Showtime! Wally Parks Nostalgia Nationals + Camaro Nationals
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Haul'n SS
Asphalt-Grabbing ’70 El Camino
Drum Brake Rebuild
9-inch Rearend Assembly
Cooling An LS-Swapped Second-Gen Camaro
Drum Brake Rebuild
9-inch Rearend Assembly
Cooling An LS-Swapped Second-Gen Camaro
Boost Tips  Best Practices From The Experts
October 2023
Preview Issue
Make It Yours. Make It Lokar. Modern Performance. Classic Style. Endless Options.
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Series Restored by Lokar
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All Chevy Performance October 2023 cover
On the Cover
The lifelong debate continues over Chevrolet’s iconic El Camino. Is it a truck, or is it a car? Many have strong opinions on the subject, but whatever you prefer to call it, Richard Dandolo’s ’70 El Camino SS is one of the nicest haulers we’ve seen and is well-deserved to be on the cover of our Oct. ’23 issue. Check out the full feature starting on page 30.
Photos by Michael Christensen
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All Chevy Performance ISSN 2767-5068 (print) ISSN 2767-5076 (online) Issue 34 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 Copyright (c) 2023 IN THE GARAGE MEDIA. Printed in the USA. The All Chevy Performance trademark is a registered trademark of In The Garage Media.
Eric Mead’s ’55 Chevy 210
Rich Dandolo’s ’70 El Camino
Mike Schultz’s ’65 Corvette Grand Sport Tribute
Bob Updike’s ’70 Chevelle
Bob Updike’s ’70 Chevelle
Experts Weigh In
Properly Cooling an LS Conversion in a Second-Gen Camaro
Keeping Drum Brakes in Service is Simple and Affordable
Assembling a 9-Inch Rearend for an LS-Powered Tri-Five
The 2023 Camaro Nationals
Old-School Chevy Muscle from the Wally Parks Nostalgia Nationals
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Code of Ethics Title

he summer of 2023 is one for the record books. It was one of the hottest I can remember, yet while trudging through the heat, we also came across some of the coolest cars from all over the country, and they just keep getting better. When we started this venture almost three years ago, I was scrambling to find just the right style of cars that fit the direction of All Chevy Performance magazine. One reason was because we were just starting out and I had to rally the troops to report for duty. After years of working and building relationships in the automotive publication industry, I went with the best photographers available—ones who I have worked with in the past. It was all hands on deck as we needed feature cars shot as soon as possible. I can’t say that we settled for what was available at the time, but today there seems to be an abundance of hot rods and muscle cars that play right into the direction of this magazine. Man, those early days were rough, but everyone pulled up their bootstraps and we got the job done.

ACP department heading PARTS BIN
Strange Engineering ’93-02 Camaro brake master cylinder, ARP harmonic damper bolt,
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Strange Engineering ’93-02 Camaro brake master cylinder
1. Braking News
Strange Engineering introduces their ’93-02 Camaro manual brake conversion kit. This kit fits automatic and manual transmission pedal boxes. A new billet aluminum adapter plate bolts to the firewall in place of the vacuum booster and the kit also includes the 1.125-inch bore aluminum master cylinder, new pushrod, dust boot, rod end, banjo fittings, and all necessary mounting hardware.
ACP White typography CHEVY CONCEPTS
61 Chevrolet Corvette

Text & Rendering by Tavis Highlander

61 Chevrolet Corvette
Vehicle Builder: JABZ Kustoms
Jabz title
Kustoms is at it again with this ’61 Corvette and its sinister color palette. Medium gray paint is offset by gloss black trim throughout the car. Raceline Contender wheels continue with the color scheme. To make the interior pop instead of blend in, there’s red leather wrapping the seats, dash, door panels, and steering wheel. On the hood is a modified stinger that utilizes just the scoop.
Underneath the fiberglass shell is a full-tube chassis to control flex. Each corner has big Wilwood brakes to slow down the 6.2L LS powerplant. Slightly wider rear quarters allow a larger wheel and tire package while modified front inner fenders gain some clearance for bigger meats there as well.
ACP department heading Feature
My Name Is Earl typographic title
Eric Mead’s ’55 Chevy 210
BY Shawn BreretonPhotography by THE AUTHOR

ars might be the most sentimental thing we can possess. Sure, a house has some legitimacy to taking that title, but a home is an inanimate object and you can’t take it with you. You can possess either one and have memorable experiences in either but only a vehicle can take you places while doing it. Seeing a particular type of vehicle can quickly transform you into a specific place or time in your life.

