1957 CRASH COURSE

DASH 1977 NOVA BUMPER, FILLER & TAILLIGHTS

REHAB 1955 CHEVY BUMPER TUCK

BIG CAM CARB TUNING TIPS

OCTOBER 2024 ISSUE 46 $8.95

I N T H E G A R AG E M E D I A .C O M
ACP TOC [Link]

DEPARTMENTS TECH
8 24
FIRING UP PARDON MY STUMBLE
How to Tune Your Holley Carb for Big Cams
10
PARTS BIN 40
MAKING A GOOD THING BETTER
14 It’s the Details That Make a Difference
CHEVY CONCEPTS
56
A SIMPLE SPRAY
DIY Restoration of a Steel Dash
FEATURES
70
16 REAR REFRESH
THE POINT OF NO RETURN Repairing a Crusty Fourth-Gen Nova With New
ON THE COVER Scott Mittelsteadt’s 1955 Chevy Gasser Bumper Fillers and Taillights
Gasser-style Tri-Fives are impressive 32
in almost any condition, but Scott PERSISTENCE PAYS OFF
Mittelsteadt’s freshly built 1955
Scotty Hooper’s 1963 Corvette Sting Ray EVENT
210 is immaculate inside and out, 48 84
making it one amazing-looking G-WIZ MID-SUMMER CLASSIC
Marc Schankweiler’s 1979 Malibu Goodguys Columbus
hot rod. Check out the full feature
starting on page 16. 62
Image by Fuelish Media BUILT NOT BOUGHT
Paul Rivard’s 1974 Camaro

78
NEVER DONE
Sam Palazzolo’s 1970 Chevelle

All Chevy Performance ISSN 2767-5068

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ALL CHEVY PERFORMANCE [3] VOLUME 4 • ISSUE 46• 2024

2021 RECIPIENT OF THE HRIA BUSINESS OF THE YEAR AWARD
EDITORIAL DIRECTOR
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BY NICK LICATA

T
his editorial is not going where you might think it is but it’s So, in 2008, fond memories of that car came back and had me on the prowl
likely the title got your attention. The hot models I’m referring for an early second-gen. At the time, these cars were still an affordable
to aren’t the ones standing next to a hopped-up Chevelle on option as a project car. I came across a Hugger Orange 1971 with a custom
the cover of a 1982 muscle car magazine. What I’m referring flame paintjob that looked like it had been done some time in the 1990s.
to are particular models of Chevy and how it got your attention. It came with a 350ci engine that had a rod knock, but that didn’t bother
me as I had another healthy small-block ready to take its place. That car
For me it all started with the first-gen Camaros. There were a few making became a project car for Camaro Performers and then moved onto Chevy
noise in my neighborhood and at my high school. To me they always stood High Performance magazine after Camaro Performers was set to pasture.
out as the coolest looking of all muscle cars. Those cars stuck in my In time, the small-block was replaced with an LS3, which is still in the
head, so a few years out of high school I bought a 1967 Camaro. It wasn’t car to this day. The flame paintjob and Chevy High Performance magazine
anything special, but it had the folding rear seat option, which according are long gone, but the car is still Hugger Orange, thanks Peter Newell at
to the Camaro White Book, there were 17,993 built with this $31.10 option. Competition Specialties in Walpole, Massachusetts.
I’ve heard them referred to as the “businessman coupe,” and I thought it
was a cool storage area. Unfortunately, I sold it in the early 1990s, and That’s how I became a second-gen Camaro fan, and I’m betting there’s an
for not much more than what I paid for it just three years earlier. And in interesting story on how a certain model of Chevy got you hooked, so I’d
reference to my editorial in the Sep. ’24 issue, man, I wish I still had that like to hear it.
car. Something most of us can relate to.
You in?
Years later, I went through a phase where I really wanted another Camaro;
this time a 1969, but by the time that quest started, even a rusted hulk
was out of my price range, so I set sights on an early second-gen Camaro.
It had to be a 1970-1973, though, as I wasn’t keen on the big-bumper
models that came out in 1974 and after; it was all about those round
taillights and thin bumpers for me.

I first took notice of the early second-gen Camaros when I was about
11 years old. One of my good friend’s older brothers had a Mulsanne
Blue 1970 that was handed down from his mom. It wasn’t long before he
started with the upgrades. I don’t remember exactly what was done to the
car, but I do remember he gradually bolted on the standard Day Two mods
as money allowed: headers, exhaust, cool-sounding mufflers, chrome air
filter and valve covers, traction bars, slotted mag wheels, wrapped in big
ol’ tires in the back and skinnies up front. That car wasn’t crazy fast or
anything, but it looked cool. Flamed glory.

I want to hear from you! Send an email to nlicata@[Link].

ALL CHEVY PERFORMANCE [8] VOLUME 4 • ISSUE 46 • 2024
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ACP PARTS BIN [Link]

2. HOLD THE LINE

1. CAMARO FRONT Scott’s Hotrods ’N Customs’ New Power Steering

HEADER PANEL Line Kits fill a much-needed gap when it comes 3. SNIPER 2 BRACKET
to installing a new front suspension under your
The 1970-1973 Camaro is a beloved model among custom hot rod. The kit is designed in-house with Lokar Performance Products present a throttle,
classic car aficionados, known for its iconic parts sourced from top-quality companies in the kickdown, and cruise control cable mounting
design and performance. AMD’s new Front Header industry to function properly and look good while bracket tailored specifically for Holley’s Sniper
Panel is meticulously crafted to meet or exceed doing the job. The Scott’s Hotrods Power Steering 2 EFI systems. These versatile brackets cater
OEM specifications, ensuring a precise fit and Line Kits feature a pressure-reducing valve, to various setups, accommodating throttle
superior durability. Manufactured using premium- -6AN fittings, O-ring washers, and black braided cable only, throttle/kickdown, throttle/cruise
grade materials and cutting-edge technology, this and coated high-pressure lines. These kits are control, or throttle/kickdown/cruise control cable
panel is designed to seamlessly integrate with the available for many different engine applications configurations. These brackets are precision
original structure of the Camaro, providing both to provide the correct amount of pressure for the machined from aluminum, are manufactured in
aesthetics and functionality. ubiquitous Thunderbird rack-and-pinion. the USA, and are available in Lokar’s Brite or
black anodized finishes.
For more information, contact Auto Metal For more information, call Scott’s Hotrods ’N
Direct by calling (888) 255-3895 or visit Customs at (800) 273-5195 or visit them at For more information, contact Lokar by calling
[Link]. [Link]. (877) 469-7440 or visit them at [Link].
ALL CHEVY PERFORMANCE [10] VOLUME 4 • ISSUE 46 • 2024
ACP PARTS BIN [Link]

5. DUAL A-ARM IRS

Schwartz Performance is excited to expand

their line of independent rear suspension
options with a new Dual A-arm IRS system
4. MAX AMPS designed for their entire line of G-Machine
Chassis. The Dual A-arm IRS was designed for
Tuff Stuff Performance Accessories is pleased applications that have a narrow track width, 6. SEAL THE DEAL
to announce the availability of high-output and the Schwartz unit measures only 54 inches
MAX AMP alternators. These new alternators from flange to flange. The Dual A-arm IRS is JJ’s is proud to introduce their new 1959-1964
fit nearly all 1963 to 1994 GM original muscle based around a Currie F9 rearend housing and GM car steering column firewall boot and seal.
cars and light trucks and provide up to 165 35-spline third member, and heavy-duty axles This attractive stainless steel firewall bezel is
amps at idle—225 amps at full charge. They rated to handle over 1,000 hp. Heavy-duty FK available for manual and automatic transmissions
are available in one-wire or OEM hookup with Heim joints and uniball joints provide a secure and mounts to the firewall in the engine
internal voltage regulator for fast, simple and quiet assembly with zero bind. The CNC- compartment via the factory holes, so no drilling
installation. They come in chrome-plated, black machined billet uprights accept either a late- is necessary. JJ’s Rods steering column seal
powdercoat, or Factory Cast Plus. model Mustang or Corvette hub assembly. stops hot air, dust, and water from coming around
the steering column and looks great doing so.
For more information, contact Tuff Stuff For more information, contact Schwartz
Performance Accessories by calling (216) 961- Performance by calling (815) 770-0751 or visit For more information, contact JJ’s Rods by calling
1800 or visit [Link]. [Link]. (704) 681-1357 or visit [Link].
ALL CHEVY PERFORMANCE [12] VOLUME 4 • ISSUE 46 • 2024
ACP CHEVY CONCEPTS

TEXT & RENDERING BY TAVIS HIGHLANDER

L
ittle details
and overall
thoughtfulness
are what set
this Corvette build apart.
Builder Josh Sanders
incorporated functionality
throughout all areas of
the car. Even the custom
panels in the engine bay
are easily removed for
maintenance access.
Under a handmade engine
cover is an LS7, which
is backed up to a T56
Magnum transmission.

Managing all that power

is an Art Morrison fully
independent chassis.
Behind the custom EVOD
wheels are big 14-inch
Wilwood rotors with
six-pistons up front
and four in the rear.
The stance created by
the chassis along with
the EVOD wheels create
an exciting look while
keeping the overall
design tasteful.

ALL CHEVY PERFORMANCE [14] VOLUME 4 • ISSUE 46 • 2024

 [Link]

@TavisHighlander [Link]
Builder: Sanders Street Rods (Enumclaw, WA)

1959
CORVETTE
ALL CHEVY PERFORMANCE [15] VOLUME 4 • ISSUE 46 • 2024
ACP FEATURE

BY FUELISH MEDIA IMAGES BY THE AUTHOR

ALL CHEVY PERFORMANCE [16] VOLUME 4 • ISSUE 46 • 2024

 [Link]

O
nce you experience the satisfaction that comes with “My dad had one of these 1955 Chevy cars back in the 1960s,” Scott
driving a car that you’ve customized with pride, there reminisces. After all these years of thinking back to the one my dad
is no going back—especially if you’ve been reliving the owned, I had an opportunity to purchase one for myself. A friend of
experience for 40 or more years. That is certainly a long mine found the car. It had been sitting in a garage in Long Beach for
time to be involved in this lifestyle, but for a guy like Scott Mittelsteadt over 20 years, and it took us two years to get the car after my friend
from Buena Park, California, it has become second nature. first found it.”

Scott’s love affair with all things automotive started way back when he With the car finally in hand, Scott put his plan to restore it into
was in junior high school. His group of friends were already certified motion—although he was unaware of the speed bumps that were
gearheads before they even had their learner’s permits. This formidable lying just around the bend. You see, he began his project smack dab in
exposure at school was only magnified at home for Scott since his the middle of the COVID-19 lockdown. Like a lot of other enthusiasts
dad was also into cool old cars. In fact, there was one vehicle that who were desperately trying to get their hands on essential parts and
resonated enough with Scott to lead him into buying and restoring one materials during that time, Scott had to be OK with waiting longer for
of his own years down the line. things than before when things were “normal.”

GOING
ALL-IN ON A
1955 CHEVY
GASSER
BUILD

ALL CHEVY PERFORMANCE [17] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

ALL CHEVY PERFORMANCE [18] VOLUME 4 • ISSUE 46 • 2024

 [Link]

“Even though I already knew which shop I wanted

to have overhaul major components of the car,
there was no way to avoid extended delays,” Scott
admits. The 2x4-inch, one-off chassis system
was well worth the wait though, as were all the
upgrades that followed. Fresh leaf spring packs
were then added to the front end, and a rear four-
link system was assembled to give Scott’s ’55 a
throwback Gasser stance with a much cushier
modern ride quality. Making the most of it is a set
of QA1 Aluma Matic coilovers in the rear.

