i love these things... becoming almost too common but...
so sick
so sick
Paul Headrick from Oceanside, California, had longed to build a Chevy II well before he could drive. Even though it took some time for him to bring the dream to fruition, the final product turned out way better than his preceding dreams.
A restorable Deuce in Paul's price range had eluded him for years until one day on his drive home he spotted a totally stock '67 post car with a for sale sign in the window. He was so blinded by his love and need for the car he didn't spend much time looking it over before buying it. Instead it took all of about two minutes to complete the transaction and Paul was the proud owner.
The original intention was to put a slightly modified LS under the hood, some ladder bars in the back, and give the car a sinister look with all blacked-out trim. Well that simple plan turned into much more of a project. You see, Paul works at Turn Key Engine Supply, a company well-versed in building powerful LS motors and swap kits for vintage cars. His boss Kolby Enger gave him the green light to do anything he wanted engine-wise. So the simple plan was thrown out and the decision to build up a twin-turbo LS was put in its place.
A motor with that kind of muscle needs to be in a pretty stout car. The problem was when Paul got his newly-acquired coupe home and started tearing it apart the reality of the situation hit him square in the face. The car was a rusty pile that had been Band-Aid fixed with cardboard and Bondo. That took the wind out of his sails for a while, but luckily didn't stop the project. It took six years, a lot of money and the help of some experienced gearheads to reconstruct the rusty stocker into this sinister beast.
Under the stock hood you will find a punched-out 6.0L truck block stuffed with 9.2:1 J.E. pistons, an experimental (at the time) set of SCAT rods to replace the powder metal rods that came factory, and a lightened and nitrated stock crank. A set of AFR 225 heads with 72cc chambers and Manley chromoly valves is strapped down to the block with a set of ARP studs. A secret grind from Chris Mays was sent off to Comp Cams to be whittled out to make the best use of the boost the two, that's right two, Turbonetics T4 turbos provide.
The fuel system consists of a Precision Metalcraft intake manifold, SX fuel pump, and Delphi MEFI 4B fuel injection. Providing the spark to fire off the air-fuel mixture is a Delphi MEFI 4 ignition system. Things like the alternator, water pump and timing cover are powdercoated black while the AN fittings were black anodized for that sinister look. To evacuate the spent gases RPM Muffler built a set of stainless headers with 1 3/4-inch primary tubes and 3-inch collectors. Enger fabricated all the turbo and boost tubes, plus he tuned the engine once it was ready to fire.
A Griffin aluminum radiator keeps the temp down while the Jim Richer Auto Electric 180 amp alternator provides some juice to the electrical system. The engine produced 750 hp at 6,800 rpm on 6 pounds of boost and a whopping 1,000hp at 6,800 rpm on 15 pounds of boost. All that power is transferred through a TCI Powerglide with a Dalenzie 9-inch, 3,500-stall converter to the beefy Fab 9 rearend. Inside the narrowed housing is a set of 4.56 gears, Strange 35-spline axles and a billet spool from Randy's Ring and Pinion.
