All Chevy Performance - October 2022 USA

TRI-FIVE
TECH:
LSENGINE
SWAP
PARTSLIST
INSTALLING
PERFORMANCE
SHOCKS,
SPRINGS&
CONTROLARMS
OCTOBER 2022 ISSUE 22 $8.95
REAR SUSPENSION
I N T H E G A R AG E M E D I A .C O M & BRAKE UPGRADE
ACP TOC InTheGarageMedia.com
DEPARTMENTS TECH
8 22
FIRING UP BUILDING THE BIGGEST & BADDEST
Assembly of Chevrolet Performance’s 1,004hp ZZ632
10 Part 1: The Short-Block
PARTS BIN
36
14 CANYON CARVER
CHEVY CONCEPTS Part 2: Third-Gen Camaro Rear Suspension and
Brakes and Rearend Upgrade
52
’78 CHEVY CAMARO STEEL BUMPER
CONVERSION
FEATURES Part 5: Trim and Wrapup
16 68
ON THE COVER THAT’S PHAT CONTEMPORARY CONTEMPLATIONS
Fat is in! At least it is with Sam Landis and Sam Landis’ '68 Camaro An LS Engine Swap is More Than Just That
his ’68 Camaro. The sheetmetal mods on
this F-body are extensive—some subtle, 30 82
some not-so much—and at 735 hp it has NO REPLACEMENT REFINING THE RIDE
all the brawn to make it one mean Pro Brian Furness’ '70 Camaro Suspension Upgrades for Them Ol’ Tri-Fives
Touring machine. Check out the full feature
starting on page 16. 46
Photo by John Jackson CRIMSON GHOST
Jonathan “Hoss” Nagel’s '56 Chevy Bel Air
62
SILVER SCREEN
Pete Jacob’s Pro Street '63 Nova
76
REASONABLY PRICED
Mike Berchick’s '84 Monte Carlo SS
OFFICIAL OE REPLACMENT PARTS
OF
All Chevy Performance ISSN 2767-5068 (print) ISSN

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ALL CHEVY PERFORMANCE [3] VOLUME 2 • ISSUE 22 • 2022 2021 RECIPIENT OF THE HRIA BUSINESS OF THE YEAR AWARD
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2. PRO TOURING ALUMINUM

FUEL TANK
3. IMPROVE TPI
Classic Performance Products’ (CPP) all-new Pro PERFORMANCE
Touring Fuel Tank for Chevy muscle cars is designed
for high-performance applications. The tank works Bring your TPI engine to the next level with a
1. THIRD-GEN CAMARO with carbureted or fuel-injected engines while modern FiTech TPI computer and wire harness with
TAILLIGHTS an integrated surge tank keeps the fuel pickup a high-function, handheld programmer, eliminat-
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Classic Industries announces the arrival of new two pumps for high g-force applications and can be chip burning needed. The FiTech TPI system is
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in high-quality, injection-molded acrylic lens mate- underneath the car and provide significant room for improving the performance, tunability, and drivea-
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ALL CHEVY PERFORMANCE [10] VOLUME 2 • ISSUE 22 • 2022
Chad Farischon’s Dan Duffy’s
1969 Camaro 1961 Chevy
Well
Done!
ARP Fasteners Help Builders
Win Major Goodguys Awards
Of the thousands of Chevys entered in Goodguys Alabama. Both shops, like so many other leading
events over the course of a year, precious few are builders, rely on ARP fasteners to fortify engines and
chosen to receive the Association’s highest honors. drivelines, as well as add a finishing touch to their
Two stunning recipients are Chad Farischon’s 1969 builds —using ARP’s polished stainless steel or black
Camaro, the 2021 “Street Machine of the Year,” and oxide finished 8740 chrome moly bolts.
Dan Duffy’s “Dirty Martini” 1961 Chevy, which recently All fasteners are manufactured in-house at ARP’s
garnered the 2022 “Custom of the Year” trophy. California facilities to the industry’s most stringent
Farischon’s Camaro was built by Mountain Home specifications. The company is privately owned and
Street Rods in Arkansas, while Duffy’s “Bubbletop” operated and now in its third generation. Making the
Chevy is a product of the Big Oaks Garage crew in best fasteners in the world is all we do.
Over 5,000 fastener

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4
5
4. OBS HYDRAULIC CLUTCH

MASTER CONVERSION
6. F-BODY SWAY BAR
Bowler Performance Transmissions is proud to 5. RING FILER
announce the release of their new hydraulic The Rekudo front sway bar for your ’67-69 GM
clutch master cylinder conversion for the ’88-95 Just like their full-boogie Summit Racing Pro Ring F-body (Camaro/Firebird) is suitable for street
OBS Chevrolet/GMC 1500 trucks. This new kit Filers, their USA-1 Piston Ring Filers make it easy driving, autocross, and weekend warrior track
allows for anyone with a factory clutch pedal to accurately gap piston rings, but are powered days. The 13/8-inch-diameter bar reduces body
assembly to easily convert to a hydraulic clutch by your electric or cordless drill to save you some roll and stiffens up the front suspension. Poly-
master cylinder designed to work with aftermar- money. Made in the USA, the USA-1 filer’s precision urethane frame and endlink bushings are used
ket hydraulic release bearings. This conversion table action allows a full sweep across the grinding as an upgrade over rubber, offering superior
package mounts to the truck’s firewall in the wheel face to create even ring gaps. The adjust- durability and function. The cold-rolled carbon
same location as the OE hydraulic master cylinder ment knob is marked in 0.001-inch increments so steel bar has a 0.156-inch wall thickness and
and comes with all the lines, fittings, and bracket- you can precisely dial in the gap you want. The is tubular to reduce weight. It comes in a black
ry to complete the installation. Summit Racing USA-1 Piston Ring Filers have a du- powdercoated finish and bolts in place of the
rable powdercoat finish in your choice of 10 colors. factory antiroll (stabilizer) bar.
For more information, contact Bowler
Transmissions by calling (618) 943-4856 or visit For more information, contact Summit Racing by For more information, contact Holley by calling
bowlertransmissions.com. calling (800) 230-3030 or visit summitracing.com. (866) 464-6553 or visit holley.com.
ACP CHEVY CONCEPTS
1955 CHEVY BEL AIR ALL CHEVY PERFORMANCE [14] VOLUME 2 • ISSUE 22 • 2022
TEXT & RENDERING BY TAVIS HIGHLANDER
R
uss Zulim and the crew at Double Z know how to build a clean, high-end hot rod. This
current project is going to be a fine example of just that. Most of the trim will be kept, but
the hood trim will be deleted to slick the front end up a bit. The front bumper also gets
flipped and tucked to further the clean styling.
A wicked low stance is thanks to some modern chassis components, but the rest of the exterior gives off
a classic vibe. Billet Specialties wheels in 19- and 20-inch sizes with Chevy hubcaps really pull off the
look. A subdued and classy dark green paint with black rear quarter and roof accents top it all off.
@TavisHighlander TavisHighlander.com
Vehicle Builder: Double Z Hot Rods, Dinuba, California
Vehicle Owner: Rafael Alvarez

ACP FEATURE
SAM LANDIS’
FAT-FENDERED
’68 CAMARO
BY NICK LICATA PHOTOGRAPHY BY JOHN JACKSON
N
ot big into first-gen Camaros, Sam Landis sort of
shied away from what many muscle car enthusiasts
consider the most popular cars of the Ponycar
era. It just wasn’t his thing. Well, that was until he
spotted his buddy’s ’68 back in 1999. “I was 18 when I first saw
the car,” Sam tells. “I immediately fell in love as it was the first
one I saw that didn’t have the stance of a John Deere tractor.
This one had flared fenders all around with big rubber on all
four corners. It looked like a race car that could do more than go
straight down a dragstrip—something I’d never seen before.”
That buddy was Scott Luscombe. His dad, Lou, bought the car
some time in the ’70s for $350. It was an original RS/SS with a
four-speed and a seized big-block. Over time, Lou worked on the
car, put in a rowdy-sounding small-block, tidied it up inside, and
fabricated a set of flared fenders for a Trans Am look of the era.
He promised Scott, he’d give him the car as a graduation gift if
he’d nail down some solid grades. Scott did and the car was his.
“The car blew my mind, and I told Scott that if he ever wanted to
sell it to let me know first,” Sam says. “Scott thought that was
funny because I was making about $7 an hour working at a car
wash at the time and there was no way I could afford it.”

PHAT
THAT’S

ACP FEATURE
Fast-forward about nine years when Scott called Sam informing him his first
daughter was on the way and that the car was for sale. Sam had just started
a home-building business right in the middle of the housing crisis, but that
didn’t deter him from making what he calls an “irresponsible decision” to buy
the car. Sam drove the car for a few years and in 2016 he was ready to take it
to the next level. Sam had saved a little cash for the “Camaro fund” and knew
Scott had just opened his own shop, Slick’s Fab Shop in Houston, Texas. He
had some ideas on upgrading the car and would only trust Scott to work on
his Camaro due to his car-building skills and close connection with the car.
“A high-compression small-block, Detroit Speed subframe, and disc brakes

made the initial upgrade list, but knowing the vintage 15-inch mag wheels
had no chance of clearing big brakes, the project began to take on a life of its
own,” Sam states.
“The 460ci small-block we initially went with was temperamental at

best,” Sam says. “Luckily Lou was hanging around the shop and told us to
stop messing around and put in an LS with a ProCharger and call it good.
Experience was speaking—we listened.”
They picked up an LS3 from Chevrolet Performance and bolted on a

ProCharger supercharger, dressed up the mill with a pair of Billet Specialties
valve covers, and topped it with a Holley Lo Ram LS intake, but not before
Scott smoothed the firewall and did up some custom inner fenders and a core
support cover. The engine delivers 735 hp and looks good doing so.
That power makes its way to a TREMEC TKO-600 five-speed transmission and
McLeod twin-disc clutch. A GM 12-bolt rearend stuffed with a Yukon limited
slip and 3.42 gears gets the turmoil to the ground.


ACP FEATURE
Moving forward with the aforementioned Detroit Speed front subframe, more angled while still retaining that same aggressive look that caught Sam’s
a Detroit Speed QUADRALink was bolted in the rear and tied together attention years earlier. The Camaro received all-new sheetmetal prior to Scott
with Detroit Speed subframe connectors. Double-adjustable JRi shocks spraying a deep coat of PPG Bitchen Blue, a custom Slick’s Fab mix, then he
made their way on all four corners to complement the upgraded chassis hit the Camaro with a one-off custom Alumicraft grille, went full front bumper
components, while big Wilwood disc brakes deliver exceptional stopping delete, added LED turn signals, and incorporated a custom spoiler that feeds
power. Michelin Pilot Sport Cup 2 rubber wrap around a set of 19-inch off the front fender flairs. Out back, a custom-fabbed tail panel houses, of all
Black Forgeline GT3C wheels that fit like a glove within fat fenders and things, round Peterbilt taillights. It’s all part of the infinite custom nuances
custom wheeltubs. Sam and Scott’s version 2.0 is on point and gives the that put Slick’s Fab on the map and this Camaro into a class all its own.
vintage Camaro modern handling and big horsepower while adhering to the
original vibe in which Lou built the car over 20 years earlier. Sam refers to the car’s latest incarnation as 2.0 and although there was
a lot of overthinking and second-guessing throughout the process, he’s
Cypress Auto Interiors brought in yards of high-quality black leather covering happy he and Scott were able to retain the attitude it carried back in the
the door panels, dash, and custom center console. The gray carpet offers day under Scott’s ownership, only today this street-ready, track-capable
some life into the business center and shares the stage with a set of Clayton Camaro goes beyond looks and style as this thing is an absolute beast with
Machine Works pedals and door handles. The Schroth Racing five-point enough power to back up every bit of its threatening demeanor.
harness is anchored to the custom-fabricated four-point rollcage that abides
by the overall scheme. A Forever Sharp steering wheel wrapped in matching
leather is propped atop an ididit steering column. Vitals are monitored by
Dakota Digital gauges while a Vintage Air A/C system keeps the interior temps
in check blowing through a set of Restomod Air vents. A Pioneer head unit and
Alpine Amp combines with a quad-dose of Focal speakers to provide a sound
wall of Sam’s favorite driving tunes.
The exterior is where the Camaro takes on a look of its own. Scott retraced
the steps of his dad and fabricated a fresh set of fender flares that are a bit

