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OLD-SCHOOL BIG-BLOCK–POWERED 1967 CHEVELLE

UNDERSTANDING VALVE LASH

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NOVEMBER 2017

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CONTE CHEVY HIGH PERFORMANCE MAGAZINE ✲ NOVEMBER 2017

FEATURES 14

ZAC THE ZIPPER Great things are not accomplished by those who yield to trends and fads and popular opinion—Jack Kerouac

YENKO REDO For Bob Taylor, the car of his dreams didn’t quite match the way he wanted to remember it. Now it’s every bit as awesome as it should’ve been.

HARD CORE Determination, perseverance … and the essence of hot rodding

TECH 20

THE LASH EFFECT Solid lifter valvetrains depend on accurate lash to make maximum power and dependability. Here’s how to do it right.

THIRD TIME’S A CHARM More than 20 years ago, GM’s all-new Gen III V-8 launched a new era of power, efficiency, and respect

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

DISTRIBUTION OF POWER Breathe new life into a classic Delco distributor with PerTronix ignition products

PURELY INSTRUMENTAL Transform your gauge cluster in a few hours with a complete AutoMeter instrumentation system

SPECIAL SECTION 56

CAMARO PRODUCT SHOWCASE Your one stop shop for all things Camaro related

ENTS DEPARTMENTS 06

FIRING UP Screw the Joneses, buy what grabs you and inject it with personality

STRAIGHT LINE SPOTLIGHT The baddest drag racing Chevys

JUST SAYIN Back in the day with a ’62 Vette hot rodded for the street and strip

» ON THE COVER & TOC For quite a few years now, the term “old school” has been a catchall for just about anything vintage, especially when it comes to cars. And with its 15-inch Cragar five-spoke SS chrome wheels, BFG rubber, and hiked up rear end, Zac Zipperian’s immaculately built big-block– powered 1967 Chevelle is totally on point with the phrase. It’s easy to visualize this car trolling down Van Nuys Boulevard in 1973. Luckily you don’t have to travel back in time to see the full feature – just turn to page 14. Photographer: Robert McGaffin.

★Digital Delivery

For those who live a more tech-savvy lifestyle, Chevy High Performance magazine is now available in digital formats. Yep, you can now receive your favorite Chevy-based automotive performance publication via your computer, tablet, or smartphone. The digital version includes everything you would normally get in the printed version without the worry of your mailman reading it before you do. Just think, no more wrinkled covers, fingerprints, or dog-eared pages. Digital versions of Chevy High Performance magazine issues can be purchased singularly or you can go all-in for a yearly subscription at chevyhiperformance.com, Zinio at zinio.com, iTunes, and also on your Kindle and Nook. Save a tree and save some time by going to chevyhiperformance. com and follow the Get The Magazine link in the upper right.

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

FIRINGUP Nick Licata NLicata@enthusiastnetwork.com

Who’s who out there? When Chevrolet unleashes

a legacy car’s newest generation, it’s just a matter of time before that new car’s previous generation hits the used-car market due to owners yearning to upgrade to the latest and greatest—keeping up with the Joneses, if you will. For example, now that the sixth-gen Camaro SSs, 1LEs, and ZL1s have been roaming the streets for a couple years, ﬁfth-gen Camaros of the same nomenclature can now be had for a “song” compared to the money they were commanding prior to the release of the sixth-gen Camaro. Case in point—a quick Internet search revealed 2010’11 Camaro SSs can be had for around $19K. If you think about it, that’s a fairly cheap way to get into a late-model muscle car without emptying your wallet.

What’s On Demand This Month? •8/26/17 24h Series, Portimao •8/26/17 Blancpain GT Sports Club, Hungaroring

•8/29/17 Dirt Every Day, Episode 68 •8/30/17 Trans Am Racing Series, Mid-Ohio Sports Car Course

•8/31/17 Hot Rod Garage, Episode 56 •8/31/17 Real Road Racing, Ulster, Ireland

•9/1/17 Pirelli World Challenge, Circuit of the Americas

•9/1/17 Roadkill, Episode 69 •9/2/17 International GT Open, Silverstone

•9/2/17 Pirelli World Challenge, Circuit of the Americas

•9/3/17 International GT Open, Silverstone

•9/3/17 Pirelli World Challenge, Circuit of the Americas This C5 is a blast to drive on the track but looks like just about every other red Corvette at any given track day.

Efrain Diaz’s 1969 Camaro has tons of personality and is also quite competitive at most every event he enters.

•9/4/17 Ignition, Episode 182 •9/5/17 The House of Muscle,

If a new C7 Corvette grabs your attention, you are looking at about $55K for a Stingray, $70K for a Grand Sport, and if you want get into a loaded Z06, prepare to dish out more than $100K. With these incredible new, turnkey hot rods available to those who can afford such badassery, many lifelong Corvette owners are looking to dump their C5s and C6s for a bargain so they can put a decent down payment on the latest 2017 or 2018 model. So, if you have about $26K to burn, you can get behind the wheel of a 2004 Z06 with around 22K on the odometer. For those who are a little more ambitious, a decent C6 will set you back about $40K. You may be able find a better deal, but that’s just what was found by doing a 5-minute Internet search. Now this is cool and all, but what I’ve noticed at many of the autocross events recently is that C5 and C6 Corvettes are running rampant, which makes it hard to tell who’s who out there. Sure, there are some Vettes out there with some aftermarket wings, spoilers, and hoods, but overall they lack diversity. And I get it. With just a few suspension upgrades and engine mods you can be fairly competitive in one of these cars right out of the gate.

But, one of the main reasons I fell in love with hot rods and muscle cars is how each build carries a personality of its own. Whether in good taste or bad, our hobby was built on diversity. No doubt, the vintage muscle car arena is flooded with first-gen Camaros, but with a distinct difference in colors and a good mix of aftermarket parts, each car has more personality than most any late-model Corvette out there. Yes, you’ll spend more money restoring a vintage Camaro, Chevelle, Chevy II, or Tri-Five, only to throw even more “Benjamins” its way to arm it with a performance chassis, suspension bits, and a set of custom wheels, but that’s what makes these cars so damn cool. Now, it’s great to take home a trophy for having the quickest autocross time of the weekend in a late-model Corvette, but just being able to compete in a car that’s about 50 years older, 300-400 pounds heavier, and has witnessed every ounce of blood and sweat poured into the build is way cooler than winning in a car that carries little history and no personality. You in?

•9/6/17 Modified, Episode 3 •9/9/17 DTM Championship,

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

Episode 11 Nurburgring

•9/9/17 Goodwood Revival, Goodwood

•9/10/17 Goodwood Revival, •9/11/17 •9/11/17 •9/12/17 •9/13/17 •9/13/17 •9/14/17 •9/15/17 •9/15/17 •9/15/17 •9/16/17 •9/17/17 •9/18/17 •9/18/17 •9/19/17 •9/20/17 •9/20/17 •9/21/17 •9/21/17 •9/22/17 •9/23/17

Goodwood Engine Masters, Episode 26 Hot Rod Drag Week Hot Rod Drag Week Head 2 Head, Episode 94 Hot Rod Drag Week Hot Rod Drag Week Pirelli World Challenge, Sonoma Raceway Hot Rod Drag Week Trans Am Racing Series, Road America Pirelli World Challenge, Sonoma Raceway ADAC GT Masters, Sachsenring Best Driver’s Car Ignition, Episode 183 Best Driver’s Car Best Driver’s Car Modified, Episode 4 Best Driver’s Car Roadkill Garage, Episode 22 Best Driver’s Car DTM Championship, Red Bull Ring

Schedule Key: Racing Original Programming MotorTrendOnDemand.com * The program information provided is subject to change.

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STRAIGHT LINE SPOTLIGHT

TEXT & PHOTOS: Bruce Biegler

Super Gas “Wagoneers” It’s a perfect example of what racing fans love about index car racing: variety. Longtime Chevy proponents Fred and Shirleen Murphy, who reside in Fountain Valley, California, are frequent runners at various Southwest U.S. dragstrips with this super durable 1977 Chevy Vega Station Wagon. The wagon was originally built in 1983 from a Don Hardy chassis kit by original owner Gary Mignacca with help from Ray Masten of H&M Performance and Don Barton. Murphy purchased the Vega in 2008, and after a few modifications started racing it in 2009. The engine is a 496ci big-block (an early Merlin III block), with a set of Brodix BB2X heads that puts out approximately 650 hp. That power is transferred through a Dice converter, a mildly modified Powerglide, and on to a Dana 60 with Moser axles, then

ultimately to a set of Mickey Thompson slicks. The Murphys usually run the car at the 10.90 index target but also dabble in Super Gas 9.90 and Fast ET class racing. Unleashed, its best time is a 9.683 at 139.43 mph. Fred cites valued support from Steve Smith at Dirt Bag Racing Engines, Jeff Paradise at Dice Converters, and Craig Whelen and Bob Johnson.

Northeastern Style Statement John Gray, based in Massachusetts, races one of the most stylish F-bodies seen anywhere in Stock Eliminator drag racing. Fully intentional, his 1969 Camaro brings back some drag racing memories through its paint scheme (designed by Scott Brown, painted by Lee Baker, and lettered by Dan Delaney). It captures the essence of the famous “California Charger” Top Fuel and Funny Cars raced by John Keeling and Jerry Clayton back in the 1970s. This Camaro features a 375hp/396ci engine that was assembled by Brian Tilberg. The engine program employs a stock forged steel crank and aluminum Chevrolet Performance cylinder heads. Scott McClay built the car’s Metric 200 transmission, which is behind an ATI torque converter. To date, the hard-leaving Camaro has run well under its national class index, hitting a best of 9.87 e.t. John races with his wife, Christine, and his son Timothy, and he is quick to cite support from Mark Markow and John’s Racecraft.

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

Simply Stunning Sting Ray! When Robbie Draughon from Fayetteville, North Carolina, arrives at dragstrips, it’s safe to say he gets noticed. Since debuting his spectacular 1966 Corvette back in April 2016, his machine has quickly become an enormous fan favorite. This SS/BM class racer competes in both NHRA and IHRA circuits, and all aspects of the car and engine were self-built at Robbie Draughon Powertrain Development. That includes a 25.2 chrome-moly chassis, Liberty five-speed transmission, and the 314ci SB2 (847 hp at 9,500 rpm). The best performance so far has been an 8.79 e.t. at over 154 mph. Featuring a very impressive finish (paint and body by Brandon White of Millville, Virginia), this car has already garnered numerous

Best Engineered and Best Appearing awards. Robbie’s crew includes his wife, “T;” father; Robert Jr.; Kevin Riner; Terry Sova; and Thomas Cashwell. His sponsors include Redline Speed Shop (Fayetteville, North Carolina) and Hoosier Tires.

Nice and New to the Mix Tom Yancer Race Cars (Phoenix, Arizona) continues to pound out super impressive products. One of that group’s latest creations was for the Colorado-based husband and wife team of Tim and Tammy Parker (Longmont, Colorado). This brand-new race car hit the dragstrip for the first time in early April 2017 during the NHRA national event at Las Vegas. The topless 1968 Camaro had a tremendous start for sure, as Tim went all the way to the Super Gas final before finally getting beat. The car features a 1,000+ hp 572ci big-block, which was expertly assembled by Ridge Reamer Machine (Arvada, Colorado). That engine features a block and heads by Brodix and crank and rods by Crower. The Parkers employ a Hughes Performance Powerglide and torque converter. The finishing touch for this expertly thought-out car is impressive, too— featuring paint by Fred Hart, pinstriping by Louie Allison, and airbrushing by legendary F/C class painter John Pugh. Tim and Tammy receive sponsorship help from Fusion Custom Trailers (Salisbury, North Carolina), and their crew includes “the Alves Brothers.”

