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12/2017 CONTENTS

TECH

54 TWO DECADES OF THE LS ENGINE

CAR FEATURES

16 FAST TRACKING

In a hobby where projects take years to get done we knock one out in a mere seven days

28 THE PERFECT TRADE

For Bob Squillari, this ’56 Chevy’s blend of old-school looks and modern upgrades strikes a sweet balance

36 POFFENBERGER’S PEARL

Three amigos search for the perfect Chevelle

46 ON A RAMPAGE

Roadster Shop points the way down the road less traveled with their race-inspired 1970 Camaro

On the Cover:

Jorge Nunez shot our finished Week To Wicked Camaro at our studio in El Segundo and we take a look back at 20 years of the engine that changed everything: the LS. We also dump a bunch of power into a built big-block and take a closer look at some killer Chevys, both done and under construction.

1997 saw the introduction of arguably the most successful V-8 ever fielded in a Chevrolet

58 LS EVERYTHING

An in-depth look at the LS engine series offerings over the years

78 MULTIPURPOSE POWER

We try out two different methods to add big power to a big-block

88 BAFFLED

Holley’s new Sniper EFI tanks makes adding EFI to your classic Chevy easier than ever

SPECIAL SECTION

70 2017 HOLIDAY GIFT GUIDE

Aftermarket goodies for all your Chevy muscle car needs

DEPARTMENTS 04 08 14 98

THE GEARHEAD GRIND FROM THE ARCHIVES BUILDERS GARAGE BOWTIE KEEPERS

SUPER CHEVY (ISSN 0146-2628), Vol. 46, No. 12, is published monthly by TEN: The Enthusiast Network, LLC., 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals postage paid at New York, NY and additional mailing offices. Copyright © 2017 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Super Chevy, P.O. Box 420235, Palm Coast, FL 32142-0235. Printed in the USA. Single copy sales price is $5.99. SUBSCRIPTIONS. U.S. and U.S. possessions $24.00 for 12 issues. Canadian orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only.

THE GEARHEAD GRIND Steven Rupp

the Author

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STOCK OR NOT

THE DIRECTION YOU CHOOSE TO GO WITH YOUR CHEVY PROJECT IS COMPLETELY UP TO YOU

The other day a friend asked me, “Should I restore my Chevelle or go the custom route?” That got me thinking about which way is the best way to go. The epiphany I eventually came to was, “Whatever.” Yep, after hours of thought I decided that it doesn’t matter what you do with your car. Sure, if you have a 1968 Camaro Z/28, or some other rare muscle car then restoration is the smart choice. It’s also cool when classic rides are preserved, in stock form, for future generations to check out.

Conversely, a common version of that same Camaro, let’s say a straightsix, base, bench-seat model, is ripe for a whole lot of cutting, welding, and modifications. But in the end it really doesn’t matter what you do with your car. What matters is that what you do brings you joy and a sense of satisfaction. If you’ve always wanted a Pro Touring car, then build one. Now, if the starting car is something rare then you might want to sell it and buy a plain Jane to transform, but you certainly don’t have to. Nobody has the right to dictate how you build your car, even though some might pretend they do.

Which brings me to the second question my friend asked me, “Well then, why don’t you have more restored cars in Super Chevy?” That was a great question and one I’m sure a few of you have asked as well. Super Chevy has always been more about modifications rather than restorations. We do feature beautifully restored cars, but it’s certainly far fewer than the modified ones. They are also generally cars with an interesting backstory, so something not often seen. One of the main reasons you don’t see a ton of them in Super Chevy is redundancy. Except for the backstory, every SS big-block Chevelle, aside from color, looks just like every other SS big-block Chevelle. So, if we feature a 1969 RS Z/28 Camaro Pace car, then it will be a long time before we need to feature another one.

Which brings us back to modified cars, which is often what you see featured at Super Chevy due to their nearly infinite variety. But, in the end you should build the car you want not what the Internet says or even your friends suggest. Your car is an extension of you so build what you like and like what you build.

WHAT’S ON DEMAND THIS MONTH? 10/7/17

Virgin Australia Supercars, Bathurst 1000 (Live)

10/7/17

VLN Endurance Racing, Nürburgring (Live)

10/9/17

British Touring Car Championship, Silverstone

10/9/17

Engine Masters - Episode 27

10/11/17 Head 2 Head - Episode 95 10/12/17 Put Up or Shut Up - Episode 4 10/13/17 Formula D, Irwindale, CA (Live) 10/14/17 DTM Championship, Hockenheimring (Live) 10/14/17 Formula D, Irwindale, CA (Live) 10/14/17 Intercontinental Challenge Series, Mazda Raceway Laguna Seca (Live) 10/14/17 Pirelli World Challenge, Mazda Raceway Laguna Seca (Live) 10/15/17 Pirelli World Challenge, Mazda Raceway Laguna Seca (Live) 10/16/17 Ignition - Episode 185 10/16/17 Porsche Carrera Cup Germany, Hockenheim 10/18/17 Modified - Episode 6 10/19/17 Roadkill Garage - Episode 23 10/20/17 Virgin Australia Supercars, Gold Coast 600 (Live) 10/21/17 Virgin Australia Supercars, Gold Coast 600 (Live) 10/21/17 VLN Endurance Racing, Nürburgring (Live) 10/23/17 European Le Mans Series, Portimao (Live) 10/24/17 Dirt Every Day - Episode 70 10/26/17 HOT ROD Garage - Episode 58 10/27/17 Roadkill - Episode 71 10/28/17 International GT Open, Barcelona (Live) 10/29/17 Euroformula Open, Barcelona (Live) 10/29/17 International GT Open, Barcelona (Live) 10/30/17 Ignition - Episode 186 11/3/17

Virgin Australia Supercars, Auckland SuperSprint (Live)

11/4/17

Virgin Australia Supercars, Auckland SuperSprint (Live)

11/6/17

Engine Masters - Episode 28

Schedule Key: Racing Original Programming MotorTrendOnDemand.com

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12.2017

* The program information provided is subject to change.

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Super Chevy is published 12 times per year by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th floor, New York, NY 10016. Single copy price is $5.99.

Copyright © 2017 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. This magazine is purchased by the buyer with the understanding that the information presented is from various sources from which there can be no warranty or responsibility by TEN: The Enthusiast Network, LLC, or the publisher as to legality, completeness, and accuracy.

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FROM THE ARCHIVES Drew Hardin

John Christy, Ocee Ritch, Jerry Titus, Petersen Publishing Co. Archive

ONE BAD NOVA With big racing numbers on the doors, Torq-Thrusts at each corner, and Bill Thomas’s name lettered on the front fenders, this 1962 Chevy II isn’t exactly a sleeper. But there’s little about the compact Chevy that indicates how much Corvette Thomas stuffed inside its squarish body.

Thomas built the car to go road racing, and he took aim at the fancy European sports cars he’d be dicing with by installing a fuel-injected Corvette engine underhood and the ’63 Vette’s independent rearend out back.

Hot Rod magazine’s Don Francisco took an in-depth look at this “new, hot version of the Deuce” in the July 1963 issue, providing so much detail that you could almost build a replica using his thorough descriptions.

Among the highlights: Thomas turned the 327 fuelie mill into a 380-inch, 412hp race engine. A Moldex forged-steel crank stroked to 3.750 inches mounted Buick rods with Forgedtrue pistons sized to fit the engine’s new 4.030-inch bore. Thomas used the fuelie cylinder heads but enlarged the ports, reshaped the combustion chambers, and paired the stock intake valves with modified 409 exhaust valves with 1 5/8-inch heads. The Rochester fuel-injection was left pretty much alone, other than having the air-bleed

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12.2017

FROM THE ARCHIVES

openings in its nozzles enlarged. Cold air fed the system via a fat flexible hose that opened at the radiator support.

Thomas was disappointed when initial dyno pulls showed the engine making 355 hp. He asked Ed Iskenderian to regrind the Vette’s Duntov cam to Isky’s Z30 specs, and power jumped up to 412 at 6,200 rpm. “A roller-tappet camshaft would give the engine more power,” Francisco wrote, “but 412 hp was considered enough for this car.”

Between the engine and the IRS was an amalgam of Chevy parts, including a Corvette flywheel, a Borg and Beck pressure plate assembly out of a 409, a 10 1/2-inch Corvette clutch disc, close-ratio Vette four-speed transmission, and Chevy II driveshaft—that last piece a surprise until we read that the U-joints on the compact’s driveshaft were the same as those used on a ’62 Corvette.

Fitting the IRS required a new crossmember and added brackets.

The rear transverse spring was the Corvette’s optional heavy-duty pack.

Short torque arms running from the stub-shaft housings to brackets bolted to the Chevy’s floor “transmit driving and braking force from the wheels to the body assembly and resist torque created in the housings,” Francisco wrote. The Positraction diff held 3.70:1 ring-and-pinion gears.

Thomas built the Chevy II’s front hubs and spindles, and the front drum

10

12.2017

brakes, using fullsize Chevy parts. He modified the Nova’s upper control arms so he could adjust the front wheel camber as needed for racing conditions.

To stiffen the suspension he used fullsize Chevy springs—from airconditioned models, which are even firmer—that were shortened to maintain the car’s ride height. American Racing 15x7 alloy wheels mount 6.50/6.70 Goodyear T4 Blue Streaks.

“Although the body looks like a run-of-the-mill Chevy II, only its shell is original,” Francisco said. The hood, front fenders, doors, inner panels, and decklid were fiberglass. Plexiglas windows replaced the factory glass in the doors, and the window mechanisms were also tossed to save weight. The interior was stripped bare and fitted with fiberglass buckets, and Thomas surrounded himself with a 1 3/4-inch o.d., 0.120-inch-wall chromoly rollbar.

“With oil and a few gallons of gas, Bad Bascom weighs 2,230 pounds …

pretty light compared to the 3,100 pounds or so of a ’63 hardtop Corvette, which should make it a lively piece of equipment on a road race course,” Francisco wrote.

Shoulda, coulda, woulda. At the end of his story, Francisco noted that “recent business developments in the form of new projects” were causing Thomas to consider selling the road race Nova. We’re guessing that “new project” was Thomas’s Cobra-fighting Cheetah, on the drawing boards by 1963. It’s our understanding Thomas sold Bad Bascom to Dick Harrell, who planted a 427 in the car and raced it as Retribution II.

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Steven Rupp

GOING FOR GOLD

A RETRO STYLED CAMARO BEING BUILT WITH MODERN TECH

Classic Chevys are more loved for their classic lines than for their dated suspensions or even their cool sounding, but by today’s standards, power-lacking drivetrains. Given this, it’s no wonder that many gearheads opt to keep the body lines and update the rest. And that is exactly Tim Lee’s goal with his 1969 Camaro project.

It all started with a stalled project Tim found local to him in Rancho Cucamonga, California. The 1969 Camaro had been undergoing a complete restoration when the project ground to a halt. Since it was missing a drivetrain, something he would have discarded anyway, it was perfect for what he had in mind. Before work stopped on the Camaro it had been body worked straight and shot in Aztec Gold period-correct paint. Tim dug the retro color, feeling it would add to the Camaro’s sleeper status.

The first thing Tim did was to find a buyer for the car’s restored, stock suspension.

Once that was handled he called up Roadster Shop and ordered one of their new SPEC chassis. He had seen one of these in action last year and was impressed with how it handled and, of course, its price.

He also liked that he would be able to just drop the old suspension out of the Camaro and lower the body onto the new SPEC chassis. Easy peasy. The Roadster Shop chassis came with Afco shocks and a Strange housing (with axles) so to finish it off he picked up a Strange third member and a complete Baer big-brake kit. He was even able to order the massive 6P calipers in matching Aztec gold!

To get some bigger tires under the back of the F-body he had Phil Mandella over at PMR Racing stitch in a set of Chassisworks deep wheeltubs and add in a four-point rollbar for extra safety when he hits the track. While that was going on the chassis was blown apart and sent over to Young Gun Powder Painting in Rancho Cucamonga. The Camaro will be motivated by a 440-inch, RHS-blocked LS engine backed by an American Powertrain TREMEC Magnum six-speed transmission. It should make for a retro-cool Camaro that will handle and ride better than a modern one.

14

12.2017

FAST TRAC IN A HOBBY WHERE PROJECTS TAKE YEARS TO GET DONE WE KNOCK ONE OUT IN A MERE SEVEN DAYS

Steven Rupp

M

Jorge Nunez

ost of the time project cars take a long time to get done. Why? Well, as we’ve opined before sometimes it’s time and sometimes it’s money. The more you have of either

16

12.2017

of those (or better, both of those) the faster your project will go from neurons firing in your grey matter to reality. Of course, starting with a decent car can get you from point A to point Z a whole lot faster, too. We’ve done this

dance before so when we decided to tackle another Week To Wicked project—the deal where we take a stockish ride and transform it into a bad mama jamma in just seven days—we knew the starting car

ACKING

couldn’t be a basket case. After all, it’s lovingly (well, not really) referred to as paint jail for a reason, so the search began for a Camaro that was mostly stock, but fully bodyworked and painted. Eventually our odyssey led us

to a Hugger Orange ’72 Camaro project that had stalled out shortly after getting painted. Going by the smoothed-out and body-colored firewall, we’re pretty sure it wasn’t going to be restored. This was especially evident when we crawled

under the car and spied cubic meters of more orange paint. The best part about this is that we could tell the floors were solid along with the rest of the car. As a bonus there wasn’t a smidgen of grime anywhere and the front subframe had SUPERCHEVY.COM

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been cleaned up and powdercoated black.