TECH BRAKES: Wilwood 14-inch rotors, six-piston calipers front, 13-inch rotors four-piston
calipers rear, Wilwood manual master cylinder, Wilwood proportion valve
OWNER: Sam Landis, Carson City, Nevada STEERING: Detroit Speed rack-and-pinion
VEHICLE: ’68 Chevy Camaro RS/SS
Wheels & Tires
Engine WHEELS: Forgeline GT3C (19x11 front, 19x12 rear)
TYPE: GM LS3 TIRES: Michelin Pilot Sport Cup 2; 325/30R19 front, 345/30R19 rear
DISPLACEMENT: 376 ci
COMPRESSION RATIO: 10.7:1 Interior
BORE: 4.065 inches UPHOLSTERY: Gray loop carpet, custom black leather door panels, dash, seats by Cypress
STROKE: 3.622 inches Auto Interior (Cypress, TX)
CYLINDER HEADS: Aluminum L92-style port SEATS: Custom
ROTATING ASSEMBLY: Nodular iron crankshaft, hypereutectic pistons, powdered metal STEERING: ididit steering column, Forever Sharp steering wheel
connecting rods SHIFTER: Clayton Machine Works
CAMSHAFT: Hydraulic roller 0.551/0.522 lift, 204/211 degrees duration at 0.50 DOOR HANDLES: Clayton Machine Works
INDUCTION: Holley Sniper EFI, Holley Low Ram LS intake manifold, ProCharger D-1SC supercharger INSTRUMENTATION: Dakota Digital HDX
Chevrolet Performance LS3 manifold, Spectre cold-air intake kit, custom air intake tube TUNES: Pioneer head unit, Alpine amps, Focal 6.5-inch speakers in doors and package
EXHAUST: Hedman Hedders 17/8-inch headers, Slick’s Fab 3-inch custom exhaust, Borla mufflers tray by Slick’s Fab
ANCILLARIES: ProCharger accessory drive, Injection Connection 80-pound injectors, stock HVAC: Vintage Air, Restomod Air vents
GM coils, Speartech wiring harness, C&R aluminum radiator, Ringbrothers billet hood ROLLCAGE: Custom four-point by Slick’s Fab
hinges, SPAL electric fans, Powermaster alternator, Billet Specialties valve covers WIRING: American Autowire
OUTPUT: 735 hp and 675 lb-ft
Exterior
Drivetrain BODYWORK AND PAINT: Slick’s Fab
TRANSMISSION: TREMEC TKO 600 PAINT: PPG custom Slick’s Fab color “Bitchen Blue”
CLUTCH: McLeod twin disc GLASS: Flush-mount windshield
REAR AXLE: GM 12-bolt, Yukon Gear limited-slip differential, 3.42 gears WHEELTUBS: Custom by Slick’s Fab
GRILLE: Custom Alumicraft
Chassis FRONT BUMPER: Delete
FRONT SUSPENSION: Detroit Speed hydroformed subframe, C6 spindles, JRi double- FRONT SPOILER: Custom by Slick’s Fab
adjustable shocks REAR BUMPER: Custom by Slick’s Fab
REAR SUSPENSION: Detroit Speed QUADRALink with subframe connectors, JRi double- TAILPANEL: Custom
adjustable shocks, Panhard bar TAILLIGHTS: Peterbilt
ACP TECH
BY BARRY KLUCZYK PHOTOGRAPHY BY THE AUTHOR
BUILDINGTHE
BIGGEST & BADDEST
PART 1: THE SHORT-BLOCK
C
hevrolet Performance’s all-new ZZ632 crate engine is simply the “We couldn’t get away with such high compression without them,” Dragoiu
biggest, baddest, and most powerful big-block ever from Chevrolet. says. “They enable the balance we’re able to strike between low-speed
It’s rated at a stunning 1,004 hp and 860 lb-ft of torque—with streetability and the high-rpm performance of a racing engine.”
Pro Stock–inspired spread-port cylinder heads and other modern
technologies that enable that incredible performance on 93-octane pump gas. It’s worth noting here, too, that when it comes to the ZZ632’s assembly,
Chevrolet treats it very much like a racing engine. In fact, it’s built by the
In fact, the ZZ632 is designed for dual-purpose performance. Electronic fuel same technicians as other racing engines, such as the COPO program, the
injection, advanced ignition technology, and a carefully developed hydraulic Corvette Racing program, and more, with hand assembly from start to finish
roller camshaft profile contribute to a unique balance of great driveability on by a single builder—a process that doesn’t happen with other production-
the boulevard, while the all-new RSX spread-port cylinder heads—named for based crate engines.
Chevrolet Performance engineer Ron Sperry, who helped develop Chevrolet
racing engines—support amazing high-rpm capability on the dragstrip. “This is a very unique crate engine for Chevrolet Performance, with
performance capability unlike anything else in the portfolio,” Dragoiu says.
“We challenged ourselves to take big-block street performance to the next “So, we take extra care to ensure every last detail on the assembly, from file-
level and 1,000 hp on pump gas was it,” Alin Dragoiu, Chevrolet’s design fitting the rings to checking every last bearing clearance.”
release engineer for the engine, says. “The ZZ632 has dual capabilities, but
it was first and foremost designed as a street engine, so we had to balance We recently got a glimpse of the hand-assembly process when Chevrolet
maximum power with idle quality and other such considerations.” Performance allowed us to follow the build of the very first production ZZ632.
There’s much going on in this distinctive and groundbreaking big-block street
IT’S ALL-NEW TERRITORY FOR A FACTORY-DEVELOPED BIG-BLOCK, engine, so we’re splitting our story into two parts.
WITH SUPPORTING COMPONENTS THAT INCLUDE:
• A Sportsman tall-deck cylinder block with huge 4.600-inch bores This first installment follows the short-block assembly, and our follow-up article
• An all-forged rotating assembly, including a 4340-forged crankshaft with a will delve into the Pro Stock–derived cylinder heads, fuel and ignition systems,
long 4.750-inch stroke and more—including allaying concerns regarding whether the combined height
• A 12:1 compression ratio of the tall-deck block, tall heads, and gorgeous cast-aluminum valve covers will
• Electronic port fuel injection with a throttle body mounted on a high-rise pose a brake booster interference problem in your vehicle.
intake manifold
• A precise 58X crank-trigger ignition system with individual coil-near-plug Spoiler alert: Vacuum is not this engine’s strong suit, so you’ll probably want
ignition coils and those huge-flowing RSX cylinder heads to investigate hydroboost systems.
• A Holley-supplied control system
We’ll also discuss the engine’s dyno performance, so you’ll want to stay tuned.
Yes, a 12:1 compression ratio is high for a pump-gas engine, but that’s where For now, follow along as we build up the all-forged short-block.
the precision of the crank-trigger ignition and electronically controlled fuel
injection pay big dividends. 2.
1.
1. The ZZ632 is a big-block crate engine unlike anything previously offered by Chevrolet
Performance. It is rated at 1,004 hp and 860 lb-ft of torque on 93-octane gasoline. Such
stellar pump-gas performance is due in no small part to electronic fuel injection and a
more precise crank-triggered ignition system with individual coils.
2. With a 7,000-rpm capability and 632 ci, the engine needs airflow like a beach needs
sand. It’s processed through new, parallel-port RSX cylinder heads. They’re the heart of the
ZZ632’s capability and we’ll explore them further in part 2 of the story.

ACP TECH
3. 4.
5. 6.
3. Air enters through a Wilson Manifolds Domi-

nator-style throttle body as part of the engine’s 7.
electronic fuel injection system. Again, more on
the aspirational aspects of the ZZ632 in the next
installment.
4. The engine’s foundation is a CNC-machined

Bowtie Sportsman tall-deck block with a
one-piece rear main seal design. Compared to
the conventional big-block casting, the Bowtie
Sportsman block has a revised water jacket
design to accommodate up to a 4.600-inch bore.
5. A 4.600-inch bore is exactly what the ZZ632

has, while its 10.200-inch deck height is 0.600-
inch taller than the conventional big-block, pro-
viding more room for longer connecting rods and
a more optimal rod/stroke ratio. Look closely
and you’ll see the edges of the block have been
deburred as part of the hand-assembly process.
6. The valley is machined for a roller-type

valvetrain, which the engine employs to enhance
its streetability.
7. The bottom of the block is machined for

splayed main caps. They’re used with Clevite
Tri-Metal bearings. Only the top shell of the
bearings are grooved. The bottom shell bears the
majority of the load, so it is not grooved in order
to maximize surface area. Also of note is the
fuel pump mounting pad. It will be blocked off
because the EFI system requires the pressure of
an electric pump.

8. 9.
8. Even with the tall-deck block, the engine’s long

10. stroke requires the bottoms of the cylinders to be
notched for clearance.
9. The same goes for the oil pan rail. It’s machined for
rod clearance.
10. There’s only so much room, even within a tall-deck

block, and the forged Compstar H-beam connecting
rods measure 6.660 inches in length. That’s more than
a ½-inch longer than the rods of a production 427 or
454, but with the 4.750-inch stroke the rod/stroke ratio
comes in a little less than ideal, at 1.40:1. But like we
said, there’s only so much room in the block, even with
the notched cylinders and pan rail.
11. The forged aluminum pistons come from Mahle and are
used with full-floating pins. Additionally, the ring pack is a
more modern design, with 1mm-wide top and middle rings,
compared to earlier big-block designs, which helps reduce
friction. The oil scraper is a 3mm ring. Additionally, coat-
ings on the piston skirts also help reduce friction, helping
offset side loading on the cylinder walls.
12. A couple things to note here with the piston

design: For one thing, it’s dished, compared to the
typical domed design of big-block engines because
the combustion chambers of the RSX cylinder heads
are comparatively small and the dish helps keep down
the compression ratio to “only” 12.0:1. Also: the piston
is comparatively short, with the pin intruding on the
bottom ring land. This was done to push the rod as far
up on the piston as possible in order to stretch the rod
length as far as possible.
11. 12.

ACP TECH InTheGarageMedia.com
13. Along with the all-new heads, an all-new camshaft profile was developed to help deliver the
engine’s balance of low-speed tractability and high-rpm max performance. It’s a billet steel hydrau- 14.
lic roller supplied by Comp Cams and its specs include a whopping 0.780/0.782-inch lift (intake and
exhaust), 270/285 degrees duration (intake and exhaust), and a midrange 113-degree lobe separa-
tion angle. It gives the engine a good idle quality—with an unmistakable lope—while helping deliver
airflow all the way to 7,000 rpm. Not much in the way of vacuum production, however.
13.
14. Next comes the crank-

15. shaft. It’s a 4340 forging 16.
from Callies, giving the
engine its enormous 4.750-
inch stroke. A production
454 stroke is only 4.000
inches. A 454 is also exter-
nally balanced, while the
ZZ632 is internally balanced.
The crank is also used with a
one-piece rear main seal.
15. The crank is located with

splayed, billet steel main
caps, with the outer fasten-
ers splayed at a 16-degree
angle. The caps are secured
with ARP fasteners. Also:
Note the chamfered oil
holes on the crankshaft jour-
nals, which reduces shearing
17. of the oil flow as it exits the
oil passages. That enhances
the oil flow, helping cool and
support the crank journal
and connecting rod bearings.
16. The proven Melling 18.

M77 high-volume oil pump
is used to push Mobil 10W-
50 through the engine.
17. With the crankshaft in

place, the rods and pistons
were slipped in next—each
one by hand, like a custom
racing engine. That’s the
way the entire engine is
assembled, and all by a
single builder from start
to finish.
18. In addition to a
double-roller timing
chain, a 58X reluctor
wheel is slipped over
the crankshaft snout to
support the crank-trigger
ignition system. A keyway
on the crankshaft ensures
it won’t slip out of place.

