- Sweet 63 `Turbo Chevy Impala + 70 Chevelle "WoW"
#1
05-18-2012, 03:20 AM
- Sweet 63 `Turbo Chevy Impala + 70 Chevelle "WoW"
Posted 4 your viewing pleasure...I think this owner will keep it 4 `life....
^^^^^^^^^^^^^^^^^^^^^^^Attention 2 Detail ^^^^^^^^^^^^^^^Sweet ^^^^^^^^^
1963 Chevy Impala - Oh, One Owner
Les Boudewyn’s ’63 Impala
By Douglas R. Glad, Photography by Douglas R. Glad
<TIME>Car Craft, May, 2012</TIME>
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<ARTICLE>
“When you see one of these big X-frame cars hook and hold the wheels in the air for 100 feet at the dragstrip, you begin to understand why people like them.”
This statement came from Marty Stromberger of Stromberger Performance in Spokane, Washington. If you read the “Turbo Guys” story in the Dec. ’11 issue, you know all about the brutal street cars that are coming out of the Pacific Northwest courtesy of Marty’s shop. We showed you a lot of boosted, crazy, 9-second street machines in that issue, with the exception of this ’63 Impala. This one’s a little different.
The wheelstanding Impala got Marty interested in these cars, but it was car owner Les Boudewyns who brought his ’63 Impala into the shop for some work. “Les had a 9-second ’67 Chevelle that was too race oriented to be a daily driver, so the Impala project was born,” says Marty. “We wanted to build a fast cruiser that makes good power and is still easy to drive.”
The car was purchased new in 1963 by Les’ father and only driven seven months before it was sold to his son. Les ended up using the car as his daily driver from 1964 to 1985, taking frequent trips from Spokane to Seattle towing a 27-foot enclosed trailer. In that time, the original brown-and-tan paint combo gave way to Porsche Indian Red (twice) before getting its current Viper Red paintjob. It’s received four different transmissions and three different engines, including a PAW 400 small-block with ported heads and a Torker intake that was state of the art in 1991. The time had come to either buy a new car or rebuild this one, again. Les was sick of the waves from a paint stripping accident in the ’90s, and LS power had him intrigued. He went to Marty for help.
Even though these guys are seemingly cutting edge with their style of cars, they are just starting to play with LS engines. That changed when they came across a low-mileage 5.3L in a local wrecking yard for $900. Marty, along with Marshall Shaw and Erick McCarthy from SMC Customs, laid the pipe work for a single 76mm turbo from GodSpeed. “We set the wastegate at 10 pounds, so it probably only makes 500 hp,” Marty says. “It also only has a 3-inch downpipe, which limits it to 750 total horsepower.” The relatively small pipe was a result of the X-frame design and its space limitations. The upside to the X-frame design is the comfort and handling. “It’s one of the nicest cars I’ve ever driven,” Marty says. “In terms of ride quality and power, it’s a lot more like a sports car than you might think. The car is much more than the sum of its parts.”
For now, the car is as close to a garage queen as you’ll see from these guys, but since it’s the favorite hot rod car to hop in and drive, it always manages to get out on the road. “Eventually we will turn it up and run race gas and make 600 at the wheels . . . but not yet.”
Who: Les Boudewyn
What: ’63 Chevy Impala
Where: Spokane, Washington. Home of turbos.
EFI: The fuel-injection system is not that complicated. Marty used the stock GM computer with a custom wiring harness from Fuel Injection Connection to get it running and tuned it with HPTuners software. Marty basically wipes the transmission and other nonessential controls and tunes the A/F and timing maps for the boost he wants. Since this engine isn’t about maximum power, the injectors are relatively small at 48 lb/hr. This ensures proper fuel control at light throttle and idle. The intake is an Edelbrock Victor Jr. with Edelbrock fuel rails, and the polished elbow is a low-profile LS design from IntakeElbows.com. The MAF is from a 6.0L truck engine, and the throttle-body can be found on any GM truck. Everything is fed with a Summit Racing inline fuel pump.
