THE WORLD’S

FIRST ALL-CARBON
’69 CAMARO

AME’S ’70 CHEVELLE HOW TO SET

CHASSIS INSTALL BEARING CLEARANCE
JULY 2024 ISSUE 43 $8.95

BUILD IT! LS PERFORMANCE—SMALL-BLOCK LOOK

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ACP TOC [Link]

DEPARTMENTS TECH
8 26
FIRING UP A-BODY CHASSIS MAGIC
An Art Morrison Enterprises and MetalWorks
10 Speed Shop Collaboration
PARTS BIN
44
14 HIDDEN IN PLAIN SIGHT
CHEVY CONCEPTS Camouflaging an LS to Pass for a Classic Small-Block

58
BEARING DOWN
FEATURES There’s an Art to Setting Bearing Clearances

16 78
CARBON-ATED GETTING WIRED
ON THE COVER Danny Prosser’s ’69 Camaro Bringing a Second-Gen Camaro to Life

We spotted Danny Prosser’s LT4-powered,

34
SHE’S REAL FINE
all–carbon fiber ’69 Camaro at a local Dave Miller & Bob Brown’s ’61 Bel Air Hardtop EVENTS
coffee cruise and knew right away it
was All Chevy Performance magazine 52 64
material. Kevin Aguilar at Fuelish Media
LONG CHEVELLE HISTORY IN THE MAKING
Lynn & Wayne Robinson’s ’69 Nomad The Southeast Gassers Association Makes a Big
absolutely nailed the photography, Return to a Historic Track
making it our July ’24 cover car. Check out 72
the full feature starting on page 16. JUST PLAIN KILLER 86
Doug Cooper’s ’66 Chevy II 47 YEARS AND COUNTING
The Corvette Expo Featuring Chevys in the Smokies
Takes Over East Tennessee

All Chevy Performance ISSN 2767-5068

(print) ISSN 2767-5076 (online) Issue 43 is
published monthly by In the Garage Media,
370 E. Orangethorpe Avenue, Placentia, CA
92870-6502. Postage paid at Placentia, CA.
POSTMASTER: Send address changes to: All
Chevy Performance c/o In the Garage Media,
1350 E. Chapman Ave #6550, Fullerton, CA
92834-6550 or email ITGM at subscription@
[Link]. Copyright (c) 2024
IN THE GARAGE MEDIA. Printed in the USA.
The All Chevy Performance trademark is a
registered trademark of In The Garage Media.

2021 RECIPIENT OF THE HRIA BUSINESS OF THE YEAR AWARD

ALL CHEVY PERFORMANCE [3] VOLUME 4 • ISSUE 43• 2024

EDITORIAL DIRECTOR
BRIAN BRENNAN
bbrennan@[Link]

EDITOR-IN-CHIEF
NICK LICATA
nlicata@[Link]

SENIOR EDITOR
ROB FORTIER
rfortier@[Link]

PUBLISHER
TIM FOSS
tfoss@[Link]

ASSOCIATE PUBLISHER
& OPERATIONS MANAGER
YASMIN FAJATIN
yfajatin@[Link]

MANAGING EDITOR & AD COORDINATOR

SARAH GONZALES
sgonzales@[Link]

ART DIRECTOR
ROB MUNOZ
rmunoz@[Link]

ADMINISTRATIVE ASSISTANT
PATRICIA LUDI
pludi@[Link]

EDITORIAL TEAM
Wes Allison, “Rotten” Rodney Bauman, Shawn Brereton,
Tommy Lee Byrd, Ron Ceridono, Grant Cox, John Gilbert, Tavis
Highlander, Jeff Huneycutt, Barry Kluczyk, Scotty Lachenauer, Jason
Lubken, John Machaqueiro, Ryan Manson, Jason Matthew, Josh Mishler,
NotStock Photography, Todd Ryden, Jason Scudellari, Jeff Smith, Tim
Sutton, Wes Taylor, and Chuck Vranas – Writers and Photographers

ADVERTISING
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Editorial contributions are welcomed but editors recommend

that contributors query first. Contribution inquiries should first be
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as we assume no responsibility for loss or damage thereto. IN
THE GARAGE MEDIA, INC. reserves the right to use material at its
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Copyright (c) 2024 IN THE GARAGE MEDIA, INC.

PRINTED IN U.S.A.

The All Chevy Performance trademark is

a registered trademark of In The Garage Media, Inc.
 Performance & Reliability!
ARP Fasteners Help You Get Both
Whether your ride has a 2,000-plus horsepower twin- Connecting rod bolts are the most critically important
turbo LS or an immaculately prepped small block, most of all internal engine fasteners; failure here can have
enthusiasts value both performance and reliability. That’s devastating consequences. You should know that for
why so many top builders rely on ARP’s race-proven many years most OEM engines have been built with
internal engine fasteners. And for a finishing touch they TTY (torque-to-yield) fasteners that are not intended to
employ ARP’s polished stainless steel or black oxide handle the added stress of performance enhancements.
finished 8740 chrome moly bolts —they’re fully 20% Moreover, they are yielded by design and should never
stronger than Grade 8 hardware, too! be re-used. ARP rod bolts solve the problem.

Threads rolled
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Download ARP’s
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ACP FIRING UP [Link]

BY NICK LICATA

O
ne of the things I like about the muscle car hobby, and of many popular muscle cars from the ’60s. I, for one, didn’t see that
especially the Chevy market, is the massive amount of coming but with the right stance, big rollers can look appropriate on a
parts available that help contribute to the diversity in vintage muscle car.
which our cars can be built. From Pro Street to Pro Touring
and everything in between, the aftermarket provides virtually limitless Beyond the rear of your ride, nowadays there is a limitless amount of
possibilities to help spice up your ride exactly to your taste—and the suspension components designed to adapt to just about any build style you
flexibility to change directions mid-build adds another layer of versatility. desire—Pro Street, Pro Touring, Gasser, restomod, or Day Two restorations.
It’s never been easier to build a project exactly to your specifications—a
Back in the ’70s many of us started off with the family hand-me- far cry from the early days when parts had to be fabricated if you wanted
down, which in many cases was a station wagon or a fullsize car; your car to stand out from every other muscle car in town.
not always our first choice but it was likely free or gotten for cheap.
Aftermarket parts were relatively limited at the time, so enhancing When taking on a project, feel free to mix in just the right parts to achieve
the car’s appearance typically began with a set of aftermarket, the build you’ve imagined in your head. Today it’s even possible to turn
wider-than-stock wheels and tires to improve on the car’s family your mom’s used-up ’82 four-door Malibu wagon with faux spoke wheels
hauler vibe. We had to then jack up the rearend high enough to give and whitewall tires into a cool ride. It’s just an LS swap away from being
it a cool rake, emulating the look of cars on the dragstrip while a badass street machine. Bolt on the right set of wheels and tires and
also preventing the fenders from grinding off the white letters of no one will ever know it’s the same car your mom used to drop you and
those 60-series Firestone Super Sport tires. With that done, the next your boys off at the local movie plex to take in Star Wars: Episode VI –
issue was trying to remove the stench of that egg salad sandwich Return of The Jedi.
lingering in the original seat foam since seventh grade. Good times.
Truth be told, I’m a total G-body wagon fan—luggage rack and all.
Today it’s not uncommon to special order a custom-sized rearend from
the many performance rearend companies in the industry followed up You in?
with a set of custom offset wheels, then welding in mini-tubs to get
those massively wide tires and wheels to fit within the fenders. Back in
the ’70s only the hard-core drag racers had access to build shortened
rearends. Very few Saturday night street racers had the means or
the funds for such fabrication antics. Another option was cutting the
fenders and incorporating fender flares. Those were hit and miss. If not
performed by a reputable fabrication shop, chances are they came out
looking totally crude and didn’t last long.

This ’69 Camaro is a prime example of a muscle car built in the ’70s,
Not that long ago, 18-inch wheels were considered clownishly massive
complete with 3-inch gap between the fenders and white-lettered tires—
while today it’s common to see 20s tucked under the rear quarters the standard look for the time.

I want to hear from you. Email me at nlicata@[Link]

ALL CHEVY PERFORMANCE [8] VOLUME 4 • ISSUE 43 • 2024
ACP PARTS BIN [Link]

2. SIX-SPEED SWAP KIT

With the TREMEC Magnum six-speed as the

transmission of choice for LS swaps, knowing
exactly what you need to mate this pair can 3. LOW-PROFILE EXHAUST
be confusing. Silver Sport Transmissions (SST)
makes it easy with their Engine Fit Kits. The Is your exhaust system sitting too low and
LS 6-Bolt to TREMEC Magnum Engine Fit Kit scraping the pavement? Consider converting
1. CAMARO GRILLE (PN 121-661) comes with a McLeod aluminum that round tubing system to one made with
bellhousing and all the required hardware, low-profile oval tubing—it’s easy to do
Classic Industries announces the arrival of the McLeod steel flywheel, McLeod StreetPro clutch with Granatelli Motor Sports oval exhaust
new OER reproduction front grille for ’91-92 kit, and the McLeod hydraulic bearing. With components. The line of stainless steel straight
Camaro Z28 models and ’92 Z28 models without this kit, you’ll have everything you need to bolt tubing, bends, and mufflers allows you to build
the 25th anniversary option. Each grille is a TREMEC Magnum to an LS six-bolt engine, a 3-inch-diameter system that is just 2.25
manufactured in quality injection molded ABS to whether you put it in a Mazda, Ford, Dodge, inches tall. That means you get the flow of a
the correct factory specifications. Nissan, or whatever you dream up. big exhaust system plus an extra 0.750-inch of
ground clearance.
For more information, contact Classic For more information, contact Silver Sport
Industries by calling (888) 816-2897 or visit Transmissions by calling (865) 609-8187 or visit For more information, contact Summit Racing by
[Link]. [Link]. calling (800) 230-3030 or visit [Link].
ALL CHEVY PERFORMANCE [10] VOLUME 4 • ISSUE 43 • 2024
 3 FULL DAYS

SWAP MEET
ACP PARTS BIN [Link]

6. SPEED-O UPGRADE

The Speedhut SpeedBox is the ultimate solution

for effortlessly upgrading your cable-driven
mechanical speedometer. Supporting GPS and
5. EARLY CHEVY modern transmission signals, it’s a simple
4. IMPALA INTERIOR GAUGE PANELS and versatile speedometer conversion for
any vehicle. Requiring only 12 V and ground,
TMI Products introduces the company’s first Boese Engineering releases a full collection of it’s a hassle-free plug-and-play solution that
complete interior product line for the legendary ’53-54 Chevy Car gauge panels. Available for eliminates the need for tedious calibration
’59 Chevy Impala. To elevate the ’59 Impala 4 5/ 8- and 21/8-inch Classic Instruments or 5-inch or subscription services. With a Drive Output
over the stock offering, TMI Products completely and 21/ 16-inch Auto Meter 6061 aluminum, they Thread of 7/ 8-18 inch and a square of 0.112
reimagined the interior, while repurposing some come in brushed or brushed and black anodized inches, the SpeedBox offers flexibility and its
factory elements, such as retaining the iconic finishes. calibration range from 170-1,650 turns per mile
Impala badging on the rear seat. ensures precision for diverse speedometers.
For more information, contact Boese
For more information, contact TMI by calling Engineering by calling (877) 263-7377 or visit For more information contact Speedhut by
(888) 460-0640 or visit [Link]. [Link]. calling (801) 221-1460 or visit [Link].
ALL CHEVY PERFORMANCE [12] VOLUME 4 • ISSUE 43 • 2024
ACP CHEVY CONCEPTS

TEXT & RENDERING BY TAVIS HIGHLANDER

@TavisHighlander [Link]

ALL CHEVY PERFORMANCE [14] VOLUME 4 • ISSUE 43 • 2024

 [Link]

O
ne of the great parts of the 2024 Grand National Roadster Show was an entire building dedicated
to street machines. Iconic examples of Pro Street, Pro Touring, and other performance-oriented
build themes were on display. Seeing so many Pro Street cars together was a real head-turner for
me. It was a spectacle for sure.

Although not a full-on Pro Street machine, this ’64 El Camino project blends a few genres together. A modern
twin-turbo LS fits cleanly underneath a stock flat hood to add an element of stealth to the car’s overall
appearance. On the exterior everything is blacked out, including the 15-inch Weld wheels. Skinnies in the front,
big meats in the back. A nice rake and a hunkered down stance complete the simple but sinister look.