1969 CHEVY CAMARO
PRO-STREET
LEARN MORE
wilwood.com
805.388.1188
VISIT OUR BOOTH AT POWER. CONTROL. PRECISION.

19. 20.
19. The assembly includes an 8-inch-diameter ATI Super Damper, which is unique
to the ZZ632 because the shell is trimmed 3 mm in the back to accommodate the
reluctor wheel.
20. The unique timing cover also includes mounting provisions for the ignition sys-
tem’s camshaft and crankshaft position sensors. The crankshaft sensor is shown. 21. In Part 2 of our look at the ZZ632’s assembly, we’ll follow the installation of the top end, includ-
Most of the sensors used on the engine are off-the-shelf parts from the LS3 and ing the heads, fuel system, and ignition system to finish off the engine. You’ll definitely want to check
other GM production engines. out the results in the next issue.
21.
SOURCES
CHEVROLET PERFORMANCE
chevrolet.com/performance-parts
GANDRUD CHEVROLET
gandrud.com

ACP FEATURE
D
ivision seems to pervade our world these days. No “There simply is nothing like the instant gratification of a big-block,”
matter the topic, from the most contentious political Brian says. “Sure, an LS engine is lighter and has great high-rpm power,
issue to which fast food chain has the best chicken but with the big-block, it’s the tremendous feeling of immediate power
sandwich, everything seems to be framed for us in and torque that just can’t be duplicated in other engine families.”
either/or propositions—right or wrong, black or white.
There’s little to argue with that. Brian was also unwavering in the
It doesn’t have to be that way. Life is truly about shades of gray. Just envelope he wanted to stuff with 540 ci of never-ending torque: It had
because you prefer a cold Miller on a hot summer’s day doesn’t mean you to be an early second-gen Camaro.
have to reject a microbrewery’s hoppy IPA on your next night on the town.
Each brings something different to the table and there’s room for both. “My first car was a ’76 Camaro,” the 56-year-old enthusiast says. “I
always preferred the look of the ’70-73 models, but when I was in
It’s the same with powering a project car. Small-blocks, big-blocks, high school they were already pretty hard to find.”
and LS/LT engines bring different performance dynamics, and the
choice one makes involves many different factors. Often, it boils down When the time and resources finally availed themselves, Brian
to personal preference. found a ’70 Camaro about six years ago and linked up with builder
Corey Wegrzyn, at Corey’s Hot Rods, about a half-hour east of Flint,
That was the case with Brian Furness when it came to big-block Michigan. And while the car was located in the notoriously rot-prone
power for his restomod ’70 Camaro. Wolverine State, it was originally from Alabama, and it was hoped that
fact would have helped preserve the sheetmetal.
It wasn’t a dig at the trendy LS swaps of recent years. Not at all. He simply
wanted that incomparable low-end grunt that only a big-block can deliver. No such luck.

“At first, it looked encouraging,” Wegrzyn says. “All of the factory “forever”—dating back, at least, to a blown ’68 Camaro RS/SS that
pinch welds still had the factory spot welds, so the car at least beat every other contender in a class of more than 90 vehicles at the
appeared to be mostly original. And it looked pretty good.” 1987 Detroit Autorama.
That was before the car returned from the media blaster. In fact, it’s It would be easy to say the Camaro’s shell was a shadow of its former
more accurate to say only about half of the car returned. The other self, but something solid would have been required to cast a shadow
half vaporized into a cloud of rust dust. in the first place. Nevertheless, Brian and Wegrzyn doubled down and
proceeded with the rust-ravaged F-body.
“There wasn’t much left of the body at all,” Wegrzyn says. “It was
amazing because along with the rotted cowl, firewall, and more, there The body was essentially remade from the ground up, starting with all-new
were 6 inches of the inner roof skin that had disappeared. I’d never rockers and careful bracing to ensure the structure remained true in all
seen anything like it before.” dimensions. Additionally, Wegrzyn built in the accommodations for chassis
and suspension upgrades that included a Detroit Speed hydroformed front
That’s saying something because Wegrzyn was no stranger to subframe fitted with coilovers and rack-and-pinion steering, along with
restoration and fabrication work, and says he’s been building cars Detroit Speed’s QUADRALink rear suspension and mini-tubs. There’s a
Detroit Speed–supplied 9-inch axle housing in there, too.
ACP FEATURE
Linking the front and rear chassis/suspension upgrades and stiffening was fabricating it, Brian focused his attention on procuring the big-cube
the body structure is a set of scratch-built subframe connectors that cut powerplant. It was built by South Dakota–based CNC Motorsports and
through the floor to maximize strength and maintain adequate ground is based on a Dart block with Brodix heads. It’s topped with a FAST port
clearance for the car’s low-slung stance. fuel injection system and dyno’d at 718 naturally aspirated horsepower
and 667 lb-ft of neck-tugging, grin-inducing torque.
That stance is augmented beautifully with a set of wide, 335-series
rubber in the rear and 275-series tires up front. After dropping the big-inch big-block into the car, Wegrzyn worked
diligently to hide as many of the associated hoses and lines as possible,
“The car just sits right,” Brian says. “From every angle, it looks ready including even relocating to the coil beneath the cowl, where it’s out of
to attack the pavement.” And from every angle, the body looks arrow- sight but also receives cool air on the highway. It’s one of the countless
straight; with such smooth, flat, and rich-looking Hugger Orange details that contributed to an estimated 2,300 hours of labor in the project.
paintwork, it still looks wet. It was the result of two coats of white
sealer, seven coats of color, and six coats of clear, all wet-sanded to “Nothing was left alone on the car,” Wegrzyn says. “It’s an all-new car in
perfection. just about every regard. There is very little left that’s original.”
All of the chassis and engine compartment components were painted, The rest of the drivetrain details include Wilwood discs with hydroboost
too, and the engine compartment itself features a number of custom and a strengthened Turbo 400 transmission that’s complemented with a
touches, not the least of which was a custom firewall that’s pushed back Gear Vendors overdrive unit that drops 60-mph cruising speed by about
an inch to accommodate the 1-inch setback of the engine. While Wegrzyn 500 rpm, with the car’s 3.70-geared, Detroit Truetrac-equipped rear axle.


ACP FEATURE
“That puts the cruising rpm at about 2,500 rpm at 60 mph and about 3,000 Despite the show-worthy appearance of this comprehensively reconstructed
rpm at 70 mph,” Brian says. “It makes a huge difference in the driveability Camaro, Brian isn’t shy about racking up the miles on it.
of the car.”
“Yes, it was a significant investment, and many people would be worried
The overdrive is controlled via a switch on a custom-built center console about rock chips, etcetera,” he says. “But I had this car built to drive. It’s the
that incorporates an original-style horseshoe shifter from Shiftworks, which car I always wanted and I’m really enjoying finally being behind the wheel.”
not only still looks stylish more than 50 years later but lends a more original
look to the cabin. It was personal preference that drove Brian Furness’ big-block decision,
not the politics of modern performance. In a world with so many great
Like the rest of the car, however, there’s little of the original interior that performance choices, one’s preference is just that, and not an indictment of
remains. The instrument panel has been replaced with a full complement the choices he didn’t make.
of Auto Meter gauges set in a carbon-fiber housing. There’s also a MOMO
steering wheel and leather-trimmed Corbeau seats. The rear seat was It’s the sort of outlook we need to push into everything else. Cars will show the way!
narrowed by 4 inches, too, to accommodate the wheeltubs, and it was re-
trimmed with material that matches the front seats. But when it comes to chicken sandwiches, there’s no debate: Wendy’s Spicy
Chicken is the clear winner.
More of Wegrzyn’s fanatical attention to detail includes custom extensions
of the interior A-pillar trim that serve as reinforcements for the dashpad.
Longtime second-generation owners can attest to the squeaks and rattles
that emanate from the dash, and the carbon-fiber gauge insert used on
this car exacerbated the condition because it eliminated one of the pad’s
attachment points.
“It’s rock-solid now,” Wegrzyn says. “No squeaks and no rattles.”
Indeed, “rock solid” is how Brian describes the entire driving experience of
this reborn F-body.
“Make no mistake, it’s very firm, with chassis and suspension components
designed to shine on a track,” he says. “But it’s a good, comfortable ride,
with stunning acceleration, cornering, and braking. You’d better be holding
on when the power comes on—and even more so with the brakes. The car
stops right now.”

REAR AXLE: Detroit Speed 9-inch with Eaton Detroit Truetrac limited-slip differential, 3.70
TECH gear ratio, and Strange 31-spline axles
OWNER: Brian Furness, Almont, Michigan Chassis

VEHICLE: ’70 Chevy Camaro FRONT SUSPENSION: Detroit Speed coilover conversion (on Detroit Speed subframe), JRi
double-adjustable dampers, stabilizer bar
Engine REAR SUSPENSION: Detroit Speed QUADRALink with Panhard bar, JRi adjustable
TYPE: Chevrolet Mark IV big-block (with Dart block) dampers, stabilizer bar
DISPLACEMENT: 540 ci BRAKES: Wilwood four-wheel disc; 14-inch slotted, two-piece front rotors with six-piston
COMPRESSION RATIO: 10.5:1 calipers; 12.88-inch slotted, two-piece rear rotors with four-piston calipers
BORE: 4.500 inches
STROKE: 4.250 inches Wheels & Tires
CYLINDER HEADS: AFR CNC-ported aluminum WHEELS: Boze Alloys Lateral G-series forged aluminum; 18x10.3 front, 18x12 rear
ROTATING ASSEMBLY: Callies forged crankshaft, Carrillo connecting rods, and Diamond TIRES: BFGoodrich gForce Rival; 275/35R18 front, 335/30R18 rear
forged pistons
VALVETRAIN: Roller-type with aluminum roller rockers and dual-coil valvesprings Interior
CAMSHAFT: Comp Cams hydraulic roller (0.658/0.660-inch lift, 274/303 degree duration UPHOLSTERY: Black loop carpet
at 0.050, 112-degree lobe separation angle) SEATS: Corbeau front buckets with black leather trim, narrowed stock rear seat
INDUCTION: Natural aspiration with FAST port fuel injection mounted on an aluminum STEERING: ididit tilting steering column with MOMO steering wheel
intake manifold SHIFTER: Horseshoe shifter from Shiftworks
EXHAUST: Hooker BlackHeart 17/8-inch headers and custom 3-inch exhaust system with DASH: Carbon-fiber dash insert and additional carbon-fiber trim
SpinTech mufflers INSTRUMENTATION: Auto Meter carbon-fiber Ultra-Lite
ANCILLARIES: Vintage Air front runner accessory drive with power steering pump and HVAC: Vintage Air
Vintage Air A/C pump, Earl’s Performance hoses, Wizard Cooling engine radiator with dual
electric fans Exterior
OUTPUT: 718 hp at 6,300 rpm, 667 lb-ft at 5,000 rpm BODYWORK AND PAINT: Corey’s Hot Rods
PAINT: Hugger Orange with black stripes (Axalta basecoat and clearcoat)
Drivetrain ADDITIONAL DETAILS: Steel cowl-induction hood, “low” rear spoiler, Custom
TRANSMISSION: General Motors Turbo 400 three-speed automatic, built by Hughes with “Camaro” fender badges, sequential LED taillights, LED headlamps with integrated
3,500-stall converter and Gear Vendors overdrive corner lamps/turn signals
BY CHUCK VRANAS PHOTOGRAPHY BY THE AUTHOR
T
here’s nothing better than dialing in your Chevy muscle car with along with 35-spline alloy axles and Eaton Detroit Truetrac with 3.54:1
a serious dose of V-8 power regardless of whether it’s naturally gears. The unit also includes heavy-duty coil spring mounts as well as
aspirated, supercharged, or packing turbos. As performance lower control arm mounts with multiple mounting-hole options for a wide
enthusiasts, big power always equal big fun—that is unless you range of traction adjustments, S-Series chromoly yoke, and satin black
get left by the side of the road with a driveline failure caused by a weak powdercoating for the housing.
link. One of the most important performance upgrades you can make to your
ride is making sure you can successfully move the dynamite through the To secure the rearend in place and update the factory suspension, Heidts
driveshaft when you hit the go-pedal. The importance of a well-designed offers a speed shop full of go-fast goods for the third-gen to increase your
rearend, suspension, and brakes properly balances out the increase in handling capabilities and acceleration on both the street and rack. Their
power for maximum performance and dependability. This holds true for exclusive parts include an adjustable Panhard bar and lower control arms,
everything from motoring on the interstate, running hard at the dragstrip, both with available relocation brackets if needed, inner subframe connectors,
and even carving curves through an autocross course. and tubular torque arm (for factory transmissions) with many of the parts
also offered in kit packages for additional savings. For our application, we
Last month in All Chevy Performance , we visited Chris Cerce Customs incorporated the Heidts adjustable Panhard bar and lower control arms while
(CCC) in Taunton, Massachusetts, where Cerce’s personal ride, a wicked opting for the BMR’s Trak Pak torque arm kit since the car is running a T56
third-gen Camaro, had recently undergone a serious driveline upgrade trans. In completing our suspension upgrades, we used a set of Hyperco coil
with an 850hp LS packing a BorgWarner 76mm turbo from Don Hardy Race springs and Strange Engineering single-adjustable shocks.
Cars. Linked to a GM T56 transmission, it was time to focus on harnessing
the power beyond the limitations of the factory suspension and brakes. When speed rules, you’d better be able to stop as fast as you got started,
and nothing handles it better than Wilwood disc brakes. For the right balance
With the front upgrades completed it was time to determine the right to the Forged Narrow Superlite 6R Big Brake Front Brake Kit installed in
combination out back where the power meets the pavement to complete our last article, Cerce selected their Forged Narrow Superlite 4R Big Brake
the combination. Focusing on the tired factory rearend first, a call Rear Parking Brake Kit. The package included everything needed to get the
was made to Strange Engineering for one of their expertly engineered installation handled, including four-piston calipers with high-performance
Strange S60 units with GM F-body mounts, which was custom built for BP-10 compound pads matched to 14-inch drilled-and-slotted SRP two-piece
our application. Starting with a premium nodular iron center and main rotors and all related hardware. Let’s follow CCC team member Marco Martins
caps with an integral torque arm provision, it features late big Ford ends as he updates the Camaro with plenty of cutting-edge performance.
1. Strange Engineering assembled their

1. ultra-strong Strange S60 rearend with direct-fit
GM F-body mounts to replace the worn-out factory
unit. Freshly powdercoated in satin black, it packs
plenty of performance, including their exclusive
S-series nodular iron case, 35-spline alloy axles,
Eaton Detroit Truetrac, and 3.54:1 gears.
2. For maximum stopping power, Chris Cerce of

Chris Cerce Customs (CCC) selected Wilwood Disc
Brakes Forged Narrow Superlite 4R Big Brake Rear
Parking Brake Kit. Here you can see the internal
parking brake bracket kit assembly—bearing
retainers, parking brake cable kit (PN 330-9371),
and supplied installation hardware.
2.