In the negative column was the fact that the Camaro was missing its drivetrain and interior, and had a 4-inch cowl hood that fit like OJ’s glove. But it was a solid car in a great color so we dragged it back to our shop where Jason Scudellari, our tech center manager, could start figuring out what was missing. We typically start Week To Wicked projects with a complete, running car so first up was dropping in a spare drivetrain and getting the

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Camaro to a stockish state. After all, it would be cheating a bit if we pushed a stripped-down shell into the tech center to begin the build. Besides, driving it in stock form gives us something to compare the finished car against. So before we could start we first had to finish the Camaro by scrounging up a used drivetrain and making more than few parts runs to Classic Industries for widgets and interior bits.

With the ’72 a functioning, albeit slow and unremarkable, automobile we came up with a game plan to turn it

into something special. We wanted LS power, because, duh, it’s awesome and because we wanted to hit some driving events and knew nothing puts out the power while keeping the weight down like an all-aluminum LS mill. The gearheads over at Scoggin-Dickey Parts Center (SDPC to those in the know) hooked us up with a sweet 530hp LS376/515. Think of it as a crate LS3, but with a bigger cam and set up for a carburetor. Instead of tossing on the typical LS intake we decided to change things up a bit and added a Holley

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intake along with their Terminator Stealth EFI system. The stealth part of the name is because the throttle body mimics a carb right down to the linkage and fake fuel bowls (which really hide the fuel injectors). It’s a new combo for us so we put it all together, along with an ignition system (plugs, wires, and coils) from E3 and scooted it over to Westech for a few pulls on their engine dyno. Controlled by a Holley ECU, the Chevrolet Performance crate engine spun out 540 hp through a set of Hooker 1 7/8-inch LS swap headers.

For giggles we added a NOS Cheater system that ratcheted the horsepower number up to 660 ponies.

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With the Camaro back to stock(ish) and the engine validated we were ready to click the go button on our seven day clock. Big tires are just cool, so to house our future Falken RT615K+ 315/30/18 tires we needed deeper rear wheeltubs. To get this done, Classic Performance Products (CPP) came over and stitched in their deep-tub kit. It’s a messy job so not much else happened during those two days. With almost two days burned we drove the Camaro into the tech center on Monday and started blowing it apart, which is always a fun part of any project. By lunch the car was stripped bare and there was a huge pile of stock

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suspension, drivetrain, and miscellaneous parts over in the corner of the shop. CPP came back to install their PTK4 suspension kit, which included big-brakes, tubular control arms, bigger sway bars, double-adjustable billet shocks, and a rear-shock relocation kit that would ensure those big Falken tires wouldn’t rub even while retaining leaf springs. This was also when Energy Suspension dropped by with fresh urethane body, engine, and other mounts.

While that was going one the rest of the team was busy prepping the EFIready Holley Sniper fuel tank as well as the 9-inch supplied by CPP. The rest of the week was a blur of wrenches, a few words that had to be

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12.2017

bleeped out for the videos, and lots of parts. While the Camaro was getting completely rewired by Painless Performance, Jason Scudellari and Christian Arriero installed the Eddie Motorsports 8-rib serpentine system on the SDPC crate engine and prepped it for install by adding the LS engine mounts from the Holley swap kit. The wiring always takes a while and Jeff Abbott, of Painless, had the added work of integrating the wiring from the Holley EFI ECU and the Performance Automatic Smart Shift transmission controller (for the Performance Automatic PAGM Street Smart 4L70E) with the rest of the car’s wiring. We also took that time to add upgraded

headlights and LED taillights from United Pacific.

Of course, to get the car on the ground for wiring we needed it to roll, so when the 18-inch American Legend wheels showed up we quickly mounted up our 275/35/18 front and 315/30/18 rear Falken RT615K+ tires and slapped them on the Camaro. At this point, with the drivetrain installed and new wheels bolted on, the car felt almost done, but it was Wednesday and we still had a lot to do. Remember that awful hood?

Well, the moment it came off the car on Monday it was sent over to Best Of Show in Escondido, California, so they could measure the stripes and match the color for the steel 2-inch cowl hood

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FAST TRACKING

from Golden Star Classic Auto Parts.

When it showed up from BOS it was still warm from the paint booth.

These projects are composed of a ton of small tasks that in totality eat up a bunch of time. It’s the automotive equivalent of “a death by a thousand cuts.” Installing the ididit tilt steering column or bolting up the Inland Empire Driveline 3.5-inch aluminum driveshaft are small jobs, but a lot of small tasks like that can end up consuming an entire day, which is what happened on Thursday. A few hours to bolt the Hooker Blackheart exhaust to the Hooker long-tube stainless headers, another couple of hours to put the Dakota Digital HDX dash in place and tie it into the Holley ECU and Painless wiring, half a day to bolt in the Holley Frostbite radiator and plumb it to the

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12.2017

car. Another hour for the ProCar by Scat Rally Smoothback seats, and even smaller projects like billet sill plates from Eddie Motorsports, trick Clayton Machine Works pedals, and a Custom Autosound audio system. Add these up, along with a dozen other “things to do” and day four was toast. Oh, remember the NOS nitrous kit from the engine dyno? Well, that had to be installed as well.

Friday, much like Thursday, was an avalanche of small tasks, filling fluids, bleeding brakes, including the CPP Hydra Stop system, fixing a small leak here, and finding a loose bolt there. Adding Classic Industries split front bumpers to replace the original single piece was one of our final tasks. Toward the end of the day we fired up the Camaro for the first time, and after chasing a gremlin or two

drove it out back to our favorite burnout spot and destroyed our first pair of rear tires. We’re pretty confident they won’t be the last ones sent to tire Valhalla. We did what all car guys dream of, knocking out our project in short order. And while the build team was exhausted, hearing that LS engine scream and watching tire smoke billow made it all worthwhile. A few weeks later we drove it to Las Vegas for the Holley LS Fest West and beat the snot out of it on the track and it even went on the Hot Rod Power Tour, two tests that show we built a driver and not just some static display piece. For now we’re just going to enjoy our reborn Camaro and start planning our next weeklong project.

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ack in 2010, Bob Squillari wasn’t looking for a ’56 Chevy but didn’t hesitate to pull the trigger when the beautiful example featured here found him. “I was selling a ’34 Ford threewindow hot rod and was contacted by a gentleman who wanted to do a trade,” he explains. “He had several different cars but the one that caught my attention was a 1956 Chevy with a bigblock engine. He sent me photos of the ’56 and it was love at first sight so we

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12.2017

made a deal and a few days later the ’34 Ford was gone and the ’56 Chevy was in my driveway!”

The car hobby is certainly not immune from sellers who exaggerate or outright lie and we all know of instances when buying or trading for an out of state car without going to see it first results in profound disappointment after it arrives. Thankfully, however, that was not the case with the Ford-for-Chevy trade. “The car was very accurately described with

a laser straight body and awesome black paint,” Squillari recalls. “It needed a few things because it hadn’t been driven very much in the nine years since the initial build was completed, but it ran great and the overall quality of the workmanship was extremely high.”

The car started life as a mid-range 210 model, with Chevy’s reliable but uninspiring 235ci Stovebolt Six. Its transformation into a show winner occurred in Kentucky, beginning with a powerplant transplant. A Chevrolet

CT TRADE

FOR BOB SQUILLA RI, THIS ’56 CHE VY’S BLEND OF OLD-SCHOOL LOOKS AND MODERN UPGRADES STRIKES A SWEET BAL ANCE

Performance 454 crate engine replaced the original inline-six. The big-block was bored and capped with Edelbrock Performer aluminum oval port heads.

In concert with forged GM pistons the alloy heads deliver a healthy but still

street-friendly 10:1 compression ratio.

A Howards hydraulic roller camshaft and Crane lifters, pushrods, and studs round out the valvetrain. The engine builder took a traditional approach to the induction setup, combining a dual-plane

aluminum intake manifold with a Holley 750-cfm double-pumper. The high-flow Holley carb is topped with a chromeplated Walter Prosper Phantom air cleaner assembly that uses dual Spectre Performance filter elements.

SUPERCHEVY.COM

29

THE PERFECT TRADE

The engine’s waste gases go through stock GM exhaust manifolds and custom 2.5-inch stainless steel pipes. Flowmaster dual-chamber mufflers deliver a deep, rich exhaust note Squillari finds powerfully satisfying without being overbearing.

This ’56 was built primarily for touring and show duty, not for racing, so the engine is designed to make good power while also being reliable under all circumstances.

It idles very smoothly, runs well on pump gas without detonating, and still produces 505 horsepower at 6,000 rpm and 540 lb-ft of torque at 3,500 rpm, which is more than enough to keep a big smile on Squillari’s face.

The engine’s twist goes through a beefed-up 700-R4.

This overdrive automatic was in the car when Squillari took delivery of it but it proved too weak to handle the big engine’s torque and ended up with Second and Third gear problems. To permanently address this, he had A1

THE PERFECT TRADE

Transmissions in Merrick, New York, completely rebuild it with strengthened internals. Engine and transmission temperatures are kept within reason, on even the hottest summer days, by virtue of a high-capacity aluminum radiator and aluminum transmission fluid cooler. Both of these were sourced from Willmar, Minnesota-based Northern Radiator.

The 700-R4 is coupled to a custom driveshaft that delivers the motive force to a heavy-duty Currie Enterprises 9-inch rear with a limited-slip. In keeping with the car’s overall old-school theme, the rear is suspended with conventional leaf springs.

Up front, the suspension is also largely stock, with OEM Chevy upper and lower control arms and coil springs.

The front is, however, lowered 2 inches courtesy of forged drop spindles.

When Squillari got the car it had power assist, late-model GM disc brakes up front and conventional GM drum brakes in the rear. Because the car was not driven very much before he took delivery of it, the brakes needed to be gone through. He rebuilt the stock drum setup in the rear, but up front he replaced the GM discs with a new Classic Performance Products (CPP) system.

Randy Coy of Coys Wheels crafted a set of black chrome C-5 rims for the car. The fronts are 18 inchers and wear 235/45/18 General G-Max AS-03 tires and the rears are 20 inchers shod with G-Max tires measuring 275/30/20.

Mini-tubs enable the 10.4-inch-wide rear rubber to mount without rubbing on anything.

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12.2017

IMAGINE THE POSSIBILITIES

THE PERFECT TRADE

When acquired, the car had a nice, mildly modified interior that utilized upgraded materials while still preserving the overall look and feel of an original Tri-Five. Original-style bench seats are upholstered with high-grade leather and custom door and side panels have matching leather. An American Retro steering wheel and tilt and telescoping steering column increase functionality while modern seat belts with retro buckles enhance safety. The original gauges were replaced with a Classic Instruments Chevy Bel Era direct fit gauge set. AutoMat Auto Interiors & Tops in Hicksville, New York, fabricated

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12.2017

a new center console complete with cup holders and air-conditioning vents.

The A/C comes courtesy of a Vintage Air system. The 700-R4 automatic is shifted via a Hurst shifter sprouting out of a custom sewn boot matched to the red leather seat covers.

In keeping with the desire to maintain the interior’s original ambiance, a retro-looking Custom Autosound USA-230 stereo head unit fits in the car’s original radio opening. The sound system includes a trunk mounted CD changer with room for 10 CDs, and 10-inch Bose Infiniti speakers deliver sound from both the front and rear.

“The stereo sounds fantastic, but I almost never use it because this car’s best music comes from its exhaust note!” Squillari tells us.

The trunk has been finished with custom panels that cover the mini-wheeltubs and hide the battery, which has been relocated from its stock location under the hood. All of the panels—as well as a custom embroidered, full-width cargo mat for the trunk’s floor, which was made by AutoMat—are finished in the same rich red color as the interior.

With the exception of a custom tubular stainless steel grille and the absence of original badging, the Chevy’s body

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is stock. And thanks to very careful surface preparation, the sheetmetal is virtually perfect. That, in turn, means the expertly applied PPG two-stage paint is also virtually perfect.

The incredibly straight body and gorgeous paint, in concert with the rest of the car’s features and finishes, have earned a lot of trophies over the years, including 18 Best in Show awards and dozens of awards for Best Paint, Best Interior, People’s Choice, and more. Moving forward, Squillari plans to continue showing the car and continue to drive it at every opportunity. “It drives every bit as good as it looks,” he points out. “It handles well, is comfortable, quick, and there’s not a single rattle or squeak. I really do love every aspect of this car! I’ve had a lot of offers for it, but I can’t give her up. In all likelihood, it will probably go to my grandson one day because he also loves it, but in the meantime he and I will both enjoy taking it to car shows and cruise nights every chance we get.”

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POFFENBERGER’S

PEARL

John Gilbert

Y

Robert McGaffin

ou meet the nicest people at custom car shows. The 2016 Car Craft Summer Nationals was the first time out for Denis Poffenberger and his 1967 SS396 Chevelle, and it was a very enjoyable debut for a successful project that took only 18 months to complete.

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12.2017

“I was at the Car Craft Summer Nationals in Milwaukee, Wisconsin, mid-July 2016 and met the nicest family from Cudahy, Wisconsin,” recalls Denis.

“Mike Perkins and his three sons, with their wives took me in. They helped me get registered, parked, and roped off for the event. The Perkins family had a

great setup; it included a tent, tables, chairs, and lots of delicious grilled brats, burgers, and terrific side dishes. On Sunday, I learned my Chevelle was a top award winner for the event and Robert McGaffin, a nationally renowned photographer from Super Chevy magazine, wanted to shoot my car for a feature.”

THREE AMIGOS SE ARCH FOR

THE PERFECT CHEVELLE

The search for Denis’ ’67 SS396 started with a road trip in 2015 to St. Louis, Missouri, with his two good friends Kevin Kessler and Byron Olson. The trio scoured the region known to be good muscle car hunting grounds and came up with nothing until the very end of

the day at their last stop: Classic Car Studio.