’64 EL CAMINO ALL CHEVY PERFORMANCE [15] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE

BY FUELISH MEDIA IMAGES BY THE AUTHOR

ALL CHEVY PERFORMANCE [16] VOLUME 4 • ISSUE 43 • 2024

 [Link]

E
very now and then we are all left dumbfounded by the first this car, but it is in fact the world’s first exposed-weave, carbon-fiber ’69
impression of a car. This ’69 Camaro built by Finale Speed Camaro. This is a big feat on multiple levels but the shaving of roughly 750
in Yukon, Oklahoma, is definitely one of those cars. From a pounds off a factory-spec model is surely the most impressive.
distance, it obviously boasts the form of a well-built custom
vehicle but there is so much more to explore. Its menacing, dusky Finale Speed is the shop behind the project, which made its grand debut
appearance starts at ground level with the luxury wheels and up to its at a Barrett-Jackson auction in Scottsdale, Arizona. Of course, the
monochromatic body color, but upon closer inspection, one will notice that Camaro stole the show. It’s not like a car like this is made available for
the car’s graphite-toned hue isn’t what it appears to be from afar. Every sale every day. Sure, you could contract a full build through Finale, but
single body panel is pure carbon fiber—some panels are even double that would take the better part of a year to complete. This carbon-clad
sided! It’s kind of mind blowing to let that fully sink in while admiring masterpiece rolled in 100 percent ready to rock.

THE WORLD’S FIRST

EXPOSED-WEAVE
’69 CAMARO

ALL CHEVY PERFORMANCE [17] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE

Before the car could make it to the auction block, the Camaro underwent
an extensive build process that started with its chassis system. The main
objective with the frame overhaul was to not only dial in an aggressive stance,
but the car had to perform to its highest degree while on the street or track.
To create the ideal balance of looks and agility, the Finale crew reached out to
Speedtech Performance for a combination of beautifully designed suspension
components to do the trick. The front end was outfitted with Speedtech’s
Extreme subframe that promotes pure autocross and road racing prowess.
The bolt-in package includes new control arms and springs, JRi coilovers,
Rod & Custom Motorsports’ 2-inch drop spindles and features a proprietary
geometry design that allows 30 degrees of turning with a 315 series front
tire. Speedtech’s F-body suspension package with torque arm finishes out the
car’s chassis overhaul at the rear end. The Camaro was soon upgraded with
a Wilwood Aero disc braking system complete with six-piston front and rear
four-piston calipers. Staggered width, 18-inch three-piece Forgeline wheels
were mated with high-performance Toyo R888R tires and attached to the hubs
for an exhilarating cherry on top of the Camaro’s renovated frame.

ALL CHEVY PERFORMANCE [18] VOLUME 4 • ISSUE 43 • 2024

 [Link]

ALL CHEVY PERFORMANCE [19] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE [Link]

To untap the full potential of the car’s race-ready foundation, a ’21 Brothers Composites of Sheboygan Falls, Wisconsin, was contracted to
Chevrolet Performance LT4 376ci crate engine with a factory-equipped 1.7L fulfill flawless carbon-fiber body panels for all of Finale’s project needs.
Eaton supercharger was added to the equation. Ultimate Headers 17/8-inch The molds for these panels are pulled directly from factory ’69 Camaro
headers with 2½-inch stainless piping, and MagnaFlow mufflers handle parts, hence their true-to-form OEM shape and fitment. A common
the expulsion of high-octane exhaust fumes. With a few more aftermarket misconception about this Camaro’s finish is that the carbon finish
accessories bolted onto the LT4 mill, the Camaro’s power output peaked is merely a wrap due to the perfection of the weave alignment. That
at 650 hp with 650 lb-ft of torque. That energy is then transferred to a myth couldn’t be more false. Custom billet/LED taillight housings were
TREMEC T56 Magnum six-speed transmission and controlled by an Eddie installed to update the car’s appearance with bright illumination and
Motorsports shifter to create an exhilarating driving experience. Fit and modern sequential signal functions. Flush-mounted glass gives the car a
finish within the engine bay is also as clean as it gets. subtly smooth appearance, as does the billet door handles and mirrors.

ALL CHEVY PERFORMANCE [20] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE [Link]

The interior of the Camaro was slated to be just as impressive as the rest of the car. To help
set the pace for a sporty restyling, TMI Products was sourced to provide fully upholstered
door panels and leather-covered racing bucket seats that have since been equipped with
four-point harnesses. A custom center console was fabricated and wrapped to match the rest
of the textiles. A leather-wrapped aluminum steering wheel, Classic Instruments gauges, and
an Old Air Products heating and cooling system were installed to provide next-level control
and comfort. To up the ante, a killer sound system comprised of an Alpine head unit, Focal
speakers and subwoofer, and Mosconi amplification elevates the car’s level of excitement.

While this ’69 Camaro is obviously one of the most unique of its pedigree, Finale Speed
does have the capability of recreating multiples. Aside from having the option to purchase
individual carbon-fiber body panels from Finale, complete Camaro bodies on chassis can
also be ordered—not to mention a full turnkey car, if desired. Of course, upgrades and
options abound. Spring for a Wegner LS3, carbon-fiber wheels or even a painted finish over
the exposed carbon panels for a truly unique sleeper version. With Finale, there are many
ways to piece together the muscle car of your wildest dreams.

ALL CHEVY PERFORMANCE [22] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE [Link]

Chassis
TECH CHASSIS: Speedtech Extreme
FRONT SUSPENSION: Rod & Custom Motorsports 2-inch drop springs, Speedtech
OWNER: Danny Prosser, Costa Mesa, California control arms, JRi coilovers shocks
VEHICLE: ’69 Chevy Camaro REAR SUSPENSION: F-body with torsion bar, JRi coilover shocks
BRAKES: 14-inch Wilwood Aero disc brakes, six-piston front, four-piston rear,
Engine adjustable proportioning valve
TYPE: LT4
DISPLACEMENT: 376 ci Wheels & Tires
BORE: 4.065 WHEELS: 18x9.5 and 18x12 Forgeline VX3C three-piece forged
STROKE: 3.622 TIRES: 295/30R18 and 335/30R18 Toyo R888R
COMPRESSION RATIO: 10.0:1
CYLINDER HEADS: A356-T6 rotocast aluminum Interior
CRANKSHAFT: Forged steel UPHOLSTERY: Black Alcantara leather
CAMSHAFT: Hydraulic roller (0.492/0.551 lift, 189/223 deg duration 0.050) SEATS: TMI Products
INDUCTION: GM-Eaton TVS R1740 1.7L supercharger SEATBELTS: Four-point
ASSEMBLY: Chevrolet Performance STEERING: Rack-and-pinion steering, Flaming River column
EXHAUST: Ultimate Headers, 2.5-inch stainless exhaust, MagnaFlow mufflers SHIFTER: Eddie Motorsports
ACCESSORY DRIVE: Wegner INSTRUMENTATION: Classic Instruments
DRESS UP: Wegner, LMP supercharger lid, Eddie Motorsports hood hinges and PEDALS: Silver Sport Transmissions
fender braces SHIFTER: Eddie Motorsports
FUEL TANK: Rick’s Tanks CLIMATE CONTROL: Old Air Products
OUTPUT: 640 hp at 6,400 rpm, 630 lb-ft at 3,600 rpm TRUNK HINGES: Eddie Motorsports

Drivetrain Exterior
TRANSMISSION: TREMEC T56 Magnum by Silver Sport Transmissions BODYWORK AND PAINT: 32 total prepreg carbon-fiber panels by Brothers
DRIVESHAFT: Precision Driveline Composites (Sheboygan Falls, WI) for Finale Speed (Yukon, OK)
REAR AXLE: 9-inch rear, Eaton Truetrac limited-slip posi, 3.70 gear ratio LIGHTING: Custom billet/LED taillight housings

ALL CHEVY PERFORMANCE [24] VOLUME 4 • ISSUE 43 • 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

1.
1. For the foundation
to build the ultimate
General Motors
A-body it doesn’t get
any better than an
Art Morrison Enter-
prises (AME) chassis
from MetalWorks.

BY RON CERIDONO IMAGES COURTESY OF LISA JONES & CHADLY JOHNSON

A-BODY S
ome of General Motors’ truly spectacular cars were built
from 1964-72 on what was called the A-body platform. Over
the years there has been some confusion about the A-body

CHASSIS
designation as it had been used by GM as far back as 1926
to distinguish between the various chassis dimensions being built for
the variety of brands produced. The alphabet soup basically continued
into the ’60s indicating the size of the car: “A” representing most

MAGIC
Chevrolets and Pontiacs, “B” Buicks and Oldsmobiles, “C” Series 60
Cadillacs and Buick Roadmasters, and “D” Cadillac Series 75.

Beginning in 1964 the A-body designation was used to identify

intermediate-size cars that included versions of the Chevrolet
Chevelle, Pontiac Tempest, Oldsmobile Cutlass, and Buick Skylark.
Interestingly, GM had a corporate policy that limited engine
AN ART MORRISON displacement for these cars to 330 ci. However, the brain trust at
ENTERPRISES AND Pontiac decided to stuff 389ci V-8s into the LeMans and created

METALWORKS the GTO package as an option. The resultant sales caused the GM

SPEED SHOP
management to see dollar signs, so they bumped the cubic inch limit
to 400 for 1965. By 1970 the cubic inch restriction was removed, giving
COLLABORATION rise to some of the most impressive muscle cars ever produced.
ALL CHEVY PERFORMANCE [26] VOLUME 4 • ISSUE 43 • 2024
 [Link]

2. AME’s A-body frame is based on 0.180-inch wall rectangular tubing formed in a

2. mandrel bender.

3. Here the front crossmember is clamped in a dedicated fixture for welding caps
on the ends of the tubing. The rack-and-pinion and lower control arm mounts are
already in place.

3.

4.

5.

6.

4. With the crossmember completed, the

side rails are added to the fixture. Note
the smooth, wrinkle-free mandrel bends.

5. Each AME frame has a dedicated

fixture for assembly and welding. In
the foreground is a GM A-body frame in
progress.

6. Anything from a bare AME chassis

up to and including a complete roller is
available from MetalWorks. This example
of an A-body frame has been sandblasted
and powdercoated. When completed it
will go under a ’70 Chevelle.

ALL CHEVY PERFORMANCE [27] VOLUME 4 • ISSUE 43 • 2024

ACP TECH [Link]

7. 8.

7. To ensure the rearend housing

9. was debris-free after sandblasting
10.
and powdercoating it was thor-
oughly cleaned before assembly.

8. With all the components

powdercoated the triangulated
rear suspension was installed and
stainless steel brake lines were
added. Strange coilovers and an
antiroll bar are also part of the rear
suspension package.

9. The 9-inch centersection uses

an S-Series case from Strange
Engineering. MetalWorks will help
customers select the proper gear
ratio to ensure compatibility with
the engine, transmission, and tire
size combination.
GM’s ’64-72 A-body offerings were certainly impressive in their day. They
10. The Wilwood disc brakes include
combined style and straight-line performance but by today’s standards a parking brake assembly that fits
they had shortcomings in the cornering and stopping departments; issues inside the “hat” the rotor attaches
that are effectively addressed by Art Morrison Enterprises (AME) in Fife, to. Alloy axles are from Strange.

Washington, and MetalWorks Speed Shop in Eugene, Oregon. A case in

11. In the rear of the chassis Metal-
point is this ’70 Chevelle that received a complete chassis swap. Works installed Wilwood four-pis-
ton calipers and 14-inch rotors.
AME faced a number of challenges when designing their GT Sport chassis
11.
for the GM A-bodies, not the least of which was making it fit tight to
the body. That problem was solved with unique angular framerails and
centersection that tuck tight to the floorpan. The AME framerails not
only provide extra ground clearance but improve torsional rigidity when
compared to the stock frame and provide additional body mounting as well.

Of course, a stiff chassis is necessary for the suspension to work as it

should. Up front, the A-body chassis comes with AME’s Sport C6 IFS. It
includes specially designed tubular control arms with optimized geometry
that delivers contemporary sports car–like handling with excellent ride
qualities. Rear suspension options include triangulated four-bars, with
a 9-inch housing, adjustable coilovers, and an adjustable antiroll bar or
AME’s Multilink independent rear suspension.

ALL CHEVY PERFORMANCE [28] VOLUME 4 • ISSUE 43 • 2024

 once
again the must attend event of the year!

Celebrating Hot Rods, Customs, Classics & Muscle Cars thru 1972,
AND.... American-Made Trucks thru 1998!

INCREDIBLE GIVEAWAYS
ALL REGISTERED PARTICIPANTS ARE ENTERED INTO 2 VALUABLE AMAZING DRAWINGS! A CHANCE TO
Must be present
at drawing to win.