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

★The backstory: Zac found this nightmare/dream Chevelle in Toledo, Ohio. It was on Craigslist. It had collision damage in the front. It had a big-block bolted to an automatic. Zac had a stout 327 on his engine stand at home. He passed on the big-block and took the car as a roller. He said the most challenging aspect of the project was getting the body back in shape and that if he’d do this over, he’d begin with a bona fide 138 VIN instead of a pedestrian Malibu. A little bit further on, it turns out that Zac’s dad, Rich, had graduated high school in 1967, so that was a special year for him.

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

RIDES

THE ZIPPER Great things are not accomplished by those who yield to trends and fads and popular opinion—Jack Kerouac TEXT: Ro McGonegal | PHOTOS: Robert McGafﬁn

To some older hands, nostalgia runs deep and a return to the past is the message they want to live and remember. We had an L79 Malibu that we poked into some people’s business as they were trying to outrun us with their big-block SS boogeymen. It was a bellwether car—lighter, subdued, nearly invisible in the SS blood storm banged by

cats in wife beater T-shirts and gnarly gold neck chains. Sometimes, we got a glimpse of them gritting their teeth … and never saw them again. Back to the dad-and-son experience. “We realized the [Chevelle’s] 50th anniversary was coming up,” said Zac. The design concept was to keep the Chevelle as a NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

Zac the Zipper

pretty legit muscle car. We wanted something different than the typical red, black, Marina Blue Chevelle with bucket seats, so we went with a bench seat and converted the car to a four-speed. Nantucket Blue was the original color, so it seemed right to keep it that way. We used a white interior from a ’66 Chevelle because

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

it wasn’t offered in ’67.” They built the ’Bu at his Dadz Motor Company in Liberty Township, Ohio. “We got the car on the road in June of 2016. It had the 327 at first. We put about 1,000 miles on it until winter came. I’d kept in touch with the previous owner and asked about the big-block he’d pulled out when I bought

it. We made a deal. I went up and bought the engine. Matt Davis and I disassembled and rebuilt the big-block over the winter and swapped it in February of 2017. The idea was to build a ‘sleeper’ style engine that looked like a stock 396.” We had a similar notion of our Malibu. We didn’t even consider air conditioning, power-assisted steering, or even disc brakes. Big mistakes, but then our 22-yearold toad brain was more or less out of control when we bought our first new car, thinking it would be all things.

It wasn’t. We were patently illiterate. We refused to meet compromise. While we could have lived happily with a wide-ratio M20 and included a final drive ratio of 3.08:1, we labored with the 2.20:1 Low gear and 3.73s in the pumpkin. Why? To the chauvinistic us, “wide ratio” stood for “wuss” and we were too reptilian to even consider the rational decision. We’re heartened by Zac’s rendition. Though current, it maintains lots of famous cues and it makes no excuses.

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

Zac the Zipper TECH CHECK Owner: Zac Zipperian, Liberty Township, Ohio Vehicle: 1967 Chevelle Malibu

Engine •Type: 1969 Mark IV •Displacement: 402 ci •Compression Ratio: 12.5:1 •Bore: 4.125 inches •Stroke: 3.760 inches •Cylinder Heads: Corvette iron closed chamber, 108cc combustion chambers •Rotating Assembly: OE nodular iron crankshaft, connecting rods, hypereutectic pistons •Valvetrain: Comp roller lifters, 1.7:1 Comp rocker arms, valvesprings, pushrods •Camshaft: Comp XE284 (0.574/0.578inch lift; 284/296-deg. duration at 0.050) •Induction: Edelbrock Performer RPM intake manifold, Edelbrock 750-cfm carburetor, base of original air cleaner modified for better flow, stock fuel tank •Ignition: PerTronix •Exhaust: Hedman Hedders headers, 1 3/4-inch primaries; 2 1/2-inch system; Thrush Welded Series mufflers •Ancillaries: Champion three-row aluminum radiator, Painless loom by Zac Zipperian •Output: N/A •Assembly: Matt Davis/Zac Zipperian

Drivetrain •Transmission: Muncie M20 four-speed, McLeod 11-inch flywheel and clutch assembly •Rear Axle: GM 12-bolt, limited-slip differential, 3.73:1 gears, OE axleshafts, OE driveshaft

Chassis •Front Suspension: CCP 2-inch drop spindles, OE springs, Monroe shock absorbers, OE antisway bar •Rear Suspension: OE upper and lower control arms, Moog springs with aluminum spacers, Monroe shock absorbers •Brakes: CCP slotted 11-inch rotors, fourpiston calipers, front; OE drums, rear; CCP master cylinder/proportioning valve

One minute it’s in the present; the next minute it’s looking hard over its shoulder at what used to be. And to us, that’s the most important thing. It uses stuff that hasn’t been considered for decades: those skimpy, though periodcorrect 15-inch wheels and tall, modest BFG radials slam the tub-less ’60s right back at you. The stance is interesting. In the day, it might have had a tipped up nose, not an elevated rear end. A bench seat is definitely throwback, and look how utterly strange (and cool) it is in the Malibu. Zac followed the drummer in his head. He did what most young bucks would have done with their new Chevelle. He gave it a cool set of wheels so it would sparkle a little. He swapped out the camshaft, put tube headers on it, changed

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

intake manifolds and put a different carburetor on it. He considered its mission and saw no need for an expensive forged rotating assembly, a power-adder, or a switch to fuel injection. Likewise for the chassis and running gear. He didn’t need coilovers, a hydroformed subframe, rack steering, or wheeltubs. He simply augmented the existing form much like it would have been all those years ago, and by following this ascetic regimen Zac saved a satchel of dead presidents. That he has defied the expected and eschewed the status quo makes the Malibu somewhat out of the ordinary and thoroughly refreshing. Zac’s not intimidated or worried about what everyone else is doing. He’s just doing. CHP

Wheels & Tires •Wheels: Cragar SS 15x7 front, 15x8 rear •Tires: BFGoodrich Radial T/A 215/70 front, 255/70 rear

Interior •Upholstery: Richard Caudill •Material: Repro vinyl •Seats: OE 1966 Chevelle bench •Steering: OE box, SS steering wheel •Shifter: Hurst Competition Plus •Dash: OE •Instrumentation: OE, Auto Gauge ancillaries, tachometer •Audio: Custom Auto Sound head unit, Custom Auto kick-panel speakers, 6x9 rear speakers •HVAC: N/A

Exterior •Bodywork: Dennis Huening (Liberty Township, OH) •Paint By: Dennis Huening •Paint: Nantucket Blue •Hood: 1967 SS •Grille: OE •Bumpers: OE

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THE LASH EFFECT Solid lifter valvetrains depend on accurate lash to make maximum power and dependability. Here’s how to do it right. ✜ TEXT & PHOTOS: Jeff Huneycutt

properly tuned engine is an incredible mix of components all moving in harmony. Air, fuel, and metal all working together to produce that precious magic we gearheads call torque. But engines aren’t black magic. They are good-old engineering and science. And that’s the good news because it means that anyone can build and maintain their own engine. All you need is the right knowledge, and that’s what we here at Chevy High Performance are all about—giving the info you need to make the most of your Bowtie life.

A critical factor for any engine is the proper clearances between parts. Valve lash is the available clearance (or gap) between the rocker arm and the tip of the valve stem when the lifter for that valve is sitting on the base circle of the cam lobe (when the valve is intended to 01 | If you run a solid lifter valvetrain in your engine, setting and maintaining proper valve lash is critical to not only making maximum power, but also keeping your engine healthy. Here’s an easy method to make sure you are doing it right.

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

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The Lash Effect

03 | Unless you are running an engine with highend shaft rockers, you likely will be working with stud-mount rocker arms that look something like this. These aluminum Scorpion rockers depend on an adjuster nut to help set the lash.

02 | Lash is important because all the components in the valvetrain—the cam lobes, lifters, pushrods, rockers, and valve stem—require room to expand with heat. Too little lash and you run the risk of not allowing the valve to fully close. Too much and that extra gap can cause damage to the engine and valvetrain.

04 | Here’s an example of a shaft-mount rocker arm system mentioned previously. This particular example is on an LS built for road racing. As you can see, the rockers are mounted solidly to the rocker stand so you can’t adjust lash by moving the entire rocker arm higher or lower on the stud. Instead, the rocker arm has an adjuster built into the pushrod side of the rocker.

be fully closed). Lash isn’t really an issue with a hydraulic cam and lifter setup because the plunger in the lifter moves to take up the lash. But on a solid cam and lifter setup, lash is a very big deal because it must be set manually. If you are running solid lifters, it is important to check your lash at least semi-regularly because, if you are smart, it can be a tell to help you catch a developing engine issue before it becomes a full-blown problem. If the lash has increased since the last time you set it, there are only a few things that it can be: damaged valve tips, a bad rocker arm trunnion, or the lash adjuster mechanism has either moved or has something wrong with it. Often, you can hear the clatter in the engine when the lash opens up too much. Other times you might not notice it until you physically check the lash. So, for most situations, check the lash on at least a few lifters every time you change the oil. If you find the lash has grown, you’ve got to determine if it is something normal like the adjusters loosening up or if you need to dig deeper into the engine to find the real source of the problem. On the other hand, if you find you’ve lost lash, it normally it means the valve seat is eroding, allowing the valve to move higher in the cylinder head.

UNDERSTANDING THE PROCESS

05 | This is a new Chevy small-block going together, but the valvetrain is similar to just about all other stud-mount systems. The first step is to make sure the pushrods are the correct length to center the tip of the rocker arm’s movement over the valve stem tip. If you aren’t sure how to do this, go to chevyhiperformance.com and search for “pushrod length.”

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

The actual process of lashing your solid valvetrain isn’t difficult or complex. Basically, you want to check each valve when it is on the heel of the cam (when the valve should be closed) using a feeler gauge between the valve stem tip

and the end of the rocker arm to determine lash. If it is off, the lash can be changed with the adjuster nut on stud-mounted systems or a lash adjuster on shaft-mounted systems. Really, the toughest part in the whole process is determining when the lifter for the valve you are checking is actually on the heel of the cam lobe and not starting to ride up the opening ramp or off the closing ramp, which would give you a false lash reading. But there’s a great trick to always make sure you are checking lash at the exact right time in the engine’s cycle, and that’s called the “EOIC” method. EOIC stands for Exhaust Opening, Intake Closing. In other words, when working with a pair of valves for one cylinder (one intake and one exhaust) you can know when the valve is on the base circle of the cam by the action of its mate. When the exhaust valve is opening, you know that the intake valve will always be closed. And likewise, when the intake valve is closing, you know that the exhaust valve will always be closed. This is true no matter the number of cylinders or the cam’s specs, including lobe duration and separation. Heck, it even works with those overly complex overhead cam engines your Blue Oval friends and import fanatics spend their time with. To use the EOIC method, pull the valve covers so you have access to all the rocker arms. You can do this with the engine either on a stand or in the car, but you must be able to rotate the crank either by hand or with a bump starter. Start with the No. 1 cylinder. Rotate the engine until the exhaust valve is beginning to open—not until it is all the way open—and check the lash between the tip of the intake valve stem and the rocker arm. If it is off, use the adjuster on the rocker arm until the correct thickness feeler gauge will just fit between the valve stem and the rocker without forcing it and lock the adjuster down. Finally, always recheck your lash after you have everything tightened down just to make certain nothing has moved. After the intake lash is set, continue spinning the engine until the intake valve is fully open and begins to close. Now you can set lash on the exhaust valve for that cylinder. Instead of skipping around, work your way down each bank of cylinder heads methodically so you will know for certain you haven’t missed a valve.