Classic Car Studio is housed in a 40,000-square-foot behemoth of a building with a showroom in the front and full restoration facilities in the back.

The three friends parked in the alley and knocked on the rear door to be let in.

Denis didn’t even make it to the showroom floor before he spotted the car of his dreams sitting in the shop, but it was a diamond in the rough, so to speak.

Not that rough really, just in primer.

Everything short of repainting the ’67 SS396 back to camera ready condition had been completed.

SUPERCHEVY.COM

37

POFFENBERGER’S PEARL

The game plan was for Kev and Byron to hold Denis back from making an impulse buy. But as soon as Classic Car Studio’s Noah Alexander fired the Super Sport’s bored and stroked 496-inch big-block up the deal was done. The first order of business was for Denis to choose the color he wanted, and it wasn’t going to be the car’s original Granada Gold. The ’67 SS396 left the factory with a black vinyl top and black interior but that color combo wasn’t long for this world. Denis requested the newly fitted black vinyl top to be peeled off, and the black interior wasn’t far behind.

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12.2017

Catching the Chevelle still in the primer stage coupled with Noah Alexander offering to paint it any color Denis desired opened the floodgates.

Instead of the decent looking 20-footer Denis intended to buy, the project escalated into building an over-the-top show car.

It took the guys at Classic Car Studio spraying out numerous shades of pearl white on test chips before Denis saw the exact color he was after. The concern Denis had was ending up with a pearl white that didn’t turn into an almond color when sunlight hit it. The choice was House of Kolor’s Gold Rush

POFFENBERGER’S PEARL

Shimrin Pearl over HOK BC26 White.

Classic Car Studio’s ace painter Dan Wissehr sprayed the Chevelle with perfect results, a stunning pure white with a golden pearl iridescence that rolls with the light.

An excellent design choice, it was Denis’ wife, Chris, that specified the Chevelle should have a red interior to complement its pearl white exterior.

The recently installed black vinyl interior was gutted and replaced with a full TMI interior in Vermillion Red, including a Vermillion Red TMI headliner complete with sail panels. The center console was custom-fabricated by Classic Car Studio and covered in Vermillion Red. The interior of the trunk was done to match.

The windshield, rear window, and side windows were sourced from Classic Industries of Huntington Beach, California, and installed by Metropolitan Glass. Red carpet from TMI lies on top of Dynamat insulation. The sound system begins with a RetroSound head unit in concert with a Pioneer amplifier boosting Pioneer 4x6-inch 3-way speakers in the front and 6x9-inch Pioneer 5-way speakers

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12.2017

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POFFENBERGER’S PEARL

THE GAME PLAN WAS FOR KEV AND BYRON TO HOLD DENIS BACK FROM MAKING AN IMPULSE BUY. BUT AS SOON AS CLASSIC CAR STUDIO’S NOAH ALEXANDER FIRED THE SUPER SPORT’S BORED AND STROKED 496-INCH BIG-BLOCK UP THE DEAL WAS DONE.

in the rear. Full instrumentation comes from a Dakota Digital VHX direct-fit dash cluster and the red-leatherwrapped steering wheel is from Billet Specialties. The air conditioning is a Vintage Air Gen IV SureFit driven by a Sanden compressor on a March Performance serpentine belt pulley system. The alternator is a 140-amp Powermaster, and spark comes from an

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12.2017

MSD 6AL electronic ignition system.

Under its SS396 hood power comes from a 496-inch big-block equipped with Air Flow Research heads secured with ARP studs. A Comp hydraulic roller cam with Comp components handles the valvetrain. Induction is a Carter mechanical fuel pump feeding a Quick Fuel 850-cfm carburetor with a Billet Specialties air cleaner mounted

on an Edelbrock 454-R aluminum intake manifold. A GM 502 7-quart oil pan supplies a Melling oil pump. The stainless steel exhaust system with two Borla ProXS stainless steel mufflers was fabricated and installed by Classic Car Studio. The 496-inch engine puts out 508 horsepower at 5,500 rpm and 505 lb-ft of torque at 4,700 rpm to the rear wheels.

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POFFENBERGER’S PEARL

A Centerforce dual friction clutch and pressure plate transmits power to a Bowler Performance Transmissions-built LGT-700 five-speed transmission. From there, a Drive Shafts Unlimited 3-inch DOM steel propeller shaft connects to the 12-bolt Chevy rearend packing 3.73:1 gears with a limited-slip. Nitto NT555

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12.2017

285/40-18 tires mounted on 18x10 Billet Specialties Turbine wheels receives the brunt of 508-rear-wheel horsepower.

In front, Nitto NT555 225/40-18 tires are mounted on 18x7 Billet Specialties Turbine wheels to handle steering, and Wilwood disc brakes handle the lion’s share of stopping duties.

Nostalgia was the emotion that launched Denis’ search. In 1967, his uncle bought a brand-new SS396 Chevelle and Denis has wanted to own one ever since.

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12.2017

ON A RAMPAGE

ROADSTER SHOP POINTS THE WAY DOWN THE ROAD LESS TRAVELED WITH THEIR RACE-INSPIRED 1970 CAMARO

T

Jason Reiss

Robert McGaffin

hrough the years, the second-generation Chevrolet Camaro has often been overlooked as a performer mainly due to the popularity of the first-gen Camaro. But when your business is building showstopping, track-stomping machines like the folks at Roadster Shop, the desire to be different pushes you to conjure up an insane, one-of-a-kind Camaro—and then take the brash step of naming it Rampage. A fitting name for a car designed to cause destruction among the competition. “I always thought that the second-generation Camaro had a little bit more of an exotic look to it, more so than an American muscle look. We happened to have a great customer who shared the vision, so we twisted his arm a little,” recalled Roadster Shop co-owner Jeremy Gerber.

Their in-house designer, Chris Gray, put the rendering together and the company presented it to car owner Alex Covington, who then made the decision to get the project underway. The Camaro, which was plucked from the desert, was super clean and straight, although covered in patina from sitting. It wore all original sheetmetal right down to the floors—a real rarity in this day and age—but was ripe for blasting to clean up the surfaces.

Once the car was back in the shop and ready to be worked out, they braced the shell and cut the floors completely out to make room for the Roadster Shop chassis underneath.

Roadster Shop’s Fast Track full chassis is loaded up with all of the custom options they offer to underpin this beast.

SUPERCHEVY.COM

47

ON A RAMPAGE

In addition, the chassis has been configured to fit the widebody perfectly.

By using fully boxed, hand-fabricated framerails; a new floor; custom center crossmember; and other tricks they’ve developed a suspension system that is immensely stiff to reduce unibody twist yet still uses the factory body mounts and bumper brackets. Each chassis is built to house the customer’s specific engine and transmission selection. In this configuration, the chassis makes use of a rollcage designed to be tight to the body. This was achieved by lifting the body off the chassis during the construction process to ensure it was as snug as possible.

Although the second-gen Camaro chassis’ capabilities were improved over the first-gen’s in factory form, the Roadster Shop team felt they could improve it even more by configuring each piece of the suspension to their liking using a mixture of custom parts, existing products, and proven C6 Corvette spindles and hubs to modernize the chassis’ handling prowess.

“The neat thing about it is that it’s really just an overgrown version of all of our factory production suspension.

It may look like a race car, it acts like

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12.2017

a race car, it works like a race car, but it still has the same bushings, same control arms, and the same components we use on our production chassis ... just set up a bit wider. But this is a hard-core track day car,” says Gerber.

The track width of this chassis has been increased by approximately 2.5 inches on each side; making Rampage approximately 80.5 inches wide at the outside edges of the Falken Azenis

RT615K 315/30/18 tires used during the 2016 Falken Tire Super Chevy Muscle Car Challenge. The 5 inches of additional track width engineered into this car is for one reason and one reason only—to maximize grip no matter where the car is raced. Custom control arms were built to tie everything together in the front suspension.

Up front, Penske shocks custom-built for Roadster Shop, utilize Hyperco 600

ON A RAMPAGE

lb-in springs and work in conjunction with a Speedway 1.25-inch front sway bar, Delrin bushings, and the aforementioned custom control arms. In addition, Roadster Shop custom-designed and machined a trunnion bearing mount rocker arm to work with the front shocks. Alignment settings are simpler than you might expect: 1.75-degrees of negative camber, 6.5-degrees of caster, and 1/16-inch of toe out keep the massive front tires planted.

In the rear, the rollcage and Fast Track chassis support another pair of custom-valved Penske shocks; these wrapped with 800 lb-in Hyperco springs to keep the tires planted over surface undulations. Another Speedway sway bar is in place, with chromoly control arms locating the C&R Racing 9-inch Ford third member, loaded with 3.50 gears and a Wavetrac limited-slip differential. The independent rear suspension uses C6 Corvette knuckles, as the RS team didn’t feel the need to reinvent the wheel when it came to the suspension geometry provided by the spindles.

Power to the rearend is delivered via a Driveshaft Shop carbon-fiber driveshaft and sent to the wheels through Driveshaft Shop 300M halfshafts.

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12.2017

With all this grip on tap, surely there must be a monster supercharged or turbocharged powerplant onboard, right? Not so in this instance. The horses are generated by a pump gas, naturally aspirated, 750hp 427ci LS7 built by Thompson Racing Engines and Lingenfelter, which was set back 5 inches to improve weight bias. A crossram Hurricane intake from Australian firm Harrop makes use of individual

throttle bodies and a pair of plenums to help build usable power throughout the rpm range. Engine management is handled by a MoTeC M880. And when was the last time you saw a pair of 2-inch stainless-steel 180-degree headers wrapped around an LS engine’s oil pan? Right here on Rampage. To route the horsepower from engine to tires, the Jerico transmission uses a 7.250-inchdiameter multi-disc Tilton clutch inside

ON A RAMPAGE

WHAT MAKES IT HANDLE DRIVETRAIN:

the Tilton bellhousing. The race-inspired Camaro is also fitted with a quartet of air-jacks. Yep, that’s right, just like the big boys.

The Roadster Shop fab team made the decision to build molds in-house for the carbon-fiber wheel flares, and a carbon-fiber Rally Sport front clip from Anvil was set into place. By creating the molds in-house, if there are any on-track issues where damage occurs, they can pop another flare out much more quickly than if one had to be re-created out of metal.

Gerber shared a fun story with us. Apparently, on its first testdrive,

Rampage was equipped with Hoosier slicks, the straight-cut gearbox, and the nearly open exhaust. “With the small, lightweight clutch and fresh, cold slicks it is virtually impossible to start the car without spinning the tires,” says Gerber.

“At the first stoplight there happens to be a cop sitting directly across from me.

I hung a right like a NASCAR leaving the pits and ended up at the next light lined up next to a guy in a red C7 Corvette convertible. I think that guy’s pride and mind will forever be blown.”

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427 LS7 by Thompson Racing Engines and Lingenfelter, Jerico road-race dog-box transmission with Tilton 7.25-inch multi-disc clutch. Rearend is a C&R Racing 9-inch third member with 3.50 gears and a Wavetrac differential, carbon-fiber driveshaft and 300M halfshafts from Driveshaft Shop.

SUSPENSION PACKAGE: Roadster Shop Fast Track chassis

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Roadster Shop 1970 Chevrolet Camaro

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5.15 seconds

1:10.21

2010 Camaro SS

42.1 mph

5.76 seconds

1:25.87

Looking at these results, it’s quite obvious that Roadster Shop’s 1970 Camaro is, as Jeremy Gerber puts it, a very hard-core track day car. Driven by professional hot shoe Mike Skeen, who also pulled double-duty with the company’s other entry at the Challenge, Rampage simply demolished the benchmark fifth-gen Camaro’s numbers in all aspects. With Skeen pushing the car’s capabilities to the limit, he recorded a best pass over 7 mph quicker than the 2010 in the slalom, 0.60 quicker in the 100-yard dash, and a mind-bending 15-plus seconds quicker around the road course.

Its biggest challenge was not melting the tires in the 100-yard dash! The engineering resources, fabrication talent, and systematic build process put into the Rampage Camaro was on full display at this event. It was, simply put, the best-performing machine on the property. And in case you were wondering, it was also fully licensed, registered, and insured for street duty.

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12.2017

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TECH

Steven Rupp

the Author

TWO DECADES OF THE LS ENGINE 1997 SAW THE INTRODUCTION OF ARGUABLY THE MOST SUCCESSFUL V-8 EVER FIELDED IN A CHEVROLET

As the saying goes, “time flies when you’re having fun.” It must be true because we were in shock when it dawned on us that the LS1 was introduced two decades ago. Yep, 20 years that seemed to go by way too quickly. We remember when the new mill was introduced for the 1997 Corvette. It was a radical departure from the previous Gen II LT1, but kept many of the facets we were familiar with. At 345 horsepower it beat the LT1’s output by 45 hp, but with the aluminum block it was also quite a bit lighter (12 percent lighter than the Gen II LT4). The LS1’s 319 heat-treated aluminum block tipped the scales at just 107 pounds, 53 pounds lighter than the Gen II LT1 block! The tried-andtrue 4.4-inch bore center-to-center measurement was kept but the overall design really was a huge evolutionary step for the GM V-8.

As Jordan Lee Chief Engineer – Small-Block Engines explained, “The transition going from Gen III to Gen IV and Gen V was a natural progression. The Small Block team has always been guided by the principles of the original small-block team. Keep the technology employed relevant and beneficial to the customer, maintain low mass and compactness, strive for every drop of efficiency and, of course, always improve power density. Interesting to note is that with each iteration we thoroughly evaluated all options and always validated the design genius of the original small-block.

