one that makes 995? Or a car that runs 10.99 in the quarter given more respect than one that runs 11.01? Because humans love big, sexy round numbers. Another milestone number is 200 ... as in 200 mph. It used to be that this magic number was attainable by only a small handful of rides, but as modern cars have gotten more powerful
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and aerodynamically sleeker the club has become a bit less exclusive, but it’s still a pretty small group of cars that can pull this off. Why? Because aerodynamic drag makes it exponentially more difficult to go faster as speed increases. There are only two ways to overcome this aerodynamic drag: more power and/or less drag. The C6 Corvette ZR1, with its blown LS9 engine, broke the 200-mph barrier, but the new LT4-powered C7 Z06 didn’t due to the fact that its increased downforce (for better handling grip) increased drag. New Camaros, including
CLUB
the sleeker Gen-6 version, have less power and greater drag compared to a C7 Vette so they have never hit 200 mph from the factory. The guys over at Hennessey Performance (HPE) like round numbers, too, and figured out how to coax a new Gen-6 Camaro over the 200-mph threshold. Of course, talk is cheap, so Hennessey decided to buy a newer Camaro and use it as a proof-of-concept deal. The red 1SS was brought back to the shop and prepped for some additional horsepower. The LT1 was topped with a 2300 TVS supercharger set at 7 psi of boost. It’s all about
H EN N ES SE Y BU IL D S TH E FI RS T G EN -6 CA M AR O TO CR ACK TH E 20 0- M PH BA RR IE R
moving more air, so the team also added 1.75-inch stainless long-tube headers and a higher flowing stainless mid-pipe along with high-flow cats. On the engine side the heads received CNC port work, a competition valve job, and a lot of TLC, which included lightweight valves and titanium retainers. Stronger pushrods, a custom-grind HPE hydraulic roller cam, and just the right tune bumped the power up to 605 hp at 6,500 rpm, but that still wasn’t quite enough. To add another 146 hp Hennessey slapped on a nitrous kit, resulting in a combined power output
SUPERCHEVY.COM
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THE 200 CLUB
of 751 hp, or 649 hp to the tires. On the non-power side of the ledger HPE dropped the stance of the 2016 with parts from Chevrolet Performance designed to work in conjunction with the factory magnetic-ride system. Also added to the mix were a set of four lightweight 20-inch Hennessey H10 wheels shod with Continental
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ContiSportContact 5P tires (255/40/20 front and 295/35/20 rear). All was well and fine, but Hennessey knows that real-world testing is the best way to make a point so the Camaro was hauled over to Continental’s 8.5-mile high-speed oval tire proving ground where driver Brian Smith hit a verified top speed of 202.1 mph! With the
THE 200 CLUB
concept proven, Hennessey decided to sell just 100 of these rides along with another 100 that can make the same power on engine mods alone. So, what happened to the red development car? Well, just like most R&D cars it was eventually sold to make room for the “next big thing.” In this case the buyer was Texas resident and Camaro fan David Darling. As he told us “My first car was a ’68 Camaro and I really missed that car. I’m married and now that the kids are grown up
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I started looking for a Camaro and I really wanted Hennessey Performance to build me a ZL1. This car was available immediately so I bought it.” After driving the Camaro he was so impressed that he still ordered up a worked-over Camaro ZL1 that should be delivered shortly. After all, once you’ve joined the 200 mph club, it’s hard to downgrade. FOR MORE WEB EXCLUSIVE CONTENT VISIT
SUPERCHEVY.COM
Steven Rupp
the Author
EXPANSION PLAN THE LS1 IS A GREAT ENGINE THAT CAN BE MADE EVEN BE BETTER WITH JUST A TOUCH MORE DISPLACEMENT! Turning g a Gen I 350 small-block into a 383-inch mill has been a staple p off the hot rodding g world for decades, so itt shouldn’t s ou d t come co e as a shock s oc that t at it’s tsa g great way to coax more power out off older Gen III LS1 (346-inch) ( ) mills. All it takes is a slight g hone of the cylinder walls a sa and d a 4.000-inch 000 c st stroke o e ccrank to g get that LS1 displacing g glorious inches, more than 3383 g its ts 376-inch 3 6 c LS3 S3 cousin. cous Of ccourse, everyone y focuses on power, but the real benefit p tto a stroker is torque. q Yep, ttorque q is where it’s really at for a street car since veryy
Everyone loves to get the latest and greatest. It’s human nature and it afflicts gearheads just like everyone else. Yeah, a top-of-the-line LS7, LS3, or even the new-gen LT mill under your hood is something worth aspiring to, but there are a ton of other LS options out there just begging for some attention. One of these is the LS1. Yep, the engine that changed everything just over 20 years ago is still a great mill with a ton of potential. The good news is that since people are focused on the new and shiny they too ignore these earlier LS variants, and that means they are out there for a reasonable price.