WIN A BRAND NEW CUSTOM CHEVROLET PICKUP HOTRODDED BY ALLOWAYS HOT ROD SHOP VALUED AT
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Nashville Superspeedway • Lebanon TN • September 6 & 7 • 2024

register & book hotels today at [Link]

ACP TECH [Link]

MetalWorks does everything from

12.
supplying parts and pieces from
MetalWorks Speed Shop’s huge
inventory to building complete
turnkey vehicles. Show-quality
paint and bodywork are done in-
house and a complete fabrication
shop can handle anything from
hand-built body panels and
floors to custom-bent rollcages.
They also do metal dipping for
paint and rust removal (check
out [Link] for more
information).

Along with everything else they

12. AME offers their own rack-
do, MetalWorks are specialists
13. and-pinion steering as well
14.
at performing chassis swaps. As
as those setups from Flaming
they explain it, a major benefit of a River. Both 15:1 and 17.5:1
body swap is to upgrade a classic ratio systems are available.
car or truck’s performance without
13. AME’s Sport C6 front
the heavy cost of a complete suspension includes special
restoration. For those happy with tubular control arms made
their vehicle’s appearance there from DOM steel that are TIG
welded in precision, CNC-
is no need for paint, upholstery,
machined fixtures.
and so on. MetalWorks can swap 15.
the body onto a modern chassis. 14. To provide superior camber

The end result is a classic that gain and roll center migration 16.
AME’s Sport C6 suspension
will look the same as before uses C6 Corvette forged alu-
with a radical difference in its minum spindles. The steering
performance. arms are forged steel and the
ball joints are serviceable.

Case in point is the original- 15. Wilwood six-piston cali-

paint ’70 Chevelle shown here pers with 14-inch rotors were
installed up front along with
that MetalWorks has updated
an adjustable antiroll bar.
with an AME chassis swap and The spacers are necessary so
a running gear update with a the temporary “shop wheels”
clear the brake calipers.
18.
Chevrolet Performance Connect &
Cruise combination. In this case, 16. MetalWorks drills and taps
the engine is an LS3. The engine the framerails to secure the
displaces 376 ci and makes 495 custom -3 brake lines to the
frame with stainless clamps
hp and 473 lb-ft of torque. The held on by buttonhead screws.
Gen IV small-block is backed by
a 4L70-E four-speed automatic 17. 17. AME’s transmission cross-
member has multiple attach-
transmission. Based on the
ment points to accommodate
4L60-E/4L65-E, the 4L70-E has most popular transmissions.
increased horsepower and torque
18. MetalWorks Speed Shop
capacity thanks to heavy-duty
carries a complete line of
parts such as five-pinion gearsets, aftermarket parts, including
heat-treated stator shaft splines, Chevrolet Performance crate
induction-hardened turbine shaft, engines, like this 495hp
LS3 that will be going in the
seven-plate clutch, and a specific Chevelle chassis.
valvebody calibration.
ALL CHEVY PERFORMANCE [30] VOLUME 4 • ISSUE 43 • 2024
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19. To pull all the accessories tight to 20. For increased ground clearance, a Holley oil pan
the block, MetalWorks installed a Holley
19. replaced the deeper factory pan.
front drive system. It came with the
water pump, alternator, power steeing 20.
pump with reservoir, and an SFI-certified
damper with hard anodized billet crank
pulley. All pulleys, a belt, and heater
hose adapters are included.

To make the engine and transmission

function, the Connect and Cruise
package includes engine and
transmission controllers. According
to Chevrolet Performance, “These
controllers are uniquely calibrated
for installation in older vehicles.
That means many features required 21. 22.
for late-model production vehicles
are ‘turned off’ because they’re not
required in older cars and trucks. That
prevents the unnecessary triggering
of diagnostic trouble codes that could
possibly affect performance or require
additional calibration adjustments.”

Thanks to AME and MetalWorks, 23.

’64-72 GM A-body owners can have a
contemporary high-performance vehicle
wrapped in classic vintage sheetmetal.
It’s not really magic, but it’s close.

SOURCES
ART MORRISON ENTERPRISES
(866) 808-4759
[Link]

HOLLEY
(866) 464-6553
[Link]
21. MetalWorks supplied the
new Chevrolet Performance
24.
METALWORKS SPEED SHOP
4L70-E overdrive automatic
(541) 592-7894
transmission. The engine and
[Link]
transmission will be controlled
by a GM wiring harness.
STRANGE ENGINEERING
(800) 646-6718 22. The final modification to
[Link] the engine was the addition
of Ultimate Headers headers.
ULTIMATE HEADERS
(440) 234-9600 23. Here the chassis is nearly
[Link] complete with only the drive-
shaft to be added.

WILWOOD
24. Out with the old, in with
(805) 388-1188 the new. This original-paint
[Link] ’70 Chevelle body now sits
on an AME chassis from
MetalWorks.

ALL CHEVY PERFORMANCE [32] VOLUME 4 • ISSUE 43 • 2024

 1967 Chevy Nova
Builders/Owners: Scott & Brian Hughes

 
 
     
ACP FEATURE

DAVE MILLER AND

BY NICK LICATA IMAGES BY WES ALLISON

When the Beach Boys’ song ‘409’ was released as a B-side of

the single ‘Surfin’ Safari’ in June 1962, I was 18 and had just
graduated from high school in Topeka, Kansas,” Dave Miller, BOB BROWN’S
409-POWERED ’61 CHEVY
owner of this time-honored ’61 Chevy, says. “I was already
versed in 409 lore from reading and re-reading car magazines,

BEL AIR HARDTOP

like Hot Rod and Car Craft, plus I had watched 409s street
racing and paring off at the humble Kaw Valley Dragway.”

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A quick backstory on Dave reveals him leaving Topeka and heading west
on Route 66 to attended college at USC in Los Angeles in the fall of 1965.
Dave fell in love with SoCal, and after college he decided to plant roots
in the Golden State. Throughout his time on the West Coast, that college
education led to him working as a bank economist, a business owner,
and as a high school and community college educator, while always
holding onto his lifelong hot rod passion and staying involved in the drag
racing community. He eventually moved to Lompoc, a small community
in the northern part of Santa Barbara County, where he continued his
involvement with performance cars.

In 2008 Dave’s friend, Ed Wittwer of Corvette Service Company, had

acquired a ’62 Chevy, dual-quad 409 he pulled from a modified early
Corvette and asked if I wanted to buy it. “I drove to Wittwer’s and
picked up the engine even though I didn’t have a car to put it in,” Dave
confirms. “Not long after, I headed north to Jack Gibbs’ shop, 409 Chevy
Performance in Willows, California, to have the engine rebuilt. I heard
about Gibbs’ expertise with 409s and the engines he built for customers
and cars of his own, so it made sense to have him do the rebuild.”

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Fast-forward to 2015 and the Gibbs’ rejuvenated 409 was still sitting
in its cradle in a corner of Dave’s shop wrapped in cellophane waiting
for just the right opportunity. “One day my phone rings and it’s my
friend Gil Muro from Hot Rod Ranch in Lompoc informing me of a car
I may be interested in,” Dave says. “As I pull into Muro’s shop I see a
’61 Bel Air hardtop. It’s got ghost flames on the hood and front fenders.
It sat close to the ground sporting alloy Halibrands wrapped in fat
BFGoodrich Radial T/As. I peered through the window and noticed
a stock-appearing turquoise interior. Underhood it had a big-block
Chevy with a maze of tube headers spouting from the cylinder heads
then poking through large holes in the inner fenders. The car was an
original six-cylinder automatic car with 45,000 miles. It struck me as a
late-’80s mild Pro Street car. It was interesting, but I told Muro ‘thanks,
but it’s not for me.’”

Suddenly images of Don Nicholson’s white ’61 bubbletop jumped off the
pages of early Hot Rod magazines and flashed through Dave’s mind. That
vision inspired a change in plans influencing Dave to buy the car. With
no space at Dave’s shop, Muro agreed to store it for a while. “A month
later during a phone conversation with Bob Brown, my hometown car
connection, I told him about my recent purchase, and he said, ‘Bring the
409 and car back here and I’ll put them together,’” Dave reveals.

In the fall of 2015 Dave trailered the ’61 and all its glory to Bob’s shop
in Topeka. Bob’s years of working at dealerships and then his own AC
Delco Service Center was a highly experienced, longtime drag racer who
specialized not only in engines but also chassis tuning for the ’strip.

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Chassis
TECH FRONT SUSPENSION: Boxed factory control arms, factory coil springs, stock
spindles, Competition Engineering adjustable drag shocks
OWNERS: Dave Miller, Fernandina Beach, Florida, and Bob Brown, Topeka, Kansas REAR SUSPENSION: Boxed fourth control arm added with reinforcement plates, Global
VEHICLE: ’61 Chevy Bel Air (converted to Biscayne) West track bar, factory springs, Competition Engineering adjustable drag shocks
BRAKES: Factory rebuilt drums, stock master cylinder
Engine
TYPE: Chevrolet big-block (casting #3788068) Wheels & Tires
DISPLACEMENT: 409 WHEELS: Stock fullsize Chevrolet, 14x5 front, 14x6 Chevrolet K rims rear
COMPRESSION RATIO: 11.25:1 TIRES: BFGoodrich vintage bias-ply 750x14 front, M&H Racemaster vintage bias-ply
BORE: 4.352 drag slicks 800/850x14, R-49 compound
STROKE: 3.50
CYLINDER HEADS: Cast-iron, 3814690 castings dated 10/26/61 and 10/27/1961 Interior
ROTATING ASSEMBLY: Stock 409 crankshaft polished, I-beam rods, Ross 409 pistons UPHOLSTERY: Factory original with Classic Industries turquoise carpet kit
by Jack Gibbs at Chevy 409 Performance (Willows, CA) SEATS: Factory bench
VALVETRAIN: Jack Gibbs springs, PRW roller rocker arms, Smith Brothers SEATBELTS: Factory-style, Classic Industries
3/8 chromoly pushrods STEERING: Stock Chevrolet Biscayne steering wheel
CAMSHAFT: Isky Z-45 0.530 lift, 278 duration at 0.050, 108 LSA DOOR PANELS: Modified to Biscayne style
INDUCTION: Stock 409 dual four-barrel intake manifold, dual Edelbrock SHIFTER: Stock column
ASV2 500-cfm carburetors INSTRUMENTATION: Factory
ACCESSORY DRIVE SYSTEM: Stock 409 HVAC: Deleted with Show Cars heater delete plate on firewall
VALVE COVERS: Stock 409 painted with breathers by Bob Brown RADIO: Deleted with Show Cars radio delete plate on dash
IGNITION: MSD with vintage-appearing Mallory electric coil
WIRES: MSD with Show Cars 409 wiring harness Exterior
EXHAUST: Jardine try-Y 409 headers provided by Don Waldron of Rods West BODYWORK AND PAINT: Paul Langley (Eskridge, KS)
(Ridgecrest, CA), 3x12-inch fabricated collectors by Bob Brown (Topeka, KS) PAINT: Ermine White
ANCILLARIES: Stock 409 alternator, Z-11 aluminum radiator and MODIFICATIONS: Bel Air side trim removed to for Biscayne conversion, V-8 emblem
shroud by Show Cars (New Ulm, MN) added to trunklid, Biscayne emblem on quarter-panel by Bob Brown and Randy Ramsdell
ASSEMBLY: Jack Gibbs Chevy 409 Performance FRONT BUMPER: Factory-style Classic Industries
OUTPUT: 409 hp at 6,000 rpm, 420 lb-ft at 4,000 rpm REAR BUMPER: Original
SIDE MIRROR: Original
Drivetrain
TRANSMISSION: Chevrolet TH350 my Bob Brown
TORQUE CONVERTER: TCI 3,800 stall by Tom Gregory at Tommy’s Rod Shop
(Fernandina, FL)
DRIVESHAFT: Custom-built two-piece, slip joint unit by Jerry at Truck Parts and
Equipment (Topeka, KS)
REAR AXLE: Original ’61 factory carrier with posi modified by Bob Brown; Dana 44
power-loc clutches, 30-spline Dutchman axles; N.O.S. 4.56 gears by Ed Wittwer of
Corvette Service Company (Carpinteria, CA)

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Dave admits the most challenging decision for the ’61 was figuring out was also left unlettered to reflect the period when white shoe polish was
what they wanted the car to represent. Bob went back to the strong used for class specifications.
demand and limited supply of early ’62 409s and how dealerships had
their mechanics yank out lower performance engines from unsold cars In 2023 Bob called Dave and said, “It’s finished, come drive it!” Those
and replace them with factory 409 crate engines. It was decided that words were pure magic to Dave. That summer, Dave took the car to
Dave’s ’61 would represent such a conversion from that time period. Gainesville for initial testing where the first pass netted a 12.92 e.t. at
106 mph. On the second pass the car improved to 12.85 at 107 mph.
“The inspiration for the car we were building would have raced in the Soon after it was decided to swap the converter and on the next trip to
short-lived NHRA class: Optional Super Stock, a class that allowed Gainesville Dave mashed the pedal to the lowest e.t. thus far of 12.66.
racers to use ’62 model year performance parts being released early by
factories so they could be employed on ’61 models,” Dave says. “For that “It’s been a long, enjoyable road with the ’61 as it was built as most cars I
we decided to pull the Bel Air trim and dress our ’61 hardtop as a plain- have been involved with—by friends helping friends. That method takes time,
Jayne Biscayne. but the results reflect the expertise and enthusiasm of individuals who love
cars from similar eras. As my friend Ed Wittwer is fond of saying, ‘It’s not the
Bob moved forward by removing the exterior Bel Air chrome and added cars that make what we do so interesting and enjoyable, it’s the people.’”
Biscayne script to the quarter-panels. The ghost flames disappeared
when Paul Langley repainted the car in factory Ermine White. They added Well said, Dave, and we just can’t shake that Beach Boys song while
a ’61 Kansas dealer tag to emphasize dealership involvement. The car admiring this immaculate ’61 Chevy. And that’s not a bad thing.