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The Lash Effect 06 | Using the EOIC

HOT VS. COLD What we haven’t mentioned so far is how much lash you actually want on your solid lifter valvetrain. The good news is that your camshaft manufacturer will give you the spec for that right on the cam card. Trust your cam manufacturer on your lash. If you have too little, you stand the chance of the lifter riding the cam lobe all the way around and the valve never fully closing. Too much, however, becomes very damaging to the lifter and the rest of the valvetrain.

method, rotate the crankshaft until you see the pushrod for the intake valve dropping down (the valve would be closing if the rocker arm was installed). Now you know the lifter for the exhaust side of that cylinder is on the base circle of the cam. Drop the rocker arm into place and lightly thread on the adjuster nut.

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Of course, the lash figure the camshaft manufacturers give you is “hot lash.” Just like it says, hot lash is the amount of lash in the valvetrain when the engine is at operating temperature and all the components involved— including the block and the cylinder heads—have expanded. If you are checking lash on an already operating engine, that’s no big deal. Just run the engine for a few minutes until it is at operating temp, shut it off, pull the valve covers and (carefully!) check the lash. But how do you set the hot lash on a new engine build, or after you have made upgrades to your existing engine that required pulling the rocker arms? Before you can fire the engine for the first time, you will need to set the cold lash, and that will require a few assumptions to get you into the ballpark. The trick with setting the lash when the engine is cold is to predict as accurately as possible how much the lash will change when the engine heats up and all the metal components start expanding. We spoke with several engine builders for this story and asked specifically about finding the right cold lash so that when the engine heats up, the hot lash will fall right into place. And we noticed that there is an unofficial rule of thumb in the industry that can be very helpful. It’s not perfect because there are lots of variables like tall-deck versus short-deck blocks and different cylinder head designs, but it should at least get you close. Generally speaking, if you are running an engine with an iron block and heads, the cold lash is the same as the hot because

As you are changing the lash, don’t go beyond 0.012 of an inch either tighter or looser than the recommended lash. If you go beyond 0.012—especially if we are talking about 0.012 looser—you can cause damage to the engine. If you want to make a dyno run close to that mark, at least don’t make the pull all the way to peak power. That way you can still look at the curve and make an educated guess at what it will do while still protecting the valvetrain. If you find that your engine makes 07 | Use a feeler gauge that’s the same thickness as the lash target. Tighten the adjuster nut until you can just insert the feeler gauge between the rocker arm and the valve stem tip without having to force it.

the iron block and heads expand at approximately the same rate as the steel pushrods. However, if you run an iron block and aluminum 23-degree cylinder heads, run the cold lash 0.006 of an inch tighter than your hot number. And for an aluminum block and heads, tighten the cold lash 0.010 over the hot. Again, don’t expect this guideline to be perfect for every situation, but it should get you into the ballpark so the engine is at least safe to crank until you can dial in your hot lash.

Greg Anderson

George Poteet

LASH LOOPS Finally, you can also manipulate your lash settings while on the dyno to determine if you could potentially make more power with a different camshaft. Closing up the lash on an engine makes the camshaft act as if it is “larger,” with more lift and duration. Likewise, adding lash reduces the effective lift and duration, since more of the cam lobe’s lift is used up before the gap in the valvetrain is fully closed, making the cam act smaller. When testing on a dyno, you can perform lash loops, or tests, by making dyno runs with the lash progressively larger or smaller to see how it affects performance. Running lash loops is a great idea whenever you have the chance. Normally, it’s recommend on lash loops to go in 0.004-inch steps, make a dyno pull and see what it does. If you went either smaller or larger and you found that it helped, change the lash in that same direction again and see what happens.

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The Lash Effect

08 | Now here comes the part that’s a little like trying to pat your head and rub your stomach at the same time. Once you have the adjuster nut at the right height to give you the lash you want, hold it in place with an open-end wrench and tighten the lock nut with an Allen wrench. Just tighten it down good and snug, there’s no need to really lean on it.

09 | Once you have the cold lash set, run the engine just long enough to get it up to temp and then carefully go through and set all the rockers again at the hot lash.

more power with the lash either tighter or looser than your camshaft manufacturer’s recommended lash, you’ve now got a decision to make. Do you stick with the lash change? Go back to the manufacturer’s recommendations and give up the found power? Or maybe spend cash on a new camshaft grind?

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

We wish we had a simple answer, but unfortunately, every situation is different. Talk to your engine builder as well as your cam manufacturer to see what they recommend. Just remember, the goal isn’t an engine that simply runs strong, but one that runs both strong and long. CHP

R I DE S

YENKO RE For Bob Taylor, the car of his dreams didn’t quite match the way he wanted to remember it. Now it’s every bit as awesome as it should’ve been. TEXT: Chris Shelton | PHOTOS: Gary Bohanick AND Alex Stivaletti

★What would you do if given the chance to do something over again? Not like resolving an issue with a departed loved one or studying harder for that important test. Or even making the firstdate impression you wished you would have. No, we’re talking important stuff, like how would you build your car if you got a chance to do it all over again? About a decade ago Bob Taylor bought this 1969 Camaro, an amateur restoration built in the likeness of a Yenko. Even though he came of age when cars like it were the gold standard, he said the car’s performance didn’t really rise to his modern-day expectations. “It was stock height and it really didn’t handle all that well,” he admits. But soon after he bought the car, he started to notice the stuff coming out of Detroit Speed Inc. “I was impressed with the craftsmanship and driveability,” he says.

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

Bob soon bought into the program with a hydroformed subframe and a whole host of other components, including the QUADRALink four-bar with a Moser 9-inch. He even did the subframe connectors. And all was good. But it wasn’t great. “It just wasn’t quite right,” he says, pointing out a few of the car’s shortcomings, power among them. “The more I talked to Kyle Tucker at Detroit Speed, the more I wanted to take (the car) down and have a drivetrain put in.” But a funny thing

EDO

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

Yenko Redo

happened the day he dropped the car off. “Have you been to the shop?” he asks. “They can do things with metal that, let’s face it, you could never figure out on your own. I thought heck no, we have to take this thing apart and redo it.” So over the course of three years, Detroit Speed stripped the car and rebuilt it not as a custom but as a modern interpretation. They kept all the prior gear and added to it an

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

LS7 re-engineered as one of Mast Motorsports’ Black Label engines. The 427 swings a Callies crank and H-beam rods with Diamond pistons. The wet-sump engine wears a pair of CNC-ported heads and the LS7 manifold. But it’s the details that set the car’s personality. “I told the guys, ‘Make it right but don’t lose the soul of a ’69 Camaro’,” Bob says. They responded with things like the

air-filter housing. Instead of tucking it off to the side as most builders do, they put it on top of the manifold as if it concealed a carburetor and made it function as the cowl-induction hood intended it to. “That’s what you expect to see when you lift the hood on a muscle car,” Bob observes. That engine feeds a TREMEC T-56 rebuilt by Bowler Transmission. That, in turn, feeds a 3.25:1 gear on a limited-slip carrier in the Moser

housing. And that spins 335/30 BFGoodrich Rival S hides on massive 18x12 Forgeline CR3 Heritage Series wheels, carved in the classic fivespoke image of historic wheels. Those rear rollers required minitubs, but Detroit Speed found a way to tuck 275/35s on 18x10s up front without resorting to custom inner fender panels. The rest of the body remains basically stock, one of Bob’s

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

Yenko Redo

TECH CHECK Owner: Bob Taylor, Evansville, Indiana Vehicle: 1969 Camaro

Engine •Type: Mast Motorsports Black Label LS7 •Displacement: 427 ci •Compression Ratio: 11.4:1 •Bore: 4.125 inches •Stroke: 4.000 inches •Cylinder Heads: Mast LS7 305 Black Label •Rotating Assembly: Callies crankshaft and H-beam rods, Diamond pistons •Camshaft: Mast three-bolt •Induction: LS7 manifold with Mast M120 controller •Exhaust: DSE stainless 1 7/8-inch headers •Ancillaries: Vintage Air Front Runner accessory drive, Holley rocker covers, C&R aluminum radiator, SPAL fans •Output: 675 hp at 6,800 rpm; 565 lb-ft at 5,500 rpm

Drivetrain •Transmission: TREMEC T-56 by Bowler Performance, Centerforce DYAD multi-disc clutch •Rear Axle: Moser 9-inch with 3.25:1 gears and limited-slip carrier, Dynotech driveshaft

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Wheels & Tires

mandates. “Yeah, they did things like tucked the bumpers and made the body fit right,” Bob notes. “But I didn’t want to lose touch with a ’69 Camaro. So I really didn’t want custom bodywork.” Michael Neighbors shot the car in PPG’s formulation of Mercedes-Benz Brilliant Silver with a Hugger Orange stripe, itself a metaphor for the car’s old-meets-new personality. The dash may be custom but you’d have to know the stock one to recognize it. This one now mounts a set of Classic Instruments’ AutoCross gauges and a Vintage

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

Air climate-control panel. In stock form, Recaro seats would scream modern. However, after M&M Hot Rod Interiors clad them in era-appropriate leather and houndstooth inserts, they look entirely correct. We often tell ourselves that we wouldn’t change a thing on a car we built. It’s a beautiful lie; to not want to do something over again differently means you haven’t learned anything the first time around. In this case, Bob got the opportunity and he took it. “And I couldn’t be happier,” he says. CHP

•Wheels: Forgeline CR3 Heritage Series 18x10 front, 18x12 rear •Tires: BFGoodrich Rival S 275/35 front, 335/30 rear

Interior •Upholstery: M&M Hot Rod Interiors (Holly Pond, AL) •Carpet: Daytona square-weave by M&M •Seats: Recaro •Column: ididit Inc. •Steering Wheel: Billet Specialties Split Spoke •Instrumentation: Classic Instruments AutoCross •Audio: Alpine head unit with Type R 5 1/4 and 6x9 coaxial •Shifter: Steeda •Rollcage: Four-point A513 tubing by DSE

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THIRD TIME’S A CHARM More than 20 years ago, GM’s all-new Gen III V-8 launched a new era of power, efficiency, and respect ✜ TEXT & PHOTOS: Jim Smart

alk about a quantum leap in technology and performance? This is a story at Chevrolet that dates back more than 60 years to the most popular American V-8 ever produced. The small-block Chevrolet V-8—displacing 265 cubic inches—debuted in the all-new 1955 Chevrolet. Imagine the excitement of compact overhead valve V-8 power at the time. It was quite the departure from the antiquated Stovebolt inline-six, launching a new era for Chevrolet; along with those fabulous Tri-Five 1955-’57 Chevys. The small-block Chevrolet V-8, known as the Gen I remains in production to this day as a terrific Chevrolet Performance crate engine for virtually anything that rolls because it fits nearly anything imaginable. At the cusp of the 1990s, GM engineers looked at what it would take to vector the Gen I small-block toward the new millennium. They came up with a short-term solution in the Gen II small-block, which wasn’t much different than the Gen I with the exception being Opti-Spark ignition and a cam-driven water pump. Chevrolet would quickly learn the Gen II small-block was a stopgap but just wasn’t enough to close the gap. Fundamentally, the Gen II was a step in the right direction; however, it became necessary for GM to begin all over again with a clean sheet of paper like it did early in the 1950s. The time had arrived for an all-new pushrod V-8 conceived from scratch. GM began with what they knew already worked—the same basic bore spacing and dimensions—yet approached the new Chevrolet V-8 in a totally new way. It would be a corporate V-8 that was long on potential and growth and would be

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

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01 | The LS1 and LS6 were produced between 1997 and 2005 in the Corvette, Camaro, Firebird, and the GTO. The LS6 showed up in the 2001 Corvette Z06 and lasted through 2005. It was also introduced in the Cadillac CTS-V. Although the LS1 and LS6 engines share similar nuances, the LS6 sported structural enhancements to the block along with bay-to-bay breathing, which made the LS6 a better block. The LS1 block shown here has been fitted with ARP main studs and bolts for incredible strength across the main caps.

