1967 Chevrolet Corvette - Double Vision

It's Like Déjà Vu All Over Again With This Twin-Turbo Sting Ray

Steve Temple Jun 28, 2010 0 Comment(s)
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We've always been a big fan of baseball great Yogi Berra's fractured comments, such as "A nickel ain't worth a dime anymore," and "He hits from both sides of the plate-he's amphibious."

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Ironically, a couple of his oddball Yogi-isms actually made sense, in a weird way, like the one about the driveway to his house: "When you come to a fork in the road, take it." Due to its circular configuration, either direction would lead you to the front door, so it was technically a correct statement. And so is his classic, "It's like déjà vu all over again," at least in reference to Don Park's '67 Sting Ray.

Not only have we shot the car more than twice, but the turbos are a dual setup, and the engine has a second form of forced induction: nitrous. Yeah, we know it all sounds like the "department of redundancy department," so it's pretty familiar territory-all over again.

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As noted in our initial feature back in the mid-'90s, this car was originally intended for slalom racing, but after Don's Speed Shop in San Diego started breathing heavily on the 355ci V-8 with some Banks turbos, power shot up to 700 horses, enough to gallop through the quarter in the 10s at 135 mph. Pretty heady stuff for a '60s Corvette updated with a more modern mill, but as Yogi used to quip, "The future ain't what it used to be."

"You can observe a lot just by watching."

Just take a close look at all the performance parts. The mill was actually a four-bolt truck block, fitted with O-ring seals and studs to handle increased pressure from the pair of puffers. These twin Rayjay/GBE units have water-injection nozzles on each compressor inlet. After the exhaust spins the pinwheels, it exits the turbo-discharge port into a low-restriction, chromed exhaust/silencer system integrated with the original Corvette side-exhaust covers

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Then the highly augmented intake airflow runs through a modified 800-cfm Holley marine carb, which sits on NOS spray bars and is fed by dual pumps to prevent lean-out. Gulping and expelling the air/fuel mixture are large-valve Chevy heads (2.02-inch intake and 1.60-inch exhaust) that were ported, polished, and cc'd. The turbo bumpstick is a 284/294-degree, 0.480-inch-lift Crower component with variable-duration Rhodes hydraulic lifters. Crower also supplied the pushrods and stainless steel roller rocker arms.

Squishing the mix are JE reverse-dome blower pistons with ceramic plasma top rings and a 7.5:1 compression ratio. Beefing up the bottom end are "pink" forged connecting rods that run through a forged crankshaft.

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Backing up this over-achieving SBC is a Turbo-400 slushbox, heavily modified to funnel the flood of power. Art Carr built the 3,000-rpm stall converter, a 10-inch blower-motor/nitrous-oxide unit. For additional reinforcement, the third member houses a Moroso "Brute Strength" clutch-type diff with a 4.11 ratio. Gussets and extra welding strengthen the frame, which is suspended by Guldstrand components.




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