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CAMOUFLAGING AN
LS TO PASS FOR
A CLASSIC
SMALL-BLOCK

1.
1. Admittedly, there is very little
you can do to fool an expert on
engines, which likely includes
many of you reading this article,
when it comes to disguising a
modern LS to look like a classic
small-block. For example, you
aren’t going to change the
shape of the timing cover or
the exhaust port alignment
without some serious fabwork
and expense. But smart changes
can completely change the vibe
of an engine bay, and the vast
majority of people who see your
car will totally buy it.
ALL CHEVY PERFORMANCE [44] VOLUME 4 • ISSUE 43 • 2024
 [Link]

2. BY JEFF HUNEYCUTT IMAGES BY THE AUTHOR

T
his is the opposite of putting lipstick on a pig (or
whatever you want to call it).

We’re talking about taking one of the all-time-

great engines—Chevrolet’s LS series—and dressing it to
look like a classic, first-generation small-block. First off,
when done right the LS engine is a great-looking powerplant
all on its own. But sometimes you may want to disguise
exactly what it is you’ve got powering your ride.

Sometimes you just don’t want your LS to look like an LS. This
is particularly true when you are building a classic and you
want to keep that old-school feel. If the outside of your Chevy
car or truck looks all original, it can be a bit jarring to open
the hood and find a modern powerplant sitting between the
2. Instead of simply swapping out a bunch of parts on a stock crate engine we decided to bump the framerails. A first-generation small-block, or maybe even a 409
difficulty up to level 10 with a custom-built, high-horsepower build at Automotive Specialists out of or rat motor, would look more at home in the engine bay. Or
Concord, North Carolina. This LS is bored and stroked to 427 ci and uses almost zero stock compo- maybe you’re running a sleeper and want your potential victims
nents. The block is a Dart LS Next unit with a 4.00-inch forged Molnar crank and 4.125-inch Mahle
pistons. That’s a Holley cast oil pan designed to fit F-body cars because it offers maximum chassis
to think you are running a workaday carbed small-block and
clearance without hurting power or oil capacity. not a big-inch LS with modern ignition controls and horsepower
numbers a stock small-block 350 could only dream of.
3. Keith Dorton bolts up the ported LS3-style cylinder heads. The excellent LS port design helps
produce power that even a built small-block can barely reach, but bare aluminum will ruin the classic
engine vibe, so it will be painted to match the rest of the engine shortly. If either one of these scenarios describes you, there are a
few ways to dress up (or camouflage, depending on your
3. point of view) a modern LS to look like a classic Chevrolet
engine. Some kits are obviously more effective than others,
and at All Chevy Performance we’ve recently covered
mocking up a crate LS engine to look like an old-school big-
block engine ([Link]/the-ls-classic-series-
big-block-kit-installation-overview-with-detailed-images/)
that turned out extremely well. This time around we’re
taking a look at some tips for disguising your modern LS
as a first-gen small-block—sort of taking a perfectly great
engine and making it your own. The end result is modern
power and dependability—and even the ability to find
replacement parts easily—and giving it the look of a classic
without all the hassles and drawbacks.

But first, a caveat: We aren’t starting with a crate engine, or

even an LS that is anywhere close to stock. We caught up
with father-son engine building duo Keith and Jeff Dorton at
4. For the majority of the fasteners
securing the cylinder heads to the block,
4. Automotive Specialists, who were building this custom engine
Dorton is using ultrahigh-strength ARP for a car builder who is putting together a bucks-down ride for
head studs. Most will be underneath the
his customer. We can’t talk too much about the finished product
valve covers, and this row will mostly be
hidden by the exhaust manifold. But the quite yet, but we wanted to show you some of the tricks the
lowermost row of fasteners will be ex- folks at Automotive Specialists used during the course of this
posed, so instead of ARP studs, Dorton build. You will also notice that the engine isn’t completely
chose a set of high-strength bolts with
a flange head. Once they are painted the
dressed out. That’s because the car builder will be doing some
same color as the rest of the block they things like potentially fabricating an air cleaner cover as well
will look appropriately old school. as changing up the accessory setup and front drive system.

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5. The rocker setup is a set of performance shaft-mount rockers from Liberty Performance. They are the
same 1.7:1 ratio as stock rockers but have extra beef (that will be important for us later) for extra rigid-
6.
ity. The rest of the valvetrain is a set of solid roller lifters and a camshaft from Comp Cams ground with
239/255 degrees of duration at 0.050 tappet lift. Lobe lift is 0.367 inch for both the intakes and exhaust
(making for 0.624 gross valve lift) with 114 degrees of lobe separation.

5.

6. The valley cover plate is part of Lokar’s LS Classic line. We’re

showing you the underside first because we wanted you to see the
O-ring gasket that seals the plate to the block. This is the LS3 version,
so there are also O-rings for the cylinder deactivation system, if you
want to include that. The Dart LS Next block doesn’t have provisions
for that, so we left them off. Please note that the valley covers for
the LS3 and the earlier LS1 do not interchange because the LS1 version
makes room for the cam position sensor. Lokar has versions for both,
so make sure you order the correct one.

7. 7. Here’s a look at the business side of the cover. The

8.
road draft tube up front functioned as a PCV valve in
older engine designs. Lokar has versions where the
tube slants both to the left and the right, depending
on your needs. You can also get the plate in black like
you can see here or in bare aluminum. We chose black
but as this went to press there was discussion whether
the plate should be painted gold to match the rest of
the engine. Because of the O-ring seal, it isn’t a big
deal to pull the plate off later and make a change.

8. A carbureted-style intake manifold is a must.

Dorton chose this dual-plane intake from Holley
because it looks the part and has also been proven to
allow enough flow to feed all 427 ci for excellent power
production. Despite optimized runner lengths, it also
has a short flange height to help keep the carburetor
or throttle body down low enough so you don’t have
to cut a hole in your hood. Holley also has single-plane
intakes like this but Dorton chose this intake partly be-
cause the dual plane helps minimize the gap between
the top of the valley plate and the bottom of the
intake so that it looks just a bit more like a one-piece
intake/valley cover like you would normally find on a 10.
first-gen small-block.

9. Another big giveaway for modern LS engines is the

9. individual coil packs that normally mount on top of the
valve covers. A lot of kits utilize a false valve cover that
goes over the coils and the real valve covers, but these
wind up being too tall and just look weird. We’re going
with Lokar’s coil relocation kit, which utilizes a dummy
distributor to route the wires and looks really good.
Lokar utilizes high-quality, low-resistance plug wires in
the kit, and each one is an incredible 9-feet long to give
you lots of options for locating your coils. You just cut
the wire to the proper length and install the spark plug
ends with the included components. There’s also a short
length of wire to function as a dummy coil wire.

10. Here, you can see the false distributor housing and
how the plug wires route through it. The housing bolts
up to the rear of the valley cover.

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 BRAKING EVERY
GENERATION
Street and track big brake kits | C1 four piston brake kits | C2-C8 six piston brake kits

LEARN MORE

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

11. 11. The plug wires thread through the holes in the
12.
top of the fake distributor cap. We routed ours
in the small-block standard “1-8-4-3-6-5-7-2”
firing order even though the LS uses its own firing
order, but it doesn’t really matter because the
wires just come out of the bottom of the fake
distributor in a bundle. We’ve installed most of
the dummy distributor plug boots so you can see
how well the finished product looks but left one
off just for comparison.

12. Lokar also has these coil mounts that you can
use with the system if you like. Here, they are just
bare, but we like how compactly they arrange the
coils and allow you to put them out of the way on
the firewall, or even low on a framerail if you like.

13. 14.

13. Because we have the coil relocation kit, we can go with a set of valve covers that more
look the part. These are cast-aluminum covers from Lokar, and we’re showing you the bot-
tom first to point out a very cool feature. Like all LS engines, the valve covers use a center
bolt setup to secure it to the head. But classic small-blocks all have perimeter-bolt valve
covers with straight rails. We’re not going to drill and tap the outside edge of the cylinder
heads because there is just not enough meat there, but these castings have straight rails to
mimic an old-school valve cover, while the valve cover gasket is scalloped to properly seal
against the LS cylinder heads. Nice touch.

15.

14. Here’s one of the few issues we had with the build, and it was the common
problem that comes with mixing and matching high-performance aftermarket com-
ponents. Remember when we mentioned the rocker setup used is extra beefy? The
Lokar valve covers use a set of aluminum stands that screw into the cylinder heads,
and then the valve covers bolt to them. There wasn’t quite enough room with the
beefy rockers to get them in place, so Dorton just turned the base of the aluminum
stands down in a lathe about a ¼ inch in diameter. There is still plenty of material
left, and with a stock-style rocker system this wouldn’t even be an issue. But it is
just something you have to be prepared for when building custom engines. If you
don’t have access to a lathe, you can easily achieve the same result with a sanding
disc on a die grinder. Also notice the O-rings to seal the connection between the
stands and the valve covers themselves so no oil will weep out.

15. Here’s a look at the top of the valve covers. The ribs are definitely nice, and
the center bolts are disguised by the “LS Classic” script that bolts over the top. If
you don’t like the script you can just have whatever you want made from thin alu-
minum plate either cut on a laser or water jet. There are even places online that
will do that now. We also like the idea of painting the valve covers to match the
engine and then machining the top of the ribs to make them shine in bare metal.
The paint should also hide the center bolts.

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Automotive Specialists also put on a first coat 16. We needed a carbureted look
16. but definitely didn’t want to give
of paint, but as you will see there are still more
up all the advantages that come
touch-ups that will need to be made further down with electronic fuel injection. So,
the line. But they didn’t want to do the final detail the solution was obvious: A Holley
painting until everything was complete and the Sniper Stealth unit gives us the best
of both worlds. And that classic gold
engine was off the dyno. is perfect. This is the eight-injec-
tor version that can handle up to
The good news here is that you can replicate 1,500 hp naturally aspirated. This
unit also comes with transmission
everything you see here without any fabrication
controls built in so the car builder
skills or special tools. Most of the heavy lifting can mate this engine to a modern
was already done by Lokar and their LS Classic transmission simply and cleanly.
There are a few necessary wiring
Series. They have developed a handful of
hookups, but we think they can be
packages that camouflage the LS engine with hidden relatively well underneath a
very different looks, from the famous “fuelie” to a stock-style air cleaner.
big-block, which we’ve already mentioned. 17. On the dyno we’ll be running a set of headers for
simplicity, but another option for giving more of an
17.
old-school look is a set of cast-iron exhaust manifolds.
And while Lokar nailed most of the details for our These are from Hooker Headers, but there are options
camouflage LS, we did turn to Holley to square from many manufacturers. We couldn’t find anything
up one very important feature. Nothing gives that mimicked the classic “ram’s horn” exhaust, but
these, in either a center or rear-dump configuration,
away a modern engine dressed up as a classic
would look nice.
faster than a pair of fuel rails mounted just above
the intake manifold runners. A classic engine 18. Here’s a look at our progress. As you can tell we
still need to decide on a belt system for the engine
requires a carburetor, but we didn’t want to give
accessories, and a bolt-on pulley will cover the front
up four-season reliability, excellent part-throttle of the ATI super damper. If not, it can just be painted
response, and the improved fuel economy that plain black. A custom steam-line setup is being made
to blend in with the scenery, and a few places still need
comes with fuel injection. So, we dialed up one
to be touched up with a bit more paint. As this went to
18.
of Holley’s Sniper Stealth EFI units in gold that press, Automotive Specialists and the car builder were
mimics a classic 4150-sized double-pumper. The still deciding whether to bead blast the valley cover
Sniper Stealth does have some modern wiring and paint it to match the rest of the engine. (If you
decide to go this route, Lokar offers a valley cover in
that must be hidden, but it is much less than most
raw aluminum that would be a better option.) Still, it’s
EFI systems, and because it is throttle-body fuel shaping up for a very nice overall look.
injection it eliminates those giveaway fuel rails.
19.
Check out the build for yourself and see if you
can pick up some tips for your next project!