3. 3. In prepar-
ing for the
4.
installation
of the new
Wilwood Disc
Brakes kit,
we started by
first sliding
out the new
35-spline al-
loy axle from
the housing.
4. Match
the Wilwood
bracket kit as-
sembly to the
axle housing
flange, fitting
flush against
the flange,
and hold in
place with the
5. supplied OEM-
style T-bolt
6.
hardware.
5. Slide the
axle shaft
back into
the housing
and follow
by fitting the
bearing re-
tainer in place
with the lip
facing inward
toward the
bearing.
6. Be sure
to properly
set the axle
back into the
carrier.
7. Secure into place with the OEM-style T-bolt and nut hardware,
after coating bolt threads with Loctite 271 (red). Make one pass to 8.
properly seat into place and follow to set to factory torque specs.
8. The balance of the Wilwood Disc Brakes Forged Narrow Superlite

4R Big Brake Rear Parking Brake kit packs a punch with Forged
Narrow Superlite 4R four-piston calipers deftly matched to 14-inch
drilled-and-slotted SRP two-piece rotors.
7.

VISION REALIZED
FREE CATALOG 1-888-816-2897 classicindustries.com/catalogs

America’s First Choice in Restoration and Performance Parts and Accessories 18460 Gothard St. Huntington Beach, Ca 92648
9. Prior to assembling the rotor to the hat with the provided bolts 10. Secure the caliper mounting bracket to the rear side
and washers, it’s essential to first apply a coating of Loctite 271 (red) 10. of the bracket kit assembly, first with clean dry threads
to all the threads and then hand-thread the bolts in place. Follow on the mounting bolts. Slide each bolt through three
by tightening them in an alternating sequence and final torque to flat washers then the mounting bracket, shim (0.035),
155 lb-ft. Finally, for added protection, safety wire the bolts using a and finally the spacer, then tighten. Follow by installing
standard 0.032-inch-diameter stainless steel safety wire. one spacer (not pictured) and two shims over the
caliper mounting stud for alignment of the caliper.
9.
11. Slide the rotor assembly onto the axle flange and
secure in place (finger tight) with three lug nuts. Next,
secure the caliper to the mounting bracket using the
provided lock nuts and washers. Temporarily tighten the
lock nuts to confirm alignment of the rotor to the center
of the caliper. Adjust alignment by adding or subtracting
shims, if needed. Follow by installing the brake pads.
11.
13. To complete the installation, the rotor registration

adapter was slid onto the axle register on the axle flange
with the smaller od facing toward the rotor hat.
12. With the caliper alignment confirmed, CCC team member Marco 14. The factory rearend, suspension, and brakes served the
Martins removed the caliper bracket mounting bolts one at a time, 13. car well over the past 30-plus years, however with a freshly
applied red Loctite 271 to the threads, and torqued it to 180 lb-ft. Re- built Don Hardy turbocharged LS pumping out 850 hp to
install the caliper to mounting bracket and final tighten to 28 lb-ft. the rear wheels, it was definitely time for an upgrade.
12. 14.
15. To prepare for the

15. removal of the rearend
and suspension,
disconnect and cap
the rear brake lines at
the calipers and the
main brake line from
the rearend. Follow by
removing the parking
brake cables and sway
bar. Next, properly
brace the rearend with
a transmission jack
for safety and proceed
with disconnecting the
track bar, torque arm,
lower control arms,
shocks, driveshaft, and
exhaust (if in the stock
configuration).

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16. 16. It’s a good 17.

idea to have help
when lowering the
completed unit
to the ground to
keep it balanced
for safety.
17. Crafted
as a direct-fit
replacement for
the GM F-body by
the Strange S60
rearend with Wil-
wood disc brakes
(installed) it
was secured with
tie-down straps
to a transmission
jack by Martins
(left) and Cerce
(right) to bring it
into position for
installation.
18. 18. Heidts offers
19.
a number of
rear suspension
components for
the GM F-body,
and for this
application Cerce
selected their
adjustable lower
control arms and
adjustable Pan-
hard bar matched
to Strange Engi-
neering single-ad-
justable shocks
and Hyperco coil
springs.
19. To locate the

rearend in place,
Martins mounted
the Strange
Engineering
20. single-adjusta- 21.
ble shocks with
the supplied
hardware using
a ¾-inch socket
and Vise-Grips.
20. Next, the Hy-

perco coil springs
were installed
and jacked into
place to properly
seat the springs.
21. After the

supplied spacers
were installed in
the rod ends of
Heidts’ adjust-
able rear lower
control arms, a
¾-inch socket
and wrench were
used to tighten
them in place
with the provid-
ed hardware.

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PT# 850-3468
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22. 22. It’s easy to see how well 23.

engineered the updated adjustable
rear suspension mounts are on the
Strange Engineering S60 rearend,
especially with the adjustable
lower control arms now in place.
23. Once the included spacers were

installed into the rod ends of the
Heidts adjustable Panhard bar, the
prepared unit was mounted in place.
24. With the crossbrace fitment

confirmed for the installation of the
BMR Suspension Trak Pak Torque
Arm Kit, Martins welded the brace in
place to the bottom of the subframe
connectors utilizing the provided
mounting hardware. For maximum
ground clearance the crossbrace
should be installed as high as possi-
ble without contacting the floorpan.
24. 25.
25. With the crossbrace installation
complete, the BMR Trak Pak torque
arm was installed to the rear axle
and brace using the provided pivot
points and hardware. From there,
the pinion angle was set as advised
in the detailed instructions sup-
plied with the kit, starting with an
angle base of 1-2 degrees negative
for automatics and 2-3 degrees
negative for manual transmissions.
26. As Martins wraps up the

installation by thoroughly checking
everything you can see just how
sturdy and well designed the new
rearend, suspension, and brake
setup is; ready to take on the power
from the hopped-up LS.
26.
SOURCES
BMR SUSPENSION
(813) 986-9302
bmrsuspension.com
CHRIS CERCE CUSTOMS

(774) 263-1306
chriscercecustoms.com
HEIDTS
(800) 841-8188
heidts.com
HYPERCO
(800) 365-2645
hypercoils.com
STRANGE ENGINEERING
(800) 646-6718
strangeengineering.net
WILWOOD DISC BRAKES

(805) 388-1188
wilwood.com

HIS NAME
BY NICK LICATA PHOTOGRAPHY BY WES ALLISON
H
oss (that’s what he’ll answer to), like most kids
IS HOSS,
who grew up in the late ’70s, played with cars—
Hot Wheels and the like—but as he got a little
AND THIS
older, that toy car passion turned to real cars.
“My dad always had old cars around,” Jonathan “Hoss” Nagel
IS HIS ’56
says. “We used to restore cars together, Corvettes mostly,
which is how I got into this whole car thing.”
CHEVY
BEL AIR

ACP FEATURE

Working as a mechanic and keeping the fleet of trucks on the road at Sticking with the vintage mill, he added a ’57 Corvette dual-quad intake
Leonard’s Services, a neighbor near the shop took notice of the old cars topped with a couple 385-cfm Carter WCFB carbs and found a couple stock
hanging and informed Hoss he had an old Chevy for sale. Not thinking it would Corvette air cleaners on a shelf under some other old Corvette goodies and
turn into much at the time, Hoss went to check it out and was surprised to see put those on for some old-school flavor. Hoss painted the block and valve
a decent-looking ’56 Bel Air. Car guys have a difficult time passing on these covers gold to bring the old engine a little extra attention then bolted on a set
kinds of things, and Hoss is no exception, so he took the guy up and added the of Doug’s fenderwell headers to abide by the gasser look.
Bel Air to his fleet—not the truck fleet, but to his fleet of classic muscle cars.
He’s got a few that he’s usually wrenching on at any given time. He took the car over to Candido’s Garage in Orange, California, to dial in a set
of ball joint spacers and custom coilover shocks from Aldan American to jack
“The car drove pretty well when I bought it, but it had a few small issues, so up the front for the right look. “When we first raised the front end of the car,
my buddy Auggie Faris, who has since [died], and I went through the engine it had some ill-fitting, no-name-brand shocks on the car and it was outright
and addressed the leaks and freshened it up,” Hoss says. “For a vintage 283, scary to drive,” Hoss chuckles. “Once we bolted on the Aldan shocks and
[Faris] and I got it running pretty good.” springs, the car took on a much-improved driving personality. A set of Williams
Classic Chassis Works traction bars were added to complete the scene. “I
Hoss has a habit of building hot rods to the point where streetability becomes was talked into taking the car on an autocross once and it did better than I
secondary, so this time around he swore off big horsepower and instead thought,” Hoss laughs. “But that’s a story for another day.”
focused on keeping it a reliable, “fun car.” Hoss confessed he’s always liked
the gasser look, so this car would be the perfect example to go that direction.

ACP FEATURE
TECH
OWNER: Jonathan “Hoss” Nagel, Murrieta, California
VEHICLE: ’56 Chevy Bel Air
Engine
TYPE: Gen I small-block
INDUCTION: ’57 Corvette dual-quad, two Carter 385-cfm WCFB carburetors, ’57 Corvette air cleaners
EXHAUST: Doug’s fenderwell headers, custom collectors by Randy Miller
ANCILLARIES: Painted gold valve covers and block
Drivetrain
TRANSMISSION: TH300 by Community Transmission (Bellflower, CA)
REAR AXLE: Early Corvette 4:10 posi
Chassis
FRONT SUSPENSION: Ball joint spacers, custom Aldan coilover shocks installed by Candido’s Garage (Orange, CA)
REAR SUSPENSION: Aldan shocks, stock leaf springs, Williams Classic Chassis Works traction bars
BRAKES: ABS (Orange, CA) disc brakes and master cylinder
Wheels & Tires

WHEELS: Rocket Racing Injectors polished; 15x4.5 front, 15x8 rear
TIRES: Vredestein Sprint Classic 165 HR 15 front, Pie Crust Cheater Slick 28x9 R15 rear
Interior
UPHOLSTERY: Black loop carpet, black vinyl pleated doors and seat covers
INSTALLATION: L’s Upholstery (Anaheim, CA)
SEATS: ’63 T-bird bucket
STEERING: CPP tilt column, Gold Flake Moon steering wheel
SHIFTER: Lokar
INSTRUMENTATION: Stock gauges, Moon half sweep tach, Moon underdash three-pod gauge set
HVAC: Windwing open
Exterior
BODYWORK AND PAINT BY: N/A
PAINT: GM Crimson King
LETTERING AND GRAPHICS: Larry Fator (San Dimas, CA)
BUMPERS: Deleted front, stock rear
To get the thing to stop, Hoss swapped the crummy stock drums for a set gasser vibe, he had Larry Fator provide period-correct graphics and hand
of disc brakes and master cylinder from ABS in Orange, California. The lettering, which pulls the Bel Air even further into vintage gasser mode.
pedestrian-looking rally wheels were swapped for a set of Rocket Racing
Injectors that conform perfectly to the vintage look. Vredestein Sprint Classic The lettering not only looks vintage but was a fun way to represent his kids: The
rubber reside up front, while a set of “pie crust” cheater slicks take care of GRW Speed Shop lettering stands for his kids Garret, Ruby, and Wyatt, while the
business out back. H&S graphic represents Hannah and Sonya. “While trying to come up with a name
for the car, my wife, Stori, is a Misfits fan, so she came up with ‘Crimson Ghost’ as
Hoss stuck with the TH350 transmission that came with the car and had it ties in with the color of the car and is the band’s trademark,” Hoss reveals.
the crew at Community Transmission in Bellflower, California, give it a good
onceover. He backed it up with a 2,500 stall converter and used an old 4:10 Hoss has a ’55 Chevy in the wings that he plans to give the full gasser
posi rearend he had laying around from his stock of old Corvette parts. treatment with big power and little street manners that will spend a good
amount of time on the dragstrip. “But this ’56 is dedicated to [Faris] and my
Inside reveals an old-timey interior with a solid foundation. L’s Upholstery dad—[Faris] for all the help, and to my dad for being such a huge influence
(Anaheim, California) did up the black loop carpet and installed the and introducing me to the car world,” he says.
pleated vinyl on the door panels and the bucket seats out of a ’63 T-bird.
Keeping with the period-correct interior mods, Hoss topped off the So far, highlights include having the car being in the pinup calendar for Haus of
Classic Performance Products (CPP) tilt column with a Moon gold flake Volta, his wife’s non-profit organization dedicated to help women affected by
steering wheel and incorporated a Moon half sweep tach in the stock dash breast cancer; displaying the car at the NHRA Winternationls; Nitro Revival; and
accompanied by the familiar underdash three-pod gauge set. the Mooneyes show, and the camaraderie that comes along with being part of
the Outlaw Gassers SoCal group. “Because of this car, I’ve made so many new
Being the car was painted prior to Hoss taking over, he believes the color is friends and really enjoy how it’s been able to get the family involved,” Hoss
GM paint code 09 Crimson King and black two-tone. The color scheme plays says. “The Crimson Ghost might be a bit light in horsepower but to me it’s the
well with the build style Hoss was going for. To complete the old-school journey not the destination. We’ll get there when we get there.”