02 | Eagle Specialties has provided us with Mahle forged pistons tied to these incredible forged I-beam rods. The complete bottom end dynamic balance job weaves smoothness into the power package. Ductile iron file-to-fit rings will provide exceptional sealing and wear.

03 | We looked to Comp Cams for inspiration on this LS1 build and it came up with a hydraulic roller cam (PN 54-455-11) designed more for brute low- to mid-range torque rather than top-end horsepower, though we expect good horsepower numbers from the FAST induction system. This cam offers valve lift of 0.604/0.610 intake/exhaust along with 264/272-degrees duration at 0.006-inch with 112 lobe centers. The result is a smooth idle and great off-idle response when the butterfly is opened.

04 | This is what’s known as the barbell, which controls oil flow to the oil filter. You don’t want to forget this item or you will have zero oil pressure.

05-06 | Mahle file-to-fit ductile iron rings are ground to fit then installed on the pistons. The ring end gaps are ground to size and chamfered for smooth function. Ideally, you would use a ring expander during installation to prevent ring distortion.

shared along all car lines. GM product planners and engineers came up with the LS1, or Gen III V-8, which the press called the new small-block Chevy at the time. However, the LS1 was not a small-block Chevy, but instead a completely new GM corporate V-8.

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

If you look at the LS objectively and without bias, GM took all the best aspects of the small-block Chevy and the small-block Ford with a smattering of Ford Modular block technology to conceive what is undoubtedly the best all-around American V-8 ever produced. The LS

had its share of teething issues when it was introduced in the Corvette in 1997 and the F-body Camaro and Firebird in 1998. However, GM managed to get through these issues, massaging the LS into an incredible family of powerful V-8 engines. Because the LS1 has been around

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Third Time’s a Charm 08 | The

07 | Aluminum bearings have been fitted to the rod journals. The surface between the bearing and the rod must be dry. Never use oil or lube between the bearing and the rod or between the main bearings and the block. You want the proper amount of bearing crush for security. Use plenty of engine assembly lube between the crank journals and both the rod bearings and the main bearings.

reciprocating parts, namely the rods and pistons, are installed next. The pistons, rings, and cylinder walls can be coated with assembly lube or SAE 30 weight engine oil. It is suggested you use SAE 30 or 10W30 weight engine oil on these surfaces to ensure proper ring seating. If you intend to store the engine for an indefinite period of time, use engine assembly lube.

10 | The rod bolts

09 | While you’re in this neighborhood, make sure the connecting rods are installed facing the right way. You’d be surprised how many people get this wrong. The pistons with reference marks go toward the front of the block with the valve reliefs facing up. The shoulder of the rod goes toward the shoulder of the journal. The rod bolts are torqued in thirds to the final ARP specs.

• 11 | The block cam plate follows cam installation. ARP bolts secure the plate to the block.

now for 20 years and been driven a lot of miles in that time in a wide variety of GM vehicles, we thought it appropriate to look at the original game-changing LS1 and share its features. We’ll follow along as Derek Ranney at L&R Engines in Santa Fe Springs, California, walks us through the build process in preparation for some time on the dyno. We’re building the LS in Part 1, so stay tuned for Part 2 where we’ll wrap up this build and put it in the capable hands of Steve Brule at Westech Performance to see what it will do on the dyno. CHP

are properly torqued to ARP specifications and marked as torqued with a marker. Marking the bolts ensures you have torqued each one. L&R Engines uses electronic torque wrenches on all of its engine builds along with doublechecking the final torque spec.

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Third Time’s a Charm

14 | The timing chain and gears are installed before the oil pump, working with the timing marks.

15 | When you install the LS1 oil pump, make sure the pump is evenly centered on the crankshaft with no side-load. A side-load will ultimately damage the pump.

16 | Replacement timing and rear main seal covers are available from Rock Auto complete with gaskets and hardware for your LS project. You can build an LS from scratch right down to the last nut and bolt using new parts.

18 | Here, the windage tray and oil pickup have been set in place. All of these parts are new.

17 | The one-piece rear main seal is made of Teflon and does not require lubrication. L&R Engines discourages the use of lubrication, which will actually damage the seal.

ENGINEERED FOR AME’s Multi-Link Independent Rear Suspension delivers what noted SCCA champion Mary Pozzi calls “The BEST suspension I’ve ever felt underneath a car on a track!”

Multi-Link IRS is offered on AME Tri-5 GT Sport chassis as shown plus other applications.

The Multi-Link IRS was popularized by marques like Ferarri, Porsche and BMW —and Morrison takes it a step further with brute strength and the ability to handle serious horsepower. It has many important features that “old style” Jag, Cobra, C2/C3 and aftermarket designs lack.

20 | The timing cover is carefully installed. You

19 | The windage tray ARP fasteners get a thread locker and are torqued to Chevy specs.

don’t need sealer on the LS timing cover because sealing technology is that good. Areas where you have multiple joints may require a tiny dab of Permatex’s The Right Stuff, available from Summit Racing Equipment.

21 | This is an aftermarket replacement castaluminum oil pan from Rock Auto. It is authentic in every possible way and will fit both automobiles and trucks. The cast pan provides block rigidity and better heat transfer than steel.

22 | This LS1 oil pan gasket from Fel-Pro, available from Summit Racing Equipment, is positioned for pan installation. Again, no need for sealer. Lay it on and install the pan.

23 | Summit Racing Equipment offers this groovy underdrive harmonic damper for your LS1 project. The Summit damper frees up power and provides smoothness. We’re going to use a stock damper for our dyno testing because, ultimately, this LS mule is going into a truck.

MAX PERFORMANCE! Multi-Link IRS is available in rear clips, like this Gen 1 Camaro setup. AME now offers compact, short and fullsized IRS cradles.

What’s more, the AME Multi-Link IRS is also ideally suited for the street. Benefits include the ability to maintain stable corner load situations, establish functionally independent camber and toe curves, and enjoy a quieter ride with reduced noise, vibration and harshness. You get it all! email: sales@artmorrison.com

866-558-1649

www.artmorrison.com

HARD

CORE RIDES

Determination, perseverance … and the essence of hot rodding TEXT: Ro McGonegal | PHOTOS: Dominick Damato

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

★For as many hot rodders that buy and sell rides as a way of life, there’s a legion of others that tend to stand by their original choice, building on, modifying, and enjoying the same car for many years. Al VerSchave’s been hanging around with this Nova going on 15 years. He’s taken many steps, even changed addresses a few times along the way. Here’s what happened. He bought the Nova at the Pomona Swap Meet in 2003. His dad helped him hop it up with a 355 and a four-speed, and so they built the quintessential high-school driver. “Over the next few years, we transformed it with a healthier small-block, Richmond four-speed, and a Currie 12-bolt axle,” Allen said. “The car was a blast to drive even then, and living

in Arizona at the time, I would drive it to the track and up and down Speedway Boulevard.” Early in 2006, Al navigated a different direction and the ’66 began to slowly evolve. He did the measuring, sourcing, and construction. In June 2006, he packed everything up, destined for Chicago. Something in that irrepressible atmosphere changed him: he decided to go full drag race and worked overtime in order to enable the essence of this car-building miasma: stuffing the biggest engine in the littlest body on earth. Slip a big-block in a pocket that was everengineered to take a small-block. “It took nearly five years to complete due to the price of the parts I wanted. I started it when I was 18 and finished it when I was 22. I was working multiple jobs and doing fabrication work on

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

Hard Core

the side, earned the cash necessary, and built a name for myself in chassis construction,” he said. He called his nascent enterprise AVS Fabrication. To make room for the fat-block 598 and the large diameter fenderwell headers, Al shaved the shock towers. He put the engine in; built the 12-point rollcage; installed the mini-tubs and the frame ties; constructed the beautiful, sweeping headers; and welded up the 4-inch mild steel exhaust system. AVS made the fuel cell and secured the battery in the trunk. In Tinley Park, Ray at Romito Racing Engines built Al a conservative 870-horsepower bullet and backed it with a custom-built 400hp fogger. To finish it off, AVS crafted the air cleaner housing. Al did some finesse work, and for the suspension he inserted roller bearings in lieu of the usual bushings. He built some

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

custom offset spring shackles to move the leaf bundles inboard and fashioned frame connectors to pull the car together. He pulled the rear seat out and covered the space with an upholstered panel. He made a custom package tray. Dave Schober covered the JAZ buckets. Closer in, Al fabbed the console but kept the rest of the setting as it has been ever since it rolled off the line. As handy as Al is with the torch and the mechanical blueprint, he knows a thing or two about how to make that ride shine. He shaved the side moldings and the “Nova” nomenclature and completed the bodywork. Then he broke out the painting tools and blew on that Marina Blue. Dave VerSchave applied the graphics to complete the outward shine. The lads retained the factory grille but added Classic Industries front and rear bumpers and screwed a Glasstek 5-inch

cowl hood over the pile. According to Al, the labor and the love were worth it. He’d “finished” the car two days before the 2010 Detroit Autorama; the Nova did well. The next outing was the 2010 Chicago World of Wheels where Al stood proudly to receive the Master Builder award. A few years hence, there would be a small impasse, otherwise known as “we need more power and we need more juice.” Yup. That potential 1,200 horsepower he already had just didn’t seem quite enough—as any seasoned hot rodder will gladly admit. He freshened the engine and adapted an upgraded Induction Solutions fogger. On horsepower, the hairy Rat ran 9.80s through the mufflers on pump gas. “I haven’t had a lot of time to run the car on nitrous but got it to go 8.90s on a small tune-up. I’m hoping this summer [2017]

Hard Core to run 8.50s with a large tune-up.” He says that the car sat a lot during 2013-’16 while he grew AVS Fabrication. In the fall of 2016, he moved it all back west, establishing a presence in Oceanside, California. But as you can see, the Nova isn’t for travelling the long haul—seats minimal and incapable of adjustment. There’s no audio, air conditioning, or overdrive transmission to wrangle those harsh 4.11s—which made Al think his project through again. Maybe down the road he’ll incorporate a strong five-speed manual and fuel injection. “I’ve owned this car for 14 years now and being 29 years old, it represents a good part of my life,” he said. “I never see myself selling it and look forward to seeing the changes that will be made over the years.” Hot rodding never dies. CHP

TECH CHECK Owner: Allen VerSchave, Oceanside, California Vehicle: 1966 Nova

Engine •Type: 2007 Mark IV •Displacement: 598 ci •Compression Ratio: 9.8:1 •Bore: 4.600 inches •Stroke: 4.500 inches •Cylinder Heads: World Products Merlin III aluminum, Manley 2.30/1.88 valves, 310cc intake ports, 132cc exhaust runners, 119cc combustion chambers •Rotating Assembly: Eagle 4340 crankshaft and connecting rods, JE pistons •Valvetrain: 1.7:1 Crane rocker arms and lifters, Manley pushrods, Chevrolet Performance rocker covers •Camshaft: Custom-grind roller (0.800/0.800-inch lift; 285/300-deg. duration), Cloyes double-roller timing set •Induction: World Products Merlin X intake manifold, Holley 1,150-cfm Dominator carburetor, K&N element in custom AVS Fabrication (Oceanside, CA) air cleaner; Induction Solutions custom fogger nitrous system, MagnaFlow fuel delivery system •Ignition: MSD 7AL (non-digital), Moroso 8mm primary wires •Exhaust: Fenderwell-exit custom-built 4-inch mild steel system with 2 3/8-inch primaries, 4-inch collectors, Dynatech SplitFlow mufflers

