hevrolet Performance’s all-new ZZ632 crate engine is simply the biggest, baddest, and most powerful big-block ever from Chevrolet. It’s rated at a stunning 1,004 hp and 860 lb-ft of torque—with Pro Stock–inspired spread-port cylinder heads and other modern technologies that enable that incredible performance on 93-octane pump gas.

In fact, the ZZ632 is designed for dual-purpose performance. Electronic fuel injection, advanced ignition technology, and a carefully developed hydraulic roller camshaft profile contribute to a unique balance of great driveability on the boulevard, while the all-new RSX spread-port cylinder heads—named for Chevrolet Performance engineer Ron Sperry, who helped develop Chevrolet racing engines—support amazing high-rpm capability on the dragstrip.

“We challenged ourselves to take big-block street performance to the next level and 1,000 hp on pump gas was it,” Alin Dragoiu, Chevrolet’s design release engineer for the engine, says. “The ZZ632 has dual capabilities, but it was first and foremost designed as a street engine, so we had to balance maximum power with idle quality and other such considerations.”

BY Chuck Vranas Photography by The Author

here’s nothing better than dialing in your Chevy muscle car with a serious dose of V-8 power regardless of whether it’s naturally aspirated, supercharged, or packing turbos. As performance enthusiasts, big power always equal big fun—that is unless you get left by the side of the road with a driveline failure caused by a weak link. One of the most important performance upgrades you can make to your ride is making sure you can successfully move the dynamite through the driveshaft when you hit the go-pedal. The importance of a well-designed rearend, suspension, and brakes properly balances out the increase in power for maximum performance and dependability. This holds true for everything from motoring on the interstate, running hard at the dragstrip, and even carving curves through an autocross course.

Last month in All Chevy Performance, we visited Chris Cerce Customs (CCC) in Taunton, Massachusetts, where Cerce’s personal ride, a wicked third-gen Camaro, had recently undergone a serious driveline upgrade with an 850hp LS packing a BorgWarner 76mm turbo from Don Hardy Race Cars. Linked to a GM T56 transmission, it was time to focus on harnessing the power beyond the limitations of the factory suspension and brakes.

With the front upgrades completed it was time to determine the right combination out back where the power meets the pavement to complete the combination. Focusing on the tired factory rearend first, a call was made to Strange Engineering for one of their expertly engineered Strange S60 units with GM F-body mounts, which was custom built for our application. Starting with a premium nodular iron center and main caps with an integral torque arm provision, it features late big Ford ends along with 35-spline alloy axles and Eaton Detroit Truetrac with 3.54:1 gears. The unit also includes heavy-duty coil spring mounts as well as lower control arm mounts with multiple mounting-hole options for a wide range of traction adjustments, S-Series chromoly yoke, and satin black powdercoating for the housing.

e are back for our final installment with Craig Hopkins and Wesley Kennedy of The Installation Center and this Auto Metal Direct (AMD) second-gen Camaro conversion. In the September issue we covered converting the front end of this ’78 Camaro into the ’71-73 steel bumper version.

We removed the entire front end and everything bolted right up without any heavy modifications. From the hood and fenders to the grille and bumper, we showed you just how easy this is.

Our go-to restoration parts supplier, AMD, has everything you need to do this conversion. With top-quality parts, this project can easily be done in your home garage.

In the final segment, we’ll get the bumper and a few other final pieces installed to top off our second-gen sheetmetal conversion. If you missed anything along the way, you can always purchase back issues or find the articles online at allchevyperformance.com.

ngine swaps have been happening long before the first 265ci V-8 rolled off GM’s production line. It would be hard to argue that an engine has been swapped into more cars than the venerable small-block Chevy, but its baby brother, the LS-series engine, has got to be pulling a healthy spot in Second Place. Poke your head under the hood of any Tri-Five, Camaro, Chevelle, or other classic Chevy at the local cruise-in and you’re likely to be face to face with the same engine that powers your neighbor’s contemporary Silverado. The LS swap has become commonplace, and for good reason.

For starters, the LS-series engine is similar in size, with the old small-block being slightly longer due to the extended snout of the water pump to facilitate a mechanical cooling fan. The LS, in comparison, is a few inches wider due to its cylinder head design. Its shorter length, in addition to the lack of a distributor to foul the firewall, makes placing an LS engine a more variable affair. Additional clearance at the radiator side for accessory or electric fan clearance can easily be accomplished since the bellhousing area of the block can be slid further rearward into the firewall thanks to the additional clearance provided by the aforementioned lack of distributor.

Another physical benefit provided by the LS-series engines are weight. While materials varied throughout the years, a fully dressed LS engine with an aluminum block, cylinder heads, and composite intake manifold could yield a weight that is tens if not hundreds of pounds less than a first-gen iron small-block. A modest weight reduction over the front axle centerline can result in a more balanced distribution of weight and an overall better-handling car. That’s a huge step in the right direction when accompanied by similar improvements in the brakes and suspension department to turn that heavy Chevy into a canyon-carving cruiser.

elaying information about the engine to the driver was never really of huge importance to Chevrolet or the other OEMs. They figured a temp gauge was worthy of being in most instrument clusters and maybe a couple warning lights, just in case.

Why is “Guardrail” Willie Martin smiling? Well, it likely has a lot to do with his high school ride’s suspension upgrade. Martin has owned this same ’55 Chevy 150 pretty much straight-through since 1970. In fact, in slightly earlier years it served as the loaner car for Martin’s family business: the original Ed Martin Garage.

As a third-generation auto mechanic, Martin has enjoyed a long, successful run in the trade. That was back in Riverside, California. But back to his flammable ’55—following a crash, and an off-frame rebuild, it’s been together, on the road in its current configuration now for 22 years. During that time, it’s also been driven—a lot.

Just recently Martin took notice that the ol’ Chevy’s OEM stock-type control arm bushings were exhibiting signs of wear. Back when the car was last built, we didn’t have the options that we have today. Tubular control arms, for example, weren’t considered. Neither were coilover shock absorbers.