ACP TECH
BY ALL CHEVY PERFORMANCE STAFF
’78 CHEVY
CAMARO W
e are back for our final installment with Craig
Hopkins and Wesley Kennedy of The Installation
Center and this Auto Metal Direct (AMD) second-
gen Camaro conversion. In the September issue we
STEEL covered converting the front end of this ’78 Camaro into the ’71-73
steel bumper version.
BUMPER We removed the entire front end and everything bolted right up without
any heavy modifications. From the hood and fenders to the grille and
CONVERSION
bumper, we showed you just how easy this is.
Our go-to restoration parts supplier, AMD, has everything you need to do
PART 5: TRIM AND WRAPUP this conversion. With top-quality parts, this project can easily be done in
your home garage.
SOURCES
In the final segment, we’ll get the bumper and a few other final pieces
AUTO METAL DIRECT installed to top off our second-gen sheetmetal conversion. If you missed
(833) 404-4777 anything along the way, you can always purchase back issues or find
autometaldirect.com the articles online at allchevyperformance.com.
THE INSTALLATION CENTER

(706) 348-6653
amdinstallation.com

1.
2. 4.
3.
1. We test-fitted the bumper when the panels were set up prior to welding, so installation should be a breeze.
2. Wesley Kennedy lines up the bumper and secures it using all-new fasteners to the brackets.
3-4. An all-new flip-down tag bracket and hardware is installed in the tail panel.

5.
6. 7.
5. The tag bracket comes with access holes, making installation

a little easier.
6. The iconic taillights make this conversion. The taillights come

complete from Auto Metal Direct (AMD) with lenses, trim rings,
seals, and housing all together.
7-8. Craig Hopkins lines up the taillight housing with the studs
that come on the taillight bracket with the new AMD tail panel.
8.

Go Low With AME!
1948 Chevy Fleetline
built by MetalWorks
Get A Custom CAD-Engineered Chassis With

Air Spring-Plus™ Suspension For Your Ride
For many enthusiasts Art Morrison Enterprises is The important thing to remember is that AME’s
known primarily for its series of GT Sport chassis that engineering and manufacturing team can design a
provide corner-carving handling, performance and a custom chassis to your exact needs, and build it
contemporary stance with bolt-on convenience. with industry-leading craftsmanship.
But if you dig deeper, you’ll see that AME is also If you want to tackle your build incrementally,
a pioneer in air suspensions dating back to the late AME can custom-build front and rear clips to your
1990s, when Art and the AME engineering team requirements.
developed one of the industry’s ﬁrst successful classic And don’t forget that an investment in a Morrison
truck/street rod air suspension packages. And it has chassis pays big dividends in performance, driving
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1971 2021
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email: sales@artmorrison.com
9. 10.
9. Hopkins knows all the tricks of the

trade. Using these 18-inch locking
C-clamps he can apply just the right
amount of pressure to get the seals in the
tail panel without damaging either piece. 11.
10. The same technique is applied to
the driver side taillight. Be sure to use
something to protect the finish on the
tail panel like Hopkins’ tape-covered
paint stir stick.
11. Just like that the rear end is trimmed

out and really looking like that iconic
second-gen we always wanted.

1967 Chevy Nova
Builders/Owners: Scott & Brian Hughes

12. 12. To finish out 13.

the front, Hop-
kins previously
installed the
headlight ad-
juster hardware
and trim ring
insert, speeding
up the headlight
bucket install.
13. When install-

ing the headlight
bucket, make
sure the retainer
spring hooks to
the bucket in the
provisioned slot.
14. Maneuver
the headlight
14. bucket into
position with the
15.
two headlight
adjuster screws,
starting with
the top adjuster
then moving to
the side.
15. With the

bucket secure,
install the
7-inch halogen
bulbs with the
new headlight
retaining ring.
The parts line
right up; having
the new AMD
hardware is a
smart choice.
16. 17.
16. With a little adjustment on the headlight to get it centered, the headlight bezel is
installed utilizing three Phillips head screws.
17. The process is repeated on the opposite side.

WHERE CONNECTIONS ARE BUILT
NOVEMBER 1–4, 2022
LAS VEGAS CONVENTION CENTER
REGISTER TO ATTEND AT
SEMASHOW.COM
18. 19.
18. A beautiful set of 18-inch American Racing

Draft wheels are added to give this conver-
sion just a little something extra running a
20. 265/40R18 out back …
19. … and a set of 235/40R18 tires up front.
20. With some know-how from Hopkins and his

crew at The Installation Center, a few parts from
AMD, some straightforward modifications, and a
lowering kit, this ’78 Camaro is well on its way to
being a showstopping, steel-bumper car.

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BY NICK LICATA PHOTOGRAPHY BY JASON MATTHEW
F
or Pete Jacob, the car bug bit him at a young age. Starting at Fast-forward to Pete’s high school years and he was at the wheel of his
about 11, building model cars took up a good chunk of his time. dad’s ’66 Olds F-85. Soon after graduation he bought a ’72 Nova with a
That little hobby led to working on cars with his older brother straight-six. “I upgraded it to a 350ci small-block, four-speed Muncie, and
who at one time had a ’71 Plymouth Cricket–not a particularly a 12-bolt with 4.56 gears,” Pete tells. “I did all the work myself except for
popular car to get the fire started, but the flame was lit. Pete’s contribution the paintjob. The car was so nice I ended up buying a ’75 Ford Pinto as my
to the unlikely project included “upgrading” the tires. “I looked at the car daily driver to plow through New Jersey’s horrible winter weather. I still
and thought it needed something to make it cool.” Pete recalls, “So I painted have that car today–the Nova, not the Pinto.”
the tire letters white to give the car some performance style.”

ACP FEATURE
Sticking with the car scene, Pete gravitated to dirt track racing and bought a and drop spindles up front. Stopping duties are handled by Wilwood disc
used Troyer that he raced and wrenched on for a while until that led to a new brakes on all four corners and rely on a Wilwood Tandem master cylinder
Tobias. Having a blast racing on dirt for a few years, marriage and having kids for proper pedal feel and braking performance. A Flaming River rack-and-
put the car shenanigans on hold. Today the kids are grown so Pete decided to pinion steering system provides true and solid steering to help keep the
ease back into the scene again and began looking for a ’66 or ’67 Nova SS to little Chevy on course.
build, or find one already built. A long search on the Internet and other sources
left him empty-handed, but this ’63 Nova showed up while on one of his Online Power comes by way of a Dart 540ci Big M iron block bored 4.500 inches
searches and it was in Virginia. Pete reveals it was “love at first sight.” And as with a 4.250-inch stroke. Highlights include 11.1 JE Pistons, Dart 355
Internet finds go, the actual condition on cars found this way are commonly Pro 1 aluminum heads, and an Erson solid roller camshaft to ensure
misrepresented and sketchy all at the same time. “I set up a time to see the car excellent high-rpm functionality.
in person and was pleasantly surprised as the car was in great condition,” Pete
says. “It had a few minor bumps and bruises but just needed a little TLC to get The nasty big-block gulps fuel from an 1,150-cfm Holley Dominator
the car where it is today.” carburetor while a K&N filter surrounded by a custom aluminum diverter
Pete fabbed up himself provides more than ample airflow. An MSD ignition
The car came pretty much built, so Pete left the major components as produces the spark and ceramic-coated 2¼-inch headers dispense spent
they are. Underneath, the car was loaded with quality suspension goods, fuel through a custom 4-inch exhaust topped with Flowmaster mufflers.
including the Checkered Racing chassis, which is accompanied by QA1 Exact engine specs are a bit thin, but mathematics estimate the burly mill
coilover shocks and springs front and rear, with tubular control arms delivers 700-750 hp.


ACP FEATURE
A Powerglide transmission and 4,200 stall converter sends power to a Yukon by the previous owner. “All I know is that it’s Cortez Silver paint and a shop
9-inch rearend armed with an HD drag spool, 4.56 gears, and bulletproof called Vanishing Point performed the bodywork and paint,” Pete says. “The car
Moser custom alloy 40-spline axles. looks great, so I’m going leave it alone and continue to drive the snot out of it.”
Weld Racing Alumastar wheels comply with the car’s Pro Street manners (15x3.3 Beyond the 5-inch cowl hood and Pro Street stance, Pete purposely kept the
front, 15x15 rear) and are wrapped in Hoosier Pro Street skinnies up front stock trim and badges intact along with the factory bumpers and mirrors to
(26x7.50 R15) while the massive meats out back (33x21.50 R15) conform with retain the car’s remaining factory vibe.
the Nova’s pugnacious intentions.
Being an auto mechanic by trade, Pete performed a lot of internal work before
The interior consists of a no-nonsense arena immersed in red leather, covering hitting the streets. “You just never know what the prior builder did or did
the factory GM bucket seats and door panels that coordinate with the red not do, so I replaced the spark plug wires, brake and fuel lines, adjusted the
custom-cut pile carpet. The stock dash houses TPI-Tech gauges (soon to be valves, and did other basic preventive maintenance to ensure the car is safe
updated to Auto Meter American Muscle) while a billet aluminum steering and runs and drives to its full potential.”
wheel sits atop a Flaming River tilt column that integrates with the Lokar
pedals and Cheetah SCS shifter. The full-frame, 12-point rollcage offers Pete admits the most memorable time with the car so far is watching how
incredible chassis stiffness and additional safety. people react to it. “Whether driving down the road or at a show, the car gets
quite a reaction.” He informs. “It’s even won a few Best in Show awards.”
An Auto Meter tach manages the custom-installed shift light, and the dash-mounted
hula girl adds a bit of island flavor to the otherwise essential-only arrangement. We asked Pete what separates his ’63 from the other Novas out there. “This
little car hauls ass with a ton of class.”
Pete purchased the Nova pretty much “as-is” and added a few pieces to give it
his own touch but was given very little information regarding the car’s exterior Well-said, Pete. We couldn’t agree more.