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

•Ancillaries: Griffin aluminum core, 12-point rollcage by AVS Fabrication, custom 8-quart oil pan, Moroso water pump, Powermaster 120-amp alternator •Output: 870 hp at 7,300 rpm, 760 lb-ft at 5,500 rpm on nuts •Machine Work/Assembly: Ray Romito at Romito Racing (Tinley Park, IL)

Drivetrain •Transmission: ATI Powerglide built by Dave Vyhanck, Coan 3,500-stall converter, manual valvebody •Rear Axle: Mark Williams 12-bolt, spool, 40-spline axles, 4.11:1 gears, Strange Engineering 3.5-inch chrome-moly propshaft

Chassis •Front Suspension: GM spindles, Performance Online tubular upper and lower control arms, Moroso 2-inch drop springs, CalTracs shocks (4-inch total front drop) •Rear Suspension: CalTracs 2-inch drop leaf springs, 1-inch lowering blocks, CalTracs 9-way adjustable shock absorbers, antisway bar •Brakes: Wilwood 11-inch rotors, fourpiston calipers, front; Wilwood 10-inch rotors, four-piston calipers, rear

Wheels & Tires •Wheels: American Racing Torq-Thrust Pro 15x4 front, 15x10 rear •Tires: M/T ET Front 26x4.5 front, M/T ET Street Drag Radial 275/60 rear

Interior •Upholstery: Custom factory-style appearance installed by Dave Schober, OE door panels •Material: Marina Blue vinyl •Seats: JAZ race buckets, Simpson harnesses •Steering: OE •Shifter: Hurst Quarter-Stick •Dash: OE •Instrumentation: Factory augmented by AutoMeter gauges •Audio: None •HVAC: Open vents, windows, and usually an expletive or two

Exterior •Bodywork: Allen VerSchave •Paint By: Allen VerSchave, graphics by Dave VerSchave •Paint: Glasurit Satin Marina Blue base and clearcoat •Hood: Glasstek 5-inch cowl •Grille: OE •Bumpers: Classic Industries

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GET THE HOOKUP PerTronix 909.599.5955 pertronix.com Ted’s Carburetor Shop 661.948.2340

DISTRIBUTION OF POWER Breathe new life into a classic Delco distributor with PerTronix ignition products ✜ TEXT & PHOTOS: Jim Smart

t is remarkable how far ignition systems have come in more than a century of use with internal combustion engines. For a long time it was that open/ close breaker points thing, which wasn’t always reliable, sometimes leaving you on the roadside or bouncing like a maniac at high rpm causing crummy performance and misfires. Ignition points rubbing blocks wear over time and with mileage and have to be replaced. In the 1970s, Detroit automakers introduced solid-state ignition for the masses. The result was the need for fewer tune-ups and less concern over the need for a tow truck. When PerTronix introduced the simple drop-in Ignitor module decades ago it was heaven-sent because you could convert an old Delco distributor to electronic ignition in a matter of minutes. Seriously—remove the old ignition points and condenser and install the Ignitor. It’s that simple. We’re working with a tach-drive Delco distributor from a big-block

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

Chevy in need of fresh parts and custom tuning by Ted’s Carburetor Shop in Lancaster, California. Back in the day this guy was fitted with window-adjustable ignition points. Today, we’re installing the original PerTronix Ignitor module, which eliminates points and the 12,000mile tune-up. The PerTronix Ignitor, Ignitor II, and Ignitor III all take 15-30 minutes to install. Rebuilding the classic Delco distributor takes an afternoon. CHP

02 | There are two types of distributor rotors. On the left is the old Bakelite rotor, long used in these distributors. On the right is a more contemporary plastic type. It’s always a good idea to check continuity between the center and outboard terminals, which has been known to be marginal in some replacement rotors. Continuity must be consistent. Wiggle the center terminal and watch the resistance (ohms). If there’s any fluctuation, do not use the rotor. Which reminds us, did you check the distributor cap for carbon tracking and cracks?

01 | The tach-drive Delco distributor, used from 1962-’74 on small- and big-block Chevys, scattered across an assembly table at Ted’s Carburetor Shop. Rebuilding one of these Delco distributors involves close inspection of each part along with making critical decisions about each part. Excessively worn parts must be either replaced or serviced.

03 | Assembly begins with a generous coating of molybdenum grease at the new bronze bushings.

05 | A new vacuum advance unit is installed and secured. Now is a good time to insert the Ignitor wires down through the housing and pull the grommet into place.

04 | Next, the nylon thrust washer is installed.

06 | The breaker plate is positioned and secured, then checked for freedom of movement. NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

Distribution of Power 07 | The PerTronix Ignitor is positioned with the wires routed where they wonâ&#x20AC;&#x2122;t chafe on the breaker plate.

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08 | The shaft and centrifugal (mechanical) advance mechanism are assembled along with the limiters.

09 | The distributor

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shaft is generously lubricated with molybdenum grease before installation in the distributor housing. The tach drive (arrow) gets a heavy dose of grease. You may also use engine assembly lube for these Delco builds.

10-11 | The PerTronix reluctor ring is installed next and secured to the mechanical advance. Threaded studs reach through the rotor and are retained by locknuts.

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Comfort, Support & Style 12 | Centrifugal advance flyweights and springs are next to be installed. The limiters and springs chosen depend upon the application and what is learned on the distributor machine. The combination of flyweight springs and vacuum advance programming determine spark curve. The spark curve is dialed in based on engine dynamics (cam, intake, heads, carburetion, compression ratio, and the type of driving expected most of the time). PerTronix offers a performance advance curve kit for Delco distributors.

13-14 | These are mechanical advance springs and limiters. When itâ&#x20AC;&#x2122;s time to dial in the spark curve, tuning is determined by spring tension and how far the rotor is allowed to advance. Limiters determine how much the rotor can advance. Spring tension determines the rate of mechanical advance based on rpm.

15 | We have installed flyweights, springs, and limiters for baseline testing. The springs and limiters are swapped as necessary during distributor curving.

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Distribution of Power

16-17 | The shaft is installed next and seated before the drive gear installation and endplay check. This particular Delco distributor has the original Ignitor, which has worked like a champ for many years. There is the option of stepping up to the Ignitor II or Ignitor III. The Ignitor III is a programmable module with a built-in rev limiter.

20 | We’ve laid the tach-drive components out for your convenience.

18-19 | The distributor gear is installed and endplay checked. Because we’re running a hydraulic roller cam in the 427ci big-block, where this is headed this is a steel gear designed to work with the steel camshaft. A cast-iron distributor suggested endplay is 0.005-0.008 inch. If you’re building an aluminum Delco, endplay is 0.012-0.015-inch. Aluminum housings run larger because aluminum expands more aggressively.

SHEET METAL FABRICATED RACE SERIES INTAKE MANIFOLDS

• Welded seams inside and out for added strength and durability on high horsepower boosted applications • For LS1, LS2 & LS6 engines • Longer intake runner lengths offer wider RPM range: 2,100 – 8,200 RPM • Choice of bright silver or black anodized finish • 5mm thick T6061 sheet aluminum construction • Offered with 90mm bore throttle body opening • Includes TB spacer, and 3/8’’ fuel fail kits with -8AN fittings and stainless braid line capable of supporting 750+ HP • Equal runner lengths with tapered top on EFI intakes designed to increase velocity and more evenly distribute airflow • Removable top for ease of inspection, modification, & addition of sensors • SIlver finish (832141), Black finish (832142)

LS TURBO EXHAUST MANIFOLDS - 8510HKR

• Fits most common LS swap applications & components • 3” V-Band Outlet – 2.25” crossover connections • Heat shield to protect heater hoses • Hardware included – Stainless steel V-bands • Cast iron construction retains heat and is more durable than steel headers • More components to come (cross over tubes, and turbo inlets w/ T4 flange) • LS Turbo crossover (8513HKR) eliminates unnecessary fabrication & guesswork on your ride!

HEADLOCK™ LOCKING HEADER BOLTS - 2235G

• LOCK IT AND FORGET IT! • Serrated teeth grip header flange surface providing a locking action to maintain consistent header bolt clamp-load • Thread-Lock Patch prevents header bolt torque loss, provides positive thread seal in severe duty engine vibration and heat cycle conditions • Combination hex/socket head design for easy installation • Made from high-grade stainless steel to resist rust and corrosion • Material specification Grade 8, 150,000 psi tensile strength • Includes ball-head socket installation tool, to start header bolt into head

22 | Ted Granger of Ted’s

21 | The tach-drive is installed as shown.

23 | PerTronix offers three levels of Ignitor retrofits for classic Delco distributors. The original PerTronix Ignitor has been around for decades in wide use around the world in virtually every application imaginable.

Carburetor Shop dials in the spark curve. This is a task best left to a professional if you want seamless performance. However, this is also something you can do in your driveway with a timing light and behind the wheel. The best advice we can offer is to take your vehicle to a reputable tune shop with a chassis dyno where the ignition timing and fuel curves can be checked with the vehicle on rollers under a load. The biggest mistake here is too much timing and a lean fuel mixture, which can net you engine damage.

24 | The Ignitor II is a “smart” module, which can sense current levels and adjust dwell as you drive.

25 | The Ignitor III delivers three times the spark than your Delco’s original contact points. What’s more, it has a built-in rev limiter you can adjust to your own comfort zone.

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557-200

EXTREME 9000 CERAMIC SPARK PLUG WIRE SETS PREMIUM MLS (MULTI-LAYER STEEL) HEAD GASKETS

• Designed for maximum sealing of bi-metal (cast iron block/aluminum cylinder head) engines • Reduced brittleness in material, increased flexibility & deformation retention • Improved combustion seal around the cylinder bore (embossment profile) seals extreme cylinder pressure found in high compression, supercharged and turbocharged engine applications. • For high performance street, drag & oval track use

• STOP MELTING PLUG WIRE BOOTS TODAY! • Ceramic boots withstand up to 2,000ºF • 8mm double silicone jackets withstand up to 600ºF and resist chemicals and moisture • Uses a 500 ohms per foot Ferro-Spiral core developed for performance use • Provides excellent energy delivery to the spark plugs, while providing the highest level of RFI/EMI suppression • Feature stainless steel spark plug terminals for maximum spark energy to the plugs • Available with either Straight, 90º or 135º boots

HP EFI SYSTEMS FOR LS! • Simple Installation - Plug-n-Play control of GM LS engines. Plug into your factory sensors, wire the power/grounds and take complete control of your LS engine • More Functionality - Provides significantly more functionality than OEM or the competition (boost control, nitrous control, water/meth injection, multiple inputs/outputs to control fans, pumps, relays, etc.) • Easy To Use - Laptop programmable ECU includes variety of base maps that will have you running in no time • Ideal For Everything - From stock LS engine or all-out race builds • NTK Oxygen Sensor recommended for leaded or methanol fuels, high exhaust temps and forced induction applications or for highest precision feedback • 1-5 Bar MAP sensor capability • Install boost control solenoid (557-200) & dyno tune for boost

ASK OUR EXPERTS: 866-464-6553 Some products not legal for sale or use on pollution controlled vehicles

CAMARO PRODUCT SHOWCASE

★With the Chevrolet Camaro remaining dominant in the early and late-model horsepower wars, it proudly wears the crown as the most popular muscle car in America. The history and soul of this unique vehicle, along with its style and performance keep Camaro on top among automotive enthusiasts from coast to coast. From first-, sixth-, or any generation of Camaro in between, the aftermarket offers thousands of parts to make

your Pro Touring, Pro Street, drag race, restomod, and daily driver handle better and go faster. There are also plenty of products to help keep your Camaro looking great. Whatever year or build style of Camaro you own, the Chevy High Performance Camaro Product Showcase is designed to help you find the parts necessary to take your car to the next level of performance and appearance.