To turn the new frame into a complete rolling

chassis, upgraded Wilwood brake packages were
quickly assembled. Recreating nostalgic street
appeal are sets of 15x5 and 15x8 Rebel wheels
that were rightfully paired with style-appropriate
tires, which included a pair of Pie Crust Cheater
Slicks at the rear.

ALL CHEVY PERFORMANCE [19] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

ALL CHEVY PERFORMANCE [20] VOLUME 4 • ISSUE 46 • 2024

 [Link]

While the chassis was being completed, Scott got to work preparing the Updating the 1955’s fuel system while maintaining a vintage aesthetic
new Chevy engine he ordered from BluePrint Engines. Even though the was important to Scott, and to help him pull off what he had in mind,
engine required an extra 9 months of waiting, Scott outfitted the 454 Mike Chrisman at Chrisman’s Cars in Santa Ana, California, joined the
small-block with as many performance add-ons as soon as he could. project at just the right time. “We were able to utilize a vintage four-
An aluminum radiator from Mattson’s Custom Radiator in neighboring port from the 1960s by converting it to electronic,” Scott exclaims. “It
city Stanton was secured for the project, as was a Mooneyham blower was a challenge to hide all the wires to the sensors and still make it
package, an MSD ignition setup, and custom stainless steel headers, work but Mike was able to pull it off and keep everything looking clean
3-inch exhaust tubes, and mufflers from Old Anvil Speed Shop in and unassuming. He deserves a lot of credit for converting the fuel
Orange, California. system so the car could perform reliably on the street.”

ALL CHEVY PERFORMANCE [21] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE [Link]

TECH
OWNER: Scott Mittelsteadt
VEHICLE: 1955 Chevy 210

Engine
TYPE: BluePrint Engines Chevy small-block
DISPLACEMENT: 454 ci
CYLINDER HEADS: BluePrint HP8103 aluminum 220
CAMSHAFT: 638/622 lift and 252/259 duration roller
INDUCTION: Mooneyham 671 blower, Hilborn four-port injection converted to electric
by Mike Chrisman of Chrisman Cars (Santa Ana, CA)
COOLING: Aluminum Mattson’s Custom Radiator with electric fan
ASSEMBLY: Scott Mittelsteadt
EXHAUST: Anvil Speed Shop 17/8-inch custom stainless steel headers, 3-inch stainless
tubing and mufflers
DRESSUP: GM high-performance valve covers, Eddie Motorsports hood hinges
FUEL TANK: Stock 14-gallon tank relocated to center of frame and back 8 inches

Drivetrain
TRANSMISSION: Richmond five-speed with McLeod twin-disc clutch
DRIVESHAFT: Custom
REAR AXLE: Ford 9-inch with Eaton diff, 4.10 gears, and 31-spline axles

Chassis
CHASSIS: Custom 2x4-inch frame
FRONT SUSPENSION: Old-school leaf in front, 1938 Ford spindles, QA1 shocks,
Aluma Matic coilovers
REAR SUSPENSION: Four-link, QA1 shocks and Aluma Matic coilovers, stabilizer bar
BRAKES: Wilwood 11-inch disc brakes with four-piston calipers and master cylinder

Wheels & Tires

WHEELS: 15x5 and 15x8 Rebel wheels
TIRES: 15x4 and 15x10 Firestone Pie Crust tires

Interior
UPHOLSTERY: Black leather by Westminster Auto Upholstery (Anaheim, CA)
SEATS: 1965 Chevelle buckets The next stop for Scott’s 1955 was to Mahoods Auto Body in nearby
STEERING: Vega steering box, stock steering column, 1953 Corvette steering wheel
INSTRUMENTATION: Classic Industries in-stock dash Anaheim where Mark Mahood performed some necessary body- and
PEDALS: Stock/Lokar paintwork. The factory hood was modified to accommodate the
SHIFTER: Long protruding scoop, and to revive the luster of the original chrome trim and
Exterior accessories they were all stripped off and sent to Artistic Silver Plating in
BODYWORK & PAINT: Mark Mahood of Mahoods Auto Body (Anaheim, CA) Signal Hill, California, for a refreshing chrome dip. In no time, the Chevy’s
HOOD: Stock modified for scoop appearance went from tired and dated to looking vibrant and ready to
take on another 69 years of service.

With most of the project completed, the last item for Scott to address
was his car’s interior, which was in dire need of rejuvenation. To get
that taken care of, Westminster Auto Upholstery in Anaheim recovered
the rear bench and 1965 Chevelle bucket seats with supple black
leather. The painted factory dash was then stuffed with instruments
from Classic Industries, which Scott was able to handle on his own. A
1953 Corvette steering wheel has even made an appearance to give the
confines of Scott’s 1955 a harmonious balance of clean vintage style and
straightforward function.

Even though Scott’s patience was put to the test throughout the nearly
three-year build process, he never lost hope—not even for a second.
“I’d like to thank all who played a part in helping with this car, and to my
friend Ron Reece who was there from the very beginning,” Scott says
graciously. “In the end, the car turned out great and if I was given the
chance to do it all over again, I wouldn’t change a thing.”
ALL CHEVY PERFORMANCE [22] VOLUME 4 • ISSUE 46 • 2024
ACP TECH

SOURCES
HOLLEY PERFORMANCE PRODUCTS
(866) 464-6553
[Link]

M/E WAGNER PERFORMANCE

(570) 899-4544
[Link]

SUMMIT RACING
(800) 230-3030
[Link]

ALL CHEVY PERFORMANCE [24] VOLUME 4 • ISSUE 46 • 2024

 [Link]

HOW TO
TUNE YOUR
HOLLEY
CARB FOR
BIG CAMS
BY JEFF SMITH IMAGES BY THE AUTHOR

I
t’s the beginning of a fantastic day. You’ve tightened
the last bolt to install that bad-boy small-block in your
Chevelle and it’s time for a testdrive. The engine is just
plain gnarly at idle, sounding more like an NHRA Comp
Eliminator small-block in the staging lanes rather than just
another street small-block.

But on the testdrive, the engine exhibits a nasty off-idle

stumble, and you notice that the idle is stinky fat but fiddling
with the idle mixture screws does not seem to help. And when
you lean out the idle mixture screws, that off-idle stumble gets
worse despite adding larger Holley accelerator pump nozzles
and a more-aggressive pump cam. Even your brother-in-law,
the self-proclaimed Holley expert, has no clue on how to
remedy this situation.

But there is a simple solution that anyone can apply to virtually

any engine suffering this fate. It will require some tuning
patience, but the actual steps are fairly easy. We’ll also offer
some alternatives if you’re not sure about your prowess with
making modifications to a typical Holley carburetor. This is the
carb that we will focus on, although as mentioned, the steps
would be similar for any carburetor.

1.

1. Before tearing into the carburetor, ensure that the engine is in a proper
state of tune. This means the spark plugs are not fouled black, the plug
wires are in good shape, and the ignition system is performing properly.

ALL CHEVY PERFORMANCE [25] VOLUME 4 • ISSUE 46 • 2024

ACP TECH [Link]

2. More initial timing can re- To set the stage, we’ll use a hypothetical small-block Chevy engine that is
ally help idle quality. Engines 2.
running a fairly long duration camshaft with plenty of overlap–the kind of
with big cams that idle below
9 to 10 Hg idle vacuum should cam that produces that enviable choppy idle. Along with that unsteady idle
run at least 15 degrees of comes a low intake manifold vacuum level. Our suggested crossover point
initial timing. Also make sure where these tuning changes will be necessary is manifold vacuum of less
your TDC mark is accurate.
Timing markers off by 3 to 4
than 10 inches.
degrees are not uncommon.
Holley carbs are mainly set up to handle engines that idle above 10 inches
3. This illustration reveals
of mercury (Hg) of idle vacuum. When a lower idle vacuum occurs, most
how the idle circuit works.
Fuel enters the idle circuit Holley carburetors will require turning the idle speed screw clockwise to
after mixed with air from the set a proper idle speed. By opening up the curb idle speed position on the
idle air bleed. The idle feed
throttle plates this uncovers something called the transition slot.
restrictor (A) determines the
amount of fuel delivered first
to the transition slot (B) and The transition slot is a thin machined opening in the primary throttle bore on
then past the idle mixture most carburetors. As the throttle is opened during normal driving, this slot
adjustment screw and finally
into the engine where it en-
delivers additional fuel from the idle circuit that ensures the engine does not
ters below the throttle blade run lean before there is enough airspeed through the venturis of the primary
(C). As you can see, if the side of the carburetor to pull fuel from the main boosters. With an engine
transition slot is excessively
idling at 12 to 15 Hg of idle vacuum, the throttle plates are nearly closed, and
exposed, this introduces too
much fuel into the engine the transition slot is either barely exposed or completely closed.
upstream of the idle mixture
adjustment.
Engines with low idle vacuum require the throttle plates to be opened more
to allow sufficient air into the manifold for the engine to idle at the desired
3. rpm. This creates the problem. As more of the transition slot is exposed,
this adds more fuel that is not metered by the idle mixture screws. Even
if the idle mixture screws are nearly closed, the air/fuel ratio may still be
rich. Worse yet, with much of the transfer fuel delivered now at curb idle,
when the throttle blades are opened past idle during normal driving, the
engine will experience a stumble since the circuit now transitions from too
4. rich to excessively lean.

So how do we fix this?

The easiest way to prevent this from happening is to not build an engine that
idles with 6 Hg of manifold vacuum. But that’s not a realistic solution. The
next least-effort opportunity is to buy one of the high-end Holley Ultra-XP line
of carburetors that range from 600-, 650-, 750-, and 850-cfm versions. These
carburetors feature an idle air bypass feature that allows the tuner to adjust
idle speed without moving the position of throttle blades through a separate
air bypass system. This maintains the proper throttle blade position relative
to the transition slot and eliminates the off-idle stumble.

The only problem with this solution is that these are $1,000-plus
carburetors, which are probably out of the reach of a typical street engine
builder or tuner. But there is another solution that will only cost time and
maybe a carb gasket or two.

The most popular and time-honored solution is to drill holes in the primary
4. Before making any changes, record the idle vacuum and engine rpm to use as a (and often secondary) throttle blades. This is a dedicated solution in which
reference point once the changes are made to the carburetor. This is a good time to once the holes are drilled there’s no turning back from this approach. So,
try to improve idle quality with the idle mixture screws. Often just optimizing idle we should first run through some helpful recommendations to try before
quality with more timing and fine-tuning the idle mixture screws will improve idle
quality enough that drilling holes in the carburetor isn’t necessary. On this gauge,
resorting to this serious modification to an existing carburetor.
this engine is idling at about 8 Hg on the inboard scale.

ALL CHEVY PERFORMANCE [26] VOLUME 4 • ISSUE 46 • 2024

 1967 Chevy Nova
Builders/Owners: Scott & Brian Hughes

 
 
     
ACP TECH [Link]

5-6. Photo 5 shows the proper

position of the throttle blade
5. Before we get into modifying the carburetor we should acknowledge
to the transfer slot where the old tuner’s adage that states, “90 percent of all carburetor
the slot is barely uncovered problems are ignition related.” That may over-state the case a bit
(arrows) . Photo 6 reveals how but it’s worth recognizing the point. The first suggestion is to ensure
a low idle vacuum requires the
primary throttle blades to be
the ignition system is working properly. This includes the distributor
cranked open to establish the mechanical and vacuum advance systems. It’s also critical that the
required idle speed. This un- initial timing is set to a minimum of 12-15 degrees.
covers the transfer slots that
dump unmetered fuel into the
engine, resulting in an overly Engines with big camshafts combined with less than 10:1
rich idle mixture. compression suffer from low cylinder pressures at idle. To
compensate, these engines demand much more initial timing
6. compared to engines with 9.5:1 or more compression with less cam
overlap. There are no hard and fast rules here except that engines
with more overlap need more initial timing.

