Do It!  LS Swap With Vintage Style
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Bad Attitude: Relentless LS7-Powered ’63 Chevy II
X-Pipe vs. H-Pipe
The Exhausting Facts
X-Pipe vs. H-Pipe
The Exhausting Facts
Get Amped on Starters
March 2023
Preview Issue
Make It Yours. Make It Lokar. Modern Performance. Classic Style. Endless Options.
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March 2023 All Chevy Performance cover
On the Cover
It’s hard to ignore a little Chevy armed with big horsepower, and when said Chevy looks as good as Jim Dissinger’s LS7-powered street/strip ’63 Chevy II we had to flaunt it on the cover of the Mar. ’23 issue. Check out the full feature and story starting on page 16.
Photos by John Machaqueiro
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All Chevy Performance ISSN 2767-5068 (print) ISSN 2767-5076 (online) Issue 27 is published monthly by In the Garage Media Inc., 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 Copyright (c) 2023 IN THE GARAGE MEDIA INC. Printed in the USA. The All Chevy Performance trademark is a registered trademark of In The Garage Media Inc.
Jim Dissinger’s ’63 Chevy II
Dave Richardson’s ’66 Chevelle Day Two Resto
Richard Miller’s ’68 Camaro
Raymond Masi’s ’63 Chevy II
Jeff Harnish’s ’67 Chevy Camaro
Vintage Muscle Car Joins the Modern Era With LS Performance
The Exhausting Facts
Tips on Choosing and Installing a Starter
C5-C6 Corvette Suspension Upgrade
RWD Conversion–Built Art Morrison Max G Chassis That Will be Driven by a Blown LSX Engine
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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, Ryan Manson, Jason Matthew, Josh Mishler, Evan Perkins, Richard Prince, Todd Ryden, Jason Scudellari, Jeff Smith, Tim Sutton, and Chuck Vranas – Writers and Photographers
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Motivation title

s we head into the third year of publishing All Chevy Performance, we are excited to hear from you regarding what kind of engine articles you’d like us to do more of: big-block, small-block, LS, or LT. We aren’t too particular, as we like them all, but it’s important for you to have a say on the subject. We also like to keep a steady mix of suspension pieces in the works, including theory and installation articles. As it turns out, we learn new things pretty much every time we explore and research these kinds of articles. Moving forward, we plan to dive into more sheetmetal and paint articles to help those of you looking to dig into some bodywork and spraying some paint. The idea with this magazine is to inspire and motivate you with ideas and techniques illustrating how to get your Chevy running great and looking good.

Chevy enthusiasts have a wide array of taste, so we consciously feature a pretty big variety of Chevy build styles. We obviously lean toward vintage rides, but every so often we like to throw in some late-model performance muscle cars. With so many build variations to choose from, it’s hard to make everyone happy, but hang with us as we do our best to cover equal amounts of Pro Touring, Pro Street, Gassers, street freaks, mild restomods, Day Two restoration, budget builds, and pretty much everything in between. We feel it’s important to stay on top of the latest builds out there and keep a pulse on what’s happening on the streets and in the industry.

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1. Slotted Mags
The Forgeline ET3 Heritage Series wheel pays homage to the slotted mag wheels that were popular in the ’60s and ’70s but has been reborn here as a modern three-piece wheel with updated engineering and manufacturing technology. Featuring a deep concave design with five large slots, the ET3 is built with true forged 6061-T6 aluminum centers, aircraft-quality ARP stainless steel fasteners, and heat-treated rim sections. The ET3 is available with a stepped lip outer in 17- and 18-inch fitments and features a standard powdercoated center finish with a polished outer rim. Forgeline also offers custom offsets, center locking hubs, and a large choice of finish combinations.

For more information, contact Forgeline by
calling (800) 886-0093 or visit

ACP White typography CHEVY CONCEPTS
G-Body Monte Carlo SS in blue and magenta

Text and Rendering by Tavis Highlander

G-Body Monte Carlo SS text
Vehicle Build: Bratt Brothers Custom Cars & Trucks • Grandview, Missouri

he crew at Bratt Brothers Custom Cars & Trucks is bringing back some heavy ’80s nostalgia with their G-body Monte Carlo SS spec-built lineup. Keeping that nostalgic feeling is important, so the body will remain stock-appearing and will feature factory-inspired paint schemes. Where the car will vary from stock is evident from the stance and wheel/tire package. Modern suspension components will have the Monte carving corners and looking good while standing still. Forgeline DE3C wheels give the exterior an updated look while providing clearance for big brakes.