✶GForce Engineering Outlaw axles are a direct replacement for factory halfshafts and are designed for cars making big power. The Outlaw axles are capable of supporting up to 1,500 hp. Machined from proprietary aerospace billet allow, the Outlaw axles feature the largest diameter axle bar and billet machined CV joints available providing unparalleled strength. In addition, the billet machined CV joints provide more travel and increased operating angle than OEM CV joints. They also provide a significant increase in wear characteristics and durability over standard CV joints commonly found in axle upgrades. GForce Outlaw axles also include CNC machined billet steel inner and outer stubs machined from a single piece of billet, making them the strongest stub design, period. Each component of an Outlaw axle is meticulously designed, machined, and assembled in-house, at their Wichita, Kansas-based facility. Because they carefully control each process, handbuild each axle assembly, and only use premium materials, Outlaw axles boast the industry’s only lifetime warranty. GForce Engineering 316.260.8433 www.gforce1320.com

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

★ CAMARO PRODUCT SHOWCASE ★

✶Your most complete 1969 Camaro harness! Featuring 26 circuits with virtually every connector installed on the harness out of the box. This harness covers all common options and even features a fully integrated ground circuit. Included are provisions for the RS taillights, cowl hood, and even a complete console harness! Installing the harness is made clear with an included 120+ page manual full of color schematics, photos, and step-by-step instructions! Retail: $847.99 Painless Performance Products 817.244.6212 www.painlessperformance.com

✶New Port Engineering’s Clean Wipe Wiper Drive is now available for 1967-’78 Camaros. Update your original wiper motor with a new heavy-duty, two-speed, selfparking motor that is smaller and more powerful than the original or a rebuilt motor. This gives you more room for that aftermarket ignition or big-block engine. The kit bolts directly into the stock location and connects to the stock wiper transmission linkage arms. It comes with a new wiring harness so installation is a breeze. Easily upgrade to intermittent delay, add a washer pump kit, or a switch conversion kit designed to work with the original knob and bezel. Don’t waste your money on a rebuilt motor, upgrade to a New Port Wiper Drive and improve the driveability and reliability of your car. For additional information, please contact New Port Engineering at their website or the phone number below. New Port Engineering 800.829.1929 www.newportwipers.com

✶In 1993, Fatman was first to offer a replacement subframe for the first-gen 1967-’69 Camaro and 1968-’74 Nova. They now offer two major upgrades to that proven design. Based on the GTech spindle originally developed for the OEM suspension, this 2-inch drop—yet 1 1/2-inch taller—spindle offers the same optimized camber curve for superior handling. Also, by using a spindle designed for the OEM design, original or aftermarket disc brakes will fit with additional expense. The new Sportalign upper control arm mounting and alignment system allows a repeatable change from highway to track alignment specs in minutes with only two wrenches. The highway setting can be set for maximum responsiveness on the track, then reliably returned for the trip home. The factory engine and trans mounting platforms duplicate the stock positions so that any OEM aftermarket engine mountings for small-block, big-block, or LS engines should fit easily. With the forward mounting of the rack-and-pinion, header clearance issues will be minimized. Fatman Fabrications 704.545.0369 www.fatmanfab.com NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

★ CAMARO PRODUCT SHOWCASE ★

✶Art Morrison Enterprises (AME) has introduced the highly sophisticated Multilink IRS that can be ordered as an option on the popular GT Sport chassis or installed in a wide variety of vehicles thanks to its unique “cradle” design. The Morrison Multilink IRS was inspired by the latest exotic cars, yet features a rugged Strange Engineering S60 differential (9 3/4-inch diameter ring gear) that can handle substantial horsepower. It provides significant handling and ride benefits over older fixed control arm type IRS setups and offers improved wheel adjustability. With its semi-active steering capabilities, the Multilink IRS handles corners like a car on rails. Highly credentialed test drivers have described it as “the best suspension on the market.” Available with numerous gear ratios and brake options, the compact “package” design of the AME Multilink IRS allows for many fitment applications. It is available in four track widths from 55.5 to 61.5 inches. Art Morrison Enterprises Inc. 800.929.7188 www.artmorrison.com

✶The Art Morrison Enterprises (AME) GT Sport package is a system that dramatically increases the handling capabilities of your first-gen, 1967-’69 Camaro. Utilizing an AME C6 front subframe (also available for 1970-’81 Camaro/Firebird) the front is an easy, bolt-in upgrade. Out back, AME has designed a rear subframe that replaces the weak, stamped sheetmetal rails with beefy 2x4x0.120-inch mandrel bent tubing. Available rear suspension options include triangulated four-bar (which fits under the stock floorpan), three-link, or the AME Multilink IRS. All rear suspension options work with the stock fuel tank and allow up to a 335mm wide rear tire with a mini-tub. To make the chassis system as rigid as possible, AME offers a set of subframe connectors to tie the two together and stiffen up the OE floorpan. The chassis components are available as an entire three-piece package or in stages. Order yours today! Art Morrison Enterprises Inc. 800.929.7188 www.artmorrison.com

✶EradiSpeed+ premium performance rotors are specifically designed for the 2010-’15 Chevrolet Camaro, and as a direct replacement for the factory rotor they are an easy bolt-on upgrade. These performance rotors are directionally vaned for improved cooling and are a two-piece design with an aluminum hat bolted to the rotor ring, which greatly reduces weight. Additionally, they also feature Baer’s signature slot, drill, and zinc plated finish. Baer Inc. 602.233.1411 www.baer.com contactus@baer.com

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

★ CAMARO PRODUCT SHOWCASE ★

✶MuscleRods offers everything you need to drop an LS-based engine into your muscle car or truck. The mount and crossmember kit includes engine mounts and frame brackets that bolt into existing holes in the subframe and feature polyurethane bushings. The Sure-Fit crossmember system supports all late-model transmissions. These kits were designed on real project cars to give you the most options for the entire build and ensure optimum position for proper driveline angle. Oil pan kits, fuel system, radiators, front accessories, and wiring are also available; everything you would need to complete the swap. A complete line of MuscleRods headers are available that give unparalleled performance and ground clearance with sizes to match to your horsepower level. These combined parts offer an easy, strong, and clean installation of your LS engine. It’s all just a click away at www.musclerods.com. MuscleRods 770.751.0687 www.musclerods.com

✶MuscleRods offers everything you need to drop a new Gen 5 LT-based engine into your muscle car or truck. They have bolt-in engine mount and crossmember kits that are specifically designed for your car or truck. These new kits support all Gen 5 LT series engines and all early and late-model transmissions. There is a fabricated, billet aluminum oil pan designed from the ground up to meet the oiling requirements and fitment issues of the Gen 5 engine. Also available are 304 stainless steel long-tube headers that feature 1 7/8-inch primary tubes and collector spikes to support huge horsepower levels. So whether you’re using a pull-out truck engine or a new LT4 crate engine, MuscleRods has you covered with parts that are designed to work together. Current kits include 1964’72 GM truck, 1955-’57 Chevy, 1970-’81 Camaro, 1964-’72 Chevelle, and 1971-’76 Impala. Other kits will be available soon. They’re all just a click away at www.musclerods.com. MuscleRods 770.751.0687 www.musclerods.com

✶AutoRad offers intercooler options for their 1967-’69 Camaro core support assemblies. If you have a supercharger and need an intercooler, they can build you an air-to-water intercooler or air-to-air intercooler for your project. AN fittings, NPT bungs, or hose fitting outlets are available. Other options such as oil coolers are available, too. (Shown is the intercooler and oil cooler.) AutoRad also builds a 1967-’69 Camaro core support to fit the stock-sized radiator. You can get the look of a custom core support and still keep your stock radiator. AutoRad three-piece cover panels are also available. AutoRad 770.983.1345 www.autoradradiators.com NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

★ CAMARO PRODUCT SHOWCASE ★

✶Hydra Stop Street Beast Hydraulic Brake Assist Systems CPP’s Hydra Stop Street Beast is a direct fit, high-performance hydraulic brake assist system. These systems work great when running a performance engine setup and there is not enough vacuum produced to operate a traditional brake booster. Simply plumb into your power steering system and share the fluid reservoir between your power steering pump and your high-performance brake system. The Hydra Stop kit includes: high-pressure line set, heavy-duty return line, pedal rod hardware, and mounting hardware. Assembled with all-new parts, this unit puts out an amazing 1,800 psi at the wheels! The “Street Beast” package also includes an aluminum Corvette-style master cylinder, side-mounted Prop & Stop Block kit, and all the necessary fittings and hardware. Bare hydraulic assist units start at $469. Complete Street Beast packages start at $829. All CPP parts come with a lifetime warranty. Classic Performance Products, Inc. 800.830.7657 www.classicperform.com

✶CPP’s C5 spindle utilizes a C5 bearing hub assembly. Utilizing this type of sealed bearing pack eliminates flex on the factory spindle pin, which causes caliper piston push back. This condition is a problem especially with aftermarket multi-piston radial-mount-style calipers. They also utilize C5 brakes or aftermarket alternatives (a direct fit for Baer, Brembo, and Wilwood C5 applications). The early A/F/X-body tall spindle helps with improved geometry by giving a better camber change during suspension movement and also maintains the drum brake offset. The early Camaro kit uses original or CPP replacement steering arms. The second-generation Camaro spindle is the first of its kind, and exclusive to CPP. Complete brake kits include spindles, slotted and drilled rotors, loaded calipers, sealed bearing packs, and mounting hardware. These kits use a 13-inch rotor and require a minimum 17-inch wheel. Kits for 1967-’81 Camaros are available with black or red calipers. Spindles start at $269. Kits start at $649. All CPP parts have a lifetime warranty. Classic Performance Products, Inc. 800.830.7657 www.classicperform.com

✶Put the right tools in your toolbox! With FlashScan V2 from EFILive you have a fully integrated diagnostic tool, scan tool, and tuning tool. Take the guesswork out of tuning your Camaro. Covering 10 engine and transmission controllers between 1998 and 2016, FlashScan V2 allows you to monitor data, log ECM and TCM activity, check and reset DTCs, and custom-program engine and transmission controllers without using a PC. EFILive’s integrated scanning and tuning software simplifies tuning with its overlay capabilities, making it the most powerful PC editor. Simply highlight an area in the data log and cells containing the values that control the conditions being monitored are highlighted in the tuning program. For more information and to download a free copy of the EFILive software visit www.efilive.com. EFILive www.efilive.com

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

★ CAMARO PRODUCT SHOWCASE ★

✶CPP’s new Pro-Touring Kits is the most complete package in the market that offers the ultimate performance upgrade for an affordable price. Their kits come in four different stages, from suspension only (Stages I & II) to full kits (Stages III & IV) that include front and rear brake packages with the 500 Series Power Steering box. The Stage IV kit includes Front Totally Tubular upper and lower control arms, front sway bar, fully adjustable billet coilover front spring setup, and CPP’s 13-inch Big Brake front system featuring dual-piston 52mm-type caliper setup, forged aluminum hubs with screw-in studs, drilled and slotted, zincfinished rotors, and chrome master cylinder/adjustable stop block combo. Also included is a full rear suspension package including CPP’s rear sport leaf spring kit (or tubular rear arms and coils in some applications), adjustable rear billet shocks, and matching 12-inch rear CPP Big Brake kit that comes with all hardware and still retains proper E-brake function. The Stage IV kit with the 500 Series Power Steering box upgrade is perfect for corner-carving Pro Touring action and is also very comfortable to drive around town on those nontrack days. The included CPP Big Brake kits work well with 17-inch or larger wheels. Kits range from $1,599-$3,899. All CPP parts have a lifetime warranty. Classic Performance Products, Inc. 800.830.7657 www.classicperform.com

