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Part Street, Part Strip 1,100 HP of Badass!
Oh, Yes We Did!
Small-Block
Build Part 3
Camshaft and
Compression
Chevelle LS
Swap, Part 1
Starting
With the
Right Parts
Oh, Yes We Did!
Small-Block Build Part 3
Camshaft and Compression
Chevelle LS Swap, Part 1
Starting With the Right Parts
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October 2021
Preview Issue
ACP department heading TOC
Departments
Features
Jay & Erin Doleshale’s 1967 Pro Street Chevy II
Mike Friend’s 1968 Camaro
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Henry Shelton’s 1974 Nova
Shawn Rhyne’s 1970 Camaro RS Z28
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Event
Shakin’ the Streets
Tech
Degreeing a Camshaft and Deciphering Static Compression Ratio
Part I: Details on Replacing a Small-Block With an LS and 4L60E
We Test to See How Much Power You can Make Simply by Creating a Vacuum in an Engine’s Crankcase
red video circle icon
Nitrous and Other Tricks to Juice up the C8 Corvette
Keeping Things Simple With the New AVS 2 Carburetor From Edelbrock
On the Cover
Jay and Erin Doleshale’s 1967 Chevy II not only looks amazing, but the twin-turbo, 5.3L mill rated at over 1,100 hp makes it a serious street beast and one to be reckoned with at the track. See the full feature starting on page 16.
Photography by Shawn Brereton
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ACP October 2021 cover
Official OE Replacement Parts
All Chevy Performance ISSN 2767-5068 (print) ISSN 2767-5076 (online) Issue 10 is published monthly by In the Garage Media, 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 subscription@inthegaragemedia.com. Copyright (c) 2021 IN THE GARAGE MEDIA. Printed in the USA. The All Chevy Performance trademark is a registered trademark of In The Garage Media.
Official OE Replacement Parts
All Chevy Performance ISSN 2767-5068 (print) ISSN 2767-5076 (online) Issue 10 is published monthly by In the Garage Media, 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 subscription@inthegaragemedia.com. Copyright (c) 2021 IN THE GARAGE MEDIA. Printed in the USA. The All Chevy Performance trademark is a registered trademark of In The Garage Media.
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EDITORIAL DIRECTOR
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EDITOR-IN-CHIEF
NICK LICATA
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MANAGING EDITOR & AD COORDINATOR
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ART DIRECTOR
ROB MUNOZ
EDITORIAL TEAM
Wes Allison, Tommy Lee Byrd, Ron Ceridono, Grant Cox, Dominic Damato, Tavis Highlander, Jeff Huneycutt, Barry Kluczyk, Scotty Lachenauer, Jason Lubken, Steve Magnante, 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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Editorial contributions are welcomed but editors recommend that contributors query first. Contribution inquiries should first be emailed to info@inthegaragemedia.com. Do not mail via USPS as we assume no responsibility for loss or damage thereto. IN THE GARAGE MEDIA reserves the right to use material at its discretion, and we reserve the right to edit material to meet our requirements. Upon publication, payment will be made at our current rate, and that said, payment will cover author’s and contributor’s rights of the contribution. Contributors’ act of emailing contribution shall constitute and express warranty that material is original and no infringement on the rights of others.
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FIRING UP
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 BY NICK LICATA
Are We Ready for Electric Muscle Cars? Title Typography
R

ecently, I was asked by a fellow automotive industry person—one who has been in the aftermarket suspension business for over 30 years—what I thought about electric-powered muscle cars and if I have heard anything lately regarding this new-ish technology; and if, in fact, there is any recent news on the subject. While asking the question his voice carried a nervous tone as if he wasn’t sure he really wanted to hear what I had to say. But what I did have to say wasn’t much more than “I don’t really know.” His voice became more at ease as my answer had likely been what he did want to hear. Being on the editorial side of the aftermarket industry, I sometimes catch wind regarding the latest muscle car trends, but must admit, it’s been quite a while since I’ve heard anything regarding GM’s e-crate motor, which by now we should be seeing more of. In fact, as of this writing, there is nothing new on the Chevrolet Performance website beyond eCOPO Camaro concept, which was announced at the 2018 SEMA Show and the E-10 truck from the 2019 SEMA Show. Earlier this year there was information released regarding the fact that GM had selected Lingenfelter Performance Engineering as the first aftermarket company to develop a certified e-crate Connect & Cruise installer program, but that was the last I heard anything on that front.