Today’s small-block continuity with the original is in its use of pushrod valve actuation, 90 degree V, and 4.4 inch bore centers. It’s almost as if Ed Cole and the original team envisioned something that would live well beyond

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themselves—as it has. Key design features that carry over from the legendary Gen III LS design include the deep skirt block with six-bolt mains, single plane sealing surfaces, composite intake, coilnear-plug ignition, and the crank driven oil pump. The Gen III also brought us to our current firing order of 1-8-7-2-65-4-3. The team today is grateful to be able to build off of the smart, forward looking design decisions made with the Gen III LS.” Many people were surprised the new engine stayed with the single cam pushrod configuration. After all, dual overhead cams and other technologies were becoming more prevalent, so staying with this architecture seemed odd to some. We asked GM about this and the reply was simple. It was all about packaging. It would be challenging and expensive to fit a huge double overhead cam engine under the low hood of the C5 Corvette. The C4 ZR1 Corvette did have the double-overhead cam LT5, but that was a limited production halo car, and at the time the most expensive Corvette sold. The design of the LS1 kept the Gen III small-block compact and able to squeeze into the C5’s tight engine bay, affordably.

But that really wasn’t why the LS1 was developed. The engine it was replacing, the Gen II LT1, debuted in the 1992 Corvette. It displaced 350 inches and made 300 hp at 5,000 rpm. That was a 55hp improvement over the L98 smallblock it was replacing, but GM knew that with stricter emissions and CAFE standards this platform wasn’t going to carry them very far into the future. So, around 1993 work began on what would become the LS1. Aluminum was chosen to drop the weight, aiding both performance and

TECH

Two Decades of the LS Engine

fuel economy. This balancing act between performance and other factors, like fuel economy and emissions, led to an engine that seemed familiar to small-block fans, but was vastly different internally. In addition to keeping the size down, staying with a pushrod design kept the manufacturing costs down as well.

We went back and dug up a 20-yearold press release from GM, which turned out to be pretty prophetic. “Until the introduction of the LS1 in the C5 Corvette, almost every V-8 engine used for high performance or for racing dated back to designs that originated in the mid1950s,” said Herb Fishel, director of GM Motorsports.

“The most famous example is the small-block Chevy. First introduced in 1955, millions have been built and can be found powering everything from production cars and trucks to the cars and trucks raced at just about every racetrack across North America. But now, with the introduction of the C5’s LS1, General Motors will begin to phase out the smallblock Chevy that has been the backbone of America’s high-performance and

racing industry for more than 40 years,” continued Fishel. “It will be replaced by derivatives of the LS1, which has the highest specific output of any production V-8 engine GM has ever built. In every sense the LS1 is truly the high-performance engine of the future.”

“Few people yet realize the long-term effect that the C5 LS1 engine is going to have on the performance industry,” says Joe Negri, manager of IRL and Road Racing Groups for developing the C5-R racing version of the LS1. “What is really

remarkable is that the very high specific output of the production Corvette’s LS1 engine has been achieved at reasonable cost and weight while meeting both emission and fuel economy standards. It is a fantastic engine on which to base a modern-day racing program.”

Corvette engine developers looked to the future and realized that performance had to be based on new designs that produced engines that were fuel, weight, and emissions efficient; cost effective; and environmentally acceptable to a changing

The LS line of engines kept evolving over time, to the point where some of the higher-performance variants, such as the LS7 and LS9, were hand assembled in specialized build centers like this one in Wixom, Michigan.

world. These would be engines where electronics and vastly improved cooling, oiling, and sealing systems would contribute to the increased performance goals.

“In the 1970s and 1980s the manufacturers and the performance industry were on divergent paths,” says Herb Fishel. “For most of the ’70s and ’80s, the manufacturers’ focus was on fuel economy and emissions. It was left mostly to aftermarket suppliers to develop performance components for small-block V-8s.

This led to the cost of racing engines, for example, increasing dramatically since the performance was being added on to an aging design rather than being built in to a modern design.”

“It’s fitting that this new design of engine was introduced in the C5 Corvette,” says Negri. “It was Zora Duntov’s vision in 1953 that Corvette should lead the way with ‘ready-engineered’ parts and designs.

And I think he would be proud of what has been achieved with the LS1. It is the leading edge of V-8 technology as we enter the 21st century. And there’s absolutely no question that a good portion of racing in the 21st century is going to be built

around the engine that the world first saw in the C5 Corvette.”

It wasn’t long after the introduction of the LS1 that gearheads started figuring out how to graft them into classic Chevys and it all snowballed from there.

Now the aftermarket makes it nearly painless to do an LS swap. Shortly after the introduction of the LS1, GM came out with an iron-based-block design for their truck/SUV line and constant improvements led to other milestone engines like the LS2, LS3, and LS7. Even though GM has moved on to its new direct-injected LT line of engines, the popularity of the LS engine shows no signs of slowing down. “The LS3 is currently our bestselling crate engine in the LS family,” said Rocko Parker, Chevrolet Performance Parts Engineer. “When we introduced it in 2008, its 430 horsepower and 6.2L engine drew a lot of interest. Today, its combination of technology, uncompromising performance and accessible price point, make it a popular option.”

So, happy birthday to an engine that changed hot rodding, we look forward to the next two decades of performance.

The LS engine became so popular that Chevrolet Performance (as well as other aftermarket companies) began offering non-factory blocks that pushed the size and performance of LS engines to new levels. This Chevrolet Performance LSX iron block was designed to go big (over 500 cubic inches with the tall deck version) and handle big power as well as loads of boost.

TECH

Steven Rupp

the Author

LS EVERYTHING AN IN-DEPTH LOOK AT THE LS ENGINE SERIES OFFERINGS OVER THE YEARS

Back in the early 1990s the Gen II LT1 and LT4 engines powered GM’s hottest performance cars, but GM read the tea leaves and knew that this platform would not be able to get them where they would eventually need to be in terms of emissions, CAFE standards, or even performance. A new V-8 was needed and in 1993 work began on what would eventually be labeled the LS1. Replicating the success of the original small-block was a huge undertaking, GM kept the basic structure of a single cam pushrod V-8, but nearly everything else was reworked from the deep skirt block to the firing order. A coil-near-plug arrangement replaced the trouble prone Opti-Spark and to save weight the blocks would be cast aluminum with iron sleeves. The new LS1 displaced 5.7 liters, which pencils out to 346 cubic inches, very close to the 350-inch engines they were slated to replace.

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The LS1 debuted in the 1997 Corvette and moved to the Camaro in 1998. In 1999, different versions of the LS design, such as iron blocks with varying displacements, started showing up in trucks and SUVs. Over 18 years of production GM came up with many variants suited for different applications, and the best part for those of us in the hot rodding world is that, for the most part, all the various iterations of the LS platform play well with each other in terms of parts

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TECH

LS Everything

interchangeability. Want to bolt the front drive system of an LS1 Camaro to the front of an LS3? No problem.

Toss LS3 heads onto an LS2 block?

Yep, you can do that too so long as you have the right intake manifold. A lot of this is possible due to the similarities shared across the LS line over the years. Some of these similarities include:

• 4.40-inch bore centers (same as previous small-blocks)

• Six-bolt, cross-bolted main bearing caps

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• Common bolt patterns for items like the timing cover, rear cover, oil pan, front engine accessory drive systems, and valve covers (except the early perimeter bolt heads)

The new firing order of 1-8-7-2-6-54-3 gave the LS1 a unique sound compared to its Gen I and Gen II cousins, and the overall size was kept close to that of a Gen I small-block making it easy to swap into almost anything. The LS1 debuted with 3.89-inch bores, a 3.62inch stroke, hypereutectic aluminum flat-top pistons, a nodular iron crank, and 6.089-inch powdered metal rods.

For the most part, this formula was carried forward through the Gen III and Gen IV engines with the exception of some of the higher performance engines. Let’s take a look at the LS engines you’re most likely to come across out there.

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The LS1 (5.7L, 346ci) was the engine that started it all and was given the Gen III designation. Introduced in the 1997 Corvette and moving to the Camaro/Firebird in 1998, it was a huge departure from the previous LT1 (Gen II) powerplant and included features such as a deep skirt block, coil-near-plug ignition, and an aluminum block. For the Camaro the LS1 was rated at 305 hp and came in 95 pounds lighter than the LT1 it replaced. 1997-’98 Corvettes and 1998 Camaros had less-desirable perimeter-bolt valve cover heads.

1999 saw a move to a center-bolt design (241 casting) that was carried on through all subsequent LS variants. Around 2002, some of the LS1 engines started receiving the improved LS6 parts such as the intake manifold, heads, and stronger block. The 2004 GTO also fielded the LS1 (350 hp).

The LS6 (5.7L, 346ci) was an improved version of the LS1 and designed for the 2001 Corvette Z06 with an advertised output of 385 hp (in 2002 power ticked up to 405 hp). Manufactured through 2005, it also found its way into the Cadillac CTS-V. While it shares displacement with the LS1, it features a revised block with improved bay-to-bay breathing, greater strength, higher compression, revised pistons, and other small tweaks. The LS6 also received better (243 castings) heads, a slightly more aggressive cam, and a much improved intake manifold. The LS6 cam is the most aggressive cam GM put out for cathedral port headed LS engines.

The LS2 (6.0L, 364ci) was a large evolution of the platform and was given a Gen IV designation. The LS2 debuted in 2005 in the Corvette (400 hp), GTO (350 hp), and the concept-car-inspired SSR (390 hp). It also found its way into the Trailblazer SS (390/395 hp) and the Holden sourced 2008 Pontiac G8 GT (361 hp). Early LS2 engines had 24x reluctor wheels and 1x cam sprockets while later ones transitioned to the 58x reluctor and 4x cam sprocket arrangement.

The increased displacement meant more power and the increased bore meant it works with LS1/LS6 heads as well as the newer LS3/L92 versions. Depending on the year and platform, the LS2 could have come with either head. While there were vast differences between the Gen II V-8 and the Gen III V-8, the differences between Gen III and Gen IV engines are nearly unnoticeable at first glance. Provisions for active fuel management were added to most of the blocks and the bore size increased to 4.000 inches. Sensors also moved around and changed a bit. For example, the cam sensor moved from behind the intake to the front timing cover and the crank sensor changed from black (24x) to grey (58x). Due to the long cylinder sleeves LS2 blocks are great for stroking, a 4.000-inch crank will make a 408.

TECH

LS Everything

The LS3 (6.2L, 376ci) hit the market in 2008 in the new C6 Corvette and really ratcheted up the performance with the power output jumping to 430 horsepower! More strength was added to the LS3 block (which helped handle the power from the supercharged LS9 for the ZR1 Vette). The Pontiac G8 GXP also received the LS3 (415 hp). In 2010, the relaunched Camaro SS got the LS3 (426 hp) in the manual-equipped cars and an L99 (400 hp) version with Active Fuel Management (cylinder deactivation). The increased displacement was due to a bump in bore size to 4.065 inches. Add a 4.000-inch stroke and end up with a 415ci mill.

The LS4 (5.3L, 327ci) is fairly uncommon to come across. It’s centered around a 5.3L block, like the trucks, but one that’s made from aluminum instead of the far more common iron. These were rated at 303 horsepower and were found in front-wheel-drive Pontiac Grand Prix GXPs and Chevrolet Impalas. If you need a transaxle swap LS, then this is the engine to find, if not, then it’s not a good swap candidate due to the different transmission mounting points.

The LS7 (7.0L, 427ci) was developed specifically for the C6 Corvette Z06 and is the largest LS variant offered by GM, featuring a unique 4.000-inch stroke. Its large bores (4.125 inches) required a Siamesebore cylinder block. The LS7 is full of race ready parts and tech including titanium intake valves and rods, which helped churn out the 505 rated horsepower. It was also designed around a hybrid dry/wet oiling system (but referred to as a dry-sump system), a first for GM. LS7s were hand assembled for the Corvette at the GM Performance Build Center in Wixom, Michigan. In 2014 and 2015 the LS7 was used in the Camaro Z/28 where it was also rated at 505 hp. It can handle up to a 4.125-inch stroke (making it 441 cubic-inches), but given the extra amount of work involved with converting it to a wet sump you’re better off leaving it as is.

Greg Anderson The LS9 (6.2L, 376ci) was the first LS variant to get a supercharger, making it the most powerful LS from GM at 638 hp. To handle the boost, the LS9 used the improved LS3 block with stronger steel main caps (as opposed to the powder metal standard LS3 main caps), larger 12mm head bolts, and forged pistons. More power was derived from the roto-cast cylinder heads and a 2.3L Roots-type supercharger. Like the LS7, it was a dry-sump engine and was hand built at the Wixom Performance Build Center. The ZR1 was the first Corvette to break the 200-mph mark, and it couldn’t have done it without the LS9.

OVER 18 YEARS OF PRODUCTION GM CAME UP WITH MANY VARIANTS SUITED FOR DIFFERENT APPLICATIONS, AND THE BEST PART FOR THOSE OF US IN THE HOT RODDING WORLD IS THAT, FOR THE MOST PART, ALL THE VARIOUS ITERATIONS OF THE LS PLATFORM PLAY WELL WITH EACH OTHER IN TERMS OF PARTS INTERCHANGEABILITY.

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TECH

LS Everything

The LSA (6.2L, 376ci) was a detuned version of the LS9 and came stuffed into the 2009 Cadillac CTS-V. It received eutectic pistons instead of the forged ones found in the LS9 and a smaller 1.9L supercharger with a top mounted intercooler arrangement. Power rating for the Caddy was an impressive 556 hp. A reworked version of the LSA was used in the 2012-’15 Camaro ZL1 where it churned out 580 hp! The LSA also used nodular iron main caps for strength and, like the LS9, employed piston oil squirters to reduce piston temperature.