Transmission: For longevity in a heavy, turbocharged car, Marty chose to use a TH400 instead of a modern overdrive. This is possible because the rearend gear is only a 3.08:1 instead of something more radical. The turbo guys have found that you don’t need a lot of rear gear to get sideways when you have boost. Another interesting feature is the torque converter, a tight 2,300-rpm TCI converter designed for circle track racing. According to Marty, short-track racers don’t want a lot of flywheel weight and want something tight to get off the corner. The $387 TCI converter does all that and doesn’t cost a fortune.
Suspension: Everyone we talked to loved the way the car rides. The secret is a pair of big, 20-year-old, mystery-brand sway bars front and rear. Otherwise, it is stock.
Wheels/Tires: The wheels are 17x7 (4-inch back) and 17x8 (5-inch back) American Racing TorqThrust Ds that have been painted black, and the tires are Nexen N3000s from eBay. The sizes are 215/50ZR17 and 275/50ZR17 rear. “They smoke when you punch it,” Marty says.
Paint and Body: This was an amateur restoration driver before it was stripped for a repaint. Les and Cory Gilbert from CG Customs block-sanded the car and added the Viper Red paint.
Interior: The brown interior was swapped for black years ago. It was still in good shape, so it was saved and reinstalled after the car was painted. The shifter is from ShiftWorx, and the gauge is from Aero Force. It scrolls through all the vital parameters from the stock GM computer.
Thanks to: SMC Customs for the mandrel-bent exhaust, CG Customs for the paint and body, and Stromberger Performance for putting it all together.
</ARTICLE>
Read more: 1963 Chevrolet Impala - Oh, One Owner - Car Craft Magazine
^^^^^^^^^^^^^^^^^^^^^^^Attention 2 Detail ^^^^^^^^^^^^^^^Sweet ^^^^^^^^^
1963 Chevy Impala - Oh, One Owner
Les Boudewyn’s ’63 Impala
By Douglas R. Glad, Photography by Douglas R. Glad
<TIME>Car Craft, May, 2012</TIME>
<!-- AddThis Button BEGIN -->
<!-- AddThis Button END -->
<ARTICLE>
“When you see one of these big X-frame cars hook and hold the wheels in the air for 100 feet at the dragstrip, you begin to understand why people like them.”
This statement came from Marty Stromberger of Stromberger Performance in Spokane, Washington. If you read the “Turbo Guys” story in the Dec. ’11 issue, you know all about the brutal street cars that are coming out of the Pacific Northwest courtesy of Marty’s shop. We showed you a lot of boosted, crazy, 9-second street machines in that issue, with the exception of this ’63 Impala. This one’s a little different.
The wheelstanding Impala got Marty interested in these cars, but it was car owner Les Boudewyns who brought his ’63 Impala into the shop for some work. “Les had a 9-second ’67 Chevelle that was too race oriented to be a daily driver, so the Impala project was born,” says Marty. “We wanted to build a fast cruiser that makes good power and is still easy to drive.”
The car was purchased new in 1963 by Les’ father and only driven seven months before it was sold to his son. Les ended up using the car as his daily driver from 1964 to 1985, taking frequent trips from Spokane to Seattle towing a 27-foot enclosed trailer. In that time, the original brown-and-tan paint combo gave way to Porsche Indian Red (twice) before getting its current Viper Red paintjob. It’s received four different transmissions and three different engines, including a PAW 400 small-block with ported heads and a Torker intake that was state of the art in 1991. The time had come to either buy a new car or rebuild this one, again. Les was sick of the waves from a paint stripping accident in the ’90s, and LS power had him intrigued. He went to Marty for help.