TECH
OWNER: Pete Jacob
VEHICLE: ’63 Chevy Nova SS
Engine
TYPE: Dart BBC
COMPRESSION RATIO: 11.1
BORE: 4.500 inches
STROKE: 4.250 inches
CYLINDER HEADS: Dart Pro 1 Aluminum
ROTATING ASSEMBLY: Steel crank, H-beam rods, JE Pistons, Childs and
Alberts’s rings
CAMSHAFT: Erson solid roller 0.680/0.680 lift, 0.282/0.292 duration at 0.050
INDUCTION: Holley 1,150-cfm Dominator carburetor, K&N air cleaner custom-
fabbed aluminum air diverter
EXHAUST: Custom 2¼ inch headers, 4-inch stainless exhaust, Flowmaster
mufflers
ANCILLARIES: Crank case vacuum pump; Weiand mechanical water pump, 8mm
Taylor wires, Optima RedTop battery, trunk-mounted 15-gallon aluminum fuel
cell, custom radiator hoses by owner
OUTPUT: 700 hp (est.)
Drivetrain
TRANSMISSION: Powerglide
REAR AXLE: Yukon Gear & Axle 9-inch, 4.56 gearset, HD Drag Spool, Moser
40-spline axles
Chassis
CHASSIS: Checkered Racing frame
FRONT SUSPENSION: Checkered Racing tubular control arms, drop spindles,
QA1 single-adjustable coilover shocks, QA1 springs
REAR SUSPENSION: QA1 single-adjustable coilover shocks, QA1 springs
BRAKES: Wilwood 11-inch rotors, two-piston calipers front and rear, Wilwood
tandem master cylinder, Wilwood proportion valve
STEERING: Flaming River rack-and-pinion
Wheels & Tires

WHEELS: Weld Alumastar; 15x3.5 front, 15x15 rear
TIRES: Hoosier Pro Street Radial; 26x7.50R15 front, 33x21.50R15 rear
Interior
UPHOLSTERY: Custom cut pile red carpet
SEATS: Factory bucket with red leather
DOOR PANELS: Factory with red leather
STEERING: Flaming River steering column, billet steering wheel
PEDALS: Lokar
SHIFTER: Cheetah SCS
DASH: Factory
DOOR HANDLES: Factory
INSTRUMENTATION: TPI-Tech gauges, Auto Meter tach
ROLLCAGE: 12-point mild steel
Exterior
BODYWORK AND PAINT: N/A
PAINT: Cortez Silver
HOOD: Harwood 5-inch cowl

ACP TECH
CONTEMPORARY CONTEMPLATIONS
AN
LS ENGINE
SWAP IS
MORE THAN
JUST THAT
BY RYAN MANSON PHOTOGRAPHY BY THE AUTHOR
E
ngine swaps have been happening long makes placing an LS engine a more variable
before the first 265ci V-8 rolled off GM’s affair. Additional clearance at the radiator side for
production line. It would be hard to argue accessory or electric fan clearance can easily be
that an engine has been swapped into accomplished since the bellhousing area of the
more cars than the venerable small-block Chevy, block can be slid further rearward into the firewall
but its baby brother, the LS-series engine, has got thanks to the additional clearance provided by the
to be pulling a healthy spot in Second Place. Poke aforementioned lack of distributor.
your head under the hood of any Tri-Five, Camaro,
Chevelle, or other classic Chevy at the local cruise- Another physical benefit provided by the LS-
in and you’re likely to be face to face with the same series engines are weight. While materials varied
engine that powers your neighbor’s contemporary throughout the years, a fully dressed LS engine with
Silverado. The LS swap has become commonplace, an aluminum block, cylinder heads, and composite
and for good reason. intake manifold could yield a weight that is tens if
not hundreds of pounds less than a first-gen iron
For starters, the LS-series engine is similar in small-block. A modest weight reduction over the
size, with the old small-block being slightly longer front axle centerline can result in a more balanced
due to the extended snout of the water pump distribution of weight and an overall better-handling
to facilitate a mechanical cooling fan. The LS, car. That’s a huge step in the right direction when
in comparison, is a few inches wider due to its accompanied by similar improvements in the brakes
cylinder head design. Its shorter length, in addition and suspension department to turn that heavy Chevy
to the lack of a distributor to foul the firewall, into a canyon-carving cruiser.
1.
1. Here’s an LS327 crate engine being unpackaged from

Chevrolet Performance Parts. You can see why they’re
called “crate engines.”
Our LS3 Connect & Cruise Package

2. For our '57 Chevy project, we opted for an LS3
Connect & Cruise from Chevrolet Performance Parts.
This particular package came with an LS3 engine,
4L65E transmission, ECU for the engine and TCU for
the trans, flexplate, torque converter, and all required
sensors and wiring.
2.

ACP TECH
3. 4.
Size matters aside, the performance aspect of the 3. What the LS engine lacks
in mechanical, moving parts,
LS engine family is truly the elephant in the room. it makes up for in electronic
Producing power numbers from the factory floor sensors and the like. Unsur-
prisingly, there’s no shortage
that meet or exceed the highest tuned, tightly
of wiring when it comes to the
wound ticking time bombs from the ’60s, GM’s harnesses on the LS drivetrain. 5.
engineers pushed the design elements of the LS Thankfully, connecting to
these sensors is fairly simple
engine as far as their computers would allow, using the provided harness as
resulting in not only some of the highest performing each connection is different,
labeled, and laid out in the har-
small-blocks to date, but some very efficient ness according to its location
ones to boot. Thirty years ago, a true, naturally on the engine block. That big
box is the fuse/relay center
aspirated, 400-rwhp small-block Chevy-equipped and contains the necessary
muscle car was not a very common sight to see fuses to protect all the related
components as well as relays
cruising the streets of Small-Town USA. Today, an
for a pair of electric fans and
LS engine built with a decent set of heads, cam, high-pressure, EFI fuel pump.
and intake not making 400 hp might be considered
4. Here’s the electronic control
an anomaly. And while that vintage stroker spit unit (ECU) along with a pair of
and snarled while it struggled to stay together, that O2 sensors and a mass airflow
(MAF) sensor. This ECU is what
modern LS engine hums along like a Swiss watch, controls all aspects of the LS
quietly waiting to unleash its massive power. engine and contains all the
necessary tuning info to do so,
in conjunction with the myriad
And yet while not everyone wants a 600hp, fire- of sensors. The ECU, along with
the fuse/relay center also con-
breathing LS engine, performance isn’t the only
trols the function of the electric 6.
reason one might choose to make the swap upgrade. fan(s) using a set of prede-
Over forty years of technological improvements have termined on/off temperatures
and the coolant temp sensor
been made between the introduction of the first installed on the engine.
Gen-I small-block and the LS-series engines. Basic
5. The “E” in our 4L65E
similarities in design aside, the modern LS engine transmission means that it’s
has less in common to that original 265 than it does electronically controlled via
a transmission control unit
to a Flathead Ford. Computer-controlled ignition and (TCU) and comes with its own,
fuel systems result in an extremely efficient, reliable self-contained wiring harness.
power package. While technically more complex in
6. Our LS3 utilizes a drive-by-
leaps and bounds when compared to a traditional wire (DBW) throttle body and
small-block Chevy, the number of moving parts pedal, which means there’s
no throttle cable or linkage
on an LS engine that are prone to failure are, in between the two, just a bunch of
conjunction, far fewer. The typical EFI system on an electrons flowing back and forth
between each and the ECU.
LS engine is much simpler, as far as the moving part
is concerned, than a carburetor.
Additional Components
7. 7. If the vehicle is already 8.
equipped with a side-mounted
Chevy V-8, chances are a set
of adapter plates and engine
mounts, like these from Classic
Performance Products (PN LS1-
KS), are all that’s required to
drop that late-model LS engine
in place.
8-9. If the car is already equipped

with an EFI fuel system, mating
that to the new LS engine is fairly
straightforward. Otherwise, a new
fuel system is in order. For our
project, we’re using a Sniper EFI
9. fuel tank from Holley (PN 19-191)
that features a 255-LPH EFI fuel
10.
pump, internal baffling, and fuel
level sender. Powdercoated for
corrosion resistance and capable
of supporting up to 550 hp, this
tank is a complete bolt-in solu-
tion for any EFI conversion.
10-11. For those who want to re-

tain their stock fuel tank, Holley’s
In-Tank Retrofit Fuel Module (PN
12-132) is a great solution to gain
an in-tank EFI pump capable of
supporting up to 875 hp and make
a simple task out of plumbing the
required return line.
11. 12.
12. In addition to the fuel pump, there are a few other components that
are needed to complete an LS-swap fuel system. With the pump in the
tank, the 100 Micron HP Billet Fuel Filter (PN 162-551, pictured at center),
is not needed, as this particular filter is typically recommended to be
mounted before the fuel pump. For an in-tank setup, Holley’s 10 Micron
HP Billet Fuel Filter (PN 162-550) would be the one to use inline before
the regulator, which in this case we have an HP Billet EFI Bypass Fuel
Pressure Regulator (PN 12-846) that’s adjustable from 15-65 psi. The
regulator should be mounted as close to the fuel line attachment on the 13.
engine as possible (typically on the firewall) with the return line exiting
the bottom of the regulator and running rearward back to the tank.
This ensures the least likelihood of pressure drop at the fuel rails on the
engine. The farther away the regulator is mounted, the more likely to see
a drop of pressure between the rails and the regulator.
13. Most LS swaps under 600 hp are perfectly fine to be plumbed using
AN-6 lines. The preferred method for running lines up and back on the
framerails would be to use hard lines for as much of the run as possible.
Here, an AN-6 aluminum hard line has been flared to match the nut
and sleeve hardware that will allow the hard line to mate with either a
bulkhead fitting (shown) ...

The ignition system is similarly as simple. Comparing

14.
the components involved, the LS uses a crank and
cam position sensor to send engine information to the
engine control unit (ECU), which then transmits that 14-15. ... or an AN-6 hose.
This is the preferred method
info to each cylinder’s ignition coil, firing that particular of fuel delivery for any
spark plug. There are literally zero moving parts in the high-pressure EFI system.
LS ignition system, aside from the camshaft sensor

trigger and crankshaft reluctor wheels, which are 16. For our LS swap, we’ll be using
a made-in-the-USA all-aluminum De- 15.
part of their respective components. Contrast that
Witts custom radiator package from
to all the ignition components found on a traditional Speedway Motors (PN 32-6239013M)
small-block that can be prone to failure and are that is specifically designed for
exactly this application. Featuring
considered consumable (distributor cap, rotor, points, factory-type press-formed end tanks
condenser, and so on) and it’s easy to see that while as well as upper and lower channels,
these radiators are designed to fit in
the LS system is far more complex, technologically, the original mounting conditions and
it’s also physically far simpler. This results in a much provide the proper hose and steam
port line connections for an LS swap.
more reliable powerplant that requires far less owner An electric fan comes as standard
participation. For those of us who prefer to spend more and features a temperature switch
mounted in the end tank along with
time behind the wheel than underhood, the reliability
the necessary wiring to mate it to the
that comes with an LS swap is hard to beat. LS ECU for fan control.
17. LS engines feature some very sen-

The efficiency of the LS engine is another benefit that sitive electronic components, so it’s
comes with the 40-plus years’ worth of technological of utmost importance to ensure that
the engine and chassis are properly
improvements. Incorporating a computer-controlled grounded to the battery, as well as
fuel and ignition system results in a much more to each other, and the ECU is wired
efficient combustion system, where the ECU can

directly to the battery terminals on 16.
both the positive and negative side.
make instantaneous changes to the tune to keep the
engine in an ideal state. This results in improved fuel 17.
economy, oftentimes into 20-mpg territory, something
that old small-block could only dream of. Coupling that
with an overdrive trans, whether it’s a manual or an
automatic, only further helps promote the LS’s ability
to master its efficiency.
On the face of it, an LS swap seems like a slam

dunk to gain reliable power in a compact package,
but there are a few things to consider. For one, the
addition of sensitive electrical components, such
as the ECU, requires a charging system that is in
peak performance. A charging state below 12 V will
18. The exhaust port locations
yield in unhappy electrical components, resulting in
of the LS engine are completely 18.
some unsavory situations. EFI fueling needs are also different than those found on a
different than that of the traditional, mechanically fed, standard Gen I small-block, so
it’s necessary to use an LS-spe-
carbureted system. Coolant hose locations can also cific header/manifold such as
vary enough to warrant a radiator upgrade, especially these Hooker Blackheart LS
Swap Manifolds (PN 8502HKR)
when swapping from a six-cylinder application. in natural cast finish. These
Speaking of cooling, the typical LS engine swap will are designed to tuck tightly
against the block for maximum
require the addition of an electric fan, which means
clearance between framerails,
sourcing said fan, shroud, and mounting source, as steering boxes, and so on.
well as the necessary electrical support (additional Their short stature allows for
the exhaust to be routed with
wires, relay). Mounting that LS engine can be as maximum ground clearance
simple as purchasing a pair of adapters to mate and their cast-iron construc-
tion ensures quiet operation,
the new engine to existing V-8 mounts and moving, leak-free performance, and
modifying, or purchasing a transmission mount. durability.