Also check to make sure the engine is not suffering from fouled spark
plugs, a blown power valve, a vacuum leak or two, or that it has other
mechanical problems like poorly adjusted valve preload or lash that
would affect the engine’s idle vacuum. Assuming these systems are all
in good working order, we can proceed with the carb modifications. First,
carefully record the engine’s current idle speed—like 900 rpm in neutral,
the idle vacuum, as well as the position of the idle mixture screws.
7. If your carb reveals an overly exposed transfer slot, try this first before drilling holes.
Experiment by opening the secondary throttle blades roughly a half-turn or so. On most
The idle mixture screw position also demands some attention.
Holleys this stop is found by turning the carb upside down and adjusting the small hidden
screw. Some mechanical secondary Holleys offer this adjustment with an easily accessible With the transition slot exposed, the idle mixture screws are often
screw on the top. Sometimes a slight increase in secondary throttle position can help by turned either more than two turns out or they have been adjusted to
slightly closing the primary throttle blades.
where they are only a half-turn out from fully closed. Both of these
7. adjustments are improper. It might be worth it to set the idle mixture
screws at one full turn out from fully seated to start with unless the
engine refuses to idle. But we’ll get to that once we have the transfer
slot correct.

The first and most important clue is to remove the carburetor and turn
it upside down and check the position of the primary throttle blades
relative to the transition slot. If the transition slot is exposed much
more than the width of the slot, then this is a major indicator of a
problem, especially if more than 3/ 16 inch of the slot is exposed.

Assuming this is the case, the next step is to drill a 1/8-inch hole in each
of the primary throttle blades centered on the slot side of the throttle
blade. Carefully drill these two holes and remove any chips from the
8. If all other attempts fail, carburetor. One way to prevent the chips from entering the carb is
the next step is to drill the
8.
to coat the drill bit with grease, which will retain these chips. Do not
primary throttle blades with
a handheld drill motor. Start change the position of the throttle blades with the curb idle screw.
with one hole in each primary
throttle blade of roughly ³/32 or Place the carb back on the engine and you should notice the engine
¹/8 inch. Reinstall the carb and
readjust idle speed by closing
idles at a slightly higher rpm. It’s also possible that the engine may
the throttle blades. You may not respond. If so, increase the hole from 1/8 to 3/ 16 inch. This should
have to repeat this process produce a change in idle speed. Assuming this happens, close
several times to achieve the
the throttle blades with the curb idle screw and then remove the
proper balance by sneaking up
on a larger bypass hole. Note carburetor and inspect the position of the primary throttle blades to
in this photo that the transfer the transition slot.
slot is fully closed off.

ALL CHEVY PERFORMANCE [28] VOLUME 4 • ISSUE 46 • 2024

ACP TECH [Link]

What we want to achieve is to close the throttle blades to where the

9. 9. Once the by-
pass holes have transition slot is barely exposed by the throttle blades or fully blocked. If
established the holes larger than 3/ 16 inch do not help, you may consider drilling two more
correct bypass
1/8-inch holes in the secondary throttle blades to increase the volume of air
air, the idle mix-
ture will need to entering the manifold.
be readjusted.
Do this process
Be very careful here because it’s very easy to overshoot with too many
using very fine
adjustments to large holes. When this happens, the engine will idle too fast with the curb
each idle mixture idle adjustment completely closed. If this happens, the best solution is to
screw until the replace the throttle blades and start over.
highest idle vac-
uum is achieved.
It’s also important to readjust the idle mixture screws after increasing the
10. If you don’t bypass hole sizes. These will be minor adjustments, assuming that we have
mind spending
now achieved a proper idle speed with the transition slot nearly closed, this
money, Holley
offers a range of now separates the transition slot from the idle mixture screw circuit, which
Ultra XP carbure- is how Holley designed the circuit to work.
tors that include
an idle bypass
circuit that Now we must readjust the idle mixture screws to achieve a lean idle.
allows the tuner Enthusiasts often mistakenly think that a lean idle mixture will contribute to
to set idle speed increasing coolant temperatures at idle. This is entirely false. In fact, an overly
without chang-
ing the position
rich engine will tend to run hotter because the rich air/fuel mixture continues
of the throttle to burn as the exhaust valve opens. A lean mixture at idle burns very quickly
10. blades. You and is almost entirely combusted by the time the exhaust valve opens.
can see the idle
bypass air entry
points just below Let’s assume the idle mixture screws are turned out to around 1½ turns or
the center of the more. It’s not uncommon to find attempts to fix the off-idle stumble with
main body. This
a richer idle mixture setting. Start by ensuring that all idle mixture screws
is adjusted with
a tapered screw are set the same number of turns out from lightly seated. It is important to
located inside always make the same adjustment to all the idle mixture screws.
the center post
hole for the air
cleaner stud.
With the engine idling, make very small adjustments of 1/ 16 turn or less
for each idle mixture screw. Make a small adjustment to each idle mixture
11. If your engine screw and then evaluate the change on the vacuum gauge shooting for the
idles with a
highest vacuum reading. After this highest vacuum reading is achieved,
manifold vacuum
11. around 9 to 10 this will also increase the idle speed slightly. This is why it’s important
Hg but you still to readjust the idle mixture screws after drilling the bypass holes to not
have the stumble,
overshoot the desired idle speed with too much bypass air. The trick is to
consider adding
an M/E Wagner keep the bypass holes as small as possible.
billet aluminum
adjustable PCV If the carburetor had been messed with prior to these adjustments,
valve. This valve
is similar to
consider going back to the original accelerator pump nozzle size and
increasing bypass return to the stock accelerator pump cam. Also make sure there is no slop
air that will between the accelerator pump lever arm and the accelerator pump. Excess
increase airflow
clearance here can create a slight hesitation off idle.
and might help by
closing the throt-
tle blades slightly As you can see, this process is quite lengthy but not necessarily complex.
after the valve is
The key is to make each step carefully while working toward the goal of
installed. Plus,
this PCV valve minimizing the size of the exposed portion of the transfer slot. Once this is
will pull a slight achieved, the engine will respond with a leaner idle mixture setting and the
vacuum inside off-idle stumble should disappear. The end result is a much happier engine
the crankcase,
which will help
at both idle and initial throttle opening. This will likely also put a smile on
reduce oil leaks. your face.

ALL CHEVY PERFORMANCE [30] VOLUME 4 • ISSUE 46 • 2024

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ACP FEATURE

PERSISTENCE PAYS OFF

ALL CHEVY PERFORMANCE [32] VOLUME 4 • ISSUE 46 • 2024
 [Link]

BY NICK LICATA IMAGES BY NOTSTOCK PHOTOGRAPHY

SCOTTY
T
he 1963 Sting Ray is considered by many to be
the most desired model and year Corvette ever.

HOOPER’S With its sleek, modern design, a range of powerful

engine choices, and newly introduced independent

1963 rear suspension, its popularity makes total sense. With mostly
positive reviews from automotive journalists when it debuted

CORVETTE in the fall of 1962, those favorable assessments translated to

STING RAY
strong sales. The 1963 model marked the first year of the C2 and
featured a one-year-only distinctive rear split window. While this
iconic feature contributed to the car’s futuristic and aggressive
demeanor, it also created a blind spot posing visibility issues,
which many owners considered to be an inconvenience. Some
actually had dealers replace the split window for a single-piece
rear window. Blasphemy!

ALL CHEVY PERFORMANCE [33] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

Today, the ’63 Corvette commands

insane prices, and enthusiasts in
possession of one have no problem
working around the split window
“inconvenience” and are proud to own a
remarkable piece of automotive history.
This editor believes it to be the coolest-
looking Corvette model ever.

Scotty Hooper is a huge fan of the

1963 Corvette and has had one on his
radar for years as his next build. He’s
a car guy to the bone and in fact has a
collection consisting of 67 various hot
rods and muscle cars–vintage and late
model–along with 83 restored antique
Harley-Davidson motorcycles. Scotty’s
collection is more like a museum due to
the immaculate condition of the restored
rare cars along with the eclectic grouping
of vintage Harleys, with the newest being
from 1983.

As we tail back to this 1963 Corvette

and how it came about, we’ll let Scotty
tell the story: “Paul Atkins, owner of
Paul Atkins Interiors, is a hot rod builder
who I’ve been close friends with since
high school. We used to do a lot of street
racing, and we took part in quite a bit of
shenanigans back in our younger days—it
was mostly harmless, but it was usually
car-related stuff. [Atkins] started out
doing just auto upholstery and through
time began doing full hot rod and muscle
car builds. Over the years he has built
seven or eight cars for me, so I visit the
shop quite often. For years I had been
stalking a 1963 Corvette he was in the
process of building for himself. It was a
car he purchased in pieces about 12 years
prior and at this point he was making
good progress on the build, as it had a
Roadster Shop chassis, an LS9, and a
transmission mocked up in the car. Just
about every time I stopped by the shop,
I would bug him to sell it to me. I’d get
more aggressive with every attempt, but
he wouldn’t budge. At some point he got
tired of my constant harassment, or I
offered him the right amount of money.

ALL CHEVY PERFORMANCE [34] VOLUME 4 • ISSUE 46 • 2024

 [Link]

ALL CHEVY PERFORMANCE [35] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

ALL CHEVY PERFORMANCE [36] VOLUME 4 • ISSUE 46 • 2024

 [Link]

Either way, he reluctantly gave in and sold me the car.” Atkins’ crew fabbed up a set of stainless headers that flow to a custom-
built 2½-inch exhaust topped with Borla X3-SS mufflers for a distinctive
With the car now in Scotty’s hands he got together with renowned punch created by the 638hp supercharged eight-chamber symphony—
automotive artist Eric Brockmeyer to help create a custom Corvette plenty of power for Scotty to hammer the throttle pedal and instantly
capable of winning some top-notch awards while at the same time void any new-tire warranty.
possessing excellent street manners. The duo collaborated and came up
with some tasteful custom design elements, including the car’s exterior That power works its way through a T-56 Magnum six-speed transmission,
color, interior design, and chose just the right wheels that would make triple-disc Tick performance clutch, Fast Shift driveshaft, and onto a Ford
this 1963 stand out from any other split window out in the wild. 9-inch, Dutchman centersection stuffed with 3.70 gears, Truetrac posi,
and 31-spline axles. It’s a robust setup capable of handling every ounce of
With the Corvette now a customer car, Atkins and his team put the power the C2 can dish out while providing years of worry-free operation.
build in overdrive and began the customizing process while staying
true to the Brockmeyer rendering. They enhanced the side vents for Underneath, the Roadster Shop Fast Track chassis employs Corvette Z06
a custom touch then focused on the bodywork prep, which included spindles, 15/8-inch lower control arms, and 1¼-inch upper control arms
hours and hours of tedious wet sanding and proper gapping prior up front for additional strength and a proper hot rod stance while able to
to laying down a brilliant R-M Light Misty Green paint, giving the accept a wider-than-stock wheel-and-tire combination. Out back, the IRS
Corvette outstanding eye appeal. As a finishing touch, a set of custom system relies on Fox coilover shocks and 1¼-inch splined sway bar for an
bumpers were narrowed and tucked for a stealthier approach that exceptional driving experience.
pairs nicely with the 1966 Corvette big-block hood.
Schott Vulcan wheels (18x8 front, 19x12 rear) wrapped in vast
The engine bay was treated to custom inner fender panels color-matched to Bridgestone Potenza rubber ensure the Corvette maintains a firm grip
the exterior prior to dropping in the aforementioned LS9 powerplant. Lokar on the road while showcasing a bold and assertive style. Wilwood disc
valve covers, Concept One accessory drive system, and custom-painted brakes reside on all four corners and work in tandem with the Wilwood
supercharger lid spice up the engine’s otherwise-factory appearance. master cylinder and Tuff Stuff brake booster for precise stopping power.

