etting up the heartbeat for any project leaves you an endless possibility of performance options, starting with your chosen power nailed to the chassis. Should you go old school with a hopped-up small-block, heavy-breathing big-block, or a more modern LS? If you’re looking for a vintage vibe with a modern twist, there are plenty of options to bring that cutting-edge modern engine a nod to the past that’ll have viewers scratching their heads when sneaking a peek under the hood of your classic Chevy.

On a recent visit to Chris Cerce Customs in Taunton, Massachusetts, we met with shop owner, Chris Cerce, who had just taken delivery of a fresh Chevrolet Performance 430hp LS3 long-block packed with a speed shop full of factory go-fast goods. Deep inside a cast-aluminum block with six-bolt, cross-bolted main caps, you’ll find a nodular iron crank linked to powdered metal rods wearing hypereutectic aluminum pistons generating a solid 10.7:1 compression. A hydraulic roller cam sets the beat while a set of cast-aluminum rectangle port heads with 68cc chambers generates plenty of power. To get the updates rolling, an Ultra Low Profile FiTech Plus LS Swap Oil Pan replaced the factory unit. This updated the system to a 6.10-quart capacity with high-quality, cast-aluminum unit construction, complete with sump baffle, pickup tube, sump plug, oil filter stud, and oil passage cover.

he final chapter in Roadster Shop’s 1965 Corvette build focuses on a detail that can separate a good car from an exceptional one: the bumpers. While bumpers are frequently treated as bolt-on components, this project demanded far more. To achieve the tight, integrated look expected at this level, both the front and rear bumpers were extensively reshaped to sit closer to the body and follow its contours with precision.

Work began on the front bumpers, focusing on the downward-pointing strakes beneath the horizontal sections. The team decided that lengthening the strakes would allow them to tie in with the body more smoothly. The strakes were carefully cut away from the main bumper to make the rework more manageable.

To ensure consistency, a pattern was taken from an original strake to capture the factory character. That pattern was then revised to establish the new length and refined contour. Using this updated pattern, new blanks were cut from cold-rolled steel sheet. The blanks were notched along the outer edges, allowing the metal to be shaped into the required contours without introducing unwanted distortion.

hen Ross Berlanga brought this 1971 Chevrolet El Camino home in 1992 it was by all accounts in sad shape. The engine was junk, the body was rough, and the interior was destroyed, but Ross saw the potential of this diamond in the rough. Over the years the front suspension was updated with tubular upper and lower control arms, airbags were added all around, and Ross and his uncle, Mark Berlanga, straightened the body and covered it in 1992 GM Turquoise Metallic. A fresh fuel-injected small-block was installed, followed by the next major performance enhancements: the addition of Wilwood dropped spindles and disc brakes on all four corners.

For the brake update, the El Camino was delivered to Jason Scudellari at HB Hot Rod in Huntington Beach, California. Scudellari began the transformation by installing a pair of Wilwood’s AFX Pro Spindles (PN 831-15890). These high-strength steel spindles use the original bolt-on steering arms and are specifically designed for use with Wilwood’s disc brake kits. These spindles provide a 2-inch drop-in ride height for a more aggressive stance without affecting steering geometry. In addition, they are taller than the factory spindles, which raises the roll center and decreases camber change through the suspension’s range of movement. That’s suspension speak for saying these spindles improve handling dramatically.

his is a generational story. For those readers long in tooth who grew up with carbureted engines with distributors, this story may seem simplistic. But consider that there is a whole generation of car guys weaned on LS engines fitted with distributorless ignition. Now consider those enthusiasts faced working on a small-block Chevy and having to correctly time the distributor to the engine. But even for our more veteran readers, there may be a tip or two here that you could employ. Or maybe you just want to see if we can detail this procedure correctly. That is a great sport for older readers.

For the sake of this story, we will address this as if this is a new engine that is complete except for a distributor installation. We chose this approach because for a fresh build, the engine needs to fire on the first or second revolution of the engine. This requires accurate ignition timing so it will fire instantly.

We will also make a couple of assumptions. First is that the harmonic balancer and timing tab are correct and that zero timing or top dead center (TDC) is accurate. If you are not sure, this would be a good time to ensure its accuracy. The next assumption is that our distributor functions properly and will trigger the spark when properly timed. The distributor in this story employs a PerTronix ignition point conversion that we’ve tested to ensure it sparks when triggered.

hile the Midwest and East Coast were enduring one of the longest and coldest Januarys on record, it was a very different story out West. Things were heating up, literally and figuratively, at the 76th Annual O’Reilly Auto Parts Grand National Roadster Show (GNRS) held at the Fairplex in Pomona, California. The weather was uncharacteristically warm for late January, with the weekend temps hovering in the mid-to-upper 80s. The show itself … hot, as always.

The GNRS once again delivered the best muscle cars, hot rods, and of course, roadsters on the planet. For the 76th time, the coolest vehicles in the country made their way West, continuing a longstanding legacy of showcasing the very best in the classic car and hot rod world.

From its humble beginnings in 1950, as the National Roadster Show, this once-modest gathering has evolved into the premier event for hot rodders, car builders, and classic car enthusiasts alike. Today, the GNRS stands as the benchmark for craftsmanship, creativity, and automotive passion.