Even though these guys are seemingly cutting edge with their style of cars, they are just starting to play with LS engines. That changed when they came across a low-mileage 5.3L in a local wrecking yard for $900. Marty, along with Marshall Shaw and Erick McCarthy from SMC Customs, laid the pipe work for a single 76mm turbo from GodSpeed. “We set the wastegate at 10 pounds, so it probably only makes 500 hp,” Marty says. “It also only has a 3-inch downpipe, which limits it to 750 total horsepower.” The relatively small pipe was a result of the X-frame design and its space limitations. The upside to the X-frame design is the comfort and handling. “It’s one of the nicest cars I’ve ever driven,” Marty says. “In terms of ride quality and power, it’s a lot more like a sports car than you might think. The car is much more than the sum of its parts.”
For now, the car is as close to a garage queen as you’ll see from these guys, but since it’s the favorite hot rod car to hop in and drive, it always manages to get out on the road. “Eventually we will turn it up and run race gas and make 600 at the wheels . . . but not yet.”
Who: Les Boudewyn
What: ’63 Chevy Impala
Where: Spokane, Washington. Home of turbos.
EFI: The fuel-injection system is not that complicated. Marty used the stock GM computer with a custom wiring harness from Fuel Injection Connection to get it running and tuned it with HPTuners software. Marty basically wipes the transmission and other nonessential controls and tunes the A/F and timing maps for the boost he wants. Since this engine isn’t about maximum power, the injectors are relatively small at 48 lb/hr. This ensures proper fuel control at light throttle and idle. The intake is an Edelbrock Victor Jr. with Edelbrock fuel rails, and the polished elbow is a low-profile LS design from IntakeElbows.com. The MAF is from a 6.0L truck engine, and the throttle-body can be found on any GM truck. Everything is fed with a Summit Racing inline fuel pump.
Transmission: For longevity in a heavy, turbocharged car, Marty chose to use a TH400 instead of a modern overdrive. This is possible because the rearend gear is only a 3.08:1 instead of something more radical. The turbo guys have found that you don’t need a lot of rear gear to get sideways when you have boost. Another interesting feature is the torque converter, a tight 2,300-rpm TCI converter designed for circle track racing. According to Marty, short-track racers don’t want a lot of flywheel weight and want something tight to get off the corner. The $387 TCI converter does all that and doesn’t cost a fortune.
Suspension: Everyone we talked to loved the way the car rides. The secret is a pair of big, 20-year-old, mystery-brand sway bars front and rear. Otherwise, it is stock.
Wheels/Tires: The wheels are 17x7 (4-inch back) and 17x8 (5-inch back) American Racing TorqThrust Ds that have been painted black, and the tires are Nexen N3000s from eBay. The sizes are 215/50ZR17 and 275/50ZR17 rear. “They smoke when you punch it,” Marty says.
Paint and Body: This was an amateur restoration driver before it was stripped for a repaint. Les and Cory Gilbert from CG Customs block-sanded the car and added the Viper Red paint.
Interior: The brown interior was swapped for black years ago. It was still in good shape, so it was saved and reinstalled after the car was painted. The shifter is from ShiftWorx, and the gauge is from Aero Force. It scrolls through all the vital parameters from the stock GM computer.
Thanks to: SMC Customs for the mandrel-bent exhaust, CG Customs for the paint and body, and Stromberger Performance for putting it all together.
</ARTICLE>
Read more: 1963 Chevrolet Impala - Oh, One Owner - Car Craft Magazine
Last edited by Space; 05-18-2012 at 03:45 AM.
#2
05-18-2012, 03:43 AM
Bonus Post (I thought Rick S.S. & Member's would EnJoy)
1970 Chevy Chevelle- You Lose
If You Had the Nerve To Test This Street Car, You Probably Would.