✶CPP’s new subframe connectors provide resistance to chassis flex and therefore increase the integrity and rigidity of the chassis and are a must for any performance application. Made of round tubing with 1.5-inch od, 0.120-inch wall, these connectors resist torsional twist better than square tube versions and also provide for maximum ground clearance, according to the manufacturer. The connectors are 100 percent bolt-in and include all mounting hardware and self-lubricating plastic D-type bushings (same as used in their popular Totally Tubular control arms) provide smooth, quiet, and squeak-free shackles, with no side-to-side movement like you’d have with standard urethane or rubber bushings. These pivot on 1-inch steel sleeves that are 100 percent tight with Grade 8 nuts and bolts, which do not pivot on bolt threads. The subframe connectors are available in black or silver powdercoated finish. Kits start at $229. All CPP parts have a lifetime warranty. Classic Performance Products, Inc. 800.830.7657 www.classicperform.com

✶Prothane offers a full replacement Total Kit (PN 7-2044) and Bushing

Insert Kit (PN 7-2045) for 2010-’14 Camaros. These kits come complete with urethane subframe bushings that replace the OEM rubber parts. Kits include bushings for: front control arms, steering rack, front and rear sway bars, rear control arms, adjustment link, trailing arm, and rear differential. Factory rubber parts exhibit excessive play resulting in poor handling, and OEM rubber tends to deteriorate and rot. Urethane is impervious to oil and grease and will outlast stock rubber parts. Prothane kits feature specially engineered urethane bushings and components designed to provide improved handling and a more stable and controllable ride. They are precision fit replacements, with no hassles or special tools required. Prothane offers suspension bushing kits, motor/ transmission mounts, chassis mounts, bumpstops, and driveline couplers.

Prothane www.prothane.com

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

★ CAMARO PRODUCT SHOWCASE ★

✶Flaming River has a new rack-and-pinion cradle kit for 1970-’81 Camaros that provides over 6 inches of travel and the full lock-to-lock turning radius. The Flaming River Power Rack and Pinion is a completely new unit, it allows for an adjustable pinion angle, there is no core charge required, and is made in the USA. The cradle system for 1970-’81 Camaros uses a travel bar design to properly position the steering pivot points to the original location and deliver the original turning radius. The system locates the inner tie-rod ends at the original pivot points. The 1970’81 Camaro system uses the factory tie rods to connect the travel bar to the spindles. The system installs in the original mounting holes for the steering box and idler arm assembly. The system does not require any cutting, drilling, or welding and installs using basic handtools. Flaming River Industries 800.648.8022 www.flamingriver.com

✶RST (Race Sport Technology) is rolling out their new 2 1/2-inch Catless Mid-Pipes and 2 1/2-inch High Flow Cat-Pipes for the 2010-’15 Camaro SS exclusively at Phastek Performance. You have the option of ordering the high-flow pipes in your choice of 304 stainless steel or aluminized steel. In terms of quality, these pipes are much better than you could find out in the marketplace. The new, 3/8-inch thick flanges and O2 bungs are TIG welded by hand and offer a much better look and finish than the traditional MIG welded pipes. On top of that, you can fit these to your factory manifolds or aftermarket shorty headers. The manufacturer claims as much as a 15 rwhp gain by adding their new pipes to the 2010-’15 Camaro SS. So visit Phastek Performance to order these new high-flow pipes for your 2010-’15 Camaro SS.

Phastek 855.742.7835 www.phastekperformance.com

✶Delta PAG’s high-performance brushless cooling systems use cutting-edge technologies for the ultimate in cooling performance. Dual fans move over 3,500 cfm at only 2.70 inches thin Very low amp draw (only 16 amps total) Increase reliability (lasts 10x longer) Digital controller adjusts on/off temps and speed for each fan Soft-Start tech eliminates power spikes The thinnest, most efficient 3,500 cfm on the market Brushless fan kits include everything you need, such as waterproof wiring harness, digital controller, brushless fans, and sensor. Complete cooling packages are also available that include: radiator, shroud, and fan(s) pre-wired for any Camaro.

Delta PAG 212.203.2912 www.deltapag.com

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

★ CAMARO PRODUCT SHOWCASE ★

✶The ACS ZL1 Side Rockers for the Gen6 Camaro The ACS Composite ZL1 Side Rockers will mount to all SS, V-6, and I4 2016, 2017, 2018 Camaros and enhance the side profile of the car—matching the coveted ZL1 look and performance. The side skirts are made of RTM composite material, which is a durable, rigid, and smooth composite crafted with performance in mind. The ZL1 Side Rockers are a great addition to any splitter and will truly create a unique look for your Camaro. ACS Composite 514.828.1000 www.acscomposite.com

✶The ACS ZL1 Splitter for the Gen6 Camaro SS

Upgrade your Camaro SS with the ACS ZL1 Front Splitter and give your car the track proven look it deserves. Made from ACS Composite’s patented RTM composite material that combines quality and durability for functional front-end support. This aggressive splitter will set your SS apart from the competition and turn heads while driving down the freeway.

ACS Composite 514.828.1000 www.acscomposite.com

✶The ACS Gen6 Rear Deck Spoiler

The ACS Composite design team created a rear deck spoiler that complements the trademark strong and sophisticated lines of the sixth-generation Camaro. It features an integrated profile that hugs the side arches of the Camaro, a central reverse-mohawk following the roof line, and an integrated molded wicker for improved downforce. The spoiler comes available in three finishes: Primer, Mosaic Black, and Gloss Black.

ACS Composite 514.828.1000 www.acscomposite.com NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

★ CAMARO PRODUCT SHOWCASE ★

✶Stretch the life of your paint with NoviStretch, from the creators of the Original “Stretch-to-Fit” Protective Cover. Made in the USA, patented NoviStretch Performance Protective Covers are designed to provide quality paint protection for your fifth- or sixth-gen Camaro with incredible ease of use. Protective Durable, quality material protects the finish from common daily wear, while the breathable mesh allows for the greatest surface coverage without creating operating temperature issues. Tight Fit The stretchable fabric allows for a tight, secure, contoured fit around the front bumper or side-mirror with NO rubbing or chaffing to damage the clearcoat or paint. Easy Installation & Removal A snap fastening system allows for quick and easy, installation and removal of the mask or cover with no cutting, drilling, or permanent alteration to the vehicle. Compact & Washable The synthetic fabric and unique design allow for easy cleaning, quick drying, and compact storage when not in use.

NoviStretch www.novistretch.com

✶Fifth-Gen Camaro Polyurethane Components

Reduce unwanted chassis movement and improve your Camaro’s true handling potential with Energy Suspension polyurethane bushings and mounts. Soft, factory rubber bushings are too compliant under load, which results in reduced wheel traction and less responsive handling. Solid mounts are too stiff for daily driving and increase noise, vibration, and harshness. Energy’s race proven, Hyper-Flex polyurethane components include front and rear control arm bushings, front and rear sway bar bushings with endlinks, rear subframe mounts, and rear differential carrier mounts. Designed and formulated to provide a more stable platform, improve vehicle handling, and deliver more power to the ground on the road and at the track. Available in red or black polyurethane. Visit www.energysuspension.com or contact Energy Suspension toll free at 888.292.1250 for more information.

Energy Suspension 888.292.1250 www.energysuspension.com

✶Camaro owners seeking to enhance their engine compartments have many options, thanks to the underhood experts at Undercover Innovations. The company’s unique hood latch show panels look great and they also serve to better control airflow and reduce operating temperatures. They’re available in natural, polished, and black-anodized aluminum finishes, and can be custom engraved—including over a dozen popular logos officially licensed from GM. Undercover Innovations also manufactures several other products to improve cooling and underhood appearance, including firewall covers, lower closeouts, and radiator covers. Custom engraving is the company’s specialty, and extends to a variety of other items, including valve covers, air cleaners, door sills, and more. These, and a variety of other billet aluminum products for Camaros and other applications are available online. Undercover Innovations 888.866.4114 www.undercoverinnovations.com

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

★ CAMARO PRODUCT SHOWCASE ★

✶Chassisworks Torque Arm g-Link Rear Suspension

Make yours the Camaro that’s ready for anything! Chassisworks’ new torque arm g-Link suspension is a skillfully engineered, U.S.-manufactured system with multiple geometry and setting adjustments that directly replaces the OEM leaf springs and shocks for a significant performance increase. Enjoy nimbler cornering ability, sharper throttle response, and improved braking stability. A fabricated torque arm, g-Link tubular-steel pivotball lower arms, billet Watt’s link, VariShock billet aluminum coilovers, and weld-on frame brackets are included. Optional upgrades include billet arm splined-end antiroll bar and dual- or four-way adjustable coilovers. Mounting of the torque arm requires a Ford 9-inch centersection or Chassisworks FAB9 housing, and Chassisworks subframe g-Connector chassis stiffening system or universal-fit tubular crossmember. Systems are available for first- and second-generation Camaros and Firebirds, as well as A-body and X-body up to 1972. Call or visit the Chassisworks online store for tech info and prices.

Chris Alston’s Chassisworks 888.388.0249 www.cachassisworks.com

✶Chassisworks Subframe g-Connector System

Just about any performance improvement made to your 1967’81 Camaro makes chassis stiffening a necessary upgrade. More horsepower and torque—even wider tires—increases the amount of stress the chassis has to deal with, so a little aftermarket help goes a long way toward protecting your chassis from damaging fatigue and improving overall performance. Chassisworks’ solution is their multi-component g-Connector system, which includes mandrel-bent 2x2-inch box-tube subframe connectors, weld-on OEM subframe adapters, tubular center support, and adjustable driveshaft safety loop. After a simple weld-on installation of the OEM subframe adapters, the g-Connector system is a 100-percent bolt-on product and includes the necessary Grade 8 hardware. Frame connectors and center supports are vehicle specific to fit closely along the undercarriage without notching or cutting into the floor structure. The center support structure leaves adequate room for a dual 3-inch exhaust system, but will require custom exhaust routing. See the Chassisworks online store for pricing and additional applications.

Chris Alston’s Chassisworks 888.388.0249 www.cachassisworks.com

✶Chassisworks’ GM Muscle Car division manufactures a group of billet aluminum spindles and steering arm components for popular 1964-’72 A-, F-, and X-body muscle cars. Using the latest analysis software, Chassisworks has developed a superior-to-steel spindle that is much more rigid, lighter in weight, and features various improvements to the spindle design and geometry. The increase in suspension geometry control is substantial. Chassisworks manufactures 2-inch-drop as well as stock-height uprights, both 1 1/2 inches taller than stock that result in more aggressive camber gain and increased cornering ability. Lightweight billet aluminum steering arms offer further improvements, including bumpsteer correction for the A-body platform and Z28 quick steering ratio for F- and X-bodies. Call or visit the Chassisworks online store to order your set today. Chris Alston’s Chassisworks 888.388.0249 www.cachassisworks.com

NOVEMBER 2017 II CHEVY HIGH PERFORMANCE

★ CAMARO PRODUCT SHOWCASE ★

✶The Budnik Tungsten SKO

One of the SKO (Splined Knock Off) series of wheels, which means it has an integral lug cover plate that is held on by Budnik’s unique twist lock design splined center cap, can be run with or without a three-bar spinner. The Tungsten is available in diameters from 17-22 inches and in widths from 7-15 inches. The SKO series of wheels come with forged centers with CNCmachined billet aluminum center caps and spinners. All Budnik wheels can be custom ordered in virtually any offset, bolt pattern, and finish. Shown is a Tungsten SKO with a polished center and outer rim with Titanium Ceramic-coated detail cuts. Budnik Wheels. Design Dimension Finish. Custom Built to Fit.