SOURCES
AUTOMOTIVE RACING
PRODUCTS
(800) 826-3045 20.
[Link] 19. One last note. If you go to all this trouble to give an old-
school vibe to your engine bay, the last thing you want to do
AUTOMOTIVE SPECIALISTS is ruin it with modern gauges in your interior. Still, if you want
(704) 786-0187 to be able to monitor critical values for modern engines, you
[Link] might want to consider one of Holley’s 5-inch digital dashes.
The Sniper comes with a smaller handheld touch screen, but
HOLLEY the larger 5-inch dash is about the perfect size to stick to the
windshield with the included suction mount to monitor engine
(866) 464-6553
conditions or even do a little tuning, and then hide away when
[Link]
you don’t need it.

LOKAR 20. One of the most famous small-blocks is Chevrolet’s

(877) 469-7440 “Fuelie” engine that appeared in ’50s-era Corvettes and some
[Link] other cars. Our engine is a bit more straightlaced, but if you
want to go all-out Lokar’s Fuelie kit is hard to beat.

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ACP FEATURE

BY NICK LICATA IMAGES BY NOTSTOCK PHOTOGRAPHY

LONG CHEVELLE LYNN & WAYNE ROBINSON’S ’69 NOMAD

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 [Link]

W
hen people in the classic car hobby talk about Nomads, After a six-year hiatus, Chevrolet revived the Nomad for the ’68
most folks associate that nameplate with Tri-Five station wagons, replacing the Chevelle 300 station wagon. In
Chevys (1955-57). Yes, the distinct two-door sport 1969 Chevrolet split station wagons into a distinct model with
wagon was discontinued after the ’57 model year due the Nomad dropping the “Chevelle” name altogether. By 1972 the
to lackluster sales, but Chevrolet held onto the Nomad moniker for all ’58 Nomad station wagon was deleted from the Chevelle line. Chevrolet
Bel Air four-door station wagons denoting the flagship Chevrolet series. continued to use the Nomad name through various other models,
In 1959 the Nomad became the counterpart of the Impala, as in the wagon essentially watering it down to non-existence.
version, which carried on through the ’60 model.
Wayne Robinson is an early Nomad fan and was on the hunt
In 1961 Chevrolet once again did a remodel of its fullsize B-body cars, for a Tri-Five version to have built for his wife, Lynn, so he
including the station wagons, which at that point gave the Nomad a commissioned Dutchboys Hotrods in Vicksburg, Michigan, to
more conservative appearance but was still the top trim in Chevrolet’s take on the project. A few years prior Dutchboys built Wayne an
world of wagons. By 1962 Chevrolet had retired the Nomad nameplate outstanding ’69 Camaro, so he was confident they were the right
as the model was repackaged as the Impala station wagon. shop to build the Nomad.

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ACP FEATURE

Being that Tri-Five Nomads are a rare find these days,

Dutchboys had trouble locating a ’50s-era example in
workable condition, but they did come across a ’69 for
sale in nearby Kalamazoo. “I liked the idea of doing a ’69
Nomad due to them being somewhat less known than
the ’50s variations, and I’ve always liked ’69 Chevelles
so I bought the car and let the Dutchboys crew loose
on the build,” Wayne says. “I know their style and build
quality of cars that come out of their shop, so with a few
minor guidelines on what I wanted on the car, I pretty
much gave them creative freedom. The most difficult
part of the whole process was keeping it a secret from
Lynn, as I wanted it to be a surprise.”

Keeping the Nomad on the down-low, Wayne and

the Dutchboys collaborated on a plan then moved
forward on the 2½-year gestation. First and foremost
was arming the car with a modern drivetrain and
suspension components—a staple of a typical
Dutchboys’ build.

Under the hood went late-model power by way of an

LSA from Chevrolet Performance. The supercharged
engine is a proven performer that boasts plenty of
power and outstanding reliability. Knowing Lynn would
spend a good amount of time behind the wheel, there
would be no room for untimely roadside shenanigans,
making this engine an excellent choice.

Beyond the Cam Motion supercharger cam, upgraded

valvetrain, and underdrive Griptec pully, the engine
was basically left in stock configuration. The
Dutchboys dressed up the LSA supercharger lid with
a powdercoat texture and incorporated LS Classic
chrome valve covers to evoke a small-block aesthetic
that complements the car’s late-’60s ambience. For
additional Dutchboys style, they created a custom
closeout panel and smoothed the firewall.

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 [Link]

ALL CHEVY PERFORMANCE [55] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE

The LSA breathes in via a specially designed, hand-fabricated, aluminum, cold- side pocket provides a convenient space for tools, supplies, and, in this
air intake system and releases greenhouse through a set of Holley 17/8-inch case, a Yeti cooler loaded with cool beverages and snacks. The massive
headers connected to a custom 3-inch stainless exhaust topped with a pair real estate offers ample space for luggage or other roadworthy essentials.
of Holley Blackheart mufflers. The combination ensures superb airflow, while Up front, the factory dash was treated to Dakota Digital gauges for updated
giving the former grocery getter discreet rumble at idle, which transforms into engine monitoring. Additionally, a Classic Car audio head unit occupies the
a thunderous roar when Lynn unleashes the LSA’s formidable 649 hp—more shared space with the Vintage Air control panel, seamlessly blending in
than enough grunt to effortlessly scoot this heavy Chevy down the road. with the overall vintage vibe.

To handle the extra power, Bowler Transmissions beefed up the 4L80 “We had to reconstruct the massive passenger side quarter-panel due to the
transmission that sends torque to a 9-inch rearend stuffed with an Eaton unavailability of replacements for this wagon,” Dutchboys’ Jason Mitchell
Truetrac posi unit and 3.55 road-friendly gears—a perfect setup for taking this explains. “That meant removing and repairing the existing piece, fill the rusted
long car on long trips. areas, reinstall, then sharpen all the edges.”

To ensure a comfortable, performance-oriented driving experience the With yards of uninterrupted sheetmetal, every imperfection becomes
stock chassis was enhanced with a Detroit Speed Speed Kit 3. At the rear, magnified, demanding meticulous attention to detail, further lengthening
improvements include Detroit Speed’s Swivel-Links, JRi coilover shocks paired the already labor-intensive bodywork preparation process. Nevertheless, the
with 300-pound springs, and the addition of a rear sway bar. Up front, the Dutchboys were up to the challenge and created a stellar canvas prior to
setup boasts Detroit Speed tubular control arms and spindles, resulting in an applying a rich coat of BASF Tahoe Turquoise paint. The result is a flawless
aggressive stance combined with more precise cornering. Completing the setup, finish that showcases their superb bodywork and painting prowess. Adding to
Detroit Speed 550-pound springs surround JRi coilover shocks and a 11/8-inch the allure, Advanced Plating revitalized the half-century-old trim pieces that
sway bar ensures the beefy wagon maintains stability and a level ride. brilliantly complement the exterior of this rare wagon.

Forgeline OE1 wheels wrapped in Diamond Back redline rubber aim to project a Following the completion of the build, Wayne and Lynn picked up the car from
sleeper appearance, but a closer inspection reveals the wider 275 rubber front the Dutchboys headquarters and headed out on a six-hour drive to St. Ignace,
and rear tells the story of a wagon capable of doing unwagon-like things. To situated on Michigan’s upper peninsula. Enjoying the ride so much, they
coincide with the Nomad’s improved handling ability, effective braking comes opted for a scenic route back home, turning the six-hour trip into a nine-hour
by way of Corvette C6 binders on all corners commanded by a Detroit Speed adventure. “I must admit,” Wayne exclaims, “the car performed flawlessly
master cylinder and booster supported by a Baer proportioning valve. throughout the entire drive. It has more than enough power and exceptional
handling, exceeding all expectations. The best part is that Lynn absolutely loves
Within the driver area, a stock-like ambience is maintained, enhanced with the car. We are really looking forward to putting thousands of miles on the car,
black leather adorning the factory bench seat and door panels. Black loop and with the additional space the wagon offers, we can load it up, hit the road,
carpet is laid throughout the extensive floor space. An ingeniously crafted and be gone for as long as we choose.”

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 [Link]

TECH
REAR SUSPENSION: Detroit Speed Swivel-Links, 300-pound springs, JRi coilover shocks
OWNER: Lynn & Wayne Robinson, Hockessin, Deleware BRAKES: C6 Corvette 12.8-inch rotors, four-piston calipers front, C6 Corvette
VEHICLE: ’69 Chevelle Nomad Wagon 12-inch rotors, two-piston calipers rear, Detroit Speed master cylinder, Baer
proportioning valve
Engine
TYPE: Chevrolet Performance LSA Wheels & Tires
DISPLACEMENT: 376 ci Wheels: Forgeline OE1 19x9.5 front, 20x10 rear
COMPRESSION RATIO: 9.1:1 Tires: Diamond Back EVO 275/30R19 front, 275/30R20 rear
BORE: 4.065 inches
STROKE: 3.622 inches Interior
CYLINDER HEADS: Aluminum L92-style port UPHOLSTERY: Stock
ROTATING ASSEMBLY: Forged crankshaft, powdered metal rods, hypereutectic INSTALLATION: Dutchboys
aluminum pistons SEATS: Stock bench, black leather
VALVETRAIN: BTR 0.660 springs, stock rockers, Cam Motion 5/14 0.080 pushrods CARPET: Black loop
CAMSHAFT: Cam Motion PD Supercharger Cam, 0.595/586 lift, 224/238 duration at STEERING: Ididit steering column, GM Comfort Grip steering wheel
0.050, 118 LSA SHIFTER: Column
INDUCTION: 1.9L Eaton TVS supercharger DASH: Stock
VALVE COVERS: LS Classic small-block Chevy INSTRUMENTATION: Dakota Digital
FUEL INJECTION: Holley EFI Terminator X HVAC: Vintage Air
ASSEMBLY: Chevrolet Performance INSULATION: DEI
EXHAUST: Holley headers, Dutchboys 3-inch custom exhaust, Holley Blackheart mufflers STEREO HEAD UNIT: Classic Car Audio
ANCILLARIES: SPAL fan, C&R aluminum radiator, 2.55-inch ZPE Griptec pulley SPEAKERS: Kicker (4)
OUTPUT: 649 hp at 6,250 rpm, 632 lb-ft torque at 5,850 rpm WIRING: American Autowire

Drivetrain Exterior
TRANSMISSION: GM 4L80-E by Bowler Performance Transmissions BODYWORK AND PAINT: Dutchboys
DRIVESHAFT: Inland Empire Driveline PAINT: BASF Tahoe Turquoise
REAR AXLE: Ford 9-inch, limited-slip posi, 3.55:1 gears, 31-spline Moser axles HOOD: SS
HEADLIGHTS: Holley Bright Drive
Chassis TAILLIGHTS: Stock with LED
FRONT SUSPENSION: Detroit Speed spindles, tubular control arms, and 550-pound OUTSIDE MIRRORS: ’70 Olds Cutlass
springs; JRi coilover shocks; 11/8-inch Detroit Speed sway bar; Turn One steering box PLATING: Advanced Plating
ALL CHEVY PERFORMANCE [57] VOLUME 4 • ISSUE 43 • 2024
ACP TECH BY JEFF SMITH IMAGES BY THE AUTHOR

THERE’S AN ART TO
SETTING BEARING
CLEARANCES

BEARING DOWN
W
hen it comes to assembling your next engine, the compared bearing clearance to load capacity, bearing temperature, and
process of setting bearing clearances can be a bit volume of oil passing through the bearing. We’ll skip the details to reveal
intimidating to aspiring engine builders. Worse yet that roughly around 0.0025 inch was the clearance that optimized all three
are the ones who just assume that if the crankshaft of those categories. The example was a small-block Chevy crankshaft.
spins with the main caps torqued the clearance must be correct. If you
are reading this story, you are likely the type of engine enthusiast who The more generalized rule of thumb for proper rod and main bearing
knows that effort usually is handsomely rewarded. clearances has been the classic 0.001 inch for every 1 inch of journal
diameter. All modern LS engines use a 2.559-inch main journal diameter
This process does require some specialty measurement tools and a fair and share their rod journal diameter with the large journal small-block
amount of patience, but it is neither difficult nor mathematically challenging. Chevy at 2.100 inch. Another point worth making is an old drag racing
It just requires the willingness to perform some careful measurements while cliché that contends that if the clearances in your engine are a little
paying attention to the details. There are also some tweaks to the process loose, only you know that. But if you build the engine with clearances too
that can be employed to come up with the proper specifications. tight, everyone will know when the engine fails.

