If the use of the Chevrolet engine would be made easy and the very first attempts would be crowned with success, the appeal of the new RPO V-8 engine will take hold and not have the stigma of expensiveness like the Cadillac or Chrysler, and a swing to Chevrolet may be anticipated. This means the development of a range of special parts-camshafts, valves, springs, manifolds, pistons, and such-should be made available to the public.
To make good in this field, the RPO parts must pertain not only to the engine but to the chassis components, as well. In fact, the use of light alloys and brake development, such as composite drums and discs, are already on the agenda of the Research and Development group.
These thoughts are offered for what they are worth-one man's thinking aloud on the subject.
Signed: Z. Arkus-Duntov
Dated: 12/16/53
Draggin' The Line
The closest link between Chevrolet race cars and those the company builds for street driving is without question the sport of drag racing. Quarter-mile competition has been dominated by Chevrolet machines since the late '50s, when the small-block literally powered its way onto the scene. For the sportsman or hobbyist racer, the advent of the '55 Chevy was a dream come true. Coupled with a few aftermarket "speed" parts, the Shoebox was a definite force to reckon with.
In the '60's, a handful of big-name drag racers turned to FX (factory experimental) competition. Though the factory's involvement was limited to "back-door" help, the stage was set for better high-performance engines, transmissions, suspensions, and even lightweight parts being made for the masses. Cars like the 409/409 Impalas and the special limited-production '63 Z-11 Sport Coupe were basically race cars in street-car clothing, built on the assembly line. With these, the weekend racer could drive to the track and go a few rounds before driving the streets back home-most often with the trophy, to boot!
With the birth of the big-block "Rat" motor in 1965, Chevrolet cemented what would become the most common high-horsepower engine design used in competition. (Today, many aftermarket manufacturers build engine blocks and heads that are direct descendents of the original Rat.) Showroom stock big-block Impalas and Chevelles brought fear to those driving other brands, and when those engines were installed in lighter cars like the Nova and Camaro, they were nearly impossible to beat.
While there were many, many groundbreaking Chevy drag racers who made a name for themselves during the sport's infancy, there are a few who stand above the rest. Bill "Grumpy" Jenkins, commonly referred to as Mr. Chevrolet, led the charge with Chevy IIs, then Camaros, and most recognizably, his small-block Vegas, toward what would eventually be the unofficial "Factory Hot Rod" category: Pro Stock. Racing against early pioneers like Paul Blevins, Frank Iaconio, Sonny Bryant, and Gordie Rivera (to name just a few), Jenkins opened the "back door" at GM a little wider for the quarter-mile enthusiast. The help some of these racers received was limited, but it did directly contribute to helping the R&D department create better performance equipment.
It wasn't until the advent of multiple Pro Stock champion Lee Shepherd, behind the wheel of the Reher Morrison car, that Chevrolet stepped up with a direct racing sponsorship. The team's success, which was cut short in its prime when Shepherd was killed in a practice session, swung the door wide open for competition parts built at the factory level.
Today, every level of drag racing is deeply rooted with Chevrolets. Whether it be the replica Camaro and Corvette fiberglass (and carbon fiber) bodies that are used in nitro and alcohol funny car competition or the mega-inch direct descendents of the Rat motor that power 90 percent of all of the sportsman "Super" categories. When you think of drag racing, you unquestionably think of Chevrolet.