Budnik Wheels 714.892.1932 www.budnik.com

✶Raingear Wipers Hidden Wiper System for 1967, ’68, ’69 Camaro

And now available for 1970-’78 and 1979-’81! Finally you can finish that engine compartment the way you want while keeping your Camaro safe and legal. Now, first- and second-generation Camaro owners can eliminate the unsightly wiper motor from their car’s firewall by installing a state-of-the-art Raingear system that places the wiper assembly and motor out of sight, inside the plenum (airbox), allowing you to install any size or type of engine you want without the interference of the wiper motor. Take your car to the next level of perfection. Hidden wiper systems are also available for Novas and other GM X-bodies. Systems are available in two-speed kits with or without intermittent option.

Raingear www.raingearwipers.com

✶Larson, Lutz, Bailey, DragWeek, Roadkill, Bonneville, Texas, and Ohio Mile. The highest horsepower handling overdrives you can buy—and you can bolt one on in a couple of hours. Keep your existing manual or automatic transmission, which is the racer’s strength compared to late-model overdrive swaps. Get 28.6 percent faster cruising speed coming with a warranty that covers you even at the dragstrip. Gear Vendors Overdrives pioneered overdrive and the ability to turn your three-speed automatic into six close ratios, which is exactly how the late-model OE transmissions work. Gear Vendors’ overdrives are built here in the USA with materials found only in Pro Mod transmissions and are reliable behind twice the horsepower as any other overdrive you can buy. More fun driving, more versatile for drag racing or road course, and the easiest to install yourself. Complete overdrive kits start at just $2,695.00 for a limited time. Call them at 800.999.9555 about your application and they can get you all the details and an overdrive to put in your car today. Gear Vendors Overdrives 800.999.9555 www.gearvendors.com

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✜ TEXT & PHOTOS: Jim Smart

ew things are more vanilla than some of Chevrolet’s instrument clusters from back in the day. Classic Chevy Impalas and Novas, to mention just two examples, sported boring horizontal-sweep speedometers, fuel and temp gauges, and an array of idiot lights, which didn’t do much to inform—let alone inspire. If you have the budget and inspiration (we don’t always have the former), you can get into a complete AutoMeter instrument cluster for your classic Chevy for under $1,200. Following the AutoMeter instructions carefully—you provide the labor—AutoMeter provides a terrific, American-made product that excites the senses and brings your classic Chevy into the 21st century. We’re working with Joel Rode of Hot Rod Specialties in Upland, California, who is bringing a 1969 Chevy Nova back to life. Joel has taken care of the sheetmetal and bodywork to get it ready for paint. The car sports a warmed-over small-block and a recently upgraded 700-R4 for some aggressive street driving and a little drag racing. Future upgrades include subframe connectors, fresh paint, and a new powerplant. For now, Joel is going to fit the Nova with an AutoMeter instrument cluster consisting of: Direct Fit Nova 1969-’76 Cluster (PN 2134) 5-inch 0-160 mph Carbon Fiber Speedometer (PN 4889) 5-inch 0-10,000 rpm Carbon Fiber Tachometer (PN 4898) 2 1/16-inch 0-100 psi Carbon Fiber Oil Pressure Gauge (PN 4727) 2 1/16-inch 100-200 degree Carbon Fiber Water Temperature Gauge (PN 4737) 2 1/16-inch Carbon Fiber Fuel Level Gauge (PN 4714)

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

These are all electric gauges that read vehicle parameters via sending units located at the engine, fuel tank, and transmission. The one exception is the tachometer, which is signaled off

the negative post of the ignition coil. Instrument lights get power from the existing lighting circuit. You can mount turn and high-beam indicators in the cluster any way you desire. CHP

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01 | When you order the cluster and the AutoMeter Carbon Fiber series instruments, there’s nothing left to want because AutoMeter includes the senders, which are calibrated to these instruments. They all operate off a 12-volt power source and your Chevy’s existing wiring harness. The only wiring you have to add is the tachometer lead to the ignition coil. We’ll be mounting the gauges to a Classic Dash panel. 02 | The first order of business for Joel is mounting the instruments to the Classic Dash panel and building an instrument cluster wiring harness. AutoMeter also offers a universal wiring harness kit if you don’t want to build the harness yourself.

03 | The AutoMeter Carbon Fiber instruments are easy to mount and the cluster is a spot-on perfect fit.

04 | The instruments mount via these simple plastic slide-on mounts and thumbscrew-style nuts with lock washers.

06 | Once the instrument lights are handled, Joel moves on to each instrument with color-coded wiring. Each instrument gets its own color, with a switched power lead and a specific color to ground (sender or trigger).

05 | Joel begins assembling the wiring harness with the instrument lights first, with white as the hot lead and black as the ground. All the lights are tied together in a common harness for ease of installation and removal for service.

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Purely Instrumental 07 | Joel opts

08 | The stock

for MSD multiplex plugs from Summit Racing Equipment that are weatherproof at the instrument cluster and the vehicle. This approach enables plug-and-play functionality along with easy service.

instrument panel removal begins with the perimeter screws, which frees up the cluster.

09 | The multiplex plug at the back of the cluster is disconnected along with the speedometer cable. Remember to wrap the steering column with a towel to protect its paint/finish.

10-11 | The headlight and windshield wiper switches are transferred to the AutoMeter cluster.

12 | The AutoMeter cluster is complete and ready for installation. Note the close attention to detail here. All the instruments and lights are zip-tied together into this harness.

13-14 | Joel has installed this MSD multiplex plug at the main wiring loom. You can tie the AutoMeter instruments to the factory harness using this multiplex plug, which makes installation and removal for service easy.

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15 | Hereâ&#x20AC;&#x2122;s a better look at the MSD plug and how it is configured.

17 | The AutoMeter cluster is seated into the dashboard. Check out the perfect fit.

16 | Joel carefully positions the AutoMeter cluster. Note that he has already installed the Vintage Air climate control switching, which is attached to the panel.

18 | The factory panel screws are reused to secure the panel to the dash.

20 | A nice touch is the light bulb covers that enable you to change instrument colors. Joel has chosen green to match the Novaâ&#x20AC;&#x2122;s exterior color. You may also opt for LED bulbs from Summit Racing Equipment, which run cooler and come in a wide range of colors.

19 | The steering column is secured as shown once the AutoMeter-gauge-filled-Classic-Dash-panel is seated and installed.

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Skin in the game ◗ One day I heard something that bounced all over my brain pan and shattered, coating it with some kind of sweet varnish. It changed me. I didn’t know it right then. I just knew there was something more to a young man’s life in a small town than “proper” behavior. There was always the urge to peel away the legal, the accepted, and the expected. So I did. I started a fire or two in neighbors’ fields. I was handy with rocks. I drove around wet backroads without a license. We slugged quarts of Schaefer beer in the weeds down by the edge of the river. The idea was to cause some sort of mayhem even if it was only in my mind. Real teen rebel I was. The something I’d heard, that thing I’m telling you changed me was the rasp of a Chevy engine spinning full tilt, exhaust naked and wide open; might have been a mating call. I’d first felt this chilling provocation on a long-play album recorded at some nationals or other. Junior Thompson was the man and he was vexing his B/GS ’41 Studebaker. I was literally transfixed. I was hooked on the cadence of the engine as he pulled the gears. I replayed it so many times I nearly wore out the groove. Yes, that thing stuck on me. It got behind me and pushed. I wanted a hot car; not as hot as Junior’s but something that turned heads and made noise just as well. I worked my way through a ’39 Merc, an engine-swap ’54 Ford, a triple-carb ’60 Biscayne, and a ’55 Bel Air sedan with a 270hp 283. Then I came upon a 360hp, fuel-injected ’62 Corvette. Spacers made of tube stock inserted between the frame and the very ordinary ’54 Chevy suspension Chevrolet used gave it a permanent lift. A couple of extra leaves under the rearend leveled the stance. Near the end of 1963, I paid a hard-earned $2,900 for this prize; it was a lot of money for the day. Originally, the C1 was Tuxedo Black but I had more to do than run around wiping the body down every 15 minutes, so I had somebody change it. They removed the fins in the door cove and then painted

it Cadillac Firemist Red that had been introduced in 1964. It was nicely contrasted by the ET UniLug wheels. The living space was just right for one slightly schizophrenic creature. I loved being there. The Inland shifter was buzzy, sloppy, and inaccurate. Whacking the Hurst Comp Plus shifter I’d put on it felt good. I put a big Sun electric tachometer on the dashboard right where I could see it. So this was really back in the day stuff, see? Back in the day, we drove our cars everywhere. I went to Coast Automotive in Hackensack, New Jersey. I’d read encouraging things about the pipes the Belanger brothers were twisting up in Tri-Y configuration, but when I went to put them on the Corvette, they hit the framerails big time. I got some Hedmans. They were civilized and streamlined. They fell on. They had collectors, gaskets, a three-bolt flange, and extensions to merge with the original system. I glommed some Traction Masters and had the brackets welded to the chassis. The slicks were 8.00x14 recaps I picked up at Coast. I put them to the axle on 6-inch-wide station wagons rims. Though the car had a 3.70:1 Positraction when I got it, I went straight for a 4.56:1 chunk. This phenomenon “increased” torque but made for a real busy engine. In those blue-sky days, mileage wasn’t a consideration; $5 would fill the 16-gallon tank with 260 Sunoco.

I’d put the slicks and a jack in the trunk and hold the lid down on them with a bungee. I’d check the timing and run the valve lash hot, then tank up with 94-octane Sun gas before I left home. I’d wind Route 46 out to Ed Kowalick’s black-earth celery fields in Great Meadows, about an hour-and-half drive. I’d wander around the pits to see who else was there while the car cooled off so I could crawl under it. If you didn’t get in line early enough, maybe you got to make three runs. I’d do a couple of good dry hops and make the stage. I don’t remember what I launched at but I pulled the gears at 6,000. The car went 13.30s at 106 consistently. During those interludes, I was always completely conscious of my surroundings so they had emotional connotation and consequently generated the greatest interest. I knew there was a connection between them along with a deepseated yen to pilot my own rocket ship in my own homey universe. The less visible I was the better. And early on I’d pleasantly discovered that it was much better to listen than to talk. Just Sayin.’ Ro McGonegal began in this business back in 1968. He’s been editor of Car Craft, Hot Rod, and Chevy High Performance. He’s a wealth of old-school knowledge and his stories from “back in the day” are epic.

CHEVY HIGH PERFORMANCE (ISSN:1062-192X), November 2017; Vol. 32, No. 11. Copyright 2017 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. 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 at additional mailing offices. Subscription rates for one year (12 issues) U.S., APO, FPO and U.S. Possessions $20. Canadian orders $32 per year and all other countries $44 per year (including surface mail postage). Payment in advance, U.S. funds only. Subscription inquiries please write to Chevy High Performance, P.O. Box 420235, Palm Coast, FL 32142-0235. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Chevy High Performance, P.O. Box 420235, Palm Coast, FL 32142-0235.

CHEVY HIGH PERFORMANCE II NOVEMBER 2017

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