Eric Mead, of Evansville, Indiana, is one of the lucky few who owns a vehicle that transports him somewhere else every time he steps in it. To him, it is a family heirloom—a legacy—that he can show to everyone. The car is a ’55 Chevy 210 sedan. When he sees it, he is returned to his Grandpa Earl’s house, where Earl promised an 8-year-old Eric that the ’55 would someday be his.

’55 Chevy 210
ACP department heading TECH
1. OK, so maybe turbos or a centrifugal supercharger would be more efficient on this LS3 than a big 8-71 roots blower, but it is awfully cool, right? But whatever type of boost you add to your engine, there are a few potential pitfalls we’re here to help you avoid.
Boosted Advice
Experts Weigh In

By Jeff Huneycutt Photography by The Author


hese days, thanks to modern engine controls, it’s easier than ever to add boost either to a new or existing build. But just because it is easier than ever doesn’t mean that throwing boost on a build is foolproof. No, there are still lots of things that can jump up and bite you when you least expect it. And the results can run from mild, like less horsepower than you’d hoped for, to wild, like a dreaded blown engine.

To help you avoid those pitfalls, we surveyed several of the most trusted manufacturers in the industry, asking them what problems they see most often, and how they help guide car guys and gals through those issues. Their answers ran the gamut, and they were all great. In fact, we feel they will be quite helpful to many of our readers.

Mark Campbell
Comp Cams

The problems I see the most on boosted engines are incorrect camshafts and incorrect torque converters. Both of these things can have a dramatic effect on how quickly an engine makes boost and how efficient it is when doing so. 

This applies to turbo engines more dramatically, but it’s certainly very important on supercharged engines as well. Not only having the right camshaft, but having the correct combination of compression ratio, bore and stroke, and camshaft event timing is critical to how the engine runs. On a basic combination, if you are just adding 10 psi or under, it is less of a factor. But as you are trying to make big power with a turbo or supercharger, the engine combination, and more importantly the torque converter, become more critical in getting the power to the ground.
ACP department heading Feature
Haulin' SS bold typography in red

Rich Dandolo’s ’70 El Camino

BY NICK LICATA Photography by Michael Christensen

e love hearing stories from car owners who still have the ride they drove in high school and through college as their only means of transportation. Rich Dandolo purchased this ’70 El Camino back in 1982—the year after he graduated high school. “I really wanted a ’69 but this one had a freshly built big-block and the price was right, so I bought it,” Rich explains. “It was originally brown with a black vinyl top and brown interior. It wasn’t bad, but it wasn’t great-looking, either.”

ACP department heading TECH
man holding radiator
Properly Cooling an LS Conversion in a Second-Gen Camaro
By Chuck Vranas Photography by The Author

here’s nothing more revered in the performance world than adding horsepower to your ride, regardless of whether it’s naturally aspirated, supercharged, or turbocharged, however you’d better be able to chill the beast to make its time on the street a long-lasting experience. There’s nothing worse than having to constantly watch a temperature gauge with fears of overheating due to a tired or poorly set up cooling system. Add in the needs of an upgraded LS conversion and you’d better do your homework to incorporate a properly designed setup that can handle the demands of everyday life on the road.

On a recent visit to Procision Industries in Taunton, Massachusetts, we met with shop owner Pat O’Brien whose newly installed high-performance 5.3L LC9 in his personal ’71 Camaro project gave All Chevy Performance a perfect opportunity to follow along as he formulated a modern cooling system to take care of business. Seeing that he was starting bare from the firewall forward, it was time to select a proper foundation to support the new cooling system, beginning with fresh reproduction factory parts from Auto Metal Direct (AMD). Their radiator core support struck from heavy-gauge steel (supplied by X-Parts) combined with radiator support insulator pads, support bushing mount kit, radiator core to frame support brackets, and all related installation hardware made preparing the area a snap.