By Mike Finnegan, Photography by Wes Allison
Hot Rod Magazine, May, 2012<!-- AddThis Button BEGIN -->
<!-- AddThis Button END -->
Seeing is believing. During HOT ROD Power Tour® ’11®, we watched this ’70 Chevelle roast the rollers on a Dynojet mobile chassis dyno before splitting a header collector in half. That was with a soft tune-up. On the next pull, the dyno said the heavy Chevy’s 580ci Rat with an F-3 Procharger was pushing 1,377 hp at the drag radials. The crowd went nuts. It was the highest number put up by any car during that Power Tour®. A few months later at HOT ROD Drag Week™, this thing towed a trailer on the highway while sipping pump gas and then went 8.22 at 167 mph in the quarter at Topeka, Kansas. Two stops later on the five-day, four-track race fest, it pulled a wheelie high enough that Bryant Goldstone had to pedal it because he couldn’t see the track. The Chevelle came crashing down and remarkably didn’t even scuff the headers on the ground. However, it did break a connecting rod in the lights, ending Bryant’s bid for the Modified Power Adder class title. He’ll be back.
He’s been here awhile, actually, first with a ’73 AMC Javelin—which he still owns and that ran 7.50s at 185 mph—and again with a tube-chassis ’98 Monte Carlo that runs in the 6s at 200-plus mph. Bryant’s Chevelle is also no fairground cruiser, which is interesting because he bought it with the intention of performing a full restoration, not destroying speed parts at tracks across the nation. But his good friend and painter Joe McNamara took long enough to spray the car that Bryant had time to realize how much more fun racing is than cruising, and he changed the direction of the build in an aggressive way. The N.O.S. parts catalogs were quickly shelved in favor of speed-parts websites. But the car is resto-clean, another amazing feat for a car this brutal.
From the ’cage work to the plumbing, wiring and engine installation, this is one of the cleanest and best-executed street/strip builds we’ve seen in a while. To date, the Chevelle has pulled a 1.31 60-foot time, and Bryant isn’t finished tweaking on it. We can’t wait to see what he’s got up his sleeve for this amazing machine.
__________________________________________________ ___
>>>> It's all business in the trunk. The fuel cell carries 20 gallons of premium pump gas that the 9.0:1-compression engine drinks on the street. Race fuel is mixed 50/50 when the boost is turned up. There's a pair of Weldon fuel pumps at work because at one point the engine was fed E85, and standard practice for a 1,400hp engine was using lots of fuel volume. It's overkill for the current combo but necessary to survive the rigors of Drag Week(TM). These days, a Weldon pump controller takes cues from a BigStuff3 ECU, which tells the controller to slow down the first pump when Bryant is cruising the highway, then to speed it up and turn on pump No. 2 when the pedal hits the carpet. It's the hot ticket for keeping the fuel cool during long drives and to prevent wearing out the pumps. A Spaghetti Menders (SpaghettiMenders.com) modular wiring system powers the entire car, keeping the weight and complexity of the electrical system to a minimum.
>>>> Chevelles are not light, so Bryant shaved weight where he could, beginning with 100 pounds saved via a Dart aluminum block. Ultra Tech assembled the long-block with a 4.50-inch Callies crank, Callies 6.535-inch rods, and Diamond pistons machined for a 4.53-inch bore. Total Seal gapless rings seal the 580ci beast. You can get away with a medium-size cam in a boosted application, but you still need heads that flow, and 24-degree Edelbrock Victors fit the bill after Ray Franks massaged them thoroughly. With a Crane 0.600-lift, 240/250-duration cam with a 114-degree LSA and an intercooled F-3 Procharger, the engine made almost 1,400 hp to the rear wheels. Fuel is delivered through Mike Moran 235 lb/hr injectors to a Profiler Sniper Jr. single-plane intake manifold. Air comes from the intercooler through a Wilson throttle-body. An MSD ignition system provides the spark.
1970 Chevy Chevelle- You Lose
If You Had the Nerve To Test This Street Car, You Probably Would.
