One of the beauties of the LS engine family is its six-bolt main bearing construction. Among other things, it allows the use of a stock nodular iron crankshaft in an otherwise heavily modified engine. Since boost was in the offing, Dave used Callies Comp Star rods and Wiseco forged pistons to complete the rotating assembly. His pals at Speed did the machine work and assembled the long-block for him. Cam timing is by a COMP roller that features 232 degrees duration, a 0.575-inch lift, and a 114-degree LSA. It’s connected to the crank with a double-roller timing chain. Rather than spring for another pair of cylinder heads, Dave played the stock 317s with some port work, larger valves (from an L76 6.0L), Patriot valvesprings, Harland Sharp trunion upgrade for the OE rocker arms, and COMP pushrods and hardware. The combustion chamber configuration and the Wiseco pistons yield a compression ratio of 10.0:1. ARP studs secure the heads and ARP bolts are used throughout. The induction system is composed of a swoopy Edelbrock Pro Flow XT manifold, 80-lb/hr injectors, cast-iron manifolds (truck on passenger side, Caddy LS CTS-V on the driver side), twin Borg-Warner S256 tractor turbos, an intercooler Dave got off eBay, and a dual-cone K&N filter. The oil pan is from an F-body and equipped with turbo oil drains. Now, stop smirking. At the crank, this convoluted conversion puts out 694 lb-ft at 5,500 rpm and 796 hp at 6,500 rpm on pump gas. Dave thought of nothing less than a Finish Line Transmissions Stage 4 Plus 4L80E to manage the grunt. The Precision Industries 10-inch torque converter was built with a 3,200-stall speed and the rage is transferred to a custom driveshaft built by Elgin Driveline. A worked ’70 Chevelle 12-bolt holds 3.42:1 gears and an upgraded factory Positraction.


Considering the sleeper’s current mission, the chassis uses SPC adjustable upper control arms, the front bar from a WS6 Trans Am, and Monroe shock absorbers. Dave boxed the lower controls arms and secured them with poly bushings. Wheel movement is checked by ’96 Impala shock absorbers. Hotchkis 2-inch drop coil springs are pocketed front and rear. The steering gear is strictly stock.


Has it got a seat and a steering wheel? Alrighty then, we’re ready to roll. The column shifter and the stock dash don’t look menacing, but there’s a boost gauge, a shift light, and an ever-handy Scanmaster (hooked to the ALDL) that monitors engine parameters. Other salient features, Dave says, are the “junk eBay [audio] unit with an iPod jack custom duct tape holding the seat together!” We love this stuff.

Wheels & Brakes

No self-respecting sleeper would traipse the streets on pretty wheels. Those deep-set Wheel Vintiques hoops (15x8 and 15x10) and dog dish caps carry BFG 235/60 Radial T/A in front and M/T 275/60 ET Street Radials on the drive wheels. Brakes are no more than it really needs: F-body rotors on a B-body spindle conversion in front and those irrepressible factory drums out back.


As Dave imparts, “factory paint and 39 years of dings! The cowl hood was painted to ‘match’ as best as could be.” Clothes don’t necessarily make the car, either. CHP