ALL CHEVY PERFORMANCE [37] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE [Link]

Inside you’ll find an abundance of Graphite and Pebble leather throughout stunning appearance with a high-performance powertrain to give this classic
that seamlessly blends with the gray square-weave carpet. Atkins and sports/muscle car all the modern amenities to keep this stellar ride on the
his team referred to the Brockmeyer rendering and installed the stunning road and turning heads for years to come.
setup that includes custom door panels, custom console, and cushy custom
leather-wrapped seats. The revitalized factory dash is populated with a As for Atkins originally wanting to keep this build for himself, thankfully he
custom gauge pod that houses Dakota Digital informants. The Clarion head has since made it through the heartbreak phase and has his hands on another
unit and Vintage Air control panel look right at home in the freshly fabricated 1963, once again claiming he has no plans on letting this one go.
center console plate. A Billet Specialties steering wheel wrapped in interior-
matching leather mounted on a painted Ididit steering column complements We are looking forward to what Atkins has in store for his latest 1963
the modern premise throughout the cockpit. Corvette build, but as far as keeping it for himself, we’ll assume that
situation is “fluid.”
Scotty’s determination paid off and netted him an extraordinary version of
the iconic 1963 Corvette. Atkins and his team completed the impressive build
in roughly 1½ years and cut no corners, showcasing a car that combines a

Chassis
TECH CHASSIS: Roadster Shop Fast Track
FRONT SUSPENSION: C7 Corvette spindles, Fox single-adjustable shocks, 1.25-inch
OWNER: Scotty Hooper, Cullman, Alabama splined sway bar
VEHICLE: 1963 Corvette Sting Ray REAR SUSPENSION: RS IRS, Fox single-adjustable shocks, 1.25-inch splined sway bar
BRAKES: Wilwood 13-inch rotors, six-piston calipers front, 14-inch rotors four-piston
Engine calipers rear, Wilwood master cylinder, Tuff Stuff Performance brake booster
TYPE: Chevrolet Performance LS9
DISPLACEMENT: 376 ci Wheels & Tires
COMPRESSION RATIO: 9.1:1 WHEELS: Schott Vulcan 18x8 front, 19x12 rear
BORE: 4.065 inches TIRES: Bridgestone Potenza 235/40R18 front, 345/35R19
STROKE: 3.62 inches
CYLINDER HEADS: Aluminum L93-style ports Interior
ROTATING ASSEMBLY: Forged steel crankshaft, forged titanium connecting rods, forged UPHOLSTERY: Custom Graphite and Pebble leather, gray square-weave carpet
aluminum pistons INSTALLATION: Paul Atkins Interiors (Hanceville, AL)
CAMSHAFT: Hydraulic roller SEATS: Custom by Paul Atkins Interiors
INDUCTION: Eaton 2.3L supercharger DOOR PANELS: Custom by Paul Atkins Interiors
ASSEMBLY: GM STEERING: Ididit column, Billet Specialties steering wheel
VALVE COVERS: Lokar DASH: Custom by Paul Atkins Interiors
ACCESSORY DRIVE: Concept One INSTRUMENTATION: Dakota Digital
EXHAUST: Custom-built headers, custom mandrel-bent 2.5-inch stainless exhaust, Borla HVAC: Vintage Air
Pro X3 mufflers ENTERTAINMENT SYSTEM: Clarion CMM-10 head unit, JL Audio speakers and subwoofer
ANCILLARIES: K&N air filter, SPAL dual electric fans, 2016 Corvette radiator, Tanks Inc. WIRING: Centech Wiring harness installed by Ricky Burks (Hanceville, AL)
18-gallon fuel tank
OUTPUT: 638 hp at 6,500 rpm, 604 lb-ft at 3,800 rpm Exterior
BODYWORK AND PAINT: Paul Atkins Hot Rods
Drivetrain PAINT: R-M Light Misty Green
TRANSMISSION: TREMEC Magnum T-56 FRONT BUMPER: Custom, narrowed and tucked
CLUTCH: Tilton triple disc REAR BUMPER: Custom, narrowed and tucked
REAR AXLE: 9-inch, Dutchman centersection, 3.70 gears, 31-spline axles HEADLIGHTS: Halogen
PLATING: Dan’s Polishing and Chrome (Adamsville, TN)
ALL CHEVY PERFORMANCE [38] VOLUME 4 • ISSUE 46 • 2024
ACP TECH

1.
1. MetalWorks’ tal-
ented fabricator Dave
Williams made the
subtle changes to the
bumpers on this 1955
Chevrolet Nomad
shown here that are
typical of the shop’s
attention to detail.

BY RON CERIDONO IMAGES BY CHADLY JOHNSON

MAKING D
espite the fact that Chevrolet was the automotive sales leader in
1954, it was painfully obvious it was time to make some changes.
Chevrolet was still using a version of the inline six-cylinder engine
introduced in 1929. While it was vastly improved compared to the

A GOOD
original design, Chevrolet’s chief competitor, Ford, had introduced an OHV V-8.

Another inescapable issue was Chevrolet’s styling had grown stale. The basic
design introduced in 1949 had been repeatedly massaged, but by 1954 it was old

THING
news. In 1955 everything changed. The revolutionary small-block V-8 debuted, and
some of the brand’s most iconic body styles would be produced over the next three
years: the 1955, 1956, and 1957 Chevrolets, commonly referred to as Tri-Fives.

BETTER IT’S THE DETAILS THAT

One of the most sought-after examples in the Tri-Five series is the 1955 Nomad,
and while most would agree these are spectacular-looking cars, MetalWorks
Speed Shop in Eugene, Oregon, has found some subtle ways of making a good
thing better. MetalWorks has gained a reputation for producing some of the
finest restorations and custom builds to be found. One of their current projects
MAKE A DIFFERENCE is a ’55 Chevy Nomad that will be getting the full Pro Touring treatment. The
build began with their in-house acid dipping process that removed all the
paint and rust from the vintage sheetmetal in preparation for rust repair and
bodywork (see [Link] for more information).
ALL CHEVY PERFORMANCE [40] VOLUME 4 • ISSUE 46 • 2024
 [Link]

2.

2. Williams
3. started with 4.
a one-piece
“California”
front bumper. It
has been tucked
tighter to the
gravel pan, and
the mounting
boltholes have
been eliminated.

3. Here, the ends

of the reposi-
tioned bumper
have been modi-
fied to precisely
fit the wheel
opening.

4. With the
bumper moved
closer to the
5. body, the 6.
bumper ends
were marked for
cutting.

5. The ends of
a three-piece
bumper were cut
off and reshaped
(right) to fit the
contour of the
wheel opening.

6. Satisfied with
the shape of the
modified bumper
extension, it was
cut to length
(note the mark).
ALL CHEVY PERFORMANCE [41] VOLUME 4 • ISSUE 46 • 2024
ACP TECH [Link]

7. 8.

With the body mounted on an Art Morrison Enterprises chassis,

MetalWorks’ Dave Williams turned his attention to making 7. A test-fit verified the
subtle but effective changes to the front and rear bumpers. length of the extension
9.
and the angle of the
The “California” front bumper was moved closer to the body
reshaped end.
with custom mounting brackets and the original boltholes
were filled. The ends of the bumper that wrap around the 8. With the bumper end
front fenders were then cut and modified to precisely match tacked on the fit with
the wheelwell it was
the shape of the wheel opening. In the rear, the original deemed a perfect match.
three-piece bumper was smoothed by welding the seams and
filling the boltholes. The bumper was moved closer to the 9. Satisfied with the
shape of the extension,
body and the ends were recontoured to fit the quarter-panel
Williams fired up the
indentations exactly. welder and joined the
pieces together.

While the changes made to both bumpers are simple in

10. After welding and
concept, in terms of the end results, they are dramatic—which grinding, the bumper
is the perfect way to make a good thing better. looks like it came this
way from the factory.

10. 11.

11. With the factory bolts eliminated, Williams shaped reinforce-

ments to fit inside the bumper.

ALL CHEVY PERFORMANCE [42] VOLUME 4 • ISSUE 46 • 2024

 855.313.9173
[Link]/allchevyperformance

91048345 91031921 91036472 91035000 9300110

Ford 9 Inch Gear-Style Posi Ford 9 Inch Bolt-On Rear Disc 1964-72 GM A Body Tubular G-Comp 2” Drop Performance 1965-1989 Small Block
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ACP TECH [Link]

12. New frame

12. brackets bolt
13.
to studs in the
reinforcements.
The custom
brackets tuck the
bumper tighter to
the body.

13. The finished

tucked and
extended
bumper is one
of those subtle
modifications
that will set this
car apart from
the rest.
14. 15.
14. In the rear,
the bumper was
moved closer
to the body and
recontoured to
fit tighter to
the fenders. The
ends were cut
off so they could
be shortened to
fit properly.

15. The ends of

the bumpers
were trimmed to
fit closely to the
recesses in the
16. quarter-panels. 17.
16. Satisfied
with the fit,
Williams welded
the bumper ends
back in place.

17. As in the
front, the rear
bumpers have
been smoothed
by filling the
original boltholes
and adding hid-
den attachment
points.
18. 19.
18. After the
welding was
finished, the
bumpers were
ground smooth
with an abra-
sive disc.

19. The finished

joints are impos-
sible to detect,
a testament
to Williams’
metalworking
capabilities.

ALL CHEVY PERFORMANCE [44] VOLUME 4 • ISSUE 46 • 2024

 Erica Enders David Rush’s 1959 Impala
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ACP TECH [Link]

20. Here the perfect match

20.
A TRI-FIVE MYTH EXPLAINED between the bumper and
quarter-panel recess can be seen.
Tri-Five Chevrolets came with two types of front bumpers, three- It was never like this from the
piece and one-piece style, often called a “California” bumper. factory.
Ironically it was often hard to tell the difference on an original car
21. By moving the bumper closer
due to the fact the seams where the three-piece bumpers were to the body the gap between it and
joined were hidden by the bumper guards. But that meant for the body is reduced dramatically
those who wanted to eliminate the bumper guards for a cleaner and the fit around the ends of the
fenders is now tighter as well.
look, a one-piece bumper was the one to have.
22. There were no “California”
Over the years there have been a number of theories put forth one-piece rear bumpers, so Wil-
liams welded the original three
to explain why GM went to the trouble of making two different
pieces together.
styles for the same cars. Some said it was due to a difference in
suppliers, others said it was because the multi-piece bumpers 21.
were cheaper to ship, while there were those who believed it had
to do with rust forming where the sections bolted together. To
find out the real reason we turned to an acknowledged expert on
the subject, Christopher Sondles, founder and president of the
American Tri-Five Association.

According to Sondles the reason for one-piece bumpers was simple

enough—it was a state requirement. California mandated that front
bumpers had to be made in one piece; multiple-piece construction
wasn’t allowed. When you think about it, the “California” bumper
requirement could be the only known example of a state law that
automotive enthusiasts are thankful for.