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VORTEC TRUCK AND SUV VARIANTS While the performance car engines carried the LS designation, those designed for trucks and SUVs were given the Vortec name. The biggest difference between them and their car cousins were the use of iron blocks and that they were often smaller in displacement. The good news is they are plentiful in scrapyards and the iron blocks don’t mind a little boost or nitrous. They accept all the front drive systems of the car versions, although some might require a boss or two to be drilled out and tapped. There are a ton of variants out there with most using a naming convention starting with L (LQ4, LQ9, LMG, LC9, etc.). Even so, we still call them LS engines given the parts commonality and how easy they are to adapt to performance use.

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The LQ4 (4.8L, 293ci) is the smallest LS ever produced. It shares its iron block with the 5.3L engine and even has the same 3.78-inch bore size. The drop in displacement comes from a shorter stroke crank (3.27 inches).

It’s impossible to tell a 4.8L from a 5.3L engine from the outside.

The LC9, with its 5.3L displacement is the most common LS engine on the planet and carries a pretty retro-cool displacement of 327 cubic inches. The longer stroke (3.62-inch) is what separates it from the 4.8L and—like all LS variants—it has aluminum heads. Later versions received Active Fuel Management and some applications even received aluminum blocks.

The 6.0L Vortec is typically found in 3/4- and 1-ton trucks, and while the blocks are usually iron (LY6) there are some aluminum (L76) block variants out there. Widely used, these engines can be found with Active Fuel Management as well as variable valve timing systems. Iron 6.0L blocks are the go-to block for big-boost/bigpower builds. The bores can be taken to 0.030-inch over (or larger through magnetic inspection), and they can be stroked up to 4.000-inches. A longer stroke is possible, but these blocks have the shortest cylinders of the line so it’s not a great idea due to piston rock at BDC.

The 6.2L—L92/L94/L9H—coded engines are the closest you’ll find to the performance LS car engines.

They have aluminum blocks and the latest in CAFE friendly tech such as variable valve timing. High-end SUVs such as the GMC Yukon Denali and Caddy Escalade got this gem under the hood. The GMC Sierra (SLE/SLT), Sierra Denali, Suburban, Avalanche, and others, also received this engine.

TECH

LS Everything

HEAD GAMES A key component of the LS engine’s success lies in the evolving design of its cylinder heads.

Like the blocks, the cylinder heads used on the various LS engines continued to evolve over the course of the program. As John Rydzewski, Assistant Chief Engineer Small-Block Engines and former LS Cylinder Head Designer explained, “The original LS cylinder head was one of the keys to producing the airflow and

future power levels that the LS is known for.

We knew from the beginning we had to have great airflow so replicated ports were a must.

The four-bolt attachment pattern also was key to freeing up the ports to maximize airflow. To make every port exactly the same seems like common sense now, but this represented a significant amount of trial and error work that we knew we had to get right. The head design was also the foundation for the new in plane, low friction, valvetrain. As I look back, the team

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Technically, you can bolt any LS head to any LS engine, but due to varying bore and valve sizes you could run into piston-to-block clearance issues. So, a good rule of thumb is that LS1 and LS6 engines can only run LS1, LS6, and LS2 cathedral port heads (and their truck equivalents). LS2 engines, due to the larger 4.000-inch bore design, allows it to run LS1, LS6, and LS2 cathedral port heads in addition to the newer rectangular port LS3/L92 heads. The LS3 engines (or any of the 6.2L based variants like the L92, LSA, etc.) can run any head except the LS7 rectangular-port heads. LS7 engines can run any LS-series head, but running the smaller heads would be nonsensical from a performance standpoint. So, for the best results make sure to match the cylinder to the bore size you’re working with.

Nearly all LS engines utilize the same cylinder head bolt pattern, which is why the heads are so easily swapped around. Most have four 11mm bolts per cylinder (for a total of 10) along with an upper row of five 8mm bolts. The LS1 engines (including the LS6) had bolts of different lengths (in regards to the 11mm fasteners), but from 2004 forward all went to the same length. To better withstand boost, LS9 engines received 12mm bolts. Also, keep in mind that each head variant requires a compatible intake manifold, so an LS3 intake won’t fit LS7 heads and so forth. Of course, there’s a nearly endless array of aftermarket heads to choose from, some of which are hybrids (cathedral ports but with large LS3 sized intake valves, LS3 port but with LS7 rockers, etc.). Here are the four main factory cylinder heads you’ll encounter.

Debuting on the LS1, the cathedral port heads were named for the distinctive shape of the intake port.

Any intake manifold (LS1, LS6, LS2) will work with these heads as well as Vortec intakes from cathedral port headed variants. 241 castings (the casting number is found near the corner of the head) are the most common since they were used on every 4.8L and 5.3L truck engine

as well as the early LS1s. The LS1 heads have 67cc chambers with 2.00/1.55-inch valves. Other heads you’ll run into are 852 and 706 castings, which have smaller 61cc chambers and 1.89/1.55-inch valves.

These are best for high-compression builds and really need larger valves and porting work. 799 heads (65cc chamber and 210cc intake runner) are pretty much 241 LS6 heads worked over for truck engines and thus are a real treasure to find when hunting through boneyards. Aside from the casting number, they have distinctive D-shaped exhaust ports.

243 castings are harder to come across and are sometimes called LS2 heads. On the truck side, these would be 035 or 317 castings (LQ9/LQ4) and featured 71cc chambers. You may even find 873 castings from the early LQ4 engines, but they are iron and not worth bothering with. Also, the early perimeter-bolt heads (933 and 806) are far less desirable. Remember, not all 243 castings are LS6 heads, but all LS6 heads are 243 castings. True LS6 heads will have the stainless steel hollow-stem valves.

Common cathedral port production casting numbers: 933 ’97 aluminum perimeter bolt 5.7 806 ’97-’98 aluminum perimeter bolt 5.7 853 ’99-’00 (LS1) aluminum center bolt 5.7 – 66.67cc 241 ’01-’03 (updated LS1) aluminum center bolt 5.7 – 66.67cc 243 ’04-up (LS6/LS2) aluminum center bolt 5.7. Also in some ’05-up trucks – 64.45cc 373/873 LQ4 iron heads – 71.06cc 706/852/862 ’99-up 4.8L-5.3L truck heads – 61.15cc 035/317 ’99-up LQ9 and LQ4 6.0L truck heads – 71.06cc 799 ’05-up 4.8L-5.3L truck heads (these are basically 243 heads)

L92 heads (often referred to as LS3 heads) moved to a rectangular port and are some of the best LS heads ever made, far outflowing their cathedral cousins. This port design is also found on some 6.0L truck

engines (and on the Pontiac G8 6.0L mill) as well as the Cadillac CTS-V and the LS9 in the Corvette ZR1. Due to an enlarged intake valve these heads use an offset rocker on the intake side.

The major difference in the various heads are the types of valves used.

The LS3 821 heads had hollow-stem valves, as did the LSA supercharged engine with the 863 heads. Heads for the LS9 used titanium intake valves like the LS7. The main difference

between the LSA and LS9 head are the valves. The LSA heads also used a stronger rotocast A356-T6 alloy.

Common rectangular port production casting numbers: 716/821 LS3 heads – 68cc 863 ZL1/CTS-V LSA heads – thicker deck for boost - 68cc 823/5364/2716 L92 heads – 68cc

TECH

LS Everything

LS CRANKS LS7 heads (452 castings), like the L92 heads, employ rectangular ports (a bit wider and shorter compared to the L92/LS3 ports). The 12-degree valve angle design (as opposed to the 15-degree valve angle used on all other LS engines) supports a straightthrough airflow and utilizes 270cc intake ports. Also unique are that the ports and combustion chambers are CNC-ported straight from the factory. These heads only use LS7 intake manifolds or an aftermarket equivalent. These were also known for using titanium intake valves and sodium-filled exhaust valves, something previously unheard of in a pushrod V-8. They easily support over 600 hp naturally aspirated and the huge valves necessitate 4.125 or larger bores.

For the most part, all LS cranks are of the same design and have 2.10-inch rod and 2.56-inch main journal sizes. They are all iron with the exception of LS9, LS7, and LSA, which are forged steel. LS7 cranks have a 4.000-inch stroke while all the rest have a 3.622-inch stroke (except 4.8L cranks which are 3.270-inch). LS7 and LS9 (dry sump) cranks have a longer snout (about 1-inch) for their two-stage oil pumps, but can be used on wet-sump engines with the right parts and a modification or two. Another major difference between LS cranks is the reluctor wheel used for crank timing. Early ones will have a 24x wheel while later cranks will have a 58x wheel (shown). The reluctor wheels can be changed by any qualified machine shop.

LS RODS Most LS rods are interchangeable and made from powdered metal. The exceptions would be LS9 (5.990-inch) and LS7 rods (6.067-inch), which are forged titanium (LS7/9 rods only work with LS7/9 pistons). The common length is 6.098-inch, except for 4.8L engines, which use 6.275-inch rods. LS7 rods have a unique bearing size that requires a different bearing than other LS rods. The weak point of all LS rods would be the rod bolts. This is especially true of pre-2000 engines. LS6 rod bolts (PN 11600158) would be an upgrade, and an even better option would be a set of ARP rod bolts. Remember that LS rods use a “cracked cap” design. That means each cap is an exact match to its rod, so never get them mixed up!

POWER STEERING BOXES COMPLETE KIT FRONT TO RE AR

13"FRONT &12"REAR R BIG BRAKE KITS K S

!

L

NEW UNITS

NOT REMANUFA NUF

ACTUR CTURE ED! D! T DIREC ! • Late-Model Technology BOLT-IN

1

SPOR 4:1 T RAT IO!

Power Steering Box • Keeps Perfect Alignment with the OE or Aftermarket Steering Column 1964-67 CHEVELLE 500 SERIES • All Power Boxes Use BOX SHOWN Inverted Flare Hoses • Complete Power Steering Conversion Kits Available FOR CHEVY TRUCKS, FULLSIZE, 500 SERIES™ STEERING BOX starting at $379/ea NOVA, CAMARO, CHEVELLE, EL CAMINO & G-BODY 400 SERIES™ STEERING BOX starting at $379/ea A 1962-67 NOVA 400 SERIES N BOX SHOWN

*Shown Sho

w/optional ptionall w/opti • ((2)) 13” Front Drilled/Slotted /S Ro o s otors upgrad upgrades ades d • (2) 12” Rear Drilled/Slotted Ro o s otors • (2) Dual 52mm Piston *REQUIRES ESS 7" Loaded Front Calipers MINIMUM 117" DIAMETER ERR • (2) Single 45mm Piston WHEELSS Loaded Rear Calipers • 4-Wheel Disc Master Cylinderr w/Prop Valve Kit Combo • Billet-Aluminum Hubs w/Screw-in Studs MOST POPULAR COMPLETE 13" FRONT APPLICATIONS & 12" REAR KIT starting at $1498/kit • Front Bearings, Seals, Dust Caps, Hoses, Brackets, & Hardware 13" FRONT KIT starting at $799/kit 12" REAR KIT starting at $799/kit

CLASSIC FIT TM STEERING COLUMNS C AY 5 -W STABLE

ADJU MNS! TILT COLU

KE Y & COL SHIFT AVAILUMNS ABLE !

• Available FFOR CAR, TRUCK, for automatic & UNIVERSAL FIT column-shift & APPLICATIONS! all floor-shift applications • Stainless steel, adjustab be ble • All columns accept any columns available in n 1967-94 GM steering wheel tilt 28”, 30”, 32” & 33” leng s g gths or aftermarket adapter • Available in chrome, blaack, a k, • Column-shift columns or paintable finishes include both 3 & 4-speed UNIVERSAL FIT COLUMNS S starting at $2 289 9/ea / lighted shift indicators

800.830.8603

100%

S

3O.C5K-TTOU-LRON CK!

CAR starting at $299/ea TRUCK starting at $365/ea

HYDRAULIC ASSIST SYSTEMS AN • High-quality, tight-toVACUUM? !

PUTS OUT G the-firewall mounting NO M AMAZIN E L B O R I! P • Designed to upgrade NO 18 0 0 PS manual or vacuumassisted brakes STR STREET • Powerful and compactt BE BEAST™ new modern hydraulic assist unit • Pedal rod hardware, firewall seal, and IT!! INCLUDES BRAKE ASSIST HOSE KITS! UNIT mounting hardware 10 % NEW 0% 00 D ED FACTURE NOT REMANU included ™ • Plenty of master FOR CHEVY TRUCKS, FULLSIZE, STREET BEAST starting at $829/kit NOVA, CAMARO, CHEVELLE, SYSTEM cylinder options, ASSIST $ including Wilwood EL CAMINO, G-BODY & MORE! HYDRAULIC BARE UNIT starting at 469/ea

378 E. Orangethorpe Ave. Placentia, CA 92870

LS ENGINE SPECIFICATIONS Engine

Displacement

Bore x Stroke

HP/TQ

Compression

LS1

5.7L (346cid)

3.89 x 3.62

305-350/350

10.2:1

LS6

5.7L (346cid)

3.89 x 3.62

385-405/400

10.5:1

LR4

4.8L (293cid)

3.78 x 3.27

255-285/285-295

9.47:1

LM7/L59/ LM4

5.3L (327cid)

3.78 x 3.62

270-295/315-335

9.5:1 10.0:1

LS PISTONS All LS engines, with the exception of the LS9, use hypereutectic aluminum pistons.

An exception would be LSA pistons which are eutectic. Eutectic, with respect to piston material is the amount of silicon in the mix.

12-percent is considered eutectic and if more is present then it is hypereutectic. The LSA range is 11-13-percent silicon and the LS3 is 14.8- to 18-percent silicon. The biggest differences between the various pistons are the diameter, due to bore size changes, and those changes that effect compression ratio, such as a dish. Like cast pistons, they don’t like detonation and are good up to 550-600 hp, tops. Gen III pistons are held to the rod by a pressed in (interference fit) pin, so a machine shop will need to take them apart and reassemble. Gen IV (and Gen III LQ9) used “full floating” pins held in by locking rings.