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litt lle time is spent ttle iin the top off the rpm rrange. With h that h in mind, d d d to workk this h project we d decided with a goal off having killer mid-range ttorque, and d since this h engine was desd tined for a 1955 Chevy we didn’t have to worry about hood clearance and could utilize a torque-producing truck-style LS intake manifold. If you have the room under your hood, and aren’t as concerned with peak hp numbers, then it’s certainly an option that should be looked at. So follow along as we teach an old dog a new trick or two.
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Expansion Plan
Our starting point was this old LS1 pulled from a C5 Corvette. LS engines are plentiful in salvage yards and are great starting points for buildups. All we really wanted of this engine was the block, the rest of the parts found a new home in an iron 5.3L LS build.
The best part of this engine is the aluminum 5.7L block, which makes this engine pretty close to 350 cubic inches. And, just like the Gen I 350 smallblock, it’s just a hone and stroker crank away from a bump up to 383 cubes. The block was sent over to Rancho Machine who took the bores from 3.898 to 3.905 inches. More displacement means more torque, and the extra cubes will make a bigger cam even easier to live with.
The main gain in displacement came from the Scat 4.000-inch stroker crank. The forged 4340 crank offers a lot of bang for buck and came shot-peened, heat-treated, precision ground, and ion nitride treated for added strength. Scat also goes further by lightening the throws and gun-drilling the mains, as well as adding lightening holes in all of the rod journals. This crank came as part of a fully balanced rotating kit from Summit Racing (PN SCA-1-44000BI) that included the crank, rods, pistons, rings, and bearings needed for our 383 LS build.
We opted for a 24x reluctor wheel, but the kit is available with the newer 58x reluctor as well in case you’re running a newer ECU. You can also see some of the nice finish work on the crank, such as the chamfered oil holes. For main bearings we used the supplied Clevite pieces (PN MS-2199H).
With all of the piston/rod assemblies installed we could torque down the ARP 8740 12-point chromoly cap screws. For connecting rods the kit came with Scat 4340 6.125-inch I-beam rods. The rods arrived polished and shot-peened to eliminate stress risers and featured hollow dowels and large 7/16-inch cap screws. As an added bonus they came profiled and clearanced for our stroker application. The one-rib cap design adds even more strength due to additional bearing support.
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Once the pistons were all mated to the Scat rods (and the rings fitted and installed) we could begin sliding them into our freshly honed bores using an adjustable ring compressor.
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Expansion Plan
OK, the cam makes the engine, so this is one area where we wanted to “choose wisely” as they say. What we came up with was a Comp XFI XE-R cam (PN 54-448-11 and grind XER287HR). We’re running a cathedral port head so there’s no need for the large split as seen in cams for engines like the LS3. This cam also bumps the lift up quite a bit to 0.605/0.609-inch but keeps a fairly street friendly LSA of 112. The aggressive lobe design means it will like running in the upper rpm ranges. Once we installed the cam plate along with a new timing set from Comp (PN 3158KT) our short-block was done.
When rebuilding an engine it’s always a good idea to toss on a new oil pump, especially when it’s as inexpensive ($67) as the GM one we bought from Summit Racing (PN 12678151). We misplaced a box of fasteners, but fortunately we had some ARP bolts from another project laying around. Note to self: be more organized next time.
Some gaskets on an LS engine are reusable, but head gaskets don’t fall into this category. To seal the deal we used some Fel-Pro pieces that were in the master gasket kit we picked up (PN 2817). You can save some cash by using torque-to-yield factory style bolts, but we’re big fans of the reusable, and much stronger, offerings from ARP (PN 234-4316).
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And with that our 383 was a long-block.
Our early LS1 came with GM 853 heads. These are decent castings but they leave a lot of performance on the table. Besides, we used them on a past iron LS1 engine build we did. For more flow and power, we decided to top our 383 with a pair of Trick Flow GenX 215 cathedral port CNC competition ported heads from Summit (PN TFS-30610001-C01). These came fully assembled with 64cc chambers, chromoly steel retainers, and 13.5-degree valve angles to decrease shrouding.
