Motor & Drivetrain
Seems like anyone who hasn't converted to the LS series for motivation goes right for the big-block bark, in this case a 509-incher (4.50 bore by 4.00-inch stroke) built by John Visner. Visner performed the usual pre-assembly machine work then laid the stellar foundation with a Crower crankshaft, Oliver billet connecting rods, and 10.5:1 JE forgings. For a whiff of nostalgia, Visner buttoned up the lower end with a "vintage" LS6 oil supply system and 6-quart steel sump. Comp Cams supplied the "680" custom-ground solid roller, valve springs and small parts. Crane Gold 1.7:1 roller rockers complete the package. To take full advantage of the primary breathing apparatus, Visner installed ported and polished Brodix cylinder heads and topped them with a Brodix single-plane manifold and a Quick Fuel Technology Pro Series 1050 Dominator. A serious power-adder figured heavily in the build, in this case an NOS Pro Shot Fogger with a double crossbar plate. Combustion occurs via an MSD Digital 6 Plus ignition system, including 8mm wires. Carbon monoxide is extracted by 2 1/4-inch primaries and passes through a 3-inch system, with X-pipe, to Flowmaster 40 silencers. Visner used ARP fasteners throughout. Even though the project was completed last June, J.B. has not yet had the engine proved. Concerning the drivetrain, and the transmission in particular, we always wonder why people shun the efficacy of modern overdrive units for the 1:1 three-speed automatic. Jim Campbell built the Turbo 400, added a trans-brake, a 10-inch B&M Nitrous converter, and a reverse-pattern valve body. Grunt whirls down the 3 1/2-inch steel driveshaft fitted with 1350 U-joints as prepared by Custom Clutch. To absorb the wrath, J.B. specified a Chassisworks axle with limited-slip, 31-spline axles, and 4.56:1 gears.
Chassis
Blessed be the modern aftermarket, a vast arena filled with "bolt-in" equipment that once had to be built by talented hands. J&E Pro Streets (Massillon, Ohio) collaborated with J.B. on the production of the chassis and the rollcage. First, they modified the firewall for engine clearance. Then they slid a complete Chassisworks frame beneath the Deuce and fitted it with Chassisworks subframe and rack steering, big-block spindles, and tubular control arms. Wheel movement is checked (and stance is adjusted) by hefty QA1 coilover shock absorbers. Going aft, we find a Fab 9 housing located by a four-link setup and a second squad of QA1 adjustable coilovers.
Inside
Moving to the office, outfitter Mike Ambrose Custom Interiors in North Hills, California, went conservative with German Graphite velour carpeting and matching Graphite and Pepper Ultra Suede seats. Lots of the inside was fitted with fabbed bits of wood and aluminum construction. The boys went to the chassis with Painless wiring, installed Auto Meter instruments, and discreetly encased a Kenwood audio system. A Billet Specialties Vintec 15.5 steering wheel points the way.