There’s been quite a bit of hoopla regarding patina cars these days, and although it’s nothing new, many car guys have gone through great lengths to emulate the aging process via unauthentic means. Although we appreciate those efforts, Mike’s ’67 scored its natural finish by sitting in the previous owner’s Moreno Valley backyard for the past 30 or so years. The Southern California town sits about 60 miles east of Los Angeles and is known for its relatively dry, desert climate, which is favorable for preserving vintage cars–even those sunbathing outdoors for decades.

“I found the car on Craigslist and consider it a very lucky buy,” Mike reveals. “The car had been sitting in the guy’s backyard since 1989. It was a totally original six-cylinder car that had great patina and little rust—it had aged like a fine wine. I brought it home and gave it a little detail and it cleaned up. From there, I put it in the garage and started ordering parts.”

It was a Nova of another vintage that introduced him to the car scene. “My neighbor had a 550hp ’70 Nova and gave me a ride when I was 17, from then on, I was hooked,” Mike reveals. “I saved up enough money for a ’64 Chevelle when I turned 18 and the wrenching began.”

The jiujitsu instructor from Los Angeles has been spinning wrenches for around 22 years and has never had a car painted. “I love the aged look of patina and like to keep the exterior as original as possible while using today’s aftermarket components to create a vintage car with modern car driveability,” Mike informs.

True to his word Mike incorporated modern power for the ’67 and started with a Dart LS Next SHP block and took on the assembly process himself in his home garage. The 427ci mill was bored 4.125 inches and a forged crankshaft boasts a 4.00 stroke. Forged 10.95.1 pistons hang from 6.125-inch H-beam rods, and a Howards hydraulic roller cam controls the whole arrangement, which is capped with AFR Mongoose 260cc LS3 aluminum heads.

The engine room is a sinister affair infused with black components throughout. A black Holley single-plane intake delivers the air/fuel mixture provided by the Holley Terminator X Stealth fuel injection system topped with a black LS Classic ’69 Dual Snorkel air cleaner lid. The black Holley mid-mount accessory drive system accompanied by matching Holley valve covers conspire with the Ringbrothers hood hinges–yep, also black.

The ominous theme continues with black-coated Ultimate Headers sending spent fuel down a custom 3-inch exhaust while Black Widow Race Venom mufflers slightly suppress the chaos created by the 650hp bullet. It’s a vocal system that reinforces the aggressive nature of what sits underhood.

Jake’s Performance Stage 3 4L80E transmission with a manual valvebody and Jake’s 3,500 stall converter sends power to a Currie 9-inch housing stuffed with a limited-slip Trutrac posi unit, 3.70 gears, and 35-spline Currie axles. A B&M shifter takes care of gear changes.

A TCI four-link rear suspension is accompanied by a Ridetech air system and Ridetech ShockWave shocks, while up front a TCI Pro Touring clip hosts Ridetech HG ShockWave shocks. The whole enchilada is managed by a Ridetech RidePro E5 control system. Mike likes the idea of suspension adjustment on the fly to conform to any road condition, and should an autocross or any other aggressive driving situation present itself, the air-ride system offers changes at his fingertips.

Blacked-out Budnik Vapor wheels on all four corners adhere to the scruff exterior’s personality while Falken Azenis RT615K rubber establish a solid foundation to put those suspension goods to task. Wilwood 13-inch rotors and six-piston stoppers contain speed up front while a set of 13-inch rotors and four-piston grabbers execute business out back.