Likewise, getting that LS engine in place could be 19. Two O2 sensors are a typical
requirement for an LS installa-
19.
as complex as fabricating new mounts from scratch. tion, which require a pair of bungs
Many LS engines utilize a relatively deep pan that to be welded, one on either side
of the exhaust pipe after the
can foul the front crossmember of many classic collector.
Chevys, requiring a new, LS-swap oil pan. The
20. Many LS engines feature an
difference between the new LS exhaust collector oil pan that can interfere with
and the old also means modifications to the exhaust older vehicles’ front crossmem-
bers. Designed specifically for LS
will be needed, if not a completely new system.
engine retrofit installations, Hol-
Driveshaft lengths will also vary, depending upon the ley’s LS Swap Oil Pans (PN 302-3)
original equipment they likely required an upgrade are perfect for those classic
Chevy guys looking for additional
there as well. And while we’re speaking of upgrades, sump clearance and an oil pan 20.
that old rearend might need to be addressed if a that can clear a 4-inch stroke
crankshaft. Included in the oil
significant increase in power is expected. pan kit is a sump baffle, OE-style
pickup tube, sump plug, oil filter
stud, and oil passage cover.
Here at Clampdown Competition, we’re gearing
up to perform an LS swap on a ’57 Chevy 21. You may have noticed that
our LS3 Connect & Cruise crate
Handyman using an LS3 Connect & Cruise from
engine did not come with an
Chevrolet Performance Parts, so while all of these accessory drive system. This is
requirements are fresh in mind we thought we’d considered an add-on due to
differences between all the ap-
take a look at some of the things to consider when plications; with or without power
contemplating such an undertaking. Like they steering or A/C. Our wagon will be
equipped with all the bells and
say, knowledge is power and when it comes to whistles, including A/C and power
performing an engine swap as drastic as an LS steering, so we opted to go with
a complete accessory drive kit
changeout, there are a lot of things that need to be courtesy of Concept One Pulley
known before making such a commitment. Systems. Their Victory Series
pulley kit (PN LSV01) comes com-
plete with all brackets, hardware,
SOURCES and accessories to fully dress
the front end of our engine and
support the accessories we need
CHEVROLET PERFORMANCE PARTS supported. The compact design
chevrolet.com/performance-parts will free up much-needed space
in the engine compartment and
will minimize any interference
21.
CLAMPDOWN COMPETITION between the front crossmember
clampdowncomp.com or suspension components. A
compact SD-7 A/C compressor,
CLASSIC PERFORMANCE PRODUCTS (CPP) 120-amp alternator, and alumi-
num Type II power steering pump
(800) 522-8309
come as standard equipment
classicperform.com with a number of upgrade options
available, including machined,
CONCEPT ONE PULLEY SYSTEMS polished, anodized black, or
(866) 532-6594 anodized clear finishes.
c1pulleys.com 22. It’s not uncommon for there

to be minimal space in front of
DEWITTS ALUMINUM RADIATORS an LS engine, which can make
(517) 548-0600 locating the air cleaner, routing 22.
the inlet, and installing the
dewitts.com
necessary mass airflow (MAF)
sensor a challenge. Not being a
GANDRUD CHEVROLET fan of the plastic tubing intake
gandrud.com that many opt for, we decided
we’ll use another product from
Concept One: their unique Mass
HOLLEY PERFORMANCE PRODUCTS Airflow Sensor Housing Kit (PN
(866) 464-6553 A80530KM). This billet alumi-
holley.com num housing mounts directly to
the throttle body and features
a built-in mount for the factory
SPEEDWAY MOTORS
MAF sensor for a simple, clean
(855) 313-9173 installation, preventing having
speedwaymotors.com/allchevyperformance to run a bunch of plastic tubing
across the engine compartment.

ACP FEATURE
REASONABLY
PRICED
MIKE BERCHICK’S
’84 MONTE
CARLO SS

BY JOHN MACHAQUEIRO PHOTOGRAPHY BY THE AUTHOR
O
nce upon a time, when teenagers didn’t hide in their parents’
basements with their heads buried in video games, one of
the things they looked forward to was getting their first set
of wheels and going out and meeting other teens. For many,
that was an attainable goal before they finished high school. While that
mind-set doesn’t seem as prevalent today, there are still some out there
who keep the torch alive. Mike Berchick falls into that torch-carrying
demographic.
During his last year of high school in 2015, he set out to score a
reasonably priced daily driver. The ’84 Monte Carlo SS you see is his
low-buck Craigslist find. “The reason I bought this car was because that
was all I could afford at the time,” he explains. “I wanted a car that I
could work on, drive every day during my senior year in high school, and
have fun with.” With only a shade over 52,000 miles on the odometer, it
didn’t reflect that low mileage because it had a number of issues. Mike
points out, “It was on the rough side. There was rust on the roof, fenders,
quarters, and the trunk was shot. It was a mess and it barely ran, but
everything was still pretty much stock.” The 305 underhood had a number
of issues, so his solution to try and remedy its ailments came in the form
of an Edelbrock 600-cfm carburetor and an Edelbrock aluminum intake.

ACP FEATURE
That Band-Aid fixed some of the issues with the 305, and it behaved for At that point he had laid out a chunk of change to massage the body back
about nine months until the camshaft ate itself and it ended up taking out and his mind was set on having more upgrades done but throwing money
the rest of its surroundings. Faced with a decision as to what to do, the at it needed some balance. His approach was to budget one major area
options were few. Rebuilding the 305 wasn’t on his radar, and as a daily of the car each year, and as 2019 rolled in the 350 was next. He had no
driver no bells and whistles were planned. Throw in the fact that he was reason to completely ditch what was there, so it would be the foundation
already knee deep into his collegiate studies so time and money were for something with a bit more substance. He went back to JD’s to have the
scarce commodities. The solution was to order up a rebuilt 350 from the engine work done and they started with the bare Jasper-sourced block. A
folks at Jasper Engines and Transmissions and have JD’s Auto Restoration in new crank, rods, cam, and pistons were added on the bottom end, while
Huntingdon Valley, Pennsylvania, do the installation. The Turbo 350 to back it the top end received a set of GM Performance heads, Edelbrock Performer
up was also given a refresh at a local shop and when it was all buttoned up aluminum intake, and a Quick Fuel Black Diamond 650-cfm carburetor.
he was back in business. Spark management was upgraded with an MSD distributor and controller
combo, while the spent gases were channeled through Hooker headers
That balance of bliss only lasted for about two months because someone who out to a pair of Pypes M-80 mufflers. The Turbo 350 was also swapped
wasn’t fond of stop signs ended up taking out the front end of his car. At that out with a more robust version from Hughes Performance. At the rear,
point insurance companies got involved and things looked bleak for the Monte. the GM 10-bolt received a Quick Performance centersection with 3.73:1
As Mike points out, “They were going to total the car. I begged with them on gears. After everything was sorted Mike had some dyno pulls done and he
the phone not to total it, but it was pretty clear they didn’t really want to fix was getting just over 400 horses at the crank. With the completion of that
it.” Karma was on his side and his powers of persuasion convincing because installment the stash of cash was depleted, so his sights were set to the
he was able to keep it, but the check they cut was pocket change compared following year.
to the amount required to bring it back to life, so he made the commitment
out-of-pocket to get the needed work done. Once that decision was made, he As 2020 rolled in, the suspension was next on his hit list. He kept it simple
again enlisted the guys at JD’s to turn some wrenches and also do some body- by cracking open the Ridetech catalog and ordering up a complete G-body
and paintwork. In order to facilitate that process Mike ended up buying a tired coilover system. There was still enough cash left in the kitty for some wheels
donor car that had all the original parts he needed and it took the crew at JD’s and fresh rubber so he ordered a complete set of JEGS SSR Spikes that he
about two months to get the Monte back on the road. wrapped in M&H Racemaster skins.

ACP FEATURE
TECH Interior
UPHOLSTERY: Installed by owner
OWNER: Mike Berchick, Philadelphia, Pennsylvania CARPET: ACC Auto carpet
VEHICLE: ’84 Chevrolet Monte Carlo SS SEATS: Procar by Scat seats, custom-dyed vinyl
DOOR PANELS: Custom refinished
Engine STEERING: Stock column with Forever Sharp steering wheel
TYPE: GM 350 small-block SHIFTER: Kilduff
DISPLACEMENT: 355 ci DASH: Stock refinished
COMPRESSION RATIO: 9.75:1 INSTRUMENTATION: Dakota Digital gauges
BORE: 4.030 inches HEAD UNIT: Pioneer
STROKE: 3.48 inches SPEAKERS: Kicker
CYLINDER HEADS: GM Performance, steel WIRING: Custom harness
ROTATING ASSEMBLY: GM Performance steel crankshaft, GM Performance connecting
rods, 5.7-inch length, Hypereutectic cast-aluminum alloy pistons Exterior
VALVETRAIN: Lunati valvesprings, LPC rockers BODYWORK AND PAINT: JD’s Auto Restoration (Huntingdon Valley)
CAMSHAFT: Lunati Voodoo (0.489/0.504-inch lift, 227/233 deg. duration at 0.050 110- PAINT: PPG White basecoat/clearcoat
deg. lobe separation angle) HOOD: Glasstek fiberglass
IGNITION: MSD distributor, MSD 6AL ignition controller
INDUCTION: Edelbrock Performer aluminum intake, Quick Fuel Black Diamond 650-cfm carburetor
EXHAUST: Hooker Super Competition headers, 2.5-inch exhaust system, Pypes M-80 mufflers
ANCILLARIES: GM stock accessory drive system, Billet Specialties valve covers, GM stock
radiator, Taylor 8mm Spiro Pro wires, Airflow Technologies air cleaner
OUTPUT: 410 hp, 355 lb-ft of torque
ENGINE ASSEMBLY: JD’s Auto Restoration (Huntingdon Valley, PA)
Drivetrain
TRANSMISSION: GM TH350 prepared by Hughes Performance (Phoenix), TransGo shift kit
TORQUE CONVERTER: Hughes Performance 2,500 stall
REAR AXLE: GM 10 bolt 7.5-inch housing, Quick Performance centersection, limited-slip
differential, 3.73 gear ratio, Quick Performance 26-spline axles
Chassis
FRONT SUSPENSION: Ridetech coilover with tubular upper and lower control arms, stock
spindles, Ridetech HQ Series coilover shocks, Ridetech 700-pound springs, Ridetech sway bar
REAR SUSPENSION: Ridetech four-link, Ridetech HQ Series coilover shocks, Ridetech
150-pound springs, Ridetech sway bar
BRAKES: Wilwood 10.5-inch rotors with four-piston calipers front, GM stock rear drum,
GM stock brake master
Wheels & Tires

WHEELS: JEGS SSR Spikes with Weld centercaps; 17×4.5 front, 17×8 rear
TIRES: M&H Racemaster, 185/55R17 front; M&H Racemaster 275/50R17 rear

The interior refurbishment Mike describes as an “ongoing project” that

he’s been working on at home. Much of what is fitted on the car is original
but dyed in the stock shade of blue. He did replace the carpet and added
a set of Procar by Scat seats, Dakota Digital gauges, and Forever Sharp
steering wheel to add some modern touches. The Glasstek fiberglass hood
was a recent addition that the guys at JD’s also installed.
When asked if there is anything that he would have done differently up

to now, he states, “I kind of kick myself today because when I decided
to have the engine built, I could have installed an LS. With the amount of
money that I have invested, the LS would have been a sensible choice,
but it’s still fun even with the carburetor.” On the horizon an LS might
eventually find its way under the hood, and there are plans in place for
a Ford 9-inch at some point. One thing it no longer suffers from is the
reasonably priced daily driver designation.

