1. With a few targeted upgrades, the 6L80E offers the strength needed to stand up to higher-horsepower engine combinations.

BY BARRY KLUCZYK IMAGES BY THE AUTHOR

t has been two decades since General Motors introduced the 6L80E six-speed automatic transmission. Developed for trucks and higher-performance cars, including the Corvette, it was a clean-sheet design—unlike almost all previous GM electronically controlled four-speed automatics, which were based on earlier versions of hydraulically controlled gearboxes.

Compared to a 4L80E, the 6L80E (and later 6L90E) is approximately the same length, but a bit wider and about 20 pounds heavier. The gearbox is shifted via performance algorithms in the internal, adaptive, 32-bit Transmission Control Module. They’re designed to minimize upshifts during closed-throttle driving to prevent unnecessary shifting. Three-way solenoids and variable-bleed solenoids are employed to optimize shift quality.

1. The project began with a striking rendering by Eric Brockmeyer that established the car’s overall look and the major body modifications.

BY RON COVELL

he technology behind modern street machines continues to evolve, and this stunning custom-built 1956 Chevrolet, recently completed by ZRodz and Customs of Knox, Indiana, is a showcase of what’s possible at the cutting edge of the craft.

Zach Ingram, founder of ZRodz, has made sustained investments in 3-D scanning and printing, CAD design, CNC machining, and advanced carbon-fiber fabrication. In this first installment, we’ll explore the engine, chassis, drivetrain, and underhood panels of this award-winning build. Future articles will go deeper into the details.

The guiding philosophy from the start was to preserve the classic proportions of the 1956 Chevy, while refining its details for a more elegant presentation. The most dramatic changes were reserved for the engine compartment, the interior, and the undercarriage. Eric Brockmeyer produced a series of renderings early in the process that set the visual direction for the build.

BY RYAN MANSON IMAGES BY RYAN FOSS VIDEOGRAPHY BY RYAN FOSS PRODUCTIONS

or some of us, a project car might mean a multi-year endeavor involving everything from paint and body to suspension work, engine assembly, upholstery, fit, and finish. The build is the journey, and the finish is the end. For others, the build is a means to an end, a task to be completed as quickly as possible with the goal of enjoying driving said project sooner than later.

Given the age of a majority of vehicles we cover here at All Chevy Performance, the latter is the less likely scenario, as it’s near impossible to stumble upon a running, driving 1969 Chevelle that only needs a little TLC and not a complete rebuild. It’s not 1980 and most of what we would consider classic muscle are over 50 years old. But as the years go by and the market shifts, vehicles from other, more recent decades begin to look more and more appealing.

For instance, take Ryan Foss’ recently acquired 1992 Chevy Camaro. For years, this would have been considered too new for most classic car shows and magazines. But given the car is now 34 years old, it’s hard to argue it not qualifying as such. And being some 20-plus years younger than the aforementioned Chevelle means that it is possible to still find running, driving examples in the wild. For Foss, his situation required such a vehicle, as his idea of a project is not spending the next decade wrenching away.

BY NICK LICATA IMAGES BY PATRICK LAUDER

ometimes the best project cars start with a carefully planned search. Other times, they begin with a leap of faith that fails to stick the landing.

For Chris Corona, it was a little of both.

Long before the striking supercharged 1966 Nova SS sitting before you existed, Chris was just another teenager who wanted a muscle car but lacked the budget to buy one. Roughly 30 years ago he scraped together $250 and dragged home a tired 1968 El Camino. Calling it “rough” would be generous, but to Chris it was an education that started outside the classroom.

“I couldn’t afford a cool muscle car back in my high school days, so I had to settle for the Elco,” Chris says. “It was way before YouTube, so I had to learn everything by trial and error. My dad helped when I got stuck, and I’d ask friends questions whenever I could. I made plenty of mistakes, but that’s how I learned.”

1. Dylan Stoker puts the finishing touch on the installation of Classic Instruments’ Direct Fit instrument cluster in his first car, a 1980 Chevy El Camino.

BY RON CERIDONO IMAGES BY DAVE STOKER

hevrolet’s G-body series of vehicles were unique in that they had the basic ingredients of a performance car. They were an intermediate-size, rear-wheel-drive vehicle with a full perimeter frame, the last of the sort offered by General Motors. Although the basics were there, G-bodies were not often thought of as performance cars when new, as the only V-8 engine options were the anemic 305 or, even worse, the 267. However, thanks to the creativity on the part of several race teams, G-bodies were extremely successful in NASCAR during the late ’70s and early ’80s. Today G-bodies are gaining popularity not only because they’re available and affordable but their performance potential is being rediscovered. These cars are naturals for LS swaps. There are easily installed performance upgrades available, including suspension components and direct-fit gauges from Classic Instruments.

During the series production from 1978-88 Chevy’s G-body lineup included Monte Carlo, El Camino, and Malibu. But what can cause confusion is GM’s use of the same designation to describe a variety of cars. While the G-body’s basic design appeared in 1978, these cars were built on what was then called the A-body intermediate platform. GM didn’t start calling these cars G-bodies until 1982 for a peculiar reason. The change was made because a new line of front-wheel-drive cars was being introduced that year and they were to be designated A-bodies, so the G-body was born, sort of. Evidently GM has yet to embrace all 26 letters in the alphabet.

BY NICK LICATA IMAGES BY THE AUTHOR

ost folks who are into the car show scene, especially throughout the Midwest, know that July means one thing: Goodguys Columbus. Now in its 28th year, it’s simply known as “The Big One.” The event hardly needs an introduction as its history speaks for itself. Held at the Ohio Expo Center, this year’s gathering fell on the weekend of July 10-12 and once again lived up to its reputation as one of the premier hot rod events in the country. As always, Chevy muscle cars came out in big numbers.

Columbus is especially significant because it’s where the Goodguys 2026 Forgeline Street Machine of the Year and Classic Instruments Street Rod of the Year are crowned. Needless to say, the heavy hitters came out swinging. The nation’s best builders showed up with projects they’ve spent years perfecting, all hoping to take home one of the hobby’s most coveted awards and earn recognition for building a vehicle that raises the bar to new heights.

This year the Street Machine of the Year award went to Matt Jewell and his 1970 Chevelle built by the team at Eddie’s Rod & Custom. He’s owned the car for 30 years and felt it was time for a complete rebuild that now includes plenty of custom modifications, an aftermarket suspension system, and a 1,300hp LS3 built by Steve Morris Engines.