Brent Jarvis's 1968 Chevy Chevelle - Sordidly Sorted

Every Square Inch Of This Daily Driven, 900-Plus Horsepower, Deep-10-Second, Road Race Chevelle Has Been Meticulously Sorted Out, And The Results Are Downright Filthy.

Stephen Kim Aug 1, 2010 0 Comment(s)
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Up front is a combination of control arms from Global West and SBC. The Global West lower arms are built like a tank, and the SBC upper arms feature a shimless design that uses steel bushings to eliminate flex. Instead of installing drop spindles, which can adversely affect steering geometry, Brent opted for a more creative solution. "It's amazing the kind of stuff you can find by just flipping through a NASCAR parts catalog. I installed a set of ball joints that are 1.5 inches longer than stock," he explains. "This raises the upper control arm at the ball joint area, which improves camber gain. Since they were designed for '80s A-body circle track cars, the ball joints are a direct replacement and are very cheap." Speaking of steering geometry, Brent installed spacers between the tie rods and steering knuckle until all vestiges of bumpsteer were eradicated. Moreover, a DSE splined sway bar helps manage weight transfer, but Brent took the design one step further by drilling four additional holes in the endlinks spaced 3/4 inches apart. This allows fine-tuning preload in 75 lb-ft increments. As with the rear, the front end uses QA1 coilovers, whose upper mounting brackets have also been reinforced with steel plates.

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To any observer, the thoroughness of battle-tested engineering being infused into every nut, bolt, weld, and Heim joint in Brent's Chevelle is beyond brilliant, and defines the essence of this finely tuned machine. It's a final product that can only be achieved through a graceful coalescence of track time, deft fabrication abilities, and an intimate understanding of chassis dynamics. "Racing is the best way to sort out your car. Pounding on your car at the track and breaking parts makes you build better parts, which forces you to build cars that really work out of necessity," he says. Although we're not any closer to solving the mysterious origins of "Bob" and "Bill," at least the Chad-for-Brent nickname actually makes sense.

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'68 Chevy Chevelle
Brent Jarvis
Port Barrington, IL

Engine
Type: Chevy 565 big-block
Block: Dart Big M standard deck, bored to 4.600 inches
Oiling: Melling oil pump, Canton pan
Rotating assembly: Eagle 4.250-inch steel crank and H-beam rods; forged 10.2:1 JE pistons
Cylinder heads: CNC-ported Dart Pro 1 335cc aluminum rectangle-port castings with 2.30/1.90-inch Manley valves
Camshaft: Erson 238/246-at-0.050 hydraulic roller, 0.657/0.657-inch lift, 112-degree LSA
Valvetrain: Jesel 1.75:1 shaft-mount rocker and pushrods; COMP Cams valvesprings and timing set
Induction: ported Edelbrock RPM Air-Gap intake manifold, Holley 1,000-cfm 4150 carb
Ignition: MSD 6AL box, billet distributor, coil, and plug wires
Fuel system: custom stainless steel tank, Carter mechanical pump, Holley electric pump and regulator
Exhaust: Stainless Works 2-inch long-tube headers with 3.5-inch collectors, custom X-pipe, custom cutouts, dual 3-inch Flowmaster mufflers
Power adder: NOS nitrous plate system set at 200 hp
Cooling: Weiand aluminum pump, Alumatech radiator and electric fans
Output: 601 hp and 616 lb-ft at rear wheels on motor; 804 hp and 902 lb-ft at rear wheels on nitrous
Built by: owner

Drivetrain
Transmission: Tremec TKO 600 five-speed, McLeod aluminum flywheel and twin-disc clutch
Rear axle: Ford 9-inch rearend with Strange 35-spline axles, billet yoke, 3.50:1 gears and limited-slip differential

Chassis
Front suspension: Global West lower control arms, SBC upper control arms, QA1 coilovers, DSE splined sway bar
Rear suspension: Global West upper and lower control arms, QA1 coilovers, Hotchkis sway bar
Brakes: custom 12.25-inch heat-treated Coleman rotors and Wilwood six-piston calipers front and rear

Wheels & Tires
Wheels: ET 18x9.5 Classic 5, front; 18x11, rear
Tires:Toyo 275/35R18 RA1, front and 305/35R18, rear

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