ACP TECH
BY “ROTTEN” RODNEY BAUMAN PHOTOGRAPHY BY THE AUTHOR
REFINING
SUSPENSION
THE
UPGRADES
FOR THEM
OL’ TRI-FIVES RIDE

R
elaying information about the engine to the driver was never Just recently Martin took notice that the ol’ Chevy’s OEM stock-type control
really of huge importance to Chevrolet or the other OEMs. They arm bushings were exhibiting signs of wear. Back when the car was last
figured a temp gauge was worthy of being in most instrument built, we didn’t have the options that we have today. Tubular control arms, for
clusters and maybe a couple warning lights, just in case. example, weren’t considered. Neither were coilover shock absorbers.
Why is “Guardrail” Willie Martin smiling? Well, it likely has a lot to do with his high At the very least, it’s time to freshen up our frontend suspension. A worthwhile
school ride’s suspension upgrade. Martin has owned this same ’55 Chevy 150 pretty suspension upgrade might be a bit or two more rewarding than just replacing
much straight-through since 1970. In fact, in slightly earlier years it served as the worn bushings. We might as well gain adjustability for whatever kind of ride
loaner car for Martin’s family business: the original Ed Martin Garage. and cornering we might desire, right?
As a third-generation auto mechanic, Martin has enjoyed a long, successful With a little help from Aldan American and Speedway Motors we’ll refine the
run in the trade. That was back in Riverside, California. But back to his ride and perhaps enhance the stance somewhat to boot. Apart from one leaky
flammable ’55—following a crash, and an off-frame rebuild, it’s been shock, the components we’ll retire might be useful to a restorer, but first
together, on the road in its current configuration now for 22 years. During that things first. We’ve got ourselves a job to do.
time, it’s also been driven—a lot.
For starters, we’ll be steppin’ up to Speedway Motors’ tubular control arms (PN
PB 91095557). With serviceable ball joints and pivot points, those arms come
powdercoated black and ready to install. The kit’s lower arms are made to accept
a sway bar and stock-type coil springs—for those who’d care to retain them.
SOURCES
ALDAN AMERICAN
(310) 834-7478
aldanamerican.com
SPEEDWAY MOTORS
(855) 313-9173
speedwaymotors.com/
allchevyperformance

1. 2.
1. (Left to right) Here’s the

3. Speedway Motors tubular 4.
control arms and the Aldan
American coilovers and rear
shocks for the ol’ flammable
’55. The spanner wrench, thrust
bearings, and support plates
are optional and not included
in the kit.
2. This car’s supercharger,

headers, and lower radiator
hose will be our obstacles. For
Ferguson (left) and Martin, it’s
all quite familiar.
3. Expecting to end up some-

what lower, we’ll be keeping
track as we go. To begin, the
centers of our front wheel
openings are up to 25 inches.
4. Out back the centers of

our wheel openings are up
to 28 inches. At this end, we
wouldn’t mind coming down an
inch or so.
5. 6.
5. A job like this might best be done on a two-post lift. Martin’s four-
post lift comes equipped with a roller jack, which will be enormously
helpful along the way.
6. For disassembly, we could use a pickle fork, or a pickle fork at-

tachment to an air chisel. Martin, however, possesses the prowess to
properly place—a hammer smack!

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7. 8. 9.
10.
7. With ball joints now disjointed and tired shocks out of the
way, Ferguson manually extracts the ol’ stock-type coil springs.
8. It’s always good to have random chunks of lumber on hand

and within reach. Here a little bit of that goes a long way to
protect brake hoses.
9-10. At this point we’re ready to pull the original lower

arms for good. With pneumatic persuasion this should go
fairly quickly.
11. 12. 13
14. 11. With disassembly chores all tended to, we’ll let the
reusable fasteners ride around in Martin’s ultrasonic
15.
parts cleaner and maybe take a lunch break while this
goes on.
12. Now, before we commence with the installation of

our shiny-new front suspension components, let’s just
take a moment to become acquainted with them and
review Aldan’s installation instructions.
13. To accept Aldan’s lower T-bar hardware (PN 71006),

Speedway’s lower arms require one minor modification:
Existing shock mount holes must be enlarged to
³/8 inch.
14. With that, the lower arms are ready to install. The 16.
upper arms are close. With a 13/ 16 open-end wrench their
shafts are easily clocked as necessary.
15. For reassembly, original serrated bolts require repo-

sitioning. Here, a brass drift and a few gentle hammer
taps do the trick just fine.
16. Not yet completely attached to the spindle, our

left-side arms are loosely in position. As a pre-align-
ment starting point, we’ll slip the same shims into the
same places.

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ACP DIGITAL ISSUES ARE EMAILED. IMAGES OF MAGAZINES IN THIS AD ARE BACK ISSUES. NO REFUNDS
17. 18. 19. 20.
17. Down low in this photo is the last clear

view we’ll have of Aldan’s coilover support
plates (PN AlD39) uninstalled. These are
21. optional but they’ll further strengthen the 22.
lower arms’ spring pockets.
18. As recommended by Aldan, a thin, even

coating of antiseize compound is applied to
spring seat adjusting threads.
19. Between spring retainers (PN ALD-50)

and the lower ends of conical coil springs,
we’re now installing the optional thrust
bearings (PN ALD-26). For reference,
big-block springs are PN 10USA55 and small-
block are PN 10USA450.
20. At times like these, it’s good to have

three hands. Martin doesn’t really, but Fer-
guson lends an extra, which helps to loosely
22. Down to the short strokes, at least for the
locate the new spring in its upper pocket.
front end, the preexisting sway bar attaches to the 25.
21. For certain Aldan components, torque new Speedway tubular lower arms just the same.
specifications are included in our installa-
tion instructions. Apart from that, Martin’s 23. With the front end reassembled it’s time to
instinct is good enough for us. make adjustments. For rebound, we’ll begin with a
midpoint setting. For this, deeper details are includ-
ed in our instructions.
By design the Speedway Motors tubular arms (with included polyurethane
spring pads) will lower the frontend of a Tri-Five Chevy by an additional inch. 23.
For our own particular purposes, we’ll be ditchin’ the stock-type coil springs.
Quite conveniently, the Speedway Motors kit allows us that option as well.
This time around, for a whole new world of adjustability, we’ll be

installing Aldan American “RCX” double-adjustable coilovers (PN
300227). Out back Martin’s ride will remain leaf sprung, but we’ll be
replacing tired overloaded shocks with Aldan American “TruLine” series
single-adjustable shocks (PN 100111). Like our chosen control arms, our
Aldan American upgrades come in kit form—and we’ll talk more about
all of this later as we go. 24.
Doing the bulk of the work here will be car owner “Guardrail” Willie Martin, 24. Using this optional spanner wrench
(PN ALD-1) we’ll continue with pre-load
and his longtime coworker/friend, Mike “Spinner” Ferguson. Yes indeed, we and ride-height adjustments. It’s dark
all have distinctive monikers. down here, but “RCX” compression ad-
justment knobs are located just below.
As we begin, we’re not expecting the job at hand to take any longer than the 25. Out with the old, in with the new.
weekend we’ve set aside. In fact, Martin has already scheduled a Monday It’s time to replace the overload shocks.
They’ve done their jobs, but they never
morning appointment with the local wheel alignment shop. were much to look at. The new shocks,
however, are pretty.
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Afterward we’ll conduct a thorough testdrive—from Chino Valley,

26. For stock Tri-Five Chevys, upper shock mounts
are part of the trunk floor. Martin’s car has a cus-
27.
tom-fabricated crossmember. Either way, holes
Arizona, to Riverside, California. Winding mountain roads and must be enlarged to ½ inch.
the windy Whitewater stretch of Interstate 10 should add up to a
satisfactorily sufficient shakedown run. As, or if necessary, we’ll 26.
make adjustments on the proverbial fly.
Bringin’ Down the Rear

Just short of wheel alignment, and perhaps on-the-fly testdrive
adjustments, the frontend job is pretty much done. Now let’s turn our
27. Our new Aldan shocks feature adjustable
attention to this car’s other end. rebound. Here, the adjustment knob is just
out of view, but right within reach as we’ll
demonstrate soon.
Only a few days ago, Martin placed an online order (somewhere) for
a brand-new pair of leaf springs. Once installed, they’d raised the 28. With upper holes properly enlarged, the
right-side shock slipped right into place. Here
end of the car a total of 3 unwanted inches. The new springs were
the left side will as well—with the dull thud of a
promptly excused and the good, used originals reassumed their non-marking mallet.
positions. Back in 1975, Martin had installed Teflon strips between
their leaves—and really, that’s all still fine today.
28. 29. With our installation now complete, it’s
time for a ride-height recheck. Without yet
rolling down the road, our frontend is just an
inch lower. This, to us, looks good.
So, the rearend upgrade should go fairly easily. On that note let’s install
Aldan American “TruLine” series single-adjustable shocks (PN 100111). 29.
Testdrivin’
Of course, results may vary, but in Martin’s new home-based shop we’ve
invested only 8½ hours. At this stage our work here is pretty much
finished, and frontend wheel alignment chores have also been tended to.
Last, but not least, all new Zerk fittings have been greased—and greased
again. Now it’s time to take a drive. According to our newfangled phones,
Chino Valley, Arizona, to Riverside, California, is roughly 347 miles. As a
new suspension shakedown run, this should be good.
30. 31. 31. With nothing 33.

more than sug-
gested mid-point
(starting point)
adjustments, the
’55 is riding and
cornering much
nicer than ever
before.
32. What a differ-

ence a drive makes.
For rearend ride
height, this is what
we’ve had in mind.
At our final desti-
32. nation we’ll adjust
rearend rebound a
click or two.
33. Why is
“Guardrail” Willie
Martin smiling?
Well, it likely has a
lot to do with our
30. Out back, we’re still a little
newfound adjusta-
higher than we’d like. Off the car,
bility, for whatever
the original springs were stored
kind of ride and
without their familiar load. By al-
cornering we might
lowing a little drive time, settling
desire.
will likely occur.

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Engine INSTALL KITS
Mounts • GAS TANK SENDING UNITS
• Carbureted Tanks Also Available • EFI FUEL FITTING KITS
866-517-0430 ClassicPerform.COM
378 E. Orangethorpe Ave. Placentia, CA 92870 #classicperform CPP PRODUCT
CATALOG!
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*Prices subject to change without notice, please inquire. = estimated at SCAN QR CODE
prices due to current rapidly changing costs. Also, please note that kits TO DOWNLOAD!
and prices may vary between certain applications.

All Chevy Performance - October 2022 USA

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TRI-FIVE

OCTOBER 2022 ISSUE 22 $8.95

All Chevy Performance ISSN 2767-5068 (print) ISSN

MANAGING EDITOR & AD COORDINATOR

IN THE GARAGE MEDIA ON THE WEB

Editorial contributions are welcomed but editors recommend

Copyright (c) 2022 IN THE GARAGE MEDIA.

The All Chevy Performance trademark is

Missing an issue? Please contact one of our

Hot Rod Paper Company

Horton Hot Rod Parts

2. PRO TOURING ALUMINUM

Over 5,000 fastener

4. OBS HYDRAULIC CLUTCH

TEXT & RENDERING BY TAVIS HIGHLANDER

ALL CHEVY PERFORMANCE [15] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [16] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [17] VOLUME 2 • ISSUE 22 • 2022

“A high-compression small-block, Detroit Speed subframe, and disc brakes

“The 460ci small-block we initially went with was temperamental at

They picked up an LS3 from Chevrolet Performance and bolted on a

ALL CHEVY PERFORMANCE [18] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [19] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [20] VOLUME 2 • ISSUE 22 • 2022

BY BARRY KLUCZYK PHOTOGRAPHY BY THE AUTHOR

ALL CHEVY PERFORMANCE [23] VOLUME 2 • ISSUE 22 • 2022

3. Air enters through a Wilson Manifolds Domi-

4. The engine’s foundation is a CNC-machined

5. A 4.600-inch bore is exactly what the ZZ632

6. The valley is machined for a roller-type

7. The bottom of the block is machined for

ALL CHEVY PERFORMANCE [24] VOLUME 2 • ISSUE 22 • 2022

8. Even with the tall-deck block, the engine’s long

10. There’s only so much room, even within a tall-deck

12. A couple things to note here with the piston

ALL CHEVY PERFORMANCE [25] VOLUME 2 • ISSUE 22 • 2022

14. Next comes the crank-

15. The crank is located with

16. The proven Melling 18.

17. With the crankshaft in

ALL CHEVY PERFORMANCE [26] VOLUME 2 • ISSUE 22 • 2022

VISIT OUR BOOTH AT POWER. CONTROL. PRECISION.

ALL CHEVY PERFORMANCE [28] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [30] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [32] VOLUME 2 • ISSUE 22 • 2022

ALL CHEVY PERFORMANCE [33] VOLUME 2 • ISSUE 22 • 2022

“It’s rock-solid now,” Wegrzyn says. “No squeaks and no rattles.”

ALL CHEVY PERFORMANCE [34] VOLUME 2 • ISSUE 22 • 2022

OWNER: Brian Furness, Almont, Michigan Chassis

BY CHUCK VRANAS PHOTOGRAPHY BY THE AUTHOR

1. Strange Engineering assembled their

2. For maximum stopping power, Chris Cerce of

ALL CHEVY PERFORMANCE [37] VOLUME 2 • ISSUE 22 • 2022

8. The balance of the Wilwood Disc Brakes Forged Narrow Superlite

ALL CHEVY PERFORMANCE [38] VOLUME 2 • ISSUE 22 • 2022

FREE CATALOG 1-888-816-2897 classicindustries.com/catalogs

13. To complete the installation, the rotor registration

15. To prepare for the

ALL CHEVY PERFORMANCE [40] VOLUME 2 • ISSUE 22 • 2022

A,F,G,X Body Cars

Ford & Mercury

Full Line of Steering Components Available

Manufacturing Quality Steering Components since 1914

16. 16. It’s a good 17.