Let’s start with the actual specs you should be shooting to achieve. We So, with those thoughts in mind, we chose to shoot for the acceptable
will use a normally aspirated 6.2L LS engine as our example. Main and rod 0.0025-inch spec for both the connecting rod and main bearing
bearing clearances typically fall in around 0.0025 inch for a reason. Many clearances. For this story, we’ll focus on the main bearing clearances
years ago, Callies published a crankshaft catalog with three graphs that and the steps we used to achieve our goal.
ALL CHEVY PERFORMANCE [58] VOLUME 4 • ISSUE 43 • 2024
 [Link]

Before we get into measuring devices, it’s worth

1.
mentioning that if you really care about doing this job
correctly, Plastigage will never enter your mind. You
will never find Plastigage in a professional engine
builder’s toolbox except as an example of what not to
use. If you don’t own a set of micrometers or a dial
bore gauge find someone who will loan you the tools or
do the measurements for you.

To begin we used a set of quality micrometers that

will measure out to 0.0001 inch, which is the first step
in the process. Using a budget micrometer that only
measures to 0.001 inch will not produce the accuracy
needed for this process. The first step was to use a
quality standard to ensure the micrometer will be
accurate for the shop’s ambient temperature. Once we
measured all the main and rod journals, we zero’d our
dial bore gauge based on the main journal diameter for
Number One main, which was 2.5590 inch. We then kept
TOOLS 2. track of the different main journal sizes to establish
our clearances. The largest journal measured 2.5590
1. Over the years, we’ve
invested in quality mi-
inches while the smallest measured 2.5587 inches.
crometers and a dial bore
gauge to ensure that the By establishing zero as the crank main journal
measurement process will
diameter of 2.5590 inch on the dial bore gauge, the
be as accurate as possible.
If you don’t have a set of actual inside diameter of the main bearing housing
mics or dial bore gauges, with the bearing torqued in place will indicate the
find someone who will do
actual bearing clearance. It’s important that this
the job for you. It’s well
worth the extra effort. always be measured at the true vertical of the bearing.
This is because all bearings are designed with an
2. To begin the process, eccentricity near the horizontal portion to prevent the
measure the crankshaft
rod and main journals for
bearing from potentially pinching in when compressed
diameter with a microm- in place. As a result, the clearance at the horizontal
eter. The main journals will be substantially larger compared to the diameter
for this LS3 crank all
measured at the true vertical. The true vertical distance
measured between 2.5587
and 2.5590 inches against is the proper bearing clearance.
a 2.5590-inch spec. The
rod journals were also
very tightly grouped, 3. We chose to use a set of Mahle Clevite coated tri-metal
which helps in setting the main and rod bearings for this engine. There are other
clearances. companies to choose from such as ACL, Speed-Pro,
and King Bearings, to name a few. We chose the Mahle
3. We chose to upgrade to
ARP studs for this LS engine
Clevite tri-metal bearings because they are better
since it will eventually be bearings for performance applications where higher
fitted with a supercharger. loads are anticipated.
Don’t forget to always
torque the side bolts on an
LS engine because these In the past, we tried a set of OEM-style bi-metal bearings in
side bolts will affect the a big-block Chevy only to discover these harder aluminum
eventual clearance. We
bearings peel when the crankshaft deflected under the
also use ARP’s Ultra-Torque
thread lubricant on the load from a supercharger. When the harder aluminum main
threads and on the nut side bearing material peeled like an onion, this debris instantly
of the washer. The bottom killed the adjacent rod bearings. Tri-metal bearings
side of the washer that
faces the main cap should
are softer than the bi-metal aluminum versions and for
remain dry. performance applications they’re the only real choice.
ALL CHEVY PERFORMANCE [59] VOLUME 4 • ISSUE 43 • 2024
ACP TECH [Link]

We also opted for the more expensive, coated versions of 4.

the Mahle Clevite bearings because of their added durability.
Several years ago, we reported on a test of coated bearings and
synthetic oil performed by our friend Lake Speed Jr. in which a
383ci small-block was abused at 1,500 rpm at high load for 2½
hours. The result of the test revealed that the best combination
to minimize bearing wear was to use synthetic oil with coated
main and rod bearings. We’ve included a small chart to show
the results of used oil testing from SPEEDiagnostix. The results
revealed to us that coated bearings are worth the investment,
especially when paired with synthetic oil.

The first set of standard Mahle Clevite bearings we installed

produced slightly tight clearance figures ranging from 0.0017
through 0.0023 inch. After measuring twice, we determined
that the best course would be to step up to a 0.001-inch-wider
clearance bearing. Most bearing companies identify these bearings
as 1X versions. If we had needed to tighten the clearance, these 5. COATED MAHLE
CLEVITE VS.
are usually indicated in the part number suffix as -1.
BI-METAL

Adding a full pair of these bearings would push some of the 4. It’s usually easy to tell the
OE-style bi-metal or aluminum
main sets well beyond our desired 0.0025-inch goal, but as
bearings by their shiny sur-
long as you stay with the same bearing company you can face finish (left) compared to
mix different half shells together to come up with the desired the darker uncoated or coated
clearance. For example, using a standard half shell with a 1X tri-metal bearings (right). If
you are not sure, it pays to do
half shell should theoretically increase the overall clearance by some research as the tri-metal
0.0005 inch. bearings are generally the bet-
ter choice for a performance

With our engine, the Number One and Five mains were very 6. engine.

close to our 0.0025-inch goal using standard bearings but the 5. Mahle Clevite marks its
center three mains, including the thrust bearing in Number over- or undersize bearings
with a large STD (standard)
Three were too tight. Number Three required the full use of both
while adding the X or -1 as
1X half shells. With numbers Two and Four, we combined a 1X a suffix to the part number.
half shell with a standard bearing shell. You have to look closely at
the part number in order to
know which bearing you are
As often happens, the change to a larger clearance half shell using. This can be confusing
increased the clearance slightly more than 0.0005 inch. In and not all manufacturers do
other cases, we’ve seen where the addition of a larger half it this way.

shell adds only perhaps 0.0003 inch. It’s not a consistent 7. 6. Pay attention when using
change, which is why you always need to measure the performance rod bearings
clearance again rather than just assume the change results in because they are marked
“upper” or “lower” to indicate
the clearance you anticipate.
what position the bearing shell
must be used. This is because
This same procedure with larger or smaller half shells can the bearing is offset to clear
also be applied to rod bearing. Occasionally when we have a the larger radius in perfor-
mance crankshafts. If the
situation where one rod bearing clearance is tight while another bearing shells are misplaced,
is loose, we will swap the complete bearing sets between the this will cause undue wear on
two rods and the clearances will move closer to our goal. But the side of the bearing.

sometimes that swap results in no change at all. Of course,

7. Initial measurements
once you get down to looking at changes in clearances of less revealed our main bearing
than 0.0002 inch, the error factor in measurement technique clearances were too tight with
standard bearings as seen
also comes into play. This is why we generally don’t stress over
with these markings ranging
changes in measurements of 0.0002 inch or less. from 0.0017 to 0.0021 inch.
ALL CHEVY PERFORMANCE [60] VOLUME 4 • ISSUE 43 • 2024
 BAMA

USING YOUR
SMARTPHONE,
SCAN THE QR CODE FOR
ACCESS TO DETAILED INFO

THE GROUNDS
ABOUT THE EVENT AND
REGISTRATION FORM

REGISTER TODAY AT [Link]

MOBILE, ALABAMA
JUNE 28TH & 29TH 2024
ACP TECH [Link]

8. With two of the three center bearings we mixed 1X half shells 8.

and with the center thrust we used a complete set of 1X bearings to
achieve the desired goal. Some clearances ended up being slightly
larger than our 0.0025 inch but never exceeded 0.0027 inch. A slightly
wider bearing clearance for the thrust bearing will allow plenty of
lubrication for the horizontal surfaces.

We also measured clearances for the rod bearings. We

started with brand-new aftermarket Scat rods, and with
a set of standard Mahle Clevite coated rod bearings, our
clearances were all within a few tenths of our 0.0025-inch
goal. So mixing and matching half shells was not necessary.

This entire process took a few hours to complete

working slowly and carefully but the results were
well worth the effort. Performance engine building
is something that you should spend the extra time to
perform correctly. While it does require patience and a
small amount of skill, the results will be a very happy
engine. The first time it fires will justify all the extra
effort you put into the build.

9.
COATED VS. UNCOATED
ENGINE BEARINGS

This test was performed at Shaver Racing Engines

on a 383ci small-block Chevy where the bearings
were subjected to 35 percent load at 1,500 rpm for
2½ hours using Driven synthetic oil. The following
results were pulled from used oil samples evaluated
by SPEEDiagnostix after each session. The parts per
million (ppm) results are the accumulation of iron, lead,
copper, tin, and aluminum. For the second set of results,
we removed the iron to reveal the ppm outcome for just
bearing material. The numbers indicate bearing wear
can be drastically reduced by using coated bearings,
SOURCES
especially when combined with synthetic oil.

9. These two sets of rod bearings illustrate an important

AUTOMOTIVE RACING PRODUCTS
UNCOATED COATED (800) 826-3045
story. In the 383ci small-block test, the uncoated rod bear-
BEARINGS BEARINGS ings on the right reveal significant wear while the coated [Link]
Wear 25 ppm 12 ppm bearings on the left are clearly in much better shape. These
Wear (no iron) 19 ppm 5 ppm bearings were tested with conventional oil. The coated FEDERAL-MOGUL (TENNECO)
bearings tested with synthetic oil looked almost new. (248) 354-7700
[Link]

PARTS LIST
KING BEARINGS
(800) 772-3670
These part numbers are just a few of the many Mahle Clevite options for an LS engine. There are also P-series
[Link]
performance tri-metal bearings as well as stock replacement bi-metal versions.
MAHLE CLEVITE
DESCRIPTION PN SOURCE (248) 347-9700
Mahle Clevite LS STD main bearing, uncoated MS2199-H Summit [Link]
Mahle Clevite LS 1X (+0.001) main bearing, uncoated MS2199-HX Summit
SPEEDIAGNOSTIX
Mahle Clevite LS STD main bearing, coated MS2199-HC Summit
(704) 795-8828
Mahle Clevite LS 1X (+ 0.001) main bearing, coated MS2199-HXC Summit
[Link]

ALL CHEVY PERFORMANCE [62] VOLUME 4 • ISSUE 43 • 2024

 • FAmily Fun
R ac in g • Car Show
Drag

APRIL 13 MAY 11 SEPT. 21 OCT. 12

MOHNTON, PA WEST SALEM, OH PHOENIX, AZ ORLANDO, FL

IN PAYOUTS
EVENT INFO
+ TICKETS
[Link]/MUSCLEPALOOZA

VINTAGE + MODERN MUSCLE CARS • MUSCLE TRUCKS • HOT RODS • DRAG CARS
ALL CHEVY PERFORMANCE [64] VOLUME 4 • ISSUE 43 • 2024
 [Link]

THE SOUTHEAST
GASSERS ASSOCIATION
MAKES A BIG RETURN
TO A HISTORIC TRACK
BY TOMMY LEE BYRD IMAGES BY THE AUTHOR

W
e’ve shown you action from the Southeast Gassers
Association in the past, and that coverage typically
comes from Knoxville Dragway in Tennessee. As 2024
approached, we were excited to hear that our favorite
gasser group would be returning to Brainerd Motorsports Park, a historic
eighth-mile dragstrip in Ringgold, Georgia. This track hosted the gassers
a few years ago and drew huge crowds to watch the unpredictable action,
but various factors played into the group’s decision to race elsewhere
during its highly contested championship series. Thankfully, those fences
were mended and the authentic gasser organization could get back to
business at Brainerd.

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ACP EVENT [Link]

In case this is your first time reading about the

Southeast Gassers Association, this group of
racers is dedicated to accurately representing
the gasser wars of the ’60s. They do so in
period-correct cars, which play by a strict
set of rules based on performance factors
and appearance. The racing is true heads-
up action—no handicap starts or breakouts.
To even the playing field, there are multiple
classes, separated just like they did it back in
the ’60s. The cars are weighed and classified
by the weight to cubic-inch ratio. C/Gas comes
in at 10 pounds per cubic inch, B/Gas is 8
pounds per cubic inch, and A/Gas is 6 pounds
per cubic inch. The A/Gas racers are the top
dogs of the group, pushing the limits of the
old-school suspension. Other classes, including
Super Stock, H/Gas, and A/FX add to the event,
keeping action on the track all day long.