By Mike Finnegan, Photography by Wes Allison
Hot Rod Magazine, May, 2012<!-- AddThis Button BEGIN -->
<!-- AddThis Button END -->
Seeing is believing. During HOT ROD Power Tour® ’11®, we watched this ’70 Chevelle roast the rollers on a Dynojet mobile chassis dyno before splitting a header collector in half. That was with a soft tune-up. On the next pull, the dyno said the heavy Chevy’s 580ci Rat with an F-3 Procharger was pushing 1,377 hp at the drag radials. The crowd went nuts. It was the highest number put up by any car during that Power Tour®. A few months later at HOT ROD Drag Week™, this thing towed a trailer on the highway while sipping pump gas and then went 8.22 at 167 mph in the quarter at Topeka, Kansas. Two stops later on the five-day, four-track race fest, it pulled a wheelie high enough that Bryant Goldstone had to pedal it because he couldn’t see the track. The Chevelle came crashing down and remarkably didn’t even scuff the headers on the ground. However, it did break a connecting rod in the lights, ending Bryant’s bid for the Modified Power Adder class title. He’ll be back.
He’s been here awhile, actually, first with a ’73 AMC Javelin—which he still owns and that ran 7.50s at 185 mph—and again with a tube-chassis ’98 Monte Carlo that runs in the 6s at 200-plus mph. Bryant’s Chevelle is also no fairground cruiser, which is interesting because he bought it with the intention of performing a full restoration, not destroying speed parts at tracks across the nation. But his good friend and painter Joe McNamara took long enough to spray the car that Bryant had time to realize how much more fun racing is than cruising, and he changed the direction of the build in an aggressive way. The N.O.S. parts catalogs were quickly shelved in favor of speed-parts websites. But the car is resto-clean, another amazing feat for a car this brutal.
Traction plus massive torque equals immortality when the camera shutter keeps up. Bryant Goldstone's Chevelle survived this skyward launch; a connecting rod in the big-block Chevy did not.
Traction plus massive torque equals immortality when the camera shutter keeps up. Bryant G
From the ’cage work to the plumbing, wiring and engine installation, this is one of the cleanest and best-executed street/strip builds we’ve seen in a while. To date, the Chevelle has pulled a 1.31 60-foot time, and Bryant isn’t finished tweaking on it. We can’t wait to see what he’s got up his sleeve for this amazing machine.
__________________________________________________ ___
>>>> It's all business in the trunk. The fuel cell carries 20 gallons of premium pump gas that the 9.0:1-compression engine drinks on the street. Race fuel is mixed 50/50 when the boost is turned up. There's a pair of Weldon fuel pumps at work because at one point the engine was fed E85, and standard practice for a 1,400hp engine was using lots of fuel volume. It's overkill for the current combo but necessary to survive the rigors of Drag Week(TM). These days, a Weldon pump controller takes cues from a BigStuff3 ECU, which tells the controller to slow down the first pump when Bryant is cruising the highway, then to speed it up and turn on pump No. 2 when the pedal hits the carpet. It's the hot ticket for keeping the fuel cool during long drives and to prevent wearing out the pumps. A Spaghetti Menders (SpaghettiMenders.com) modular wiring system powers the entire car, keeping the weight and complexity of the electrical system to a minimum.
>>>> Chevelles are not light, so Bryant shaved weight where he could, beginning with 100 pounds saved via a Dart aluminum block. Ultra Tech assembled the long-block with a 4.50-inch Callies crank, Callies 6.535-inch rods, and Diamond pistons machined for a 4.53-inch bore. Total Seal gapless rings seal the 580ci beast. You can get away with a medium-size cam in a boosted application, but you still need heads that flow, and 24-degree Edelbrock Victors fit the bill after Ray Franks massaged them thoroughly. With a Crane 0.600-lift, 240/250-duration cam with a 114-degree LSA and an intercooled F-3 Procharger, the engine made almost 1,400 hp to the rear wheels. Fuel is delivered through Mike Moran 235 lb/hr injectors to a Profiler Sniper Jr. single-plane intake manifold. Air comes from the intercooler through a Wilson throttle-body. An MSD ignition system provides the spark.
A custom belt guard not only saves the wheeltubs from damage but also serves to stabilize the Procharger and keep the belt in place at full boost.