DUAL-ADJUSTABLE

L33

5.3L (327cid)

3.78 x 3.62

310/335

LQ4

6.0L (364cid)

4.00 x 3.62

300-325/360-370

9.5:1

LQ9

6.0L (364cid)

4.00 x 3.62

345/380

10.0:1

LS2

6.0L (364cid)

4.00 x 3.62

400/400

10.9:1

L76

6.0L (364cid)

4.00 x 3.62

361/385

10.4:1

LY6

6.0L (364cid)

4.00 x 3.62

385/400

9.6:1

LY2/L20

4.8L (293cid)

3.78 x 3.27

260-302/295-305

9.1:1

LH6/LY5/ LMG

5.3L (327cid)

3.78 x 3.62

300-320/320-340

9.9:1

LC9/LH8

5.3L (327cid)

3.78 x 3.62

300-320/320-335

9.5:1

LS7

7.0L (427cid)

4.125 x 4.000

505/470

11.0:1

L92

6.2L (376cid)

4.065 x 3.622

403/415

10.5:1

LS3

6.2L (376cid)

4.065 x 3.622

426-430/424

10.7:1

L99

6.2L (376cid)

4.065 x 3.622

400/410

10.7:1

LSA

6.2L (376cid)

4.065 x 3.622

556-580/551-556

9.1:1

LS9

6.2L (376cid)

4.065 x 3.622

638/604

9.1:1

CPP MINI SUB-FRAME KITS

COIL-OVER KITS

• 1/4" Thick Steel Crossmember Replaces a es eplace Factory Strut Mounts with Adjustable ablee Forward Control Arm Mounts • Adds Stability, Align-Ability, & Improved Steering Response werr • Kits Available with Upper and Low Tubular Control Arms & Ball Joints ts • Accommodates Factory orr DIRECT BO L LT-O -ON N!!

Aftermarket 1" Sway Bars 1962-67 6 7 NOVA NOV and Factory Coil Springs K ITT S KIT SHOWN O FOR 1962-67 or Coil-over Conversions CHEVY NOVA COMPLETE MINI SUB-FRAME KIT $ WITH UPPER/LOWER ARMS (SHOWN) starting at 699/kit • Available in Black or LOWER MINI UPPER ARM $ $ Silver Powdercoated Finish SUB-FRAME KIT starting at 399/kit KIT ONLY starting at 309/kit

REAR SYSTEMS S FRONT SYSTEMS F • Dual-Adjustable • Direct Bolt-in Aluminum Body • Dual-Adjustable Shocks Aluminum Body • Adjustable Ride Shocks Specific Height To Chevelle • Works with CPP • Adjustable Ride Totally Tubular™ or Height From Stock Control Arms 1” - 7” Lower REAR KIT FOR FRONT APPLICATIONS: 1964-72 CHEVELLE 1964-72 CHEVELLEE 1955-64 FULLSIZE 1967-81 CAMARO 1962-79 NOVA 1978-87 G-BODY MADE IN THE

USA

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449 9//kit 569 9//kitt

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PRO-TOURING KITS TS

PTK1 KITS INCLUDE: * • Rear Pro-Touring Sway Bar Kit • Upper Tubular Control Arms • Front/Rear Classic Fit™ Nitrogen Gas Shocks *KIT CONTENTS • Lower Tubular Control Arms • Lowered Rear Suspension Kit* VARY BY *Includes Either Lowered Leaf Springs, APPLICATION • Lowered Front Coil Springs or Tubular Trailing Arms & Lowered • Front Pro-Touring Sway Bar Kit Coil Springs (Based on Application) ADD FRONT COILOVERS AND

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Prices subject to change without notice. Please note that kits and prices may vary between certain applications.

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2017 HOLIDAY GIFT GUIDE

I

t’s that most magical time of the year and that means it’s time to start thinking about the perfect gift for that gearhead in your life. To help you out the Super Chevy elves put together a little list of widgets that we wouldn’t mind finding under our tree. Besides, who wants to suffer the insanity of the local mall. So take a look and see if you can find just the present in the 2017 Super Chevy Holiday Gift Guide.

SPEC, the innovator in GM LS clutch technology, introduces their new line of single-disc performance clutches for C5 and C6 Corvettes.

The new design is currently shipping and features the same extreme capacities you would expect from a SPEC clutch, but with a pedal effort reduction of over 10 percent and no measuring/shimming and no hydraulic upgrade installation. These kits have the same release window as the original self-ratcheting units, but with the increased performance, reliability, and safety these cars demand. The kits support power levels up to an amazing 1,000 lb-ft of torque for the street/strip units and 1,200 lb-ft for drag-specific units.

SPEC Inc. 800.828.4379 www.specclutch.com

70

12.2017

Pro Series Wiring Harnesses The All-New Pro Series line by Painless The Painless Pro Series gives you everything you need to wire up your Pro Touring or custom ride right the first time! Providing you with over 25 GM connectors and terminals, insulated and non-insulated butt splices, heat shrink, grommets, cable ties, and cable tie clips.

Available in 21 or 28 circuits with grommet firewall pass-through, with bulkhead and truck harnesses releasing soon!

Painless Performance Products 817.244.6212 www.painlessperformance.com

New Port Engineering has been the leader in windshield wiper upgrades for over 29 years. They offer over 180 all-new, bolt-in motor replacement kits and complete wiper assemblies for many popular GM, Ford, and other classic cars and trucks.

Standard features include a modern, heavy-duty, two-speed, self-parking motor that is smaller and more powerful than the original. Options include intermittent delay switches and washer pump kits. See the complete application list at www. newportwipers.com. Drive through the rain in safety with a New Port wiper upgrade.

New Port Engineering 636.239.1698 800.829.1929 www.newportwipers.com

HOLIDAY GIFT GUIDE

Interactive Jewelry for Men and Women. Tug on your heartstrings with the Gear Necklace by sliding the pendant along its chain and setting the gears in motion. Spin in style with the Gear Ring by turning the outer rims so that all the gears rotate in unison. Patented. Lifetime Warranty. Free Shipping.

Kinekt Design

888.600.8494 www.kinektdesign.com

Art Morrison Enterprises offers its line of GT Sport high-performance replacement chassis for 1949-’54 and 1955-’57 Chevrolets, 1953-’62 Corvettes, 1947-’53 Chevrolet trucks, 1959-’64 Impalas, and 1964-’72 GM A-bodies. It features all of the necessary body mounts, bumper mounts, core support, and engine/transmission mounts. Available with power rack-and-pinion steering, performance-tuned independent front suspension, triangulated four-bar rear suspension, and 9-inch housing. These chassis are a true bolt-in replacement that will dramatically improve the ride and handling of your classic car.

Undercover Innovations has got you covered, literally. If you have an overheating problem with your classic car, Undercover Innovations might have a solution for you. Or if you’re tired of looking at the unattractive front of your radiator, let them dress it up. GMs, Fords, Mopars— models are added all the time. Licensed by GM, engraved logos and custom engraving is also available. Valve covers with custom engraving are available, too.

Undercover Innovations

888.866.4114 www.undercoverinnovations.com

Art Morrison Enterprises Inc. 800.929.7188 www.artmorrison.com

Classic design meets modern technology with YearOne’s line of upgraded, cast-aluminum wheels for Chevy muscle cars. Designs include the Corvette Rally, the Magnum, the five-spoke Z28, and the N90, all in 17-inch diameters.

Complete wheel kits with lug nuts and center caps ship free in the continental U.S.!

YearOne

800.YEARONE www.yearone.com

The EradiSpeed+ rotor is a direct replacement, two-piece rotor that features a machined aluminum center hat that bolts to the rotor’s ring.

Baer’s rotors offer dynamic visual impact behind today’s modern wheels, as well as a significant weight savings. EradiSpeed+ rotors are available for the front and rear of many Chevrolet vehicles, while still utilizing the factory four- and sixpiston brake calipers.

Baer Brake Systems 602.233.1411 www.baer.com

Update the clunky factory gauges on most any popular 1955-’92 Chevy with a precision, easy to install instrument panel from Classic Dash. Choose from UV-resistant matte black, brushed aluminum, or carbon-fiber panel finishes and a wide range of gauge styles (AutoMeter and Thunder Road). Priced from $629.95.

Classic Dash

866.882.3525 www.classicdash.com

HOLIDAY GIFT GUIDE

1997-’04 and 2005-’12 C5/C6 Corvette Front Control Arm Bushing Set Energy Suspension offers performance polyurethane front control arm bushing sets (PN 3.3176, includes bushings for both driver- and passenger-side arms) for the C5 and C6 Corvette, excluding the Z06, ZR1, and Grand Sport.

Energy’s one-piece designed control arm bushings are engineered and formulated to provide improved handling and performance without sacrificing ride quality. Energy’s polyurethane bushings will maintain proper alignment specs longer than the OEM rubber ones for better control at higher speeds.

Energy Suspension

888.292.1250 949.361.3935 www.energysuspension.com

The HTP Striker Supreme welding helmet features a 3.94x2.56-inch viewing area and earned the highest possible optical clarity rating: a 1/1/1/1. A welding mode, grinding mode, variable shade adjustment (from 4 to 13), and infinitely adjustable sensitivity make the Striker Supreme suitable for MIG, TIG, plasma cutting, oxyacetylene cutting, and grinding. Four infrared sensors—along with a light-to-dark-state reaction time of 1/30,000 of a second—protect your eyes the second you strike an arc. $89.95, includes free shipping.

HTP America/USAWeld.com

800.USA.WELD/800.872.9353 www.USAWeld.com

72

12.2017

1967-’17 Camaro MaxTech Four-Layer Car Cover, Indoor/Outdoor Camaro Central offers a premium-quality, fourlayer weatherproof car cover for your 1967-’17 Camaro. Non-abrasive and built to last. Correct for all Camaro models, coupe or convertible. Wrap this car cover around your Camaro and keep it safe from rain, snow, ice, dirt, and debris. The four layers also add protection against dings and dents.

This four-layer cover blocks out moisture, dirt, and pollutants while letting air pass through. The Camaro Central car covers feature front and rear elastic so it stays put in all weather conditions, custom-fit mirror pockets, non-scratch tie-down grommets, and an attractive grey finish.

• Backed by a Two-year Limited Manufacturer’s Warranty • Free Storage Bag • Cable and Cable Lock Included

Big Red Camaro Docuseries on Blu-ray Disc Big Red: The Complete History 1987-2015. A documentary that chronicles the 30-year history of “The Baddest Camaro Ever.” Experience all of The Original Outlaw’s racing adventures in this stunning 8-hour series in 1080HD and 5.1 Surround Sound. You also get over 5 hours of bonus content, extended racing action, and never before seen footage. The Collectors Edition Box set includes the exclusive 1:43 scale Big Red die-cast.

While supplies last ONLY $69!

Big Red Camaro

Camaro Central

www.bigredcamaro.com/shop shop@bigredcamaro.com

The TCI Engineering 1962-’67 Chevy Nova Pro Touring IFS is engineered for easy installation, performance driving, and a broader range of alignment adjustments. This front clip will provide the ultimate in handling, weight savings, and strength. This is the only clip on the market with dual camber curves so it performs well on the street, dragstrip, autocross, or road course.

Chevelle rack-and-pinion cradles from Flaming River are precision jig-welded and install using the stock steering system mounting location.

• All-New Power Rack-and-Pinion with Lifetime Serviceability • Billet-Joint and Column Adapter Included • More Than 6 inches of Travel and Full Turning Radius • Bolts Into the Existing Chassis with no Suspension Modifications

859.408.2000 www.camarocentral.com

Total Cost Involved Engineering Inc.

866.925.5760 www.totalcostinvolved.com

Flaming River

866.815.3678 www.flamingriver.com

LS Valve Covers Clayton Machine Works is now offering their version of billet LS valve covers. Machined from 6061 aluminum, these new valve covers feature a removable panel that can be painted and customized to your specific design, setting your engine bay apart from the rest. Designed for LS engines, they feature a threaded oil cap and utilize proven OEM O-ring gaskets.

Clayton Machine Works 865.824.9778 www.claytonmachine.com

Dual-Adjustable Front Coilover Systems Classic Performance Products (CPP) offers a complete, bolt-on coilover system designed to lower and dramatically improve the handling of your Chevy, by allowing the use of a longer and lighter spring. The threaded aluminum body allows ride height and shock compression and rebounded adjustments. Each kit includes dual-adjustable aluminum body shocks, specially designed conical springs, and hardware. A free spanner wrench and thrust bearing kit is available for a limited time! Systems start at just $449. All CPP parts come with a lifetime warranty.

Stage 1 Pro-Touring Kit Classic Performance Products’ (CPP) ProTouring kits provide the ultimate performance and handling at an affordable price. Kits includes front and rear Pro Touring antisway bars, front coil springs, rear lowered leaf springs, front and rear performance gas shocks, and Totally Tubular front upper and lower control arms. All control arms are preassembled with the ball joints, cross-shafts, and pivot sleeves and have a safety feature that captures both sides of the bushing. This unique feature allows full control and virtually no flex on the control arm. Kits start at just $1,499. All CPP parts come with a lifetime warranty.

Classic Performance Products, Inc.

Classic Performance Products, Inc.