ACP department heading Parts bin
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By Nick Licata
Harbor Freight Tools 34-inch, full-bank service carts in various colors; PerTronix’s 510C Digital HP ignition box; Optima’s YellowTop DH7 battery
Harbor Freight Tools 34-inch, full-bank service carts in various colors
PerTronix’s 510C Digital HP ignition box
Optima’s YellowTop DH7 battery
1. Rolling Storage
Harbor Freight Tools has added to the popular U.S. General Tool storage line with a new 34-inch, full-bank service cart that provides 18,700 ci of storage space. Combining the storage capacity of a roll cabinet with the easy mobility of a tool cart, the new full bank service cart can keep all your most commonly used tools within arm’s reach anywhere in your shop. Built for maneuverability, the cart features four swivel casters and chemical-resistant 5-inch soft tread wheels. The cart is available in red, black, orange, yellow, blue, and green.
For more information, visit Harbor Freight Tools at harborfreight.com.
2. Power Package
PerTronix’s 510C Digital HP ignition box delivers 172 mJ of Spark Energy and features an integrated three-step digital rev limiter delivering multiple spark all the way to redline. Key features also include an rpm-triggered output, adjustable start retard, locking automotive connector, tachometer output lead, and onboard error logging. PerTronix’s Flame Thrower III coils allow larger spark plug gap for added power, smoother response, and improved fuel economy. This is a great power combination in one package.
For more information, contact PerTronix by calling (909) 599-5955 or visit pertronixbrands.com.
3. Start Me Up
Optima’s YellowTop DH7 battery delivers 880 cold cranking amps and much more. It is a deep-cycle/starting AGM battery that combines the cranking power necessary to start your vehicle with the deep-cycle capability that can handle high-amperage electrical and electronic accessories. The YellowTop DH7 is rated for over 300 discharge/recharge cycles and is 15 times more vibration-resistant than the average lead-acid battery. It’s maintenance-free, virtually spillproof, and can be mounted vertically, sideways, and all of the other ways. Optima’s Yellowtop DH7 is available at Summit Racing.
For more information, contact Summit Racing by calling (800) 230-3030 or visit summitracing.com.
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1970 Chevrolet Nova concept by Murray Kustom Rods
1970 Chevrolet Nova Typography
 Instagram@TavisHighlander TavisHighlander.com
Vehicle Build by: Murray Kustom Rods, Fort Worth, Texas

Text and Rendering by Tavis Highlander

M

aking a muscle car appear more modern is a delicate procedure. Change things too much and you end up with an abomination. If you don’t change enough you may have something too subtle for your liking. Murray Kustom Rods tasked me with riding that line with their 1970 Nova project. It had the great underpinnings already started with modern power and a Roadster Shop chassis. Tuning the overall look was going to be the trick.

We started by shaping a minimalist front bumper that still jives with the stock grille shell. Under that would be some 1969 Camaro-esque foglamps. A custom front spoiler finishes off the chin. Inside the grille is a custom hex-themed insert that is also mimicked on the rear taillight panel. The hood started as a desire to run a cowl induction unit, but that quickly morphed into a fabricated scoop that blends into the cowl. At the rear, a fabbed spoiler combines with an exhaust panel detail to give the area some interest. Front fender vents also help to break up the side profile a bit.

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Title of article
Jay & Erin Doleshale’s 1967 Pro Street Chevy II
Front side view of muscle car
BY Shawn Brereton Photography by The Author
L

ife often throws challenges our way. How you adjust to compensate for it could mean the difference between success and failure. Since the early ’80s, Jay and Erin Doleshale, of Bonner Springs, Kansas, traveled state-to-state racing Outlaw Pro Street drag bikes. Jay was creeping up on the 6s at over 200 mph (with no wheelie bars) when they lost their entire operation to a shop fire in 2013—talk about challenges! Luckily, no one was hurt but there was nothing left. Instead of rebuilding the decades-old operation, they decided to switch to four wheels so they could both have fun.

