An accurate definition of an accountant is: a practitioner of accounting, which is the measurement, disclosure or provision of assurance about financial information that helps managers, investors, tax authorities, and others make decisions about allocating resources.
Now to many of us members of the “bloody knuckle society” that just sounds like a nonsensical concoction of verbal mumbo jumbo that we have no interest of hearing. Besides, nowhere in the definition is the term hot rodder found, but Carey Deckard, owner of this seemingly stealthy ’70 Chevelle, is far from your average corporate “bean counter.” With that said, he can’t help that the CPA in him takes over and looks at his small stable of muscle (’67 Camaro, ’67 GTO, ’36 five-window coupe, and ’72 LS-powered Chevelle) as potential “returns on investments.”
“I just sold an all-original, 70,000-mile ’65 Chevelle 300 post car because I had a big-block Chevy and nitrous system sitting in the corner of my garage, and I hated the thought of putting that stuff on such a nice survivor,” Carey admits. “I had to let it go to protect me from myself.”
Two weeks later Carey got a call from a friend (now a good friend) about a garage-kept ’70 Chevelle with 44,000 miles on it. It’s one of those unbelievable stories you hear about that happens to a random lucky guy who’s in just the right place at just the right time. It’s a familiar tale … some little old lady owns a classic car, she quit driving it 10 years ago, no longer has use for it, and sells it for very low money. “To top it off, the price on the already-too-good-to-be-true survivor was dropped $500 because the service station couldn’t get it to fire up,” Carey says. “The car was more original and in much better condition than I had expected. It came with the dealer key chain on the original keys, dealer plastic trash bag hanging on the lighter, original tissue dispenser under the dash, and it even included a yardstick that had the dealer’s name on it resting on the package tray. It just doesn’t get much better. It was at that point I begin looking over my shoulder expecting to see a television camera crew followed by Ashton Kutcher showing up to inform me that I’d just been ‘punked.’ ”
But the ol’ gal wasn’t as far gone as he thought. Carey charged up the battery, primed the carburetor, and got it to fire. A little overhaul on the carb and leaky gaskets were followed up with new belts, brakes, headers, exhaust, and posi unit with 3.73s, and he was off smoking the tires for the next 10 years. “I think I had more burnout miles than regular driving during that time!” Carey exclaims. “I’ve had other restored and supercharged cars in my garage, but this one was the most fun to drive. Maybe it was the accountant in me constantly thinking about the return on my investment as the smoke rolled out of the wheelwells.”
After about 10 years of mayhem and dozens of shredded rear tires, thoughts of air conditioning and an overdrive transmission were now on Carey’s mind. “My best friend and business partner, Ryan Sullivan, bought me a low-mile LS1 and 4L60E for my birthday to put in the Chevelle,” Carey says. “With the LS ready to go in, I was talking to Cary Pangrac at ProCharger about the Chevelle, and he proposed using the Chevelle for R&D on an A-body LSX ProCharger transplant kit. At that point my small project went completely out of control.”
With the frame-off resto now in progress, Carey was firm on keeping the sleeper scene in check. The flat hood, original green paint, bench seat, and column shift were there to stay. Friends and family thought he was crazy for keeping the “granny” bits, but when the car was finished, even the naysayers were swayed to agree that the combination just worked. “I wanted above-average power with new-car driveability. To me, this car came out perfectly on target,” Carey says. “I wondered how people would react to the plain-wrap Malibu sleeper look with extreme horsepower, but hearing so much positive response while out on the 2011 Hot Rod Power Tour, I realized I wasn’t crazy after all.”
As with most builds of this caliber, a support group tends to play a major roll. “I really want to thank my family and friends for all their help and support,” Carey adds, “especially Ryan Sullivan, Cale Kern, Kyle Ray, Greg Rollins, and Cary Pangrac at ProCharger.”
With most folks looking for a fat monetary return on their investments, Carey has no problem watching his money go up in smoke … tire smoke, that is.
By design, the underpinnings of Carey’s Chevelle consists of off-the-shelf GM components. The stock shocks conduct business with the addition of Eaton springs and PST sway bars, which were brought on board to keep body roll in check on those rare occasions when turning is an absolute necessity. With Carey’s Nitto 555 tire-smoking mind-set, he wisely loaded an Eaton posi unit stuffed with 3.73:1 gears into the stock 10-bolt rearend.
For stopping performance, C6 Corvette brakes massaged by Kore3 Industries reside on all four corners and peek through a set of Intro Ram wheels—8x7 up front and 20x8.5 out back.
Engine & Drivetrain
Cale Kern Automotive Specialties performed a great deal of fabrication in order to get the intercooler to fit behind the grille. A stock Chevelle radiator was sliced and put back together to cover the ’02 Camaro radiator and electric fans. It was Carey’s idea to have the engine compartment appear as though the supercharged LS1 had been dropped into place with very little effort. The compression ratio sits at 10.5:1 in order to accommodate the necessary boost provided by the ProCharger P1-SC LSX A-body transplant kit. A COMP Cams stick comes in at 0.224/0.230 at 0.050 and 0.581/0.558-inch lift and 114 LSA. Stock pistons, crankshaft, and connecting rods manage the task at hand. Livernois got the nod with their LS 243 cylinder heads, valves, dual coil valveprings, titanium retainers, and Super7 locks. A set of 17/8-inch ceramic-coated BRP Muscle Rods A-body LSX headers make quick exit of the supercharged waste and a Cale Kern Automotive Specialties exhaust system does a valiant effort in taming the decibels. Fuel storage comes via a Rock Valley stainless steel tank loaded with twin 255 fuel pumps to keep the 60-pound Siemens injectors quenched. An Aeromotive boost referenced fuel pump regulator manages the swill through the stock GM LS1 fuel rails. Jim Moran at Speed in Schaumburg, Illinois, dyno-tuned the combo to 563 hp at 6,350 rpm and 478 lb-ft of torque at 5,600 rpm. To coincide with the exterior’s rather pedestrian demeanor, Carey went with a long-haul–friendly 4L60E transmission and a Coan 2,500-stall torque converter.
With the “sleeper” motif in full swing, the interior showcases the stock bench seat, column shifter, and steering wheel. The original, unrestored upholstery adorns the whole enchilada. Only the Shiftworks ’70 Malibu tach conversion (housed in place of the original clock location) and Vintage Air A/C center vents in the original radio opening give a hint of interior upgrades. A small number of Chevelle gurus will take notice of the [stock-appearing] Shiftworks column shift overdrive indicator lens perched on top of the steering column.
Jim Corey at Stone City Service & Collision in Bedford, Indiana, took charge of the frame-off restoration. As is generally the case with garage-kept, low-mile, classic, automotive gems, minimal bodywork was required to complete the job. With the car blown apart, the firewall was smoothed and cowl vents closed in—more subtle nuances, not easily recognized by the average Chevelle connoisseur. Corey, dead set on keeping the car as original looking as possible, had the Stone City crew replicate the Green Mist pigment worn by the A-body just as it exited the GM factory back in 1970. CHP