22.
SOURCE
METALWORKS SPEED SHOP
(541) 638-1015
[Link]

ALL CHEVY PERFORMANCE [46] VOLUME 4 • ISSUE 46 • 2024

 STREET to TRACK

CLASSIC DYNALITE AEROLITE 6 SUPERLITE 6R DYNAPRO

STREET CRUISING | PRO-TOURING | TRACK DAYS | DRAG RACING

1967 Chevy Nova

John Packard

LEARN MORE

[Link]
805.388.1188 POWER. CONTROL. PRECISION.
ACP FEATURE

BY SCOTTY LACHENAUER IMAGES BY THE AUTHOR

A NASTY 1979 MALIBU

ALL CHEVY PERFORMANCE [48] VOLUME 4 • ISSUE 46 • 2024

 [Link]

C
hevy Squarebodies have always been a “thing” to Things stayed relatively quiet in the Schankweiler garage until one day
Douglassville, Pennsylvania’s Marc Schankweiler. His love Marc spotted something that got his blood pressure rising. “I saw the
for these cars started in high school back in the 1980s with brilliant Carmine Red exterior of this Malibu for sale on social media. A
a 1966 Chevy II that started as a rolling chassis. It morphed deal was struck, and just like that the 1979 Chevy was on its way to my
from its 283ci small-block and powerglide roots into a powered-up 327ci garage,” Marc tells. It came complete with the original window sticker,
muscle ride, built right with a Muncie four-speed between the buckets. build sheet, and several other unique items, which came directly from its
“That car met its demise a few years later after an accident, when delivery at Larry Murphy Chevrolet in Lancaster, Pennsylvania. It was a
‘distracted driving’ meant staring out the window at used cars on a Chevy rock-solid starting point for a budget streetcar.
dealership lot,” Marc admits.
Marc’s new ride came off the assembly line as a plain Jane, 3.3L, two-
Fast forward six years and Marc ended up scoring another ’66 that would barreled Malibu built with a basic three-speed manual transmission.
become his main squeeze for the next 30-odd years. “One day it was Interestingly enough, just an AM radio was the sole entertainment source
unceremoniously pried from my hands, and headed to greener pastures in this modest ride and was also ordered without air conditioning. One
out in Tennessee,” Marc reflects. “So, I bought another 1966 that did time high note was that a 383 stroker was now nestled in the engine bay
next to my 1986 Mustang GT in the garage. The Blue Oval didn’t have backed by a TH350 transmission. This would provide ample horsepower
the same mystique as my Squarebody Bowties so it too was sold off to a for Marc’s 18-year-old son Braylon, a former track and NHRA Division 1
buyer in the Midwest.” Champion who was just aging out of NHRA Junior Dragster competition.

ALL CHEVY PERFORMANCE [49] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

Then things started to change. “After some shakedown passes at the manual master cylinder handles the braking power. To give this Malibu
track, I pulled the engine to see what was going on with it and decided the aggressive look he was after, Marc added a set of 15x4 RC Component
that only the block was salvageable. The rest was sold off to make way wheels up front and a pair of 15x8 Holeshot wheels within the quarters.
for the new powerplant.” They are shod in 26x7.5-15 Mickey Thompson Sportsman and Mickey
Thompson Pro Bracket Radials in 28x9-15, respectively.
So, Marc got to it and sent the new block to C2 Competition Converters
and Machining in Ephrata, Pennsylvania. Once ready, in went a Scat Suspension modifications include Spohn tubular rear upper control arms
forged rotating assembly installed by BMS Motorsports in Plymouth and UMI tubular rear lower control arms along with Viking Smooth Body
Meeting, Pennsylvania. A pair of Profiler All American heads and Profiler/ double-adjustable shocks and BMR rear springs. Viking double-adjustable
Wilson intake manifold were bolted on the short-block—the latter topped coilovers were added up front. Marc also did a steering shaft mod using a
with an ATM Innovation 750-cfm carburetor. This rodder’s recipe is good Jeep Cherokee shaft, feeding a GM 525 manual steering box.
for 11:1 compression, running on a 50/50 blend of VP Fuels 110 and
ethanol-free pump gas. Knowing that this car was a going to be not only a street digger, but also
a track runner, Marc decided to start the interior with a six-point rollcage
A Bullet custom roller camshaft was used as the heart of this feisty courtesy of Ken’s Kustom Chassis in Leesport, Pennsylvania. He moved
small-block. Schoenfeld headers expel the spent gases through an all- forward and salvaged much of the original interior upholstery including the
aluminum exhaust courtesy of Herfurth Aluminum Racing Mufflers. The seats, carpet, and door panels. A Grant wheel sits on the original GM column
crew at J&B Motorsports in Pottstown, Pennsylvania, installed the Holley and looks good while keeping the Malibu pointed in the right direction.
Sniper fuel cell with internal pump, as well as the required plumbing and
battery box in the trunk. A visit to ASR Street Machines in Boyertown, Pennsylvania, led to a
custom shifter mount along with a mount for the RPM Performance
The freshly built 383 is backed by a Chris Root–prepped Turbo 350 Products data logger digital display. RACEWires in Lancaster County
transmission built with a bulletproof C2 converter. It feeds a Moser handled the wiring duties from front to rear for the fuel system, MSD
9-inch rearend, which is stuffed with 4.56 gears. The OEM GM manual ignition, fan, water pump, data logger, and custom switch panel using
brake setup (disc front and drum rear) pushed by a [Link] tried-and-true components from Leash Electronics and RACEWires.

ALL CHEVY PERFORMANCE [50] VOLUME 4 • ISSUE 46 • 2024

 [Link]

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ACP FEATURE

ALL CHEVY PERFORMANCE [52] VOLUME 4 • ISSUE 46 • 2024

 [Link]

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ACP FEATURE [Link]

The Malibu came with a nice but weathered paintjob in a hue that
the new owner was fond of, so John Martin and his technicians at HC
Martin Body Company in Stowe, Pennsylvania, were hired to bring the
Chevy’s skin back to life. The sheetmetal was in amazing shape and
needed only a light massaging of a few door dings to get the body
laser straight. It was then followed by a subsequent application of
fresh, slightly modified, Carmine Red Metallic Pearl paint that makes
this thing pop in just about every lighting condition.

Once finished up, Marc took the opportunity to break in his new
ride. “It drives like a dream on the street and the exhaust note
is perfect.” Marc says. “I haven’t had it at the track since the
teardown, but I expect it will be even better this time around.
It came out exceptionally well, but of course, there is always
room for improvement.”

TECH
OWNER: Marc Schankweiler, Douglassville, Pennsylvania
VEHICLE: 1979 Chevy Malibu Classic

ENGINE
BLOCK: GM 350 small-block
BORE: 4.030
STROKE: 3.750
COMPRESSION RATIO: 11:1
CRANK: Scat 4340
RODS: Scat Pro Stock
PISTONS: Icon forged
CYLINDER HEADS: Profiler All American
CAM: Bullet Solid Roller
INTAKE: Profiler/Wilson Cast
CARBURETOR: ATM Innovation 750-cfm
IGNITION: MSD
OUTPUT: 575 hp
HEADERS: Schoenfeld
MUFFLERS: Herfurth Aluminum Racing Mufflers (H.A.R.M.)

DRIVETRAIN
TRANS: Chris Root TH350
REAR: Moser 9-inch assembled by 8- and 9-Inch Ford rears
(Pennsville, NJ) with 4.56 gears

CHASSIS
FRONT SUSPENSION: Viking double-adjustable coilover shocks
REAR SUSPENSION: Viking double-adjustable shocks, BMR springs
BRAKES: Factory disc front, factory drum rear

WHEELS & TIRES

WHEELS: RC Component 15x4 front, Holeshot 15x8 rear
TIRES: Mickey Thompson Sportsman 26x7.5-15 front Mickey Thompson
Pro Bracket Radials in 28x9-15 rear

INTERIOR
WHEEL: Grant
GAUGES: RPM Performance
SHIFTER: Hurst
ROLLCAGE: Ken’s Kustom Chassis (Leesport, PA)

EXTERIOR
HOOD: Harwood fiberglass
PAINT: HC Martin Body Company
COLOR: Carmine Red Metallic Pearl

ALL CHEVY PERFORMANCE [54] VOLUME 4 • ISSUE 46 • 2024

 VISION REALIZED

FREE CATALOG 1-888-816-2897 [Link]/catalogs

America’s First Choice in Restoration and Performance Parts and Accessories 18460 Gothard St. Huntington Beach, Ca 92648
ACP TECH BY RYAN MANSON IMAGES BY THE AUTHOR

A SIMPLE SPRAY DIY RESTORATION OF A STEEL DASH

1. The dash in Bruce Valley’s 1957 was too bad to ignore,

1. especially since we’d be gutting it for the gauge and A/C
install. There’s no better time than today!

I
t’s certainly not a rare occurrence for one upgrade to necessitate a The interior of the car wasn’t originally going to receive too much
whole slew of other unexpected tasks to pop up. When it came to attention, but with the addition of the LS engine, we decided that it would
our buddy Bruce Valley’s 1957 Chevy Handyman Wagon project it probably be a good idea to upgrade the gauge package so a keener eye
seemed to exemplify this. What began as a project with a short list could be kept on the operations of the 400-plus horse powerplant.
of modifications soon turned into a near body-off restomod job. The simple
task of swapping out the previous 350ci engine with a new LS3 meant Like the other tasks previously mentioned, pulling out the original gauge
that if we wanted the end result to reflect what we thought it deserved, cluster and replacing it with new just wasn’t going to do it. Plans also
the entire engine compartment needed restoration. When it came to the involved a full A/C installation, courtesy of Vintage Air, which meant that,
few suspension upgrades, the story continued. New parts shouldn’t be at some point in the not-so-distant future, the dash was going to be all
haphazardly thrown onto filthy framerails amidst miscolored inner fenders. but stripped of its components, leaving us with no excuse regarding the
No, the frame got a thorough cleaning and a couple fresh coats of chassis refinishing of said dash. As it turns out, the dash was in pretty serious
black while the inner fenders and all underlying sheetmetal got a new need for rehab as the paint that had been applied at some point in its
layer of undercoating. The end results speak volumes, so the extra bit of past was starting to peel, pop, and craze. Scraping what could be easily
effort goes a long way in producing a product one can be proud of, but it removed resulted in a section about 4x10 inches round, but the rest
takes more time and a little more money to get those results. would need a more-aggressive approach.

ALL CHEVY PERFORMANCE [56] VOLUME 4 • ISSUE 46 • 2024

 [Link]

A few different methods could be used to exercise the finish on

2.
the dash, but the existence of the windshield, and the resistance
to remove it, meant that whatever method we utilized would be
hampered by access to the front section of the dash, namely the
area around the gauge pod. The interior was also very much still
in place, though we had pulled the carpet back to the front seat at
least, but that meant we needed to keep dust down to a minimum
if we wanted to avoid any lengthy, unnecessary cleanup. It was
decided then to try some over-the-counter paint stripper from the
local hardware store and a bit of patience. My luck with the stuff
didn’t have a great record, so I was slightly reluctant. Previous
experience found me with a bigger mess than when I started and
a section of sheetmetal that wasn’t much barer. But, we played
2. At some point in its life, the optimist and this time around, we weren’t disappointed.
the 1957’s dash had been
resprayed but that job was The key to successful stripping as it turns out, is patience. Each
nearing its lifecycle’s end.
The substrate was literally
layer is slowly removed until the entire bare sheetmetal section
flaking off in sections ... is exposed to great fanfare. Applying stripper in single, one-
way passes and walking away to let it do its job for 10 to 15
3. ... while the rest of
minutes proved to be the best method. Not rushing it and finding
the dash suffered from
crazing and cracking. something else to do in the meantime was key. When it came to
scraping or sanding the area clean, a lackadaisical approach
3. proved to be more successful than attacking the surface with
vigor; what didn’t sand or scrape right off received another coat
of stripper and was left to soak. Wash, rinse, repeat. By the time
we’d put down a half dozen or so applications of stripper, the
dash was spotless, having received a final attack with a red
Scotch-Brite pad.

5.

4.

4. Scraping the section that was already lifting only got us so far, so it was
decided to strip the rest of the dash to keep the mess to a minimum. Here, the
commercially available paint stripper is doing its work on the remaining finish.

5. After a handful of applications, the dash is starting to reveal its bare self.

ALL CHEVY PERFORMANCE [57] VOLUME 4 • ISSUE 46 • 2024

ACP TECH [Link]

6. 7.