ACP department heading TECH
BY Ryan Manson Photography by The Author
mechanic in the process of degreeing a camshaft
Critical Camshaft Criterion

Degreeing a Camshaft and Deciphering Static Compression Ratio

W

hen it comes to installing a camshaft the operation is pretty straightforward: lube the lobes, slide it in the block, and install the timing chain set. But for those gearheads who might want to adjust the timing of the cam for a little more low-end grunt or to move the powerband up a few hundred rpm, there’s more to the simple stab-and-go approach. And even if you find yourselves, like us, not chasing that little bit of extra power but like the idea of double-checking that everything is as advertised, there lies more to a camshaft install than one might realize. This extra step is commonly known as “degreeing” the camshaft.

In layman’s terms, degreeing a camshaft is the simple operation of checking that the installed camshaft functions happen as specified on the cam card. Each and every camshaft is ground to achieve a certain event at a certain moment, so it’s important to ensure that those events happen when they’re supposed to after the camshaft and timing chain set are installed. This easy operation ensures that not only has the camshaft been manufactured according to the cam card’s specs, but also ensures that the engine builder didn’t make a mistake—a mistake that could possibly take out expensive components if installed incorrectly. By comparing the results from degreeing the camshaft with the cam card, we can verify that the valves will open and close when they’re supposed to and the lift and duration is as advertised.

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Hillbilly Deluxe Title Text
Hillbilly Deluxe Title Text
An Eclectic Group Helps Mike Friend Build his 1968 Camaro
By Nick Licata Photography by Randy Pugh
W

hen it comes to building a classic hot rod you can pay a shop to do it all and have it done fairly quickly, or as in Mike Friend’s case with the build of his 1968 Camaro, you can take the ol’ “start ’n’ stop” route, which, unfortunately, adds a few more years to the build. It’s not ideal, and it wasn’t Mike’s initial plan, but that’s how it went down.

“I bought the car off an eBay auction about nine years ago from a guy in Detroit who claimed he was the second owner who purchased it from a guy in Bakersfield who claimed to be the original owner,” Mike states. “The shell was in good shape with little-to-no rust, although it needed a tail panel, doorskin, hood, and fender. Oh, and the engine, seats, and console were stolen when the shop doing the restoration got broken into.

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Engine
LS Chevelle Swap Part 1
Details on Replacing a Small-Block Chevy With an LS and 4L60E
By Jeff Smith Photography by The Author
A

n LS swap into a Chevelle is not breaking news. In fact, it’s a nearly commonplace occurrence. Most media stories reveal just the main points and never the little details and information that make the swap a success. There are plenty of nuances to these swaps and after struggling through our fair share of these, we thought we’d share the little nuggets as well. For example, if you don’t choose the right oil pan, ground clearance will suffer, the pan will hit the crossmember or the steering linkage at full lock.

Our test mule is a somewhat out-of-the ordinary 1967 Custom 300 sedan that Eric Rosendahl purchased with a small-block 383 and a TREMEC five-speed. While he loved the car with its Hotchkis suspension, 17-inch wheels, four-wheel discs, and great paint, he envisioned a modern driveline with a much more tractable 5.7L LS and a 4L60E controlled with a factory ECU. The swap demanded quite a bit of time to execute correctly as the project ran into typical old car issues that added to the build time.

With the old small-block and trans vacated, the initial work entailed removing the factory heater box and fabricating a simple sheetmetal cover. Rosendahl’s plan was once the car was running and dialed in to add a Vintage Air system at a later date. This would get the car running much sooner while reducing the difficulty of the swap. He had already purchased a complete Vintage Air accessory drive, so that made it easier to complete the engine compartment.
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My Way
Henry Shelton’s 1974 Nova Takes a Road Less Traveled
Henry Shelton’s 1974 Nova Takes a Road Less Traveled
BY NICK LICATAPHOTOGRAPHY BY Dominick Damato
open quote
I’ve always liked doing things my way. I’ve been like that throughout my entire life,” Henry Shelton states. “When it comes to muscle cars, most of my friends have old Chevelles, but I wanted to build something different, which is why I built this 1974 Nova. It’s not even considered the most desirable year in the Nova world, but I just dig the look of this particular model. I guess it goes back to wanting to build something a little different from everyone else.
ACP department heading TECH
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1. Lots of experienced bracket racers accept that a vacuum pump can help develop horsepower, but just how much are they worth? We aim to find out.
1. Lots of experienced bracket racers accept that a vacuum pump can help develop horsepower, but just how much are they worth? We aim to find out.
Horsepower From Nothing Title Typography
We Test to See How Much Power You Can Make Simply by Creating a Vacuum in an Engine’s Crankcase
By Jeff Huneycutt Photography by The Author
I