The Understudy title
Jim Dissinger’s Street and Strip Chevy II
BY John MachaqueiroPhotography BY The Author

oing fast comes down to a simple mathematical equation. When translated into automotive lingo, one part of that formula usually means that a reduction in weight will have a comparable reduction in the force required to accelerate or decelerate. For acceleration you add in additional horsepower, however, the way to get that balance usually means that at some point you need to introduce some weight reduction and start hacking away on a car.

What happens when you have a car that you don’t want to cut up? In Jim Dissenger’s case, you buy one that is very similar. He explains, “In 1968, while serving in the Air Force, I bought a nice ’63 Chevy II SS with the hopes of installing a V-8 in the future. A couple of years after my discharge, I built a 327 and got a Muncie four-speed and installed them in the car. It was pretty fast on the street, and I soon started to drag race it.” He further adds, “By 1975 I was dipping into the 11s with it and at that point it was time for a rollbar, subframe connectors, and bigger tires than the stock wheelwells would accommodate.”

ACP department heading TECH
LS Swap Big Block
Vintage Muscle Car Joins the Modern Era of Performance

BY Jason Lubken Photography by The Author


e stopped into one of our choice Midwest builders, No Coast Custom & Rod Shop (NCC&RS) in Lincoln, Nebraska, to check out one of their latest projects. They are well known for their work in custom fabrication and high-performance applications. On this latest build, they’ve packaged a stout 6.0L LS crate with some performance add-ons that will usher this ’71 Camaro into the new era.

We dove in just after the factory small-block had been shelved. NCC&RS had also just finished up some prepwork and tidying the engine bay. There’s a myriad of ways you can easily swap an LS into an F-body Camaro, especially when the factory engine bay needs no major modifications. Overall, bolting up the right final touches on this long-block came down to performance and reliability without sacrifice to aesthetics.

BY Scotty Lachenauer Photography by THE AUTHOR
Damn Straight! typography
BY Scotty Lachenauer Photography by THE AUTHOR
Damn Straight! typography
This Jet Black ’66 Chevelle is as Nice as They Come

ave Richardson loved his ’62 Impala SS. It was a turquoise beauty with a hefty 409 underhood and a four-speed shifter ready at his command. “One day a guy chased me down. He had seen the car out and about and wanted to know if it was for sale,” Dave tells. “Now, I was semi-attached to the car but for the right number I was willing to let it go.”

The guys met up at Dave’s place in Oakland, New Jersey, so the eager potential buyer could have an up-close look-see of the Chevy. “After a brief walk-around he asked to drive it. He got behind the wheel and let loose. By the time the car was in Second gear he blurted out ‘I gotta have it!’ and made me an offer. It was an offer I couldn’t refuse!”

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"X VS. H Pipes" title image
The Exhausting Facts
BY Jeff Smith Photography by The Author & Courtesy of The Manufacturers
“H-pipes–nah–they don’t do anything.”

“Man, you absolutely have to have X-pipes–they add 20 hp!”


e’ve all heard the comments and claims. Frankly, neither statement is correct or even close to accurate. So, instead of listening to your sister’s husband’s nephew, let’s dig into a few facts.

We’ll start with the huge claims of horsepower increase and perhaps save you some time. There are small improvements in power with H and X pipes but the gains must underscore the word small. If you’re expecting 20 hp you will be better off looking at a cam swap or headers over stock manifolds because you won’t find more than 1 percent increases with either an H- or an X-pipe.

So why go through the effort? The main reason most people will opt for an H- or an X-pipe has more to do with a change in pitch. This is especially true with an X-pipe. This leads us into more of the details involved with which system might do more for your particular application.

ACP department heading Feature

49 to life title

Richard Miller’s ’68 Camaro

BY Nick Licata Photography by Wes Allison


ichard Miller’s a hot rodder to the bone, and he’s been that way for a good part of his life—the past 49 years give or take. It all started as a 16-year-old high school sophomore living in Detroit spending his weekends and every bit of free time wrenching on cars and drag racing with and against his buddies at Milan Dragway. A move to Southern California a few years later kept him in the drag scene as the area was, and still is, a hotbed for drag racers and hot rodders alike.

Richard’s story may sound familiar to readers of All Chevy Performance magazine as his Gasser-style ’65 Chevy II graced the cover of our July ’22 issue. The “Motor City Shaker” gets Richard tons of attention at every car show or cruise he attends with the car. So, with his appetite for the extreme satisfied with the Gasser, this here ’68 Camaro would be considered mild in comparison. So why the two extremes in muscle cars? Richard explains: “In 2014 my wife and I decided to buy a house, so I sold my ’69 Camaro drag car that I had raced for over 35 years. I ended up selling it to a fellow drag racer for partial payment along with a ’68 Camaro SS as part of the trade. It was basically stock and had just been painted and reassembled, so it looked and ran great.”