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ACP EVENT [Link]

Engines, transmissions, brake

systems, and rollcages are allowed
to be updated modern equipment
for safety purposes and longevity
of the cars, but it still must retain
the vintage appearance. The group
features a diverse selection of
cars, from fat-fendered hot rods to
Corvettes and everything in-between.
With a year cutoff of 1967, you can
expect to see a lot of Tri-Five Chevys
and early Novas due to the excellent
handling and weight balance. All
cars in the Gasser classes must
have a straight axle front end and
manual transmission. The Super
Stock division allows independent
front suspension but still requires
the gear-banging driveline. The A/
FX class is the only class allowed to
run on alcohol—as the name implies,
all gassers must run on gasoline,
whether it is fed by carburetors or
mechanical fuel injection.
ALL CHEVY PERFORMANCE [68] VOLUME 4 • ISSUE 43 • 2024
Groundbreaking virtual analog screen technology
offering 4 distinct displays: classic analog and USA-850 DigaDial™ radio shown in a 1955 Chevy dash
digital options with station and song information.
• Customizable display colors and audio settings
• 8 Bluetooth®® streaming capability
• MP3/WMA/FLAC playback from USB
• Built-in 300-watt peak amplifier
• Adjustable EQ
• Dual subwoofer outputs for exceptional audio

"##$%&'(#)**)(#+,#-
"%&'
./012#&)"%3)(%#&(#4#+11%*05


 
        

           

        

   

 
  

    

     

 !!!
ACP EVENT [Link]

As the days and hours counted down to the season opener for
the 2024 Southeast Gassers Association, the weather began to
play into the event. Heavy rains washed out the Friday night test
session, meaning most of the racers would roll into race day
without any test passes on the Brainerd Motorsports Park racing
surface. The sun came out on Saturday, providing an awesome day
of racing, with wild, wheels-up starts, squirrely action down track,
and great door-to-door finishes.

Thousands of people packed into the track to welcome the gassers

back to town, and we were on hand to photograph the high-
winding Chevys in competition. Ultimately, Chevrolet entries won in
Super Stock and A/Gas. It was Ken Phillips taking home the A/Gas
win in his “Silver Streak” Corvette and Jerry Dean blistering the
field in his Super Stock Nova. A notable performance came from
Todd Oden in his C/Gas-prepared ’58 Chevy, as he set a new class
record. A shifter issue put him out of the action in the semifinals,
but he set the bar high for the rest of the season.

Take a look at some of our favorite photos from the triumphant

return to Brainerd Motorsports Park and be sure to check out
[Link] to find a race near you.

ALL CHEVY PERFORMANCE [70] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE

ALL CHEVY PERFORMANCE [72] VOLUME 4 • ISSUE 43 • 2024

 [Link]

M
uscle car lover Doug Cooper didn’t have to stretch too Doug held onto the Nova over the years, while he attended to other
far when naming his fresh Nova build. “I named her cars in his flock. He’s owned several Camaros, Corvettes, and ’32
‘Plain Jane’ for obvious reasons. Basically, she’s a no- Fords, and he still has a good-sized collection. He’s been fortunate
frills ride on the outside but underneath she’s built to enough to have won several awards over the years, including Street
run hard with plenty of power to spare.” Rod of the Year and the Ridler Award in 2009.

And he ain’t kiddin’. This ’66 Chevy II is one precisely engineered ride When the time was right, Doug pulled the dormant Nova out of storage
built with plenty of modern conveniences and go-fast goodies, all to and shipped it to the crew at Dynamic Speed + Custom in Gadsen,
make this modest-looking Chevy a wolf in a woolly sweater, hiding Alabama, for its transformation.
her fangs for the moment she draws you in.
The guys at Dynamic Speed went to town, installing several choice pieces
Though Plain Jane has all the makings of a top-tier build, it’s still from Detroit Speed & Engineering (DSE), including the front subframe with
wearing its original paint. “I bought this ride out of California about rack-and-pinion steering, tubular control arms, and coilover shocks. Out
15 years ago,” Doug says. “It was your typical six-cylinder daily back, a QUADRALink suspension system with coilovers and a 9-inch rear
driver that had accumulated the typical dings and wear and tear, but went in. Subframe connectors tie it all together.
the paint has held up nicely for being nearly 60 years old.”

DOUG COOPER’S
’66 CHEVY II

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ACP FEATURE

Some metalwork was done as well, which included massaging the An Entropy aluminum radiator along with 11-inch HPX aluminum fans
firewall, fabricating the transmission tunnel, and installing DSE stamped with die-formed aluminum housings keep the Nova cool. Optima Batteries
inner fenders. Important add-ons include Wilwood components, starting supplies power to get this ride firing on all cylinders. A TREMEC T56
with their twin master cylinder and electronic e-brake. The front brakes six-speed built by Bowler Transmissions backed up with a Centerforce
consist of Wilwood 13-inch rotors with black six- piston calipers while twin-disc clutch gets this beast through the gears. Lastly, a Driveshaft
the rears feature 12-inch rotors and the black six-piston calipers. Specialists 4-inch aluminum driveshaft spins the meats out back.

When it came to the motorvation of this mild-looking Nova, it all starts with A set of Forgeline OE1 aluminum wheels (18x9 front, 18x12 rear) painted
an LS3, pushing 10.7:1 compression and built with a Borla eight-stack fuel satin black give the appearance of stock steel wheels. He finished off the
injection setup. Fuel is delivered through a Walbro 255-lph pump, pulling the rims with a set of retrofitted GM “poverty” caps. The wheels are shod with
go-juice from a Rick’s Tanks Restomod fuel tank with a Rick’s Billet Pump Michelin Pilot Sports, 265/30R18 and 315/30R18, respectively.
hat. Engine management is done with a Holley Terminator X system and the
Nova was rewired by Dynamic Speed using a kit from American Autowire. The interior was redone in TMI’s red vinyl interior kit. Seats are Pro
The present powertrain is good for 550 hp at the crank. Classic Sport SS low-back seats in 957 red with matching door panels
and dashpad. A GT steering wheel spins on an ididit tilt column to keep
Spent gases exit through a set of Ultimate Headers stainless steel this ride pointed in the right direction. A custom-fabricated crossbar
headers installed with investment cast stainless steel flanges. This setup serves as the mounting point for seatbelts and shoulder harnesses
feeds a 3-inch Borla stainless steel exhaust system using their mufflers sourced from Seatbelt Planet. A Dakota Digital RTX gauge cluster gives a
and tailpipes all fabricated in-house at Dynamic Speed. modern look while keeping track of the always-important engine vitals.

ALL CHEVY PERFORMANCE [74] VOLUME 4 • ISSUE 43 • 2024

 [Link]

ALL CHEVY PERFORMANCE [75] VOLUME 4 • ISSUE 43 • 2024

ACP FEATURE

TECH REAR SUSPENSION: DSE QUADRALink, DSE coilover shocks

BRAKES: Wilwood 13-inch rotors, six-piston calipers front, Wilwood 12-inch
OWNER: Doug Cooper rotors, six-piston calipers rear; Wilwood rear electronic e-brake kit, Wilwood pedal
VEHICLE: ’66 Chevy II assembly, Wilwood twin master cylinder
BUILDER: Dynamic Speed + Custom (Gadsen, AL)
Wheels & Tires
Engine WHEELS: Forgeline OE1 aluminum wheels painted satin black, GM “poverty” caps
TYPE: LS3 (9x18 front, 12x18 rear)
DISPLACEMENT: 376 ci TIRES: Michelin Pilot Sport 265/30R18 front, 315/30R18 rear
BLOCK: Cast aluminum with six-bolt, cross-bolted main cap
COMPRESSION RATIO: 10.7:1 Interior
BORE: 4.065 inches UPHOLSTERY: Complete TMI interior in 957 red with matching door panels and
STROKE: 3.622 inches dashpad, TMI Sport molded headliner, package tray, and trunk kit
CYLINDER HEADS: Aluminum L92-style port CARPET: TMI
ROTATING ASSEMBLY: Nodular iron crankshaft, hypereutectic cast-aluminum pistons, MATERIAL: Vinyl
powdered metal connecting rods GAUGES: Dakota Digital RTX Direct-Fit gauge cluster
VALVETRAIN: Hydraulic roller lifters, die-cast roller fulcrum rockers STEERING COLUMN: Ididit
CAMSHAFT: Hydraulic roller (0.525/0.525 lift, 226/236 deg. duration at 0.050) STEERING WHEEL: GT Steering wheel wrapped in 957 red
INDUCTION: Borla eight-stack fuel injection SEAT BELTS: Seatbelt Planet belts and harness, custom harness bar
FUEL DELIVERY: Rick’s billet pump hat, Walbro 255-lph pump SHIFTER: TREMEC, Hurst stick with white shifter ball
IGNITION: Holley Terminator X management system HVAC: Vintage Air
WIRING: American Autowire Restomod wiring kit
BATTERY: Optima YellowTop Exterior
COOLING: Entropy aluminum radiator 11-inch HPX aluminum fans BODYWORK: GM
EXHAUST: Ultimate Headers, Borla 3-inch stainless steel exhaust fabricated by PAINT: Original with dings and patina
Dynamic Speed, Borla mufflers BUMPERS AND TRIM: Original
FUEL TANK: Rick’s Tanks
OUTPUT EST: 550 hp

Drivetrain
TRANSMISSION: Bowler Performance Transmissions–prepared TREMEC T56 six-speed
CLUTCH: Centerforce DYAD DS twin-disc
REAR AXLE: Narrowed GearFX 9-inch, 3.50 gears, 31-spline axles
DRIVESHAFT: Driveshaft Specialists 4-inch aluminum

Suspension
FRONT SUSPENSION: Detroit Speed & Engineering (DSE) Chevy II front
clip, DSE coilover shocks, DSE rack-and-pinion steering, DSE subframe
connectors

ALL CHEVY PERFORMANCE [76] VOLUME 4 • ISSUE 43 • 2024

 [Link]

“The near 60-year-old paint was buffed and brought

back to life. It’s got some bumps and bruises from
its long life on the road, but it still looks damn nice
for its age,” Doug confirms. “We also kept all the
original trim and bumpers.”

The results speak for themselves on this classic

Chevy revamp. Doug is thrilled to the hilt on the final
product and summed up the project like this: “I was
very involved in developing the concept for the build,
and the talented guys at Dynamic Speed were great
to work with and understood the build theme I was
going for,” Doug states. “It’s a car I look forward to
driving every chance I get.”

ALL CHEVY PERFORMANCE [77] VOLUME 4 • ISSUE 43 • 2024

ACP TECH

GETTING R
BY CHUCK VRANAS IMAGES BY THE AUTHOR

egardless of whether you’re updating your ride or taking on a

full build, one of the most vital systems for review should always

WIRED
revolve around wiring. With wiring being the absolute control
center of your high-performance Chevy, its daily demands handle
everything from engine management to lighting, interior comforts, and
gauges to monitor the vitals. Sure, your car had perfect wiring when it left

BRINGING A
the factory but if you’re wheeling a muscle car that’s over 50 years old, it’s a
good idea to revisit its heartbeat to be sure it maintains a clean bill of health.

SECOND-GEN Regular readers of All Chevy Performance will recognize the ’71 Camaro

CAMARO showcased across our pages, having followed its transformation from that of
a barebones roller. It’s certainly come a long way, having previously focused

TO LIFE on its suspension, brakes, LS driveline, cooling, exhaust, and sheetmetal.

There’s nothing more exciting than finally bringing it to the point where it’s
ready to catch its first breath.
ALL CHEVY PERFORMANCE [78] VOLUME 4 • ISSUE 43 • 2024
 [Link]

1. The Dapper Lighting LED Seven projector headlight kit comes with
1. everything needed for the install into your second-gen Camaro complete
with a pair of their exclusive 7-inch projector lights with classic switchback
halos, adaptive power control units (PCU), and switchback drivers.

2. Getting started, the OER reproduction headlamp housing from Classic

Industries was installed by Pat O’Brien of Procision Industries along with the
new headlight adjuster set and headlamp bulb adjusting spring.

2.

3. Next, the OER

3. reproduction headlamp
mounting bucket from
Auto Metal Direct (AMD)
was installed using fresh 5.
hardware sourced from
the Master Body Kit by
AMK Products (through
AMD) and a Phillips head
screwdriver.

4. The Dapper Lighting LED

Seven projector headlight
was then set in place and
secured to the headlamp
mounting bucket using an
4. OER reproduction headlight
retaining ring from Classic
and Phillips head screws.

5. An OER reproduction
chrome headlamp bezel
from AMD seals the deal,
showcasing the Dapper
Lighting headlight upgrade
with perfect style. 7.
6. O’Brien continued with
the frontend lighting
by first installing the
6. retainer clips followed by
the new OER reproduction
parking lamp assemblies
from AMD.

