What’s working for us this month
If ever you are in the mood for nabbing a little extra attention in your late-’60’s muscle car, just do what Jim Meyer did with his 1967 Chevelle–paint it orange and add a healthy dose of chrome. Yes, it’s bright and bold but this Chevelle isn’t all show because at its heart is pure American muscle.
Jim’s life in the car scene started back when he was just 15 years old, as did his love for Chevys. His experience tinkering with farm equipment came in handy when he got his first car: a 1960 Chevrolet Impala. To catch you up on the rest of Jim’s story might take a while so we’ll just skip forward about 46 years to the point at which this ’67 Chevelle came into the picture. By the time Jim got around to building his dream car, he had grown up, married, and raised five children. Once life started to settle down a bit, he decided it was time to pursue his passions again. Jim travels regularly for work, so he started scouring the country for the perfect car to start his build. He looked everywhere, from Chicago to San Francisco, but ended up finding one in Denver, not far from his hometown of Windsor, Colorado. The car he decided on was a 1967 Chevelle that was reasonably clean but had styling that was largely out of date since it had been “redone” about 10 years before. Jim’s goal with his new muscle car was to try and maintain professional-level build quality, keeping everything clean and modern, but do it all in his garage at a fraction of the price of a major shop.
Capable of supporting over 1,000 hp, the combination was more than powerful enough for our simple cam test. Additional safety and power came from the fact that the 2.8L LS3 kit from Kenne Bell featured an integrated air-to-water intercooler. Already efficient thanks to a 4×6, twin-screw rotor pack, the intercooler was just icing on the (already cool) ice cream cake. Equipped with boost and ready to run, it was time to select cams for our Kenne Bellsupercharged 6.2L. Since this was a supercharged test, naturally we selected one of the factory blower cams. We passed on the less-powerful LSA in favor of the more popular (and powerful) LS9. Compared to the 0.480-inch lift, 198/216-degree duration split, and 122.5-degree LSA offered by the mild LSA cam, the LS9 was better in every respect. The LS9 (from the ZR1 Corvette) offered a 0.588/0.562-inch lift spilt, a 211/230-degree duration split, and 122.5 LSA. To keep things interesting, we also tried the factory (naturally aspirated) LS3 cam. Though not designed for boost, we wanted to see how a naturally aspirated cam would fair against the dedicated blower grinds. The LS3 cam checked in with a 0.551/0.525-inch lift split, a 204/211-degree duration split, and (tighter) 117-degree LSA.
Never one to rest on its laurels, the engineering and manufacturing teams at ARP are continually developing new products for Chevrolet engines. Whether it’s the venerable small block and big block powerplant or newer LS and LT creations, ARP strives to provide racers and performance enthusiasts with the ability to push engines to achieve maximum power while providing long-term reliability. ARP also maintains currency with the aftermarket, assuring that the latest block and cylinder head combinations are covered. If your engine is factory-built, chances are TTY (Torque To Yield) bolts were employed. They are not designed to handle power-adders –nor should they ever be re-used. Give yourself an extra margin of safety with premium grade ARP bolts and studs. All are manufactured in-house at ARP’s ISO 9001:2008 & AS9100 registered California facilities. Look for “ARP” stamped on a fastener as your assurance of quality.