Our new Holley retrofit oil pan calls out for an early LS1 F-body windage tray, but we’ve found that you can cut down a later windage tray and it will work just fine. The pan instructions also says it shouldn’t work on a 4.000-inch stroke, but it will, just barely.
When running a 4.000-inch or under stroker crank we just love the Holley F-body style oil pan (PN 302-2). This is one of the best pans in terms of frame and steering clearance on the market for those doing LS swaps into classic Chevys. It comes with an anti-slosh baffle, but Holley also offers a real-deal trap-door style baffle system for those doing more serious handling stuff.
Expansion Plan
There are lots of directions you can go when you get to the rocker stage. Choices range from bone stock GM rockers, to stock rockers with upgraded trunnions, or even fully aftermarket roller tip rockers like these Ultra Pro Magnums from Comp (PN 1675-16). These pieces are rock solid with extra-strong trunnions and the roller tip will function better with our cam’s higher lift numbers.
This 383 LS1 is destined for a 1955 Chevy so we have plenty of hood clearance to work with. Because of this we had more intake manifold options. This is a street car, so we were willing to sacrifice a little top end power for a bit more low-end grunt. We could have used a GM truck intake, but referring to them as ugly is a bit of an understatement. Instead, we chose a FAST LSXRT 102mm truck style intake (PN 146602B), which should boost our low- to mid-range torque and look good doing it.
For valve covers we opted for a set of natural cast finished Holley pieces (PN 241-88). These are a huge visual improvement over factory valve covers since they ditch the added clutter of the coil pack brackets. If you need a bit more room Holley also offers a taller version of these.
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11.2017
We also teamed up this FAST 102mm billet throttle body with the LSXRT intake. Airflow into our stroker LS won’t be a problem.
All engines create crank vibrations, so a good damper is pretty important. We went with a TCI Rattler torsional vibration absorber (PN 870030) to counteract these vibrations. The Rattler isn’t really a damper, which converts the vibrations into heat energy. Instead, it uses internal rollers to release energy back into the crankshaft. It’s SFI 18.1 certified so it’s perfect for the street or track. With the Rattler installed, we were ready to haul our 383 LS1 over to Westech to see how it would shake out. To feed our 383, fuel was added by a pair of FAST high-flow billet fuel rails (PN 146028B-KIT). These feature a larger internal diameter that helps damp the pressure pulses and the rails have increased volume. These will work with LS truck/ SUV injectors but can be configured to work with LS2 style injectors like the FAST 46-lb-per-hour pieces (PN 30462-8) we’re running.
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Expansion Plan
SOURCES:
Once mounted to the Superflow 902 engine dyno, and completed with a Meziere electric water pump and Hooker 1 7/8-inch LS swap headers, we were ready to run the 383 LS1 through a break-in cycle. Oh, when we run aftermarket intake manifolds and fuel rails we usually have to make a fuel crossover line to connect the two fuel logs. But, this time we were able to run one of FAST’s new pre-made fuel rail crossover (PN 54028FRC), which was a real time saver.
Our 383-inch LS1 now out-displaces an LS3 (376 cubes and rated at 436 hp in factory crate engine form), so we expected some solid numbers and we weren’t disappointed. The stroker knocked out a best pull (at 28 degrees of timing) of 551 hp at 6,300 rpm with a strong torque number of 515 lbft at 4,800 rpm. Having over 400 lb-ft on tap from 3,200 rpm onward will really make this a fun car to drive on the street. This excellent mid-range torque is one of the benefits of the truckstyle intake and, on a street car, it more than makes up for any loss in top end power.