6. The final stripping/scraping/sanding process rid the dash of the last bastion
of paint and was followed by a scrubbing via a red Scotch-Brite pad to get us to
our starting point.
8.
7. With the prepwork complete, we set up our surgery station, carefully masking
the rest of the car to ensure no overspray lands on any unwanted surface. A thor-
ough wipe down with Acetone, followed by 3M General Purpose Adhesive Cleaner,
followed by a tack cloth sets the stage for the first step in the respray process.

8. The original plan for the dash redo called for spraying it with a HVLP detail
gun. Due to the lack of access around the gauge cluster, that plan was scrapped
and a new plan hatched, using SEM’s Trim Black system. This consisted of a
self-etching primer that would adhere directly to the bare metal of the dash, fol-
lowed by a high-build primer that would allow us to work out any imperfections.
Final topcoat will be in SEM Trim Black.

The process yielded a result that was very impressive, and the entire
dash was ready for a couple coats of self-etching primer.

Speaking of primer, originally, we expected to tackle the dash the

traditional way, with an HVLP gun and a quart of self-etching, direct-
to-metal primer, followed by a compatible high-build primer and
9. Two coats of self-etching primer followed by two coats of high-build primer and a light
a topcoat of satin black. But the road to hell is paved with good
scuffing with a red Scotch-Brite gets us to this stage. There are a few imperfections, which
intentions and our plans were soon turned on their head for a number will be handled using either spot putty or body filler, depending on the scope of the correc-
of reasons. For starters, I wasn’t sure that I could get my standard tion needed. Another coat or two of high-build, another knock down sanding session, and
we’ll be ready for the topcoat.
HVLP gun in between the windshield and front section of the dash,
especially that aforementioned area around the gauge pod. My detail 9.
gun might do the trick, but I only have one size needle for it, and it
isn’t big enough to spray the high-build primer. A trip to the local
body supply shop was made in hopes of some answers and it turned
out they had them. We had some satin black topcoat leftover from the
engine compartment resto job, but the system components needed to
do the dash, start to finish (DTM primer/sealer and high-build primer),
only came in gallon sizes. We barely used a ½ gallon on the entire
engine compartment so that seemed like a waste of materials and
money, so another option was needed. I inquired about the SEM Trim
Black that I’ve used successfully on other jobs, and it just so happened
that not only did they carry all the components to allow us to stay
within the SEM “system,” they offered it in spray cans, which would
give us even better access to those hard-to-reach areas.

ALL CHEVY PERFORMANCE [58] VOLUME 4 • ISSUE 46 • 2024

 OCT. 12 ORLANDO, FL

IN PAYOUTS

EVENT INFO
+ TICKETS
[Link]/MUSCLEPALOOZA
VINTAGE + MODERN MUSCLE CARS • MUSCLE TRUCKS • HOT RODS • DRAG CARS
ACP TECH [Link]

With cans a-rattlin’ in the back seat, we headed back to the shop, redetermined looked good enough for a handful of topcoats applied via Trim Black. The
to get that dash whipped into shape. After a good cleaning and wipe down, the results turned out much better than I expected using what was basically rattle
first couple coats of the SEM Self-Etching Primer were applied without issue. cans, but the body supply salesman assured me the stuff was as good as what
A quick scuffing with a red Scotch-Brite pad was followed by a couple coats could be sprayed through a gun. After seeing the resulting finish on the dash,
of SEM High-Build Primer. This laid down nicely and gave us some material to I’ve no excuse to not believe him!
work with when it came to getting the dash nice and flat. A few imperfections
were found (and were to be expected), but nothing a light coat of body filler When all was said and done, reassembly of the dash happened pretty
or spot putty couldn’t handle. After the few repairs were made, another coat quickly, and while we won’t cover the details this month, keep your eyes
of high-build was applied, followed by more blocking and sanding until things peeled to future issues of ACP for those stories!

10. 11.
SOURCES
CLAMPDOWN COMPETITION
[Link]

CLASSIC INDUSTRIES
(800) 854-1280
[Link]

DAKOTA DIGITAL
(800) 852-3228
[Link]

LOKAR PERFORMANCE 10. Here it is: Two light coats followed by two heavier coats of SEM Trim Black gets us
12.
PRODUCTS the exact finish we’re looking for; not flat but not too glossy either, and with very little
(877) 469-7440 orange peel to boot.
[Link]
11. While we were at it, we applied the same treatment to the gauge pod.

IDIDIT
12. With new lenses and bezels added, the gauge pod is ready for a new set of gauges,
(517) 424-0577
but we’ll save that for another story!
[Link]
13. We’re jumping ahead of ourselves a bit here, as there are things that will get cov-
VINTAGE AIR ered in future issues of ACP , but we wanted to show off the dash in its completed form.
(800) 862-6658 A set of Dakota Digital gauges complement the Impala steering wheel from Classic
[Link] Industries, mounted on a tilt column from Ididit. Just peeking out from under the dash
is a complete Vintage Air system as well as a set of Lokar pedals, shifter, and boot.

13.

ALL CHEVY PERFORMANCE [60] VOLUME 4 • ISSUE 46 • 2024

 MERCHANDISE
MR/CTP Sticker Pack $3.00 Back Issues $12.95

T-Shirt $19.95
License Plate $6.00

Sweatshirt $55.00

In The Garage Media

Sticker $2.00
ACP Vinyl Sticker $5.00

Fender Cover $19.95

ORDER ONLINE AT [Link]

SHIPPING INCLUDED FOR U.S. ORDERS
ACP FEATURE BY JOHN MACHAQUEIRO IMAGES BY THE AUTHOR

PAUL RIVARD’S 1974 CAMARO

ALL CHEVY PERFORMANCE [62] VOLUME 4 • ISSUE 46 • 2024

 [Link]

M
ost of us have heard the saying about the apple
not falling far from the tree. That holds true for
many even if the tree is filled with different fruit.
In Paul Rivard’s case his affinity for all things
mechanical had its origins in the trucking world. Growing up in
Massachusetts and then migrating north to New Hampshire in his
early twenties, his mechanical influences were directly tied to his
family’s trucking company and their truck repair business. He’s
not quite sure what sparked that initial interest in all things Chevy,
but he does point out that “my first car was a 1967 Mustang. I was
14 years old at the time. By the time I turned 18 I already had a
1971 split bumper Camaro and a Nova as a winter beater.” Family
influences weren’t specific, but it didn’t take him long to develop
a taste for the way GM products did their thing. He explains,
“Chevrolets just came easier to me. Buying them and then getting
used to things like how the suspensions were designed on
different GM cars and understanding those subtleties was just
easier for me to latch onto.” That interest in those suspension
nuances set the stage for some of the builds he would execute and
is evident in the 1974 Camaro that he recently finished.

ALL CHEVY PERFORMANCE [63] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

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 [Link]

The acquisition of the ’74 came about as a result of some

casual browsing on Craigslist. For sale just 30 minutes
away and advertised as an original California car, it
checked off enough boxes for its purchase. Part of the
appeal was that it was a one-year-only model with the
smaller rear window and the aesthetically challenged front
and rear bumpers.

ALL CHEVY PERFORMANCE [65] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE [Link]

Going in, he had a few defined goals on what he wanted to accomplish he installed a crate engine in it, which freed up its grenaded engine as
with the car. Having built a Pro Touring–flavored Nova a few years before, the foundation for the heart of the 1974. The LS3 was built up from that
much of what he had learned was programmed into the Camaro in terms block and heads with a stroker kit bumping it up to 427 ci. Internals
of suspension and propulsion, however the redesign of the bumpers and rely heavily on Callies and Mahle components, while fuel management
their integration with the rest of the body took him into uncharted waters. comes via a trio of Holley products. Backing up the 600-plus horses is a
All the fabrication activity was set to take place at home in his garage, so TREMEC T56 Magnum gearbox.
any design changes would be born and performed there. He recalls, “Did I
have the whole plan in my head? No. The bumper thing came up because Suspension at all four corners is straight out of the Ridetech catalog, and
I wanted to do something different. I like the 1970 to 1973, and my first stopping is accomplished with Wilwood hardware. Rolling stock had to
inclination was to use those bumpers. I got a set and tried to integrate cover both the visual and functional spectrum, so Paul opted for a set of
them, but it just didn’t work. That was when I went off the rails and 3030 Autosport G05Y wheels measuring 9.5x18 front and rear all wrapped
convinced myself that I was going to make them. The bumper procedure for in 275/40R18 Firestone Firehawk Indy 500 radials.
me was the most difficult to pull off.” Their fabrication was only one part
of a larger puzzle because it also meant the design and construction of a The interior also took shape with the addition of TMI door panels and
modified lower front pan, and a completely new rear splash pan, which was seats, Holley instrumentation, and a Stock Interiors plush-cut pile carpet.
nonexistent on a 1974 Camaro. Part of the lower valance up front involved This was a task that Paul also tackled in his garage with only a few items
using an inverted top grille as the solution to the lower opening. farmed out to Ace Upholstery in Salem, New Hampshire.

At the rear he also moved things around. “When I looked at the back of the Roughly 90 percent of the car had taken shape when Paul’s life took a shift
car, I didn’t like where the license plate was located,” he recalls. “I moved all westward to the state of Ohio. After the relocation and the settling in process
that around with the installation of the filler neck in that spot and the license was completed, he went looking for some automotive familiarly, which came
plate relocated into the new lower valance.” As he worked through the body, in the form of the Northeast Ohio Camaro Club. With just 10 percent to wrap
he eventually got the car to the primer stage. At that point he had reached up and his frequent mention that he owned a 1974, his outings to club meets
the end of his skillset and had to hand the car over to Mike Beaulieu at were always met with, “When are we going to see it?” After it broke cover, that
Mike’s Autobody in Merrimack, New Hampshire, for the application of the RM changed to “You didn’t say you had one like this.”
basecoat/clearcoat 2015 Chevrolet Emerald Green–a color inspiration from
the fifth-gen Camaro that he owned at the time. The move to Ohio has also opened his weather window, which fits nicely
with his plans. He states, “I’m dying to get some miles on it and see how it
Underhood the choice for propulsion was LS flavored from the outset. handles. I want to do some autocross with it and maybe get it out on a road
The origins for the LS he planned started out with that same fifth-gen course to see what it can do.” When it comes to regrets, not installing an
as well. After multiple engine builds and engine failures on that car, IRS makes the list—everything else is spot-on.
ALL CHEVY PERFORMANCE [66] VOLUME 4 • ISSUE 46 • 2024
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ACP FEATURE [Link]

TECH
REAR SUSPENSION: Ridetech composite leaf springs, Ridetech single-adjustable shocks
OWNER: Paul Rivard, Tallmadge, Ohio BRAKES: Wilwood 12-inch rotors front and rear, Wilwood six-piston calipers front, four-
VEHICLE: 1974 Chevy Camaro piston calipers rear, Wilwood Tuff Stuff 9-inch dual diaphragm master cylinder

