Sam bought into the idea and pulled the big-block in favor of a Chevrolet Performance LSX built by Late Model Engines (LME) in Houston. LME is known for building no-nonsense LS- and LT-based engines with the utmost in performance and reliability. The LME bullet features a 4.185-inch bore and 4.250-inch stroked Callies Magnum wet-sump crankshaft, Diamond forged 12:1 pistons, and Callies Ultra Billet 6.350-inch H-beam rods. The camshaft is a hydraulic roller and the heads are Brodix aluminum LS7 massaged by LME.

Up top is an Accufab 6,500 throttle body propped on top of a Mast Motorsports LS7 two-piece, single-plane intake manifold fed by a Holley Dominator fuel injection system. Naturally aspirated, the engine makes approximately 850 hp on pump gas, and for additional power, a Nitrous Outlet dual-rail 300-shot nitrous system boosts the LSX up in the neighborhood of 1,100 to 1,150 hp.

An RPM Transmissions Level V 4L80E was called in to handle the shifting duties set by a Circle D Specialties 5,500 stall converter. The massive power makes its way down a Denny’s Custom 4130 driveshaft where a Moser Engineering Fab9 rearend stuffed with 4.10 gears, a spool, and 40-spline gun-drilled axles hammer that power to the ground.

The team at GAP Industries boxed the stock frame for added strength and narrowed the rear framerails to accommodate the bulbus meats out back. The rear suspension includes TRZ Motorsports control arms, Strange Engineering double-adjustable coilover shocks, Moroso springs, and custom 1.25-inch sway bar. Up front TRZ spindles and TRZ tubular control arms are paired with Strange double-adjustable shocks and Moroso Trick coil springs. A custom-mounted power rack-and-pinion steering system ensures the Chevelle stays on track.