A custom belt guard not only saves the wheeltubs from damage but also serves to stabilize
Here's a look at the backside of the firewall-mounted intercooler. A Mike Roy-programmed BigStuff3 Pro SEFI computer controls the electronic fuel injection while an MSD 8-Plus ignition box works with an MSD Power Grid to control ignition timing and other programmable features like a launch controller.
Here's a look at the backside of the firewall-mounted intercooler. A Mike Roy-programmed B
The TIG-welded, 3-inch-diameter, aluminum charge piping is wrapped in carbon-fiber-style vinyl. The piping passes through the firewall via a way-cool aluminum air-to-water intercooler that fills the gap left over from the old A/C system. The windshield cowl directs air to the fins of the intercooler.
The TIG-welded, 3-inch-diameter, aluminum charge piping is wrapped in carbon-fiber-style v
Apart from the Larry Larson-crafted 7.50-spec 'cage, the interior is pretty stock looking. Auto Meter gauges fill the dash and A-pillar, a Cheetah shifter resides between the stock seats, and Stroud harnesses keep passengers in check during hard launches. The wheel is a Billet Specialties piece.
Apart from the Larry Larson-crafted 7.50-spec 'cage, the interior is pretty stock looking.
The bottom of the car is busy. A trussed 9-inch is stuffed with 40-spline Strange axles, a Strange spool, and 3.73 gears. The axle swings on ladder bars with a track bar and is twisted by torque multiplied by a Rossler three-speed auto trans with a Coan converter that stalls at 4,500 rpm. A 3-inch exhaust with Flowmaster mufflers and a pair of bullets dumps over the axle. Adjustable QA1 coilovers work with Mickey Thompson 315/60R15 drag radials to make wheelies and low-8-second e.t.'s seem easy (the street tires are shown here). That's a trans cooler and electric fan mounted ahead of the custom trailer hitch.
The bottom of the car is busy. A trussed 9-inch is stuffed with 40-spline Strange axles, a
Global West suspension is present up front along with QA1 dampers. A Flaming River manual steering rack and a set of manual Wilwood disc brakes not only work but also shave a bit of weight. Weld TR forged wheels (in 15x10 and 15x4) and Mickey Thompson tires are found at both ends of the Cortez Silver Chevelle.
Global West suspension is present up front along with QA1 dampers. A
Last edited by Space; 05-18-2012 at 08:34 AM.
#3
05-18-2012, 09:01 AM
Join Date: Oct 2010
Location: Albertville MN
Posts: 4,389
Damn! 
Wish my Chevelle would be able to leave like that. That's one over the top Chevelle
. Thanks Space for posting that one. Dude has a TON of ca$h into that Chevelle.
Oh one more thing Space. I did finally get to take the Chevelle out for a while the other day. Had to go mail some club shirts. So took her with me. And YES we made some noise while we were out & about. 
Wish my Chevelle would be able to leave like that. That's one over the top Chevelle. Thanks Space for posting that one. Dude has a TON of ca$h into that Chevelle. Oh one more thing Space. I did finally get to take the Chevelle out for a while the other day. Had to go mail some club shirts. So took her with me. And YES we made some noise while we were out & about.
Last edited by Ricks 2006 SS; 05-18-2012 at 09:03 AM.
#4
05-19-2012, 05:58 AM
Hi Rick,
It's great to read that you got your awesome Chevelle out this year...I love the one in the above article, but it's just 2 radial for everyday trip'in...I would be really happy to have one likes yours....
I don't need to lift my front wheels that `high, but it would be a blast 4-Sure...
Thanks for your post & I was happy to read that you enjoyed the article...
It's great to read that you got your awesome Chevelle out this year...I love the one in the above article, but it's just 2 radial for everyday trip'in...I would be really happy to have one likes yours....
I don't need to lift my front wheels that `high
, but it would be a blast 4-Sure...Thanks for your post & I was happy to read that you enjoyed the article...
>This is a Bump from the past > EnJoy>Your Turn<
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