800.830.0952 www.classicperform.com

Looking for a unique update for your Buick Grand National? The Budnik GNB combines original design cues with the contemporary curves of Budnik’s X-Series wheels to create a beautiful new lightweight wheel. This CAD-designed, forged, and CNC-machined aluminum wheel features a billet aluminum center cap with the familiar GN badge. Available in 15-, 17-, and 18-inch diameters, the GNB is most popular in 17x8/17x9.5 and 18x8/18x9.5 staggered fitments. Shown in polished finish with black-coated pockets.

Design. Dimension. Finish. Custom built to fit.

Budnik.com

Protect your Chevy and give yourself the gift of peace of mind. Bob’s Original Fender Covers will cover your entire front end with 360 degrees of soft protection. There are no risky magnets or hardware to attach and it will never fall off! Shop online to find a custom-sized cover to perfectly fit your year and model.

Bob’s Original Fender Covers 916.822.2178 www.bobsoriginalfendercovers.com

800.830.0952 www.classicperform.com

CVR now offers a vane-style vacuum pump for vehicles using engine combinations that provide little or no manifold vacuum. When vacuum drops below 15 in. of vacuum the CVR Electric Vacuum Pump activates and increases the vacuum level to 20 in. of vacuum. The unit is a completely selfcontained, self-regulating unit. New advanced design offers 50 percent more vacuum than their diaphragm-style vacuum pump. 20 percent less noise and vibration and 35 percent less weight.

Available in a cast aluminum or black anodized billet aluminum finish.

CVR Inc. 613.623.8064 www.cvrproducts.com

Budnik Wheels Inc. 714.892.1932 www.budnik.com

SUPERCHEVY.COM

73

HOLIDAY GIFT GUIDE

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; get 28.6 percent faster cruising speed with a warranty that covers you even at the dragstrip. Turn your three-speed automatic into six close ratios, which is exactly how the late-model OE transmissions work. Complete overdrive kits start at just $2,695 for a limited time. Call 800.999.9555 about your application or visit www.gearvendors.com.

Gear Vendors 800.999.9555 www.gearvendors.com

QA1 Full-Vehicle Suspension Kits One solution doesn’t work for every vehicle.

That’s why QA1 now offers handling and drag racing kits for a variety of Chevy vehicles with up to three levels of performance to choose from.

Rather than providing only one option for your vehicle, QA1 has developed these kits to help you achieve your specific performance goals, like increasing cornering ability for performance handling or creating a more controlled launch and improved straight-line stability for drag racing.

QA1 800.721.7761 www.qa1.net

74

12.2017

Delta PAG’s highperformance brushless cooling fans use cutting-edge technologies for ultimate cooling performance.

Moves over 2,800 cfm at only 2.70 inches thin - Reduce amp draw (only 13 amps for 2,800 cfm) - Increase reliability (lasts 10x longer) - Infinitely adjustable - Soft-Start tech eliminates power spikes - The thinnest, most efficient 2,800-cfm fan on the market - With Delta PAG’s digital controller you can adjust speed and on/off temperatures for two fans independently. Also, control fans with your OEM/ aftermarket computer. Fan kits include everything you need, such as waterproof wiring harness, digital controller, brushless fan and sensor. No relays or temp switches are needed for a brushless system, increasing reliability. A fabricated custom aluminum shroud can be had for only $89. Complete cooling packages also available: radiator, shroud, and fan(s) for any vehicle for as low as $600.

Delta PAG 212.203.2912 www.deltapag.com

MuscleRods offers everything you need to drop a new LT engine into your Tri-Five Chevy or GM truck. They have bolt-in engine mount and transmission crossmember kits that are specifically designed for your car or truck. 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 car, 1964-’67 A-body, 1970-’81 F-body, and 1971-’76 B-body with other kits available soon.

See musclerods.com for all of your LS and LT conversion needs.

MuscleRods 770.751.0687 www.musclerods.com

March Performance manufactures the largest selection of serpentine kits, pulleys, and brackets anywhere! With 27 years of experience and thousands of parts, they have the correct solution for you. March Performance has quality serpentine systems, brackets and pulleys for Chevy, Ford, Chrysler, Olds, Buick, and AMC. Rugged, clear powdercoating ensures years of lasting beauty, no polishing required. They also have chrome and other custom finishes. Let their tech crew assist you in customizing the correct kit in your price range for you.

March Performance 888.729.9070 www.marchperformance.com

Motor Trend OnDemand Motor Trend OnDemand is the only allautomotive video-on-demand service for car enthusiasts and motorsport fans. Get first access to original car shows including Roadkill, HOT ROD Garage, Head 2 Head, Dirt Every Day, Roadkill Garage, and more! Access more than 2,000 hours of popular car shows—anytime, anywhere! Start your free trial now.

Motor Trend OnDemand www.motortrendondemand.com/ holidaygiftguide17

2017 SCHEDULE

APR 7-9 MEMPHIS

APR 21-22 PALM BEACH

JUN 2-3 US 131

JUL 7-8 CORDOVA

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JUL 28-29 AUG 19-20 SEP 29-30 OCT 13-14 NATIONAL MARYLAND ROCKINGHAM TUCSON TRAIL RACEWAY HEBRON, OH

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ITEM 68053/62160 62496/62516/60569 shown

$59

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Offer good while supplies last. Shipping & Handling charges may apply if not picked up in-store. Non-transferable. Original coupon must be presented.

Valid through 2/6/18. Limit one FREE GIFT coupon per customer per day.

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TECH

Richard Holdener

the Author

MULTIPURPOSE POWER WE TRY OUT TWO DIFFERENT METHODS TO ADD BIG POWER TO A BIG-BLOCK

Big-block builds come in many shapes and sizes, or more accurately displacements, but this build offers something special. While a 496 is a common displacement, this combination was designed with more than just additional cubic inches in mind. Dedicated buildups often focus on maximizing for a single purpose. By this, we mean that naturally aspirated engines are built slightly different than ones built for nitrous and different yet for blower combinations. The three distinct combos often differ in things like cylinder head configurations, cam timing, and compression ratio. The cylinder head and cam needs of a nitrous

78

12.2017

engine differ from those of its naturally aspirated or supercharged brethren.

Blower engines typically receive a drop in static compression, which works well under boost, but definitely gives up some off-boost power. Rather than choose a specific path, we decided to build a combination that worked well in all three configurations, essentially

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TECH

Multipurpose Power

capable of supplying multipurpose power.

Were we going racing we might choose a dedicated path, but for street and even street/strip engines owners often change their mind about what they want. After running a naturally aspirated engine, enthusiasts start to want more. Adding more power to any combination is as easy as placing a call to the guys at NOS. No matter what

engine you add it to, nitrous oxide makes a huge improvement. Any time you increase the power output by 100, 150, or even 200 (or more) horsepower you’re going to like it. The problem becomes, just like with a naturally aspirated engine, the extra power provided by the nitrous just won’t be enough after a time. Luckily, nitrous kits are adjustable so more power is easily attainable. But what if you want even

PARTS FOR YOUR

Photo Credit: McGaffin Digital Photography

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more power? That’s when boost comes into play. Adding a supercharger, like a ProCharger, to your combo can yield more power, and like the nitrous is easily adjustable for even greater gains. Of course, this all assumes your engine is capable of withstanding the extra power and that the naturally aspirated combination responds well to both the nitrous and supercharger.

Big assumptions.

To ensure our build responded well to both nitrous and boost we made sure the engine met two critical conditions: increased internal strength and plenty of power. Upping the strength of the internal components was a no-brainer since the crank, rods, and pistons must be up to the task of withstanding the extra power production offered by nitrous or boost. This obviously necessitated forged internals. To maximize power production we assembled a combination capable of producing plenty of power even before hitting it with the NOS Cheater nitrous system or the ProCharger supercharger. The more power the engine makes in naturally aspirated trim, the more power it will make with power-adders.

The internal strength came easy as we combined a 4.25-inch, 4340 forgedsteel stoker crank from Scat with a set of Bullet-series Carrillo rods and 4.31-inch, forged CP pistons. The 24ccdome pistons produced a static compression ratio of 10.5:1, and featured 2618 alloy construction, dual-forced pin oilers, and chromoly wristpins with wire locks. The compression was high enough to help make power, but still low enough to run boost. The Bullet rods were equally stout, being manufactured from 4330 modified forgings with WMC H-11 tool steel fasteners and the set balanced to within 1.0 gram of each other.

With strength taken care of, we set our sights on power production. To help the beefy bottom end pull hard on the top end we enlisted power producers from Comp Cams, ProMaxx, and Edelbrock. With a blower in mind, we chose a suitable blower cam knowing full well it worked on both naturally aspirated and nitrous combos. The 300BR-14 featured 0.652/0.652-inch lift, a 255/262-degree duration split,

and 114-degree LSA. The cam was combined with a new set of solid roller lifters, hardened pushrods, and Crane 1.73:1 (BBF) roller rockers. To provide adequate flow for the solid roller cam we installed a set of ProMaxx aluminum heads. These heads featured 340cc intake ports, a 2.30/1.88 stainless (back-cut and swirl polished) valve combo, and 122cc combustion chambers. Thanks to full CNC porting, the intake ports checked in with 412 cfm at 0.900 lift (according to their own flow testing). Having previously exceeded 800 hp with these heads on a wilder 572 stroker, we knew they were more than adequate for our “little” 496. The final of our three major power producers was the single-plane Super Victor intake from Edelbrock. To ensure our stroker had plenty of air and fuel the intake was combined with a Holley 1050 Ultra Dominator carburetor.

While we had the major components taken care of, we added the equally important subsystems to the stroker to make it run, including a billet distributor from MSD, an SFI-approved damper and fabricated valve covers from Speedmaster, and a rock-solid oiling system. The ProMaxx aluminum heads were secured using a set of ARP head bolts and MLS head gaskets from Fel-Pro. We made sure to have the surface finish on the block and heads correct for use with the MLS gaskets.

After a few break-in cycles using Lucas break-in oil we started tuning the big-block combo. Dialing in the Holley carb took all of one jet change, it was nearly perfect right out of the box. After running timing sweeps up to 40 degrees (it ran best at 37 degrees), the big-block pumped out 677 hp at 6,400 rpm and 591 lb-ft of torque at 5,300 rpm. We were plenty happy with the power output, especially since we didn’t go whole hog on a wild cam profile or jack up the static compression. The big-block stroker was plenty stout in naturally aspirated form but things were about to get even more impressive.

The first of our power-adders was an NOS Cheater nitrous system. The carbureted plate system featured a nitrous plate to deliver the nitrous and fuel, a pair of solenoids to deliver said components to the plate, and

adjustable jetting to determine just how much to supply. The kit also featured a 10-pound bottle, arming and activation switches, and all the necessary mounting hardware and lines. We removed the carburetor and quickly installed the nitrous kit. After installation of the jetting to provide an additional 150 hp, we filled and heated the bottle (the bottle is shipped empty) then hooked up the requisite fuel lines. With everything

ready, we ran the big-block once again and were rewarded with 859 hp and 769 lb-ft of torque. With careful tuning, the 150hp shot improved the power output by 182 hp. We made sure to dial the total timing back per the instructions, but went just 4 degrees instead of the recommended 6. Adding a splash of 100-octane race fuel to the 91-octane unleaded gave us the extra margin of safety.

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Multipurpose Power

It was then time to subject the big-block to some boost. In this case, boost came from a ProCharger F-1A-94 supercharger. According to ProCharger, the ultra-efficient centrifugal supercharger was capable of supporting 1,200 hp, but having already exceeded 1,260 hp with the unit on a 427 LSX, we think their ratings were a tad conservative.

Regardless, it was more supercharger than we would need for our big-block.

In addition to the F-1A-94, ProCharger also supplied an air-to-water intercooler. Though we ran just over 11 psi on the 496, an intercooler is always a good idea, especially after we ditched the carburetor in favor of fuel injection. The carb acts as an intercooler, but since we

1

adopted port fuel injection, the benefits of fuel cooling were all but lost. The kit was installed with the supplied crank and 4.5-inch blower pulley, the largest blower pulley of the five they supplied (meaning the lowest boost level). After installation of the converted Edelbrock 454-R intake, Holley EFI management system, and Wilson elbow (with 105mm throttle body), the supercharged 496 pumped out 1,144 hp at 6,500 rpm and 925 lb-ft of torque (also at 6,500 rpm).

That we just reached the torque peak and the horsepower was still climbing by over 20 hp per 100 rpm it was a clear indication that there was plenty more power to be had from our multipurpose big-block.

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82

12.2017

6

RATHER THAN CHOOSE A SPECIFIC PATH, WE DECIDED TO BUILD A COMBINATION THAT WORKED WELL IN ALL THREE CONFIGURATIONS, ESSENTIALLY CAPABLE OF SUPPLYING MULTIPURPOSE POWER.

1 The Gen V four-bolt block was machined to accept a Scat 4.25-inch forged stroker crank.

7

8

2 The Scat crank was teamed with a set of Bullet-series Carrillo rods and matching forged CP pistons. Rather than go ultra-low or ultra-high compression, we chose small-dome pistons with generous valve reliefs from the CP catalog. The added compression (over a typical blower combo) offered extra power when off boost and worked equally well with the nitrous.

3 Because we knew it worked so well on past blower builds (NA and nitrous, too), we installed a 300BR-14 blower cam from Comp Cams. The solid roller grind offered 0.652/0.652-inch lift, a 255/262-degree duration split (at .050), and 114-degree LSA. Comp also supplied the necessary roller lifters.

4 To dial in the cam timing we installed an adjustable double-roller timing chain. Note the nylon cam button necessary to limit thrust movement with the roller cam.

5 With a healthy cam and extra displacement, the stroker needed a good set of heads. We actually went a little overkill with these CNCported, 340cc heads from ProMaxx.

We used them previously on a 572 that exceeded 800 hp, so we knew the 400-cfm intake ports would easily support our 496. The 121cc combustion chambers worked with our small-dome pistons to produce a static compression ratio of 10.5:1.