7. Here you can see the

completed frontend
lighting, including fresh
marker lights with
gaskets and mounting
hardware from OER,
parking lamp assemblies,
and cutting-edge Dapper
Lighting LED Seven
projector headlights.

ALL CHEVY PERFORMANCE [79] VOLUME 4 • ISSUE 43 • 2024

ACP TECH [Link]

8. Bringing the Camaro to

8. life is an American Autowire 9.
Classic Update Kit (PN
510034), which comes
with everything needed to
complete the installation.
This extensive system
includes all factory basics
to rewire from headlights
to taillights as well as the
ability to accommodate
EFI, aftermarket gauges,
and common supporting
modifications.

9. Join the engine harness 10.

and front light harness
connectors together to form
the engine side bulkhead
connector. These two
snap in place to form the
unit. Note that O’Brien has
11. already started to wrap the
harness OEM-style, using
PN R0067108 available from
American Autowire for a
nice, clean, factory look.

10. With the wrapped and

perfectly branched-out
dashboard harness and
fuse panel in hand, O’Brien 12.
prepares it for mounting
to the stock OEM bulkhead
hole on the inner driver side
of the firewall.

11. Using the two provided

mounting screws, the fuse
panel is mounted in place
with the flasher can in the
bottom right corner.

12. The dashboard

harness was then looped
and secured in place for
when the full dash will be
installed in a future article.

Recently, we followed up at Procision Industries in Taunton, Massachusetts, ATC fuse panel and fuses matched to modern GXL wiring throughout
where shop owner, Pat O’Brien was preparing to move forward on the next featuring wire functions labeled every 3-5 inches, a prebuilt dash harness
step of the build by addressing the wiring. With the car packed with cutting- with exclusive gauge cluster quick disconnect for use with stock or
edge upgrades, including an aggressive 5.3L LC9 LS it was obvious he would aftermarket instruments, and six-way power accessory plug to use as a
need a system that could support all of the updates as well as many of the source for aftermarket accessories. Their engine and lighting harnesses
original factory components. He contacted American Autowire to check out feature extra-long leads for either stock or custom routing with the ability
their vast catalog of offerings for vintage Chevys. Their Classic Update Series to accommodate modern driveline needs with original-style bulkhead
complete wiring kit (PN 510034) packs all the right parts into one system to connectors included.
accommodate many of the needed modern amenities designed for specific
applications exclusively for modified vehicles. Another exclusive is their 175-amp Mega Fuse kit that comes complete
with six-gauge charge cable for supporting high-output charging
The Classic Update kits are designed for builds requiring far more circuits systems and internally regulated alternators. For our application, we
than would have been available on the original factory harness. While also selected their accessory component add-ons, including trunk light
each kit supports rewiring of all the original basic needs from headlights assembly (PN CA03102), glovebox light assembly (PN 18000), and vinyl,
to taillights and everything in between, it also accommodates modern non-adhesive harness tape (PN R0067108). For ease of installation, each
updates including EFI, aftermarket gauge combinations, and common kit arrives with extremely well-illustrated and detailed instructions
supporting modifications. Many of the kit features include an updated included, as well as all components being clearly marked and ready.
ALL CHEVY PERFORMANCE [80] VOLUME 4 • ISSUE 43 • 2024
ACP TECH [Link]

13. 14. 15.

16. 13. From under the hood, the assembled bulkhead

incorporating the engine harness and front light
17.
harness is prepared for installation to the fuse panel
located at the driver side of the firewall.

14. The complete bulkhead was then secured to the

fuse panel.

15. American Autowire provides extended wiring to

accommodate an OEM or custom-style installation,
which O’Brien has opted for to conceal the harness.
As pictured, the lighting harness has been wrapped
and branched out to address each individual circuit,
18. including headlights, directional and marker lights,
horn, and cooling fans.
19.

16-17. To prepare the lighting harness, O’Brien

spliced and wrapped the headlight wiring to supply
power to the right-side headlight from the left-side
connector.

18. The wires were then stripped and crimped to

a new terminal using a special crimp tool from
American Autowire (PN 510586) exclusively for F-type
terminals requiring a two-wire connection.

19. The headlight wires were then installed to a

20. new headlight connector and joined to the Dapper
Lighting adaptive power control unit (PCU). O’Brien
21.
then followed with all other related connections on
the front light harness.

20. When wiring a car, O’Brien prefers to create

custom battery cables for long-term durability under
extreme conditions starting with four-gauge cable.
Once the desired length is selected, he follows by
installing the battery terminal and gently heating it to
apply solder to union.

21. To complete the cable, a heavy-duty heat shrink

sleeve is added and secured in place by a heat gun.
22. The starter cable end is then stripped and finished
with a crimp lug using a hydraulic crimping tool.
23.

22. Here, you can see one of two installed 175-amp

Mega Fuse assemblies to the passenger side front in
close proximity to where the battery power source
will be in the factory location. This one is for the
main fuse panel feed in the car while the other will
be for the alternator feed to protect the charging
system circuit.

23. Finally, the Optima RedTop battery was set in

place in the factory location and connected to the
custom battery cables.
ALL CHEVY PERFORMANCE [82] VOLUME 4 • ISSUE 43 • 2024
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ACP TECH

To bring the second-gen’s lighting into the modern age,

24. 25.
O’Brien used an updated system from Dapper Lighting.
Dapper features an extensive group of options available
for creating a truly custom-tailored system for your
individual needs. Sourced through Classic Industries,
O’Brien selected their LED Seven Series headlight
kit, which integrates the latest in projector lighting
technology into the slimmest 7-inch headlamp design
on the market today. Their exclusive thermo-regulated
LED optical module allows for a massive increase in
light at less than half the draw of power. Designed as a
true plug-and-play replacement for stock sealed beams 24. Starting with a fresh set of OER
in classic cars, the lights fit into most factory headlight
26. reproduction taillight housings and
gaskets sourced through Classic
buckets without modification. There’s even an option Industries, O’Brien began the
when building your system to include OEM-style glass installation of the Dakota Digital LED
lenses for a vintage look. With unlimited possibilities brake/taillight modules (PN LAT-
NR100) by first running the wiring
thanks to the ability to select your own housing through the housings.
colors, lens types, and halos it gives car owners the
opportunity to fuse some personal style into their rides. 25. Next, the modules were secured
in place using the provided round
mounting plate with the flat surface
Wanting to bring plenty of visibility to the back of the of the plate facing down and raised
car for additional safety, O’Brien hit up Dakota Digital surface facing upward. Secure in
place with the provided hardware
for one of their LED Brake/Taillight Module Systems (PN and prepare wiring for connection.
LAT-NR100). Engineered to utilize the original wiring
26. The module installation seen here
harness, installation is a snap to make the update to
is ready for the new lens from AMD to
your factory taillight assembly. be set in place to complete the unit.

27. The housing

27. was then secured 28.
using new gaskets
and a fresh set of
self-locking Peri-
Keps nuts sourced
from Classic.

28. O’Brien
followed by
installing the
combination
license plate
bracket/fuel door,
license plate
lights, and side
marker lights
from Classic with
the provided
hardware. 29.
29. The final bit of
dazzle included
new bumper
brackets and
chrome bumper
from AMD to
complete the back
of the car. Note
that the rear body
wiring harness
was trimmed and
wrapped, ready to
tie into the lighting
and fuel system.

ALL CHEVY PERFORMANCE [84] VOLUME 4 • ISSUE 43 • 2024

 [Link]

30.
SOURCES
AMERICAN AUTOWIRE
(800) 482-9473
[Link]

AUTO METAL DIRECT

(833) 404-4777
[Link]

CLASSIC INDUSTRIES
(800) 854-1280
[Link]

DAKOTA DIGITAL
(800) 852-3228
[Link]

DAPPER LIGHTING
(833) 327-7371
[Link]

PROCISION INDUSTRIES
(508) 734-6081
[Link]

30. There’s nothing better than putting power to your second-gen Camaro once the wiring is set in place to bring it to life as shown here with the Dakota Digital LED taillights glowing!
ACP EVENT

BY TOMMY LEE BYRD IMAGES BY THE AUTHOR

YEARS S
ome parts of the country have a climate that is
conducive to year-round car shows, but for most of
us, the winter months are spent in the garage. By

AND
March, cabin fever sets in and it’s time to get out.
For 47 years, the Corvette Expo in Pigeon Forge, Tennessee, has
been the go-to season opener for folks in the Southeast, but it

COUNTING
has expanded over the years to reach a broader audience. A few
years ago, the Corvette Expo event organizers added a special
feature area for Chevelles, which has morphed into Chevys in
general, so it’s not uncommon to see Camaros, Novas, Chevy
trucks, and more. The Chevys in the Smokies feature widens the

THE CORVETTE EXPO audience and has sparked significant growth in the event.

FEATURING CHEVYS IN THE From NCRS-certified stockers to wild custom creations, the
SMOKIES TAKES OVER Corvette Expo has a great variety of cars on hand. We saw a

EAST TENNESSEE significant increase in C8 Corvette participation this year, ranging

from bone-stock base model cars to highly modified customs. As
always, the early Corvettes get a lot of attention from the purists,
but there were lots of great late-model cars in attendance. Those
late models are the most likely to take part in the Dragon Cruise,
a coordinated driving event, that tackles the famed Tail of the
Dragon, a mountain road that has 318 curves in 11 miles.

ALL CHEVY PERFORMANCE [86] VOLUME 4 • ISSUE 43 • 2024

 [Link]

ALL CHEVY PERFORMANCE [87] VOLUME 4 • ISSUE 43 • 2024

ACP EVENT [Link]

ALL CHEVY PERFORMANCE [88] VOLUME 4 • ISSUE 43 • 2024

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ADVERTISER ............................................................................................................................................. PAGE
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American Autowire .................................................................................................................................. 33
American Camaro Association ..............................................................................................................85
Art Morrison Enterprises .........................................................................................................................49
Auto Metal Direct .................................................................................................................................... 43
Automotive Racing Products ....................................................................................................................7
Billet Specialties ........................................................................................................................................ 9
Borgeson Universal Co. ............................................................................................................................41
Classic Industries ..................................................................................................................................... 25
Classic Performance Products .............................................................................................. 4-5, 89, 92
Custom Autosound ..................................................................................................................................69
Dakota Digital ...........................................................................................................................................91
Eddie Motorsports ....................................................................................................................................31
FiTech EFI ................................................................................................................................................... 71
Flaming River Industries ......................................................................................................................... 23
Forgeline Motorsports .............................................................................................................................81
Granatelli Motor Sports, Inc. ..................................................................................................................69
Heidts Suspension Systems ................................................................................................................... 67
Hemmings ................................................................................................................................................63
Lokar .............................................................................................................................................................2
National Street Rod Association............................................................................................................61
Powermaster Performance .....................................................................................................................81
Schwartz Performance ...........................................................................................................................85
Scott’s Hotrods ......................................................................................................................................... 71
Speedway Motors ....................................................................................................................................39
Steele Rubber Products ...........................................................................................................................51
Summit Racing Equipment ..................................................................................................................... 13
The American Tri-Five Association .........................................................................................................11
Thermo-Tec Automotive ........................................................................................................................89
Trick Flow Specialties ............................................................................................................................. 67
Triple Crown of Rodding, LLC .................................................................................................................29
Vintage Air .................................................................................................................................................. 6
Wilwood Engineering .............................................................................................................................. 47
Woody’s Hot Rodz ...................................................................................................................................89
ACP EVENT [Link]

One of the wildest customs on hand was Jim Bryant’s final build, a car
that combines a highly modified C1 body with C7 underpinnings. If that
name sounds familiar, Bryant was the man behind the Soff Seal ’57
Chevy Pro Mod, driven by Rob Vandergriff in the ’80s and ’90s. Bryant
and Vandergriff remained friends for many years, and Vandergriff was
on hand representing the car after Bryant’s death in December 2023. Our
favorite drag car on the property was Tom Clary’s ’63 Corvette. It was set
up for Modified Production with a John Lingenfelter–prepared small-
block, but the “wow” factor is the untouched paintjob, complete with
beautiful hand lettering. It’s always exciting to see some of the survivors
that come out of hiding to take part in this annual event. Chevelle guru
Jeff Helms had an outstanding all-original ’66 Chevelle SS396 on hand—
one of six built with the L78 (395/375hp) big-block, M21 four-speed, and
3.07:1 rear end ratio.

Although the weather wasn’t ideal for Friday’s activities, the crowds
really came out on Saturday, packing the LeConte Center inside and out.
Let’s look at some of our favorites from the 2024 Corvette Expo featuring
Chevys in the Smokies, and if you’re interested in taking part in this
annual event, check out [Link] for more information.

ALL CHEVY PERFORMANCE [90] VOLUME 4 • ISSUE 43 • 2024

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