Innholdsfortegnelse for Volume 1, Issue 5 May 2021 i All Chevy Performance

Finishing details were the task at hand for this 1967 Camaro convertible project. The owner had many of the major elements assembled but deciding how to finish those elements in order to create a cohesive package was somewhat undecided. Working together we were able to visualize colors, materials, and interior shapes quickly and efficiently. For the exterior, we tested out a dark gray paint scheme with black and carbon details. Rotiform wheels were chosen and finished in gloss black. A fine mesh material was inserted into the hood scoop opening and lower fascia ducts as a finishing detail. The interior revolved around using late-model GTO bucket seats up front. A dark red leather wraps everything and provides a colorful pop against the subdued gray exterior. TMI door panels with custom…

Tony Certoma was on the hunt for a rust-free 1970 Chevelle. Not an easy task, today, especially if you live in Melbourne, Australia, as Tony does. It’s not like he can just wing over on a whim to scour America for the perfect specimen. That sort of thing takes time and you have to know the right people. This is where Jeff Schwartz comes in. Schwartz has been in the chassis and muscle car building biz for over 20 years, so he’s connected—he’s got juice. Schwartz put out an APB to his muscle car network for a rust-free 1970 Chevelle—preferably one with lineage to California. He was soon introduced to a ripe example found in Wisconsin—not too far from Schwartz Performance in Woodstock, Illinois. Somewhat leery on the car’s condition…

When it comes to assembling an engine, it’s not uncommon to find yourself mixing and matching components of unknown origin. Perhaps it starts with a junkyard engine that’s been torn down to the bare block, or maybe it’s a half-finished engine build inherited from a friend. The specifics are supposed to be XYZ, but what are they in reality? Without properly measuring everything, it’s nearly impossible to guarantee that the components will work together or are even what they’re supposed to be. The block could have been bored or honed, the pistons ordered oversized or otherwise incompatible. It’s not uncommon to pick up a set of decent pistons from a swap meet that seem like the perfect forgings for that low-buck 350 build, but if they won’t fit your block…

To hard-core vintage muscle car freaks, the name Brian Henderson should pop a light bulb off in your Chevy-crazed cranium. Brian is a well-known muscle car historian and co-owner of Super Car Workshop (SCW) in Latrobe, Pennsylvania, a restoration shop that specializes in restoring big-money muscle rides from GM’s glory days of the late ’60s and early ’70s. Working along with partner Joe Swezey, the twosome has kept up the search for Chevy’s big-powered rides of the first muscle car era, hunting down, verifying, and restoring those rare Bowties. To date, the twosome doesn’t have a precise count on how many Chevys they’ve recovered and restored, as the boys have run out of digits to count on. “All we can say is that we’ve been very prolific,” Brian quips. AGE…

It doesn’t matter what era you’ve grown up in since the mind of a young hot rodder is always at work. Regardless of whether you’re sitting in class or daydreaming in the lunch room, you’re always making plans to build the ultimate hop-up. Many times the dreams are just that, often staying locked up with hopes that they might get nudged into reality as soon as an opportunity arises. For Alex Finigan of Marblehead, Massachusetts, he didn’t get to build the 1955 Chevy he envisioned in 1965 while attending high school until now, and all we can say is it was worth the wait! Growing up in North Arlington, New Jersey, Alex was no stranger to all the local street racers in his area since he worked for his cousin,…

There’s nothing more rewarding than bringing a cool car out of mothballs and putting it back on the road. Ironically, one of the temptations that we enthusiasts have to fight off is the urge to tear such a garage queen apart and rebuild it from the ground up. That often ends up with the car sitting for an even longer period of time in project jail. A better option is to make that rediscovered gem reliable so it can be driven and enjoyed first, then make updates as time and your budget allows. Like most cars that have been sitting for an extended period, time had not been particularly kind to the 1964 Chevelle shown here. A number of critical components have deteriorated over the years and will have to…

It’s common for a car guy to seek a change of pace at some point in his life, and we’ve seen that go both ways—some want to go faster and some want to slow down. Others, like Dave Kaveshan, simply want to try something different. He drag raced for many years, and he must’ve gotten tired of doing wheelies in his supercharged 1965 El Camino because that project was sidelined in favor of the corner-carving 1962 Chevy II seen here. As it turns out, the wheelstands and wild rides were pretty rough on the bank account, so Dave jumped full force into a car that would be a little easier on parts but still put a smile on his face. The important part of this equation is that he could…