To handle the LS conversion’s specific cooling needs, a call was made to PROFORM for one of their Slim-Fit radiator systems packed with exclusive features. Their design showcases years of development in creating the industry’s first all-in-one integrated radiator system where the combined core/shroud/fan thickness is only 4 inches in depth (up to 40 percent thinner). Offered in direct-fit, LS conversion, and universal applications for up to a 600hp mill, it’s easy to see they’ve got your high-performance Chevy covered.

ACP department heading Feature
"Zora Inspired"
Mike Schultz’s ’65 Corvette Grand Sport Tribute
BY NICK LICATAPhotography by John Jackson

ike Schultz’s dad restored antique and classic aircraft for a living, so that mechanical aptitude carried over to Mike at a young age. “My dad got me interested in the inner workings of an automobile engine, so I bought a 283ci small-block at a garage sale with money I saved up from delivering newspapers at 4 a.m. every day before school,” Mike tells. “With help from my dad, I built my first engine at 12 years old.” That introduction to engine building carried on to a lifetime of not only the mechanical side of cars but also a lifetime of racing them.

ACP department heading EVENT
"Camaros at the Mall"
The 2023 Camaro Nationals
By John Machaqueiro Photography BY THE AUTHOR

ow in its sophomore year at the Classic Auto Mall in Morgantown, Pennsylvania, the 24th Annual Camaro Nationals continues to build on the success of previous editions by serving up another stellar show. Aided by a cooperative weather forecast for the three-day event, the show pulled in Camaros from 40 different states, which helped the organizers surpass the final registered car count of 500 in 2022 to a total of 604 for the 2023 event.

President of the local Lehigh Valley Camaro Club and show chairman Karl Scheffy has built this gathering up with the help of his club members and the members of the North Eastern Ohio Camaro Club and Long Island Camaro Club. As a purely volunteer-based event, these clubs and their members are the engine that keep the show flowing.

Part of the show is also about giving back to a worthwhile charitable organization with a banquet, charity auction, 50/50 raffle, and several sponsor donations. This year they were able to raise a total of $17,000 for the Silence of Mary Home for Children–a number that significantly surpasses last year’s amount.

ACP department heading TECH
Back to Basics
1. Drum brakes often get swapped for discs, but for a budget beater, drum brakes are the easy and inexpensive option.
Keeping Drum Brakes in Service is Simple and Affordable
By TOMMY LEE BYRD Photography by The Author

rum brakes have been around for more than 100 years, and they’re still in use on some modern-day applications, but for the most part, disc brakes have taken over for regular passenger cars and light trucks. This transition has encouraged gearheads to make the switch on old cars, and several companies offer front and rear disc brake conversions for most applications from the ’50s to the ’80s. The truth of the matter is that the average car enthusiast upgrades the front brakes and leaves the rear brakes in the stock configuration. This combination performs nicely on something that isn’t seeing track time or intense driving, but those rear drums need attention from time to time.

Because of the factory brake bias that puts more emphasis on the front brakes, you’ll rarely encounter rear drum brakes that are badly worn. Usually, it’s more of an age issue than a wear issue when it comes to rebuilding rear drum brakes. Our ’77 Nova project car is a true daily driver, so we wanted to be proactive about the brakes. We upgraded the front brakes with Summit Racing rotors and new calipers, and we continued our brake service with OE-style brake service parts from Summit Racing. We opted for AC Delco brake drums (PN ADO-18B80), AC Delco brake shoes (PN ADO-1424B), Dorman wheel cylinders (PN DHB-W45999), and a Summit Racing spring kit (PN SUM-7104K). These parts were readily available and barely put us over the $100 threshold, so we could take advantage of Summit’s free shipping offer. We had already replaced the rear brake flex hose previously, so adding that to our order would’ve added a few bucks more.