f you are familiar with NASCAR Cup engines, then you are likely aware that they have used their solid-gold R&D budgets to develop dry-sump oiling systems that use a multi-stage pump to do more than just move motor oil around. The engines are actually sealed tight, and the external oil pump also scavenges air along with oil to effectively pull a vacuum inside the crankcase.

Obviously they are doing that because it helps create horsepower. But the Cup system also comes with a lot of complexity and maintenance, and for hobby-level racers dry-sump oiling systems aren’t usually legal. The good news, however, is there is an option for those of us with cubic zirconia budgets that can get us close to the same result.

As an engine is running, some of the combustion gases will sneak past the rings and create pressure in the crankcase, which is called blow-by. Smart drag racers for years have used vacuum pumps to help gain a few extra horsepower at the track by pumping that buildup of gas pressure back out of the crankcase. If you run a common wet-sump oiling system, there is no way to use the internal oil pump to pull a vacuum like the Cup guys.
 FEATURE
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Trading Up typography
Shawn Rhyne’s 1970 Camaro RS Z28
BY Shawn Brereton Photography by The Author
T

he saying goes, “One man’s junk is another man’s treasure.” For ex-Sprint Car racer Shawn Rhyne of Marion, Arkansas, it took a little bit of time and trading to make the other man’s “junk” 1970 Camaro RS into a treasure, but he finally got there. The story is proof that persistence pays off.

Shawn was deep into Sprint Car racing—like over-his-head deep. He was pretty successful punching above his weight, racing on a shoestring budget around the South. However, it all changed in 2011. After spending his winnings refreshing the chassis in the offseason, he was taken out by another competitor in the first race, stuffing the car under a guardrail. With a family on the way and no money left in the bank after fixing the car, he made the tough decision to hang up his racing gloves.

Shawn grew up helping his dad, Mike, build hot rods and hoped to quench his thirst for speed on the street instead of dirt. Having trouble selling the Sprint Car, he traded it for a clean Harley-Davidson motorcycle, figuring it would be easier to sell. Shawn listed it for sale or trade on RacingJunk.com and was immediately contacted by Bryan Bruce of Georgia, who offered to trade his 1970 Camaro.

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1. Installing Nitrous on a 2020 Corvette? Why not!
1. Installing Nitrous on a 2020 Corvette? Why not!
Stepping Up Stingray Power
Nitrous and Other Tricks to Juice up the C8 Corvette
BY Cam Benty Photography by The Author
F

or most performance fans, the 2020 Corvette is just about perfect. With tons of horsepower cranking out from the mid-engine 6.2L LT2 powerplant, big sticky tires at the four corners, and an interior right out of a SpaceX rocket, there’s no reason to change a thing, right?

Wrong!
Well that’s certainly incorrect if you talk to J.R. Granatelli who took his $100,000 Corvette and started pulling off panels, engine components, and a lot of other stuff to bolt in a few very cool performance upgrades. His purpose was to not only dyno test the stock machine to determine rear-wheel power output, but to add some of his dyno-tested performance parts that have already proven to generate significant power increases on other cars with similar powertrains.

As if that weren’t enough, J.R. applied some further power-adder madness, the kind of crazy “what if” thinking that has powered many of his high-powered creations around speedways like the Indianapolis Motor Speedway. Yep, J.R. decided to “poke the bear” and pulled out a Nitrous Express nitrous kit, forcing that highly explosive gas into the virgin engine’s cylinders just to see what it would do. But that’s just J.R. Granateltli, we were to learn.

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Continuing With Carbs Title
By Todd Ryden Photography by The Author
Keeping Things Simple With the New AVS 2 Carburetor From Edelbrock
M

odern technology has certainly crept into our world of hot rodding and performance. There are plenty of electronically controlled devices, from ignitions to gauges, transmissions, and, of course, fuel injection systems. In many cases, these make great updates to our Chevys, but sometimes keeping things simple is a welcome change.