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Consistent Cranking Title
Tips on Choosing and Installing a Starter
By ACP Staff

et’s be honest; most of us never really think about the starter bolted to the bottom right side of your engine until it’s too late. Too late meaning the starter is struggling to turn over your Chevy, grinding on the ring gear, or only makes a click noise with no cranking whatsoever.

Before you utter a grunt or let out a few explicit terms that echo off the garage door, ask yourself a few questions: Did you choose a starter that was capable of handling the cubic inch or compression of your engine? Did you measure the pinion gear mesh or engagement when you first installed the starter? What is the condition of the battery, and did you update the size of the battery cable?

ACP department heading Feature
Raymond Masi’s ’63 Chevy II
BY Nick Licata Photography by Jason Matthew

hese days teenagers spend more time staring at screens than wrenching on cars. That wasn’t the case back in the ’60s and ’70s for the obvious reason that cell phones didn’t exist and “social media” meant connecting with someone who actually worked in the media. Back in the day it was common for teenagers to work at a service station pumping gas, fixing flats, rotating tires, doing oil changes, and performing other basic maintenance duties. And if you worked at a station long enough, it’s likely one of the lead mechanics would show you the ropes to more complex jobs and develop some useful mechanical skills working on cars.

Decades ago, Ray Masi was one of those kids. He got his feet wet working at multiple gas stations and doing some wrenching, which led to modifying and customizing cars with his friends. Early on Ray was building and driving early Ford street rods–usually flathead powered.

Red '63 Chevy II gasser parked by waterfront

ACP department heading TECH

1. Classic C5 and C6 Corvettes just look fast sitting still . . . and for good reason. But as Aldan American has determined, there is room for handling improvement.

improving the breed title

C5-C6 Corvette Suspension Upgrade

BY Cam Benty Photography by The Author


ithout question, the Corvette has been the best-handling American performance car for over six decades. The Corvette has always been blessed with the most advanced handling and power features available at the time of production—all dedicated to delivering their lucky owners a car that was not only comfortable for touring around but able to be driven in a “spirited” manner on demand.

The C5 (1997-2004) and C6 (2005-2013) Corvettes are regarded as some of the best ever produced. With great looks and impressive power they deliver lots of performance value. But even as great as they are, Corvettes were designed for a mass audience, meaning they not only had to deliver solid cornering g’s but also a suitable highway ride. At best, these suspensions are a compromise, leaving an avid enthusiast audience looking for even more performance.

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Against the Grain typography
A Day Two Resto ’67 Camaro Built in the Midst of the Pro Street Surge

BY Scotty Lachenauer Photography by THE AUTHOR


eff Harnish always knew what he liked. Over the course of his years that were infected with a bad case of automotive infatuation, the Manheim, Pennsylvania, native never let fads or trends sway him in one direction or another when contemplating a new build. That’s one of the reasons why we salute him today, for without the foresight to see his vision through to the end we wouldn’t be here generously gawking over his sweet, Day Two ’67 Camaro.

Yes, though Day Two rides are super-Nova-hot these days, it wasn’t always that way. It’s interesting to note that this car was built over 30 years ago, during the heyday of wheeltubs, DayGlo paint, and cars with engine parts sticking through the hood. “This Camaro was a complete 180 from the trends, which is fine with me,” Jeff states. “It turned out to be an anomaly of the day, and that’s why it’s stood the test of time.”

three-quarter passenger side view of the metallic teal '67 Camaro
ACP department heading TECH

1. Carefully shoehorned over an Art Morrison Max G custom chassis, the formerly front-drive Monte Carlo now has its drive axle at the rear.

RWD Conversion-Built Art Morrison Max G Chassis That Will be Driven by a Blown LSX Engine
RWD Conversion-Built Art Morrison Max G Chassis That Will be Driven by a Blown LSX Engine

BY Barry Kluczyk Photography by The Author


early a decade ago, Sam Buscemi made waves with a turbocharged, 800-plus horsepower ’07 Monte Carlo SS—one of the short-lived and comparatively outrageous LS-powered front drivers produced by General Motors.

Buscemi’s car swapped the original, transversely mounted LS4 for a custom engine based on a Dart block, World Products heads, and a Comp Turbo 84/88mm CT5 turbocharger. It was a stunning combination, with most of the fabrication work handled by Utah-based Paul’s Automotive and 4×4.

But shoving more than 800 horses through the front wheels brought some obvious compromises.

“The car has 245s on the front, and the car is wayyyy too overpowered for the street or strip,” Buscemi says. “I had 10.5-inch drag radials on it for a while, but they weren’t enough—and then had 13.5-inch drag radials, which helped on the track but they stuck out 3 inches per side, which was ridiculous and illegal on the street.”
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Thanks for reading our March 2023 preview issue!