"Staying True"
"Staying True"
Bob Updike’s ’70 Chevelle
BY John MachaqueiroPhotography BY The Author

utomotive tastes are often a moving target. Staying true to them is probably rare, thus making Bob Updike’s unshakeable endearment with the Chevelle notable. From an early age he had a soft spot for late-’60s and early-’70s models, and just as he turned 15, he purchased a ’72 Chevelle. He explains, “I initially thought about buying a Camaro, but I didn’t have enough money, so I ended up getting a Chevelle. I completely took it apart and rebuilt everything with my uncle. I eventually ended up adding an SS hood and had the car repainted, and then drove it for 13 years until I needed to buy a house.”

By his mid twenties any idea of playing with cars was placed on the back burner, however, he points out, “When I was 40, I went looking and bought a salvaged ’70 Chevelle.” With the help of his sons and a few friends, they took the body off the frame and restored it. In the process it was back halved, and within two years it reached the paint stage. At that unpleasant point, he explains, “My in-law’s truck was stored in the barn for the winter, and it had a short under the dash and caught on fire. By the time I got to the garage it had already burnt to the ground. The car got so hot that the front and rear bowed over the jackstands.” The total loss of the Chevelle was a big demoralizing blow. After a few months of disappointment, he was read the riot act. His wife Katrina told him, “You’re going to get back out there in the garage. There is no way in hell that you’re going to be sitting here with me the rest of the time.”

ACP department heading TECH
Differential Dissidence
Differential Dissidence
Assembling a 9-Inch Rearend for an LS-Powered Tri-Five

By Ryan Manson Photography by The Author


hen it comes to upgrading a vintage vehicle to a more modern, more powerful drivetrain, what’s often overlooked are the many components that might require additional attention to ensure said powerplant can deliver the power to the pavement in a safe, reliable manner. Brakes, steering, and suspension are all things that come to mind one might want to upgrade if those items are still stock. But one of the most important items of interest that often gets the last look, is that old, stock rearend. Back in the ’50s, horsepower numbers were still relatively benign and tire options not nearly as aggressive in regards to contact patch and compound as they are today. That meant that the rearend didn’t need to be as stout as one might desire if those tables were turned.

Today, with stock LS crate engine offerings advertising horsepower numbers well above what the beefiest 283 could ever dream of and tire technology and size what it is, upgrading an original rearend is not only a good idea, it’s a near necessity.

ACP department heading EVENT
"Making History" typographic title in red
Old-School Chevy Muscle from the Wally Parks Nostalgia Nationals
By Tommy Lee Byrd Photography BY THE AUTHOR

ostalgia is a word that hits all of us in a different way. For some, it’s big hair and T-tops, but for others it’s Jimi Hendrix and Cragar wheels. No matter your taste of nostalgia, the place to be on Father’s Day weekend is Beech Bend Raceway Park in Bowling Green, Kentucky. For 20 years thousands have been gathering to pay tribute to the good ol’ days. For 19 of those years, this event was called the Hot Rod Reunion, a name coined by the folks at the NHRA Museum. This year, the event got a new name, but the general concept remains the same. The Wally Parks Nostalgia Nationals, presented by Holley, takes old school to the next level with awesome vintage-style drag racing, an excellent car show, and a swap meet packed with rare speed equipment.

Hundreds of drag cars pack into the pits, with a huge range of classes. Nostalgia Top Fuel dragsters, Nostalgia Funny Cars, and AA/Fuel Altereds are the stars of the show, but hundreds of other cars keep the track hot for all three days of the event. Other classes include Hot Rod, Pro Comp, Pro Gas, and a series of heads-up index classes. Some of the themed classes are the Geezer Gassers, Nostalgia Super Stock, Nostalgia Pro Stock, and the Straight Axle Mafia group. Of all 14 classes, one of the most entertaining was Modified Production, a class for cars with a manual transmission—and these cars were flying! There were also Exhibition cars, including Boyd Howe and Mike Bilina in their wheelstanding Tri-Five Chevys. Throughout all the classes, there was a high percentage of Chevrolet entries, or at least Chevrolet horsepower in the case of the dragsters and altered roadsters in the heads-up index classes.

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Thanks for reading our October 2023 preview issue!