The aluminum heads also featured a 2.30/1.88 stainless-steel valve package.

6 To ensure adequate sealing with our power-adders we enlisted the aid of Fel-Pro gaskets. These MLS head gaskets are plenty stout.

Just make sure the head and block deck surfaces are finished properly for them.

7 The ProMaxx heads came equipped with a triple spring package designed to support roller cams up to 0.900-inch lift. Actuating the valves was a set of 1.73:1 (BBF) Crane Gold roller rockers.

8 Edelbrock stepped up with this single-plane Super Victor intake designed for use with a 4500-series carburetor.

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83

TECH 9

Multipurpose Power

14

15

16

10

11

17

13 The dual spray bars allowed injection of both nitrous and fuel into the engine.

12

9 The Edelbrock Super Victor was topped with a Holley 1050 Ultra Dominator. The three-circuit carb allowed us to properly dial in the air/fuel mixture of the carbureted big-block.

10 After adding a Speedmaster neutral damper and fabricated valve covers, we treated the new engine to a pair of break-in cycles. Once dialed in, we were rewarded with peak numbers of 677 hp at 6,400 rpm and 591 lb-ft of torque at 5,300 rpm.

13

11 The NOS Cheater nitrous system included everything we needed to increase the power output of our big-block by as much as 250 horsepower.

84

12 Off came the Holley Dominator to make room for longer studs to facilitate installation of the nitrous plate on the Edelbrock intake.

12.2017

14 The nitrous and fuel were supplied by solenoids. The amount of fuel and nitrous supplied by the solenoids was determined by jet sizing. We installed jetting to provide an additional 150 hp.

15 We made sure to maximize the nitrous flow by properly heating the bottle prior to injection. The optimum temperature of 92 degrees produced a bottle pressure of over 900 psi.

16 Running the multipurpose 496 with the first of our two power-adders, the nitrous-injected stroker produced 859 hp at 6,300 rpm and 769 lb-ft of torque at 5,700 rpm. The NOS kit added some serious power to our big-block.

17 After the success with the NOS kit, off came the carbureted induction system to make room for fuel injection. Using an Edelbrock 454-R intake converted for EFI use, we added this Wilson billet elbow and 105mm throttle body.

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TECH 18

Multipurpose Power

19

20

21

18 Feeding boost to our big-block was an F-1A-94 centrifugal supercharger from ProCharger.

The ultra-efficient supercharger was capable of easily supporting over 1,200 hp on the right application.

19 To allow us to dial in the boost on the big-block, ProCharger supplied a variety of different blower pulley sizes to work with their supplied 12-rib crank pulley.

20 Our testing was run with the largest (4.50-inch) of the supplied blower pulleys, meaning there was plenty of boost left in reserve.

21 To keep things cool, ProCharger supplied this air-to-water intercooler. Even at just 11 psi (with dyno water), the intercooler dropped the charge temps by over 80 degrees.

22 Run with the ProCharger F-1A-94 pumping out a maximum of 11.2 psi, the supercharged big-block produced 1,144 hp at 6,500 rpm and the numbers hadn’t even peaked yet! Imagine ripping down the street with that much power under the hood.

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23 The first thing you might notice on the graph is the huge gain in power offered by the NOS nitrous kit, but you might do well to take a step back and look at the power output of the 496 before we hit the button.

Run sans nitrous, the all-motor 496 produced 677 hp and 591 lb-ft of torque. Who wouldn’t love to have that much power in their Chevy?

Thanks to the use of forged Carrillo rods and CP pistons, the plentypowerful 496 was more than ready for a healthy shot of go juice. After installation of the NOS Cheater system, the peak numbers jumped to 859 hp and 769 lb-ft of torque.

There was another 100 hp or so left in the Cheater kit but we think you’ll have no trouble getting your point across with an 850hp, nitrousinjected big-block.

24 To further illustrate the strength of the forged internals and overall balance of our big-block build we subjected the beast to some boost!

Our big-block build included two critical elements: internal strength and plenty of power production in naturally aspirated trim. The more power the engine makes on its own the more power it will make under boost. Case in point, we produced 1,144 hp after adding the F-1A-94 ProCharger kit at just 11.2 psi. With each psi of boost worth roughly 47 hp on our big-block, there was maybe an extra 200 horsepower (or so) to be had from the ProCharger, but maxing out the supercharger was not the goal of the build.

SOURCES:

24

ARP 800.826.3045 • arp-bolts.com Comp Cams 901.795.2400 • compcams.com CP Pistons/Carrillo Rods 949.567.9000 • cp-carrillo.com Edelbrock 310.781.2222 • edelbrock.com Fel-Pro felpro-only.com Holley/Hooker/NOS 270.782.2900 • holley.com MSD 915.857.5200 • msdignition.com ProCharger 913.338.2886 • procharger.com ProMaxx Performance 800.235.4323 • promaxxperformance.com Scat 310.370.5501 • scatenterprises.com Speedmaster 909.605.1123 • speedmaster79.com

SUPERCHEVY.COM

87

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Tommy Lee Byrd

the Author

BAFFLED HOLLEY’S NEW SNIPER EFI TANKS MAKES ADDING EFI TO YOUR CLASSIC CHEVY EASIER THAN EVER

The automotive aftermarket has come a long way in helping car guys bring 50-plus-year-old cars into the modern era. Of course, you can engineer the “old car” feeling out of your old Chevy by swapping in an LS engine, overdrive transmission, and updating the suspension.

That is not our intention with this 1964 Chevelle four-door project car.

We want to retain the old-school flavor and simplicity of the original 283ci small-block engine, but we also want it to perform better and get better fuel economy. Part of the process is the installation of a Holley Sniper EFI system, but before we get carried away with the new fuel-injection system we need to bring our entire fuel system up to speed.

For this, we once again called upon Holley for one of its EFI-ready fuel tanks. Holley makes direct fit tanks for many applications, including our 1964 Chevelle. The tank features dual drop-in assemblies for both the fuel sender and the electric fuel pump. We could’ve opted to keep our stock tank and use an inline electric pump, but the convenience and longevity of an in-tank pump made it an easy decision. We’ve also found external pumps to be noisy, and having the pump in the tank keeps it cooler.

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It’s important to note that the Holley Sniper EFI-ready fuel tank is applicable for all types of fuel-injection systems, including LS engine swaps. The installation does require some customization of the fuel sender and pump assembly so it’s definitely a good idea to reserve a full weekend of shop time to get it wrapped up. We’re pleased with the fit, finish, and quality of the Holley EFI-ready fuel tank and we’re itching to get the Sniper EFI installed so we can see what this 283 can do with a high-tech fuel system in place of the old Rochester two-barrel carburetor. For now, take a look at the necessary steps to install the new fuel system in a 1964 to 1967 Chevelle and follow along as we start bringing this early A-body into the modern era.

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1 Although nice for its age, this 1964 Chevelle is ready for a new fuel tank. With plans to make the swap to a Holley Sniper EFI system, it was a great time to upgrade to an EFI-ready tank. It’s a good idea to spray some penetrating oil on the tank strap fasteners and give the threads a quick scrub with a wire brush. Then, it’s simply a matter of supporting the tank with a 2x4 and a floor jack, while loosening the nuts and lowering the straps.

2 Fuel tank removal and installation is usually a twoman job, especially if there is fuel in the tank. The tricky part is rolling forward to clear the filler neck, while at the same time lowering the jack and keeping things steady. After the tank is lowered, we can remove the original fuel hoses as well as the sending unit wire and ground wire. The new Holley tank system comes with new straps so we can also get our crusty straps out of the way.

3 The new 24-gallon Sniper tank (PN 19-105) from Holley may look stock, but it’s internally baffled with a 4.3-liter internal fuel tray for EFI and it’s an inch deeper for fuel pump clearance, which also adds a bit more capacity. The steel tank is galvanized and then the exterior is powdercoated silver, so it’s a tank that’s going to last a long time and look good doing it.

4 The new Holley EFI-ready fuel tank comes with a universal sender (0-90 ohms) and fuel pump assembly. We start by disassembling the generic fuel sender in order to shorten it to the appropriate length.

5 For the 1964-’67 Chevelle tank we’re looking at a depth of 6 1/2 inches so we cut that number in half and added 1/8-inch for gasket thickness.

This positions the float arm pivot point at half of the tank’s depth. The lower portion of the two-piece fuel sender bracket can be removed.

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6 Now we can remove the temporary rod and install the float arm. Slide the arm until it rests against the stop and is about 1/8-inch from the mounting surface. Tighten the float arm retaining screw and cut off the excess arm past the stop. At this point you may also trim the excess material from the bottom of the float bracket assembly.

7 After all of the retaining screws are tight and the wiring connection is tightened on the terminal you can drop the fuel sender into the Holley EFIready fuel tank. Be sure to align the rubber gasket and apply a small amount of Indian Head gasket compound for a good seal.

8 Now it’s time to move to the second drop-in unit: the fuel pump assembly. The beauty of this Holley kit is the in-tank Walbro 255 liter per hour (lph) fuel pump. It’s quiet, it’s reliable, and it can support up to 550 hp at 60 psi (13.5 volts / 10.4 amp draw). The first step is to measure the depth of the tank again and make notes of the fuel pump length.

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10 We heat the black supply line so that it will stretch around the fuel pump fitting. Don’t forget to have your clamps already hanging on the line because once the line shrinks, as it cools, it is difficult to remove.

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9 After careful measurements we can trim several inches off of the black supply line and then trim the white return line so that it is 1 inch from the bottom of the fuel pump assembly.

Since the pump and filter sock measure 4.25 inches, we’re looking at shortening the supply line to 2.25 inches and the return line to 5.5 inches.

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11 With the supply line warmed, we can push the fuel pump into place and rotate it around until it is nestled up against the white return line.

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12 After the fuel pump is in place, we slide the supplied sleeve over the pump and keep everything together with the supplied cable ties.

13 We can now tighten all three clamps on the fuel pump assembly and plug in the pre-installed wires into the fuel pump.

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14 The fuel pump assembly is now ready to drop in to the 2.25-inch hole. It’s important that the fuel pump assembly is oriented so that the supply and return line fittings point toward the front of the car and that the filter sock is aligned with the reservoir tray (toward the rear of the car). After applying a small amount of Indian Head gasket compound to the rubber gasket we tighten the six retaining bolts.

15 It’s a good idea to use pipe sealant on the fuel pump fittings. The fitting size is 1/4-inch NPT, but we have found it beneficial to use an adapter down to 1/8-inch NPT, as the adapter swells a little more as it’s tightened and offers a better seal.

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17 After cutting the wire to length, we crimped a ring terminal on the end of it and heated up some shrink tubing to seal it from the elements. We also made new ground wires for the pump assembly and fuel sender.

18 Holley sent along these fuel injection clamps, which offer a firm grasp on the 3/8-inch hoses. Fuel leaks are no fun, so we’re sure to double check all of our connections while they are accessible. Also notice the two additional hoses—they are the vent hoses and join with a Y-coupler.

19 We fabricated a small bracket for the Holley-supplied vent and made sure to mount it above the plane of the filler neck. This allows for adequate ventilation, which is important with a fuel-injection system using an in-tank pump.

20 Once again, the fuel tank installation process works better with two people, but if you’re attempting it alone, you can use jack stands to provide a couple of extra hands. We installed the supplied rubber hose and filler neck before raising the tank into place.

21 Whether you’re using this tank in conjunction with a Holley Sniper EFI kit or simply upgrading from a stock tank and inline electric fuel pump, this EFI-ready tank is an excellent way to provide adequate fuel supply. It also works well for LS engine swaps, but it is a perfect fit for our Sniper-equipped 283 stocker.

SOURCES: Holley Performance Products 866.464.6553 holley.com

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16 Holley suggests the use of 3/8-inch fuel injection hose for its Sniper EFI kit. The hoses are routed along the inside of the framerail. A great tip is to mark one of the hoses with a white marker every couple of feet, so that you can differentiate the supply hose from the return hose when making your connections at the engine and tank.

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1) PRO STREET 210

1

Back when he was just 14, Brandon Collins of Orlando, Florida, was gifted this 1956 Chevy 210. It wasn’t in quite the same condition though, rocking a primer gray paintjob and old wheels off a third-gen Camaro, but regardless, Brandon drove it all through high school and has since built it into the Pro Street beast you see here.

With the help of his dad and grandfather, he dropped in a 406ci small-block, a Turbo 400 transmission, and a Ford 9-inch. Small-blocks are fun and all, but he sees a twin-turbo LS engine in the car’s near future—budget permitting, of course.

2) CONCOURS-QUALITY LS6 CHEVELLE

2

This 1970 Chevelle SS ticks all the boxes. Its owner, Ray, tells us it’s a true LS6 Chevelle SS454 convertible with a Muncie M22 Rock Crusher four-speed transmission.

He found the car back in 2013, then it underwent a full restoration to bring it back to its former glory. Since then, the car has won the Standard of Excellence award at the 2016 Carlisle GM Nationals and has been invited to the Concours d’Elegance in New Jersey.

3) Z28 FOR THE STREET

Mike Burbank’s 1983 Camaro Z28 was built to be the ideal driver. He tossed out the stock engine in favor of a twobolt main small-block 350 bored out to 355 and topped it with Vortec 906 heads, an Edelbrock Performer spreadbore intake manifold, and a Quadrajet 750-cfm carb.

A Lunati Voodoo camshaft, MSD ignition, and Hedman 1 5/8-inch headers round off the engine mods. A beefed-up 700-R4 transmission sends power back to a 3.42:1 Posi rear from an IROC-Z. His Camaro has just the right modifications to give him all the fun he could want but still keeping it tame enough to enjoy on the streets.

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