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1970 Chevrolet Chevelle SS 427 LS3 Build Project
This 1970 Chevrolet Chevelle is What a Professional Race Car Driver Stomps on the Street
RS Fast Track chassis is a monster—staunches bending and mitigates torsional stress like a maniac. It is also designed to keep everything underneath just above rocker panel height, ensuring a clean, sanitary approach. With this massive ladder, RS includes tubular control arms, Penske double-adjustable dampers encircled by Hyperco coils, and a splined 1.25-inch diameter antisway bar. The back of the chassis assumes Penske dampers and Hyperco coils, and a simple parallel four-bar system and a Panhard rod locate the rear axle, deeming a rear sway bar superfluous. The ’rails are kicked in and readily receive a 345-section tire. Billet C6 spindles (and ZO6 hubs) are directed by a quick-ratio rack steering system.
That critical frictional coefficient is supplied by a Wilwood system that posts 13-inch discs, six-piston calipers in front and 12-inch, four-caliper units in the rear. The tires and rims are Michelin Super Sport, 295/30 and 345/30, on Forgeline SC3C, 18x10 and 19x12, rims that have been subtly wafted with a coating of Transparent Smoke.
In the matter of acceleration, Alex and RS selected a 427-cubic-inch LS3 from Turn Key Engine Supply that retains the standard bore (4.065 inches) but uses a 4.125-inch stroke (stock is 3.66 inches). The bottom end spins a 4340 crankshaft and forged H-beam connecting rods, and when the domes of the Mahle forgings are fitted to the 70cc combustion chambers of the LS3 castings, they yield a compression ratio of 10.7:1. Specs for the hydraulic roller cam are proprietary, but the system maintains 5/16-inch pushrods, a 1.7:1 rocker arm ratio, double valvesprings, and chromoly retainers.
Induction is composed of an Edelbrock intake manifold and a FAST injector drawing through a mechanical 90mm throttle body. The system is monitored by a MEFI4b/MEF15 ECU and fed by a Rick’s/Vaporworks CTS-V fuel pump. Wegner Motorsports provided the billet rocker covers (with space for internal coil packs) as well as the billet serpentine accessory drive system. RS completed the engine with stainless-coated 1 7/8-inch primaries plumbed into 3-inch stainless steel pipes punctuated by an X-pipe and Borla XR-1 mufflers. The exhaust terminates at the center-exit in the custom-built bumper. The cooling contingent is armed with a Ron Davis aluminum core and Vintage Air Gen VI Magnum HVAC system. To contain the output of the 7.0-liter engine, Alex and RS decided on a complete Centerforce system—flywheel, Dual Friction 10.5-inch discs, and pressure plate—and a Tremec T-56 Magnum stuck to a Quick Time bellhousing. An estimated 635 hp and 580 lb-ft of torque ends up at the Strange Engineering 9-inch, which was fitted with a Truetrac differential and 3.90:1 gears.
For the swaddling phase, the Chevelle was delivered to Pa
-----------------------------------------------------
1970 Chevrolet Chevelle SS 427 LS3 Build Project
This 1970 Chevrolet Chevelle is What a Professional Race Car Driver Stomps on the Street
RS Fast Track chassis is a monster—staunches bending and mitigates torsional stress like a maniac. It is also designed to keep everything underneath just above rocker panel height, ensuring a clean, sanitary approach. With this massive ladder, RS includes tubular control arms, Penske double-adjustable dampers encircled by Hyperco coils, and a splined 1.25-inch diameter antisway bar. The back of the chassis assumes Penske dampers and Hyperco coils, and a simple parallel four-bar system and a Panhard rod locate the rear axle, deeming a rear sway bar superfluous. The ’rails are kicked in and readily receive a 345-section tire. Billet C6 spindles (and ZO6 hubs) are directed by a quick-ratio rack steering system.
That critical frictional coefficient is supplied by a Wilwood system that posts 13-inch discs, six-piston calipers in front and 12-inch, four-caliper units in the rear. The tires and rims are Michelin Super Sport, 295/30 and 345/30, on Forgeline SC3C, 18x10 and 19x12, rims that have been subtly wafted with a coating of Transparent Smoke.
In the matter of acceleration, Alex and RS selected a 427-cubic-inch LS3 from Turn Key Engine Supply that retains the standard bore (4.065 inches) but uses a 4.125-inch stroke (stock is 3.66 inches). The bottom end spins a 4340 crankshaft and forged H-beam connecting rods, and when the domes of the Mahle forgings are fitted to the 70cc combustion chambers of the LS3 castings, they yield a compression ratio of 10.7:1. Specs for the hydraulic roller cam are proprietary, but the system maintains 5/16-inch pushrods, a 1.7:1 rocker arm ratio, double valvesprings, and chromoly retainers.
Induction is composed of an Edelbrock intake manifold and a FAST injector drawing through a mechanical 90mm throttle body. The system is monitored by a MEFI4b/MEF15 ECU and fed by a Rick’s/Vaporworks CTS-V fuel pump. Wegner Motorsports provided the billet rocker covers (with space for internal coil packs) as well as the billet serpentine accessory drive system. RS completed the engine with stainless-coated 1 7/8-inch primaries plumbed into 3-inch stainless steel pipes punctuated by an X-pipe and Borla XR-1 mufflers. The exhaust terminates at the center-exit in the custom-built bumper. The cooling contingent is armed with a Ron Davis aluminum core and Vintage Air Gen VI Magnum HVAC system. To contain the output of the 7.0-liter engine, Alex and RS decided on a complete Centerforce system—flywheel, Dual Friction 10.5-inch discs, and pressure plate—and a Tremec T-56 Magnum stuck to a Quick Time bellhousing. An estimated 635 hp and 580 lb-ft of torque ends up at the Strange Engineering 9-inch, which was fitted with a Truetrac differential and 3.90:1 gears.
For the swaddling phase, the Chevelle was delivered to Pa
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