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11.2017
ARP 800.826.3045 arp-bolts.com Clevite 662.893.2860 us.mahle.com/mahlemotorsports Competition Cams – COMP 800.999.0853 compcams.com Don Lee Auto donleeauto.com Fel-Pro felpro-only.com Fuel Air Spark Technology – FAST 877.334.8355 fuelairspark.com Holley / Hooker 270.781.9741 holley.com SCAT Enterprises 310.370.5501 scatcrankshafts.com Summit Racing 800.230.3030 summitracing.com TCI Automotive 888.776.9824 tciauto.com Trick Flow 888.841.6556 trickflow.com Westech Performance 951.685.4767 westechperformance.com
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1) HIGH SCHOOL DRAG CAR
1
That’s right, this 9-second 1971 Chevy Vega Panel Express is the product of a high school student. Jason Brunelle, a senior at Eagle Point High School just outside of Medford, Oregon, bought the car when he was just 15 years old and has been working tirelessly on it since. His unique Chevy is powered by a built 427ci small-block making 750 hp and 685 lb-ft of torque, and is mated to a Dedenbear Ultra Glide two-speed Powerglide transmission. So far, his best run down the quarter is 9.78 seconds at 135 mph—not bad for an 18-year-old! 2) CRUISE-READY ’56
Todd Nelson of Rogers, Minnesota, had one goal in mind for his 1956 Chevy Bel Air, he wanted a cruiser. That being said, he dropped in a 350ci small-block and TH350 transmission for everyday driveability and Vintage Air A/C to keep him and his family cool. To get the look he wanted, Todd went for Sierra Gold with Adobe Beige two-tone paint and Billet Specialties Turbine wheels. Combine those with a nice, low stance from drop spindles, lowering springs, and lowering blocks and you’ve got one good looking Tri-Five cruiser.
2
3) MUSCULAR NOVA
3
This show-quality and dragstrip-capable 1966 Chevy II Nova is the product of a husband and wife team build. Matt and Meg out of Hollis, Maine, worked together on their Nova over the past decade to build it into a 7,000-rpm showstopper. The car was originally a six-cylinder stocker, but over the past 10 years the couple built and installed a 10:1-compression 327ci small-block along with a Hurst floor-shifted Turbo 350. Out back, they upped the rearend to 4.11 gears and a limited-slip.
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11.2017
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CHEVY HAPPENINGS Steven Rupp
GREAT EXCUSES TO GET OUT AND DRIVE YOUR CHEVYS!
T
he leaves are starting to turn, but there are still a few events left for the 2017 season. To help you with a destination we’ve compiled a list of some of our favorite events that will be happening over the next few months. These events have a little something for everyone. The Original Super Chevy Show series features drag racing along with a car show and is always a great time. The Optima series is perfect for those that really want to run their cars hard at some of the best venues in the country while the Holley LS Fest (one of our personal favorites) has a little bit of everything for those Chevys motivated by GM’s most modern mills. So pick an event, or three, and go have some fun enjoying your Chevy.
SEPTEMBER 2017 Holley LS Fest September 8-10 Beech Bend Raceway Park Bowling Green, KY www.holley.com/events/lsfest Shades of the Past September 8-9 Dollywood’s Splash Country Pigeon Forge, TN www.shadesofthepast.com F-Body Nationals September 15-17 Memphis International Raceway Memphis, TN www.fbodynationals.com The Original Super Chevy Show September 29-30 Rockingham Dragway Rockingham, NC www.superchevy.com/events/ super-chevy-show
OCTOBER 2017 Optima Ultimate Street Car October 6-8 Road America Plymouth, WI www.driveusca.com
NOVEMBER 2017 Optima Ultimate Street Car Championship November 4-5 Las Vegas Motor Speedway Las Vegas, NV www.driveusca.com Motor Trend International Auto Show November 24-26 Las Vegas Convention Center Las Vegas, NV www.autoshowlv.com
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Chevy D.U.I. Distributors The Chevy D.U.I. Distributor was WKH ðUVW DQG VWLOO LV WKH EHVW SHUIRUPDQFH + ( , 'LVWULEXWRU ,QIHULRU FRS\ FDWV KDYH FRPH DQG JRQH EXW WKH ' 8 , UHPDLQV WKH PRVW SRSXODU FKRLFH IRU KRW URGGHUV DURXQG WKH JOREH $ VXSHU VPRRWK DGYDQFH FXUYH LV PDFKLQH FDOLEUDWHG SURYLGLQJ \RX ZLWK LQVWDQW WKURWWOH UHVSRQVH ZKLOH HOLPLQDWLQJ HQJLQH GDPDJLQJ GHWRQDWLRQ 7KH 9ROW ' 8 , &RLO WHDPV XS ZLWK RXU KLJK GZHOO '\QD 0RGXOH DOORZLQJ \RX WR UXQ D PDVVLYH ú SOXJ JDS F\O DSSOLFDWLRQV DUH DYDLODEOH
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High Performance Tri-5 Cooling Modules 1955-56-57 Chevrolet High Performance Core Support Cooling Modules
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www.hotrodsbydean.com Phone Orders & Information 800.362.9709 1 West Lone Cactus Drive, Phoenix, AZ 85027
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www.newportwipers.com
Modern Wipers For Classic Cars We remain the most respected name in windshield wiper upgrade kits because wipers are our first and only business!