One of the great debates over the last decade is that of going with modern EFI or sticking with the old technology of a carburetor. It seems that all the talk is about throttle bodies and port fuel injection these days, but we recently saw the updates Edelbrock made to their line of AVS series carburetors and we can tell you that the R&D on their tried-and-true carbs continues right alongside their EFI program.

They recently released the next generation of their carbs as the AVS 2 series, which has received a number of upgrades while keeping it affordable and easy to tune. In fact, they started with all-new tooling for the carb, which is cast and assembled in Sanford, North Carolina. You’ll quickly notice the details and crisp appearance of the fresh housing right away.

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21st Annual NAPA Auto Parts Syracuse Nationals
Shakin’ the Streets
BY Chuck VranasPhotography BY The Author
T

here’s nothing better than the sound of a hopped-up Chevy mill, especially if it’s running a set of dual quads, a blower, or turbochargers. The sheer adrenalin rush of feeling the ground shake under your feet as your heart races lets you know all is well in the performance automotive world. With everything that’s passed in the last year it was a refreshing break to get back on the road and head off to a huge national event to hang out with like-minded car owners who were more than ready for a long-awaited horsepower fix. We topped off the tank and set our sights on New York to experience the 21st Annual NAPA Auto Parts Syracuse Nationals.

orange car
dark gray car
orange car with black racing stripes
black car
ACP EVENTS
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21st Annual NAPA Auto Parts Syracuse Nationals
Shakin’ the Streets
BY Chuck VranasPhotography BY The Author
cars in a car show
orange car
dark gray car
orange car with black racing stripes
black car
T

here’s nothing better than the sound of a hopped-up Chevy mill, especially if it’s running a set of dual quads, a blower, or turbochargers. The sheer adrenalin rush of feeling the ground shake under your feet as your heart races lets you know all is well in the performance automotive world. With everything that’s passed in the last year it was a refreshing break to get back on the road and head off to a huge national event to hang out with like-minded car owners who were more than ready for a long-awaited horsepower fix. We topped off the tank and set our sights on New York to experience the 21st Annual NAPA Auto Parts Syracuse Nationals.

ACP department heading BOWTIE BONEYARD
InTheGarageMedia.com
1959 Nomad backside
This 1959 Nomad marks the second year the fabled Nomad nameplate wasn’t affixed to a sleek and expensive two-door wagon body. Though the Nomad nameplate debuted on the 1955-1957 “Motorama dream cars come to life” two-door specialty wagons, it moved down market in 1958 aboard four-door wagons. The horizontal tail fins were rumored to cause unstable lift at speed. That myth was debunked nearly 50 years later when Motor Trend Classic magazine put one in a wind tunnel. Lift was only generated going backward!
A key to the 1959 Chevy’s low profile was its X-frame
A key to the 1959 Chevy’s low profile was its X-frame. Unlike the pre-1958 perimeter-type frame, the 1958-1964 X-frame allowed the footwells and floorpan to sit closer to the ground and with it the rest of the body. A unique two-piece driveshaft with a center bearing was key to the scheme. We couldn’t open the hood to determine which 283 was on board but the lack of dual exhaust rules out 348 big-block power, all of which came with “twice pipes.”
Big Chevys Were Big Sellers title
BY Steve Magnante Photography by The Author
T

he COVID-19 national lockdown of 2020 gave many of us a case of cabin fever–the feeling of being imprisoned in our otherwise-comfortable and happy homes. By staying out of circulation, we did our part to help squash the bug. But on occasion it was necessary to venture out into the world–preferably to sparsely populated locations where the risk of transmission was minimal. Such was the case one June afternoon in 2020 when we visited the quiet farming town of Charlemont, Massachusetts, and Clark’s Chevy Ranch.

Over a year has passed since these photos were taken, so enjoy this review of interesting Chevy relics that face their own special pandemic: rust. It’s true that rust never sleeps, but with the same spirit of human enterprise that so quickly conjured a COVID-19 remedy, any one of these vintage Bowties could be rescued.

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Thanks for reading our October 2021 preview issue!