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Midwest Street Machines - Crazy 8s

In this wild pack of Midwest street machines, big-blocks, fogger nozzles, and 8-second timeslips are the norm. Watch and learn

By Stephen Kim, Photography by Stephen Kim

Black Plague
1967 Chevy Chevelle SS
Paul Tadin
Milwaukee, WI

Some guys just don’t care about numbers. Paul Tadin has no idea how much power his Chevelle cranks out. “I don’t believe in dynos. The track is my dyno,” he quips. He doesn’t even know how much nitrous he’s putting through his 565ci big-block. “I have size 32 jets in the fogger nozzles, whatever that comes out to,” he chuckles. You want cam specs? All he can confirm is that it’s got a hair over 300 degrees of duration at 0.050 and 0.900-plus lift. Unlike typical bench-racing goobers who rely on dyno sheets to cure their malaise, the only numbers Paul cares about are what’s printed on his timeslips: 8.42 at 170 mph.

Granted that Paul doesn’t concern himself with horsepower figures, but his Chevelle packs one of the meanest engine combos you’ll find in a street/strip machine. Pop the hood, gasp at the gleaming 18-degree Brodix spread-port heads, and suddenly those cam specs don’t seem so bogus. The Pro Stock–inspired lungs feed massive quantities of air to a 565ci short-block based on a World Products block, Callies crank, GRP aluminum rods, and JE 12.0:1 pistons. A Book Racing 1,250-cfm Dominator carb supplies the fuel, and a single-stage fogger kit plumbed into the Edelbrock intake manifold provides additional oxygen molecules. To better manage the A-body’s hefty 3,600-pound race weight, Paul opted for a TH400 trans over a Powerglide, and a Dana 60 rearend has taken the place of the stock 12-bolt that blew up a long time ago.

Perhaps the most incredible variable in the equation is that Paul gets all that power to hook on 30x9x15 Hoosier radials through a stock-style suspension. Sure there’s a 25.5 rollcage to stiffen things up, but other than a set of Santhuff springs, Strange shocks, a custom antiroll bar, and TRZ control arms, the suspension is stock. “Getting the suspension to work is just a lot of trial and error. I’ve been working on it for the last seven years,” he explains. “It’s a combination of dialing in the shocks, moving the instant center around, and adjusting the progressive nitrous controller. The car pulls the front tires 5 feet in the air, and the best 60-foot it has run so far is a 1.34 on the back tires.”

By Stephen Kim
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