Paul Headrick from Oceanside, California, had longed to build a Chevy II well before he could drive. Even though it took some time for him to bring the dream to fruition, the final product turned out way better than his preceding dreams.
A restorable Deuce in Paul's price range had eluded him for years until one day on his drive home he spotted a totally stock '67 post car with a for sale sign in the window. He was so blinded by his love and need for the car he didn't spend much time looking it over before buying it. Instead it took all of about two minutes to complete the transaction and Paul was the proud owner.
The original intention was to put a slightly modified LS under the hood, some ladder bars in the back, and give the car a sinister look with all blacked-out trim. Well that simple plan turned into much more of a project. You see, Paul works at Turn Key Engine Supply, a company well-versed in building powerful LS motors and swap kits for vintage cars. His boss Kolby Enger gave him the green light to do anything he wanted engine-wise. So the simple plan was thrown out and the decision to build up a twin-turbo LS was put in its place.
A motor with that kind of muscle needs to be in a pretty stout car. The problem was when Paul got his newly-acquired coupe home and started tearing it apart the reality of the situation hit him square in the face. The car was a rusty pile that had been Band-Aid fixed with cardboard and Bondo. That took the wind out of his sails for a while, but luckily didn't stop the project. It took six years, a lot of money and the help of some experienced gearheads to reconstruct the rusty stocker into this sinister beast.
Under the stock hood you will find a punched-out 6.0L truck block stuffed with 9.2:1 J.E. pistons, an experimental (at the time) set of SCAT rods to replace the powder metal rods that came factory, and a lightened and nitrated stock crank. A set of AFR 225 heads with 72cc chambers and Manley chromoly valves is strapped down to the block with a set of ARP studs. A secret grind from Chris Mays was sent off to Comp Cams to be whittled out to make the best use of the boost the two, that's right two, Turbonetics T4 turbos provide.
The fuel system consists of a Precision Metalcraft intake manifold, SX fuel pump, and Delphi MEFI 4B fuel injection. Providing the spark to fire off the air-fuel mixture is a Delphi MEFI 4 ignition system. Things like the alternator, water pump and timing cover are powdercoated black while the AN fittings were black anodized for that sinister look. To evacuate the spent gases RPM Muffler built a set of stainless headers with 1 3/4-inch primary tubes and 3-inch collectors. Enger fabricated all the turbo and boost tubes, plus he tuned the engine once it was ready to fire.
A Griffin aluminum radiator keeps the temp down while the Jim Richer Auto Electric 180 amp alternator provides some juice to the electrical system. The engine produced 750 hp at 6,800 rpm on 6 pounds of boost and a whopping 1,000hp at 6,800 rpm on 15 pounds of boost. All that power is transferred through a TCI Powerglide with a Dalenzie 9-inch, 3,500-stall converter to the beefy Fab 9 rearend. Inside the narrowed housing is a set of 4.56 gears, Strange 35-spline axles and a billet spool from Randy's Ring and Pinion.
That kind of muscle would tear apart the stock chassis components and get Paul kicked off any track with out some proper safety equipment. Race Cars and Stuff in San Marcos, California, was called upon to build the 14-point cage, rework the sheetmetal and the wheel tubs, and install the Chris Alston's Chassisworks front subframe and ladder bar rear suspension. The front subframe features Varishock adjustable coilover shocks, manual rack and pinion steering, and Wilwood four-piston brakes and 12-inch rotors.
Out back the ladder bars are supported by another set of Varishock adjustable coilover shocks so Paul can dial in his ride. The Chevy II rolls on a powder-coated set of Weld Draglites, 15x4 wrapped in P195/60R15 BFGoodrich rubber up front and 15x12 in the rear with a set of sticky 31x16.50x15 LT Hoosier Quick Time Pros.
To transform the once rusted exterior into something nice enough to enter in a show was taken care of by Steve Mares of Mares Restoration. Steve replaced a ton of sheetmetal before blocking the body nice and straight. Once the body was prepped it was rolled in the booth and coated in DuPont ChromaBase Warm Silver. After the Warm Silver dried it was wet sanded smooth and polished to the high shine you see in the pictures.
To finish off the sinister look the billet grille, bumpers, and trim from Classic Industries was sent off to Electrotech Powder Coating to have it coated in a sleek black. Since chrome door handles would look out of place on a car devoid of any other brightwork, Paul had West Coast Plating do them in a brushed nickel finish.
Inside, the car is all business with very few creature comforts-not even an audio system graces the dash. Racecars and Stuff is responsible for installing the PRP seats and covering the door panels with a grey and black tweed combination. Peaking out from behind the Grant steering wheel is a full set of Auto Meter Pro Comp gauges loaded into a Covan's dash insert. A Hurst shifter with a Jegs pistol grip handle allows Paul to bang the gears without the worry of accidentally blowing past a drive gear and hitting neutral. The factory radio hole was filled, as the sweet sound of twin-turbos is music to Paul's ears.
Paul told us that the biggest challenge besides repairing all the rust was building a car that could do it all. He can cruise the beach, drive it 40 miles to a car show, and then turn up the boost and blast down the track. Just recently Paul took the Sinister Nova to his local drag night where he clocked a 6.84 at 104 mph in the eighth-mile on the 6-lb tune (with a 1.40 short time). His most memorable experience to date was winning an award along side his father at the first car show he entered. A close second was taking the first ride with his daughter Molly and son Lewis.