Engine Wheels & Tires

TYPE: 2015 Chevrolet LS3 WHEELS: 3030 Autosport G05Y; 18x9.5 front, 18x9.5 rear
DISPLACEMENT: 427 ci TIRES: Firestone Firehawk Indy 500; 275/40R18 front, 275/40R18 rear
COMPRESSION RATIO: 11.0:1
BORE: 4.065 inches Interior
STROKE: 4.100 inches UPHOLSTERY: Stock Interiors plush cut pile carpet, vinyl/suede with red stitching
CYLINDER HEADS: Chevrolet LS3 aluminum DOOR PANELS AND CENTER CONSOLE: TMI door panels, Modern Classics console
ROTATING ASSEMBLY: Callies crankshaft, Callies forged connecting rods, Mahle forged SEATS: TMI bucket seats, RetroBelt seatbelts
aluminum pistons STEERING: Stock column, Grant Signature series steering wheel
VALVETRAIN: Stock valves, Comp Cams springs, Stock rockers with Comp Cams trunnion kit DASH: Modern Classics fiberglass/vinyl dash, Modern Classics hydro-dipped carbon-
CAMSHAFT: Golen Engines custom grind fiber dash insert
INDUCTION: Holley LS single-plane intake, Holley Terminator Stealth EFI, Holley HP ECU INSTRUMENTATION: Holley 6.86 Pro Dash
ASSEMBLY: Golen Engine Service (Hudson, NH) HVAC: Vintage Air
EXHAUST: Hooker Blackheart headers, Pypes 3.0-inch exhaust, Pypes Race Pro mufflers INSULATION: Lizard Skin
ANCILLARIES: Motion Raceworks valve cover baffles, Lokar Classic LS big-block valve INTERIOR INSTALLATION: Ace Upholstery (Salem, NH)
covers, Summit 14-inch air cleaner, Cold Case aluminum radiator, Holley mid-mount belt WIRING: American Autowire
drive system, Cold Case electric fan, Holley Sniper fuel injection tank 400-LPH 18-gallon ENTERTAINMENT SYSTEM: Alpine head unit, JL Audio five-channel amp, 10-inch JL
tank, Holley alternator, Holley water pump, Ringbrothers hood hinges, GM coils Audio subwoofer, and Kicker, and RetroSound components
OUTPUT: 610 hp at 6,100 rpm, 574 lb-ft at 5,000 rpm
Exterior
Drivetrain HOOD: AMD 2-inch cowl induction steel
GEARBOX: TREMEC T56 Magnum, McLeod RXT twin-disc clutch, McLeod flywheel, SHEETMETAL: Custom front and rear valances, custom rear tail panel
TREMEC shifter, Driveline Components clutch master and slave cylinder SHEETMETAL INSTALLATION: Paul Rivard
DRIVESHAFT: Action Machine driveshaft with 3.5-inch aluminum front face pinion yoke, BUMPERS: Custom made by Paul Rivard
1350 U-joints front and rear HEADLIGHTS: Hella halogen
REAR AXLE: Moser 12-bolt rear, 3.55:1 gears, Moser 30-spline axles, Auburn limited slip TAILLIGHTS: Stock with DIGI-TAILS LED panels
GRILLE: Original Equipment Reproduction (OER)
Chassis GLASS: Fesler front and rear, stock side glass
FRONT SUSPENSION: Ridetech upper and lower control arms, Ridetech TruTurn spindles, BODYWORK: Paul Rivard
Ridetech coilover shocks, Pro Touring F-body 1LE sway bar, Borgeson variable 12.7:1 ratio PAINT: RM basecoat/clearcoat 2015 Chevrolet Emerald Green
steering box PAINTWORK: Mike Beaulieu, Mike’s Autobody (Merrimack, NH)
ALL CHEVY PERFORMANCE [68] VOLUME 4 • ISSUE 46 • 2024
ACP TECH

1.
1. Our trusty and crusty 1977
Nova gets much-needed
bumper filler panels and tail-
lights to bring it back to life.

BY TOMMY LEE BYRD IMAGES BY THE AUTHOR

W
hen it comes to low-budget project cars, the fourth- Classic Industries came to the rescue with brand-new taillight
generation Nova is holding strong. You can still pick assemblies, which dramatically helped the appearance of the car. Classic
one up for cheap, and they make for a great street Industries also offers fiberglass bumper filler panels, a big upgrade to
cruiser or drag car project. All of the underpinnings the original material; PN RP5043 is the centersection, while PNs RP5041
are similar to earlier Novas and Camaros, meaning that the chassis and and RP5042 are the corners. Classic Industries also sells the front
suspension can be upgraded easily. The problem area for many fourth- bumper corner filler panels (PN RP5044 and RP 5045). Keep in mind that
gen Novas is the body and interior, as replacement parts haven’t reached these fiberglass filler panels require some trimming, drilling, and fitment
the same level of availability as earlier muscle cars. Thankfully, Classic for proper alignment.
Industries is stepping up to the plate with restoration components for
these disco-era Chevys. For this project, we used simple hand tools, as well as a drill and angle
grinder for the fiberglass panel fitment. We also took the opportunity
In the case of our 1977 Nova project car, the main area of focus for this to sand and prep the panels for primer, but it doesn’t hurt to leave the
article is the rear body section. Like many 1970s GM cars, the bumper factory white coating on the panels. We spent a couple of weekends fine-
filler panels were in dire need of attention. The centersection was tuning the fitment and reassembling the rear section of the car, but the
completely missing and the corners were on the verge of turning to dust. work brought our Nova back to a factory-fresh look.
A previous owner had replaced the old taillights with some generic LED
trailer lights. They worked nicely, but we wanted the original look, so this Follow along with our process, which you can apply to any 1970s
was an opportunity to give the rear section a complete makeover. Chevrolet that needs a rear refresh.
ALL CHEVY PERFORMANCE [70] VOLUME 4 • ISSUE 46 • 2024
 [Link]

2. The starting point for this project is how most fourth-gen Novas are
2. found—the centersection of the filler panel is missing entirely and the corner
pieces have deteriorated severely. We’ll also address the trailer lights.

3. Although the corner pieces of the filler panels look decent, the original
material has turned chalky, which typically means that paint will not stick to
it. Our solution is new fiberglass filler panels from Classic Industries.

3.

4. 4. To access the filler

panels, we must first
remove the rear bump-
er. This is accomplished
by loosening the eighth
retaining nuts.
5.
5. Be prepared for
the rear bumper to be
heavier than it looks.
The steel inner struc-
ture adds significant
weight to the bumper
assembly. Lucky for us
the outer portion of
the rear bumper is in
decent shape.
6.
6. With the bumper
out of the way, it’s
easier to access the
corner filler pieces.
The corners are held
in place with three
nuts: two of them are
accessed from the
bottom side and one is
accessed from inside
the trunk area. 8.
7. The corner pieces
have a steel inner pan-
el, which contains the
7. mounting studs and
small tabs that hold
it in place. We bend
the tabs to remove
the steel inner panel
and then discard the
original corners.

8. Now, we can remove

the license plate
bracket, as these two
mounting holes serve
as anchor points for
the new center portion
of the bumper filler.

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ACP TECH [Link]

9.

9. Classic Industries offers the

10. bumper filler panels to fit 1975-
11.
79 Nova applications, but you’ll
likely need to do some trimming
to fit your car. In our case, we
test-fit the center panel and
made marks for trimming.

10. The area that needed the

most trimming was the center
area that fits around the gas
filler. We used an angle grinder
to trim off the excess fiber-
glass. Once it fits, we can mark
and drill the two mounting
holes in the tabs.

11. We start the fitment process

by bolting the center of the
panel in place. Then, we can lift
the sides up to fit against the
12. body. Notice that we have now 13.
removed the taillights and rear
emblem and performed some
bodywork.

12. The center filler panel has no

mounting holes, so we reach in-
side the trunk and make marks
through the original holes in
the body.

13. Our original mounting

hardware was long gone,
so we decided to use 1/4-20
bolts and nuts instead of the
original-style screws. We drilled
the fiberglass panel using our
marks as a guide.

ALL CHEVY PERFORMANCE [72] VOLUME 4 • ISSUE 46 • 2024

• American Designed and Manufactured
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ACP TECH [Link]

14. 14. With the bolts installed, the 15.

centersection pulled up nicely
against the taillight panel for a
great fit.

15. Final mounting involves

bolting the license plate
bracket into place one last time,
using the original hardware.

16. Classic Industries offers

new taillight assemblies for
fourth-gen Novas (PNs N1445
and N1446). The assemblies are
complete with the inner plastic
housing, correct-style lenses,
thick rubber gasket, and chrome
outer bezel.
16. 17.
17. The plastic housing and
lenses are installed from inside
the trunk. This is a good time to
address any wiring, socket, or
bulb concerns.

18. The chrome outer bezel fits

against the thick rubber gasket
and six studs poke through
the inner housing. It’s held
together with the supplied
speed nuts, which bite onto the
unthreaded stud.

19. Although the new fiberglass

corner pieces do not accept the
18. original mounting tabs, the 19.
steel inner panels slide into the
flanged area easily.

20. We have already test-fit

the corner pieces and sprayed
them with gray primer. Now we
can install them, which allows
us to connect the corners to the
centersection.

21. The three nuts are tightened

on both sides, while ensuring
proper alignment with the body
and centersection.

20. 21.

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ACP TECH [Link]

22. When the corners are bolted

22. in, we can drill and attach the
23.
centersection to the corners.
This is done with a small
sheetmetal screw, which will be
hidden by the bumper.

23. You’ll need a helping hand

for the rear bumper install.
First, loosen the corner filler
panels enough to allow the
bumper to pass by the flared
edges. Then, slide the bumper
onto its mounting brackets and
tighten the nuts.

24. With the bumper bolted on

and aligned to our liking, we can
24. now reevaluate the corner panels 25.
and perform the final install.

25. Final installation involves

tightening the three retaining
nuts on each side, while holding
the panel in place.

26. While there are still plenty

of areas to address on this
crusty Nova, the rear body sec-
tion is looking so much better
with new reproduction tail-
lights and bumper filler panels
from Classic Industries.

26.

SOURCE
CLASSIC INDUSTRIES
(888) 816-2897
[Link]

ALL CHEVY PERFORMANCE [76] VOLUME 4 • ISSUE 46 • 2024

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ACP FEATURE

BY NICK LICATA IMAGES BY NOTSTOCK PHOTOGRAPHY

SAM PALAZZOLO’S 1970 CHEVELLE

ALL CHEVY PERFORMANCE [78] VOLUME 4 • ISSUE 46 • 2024

 [Link]

S
ome guys, and gals, are smitten by a particular brand of car plenty of power and I’d be able to drive the car on the street with no
and then narrow it down to an exact model. Sam Palazzolo’s issues,” Sam maintains.
“go-to” ride is the Chevelle. “The Chevelle is my favorite
muscle car of all time,” Sam says. “I’ve had a 1972 Chevelle, Sam bought into the idea and pulled the big-block in favor of a Chevrolet
and also a 1972 El Camino, but I’ve always wanted a 1970 Chevelle.” Performance LSX built by Late Model Engines (LME) in Houston. LME is
known for building no-nonsense LS- and LT-based engines with the utmost
The retired automotive repair shop owner purchased the car back in 2011 in performance and reliability. The LME bullet features a 4.185-inch bore and
and has been wrenching on it ever since. “My nephew, Tim at GAP Industries, 4.250-inch stroked Callies Magnum wet-sump crankshaft, Diamond forged
ended up redoing the rear suspension being it was done incorrectly by the 12:1 pistons, and Callies Ultra Billet 6.350-inch H-beam rods. The camshaft is
previous chassis shop,” Sam states. “So, Tim rebuilt the rear framerails, mini- a hydraulic roller and the heads are Brodix aluminum LS7 massaged by LME.
tubbed it, mounted a fuel cell, and installed a new rearend.”
Up top is an Accufab 6,500 throttle body propped on top of a Mast Motorsports
The car was originally built with a 1,071hp, 582ci big-block and a TH400 LS7 two-piece, single-plane intake manifold fed by a Holley Dominator fuel
transmission. Having all that power was fun for a while, but the lack injection system. Naturally aspirated, the engine makes approximately 850
of street manners made it cumbersome to drive around town. “Tim hp on pump gas, and for additional power, a Nitrous Outlet dual-rail 300-shot
convinced me that a 468ci LSX was the way to go as it would have nitrous system boosts the LSX up in the neighborhood of 1,100 to 1,150 hp.