The devil is in the details may be an over-used cliché, but it nevertheless has a very practical side to it. Car builders since the beginning of automotive time have been the innovators who prefer to build their machines in much the same way that Dr. Frankenstein built his monster—using parts from departed souls. In this particular case, we’re talking about combining manual transmissions between the original Gen I small- and big-block Chevys and its Gen III/IV LS cousin. Everyone knows that the LS bellhousing bolt pattern is the same (with one relocated bolthole). That makes adding a manual transmission a simple, bolt-in deal, yes? The devil of it is, it’s not that simple. Our friends at TREMEC, Bowler Transmissions, and Centerforce have teamed up to create a roadmap for…

1. MAX-EFI 500 Summit Racing’s MAX-efi 500 Fuel Injection System makes converting from a carburetor to EFI virtually a “no-brainer.” Capable of supporting up to 500 hp, the MAX-efi 500 features a four-injector aluminum throttle body that bolts to most four-barrel carburetor intake manifolds and uses the factory-style throttle linkage. The throttle body has integral fuel rails and also houses the Temperature Manifold Absolute Pressure (TMAP), intake air temperature and throttle position sensors, and the idle air control motor. The self-tuning ECU continually adjusts fuel delivery to provide the optimum air/fuel ratio under all climate and altitude conditions and has a self-adjusting “limp home” mode to protect your engine if a sensor fails. For more information, contact Summit Racing Equipment at (800) 230-3030 or visit summitracing.com. 2. LS ENGINE, BIG-BLOCK…

Relaying information about the engine to the driver was never really of huge importance to Chevrolet or the other OEMs. They figured a temp gauge was worthy of being in most instrument clusters and maybe a couple warning lights, just in case. Case in point is the dash of a 1955 or 1956 passenger car. A temp gauge, with the values of simply C and H, was included in the dash along with the fuel gauge placed above the speedometer span. A warning light would glow to let you know there was no way the car would start again, as the generator was not charging. If the oil psi warning light came on, it was likely to let you know that something very expensive just failed. No tach, no voltage,…

“We found a great-looking 1970 Rally Sport in Citrus Green with black SS stripes on eBay. It had a 350 small-block with World heads, a Demon carb, and headers, along with some other work done. The seller attached a video showing the car running and sounding strong, so we decided to buy it. When the car was delivered from Michigan, we pulled it off the trailer and tried to start the car. It just backfired and wouldn’t start.” These are the words from Anna-Maria Parinello. We’ve heard similar stories on more than one occasion, and we’ve even been victim to a similar ordeal. It’s the same old thing, someone on the Internet is selling a car they no longer want to mess with and advertise it as better-looking, better-running, and…

Bob Dylan once wrote “… the times they are a-changin’.” He probably didn’t have electronic fuel injection in mind when he wrote those words, but it is certainly true that there’s been a rich mixture of changes with aftermarket electronic fuel injection in the last 10 to 15 years. It wasn’t all that long ago that most car guys steered clear of electronic control over fuel and spark but with a tremendous variety of high-quality systems on the market and the opportunities they offer have made believers out of at least a few serious doubters. But we have to admit that this conversion to electronic control has not been easy. There has also been a smattering of challenges to make these systems operate smoothly. It doesn’t take much effort to…

When they first appeared with their squared-off lines and chunky energy-absorbing bumpers, the 1973 Chevelle line was a radical departure from the more rounded 1968-1972s. Built to appease federal safety zealots, GM designed the all-new midsize A-body platform with an eye toward accident protection. As such, all roof pillars grew in thickness, fabric-topped convertibles were eliminated, and hydraulic rams allowed the aforementioned energy-absorbing bumpers to slowly return to pre-impact condition within 24 hours (as long as the impact was 5 mph or less). At the top in 1973 was the so-called Laguna, which showcased GM’s growing interest in molded urethane endcaps for the front end of the body. While lesser Deluxe and Malibu models got massive chrome front bumpers and somewhat conventional metal grille openings, the Laguna (which was offered…