We'd guess that Dad's reasoning, however, was deemed pathetic and completely lost on Bo. "On a 150-shot, the street tires spin but it still clipped a high 11," Bo confides. The no-bite situation got him hot for a mini-tub job. With slicks, it ran 12.20s on the motor.

In 2003, 20 years to the day after he got the Nova, Bo blew it apart again and completely redid all the systems except for the bullet, because he wanted "everything to be new all at once. If I could find N.O.S. or new parts, I bought them. It's all new, from brake lines to wiring harness."

And so it was. Bo stuck a coilover front suspension in the Nova, thus freeing up lots of useable real estate and blessing the car with enviable handling characteristics to go with the much improved braking power. The frontend swap also stiffened the car, bringing parity to the eight-point rollcage and the subframe connectors. All the right stuff for this unibody. Though braking is curtailed by wheel diameter, at least the binders are discs all around.

"I've had a bunch of offers from people wanting to buy it," Bo says. Then he explains that he couldn't do something like that because it was his first car and it is quite irreplaceable. Amen, Bo. (But if you do, please call me first!-RM)

Tommy Scoggins in Monroe, Georgia, built the 406 small-block with a '70 400ci cylinder case that Ewing Automotive in Snellville had machined to spec along with all the rotating parts. Tommy used a stock crank cut 0.010/0.010 and put TRW 10.5:1 flat-top pistons circled by Sealed Power moly rings on the stock 400 connecting rods. A Comp Cams solid roller shoulders 254/265 degrees of duration at 0.050, but the lift number is a secret. Tommy sunk it in the block with a Comp timing chain and covered his tracks with a 6-quart Moroso oil pan. The ported Dart II angle-plug cylinder heads were built with 2.05/1.60-inch valves, Crane roller rocker arms, and Comp retainers and pushrods. An Edelbrock Victor Jr. intake accepts a 750 Holley that now flows at least 930 cfm. Phasing the ignition, an MSD distributor, Blaster coil, 6AL box, and timing control, which is required to help manage the NOS Cheater 150-shot. Fuel delivery is by a brace of Holley black pumps, Mallory fuel filters, and AN-10 lines from the 12-gallon fuel cell. You'll notice how uncluttered Bo's engine compartment is, an image heightened by the backswept Hooker Super Comp fenderwell headers that dump into a 3-inch system monitored by Flowmaster cans. Cooling the small-block in those torrential Georgia summers is left to a big Be Cool core and electric fans as well as a CSI water pump. Bo hiked up to Buford to see Steve Howard about the transmission. Steve built the Turbo 400 with a Turbo Action manual shift valvebody and gave it impetus via a TCI 10-inch converter with a 3,500 stall speed. He gave it longevity with a B&M cooler and oil pan and hooked it to an aluminum prop shaft. The ultimate twist is absorbed by a Fab 9 axle and a spool "differential" spinning 4.56s.