ALL CHEVY PERFORMANCE [79] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

ALL CHEVY PERFORMANCE [80] VOLUME 4 • ISSUE 46 • 2024

 [Link]

For exceptional eye appeal the engine is dressed in custom-fabricated, arms are paired with Strange double-adjustable shocks and Moroso Trick
chrome, big-block–looking valve covers using Billet Specialties adaptors coil springs. A custom-mounted power rack-and-pinion steering system
along with a chrome Vintage Air Front Runner accessory drive system. ensures the Chevelle stays on track.
GAP Industries crafted the 2-inch custom headers, which merge into
4-inch collectors and custom 4-inch stainless steel exhaust system. A set of 11-inch Wilwood disc brakes, equipped with four-piston calipers,
Borla mufflers do their best to tone down the mayhem, but it’s no secret are controlled by a Wilwood master cylinder and Tuff Stuff chrome brake
when Sam takes out the Chevelle for a little street time fun. booster delivering effortless, precise braking prowess. A set of Weld
Racing Alumistar wheels embody the Pro Street standard, while Hoosier
An RPM Transmissions Level V 4L80E was called in to handle the shifting Drag Racing front tires and Hoosier Quick Time Pro rubber out back
duties set by a Circle D Specialties 5,500 stall converter. The massive confirm the Chevelle’s sinister intentions.
power makes its way down a Denny’s Custom 4130 driveshaft where a
Moser Engineering Fab9 rearend stuffed with 4.10 gears, a spool, and Sam chose to retain a mostly factory vibe inside while upgrading the stock
40-spline gun-drilled axles hammer that power to the ground. dash with Dakota Digital gauges, a Vintage Air control panel, and RetroSound
head unit—all paying homage to the car’s 1970s heritage. The modified
The team at GAP Industries boxed the stock frame for added strength factory center console proudly showcases the classic horseshoe shifter, while
and narrowed the rear framerails to accommodate the bulbus meats out the stock Chevelle bucket seats and the RJS racing harnesses are securely
back. The rear suspension includes TRZ Motorsports control arms, Strange anchored to the 4130 chromoly 10-point rollcage installed by GAP Industries.
Engineering double-adjustable coilover shocks, Moroso springs, and An Ididit tilt column topped with a Summit Racing steering wheel provide a
custom 1.25-inch sway bar. Up front TRZ spindles and TRZ tubular control subtle custom vibe to the Chevelle’s 1970s-era business center.

ALL CHEVY PERFORMANCE [81] VOLUME 4 • ISSUE 46 • 2024

ACP FEATURE

In Sam’s eyes the 1970 Chevelle body is perfect as it is. The vintage
artifacts—grille, bumpers, side mirrors, driprails, headlights, and taillights—
are all present, as the only modification to the exterior is the Harwood
fiberglass cowl hood, which saves some weight and was necessary to
contain the tall intake manifold. The body was in great shape when Sam took
ownership and had it doused in Glasurit Boyd Red paint complemented with
black hood and trunklid stripes to capture that old-school muscle car vibe.

“The car is now so much fun. I enjoy taking it to dragstrip, Goodguys shows,
and Houston Autorama,” Sam says. “I also have a great time taking it to local
car shows so the younger generation can enjoy it. It’s fun when people look
at the engine and can’t figure out if it’s a big-block or what.

“Maybe it’s just me, but the great part about owning a car like this is that
they are never done,” Sam confesses. “I’m not exactly sure what’s next, but
it will probably have something to do with more power.”

Spoken like a true hot rodder…

ALL CHEVY PERFORMANCE [82] VOLUME 4 • ISSUE 46 • 2024

 [Link]

TECH
OWNER: Sam Palazzolo, Houston, Texas
VEHICLE: 1970 Chevelle

Engine
TYPE: Chevrolet Performance LSX376
DISPLACEMENT: 468 ci
COMPRESSION RATIO: 12:1
BORE: 4.185
STROKE: 4.250
CYLINDER HEADS: Aluminum Brodix LS7 by Late Model Engines (LME)
ROTATING ASSEMBLY: Callies Magnum wet-sump crankshaft, Callies Ultra Billet H-beam
connecting rods, Diamond Forged 12:1 pistons
VALVETRIAN: Titanium 2.20 intake stainless exhaust valves, LS7 rockers, Manley 3/8x7.80 pushrods
CAMSHAFT: Comp Cams hydraulic roller
INDUCTION: Mast Motorsports LS7 single-plane, two-piece intake manifold, Accufab 6500 throttle body
FUEL INJECTION: Holley Dominator
POWER ADDER: Nitrous Outlet 300 shot dual-rail nitrous system
ASSEMBLY: LME
VALVE COVERS: Custom-fabricated big-block with Billet Specialties adaptors
ACCESSORY DRIVE: Vintage Air Front Runner
EXHAUST: GAP Industries custom headers, custom 4-inch stainless exhaust, Borla mufflers
ANCILLARIES: SPAL dual electric fans, custom aluminum radiator, Powermaster alternator, custom
18-gallon fuel cell, Optima RedTop battery
OUTPUT: 850 N/A, 1,150 on nitrous

Drivetrain
TRANSMISSION: RPM Level V 4L80E
CONVERTER: 5,500 rpm
DRIVESHAFT: Denny’s Driveshafts custom 4130 (Kenmore, NY)
REAR AXLE: Moser Fab9 housing, 4.10 gears, spool, Moser 40-spline axles

Chassis
CHASSIS: Boxed and narrowed rear framerails by GAP Industries
FRONT SUSPENSION: TRZ control arms, TRZ spindles, Strange Engineering double-adjustable
coilover shocks, Moroso Trick springs, custom-mounted power rack-and-pinion steering
REAR SUSPENSION: TRZ Motorsports control arms, custom 1.250-inch sway bar, Strange
Engineering double-adjustable shocks, Moroso Trick springs
BRAKES: Wilwood 11-inch rotors, four-piston calipers

Wheels & Tires

WHEELS: Weld Racing Alumastar 17x4.5 front, 15x12 rear
TIRES: Hoosier Drag Racing 27.5x4.5x17 front, Hoosier Quick Time Pro 29x14.5x15

Interior
CARPET: Black loop
SAFETY HARNESS: RJS Racing Equipment racing harness
ROLLCAGE: 10-point 4130 chromoly by GAP Industries
STEERING: Ididit tilt column, Summit Racing steering wheel
SHIFTER: Horseshoe, stock converted to od
DASH: Factory
CONSOLE: Factory modified
INSTRUMENTATION: Dakota Digital HDX gauges
STEREO: RetroSound head unit
SPEAKERS: Pioneer 4.5- and 6x9-inch
HVAC: Vintage Air
WIRING: American Autowire by GAP Industries

Exterior
PAINT: Glasurit Boyd Coddington Red
HOOD: Harwood fiberglass

ALL CHEVY PERFORMANCE [83] VOLUME 4 • ISSUE 46 • 2024

ACP EVENT BY NICK LICATA IMAGES BY THE AUTHOR

O
n the weekend of July 12-14, Goodguys Rod
& Custom Association rolled into Columbus,
Ohio, for what they refer to as “The Big One:”
The 26th Summit Racing Nationals presented
by PPG. As expected, the huge classic vehicle event featured
over 6,000 muscle cars, hot rods, customs, and vintage
trucks throughout the massive Ohio Expo Center.

ALL CHEVY PERFORMANCE [84] VOLUME 4 • ISSUE 46 • 2024

 [Link]

ALL CHEVY PERFORMANCE [85] VOLUME 4 • ISSUE 46 • 2024

ACP EVENT

ALL CHEVY PERFORMANCE [86] VOLUME 4 • ISSUE 46 • 2024

 [Link]

Beyond the thousands of muscle cars and hundreds of

vendors gathered on the show grounds over the three-
day event, many hard-core enthusiasts looked forward to
Saturday’s announcement of the PPG Street Machine of
the Year and the Classic Instruments Street Rod of the Year
winners. Top builders from all over the country brought
their A-game, which showcased intricate fabrication skills
with sheetmetal draped in flawless paintjobs—all true
works of art. Most of these vehicles have been years in the
making, and these builders consider the Street Machine
and Street Rod of the Year as one of the most prestigious
awards to be given all year.

For those who like to spend their car show time strapped
in the seat of their muscle car more so than in a canvas
chair, the CPP AutoCross was a great option to have
some fun on the tight course. For those who take their
driving a little more seriously, there was the opportunity
to go up against the quickest cars vying to take top class
victories in the Forgeline Buckeye Shootout on Saturday.
On Sunday, late-model, American-made muscle cars
competed in the All American Shootout. And for those
spectators just wanting to check out the action from a
distance, the surrounding grandstands offered a great
view of the competition all weekend long.

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ACP EVENT [Link]

On Friday and Saturday, the Lokar Pro

Street Roll Out got our attention along
with everyone else in the vicinity as
it featured some of the wildest street
machines gathered in a trail of endless
blowers and bug catchers combined
with the sound of uncorked headers
providing the full Pro Street experience
as they made a parade lap around
the fairgrounds two times each day.
And if fried rubber is your jam, the
burnout contest was the place to be as
competitors participated in the process
of annihilating tires for a smoke-filled
exhibition that’s always a crowd pleaser.

Every year at the Columbus event

Goodguys debuts the Grand Prize
Giveaway car, and for 2024-2025 they
pulled away the car cover to reveal
a beautiful 1987 Chevy Monte Carlo
Aerocoupe built by the talented crew
at Goolsby Customs. The car features a
brilliant white paintjob with gold accent
stripes and stylish gold-spoked Forgeline
wheels. It includes a Roadster Shop SPEC
chassis and a Chevrolet Performance LT4
engine, ensuring the G-body to be a high-
performance asphalt annihilator.

ALL CHEVY PERFORMANCE [88] VOLUME 4 • ISSUE 46 • 2024

ACP AD INDEX
ADVERTISER ........................................................................................................................................................................................................... PAGE
All American Billet ............................................................................................................................................................................ 23
American Autowire ............................................................................................................................................................................27
AMSOIL ...................................................................................................................................................................................................9
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Automotive Racing Products .......................................................................................................................................................... 45
Borgeson Universal Co...................................................................................................................................................................... 29
Classic Industries ............................................................................................................................................................................... 55
Classic Performance Products ....................................................................................................................................... 4-5, 87, 92
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FiTech EFI ............................................................................................................................................................................................ 67
Forgeline Motorsports ...................................................................................................................................................................... 75
Golden Star Classic Auto Parts .......................................................................................................................................................... 7
Heidts Suspension Systems ............................................................................................................................................................69
Hemmings ...........................................................................................................................................................................................59
Ididit ..................................................................................................................................................................................................... 73
JJs Rod & Custom ..............................................................................................................................................................................89
Lokar ....................................................................................................................................................................................................... 2
Original Parts Group ......................................................................................................................................................................... 39
Paint Over Rust Products ................................................................................................................................................................69
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Schwartz Performance.....................................................................................................................................................................89
Scott’s Hotrods .................................................................................................................................................................................. 75
Speedway Motors.............................................................................................................................................................................. 43
Steele Rubber Products ..................................................................................................................................................................... 11
That’s Great News .............................................................................................................................................................................89
Thermo-Tec Automotive.................................................................................................................................................................. 87
Tuff Stuff Performance Accessories .............................................................................................................................................. 67
Vintage Air .............................................................................................................................................................................................6
Wilwood Engineering ....................................................................................................................................................................... 47
ACP EVENT [Link]

This is the premier car show for all

classic car and truck fans, and with
a considerable number of Camaros,
Novas, Chevelles, and Tri-Fives on
display, it’s an especially great event
for the Chevy enthusiast. Even the
casual classic car fan of any age can
appreciate the automotive history
these vintage vehicles encapsulate.
Bringing all those elements together
in a family oriented environment is
what car shows are all about.

It’s Goodguys Columbus, man—it’s

“The Big One.”

ALL CHEVY PERFORMANCE [90] VOLUME 4 • ISSUE 46 • 2024