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1955-1957 Chevy Direct Fit Unit. Direct fit for 1955 1957 Chevy cars. Includes, Unit, direct fit controls, defrost ducts, adapters, condenser, instructions, compete hose and dryer kit, and compressor with mounting bracket. All Electronic. No Cables. Unit only.................................... $499.95 Complete A to Z..........................$919.95
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Advertising Index Airaid Intake Systems ..............................................81 Aldan American .......................................................99 All American Billet...................................................49 American Autowire..................................................95 Art Morrison Enterprises........................................67 Ausleys Chevelle Parts.............................................75 Auto Metal Direct.....................................................11 AutoMeter Products Inc..........................................19 Autorad Radiators ..................................................103 Baer Racing................................................................39 Brodix Inc...................................................................39 Chris Alston’s Chassisworks.................................103 Church Boys Racing ..............................................105 Classic Dash.............................................................102 Classic Industries................................................50-51 Classic Instruments..................................................31 Classic Parts of America........................................102 Classic Performance Products............ 24-25, 62-63 Classic Tube ...............................................................96 Clayton Machine Works .........................................87 Coker Tire Company...............................................53 Conwood Tobacco Co.........................................CV3 Cool Craft...................................................................86 Copenhagen...............................................................15 Corbeau USA ............................................................57 Custom Autosound..................................................99 Dakota Digital ...........................................................69 Danchuk Manufacturing Co.................................8-9 Don’s East Coast Restorations..............................101 Dynamat..................................................................... 45 E3 Spark Plugs.........................................................105 EBC Brakes USA Inc ...............................................73 Eddie Motorsports....................................................85 Edelbrock Corp.........................................................31 Fat Man Fabrications ................................................. 6 Fitech Fuel Injection.................................................97 Golden Star Classic Auto Parts..............................65 Harbor Freight Tools..........................................92-93 Hawks Third Gen Parts.........................................101 Hedman Hedders ...................................................103 Heidts Hot Rod Shop...............................................33 Holley Performance Products................................61 Honest Charely Inc.................................................104 Hot Rods By Dean..................................................100 Hurst Driveline Conversions .................................21 Inline Tube ...............................................................102 Leader Industries Inc ...............................................60 Lokar Inc.....................................................................70 March Performance .................................................99 Mast Motorsports .....................................................98 Mobile Distributor Supply....................................105 National Parts Depot ...........................................CV4 New Port Engineering...........................................101 Notchead...................................................................100 Ol’ 55..........................................................................104 Optima Batteries.......................................................29 Original Parts Group Inc ............................. 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GRILLES GONE WILD Classic Industries announces grille assemblies for 1963 and 1964 Chevy II Novas. Each grille features crisp lines and clean stamping, resulting in a precise fit and factory original appearance. Manufactured in stamped aluminum, the outer grille shell is polished and coated with a clear anodized finish to preserve the brilliant shine and prevent corrosion. The 1963 and 1964 grilles include three correctly configured steel brackets—one center and two outers—that come pre-installed with smooth-head rivets. Both grilles feature the correctly painted, black satin finish brackets. CLASSIC INDUSTRIES 855.357.2787
WWW.CLASSICINDUSTRIES.COM
HI-PO STEERING PUMP H F Flaming River now offers a direct, bolt-in replacement power steering pump as an alternative to m all vehicles using stock GM Type II power steering a ssystems. This pump is engineered and assembled by KRC Power Steering and is designed with the b ssame standards as KRC’s racing pumps. This highperformance pump has adjustable flow-control p fitting technology, which allows the customer to fi dial in the feel of the vehicle’s steering in a matter d of minutes by changing flow-control fitting sizes. o Best of all, it will hold up to the abuse of hard road B ccourse and autocross duty. Made in the USA, the pump is available in satin or polished finishes. p F FLAMING RIVER 8 800.648.8022
WWW.FLAMINGRIVER.COM W
RACK & PINION TOOL The OEMTOOLS master inner tie rod tool set makes it easy to remove and re-install inner tie rods without removing the rack-and-pinion. The inner tie rod removal set includes SAE and metric adapters to handle a variety of make and model vehicles. The adapters have a nickel-plated design for durability, and the 1/2-inch drive tube handle makes it easy to remove and re-install to proper torque. The set comes in a sturdy blow mold case for easy storage and includes 12 crowfoot style adapters. OEMTOOLS 86.OEMTOOLS
WWW.OEMTOOLS.COM
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