Over the last few months, Long Island has been more than generous to SUPER CHEVY magazine, puking out a wide assortment of 1,000-point hot rods-no two the same, but all equally deserving of attention.
Though it's only 33 or so miles from our humble office in the great state of New Jersey, a trip to "The Island" takes anywhere from two to six hours, depending on whether the Long Island Expressway is at a snail's pace, or completely stopped (the only two choices you get, no matter what time of day it is).
In our August issue, we featured a beautiful IROC belonging to Harold Caron, who apparently doesn't ride alone. He introduced us to his posse of Pro Street colleagues, one of whom, according to Caron, "has the baddest of the bad '70 Chevelle on the planet."
We took a peek at said Chevelle between the raindrops at Atco Raceway and found out that Harold was not exaggerating. It could indeed be the baddest of the bad, no doubt about it. Tubbed out and packed with a 632ci big-block on nitrous, the 3,980-pounder hits harder than a freight train and gives new meaning to the term, "bad in black."
This '70 Chevelle, owned by Keith Seaman, is a tribute to his late father, who instilled in him a passion for cars and their ability to exude emotion inherent in a job well done.
"Driving through the Good Guys Show in Ohio with my dad was the greatest experience in the world," Keith said. "Six months later, he unfortunately passed away of cancer. It was the only time he was in the car, but the short time we spent in it was the best it could possibly be."
Over the years, Keith and his pops spent time tooling on whatever they could get their hands on, and Keith is grateful for the tutelage.
Built by Big Sal Race Engines in Centereach, New York, the monster under the hood provides stump-pulling torque and over 940 hp without even going near the nitrous switch. Sitting atop an internally balanced 10:1 steel short-block is a set of aluminum Brodix cylinder heads flowing well over 300cfm all through the power band and sucking more than enough air flow that a 632ci engine demands. The valvetrain consists of a custom-grind Comp Cams camshaft, Crane roller lifters, and custom roller rockers.
Rounding out the power plant is a Brodix aluminum intake manifold, QuickFuel Technology 1,250-cfm carburetor, and 21/4-inch stainless steel headers.
Keith recently received his license and chassis certification, allowing him to run this baby full bore. Without the nitrous, he was able to walk her to a 9.80 at over 138 mph, but he expects mid-8s in the near future after getting comfortable in the wheelman's chair.
Keith's main concern with the driveline was sustainability to hold up with over 1,000 lb-ft of estimated torque at the flywheel when set on kill. He installed a custom billet Turbo 400 transmission, 3,200 rpm stall converter, and 3-inch aluminum driveshaft with hardened-steel universal joints to support the massive amount of torture caused by rotating force.
Out back, Keith went with a FAB9 housing packed with a 9-inch spool, 4.30-gears, and 40 spline gun-drilled Strange axles into a four-link suspension to complement the back half and 14-point roll cage built and installed by Montana Bros Race Cars.
He spared no expense on the wheels and tires, and went with one of the best performing and aesthetically pleasing combinations in drag racing: Weld Alumastar wheels with custom bead locks (15x31/2 front, 15x16 back), wrapped in Hoosier skinnies up front (28x41/2x15), and monsters out back (33x221/2x15). Up front, he used FatMan Fabrications tubular control arms and Strange coilover shocks that get tested at every launch. With a full tank of gas and a T-bone in his stomach, Keith says he usually crosses the scales at over 4,000 pounds.
With both exterior and interior, bitchin' in black was, of course, the theme. The exterior is coated in House of Kolor black and the interior is a deluge of shimmering chrome and shades of black from the seats, to the carpet, to the dash, and even the steering wheel.
"I wanted to keep everything as stock appearing as possible, so all you see when looking at the car is black and chrome," said Keith. Also, keeping essentials in check is a set of Auto Meter carbon-fiber gauges monitoring engine revs, water temperature, and oil pressure.
Taking over three years to complete, Keith's only regret-if you want to call it that-is not building a large enough motor, because, 632ci is on the small side...right?
We're sure his father would be proud.